Yonggang Liu

e-mail: andylyg@umd.umich.edu

Datong Qin
e-mail: dtqin@cqu.edu.cn
State Key Laboratory of Mechanical
Transmission,
Chongqing University,
Chongqing 400044, China
Hong Jiang
Transmission and Driveline Research and
Advanced Engineering,
Ford Motor Company,
Dearborn, MI 48128
e-mail: hjiang@ford.com
Yi Zhang
Department of Mechanical Engineering,
University of Michigan-Dearborn,
Dearborn, MI 48128
e-mail: anding@umich.edu
A Systematic Model for Dynamics
and Control of Dual Clutch
Transmissions
This paper focuses on the dynamic modeling and analysis of dry dual clutch transmis-
sions (DCTs) during vehicle launch and shifts. The system model incorporates the clutch
torque control strategies for DCT vehicle launch and shifts. This model is capable of
quantitatively analyzing and predicting dual clutch transmission dynamic characteristics
and performance metrics, such as launch response and shift patterns, thus providing an
analytical tool for DCT torque control and calibration. The model is applied for a test
vehicle equipped with a dry dual clutch transmission. The simulation data on vehicle
launch and shift dynamic characteristics are highly agreeable to the data obtained on the
test vehicle. 关DOI: 10.1115/1.3125883兴

1 Introduction
Dual clutch transmission 共DCT兲 combines the advantages of
manual transmission 共MT兲 and conventional automatic transmis-
sion 共AT兲. DCT vehicles feature the convenience and comfort of
AT vehicles and the fuel economy even better than MT vehicles.
In addition, dual clutch transmission is less costly to manufacture
in comparison with automatic transmission since it shares similar
structure and components with MT.
Due to its advantages, DCT has attracted extensive develop-
ment interests in the automotive industry in recent years. The
general descriptions on DCT development status can be found in
recent publications 关1–3兴. A model based study was successfully
conducted on DCT applications for medium duty trucks 关4兴. Shift
dynamics and transmission control were investigated by model
simulation for vehicles equipped with wet dual clutch transmis-
sions 关5,6兴. A gearshift control strategy for twin wet clutch trans-
mission was developed and integrated with engine control to
achieve synchronization during the transfer of engine torque from
clutch-to-clutch through clutch slip control 关7兴. A system control
approach, consisting of various control loops including engine
speed control, clutch slip control, and transmission output torque
control was developed for gear shifts of twin clutch transmissions
关8,9兴. Recently, a mild hybrid system that features a DCT-motor
combination was proposed for the development of fuel efficient
vehicles 关10兴.
The quantitative analysis on the dynamic transients during the
gear shift process of automatic transmission is a complicated but
important technical problem for transmission control and calibra-
tion. Dynamic characteristics during transmission shifts had been
successfully investigated by both computer modeling and testing
by researchers at the Ford Research Laboratory 关11,12兴. A new
clutch-to-clutch shift technique using hydraulic washout valves
was proposed recently for the synchronization of the oncoming
and off-going clutches 关13兴. Torque based control, which syner-
Contributed by the Power Transmission and Gearing Committee of ASME for
publication in the JOURNAL OF MECHANICAL DESIGN. Manuscript received July 25,
2008; final manuscript received March 31, 2009; published online May 20, 2009.
Review conducted by Avinash Singh.
gized the engine torque control and clutch torque control, was
developed for production vehicles to optimize shift qualities
关14,15兴.
Gear shifting of a dual clutch transmission is kinematically
similar to that of clutch-to-clutch shift in a conventional automatic
transmission. However, the dynamic characteristics are different
between the two types of transmissions since the latter is equipped
with a torque converter that dampens shift transients. The results
of existing researches on conventional AT cannot be readily ap-
plied for the prediction of DCT shift patterns. Moreover, more
precise torque control is required to achieve launch and shift
smoothness of DCT vehicles since there is no torque converter
between the engine and transmission input. In this paper, a de-
tailed computer model is presented for the quantitative analysis of
the launch and shift dynamic characteristics of vehicles equipped
with a dry dual clutch transmission. In the formulation of system
dynamics, spring-dampers are used to model the input shaft and
output shaft to account for torsional damping and elasticity. Gear
shafts are modeled as lumped masses. Clutch torque control is
integrated into the system dynamic model. The equations of mo-
tion for the dynamic system are derived specifically according to
the two phases 共torque phase and inertia phase兲 during transmis-
sion shift. The threshold conditions for the two phases are also
derived for the transfer from one phase to another. A PID control-
ler based on engine speed and clutch speed is applied for clutch
torque control during vehicle launch. During the inertia phase of
the shift process, clutch torque is controlled with feedback on real
time transmission speed ratio. The system model has been estab-
lished on the MATLAB/SIMULINK platform.
The developed dynamic and control models have been applied
to a test vehicle of the Ford Motor Co. The simulation data have
shown laudable agreement to the data of the test vehicle in terms
of speed, torque variations, and shift timing. In addition, the simu-
lation model has been applied for the fine adjustment and calibra-
tion on clutch torque control. The established dynamic model and
clutch torque control have been validated by the comparison be-
tween the model analysis and test data provided in the paper.

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Fig. 1 Dual clutch transmission structural layout
2 DCT Layout and Model Structure
Dual clutch transmissions share similar components and basic
structure with manual transmissions. A dual clutch transmission
can be considered in kinematics as a combination of two manual
transmissions, with one providing odd gears and the other even
gears. Two input shafts in a compact hollow-solid layout take up
the engine output through the respective clutch. The structure of
the dual clutch transmission studied in this paper and used in the
test vehicle is shown in Fig. 1.
The transmission has six forward speeds and one reverse, with
odd gears on the solid shaft connected to clutch 1 共CL1兲 and even
gears on the hollow shaft connected to clutch 2 共CL2兲. Reverse
gear is achieved by using the sixth output gear as the idler. There
are two final drive pinions driving the same ring gear, providing
two different final drive ratios. Gear shifts only involve the en-
gagement of the oncoming clutch and the release of the off-going
clutch since the oncoming gear is preselected. Two single disk dry
clutches are housed in a compact assembly that also contains the
clutch actuators whose structure has been described in Refs.
关2,10兴.
The dynamic model for the transmission described above is
shown in Fig. 2. The input and output shafts are modeled as
spring-dampers. Gear shafts are modeled as lumped masses. The
four synchronizers are modeled as switches since gear engaging
does not occur during shifts and thus does not affect shift quality.
As indicated in Fig. 2, the mass moments of inertia of the lumped
masses are denoted as follows: engine output assembly 共Ie兲, clutch
input side 共I1兲, hollow shaft 共I2兲, solid shaft 共I3兲, transfer shaft 1
共I4兲, transfer shaft 2 共I5兲, and output shaft 共I6兲. In a similar fash-
ion, ␻e, ␻1, ␻2, ␻3, ␻4, ␻5, and ␻6 denote the respective angular
velocities. The stiffness and damping coefficients for the input
shaft and output shaft are denoted by ki, ko and ci, co, respectively.
The vehicle equivalent mass moment of inertia on the output shaft
is denoted by I.
3 Equations of Motion During Launch and Shifts
Separated systems of equations are required to describe the
powertrain system dynamics because of the changes in power
flow path and clutch status. The equation of motion for vehicle
061012-2 / Vol. 131, JUNE 2009
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Fig. 2 Dual clutch transmission dynamic model
launch, 1-2 upshift, and 5-4 downshift are presented in the follow-
ing. For other operation modes, the equations of motion can be
derived according to the power flow path in a similar fashion.
3.1 Launch. In the launch mode, both the first and second
gears are engaged. The clutch torque in CL1 is gradually in-
creased by its actuator until it is fully closed. The system of equa-
tions of motion is presented as follows:
Te − Tin = Ie · ␻
˙e 共1兲
Tin − TCL1 = I1 · ␻
˙1 共2兲
Ta
TCL1 − = I1 · ␻
˙3 共3兲
ia1i1 eq
Ta − To = I6 · ␻
˙6 共4兲
To − TLoad = I · ␻
˙w 共5兲
where i1 is first gear ratio, and ia1 is the final drive ratio, which
is shared by first, second, fifth, and sixth gears. Ta is the final
drive output torque. I1eq is the equivalent mass moment of inertia
in the first gear for the lumped masses including the transfer shaft
1, assembly of the solid shaft, and all other components rotating
accordingly in the first gear. The input shaft torque Tin, the output
shaft torque To, and the road load torque TLoad are expressed by
the following equations:
Tin = ki共␪e − ␪1兲 + ci共␻e − ␻1兲 共6兲
T o = k o共 ␪ 6 − ␪ w兲 + c o共 ␻ 6 − ␻ w兲 共7兲
TLoad = 共f · W + RA + RG兲 · r 共8兲
where ␻w, ␪w are the angular velocity and angle of rotation of the
wheel, f is rolling resistance coefficient, r is tire radius, RA and RG
are the air and grade resistance respectively.
The engine torque Te in Eq. 共1兲 is a function of engine speed ␻e
and throttle angle ⌽T, as shown in the engine map 共Fig. 3兲.
Clutch torque TCL1 is a control variable during the vehicle
launch process. When fully engaged, the vehicle runs in first gear
and the clutch then mechanically links the engine output shaft to
the transmission input. The clutch status is determined by the
angular velocities of the clutch input and output sides with the
clutch torque determined by the following equation.
Transactions of the ASME
 Fig. 3 Engine output torque model Fig. 4 Clutch torque characteristics in upshift

TCL1 = 再 Tin − I1 · ␻1 if clutch is engaged

P 1C 1␮ 1 if clutch is slipping
冎 共9兲
ing the angular velocity of the transmission input and output
speeds. In simulation, this point is determined by comparing the
clutch torque TCL1 solved from the system of equations 共10兲–共13兲
where P1 is the pressure on the clutch plate, which is controlled and the clutch torque capacity predetermined by clutch design and
by the clutch actuator, C1 is a constant related to clutch dimen- calibration. As soon as the inertia phase starts, the system dynam-
sion, and ␮1 is the clutch friction coefficient. The clutch actuator ics is then governed by the system of equations presented as fol-
for the DCT used in the prototype vehicle uses a screw-lever lows.
mechanism that is a patent proprietary to the Luk Co. The struc- 3.2.3 Inertia Phase.
ture and kinematics of the clutch actuator design can be found in
Refs. 关2,10兴. Te − TCL1 − TCL2 = Ie · ␻
˙ e + I1 · ␻
˙1 共14兲
The initial condition for the system of equations 共1兲–共5兲 is
TCL1 · i1 + TCL2 · i2 = 共I2 · i22 + I3 · i21 + I4兲ia1␻
˙ 6 + To/ia1 + I6␻
˙ 6/ia1
e , ␻1 = ␻6 = ␻w = 0, and ␪e = ␪1 = ␪6
given as follows: t = 0, ␻e = ␻idle
= ␪w = 0. When the vehicle runs in the first gear, angular velocities 共15兲
␻1 and ␻3 are the same and Eqs. 共2兲 and 共3兲 are combined into
one equation. The remaining equations then form the equation ˙ 1 = k i共 ␪ e − ␪ 1兲 + c i共 ␻ e − ␻ 1兲
TCL1 + TCL2 + I1 · ␻ 共16兲
system for the first gear operation.
˙ w + TLoad = ko共␪6 − ␪w兲 + co共␻6 − ␻w兲
I·␻ 共17兲
3.2 Upshifts. Similar to conventional automatic transmis-
sions, dual clutch transmission shifts involve two stages: the During the inertia phase, the angular velocities ␻1 and ␻6 are
torque phase when gear ratio remains unchanged and the inertia no longer related by the gear ratios ia1 and i1. Angular velocities
phase when gear ratio is gradually changed to the value of the ␻e, ␻1, ␻6, and ␻w are independent variables to be solved from
next gear. Due to the difference in clutch status, two sets of equa- the equation system. Both clutch torques TCL1 and TCL2 are con-
tions are required to describe the system dynamics for the two trol variables during the inertia phase as shown in Fig. 4.
stages. The system equations for 1-2 shift are presented in the The initial condition for the solution of system of equations
following, which can be easily extended to other shifts. 共14兲–共17兲 corresponds to the system status at the end of the torque
phase. The inertia phase ends when ␻1 equals i2ia1␻6. This com-
3.2.1 Torque Phase. pletes the process of the 1-2 shift and the vehicle enters operation
Te − TCL1 − TCL2 = Ie · ␻
˙ e + I1 · ␻
˙1 共10兲 in second gear.
3.3 Downshifts. In a downshift, the torque of the off-going
␻˙ 1 I6 clutch must be decreased to slip the clutch before applying pres-
TCL1 · i1 + TCL2 · i2 = 共I2 · i22 + I3 · i21 + I4兲 + TLoad/ia1 + ␻˙ 1
i1 i1 · i2a1 sure in the oncoming clutch in order to avoid clutch tie-up and
backward power circulation. Therefore, the inertia phase comes
I
+ ␻˙ w 共11兲 before the torque phase in a downshift. A 5-4 shift is used as an
ia1 example for the system of equations for downshifts.
˙ 1 = k i共 ␪ e − ␪ 1兲 + c i共 ␻ e − ␻ 1兲
TCL1 + TCL2 + I1 · ␻ 共12兲 3.3.1 Inertia Phase.
Te − TCL1 = Ie · ␻
˙ e + I1 · ␻
˙1 共18兲
˙ w + TLoad = ko共␪6 − ␪w兲 + co共␻6 − ␻w兲
I·␻ 共13兲
where ␻6 is equal to ␻1 / 共i1ia1兲 since gear ratio is not changed yet. I6 · ␻
˙6
TCL1 · i5 = 共I3 · i25 + I4兲ia1␻
˙ 6 + To/ia1 + 共19兲
The variable that needs to be solved from the equation system ia1
above are ␻e, ␻1, ␻w, and TCL1. Clutch torque TCL2 is the control
variable that is gradually ramped up following a predetermined ˙ 1 + TCL1 = ki共␪e − ␪1兲 + ci共␻e − ␻1兲
I1 · ␻ 共20兲
profile 共Fig. 4兲. The initial condition for the torque phase of the
1-2 shift corresponds to the status of the vehicle operation in first ˙ w + TLoad = ko共␪6 − ␪w兲 + co共␻6 − ␻w兲
I·␻ 共21兲
gear when the shift starts.
In the system of equations above, ␻e, ␻1, ␻6, and ␻w are inde-
3.2.2 Threshold of Torque Phase Finish. As soon as CL1 starts pendent variables to be solved. Clutch torque TCL1 is the control
to slip, the torque phase finishes and the inertia phase starts. In variable that must be decreased rapidly to produce slippage in
real time control, the threshold point can be detected by measur- CL1. The initial condition for the equation system corresponds to

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 the system dynamic status in the fifth gear operation when the 5-4
downshift starts. The inertia phase ends when ␻1 ⱖ ␻2 = ␻6 · ia2 · i4.
For control purposes, ␻1 is set to be equal to 1.05␻2, allowing a
small amount of engine flare.
3.3.2 Torque Phase. During the torque phase of the 5-4 down-
shift, both CL1 and CL2 are slipping and transferring friction
torque to the transmission input. Both final drives are involved in
the power flow. The equations of motion are presented as follows:
Te − Tin = Ie · ␻
˙e
Tin − TCL1 − TCL2 = I1 · ␻
˙1
TCL1 · i5 − Ta1 = I4eq␻
˙4
TCL2 · i4 − Ta2 = I5eq␻
˙5
Ta1ia1 + Ta2ia2 = Ta
Ta − To = I6 · ␻
˙6
To − TLoad = I · ␻
˙w
Tin = ki共␪e − ␪1兲 + ci共␻e − ␻1兲
T o = k o共 ␪ 6 − ␪ w兲 + c o共 ␻ 6 − ␻ w兲
where ia1 is the final drive ratio for the first, second, fifth, and
sixth gears. ia2 is the final drive ratio for the third and fourth
gears. I4eq and I5eq are the related equivalent mass moments of
inertia. Ta is the final drive output torque. ␻4 and ␻5 are equal to
␻6 · ia1 and ␻6 · ia2, respectively. The equations above can be sim-
plified to the following system of equations with ␻e, ␻1, ␻6, and
␻w as independent variables:
Te − TCL1 − TCL2 = Ie · ␻
˙ e + I1 · ␻
˙1
TCL1 · i5 · ia1 + TCL2 · i4 · ia2 = To + I6 · ␻
˙ 6 + I4eqi2a1␻
˙ 6 + I5eqi2a2␻
˙ 1 + TCL1 + TCL2 = ki共␪e − ␪1兲 + ci共␻e − ␻1兲
I1 · ␻
˙ w + TLoad = ko共␪6 − ␪w兲 + co共␻6 − ␻w兲
I·␻
where both clutch torques TCL1 and TCL2 are control variables.
The initial condition for the system above corresponds to the sys-
tem status at the end of the inertia phase. The 5-4 downshift is
completed when ␻1 is equal to ␻2.
4 Launch and Shift Control
Unlike vehicles equipped with conventional automatic trans-
missions, which use one-way clutch to avoid backward torque
transfer and torque converter to dampen dynamic impacts, dual
clutch transmission vehicles rely on only clutch torque control for
response and smoothness during launch and shifts. It is critical to
control the clutch torque magnitude and the timing of both the
oncoming and off-going clutches. The main objective of clutch
control is to realize power shift without torque interruption and
engine flare so as to achieve optimized drivability and comfort.
4.1 Launch. Launch control focuses on launch response and
smoothness. Excessive clutch torque causes vehicle jerk, resulting
substandard passenger feel. Reversely, inadequate clutch torque is
not enough to launch the vehicle quickly and the vehicle will be
perceived as lacking in power.
In this paper, a PID controller is used to adjust the clutch torque
with feedback on the difference between the engine speed and
clutch speed, as formulated below.
⌬␻ = ␻e − ␻3
061012-4 / Vol. 131, JUNE 2009
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TCL1 = K p⌬␻ + Ki 冕 ⌬␻ · dt + Kd
d⌬␻
dt
0 ⱕ TCL1 ⱕ TCL1
Max
共35兲
where K p, Ki, and Kd are the PID gains. TCL1 is the torque of CL1
in launch that is limited by the torque capacity TMax
CL1 . The control
共22兲 algorithm described above has been applied for different launch
modes, such as regular launch, creep and heavy load launch on
共23兲 slope, as demonstrated in the case study 共Sec. 5兲.
4.2 Upshifts. Clutch tie-up and engine flare are the two key
共24兲 issues for DCT upshift control similar to clutch-to-clutch shift in
conventional ATs. If CL1 is released too late, then the two
共25兲 clutches will be tied up, yielding backward power recirculation.
On the other hand, if CL1 is released too early, the engine speed
共26兲 will flare up in the absence of vehicle load. In order to make sure
the engine torque is transferred to the driving wheels smoothly
共27兲 and continuously, the torque of dual clutches must be controlled
with high accuracy in magnitude and timing.
共28兲 Different control strategies are used for clutch torque control
during the torque phase and inertia phase. Without losing gener-
共29兲 ality, a 1-2 upshift is used as an example. During the torque phase,
the pressure in CL1 is gradually reduced to decrease the torque
共30兲
capacity 共TCCL1兲 until CL1 starts to slip 共Fig. 4兲. Meanwhile the
oncoming CL2 is gradually applied. This will not cause any back-
ward torque transfer since ␻1 ⱖ ␻2. This feed-forward control is
based on calibration data and is adopted until the end of the torque
phase signaled by the slip of CL1. As the shift enters the inertia
phase, the torque in the off-going CL1 is quickly reduced to zero
as shown in Fig. 4. Meanwhile, the gear ratio starts to change and
the torque in the oncoming clutch CL2 is ramped up following a
PID controller with feedback on the difference between a prede-
共31兲 signed gear ratio change function and the actual speed ratio, as
formulated in the following.
˙6
共32兲
⌬i = idesigned − iactual
共33兲
共34兲 TCL2 = K p⌬i + Ki 冕 ⌬i · dt + Kd
d⌬i
dt
共36兲
0 ⱕ TCL2 ⱕ TCL2
Max
i2 ⱕ idesigned ⱕ i1
where idesigned is a time function that bridges the difference be-
tween i1 and i2. iactual is calculated as ␻1 / ␻4. K p, Ki, and Kd are
the PID gains. TCL2 is the torque in CL2 limited by the torque
capacity TMax
CL2 . It should be pointed out that the clutch torque
control will be initially implemented by the PID controller and
will be finalized through the calibration of the test vehicle.
4.3 Downshifts. Acceleration intended downshift at high ve-
hicle speed is to increase transmission output torque. Quick re-
sponse is the top priority in this case since the driver anticipates
the shift to occur. Unlike upshifts, a downshift occurs rapidly with
the inertia phase first and torque phase later. For example, to re-
alize a 5-4 downshift, the torque in CL1 must be reduced quickly
to the point of clutch slip before CL2 is applied. The engine speed
flares above the speed of the oncoming clutch output end as soon
as CL1 starts to slip. The downshift then transfers from the inertia
phase to the torque phase. As the torque phase starts, the torque in
the off-going clutch is decreased quickly to zero and the torque in
the oncoming clutch is increased quickly to complete the shift
共Fig. 5兲.
Transactions of the ASME
 Fig. 5 Clutch torque characteristics in downshift

5 Case Study Fig. 7 Engine and clutch speeds in launch

The dynamic model presented in the paper was applied for a
test vehicle with data shown in Table 1. The comparison between
7. High level of agreement between simulation and experiment is
model simulation and testing is presented as follows.
observed for the engine and clutch speeds. There is some discrep-
5.1 Launch. The vehicle is launched in first gear with the ancy for the engine speed right after the vehicle is launched due to
torque in CL1 as the control variable. The clutch torque during the highly sensitive nature of the engine speed. The output torque
launch is shown in Fig. 6, where the torque from the PID control- during launch is shown in Fig. 8. The output torque from simula-
ler and the torque obtained from testing are compared. It is ob- tion is agreeable to the test data except for some measurement
served that the calibrated clutch torque for the testing vehicle is noises.
close to the torque determined by the PID controller, indicating
5.2 Creep and Inching. During creep or inching, it is as-
the effectiveness of the PID controller for DCT control and
sumed the vehicle will move at a preselected target speed accord-
calibration.
ing to the vehicle load and throttle opening. For example, a target
The engine and clutch speeds during launch are shown in Fig.
creeping speed of 5 km/h can be set by the transmission controller
when the vehicle is running on flat road. The control method is
Table 1 Main parameters of vehicle „Focus… similar to that for regular launch. In this case, the speed difference
between vehicle speed and target speed is the input of clutch
torque PID controller. There is always a difference between en-
Vehicle mass 共m兲 1400 kg
gine speed and clutch speed during creep so that the launch clutch
Transmission gear ratios 共i兲 i1 = 3.917
i3 = 1.436
is at controlled slippage in this situation, as shown in Fig. 9. The
i5 = 0.848 actual vehicle speed and target speed are shown in Fig. 10.
iR = 3.292 5.3 Uphill Launch With Heavy Towing Load. To simulate
i2 = 2.429 heavy load launch, it is assumed that the vehicle has an extra load
i4 = 1.021 of 500 kg and is on an 8% grade in the case study. The vehicle is
i6 = 0.667
launched at 80% engine throttle opening to overcome the large
Final drive gear ratio 共ia兲 ia1 = 3.762
road load. The PID controller described in Eq. 共35兲 is used for
ia2 = 4.158
clutch torque control for this launch mode. The launch process
Tire radius 共r兲 0.2975 m
Air resistance coefficient 共CD兲 0.328
based on the model simulation is shown in Fig. 11. As shown in
Frontal area 共A兲 2.12 m2 the figure, the clutch torque is very large in order to launch the

Fig. 6 Clutch 1 torque during launch Fig. 8 Output torque during launch

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 Fig. 9 Clutch torque, engine, and clutch speeds during creep
and inching
vehicle in this situation, and the launch process needs a long time
to fully engage the clutch. This is reasonable because the proto-
type vehicle used in the paper is a Ford Focus that has a small
engine and low towing capacity.
5.4 1–2 Upshift. The torque of the two clutches in a 1-2 shift
is shown in Fig. 12. During the torque phase, the torque in both
Fig. 10 Vehicle speed and target speed during creep and
inching
Fig. 11 Clutch torque, engine, and clutch speeds during uphill
driving
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Fig. 12 Clutch torque during 1–2 upshift
CL1 and CL2 are based on a look-up table determined through
calibration. The torque of clutch CL2 is determined by a PID
controller during the inertia phase. The engine and clutch speeds
are shown in Fig. 13. The shift starts at around 8.2 s and is com-
pleted at around 9.25 s. The inertia phase starts at around 8.65 s
when the gear ratio begins to change. As shown in Fig. 13, the
simulated engine and clutch speeds are highly agreeable to the
experiment during the 1-2 shift process. The output torque for the
1-2 shift is shown in Fig. 14.
5.5 5-4 Downshift. Power-on downshift begins with the iner-
tia phase. As shown in Fig. 15, the off-going clutch torque is
decreased quickly to the point of slippage and the engine speed at
the end of the inertia phase is synchronized to be slightly above
the target speed corresponding to the lower gear. The reason for
this small amount of engine flare is because before a downshift is
made, the output side of the oncoming clutch 共lower gear clutch兲
is turning at a higher speed than the engine. The currently applied
clutch 共higher gear clutch兲 must slip first before applying the on-
coming clutch as soon as the downshift is initiated in order to
avoid clutch tie-up, resulting in a small amount of engine flare.
Open loop control is used for both clutches with predetermined
torque values in the form of look-up tables. The comparison on
the engine and clutch speeds is shown in Fig. 16. The engine
speed is accelerated quickly above the target speed due to the
release of CL1 as the shift starts. CL2 starts to engage as soon as
its speed is exceeded by the engine speed. Upon completion of the
5-4 downshift, the speed of CL1 from the experiment quickly
jumps to a high value due to the preselection of the next gear as
Fig. 13 Engine and clutch speeds in 1-2 upshift
Transactions of the ASME
 determined by the control strategy of the test vehicle. The simu-
lation model did not implement the gear preselection for simplic-
ity, so the speed of clutch CL1 remains the value determined by
the fifth gear.
6 Conclusion
A computer based model is presented in the paper for the quan-
titative analysis of dynamics and control for vehicles equipped
with dual clutch transmissions. The work presented is focused on
vehicle launch and shifts. Detailed system dynamic equations
have been derived according to the different powertrain operation
status. Feedback control and open loop control based on calibra-
tion data are both used for the clutch torque during launch and
shifts. The clutch control strategy is integrated into the vehicle
system model that is used for the transmission performance analy-
sis and control calibration. The mode based simulation has been
validated by measurements obtained on a test vehicle.

Fig. 14 Output torque in 1-2 upshift Acknowledgment

The work presented in this paper received financial support
from the Ford Motor Co. through the Ford Innovation Alliance.
This work has been also supported by Natural Science Foundation
Project of CQ CSTC 共Contract Nos. 2007BB6158 and
2007BB3135兲.

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Journal of Mechanical Design JUNE 2009, Vol. 131 / 061012-7

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