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Shift Quality Optimization Based on Assessment 2012-01-0060

Published
System for Dual Clutch Transmission 04/16/2012

Hongbo Liu and Yulong Lei

State Key Lab. of ASC, Jilin University

Jianguo Zhang
Changchun Inst.of Engineering Tech.

Jun Qiu and Youde Li

State Key Lab. of ASC, Jilin University

Copyright © 2012 SAE International

doi:10.4271/2012-01-0060

ABSTRACT INTRODUCTION
Dual clutch transmission (DCT), with its advantages of the
The shift quality is one of the most important factors that
no-torque-interrupt shift pattern, high transmission efficiency
affect the vehicle performances of comfort, ride and
and good production inheritance, has become a hot spot topic
drivability for vehicles equipped with dual clutch
in the field of automotive transmission technology [1]. At
transmission (DCT). Assessing the shift quality first and then
present, the research of DCT technology mainly focuses on
optimizing shift control strategy and algorithm by the
the launch control, gear-shift control, shift schedule making
guidance of assessment results to improve the vehicle
and so on. Assessing shift quality first and then guiding the
performance is a useful idea for the development of DCT and
optimization of shift quality by the assessment results is a
other types of automatic transmissions. This paper defines the
new idea and also one of the key technologies for the
shift quality assessment criteria in detail for DCT from the
development of the DCT and other types of automatic
control point of view. A shift quality assessment system and a
transmissions. This paper studies on the assessment and
DCT vehicle model used for validation of assessment system
optimization of the shift quality for DCT vehicles. The
are built with MATLAB/Simulink tools. Through the co-
control objectives for DCT shift control, namely expected
simulation of DCT vehicle model and assessment system, the
control range of each assessment criterion, are determined
shift quality control objectives, namely the expected control
through the assessment, which provide the guidance and
range of each assessment criterion, are determined, which
reference for the development of DCT product. Furthermore,
provide reference and guidance for the optimization of DCT
the DCT shift control strategy and algorithm are optimized
shift control. The highest level of shift quality assessment is
according to the control objectives to improve the vehicle
selected as the objective optimization function and the multi-
performance such as the ride comfort and drivability.
objective genetic algorithm (MGA) is used to optimize the
control strategy of clutch switch timing during the torque
phase and inertia phase. The assessment results before and VEHICLE SIMULATION MODEL
after the optimizations are observed through the simulation. The vehicle system model [2-3] for DCT is built in
The simulation results verify the correctness and MATLAB/Simulink environment. The overall design of
effectiveness of the shift control strategy after optimization, simulation model is shown in figure 1, which includes the
and thereby the shift quality of DCT proves improved. sub-models of engine, dual clutch and its actuators,
transmission and synchronizer, load, vehicle dynamics,
controller (TCU) and driver. Main function and data flow of
sub-models are described as below.
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Figure 1. Design of DCT vehicle model
(1). Engine model calculates the engine output torque Te
according to the inputs of throttle opening adjustment volume
Δα and engine speed ωe;
(2). Model of dual clutch with its actuator calculates the
torque Tc1, Tc2 delivered by dual clutch according to the
inputs of engine torque Te, resistance torque Tl, difference
between clutch driven disc speed and engine speed dωc1,
dωc2 and clutch engaging rate given by TCU controller vc1,
vc2;
(3). Transmission and synchronizer model calculates
synchronizer torque Ts, synchronization time ts and current
gearbox ratio ig according to the target gear given by TCU
controller;
(4). Load model calculates the resistance torque Tl according
to the inputs of vehicle driving torque Tout and vehicle speed
ua;
(5). Vehicle dynamics model calculates longitudinal
acceleration of vehicle a, dual clutch driven disc speed ωc1,
ωc2, vehicle driving torque Tout and vehicle speed ua
according to the inputs of Te, Tc1, Tc2, Tl;
(6). Controller (TCU) model outputs the clutch engaging rate
vc1, vc2 and throttle opening adjustment amount Δα to control
the clutch and engine according the vehicle working state;
(7). Driver model outputs the signals that represent the
driver's intention, including lever position L_pos, acceleration
pedal position Acc_p, brake switch B_on and drive mode
(sport/economy)mode.
ASSESSMENT SYSTEM DESIGN
FUNCTION OF ASSESSMENT SYSTEM
As shown in figure 1, the shift quality assessment system is
integrated with the DCT vehicle model seamlessly, which is
developed with Matlab/Simulink tools and its inputs include
Acc_p, B_on, Geartar (target gear), Gear (current gear), Lc1
(clutch 1 position), Lc2 (clutch 2 position), α(throttle
opening), ua, a, ωe, ωc1, ωc2.
The shift quality assessment system extracts the assessment
criteria under the various driving conditions from input
signals and gives a corresponding objective assessment result,
which is divided into 1-10 levels [4-5], through the
calculation. Figure 2 shows the steps for calculating the
objective assessment result. Because of the different
dimension of each criterion, it is needed to normalize these
criteria into 0-1 firstly. Then the calculation step is taken
using the different weight assigned to each criterion and the
calculation result is still in 0-1 range at this point. Finally, a
denormalization step is done and the assessment result of
shift quality (1to10 level) under the corresponding operation
condition is obtained.
Figure 2. Calculation steps of objective shift quality
assessment
EXTRACTION OF ASSESSMENT
CRITERION
To assessment shift quality objectively, a primary issue is
how to select a group of appropriate parameters, namely
assessment criteria, to reflect the shift quality truly and
effectively. To facilitate the assessment work, these criteria
should have clear physical meaning and can be easily
measured. The traditional shift quality assessment criteria are
fewer that mainly include the jerk, slipping work and the shift
time [6]. Due to the different shift conditions, these criteria
cannot characterize the shift quality fully and accurately.
Therefore, to solve the problems of unspecific shift control
objectives and unclear assessment criteria for DCT, a group
of subdivided criteria is defined from the point of view of
control in terms of the different phases at various shifting
conditions. These criteria are easy to be acquired online and
can characterize the shift quality scientifically and
comprehensively. The criteria are defined and explained in
table 1 and figure 3 illustrates the meaning of each criterion.
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Table 1. Assessment criteria of shift quality
Figure 3. Illustration of assessment criteria of shift quality
OBJECTIVES OF SHIFT CONTROL
Based on the co-simulation platform of DCT vehicle model
and assessment system, the expected control range of each
criterion is obtained through the assessment when shift
quality is optimal. As shown in table 2, these control
objectives are listed and will be used in the process of DCT
shift quality optimization. If all of criteria fall within the
corresponding control range, a good DCT shift quality can be
achieved. It should be noted that these expected control range
need to be adjusted when applied in actual vehicle because
the table values are based on the simulation results.
Table 2. Desired control range of shift quality assessment criteria
OPTIMIZATION OF SHIFT QUALITY
GENETIC ALGORITHM BASED
OPTIMIZATION
In this paper, the optimization work of DCT shift control
strategy is done by co-calculation of the software iSIGHT
and MATLAB, which are connected seamlessly by the
interface between them. In iSIGHT, the multi-objective
genetic algorithm (MGA) is selected as the optimization
method. First, we need to initialize the input parameters and
optimization range and set the criteria provided by shift
quality assessment system as the design objectives (control
objectives). Then, the iSIGHT invokes the MATLAB
program to carry out the optimization work. In this step, a
group of output parameters values are obtained, and the
analysis operation to determine that whether the value is the
optimal objective is taken. The iSIGHT repeats this operation
until the optimal values which meet the design objectives are
achieved. Finally, these final optimized values are adopted as
the optimal solution of DCT shift control strategy [7-8].
The optimization process based on co-calculation of the DCT
vehicle model and iSIGHT is shown in figure 4. The steps are
as follows:
1). Build the parameterized model in MATLAB and form the
data tables that describe the DCT shift control strategy;
2). Invoke the simulation model from iSIGHT and initialize
the control parameters;
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3). Run the simulation model, evaluate the simulation data,
and get the assessment criteria and results;
4). Re-assign the control parameters according to the multi-
objective genetic algorithm, then run the model and output
the result.
Figure 4. Co-calculation steps for optimization
The shift quality optimization of the DCT is a complex multi-
variable and nonlinear optimization problem. The
characteristics of the genetic algorithm determine that it is a
kind of very effective way to solve this kind of problems.
Through the calculation of MGA in iSIGHT, the DCT
gearshift control strategy is optimized globally at different
conditions. It reduces the computation time, gets a group or
groups of feasible solutions, and accurately determines the
optimal solution for shift control strategy. To a great extent,
the solution sets improved DCT shift quality, and made the
assessment criterion reached the requirements of expected
control objectives.
OPTIMIZATION SCHEME
In the process of shifting, the core step of dealing with multi-
objective optimization is to transform multi-objective
function into the single objective function. We use the linear
weighted method to construct the objective function, namely
assessment fitness function, which is defined as follows:
(1)
In this formula, w1∼w9 represent weights of control
objectives respectively, i.e. weights of assessment criteria
assigned by expert advice.
The maximum and the minimum of each control objective are
obtained based on the expected control range of
corresponding assessment criterion. The optimization
objective function can be expressed as follow:
(2)
Because higher the assessment level (1-10) means better shift
quality, the assessment level function USQ′ is constructed as
follow:
(3)
Finally, by denormalization of USQ′, the result of
corresponding objective assessment level is obtained.
When we apply the multi-objective genetic algorithm to solve
the optimization problem, the too many chromosome genes
may cause long calculation process and the problem that the
optimization results are not the optimal solution will happen.
Therefore, the degree of influence of control variables on the
objective function should be analyzed to reduce the number
of variables and simplify the optimization operation. Here,
the individual gene is defined as disengaging clutch off-going
rate voffgoing and engaging clutch on-coming rate voncoming.
The two parameters together form a chromosome and
represent a solution to the problem, which is
(4)
Thus, solving the optimal solution of the dual clutch
switching rate can be translated into the optimization problem
that makes the shift quality assessment level USQ the highest.
The simulation of vehicle model is carried out for each
determined chromosome and then the corresponding fitness
GSQ, USQ are obtained to determine the optimal solution of
clutch switching rate when output meets , i.e.
.
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Before seeking the most optimal solution using the genetic
algorithm, the string should be encoded. In consideration of
the requirements of the change range and precision of each
parameter, the paper used the genetic code, which is a 16-bit
fixed length binary number, to represent a variable for
solving the minimum value of the objective function GSQ′
and the optimal solution of corresponding design variable.
The range and step length of parameter optimization for
control strategy are shown in table 3 and v0 is the initial value
for the clutch engaging and disengaging rate.
Table 3. Range and step length of control parameters
optimization
The figure 5 shows the relationship between the different
optimization schemes and shift quality assessment during
DCT shifting gear from 1st to 2nd. It can be seen that to
improve the shift quality, what most needed to be optimized
is the dual clutch switching speed or switch timing of control
strategy. In the top left corner is a two-dimensional
coordinate system that the horizontal axis is voffgoing and the
vertical axis is voncoming. The two axes have their own
boundary condition which is denoted by dotted line that the
maximum is v0 and the minimum is 0.1v0. Every dot in the
figure represents an optimization scheme, namely a
chromosome. For the chromosomes which are not within the
boundary, its corresponding shift quality is poor, so it cannot
be used as optimization scheme and can be ignored. The
bottom left corner shows that the chromosomes in different
areas can result in the different dual clutch overlap areas (a, b
and c) during shifting. The a is the overlap area when voffgoing
is a constant value and voncoming is different; the b is the
overlap area when voffgoing and voncoming are equal; and the c
is the overlap area when voncoming is a constant value, and
voffgoing is different. The right side of the figure shows the
different shift quality assessment criteria and assessment
results when applying the three optimization schemes.
Through the optimization, when USQ is maximum, the
corresponding chromosome is selected as the optimal
solution of optimization.
Figure 5. Relationship between optimization schemes
and shift quality assessment
OPTIMIZATION RESULTS
Through the optimization of the clutch switching speed
during the shift process, the optimal solution set for the clutch
switching control of engaging clutch and disengaging clutch
under the different throttle opening is obtained, just as shown
in figure 6 and7. The voncoming and voffgoing represent the
switching speed of engaging clutch and disengaging clutch
and they meet the relationship that voncoming (voffgoing) = x ·
v0, where x is the solution for control law and v0 is the initial
value of the clutch running speed. The can v0 be adjusted
according to the system structure characteristics of dual
clutch. From the two charts we can see that: and voncoming and
voffgoing are greater when shifting to high gear under large
throttle opening; voncoming and voffgoing are smaller when
shifting to low gear under light throttle opening. Thus, it
ensures the shift quality when shifting to different gear
effectively.
Above optimization for shift control parameters is gained
based on the weights provided by only one expert. Because
each evaluator can pay different attention to assessment
criteria or influence factors, the weights can be adjusted as
needed or the average value of weighs given by many experts
can be taken. This will change the optimization objective
function and then get the optimal solution for control strategy
that concerned about one or more assessment targets.
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Figure 6. Control law for voncoming after optimization

Figure 8. Simulation curves of shift 2-1 at %50 throttle

opening

Figure 7. Control law for voffgoing after optimization

Table 4. Comparison of shift quality before and after
optimization
COMPARATIVE ANALYSIS
Figure 8 is the simulation curves before and after
optimization when DCT vehicle model shifts gear from 2nd
to 1st at the 50% throttle opening. The black lines in the
figure represent the downshifting process after optimization,
in which the clutch switching time and overlap area both are
appropriate; the red lines is the downshifting process before
optimization, in which the clutch overlap area is too great; the
blue line is also the downshifting process before
optimization, in which the overlap area is too small. As
shown in table 4, the shift quality assessment system extracts
the assessment criteria and gives the objective level by
simulation results respectively before and after the
optimization. The results show that each shift quality
criterion gets a very good compromise after the optimized
control strategy and algorithm are adopted in downshifting
process, and it meets the requirements of desired control area
and makes the shift quality assessment reach the highest
level.
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CONCLUSIONS 8. MORTEZA, M G, AMIR, P. Application of genetic

algorithm for optimization of control strategy in parallel
This paper studies on the DCT shift quality assessment and
hybrid electric vehicles. Journal of the Franklin Institute,
optimization. On the one hand, it determines the control
2006: 420-435.
target and control method through the assessment, providing
guidance and reference for objective assessment and
calibration; on the other hand, in term of the specific control CONTACT INFORMATION
target, the control strategy and algorithm of DCT shift are Hongbo Liu
optimized to improve the shift quality. Guiding the State Key Laboratory of Automotive Simulation and Control,
optimization of DCT shift quality based on the assessment Jilin University
result of shift quality is a new idea for developments of DCT, No. 5988, Renmin St., Changchun City
and also for other type of automatic transmissions. China, 130022
hbliu08@mails.jlu.edu.cn
REFERENCES
Contact Author:
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Prof. Yulong LEI
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State Key Laboratory of Automotive Simulation and Control
2. Abel, A., Schreiber, U. and Schindler, J., “Engine and Jilin University, China
Gearbox Modeling and Simulation for Improving the Shifting No. 5988, Renmin St., Changchun City, China, 130022
Behavior of Powertrains with Manual or Automated leiyl@jlu.edu.cn
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ACKNOWLEDGMENTS
3. Song, X., Liu, J. and Smedley, D., “Simulation Study of
Double Clutch Transmission for Medium Duty Truck This study was supported by Technology development
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doi:10.4271/2005-01-3590. National Natural Science Foundation (No. 51075182, No.
50505014), Program for Changjiang Scholars and Innovative
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Vector Machine Theory Based Shift Quality Assessment for Project Automotive Engineering” of Jilin University.
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