43rd IEEE Conference on Decision and Control WeA09.

6
December 14-17, 2004
Atlantis, Paradise Island, Bahamas

Speed Control for Automated Manual

Transmission with Dry Clutch
Luigi Glielmo∗ , Luigi Iannelli† , Vladimiro Vacca∗ , Francesco Vasca∗
∗ Dipartimento di Ingegneria, Università degli Studi del Sannio, Piazza Roma, 21 - 82100 Benevento, Italy.
Email:{glielmo,vacca,vasca}@unisannio.it
† Dipartimento di Informatica e Sistemistica, Università degli Studi di Napoli Federico II,

via Claudio, 21 - 80125 Napoli, Italy. Email: luiannel@unina.it

Abstract— Automated Manual Transmissions (AMTs) with
dry clutches are becoming more and more used as an improv-
ing add-on solution on classical manual transmission systems
and as a reconfiguration element in modern hybrid electric
vehicles. Due to the two possible states of the clutch (engaged
or not) and to the different gear ratios AMTs can be consid-
ered as a particular class of the hybrid systems. The paper
presents a gearshift control strategy for modern AMTs. Models
of the driveline, of an electrohydraulic engagement actuator
and of the dry clutch are detailed and tuned on experimental
data. The controller is designed through a hierarchical ap-
proach by discriminating among five different AMT operating
conditions: engaged, slipping-opening, synchronization, go-to-
slipping and slipping-closing. Three cascaded feedback loops
are designed respectively on speeds, torques and throwout
bearing position. Simulation results on a gasoline 2.4 FIAT
STILO car show the effectiveness of the proposed controller.
I. I NTRODUCTION
The atmospheric pollution generated by internal combus-
tion engines in traditional cars has generated widespread
concern about health hazards in urban areas. This has
stimulated public environmental awareness, leading to many
stringent local or national exhaust emission control reg-
ulations for automotive manufacture. The introduction of
automatic controllers in automotive transmission systems
has been a breakthrough in this direction. Cars with mod-
ern transmission systems exhibit high fuel economy, low
exhaust emission and excellent driveability. Recent reports
on the future automotive market forecast that in 2010
the production of manual transmissions will have fallen
below 50% while the modern automatic transmissions will
have reached 25% of production [1], [2]. Among others,
the Automated Manual Transmissions (AMTs) represent a
promising solution since can be considered as an inexpen-
sive add-on solution on classical (in European and Latin
countries) manual transmission systems. Moreover, AMTs
are extensively used also in racing cars and hybrid electric
vehicles. On the other hand, the driving comfort in the
presence of the AMTs equipped with a single dry clutch
still needs improvements if compared with the driving
comfort achievable with fully automatic transmissions or
with structures with dual clutch systems [3].
In this framework the critical operation is represented
by the gearshift and more specifically by the clutch en-
gagement. In automotive drivelines the goal of the clutch
is to smoothly connect two rotating masses, the flywheel
and the transmission shaft, that rotate at different speeds,
in order to allow the transfer of the torque generated
by the engine to the whole driveline and then to the
wheels. The automation of the clutch engagement must
satisfy different and conflicting objectives: it should at least
obtain the same performance manually achievable by the
driver (short gearshift time and comfort) and improving
performance in terms of emission and facing wear. In spite
of the extensive literature on AMT control [4]-[15] some
problems still need further investigation such as a controller
architecture which can be exploited both during vehicle
launch and in the whole gearshift and it is robust with
respect to clutch aging and uncertainities in the clutch
characteristic. This paper tries to provide a contribution in
this direction by proposing a new controller for gearshift
and clutch engagement in AMTs which exploits dynamic
and static models for driveline, dry clutch and electrohy-
draulic actuator. Models are tuned on experimental data.
The controller is designed through a hierarchical approach
by discriminating among five different AMT operating
conditions: engaged, slipping-opening, synchronization, go-
to-slipping and slipping-closing. Three cascaded feedback
loops are designed respectively on speeds, torques and
throwout bearing position. The simulation results show the
effectiveness of the proposed approach.
II. M ODELLING
A. Driveline
The driveline model must be detailed enough in order to
capture the main dynamics of the system but also simple
enough in order to allow the design of control strategies
which can be simply implemented in commercial electronic
control units. When the engine flywheel and the clutch disk
are in slipping operating conditions, the driveline model can
be written as
Je ω̇e = Te (ωe ) − Tc (xc ) (1)
Jc ω̇c = Tc (xc ) − kcm ∆θcm − βcm (ωc − ωm ) (2)

0-7803-8682-5/04/$20.00 ©2004 IEEE 1709

Jeq (ig , id )ω̇m = kcm ∆θcm + βcm (ωc − ωm ) in (8)-(11), in order to maintain a coherent notation, the

 
1 ωm variable ∆θcw replaces ∆θmw .
− ktw ∆θmw + βtw − ωw The hybrid driveline model presented so far do not consider
ig id ig id
(3) the synchronization phase of the gearshift. In this phase the
  clutch is completely open, the engine flywheel is driven only
ωm
Jw ω̇w = ktw ∆θmw + βtw − ωw − TL (ωw ) by the engine torque and the clutch disk must synchronize
ig id
to the wheel speed reduced by the new gear ratio. Since
(4)
the synchronization phase is much faster than the vehicle
∆θ̇cm = ωc − ωm (5) dynamics, during this phase the wheel speed can be con-
ωm sidered constant, i.e. ω̇w
0, and the driveshaft rigid, i.e.
∆θ̇mw = − ωw (6)
ig id ∆θ̇mw
0. Thus, from (1)-(6) the driveline can be modeled
where J are inertias, ω are speeds, T are torques, θ as follows:
are angles, k are elastic stiffness coefficients, β friction
coefficient, xc is the throwout bearing position and the Je ω̇e = Te (ωe ) (12)
subscripts e, c, m, w indicate engine, clutch, mainshaft and Jc ω̇c = −kcm ∆θcm − βcm (ωc − ωm ) (13)
wheels, respectively. Moreover ig is the gear ratio, id is the Jeq (ig , id )ω̇m = kcm ∆θcm + βcm (ωc − ωm ) − Ts (14)
differential ratio, Jeq (ig , id ) = Jm + i12 (Js1 + Js2 + Ji2t ),
g d ∆θ̇cm = ωc − ωm (15)
the subscripts s and t are used for the synchronizer and the
transmission shaft, respectively, Js1 and Js2 are the inertia
where Ts is the torque applied by the synchronizer to the
of the two disks connected to the synchronizer, TL is the
mainshaft during the synchronization.
load torque. Note that by considering also the presence of
torsional damping springs on the clutch disk, the elastic The parameters of the driveline models have been tuned
stiffness coefficient kcm will depend on the relative angle from experimental data carried out on a FIAT STILO 2.4
between clutch and mainshaft. A possible model of this Gasoline.The signals ωe , ωc , ωw and Te have been acquired
dependence consists of a piece-wise linear function [16]. with a sampling frequency of 100Hz during eight tests in
When the clutch is engaged the engine speed ωe and the which a series up-shifts (1◦ -2◦ -3◦ -4◦ -5◦ ) carried out in
clutch disk speed ωc are equal. In order to model this relation to four different constant percentages of the ac-
operating condition one can add (1) and (2) thus obtaining celeration pedal and four different constant vehicle speeds.
the engaged model in which (1) and (2) are replaced by The signal Tc has been estimated off-line by inversion of
(8). The model parameters have been identified by using
(Je + Jc ) ω̇e = Te (ωe ) − kcm ∆θcm − βcm (ωc − ωm ) (7) the least square method (see [15] for details).
The overall driveline model can be interpreted as an hybrid
model with two configurations. The commutation from the B. Dry clutch
slipping model (1)-(6) to the engaged model (7), (3)-(6)
is obtained at each dry clutch lock-up, which is a state- In this section we detail the model of the nonlinear char-
dependent condition, i.e. ωe = ωc . Vice-versa, when the acteristic Tc (xc ) that relates the throwout bearing position
driver ask for a gearshift (which is an external event) the xc to the torque transmitted by the clutch.
model must switch from (7), (3)-(6) to (1)-(6). The dry clutch from a physical point of view, consists
The possibility to use a simplified driveline model for the of a disk whose material has a high friction coefficient,
engagement phase is a very important step for the clutch connected to the gearbox mainshaft. During an engagement
controller design. To this aim, let us assume ωc = ωm so phase the clutch disk is moved towards the flywheel until
considering the mainshaft rigid. Thus, the slipping model they come in contact so that the torque can be transmitted.
(1)-(6) becomes: The throwout bearing position xc determines the pressure
between the flywheel and the clutch disk and therefore
Je ω̇e = Te (ωe ) − Tc (xc ) (8) the transmitted torque [5], [11]. The clutch wear changes
(Jc + Jeq (ig , id )) ω̇c = Tc (xc ) the friction nonlinear characteristic of the clutch and thus

 
1 ωc the torque transmission. For instance, it is evident that
− ktw ∆θcw + βtw − ωw (9) wear changes the bearing position for which the transmitted
ig id ig id
torque becomes different from zero.
  The nonlinear characteristic Tc (xc ) has been modelled by
ωc
Jw ω̇w = ktw ∆θcw + βtw − ωw − TL (ωw ) (10) using the signal xc available from the experimental tests
ig id described above. The clutch torque Tc has been obtained
ωc
∆θ̇cw = − ωw (11) by an off-line inversion of (8) which provides the set of
ig id points reported in Fig. 1. The clutch characteristic has been
and the corresponding engaged model can be obtained by modelled by using the interpolation curves reported in Fig.
adding (8) and (9) with the assumption ωe = ωc . Note that 2, each corresponding to a different clutch wear.
1710
 250

electrovalve is defined as:

200

pL − pA for L-A opened → Clutch open
150
∆p =
pA − pT for A-T opened → Clutch close
T [Nm]

100
c

50
where pL is the line pressure, pA is the oil pressure in
the hydraulic servocylinder and pT is the tank pressure.
0
The variation of the oil pressure can be described by the
−50
following equation:
9 10 11 12 13 14 15 16
x [mm]
c

E
ṗA = (Q(yv , ∆p) − Ap ẋc ) (18)
Fig. 1. Set of points (xc , Tc ) obtained from experimental data and the Ap xc + Vt
inversion of (12).
where E is the fluid bulk modulus, Ap is the piston cross
250 sectional area, Vt is total volume of the tube plus that of the
200
servocylinder, Q(yv , ∆p) is the oil flow in the servocylinder
which can be calculated through the following equations:
150 a
⎧

Transmitted torque [Nm]

⎪
⎪ ϕ(yv + d)w 2 |∆p| sign(∆p) − Clk (∆p)
b
c
⎪
100
⎪
⎪
⎪
⎪ ρ
⎪
⎪
50
⎪
⎪ for yv > d
⎪
⎪

⎪
⎪
⎪
⎨ ϕ(yv + d)w 2 |∆p| sign(∆p)
0

⎪
−50
6 8 10 12 14 16 18 20
Q= ρ
Bearing position [mm]
⎪
⎪

⎪
⎪ 2 |∆p|
Fig. 2. Clutch characteristics with different wear: new clutch (a), medium ⎪
⎪
⎪
⎪ + ϕ(yv − d)w sign(∆p)
wear (b), high wear (c). ⎪
⎪ ρ
⎪
⎪
⎪
⎪ for −d < yv < d
⎪
⎪ 
⎪
⎩ 2|∆p|
C. Clutch actuator ϕ(yv − d)w ρ sign(∆p) for yv < −d
Another key element for an effective clutch engagement where d is the underlap to the port L and Clk is the leakage
automated system is the actuator. In spite of some different coefficient. The last equation of the hydraulic actuator
technological solutions the electro-hydraulic actuators are model describes the motion of the servocylinder piston:
still the most common in AMTs because of their robustness
and high performance. A detailed nonlinear model of the (Mp + Mc )ẍc + bp ẋc + Fspring = Ap pA (19)
electrohydraulic clutch position system is used, inspired by where Mp and Mc are respectively the piston and the
the model proposed in [17]. The system mainly consists clutch mass, bp is the friction coefficient and Fspring is the
of two components: three-port electrovalve with symmetric nonlinear spring force of the diaphragm spring modelled
underlaps and a servocylinder actuator. Thus, the system through a static characteristic as in [17].
model is obtained by a set of equations which describes The available experimental data were the solenoid current
the dynamics of the electrovalve spool, the servocylinder I and the throwout bearing position xc . The backstepping
piston and the pressure variation in hydraulic servocylinder approach has been used to identify the servocylinder pa-
actuator. The motion of the valve spool is described by a rameters whereas a least square approach has been used to
force balance equation: identify the electrovalve parameters (see [15] for details).
Mv ÿv = Fm (I, yv ) − Foil (∆p, yv )) III. G EARSHIFT CONTROL
− bv ẏv − Kv yv − Fko (16) A. Controller objectives
where Mv is the spool mass, yv is the spool position, Fm is One of the most important phases of the gearshift process
the force caused by the solenoid current I, bv is the friction is the clutch engagement. This operation should be carried
coefficient, Kv is the effective spring constant and Fko is out as fast as possible and with strict constraints on driver
the mechanical spring force due to the preload of the spring. comfort and engine operating conditions. The fundamental
The oil force Foil is the Bernoulli’s force as defined in [18]: constraint of the clutch engagement is the so called no-
kill condition, i.e. one must avoid the engine stall. This
Foil = ϕCv wyv ∆p cos(ϑ(yv )) (17)
condition can be modeled by imposing that
where ϕ is the discharging coefficient, Cv is the velocity
ωe (t) ≥ ωemin , ∀t. (20)
coefficient, w is the control port width, ϑ(yv ) is the
jet angle (which depends on yv through an high order A further important condition to be satisfied during the en-
polynomial) and the variation of pressure in the three-port gagement is the so called no-lurch condition. A non-smooth
1711
engagement process determines a mechanical oscillation of is the condition for the transition from phase 2 to phase 3.
the powertrain which should be avoided in order to preserve When the clutch is fully opened one moves to phase 4. The
the passengers comfort. It can be shown that the driveline transition from phase 4 to phase 5 occurs when the new gear
oscillations depend on the time derivative of the slip speed is engaged. Finally, the transition from phase 5 to phase 1
ωsl = ωe − ωc at the engagement. In fact, in [10] it has corresponds to the start of the clutch torque transmission.
been shown that by assuming the engine torque and the
load torque continuous at the lock-up time instant, say t̄,
the discontinuity of the clutch speed acceleration at t̄ can
be written as
Je
ω̇c (t̄+ ) − ω̇c (t̄− ) = ω̇sl (t̄− ). (21)
Je + Jc
In order to obtain a smooth engagement process, the
controller should try to maintain as small as possible the
discontinuity of the clutch acceleration at lock-up, otherwise
undesired oscillations might be excited.
Another control objective consists of maintaining as low
as possible the energy dissipated during the engagement,
Fig. 4. The engine and clutch speed signals in a gearshift: the five
which can be written as operating phases are highlighted.
 t̄
Ed = ωsl (t)Tc (t)dt. (22)
0
In order to achieve all these control objectives it is evident
that the clutch engagement must be carried out by ensuring
that the engine speed ωe and the clutch speed ωc (or the
slipping speed ωsl ) track some desired reference signals. A
high-level scheme of the proposed controller is shown in
Fig. 3. The throwout bearing position reference xref c and
Fig. 3. General control scheme of the strategy based on the tracking
speed references.
the engine torque reference Teref are generated from the
gearshift controller based on the speed references ωeref and
ωcref . The reference Teref is actuated by the engine torque
controller which in this paper is assumed to be ideal, i.e.
Te = Teref . The reference signal xref c is actuated by the
electrohydraulic actuator controlled by a PI feedback loop,
and it is converted in the transmitted torque Tc through the
clutch model.
The gearshift controller structure depends on the specific
AMT operating phase. By analyzing the speed signals
during a typical gearshift (see Fig. 4) and by considering the
hybrid nature of the system, five different phases have been
defined for the control design: slipping-closing, engaged,
slipping-opening, synchronization, go-to-slipping (see Fig.
5). The transition from phase 1 to phase 2 is determined
when the slip speed is approximatively zero. The gearshift
request corresponds to the start of the clutch opening and it
1712
Fig. 5. Control strategy: transition state diagram.
B. Slipping-closing controller
In this phase we assume that a new gear has been already
engaged and the clutch starts to transmit torque from the
engine to the driveline. The driveline model to be considered
is (8)-(11). A block diagram of the gearshift controller for
this phase is shown in Fig. 6. The engine speed control
loop consists of three subsystems: feedback conbtrollers,
a feedforward controller and a decoupling unit. The PI
controller C2 has the transfer function KP2 + KI2 /s and
its parameters are designed depending on the engaged gear
(see [15] for details). In fact from (8)-(11) it is clear that
the driveline model changes its dynamics depending on the
parameter ig and therefore the controller parameters must
be adapted to ig in order to obtain similar performance
for the different gearshift. The feedforward controller C1
is obtained through a dynamic inversion of (8). Since the
engine speed loop is designed according to (8) one can
assume that it provides the control action Teref − Tcref (see
Fig. 6). Therefore the decoupling between the engine speed
loop and the clutch speed loop is obtained by adding the
estimated torque T̂c from the clutch speed loop, so that the
desired engine torque is obtained [10].
The controller of the clutch speed control loop has the
following transfer function:
   feedback loop on the clutch speed, with a ramp reference
KI3 1
C3 (s) = KP3 + (23)
s 1 + tf s
The parameters KP3 and KI3 are scheduled depending on
the engaged gear. The time constant tf is designed in order
to attenuate the high frequency harmonics in the clutch
torque reference signal.
The clutch torque feedback loop is introduced in order
to compensate for the uncertainties of the static torque
characteristic Tc (xc ) due to clutch wear or temperature.
This feedback loop is based on the use of the clutch torque
estimator obtained by the inversion of (8):
T̂c = Te − Je ω̇e
where ω̇e is obtained through the so called dirty derivative,
i.e. a filtered incremental ratio on the measured engine
speed. The controller C4 is also a PI.
C. Engaged controller
In this phase the clutch is fully engaged and the transmit-
ted torque is directly supplied by the engine. The driveline
model is obtained from (8)-(11) by adding (8) and (9) with
the assumption ωe = ωc , the clutch is completely closed, i.e
not controlled, and the engine electronic control unit carries
out the engine torque control.
D. Slipping-opening controller
When a new gearshift is requested it is necessary to open
the clutch and thus a new slipping phase starts. The driveline
model is (8)-(11). The gearshift controller consists of the
engine speed loop of the scheme reported in Fig. 6 with
ωeref constant for comfort reasons (see Fig. 4), whereas the
throwout bearing position reference signal xrefc is selected
in open loop as a time decreasing ramp until the engine
flywheel and clutch disk are disengaged.
Fig. 6. Block diagram of the gearshift controller during the slipping-
closing phase.
E. Synchronization controller
In this phase the clutch is completely open. The model is
switched to the synchronization model (12)-(15). Since the
vehicle speed can be assumed to be constant (see Fig. 4) say
ω̄w , the clutch speed must reach the value corresponding
to the wheel speed reduced by the new gear ratio ω̄c =
ω̄w /ig id . The gearshift controller consists of a PI feedback
loop on the engine speed which provides Tcref , and a PI
signal, which provides the synchronization torque Ts .
F. Go-to-slipping controller
The main aim of this phase is to reach the starting
slipping point, say x̄c , for which the torque transmission
from the engine to the driveline starts. The model is (8)-
(11). The gearshift controller has the same structure of
the slipping-opening controller. The engine is controlled by
means of the engine speed loop and the throwout bearing
reference position xref
c is set (without clutch speed control
loop) to the constant value x̄c for which slipping with
(24) torque transmission starts. The value x̄c is estimated as the
throuwout bearing position for which torque started to be
transmitted in the most recent gearshifts, i.e. by exploiting
the clutch torque estimator.
TABLE I
P ERFORMANCE FOR A SEQUENCE OF FIVE UPSHIFTS .
Gearshift Ed [J] ∆t[s] |ẇsl (t− )|[rad/s2 ]
N-1 8600 2,62 87,1
1-2 4757 0,89 170,6
2-3 1328 0,77 172,2
3-4 576 0,78 90,7
4-5 117 0,51 58,6
IV. S IMULATION RESULTS
In Fig.s 7-8 are reported the simulation results of the
controlled AMT for a sequence of consecutive upshifts. The
behaviours of the speed signals (clutch disk and engine) so
as that of the throwout bearing position and engine torque
prove the validity of the proposed control strategy (see also
Table I). Fig. 9 shows that the control strategy ensures a
smooth clutch engagement. The simulation results reported
in Fig. 10 show the robustness of the proposed control
strategy for different static characteristics Tc (xc ).
V. C ONCLUSION
In this paper, by exploiting dynamic and static models of
driveline, dry clutch and electrohydraulic actuator, tuned on
experimental data, we have proposed a solution for AMT
control mainly based on innested speed and torque control
loops. The controller exploits the hybrid nature of the
AMT systems and simulation results show its effectiveness
both during start-up and gearshift and its robustness in
the presence of uncertainities in the clutch characteristic.
The simplicity of the controller structure allows its im-
plementation on commercial electronic control units and
therefore future work is directed towards the validation of
the proposed strategy on a real-time hardware-in-the-loop
platform.
1713
 700

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−50
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Fig. 10. Upshift from 3◦ gear to 4◦ gear in the presence of a clutch

with high wear (curve c in Fig. 2): engine speed (solid line), clutch speed
(dashed line); desired engine speed (dash-dot); desired clutch speed (dotted
line); throwout bearing position; engine torque.

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