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TECHNICAL PAPERS

Modeling and Analysis of Automatic Transmission Engagement Dynamics-Nonlinear Case Including Validation

[+] Author and Article Information
Joško Deur

Faculty of Mechanical Engineering and Naval Architecture, University of Zagreb, I. Lučića 5, HR-10000, Zagreb, Croatiajosko.deur@fsb.hr

Jahan Asgari

 Ford Research and Advanced Engineering, MD 2036, P.O. Box 2053, Dearborn, MI 48121jasgari@ford.com

Davor Hrovat

 Ford Research and Advanced Engineering, MD 2036, P.O. Box 2053, Dearborn, MI 48121dhrovat@ford.com

The parameters that are changed in figures in Secs. 4,5,6 compared to the basic set of parameters valid for Figs.  19 are listed in the parenthesis of the figures titles.

J. Dyn. Sys., Meas., Control 128(2), 251-262 (May 31, 2005) (12 pages) doi:10.1115/1.2192826 History: Received March 30, 2004; Revised May 31, 2005

A typical control-oriented automatic transmission model does not include some mostly nonlinear effects such as transmission component friction and backlash, Stribeck clutch friction, clutch drag, and engine block dynamics. It is shown in this paper that such a model cannot provide an accurate description of the power train dynamics during park/reverse and park/drive engagements. An analysis of the influence of various nonlinear effects on the engagement dynamic behavior is presented. The relevant nonlinear effects are incorporated in the basic power train model. The extended model is experimentally validated for typical engagement operating modes.

Copyright © 2006 by American Society of Mechanical Engineers
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References

Figures

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Figure 17

Illustration of individual influences of turbine-side and differential-side transmission friction

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Figure 19

Illustration of influence of engine block dynamics

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Figure 20

Depiction of analysis results

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Figure 21

Results of experimental validation of extended power train model for park/reverse engagement

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Figure 1

Experimental responses of park/reverse engagement and corresponding simulation responses obtained from basic power train model

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Figure 2

Power train model for brake-on case: schematic (a); bond graph (b); and block diagram (c)

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Figure 4

Extension of power train model for brake-off case: schematic (a ) and bond graph (b)

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Figure 13

Illustration of transmission backlash influence (ba=20Nms∕rad; αb=2.5deg)

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Figure 14

Extension of gear set model with input and output transmission friction: bond graph (a) and block diagram (b)

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Figure 15

Reset integrator friction model: equivalent mechanical system (a) and block diagram (b)

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Figure 16

Illustration of transmission friction influence (TCt=TCs=3Nm)

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Figure 18

Illustration of influence of engine combustion pulsations (TCt=5Nm, TCs=3Nm)

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Figure 22

Results of experimental validation of corrected extended model fed by experimental response of engine speed (P/R engagement and brake-on case)

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Figure 23

Results of experimental validation of extended power train model for park/drive engagement

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Figure 3

Schematic of gear set

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Figure 5

Bond graph model of gear set

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Figure 6

Static friction curve

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Figure 7

Principal block diagram of gear set model based on Karnopp clutch friction model

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Figure 8

Block diagram of static torque converter model

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Figure 9

Illustration of basic analysis of park/reverse engagement dynamics

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Figure 10

Illustration of influence of Stribeck clutch friction effect (ba=20Nms∕rad)

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Figure 11

Characteristic of wet clutch drag torque

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Figure 12

Illustration of clutch drag influence (ba=20Nms∕rad; bdr=0.025Nms∕rad)

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