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Fungilab is a company centered in Viscosity and its mesurement. We master all kind of viscosity and devices, such as Kinematic viscosity and others. Every Viscometer made by Fungilab has ben tested to ensure it follows the most strict rules in science. A Fungilab Viscometer is durable and thrustwhorthy. Our team takes all care in making every Viscometer. Everything is taken into consideration.

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Dynamic viscosity, Centipoises, Centistrokes, Capillary viscosity, Shear rate, Shear stress, Newtonian Fluids and non Newtonian fluids and everything related to viscosity and Rheology. We tend to have a range of Viscometers to mesure every aspect of Viscosity. Multicharts 8 7 cracker. In particular, Fungilab specializes in:,.

Contents.History Electronic automatic transmissions have been changing in design from purely controls to electronic controls since the late 1980s. Since then, development has been iterative and today designs exist from several stages of electronic automatic transmission control development. Are a key component to these control units.The evolution of the modern automatic transmission and the integration of electronic controls have allowed great progress in recent years. The modern is now able to achieve better fuel economy, reduced, greater shift system reliability, improved shift feel, improved shift speed and improved. The immense range of programmability offered by a TCU allows the modern automatic transmission to be used with appropriate transmission characteristics for each application.On some applications, the TCU and the ECU are combined into a single unit as a (PCM).Input parameters The typical modern TCU uses signals from engine sensors, automatic transmission sensors and from other electronic controllers to determine when and how to shift. More modern designs share inputs or obtain information from an input to the ECU, whereas older designs often have their own dedicated inputs and sensors on the engine components.

Modern TCUs are so complex in their design and make calculations based on so many parameters that there are an indefinite amount of possible shift behavioursVehicle speed sensor (VSS) This sensor sends a varying frequency signal to the TCU to determine the current speed of the vehicle. The TCU uses this information to determine when a gear change should take place based in the various operating parameters.

The TCU also uses a ratio between the TSS and WSS which is used to determine when to change gears. If either the TSS or WSS fails or malfunctions/becomes faulty, the ratio will be wrong which in return can cause problems like false speedometer readings and transmission slipping. To test these parts, check the resistance to make sure it's within manufacturer specs.Wheel speed sensor (WSS). Main article:The TPS sensor along with the vehicle speed sensor are the two main inputs for most TCUs.

Older transmissions use this to determine engine load, with the introduction of technology, this is often a shared input between the ECU and TCU. The input is used to determine the optimum time and characteristics for a gear change according to load on the engine. The rate of change is used to determine whether a downshift is appropriate for overtaking, for example, the value of the TPS is also continually monitored during the journey and shift programmes are changed accordingly (economy, sport mode, etc.). The TCU can also reference this information with the vehicle speed sensor to determine vehicle acceleration and compare this with a nominal value; if the actual value is much higher or lower (such as driving uphill or towing a trailer) the transmission will change its gearshift patterns to suit the situation.Turbine speed sensor (TSS) Known as an input speed sensor (ISS). This sensor sends a varying frequency signal to the TCU to determine the current rotational speed of the input shaft.

Transmission

The TCU uses the input shaft speed to determine slippage across the torque converter and potentially to determine the rate of slippage across the bands. This information is vital to regulate the application of the torque converter lock-up clutch smoothly and effectively.Transmission fluid Temperature sensor (TFT) This may also be known as Transmission Oil Temperature. This sensor determines the fluid temperature inside the transmission. This is often used for diagnostic purposes to check ATF (Automatic Transmission Fluid) at the correct temperature. The main use of this has been as a failsafe feature to downshift the transmission if the ATF becomes extremely hot. On more modern transmissions this input allows the TCU to modify the line pressure and pressures according to the changing viscosity of the fluid based on temperature in order to improve shift comfort, and also to determine regulation of the torque converter lock-up clutch.Kick down switch One of the most common inputs into a TCU is the kick down switch which is used to determine if the accelerator pedal has been depressed past full throttle.

Traditionally this was required on older transmissions with a simple logic in order to ensure maximum acceleration. When activated the transmission downshifts into the lowest permissible gear based on current road speed to use the full power reserves of the engine. This is still present in most transmissions though is no longer necessary to use in most circumstances because the TCU uses the throttle position sensor, the rate of change, and driver characteristics to determine whether a downshift may be necessary, thus eliminating the traditional need for this switch.Brake light switch This input is used to determine whether to activate the shift lock solenoid to prevent the driver selecting a driving range with no foot on the brake.

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In more modern TCUs this input is also used to determine whether to downshift the transmission to increase if the transmission detects that the vehicle is going downhill. Traction Control System (TCS) Many TCUs now have an input from the vehicle's traction control system. If the TCS detects unfavourable road conditions, a signal is sent to the TCU.

The TCU can modify shift programmes by upshifting early, eliminating the torque converter lock-up clutch application, and also eliminating the first gear totally and pulling off in 2nd. Switches These simple on/off electric switches detect the presence or absence of fluid pressure in a particular hydraulic line. They are used for diagnostic purposes and in some cases for controlling the application or release of hydraulic control elements.Cruise control module If the vehicle is fitted with cruise control the TCU may also have a connection to system.

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This can modify shift behaviour to take into account the throttle is not being operated by the driver to eliminate unexpected gearchanges when the cruise control is engaged. This is also used to inform the cruise control system about the position of the selector lever so that the cruise control can be deactivated if the lever is shifted out of a driving range.Inputs from other controllers A wide variety of information is delivered to the TCU via communications or similar protocols (such as Chrysler's CCD bus, an early -based vehicle ).