VTCM: Virtual Transmission Control Module....
The VTCM is a system of hardware + software designed to control the shifting operation of the NAG1. It does this by shifting the car for the driver while the car is in Manual (+)(-) mode.
You do not lose control of the Manual shifter. One touch of the auto-stick by the driver and the VTCM will pause allowing the driver to shift the car.
The Main Board (shown here) plugs directly on the TCM. This makes for a clean install with a minimum of wire taps.
The Transmission Control Module (TCM) is what controls the shifting of our LX cars. We can manually shift the car by the Shift Lever (+)(-), or we can place the car in "D" and the TCM will shift the car automatically.
There are two main subjects related to how the transmission shifts. First there is the "Shift Schedule" which controls "When" the car will Up-Shift, Down-Shift, or Kick-Down (down-shift under acceleration). The second subject is the "Quality" of the shift. This is felt as "Firmness". Firmness is affected by how quickly a shift change sequence occurs. The faster a shift change sequence executes, the firmer the shift feels.
The LX TCM is tuned for increased mileage (MPG) and for smooth (seamless) shifts. Under normal driving conditions the TCM's shifting schedule shifts the transmission early in an effort to hold the RPMs down. This bogs the engine down and keeps it out of its power band. The TCM also has long slow shift change sequences that result in shifts are soft and not "Sporty" at all. These mushy shifts also generate more friction, heat, and wear on the transmission.
The VTCM system delivers a custom shifting strategy. It also alters (increases) the firmness of the shifts. All settings are configurable by the user. It has two modes of operation that can be moved between while driving the car. Typically (Mode1) is set to how you want the car to drive normally, and (Mode2) is set more aggressive.
The VTCM delivers its custom shifting schedule while the car is in Manual (+)(-) mode. Think of it as an "auto pilot" that manages the (+) and (-) shifts for you. So in effect, it is the same as "D" in that the shifting is being done automatically. If the driver moves the shift lever or clicks a paddle (*see paddle kit on this website), the VTCM will "Pause" and allow the driver to operate the car n Manual mode. When the driver wants the VTCM to resume shifting the car, the driver "re-activates" the VTCM.
VTCM operation is indicated by an RGB Led that is mounted into the gauge cluster. The LED is placed into the anti-theft indication port. This location is an optimal visual location and its integration is very OEM like... The driver interacts with the VTCM (switches between modes, pause & un-pause) by cruise control stalk movements, or with combined button presses on the steering wheel.
In Europe, there is also the CRD (Diesel) version of the LX cars. CRDs are not sold in the USA. I've read that the TCM on the CRDs tend to take the RPMs too high under hard acceleration. It's as if the TCM is tuned for a gasoline engine car. A diesel engines power band is in the lower RPM range. The VTCM could correct this condition also because it is fully customizable.
You do not lose control of the Manual shifter. One touch of the auto-stick by the driver and the VTCM will pause allowing the driver to shift the car.
The Main Board (shown here) plugs directly on the TCM. This makes for a clean install with a minimum of wire taps.
The Transmission Control Module (TCM) is what controls the shifting of our LX cars. We can manually shift the car by the Shift Lever (+)(-), or we can place the car in "D" and the TCM will shift the car automatically.
There are two main subjects related to how the transmission shifts. First there is the "Shift Schedule" which controls "When" the car will Up-Shift, Down-Shift, or Kick-Down (down-shift under acceleration). The second subject is the "Quality" of the shift. This is felt as "Firmness". Firmness is affected by how quickly a shift change sequence occurs. The faster a shift change sequence executes, the firmer the shift feels.
The LX TCM is tuned for increased mileage (MPG) and for smooth (seamless) shifts. Under normal driving conditions the TCM's shifting schedule shifts the transmission early in an effort to hold the RPMs down. This bogs the engine down and keeps it out of its power band. The TCM also has long slow shift change sequences that result in shifts are soft and not "Sporty" at all. These mushy shifts also generate more friction, heat, and wear on the transmission.
The VTCM system delivers a custom shifting strategy. It also alters (increases) the firmness of the shifts. All settings are configurable by the user. It has two modes of operation that can be moved between while driving the car. Typically (Mode1) is set to how you want the car to drive normally, and (Mode2) is set more aggressive.
The VTCM delivers its custom shifting schedule while the car is in Manual (+)(-) mode. Think of it as an "auto pilot" that manages the (+) and (-) shifts for you. So in effect, it is the same as "D" in that the shifting is being done automatically. If the driver moves the shift lever or clicks a paddle (*see paddle kit on this website), the VTCM will "Pause" and allow the driver to operate the car n Manual mode. When the driver wants the VTCM to resume shifting the car, the driver "re-activates" the VTCM.
VTCM operation is indicated by an RGB Led that is mounted into the gauge cluster. The LED is placed into the anti-theft indication port. This location is an optimal visual location and its integration is very OEM like... The driver interacts with the VTCM (switches between modes, pause & un-pause) by cruise control stalk movements, or with combined button presses on the steering wheel.
In Europe, there is also the CRD (Diesel) version of the LX cars. CRDs are not sold in the USA. I've read that the TCM on the CRDs tend to take the RPMs too high under hard acceleration. It's as if the TCM is tuned for a gasoline engine car. A diesel engines power band is in the lower RPM range. The VTCM could correct this condition also because it is fully customizable.
Graphical View of the VTCM in Operation (Log Playback)
Here is a view of the VTCM in operation. This graph is from a log recorded earlier while the driver drove the car, and is being displayed in "Playback Mode"...
The grey area constitutes the shift range corridor. Shifts are delivered by the speed of the car. RPM will override if the VTCM detects max RPM. When the speed of the car exceeds an upper or lower limit of the corridor, the car will shift. The corridor is determined by the users settings, Braking, Gas pedal position, and current gear. The Shift Range Corridor is constantly calculated.
The grey area constitutes the shift range corridor. Shifts are delivered by the speed of the car. RPM will override if the VTCM detects max RPM. When the speed of the car exceeds an upper or lower limit of the corridor, the car will shift. The corridor is determined by the users settings, Braking, Gas pedal position, and current gear. The Shift Range Corridor is constantly calculated.
Manager Utility Serial Communication to PC
The Manger Utility is a C#.net application that communicates to the VTCM controller via USB serial communication. All information traffic can be viewed on the Terminal tab.
Shift Ramp and General Vehicle Settings
Shift targets rise based on a custom ramp curve. This curve is rarely adjusted. In this curve, shift targets do not advance at all from 0 <> 20% of pedal position. From there the targets will advance to Maximum RPM shift speeds at 80% pedal position. This ramp makes for predictable low throttle shifting around town, and for a more aggressive gear holding effect in the mid to upper part of the pedal range.
Shift Target Settings
The shifting schedule is programmable using the management utility. In this utility you can adjust settings that control Up Shifts, Down Shifts, Kick Downs, and Shift Firmness.
You can also open a simulator box (top right) that allows you to test your settings outside of the car. You can see at exactly what speeds the car will shift based on gear and pedal position. Down shift targets also adjust based on brake pedal, and gas pedal positions.
You can also open a simulator box (top right) that allows you to test your settings outside of the car. You can see at exactly what speeds the car will shift based on gear and pedal position. Down shift targets also adjust based on brake pedal, and gas pedal positions.
Firmness Curves and General Options
The VTCM also adjusts shifting firmness. It delvers this firmness based on custom curves that are gear specific. Kick-Down firmness is a percentage setting of the upshift firmness. Engagement firmness removes the lag of the transmission engaging into Reverse or
Drive.
The VTCM has two modes that can be switched between while operating the car. The settings shown here are for MODE1 (as can be seen in the upper menu).
Drive.
The VTCM has two modes that can be switched between while operating the car. The settings shown here are for MODE1 (as can be seen in the upper menu).
CAN Sniffer (graphical)
The controller can also be used to sniff CAN messages. It's a crude tool but it works. And being graphical it helps when looking for specific messages. This is mostly a development tool. Not one that a general user would work with.
There are a number of features of this system I've not even mentioned here. But I have touched on most of the features a user of the system might adjust.
There are a number of features of this system I've not even mentioned here. But I have touched on most of the features a user of the system might adjust.