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Abstract
In order to improve the hydraulic efficiency, modern automatic transmissions tend to apply electric oil pump in their
hydraulic system. The electric oil pump can support the mechanical oil pump for cooling, lubrication, and maintaining the
line pressure at low engine speeds. In addition, the start–stop function can be realized by means of the electric oil pump;
thus, the fuel consumption can be further reduced. This article proposes a method of applying two-pump system (one
electric oil pump and one mechanical oil pump) in automatic transmissions based on the forward driving simulation. A
mathematical model for calculating the transmission power loss is developed. The power loss transfers to heat which
requires oil flow for cooling and lubrication. A leakage model is developed to calculate the leakage of the hydraulic sys-
tem. In order to satisfy the flow requirement, a flow-based control strategy for the electric oil pump is developed.
Simulation results of different driving cycles show that there is a best combination of the size of electric oil pump and
the size of mechanical oil pump with respect to the optimal energy conservation. Besides, the two-pump system can also
satisfy the requirement of the start–stop function. This research is extremely valuable for the forward design of a two-
pump system in automatic transmissions with respect to energy conservation and start–stop function.
Keywords
Automatic transmission, electric oil pump, mechanical oil pump, two-pump system, forward driving simulation, energy
conservation
Introduction MOP and use an electric oil pump (EOP). The oil flow
of EOP can be controlled to improve the pump effi-
Conventional automatic transmissions have bigger ciency. In addition, EOP can help to realize the start–
power loss than manual transmissions. Manufactures stop function which can further improve the vehicle
of automatic transmissions have been trying to solve fuel economy.
this problem using high-efficiency components or new
structure design with less drag torque.1–6 One big part 1
Department of Mechanical Engineering, Ruhr University Bochum,
of power loss comes from the mechanical oil pump Bochum, Germany
(MOP). In order to ensure that the mechanical system 2
School of Transportation Science and Engineering, Beihang University,
has sufficient lubrication and cooling at low engine Beijing, China
speeds, the displacement volume of MOP is usually
Corresponding author:
designed big. However, it causes excessive oil flow and Yanfang Liu, School of Transportation Science and Engineering, Beihang
big power loss at high engine speeds. Therefore, mod- University, Beijing 100191, China.
ern automatic transmissions tend to reduce the size of Email: liuyf@buaa.edu.cn
Creative Commons CC-BY: This article is distributed under the terms of the Creative Commons Attribution 3.0 License
(http://www.creativecommons.org/licenses/by/3.0/) which permits any use, reproduction and distribution of the work without
further permission provided the original work is attributed as specified on the SAGE and Open Access pages (http://www.uk.sagepub.com/aboutus/
openaccess.htm).
2 Advances in Mechanical Engineering
In recent years, many new automatic transmissions the leakage of the hydraulic system. The flow require-
start applying EOP in their hydraulic system.7–10 The ment can be calculated by these two models for the
EOP is designed for the start–stop function. two-pump system in the forward driving simulation. A
Meanwhile, it is used to support the line pressure and flow-based control strategy for the EOP is developed.
supplement the oil flow for lubrication and cooling at Different combinations of MOP and EOP result in dif-
low engine speeds. A two-pump system with two EOPs ferent energy consumptions. They are investigated
is designed to improve the efficiency and performance through the simulation of various driving cycles.
of a six-speed automatic transmission.11 Some control Results show that there is a best combination for the
algorithms are developed for the EOP control of a two- two-pump system with respect to energy conservation.
pump system.12–14 They try to reduce the energy con- The start–stop function also has a requirement for the
sumption of the two-pump system. High-efficiency two-pump system. Finally, the prototype is tested on
EOP and MOP have also been developed and applied the vehicle. It is proved that the developed two-pump
in automatic transmissions.15,16 Ahlawat et al.17 ana- system and the flow-based control strategy can satisfy
lyzed the effect of different pumps on fuel economy of the flow requirement of the eight-speed automatic
a dual-clutch transmission vehicle. Through modeling transmission.
and simulation, it is suggested to apply a two-pump
system (one EOP and one MOP) in this dual-clutch
transmission. Power loss model
Some of the above studies integrate the EOP into the
The power loss of an automatic transmission includes
existing transmission structure. Some try to reduce the
mechanical loss (gear, bearing, seal, shifting loss, and
energy consumption by optimizing the control algo-
drag torque loss of the open shifting elements), hydrau-
rithms or the design of the pumps. However, these stud-
lic loss (torque converter and MOP), and electric loss
ies do not involve the way to determine the size of EOP
(electric power demand for the solenoids, sensors,
and MOP for optimal energy conservation. The best
transmission control unit, and EOP). The power loss
combination of the size of EOP and the size of MOP
transfers to heat which must be dissipated by the trans-
with respect to energy conservation is usually difficult
mission housing and the oil. The necessary oil flow for
for engineers to figure out.
cooling is at the expense of the hydraulic loss (from
This article develops a method to deal with this issue
MOP and EOP) and the electric loss (from EOP). In
using an eight-speed automatic transmission in mass
this section, the power loss of the eight-speed automatic
production as studying object.18,19 Figure 1 shows its
transmission is calculated. Then, the necessary oil flow
two-dimensional structure. A detailed mathematical
for cooling can be known based on the calculated
model is developed to calculate the power loss of the
power loss.
transmission. A leakage model is developed to calculate
C3 C1
B1
C4
3 6 4 5
1
in
10
PG3 7
8
2
final
drive 9
11
PG2 C2
Table 1. Shifting logic of the eight-speed automatic plate, ri is the inner radius of the friction plate, m is the
transmission. oil dynamic viscosity, nu is the oil angular shear velo-
city, v is the relative angular speed difference, h is the
Gear Engaged shifting elements
oil film thickness, and z is the unit interval of the plate
B1 C1 C2 C3 C4 gap.
Owing to the increasing relative speed, the centrifu-
Reverse
gal force overcomes the shear force and begins to drain
1
2 the oil from the gap in region 2. The laminar flow
3 breaks up, and the air is mixed in the gap. Therefore,
4 the drag torque begins to descend. In region 3, the oil is
5 completely drained by the increasing centrifugal force,
6
and the drag torque drops to a negligible level. When
7
8 the relative speed continues increasing and enters into
region 4, the wobbling of the plates will cause the
mechanical contact; thus, the drag torque loss increases
again. However, region 4 is avoided in the design of the
eight-speed automatic transmission. The drag torque is
Rigion 1 Rigion 2 Rigion 3 Rigion 4
always calculated based on equation (11) even in region
2 and region 3. This can provide a safety factor for the
calculation of the oil flow requirement. The power loss
of the open shifting element is, thus, calculated accord-
ing to equation (12)
Drag torque
Figure 3. Power loss of the eight-speed automatic transmission in different gears at 90 °C.
where pline is the hydraulic line pressure, qpump is the Shifting loss
oil flow provided by the pump, and hpump is the pump All shifts of this eight-speed automatic transmission are
efficiency. For the MOP, this efficiency includes the clutch-to-clutch shifts. For the engaging and disenga-
volumetric efficiency and the mechanical efficiency. ging shifting elements, there is a pressure-controlled
For the EOP, this efficiency also includes the electric slipping process during the gear shifting. There are
efficiency. four basic shifting types in automatic transmissions,
All the above losses are torque or speed dependent. namely power-on upshift, power-on downshift, power-
The sum of them of different gears at 90 °C is shown in off upshift, and power-off downshift. Their differences
Figure 3. It can be seen that there exists big power loss
and control logic are explained in detail in Dong et
at the first gear and the reverse gear because the torque al.24 In the shifting process of power-on upshift and
converter works under the hydraulic condition. The power-off downshift, most of the power loss occurs at
normal operating temperature of the automatic trans-
the on-coming shifting element. On the other hand, in
mission fluid (ATF) is from 80 °C to 120 °C. When the the shifting process of power-on downshift and power-
temperature drops, the loss will increase because the off upshift, most of the power loss occurs at the off-
viscosity of the ATF becomes bigger. However, there is going shifting element. The power loss of the actuated
still one big loss not shown in Figure 3. This loss occurs shifting element is calculated by equation (15)
not in a specific gear but in the shifting process. It is
the shifting loss which is caused by the friction slip of Ploss shift = md ðpSE pkiss Þ A r N signðDvÞ Dv
the shifting elements.
ð15Þ
6 Advances in Mechanical Engineering
150
Vehicle speed Oil flow control valve
Driving pedal position
Vehicle speed [km/h]
Pedal position
100 0.4
50 0.2
0 0
110 130 150 170 190
Cooling
Time [s]
5
leakages. The leakage oil flow must be compensated by
Gear
QL
l
d1
d2
(a) (b)
Figure 6. Two types of leakage in the hydraulic system (a) Leakage of the eccentric ring gap and (b) leakage of the orifice.
with the line pressure and the control pressure of the Phou sin g = k Aca ðToil T‘ Þ ð21Þ
hydraulic system. When the pressure difference Dp
where k is the heat coefficient which includes the inter-
becomes greater, the ring gap leakage and the orifice
nal heat transfer between oil and housing, the heat con-
leakage will increase. The line pressure is controlled
duction through the housing wall, and the external heat
according to the engine torque in the actual driving.
that dissipates to the environment. The calculation of
But in the leakage calculation, it is always assumed to
this coefficient is described detailedly in ISO/TR
be the maximum value to ensure that the calculated oil
14179-2:2001.22Aca is the area of the housing, Toil is the
flow requirement is sufficient.
temperature of the ATF, and TN is the ambient
In summary, the total flow requirement for the leak-
temperature.
age is calculated by equation (18)
The maximum oil flow for the lubrication and cool-
X X ing system is limited to 25 L/min by an oil flow control
QLeakage = QL1 + QL2 ð18Þ
valve (OF_CV) in Figure 5. The reason is that the oil
flow increases along with the engine speed. The pres-
Flow-based control strategy for the EOP sure and the oil flow will become very large at high
engine speed without this limitation. Therefore, the
In order to replace the big MOP with a two-pump sys- flow requirement for the necessary cooling oil is limited
tem (one EOP and one MOP), a flow-based control to maximum 25 L/min by the OF_CV valve.
strategy is developed. This flow-based control strategy The total flow requirement should also consider the
just makes use of the information of the calculated flow leakage mentioned in section ‘‘Leakage model.’’ Hence,
requirement. No more additional energy is required for the total flow calculation is expressed by equation (22)
the EOP on the condition that the flow from MOP is
sufficient for the transmission. Hence, this control Qtotal = max QTC , Qline , Qcooling + QLeakage ð22Þ
strategy can reduce the load of the EOP to a maximum
extent. First, based on the power loss model, the where QTC is the minimum flow requirement of the
required oil flow for the cooling and lubrication is cal- hydraulic torque converter and Qline is the minimum
culated by equation (19) flow demand for maintaining the hydraulic line pres-
sure. Since the MOP is connected to the pump of the
L Ptotal loss Phou sin g torque converter, the oil flow provided by the MOP
Qcooling = min 25 , ð19Þ depends on the engine speed. The necessary flow
min cATF rATF DT
required from EOP is obtained by subtracting this oil
where Ptotal_loss is the total heat loss generated, Phousing flow from the total flow requirement. Then, the speed
is the heat dissipated through the housing, cATF is the of the EOP can be controlled according to equation
heat capacity of the ATF, and DT is the permissible (23)
temperature increase in the ATF. In equation (19), the
total heat loss generated is defined as QEOP Qtotal QMOP
nEOP = =
X X VEOP hEOP vol VEOP hEOP vol
ð23Þ
Ptotal loss = Ploss gear + Ploss bearing Qtotal npump VMOP hMOP vol
X X =
+ Ploss seal + Ploss drag ð20Þ VEOP hEOP vol
X
+ Ploss shift + Ploss TC + Ploss pump where QEOP and QMOP are the oil flows from the EOP
and MOP, respectively; VEOP and VMOP are the displa-
The heat dissipated through the housing is calculated cement volumes of the EOP and MOP, respectively;
by equation (21) hEOP_vol and hMOP_vol are the volumetric efficiencies of
8 Advances in Mechanical Engineering
20
Only one Best solution
EOP for most cycles
500
10
0 − 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
0 20 40 60
Displacement of MOP [mL]
Time [s]
Total flow requirement Figure 8. Energy consumption with different combinations of
Flow of MOP MOP and EOP in different driving cycles.
Necessary flow of EOP
Oil flow of EOP with smoothing
which increases the electric load of the vehicle. The total
energy consumption thus will not be improved. On the
Figure 7. Simulation results of the oil flow in a simple driving
contrary, a big MOP can reduce the electric load of the
cycle.
EOP, but it consumes a lot of energy with the engine
speed increasing. Therefore, a best combination of EOP
the EOP and MOP, respectively; and hpump is the rota- and MOP needs to be investigated with respect to the
tion speed of the MOP. reduction in the total energy consumption.
This flow-based control strategy is verified through The total energy consumption of EOP and MOP is
the forward driving simulation. For a given displace- expressed by equation (24)
ment of the MOP, Figure 7 shows the simulation results
of the total flow requirement, the oil flow provided by Rt2
Etotal = ðPEOP + PMOP Þ t dt
the MOP, and the necessary flow from the EOP in a t1
ð24Þ
driving simulation. It can be seen that the EOP provides Rt2 pline ðtÞQEOP ðtÞ
necessary oil flow when the MOP cannot satisfy the = hEOP + pline ðthÞQMOP ðtÞ t dt
MOP
t1
total flow requirement. When the MOP can satisfy the
system flow requirement alone, the EOP is switched off. where PEOP and PMOP are the power demands of EOP
However, the fluctuation of the EOP flow require- and MOP, respectively, and hEOP and hMOP are the
ment will make the target control speed of the EOP total efficiency of EOP and MOP, respectively.
oscillate when applying this control strategy in the First, different sizes of MOP are selected in the simu-
actual vehicle driving. Especially when shift occurs, the lation. According to the flow-based control strategy,
oil flow requirement will increase dramatically. The the insufficient oil flow will be supplied by the EOP;
rotation speed of EOP cannot react quickly enough to thus, its power depends on the displacement of the
follow the system flow requirement. In reality, the heat selected MOP. Figure 8 shows the simulation results of
generated in such a short time is dissipated gradually. energy consumption with different combinations of
Hence a first-order time delay function is applied here EOP and MOP in different driving cycles. Because each
to make the EOP speed change steadily. As shown in driving cycle has a different driving distance and speed-
Figure 7, this function helps to smooth the peak points time profile, the total energy consumption for a specific
of the oil flow in actual application. displacement of MOP varies in different driving cycles.
This flow-based control strategy can help us to select However, there is a minimum energy consumption
the most economical combination of MOP and EOP point in each curve. It can be seen in the US race cycle
through the forward driving simulation. For a two- that the minimum point appears at the 4-mL displace-
pump system, when a small size of MOP is selected, the ment of MOP. In other cycles, the minimum energy
energy loss of the MOP especially at high engine speed consumption point locates at the 7-mL displacement of
will be reduced. However, for the compensation for the MOP. The reason is that compared with other cycles,
oil flow at low engine speed, a big EOP must be the US race cycle has a higher acceleration and driving
selected. Besides, the EOP needs to work for a long time speed. The engine normally runs in the high speed
Dong et al. 9
100%
80%
60%
40%
20%
0%
US-city cycle US-highway cycle US-race cycle NEDC cycle
Only one MOP Only one EOP A 7ml displacement of MOP together with an EOP
400
330
300
Power [W]
200
100
0
0 250 500 750 1000 1250
Time [s]
150 100
EOP 90
Oil temperature [ ̊С ]
Vehicle speed [km/h]
100 80
70
50 60
50
0 40
0 400 800 1200
Time [s]
Equivalent vehicle speed
Oil temperature
Conclusion
Figure 12. Test vehicle.
A power loss model of an eight-speed automatic trans-
mission is developed to calculate all power losses
vehicle. Figure 12 shows the test vehicle equipped with depending on the engine torque and speed. Based on
the prototype. The test data are timely read by the the power loss model, the required oil flow for cooling
computer through the calibration software CANape. and lubrication is timely calculated in the driving simu-
Figure 13 depicts the measured oil temperature in lation. Together with the compensation of the oil
the NEDC. The ATF temperature rises because of high flow for leakage, the total flow requirement for the
accelerations and frequent shifts. However, the two- two-pump system is determined. A flow-based control
pump system supplies sufficient oil flow for cooling and strategy is applied for the EOP control. The driving
lubrication under the flow-based control strategy. The simulation results show that a two-pump system is bet-
oil temperature can be maintained at a normal level ter than only one EOP or only one MOP with respect
between 80 °C and 90 °C during driving. In addition, to energy conservation. A best combination for the size
the durability test on the test rig (Figure 14) has also of MOP and EOP can be found through the driving
proved that no parts fail due to the heat stress. This simulation. This best combination can not only reduce
two-pump system and the flow-based control strategy the energy loss but also satisfy the power demand of
can satisfy the oil flow requirement. the start–stop function. Test results verified that the
Dong et al. 11
two-pump system can supply enough oil flow for the 11. Hwang J, Jo S, Wi T, et al. Development of two oil
eight-speed automatic transmission. This method can pumping system for automatic transmission. SAE techni-
be applied for the forward design of a two-pump sys- cal paper 2014-01-1766, 2014.
tem in automatic transmissions. It proves that a good 12. Kim Y, Lee J, Jo C, et al. Development and control of
combination of MOP and EOP can also improve the an electric oil pump for automatic transmission-based
energy conservation of automatic transmissions, and hybrid electric vehicle. IEEE Trans Veh Technol 2011; 60:
1981–1989.
this combination can be found through the developed
13. Kim Y, Song M, Kim J, et al. Power-based control of an
method. electric oil pump for an automatic-transmission-based
hybrid electric vehicle. Proc IME D: J Automobile Eng
Declaration of conflicting interests 2012; 226: 1088–1099.
14. Song M, Oh J, Kim J, et al. Development of an electric
The authors declare that there is no conflict of interests
oil pump control algorithm for an automatic-transmis-
regarding the publication of this article.
sion-based hybrid electric vehicle considering the gear
shift characteristics. Proc IME D: J Automobile Eng 2014;
Funding 228: 21–36.
This work was supported by the National Science Foundation 15. Miyachi E, Ishiguro M and Mizumoto K. Development
of China (grant no. 51105017) and the National Science and of electric oil pump. SAE technical paper 2006-01-1595,
Technology Support Program of China (grant no. 2006.
2011BAG11B00). 16. Toyoda F, Kobayashi Y, Miura Y, et al. Development of
variable discharge oil pump. SAE technical paper
2008-01-0087, 2008.
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