Modelling of an automated manual transmission system

Lucente, Gianluca; Montanari, Marcello; Rossi, C.

doi:10.1016/j.mechatronics.2006.11.002

Cited by 173 publications

(92 citation statements)

References 20 publications

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“…Clutch judder is examined in Crowther et al (2004) using a driveline model with two flexibilities. A paper about AMT modeling in general (Lucente et al, 2007), states that three flexibilities are useful, one in the engine, one before the transmission, and one after.…”

Section: Driveline Modelsmentioning

confidence: 99%

Dry Clutch Modeling, Estimation, and Control

Myklebust

2014

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The graph on the cover is based on data from Figure 4 in Paper D. Actuator position, time, and clutch torque are on the axes and the coloring depends on the clutch disc temperature. The details are left as an exercise to the reader. The drawing in the background pictures a clutch disc.Typeset with L A T E X 2 ε Printed by LiU-Tryck, Linköping, Sweden 2014 "A mathematical model does not have to be exact; it just has to be close enough to provide better results than can be obtained by common sense." -Herbert A. Simon AbstractIncreasing demands on comfort, performance, and fuel efficiency in vehicles lead to more complex transmission solutions. One such solution is the Automated Manual Transmission (AMT). It works just like an ordinary manual transmission but the clutch and the gear selection are computer controlled. In this way high efficiency can be accomplished with increased comfort and performance. To be able to control and fully utilize an AMT, it is of great importance to have knowledge about how torque is transmitted in the clutch. The transmitted torque in a slipping dry clutch is therefore studied in a series of experiments with Heavy Duty Trucks (HDT). It is shown that material expansion with temperature can explain torque variations up to 900 Nm for the same clutch actuator position. A dynamic clutch temperature model that can describe the torque variations is developed. The dynamic model is validated in experiments, and shown to reduce the error in transmitted torque from 7 % to 3 % of the maximum engine torque compared to a static model. Since all modeling, parameter estimation, and validation are performed with production HDTs, i.e. production sensors only, it is straightforward to implement the model in a production HDT following the presented methodology.The clutch model is extended with lock-up/break-a-part dynamics and an extra state describing wear. The former is done using a state machine and the latter uses a slow random walk for a parameter corresponding to the thickness of the clutch disc. Two observability analyses are made: one with production sensors, and one with a torque sensor in addition to the production sensors. The analyses show that, in both cases, the temperature states and the wear state are observable both during slipping of the clutch and when it is fully closed. The latter is possible since a sensor measures the actuator position. The unknown offset in the torque sensor is possible to observe (at all times) if the model is further augmented with engine inertia dynamics. An Extended Kalman Filter (EKF) is developed and evaluated on measurement data for both cases. The estimated states converge from poor initial values, enabling prediction of the translation of the torque transmissibility curve and sensor offset. The computational complexity of the EKF is low and it is thus suitable for real-time applications.The clutch model is also integrated into a driveline model capable of capturing vehicle shuffle (longitudinal speed oscillations) and engine torque fluctuations. Parameter...

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Section: Driveline Modelsmentioning

confidence: 99%

Dry Clutch Modeling, Estimation, and Control

Myklebust

2014

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“…3), which are designed to act as closed loop systems (Lucente et al, 2007): the proportionality between actuation current on the solenoid and pressure in the actuation chamber p A is given by the feedback chamber, which generates a feedback force F fb against the valve opening, whose proportionality factor is the feedback chamber area A fb of the spool, as shown in:…”

Section: Pressure Control Valve Modelmentioning

confidence: 99%

“…The main original contribution of this work is a complete, real-time model of the hydraulic actuation circuit and of the DCT kinematics and dynamics, designed with a control-oriented approach. With respect to existing publications (Lucente et al, 2007;Montanari et al, 2004), the presented model (Cavina et al, 2012) is in fact an innovative attempt to reproduce the fast dynamics of the actuation system while maintaining physical equations with a simulation step size large enough for real-time applications.…”

Section: Introductionmentioning

confidence: 99%

Control-Oriented Models for Real-Time Simulation of Automotive Transmission Systems

Cavina

Corti

Marcigliano

et al. 2014

Oil Gas Sci. Technol. – Rev. IFP Energies nouvelles

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-A control-oriented model of a Dual Clutch Transmission (DCT) was developed for realtime Hardware In the Loop (HIL) applications, to support model-based development of the DCT controller and to systematically test its performance. The model is an innovative attempt to reproduce the fast dynamics of the actuation system while maintaining a simulation step size large enough for real-time applications. The model comprehends a detailed physical description of hydraulic circuit, clutches, synchronizers and gears, and simplified vehicle and internal combustion engine submodels. As the oil circulating in the system has a large bulk modulus, the pressure dynamics are very fast, possibly causing instability in a real-time simulation; the same challenge involves the servo valves dynamics, due to the very small masses of the moving elements. Therefore, the hydraulic circuit model has been modified and simplified without losing physical validity, in order to adapt it to the real-time simulation requirements. The results of offline simulations have been compared to on-board measurements to verify the validity of the developed model, which was then implemented in a HIL system and connected to the Transmission Control Unit (TCU). Several tests have been performed on the HIL simulator, to verify the TCU performance: electrical failure tests on sensors and actuators, hydraulic and mechanical failure tests on hydraulic valves, clutches and synchronizers, and application tests comprehending all the main features of the control actions performed by the TCU. Being based on physical laws, in every condition the model simulates a plausible reaction of the system. A test automation procedure has finally been developed to permit the execution of a pattern of tests without the interaction of the user; perfectly repeatable tests can be performed for nonregression verification, allowing the testing of new software releases in fully automatic mode.Re´sume´-Mode´lisation oriente´e-controˆle pour la simulation en temps re´el des syste`mes de transmission automobile -Un mode`le oriente´vers le controˆle d'une transmission a`double embrayage (DCT, Dual Clutch Transmission) a e´te´de´veloppe´et imple´mente´en temps re´el dans un syste`me Hardware In the Loop (HIL), pour supporter le de´veloppement du controˆleur DCT et pour tester syste´matiquement ses performances. Le mode`le repre´sente une tentative innovatrice de reproduire les dynamiques rapides du syste`me d'actionnement tout en conservant une dimension de pas de calcul assez grande pour l'application en temps re´el. Le mode`le comprend une description physique de´taille´e du circuit hydraulique, des embrayages, des synchroniseurs et des engrenages, et des sous-mode`les simplifie´s du ve´hicule et du moteur ac ombustion interne. Comme l'huile circulant dans le syste`me est caracte´rise´e par un module de compressibilite´e´leve´, les dynamiques de pression sont tre`s rapides, pouvant provoquer une Oil & Gas Science and Technology -Rev. IFP Energies nouvelles, Vol. 70 (2015), No. 1,...

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“…When modeling the rest of the driveline for (clutch) control purposes it is common to include one or more flexibilities, Pettersson [1997], Garofalo et al [2002], Fredriksson and Egardt [2003], Moon et al [2004], Crowther et al [2004], Lucente et al [2007], Dolcini et al [2008] Here yet another driveline model with focus on the clutch and the control of it is presented and validated. The contribution lies in that here the thermal dynamics of the clutch are included in the model.…”

Section: Introductionmentioning

confidence: 99%

The Effect of Thermal Expansion in a Dry Clutch on Launch Control

Myklebust

Eriksson

2013

IFAC Proceedings Volumes

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A dry clutch model with thermal dynamics is added to a driveline model of a heavyduty truck equipped with an automated manual transmission. The model captures driveline oscillations and can be used to simulate how different clutch-control strategies affect vehicle performance, drivability and comfort. Parameters are estimated to fit a heavy-duty truck and the complete model is validated with respect to shuffle, speed trajectory, clutch torque and clutch lock-up/break-apart behavior. The model shows good agreement with data. Furthermore the model is used to study the effect of thermal expansion in the clutch on launch control. It is shown that the effect of thermal expansion, even for moderate temperatures, is significant in launch control applications.

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Modelling of an automated manual transmission system

Cited by 173 publications

References 20 publications

Dry Clutch Modeling, Estimation, and Control

Dry Clutch Modeling, Estimation, and Control

Control-Oriented Models for Real-Time Simulation of Automotive Transmission Systems

The Effect of Thermal Expansion in a Dry Clutch on Launch Control

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