Any tune basics for the 65RFE ?

[Jim P 2.0]

here's another little piece from another section of code

  else {
    bVar7 = GENFG1;
    if (((((bVar7 & 4) == 0) && (bVar7 = IGCODE, (~bVar7 & 8) == 0)) &&
        (uVar1 = DAT_60002138, (FUPDLY)_Forced_Upshift_Delay_Time <= uVar1)) ||
       (bVar7 = THDATA,
       (uint)bVar7 + (uint)DAT_002f346e < (uint)Forced_1-2_Upshift_Throttle_Threshold)) {
      bVar7 = DAT_60002584;
      bVar7 = bVar7 & 0x7f;
      goto LAB_002c794c;
    }
  }

[sparkybg]

Yep, found these also. And found MANY more timers for the trasmission part of my ROM. I am yet to find what these do.

An interesting thing is that JGC WK 2009 ROM compared to JGC WK 2010 ROM has one less check. Below is the last few "if"s in 2010 ROM, functionally looking exactly the same as in your code, but in 2009 ROM the code in red is missing.

From what I can understand so far, this "if" delays the upshift if there is TCC Lockup, or TCC slip is below the threshold (in this case 20RPM), or engine brake TCC Slip is less than 50RPM and timer is below threshold. So in order for shift to happen there must be either enough TCC Slip in the right direction (-50RPM for Engine break, 20RPM for acceleration) or the timer has to go above delay time threshold.

And, it seems that 2010 ROM has separate upshift slip thresholds for acceleration and engine break and 2009 ROM does not.

Now I have to find the code that makes the same for downshifting and maybe I will be able to find out why my transmision sometimes has a hesitation in (and only in) 5->4 downshift (6-5 on 68RFE). All other shifts are OK.

You are helping a lot! Thank you again.

		if (((~*(byte*)(in_r13 + 0x2718) & 5) != 0) &&
			((((~*(byte*)(Trans_Flags_xxxxxx_Lockup_x_21fa) & 2) != 0 ||
				((((uint) * (ushort*)(Trans_EngineRPM_Flt43_Avg2_2312) <=
					(uint) * (ushort*)(Trans_Turbine_Speed_2434) + (int)*(short*)r_REP_P_MyPars__TCC_Slip_for_Shifting_0x1E01D4(equals 20 rpm, 0x14, 20) ||
					((*(byte*)(in_r13 + 0x21f7) & 0x40) != 0)) &&
					((*(short*)r_FLASH[0x1E1CD0](equals 0xFFCE, -50) < *(short*)(Trans_EngineRPM_Minus_TurbineSpeed_219c) ||
						((~*(byte*)(in_r13 + 0x21f7) & 0x40) != 0)))))) &&
				(*(byte*)(Trans_Engine_Brake_Timer_JimP_26c9) <= *(byte*)r_REP_P_MyPars__Trans_Engine_Brake_Delay_Timer_Limit_JimP_0x1E0228)))) {
			return;
		}
	}
LAB_00151d04:
	*(byte*)(JimP_GENFGA_2711) = bVar1 & 0x7f;
	*(ushort*)(JimP_GFLAG1X_246e) = *(ushort*)(JimP_GFLAG1X_246e) | 4;
	return;
}

[10le]

For the 68rfe the full lock tables are below the partial lockup tables so no need to adjust there, on the 65RFE most are below partial lockup, very little adjustments needed to get it to nearly go full lock right away. The parameters to speed up the change of the clutches engaged aren?t mapped out in hp tuners for the 65RFE as with other tables and parameters to really speed up shifts properly, stressed many times that there is a bunch of mapping that?s not there to speed up the actual shifts, the engagement and release of the clutches that are responsible for the gear changes. I do lower the partial to full lockup tables to keep them well below the unlock to partial lockup thresholds but there is also much more I do in parameters not mapped out that lower slip, remove timers, decrease slip time on the gear clutches, etc.

Please correct me if I'm wrong: Your recommendation is to avoid partial load conditions for TCC?

The other things (about the speed of closing the clutches), I understood. This is very bad for me because this is one very important point. Especially driving in the Swiss mountains, it is absolutely crucial to have closed clutch (for the gear and also for TCC). Currently I'm wasting so much energy for heating up the gearbox oil.

Servus
10le

[Jim P 2.0]

The 68RFE transmission, except for 2nd gear, the partial lock to full lock tables thresholds are below the unlock to partial lock tables thresholds, the 65RFE I set it the same way. That’s what I do, not necessarily a recommendation on what to do or what not to do, it’s just what I do.

[Jim P 2.0]

68RFE stock form, partial lock to full lock thresholds lower that the unlock to partial lock thresholds.

lockup.png

[10le]

68RFE stock form, partial lock to full lock thresholds lower that the unlock to partial lock thresholds.

lockup.png

Thank you. This is the same I see in the 65RFE tabels. So this means in most case it "jumps" (in the operational thinking world) directly from unlock to full lock. The part lock tabels are only rarely used.

[Jim P 2.0]

No the partial lock tables are used on every upshift and every downshift, the only exception is when disabling the forces to partial lockup during upshifts, then it just stays fully locked during upshifts instead of going to partial lock

[Jim P 2.0]

Think of it like this, from a stop when you start rolling the transmission will go into partial lockup and depending the gear and delays and deltas and other factors eventually it moves into full lockup, it’s like that to soften the transition from unlocked to locked. When an upshift or downshift is called, it will go into partial lockup, perform the shift and as long as thresholds, etc are met to allow full lock it will go back into full lock, the reason is to reduce shock load on the internals, soften those transitions between gears.

[sparkybg]

your "edits" to the code is incorrect as well. like why would you think that the genfg1 is a shifting status flag? I don’t recall ever seeing it change bits during shifts.

Jim P, an hour ago I was able to confirm that bit 2 (value 4) ot GENFG1 is definitely a shifting flag. It can be confirmed just by scanning the vehicle while standing still and moving the shifter to P, R and D position. There's also another flag, indicating shifting just for forward gears, which also have a bit when the transmission is in-gear.

If you provide me the number of the OS you are working on, I may be able to tell you the exact address and bits.

Also, I am in a search for affordable memory logging solution for NGC4. The above confirmation was done by accident in a workshop with an OEM hardware/software, and I cannot use it too often. If someone has an idea it will be of great help to me.

[Jim P 2.0]

Jim P, an hour ago I was able to confirm that bit 2 (value 4) ot GENFG1 is definitely a shifting flag. It can be confirmed just by scanning the vehicle while standing still and moving the shifter to P, R and D position. There's also another flag, indicating shifting just for forward gears, which also have a bit when the transmission is in-gear.

If you provide me the number of the OS you are working on, I may be able to tell you the exact address and bits.

Also, I am in a search for affordable memory logging solution for NGC4. The above confirmation was done by accident in a workshop with an OEM hardware/software, and I cannot use it too often. If someone has an idea it will be of great help to me.

went through all that awhile ago

[sparkybg]

went through all that awhile ago

Well, I don't have another option. The progress became really slow, so I will definitely have to log flags and other variables in order to continue.

The funny thing is... late 2010 545RFE NGC4 code is 99.99% the same, compared to 2011 68RFE CM2200 code, so the things we discuss here are also nearly 100% valid for 545, 66 and 68 transmissions.

[Jim P 2.0]

I can’t remember exactly, I’d have to go back and look through logs I think was just a flag indicating a request for shift, not that the shift is actually occurring but everything is set for the request for shift. But yeah a lot of the code is near the same, slight differences, not sure on the 65 and 66 but the 68 does have changes 2013+ then more changes 2019+

[sparkybg]

...I think was just a flag indicating a request for shift, not that the shift is actually occurring but everything is set for the request for shift.

Yes the two flags are not set in the same time. First a request is made and one of the flags is set, then the other flags is set when the shift procedure begins. Then, for the downshifts (i am digging almost exclusively on the downshifts for now) the start of the disengagenemt of the outgoing clutch is awaited, looking at the output speed vs turbine speed and gear ratio, and finally the engagement of the incoming clutch is awaited. Then the shifting flags are set to 0 and the present gear is set to shift target gear value. But there are many flags and some timers and slip (both clutch and TCC) thresholds involved, which I am struggling now to understand, or at least the ones controlling the 5-4 (or 6-5 on 68rfe) shift, whitch is the only shift on my transmission that really "takes me out of my shoes".

[Jim P 2.0]

Chrysler doesn’t make it easy to follow that’s for sure especially with their arrays inside arrays which are inside arrays and other weird things they do

[Jim P 2.0]

The shift schedules are a nightmare, think I counted like some 30 different shift schedule patterns with many of them just being duplicates then others are kinda jumbled up, then there are shift off schedule parameters in there too that come into play

[sparkybg]

The shift schedules are a nightmare, think I counted like some 30 different shift schedule patterns with many of them just being duplicates then others are kinda jumbled up, then there are shift off schedule parameters in there too that come into play

Yes, exactly! If you can share some flag addresses and their bit meaning with me, along with the OS they were taken from, it will help me a lot. As you know, there's variables that depends on flags, which depends on other flags that depends on other flags... driving me nuts. The variables are somehow easier to guess, but the flags are really nasty.

[Jim P 2.0]

Yes, exactly! If you can share some flag addresses and their bit meaning with me, along with the OS they were taken from, it will help me a lot. As you know, there's variables that depends on flags, which depends on other flags that depends on other flags... driving me nuts. The variables are somehow easier to guess, but the flags are really nasty.

Sent you a pm