Research Papers

An Automated Model-Order Reduction Method for Automatic Transmissions

[+] Author and Article Information
Vanja Ranogajec

Faculty of Mechanical Engineering and
Naval Architecture,
University of Zagreb,
Ivana Lučića 5,
Zagreb HR-10002, Croatia
e-mail: vanja.ranogajec@fsb.hr

Joško Deur

Faculty of Mechanical Engineering and
Naval Architecture,
University of Zagreb,
Ivana Lučića 5,
Zagreb HR-10002, Croatia
e-mail: josko.deur@fsb.hr

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received February 25, 2016; final manuscript received December 14, 2016; published online May 9, 2017. Assoc. Editor: Junmin Wang.

J. Dyn. Sys., Meas., Control 139(7), 071004 (May 09, 2017) Paper No: DS-16-1121; doi: 10.1115/1.4035607 History: Received February 25, 2016; Revised December 14, 2016

New generation of torque converter automatic transmissions (AT) includes a large number of gears for improved fuel economy and vehicle performance, which leads to exponentially increasing number of shift types and shift events. In order to facilitate various numerical/simulation analyses of AT dynamics, shift control optimization, and control strategy design, a full-order AT model is usually reduced by eliminating state variables related to locked clutches in particular gears or shifts. The paper proposes an automated model-order reduction method for an arbitrary, user-specified clutch state, and demonstrates its application on an example of ten-speed AT. The method is based on determining the locked-clutch torque variables and their substitution into the full-order state-space model input vector, as well as finding a linear relation between the reduced-order and full-order model state-space variables.

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Fig. 1

Power train model schematic

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Fig. 2

Schematic of AT gearbox [13]

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Fig. 3

Bond graph model of AT gearbox

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Fig. 4

Static clutch friction model based on the Coulomb friction description (a), and its realization through the classical (b) and Karnopp static model (c)

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Fig. 5

Principal block diagram of overall gearbox model based on the Karnopp clutch friction model [8]

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Fig. 6

Clutch torque capacity profiles, engine speed, clutch torques, and transmission output torque for 3–4 upshift (a) and 5–4 downshift (b)

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Fig. 7

Comparison of simulation execution time values for full- and reduced-order AT models and various shifts: (a) classical clutch friction model and (b) Karnopp clutch friction model




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