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03-07-2009, 07:43 AM
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(Thread Starter) |   Not Ranked : 0 score  PID tuning explained Since there is some confusion in the CP-E explanation of PIDs, I have decided to make a practical definition. PID laymans explanation. kP is the scalar of the function. The higher this value the more likely you are to spike, however, this is also the overall gain of the system and it weighs on all the values within the system kD is the intensity of the slope. The higher this number, the slower the turbo will try to reach peak boost, if it is too high, the turbo will not hit the desired boost target. This value is affected by the scalar kP term. kI or the summed error factor is how much effect the targeted boost has on the behavior of the turbo. The higher this number, the more closely you will adhere to the targeted value of boost (given the correct kD). If it is too low you will creep, if too high you wont hit the target boost value and cut (this ties in with the kD term) Do not be fooled into thinking this is a linear process. Any one value that is overweighted (especially kP and kD) can actually cause systematic inversion. -Jeff at PG
__________________ All wagon, No traction Last edited by wassup61; 04-04-2009 at 02:40 PM. |
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03-07-2009, 08:02 AM
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03-07-2009, 08:25 AM
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03-07-2009, 10:20 AM
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03-07-2009, 04:10 PM
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| Not Ranked : 0 score thanks bro im spiking to 18 psi thats my target but then i slowly falls off so would i need to lower the kp and the ki | |
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03-21-2009, 02:44 AM
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| Not Ranked : 0 score so what values should be tried? what's the scale for these values? like kp can be between x and y kd can be between a and b and ki can be between p and q | |
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03-21-2009, 09:47 AM
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Kd between 50-999- you will never hit peak boost at 999 and you will spike too much at 50 Ki between .050 and .999 - you will never hit peak boost at .999 and you will boost creep or cut at .050 if you are anything but stock.
__________________ All wagon, No traction Last edited by wassup61; 04-04-2009 at 02:41 PM. | |
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03-21-2009, 04:27 AM
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