Modelling of a car driveline for

servo-actuated gear-shift control

G. Lucente , M. Montanari , C. Rossi
Center
for Research on Complex Automated Systems (CASY)
Department of Electronics, Computer Science and Systems (DEIS)
University of Bologna
Viale Risorgimento 2, 40136 Bologna, Italy

Abstract A physically-based dynamic model of the drive- gw , gw , Tgw secondary axle shaft torsional dis-
line of a vehicle with automated manual transmission (AMT) placement, relative speed and trans-
is presented. The driveline is decomposed into three main mitted torque
subsystems: the drivetrain, constituted by the transmission kgw , bgw torsional stiffness and friction coef-
shafts connecting the engine to the wheels, and two electro- ficient of the secondary axle shaft
hydraulic actuators for clutch and gear-box control. The
main feature of the model proposed is to consider in a w wheel speed
detailed way both the nonlinear dynamics of the clutch and Jw equivalent inertia of wheels, differ-
gear-box actuators and the drivetrain behavior. ential and vehicle
Model parameter identification is obtained both through Tw total load torque applied to the
theoretical relations and experimental tests. By means of wheels
experiments, it is shown that the proposed model is able to
describe the main phenomena characterizing the driveline pc,p pressure on the clutch piston
dynamics. Ac,p clutch piston cross-sectional area
xc1 , xc2 clutch piston and plate position
mc1 , mc2 clutch piston and plate mass
fc,b (xc1 ) Belville spring force
N OMENCLATURE cr (xc1 ) Belville spring coupling ratio
kc , fc0 clutch preload spring stiffness and
(see also Figs. 1-4) pre-load
e , Te engine speed and total engine nc clutch axial constraint force
torque bc1 (xc1 ), bc2 (xc2 )clutch friction forces
Je equivalent engine crankshaft inertia Fe servovalve electromagnetic force
ec , ec , Tec crankshaft torsional displacement, xv , vv servovalve spool position and speed
relative speed and transmitted kf servovalve electro-mechanic con-
torque stant
kec , bec crankshaft torsional stiffness and mv spool mass
friction coefficient kv , fv0 , bv (vv ) servovalve spring stiffness and pre-
c1 , c2 speeds of the flywheel (primary load and friction force
clutch shaft) and secondary clutch ps , p0 servovalve high pressure accumula-
friction disk (connected to the main tor and low pressure tank pressures
shaft) p u , qu upstream pipeline pressure and oil
Jc1 , Jc2 equivalent flywheel and clutch fric- flow (servovalve user pressure and
tion disk inertias flow)
Tc transmitted clutch torque pc servovalve sensed pressure
bg main shaft friction coefficient xvd , xvf , dumping and filling threshold dis-
cg , cg , Tcg main shaft torsional displacement, Ad (xv ), placements and orifice areas
relative speed and transmitted Af (xv )
torque cd , discharge coefficient, equivalent
kcg , bcg main shaft torsional stiffness and cdb = cb cd cos , Bernoulli coefficient and number
friction coefficient no of orifices of user port
g1 , g2 speeds of the primary and sec- Ac sensing chamber effective area
ondary gearbox cogwheels Ac0 , Vc0 sensing chamber cross-sectional
Jg1 , Jg2 equivalent primary and secondary area and volume at xv = 0
gearbox cogwheel inertias
Tg1 , Tg2 torques transmitted to the primary Aoc , cdoc , noc orifice area and discharge coeffi-
and secondary gearbox cogwheels cient, number of orifices for the
r, ri actual speed ratio, gear ratios sensing chamber
 , , oil density, kinematic viscosity and In previous studies devoted to gear shift control, reduced-
bulk modulus order driveline models have been considered, and clutch
rp , Ap , lp , p pipeline radius, cross sectional area, and gearbox actuator dynamics have been described by
length and effective bulk modulus simple models or completely neglected. With respect to
pf , pf frequency-dependent correction previous works, the main feature of the proposed model is
terms for damping coefficient and that detailed nonlinear models of the clutch and gearbox
natural frequency actuators and their interaction with the overall drivetrain
xp , x1 , x2 position of piston and of left and dynamics are considered.
right hydraulic tappet For model derivation, the driveline is decomposed into
vp , v 1 , v 2 speed of piston and of left and right three main parts: first, the mechanical dynamics of engine,
hydraulic tappet wheels and transmission shafts is described by means
pk , pk,i , downstream pipeline (external of mass-spring-damper dynamics. Then, dealing with the
k = 1, 2 chamber) pressure and internal actuation level, detailed models of the electro-hydraulic
chamber pressure actuators of the clutch and the gearbox are derived. The
qk , qk,i , downstream pipeline flow and tap- clutch actuator model has been derived by the authors
k = 1, 2 pet orifice flow in [3] and is not presented here for the sake of space.
fg external force applied to the piston A detailed model of the gearbox actuator, including a
x1 , x2 tappet external constraint pressure control servovalve, which drives a hydraulic
xD,k , xS,k , threshold displacement for disen- actuator for gear selection through a pipeline, is pre-
k = 1, 2 gaging and synchronization sented. Nonlinearities coming from electric, hydraulic and
goa tappet orifice conductance mechanical dynamics, which highly affect the driveline
mp , mk , k = piston and tappet mass model, are taken into account in the proposed model.
1, 2 The objectives of the modelling process are twofold.
Vk0 , Vk,i0 , volume of the external and internal First, the proposed physically-based model allows to an-
k = 1, 2 chambers for xk = 0, xp = 0 alyze the driveline behavior and to evaluate the influence
Ak , Ak,i , cross-sectional areas of the external of the various driveline components and actuators on the
k = 1, 2 and internal chambers gear-shift performances. Moreover, the proposed model
Ap , At , At,i piston effective area and tappet ex- represents a simulation model that can be used to evaluate
ternal and internal effective area clutching and gear shifting controller strategies.
bvp , bv,k friction coefficient for piston and The paper is organized as follows. In Section II the
tappets model of the driveline is derived, in Section III details
kgD , kgS force/torque gains during disengag- on parameter identification and model validation and
ing and synchronization experimental tests are presented and discussed. Finally,
I. I NTRODUCTION conclusions are drawn in Section IV.
Vehicles with automated manual transmissions are re-
II. D RIVELINE MODEL
ceiving growing interest in recent years, in particular
in the European car market. This increasing attention The driveline of a vehicle equipped with an automated
is motivated by performance and comfort improvement manual transmission is composed by the elements which
and fuel consumption reduction with respect to traditional transmit the torque from the engine to the wheels and
manual transmissions. allow the gear-shift selection for effective engine working.
AMTs are constituted by a multi-speed gearbox and a In order to properly change the speed ratio between en-
dry clutch, both equipped with electro-hydraulic actuators gine and wheels, clutch and gearbox are utilized to allow
controlled by an Electronic Control Unit (ECU). The the disengagement and engagement of the gear ratios in
AMT can work in two different ways: semiautomatic, a safe way. As shown in Fig. 1, wheels are connected
when the gear shifting is requested by the driver by means to the engine by means of various shafts, separated by
of proper levers located on the steering wheel, or fully the clutch plates and the gearbox cogwheels. For the
automatic, when the ECU attends to the strategy of the derivation of the model for gear-shift control purposes,
gear speed selection, according to engine regime, driving elements between gearbox and wheels (secondary and
conditions, etc. In both the situations, clutch and gearbox axle shafts, differential and tires) can be modelled as a
actuators must be properly controlled in order to perform unique equivalent mass-spring-damper system.
the gear shift. An overall strategy to improve the gear The overall driveline model can be decomposed into three
shift quality has the following objectives: reduction of main parts: transmission shafts, electro-hydraulic clutch
the shifting time, minimization of the mean vehicle de- actuator and electro-hydraulic gearbox actuator.
celeration due to traction loss and minimization of vehicle
and driveline oscillations, which are due to variations of A. Transmission shafts model
transmitted torque and clutch and gearbox operations. Each of the driveline shafts (crankshaft, main and sec-
In this paper, a physically-based model of the driveline ondary shafts) is modelled with two equivalent constant
is developed. Many researches on AMT drivetrain mod- inertias connected by a spring-damper element which
elling [1][3] and control [4][7] have been carried out. takes into account shaft torsional flexibility. The following
 Je, e Jc1, c1 Jc2, c2 Jg1, g1
Tec Gearbox
Te kec kcg Tcg c
Tc Clutch plate
Secondary Shaft

bec bcg bg Wheels & Vehicle c2

ec, ec
cg, cg r,Tg1,Tg2 c1 c,p

kgw Tgw Tw c1
Engine Clutch Main Shaft flywheel c2 c1 Clutch piston

Crankshaft
bgw
Jg2, g2 Jw, w
c2

Fig. 1. Schematic diagram of the driveline. Fig. 2. Schematic diagram of the clutch actuator.

mass-spring-damper dynamics, obtained from the New- B. Clutch actuator model

tons law, describe the transmission shafts:
Je e = Te Tec
Jc1 c1 = Tec Tc
Jc2 c2 = Tc Tcg
(1)
Jg1 g1 = Tcg bg g1 Tg1
Jg2 g2 = Tg2 Tgw
Jw w = Tgw Tw
where
Tec = kec ec + bec ec
ec = ec = e c1
Tcg = kcg cg + bcg cg
(2)
cg = cg = c2 g1
Tgw = kgw gw + bgw gw
gw = gw = g2 w .
The engine is modelled as an ideal torque actuator
constituted by a constant inertia connected through the
crankshaft to the flywheel and the clutch disks. Torque Te
represents the net torque generated by the engine, consid-
ering also friction and torque losses. For gearshift control
purposes, it is possible not to consider a detailed model
for the engine torque generation, hence high frequency
torque components dependent on crankshaft angle are not
taken into account in Te .
When clutch is locked and a speed with gear ratio r =
ri is engaged, shaft speeds are related by c1 = c2
and g1 = rg2 and the equivalent secondary shaft
and wheel inertias referred to the engine are given by
Jg2
r 2 and r 2 respectively. Torques Tec , Tcg , Tgw represent
Jw
viscous and elastic torques transmitted by the transmission
shafts; transmission backlash has been neglected in the
proposed model. Tc is the clutch torque, while Tg1 , Tg2
are torques transmitted by the gearbox, whose dependency
on the behavior of the actuators will be described in
next sections. A tire model taking into account road/tire
interaction has not been considered: wheel torque Tw is
assumed to be a constant (or slowly-varying) disturbance
input, representing the equivalent load torque due to road
friction, aerodynamical drag, etc. acting on the vehicle.
A detailed model of the electro-hydraulic clutch actu-
ator has been presented in [3]. As depicted in Fig. 2, the
clutch actuator can be thought as constituted by friction
disks between the flywheel and the clutch plate. When
no external force is applied, clutch disks are pressed
together by Belville and preload springs. In this way,
clutch is locked and engine torque can be transmitted.
Force applied to the piston is provided by an electro-
hydraulic actuator controlled by means of a three-way
spool servovalve [3], [8]. In order to disengage the
clutch, the hydraulic piston pushes the release bearing:
the Belville spring reduces the clamp force, thus reducing
normal force applied to the clutch plates and separating
friction disks. Since the Belville spring acts both as a
spring and a lever with variable coupling ratio, piston
force is related to the force applied to the clutch plate by a
nonlinear relation dependent on the clutch displacement.
Mechanical dynamics of the release bearing and clutch
plate are given by
mc1 xc1 = bc1 (xc1 ) fc,b (xc1 ) + Ac,p pc,p
mc2 xc2 = bc2 (xc2 ) cr (xc1 )fc,b (xc1 )+
(3)
kc xc2 fc0 + nc
nc 0, xc2 0, and nc xc2 = 0,
where fc,p = Ac,p pc,p represents the force applied by
the electrohydraulic actuator to the piston and nc is the
unilateral constraint force applied to the disks, which is
non null only when in contact, i.e. xc2 = 0. Assuming
a stick-slip friction model [9], the torque transmitted by
the clutch is given by


Tc if c1 = c2 and |Tc | TcM (nc ),
Tc =
TcM (nc )sign(c1 c2 ) otherwise
(4)
where TcM (nc ) is the maximum transmissible torque,
dependent on the axial force applied to the clutch plate nc
through the so-called clutch transmissibility curve. Note
that TcM (nc ), cr (xc1 ), fc,b (xc1 ) depend on clutch aging
and temperature. Tc represents the torque during clutch
disk locking (c1 = c2 ) and is expressed by imposing
 x1 xp x2 Spring Sensing
Coil User port Spring
s1 s2 chamber

At pc
Ati
Piston with
p1 p1i p2i p2 p0 pu ,qu ps
Ap fork
V1i V2i
V1 V2 Plunger Discharge Charge

Fig. 4. Schematic diagram of the pressure control valve.

Fig. 3. Schematic diagram of the actuator for gear engagement. When
xp = 0, piston is in middle position. When x1 = 0, left tappet is at
the internal stop. When x2 = 0, right tappet is at the internal stop.
proportional to the user pressure acts on the valve spool.
The mechanical model of the servovalve is described by
c1 = c2 and c1 = c2 in (1) as the mass-spring-damper dynamics
 
Jc1 Jc2 Tec Tcg xv = vv
Tc = + . (5)
Jc1 + Jc2 Jc1 Jc2 1
vv = (Fe kv xv + fv0 bv (vv )+
It is worth noting that when the clutch is locked, it holds mv
xc2 = 0 and the normal constraint force is given by nc = +Fb (xv , pu , ps , p0 ) Ac pc ) .
fc0 + cr (xc1 )fc,b (xc1 ) 0. Hence, neglecting inertial Fb = 2no cdb [Ad (xv )(pu p0 ) Af (xv )(ps pu )]
and friction terms in (3), the normal constraint force nc , (6)
and the maximum transmissible torque TcM , are nonlinear where Fe = kf |i| is the force delivered by the linear
functions of the clutch position xc1 , and hence on the variable reluctance motor, which is proportional to the
pressure pc,p applied by the clutch actuator. coil current i, pu is the user port pressure, Fb are steady-
state Bernoulli forces [8, Chapter 5], which are present
C. Gearbox actuator model with non null oil flow and act as a disturbance opposing
In the servoactuated six-speeds indirect gearbox con- to the opening of the orifices. More details on the electro-
sidered, gear engagement occurs by means of cogwheels magnetic model of the servovalve can be found in [3].
which are always engaged or on the primary or on the The sensing chamber pressure model is
secondary shaft. The effective selection of the gear ratio is
performed by locking a particular couple of cogwheels to pc = (qoc + Ac0 vv )
Vc0 Ac0 xv
the shafts by means of a two-degrees-of-freedom electro-  (7)
2 
hydraulic actuator. The actuator is capable of rotating the qoc = noc cdoc Aoc sign(pu pc ) |pu pc |
gearbox fork to perform the selection of one of the three
ranks and translating it for the engagement of even or where turbulent flow qoc through the orifice connecting
odd speeds within the same rank. For the sake of space, the sensing chamber to the user port has been assumed
in this paper the actuator for the gear engagement only is [8, Chapter 3].
described. It can be assumed that p0 = 0 Pa, ps = const, (thanks
As shown in Fig. 3, this actuator is composed by to a sufficiently large accumulator at high pressure), and
a piston joined with a fork, on which opposite axial p0 pu (t) ps , t. The oil flow qu at the user port
forces can be applied by means of two distinct hydraulic depends on the position of the spool, which determines if
circuits. Left and right positions correspond to engaged the valve is connected to the low pressure tank (dumping),
odd and even gears respectively, while middle position to the high pressure supply (filling) or it is in the dead-
corresponds to neutral. Oil pressures on actuator chambers zone, since the valve is overlapped. Oil flow is expressed
are controlled by means of two single-stage pressure by the Bernoulli equation
control valves connected to the actuator with two flexible 

2
pipelines. Two tappets, whose stroke is limited by me-
n c pu p0 Ad (xv ) if xv xvd
chanical stops, are present in order to modify effective

o d

areas and to guarantee that, when equal pressures are qu = 0 if xvd xv xvf


applied, the piston moves to the middle position. Note
2

no cd ps pu Af (xv ) if xv xvf .
that in order to keep the fork in a certain position, e.g.
with engaged gear, no force has to be applied to the piston. (8)
The gearbox actuator can be decomposed into three It is worth noting that, according to (7), pressure pc is the
main subsystems: servovalves, pipelines and hydraulic ac- output of a nonlinear first order filter of the user pressure
tuator. Their detailed models are derived in the following. pu . From (6), (7), (8), it follows that user pressure dy-
1) Pressure control valve: The two servovalves for namics can be considered as a closed-loop dynamics with
gear engagement are single-stage pressure control valves. negative feedback, thanks to the sensing chamber pressure
A sketch of the spool valves is shown in Fig. 4. Main acting on the spool. Hence, the servovalve controls the oil
feature is that by means of the internal sensing chamber flow in order to guarantee the user pressure reference,
connected by an orifice to the user port, a feedback force imposed to the closed-loop system by means of the
coil current. In steady-state conditions, when a constant given by the fluid continuity equations
current is applied, spring, electrical and sensing pressure

forces are balanced, yielding to proportionality between p1 = [q1 q1,i A1 v1 ]
current and user pressure. In this conditions, the plunger V1

displacement is in the dead-zone region, and no oil flows p2 = [q2 q2,i + A2 v2 ]
in the valve. V2

2) Pipeline: Due to vehicle layout constraints, pressure p1,i = [q1,i A1,i (vp v1 )]
control valves are connected to the hydraulic actuator V1,i
through a flexible and long (0.7m) pipeline, whose dy-
p2,i = [q2,i A2,i (v2 vp )]
namics cannot be neglected. In order to model the line, V2,i
a dissipative modal approximation technique is adopted.
with qk,i = goa (pk pk,i ), k = 1, 2.
A linear friction model with correction terms introduced
The mechanical actuator model, where unilateral con-
to compensate for frequency-dependent viscosity is con-
straint forces are introduced to cope with the mechanical
sidered, as in [3], [10], [11]. The modal approximation
stops, is expressed as
technique is used to express the model in state-space
form. The fundamental mode is sufficient to approximate xp = vp
the finite delay terms in the low frequency range [10]. 1
Hence, the pipeline is modelled as a 2-port system with vp = [Ap (p1,i p2,i ) bvp vp + 1p 2p + fg ]
mp
input/output variables given the oil flows and pressures
x1 = v1
of the servovalve and the actuator. It is expressed by the
1
following R-L-C dynamics: v1 = [At p1 At,i p1,i bv1 v1 1i + 1e 1p ]
m1

 
 x2 = v2
C pu 0 2 pu
= 1 R + 1
Lq1 2 2pf pfpf q1 v2 = [At,i p2,i At p2 bv2 v2 2e + 2i + 2p ]

 m2
0
2 p1 0 xp x1 1p 0
+ 1 Rpf
4Z0 D n (9)
2 2 pf 2 qu 0 x2 xp 2p 0
pf pf

0 x1 1i 0
where 0 x1 x1 1e 0
lp A p lp 8lp 0 x2 2i 0
C= c2p L= R= Ap rp2

Ap
0 x2 x2 2e 0,
cp =
p
Z0 =
cp
Dn =
lp (10)
cp rp2 .
Ap
where the perpendicularity condition 0 u y 0
with complementarity variables u and y stands for u 0,
3) Hydraulic actuator: As depicted in Fig. 3, the y 0, and u y = 0. It is used to express the dependency
hydraulic actuator consists of two tappets which move the of the unilateral constraint forces, denoted by kp , ki ,
piston joined with the gearbox fork. Thanks to mechanical ke , k = 1, 2, on relative positions of piston, tappets
stops, the tappets, on which oil pressures act, can press and mechanical stops. Impacts among tappets, piston and
the piston into positions corresponding to neutral or stops introduce speed resets, which are not described here
engaged phases. In order to model the hydraulic actuator, for the sake of space.
two chambers, connected by orifices, are considered for External force fg on the piston is due to interaction of
each tappet: outer chambers, with pressures p1 , p2 acting the gearbox fork with devices acting on the cogwheels,
on the tappets, are connected to the pipelines, while such as the synchronizer, during the gear engaging and
inner chambers have pressures p1,i , p2,i acting both on disengaging phase. Expressions of fg , torques Tg1 , Tg2
the tappet (on an effective area lower than that for the transmitted by the gears and gear ratio r depend on
external pressures) and the piston. Considering tappets gearbox operations and torque/speed of the driveline, as
and piston position delimited by constraints x1 [x1 , 0], defined by the automaton relative to the 1st and 2nd gear
xp [x1 , x2 ] and x2 [0, x2 ], chamber volumes change rank depicted in Fig. 5. Piston displacements relative to
depending on the position of the tappets and the piston disengaging and synchronization phases are related by
as x1 xD1 xS1 0 xS2 xD2 x2 .
V1 = V10 + A1 x1 Consider a 1st to 2nd gear shift. When the first gear
V1,i = V1,i0 + A1,i (xp x1 ) is engaged (state Engaged 1), it holds g1 = r1 g2 and
the transmitted torque is such that gear engagement is
V2 = V20 A2 x2
maintained (g1 = r1 g2 in (1)), i.e. Tg1 = Tg , Tg2 =
V2,i = V2,i0 + A2,i (xp + x2 ). rTg , with
 
Assuming laminar oil flow [8, Chapter 3] through the Jg1 Jg2 Tcg bg g1 rTgw
Tg = 2 + . (11)
orifices connecting the chambers, pressure dynamics are r Jg1 + Jg2 Jg1 Jg2
 (xp xD1 )
and
Synchro 1 Engaged 1 (vp > 0) Disengagement 1
g1 = rg2
r = r1 , fg =
fg1 r = r1 , fg = 0
r = r1 , fg = fg1
Tg1 = kgS |fg |sign(g1 rg2 ) Tg1 = Tg , Tg2 = r Tg Tg1 = Tg , Tg2 = r Tg
Tg2 = kgS |fg |sign(g1 rg2 ) fg 0 (vp = 0)
(xp = xS1 )
(xp xS1 )
and fg 0 |fg | kgD |Tg |
(vp < 0)

Neutral

fg = 0
Tg1 = 0
Tg2 = 0
|fg | kgD |Tg |
(xp xS2 )
and fg 0
(vp > 0) (xp xD2 )
and
Synchro 2 Engaged 2 (vp < 0) Disengagement 2
g1 = rg2
r = r2 , fg =
fg2 r = r2 , fg = 0 r = r2 , fg = fg2
Tg1 = kgS |fg |sign(g1 rg2 ) Tg1 = Tg , Tg2 = r Tg Tg1 = Tg , Tg2 = r Tg
fg 0 (vp = 0)
Tg2 = kgS |fg |sign(g1 rg2 )
(xp = xS2 )

Fig. 5. Representation of the finite automaton for 1st and 2nd gears.

Suppose that the piston is on the left (xp [x1 , xD1 ]) with x 10
6

no external forces applied. In order to enter neutral phase,
the piston is moved toward the middle position applying
pressure p1 . Gear disengaging (state Disengagement 1)
starts at xp = xD1 , where the piston stops since the
constraint force fg is applied. It can be thought as stiction
force which opposes gear cogwheels disengaging and
whose amplitude is proportional to transmitted torque.
When transmitted torque decreases, cogwheels can dis-
engage, and gearbox enters in neutral (state Neutral),
where no external force is applied to the piston and
transmitted torque is null. 2nd gear engaging (state Syn-
chro 2) is performed applying pressure p1 to the piston.
At xp = xS2 the piston stops, since gear engaging is
possible only when main and secondary shaft speeds
are related by the correct gear ratio r2 . In this phase,
the synchronizer applies a Coulomb friction force, with
amplitude proportional to the external force fg (normal
force applied to the gearbox fork) to the cogwheels.
When the cogwheels engage, external forces are null and
the piston moves to the right position (state Engaged 2
(xp [xD2 , x2 ]).
Expressions of fg1 and fg2 are obtained from (10) impos-
ing that xp is constant. Supposing that one tappet is joined
with the piston during disengagement and synchronization
phases, while the other is not in contact with the piston,
it holds
fg1 = (Ap At,i )p1,i At p1 + Ap p2,i
fg2 = (Ap At,i )p2,i + At p2 Ap p1,i .
III. M ODEL VALIDATION AND EXPERIMENTAL
RESULTS
In this section the models proposed are validated with
respect to experimental data obtained from acquisitions
performed during a gear shift operation.
6
Pressure (Pa)
4
2
0
0 0.5 1 1.5 2
Current (A)
Fig. 6. Steady state servovalve current vs pressure characteristic.
Simulation (solid) and experimental (marked) data.
A. Validation of the model of the gearbox actuator
Parametric identification and model validation have
been performed on experimental data relative to a test
bench equipped with pressure sensors and potentiometers
interfaced with an Autobox dSpace board. Measured
variables are pressures at the output of the spool valves
and at the end of the pipeline and position of the piston
in the hydraulic actuator. All the measured quantities are
sampled every 5 ms. A Matlab Simulink/Stateflow model
has been developed for simulation.
Experimental and simulated steady-state current vs.
pressure characteristics of the pressure control valve are
shown in Fig. 6. It can be noted that for current values
greater than 0.6A, corresponding to dead-zone current,
proportional relation between pressure and current is
obtained.
In order to analyze the pressure dynamics of the ser-
vovalve connected with the pipeline and the actuator, an
experiment where the piston and the tappets are fixed at a
mechanical stop has been performed. In Fig. 7 experimen-
tal and simulation results, relative to a servovalve current
profile with maximum value of 1.50A, are compared.
 TABLE I
Current
D RIVETRAIN PARAMETERS
1.5

Parameter Value Units Theor. Exp.

A 1
Je 0.159 kgm2
Jc1 0.0159 kgm2
0.5 Jc2 0.0159 kgm2
Jg1 0.039 kgm2
0 Jg2 0.039 kgm2
0 0.2 0.4 0.6
6 Pressure
Jw 193 kgm2
x 10 kec 32000 N/m
3 kcg 3200 N/m
kgw 16000 N/m
2
bec 100 N s/m
bcg N s/m
Pa

4
bg 0.012 N s/m
1
bgw 90 N s/m
r1 , r2 [3.286, 2.158]
0
0 0.2 0.4 0.6
time (s) TABLE II
C LUTCH ACTUATOR PARAMETERS
Fig. 7. Dynamic response of pressure p1 in the gearbox actuator:
experimental (black) and simulated (blue). Parameter Value Units Theor. Exp.
mc1 0.75 kg
mc2 6 kg
Ac,p 665 106 m2
B. Validation of the model of the driveline bc1 (xc1 ), bc2 (xc2 ) N s/m
fc,b (xc1 ) N/m
The overall driveline model has been validated with cr (xc1 )
respect to data referred to a gear shift from the 1st to the
2nd speed of a commercial sport car with V 8 4244 cc en-
gine with 451 Nm maximum torque and 287 kW power. starts. It ends at 0.2 s, with the main shaft and the
The Electronic Control Unit (ECU) has been interfaced secondary shaft speed reaching the correct values for the
with an Autobox dSpace board for the acquisition of engagement of the 2nd speed. After the synchronization,
speed and torques measurements. The following variables the gearbox actuator reaches the final position, with the
are available for measurement: engine speed e , gearbox 2nd speed engaged. During the synchronization, engine
input shaft speed g1 , wheel speed w , position of the torque is increased up to the starting value and the clutch
clutch and of the gearbox actuators xc and xp , currents in is smoothly locked.
the gearbox spool valves i1 , i2 and clutch pressure. Engine
torque Te is the estimated engine torque obtained by the IV. C ONCLUSIONS
ECU. The maximum transmissible clutch torque TcM is A detailed model of the driveline of a car with au-
obtained by means of the nominal transmissibility curve. tomated manual transmission as been developed. It con-
The load torque Tw applied to the wheels is supposed to siders both the dynamics of the transmission shafts, and
be constant and known. the servo-actuated clutch and gearbox. Detailed models of
The parameters of the subsystems, reported in Tables the actuators and its effects on driveline behavior and on
I-V, have been determined by using data sheets, physical performance during gear shift can be evaluated. Experi-
laws or by numerical estimation based on least square ments have been performed for parameter identification
optimization. and model validation. It results that the model is able to
In Fig. 8 experimental and simulation results relative to describe in accurate way the clutch and gearbox actuator
the gear shift from the 1st to the 2nd speed are compared. dynamics (e.g. actuator positions), driveline speed tran-
In the simulation, control inputs (engine torque, clutch sients and gear shift timing.
pressure and gearbox valve currents) have been imposed
to the model. Gearbox pressure and piston and tappets R EFERENCES
displacements are reported. Real and simulated engine [1] Ph. Couderc, J. Callenare, J. Der Hagopian, and G. Ferraris. Vehi-
and shaft speeds can be compared in Figs. 8 (h) and (i). cle driveline dynamic behaviour: Experimentation and simulation.
Journal of Sound and Vibration, 218(1):133157, 1998.
The sequence of the gear shift starts at about 4020 rpm [2] D. Centea, H. Rahnejat, and M. T. Menday. Non-linear multi-
with the engine applying a constant 200 Nm torque, with body dynamic analysis for the study of clutch torsional vibrations
20 Nm wheel torque and the clutch closed. After the gear (judder). Applied Mathematical Modelling, pages 177192, 2001.
[3] M. Montanari, F. Ronchi, C. Rossi, A. Tilli, and A. Tonielli.
shift request at t = 0.01 s, engine torque goes to 90 Nm, Control and performance evaluation of a clutch servo system with
gearbox currents prepare the disengagement, clutch is hydraulic actuation. Control Engineering Practice, 12(11):1369
gradually opened and the maximum transmissible torque 1379, November 2004.
[4] H. Lee, S. Sul, H. Cho, and J. Lee. Advanced gear-shifting and
decreases. Engine and main shaft speeds decrease and clutching strategy for a parallel-hybrid vehicle. IEEE Industry
the first gear is disengaged at t = 0.1 s, when the Applications Magazine, 6(6):2632, 2000.
torque transmitted in the gearbox is sufficiently low. The [5] J. Fredriksson and B. Egardt. Nonlinear control applied to
gearshifting in automated manual transmissions. Proceedings of
gearbox is neutral from 0.1 s to 0.14 s. When the gearbox the 39th IEEE Conference on Decision and Control, pages 444
actuator exits the neutral zone, the synchronization phase 449, 2000.
 (a) Engine torque 6
x 10 (d) Gearbox actuator pressures (g) Clutch position
300 4 0.01

200 3
Nm

Pa

m
100 2 0.005

0 1

100 0 0
0 0.2 0.4 0.6 0 0.2 0.4 0.6 0 0.2 0.4 0.6
6 (b) Clutch actuator pressure (e) Piston position (h) Real speeds
x 10
4
0.01 4000
3
0.005 3500

rpm
Pa

m
2 0
3000
0.005
1
0.01 2500
0
0 0.2 0.4 0.6 0 0.2 0.4 0.6 0 0.2 0.4 0.6
(c) Gearbox currents (f) Tappet positions (i) Simulated speeds
2
0.01 4000
1.5
0.005 3500

rpm
m

1 0
A

3000
0.005
0.5
0.01 2500
0
0 0.2 0.4 0.6 0 0.2 0.4 0.6 0 0.2 0.4 0.6
time (s) time (s) time (s)

Fig. 8. Gear shift transient. Control inputs: (a) Engine torque Te , (b) Clutch actuator pressure pc,p , (c) Gearbox currents i1 (blue), i2 (red). (d)
Simulated gearbox actuator pressures p1 (blue), p2 (red). (e) Gearbox piston position xc : real (black), simulated (red). (f) Simulated tappets position
x1 (blue), x2 (red). (g) Clutch actuator position xc2 : real (black), simulated (red). (h), (i) Real and simulated speeds e (black), g1 (blue), r2 g2
(magenta), r2 w (red).

TABLE III
S POOL VALVE PARAMETERS TABLE IV
P IPELINE AND OIL PARAMETERS
Parameter Value Units Theor. Exp.
mv 0.021 kg
Parameter Value Units Theor. Exp.
kv 2700 N/m
fv0 -3.33 N 8.46 102 kg/m3 at 25o C
bv (vv ) N s/m 51 P as at 25o C
ps 50 105 Pa 600 106 Pa at 25o C
p0 0 Pa p 52 106 Pa at 25o C
kf 9 N/A rp 6.35 103 m
xvd 8.5 104 m lp 0.7 m
xvf 9 104 m Ap 3.16 105 m2
Ad (xv ) m2 pf 1.07 m2
Af (xv ) m2 pf 2 m2
cd 0.6 x1 12.2 103 m
cdb 0.32 x2 12.2 103 m
no 2 xD1 6.4 103 m
Ac 2.63 106 m2 xD2 6.4 103 m
Ac0 2.99 106 m2 xS1 4.8 103 m
Vc0 1.66 104 m3 xS2 4.8 103 m
Aoc 7.85 107 m2
noc 4
cdoc 0.6

TABLE V
G EARBOX ACTUATOR PARAMETERS
[6] M. Pettersson and L. Nielsen. Gear shift by engine control. IEEE
Transactions on Control Systems Technology, 8(3):495507, May Parameter Value Units Theor. Exp.
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[7] F. Garofalo, L. Glielmo, L. Iannelli, and F. Vasca. Smooth Vk,i0 1.86 106 m3
engagement for automotive dry clutch. Proceedings of the 40th Ak 5.54 104 m2
IEEE Conference on Decision and Control, pages 529534, 2001.
Ak,i 2.1 104 m2
[8] H. Merritt. Hydraulic Control Systems. Wiley, New York, 1967.
Ap 2.1 104 m2
[9] B. Armstrong, P. Dupont, and C. Canudas de Wit. A survey of
models, analysis tools and compensation methods for the control At 4.76 104 m2
of machines with friction. Automatica, 30(7):10831138, 1994. At,i 1.32 104 m2
[10] W. C. Yang and W. E. Tobler. Dissipative modal approximation of mp 0.326 kg
fluid transmission lines using linear friction model. Transactions mk 0.062 kg
of the ASME, 113:152162, 1991. bvp 4500 N s/m
[11] I. Tunay, E. Rodin, and A. Beck. Modeling and robust control bvk 900 N s/m
design for aircraft brake hydraulics. IEEE Transactions on Control goa 3.6 107 m3 /s/P a
Systems Technology, 9:319329, 2001.