2004 International Continuously Variable and Hybrid Transmission Congress September 23-25, 2004

Control and Operating Behavior of Continuously Variable Chain Transmissions

Roland Mlle

Division Mobile Working Machinery Prof. Dr.-Ing. Dr. h.c. K.-Th. Renius c/o Institute of Automotive Engineering Prof. Dr.-Ing. B. Heiing Technische Universitt Mnchen

 Introduction Chain-CVT
Clamping Systems

Ratio Control Design during Range

Shifts in Autarkic Hybrid

Expanded Control Layout for Universal Use

in Chain Variator Applications

Summary

Presentation Outline

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 PIV Chain Converter

Chain

Secondary Pulley

Primary Pulley Hydro-Mechanical Torque Sensor Introduction

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Typical CVT chain of a modern passenger car: Audi multitronic Torque Capacity up to 300 Nm Nominal Power 162 kW (V6-3.0)

Pull type Chain in Audi/LuK CVT

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Brand Audi Audi

Model A4 A4

Engine 4-Zyl., 2,0 l, 96 kW 6-Zyl., 3,0 l, 162 kW

Maximum Torque 195 Nm 300 Nm

Transmission ratio (Variator, Overall) ? ?

Type of Variator Pull Type Chain Pull Type Chain

Audi
Audi Audi Daewoo Daihatsu Fiat Honda Honda Honda Honda Honda Honda Honda Honda Mazda MG

A6
A6 A6 Matiz Cuore Punto Logo Insight Civic Civic Civic Capa HR-V HR-V 121 MGF

4-Zyl., 1,8 l, 110 kW

6-Zyl., 2,4 l, 121 kW 6-Zyl., 2,8 l, 142 kW 3-Zyl., 0,8 l, 38 kW 3-Zyl., 0,7 l, 43 kW 4-Zyl., 1,2 l, 59 kW 4-Zyl., 1,3 l, 48 kW 3-Zyl., 1,0 l, 50 kW 4-Zyl., 1,4 l, 66 kW 4-Zyl., 1,6 l, 81 kW 4-Zyl., 1,7 l, 85 kW 4-Zyl., 1,5 l, 72 kW 4-Zyl., 1,6 l, 77 kW 4-Zyl., 1,6 l, 92 kW 4-Zyl., 1,2 l, 55 kW 4-Zyl., 1,8 l, 88 kW

210 Nm
230 Nm 280 Nm 69 Nm 64 Nm 114 Nm 108 Nm 91 Nm 130 Nm 152 Nm 149 Nm 133 Nm 135 Nm 144 Nm 110 Nm 165 Nm

2,4 - 0,4; 6,0

2,4 - 0,4; 6,0 2,4 - 0,4; 5,3 ? 2,27 - 0,55; 6,77 2,43 - 0,44; 5,25 2,47 - 0,45; 6,36 2,44 - 0,41; 5,69 2,47 - 0,45; 5,81 2,47 - 0,45; 5,81 2,47 - 0,45; 5,81 2,47 - 0,45; 6,34 2,47 - 0,45; 6,88 2,47 - 0,45; 6,88 3,84 - 0,66; 3,84 2,42 - 0,52; 4,05

Pull Type Chain

Pull Type Chain Pull Type Chain Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt

CVT Passenger Cars (worldwide, 2001)

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Brand Mini Mitsubishi Nissan Nissan

Model Cooper Lancer Cedia Micra/March Micra/March

Engine 4-Zyl., 1,6 l, 85 kW 4-Zyl., 1,8 l, 96 kW 4-Zyl., 1,0 l, 44 kW 4-Zyl., 1,4 l, 60 kW

Maximum Torque 149 Nm 177 Nm 80 Nm 108 Nm

Transmission ratio (Variator, Overall) ? 2,32 - 0,45; 5,22 2,43 - 0,44; 6,3 2,43 - 0,44; 5,25

Type of Variator Push Belt Push Belt Push Belt Push Belt

Nissan
Nissan Nissan Nissan Nissan Nissan Nissan Nissan Nissan Rover Subaru Suzuki Toyota

Cube
Bluebird Almera Tino Primera Primera '02 Primera '02 Prairie/Liberty Serena Cedric/Gloria R45 Pleo Alto/Kei Opa

4-Zyl., 1,3 l, 63 kW
4-Zyl., 2,0 l, 110 kW 4-Zyl., 2,0 l, 100 kW 4-Zyl., 2,0 l, 103 kW 4-Zyl., 2,0 l, 110 kW 4-Zyl., 2,0 l, 125 kW 4-Zyl., 2,0 l, 103 kW 4-Zyl., 2,0 l, 107 kW 6-Zyl., 3,0 l, 206 kW 4-Zyl., 1,8 l, 86 kW 4-Zyl., 0,7 l, 33 kW 3-Zyl., 0,7 l, 34 kW 4-Zyl., 2,0 l, 112 kW

120 Nm
200 Nm 175 Nm 181 Nm 200 Nm 245 Nm 186 Nm 186 Nm 388 Nm 160 Nm 56 Nm 57 Nm 200 Nm

2,43 - 0,44; 5,24

? 2,33 - 0,43; 5,47 2,33 - 0,43; 4,18 2,33 - 0,43; 5,47 2,1 - 0,43; 5,47 2,33 - 0,43; 5,47 2,33 - 0,43; 5,74 2,86 - 0,66; 3,69 2,42 - 0,44; 5,76 2,43 - 0,44; 4,67 2,42 - 0,55; 6,77 2,4 - 0,43; 5,18

Push Belt
Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Push Belt Half Toroid Push Belt Push Belt Push Belt Push Belt

CVT Passenger Cars (worldwide, 2001)

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 Introduction Chain-CVT
Clamping Systems

Control Design for Range Shifts in

Autarkic Hybrid
Expanded Control Layout for Universal Use

in Chain Variator Applications

Summary

Presentation Outline

Mlle 2004

nCVT1

Pulley 1
nCVT2

Pressure Transducer
p U

Main Advantage:
Oil flow on demand

Disadvantages:

Pulley 2
U p

Torque information supplied by engine controller: Poor Directional dynamics and limited Control Valve accuracy Need for high over clamping for security reasons or additional measures

Constant Pressure Oil Supply

Oil flow always at maximum pressure level

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Constant Pressure System

Advantages:
Torque Sensor

Four Edges Spool Valve

Line Pressure Valve

Md

Clamping pressures are automatically achieved Pulley 1 without superior control High dynamically set clamping pressures due Pulley 2 to the pump function Clamping pressure and speed ratio control independent

Md

Actuator Speed Ratio Control Constant Flow Oil supply

Main Disadvantage:
Permanent, constant oil flow required
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Pressure Differential Hydraulic Valve Control Unit

Constant Oil Flow System (PIV)

Movable sensor plate

A T

AF A rMd

A-A bF

AF Fp Fax jF sF Fu

sF (axial movement of sensorplate) Characteristics: Torque sensor pressure proportional to torque at the shaft

Additional pump function at high torque gradients

Conventional Torque Sensor (System PIV)

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40

p CYL1 Pcyl1 p TORQUE pTorque

p CYL2 Pcyl2 p PUMP Pump

400

bar

Nm

Pressure

20

shift speed ds/dt

200

10

100

0 -1,5

0 -1 -0,5 0 0,5
mm

1,5

Slide valve travel Characteristic Curve of Actuator in Conventional PIV Clamping Systems
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Torque

 Introduction Chain-CVT
Clamping Systems

Control Design for Range Shifts in

Autarkic Hybrid
Expanded Control Layout for Universal Use

in Chain Variator Applications

Summary

Presentation Outline

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The Autarkic Hybrid

Opel Astra Caravan 60 kW Diesel engine
E

C
L2

K1

10 kW electric motor (120V)

i2-CVT gearbox

D
L1 K2

A
A: input shaft B: shaft of CVT C: shaft of CVT D: output shaft E: differential gear F: electric engine

Range shift in Autarkic Hybrid raised the need for improved speed ratio control:

Extremely high torque gradients during range shift (CVT engaged vs. disengaged)
Error signal <0,002 required
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Driveline of the Autarkic Hybrid

System deviation

Error signal limit positive high Error signal limit positive low

Selection of control parameters: u Absolute value of deviation u Algebraic sign of deviation

Variation of param. (gain scheduling): u Value of control variable

Error signal limit negative low Error signal limit negative high PI-Control PD-Control

setpoint

Linear Controller

CVT

CVT Controller, Variable in Structure

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FAb=pAb.Az

pAb Az

Ratio of clamping forces

z=

FAn
FAb

Main disturbance variables: Torque Speed Ratio

... lead to a change in required z-ratio for steady state operation

FAn=pAn.Az
Az pAn
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Influence of Disturbance Variables

Problem:
Improved control system is needed for speed ratio control at SYN (i=0,458) during range shift. Solution: Disturbance feedforward (torque)

setpoint

Linear Controller

CVT

Extension of the Speed Ratio Controller

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20

20

V2

Slide valve travel

Slide valve travel

% 0 -10 -20 -30 0

1000 1/min 1500 1/min 2000 1/min

0 -10 -20 -30 -40 -50 0 V1 5 10 15 20 bar Torque sensor pressure 30

2500 1/min 3000 1/min

bar 10 15 20 Torque sensor pressure

30

Disturbance feedforward T, n setpoint Linear Controller CVT

Extension of the Speed Ratio Controller

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The taken measures resulted in a significant improvement of the quality of speed ratio control and reliability of range shifts. Apply same principles to the CVT controller for universal use:

Regard to further disturbance variables

Improved control over the whole spreading range (improvements in quality, efficiency etc.)

Enable different control strategies: ratio based strategies (e.g. ground speed pto) vs. di/dt control (passenger car / transportation work)
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Results and further Aims

 Introduction Chain-CVT
Clamping Systems

Control Design for Range Shifts in

Autarkic Hybrid
Expanded Control Layout for Universal Use

in Chain Variator Applications

Summary

Presentation Outline

Mlle 2004

Main disturbance variables torque and speed ratio lead to: Pulley Misalignment, shaft deflection, pulley distortion, change in clamping force ratio Characteristic z-map Further disturbance variables: Speed (rotating hydraulic cylinder) Spring (basic clamping force)

Algebraic compensation
Disturbance Variables
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Disturbance Variables

z-map
Distrubance feedforward E=mc Mathematic
2

Compensation setpoint Linear Controller actual value

CVT

Extension of the Control Structure

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Question: Prerequisites Where to get for the z-map from ? Output of Linear adaptation: Controller supposed to be Zero instate steady state! Steady (T, n, manipulated var.)

Adaptation

Disturbance Variables

z-map
2

background task (duration ?)

Linear Controller

Distrubance feedforward E=mc Mathematic Compensation actual value

setpoint

CVT constant task time (e.g. 5ms)

Adaptation of z-map

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Adaptation of the sampling points: Value of the manipulated variable from linear controller x weighting factor. Weighting functions: Gauss Cone ...

Adaptation Law

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START

Visualization and Discussion of the Adaptation Process

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T1

J1

Power demand leads to desired engine speed. New engine speed is achieved by changing the CVTs speed ratio i. Change in speed ratio di/dt affects the available torque at the wheel T2!

i
di/dt
2

J2

T2

Controlling the rate of speed ratio change is favorable

CVT in Drive Train Configuration

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Modification of the control structure: Delete Feedback Loop Stop Adaptation Process Replace Controller

Adaptation

Disturbance Variables

z-map
Distrubance feedforward E=mc Mathematic
2

Compensation setpoint setpoint speed ratio di/dt pdyn f(di/dt,n, Linear Controller geometry) di/dt speed ratio

CVT

Control of the Rate of Speed Ratio Change di/dt

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pdyn = ds/dt / ( ACYLD ) Axial pulley speed ds/dt = f ( di/dt, geometry ) Damping coefficient D = f ( speed )

* = 1/i

Control of the Rate of Speed Ratio Change di/dt

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Measured Results of the Control of Speed Ratio Change ds/dt

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 Introduction Chain-CVT
Clamping Systems

Control Design for Range Shifts in

Autarkic Hybrid
Expanded Control Layout for Universal Use

in Chain Variator Applications

Summary

Presentation Outline

Mlle 2004

 Quality of speed ratio control was significantly improved The control structure was implemented using a RCPsystem running under Matlab/Simulink (xPCTarget) and is currently running on a test rig For use in tractor applications it was also implemented on a typical electronic control unit (C167) both manually and using code generation (dSpaceTargetLink 2.0) Gathered z-maps can be used for different purposes (scientific work, onboard diagnostic purposes etc.) Further optimization possible (improved di/dt, z-max) Summary
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2004 International Continuously Variable and Hybrid Transmission Congress September 23-25, 2004

Control and Operating Behavior of Continuously Variable Chain Transmissions

Roland Mlle

Division Mobile Working Machinery Prof. Dr.-Ing. Dr. h.c. K.-Th. Renius c/o Institute of Automotive Engineering Prof. Dr.-Ing. B. Heiing Technische Universitt Mnchen

Mlle 2004