TF10 TECHNICAL MANUAL

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Support for your TF10 Unit.

BOOST CONTROL

The TF10 has a boost control feature, which can be used to IMPLEMENT a boost control loop after adding a turbo.

 

This DOES NOT modify an existing boost control loop, but constructs a new one.  The manifold pressure is measured via the AMP (IN) (pin 8 of 10) and compared to a target map. Depending on the difference to the target boost pressure the output PWM to the bleeder solenoid is modified so that the waste gate is closed/opened to achieve the target pressure

 

 

PURPOSE

 

It is often desirable to add a turbo to an engine without DE-COMPRESSING the engine. In this application precise boost control is required at lower RPM to avoid knocking, but higher boost pressures can be used at high RPM.

 

The boost control is achieved via a "BLEEDER" valve, which controls the effective canister pressure, and thus operates the waste gate. The signal to the bleeder valve is PWM.

 

 

BOOST CONTROL MAPS AND PARAMETERS

TF10 Turbo Fueller - F8 - Boost Control

BOOST TARGET MAP
Entry is in pressure (bar/lbs). For each RPM point a different boost target can be specified.

 

BOOST AIR TEMPERATURE
The entry is in percent (of PWM). The value is added/subtracted from the PWM base.

 

BOOST LOW PWM
This is the PWM BASE duty cycle in percent for LOW TPS settings.

 

BOOST HIGH PWM
This is the PWM BASE duty cycle in percent for HIGH TPS settings.

 

BOOST GAIN (PARAMETER)
This is a multiplier (0.01 to 9.99) by which the target to manifold difference is multiplied with before adding the result to the BASE PWM. If the actual manifold pressure differs too much from the target then the gain is too low. If the loop "oscillates" then the gain
is too high. The gain depends on the bleeder valve construction, the size of the waste gate canister, and the piping used.

 

TF10 Turbo Fueller - ShiftF1 - Parameters for Boost Control

Parameters Map showing the Boost Gain setting

 

 

WASTE GATE CANISTER

 

A waste gate canister with a pressure of less or equal to the LOWEST boost pressure must be used. Normally 0.2 - 0.3 bar (3.5lb) is sufficient.

Note : Maps can be deactivated, or zeros can be entered.

 

TF10 Turbo Fueller - Diagram of a Typical Boost Solenoid

DIAGRAM OF TYPICAL BOOST SOLENOID

 

 

BOOST CONTROL OUTPUT WIRING

 

TF10 Turbo Fueller - Boost Control Output Wiring

 

ANALOG SIGNAL MODIFICATION

 

The TF10 can modify two ANALOG SIGNALS, such as TPS, Airflow, MAF, or  Temperature signal. The analog signals must be in the range of 0-5 Volts. In addition to mapping the analog output to achieve the desired effect, the output can be limited or clamped at a certain voltage.

 

 

USAGE

 

An analog signal is a DC voltage generated from a number of different types of sensors, examples of these are the air flow meter, mass air flow meter (MAF) and pressure transducer (MAP) or temperature transducer.

 

Most analog signals, with a few exceptions, range from 0 to 5 Volts and are used by the ECU to determine the fuel quantity. By routing the signal through the TF10 the analog voltage is changed, which in turn results in a fuel change. Thus, allowing the car to be tuned. The input to output voltage relationship can be changed at various engine-operating points. This process is called "MAPPING".

 

 

ANALOG SIGNAL WIRING

 

TF10 Turbo Fueller - Analog Signal Wiring

ANALOG SIGNAL WIRING DIAGRAM

 

The Analog INPUT can be MAPPED to the ANALOG OUTPUT by the following :

 

 

REQUIREMENTS

TF10 Turbo Fueller - ShiftF1 - Parameters for Boost Control

 

 

1. ANALOG #1 Lower Limit (Volts) :
This voltage setting prohibits the analog output to go BELOW the limit.

2. ANALOG #1 High Limit (Volts) :
This voltage setting prohibits the analog output to go ABOVE the limit

3. ANALOG #1 Zero (Volts) :
This voltage offsets the ANALOG output voltage by the entered voltage.


Calculations :


All Analog Map values are added together to form the analog modification. This is then applied to the input reading, limited if necessary, and output to the  Analog output pin.