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Research Papers

Robust and Simplified Design of Slip Control System for Torque Converter Lock-Up Clutch

[+] Author and Article Information
R. Hibino

 Toyota Central R&D Laboratory, Inc., Nagakute, Aichi 480-1192, Japanhibino@mosk.tytlabs.co.jp

M. Osawa

 Toyota Central R&D Laboratory, Inc., Nagakute, Aichi 480-1192, Japan

K. Kono, K. Yoshizawa

 Toyota Motor Corporation, Toyota, Aichi 471-8572, Japan

J. Dyn. Sys., Meas., Control 131(1), 011008 (Dec 08, 2008) (10 pages) doi:10.1115/1.3023116 History: Received August 13, 2007; Revised August 14, 2008; Published December 08, 2008

A torque converter lock-up clutch slip control system, which is designed to improve fuel economy, must be able to precisely regulate slip speed. Also the system must have a high level of robustness for coping with changes in the operating conditions and any deterioration in the automatic transmission fluid and the clutch. Moreover, to reduce the design time, the design process must be as simple as possible. In this paper, we first propose a loop shaping that aims to optimize complementary sensitivity function of the control system, while satisfying the abovementioned requirements of performance and robustness. Next, a method for simplifying the design process is proposed, that is, a model and a controller are expressed by interpolation. A controller set, which has a relationship of duality to the interpolation parameters of the model, is created in advance so that the construction of a new control system can be realized by identifying the characteristic parameters only. From application to the actual design process for a vehicle, we verified that the design time was reduced to less than 13 of that required for the conventional method. This new method has already been adopted for the design and fitting of new products.

Copyright © 2009 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Flow of engine power

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Figure 2

Effect of slip control: (a) transmission ratio controlled with slip speed and (b) improved efficiency

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Figure 3

Slip control system

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Figure 4

Block diagram of slip control system

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Figure 5

Relation between model and actual unit

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Figure 6

Identification results

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Figure 7

Characteristic variation of typical models

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Figure 8

Feedback control system

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Figure 9

Characteristic variation of three linear models

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Figure 10

Weighting function W2(s) and Δ(s)

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Figure 11

Simulation results

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Figure 12

Peaks of cosensitivity function T(s)

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Figure 13

Comparison between steps 1 and 2 of H∞ controller design

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Figure 14

Experimental results (on-vehicle): (a) nominal condition, (b) dc-gain variation, and (c) ATF deterioration

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Figure 15

Concept of interpolation for modeling and design

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Figure 16

Modeling frequency band

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Figure 17

Identified models of slip control system (1.8–3.0l engine)

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Figure 18

Modeling errors of LPV model

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Figure 19

Designed vertex controllers Ci(s)

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Figure 20

Block diagram of online parameter identification

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Figure 21

Online identification of θ value: (a) output signal, (b) input signal, and (c) identified θ value

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Figure 22

Modeling of determining θc

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Figure 23

Comparison of new and conventional methods (exact model-based) (3l engine): (a) controllers with an integrator and (b) simulation result

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Figure 24

Test result obtained with vehicle (2.0l engine) (Turbine speed=1300rpm, ATF temperature=80deg.)

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