Optimal Gear-Shifting of a Wet-Type Two-Speed Dual-Brake Transmission for an Electric Vehicle

In improving the efficiency of powertrain systems and ride comfort for electric vehicles (EVs), the transmission model is required to enable more accessible and more straightforward control of such vehicles. In this study, a wet-type, two-speed, dual-brake transmission system, as well as a new electromechanical clutch actuator, is presented for EVs. A new coordinated optimal shifting control strategy is then introduced to avoid sharp jerks during shifting processes in the transmission system. Based on a state-space model of the electromechanical clutch actuator and dual-brake transmission, we develop a linear quadratic regulator strategy by considering ride comfort and sliding friction work to obtain optimal control trajectories of the traction and shifting motors under model-based control. Simulations and bench tests are carried out to verify the performance of the proposed control laws. Results of the proposed coordinated control strategy show that noticeable improvements in terms of vehicle jerk and friction energy loss are achieved compared with an optimal control scheme only for the shifting motor as the input

Development of synchronizer control system of automated transmission for agricultural tractor

학위논문 (박사) -- 서울대학교 대학원 : 농업생명과학대학 바이오시스템·소재학부(바이오시스템공학), 2020. 8. 박영준.최근 차량의 편의성에 대한 운전자의 요구가 증가하면서 자동 변속기가 장착된 차량이 자동차 업계는 물론이고 농업기계, 중장비 등 산업 전반적으로 증가하고 있다. 이에 따라 주로 수동 변속기에 사용되던 싱크로나이저를 변속 엑추에이터를 이용하여 자동화한 자동화 수동 변속기, 듀얼 클러치 변속기와 같은 파워시프트 변속기에 대한 관심이 지속적으로 증가하고 있다. 자동차 변속기에서는 차량의 주행 관성과 연결된 하나의 관성을 무한 관성으로 가정하고 관성이 작은 회전체가 동기화되는 것으로 싱크로나이저 동기화 시간을 예측한다. 반면, 변속 시 싱크로나이저 전/후단의 동력을 차단하는 구조를 가진 트랙터 파워시프트 변속기의 싱크로나이저 사용 환경은 자동차 변속기와 많은 차이가 있다. 따라서 본 연구는 트랙터 파워시프트 변속기의 사용 환경에 적합한 이중 회전 관성을 고려한 싱크로나이저 동기화 시간 예측식 및 예측 해석 모델과 DC모터를 이용한 파워시프트 변속기의 싱크로나이저 제어시스템을 개발하기 위하여 수행되었다. 트랙터 파워시프트 변속기는 싱크로나이저 변속 시 엔진의 회전 관성과 차량의 주행 관성이 습식 클러치에 의해 차단되어 변속기 내부 부품들에 의한 회전 관성의 차이가 상대적으로 크지 않다. 따라서 변속기 내 두 회전체의 회전 관성은 싱크로나이저 동기화 시간에 영향을 주어 두 회전체 속도 사이의 임의의 회전 속도에서 동기화가 이루어진다. 이때, 슬리브에 작용하는 축 방향 하중을 일차함수 형태의 경사 입력 혹은 일정 크기의 계단입력과 경사입력과 계단입력이 복합적으로 작용하는 경우에 대한 싱크로나이저 동기화 시간 예측식을 제안하였다. 그러나 제안된 동기화 시간 예측식은 사용 용이성을 보장하기 위하여 습식 클러치의 드래그 토크는 고려되지 않았다. 이것은 지금까지 자동차 수동 변속기에 사용되어 온 하나의 회전 속도를 일정하게 가정하는 싱크로나이저 동기화 시간 예측식과 동기화 시간 계산 결과에서 큰 차이를 보인다. 싱크로나이저의 거동을 파악하기 위한 다물체 동역학 해석 수행 시 시험 정보를 해석 모델의 입력 정보로 사용하는 역 동역학 해석 기법을 적용하였다. 가장 가혹한 변속 조건인 4단→5단 변속과 후진 8단→전진 8단 변속에 대하여 변속 엑추에이터 출력축의 최대 토크에 대해서 시험 결과와 해석 결과를 비교 분석하였다. 이때 싱크로나이저 양단에 있는 습식 클러치의 드래그 토크를 해석 모델에 반영하였다. 해석과 실차 시험 결과를 비교해 보면, 4단→5단 변속에 대한 변속 엑추에이터 출력축 토크는 7.63%, 후진 8단→전진 8단 변속은 6.34%의 작은 차이를 나타냈으며, 토크 곡선은 유사한 경향을 보였다. 습식 클러치의 드래그 토크를 고려한 해석 결과와 동기화 시간 예측식을 이용하여 계산한 동기화 시간은 주변속(4단→5단)과 전/후진(R8단→F8단) 변속에 대하여 각각 8.25%, 6.96%의 차이를 보였다. 주변속과 전/후진 변속 시 엔진 회전 속도가 낮을수록, 슬리브에 작용하는 축 방향 힘이 클수록 싱크로나이저 동기화 시간이 짧아짐을 확인할 수 있었다. 싱크로나이저 동기화 시간 예측식과 다물체 동역학 해석 모델의 유효성을 검증하기 위하여 변속 엑추에이터 출력축에 스트레인게이지를 부착하여 변속 과정 중 발생하는 토크를 측정하였다. 주변속 상향/하향 변속(4단↔5단) 및 전/후진 변속(R8단↔F8단)에 대하여 다양한 엔진 속도에 대하여 변속 엑추에이터 출력축에서 토크를 측정하였다. 시험 결과, 주변속 상향 변속 시 최대 엔진 속도에서 출력축 토크가 29.68 Nm로 가장 크게 나타났으며, 엔진 공회전 속도일 때보다 출력축 토크가 37.29 % 크게 나타났다. 또한, 후진 8단에서 전진 8단 변속 시 최대 엔진 속도에서 출력축 토크가 33.21 Nm로 가장 크게 나타났으며, 엔진 공회전 속도일 때 보다 42.92 % 더 큰 토크를 나타내었다. 따라서 변속 엑추에이터의 용량을 선정하기 위하여 가장 큰 변속 토크가 발생하는 변속 조건인 주변속 상향 변속(4단→5단)과 전/후진(R8단→F8단) 변속에 대한 다물체 동역학 해석 모델을 개발하였다. 개발된 싱크로나이저 변속 시스템을 제어하기 위하여 파워시프트 변속기의 사용 환경에 적합한 구조의 DC모터 위치 제어 방법을 제안하였다. DC모터 위치 제어를 위해 PID 제어기, DOB를 적용한 PID 제어기, LQT 제어기에 대한 블록 다이어그램과 상태 방정식을 유도하고 특성을 분석하였다. DC모터 제어를 위해 PI 관측기를 적용한 새로운 위치 제어기(DeLQT)를 제안하였다. 다양한 제어기의 특성을 비교 분석한 결과를 토대로 DeLQT 제어기 설계를 위해 블록 다이어그램을 제시하였고, 상태 방정식을 유도하였다. 제어기들의 응답 특성을 검토하기 위하여 입력 및 외란에 대한 보드선도를 작성하였으며, 입력에 대하여 유사한 성능을 나타냈고 외란에 대해서는 DeLQT가 가장 우수한 성능을 나타냈다. 계단응답 특성에 대해 큰 성능 차이는 없었으나 외란 제거 성능에서는 1 Hz 이하의 저주파 영역에서 PI 관측기를 적용하여 외란을 추정한 DeLQT 제어기가 가장 우수함을 확인하였다. 개발된 제어기의 위치 제어의 정확성과 신속성을 검증하였다. 다양한 엔진속도에 대하여 외란을 추정한 DeLQT 제어기만이 정확한 위치 제어를 수행하였다. 신속한 변속 제어를 검증하기 위하여 DeLQT 제어기를 실차에 적용하여, 여러 엔진 속도에 대한 실차 시험을 통해 신속한 변속이 이루어짐을 검증 하였다. 주변속 상향 변속에서 엔진 속도가 증가하면서 싱크로나이저 변속시간은 속도가 증가함에 따라 변속 시간도 길어짐을 확인하였다. 파워시프트 변속기에 DC모터를 이용한 싱크로나이저 변속 제어에 활용할 수 있었다. 본 논문에서 제안된 파워시프트 변속기 사용 환경을 고려한 싱크로나이저 동기화 시간 예측식/해석 모델과 제어시스템은 싱크로나이저 변속시스템을 개발할 때 유용하게 사용될 수 있을 것으로 판단된다.Recently, as driver demand for vehicle convenience increases, vehicles equipped with an automatic transmission are increasing not only in the automobile industry but also in industries such as agricultural machinery and heavy machinery. accordingly, interest in power shift transmissions, such as automated manual transmissions and dual clutch transmissions, which have been automated using a synchronizer, which is mainly used for manual transmissions, continues to increase. In a manual transmission of a automotive, a single inertia connected to the driving inertia of the vehicle is assumed to be infinite inertia, and the synchronization time of the synchronizer is predicted as a small-inertia rotating body being synchronized. On the other hand, the use environment of the synchronizer of the tractor power shift transmission, which has a structure that cuts off the power of the front and rear of the synchronizer when shifting, is significantly different from the automobile transmission. Therefore, this study was conducted to develop a synchronizer synchronization time prediction equation and predictive analysis model considering a dual rotational inertia suitable for the use environment of a tractor power shift transmission and a synchronizer control system of a power shift transmission using a DC motor. The tractor power shift transmission has a relatively small difference in rotational inertia due to the internal parts of the transmission because the engine's rotational inertia and the vehicle's driving inertia are blocked by the wet clutch when the synchronizer is shifting. Therefore, the rotational inertia of the two rotating bodies in the transmission affects the synchronization time of the synchronizer, so that synchronization occurs at any rotational speed between the two rotating bodies. At this time, a synchronizer synchronization time prediction equation was proposed for the case where the axial load acting on the sleeve acts as a 1st order function Ramp input or when a Step input and Ramp and Step input are combined. However, the proposed synchronization time prediction equation does not consider the drag torque of the wet clutch to ensure ease of use. This shows a big difference results between the synchronization time prediction formula and the synchronization time calculation result that constantly assumes a single rotational speed that has been used in automobile manual transmissions. When performing multi-body dynamic analysis to understand the behavior of a synchronizer, an inverse dynamic analysis is used, which uses test information as input for an analysis model. The test results and analysis results were compared and analyzed for the maximum torque of the output shaft of the shifting actuators for the most severe shifting conditions, 4th→ 5th shift and R8th→F8th shift. At this time, the drag torque of the wet clutch at both sides of the synchronizer was reflected in the analysis model. as a result of the analysis and actual vehicle test, the output shaft torque of the shifting actuator for the 4th to 5th shift was 7.63%, and the R8th to F8th shift was 6.34%. the torque curve showed a similar tendency in both vehicle shift tests and analysis results. the analysis result considering the drag torque of the wet multi-plate clutch and the synchronization time calculated using the synchronization time prediction formula are 8.25%, 6.96% for the shifts of the main speed(4th→5th) and F/R(R8th→F8th) respectively. Showed a difference. it was shown that the synchronization time of the synchronizer was shorter as the engine speed was lower during the Main and F/R shifts, and the greater the axial force acting on the sleeve. In order to verify the effectiveness of the synchronizer synchronization time prediction formula and multibody dynamics analysis model, a strain gauge was attached to the output shaft of the shift actuator to measure the torque generated during the shift process. Torque was measured at the output shaft of the shift actuator for various engine speeds for the up/down shift (4th ↔ 5th speed) and the forward/reverse shift (R8th speed ↔ F8th speed). As a result of the test, the output shaft torque was largest at 29.68 Nm at the maximum engine speed when upshifting, and the output shaft torque was 37.29% larger than at the engine idling speed. In addition, the output shaft torque was the largest at 33.21 Nm at the maximum engine speed when shifting from the R8th to the F8th, and the torque was 42.92% greater than that at the engine idling speed. Therefore, in order to select the capacity of the shift actuator, a multibody dynamic analysis model was developed for the upshift(4th→5th) and forward/reverse(R8th→F8th) shifts, which are the shifting conditions that generate the largest shifting torque. In order to control the developed synchronizer shifting system, a DC motor position control method with a simplified structure suitable for the use environment of a power-shift transmission is proposed. For DC motor position control, block diagrams and state equations for PID controller, PID controller with DOB, and LQT controller were derived and analyzed. For DC motor control, a new position controller(DeLQT) using a PI observer was proposed. Based on the result of comparing and analyzing the characteristics of various controllers, a block diagram is presented for designing a DeLQT controller, and a state equation is derived. In order to study the response characteristics of the controllers, the Bode Plot for input and disturbance were prepared, and similar performance was shown for input and DeLQT showed the best performance for disturbance. There was no significant difference in performance for the step response, but it was confirmed that the DeLQT controller, which estimated the disturbance by applying the PI observer in the low frequency region below 1 Hz, was the best in the disturbance rejection performance. The accuracy and responsiveness(fast) of position control of the developed controller were verified. Only the DeLQT controller, which estimated disturbance for various engine speeds, performed accurate position control. In order to verify the rapid shift control, the DeLQT controller was applied to the vehicle, and it was verified that the rapid shift was achieved through the vehicle test for various engine speeds. As the engine speed increased in the upshift, the shift time of the synchronizer increased as the engine speed increased, confirming that the shift time also increased. It could be used to control the shifting of a synchronizer using a DC motor in a power-shift transmission. It is considered that the proposed synchronizer synchronization time prediction/analysis model and control system considering the power-shift transmission environment in this paper can be useful when developing a synchronizer transmission system제 1 장 서 론 1 1.1 연구 필요성 1 1.2 연구 목적 4 1.3 문헌 조사 6 1.3.1 싱크로나이저 변속시스템 6 1.3.2 다물체 동영학 해석 모델 8 1.3.3 제어시스템 9 제 2 장 싱크로나이저 변속시스템 11 2.1 개요 11 2.2 싱크로나이저 15 2.2.1 구성요소 및 기능 17 2.2.2 디텐트 시스템 18 2.2.3 싱크로나이저 변속 과정 21 2.3 변속 링크시스템 28 2.3.1 자체 잠김 장치 28 2.3.2 변속 링크 35 2.3.3 변속 링크 변속 과정 41 제 3 장 싱크로나이저 동기화 시간 예측 모델 45 3.1 개요 45 3.1.1 대상 싱크로나이저 및 시스템 자유도 46 3.1.2 등가 회전 관성 계산 47 3.1.3 동기화 시간에 영향을 미치는 인자 49 3.2 싱크로나이저 동기화 시간 예측식 52 3.2.1 단일 회전 관성을 고려한 동기화 시간 예측식 52 3.2.2 이중 회전 관성을 고려한 동기화 시간 예측식 57 3.3 다물체 동역학 해석 모델 66 3.3.1 다물체 동역학 해석 모델링 67 3.3.2 단일 회전관성을 고려한 싱크로나이저 동기화 시간 해석 모델 76 3.3.3 이중 회전관성을 고려한 싱크로나이저 동기화 시간 해석 모델 77 제 4 장 싱크로나이저 해석 모델 검증 79 4.1 개요 79 4.2 시험장치 및 교정 79 4.2.1 시험 장치 80 4.2.2 교정 작업 81 4.2.3 싱크로나이저 설계 변수 83 4.2.4 설계 변수 결정 87 4.3 실차 변속 시험 87 4.3.1 시험 조건 88 4.3.2 주변속 변속 시험 89 4.3.3 전-후진 변속 시험 93 4.4 해석 모델 유효성 검증 98 4.4.1 변속 엑추에이터 출력축 토크 비교 98 4.4.2 싱크로나이저 동기화 시간 검증 105 4.5 변속 엑추에이터 용량 선정 112 4.6 싱크로나이저 제어 사양 설정 114 제 5 장 DC모터 제어시스템 117 5.1 DC모터의 개요 117 5.1.1 DC모터의 구조 117 5.1.2 DC모터의 모델링 118 5.1.3 DC모터의 응답 특성 121 5.2 DC모터 위치 제어기 126 5.2.1 모터 제어시스템 127 5.2.2 DC모터 구동시스템의 상태 방정식 130 5.2.3 DC모터 제어 알고리즘 132 5.2.3.1 PID 제어기 132 5.3.2.2 외란 관측기를 갖는 DOB-PID 제어기 134 5.3.2.3 선형 재차 추적(LQT) 제어기 136 5.3.2.4 PI 관측기를 갖는 DeLQT 제어기 139 5.3 제어 알고리즘 성능 비교 142 제 6 장 DC모터 제어시스템 검증 146 6.1 위치 제어의 정확성 146 6.2 제어의 응답성 151 제 7 장 결 론 160 참고 문헌 164 부 록 A. Hamiltonian Equation 168 부 록 B. DC모터 구동을 위한 전력 변환 장치 170 Abstract 175Docto

Volume 3 – Conference

We are pleased to present the conference proceedings for the 12th edition of the International Fluid Power Conference (IFK). The IFK is one of the world’s most significant scientific conferences on fluid power control technology and systems. It offers a common platform for the presentation and discussion of trends and innovations to manufacturers, users and scientists. The Chair of Fluid-Mechatronic Systems at the TU Dresden is organizing and hosting the IFK for the sixth time. Supporting hosts are the Fluid Power Association of the German Engineering Federation (VDMA), Dresdner Verein zur Förderung der Fluidtechnik e. V. (DVF) and GWT-TUD GmbH. The organization and the conference location alternates every two years between the Chair of Fluid-Mechatronic Systems in Dresden and the Institute for Fluid Power Drives and Systems in Aachen. The symposium on the first day is dedicated to presentations focused on methodology and fundamental research. The two following conference days offer a wide variety of application and technology orientated papers about the latest state of the art in fluid power. It is this combination that makes the IFK a unique and excellent forum for the exchange of academic research and industrial application experience. A simultaneously ongoing exhibition offers the possibility to get product information and to have individual talks with manufacturers. The theme of the 12th IFK is “Fluid Power – Future Technology”, covering topics that enable the development of 5G-ready, cost-efficient and demand-driven structures, as well as individual decentralized drives. Another topic is the real-time data exchange that allows the application of numerous predictive maintenance strategies, which will significantly increase the availability of fluid power systems and their elements and ensure their improved lifetime performance. We create an atmosphere for casual exchange by offering a vast frame and cultural program. This includes a get-together, a conference banquet, laboratory festivities and some physical activities such as jogging in Dresden’s old town.:Group 8: Pneumatics Group 9 | 11: Mobile applications Group 10: Special domains Group 12: Novel system architectures Group 13 | 15: Actuators & sensors Group 14: Safety & reliabilit

Actuators for Intelligent Electric Vehicles

This book details the advanced actuators for IEVs and the control algorithm design. In the actuator design, the configuration four-wheel independent drive/steering electric vehicles is reviewed. An in-wheel two-speed AMT with selectable one-way clutch is designed for IEV. Considering uncertainties, the optimization design for the planetary gear train of IEV is conducted. An electric power steering system is designed for IEV. In addition, advanced control algorithms are proposed in favour of active safety improvement. A supervision mechanism is applied to the segment drift control of autonomous driving. Double super-resolution network is used to design the intelligent driving algorithm. Torque distribution control technology and four-wheel steering technology are utilized for path tracking and adaptive cruise control. To advance the control accuracy, advanced estimation algorithms are studied in this book. The tyre-road peak friction coefficient under full slip rate range is identified based on the normalized tyre model. The pressure of the electro-hydraulic brake system is estimated based on signal fusion. Besides, a multi-semantic driver behaviour recognition model of autonomous vehicles is designed using confidence fusion mechanism. Moreover, a mono-vision based lateral localization system of low-cost autonomous vehicles is proposed with deep learning curb detection. To sum up, the discussed advanced actuators, control and estimation algorithms are beneficial to the active safety improvement of IEVs

Designing Innovative Electronic Systems to Face the Challenges of Feasibility and Performance in Sensing and Control Applications

This thesis reports the results obtained during a three year research program on electronic systems design. Two advanced applications in the field of sensing and control electronics are analysed and discussed, with a particular emphasis on the design solutions which allowed to improve the performance provided by the state-of-the-art and, at the same time, to implement new functionalities previously considered unfeasible. The first application is focused on the design, implementation and test of a long--range optical fibre Distributed Temperature Sensor (DTS). A new architecture, aiming to address the main design issues related to the sensing range extension and to the measurement time reduction, is presented. A low-noise APD-based optoelectronic front-end allows to optimize the input signal-to-noise ratio (SNR) of the system. A high level of configurability is also obtained by allowing the user to control the gain and offset of the amplification chain, as well as to fine tune the APD bias voltage and operating temperature. This way, the optimum multiplication factor of the APD, which ensures the best available input SNR, can easily be selected. Signals are acquired through a flexible ADC/FPGA-based platform. Here, a set of decimation and interleaved sampling algorithms allows to efficiently exploit the available memory resources and reach long measurement ranges. Finally, a patented SNR enhancing technique based on laser pulse coding allows to efficiently apply, for the first time, Simplex codes to long-range DTS systems, and therefore to significantly reduce the measurement time. A prototype, which is able to cover distances up to 87.4 km with a spatial resolution of just 1.3 m, has been implemented. Preliminary tests on a 20 km range, carried out without coding, show a performance comparable with the state-of-the-art. The benefits of the coding technique have been instead evaluated on a 10 km range. It has been proved that an outstanding measurement time reduction up to 95 % with respect to conventional long-range uncoded systems is achievable. The second application is instead focused on the development of automotive embedded systems for Formula SAE vehicles. For the first time, linear Voice Coil Actuators (VCAs) have been used to implement a robotized shift-by-wire system, which has been applied to the gear and the clutch devices of the first student-build race car developed at the University of Pisa. A numerical model of the electromechanical system allows to properly size the actuators, so as to obtain a shifting performance better than any other known solution adopted for Formula SAE vehicles. A DSP-based Gear Control Unit (GCU), has been specifically designed to implement the upshift, downshift and car start procedures, and to direct drive the actuators. On-track tests show that the achieved upshift time is just 40 ms, i.e. less than half of the one provided by counterparts. Moreover, a data logging system and a telemetry system have been also implemented. Both are based on a 16 MHz, 8 b microcontroller and communicate with other on-board units through the CAN bus. The first is able to record on a removable SD card the information related to the speed of wheels, the suspensions stroke and the steering angle, as well as the data coming from a 3-axial accelerometer, a gyroscope and a GPS. Using a 2 GB card, signals can be logged for 97 h with a 40 Hz sampling frequency, which is a very good result if compared with commercially available products. Acquired data are also sent over the CAN bus and made available to other units. On the other hand, the telemetry system is composed by two twin units, one on-board and one connected to a PC via USB. The on-board unit listens to CAN activity and forwards messages to the PC unit over a 2.4 GHz wireless encrypted link. A custom developed LabVIEW application allows for the real-time monitoring of the vehicle status and for a rapid fault detection. The radio link is bidirectional, so that the PC is also able to send CAN messages back to on-board units, such as the GCU, and configure their parameters remotely. These capabilities, along with a maximum outdoor range of 2 km, make the system very interesting with respect to other Formula SAE products available on the market

MSFC Skylab Apollo Telescope Mount

A technical history and management critique of the Skylab Apollo Telescope Mount (ATM) from initial conception through the design, manufacturing, testing and prelaunch phases is presented. A mission performance summary provides a general overview of the ATM's achievements in relationship to its design goals. Recommendations and conclusions applicable to hardware design, test program philosophy and performance, and program management techniques for the ATM with potential application to future programs are also discussed

Future Transportation

Greenhouse gas (GHG) emissions associated with transportation activities account for approximately 20 percent of all carbon dioxide (co2) emissions globally, making the transportation sector a major contributor to the current global warming. This book focuses on the latest advances in technologies aiming at the sustainable future transportation of people and goods. A reduction in burning fossil fuel and technological transitions are the main approaches toward sustainable future transportation. Particular attention is given to automobile technological transitions, bike sharing systems, supply chain digitalization, and transport performance monitoring and optimization, among others

Space Mechanisms Lessons Learned Study. Volume 2: Literature Review

Hundreds of satellites have been launched to date. Some have operated extremely well and others have not. In order to learn from past operating experiences, a study was conducted to determine the conditions under which space mechanisms (mechanically moving components) have previously worked or failed. The study consisted of an extensive literature review that included both government contractor reports and technical journals, communication and visits (when necessary) to the various NASA and DOD centers and their designated contractors (this included contact with project managers of current and prior NASA satellite programs as well as their industry counterparts), requests for unpublished information to NASA and industry, and a mail survey designed to acquire specific mechanism experience. The information obtained has been organized into two volumes. Volume 1 provides a summary of the lesson learned, the results of a needs analysis, responses to the mail survey, a listing of experts, a description of some available facilities, and a compilation of references. Volume 2 contains a compilation of the literature review synopsis

Optical Technology Apollo Extension System, Part I. Volume 1 /2 of 2/. Section 1 - Introduction. Section 2 - Experiment Development Final Technical Report

Systems integration - Optical Technology Apollo Extension Syste