ABSTRACT

Designed by Emeka Stanley

MECHATRONICS
Mechatronics, a concept of Japanese origin was first introduced
during the early 1970's to qualify the dual alliance of electronics and
computer technology to practical control application in Mechanical
Engineering system.
he Japanese were !ery quic" to e#ploit the ad!antages of this
integrated technology through their consumer products while other are yet
adopting this concept to reali$e it's %enefits.
he com%ination of Mechanical, electronics and information
technology is optimi$ed to ta"e full ad!antage of the a%ility of
microelectronics to reduce the demand of mechanical system of a product.
&igh technology '(' m)c, *o%ots, automated manufacturing
systems are
truly mechatronics product.
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Designed by Emeka Stanley
MECHATRONICS
Introduction
:--
+e fi nit i on , -- .Mechatronics is a synergetic com%ination of precision in
mechanical Engineering., electronics control and systems thin"ing in
design of product and manufacturing process..
---- /EEE 0pectrum
----
/t represents the ne#t generation machine ro%ots and
smart mechanism for carrying out wor" in !ariety of en!ironments,-
predominantly factory automation, office automation and home
automation
as shown in
fig.1.1
H.A
F.A
O.A
H.A. :- Home Automation
F.A. :- Factory Automation
O.A. :- Office Automation
Fig: DOMAINS OF
MECHATRONICS
Evolution of Mechatronics :--
Mechanical Engineering. Mechani$ation Electro
Mechanical
0ystem
Electrical ech Electronics / 1
software
2ig. E!olution of
Mechatronics.
Mechatronics
--
Designed by Emeka Stanley
MECHATRONICS
Features : -
1.
3utomation
4.
'3+)'3M
5.
2M0
6. 'omputer /ntegrated
Manufacturing
his concept of mechatronics is gi!ing or representing the
machines of ne#t generation .
7se of electronics in this field of mechanical is to pro!ide high
le!el of
precision and
relia%ility.
7se of mechanical in this field of electronics is to pro!ide new functions
and capa%ilities.
8hat is it9 /0 it a need or de!elopment9
/t:s a need of today:s world . here are few ad!antages of mechanical
which will gi!es us the ser!ice %ut the e#tent of fulfillment will not %e there .
he precision will not %e there . &ence mechanical is ha!ing some limit .
he same is with others e.g. Electronics and computer field.
NEED OF INDUSTRILISTS :--
o gain much money with short time and fulfilling customers need
is ,
1. ;ow !olume
4. More !ariety
5. &igh le!el of fle#i%ility
6. *educed lead time in production
<. 3utomation in office and wor" stations
=/n order to produce quality international standers , the industries
must e#cel in this technology, ME'&3*>(/'0. 3nd training and %asic
"nowledge of this is new to student and Engineering. field to get success.
Just in time ?J/@ concept is one of the principle of
this
mechatronics. =;ow cost, high ser!ice, total transport is the goal of each
company
which will help in achie!ing high %enefits from a product e!eryone related with it.
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Designed by Emeka Stanley
MECHATRONICS
/n general in each field to achie!e automation three things are used ,
1. 0ystem
4. Measurement
5. 'ontrol
1. SYSTEM : --=0ystem is defined as part of uni!erse which is ta"en
under study or application .A
2ig, 3n e#ample of system
4. MEASUREMENT:-- /t has it:s /)p as the quantity %eing
measured and
output as measured.
2ig, 2ig , an e#ample of
measurement.
3. CONTROL SYSTEM :-- =/t is a %loc" which is used to control its
output to me particular !alue
or
2ig , 'ontrol
system
3n electronics measurement system consists of
1. 0ensor, -- which responds to the quantity %eing measured %y gi!ing as
output a signal which is deleted to quantity .
4. Signal Conditioner ,-- a"es the signal from the sensor and
manipulates it into a condition which is suita%le for either display or in the
e#ercise control.
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Designed by Emeka Stanley
MECHATRONICS
Microroce!!or "a!ed controller
:--
Microprocessor is now rapidly replacing the mechanical cam
operated controllers and %eing used in general to carry out control function
. hey ha!e greatest ad!antage that a greater !ariety of programs
%ecome feasi%le. /n many simple systems there might %e Bust an
em%edded microcontroller, this %eing a microprocessor with memory all
integrated on one cheep , which has %een %asically ) specially
programmed for the tas" concerned.
3 more adopta%le form is programma%le logic
controller. his is a microprocessor %ased controller which uses a
programma%le memory to store instruction and to implement functions
such as logic, sequence, timing counting and arithmetic to control e!ents
and can
%e rapidly reprogrammed for other
tas".
3 C
D C;' E
' *
+ 0
'ontrol program
2ig, 1.5 shows logic controller %asic structure.
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E#ample of microprocessor %ased control system
,,--
Designed by Emeka Stanley
MECHATRONICS
I.C. Engine #g#t $!ing #icroroce!!or::--
Electronic engine mgmt is a new technology which is a part of
mechatronics for efficient operation of F0C3*G /H(//>( F particularly for
four stro"e passenger car. /n this system many sensors are used to
monitor !arious conditions of engine. hese signals are feed to the
microcontrollers of Electronics 'ontrol 7nit ?E'7@ hrough analog to
digital controllers. his micro-controller uses from sensor to determine
the engine momentary operating conditions. his information ser!es the
%asic for E7' command signal, which are amplified %y power o)p stages
%efore %eing transmitted to final control elements used in this system.
%ASIC FUNCTIONS ::--
he control of ignition and fuel inBection process is at the core of
motronic system.
/dle speed control
;am%da o#ygen control
'ontrol of e!aporati!e emission control system.
Gnoc" system control
E#haust gas recirculationIE.H.*.J for reducing (># emission
'ontrol of secondary air inBection to reduce &' emission
he system can also %e e#panded to meet special demands from
automo%ile manufacturing %y including the following ,-
>pen loop tur%o charger controller as well as control of !aria%le trac"
inta"e manifold for increased power output.
Kehicle high speed go!erning to protect !ehicle
2ig. 1.6. shows schematic configuration of electronic
engine management system. his can %e employed to satisfy
0tringent emission control unit
he requirement for an >n%oard diagnosis system
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Designed by Emeka Stanley
MECHATRONICS
ELECTRONIC FEL IN!ECTION S"STEM
FOR
S#I#EN$INE
Introduction:-
he function of the car%uretor or fuel inBection system is to supply
with the optimum air fuel mi#ture for instantaneous operating conditions.
Dut it has few draw%ac"s as mentioned %elow,,-
1. /nduction passage of car%uretor is of unequal length and after
different resistance to mi# flow which !aries mi#ture to cylinders in %oth
quality and quantity.
4. 'ondensation in induction manifold.
5. hey do not ha!e free passage for mi#ture due to cho"e tu%e Bet etc.
parts causing loss of !olumetric efficiency.
6. 2ree$ing pro%lem in low temperature.
<. 8earing parts affect efficiency.
L. 0urging pro%lem due to tilting, sometimes.
7. Cro%lem of %ac"firing.
o eliminate these pro%lems and to achie!e reduced fuel
consumption as well as reduction e#haust emission 2uel inBection system
presents the preferred method. /t is a de!elopment accelerated %y the
ad!antages that inBect in the fuel pro!ides in the area of
economy,
performance, dri!a%ility and low e#haust emission.
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Designed by Emeka Stanley
MECHATRONICS
2uel inBection can %e applied for e#tremely precise metering,
supplying e#actly correct amount of fuel for gi!en operating and load
condition with minimum e#haust emission and fuel consumption.
-: A%&ANTA$ES OF FEL IN!ECTION :-
1. *educed fuel consumption
4. /mpro!ed performances
5. /mmediate response of acceleration
6. /mpro!ed cold starting and warm up %eha!ior
<. ;ow e#haust emission
S&!te# and con'ig$ration and general
(or)ing : -
2ig. shows the electronic fuel inBection system %y *o%ert Dooch
'o. he ;-Jetronics pac"age consists of mainly four units
1. 2uel induction system
4. 3ir induction system
5. 0ensors and air flow control system
6. E'7
'# FEL %ELI&ER" S"STEM :--
he fuel deli!ery system consists of an electrically dri!en fuel
pump which draws fuel from the fuel tan" and forces it through a filter in to
a pressure line at the end of which is situated a pressure regulator. he
pressure regulator is connected to inta"e manifold . he pressure
difference %etween the fuel pressure and manifold is "ept constant so that
the quantity of fuel inBected is dependent on inBector open time.
4. 3/* /(+7'/>( 0M0EM ,--
he incoming air flows from air filter past in air flow meter
designed to generate a !oltage signal which is dependent on air flow.
3 cold start magnetic inBection !al!e Bust %ehind the throttle !al!e to inBect
additional fuel for cold start of the cold start, inBection !al!e is controlled %y
a thermo switch to insure cold starting up to -55 '. he fuel needed
during warm up period is also supplied %y this !al!e.
3fter cold start the e#tra air required for idling in additional to
richer
air fuel mi#ture is supplied %y an au#iliary air !al!e which %ypasses the
throttle !al!e. he e#tra air needed to increase engine speed after cold
start to accepta%le idling speed. he opening of air !al!e !aries as a
function of engine
temperature.
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Designed by Emeka Stanley
MECHATRONICS
3ttached to throttle !al!e is a throttle switch equipped with a set of
contacts which generate a sequence of !oltage signals during opening of
throttle !al!e. he !oltage signals results in inBection of additional
fuel required for acceleration.
ELECTRONIC CONTROL NIT (E#C##)
he operating data are measured at different locations of the
engine %y sensors and then transmitted electrically to the E'7
which computes the amount of fuel inBected during each cycle.
IN*ECTION TIME :--
he fuel is inBected for e!ery re!olution of camshaft,
each inBection contri%uting half of fuel quantity required. 2or engine cycle
such a system simplifies triggering of inBectors %ecause no co-
ordination %etween angular position of camshaft and start of inBection is
needed. he inBectors are opened simultaneously although, with reference
to indi!idual cylinders, at different phase of operating cycle.
E;E'*>M3H(E/' /(JE'>* ,--
he electromagnetic inBector consists of a solenoid armature
mounted on a !al!e needle and tra!els through precise motions within the
!al!e. 8hen the unit is at rest, a coil spring presses the !al!e needle
against the seat to seal the flow of fuel through the outlet orifice and into
the inta"e manifold. 8hen the control transmits acti!ation current to the
solenoid winding in the !al!e housing the solenoid armature raises
%etween L0-100 micron, lifting the !al!e needle in the process, the fuel
can now flow through the cali%rated orifice. he response time lies
%etween 1.<-1.N ms at a control frequency 5-14< &$, depending upon the
type of inBection and momentary engine speed and load condition.
--: O*ERATIN$ %ATA AC+ISITION :--
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Designed by Emeka Stanley
MECHATRONICS
1. E(H/(E ;>3+ ,-- >ne of the most important !aria%les used for
determining inBection quantity and ignition ad!ance angle is the engine
load state I;oad MonitoringJ.
4. MCE0 >2 ;>3+ 0E(0>*0 ,--
3ir flow sensor
&ot film air mass sensor
&ot wire air mass sensor
/nta"e manifold pressure sensor
hrottle !al!e sensor
5. 3/* 2;>8 0E(0>* ,- -/t is located %etween air filter and the throttle
!al!e where it monitors !olumetric flow rateIm5)hrJ of the air %eing drawn
into the engine.
6. 3/* M300 MEE* ,,- he hot wire, air mass meter are %oth
thermal load sensors. hey are installed %etween air filter and throttle
!al!e.
A%&ANTA$ES :--
1. /mpro!ed Euality .
4. *educed cost in maintenance and wor"ing.
5. *educed lead time.
6. 3ccuracy of high le!el.
<. *elia%ility in the wor")production.
L. /ncreased producti!ity.
7. &igh degree of fle#i%ility.
%ISA%&ANTA$ES :--
1. &igh capital cost.
4. Error due to sensors and electronic de!ices which are negligi%le.
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Designed by Emeka Stanley
MECHATRONICS
5. (ecessity of diagnosis system to pre!ent failure of this system during
running condition as no stand%y system is a!aila%le.Isome e#ceptional
design could %e
thereJ
RAW MTL. STORAGE DESIGN
DRAFTING
+rincile,
--
TESTING
Fig..! A""li#ati$ns $% Me#&at'$ni#s
3n electrically heated element is mounted in the inta"e
air
am, where it is cooled %y the flow of incoming air at a constant le!el. 3
control modulates the flow of heating wire or film and the inta"e air
constant le!el. he amount of heating current required to maintain the
temp. thus pro!ide an inde# to air mass flow.
Inta)e #ani'old re!!$re !en!or:--
3 pneumatic passage connects the inta"e manifold to this
pressure sensor which monitors a%solute pressure within the inta"e
manifold. /n this a series of pie$o resisti!e resistor element is in response
to changes in mechanical tension . hese resistors are deflection at the
diaphragm will lead to a change in %ridge %alance. Dridge !oltage
thus pro!ides indication of inta"e manifold.
T,rottle -al-e !en!or:--
his sensor pro!ides a secondary load condition %ased on the
angle of part throttle !al!e . +ynamic functions li"e load range recognition
idle, full or part throttle are manifold %y this sensor.
3 potentiometer e!aluates the throttle !al!es deflection
angle and transmits a !oltage ratio to E'7 !ia-resistance circuit.
Engine !eed . Cran) !,a't and it! o!ition ,-
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Designed by Emeka Stanley
MECHATRONICS
he speed at which the cran" shaft changes its position is the
engine speed. he degree of piston tra!el , within the cylinder is employed
as a measured !aria%le for determining the firing point .3 sensor at the
cran" shaft thus pro!ides information on the location of the piston in the
cylinder with the help of this sensor. 8e are a%le to select the required
firing point. 3lso the right inBection time.
he inta"e and e#haust !al!es opening and closing
timing
respecti!ely, can not %e determined %y cran" shaft position and
hence in order to manage these acti!ities ''C sensor is utili$ed. he
position of the cran"shaft must also %e monitored in those systems where
separate inBection timing is used for each indi!idual cylinder, as is care
with sequential inBection.
/ MI0TURE COM+OSITION:--
E#cess air factor ,-- he o#ygen sensor monitors the e#cess air factor ,
lam%da defines the num%er for mi#tures 3)* ratio. he catalytic con!erter
functions %est at ;am%da O1.
/ Co#"$!tion 1noc) :-- he characteristics !i%ration patterns
generated %y com%ustion "noc" can %e monitored %y "noc" sensor for
con!ersion into electrical signals, which are then transmitted to the
electronics control unit.
/ Engine and inta)e air te#,- he engine temp. sensor
incorporates a temp. sensiti!e resistor which e#changes into the coolant
cut whose temp. it monitors. 3 sensor in the inta"e tract registers the
inta"e air temp. in the same fashion.
/ %atter& -oltage ,-- 3n electromagnetic inBector opening and closing
timing are affected %y %atteries !oltage. E'7 pre!ents response delay
caused %y
!oltage fluctuation %uy adBusting the duration of infection
process.
/ Calc$lating in2ection ti#ing:-
D a s ic inBection ti m i ng ,-he %ase inBection timing is calculated directly from
the load signal and from the inBector constants and defines the relations
%etween the duration of the acti!ation signal and flow quantity at the
inBector. his constant thus !aries according to inBector design . 8hen the
inBection duration is muplied %y the inBector constant the result will %e a fuel
mass corresponding to a particular air mass for stro"e.
he %ase setting is selected for an e#cess air factor of
;am%da O1.
his remains !alid for as long as the pressure differential %etween fuel
and manifold stays constant. 8hen it !aries a ;am%da
correction map compensates for the influence on inBection times.
Meanwhile, a %attery
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Designed by Emeka Stanley
MECHATRONICS
!oltage correct compensates for the effects that fluctuation in
%attery !oltage ha!e on the inBection openings and closing time.
/ E''ecti-e in2ection ti#e:-- he effecti!e inBection time results
when the correcti!e factors are included in the calculations . he
correction factor are determined in corresponding special functions and
pro!ides adBustment data for !arying engine operating ranges and
conditions . he corrections factors a used %oth indi!idually and as
com%inations according to applica%le parameter. he process for
calculatoing this inBection time is illustrated in fig 1.5. he indi!idual
operating ranges and conditions will %e e#plained in more detail in
following chapter.
>nce cylinder filling drops %elow a certain le!el, the mi#ture will
cease to ignite . *estricting the inBection time thus pre!ents. he
information of un%urned hydro-car%ons in the e#haust gas.
2or starting, the inBection time is calculated separately using criteria
independent of the load signals.
O+ERATIN3 CONDITIONS:-
0tart,-
1. 0pecial calculations are employed to determined inBection quantity.
4. Cro!ision for special inBection quantity for starting.
5. 3s temp. increases this quantity is cut down
accordingly. Cost start phase,-
1. 2urther reduction is supplementary inBection quantity.
4. these reduction depends
upon aJ engine in temperature
%J time elapsed since the end of the starting
phase. cJ /nBection ad!ance is also adBusted to
correspond /J reduced inBection quantity
iiJ different operating condition
Cost start phase terminates with a smooth transition to the warm up phase.
4ARM U+ +5ASE ,-- wo options to increase e#haust temperature,
1. retarding ignition timing.
4. to employ rich warm up mi#ture together with secondary air inBection.
+ecisi!e 'riteria,- +ri!a%ility, e#haust emission and fuel economy.
Doth the a%o!e measures help the catalytic con!erter to %egin
effecti!e operation sooner.
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Designed by Emeka Stanley
MECHATRONICS
&igher idle speeds are pro!ided %y a specially designed air inBection unit
and also result in shorter warm up times at the catalytic con!erter. his
supplements the effects of adBustment to ignition angle and timing.
>nce the con!erter reaches operating temp. the inBection is
go!erned to
;am%daO1. his is accompanied %y a corresponding adBustment in
ignition angle.
3cti!ation speed !aries according to parameter such as engine temp. and
rpm dynamics.
CLOSED LOO+ IDLE S+EED CONTROL :--
IDLE:-
1. 2uel consumption at idle is largely determined %y /JEngine iiJidle speed
4. 0u%stantial portion of emission is detected at idle.
5. /dle speed should %e as low as possi%le.
6. /dle should so far rough running stage occur, e!en under some
additional loads e.g. 3c, auto transmission, electric equipment etc.
IDLE S+EED CONTROL :--
/dle speed control must maintain a %alance %etween torque generation
and engine speed in order to ensure a constant idle speed.
he load on the idling engine is a com%ination of numerous
elements including the int. within engine cran"shaft and !al!e
train assem%lies as well as ancillary dri!es Ie.g. water pumpJ he idle
speed control compensates for this load, which in turn changes the life of
the engine. hese loads are e#tremely sensiti!e to temp. E#ternal
factors such as 3' also the load on engine. he lad from these e#ternal
factors is su%Bect to su%stantial !ariation as ancillary de!ices are switched
on and off.
IN+UT 6ARIE%LES :--
1. hrottle position in order to get required information to recogni$e idle
stage.
4. Engine temp. to allow ad!ance compensation for the effect of temp.
8here present the e#ternal factors I li"e 3' auto P:
missionJ also facilities the correction process. 3n air mass in specified with
reference to engine temp. and target idle speed, this speed is
corrected in close loop
operation .
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Designed by Emeka Stanley
MECHATRONICS
/ Act$ator ad2$!t#ent :--
here options are a!aila%le for adBusting the idle speed %y
means of adBustment of final control elements,
1. 3ir 'ontrol
4. 3dBustment to ignition ad!ance angle
5. Mi#ture composition
/ AIR CONTROL:-
he air flow sensors contains an adBusta%le %ypass !ia which
a small quantity of air can %ypass the sensor flap.
he idle mi#ture adBusting screw in the %ypass permits a
%asic setting of fuel ratio or mi#ture enrichment %y !arying the %ypass
cross section
. /n order to achie!e smoother running e!en at idle, the idle speed control
increases the idle speed. his also leads to a more rapid warm up of
engine. +epending upon engine temp. an electrically heated au#iliary air
de!ice in the form of a %ypass allows the engine to draw in more air.
his au#iliary air is measured %y the air flow sensor, and lead to E'7
pro!iding the engine with more fuel.
Crecise adaptation is %y means of the electrical heating
facility. he engine temp. then determines how much au#iliary air is fed in
initially through the %ypass, and the electrical heating is mainly responsi%le
for su%sequently reducing the au#iliary air as a function of time.
/ Adatation to air te#:--
'o l d 0ta rt En richm e nt , --
8hen the engine is started additional fuel is inBected for a
limited period depending upon temp. of the engine. his is carried out in
order to compensation losses in the induced mi#ture and in order to
facilitate starting the cold engine. his e#tra fuel is inBected %y the cold
start !al!e into the inta"e manifold. he inBection duration of the cold start
!al!e is limited %y a thermo time switch depending upon the engine temp.
his process is "nown as cold start enrichment and results in richer fuel air
mi#ture i.e. ;am%daQ1.
/ ACCELERATION ENRIC5MENT :--
+uring acceleration the E'7 meters additional fuel to the
engine. /f throttle is opened a%ruptly, the air fuel mi#ture is
momentarily
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Designed by Emeka Stanley
MECHATRONICS
learned off and a short period of mi#ture enrichment is needed to
ensure good transitional response.
8ith this a%rupt opening of throttle !al!e, the amount of air
which enters the com%ustion cham%er, plus the amount of air needed to
%ring the manifold pr. 7p to the new le!el. &ow through the air flow
sensor. his causes the sensor plate to F o!er swing: part the wide open
throttle point. his o!er swing results in more fuel %eing metered to the
engine and ensures good acceleration response.
/ FULL LOAD ENRIC5MENT:--
he engine deli!ers its ma#im torque at full condition , when air fuel
mi#ture must %e enriched compared to that at part load. his enrichment is
programmed in E'7 specific to the particular engine.
he information on load condition is supplied too the
control
unit %y the throttle switch.
/ T,rottle -al-e !(itc,:--
hrottle !al!e switch communicated the Fidle: and Ffull load:
throttle position to the control unit. /t is mounted on the throttle %ody and
actuated %y the throttle !al!e shaft. 3 contoured switching closed the
Fidle:
contact at one end of switch tra!el and the Ffull load: contact at the other.
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Designed by Emeka Stanley
MECHATRONICS
- : ELECTRONICS CONTROL NIT :-
FUNCTION:--
he E'7 is the computer and control center for the
engine management system. /t employs stored functions and algorithms I
processing programeJ to process the input signals transmitted %y the
sensors. hese signals ser!e as the %asis for calculating the control
signals to the actuators Ie.g. ignition coil, inBectorsJ which it manages
directly !ia power output stages.
+5YSICAL DESI3N:--
he E'7 is a metal housing containing a C'D with electronic componentry
3 multiple terminal plug connector pro!ides lin" %etween E'7 and
sensors, actuators and power supply.
he amplifier and power output components for direct
actuator control are installed on heat sin" in the E'7.
EN6IRONMENT CONDITIONS:--
he E'7 must withstand temp. e#tremes , moisture and
mechanical loads with a%solutely no impairment of operation. *esistance
to electromagnetic interference and the a%ility to suppress radiation of high
frequency static , must also %e of higher order. >perating range of E'7
-50 ' to L0 ' at L! IstartingJ to 1< !. o get clear understanding of
construction and wor"ing of a particular microprocessor we will ta"e
e#ample of E'7 designed %y using 1L %it N097 'ontroller .
he E'7 hardware is modular in structure and comprises of
following sections,-
/. 0ignal 'onditioning 0ection,-
pro!ision of e#citation signal to passi!e sensor
noise filtering on analog and digital inputs
optical isolation %etween signals input and processing
stage
he maBor sensors used are ,--
1. Manifold 3%solute Cressure ?M3C@ 0ensor
4. hrottle 3ngle Cosition ?3C@ 0ensor
5. Engine 0peed 0ensor
6. Engine 'oolant emperature ?E'@ 0ensor
-1%-
<. 3ir 'harge emperature ?3'@
0ensor
L. 'ran" *eference ?*/H@ 0ensor
Designed by Emeka Stanley
MECHATRONICS
II. OUT+UT DRI6E
SECTION:--
+ifferent output de!ices li"e throttle %ody fuel inBector, idle
motor, ignition coil and fuel pump recei!e control signals from micro-
controller. he output dri!es forms interface %etween digital circuit and
actuators %y gi!ing proper optimum isolation, power amplification etc.
he output stages are protected against short circuit to ground,
irregularities in %attery !oltage and electrical o!erload that could destroy
them.
III. +O4ER SU++LY
SECTION:--
he E'7 recei!es its power from the !ehicle %attery. his
section pro!ides resulted power supplies for analog and power circuits.
-: INTERFACE TO OT,ER S"STEMS :-
/ncreased application of electronics control systems in !ehicle areas such
as,
ransmission 'ontrol
3ntiloc" Drea"ing system I3D0J
raction 'ontrol I30*J
>n Doard 'omputer etc.
Electronic hrottle 'ontrol IEM0,E-Has dri!e %y wire.
3ll this has made it necessary to com%ine the respecti!e
E'7:s
in networ"s. +ata communication %etween control system reduce the
num%er of sensors and allow a %etter e#ploitation of the indi!idual system
potentials.
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EC SOFT-ARE
:--
Designed by Emeka Stanley
MECHATRONICS
&ere also we will consider E'7 control software de!eloped using
N097 microprocessor assem%ly language. ;ow le!el language software
de!elopment in order to ha!e optimi$ed code generation.
0ofter is modular in structure gi!ing full fle#i%ility for
future
e#pansion. he flow chart of control system is shown in fig. his control
software along with the engine mapping data in the form of loo" up ta%les
is programmed into EC*>M. 2or e!ery half re!olution of the engine,
the software acquires data from sensors and processes it digitally. 7sing
this process data the mode scheduler identifies the engine operating
conditions such as cran"ing idling, cruising, acceleration etc.
>nce the engine mode is identified, depending upon
the control strategies %uilt into the software, proper loo" up ta%les for
output parameters li"e fuel inBector, pulses width and ignition angle are
accessed. Dattery !oltage and temp. corrections are applied. 2inally
control signals for
actuator are gi!en
out.
CONCLUSIOIN
:--
/n the increasingly computi!e en!ironment %y
the
mechatrioncs has %ecome the "ey to industrial prosperity the rapid
ad!ancement in the field of industrial engineering information technology
and system Engineering. ha!e %een responsi%le for e!ol!ing new concept
aimed at
de!eloping highly sophisticated machine tools for enhanced producti!ity
in
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Designed by Emeka Stanley
MECHATRONICS
such en!ironment, a systematic programe to face this challenge %ecomes
!ital issue in any corporation sector. '(', *o%otics and this
microprocessor %ased control systems in mechanical field is an outcome
of =ME'&3*>(/'0 A has %een employed of the ma#imum for higher
producti!ity and fle#i%ility in the industrial sector.
hus in short mechatroincs re!olutionalised the domain
of
=Machine oolsA and ultimately =Mechanical Engineering. 2le#i%ility of
software ena%les the engineers ) machincs wor"ing on this system to add
special conditions that are arised in their e#perience to impro!e
the effecti!ely of the system.
References:-
1. Mechatronics , ?(. *amanuBa, 'hairman 1 m.d. ,
&M ;td@
4. Mechatronics , Dy 8.
Dolton
5. Motroinc Engine Mgmt. , - Dosch 2uel /nBection 0eries, *o%ert
Dosch
'orp.
6. 3uto /ndia ,
3ug.1999
<. /.'. Engine , Mathur,
0harma.
-(-
L.
www .m e c h at ronics. c om
Designed by Emeka Stanley
MECHATRONICS
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