New Scania Opticruise: Pioneer gets extended ... - scania.co.bw

PRESS info
P09902EN / Per-Erik Nordström
17 September 2009
New Scania Opticruise:
Pioneer gets extended functionality
The new Scania Opticruise is available fully automated, i.e. with automatic
clutch, or with a clutch pedal. The fully automated version uses electrohydraulic
clutch control for maximum precision. The gearchanging
strategy is entirely new. Several new functions are integrated to further
facilitate driving.
An automated gearchanging system benefits drivers and operators in several
ways. Besides improving comfort and eliminating the need to watch revs and
change gears, it enables the driver to devote more attention to handling the
vehicle and to other traffic. Familiarisation is quick and driving is efficient and
consistent. Even an untrained driver can achieve substantial fuel savings
compared to manual driving. Wear-and-tear is reduced on the clutch and other
powertrain components, increasing service life.
Scania Opticruise, one of the first automated gearchanging systems in the
market, has been refined in many steps over the years. Now this development
work is taking a new turn. After four years of development, the concept of a
standard mechanical gearbox remains, but the system has been extensively
modified, with improved mechanical components and entirely new software.
• A new automatic clutch control system has been added, enabling Scania
Opticruise to be offered fully automated or with a clutch pedal. Scania
customers can choose according to preference.
• The automatic clutch has a high-precision electro-hydraulic control system,
an industry first that offers exact clutch control even without a clutch pedal.
• Manoeuvring mode provides extra fine clutch control, accelerator resolution
and smoother engine control, for example during sensitive shunting.
• The automatic clutch is disengaged briefly during gearchanges, making
shifts faster and smoother.
• Comprehensive electronic protection keeps clutch wear to a minimum.
Scania
Corporate Relations Telephone +46 8 553 810 00
SE-151 87 Södertälje Fax +46 8 553 855 59
Sweden
www.scania.com

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• Scania Opticruise is available on Scania's 8-, 12- and 12+2-speed
gearboxes, the latter also with overdrive.
• Scania Retarder is optional.
• Hill-hold is standard on the fully automated version.
• A new shift strategy strives to maintain speed uphill without fuel penalty.
• Gearchanging adapts to individual driving style, the load and the inclination
of the road.
• A new efficient Power mode is available for extra performance.
• The driver interface remains the same, with all gearchanging and retarder
control functions integrated in the RH steering wheel lever.
• Several parameters can be adjusted by any Scania workshop to tailor the
functionality to the conditions at hand.
For more information and images:
• Go to www.scania.com/media/R2009/ for the media site.
• At http://imagebank.scania.com/ you can search for related images by
entering “New R-series” in the “Quick search” field.
• Contact: Per-Erik Nordström, Product Affairs, tel. +46 8 553 855 77,
email per-erik.nordstrom@scania.com.
All controls in one lever
Scania Opticruise
• Mode selector: R-N-D. Power mode has a spring-back position.
• Automatic/manual gearchanging: Switch at tip of lever.
• Upchanging/downchanging: Pull lever towards or push away from steering
wheel.
• Manoeuvring mode: Push lever away from steering wheel for 0.8 s at low
speed or stationary.
• Floor switch: Triggers downchanging for maximum engine and exhaust
braking without engaging retarder.
A 12
M 12
AP 9
MP
9
Gear indicator in central display
• R, Reverse
• A, Automatic
• M, Manual
A
1m

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• AP, MP, Automatic/Manual Power mode
• Letter followed by current gear in display, e.g. A 12, M 12, AP 9, MP 9.
• N, Neutral
• Next gear indicated in A and P modes.
• Manoeuvring mode indicated by ‘m’ after gear in display, e.g. A 1m.
Scania Retarder, if fitted
• Pull the lever downwards (five positions) for retarder braking. Exhaust brake
engaged in the fifth position.
• Automatic application via brake pedal: Set the AUT switch on the lever to 1
(see illustration).
• In automatic retarder mode, brake blending is used to give the expected
braking power also during downchanges (wheel brakes automatically
applied to maintain smooth and even braking).
Hill-hold, if fitted
• Works uphill and downhill.
• When stationary, the wheel brakes will remain applied for around three
seconds while lifting the foot from the brake pedal (audio and visual warning
activated).
• When depressing the accelerator, the hill-hold will not release until torque is
sufficient to prevent the vehicle from rolling back.
New software
The gearchanging strategy has been re-developed from scratch to provide
improved functionality, comfort and convenience, as well as capacity for future
refinements.
Strategy and hill performance
• Automatic, Manual, Power and manoeuvring modes.

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• Automatic mode is programmed to change down early on hills to maintain
speed without wasting fuel. This is sensible because of the high efficiency of
Scania engines at high load, irrespective of engine revs.
• Power mode is adapted for maximum engine performance and has a springback
position for engagement and disengagement.
• The gearchanging strategy is continually adapted to the position of the
accelerator pedal and the response is matched to the speed of pedal
movement to suit the driver’s mood.
• Skip-shifts are made whenever possible to save fuel.
• Lower engine revs are used to save fuel with a light load.
• Kickdown additionally provides immediate access to maximum power. A
downchange is made if this gives access to more power, including when
running against the speed limiter.
• Downchanges are avoided if the downhill speed can be maintained by the
retarder.
• Radar information from ACC (adaptive cruise control) is used to adapt
gearchanges to the speed of the vehicle in front.
• Scania Ecocruise is fully compatible with the new Scania Opticruise.
Manoeuvring and low-speed driving
• High-precision manoeuvring is possible in standard driving mode thanks to
the electro-hydraulic control of the automatic clutch.
• The manoeuvring mode provides extra precision in exceptional situations.
• Manoeuvring mode disengages automatically in high range or if the lever is
pulled towards the steering wheel.
• The clutch is disengaged when braking from low speed, e.g. for a junction,
roundabout or stoplight. The system continuously prepares for the most
suitable gear, which is immediately engaged when the accelerator is
depressed.
• Running the vehicle at idling speed is possible in normal mode, interrupted
by depression of the brake pedal. Running at idling speed is disabled in
manoeuvring mode.
Load sensing and starting
• Load and inclination sensors automatically adapt the choice of starting gear.
No action is required from the driver.
• Interaction between Scania Opticruise, launch control and clutch protection
systems will maximise clutch life.
Rocking
• Rocking is possible in forward or reverse gears.
• The system identifies the need for rocking by comparing the rotation of the
drive wheels with that of the front wheels.
• In rocking mode, quickly releasing the accelerator will immediately
disengage the clutch, enabling the vehicle to roll back for a new attempt.
• Extra smooth rocking is available in manoeuvring mode (useful in ultraslippery
conditions), as well as extra smooth power delivery once the vehicle
gets underway.

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Remote PTO operation
• The gearbox power take-off can be programmed by the bodybuilder for
remote engagement and operation from outside the vehicle.
Clutch control system
The electro-hydraulic actuator for the automatic clutch is mounted on the
gearbox. The unit consists of an electrical motor that pushes the piston of a
hydraulic master cylinder. The hydraulic fluid moves a slave cylinder that
actuates the fork inside the clutch housing. The clutch itself is completely
standard, so is the gearbox.
Inside the actuator, an electric motor drives a ball-bearing spindle, which
positions the hydraulic master cylinder. The ball-bearing spindle mechanism
provides high controllability and extreme precision.
The automatic clutch operates independently of driver skills and is programmed
to engage at the lowest possible engine revs. Clutch actuation is also adapted
to the information from the inclination sensor and to the required starting gear.
Hence, the engine speed is raised if needed to pull away cleanly.
The engine management system ensures that the clutch is never slipped during
gearchanges, only used to disconnect the gearbox from the engine. These
functions will effectively protect the clutch and other powertrain components
from mechanical abuse.
Hill-hold, which engages briefly after depression of the brake pedal when
stationary, makes starting even more convenient.
The electro-hydraulic control of the automatic clutch is unique in the industry,
offering the benefit of particularly precise clutch actuation. However, advocates
of the system with a clutch pedal claim advantages in terms of manoeuvring
and starting, especially in slippery conditions or on soft ground. Scania thus
offers the choice of a system where the driver has full control over the clutch

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when starting and stopping, in addition to the new, fully automated system.
Adaptations
The functionality of Scania Opticruise can be altered via the instrument cluster
or using the electronic diagnostics tool used by all Scania service workshops.
The driver can programme the following parameters:
• Enable/disable adaptive starting gear.
• Programme default starting gear.
Scania workshops can adjust the following parameters:
• Maximum permitted starting gear.
• Manual override of programmed starting gear enabled/disabled.
• Power mode enabled/disabled.
• Kickdown enabled/disabled.
• Reversing at low idling speed enabled/disabled.
Service aspects
Scania Opticruise is integrated in the gearbox cover of a completely standard
Scania gearbox, 8-, 12 or 12+2-speed, with or without the Scania Retarder and
normal PTO options.
The clutch is also a standard unit. Only the external actuation system differs
from that of a standard clutch.
This philosophy will secure parts and service availability wherever a vehicle is
working. Workshop staff will be fully familiar with the components and have all
tools needed. The only items that are special with Opticruise are the gearbox
cover with pneumatic shift controls and the electro-hydraulic actuator for the
automatic clutch with integrated inclination sensor.
In case of clutch failure, a limp-home facility is provided. Automatic
gearchanges are then made without using the clutch (normal operating mode of
the system with a clutch pedal). Starting is possible using the ignition key and
starter motor. The vehicle is brought to a standstill by turning off the ignition.
This applies to both systems, i.e. fully automated and with a clutch pedal.
* * *
Milestones – automated gearchanging
Scania Opticruise is an in-house development that automates gearchanging
using a standard mechanical gearbox. The only unique component on the
gearbox is a special gearbox cover that incorporates pneumatic shift cylinders
and position sensors. This concept has far-reaching benefits in terms of chassis
installation (which is identical to a manual gearbox), bodybuilding and power
take-off installation. Extensive parts commonality facilitates servicing and
repairs, and makes trucks with Scania Opticruise familiar to any Scania service
technician.
Since it was originally unveiled in 1994, close to 150,000 trucks and buses

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worldwide have been delivered with Scania Opticruise, making it the pioneer
and one of the most widespread automated gearchanging systems in the
market.
1970s: Pneumatic gearchanging in laboratory test rigs. New computercontrolled
gearchanging test rigs were developed. The idea was born: “Why not
put it in a truck?”
1980s: Computer-Aided Gearchanging (CAG) launched in 1984, breaking new
ground. Best gear calculated, engaged automatically when driver declutched. In
the late 1980s, computerised gearchanging experiments were initiated. These
trials also included the Scania Retarder, which was then under development.
Control of the retarder was integrated. Some tests were made with an
automated clutch, as well as with torque converter.
1990s: In the early 1990s, Scania applied for a large number of patents on two
in-house developments: an auxiliary braking system (retarder) and an
automated mechanical gearchanging system. The patents included a large
number of software features, indicating the strong potential of electronic control
systems.
The Scania Retarder was introduced in 1993, becoming the first auxiliary
braking system with automated downhill speed control and with the retarder
function integrated in the brake pedal.
In 1994, large-scale field tests started on Scania Opticruise. The automated
gearchanging system was presented to the press at an event in Angers, France
in December. The public launch took place one year later in conjunction with the
introduction of the Scania 4-series trucks.
2000s: By the turn of the millennium, Scania Opticruise had established itself as
the best-selling automated gearchanging system in the market. Continuous
improvements were made, with significant steps taken to refine the
gearchanging strategy in conjunction with the introduction of the R-series in
2004, the new gearbox generation and Euro 4 engine range in 2005 and the
new Euro 5 EGR engine platform in 2007.