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

A Systematic Model for Dynamics and Control of Dual Clutch Transmissions

This paper focuses on the dynamic modeling and analysis of dry dual clutch transmissions (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. DOI: 10.1115/1.3125883

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

Introduction

Dual clutch transmission DCT combines the advantages of manual transmission MT and conventional automatic transmission AT. 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 development interests in the automotive industry in recent years. The general descriptions on DCT development status can be found in recent publications 13. A model based study was successfully conducted on DCT applications for medium duty trucks 4. Shift dynamics and transmission control were investigated by model simulation for vehicles equipped with wet dual clutch transmissions 5,6. A gearshift control strategy for twin wet clutch transmission was developed and integrated with engine control to achieve synchronization during the transfer of engine torque from clutch-to-clutch through clutch slip control 7. 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 8,9. Recently, a mild hybrid system that features a DCT-motor combination was proposed for the development of fuel efcient vehicles 10. 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 calibration. Dynamic characteristics during transmission shifts had been successfully investigated by both computer modeling and testing by researchers at the Ford Research Laboratory 11,12. A new clutch-to-clutch shift technique using hydraulic washout valves was proposed recently for the synchronization of the oncoming and off-going clutches 13. Torque based control, which synerContributed by the Power Transmission and Gearing Committee of ASME for publication in the JOURNAL OF MECHANICAL DESIGN. Manuscript received July 25, 2008; nal 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 14,15. 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 applied 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 detailed 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 motion for the dynamic system are derived specically according to the two phases torque phase and inertia phase during transmission shift. The threshold conditions for the two phases are also derived for the transfer from one phase to another. A PID controller 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 established 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 simulation model has been applied for the ne adjustment and calibration on clutch torque control. The established dynamic model and clutch torque control have been validated by the comparison between the model analysis and test data provided in the paper. JUNE 2009, Vol. 131 / 061012-1

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Fig. 2 Dual clutch transmission dynamic model

Fig. 1 Dual clutch transmission structural layout

launch, 1-2 upshift, and 5-4 downshift are presented in the following. For other operation modes, the equations of motion can be derived according to the power ow path in a similar fashion. 3.1 Launch. In the launch mode, both the rst and second gears are engaged. The clutch torque in CL1 is gradually increased by its actuator until it is fully closed. The system of equations of motion is presented as follows: e Te Tin = Ie 1 Tin TCL1 = I1 TCL1 Ta 3 = I1 ia1i1 eq 1 2 3 4 5

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 CL1 and even gears on the hollow shaft connected to clutch 2 CL2. Reverse gear is achieved by using the sixth output gear as the idler. There are two nal drive pinions driving the same ring gear, providing two different nal drive ratios. Gear shifts only involve the engagement 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. 2,10. 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 Ie, clutch input side I1, hollow shaft I2, solid shaft I3, transfer shaft 1 I4, transfer shaft 2 I5, and output shaft I6. In a similar fashion, e, 1, 2, 3, 4, 5, and 6 denote the respective angular velocities. The stiffness and damping coefcients 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.

6 Ta To = I6 w To TLoad = I

where i1 is rst gear ratio, and ia1 is the nal drive ratio, which is shared by rst, second, fth, and sixth gears. Ta is the nal drive output torque. I1 eq is the equivalent mass moment of inertia in the rst gear for the lumped masses including the transfer shaft 1, assembly of the solid shaft, and all other components rotating accordingly in the rst gear. The input shaft torque Tin, the output shaft torque To, and the road load torque TLoad are expressed by the following equations: Tin = kie 1 + cie 1 T o = k o 6 w + c o 6 w TLoad = f W + RA + RG r 6 7 8

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 ow path and clutch status. The equation of motion for vehicle 061012-2 / Vol. 131, JUNE 2009

where w, w are the angular velocity and angle of rotation of the wheel, f is rolling resistance coefcient, r is tire radius, RA and RG are the air and grade resistance respectively. The engine torque Te in Eq. 1 is a function of engine speed e and throttle angle T, as shown in the engine map Fig. 3. Clutch torque TCL1 is a control variable during the vehicle launch process. When fully engaged, the vehicle runs in rst 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

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Fig. 3 Engine output torque model

Fig. 4 Clutch torque characteristics in upshift

TCL1 =

Tin I1 1 if clutch is engaged P 1C 1 1 if clutch is slipping

where P1 is the pressure on the clutch plate, which is controlled by the clutch actuator, C1 is a constant related to clutch dimension, and 1 is the clutch friction coefcient. The clutch actuator for the DCT used in the prototype vehicle uses a screw-lever mechanism that is a patent proprietary to the Luk Co. The structure and kinematics of the clutch actuator design can be found in Refs. 2,10. The initial condition for the system of equations 15 is given as follows: t = 0, e = idle e , 1 = 6 = w = 0, and e = 1 = 6 = w = 0. When the vehicle runs in the rst gear, angular velocities 1 and 3 are the same and Eqs. 2 and 3 are combined into one equation. The remaining equations then form the equation system for the rst gear operation. 3.2 Upshifts. Similar to conventional automatic transmissions, dual clutch transmission shifts involve two stages: the torque phase when gear ratio remains unchanged and the inertia phase when gear ratio is gradually changed to the value of the next gear. Due to the difference in clutch status, two sets of equations are required to describe the system dynamics for the two stages. The system equations for 1-2 shift are presented in the following, which can be easily extended to other shifts. 3.2.1 Torque Phase. e + I1 1 Te TCL1 TCL2 = Ie
2 TCL1 i1 + TCL2 i2 = I2 i2 2 + I 3 i 1 + I 4

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 1013 and the clutch torque capacity predetermined by clutch design and calibration. As soon as the inertia phase starts, the system dynamics is then governed by the system of equations presented as follows. 3.2.3 Inertia Phase. e + I1 1 Te TCL1 TCL2 = Ie 14 15 1 = k i e 1 + c i e 1 TCL1 + TCL2 + I1 w + TLoad = ko6 w + co6 w I 16 17

2 6 + T o/ i a1 + I 6 6/ i a1 TCL1 i1 + TCL2 i2 = I2 i2 2 + I 3 i 1 + I 4 i a1

10

During the inertia phase, the angular velocities 1 and 6 are no longer related by the gear ratios ia1 and i1. Angular velocities e, 1, 6, and w are independent variables to be solved from the equation system. Both clutch torques TCL1 and TCL2 are control variables during the inertia phase as shown in Fig. 4. The initial condition for the solution of system of equations 1417 corresponds to the system status at the end of the torque phase. The inertia phase ends when 1 equals i2ia16. This completes the process of the 1-2 shift and the vehicle enters operation in second gear. 3.3 Downshifts. In a downshift, the torque of the off-going clutch must be decreased to slip the clutch before applying pressure in the oncoming clutch in order to avoid clutch tie-up and backward power circulation. Therefore, the inertia phase comes before the torque phase in a downshift. A 5-4 shift is used as an example for the system of equations for downshifts. 3.3.1 Inertia Phase. e + I1 1 Te TCL1 = Ie 6 + T o/ i a1 + TCL1 i5 = I3 i2 5 + I 4 i a1 6 I6 i a1 18 19 20 21

1 I6 1 + TLoad/ia1 + i1 i1 i2 a1 11 12 13

I w i a1

1 = k i e 1 + c i e 1 TCL1 + TCL2 + I1 w + TLoad = ko6 w + co6 w I

where 6 is equal to 1 / i1ia1 since gear ratio is not changed yet. The variable that needs to be solved from the equation system above are e, 1, w, and TCL1. Clutch torque TCL2 is the control variable that is gradually ramped up following a predetermined prole Fig. 4. The initial condition for the torque phase of the 1-2 shift corresponds to the status of the vehicle operation in rst gear when the shift starts. 3.2.2 Threshold of Torque Phase Finish. As soon as CL1 starts to slip, the torque phase nishes and the inertia phase starts. In real time control, the threshold point can be detected by measurJournal of Mechanical Design

1 + TCL1 = kie 1 + cie 1 I1 w + TLoad = ko6 w + co6 w I

In the system of equations above, e, 1, 6, and w are independent variables to be solved. Clutch torque TCL1 is the control variable that must be decreased rapidly to produce slippage in CL1. The initial condition for the equation system corresponds to JUNE 2009, Vol. 131 / 061012-3

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the system dynamic status in the fth gear operation when the 5-4 downshift starts. The inertia phase ends when 1 2 = 6 ia2 i4. For control purposes, 1 is set to be equal to 1.052, allowing a small amount of engine are. 3.3.2 Torque Phase. During the torque phase of the 5-4 downshift, both CL1 and CL2 are slipping and transferring friction torque to the transmission input. Both nal drives are involved in the power ow. The equations of motion are presented as follows: e Te Tin = Ie 1 Tin TCL1 TCL2 = I1 4 TCL1 i5 Ta1 = I4eq 5 TCL2 i4 Ta2 = I5eq T a1i a1 + T a2i a2 = T a 6 Ta To = I6 w To TLoad = I Tin = kie 1 + cie 1 T o = k o 6 w + c o 6 w 22 23 24 25 26 27 28 29 30

TCL1 = K p + Ki

dt + Kd

d dt 35

Max 0 TCL1 TCL1

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 algorithm described above has been applied for different launch modes, such as regular launch, creep and heavy load launch on slope, as demonstrated in the case study Sec. 5. 4.2 Upshifts. Clutch tie-up and engine are are the two key issues for DCT upshift control similar to clutch-to-clutch shift in conventional ATs. If CL1 is released too late, then the two clutches will be tied up, yielding backward power recirculation. On the other hand, if CL1 is released too early, the engine speed will are up in the absence of vehicle load. In order to make sure the engine torque is transferred to the driving wheels smoothly and continuously, the torque of dual clutches must be controlled with high accuracy in magnitude and timing. Different control strategies are used for clutch torque control during the torque phase and inertia phase. Without losing generality, a 1-2 upshift is used as an example. During the torque phase, the pressure in CL1 is gradually reduced to decrease the torque capacity TC CL1 until CL1 starts to slip Fig. 4. Meanwhile the oncoming CL2 is gradually applied. This will not cause any backward torque transfer since 1 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 predesigned gear ratio change function and the actual speed ratio, as formulated in the following. i = idesigned iactual

where ia1 is the nal drive ratio for the rst, second, fth, and sixth gears. ia2 is the nal drive ratio for the third and fourth gears. I4eq and I5eq are the related equivalent mass moments of inertia. Ta is the nal drive output torque. 4 and 5 are equal to 6 ia1 and 6 ia2, respectively. The equations above can be simplied to the following system of equations with e, 1, 6, and w as independent variables: e + I1 1 Te TCL1 TCL2 = Ie 31 32 1 + TCL1 + TCL2 = kie 1 + cie 1 I1 w + TLoad = ko6 w + co6 w I 33 34

6 + I4eqi2 6 + I5eqi2 6 TCL1 i5 ia1 + TCL2 i4 ia2 = To + I6 a1 a2

TCL2 = K pi + Ki

where both clutch torques TCL1 and TCL2 are control variables. The initial condition for the system above corresponds to the system status at the end of the inertia phase. The 5-4 downshift is completed when 1 is equal to 2.

i dt + Kd

di dt 36

Max 0 TCL2 TCL2

i2 idesigned i1

Launch and Shift Control

Unlike vehicles equipped with conventional automatic transmissions, 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 are 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

where idesigned is a time function that bridges the difference between 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 nalized through the calibration of the test vehicle. 4.3 Downshifts. Acceleration intended downshift at high vehicle speed is to increase transmission output torque. Quick response 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 rst and torque phase later. For example, to realize 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 ares 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 Fig. 5. Transactions of the ASME

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Fig. 5 Clutch torque characteristics in downshift

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 model simulation and testing is presented as follows. 5.1 Launch. The vehicle is launched in rst gear with the torque in CL1 as the control variable. The clutch torque during launch is shown in Fig. 6, where the torque from the PID controller and the torque obtained from testing are compared. It is observed that the calibrated clutch torque for the testing vehicle is close to the torque determined by the PID controller, indicating the effectiveness of the PID controller for DCT control and calibration. The engine and clutch speeds during launch are shown in Fig.
Table 1 Main parameters of vehicle Focus Vehicle mass m Transmission gear ratios i 1400 kg i1 = 3.917 i3 = 1.436 i5 = 0.848 iR = 3.292 i2 = 2.429 i4 = 1.021 i6 = 0.667 ia1 = 3.762 ia2 = 4.158 0.2975 m 0.328 2.12 m2

7. High level of agreement between simulation and experiment is observed for the engine and clutch speeds. There is some discrepancy for the engine speed right after the vehicle is launched due to the highly sensitive nature of the engine speed. The output torque during launch is shown in Fig. 8. The output torque from simulation is agreeable to the test data except for some measurement noises. 5.2 Creep and Inching. During creep or inching, it is assumed the vehicle will move at a preselected target speed according to the vehicle load and throttle opening. For example, a target creeping speed of 5 km/h can be set by the transmission controller when the vehicle is running on at road. The control method is 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 engine speed and clutch speed during creep so that the launch clutch is at controlled slippage in this situation, as shown in Fig. 9. The actual vehicle speed and target speed are shown in Fig. 10. 5.3 Uphill Launch With Heavy Towing Load. To simulate heavy load launch, it is assumed that the vehicle has an extra load of 500 kg and is on an 8% grade in the case study. The vehicle is launched at 80% engine throttle opening to overcome the large road load. The PID controller described in Eq. 35 is used for clutch torque control for this launch mode. The launch process based on the model simulation is shown in Fig. 11. As shown in the gure, the clutch torque is very large in order to launch the

Final drive gear ratio ia Tire radius r Air resistance coefcient CD Frontal area A

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

Fig. 12 Clutch torque during 12 upshift

vehicle in this situation, and the launch process needs a long time to fully engage the clutch. This is reasonable because the prototype vehicle used in the paper is a Ford Focus that has a small engine and low towing capacity. 5.4 12 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

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 completed 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 inertia 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 are is because before a downshift is made, the output side of the oncoming clutch lower gear clutch is turning at a higher speed than the engine. The currently applied clutch higher gear clutch must slip rst before applying the oncoming clutch as soon as the downshift is initiated in order to avoid clutch tie-up, resulting in a small amount of engine are. 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. 10 Vehicle speed and target speed during creep and inching

Fig. 11 Clutch torque, engine, and clutch speeds during uphill driving

Fig. 13 Engine and clutch speeds in 1-2 upshift

061012-6 / Vol. 131, JUNE 2009

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determined by the control strategy of the test vehicle. The simulation model did not implement the gear preselection for simplicity, so the speed of clutch CL1 remains the value determined by the fth gear.

Conclusion

A computer based model is presented in the paper for the quantitative 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 calibration 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 analysis 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 nancial 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 Contract Nos. 2007BB6158 and 2007BB3135.

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Fig. 15 Clutch torque in 5-4 downshift

Fig. 16 Engine and clutch speeds in 5-4 downshift

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