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As an innovative transmission which is more fuel/power efficient and easier to operate, several types of “automatic,” transmission or clutch have been developed by automotive manufacturers using a mechanical gear-type transmission with a dry clutch by the conbination with microcomputer-controled actuators. We have been developing, with favorable test results obtained so far, a full automatic gear-type transmission, with its production manual transmission used, by incorporating its newly designed hydraulic clutch and transmission actuators for attainment of optimum transmission function control. This paper outlines its working system and clutch control mechanism.

This paper (1) describes the history and social background of electronic control of construction equipment, (2) examines the aims of electronic control systems in four main areas: ease of operation, energy-saving, newly-developed function, and machine availability, (3) discusses applications of these four areas to vehicles, (4) discusses the reliability and maintainability of electronic control systems in construction equipment, and (5) discusses technological problems in control engineering, (6) takes a look at the future of mechatronics.

The CAN multiplexed network used on the new GENESIS™ 70 Series tractors allows for integrated control and monitoring of the engine, transmission, and hydraulic subsystems on this series of vehicles. Basic design philosophies for successful multiplexed networks, and experiences and conclusions concerning the use of CAN on the GENESIS 70 Series tractors are discussed.

The basic objective was to create an integrated fuel control and propeller governor system fully compatible with engine characteristics so that optimum engine performance would be attained during all ground and flight operation within the engine operating envelope. This system requires less aircraft linkage, a reduction in the number of engine control components, a reduction in the hydromechanical unit complexity, and ease of controls settings adjustment, compared to the current production control systems. The control system employs electronic, hydraulic, pneumatic, and mechanical components, which result in enhanced performance and reliability characteristics.

In this paper we present an electronic control system for a sequential gear of a Formula SAE racing car. The system makes the car gearbox semi-automatic, so that the driver can use flipper paddles to shift gears without operating the clutch. The gear and clutch actuation is performed by means of voice coil actuators, which represents an innovative application of these kinds of actuators. The system has been implemented and successfully validated. Test results show an outstanding performance of 40 ms for an up-shift.

The wide spread installation of anti-wheel lock systems in the United States has been interrupted. To assist the continuity of development after this interruption, we believe it worthwhile to review some of the designs that have evolved to date. Potential for antilock to improve vehicle stability during heavy braking has been demonstrated. However, with the current situation in the United States, Europe and Japan will probably lead the way in the popular use of electronic antilock systems.

This paper discusses the application of electronics to off-highway vehicle transmission controls. While special problems have to be dealt with in vehicle applications, the growing use of on-board electronics has opened the door to greater utilization of the inherent flexibility of the hydrostatic transmission. Two production electronic control systems are presented as examples. The first is a simple open-loop remote transmission ratio control system. The second is a closed-loop output speed control system with manual and automatic shutdown logic and displays to keep the driver informed of operating conditions.

The task of the car developer is strongly influenced by the possibilities for the application of microelectronics. This is as true for the entire vehicle as for single components. In this paper, examples are given in the areas of driver information systems (navigation systems, car route), of vehicle safety (antibrake lock devices, wheel spin control) and of engine-transmission-management. Finally, a system for promoting the continuous flow of traffic in cities is described.

The vast majority of automotive electronic control systems utilize printed circuit board technology. Hybrid substrate technology is successfully applied to smaller high volume systems for applications with high demands with respect to temperature range and vibration. In the past few years, the introduction of microcontroller based systems in hybrid technology has succeeded for high volume applications with limited model variety, as for example antiskid (ABS) systems. The newly developed microhybrid technology alleviates the shortcomings of standard hybrid technology regarding complexity, design flexibility and cost of production. This paper discusses two microhybrid systems, an engine management system mounted onto the engine and an antiskid ECU attached to the hydraulic unit.

The first SUMITOMO ELECTRONIC ANTILOCK SYSTEM (ALS), a 4-Sensor 3-Channel System for sophisticated FWD vehicles, has been in production since 1987. Further developments have lead to systems suitable for 4W vehicles and compact cars, showing increased control quality and reduced size, weight and production cost. Reliability, one of the major targets in the development of the First system's Electronic Control Unit (ECU) since 1982, was successfully achieved. Recent work has been geared toward reducing the size and production cost of ECU hardware, whilst maintaining the system's reliability. This paper describes the basic design of the current 1987 ECU and further details developments of the hardware.

Todays injection systems for diesel engines work with highly sophisticated mechanical governors. But only by electronic control of diesel injection systems will it be possible to comply with the emission regulations and to achieve better performance. In 1986 BOSCH started volume production of Electronic Diesel Control (EDC). This paper will concentrate on the electronic control unit (ECU) as it was designed for use in passenger cars. The production ECU and the planned next-step ECU are outlined, explaining hardware and software. An outlook of development goals of the future EDC control-units is given.

Recently, application of electronics to construction machinery has proceeded rapidly. And various electronic control systems have been developed for off-highway dump truck. In this paper, we explain an automatic retarder control system, as an example of effective use of on-board computers. This system controls the cruising speed at a constant set value while monitoring the brake's cooling oil temperature. Two of the most important functions of this system is prevention of brake trouble, and fine speed control. The former is automatic restriction of maximum descending speed by feeding information of brake's cooling oil temperature into the logic control unit. The latter is an adaptive control of brake force under various operating conditions. This control system was equipped to our newly developed dump truck, HD1600M-one of our exhibit at CONEXPO ‘81.

New cylinder impulse charge systems permit higher torque at low speed and promise substantial downsizing potential ongoing with reduced fuel consumption and lower emissions. Their immediate response avoids the disturbing delay of turbochargers. Using a fast switching valve in the air intake manifold, they generate a dynamic pressure increase, which provides higher cylinder air mass filling. The short transient times needed for the valve opening and closing process together with the required low air leakage rate call for an effective drive. Electromagnetic spring-mass actuators are well suited for this task. They generate high control forces over long distances and can be designed for transient times below 2 ms. However, they suffer from high impact energies at the stop positions und cannot be used without movement control for the armature. Tight commercial conditions restrict the application of sensors and complex hard- and software.

The simple design and low cost of the carburator makes it an attractive proposition to be used for two-wheeler applications in India and other countries. However, stringent emission standards pose greater challenge in carburator matching for different vehicle applications. The use of electronics for controlling the air-fuel ratio in a carburator with closed-loop control to meet Euro-III standards is the driving force to undertake this project. The goal is to achieve the best catalytic converter efficiency when the air-fuel-ratio is maintained at stoichiometric within a close band. Inherent variations in manufacturing of carburators can cause the air-fuel ratio to drift from stoichiometric and have an adverse effect on catalytic converter efficiency. The most efficient method of maintaining air-fuel ratio within a close band near stoichiometric is through closed-loop control. This method is widely used in passenger cars with fuel injection.

Carburettors are widely used for control of Air/fuel mixture in 2/3 wheeler vehicles in India as well as other countries. Carburettor technology has improved over the years to meet stringent emission requirements as well as fuel economy demands of customer. With the introduction of Euro-III regulations in 2006 and proposed BS IV requirements in India, emphasis is laid on the transient control capability of carburettor. A project was undertaken at Ucal Fuel Systems to understand the transient characteristics of carburettor and develop electronic control to achieve programmable control of Air/Fuel ratio on the driving cycle. Several tests were conducted on carburettor flow test bench and on chassis dynamometer to understand the transient control response and develop control strategy. It is observed that the Air/fuel ratio measured at steady speed trials, have a marked influence on the transient Air/Fuel ratio behavior as measured on drive cycles.

Renault automobiles have used electronic controls for their automatic transmissions for many years. Most recently, these transmissions have been equipped with controls utilizing microprocessor based electronics and updated sensor assemblies. This paper describes this all new electronic controlled transmission system as produced by Renix Electronique and STA, both Renault affiliates in France. An explanation of the design and the interaction between the mechanical and the electronic systems is provided as well as the qualitative benefits derived.

Efficiency testing of hybrid-electric vehicles is challenging, because small run-to-run differences in pedal application can change when the engine fires or the when the friction brakes supplement regenerative braking, dramatically affecting fuel use or energy regeneration. Electronic accelerator control has existed for years, thanks to the popularity of throttle-by-wire (TBW). Electronic braking control is less mature, since most vehicles don’t use brake-by-wire (BBW). Computer braking control on a chassis dynamometer typically uses a mechanical actuator (which may suffer backlash or misalignment) or braking the dynamometer rather than the vehicle (which doesn’t yield regeneration). The growth of electrification and autonomy provides the means to implement electronic brake control. Electrified vehicles use BBW to control the split between friction and regenerative braking. Automated features, e.g. adaptive cruise control, require BBW to actuate the brakes without pedal input.

Due to the functional advantages, manufacturers of braking systems and vehicles are irresistibly continuing the development of electronically controlled braking systems. Therefore it is necessary to take these systems into consideration with reference to international regulations (ECE, RREG). An informal working group of GRRF works at a proposal to amend and expand the ECE Regulation 13. Main target of the proposal is to take into account all possible electronic solutions from the simplest partially electronic device to the highly sophisticated fully electronic controlled system and to ensure compatibility of towing and towed vehicles equipped with braking systems having different control transmission (electronic, pneumatic etc.).

The Electronic Governor RED III for diesel in-line injection pumps was developed by Diesel Kiki, and introduced onto the market in 1983 as COPEC(Computed PE Control), which is a system for vehicles in combination with an electro-hydraulic timer. It has been well received by users because of its additional functions, i.e., auto-cruising etc, which enable the improvement of engine performance, drive-ability etc. This report presents firstly an analysis of the stability of the engine-governor system, and secondly an outline of the COPEC system from the point of view of engine stability, reliability, etc. Additionaly a growing need exists for electronic control of various functions, such as generator and construction machine operation. In this paper is also described how the control unit (C/U) answers these various needs, as the second stage of the first generation electronic control system.

Application of electronic control to diesel passenger cars has reached an advanced development state. The introduction of electronics requires the availability of sensors to determine the operating conditions of the engine and the design of electrically operated actuators to control the injection equipment. An improved control strategy is possible, and it offers advantages for car performance, driveability and emission control by adding new functions and closed loop control.