Downloaded from SAE International by University of Minnesota, Wednesday, August 01, 2018
Simulation of Restart Gradability of a Manual
Transmission Vehicle Using AVL-CRUISE
Sarvanu Gangopadhyay
Tata Motors Ltd.
1. ABSTRACT
With increasing fuel price, the power train size is on a
downward trend. For Fuel Economy maximization, the engine
capacity and reduction ratios are getting reduced. So gradability
of a vehicle is becoming a trade off factor for the power train
size finalization in a car. At the same time OEMs are working
hard to maintain profitability by reducing development and
operational cost and time. In this complexly competitive
scenario in automobile manufacturing, simulation is gaining
an upper hand over actual testing as simulation consumes
lesser time and resource as compared to actual testing.
This paper is aimed at developing a simulation technique for
restart or stop and start gradability which is a very critical
parameter for finalization of engine torque characteristics and
power train configuration. The simulation is done on AVL-
CRUISE software.
2. INTRODUCTION
Gradability is the capability of a vehicle to negotiate a gradient.
Generally two types of vehicle gradability is used in automotive
industry, sustained gradability or running gradability and
restart gradability or stop and start gradability. By sustained
gradability it means the maximum gradient a vehicle can
negotiate in running condition. On the other hand restart
gradability of a vehicle refers to the maximum gradient which
on which the particular vehicle can do a stop and start
maneuver. Restart Gradability simulation of Manual
2013-01-2516
Published
10/14/2013
Copyright © 2013 SAE International and Copyright © 2013 KSAE
doi:10.4271/2013-01-2516
transmission vehicles has been a historical challenge for power
train engineers in automotive industry. The main problem is to
simulate the torque transfer in half clutch condition.
However restart gradability is a major check point for a
powertrain engineer before finalizing on powertrain
configuration for a vehicle.
It is difficult to simulate half clutch condition by conventional
library modules in any power train simulation software.
Typically what is done is to simulate sustained gradability and
apply an empirical factor depending on experience and
established database to derive the restart gradability.
This paper aims at illustrating a technique to simulate the
restart gradability by simulating actual vehicle and driver
behavior on a gradient while conducting the test.
The plant model selected for this simulation is a rear engine
rear wheel drive vehicle with a sub-800cc. gasoline engine and
with a 4 speed manual transmission. For the plant model, input
data based on actual on road testing or test bench testing has
been used.
Then a gradability task is defined to simulate the test condition
identical to actual practice[3] followed during a gradability
test.
The simulation results are then correlated with actual test
results of the actual car.
This technique will be especially useful in analyzing a power
train before a vehicle power train configuration is finalized.
 Downloaded from SAE International by University of Minnesota, Wednesday, August 01, 2018

3. BASE VEHICLE MODEL

The vehicle model[2] [4] is illustrated in Fig. 3.1

Fig. 3.2. Drivability Correlation

Fig. 3.1. Base Vehicle Model on AVL CRUISE

The vehicle model is done with aggregate modules, like

‘vehicle’, ‘engine’, ‘clutch’, ‘gearbox’, ‘single ratio
transmission’, ‘differential’, ‘brake’, ‘tyre’ etc., from AVL
CRUISE default library[2].

Special modules like ‘monitor’ - to see the simulation results

during simulation itself, ‘anti slip control’ to control vehicle
slip and ‘cockpit’ to give driver inputs. These modules are also
part of AVL CRUISE default library[2].
Fig. 3.3. NEDC 90 Phase 1 Velocity Correlation
The model is correlated by comparing the simulation results
with actual test results. The correlation is established in terms
of fuel economy numbers (illustrated in Table 3.1), drivability
numbers (illustrated in Fig. 3.2), and also actual and simulated
speed profile of NEDC 90 drive cycle (illustrated in Fig. 3.3
and Fig. 3.4). The comparator for correlation of fuel economy
is the certification fuel economy number and for drivability the
comparator considered is actual on-road drivability test
performed in straight track. For velocity profile correlation
simulated velocity profile on NEDC 90 cycle and velocity
profile of the vehicle on chassis dynamometer have been
compared

Table 3.1. Fuel Economy Correlation

Fig. 3.4. NEDC 90 Phase 1 Velocity Correlation

The drivability simulations performed also show error of ± 3%

in all measure points. For low end drivability simulations the
error is higher (−4%) as compared to mid and high engine
speed simulations, where error is less than ±1%.
 Downloaded from SAE International by University of Minnesota, Wednesday, August 01, 2018

We see from Fig. 3.3 and Fig. 3.4 that simulated velocity
profile of NEDC 90 fairly correlates with the actual velocity
profile on chassis dynamometer.

Hence, we use this well correlated base vehicle model for

further analysis and gradability simulations.

4. GRADABILITY TASK DEFINITION

Gradability test refers to the measure of steepness of the
maximum gradient which a vehicle is capable to climb.
Similarly restart gradability refers to the measure of steepness
of a gradient on which a vehicle can do a stop and start (drive
away) maneuver.

In a typical gradability test[3] the vehicle is loaded in gross

vehicle weight (GVW) condition, which is the worst case, and
the test engineer does a stop and start maneuver on a
representative gradient depending upon the test facility. A
typical gradient on which the test is done is 15 deg gradient
and restart gradability is derived. In AVL CRUISE, restart
gradability is simulated on ‘Cycle Run’ module in ‘Task
Folder’[2] as illustrated in Figs. 4.1 and 4.2. The process of
simulation is essentially an iterative process with simulation
runs on different grades.
The task folder is defined similar to actual road test conditions.
In the task folder[2], ‘Output Text Report’, is activated. ‘Hot
Start - steady state’ is selected as actual gradability test is done
after warming up the vehicle[3]. Simulation mode selected to
be ‘Implicit Euler’ which is a variable step forward calculation
solver[2]. Slip is deactivated, as the vehicle under consideration
is a low torque engine, where maximum gradability is limited
by power train and not due to traction limitation[1]. Gear
Shifting, both up and down is selected to be from the cycle run
velocity profile. [Discussed in section 5] Standard driver
(Refer Annexure 2) and atmospheric pressure (1 bar) and
temperature (25 deg C) are selected. The vehicle load selected
is GVW condition, similar to actual test.
Fig. 4.2. Cycle Run Input Data
5. DRIVE CYCLE FOR SIMULATION
The gradability of the vehicle is simulated on a drive cycle[2]
(velocity versus time profile in which the driver needs to
drive). The drive cycle is defined in such a way that the driver
is pressing the accelerator pedal 100 % in a fraction of a second
when he approaches a gradient. The gear position is also
defined to be 1 in the drive cycle. Refer Table 5.1 for the Drive
Cycle. In the Drive cycle the driver idles for the first 15 sec,
then engages the gear between 15 - 16 sec and then presses
100% accelerator pedal from 20.0-20.01 sec as the demand
velocity rises from 0 - 500 kph in 0.01 sec. The driver would
not obviously be able to follow the cycle, but the velocity
demand is intentionally kept so high so that the driver floors
the accelerator pedal to try following the cycle.
Table 5.1. The Drive Cycle for Gradability Simulation

Now we have to define the course of the test such that the
whole cycle takes place on the desired gradient. Refer Fig. 5.1
for the definition of the gradient in the course signal.
Fig. 4.1. Gradability Simulation in ‘Task Folder >
Cycle Run’
 Downloaded from SAE International by University of Minnesota, Wednesday, August 01, 2018
In the ‘Altitude’ tab[2] of the course, the desired gradient is
defined against distance. As entire gradability test is to be done
on the grade, from 0 distance only the gradient is put to the
desired value.
Fig. 5.1. The gradient definition in the Cycle Run Course
6. SIMULATION METHODOLOGY
In Fig. 6.1 a typical vehicle and driver behavior on 18%
gradient has been illustrated. This was captured during
conducting restart gradability test on 18% gradient. The figure
shown is a snapshot of signals from various sensors (vehicle
speed, engine speed, accelerometer at the centre of gravity(CG),
Clutch position sensor -potentiometer type, accelerator pedal
position sensor - potentiometer type, brake position - on/off
type) fitted to the vehicle during the test.
Fig. 6.1. Cycle Run Input Data
As evident from Fig. 6.1, initially the driver holds the vehicle
on gradient by applying brakes (pink line in Fig. 6.1), then
while performing drive away the driver slowly releases brakes
and start pressing the accelerator pedal (black in Fig. 6.1) and
simultaneously starts releasing the clutch. However when the
engine tends to stall the driver holds half clutch (60 - 65%
released) condition for about 3 sec simultaneously increasing
the throttle input. When the driver gains initial momentum in
the vehicle he releases the clutch totally while maintaining the
required throttle position.
6.1 Base Model Modification
Simulation is principally done in two steps:
Step 1: Clutch Release signal from Cockpit[2]. This is done to
find out the clutch position where the vehicle holds on the
gradient.
Step 2: Clutch Release signal from dedicated function[2]
where the clutch release logic is defined analogous to actual
gradability test.
To simulate gradability in cycle run on a gradient, two
modifications are made on the base vehicle model:
1. Clutch Program - ‘Function’[2] is added - Purpose: To
make the simulation driver release clutch similar to actual
gradability test as discussed in Section 6.
2. Brake ‘Map’[2] is added - Purpose : To hold the vehicle
on the gradient in closed throttle and clutch disengaged
condition.
The modified model is illustrated in Fig. 6.1.1
Fig. 6.1.1. Modified Vehicle Model
In the ‘Brake Map[2]’ - 2D characteristics is used so that the
vehicle brake is engaged till the 20th sec, when the throttle is
fully opened almost instantaneously. Map is illustrated in
Table 6.1.1
 Downloaded from SAE International by University of Minnesota, Wednesday, August 01, 2018

Table 6.1.1. Brake Map - Characteristics 6.2 Data-Bus Connections

6.2.1 Brake Map
Input:

1. Real Time[2] : From the Cock Pit

Output:

1. Brake Signal : To the Brake Modules[2] in base vehicle

model
The ‘Clutch Program’ Function is programmed in ‘C’[5].
The flowchart for the code is illustrated in Fig. 6.1.2. The details are illustrated in Fig. 6.2.1.1

Fig. 6.2.1.1. Data Bus Connection - Brake Map

The inputs of brake signal in the Brake map is modified as

well, i.e. the input is taken from ‘Brake Map’ instead of
‘Cockpit’

Fig. 6.1.2. C- Code - Clutch Program Function 6.2.2 Clutch Program

Input:
C-Code has been used because scripts in ‘C’ can be programmed
in the ‘function’ module of standard AVL CRUISE library.
1. ‘Distance’[2] : from cockpit
The data bus connections[2][4] (input and output of the 2. ‘Real Time’[2]: from Cockpit
modules) of the Brake Map and Clutch Map are illustrated in
3. ‘Load Signal’[2]: from Cockpit
Fig. 6.2.1.1 and Fig. 6.2.1.2 respectively. As discussed in the
earlier art of this section (Section 6.1), for the ‘Clutch’
Output:
Module[2] in the first step the input data in the data bus
connection for the clutch release goes from the cockpit. (Which
1. Clutch Release[2]: To the ‘Clutch’ Module in base vehicle
is predefined AVL - CRUISE standard driver. This step is
in the 2nd step of simulation.
required to understand the clutch position which is required to
hold the vehicle on the gradient. This data is programmed into
Details are illustrated in Fig.6.2.2.1
‘Clutch Program’ function [Refer Fig. 6.1.2 red highlighted.
The vehicle holding clutch inputted in the program is 10% or
0.1 higher than holding clutch position by the AVL-CRUISE
standard driver]. This is done to protect for less skillful drivers
when they do restart gradability test.
 Downloaded from SAE International by University of Minnesota, Wednesday, August 01, 2018

6.4 Simulation Step 2: Clutch Signal

from Clutch Program Function
Now the data bus connection of the clutch program is changed,
instead of cockpit, the clutch release is taken from the Clutch
Program function. The idle engine speed is again set as the
max. torque engine speed.

The simulation is run again. The results are illustrated in Fig.

6.4.1. It seen that the vehicle negotiates 15.0% grade, as from
Fig. 6.4.1, the vehicle speed is increasing so is engine speed,
and the vehicle is moving forward.

Fig. 6.2.2.1. Data Bus Connection - Clutch Program

6.3 Simulation Step 1: Clutch Signal

from Cockpit
The Idle engine speed, in the simulation model, is set to be
max. Torque engine speed, as a vehicle is launched at max.
torque engine speed during actual testing.

The data bus connection of the clutch module is made as

illustrated in Fig. 6.3.1

Fig. 6.4.1. Simulation Output: Step 1

Now the gradient is increased in the ‘Course Signal’ of the

Task Folder till the vehicle is not able to negotiate the gradient.
A typical case where vehicle is not able to negotiate a gradient
Fig. 6.3.1. Data Bus Connection - Clutch Module is illustrated in Fig. 6.4.2

The ‘Clutch Program’ function is non-operational now as

output of the function does not go to any physical module.

Now the simulation is run. From the output of the simulation

the holding clutch position is captured[2]. [Illustration in Fig.
6.3.2]

Fig. 6.4.2. Simulation Output: Step 1

In the above Fig. 6.4.2, it is seen that on a 20% gradient the

vehicle is actually moving backward, and driveline is getting
engaged and looping of clutch is happening.
Fig. 6.3.2. Simulation Output: Step 1
So the vehicle is not able to negotiate the gradient.
As we see from the above diagram, holding clutch position is
0.65 (65%), hence (65+10) % or 0.75 is put in the Clutch
Program C Code as highlighted in Fig. 6.1.2.
 Downloaded from SAE International by University of Minnesota, Wednesday, August 01, 2018

7. RESULTS AND DISCUSSION 9. REFERENCES

It is seen that vehicle is not able to negotiate a 20.0% grade, 1. Fundamentals of Vehicle Dynamics - By Gillespie Thomas D
but it is negotiating a 19.0% grade. So the restart gradability of
2. User Guide - AVL CRUISE
the vehicle is 19.0% gradient.
3. BIS IS 13988:2002 Automotive Vehicles Starting
The least count of the simulation result is kept to be 0.1% as Gradeability - Method of Measurement.
actual test is also done with a least count of 0.1%.
4. Simulation of a Passenger Car Performance and emissions
In case more accurate results are required, the least count may using the AVL CRUISE software - By NAGI Mihai, IORGA
be reduced provided that other vehicle input data are extremely Danila, CARABAS Ioan-Daniel, IRIMESCU Adrian, LAZA
accurate. Ioan I.
5. Let Us C - Kanetkar Yashavant
Actual on Road Tests were conducted on 3 sample vehicles the
results of which along with simulation are shown below in 10. ABOUT THE AUTHORS
Table 7.1
Sarvanu Gangopadhyay, Manager
Table 7.1. Brake Map - Characteristics ODT-PVBU, Tata Motors Ltd., Pune, India
Phone: +91-20-6613-5335
sarvanu.gangopadhyay@tatamotors.com

Chirag Sonchal, Divisional Manager

ODT-PVBU, Tata Motors Ltd., Pune, India
Phone: +91-20-6613-5336
chirag@tatamotors.com

11. ACKNOWLEDGMENT
The results of simulation are extremely well correlating with We sincerely thank Tata Motors for providing us infrastructure
error 0 - 2.7 % of actual test. This is quite expected due to to conduct simulations and tests. We also sincerely acknowledge
vehicle and egine variations. Common vehicle to vehicle the contribution of Engineering Research Center development
variations in production include: team for providing us with invaluable inputs, regarding actual
vehicle behavior on a gradient, which has made the simulations
1. Variation in engine torque delivery (<5%). extremely accurate. Last but not the least we would like to
2. Varying transaxle efficiencies (<2%). acknowledge the support of our family: without whom this
work would not have been possible.
3. Varying tyre rolling resistance (<5%),
4. Varying weights (<1%)

and many more small variations.

8. CONCLUSION
The simulation model is well correlating with actual test
results. This approach is quite replicating actual gradability
test. This simulation approach can also be extended to other
vehicles with different power trains. It would help in accurately
calculating the restart gradability in the digital world without
the actual vehicle being made. So an engineer would get
accurate first hand feel of the powertrain and its climbing
capability. This will go a long way in reducing product
development timeline and also help to eliminate over/under
designing of vehicle powertrain.
 Downloaded from SAE International by University of Minnesota, Wednesday, August 01, 2018

The Engineering Meetings Board has approved this paper for publication. It has Positions and opinions advanced in this paper are those of the author(s) and not
successfully completed SAE’s peer review process under the supervision of the session necessarily those of SAE. The author is solely responsible for the content of the paper.
organizer. This process requires a minimum of three (3) reviews by industry experts.
SAE Customer Service:
All rights reserved. No part of this publication may be reproduced, stored in a Tel: 877-606-7323 (inside USA and Canada)
retrieval system, or transmitted, in any form or by any means, electronic, mechanical, Tel: 724-776-4970 (outside USA)
photocopying, recording, or otherwise, without the prior written permission of SAE. Fax: 724-776-0790
Email: CustomerService@sae.org
ISSN 0148-7191 SAE Web Address: http://www.sae.org
Printed in USA