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Analysis and simulation of clutch engagement judder and stick-slip in

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Article  in  Proceedings of the Institution of Mechanical Engineers Part D Journal of Automobile Engineering · December 2004
DOI: 10.1243/0954407042707731

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 1427

Analysis and simulation of clutch engagement judder

and stick–slip in automotive powertrain systems

A Crowther1*, N Zhang1, D K Liu1 and J K Jeyakumaran2

1Faculty of Engineering, University of Technology, Sydney, Australia
2Ion Automotive Systems, Sydney, Australia

Abstract: Clutch engagement judder and stick–slip are investigated analytically and numerically to
examine the influencing factors on these phenomena. Models are developed for a four degree-of-
freedom (4DOF ) torsional system with slipping clutch and for a powertrain with automatic trans-
mission system. Stability analysis is performed to demonstrate that clutch judder is dependent on the
slope of the friction coefficient and the analysis is verified with numerical simulations. An algorithm
for modelling stick–slip is developed and is used in numerical simulations which show that the
likelihood of stick–slip is increased by clutch pressure fluctuations, judder approaching engagement,
and external torque fluctuations. Numerical simulations for second to third gear up shifts demonstrate
that the likelihood of stick–slip to occur from clutch engagement is increased by clutch applied
pressure fluctuations, judder approaching engagement, and external torque fluctuations and that the
likelihood of stick–slip occurring is decreased dramatically by applied pressure ramps proximus to
the engagement point.

Keywords: wet clutch, stick, slip, judder, automatic transmission, powertrain vibration, torsional
vibration, clutch friction, driveline

NOTATION m sliding friction coefficient

S
m static friction coefficient
S0
A system matrix
c, C damping coefficient (Nms/rad) Notation specific to a 4DOF system
F clutch actuation force (N ) T actual clutch torque (Nm)
C
I inertia (matrix) (kg/m2)
J inertia (kg/m2) Subscripts for inertia elements and angular coordinates
k, K stiffness coefficient (Nm/rad) 1 engine and flywheel/torque converter pump
m:S gradient of friction coefficient 2 clutch drum
N number of clutch friction surfaces 3 clutch hub and gearset
s
r clutch inside radius (m) 4 driveline and vehicle
i
r clutch outside radius (m)
o
R clutch mean radius (m) Notation specific to a system with automatic
m
T clutch shearing torque (in stichon) (Nm) transmission
INT
T slipping clutch torque (Nm) F aerodynamic drag (N )
S drag
T clutch holding torque (in stichon) (Nm) F rolling resistance (N )
ST roll
n final drive ratio
FD
e tolerance of zero velocity (rad/s) r band radius (m)
B
h angular displacement (rad) r tyre radius (m)
w
T B1 band torque (Nm)
B1
T actual clutch torque (Nm)
C1
The MS was received on 16 January 2004 and was accepted after revision T turbine torque (Nm)
for publication on 25 June 2004. ENG
T vehicle resistance torque (Nm)
* Corresponding author: Solid Mechanics Laboratory, Faculty of V
Engineering, University of Technology, Sydney, PO Box 123, Broadway,
Sydney, NSW 2007, Australia. email: crowther@eng.uts.edu.au b band wrap angle
D01004 © IMechE 2004 Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1428 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN

Subscripts for inertia elements and angular coordinates or between one moving and a substrate moving at a
1 turbine predetermined velocity. A great deal of analytical work
2 clutch drum has been published for various systems [3–6 ]. In auto-
3 C1 clutch hub motive clutches the sliding interface is between two
4 C2 clutch hub masses with undetermined velocities in a non-linear, non-
5 C3 clutch drum autonomous system, thus, investigation using numerical
6 forward sun gear methods is appropriate.
7 rear sun gear Broadly, the three ways of investigating clutch engage-
8 planetary carrier ment are: analytically, via stability analysis; numerically,
9 ring gear with multiphase models or simple contact friction
10 differential or final drive equations; and testing, determining friction-velocity
10A differential pinion gear characteristics, breakaway (static) friction characteristics,
10B differential ring gear studying the effects of ATF additives, ATF degredation,
11 right hub friction material wear, etc.
12 right wheel Centea et al. [7, 8] investigated clutch judder analytically
13 left hub for dry clutches in manual transmissions. They found
14 left wheel via stability analysis that the negative friction slope
induced clutch judder and that poor pedal actuation
Subscripts for stiffness and damping elements could induce clutch judder even with positively sloped
1 transmission input shaft friction characteristics. For more negative friction slopes,
2 forward sun gear shaft judder oscillations were higher. Stick–slip occurred in
3 planet carrier shaft the simulations with the highest amplitude of oscillation
4 rear sun gear shaft before engagement. Rabeih and Crolla [9] developed a
5 output shaft/propeller shaft torsional vibration model coupled with a vehicle body
6 right drive shaft longitudinal model and a vertical vibration model for a
7 right tyre manual transmission truck. They investigated system
8 left drive shaft response in steady state running and the transient
9 left tyre running condition during and after clutch engagement.
For the transient condition they varied the gradient of
the coefficient of friction versus slip speed of the clutch
1 INTRODUCTION plates and compared results. For a system with zero or
positive gradient of friction they found the system acted
The refinement in design of vehicle powertrain systems with a transient damped response while with a sufficiently
for reducing vibration and noise emissions is greatly large enough negative gradient, an unstable response.
assisted by dynamic modelling and analysis, and there No details were provided for the time-dependent actuat-
are many complex phenomena to be analysed in the ing force. They found high levels of system damping
whole powertrain. This paper concentrates on analytical reduced the self-excited vibrations.
and numerical studies of judder and stick–slip phenomena Huron [10] developed numerical simulations of SAE
during clutch engagements in powertrain systems. No. 2 clutch tests. The author captured the mean path
Judder is a friction-induced vibration between masses of the torque trace from tests in the simulation and
with sliding contact. Judder in automotive clutches has some of the torsional oscillations. It was commented that
been a focus of previous research in both manual and stick–slip, pressure fluctuations, motor imbalances, or
automatic transmissions. It has long been attributed to misalignment of stand components are typical theories
an increasing friction coefficient with decreasing slipping of the source of vibration in testing. It was suggested
velocity, dubbed as a negative friction gradient, and is that the oscillations in the system may be caused by just
known to reduce with system damping [1, 2]. Wet clutch the steady input excitation as the simulations did not
and slipping clutch design calls for the correct combi- account for these effects, but their results still showed
nation of friction material and automatic transmission oscillations. Strong conclusions were not made on their
fluid (ATF ) to produce a continuously positively sloped origins. Bostwick and Szadkowski [11] modelled experi-
friction curve. This helps prevent driveline torsional mental engagements for a dry clutch tested with a
oscillations excited by clutch judder. facing dynamometer. They commented that judder can
Stick–slip is the non-linear intermittent sliding and occur due to negatively sloped friction-velocity charac-
stichon (sticking) at a contact surface. It is a phenomenon teristics, misalignments in the drivetrain that may induce
with dependence on friction characteristics, system fluctuating pressure between sliding surfaces, thermo-
dynamics, and external tangential and normal forcing elastic phenomena on contact surfaces, and external
[3]. Most studies concentrate on systems with the sliding torsional vibration in certain resonant conditions. Test-
interface between one moving and one stationary surface ing with a friction material with negative sloped friction
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP
characteristics producing torsional oscillations, the
numerical model compared reasonably. Stick–slip was
found numerically, but not validated with testing; a con-
clusion was drawn that it was associated with the self-
excited vibration. This is reasonable as stick–slip is
highly dependent on system dynamics. Berger et al. [12]
modelled experimental engagements for a wet clutch
dynamic test rig ( WCDTR) with reasonable accuracy.
The model covered the three phases of engagement:
hydrodynamic lubrication, boundary lubrication (hydro-
dynamic and asperity), and full mechanical (asperity)
contact. Test rig damping parameters were obtained
from frequency domain analysis. The authors found
that most of the torque transferred during engagement
is via asperity contact not viscous torque. From this,
the conclusion was drawn that the model’s sensitivity
to the viscous torque parameters was not high, but for
the friction coefficient, a parameter in asperity contact
torque, it was highly sensitive. A small change in the
friction coefficient could have a large effect on the torque
transferred during the gear shift. The authors noted that
the friction coefficient obtained from testing may not
necessarily be accurate. Yang et al. [13] modified the
three-phase engagement model of Berger et al. [12] and
compared simulation results with SAE No. 2 tests. The
authors used both ascending and descending friction
curves with relative velocity from typical experimental
data. They noted that friction is a function of sliding
speed, pressure, and temperature, but only considered it
as a function of the latter. They found that with the
positively sloped friction curve, the clutch had a better
engagement. The negatively sloped curve showed a sharp
rise in clutch torque at the end of engagement, which
translates into a jerky motion for the vehicle. Like Berger
et al. [12], they found the asperity torque to be the
dominant contributor to torque transferred. Results of
tests generally correlated with the simulations. There
were large disagreements in the results for some of
engagement conditions that were run. These authors
noted that for better simulations more research is needed
into predicting the friction coefficient.
Ost et al. [14] conducted SAE No. 2 tests on a wet
clutch with nine friction plates. The focus of the research
was on wear. They measured torsional vibrations in
clutch testing. It was put forward that the torsional
vibrations were either induced by clutch judder or stick–
slip, but they did not have the measurement capacity to
distinguish between these two causes. Slough et al. [15]
investigated the effects of wear and ATF degradation on
friction characteristics of slipping wet clutches with a
dynamometer test rig. They found through comparing
results that fresh ATF provided better friction character-
istics (positively sloped) with both worn and new friction
materials. They noted that the friction characteristic
was very difficult to measure accurately. Holgerson [16 ]
designed a wet clutch test rig for measurement of engage-
ment characteristics in which a drive torque was applied
D01004 © IMechE 2004
1429
during engagement. The purpose was to measure the
friction coefficient accurately for use in a model that
would describe all three phases of engagement using
the one torque equation. The measured friction torque
was approximated with a quadratic function of non-
dimensional sliding velocity. The driving torque was
approximated with a ramping function. The simulated
torque and measured torque compared reasonably. In
the test results, a sharp rise in the torque just before
engagement corresponded to a friction-speed slope that
was negative near zero relative velocity. Ito et al. [17]
constructed a test rig to determine the frictional charac-
teristics of a paper-based facing for a wet clutch under
three modes of sliding: steady state sliding, breaking
away, and locking up. Their focus was not only on the
friction characteristics in these modes, but the com-
parison of these characteristics between ATF and base
oil without the ATF operational design additives. The
authors found that the friction coefficient decreases with
increasing velocity for both the ATF and the base oil
and visa versa for the base oil, but for the ATF the
friction coefficient was found to be constant with a
decreasing velocity. The rate of application of load was
found to have no effect on the breakaway coefficient of
friction, naturally, though the breakaway time was later
for lower rates of application. The ATF lubricated
surfaces broke away earlier than the base oil under the
same conditions. In their steady sliding experiment, the
authors also found that porosity is an important factor,
the coefficient of friction was found to be higher with
increased porosity and this effect was seen to be greater
with increased sliding speed. They found that the effect
of porosity was small during the boundary lubrication
stage of engagement. Chen et al. [18] presented research
for the development of a successful friction material.
They presented test results for bench, vehicle, and
dynamometer tests, and discussed underlying interfacial
phenomena. The authors noted that the principal per-
formance concerns in every application of the slipping
clutch were the prevention of shudder ( judder) and
the energy management of the friction interface. They
found negative sloped friction-speed characteristics
contributed to judder and concluded that clutch judder
was associated with poor friction material, surface hard-
ness and roughness, oil film retention, lubricant chemistry
and interactions, clutch operating conditions, driveline
assembly and hardware alignment, and driveline con-
tamination from wear, dirt, etc. Murakami et al. [19]
compared the friction-velocity characteristic measured
with an R-H friction apparatus with that from a JASO
M349-98 rig using various transmission fluids and new
and worn friction plates. They found no correlation
between the results from the two test procedures. The
authors did, however, find that the friction-velocity
characteristic measured, where negative, was consistent
with the occurrence of shudder. They found that the
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1430 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN

JASO test was effective for screening the friction-velocity
characteristics of combinations of friction materials and
transmission fluids for antishudder performance.
In this paper a four degree-of-freedom (4DOF )
torsional system is used to represent a powertrain system
during clutch engagement. This system can be related
to powertrains fitted with manual or automatic trans-
missions. Clutch judder and stick–slip are investigated
qualitatively. First, the system is defined and the
dynamic model provided. Then a stability analysis is per-
formed for the linearized system, which demonstrates
shaft stiffness. The second and third inertias are linked
via frictional contact (clutch engagement). Nominal
parameters used for the system are given in Table 1. All
parameters are within a range of values typical for
powertrains fitted with automatic transmissions. These
parameters are not reduced from a real driveline. Reducing
the parameters J and J by a factor of ten was seen in
2 3
additional simulations not to effect the qualitative result
of this investigation.
Equations of motion for the system with the clutch
(J and J ), either in stichon or sliding, are
2 3

H
how friction characteristics affect system stability, and
therefore, clutch judder. Stick–slip algorithms are out- J ḧ =T −k (h −h )−c ḣ (1)
1 1 1 1 1 2 1 1
lined and numerical results for nominal engagements for J ḧ =k (h −h )−c ḣ −T (2)
the investigation of contributing factors to judder and 2 2 1 1 2 2 2 c sliding
stick–slip are presented. J ḧ =T −k (h −h )−c ḣ (3)
3 3 c 2 3 4 3 3
Judder and stick–slip are investigated further in a J ḧ =k (h −h )−c ḣ −T (4)
4 4 2 3 4 4 4 4

H
more detailed powertrain system. This system includes
automatic transmission gearing, final drive gearing, and J ḧ =T −k (h −h )−c ḣ (5)
1 1 1 1 1 2/3 1 1
a vehicle driveline. The analysis and simulations focus (J +J )ḧ =k (h −h )−c ḣ
on second to third (2–3) gear up shifts. First, the trans- 2 3 2/3 1 1 2/3 2 2/3 stichon
mission system is described and the mechanism for the −k (h −h )−c ḣ (6)
2 2/3 4 3 2/3
2–3 up shift is outlined. The derivation of the equations J ḧ =k (h −h )−c ḣ −T (7)
of motion for this system, including a gear set element 4 4 2 2/3 4 4 4 4
for the two-stage planetary gear set, have previously ḧ represents both coordinate 2 and coordinate 3; they
2/3
been detailed in Zhang et al. [20]. These equations of are locked together (stichon) and have the same solution
motion are used in this study. For this system, the results in this state. In numerical solutions, for convenience,
of a stability analysis for flat, positive, and negative both coordinates can be solved separately, whether the
gradients of the clutch dynamic coefficient of friction state is sliding or stichon. For free vibration analysis of
are presented. Numerical simulations of the 2–3 up shift the stichon state, coordinate 2 is used and represents
at full throttle are presented with examination of the both coordinates 2 and 3 moving together; coordinate 4
effects of positive and negative friction coefficient curves, is moved to coordinate 3.
oscillations in clutch line pressure, and the likelihood of
the occurrence of stick–slip. 2.1 Stability analysis
Stability analysis for the slipping clutch can be performed
2 THE 4DOF POWERTRAIN SYSTEM for different friction characteristics. This is achieved by
omitting the non-autonomous or constant parts of the
The 4DOF torsional system is shown in Fig. 1. The system of equations (1) to (4) and investigating the eigen-
model consists of four rotating inertias connected by values of its system matrix [7]. The engine torque, T ,
1
shaft elements or frictional contact. The first inertia and the resistance torque, T , are both non-autonomous
4
represents the engine and flywheel, the second represents or constant. With a constant pressure the clutch torque,
the input side of the clutch; they are linked via shaft T , is autonomous, for when sliding the only non-
C
stiffness. The third represents the output side of the constant parameter in the clutch torque equation is the
clutch and transmission gear set, the fourth represents friction coefficient, which is dependent on relative sliding
the driveline inertia and vehicle mass; they are linked via velocity.

Table 1 Nominal parameters used for simplified power-

train system

Parameter Value Parameter Value

J 0.2 kg/m2 c 0 Nms/rad

1 2
J 0.1 kg/m2 c 0 Nms/rad
2 3
J 0.1 kg/m2 c 0 Nms/rad
3 4
J 3 kg/m2 N 10
4 s
k 20 600 Nm/rad F 6000 N
1
k 4840 Nm/rad r 0.0635 m
2 o
c 0 Nms/rad r 0.051 m
Fig. 1 The 4DOF powertrain system 1 i

Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP 1431

Assuming constant pressure across the surface of the The system matrices are

C D
clutch plates, the equation for clutch torque is
J0 0 0
1
T =N R m F (8)
C s m S 0 J 0 0
I= 2
where N is the number of friction surfaces, R is the
s m 0 0 J 0
clutch mean radius, m is the coefficient of sliding friction, 3
S
and F the clutch actuating force. The mean clutch radius 0 0 0 J
4
is determined from the clutch outside (r ) and inside (r )

C D
o i k −k 0 0
radii 1 1
2(r 3−r 3) −k k 0 0
R = o i (9) K= 1 1
m 3(r 2−r 2) 0 0 k −k
o i 2 2
The coefficient of friction can be linearized to an initial 0 0 −k k
2 2
: S , see Fig. 2
condition value and gradient, m

C D
c 0 0 0
m =m +m (ḣ −ḣ ) 1
S0 : S 2
(10)
S 3 c +m N R F −m
2 :S s m : S Ns Rm F
0 0
Thus, T can be written as C=
C 0 −m : S Ns Rm F c3 +m : S Ns Rm F 0
T =[m : S (ḣ2 −ḣ3 )]Ns Rm F+mS0 Ns Rm F (11)
C 0 0 0 c
Now the clutch sliding torque, T is defined by two 4
C Reduced to first order of the form
separate terms. The first term is dependent on the relative
velocity between the two sides of the clutch and the Ẋ=AX
second term is a constant.
The system, equations (1) to (4) can now be analysed with
as the linearized homogeneous system X=(h h h h ḣ ḣ ḣ ḣ )T
1 2 3 4 1 2 3 4

H
J ḧ +k (h −h )+c ḣ =0 (12) The system matrix is
1 1 1 1 2 1 1

C D
J ḧ −k (h −h )+c ḣ 4
I
D4
0
2 2 1 1 2 2 2 A=
+[m : S (ḣ2 −ḣ3 )]Ns Rm F=0 (13) −I−1K −I−1C
sliding
J ḧ −[ṁ (ḣ −ḣ )]N R F where 0 is a 4×4 zero matrix and I is a 4×4 unit
4 D4
3 3 S 2 3 s m matrix.
+k (h −h )+c ḣ =0 (14) The system matrix A is used for standard stability
2 3 4 3 3
J ḧ −k (h −h )+c ḣ =0 (15) analysis. With zero damping on coordinates, the damp-
4 4 2 3 4 4 4 ing matrix only includes the effect of the friction slope.
The stability analysis yields two eigenvalues that are com-
When written in the standard form plex conjugate pairs representing the upper (coordinates
Iḧ+Cḣ+Kh=0 (16) 1 and 2) and lower (coordinates 3 and 4) system fre-
quencies of torsional vibration and two eigenvalues that
are zero frequency pairs representing the rigid body
modes of the upper and lower system. Table 2 shows the
complex conjugate pairs and corresponding frequencies
using the nominal parameters given in Table 1 with

Table 2 Stability analysis results for various gradients of the

coefficient of friction

Real part Imaginary part

of complex of complex Frequency
:S
m conjugate pairs conjugate pairs (Hz)

0 0 ±5.559i 88.5
0 ±2.236i 35.6
0.0001 −0.192 ±5.559i 88.5
−0.278 ±2.236i 35.6
−0.0001 0.192 ±5.559i 88.5
Fig. 2 Variation of the coefficient of friction with sliding 0.278 ±2.236i 35.6
velocity

D01004 © IMechE 2004 Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1432 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN

three different values of the gradient of the coefficient approximate value of T , in this case actually T .
C INT
: S. By examining the real part of the com-
of friction, m Using this method a fine time step is required around
plex conjugate paired eigenvalues, the stability of the the point of interest.
torsional vibration modes they represent can be deter- Thus the shearing torque can be determined via the
mined. For a zero gradient, the system has two pure left-hand side of the clutch
imaginary complex conjugate pairs and will respond with
T =−J ḧ +k (h −h )−c ḣ (19)
undamped oscillations in those modes to any disturbance INT(t)_left 2 2(t−1) 1 1(t) 2(t) 2 2(t)
to equilibrium. For a positive gradient, the system has two or the right-hand side of the clutch
stable roots and will respond with damped oscillations.
For the negative gradient the system has two unstable T =J ḧ +k (h −h )+c ḣ (20)
INT(t)_right 3 3(t−1) 2 3(t) 4(t) 3 3(t)
roots and will exhibit self-excited oscillation. Equations (19) and (20) can also be combined to
1
T = (T +T )
2.2 Stick–slip algorithm INT(t) 2 INT(t)_left INT(t)_right
In numerical simulations an algorithm was used that In simulations, the flow of equations (19) and (20) can
models stick–slip. The algorithm determines the state of be compared to assess error, as the values for T from
the system at every time step, the simulation is piecewise INT
each equation should be the same. This is critical in the
and non-linear. The state is determined by first checking region where the value of T determines the state of
the slip speed inequality and then if necessary checking INT
the system. Reducing the time step so the difference
the holding torque versus shearing torque inequality. between values is minimal is essential.
The state equations, sliding equations (1) to (4) or
stichon equations (5) to (7), are then solved as dictated.
While sliding, the direction of sliding dictates the sign 2.3 Numerical simulation results
of the clutch torque. If the system commences sliding The numerical simulations were performed in Matlab
from stichon, the sign of the clutch torque needs to be using Gear’s stiff solver. The following initial conditions
determined from the torque flow in the system. were used:
T is a non-linear friction torque, a function of sliding
C
velocity and the normal force 1. Coordinates 1 and 2 rotating at typical engine speeds
for a full throttle shift from second to third

G
sgn(ḣ −ḣ )T if |(ḣ −ḣ )|
e #630 rad/s.
2 3 S 2 3 tol
T = sgn(T )T if |(ḣ −ḣ )|<e and T <|T | 2. Coordinates 3 and 4 rotating at the lower speed
C INT S 2 3 tol ST INT #210 rad/s.
T if |(ḣ −ḣ )|<e and T
|T |
INT 2 3 tol ST INT 3. Same values for initial angular displacement twist in
each simulation.
(17)
4. T and T assumed as the constant values 200 Nm
1 4
where e is the tolerance of zero velocity for numerical and 180 Nm.
tol 5. m set to 0.13.
simulations and T and T are clutch slipping and hold- S0
S ST
ing torques (dependent on kinetic and static friction Simulations were performed using the friction coefficient
respectively). determined via equation (10) with a m value of 0.13
The clutch slipping torque is the same as equation (8) S0
and the value for m: S varied as per Table 2. Figure 3 pre-
T =N R m F (18) sents the velocities of the coordinates and the spring
S s m S torques in the two shafts over the engagement of coordi-
The clutch holding torque, T , is the same equation nates 2 and 3. These results demonstrate the centre
ST
with the sliding coefficient of friction replaced with the (undamped), stable or unstable dynamics predicted via
static coefficient, m . stability analysis for different slopes of the friction
S0
The shearing torque, T , between clutch plates with gradient. This can be seen in the velocity plots or more
INT
zero relative velocity is difficult to calculate exactly. clearly in the torque plots. For the positively sloped
Referring to equations (2) or (3), it can be seen that we gradient, torsional oscillations were damped. For the
now have two unknowns in each equation, angular negative sloped gradient, torsional oscillations were self-
acceleration and clutch torque, they can’t be solved for excited. For the zero gradient (or constant friction) the
T , but by combining the two equations the shearing numerical simulation had difficulty providing an exact
C
torque is cancelled: providing the stichon equation (6). centre (undamped vibration) solution, which is not
Numerically, this can be worked around to give a reason- surprising, but the trend is obvious, particularly in the
ably accurate solution. This is achieved by using the ‘heavier’ end of the driveline. It may be noticed that the
acceleration value from the proceeding time step as an negative gradient solution is the only solution initially
approximation so as to solve equation (2) or (3) for an close to equilibrium; the initial conditions have been
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP
Fig. 3 Numerical simulations to show the effect of various friction gradients
set for equilibrium with m =0.0881, which is the sliding
S
friction value at the start of engagement for the negative
gradient solution, as opposed to m =0.13 and m =0.1719,
S S
which are the sliding friction values at the start of
engagement for the flat and positive slope simulations.
These values are very different, due to the use of the
same static value for the coefficient of friction and steep-
ness of the gradient used in this qualitative investigation.
Simulations to examine factors that influence stick–
slip used the same initial conditions as those for demon-
strating the results of the stability analysis.
Whether the system sticks or slides when the relative
velocity is zero is determined by just two functions, the
shearing torque, T , and the holding torque, T ; how-
INT ST
ever, these functions encompass many parameters, which
can all be modelled at various levels. Parameters used
to determine the shearing torque include system inertias,
stiffness and damping, externally applied torques, and
any self-excitation in the system, such as friction-related
instability as engaging surfaces approach zero relative
velocity. Parameters used to determine the holding torque
include clutch geometry, the applied pressure profile and
D01004 © IMechE 2004
1433
fluctuations, and the static friction coefficient. In the
simulations, the influence of the following parameters
on stick–slip were examined:
1. Applied pressure fluctuations.
2. Judder approaching engagement.
3. Externally applied torque fluctuations.
4. Static friction coefficient values.
The fluctuation of applied pressure was found to have
a strong effect on whether the system would stick–slip
when the clutch approaches engagement. The pressure
was fluctuated at the systems two natural frequencies
(35.6 Hz and 88.5 Hz) with the amplitude at 10 per cent
of the base pressure value, the gradient of the coefficient
of friction was set as zero (i.e. constant friction). In real
powertrain systems, the hydraulic system will not have
oscillations at values corresponding so closely to natural
frequencies in the system with constant amplitudes, how-
ever, for this analysis the intention was to obtain maxi-
mum response from the pressure fluctuations, thus these
values were used. Figure 4 shows the results of the simu-
lations. For the 35.6 Hz simulation the lower system
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1434 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN
Fig. 4 Numerical simulations to show the effect of apply pressure fluctuation on stick–slip
responds with resonance, as can be expected; as a result
the torsional vibration is large by the time engagement
occurs. The torsional oscillations cause the shearing
torque, T , to exceed the holding torque, T , after a
INT ST
short period of sticking, which causes the engaged
masses to slip again. The stick–slip cycle repeats itself
until the torsional oscillations are no longer large enough
to cause the sticking system to break away again. Stick–
slip occurs for around 0.15 s. For the 88.5 Hz simulation
the upper system responds with resonance, as expected.
Stick–slip occurs again and for the same reasons, how-
ever, the frequency is higher corresponding to the higher
frequency torsional oscillations. Stick–slip occurs for
around 0.12 s. Had the system included damping then
the torsional oscillations may not have been strong
enough to cause stick–slip, depending on the strength of
the damping. Note, in all the shearing torque/holding
torque plots, the dashed line represents the relative velocity
of the engaging clutch plates (coordinates 2 and 3), the
dotted line represents the holding torque, and the solid
line represents the actual torque between clutch plates,
either friction torque (during sliding) or shearing torque
(during sticking).
Judder was found to increase the likelihood of stick–
slip. Simulations were run with friction curves that
became negative as the relative velocity of engaging
surfaces approached zero, promoting torsional vibration.
Figure 5 shows one of the friction curves used and
the result for this case. For the simulation the static
coefficient of friction was increased to 0.16. The judder
is difficult to see in the velocity plot, however, it begins
to grow from around 0.25 s. In the large plot the sliding
torque can be seen to increase up to engagement, where
there is a short period of sticking, until the shearing
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
torque exceeds the holding torque, this is followed by a
short period of slipping, after which the plates stay locked.
It is obvious from the plot that a little more torsional
oscillation would have produced more stick–slip cycles.
External fluctuations were found to increase the likeli-
hood for the system to stick and slip. Figure 6 presents
the results of a simulation with the engine torque
fluctuated at 35.6 Hz, the natural frequency of the upper
system. The expected resonant condition while slipping
can be seen in the velocity plot. After engagement, the
system experiences some sticking and slipping. As with
the judder simulation of Fig. 5, it can be seen from the
holding torque/shearing torque plot that a little more
torsional vibration would generate more severe stick–slip.
The effect of changing the value of the static coefficient
of friction is straightforward. If the static coefficient of
friction is increased from 0.13 to 0.14 or 0.15, then the
propensity of the system to stick and slip will be reduced.
This is due to the holding torque being larger. Likewise,
if the static coefficient is modelled to increase with stick
time, as some researchers have indicated [3], then again,
the propensity to stick–slip will be reduced.
3 POWERTRAIN WITH AUTOMATIC
TRANSMISSION
A lumped mass model of a powertrain with automatic
transmission that includes the rigid body dynamics of a
two-stage planetary gear set and of differential gearing
has been developed. Derivations of equations of motion
for the model have been presented in detail in Zhang
et al [20]. This model is adapted to investigate judder
and stick–slip in full throttle 2–3 up shifts.
D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP 1435

Fig. 5 Numerical simulations to show the effect of judder on stick–slip

Fig. 6 Numerical simulations to show the effect of externally applied torque fluctuations on stick–slip

The automatic transmission modelled is Ion Automotive
Systems’ 4-speed 93LE, which consists of a three-element
torque converter with lock-up clutch, four multiplate wet
clutches, two brake bands, two one-way clutches, and a
two-stage Ravingneax planetary gear set. Figure 7 pro-
vides a powerflow schematic that shows these com-
ponents and Table 3 provides the apply status of the
clutches and bands in certain gear states. In between
gear states, with slipping clutches/bands, the system
passes through what are called the torque and inertia
phases. In the torque phase the output torque of the
transmission changes and in the inertia phase the output
torque and the gear ratio both change.
D01004 © IMechE 2004
3.0.1 Up shift process (second to third gear)
The total gear ratio in the vehicle powertrain is dependent
on the speed ratios between the torque converter pump
and turbine and the gear ratio provided by the planetary
gear set and differential. The transmission is designed to
direct power to different elements of the planetary gear
set via hydraulic control of the clutches and bands.
In second gear clutch C2 is applied to drive the
forward sun gear, band B1 is applied on the clutch C3
drum to hold the reverse sun gear stationary, and clutch
C4 is applied to bypass the 3–4 OWC during engine
overrunning. The gear ratio between the driving forward
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1436 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN

Fig. 7 Automatic transmission powerflow schematic

Table 3 Gear ratios and applied elements

1–2 3–4 Torque converter.

Gear Ratio C1 C2 C3 C4 B1 B2 OWC OWC Lockup clutch

1st 2.393 X X X
2nd 1.480 X X X X
3rd 1.000 X X X X X*
4th 0.677 X X X X
R −2.094 X X

*under certain conditions.

X indicates clutch/band is applied.

sun gear and driven ring gear is reduced by the rotation
of the planet carrier as it ‘walks’ around the stationary
reverse sun gear. For this transmission the second gear
ratio is 1:1.48. At the start of the shift process clutch C1
engages with the pressure increasing over the shift. The
band B1 is gradually released until no pressure is applied,
and there is no holding torque at the reverse sun gear.
After the shift to third gear all elements of the gear set,
sun gears, pinion gears, carrier, and ring gear move at
the same speed, providing a third gear ratio of 1:1.
3.0.2 Dynamic model
The powertrain system is modelled with lumped masses
and connecting stiffness and damping elements; Fig. 8
provides a schematic of the lumped mass model. Clutches
can be fully engaged, slipping, or free spinning. The
brake band can be holding the drum fully, allowing the
drum to slip, or the drum can be free spinning. The apply
status of the clutch and band elements define the gear
state or shifting phase.
Torsional elements are used to describe the dynamic
relationship between adjacent lumped masses and are
formulated by 2×2 matrices and corresponding local
coordinate vectors. For each relationship an inertial
element, stiffness element, and/or damping element and
local vector are required. From a defined global vector,
the elements can be arranged using their local vectors in
the standard equation of motion for spring systems.
Owing to the gear ratio change during the inertia
phase, the powertrain vibratory system is parametric (i.e.
the effective inertia, stiffness, and damping of the many
elements are dependent on the speed ratios). Dynamic
equations for the planetary gearset have been developed

Fig. 8 All gear state simplified vehicle model

Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP 1437

Table 4 Parameters used for powertrain system with auto- 3. A damping element with a small value has been
matic transmission included in the reverse sun gear shaft.
4. Only torsional elements and constraints are included
Parameter Value Parameter Value
in the model; bearing connections, vehicle roll/pitch,
J
1
0.232 kg/m2 k
1
2.06e4 Nm/rad etc. are ignored.
J 7.30e-3 kg/m2 k 4.07e4 Nm/rad 5. Backlash in the clutches, planetary gearset, and
2 2
J 8.10e-3 kg/m2 k 4.84e3 Nm/rad
3 3 differential gears is ignored.
J 0 kg/m2 k 4.10e5 Nm/rad
4 4
J
5
5.70e-5 kg/m2 k
5
3.03e5 Nm/rad 6. All gear elements are assumed as rigid and friction
J 2.30e-4 kg/m2 k 6.31e3 Nm/rad between these elements is ignored. For the final drive
6 6/8
J 2.00e-4 kg/m2 k 25.6e3 Nm/rad
7 7/9 the ring and pinion coordinates are shown as J and
J 1.70e-2 kg/m2 c 500 Nms/rad 10A
8 1
J
9
3.50e-2 kg/m2 c
4
10 Nms/rad J : these coordinates are always locked together. In
J 3.43e-3/5.24e-3 kg/m2 c 200 Nms/rad 10B
10A/10B 5 the equation of motion the final drive is represented
J 1.00 kg/m2 c 700 Nms/rad
11/13 7/9 as the one coordinate J and the inertia for this
J 70.114 kg/m2 r /r 0.0635/0.051 m 10
12/14 o i
n 0.3226 b 320° coordinate is found with J =J +n2 J .
r
FD
0.31 m r 0.0725 m 10 10A DIFF 10B
w band
3.1 Stability analysis
and arranged into gearset matrix elements for con- This system stability analysis can be carried out for
catenation with the elements that describe the power- clutch engagements using the same principles that were
train. The resulting system provides a dynamic model that applied for the 4DOF system (section 2.2). This is
can be used to capture the vibrations in the powertrain achieved by omitting the non-autonomous or constant
system in fixed gear states and shifting states (torque parts of the system of equation (21) and investigating
and inertia phases). The powertrain elements, gearset the eigenvalues of its system matrix. The turbine torque,
matrix elements, as well as global matrices for second T , and the resistance torque, T , are both non-
and third gear states are comprehensively detailed in ENG V
autonomous; the band torque can be omitted by ground-
Zhang et al. [20]. The parameters used for the system ing the C3 clutch drum. Assuming a constant pressure,
are given in Table 4; aside from the damping coefficients, the clutch torque, T , is autonomous, this is because
the parameters have been determined from the manu- C1
when sliding, the only non-constant parameter in the
facturer’s drawings and data sheets. The equation of clutch torque equation is the friction coefficient, which
motion of the system is expressed in standard form is dependent on relative sliding velocity.
Iḧ+Cḣ+Kh=T (21) As demonstrated in section 2.2, the clutch torque can
be written as
Assumptions/simplifications for the dynamic model
T =[m : S (ḣ2 −ḣ3 )]Ns Rm F+mS0 Ns Rm F (22)
include: C1
coordinates 2 and 3 represent each side of the engaging
1. The driveline model begins at the turbine. The engine,
clutch.
pump, and turbine inertia are incorporated to allow
For this system, equation (21), the global coordinate
the omission of the torque converter torque transfer.
vector for second gear and the 2–3 up shift condition is
A value for damping between the turbine and clutch
[20]
drum is assumed to quasi-simulate the torque con-
verter damping. A damping element has been included h ={h h h h h h h h h h h h h }T
2nd/2–3 1 2 3 5 6 7 8 9 10 11 12 13 14
between the hub and tyre and a value assumed. (23)
2. A damping element has been included in the propeller
shaft. the inertia matrix is diagonal.
The stiffness matrix for the system is
t k1 −k 0 0 0 0 0 0 0 0 0 0 0 u
1
N−k k +k 0 0 −k 0 0 0 0 0 0 0 0 N
N 1 1 2 2 N
N 0 0 k 0 0 0 −k 0 0 0 0 0 0 N
3 3
−k
N N
N 0 0 0
4
k 0
4
0 0 0 0 0 0 0 N
N 0 −I A−1 k −I A−1 k −I A−1 k I A−1 k I A−1 k I A−1 k I A−1 k −I A−1 k 0 0 0 0 N
N 6 (1,1) 2 6 (1,5) 3 6 (1,4) 4 6 (1,1) 2 6 (1,4) 4 6 (1,5) 3 6 (1,6) 5 6 (1,6) 5 N
N 0 −I A−1 k −I A−1 k −I A−1 k I A−1 k I A−1 k I A−1 k I A−1 k −I A−1 k 0 0 0 0 N
7 (4,1) 2 7 (4,5) 3 7 (4,4) 4 7 (4,1) 2 7 (4,4) 4 7 (4,5) 3 7 (4,6) 5 7 (4,6) 5
K= N
N 0 −I A−1 k −I A−1 k −I A−1 k I A−1 k I A−1 k I A−1 k I A−1 k −I A−1 k 0 0 0 0 N
8 (5,1) 2 8 (5,5) 3 8 (5,4) 4 8 (5,1) 2 8 (5,4) 4 8 (5,5) 3 8 (5,6) 5 8 (5,6) 5 N
N 0 −I A−1 k −I A−1 k −I A−1 k I A−1 k I A−1 k I A−1 k I A−1 k −I A−1 k 0 0 0 0 N
N 9 (6,1) 2 9 (6,5) 3 9 (6,4) 4 9 (6,1) 2 9 (6,4) 4 9 (6,5) 3 9 (6,6) 5 9 (6,6) 5 N
N 0 0 0 0 0 0 0 −k k +n2 k +n2 k −n k 0 −n k 0 N
5 5 FD 6 FD 8 FD 6 FD 8
N 0 0 0 0 0 0 0 0 −n k k +k −k 0 0 N
N FD 6 6 7 7 N
N 0 0 0 0 0 0 0 0 0 −k k 0 0 N
N 7 7 N
N 0 0 0 0 0 0 0 0 −n k 0 0 k +k −k N
FD 8 8 9 9
v 0 0 0 0 0 0 0 0 0 0 0 −k k w
9 9
(24)
D01004 © IMechE 2004 Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1438 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN

The damping matrix for the system, including the parameter for the clutch torque, which is dependent on relative
velocity, is
t c1 −c 0 0 0 0 0 0 0 0 0 0 0 u
1
N−c1 c +m −m
N N
1 : NR F
S s m : S Ns Rm F 0 0 0 0 0 0 0 0 0 0 N
N 0 −m: S Ns Rm F : S Ns Rm F
m 0 0 0 0 0 0 0 0 0 0 N
N N
N 0 0 0 0 0 0 0 0 0 0 0 0 0 N
N N
N 0 0 0 −I A−1 c 0 I A−1 c 0 I A−1 c −I A−1 c 0 0 0 0 N
N 6 (1,4) 4 6 (1,4) 4 6 (1,6) 5 6 (1,6) 5 N
N 0 0 0 −I A−1 c 0 I A−1 c 0 I A−1 c −I A−1 c 0 0 0 0 N
7 (4,4) 4 7 (4,4) 4 7 (4,6) 5 7 (4,6) 5
C= N −I A−1 c −I A−1 c (25)
N
0 0 0 0 I A−1 c 0 I A−1 c 0 0 0 0 N
N 8 (5,4) 4 8 (5,4) 4 8 (5,6) 5 8 (5,6) 5
N 0 0 0 −I A−1 c 0 I A−1 c 0 I A−1 c −I A−1 c 0 0 0 0 N
N 9 (6,4) 4 9 (6,4) 4 9 (6,6) 5 9 (6,6) 5 N
N 0 0 0 0 0 0 0 0 0 0 0 0 0 N
N N
N 0 0 0 0 0 0 0 0 0 c −c 0 0 N
7 7
−c
N N
N 0 0 0 0 0 0 0 0 0
7
c
7
0 0 N
N 0 0 0 0 0 0 0 0 0 0 0 c −c N
N 9 9N
v 0 0 0 0 0 0 0 0 0 0 0 −c c w
9 9
The development of these matrices, excluding the
addition of the clutch friction parameter, m : S Ns Rm F, is the magnitudes of the damping and the friction gradient;
detailed comprehensively in [20]. damping in the driveline (c , c , c ) effects the low fre-
5 7 9
With no damping and a zero gradient for the coeffi- quency modes, damping between the turbine and clutch
cient of friction or by omitting the clutch torque rate of drum (c ) effects the high frequency modes. The local
1
change from the homogeneous system of equations of C1 clutch hub mode is not made stable by adding these
motion, the system’s natural frequencies are found as all damping parameters.
pure imaginary. The first seven frequencies and their
mode descriptions are provided in Table 5. 3.2 Stick–slip algorithm
Now we have the term, m : S Ns Rm F, linking coordinates
2 and 3 (clutch drum and C1 clutch hub in Fig. 2) within A stick–slip algorithm with the same principles to those
the damping matrix, equation (25), we can assess the used in section 2.3 was included in the gear shift simu-
stability of the system with a positive or negative gradient lation. The non-linear friction torque, T , is determined
C1
of coefficient of friction. The frequencies that are made with equation (17). The clutch sliding, T , and hold-
S
unstable by clutch judder can then be determined. Note ing torques, T , are described by equation (18). The
ST
that the value of the frequencies can only be determined shearing torque can be determined via the left-hand side
for the torque phase of the shift, as during the inertia of the clutch of the 13 DOF automatic transmission
phase the frequencies vary. For this analysis all other powertrain system
damping elements are set to zero. The natural fre- T =−J ḧ +k (h −h )+c (ḣ −ḣ )
quencies made unstable by clutch judder are 553, 195, INT(t)_left 2 2(t−1) 1 1(t) 2(t) 2 1(t) 2(t)
117, 28.6, and 7 Hz. All these represent mode shapes that (26)
include the C1 clutch hub and clutch drum oscillating. or the right-hand side of the clutch of the 13 DOF system
The two frequencies that do not become unstable are
T =J ḧ +k (h −h ) (27)
the modes at 28.5 Hz and 1.3 Hz, which are local to INT(t)_right 3 3(t−1) 3 3(t) 8(t)
the driveline (differential to tyres). Including the other Equations (26) and (27) can also be combined to
damping elements in the system can bring the roots back 1
to the stable side of the complex plane, depending on T = (T +T )
INT(t) 2 INT(t)_left INT(t)_right

Table 5 Natural frequencies for second gear 3.3 Numerical simulation results
:S
m Frequency (Hz) Mode For the transient analysis, a simulation was programmed
in Matlab in which the solution to the equations of
0 1.3 local—differential to tyres
7.0 global—driveline shuffle motion given in [20] is solved across second gear, 2–3 up
28.5 local—tyres shift and third gear states, with the system of equations
28.6 mainly local—tyres and torque vectors changing as the gear state changes.
some global vibration
117 mainly local—C1 clutch hub The systems external torques or forcing functions are
some vibration of transmission components the inputs into the model and define the shifting process.
195 semiglobal—turbine to differential The stick–slip algorithm defined above is applied for
553 semi-global—turbine to differential
determining if there is any stick–slip during clutch
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP 1439

engagement. The solver used was Gear’s method for stiff

systems. A maximum time step was set at 0.00025 s
providing a minimum of ten points in a 400 Hz wave.
The time step was made smaller, where noted, for simu-
lations, including clutch pressure oscillation and the
stick–slip algorithm.
The torque converter turbine torque was obtained
from a static torque converter model. The frictional
torques of the clutch and band were obtained with the
typical empirical formulae, for the clutch, equation (8),
and for the band [21]

T =r F (emb−1) energized (28) Fig. 9 Positive and negative sloped friction curves
B1 B B
T =r F (1−emb) de-energized (29)
B1 B B 3.3.1 Simulation results for examining clutch judder
where r is the band radius, F is the band actuating First the results are presented for a simulation using the
B B
force, m is the static or dynamic friction coefficient, and positively sloped friction curve. Damping is included in
b the band-wrap angle in radians. The energized mode this simulation. This first set of results has been pre-
is during vehicle up-shifts, where the brake drum viously published in [20], but they are used again in this
rotation is in the same direction as the brake band apply paper to explain the gear shift in the system prior to
force. With a rotational velocity of zero (band held), further simulation results. In this first simulation the
the equation represents the torque holding capacity: not stick–slip algorithm was not included.
the actual torque. In this case, the actual torque is The transient simulation provides the angular dis-
from the twist of the reverse sun gear shaft. placements, velocities, and accelerations of all the
The vehicle resistance torque is obtained via typical components of the powertrain over the gearshift. The
formulae, which include air resistance and rolling angular velocities of the gearset components and the
resistance [22]. For the rolling resistance force wheels for the shift using the positively sloped friction
coefficient are presented in Fig. 10. This plot demon-
F =f W (30)
roll r strates the change in the gearset ratios over the gearshift.
The fixed gear, torque, and inertia phases are shown on
where f is the coefficient of rolling resistance and W is
r the plot. The C3 clutch drum and the reverse sun gear
the vehicle weight.
are stationary until the start of the inertia phase. At the
For the drag force
end of the inertia phase the gearset ratios are 1:1.
rv2 c A The dynamically calculated external torques are pre-
F = veh D (31) sented in Fig. 11. Additionally, this figure shows the
drag 2
actual torque in the reverse sun gear shaft to be used for
where r is the density of air, C is the aerodynamic drag comparison with the B1 band torque. Both these torques
D are shown as absolute values. The B1 band torque is
coefficient, v is the vehicle’s velocity, and A the frontal
veh the maximum available, not the actual holding torque
area of the vehicle.
The two forces, equations (30) and (31), are combined (i.e. while the absolute value of the reverse sun gear shaft
for total vehicle resistance torque torque is less than absolute value of the B1 band torque,
the B1 band torque is equal to the shaft torque and is
T =r (F +F ) (32)
v w roll drag
All four external torques are dependent on some
dynamic parameter: turbine speed for the turbine torque,
clutch plate relative velocity for the clutch torque, band
slip speed for the band torque, and vehicle speed for the
vehicle torque. The simulations have been performed
using two different clutch dynamic friction character-
istics. One is positively sloped and was obtained from
the transmission manufacturer, the other is negatively
sloped and was assumed. The friction curves are presented
in Fig. 9. For the positively sloped curve coefficient the
static coefficient value is 0.118, for the negative sloped Fig. 10 Angular velocity of gearset components during the
friction curve the static coefficient value is 0.15. 2–3 upshift transient simulation

D01004 © IMechE 2004 Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1440 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN
Fig. 11 Torque profiles during the 2–3 upshift transient
simulation
the holding torque). When the shaft torque becomes
greater in magnitude than the B1 band torque, the band
starts to slip, this is the start of the inertia phase
and occurs at approximately 0.69 s. The start of the
clutch engagement is the start of the torque phase, at
about 0.45 s for this shift. The fully engaged clutch deter-
mines the end of the inertia phase. The clutch torque is
shown up to fully engaged, at approximately 1.22 s.
The angular displacements of all components of
the powertrain system are presented in Fig. 12. These
displacements are relative to the gearset component to
which they are directly coupled to (i.e. the displacements
of all the gearset coordinates are set to zero and are
used as reference points for the parts of the powertrain
geared to the same ratio). This provides a plot that
best describes the global torsional vibration at low fre-
quencies. The end-to-end relative displacement of the
driveline coordinates in second gear (T=0 s), and third
gear (T=2 s), due to the rigid body mode twist can be
seen easily from the figure to be less in third gear, which,
with the lower effective inertia, is expected. This displace-
ment reduces over the overall upshift, and correlates with
the expected drop and rise in the transmission output
torque over the torque and inertia phases of the shift.
Similarly, the change in torque on the components of
the gearset can be visualized from the plot. For example,
the rising relative displacement between the C1 clutch
Fig. 12 Relative angular displacement during the 2–3 upshift
transient simulation
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
hub and the carrier over the torque and inertia phases
translates to rising torque applied on the carrier.
Oscillation in the displacements can be seen during
clutch power on, band slip, and post-clutch engagement.
Large drivetrain oscillations at the damped shuffle mode
frequency of 10.3 Hz (3rd gear) can be seen post-clutch
engagement, this translates into longitudinal vibration
of the vehicle that could be felt in the passenger
compartment.
To assess whether clutch engagement vibrations
occurred due to judder from poor friction characteristics,
the simulation was rerun using the generated negatively
sloped friction coefficient. The maximum time step was
set at 0.00005 s. In this simulation, the damping was
removed from the system so as not to offset judder
instability. The accelerations of the clutch drum and C1
clutch hub during the torque and inertia phases of the
shift are presented in Fig. 13; also provided in the figure
for comparision is the result for the simulation using
the positively sloped friction coefficient, with damping
removed from the system. Note that the band slip and
clutch engagement points are different using the negative
friction coefficient curve, the band slip point; the com-
mencement of the inertia phase, is made obvious in the
C1 clutch hub plot by the start of the pronounced low
frequency oscillation. In the torque phase, where the fre-
quencies of oscillation are constant, the clutch drum
oscillates mainly at 195 Hz and the C1 clutch hub at
117 Hz and 195 Hz; this is expected from free vibration
analysis. The frequencies of these modes change at least
10 per cent during the inertia phase, and the modes
change significantly on clutch engagement. From the
results it can be clearly seen that the negative friction
coefficient curve generated instability at both these fre-
quency ranges, with the response growing over the shift.
The band slip triggers response at a low frequency,
around 14 Hz, note that this frequency is not constant.
The damping effect of the positive friction curve on all
oscillations can be clearly seen in the response for that
simulation. It can thus be seen that the negative friction
curve induces judder, while the positive friction curve
dampens oscillations. That the natural frequency analysis
and simulations demonstrated that the clutch com-
ponents oscillate at 195 Hz is quite significant. The trans-
mission manufacturer has measured squawk (vibration
at around 200 Hz) towards the end of these gear shifts
with accelerometers mounted on the transmission case.
It can be seen that this squawk is being induced from
the application of apply torque, while instablity due to
clutch judder provides further excitation to this mode.
To assess whether clutch engagement vibrations
occurred due to oscillations in clutch apply pressure,
the simulation was rerun using both friction coefficient
curves and with the clutch apply pressure, oscillated con-
stantly at frequencies of 20, 40, 60, 80 and 200 Hz at
an amplitude of 2.5 per cent of the actual pressure.
Damping was used in the simulations as in [20]. The
D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP 1441

Fig. 13 Clutch drum and C1 clutch hub angular accelerations with positive and negative clutch friction
characteristics

maximum time step was set at 0.00025 s. For all simu-
lations, there was a large response at the C1 clutch hub
close to the frequency of the pressure oscillations. A
large response in the drivetrain was found for the simu-
lation with pressure oscillations at 20 Hz, proximus to
the natural frequencies with modes most affecting the
drivetrain. The largest response at the C1 clutch hub
was for the simulation at 80 Hz, the closest used to the
natural frequency, 117 Hz (2nd gear) for the local mode
vibrating the C1 clutch hub. The result for this simu-
lation for both friction coefficient curves is presented in
Fig. 14. In the torque phase the growth in response due
to pressure fluctuation is pronounced, it is also evident
in the inertia phase. The result for simulation with the
positive clutch friction characteristics is more damped
than that of the negative characteristics, as expected.
Simulations were run with the oscillation set at 117 Hz,
however, the response was too large for the solver to
find the solution over the whole shift. It is evident that
apply pressure oscillation in clutch engagements has a
large effect on vibration in this automatic transmission
powertrain during 2–3 upshifts.
Oscillations in the hydraulic system for automatic
transmissions are not likely to have a consistent ampli-
tude at some prescribed values as in the previous
simulation. Thus, simulations were run with a transient
oscillation added to the clutch pressure, similar to that
found in traces from pressure taps in manufacturer test-
ing. The oscillation grows and decays over 0.25 s at
80 Hz and was set at an amplitude of 200 kPa. Figure 15
provides a plot of the clutch pressure with the added
transient oscillation. Relative displacement plots, like
that in Fig. 12, are used to compare the results during
the torque and inertia phase of the shift. Figure 16 pro-
vides relative displacement plots for the simulations with
both the positive and negative friction characteristics.
For comparision, the simulation result with no oscillation
added and a negative friction characteristic is provided

Fig. 14 C1 clutch hub angular acceleration with clutch pressure oscillated at 80 Hz

D01004 © IMechE 2004 Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1442 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN
Fig. 15 C1 clutch apply pressure with transient oscillation
added
in Fig. 17. Note that damping was used in these simu-
lations. Looking at Fig. 17, it can be seen that the
response of the C1 clutch hub with the negative friction
coefficient is negligible, with the damping provided in
the system. This shows that without another source of
oscillation, poor friction characteristics do not signifi-
cantly contribute to clutch judder in this system. Looking
at Fig. 16, it can be seen that the response of the C1
clutch hub is large, due to the effect of the transient
oscillations in the clutch apply pressure. For the simu-
lation with the negative friction characteristics, the
reponse is large and the damping in the system is
countered by the instability from the negative damping
effect of the poor friction characteristic. The large
oscillations in the C1 clutch hub started because of
the transient oscillations in the apply pressure and then
kept growing, due to the instability generated from the
poor friction characteristic. For the simulation with the
positive friction characteristic, the response is not as
large, but still very significant; the damping in the system
has the addition of the positive damping effect from the
better friction characteristic. The smoothness of the
response in the driveline for the simulation in this case
is also worth noting and can be attributed to the friction
damping.
Fig. 16 Component relative displacements with transient oscillation added to clutch apply pressure
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
3.3.2 Simulation results for examining stick–slip
Whether the system sticks or slides when the relative
velocity is zero is determined by just two functions, the
shearing torque, T , and the holding torque, T ; how-
INT ST
ever, these functions encompass many parameters, which
can be all modelled at various levels. Parameters used
to determine the shearing torque include system inertias,
stiffness and damping, externally applied torques, and
any self-excitation in the system, such as friction-related
instability from clutch judder. Parameters used to deter-
mine the holding torque include clutch geometry, the
apply pressure profile and fluctuations, and the static
friction coefficient. Simulations have been performed to
investigate the influence of the following:
1. Clutch judder approaching engagement.
2. Apply pressure oscillations.
3. Turbine torque oscillations.
4. Apply pressure ramps.
The simulations include damping in the system, as in
[20]. A maximum time step is set at 0.00005 s and
reduced to 0.00001 s in the time period where stick–slip
may or does occur. The program was modified so as to
record the acceleration on each successful time step for
use with the stick–slip algorithm in the following time
step. The tolerance for zero relative velocity was set at
0.01.
No stick–slip occurred in simulations using the positive
sloped friction curve, with no oscillations added to clutch
apply pressure or to the turbine torque (results of Figs
10, 11, and 12). Figure 18 presents a plot showing the
clutch sliding torque, T , during the torque and inertia
S
phases (sliding), the holding torque, T , and shearing
ST
torque, T , in third gear (stichon), and the relative
INT
velocity between the clutch driving and driven plates
(coordinates 2 and 3). It is clear from the plot that after
the clutch engages, the shearing torque does not at any
time exceed the holding torque, so the clutch does not
slip again. In this plot the apply pressure ramp at 1.28 s
can be seen in the holding torque. Due to this pressure
ramp it is unlikely stick–slip will occur in this system, as
the clutch engages at a time during the shift proximus
D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP
Fig. 17 Component relative displacements with no oscillation
added to clutch apply pressure
to the ramp. A simulation was run using the negatively
sloped friction coefficient; as mentioned earlier the effect
of judder when damping is included in the system is
negligible, thus, alone, judder did not heighten the chance
of stick–slip. For this negative friction curve the engage-
ment point is about 0.05 s later, during the pressure
ramp. In this simulation no stick–slip occurred. A
graphic for this simulation is not shown. Simulations
were run using the positive and negative friction curve
characteristics with the added transient apply pressure
oscillation shown in Fig. 15. For the positively sloped
friction curve, the response as shown in Fig. 18 is not
large by the time the engagement point is reached, so as
can be expected the simulation exhibited no stick–slip.
For the negative sloped friction curve the response was
significant; however, the engagement point is, during
the apply pressure ramp, at 1.29 s, therefore, increased
holding torque prevented the occurrence of stick–slip.
Graphics for these simulations are not shown.
It must be noted that the apply pressure profile has
been refined after extensive testing by the transmission
manufacturer. As mentioned, the pressure ramp at 1.28 s
all but eliminates the chance of stick–slip occurring for
Fig. 18 Numerical simulation result for stick–slip with positive sloped friction curve
D01004 © IMechE 2004
1443
these full-throttle shifts. To further illustrate this, simu-
lations were performed with the pressure profile modified
so as to have the ramp occur 0.3 s later at 1.58 s. To
promote oscillations prior to engagement, the simulation
was run with the negatively sloped friction curve and the
added transient oscillations to the apply pressure, as
shown in Fig. 15. Figure 19 presents a large plot showing
the clutch sliding torque, T , during the torque and
S
inertia phases (sliding), the holding torque, T , and
ST
shearing torque, T , in third gear (stichon), and the
INT
relative velocity between the clutch driving and driven
plates (coordinates 2 and 3). Also with the large plot is
a small plot, which is zoomed in around the region of
clutch engagement. From the plots, the large oscillations
in the system can be seen in the relative velocity between
the driving and driven halves of the clutch (coordinates
2 and 3). At 1.291 s the clutch plates engage; the relative
velocity is zero and the shearing torque, T , is less than
INT
the holding torque, T . At 1.294 s the shearing torque
ST
exceeds the holding torque and the clutch slips again.
Finally, at 1.297 s the clutch plates re-engage, this time
the shearing torque does not again exceed the holding
torque, so the stichon condition remains thereafter.
From this result it can be seen that due to oscillations
prior to clutch engagement stick–slip may occur. In this
case that the pressure ramp came 0.3 s later did make a
difference to the result, as the initial clutch engagement
occurred at 1.29 s, 0.01 s after the time for the unmodified
ramp. While the negative friction coefficient combined
with the transient pressure oscillation is inducing a large
response in the system, it also has a high static friction
coefficient (0.15), thus with this particular friction profile
the holding torque is high.
The holding torque is lower using the positively sloped
friction coefficient as the static coefficient is 0.118. As
shown, however, the positive friction characteristics in
the slipping clutch dampens vibrations significantly,
thus the oscillations in internal torque after engagement
for the simulations presented are not significant enough
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1444 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN

Fig. 19 Numerical simulation result for stick–slip with negative sloped friction curve, apply pressure
oscillation and modified apply pressure profile

to cause the engaged clutch to slip again. Yet in these
simulations not all possible sources of excitation have
been included. Excitation can occur due to the engine
combustion process, gear backlash, tyre slip, universal
joint rotation, and other imbalances. To provide an
example, the simulation was rerun using the positive
friction characteristic, the added transient oscillations to
clutch apply pressure, as shown in Fig. 15, and an added
oscillation to the turbine input torque with amplitude of
10 per cent of the torque and a frequency at the turbines
rotating speed. The modified pressure profile was used,
so the initial engagement occurred well before the
apply pressure ramp. Figure 20 shows the results of the
simulation. In the simulation, stick–slip did not occur,
however, it is quite clear from the plot that at 1.32 s the
internal torque was very close to exceeding the holding
torque. In this situation the occurrence of stick–slip is
likely with any additional excitation. Difficulties occur
for the numerical solution in the case of stick–slip with
this particular friction curve is as it is so steep in the
positive; when the system slips again the sliding torque
is immediately much larger than the holding torque,
which only just at that time step has been exceeded
by the shear torque, thus the slipping is reversed very

Fig. 20 Numerical simulation result for stick–slip with positively sloped friction curve, apply pressure
oscillation, modified apply pressure profile, and turbine torque oscillations

Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering D01004 © IMechE 2004
 CLUTCH ENGAGEMENT JUDDER AND STICK–SLIP
quickly, but again the internal torque is too high for the
system to hold, repeating the cycle until the shearing
torque has relaxed. The occurrence of stick–slip should
be dependent on the steepness of the shearing torque at
slip, compared to the steepness of the slope of the sliding
friction coefficient at low sliding speeds.
4 DISCUSSION: MODELLING STICK–SLIP
The validity of any simulation trying to model stick–slip
is questionable as we don’t know if the friction curve
found from testing is really accurate and thus whether
this part of the numerical simulation is valid. This is a
major issue in this research: a significant limiter of
quantitative analysis. Thus, simulations of the stick–slip
phenomena can only be qualitative and used for deter-
mining probable causes and then using this knowledge in
design. This is as friction curves used in simulations are
determined from experimental data and are not necessarily
accurate [12, 13, 15, 19] and even if so, the friction
characteristics change over time as the material is worn
and the ATF degraded [19]. The damping in the system
is difficult to determine. For the torque converter and
tyres, the two main dampers, damping is non-linear and
dependent on many parameters. In the region close to
stichon the friction coefficient is very difficult to measure
and in this region knowing it accurately is very important
to the result. It can be seen from the simulations that
oscillations in the system increase the likelihood of stick–
slip, where the shearing torque is affected by these
oscillations; this is in line with the findings in [8] that
simulations with the largest torsional oscillations prior
to engagement exhibited the most stick–slip. In vehicle
powertrains, some possible sources are apply pressure
oscillation, engine combustion, gear backlash, tyre slip,
universal joint rotation, and other imbalances, combined
with system instability; due to poor friction charac-
teristics these oscillations will be larger. If the clutch
engagement is proximus to a ramp in apply pressure
then stick–slip is less likely, as the holding torque is
dramatically increased due to the pressure ramp. Thus,
in design of the hydraulic system this is a priority. For
the complex system, the methodology given in this
paper has only been applied to one gear shift at one
throttle setting, however, the numerical simulations
could be easily adapted for other gear shifts and run at
different throttle settings, given necessary input torque
and hydraulic pressure data. The simulations could be
further developed to include a model of the hydraulic
system, a dynamic torque converter model and non-
linear elements governing gear backlash, tyre slip, etc.
Five- and six-speed transmission systems could be investi-
gated using gearset matrix elements, derived in similar
fashion to that in [20]. The same stick–slip algorithm
and method could be adapted to other systems with
sliding contact surfaces between two dynamic bodies.
D01004 © IMechE 2004
1445
5 CONCLUSIONS
A 4DOF torsional system and a more complex system,
including an automatic transmission, differential gear-
ing, and driveline, were used to model clutch engage-
ment in vehicle powertrains. For the 4DOF system, the
methodology was comprehensively detailed and demon-
strated, laying the groundwork for the more complex
system.
Stability analysis was performed and for both systems
showed that if the friction coefficient characteristics were
flat, no damping would be present in the system due
to engagement. If the characteristic were positive, then
positive damping would be present in the system. If the
characteristic were negative, then ‘negative’ damping or
instability would be present in the system. For the auto-
matic transmission system, it was shown that viscous
damping reduced the effect of the instability from the
negative characteristics to a negligible response. The
results of numerical simulations of clutch engagements
demonstrated that clutch engagement judder is associ-
ated with the negatively sloped friction characteristics.
This is consistent with the research and analysis
presented in [1, 2, 7–9, 18, 19].
For the automatic transmission system, the effect of
oscillations in the clutch applied pressure was examined
numerically. It was found that such oscillations can have
a large effect on the oscillatory response of the power-
train spring mass system. This response was damped
significantly in simulations using positive clutch friction
characteristics. For simulations using negative character-
istics, instability or the ‘negative damping’ effect of the
friction combined with the effect of the apply pressure
oscillations to produce a significant unstable response.
A stick–slip algorithm was developed for the clutch
engagement, the algorithm required numerical solutions
with a fine time step to allow the use of the previous
time steps acceleration data to solve for the shearing
torque between two masses in contact. The occurrence
of slip from the stichon state was found to be dependent
on two broad parameters, the holding torque, which is
dependent on clutch pressure, static friction, and clutch
geometry, and the shearing torque, which is dependent
on the system dynamics. Subparameters, which the hold-
ing torque and shearing torque are dependent on, were
varied to determine whether they increased the likeli-
hood of the system to stick and slip on clutch engage-
ment. For the simple system, nominal fluctuations of
apply pressure, the occurrence of judder prior to engage-
ment from negative friction characteristics, and nominal
external torque fluctuations all were found to increase
the likelihood of stick–slip. This is comparable with
the findings in [8], which were that simulations with the
highest amplitude of oscillation before engagement were
the most likely to develop stick–slip. Increasing the
static coefficient of friction was found to decrease the
likelihood of stick–slip.
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering
1446 A CROWTHER, N ZHANG, D K LIU AND J K JEYAKUMARAN
From the simulations for the automatic transmission
system, it has been determined that stick–slip in clutch
engagements is possible in 2–3 upshifts for this particular
automatic transmission and driveline. This is even
though in these particular simulations it was not shown
to occur readily. Torsional vibration in the system
from apply pressure oscillation, engine combustion, gear
backlash, tyre slip, universal joint rotation, and other
imbalances, combined with system instability, due to
poor friction characteristic, increased the likelihood of
stick–slip. All these sources of vibration could be
modelled in more detail.
Simulations of the stick–slip phenomena can only be
qualitative and used for determining probable causes
and then using this knowledge in design. The main
reason is that friction curves used in simulations are deter-
mined from experimental data and are not necessarily
accurate. The transmission manufacturer has measured
squawk at around 200 Hz towards the end of clutch
engagement on 2–3 shifts. This high frequency excitation
may be induced from clutch applied pressure and clutch
judder further excites the system. Stick–slip and other
sources of torsional vibration may excite these modes
and also contribute to squawk. A testing program
is underway to verify the model and further findings
through both simulation and testing will be presented
shortly. Details of the test rig and testing program are
provided in [23].
ACKNOWLEDGEMENTS
Financial support for this research was provided
jointly by the Australian Research Council (Grant No.
C00107787), the University of Technology, Sydney, and
Ion Automotive Systems, Australia.
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D01004 © IMechE 2004