Study of Control For The Automated Clutch

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DOI: 10.1243/09544070JAUTO1245
2010 224: 475 Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering
Y-S Zhao, Z-F Liu, L-G Cai, W-T Yang, J Yang and Z Luo
control prototyping
Study of control for the automated clutch of an automated manual transmission vehicle based on rapid
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Study of control for the automated clutch of
an automated manual transmission vehicle
based on rapid control prototyping
Y-S Zhao
1
*, Z-F Liu
1
, L-G Cai
1
, W-T Yang
1
, J Yang
2
, and Z Luo
3
1
School of Mechanical Engineering and Applied Electronics Technology, Beijing University of Technology, Beijing,
Peoples Republic of China
2
Department of Mechanical Engineering, Texas Tech University, Lubbock, Texas, USA
3
School of Mechanical and Manufacturing Engineering, The University of New South Wales, Sydney, New South Wales,
Australia
The manuscript was received on 20 April 2009 and was accepted after revision for publication on 10 November 2009.
DOI: 10.1243/09544070JAUTO1245
Abstract: Owing to external disturbances, parameter uncertainty, and measurement noise, it
has been a challenging task to develop an appropriate controller for the automated clutch
system. This paper proposes a new method for electromechanical clutch position control
systems. First, a non-linear dynamic model for the screw-nut actuator associated with a clutch
is derived, and then a dynamic sliding-mode controller with fuzzy adaptive tuning is developed.
The fuzzy adaptive tuning arithmetic is used to improve the robustness and stability of the
controller. At the same time, the chattering phenomenon is alleviated by adopting the
proposed controller. Based on dSPACE and MATLABSimulink, the rapid control prototyping
of the automated clutch is used as a method to demonstrate the efficiency and robustness of
the proposed algorithm.
Keywords: automated clutch, dynamic sliding-mode control, fuzzy adaptive control, rapid
control prototyping
1 INTRODUCTION
Servo actuation in conventional manual transmis-
sions has increasingly gained much attention re-
cently [13]. An automated manual transmission
(AMT) can be constructed on the basis of a con-
ventional manual transmission by adding a servo
actuator and control system. An AMT is actually a
manual transmission with an added-on control unit
which automates the clutch and shifts the operation
according to the vehicles driving condition and the
drivers intention. The automated clutch, an im-
portant subsystem of the AMT, can be declutched
and engaged automatically. The engagement and
declutch must be controlled to satisfy different and
conflicting objectives, such as small friction losses,
minimum time needed for the engagement, and
preservation of driver comfort during the engaging
and declutching process [4]. A proper normal force
to the clutch-driven disc is the key to satisfying all
these goals.
In the literature, several control strategies have
been developed for controlling the position of the
automated clutch of an AMT vehicle. For instance,
Slicker and Loh [5] presented a scheme to design a
vehicle launch control system for an AMT. Zanasi
and Visconti [6] discussed dynamic modelling and
engagement control for an automotive dry clutch.
Sanada and Kitagawa [7] applied a proportional
reducing valve to an automotive automatic trans-
mission system to control shift operation, and a
feedback controller was designed on the basis of m
synthesis, which is also a controller design method
using conventional control theory. David and Na-
trajan [8] described a procedure to determine the
*Corresponding author: School of Mechanical Engineering and
Applied Electronics Technology, Beijing University of Technology,
Beijing 100124, Peoples Republic of China.
email: yszhao@bjut.edu.cn
475
JAUTO1245 Proc. IMechE Vol. 224 Part D: J. Automobile Engineering
parameters of well-established driveline modes
using signals that are readily available on a vehicle
data bus. Two control strategies based on the linear
quadratic Gaussian technique were discussed. Hahn
and Lee [9] presented a torque-estimation-based
robust controller for a passenger car torque con-
verter clutch slip system, which only used the
measurements available from inexpensive sensors
for torque estimation and feedback control. Cheng et
al. [10] proposed a sliding-mode control approach
based on the feedback linearization of an electrically
controllable clutch of AMT vehicles. Zhang et al. [11]
developed a non-linear multi-rigid-body system dyn-
amic model for an automated clutch system, and an
adaptive optimal controller was introduced for posi-
tion control of the automated clutch. The afore-
mentioned control algorithms are characterized by
high computational efficiency and easy implementa-
tion. However, these algorithms still have difficulty
in meeting the requirement of robustness for an
automated clutch system.
Some sophisticated development environments
have recently been developed to support the speci-
fication of embedded systems and to validate them
on different abstraction levels, so as to shorten the
development time for the electrical controlling sys-
tem and to verify easily the control system and its
related algorithms for new vehicles. Lee et al. [12] pro-
posed an organized development environment by
matching hardware-in-the-loop simulation (HILS)
equipment with the rapid control prototyping (RCP)
system for an automotive engine control system.
A model-based air-to-fuel ratio controller based on
a sliding-mode control scheme was implemented to
examine the feasibilities of the proposed develop-
ment environment. Noomwongs et al. [13] combined
simulation (vehicle model) and experiment (tyres) to
develop a tyre HILS for evaluating vehicle dyna-
mics. In comparison with the simulation by an off-
line linear tyre model, the results of a vehicle simu-
lated on the tyre HILS were significantly closer to
real data. Thomas and Ferit [14] developed a virtual
real-time environment for automatic transmission
control units. Test and development options offered
by HILS are illustrated in the form of examples.
Liu and Daley [15] introduced an environment com-
posed of dSPACE, MATLAB, Simulink, and Real-Time
Workshop (RTW) to implement the proposed opti-
mal-tuning non-linear proportionalintegralderiva-
tive (PID) controller for demonstrating the perfor-
mance of the controller in hydraulic position control.
Er et al. [16] presented the design, development,
and implementation of a dynamic fuzzy neural
networks (DFNNs) controller for real-time industrial
applications, and the DFNNs controller was imple-
mented via the RTW which can generate C-codes
from the Simulink block diagrams. The results of
experiment show that RCP is a valid manner to
verify the validity of the proposed controller. Thus,
it can be seen that the methods combining RCP and
HILS are becoming a standard option for speeding
up the development of complex control systems, in
particular in automotive designs.
This paper mainly discusses trajectory tracking of
the clutch position using a screw-nut actuator driven
by a permanent-magnet d.c. motor in the context
of RCP systems. In comparison with conventional
hydraulic servo systems [17], the screw-nut actuator
has a higher efficiency and saves space. However,
owing to external disturbances, it is necessary to
develop an appropriate control scheme to meet the
conflicting requirements of an automated clutch
system. In this work, to obtain optimal operating
control for the automated clutch of AMT vehicles,
the clutch system and the screw-nut actuator are
considered as a uniform unit to design a robust
controller. A dynamic sliding-mode controller with
fuzzy adaptive tuning is constructed for improving
the robustness and control precision of the auto-
mated clutch. The chattering phenomenon is alle-
viated by adopting the proposed controller. RCP of
the automated clutch is designed for the automated
clutch system based on dSPACE and MATLAB
Simulink. The proposed control algorithms can be
easily implemented in the RCP platform via the RTW
and the customized target package.
2 THE AUTOMATED CLUTCH SYSTEM MODEL
A simplified diagram of the automated clutch system
is shown in Fig. 1. The clutch is composed of two
discs connected to the engine shaft and gearbox
shaft in the driveline. A screw-nut actuator driven by
a permanent-magnet d.c. motor is used to control
the clutch position. The torque transmitted from the
engine to the wheels is modulated and the gear
change is available during the declutching phase.
In this work, a J4001050917016 transmission used
in a JNJ7080A vehicle is adopted and a reduced
model is therefore derived for the design of the
position controller of the automated clutch. The
loaddeflection curve for the membrane spring of
the clutch is plotted in Fig. 2, which can be obtained
from the experimental data. During numerical
applications, this non-linear function can be ap-
proximated by a fourth-order polynomial in terms of
476 Y-S Zhao, Z-F Liu, L-G Cai, W-T Yang, J Yang, and Z Luo
Proc. IMechE Vol. 224 Part D: J. Automobile Engineering JAUTO1245
x displacement as
F
m
x ~{2:69x
4
z60:5x
3
{454:9x
2
z1318:4xz90:5
1
The relation between the motor angle displace-
ment h
m
and the membrane spring end deflection x
can be derived as
x~
1
2p
l
ts
l
tl
k
sc
h
m
2
where l
ts
and l
tl
are the arm lengths of the lever and
k
sc
represents the pitch of the screw-nut actuator.
According to Kirchhoffs laws [18], the dynamic
function of a permanent-magnet d.c. motor can be
described as
L
dI
dt
zIRzk
d
v~u 3
where I, L, and R are the current, inductance, and
resistance respectively of the permanent-magnet d.c.
motor, u represents the voltage of the d.c. supply
source, k
d
is the back electromotive force coefficient
of the permanent-magnet d.c. motor, and v repre-
sents the angular velocity of the permanent-magnet
d.c. motor.
The dynamic equation of the motor rotor can be
described as
J
r
dv
dt
~T
M
{T
M
L
4
where J
r
is the equivalent moment of inertia of rotor,
T
M
L
is the resistant torque of the rotor, T
M
5k
m
I
represents the electromagnetic torque of the perma-
nent-magnet d.c. motor, and k
m
is the torque con-
stant of the permanent-magnet d.c. motor.
Substituting equation (4) into equation (3), the
dynamic function of the permanent-magnet d.c.
motor can be obtained as
Fig. 1 The simplified diagram of an automated clutch
Fig. 2 Loaddeflection curve for the membrane spring
clutch
Control for the automated clutch of an AMT vehicle 477
LJ
r
k
d
k
m
d
2
v
dt
2
z
RJ
r
k
d
k
m
dv
dt
zv
~
1
k
d
u{
L
k
d
k
m
dT
M
L
dt
{
R
k
d
k
m
T
M
L
5
For the automated clutch system, the equivalent
moment J
r
of rotor inertia can be described as
J
r
~JzJ
g
zJ
t
k
2
sc
zm
b
k
2
sc
l
2
ts
6
where J is the moment of inertia of the rotor, J
g
is the
moment of inertia of the screw rod, J
t
is the moment
of inertia of the lever, which is computed according
to its supporting point, and m
b
represents the mass
of the clutch release bearing.
The load torque of the rotor T
M
L
can be described as
T
M
L
~k
L
F
m
(x){c
m
_ xx 7
where k
L
is the coefficient of the torque of resistance,
F
m
is the force of the membrane spring, and c
m
is the
damping coefficient of the membrane spring.
Substituting equations (2), (6), and (7) into equa-
tion (5), the dynamic function of the automated clutch
can be obtained as
LJ
r
k
d
k
m
k
h
d
3
x
dt
3
z
RJ
r
k
d
k
m
k
h
d
2
x
dt
2
z
1
k
h
dx
dt
~
1
k
d
u{
L
k
d
k
m
dT
M
L
dt
{
R
k
d
k
m
T
M
L
8
where k
h
~k
sc
l
ts
=(2pl
tl
).
The state variable vector X, control input vector U,
and external disturbance vector W can be defined
respectively as
X~x, _ xx, xx
T
~x
1
, x
2
, x
3
T
U~u
W~
dT
M
L
dt
, T
M
L

T
9
Then, the mathematical model of the automated
clutch system can be written as
_
XX~AXzBUzDW 10
where
A~
0 1 0
0 0 1
0 {
k
d
k
m
LJ
r
{
R
L
B~
0
0
k
m
k
h
LJ
r
D~
0 0
0 0
{
k
h
J
r
k
h
R
LJ
r
3 DESIGN OF THE DYNAMIC SLIDING-MODE

CONTROLLER WITH FUZZY ADAPTIVE
TUNING
For the worst working condition of the automated
clutch, many uncertain factors can occur during
vehicle running periods. For example, the clutch has
been detached and the deduction of the electronic
control unit (ECU) is obtained by judging the input
signals; this requires the clutch to engage immedi-
ately, or the initial position of the clutch is changed
owing to installation error and the longer-time wear
and tear during the running period. To achieve the
purpose of improving the automated clutch system
performance, this section presents a dynamic slid-
ing-mode controller with fuzzy adaptive tuning that
is robust to the external disturbance and measure-
ment noise. In comparison with the conventional
sliding-mode controller (CSMC), the new sliding-
mode controller can alleviate the chattering phen-
omenon of control inputs. Furthermore, fuzzy adap-
tive tuning arithmetic is adopted to improve the
robustness and stability of the automated clutch
system.
3.1 Design of the dynamic sliding-mode
controller
This study is mainly concerned with the dynamic
sliding-mode controller for an automated clutch
driven by a permanent-magnet d.c. motor. Consid-
eration of the non-linear single-input single-output
motormechanism coupled system gives
x
1
...
(t)~f (X, t)zg(X, t)u(t)zf
L
(X, t) 11
where u(t) is the control input. f(X, t), g(X, t), and
f
L
(X, t) are approximated by using the estimated
functions
^
f f (X, t)~{
k
d
k
m
LJ
r
x
2
{
R
L
x
3
12a
^ gg(X, t)~
k
m
k
h
LJ
r
12b
and
^
f f
L
X, t ~{
k
h
J
r
dT
M
L
dt
z
k
h
R
LJ
r
T
M
L
12c
respectively. They are bounded in terms of the
unknown functions f
(X, t), g(X, t), and f
L
(X, t) ob-
tained by experiment. The control problem is to find
a control law so that the state X can track the desired
trajectories X
d
in the presence of uncertainties. It is
required to drive the tracking error asymptotically to
zero for any arbitrary initial conditions and uncer-
tainties. Suppose that the tracking error vector has
the form
E~X{X
d
~e, _ ee, ee
T
~e
1
, e
2
, e
3

T
13
where X
d
5[x
d
, x
d
, x
d
]
T
. Then, the conventional slid-
ing surface S(t) [20] is defined as
S(t)~C
1
e
1
zC
2
e
2
ze
3
14
where C
1
and C
2
are constants. The sufficient
condition for the existence and reachability of S(t)
in the automated clutch system state space is to
choose a control law so that the Lyapunov function
(d/dt)[S
2
(t)/2] 5SS
,0 can be satisfied [21].

The control law u(t) of the CSMC consists of the
equivalent sliding component u
eq
(t), which forces
the system state to slide on the sliding surface, and
the hitting control u
N
(t) that drives the states
towards the sliding surface. The equivalent control
law is obtained by the equation
_
SS
u~u
eq
~0 15
Assuming that all uncertainty factors are zero, then
C
1
e
2
zC
2
e
3
z
^
ff z^ ggu
eq
z
^
ff
L
{x
d
...
~0 16
Solving equation (16) yields
u
eq
~{^ gg
{1
(C
1
e
2
zC
2
e
3
z
^
ff z
^
ff
L
{x
d
...
) 17
A Lyapunov function candidate is chosen as
V~
1
2
S
2
(X, t) 18
It is shown that, if there exists a positive constant g
such that
_
VV~
1
2
d
dt
S
2
(X, t)

{g S j j 19
then the state trajectories hit the sliding surface s. In
order to satisfy the hitting condition of equation (19)
in the presence of uncertainties, the hitting control
law is chosen as
u
N
~{^ gg
{1
(K sgn(S)), Kw0 20
Equation (19) will be
_
VV~S
_
SS~S(C
1
e
2
zC
2
e
3
zf zgUzf
L
{x
d
...
){g S j j
21
Equation (21) can be represented as
(C
1
e
2
zC
2
e
3
zf zf
L
{x
d
...
)sgn(S)zgusgn(S){g
22
Substituting equations (17) and (18) into equation
(22) yields
(C
1
e
2
zC
2
e
3
zf zf
L
{x
d
...
)sgn(s)
{
g
^ gg
(C
1
e
2
zC
2
e
3
z
^
ff z
^
ff
L
)sgn(S){
g
^ gg
K{g 23
The optimal value of K will be
K
1
g
^ gg(
~
ff z
~
ff
L
zg){~ gg(C
1
e
2
zC
2
e
3
z
^
ff z
^
ff
L
)zx
d
...

|sgn(S) 24
To improve the automated clutch performance, a
dynamic sliding-mode controller is constructed on
the basis of the conventional sliding surface S and
its derivation S
, which can alleviate the chattering

phenomenon of control inputs effectively [22], and
is given by
s~
_
SS t zl
d
S t 25
where l
d
is a positive value. Here, the control
problem of the dynamic sliding mode is to find a
control law u
s
so that the state X remains on the
dynamic sliding surface s 50. A bounded stability
dynamic system can be obtained and a conventional
sliding surface S 50 can also be satisfied during the
design of the controller. Hence, the Lyapunov sta-
bility condition
_
VV
s
~s_ ssv0 26
must be satisfied. The equivalent control u
sE
of the
dynamic sliding-mode controller can be derived
from s 50 when the external disturbance is zero,
which can be described as
_ ss~
SS(t)zl
d
_
SS(t)~0 27
where
SS(t)~C
1
e
3
zC
2
^
ff z^ ggu
s
z
^
ff
L
{x
d
...

z
d
^
ff
dX
_
XXz
d^ gg
dX
_
XXz^ gg _ uu
s
z
d
^
ff
L
dX
_
XX{x
(4)
d
_
SS(t)~C
1
e
2
zC
2
e
3
z
^
ff z^ ggu
s
z
^
ff
L
{x
d
...
28
Then, the equivalent control law u
sE
is obtained as
_ uu
sE
~{
1
^ gg
C
2
z&l
d
^ ggz
d^ gg
dX
_
XX

u
s
{ C
2
z&l
d
x
d
...
{
^
ff {
^
ff
L

{x
(4)
d
{
1
^ gg
C
1
z&l
d
C
2
e
3
z
d
^
ff
dX
_
XXz
d
^
ff
L
dX
_
XXz&l
d
C
1
e
2

29
Note that this control signal u
sE
is sufficient to drive
the system once the sliding surface is reached.
Furthermore, the reachability and existence of this
dynamic sliding surface are satisfied if equation (25)
is satisfied. Therefore, the hitting control law u
sN
is
chosen as
_ uu
sN
~{
1
^ gg
e sat
s
w

30
where e is the switching gain, w.0 is the width of the
boundary, and the saturation function sat(s/w) is
defined as
sat
s
w

~
{1 if sv{w
s
w
if {wsw
1 if sww
31
The dynamic sliding-mode control output u
s
is given
as
_ uu
s
~_ uu
sE
z_ uu
sN
32
In order to ensure that the Lyapunov stability
condition V
s
,0 can be satisfied, substituting equa-
tions (32), (30), and (29) into equation (26) yields
e
^ gg
g
1
sat s=f
C
2
{l
d

~
ff z~ ggu
s
z
~
ff
L

z
d
~
ff
dX
z
d~ gg
dX
z
d
~
ff
L
dX

_
XX
{
~ gg
g
1
sat s=w
C
2
zl
d
^ ggz
d^ gg
dX
_
XX

u
s
{ C
2
zl
d
x
...
d
{
^
ff {
^
ff
L

{x
(4)
d
z C
1
zl
d
C
2
e
3
z
d
^
ff
dX
_
XXz
d
^
ff
L
dX
_
XXzl
d
C
1
e
2
33
The control input u
s
is easy to obtain as
u
s
k ~u
s
k{1 z_ uu
s
34
where k is the number of iterations.
3.2 Fuzzy adaptive tuning controller
In general sliding-mode control, the switching feed-
back gain e is a constant, which can influence the
performance of the dynamic sliding-mode controller
[23]. In this section, a proportionalderivative type of
fuzzy inference mechanism [24] is used to tune the
switching gain e in equation (30) according to the
external disturbances shown in Fig. 3. The chatter-
ing phenomenon can be alleviated for the dynamic
sliding-mode controller, and the robustness and
stability are also improved. Here, the absolute value
|s| of the dynamic sliding surface and the absolute
value | s| of its derivation are used as the inputs of the
fuzzy logic adaptive controller. Replacing e with e
F
,
the hitting control law can be obtained as
_ u u
sN
~{
1
^ gg
e
F
sat
s
w

35
where e
F
is adjusted by the fuzzy logic adaptive
tuning controller.
It is well known that the fuzzy logic controller
consists of three modules: fuzzification, inference
engine, and defuzzification. Since the input and
output have their own universe of discourse, the
scaling factors k
|s|
, k
| s|
, and k
e
F
are used to map the
fuzzy logic control inputs |s| and | s| and output e
F
to
the normalized universe of discourses.
The inputs |s| and | s| and output e
F
membership
functions for the fuzzy logic adaptive controller
block are defined in Fig. 4. The discourses are all
assigned to be [0, 1]. Table 1 presents the fuzzy logic
rule base, which is based on the experiment of the
system and extensive simulations performed in this
study.
The linguistic control rules are defined as follows:
PB, positive big; PM, positive medium; PS, positive
small; ZE, zero. An example of the fuzzy linguistic
rules is shown in Table 1. If |s| is PS and | s| is PB,
then e
F
is PM. The hitting control law is tuned by
multiplying the defuzzified signal e
F
. Consequently
Fig. 3 A block diagram of the fuzzy adaptive tuning controller
Fig. 4 Membership functions for |s|, | s|, and e
F
Table 1 Linguistic rule base for the fuzzy adaptive
tuning controller
|s|
e
F
for the following | s|
ZE PS PM PB
ZE ZE ZE PS PM
PS ZE PS PS PM
PM PS PS PM PB
PB PM PM PB PB
a more robust control output u
s
can be obtained.
In this paper, a centre average defuzzification, a
Mamdani implication in the rule base, and a product
inference engine are used in the designed defuzzi-
fication segment. The output of the fuzzy logic
adaptive tuning controller can be written as
e
F
~
r
i~1
a
i
P
p
j~1
m
ij
I
j

r
i~1
P
p
j~1
m
ij
I
j
36
where r is the number of rules, a
i
5[a
1
, a
2
, , a
r
]
T
is
the vector of the centres of the membership func-
tions of e
F
, I
j
5[|s|, | s|]
T
is the input vector, and p is
the number of inputs.
4 RESULTS
The automated clutch system of this study is shown
in Fig. 5. A dSPACE DS1005 card is adopted as the
ECU to handle all the inputoutput data for the
whole system and to calculate the control para-
meters. A Z11-PWM current amplifier was selected
for the automated clutch system to drive the
permanent-magnet d.c. motor and screw-nut actua-
tor, and a DJZ14-type eddy current dynamometer
was adopted as the load of the automated clutch.
The Bosch Hall displacement sensor and Hall shift
sensor return the clutch small end displacement and
shift signal respectively of the automated clutch into
the dSPACE. Since the voltage signal is liable to be
disturbed by the environmental noise, and is
amplified during the numerical difference operation,
a digital filter and an RC filter circuit were intro-
duced to solve this problem.
The digital filter can be represented as
^ yy k ~a^ yy k{1 z 1{a y k
^ yy 0 ~y 0 , k~1, 2, . . . , n
37
where a [ (0, 1) is the adjustable variable. A larger
value of a provides a better filter but poorer curve-
fitting ability. In this study, the parameter a is
selected as 0.3 on the basis of operation experience.
The RCP framework of the automated clutch is
built as shown in Fig. 6. The clutch-driven plate ro-
tational speed, engine rotational speed, shift signal,
throttle position, and brake signal are introduced
as the input signals, in which the throttle position
and brake signal are virtual signals generated from a
signal generator. The logic implementation of the
engaging and declutching process for the automated
clutch system is implemented using a Stateflow
block. The dynamic sliding-mode controller with
fuzzy adaptive tuning is implemented through the
RTW, as shown in Fig. 7. In this RTW model, a set of
inputoutput devices is created in the Simulink
library to provide an interface between the down-
loaded Simulink model and the automated clutch
system. The dSPACE ControlDesk is used to observe
real-time results and to change the input parameters
online, which makes the development of controllers
much more effective. Real-time changes can be
made to the input values of the automated clutch
system by adjusting the knobs of the ControlDesk
Fig. 5 Automated clutch system: (a) plant test of the automated clutch; (b) dSPACE and power
supply
Fig. 6 RCP framework of the automated clutch system (PC, personal computer; PWM, pulse
width modulation)
Fig. 7 Simulink block diagram for the proposed controller, CSMC, and PID controller
graphical user interface. Moreover, the proposed
controller can also be enabled or disabled online to
see its effect on the automated clutch performance.
In order to compare the performance of the
proposed controller with those of the CSMC and
PID controller [25], the system parameters and the
coefficient of the hyperplane are chosen to be the
same. The declutching process is implemented in
0.22 s, which meets the performance requirement of
the automated clutch system. Therefore, the engage-
ment control is the key to satisfying different and
sometimes conflicting objectives of the automated
clutch. According to reference [11], the whole pro-
cess of launching or shifting a vehicle consists of
four stages from separation to engagement of the
clutch, as shown in Fig. 8. In the first stage, a
0
a
1
is
the clearance space between the driving and driven
plates at full separation of the clutch. Since no
torque is transmitted, the driven plate should move
as rapidly as possible. In the a
1
a
2
stage, the trans-
mitted friction torque T
c
increases from zero to the
static friction resistance torque T
r
. In the a
2
a
3
stage,
the friction torque T
c
continues to rise until a syn-
chronization of the angular velocities v
e
and v
c
is
achieved between the engine output and the clutch-
driven shafts. This stage must be controlled to satisfy
different and conflicting objectives, such as small
friction losses, the minimum time needed for the
engagement, and preservation of driver comfort. In
the fourth stage, a
3
a
4
represents the displacement
after synchronization, which continues to meet the
requirements for the clearance between the release
thrust bearing and operating fork until the pressure
is up to the maximum. In this paper, the vehicle
launch of the automated clutch is chosen as the
typical operating condition to validate the proposed
controller, which is driven according to the desired
trajectory, which is obtained from the previous
theoretical analysis and experimental data and is
given by
x
d
~
0, t0:3
1:8|10
{3
z5:2|10
{3
t{0:3
2
, 0:3vtv1:3
8, t1:3
38
According to the Hurwitz polynomial, suppose
that the eigenroot of the sliding mode is [2300, 280];
then C
1
52.4610
4
and C
2
5380. In addition, the
gains of the CSMC law are obtained by using w50.01
and K52610
3
. The parameters of the dynamic
sliding-mode controller with fuzzy adaptive tuning
are e 53610
3
, l
d
54.15, k
|s|
56610
22
, k
| s|
51.256
10
22
, and k
s
F
~2|10
2
; the parameters of the PID
controller are a proportional value of 340, an integral
value of 0.5, and a derivative value of 60; the
parameters of the automated clutch are set accord-
ing to the measurement results as R50.2 V, L586
10
24
, J
r
56.125610
24
Nms
2
, k
d
50.0764, k
m
50.7296,
k
h
50.0055, c
m
50.01 N/ms, and k
L
50.1.
The sampling time step size for the RCP is 2 ms.
The objective is to control the clutch to move from
the initial position to the end. Hence, the vehicle
launch can be analysed in this investigation by
adopting the PID controller, the CSMC, and the
dynamic sliding-mode controller with fuzzy adaptive
tuning respectively. The dynamic responses ob-
tained by employing the PID controller, the CSMC,
and the proposed controller are shown in Fig. 9. A
preferable tracking response can be observed by
employing the proposed dynamic sliding-mode
controller with fuzzy adaptive tuning. The actual
trajectory response of the proposed controller
approaches the desired trajectory x
d
(t) rapidly, as
shown in Fig. 9(c1). After the actual trajectory
reaches the desired trajectory, the actual trajectory
response x
1
(t) is almost identical with the desired
command x
d
(t). In comparison with the proposed
controller, it is difficult to follow the desired
trajectory by adopting the PID controller. Although
the CSMC can work normally in this case, its anti-
interference performance is worse than that of the
proposed controller. The steady state tracking errors
are 0.79 mm, 0.21 mm, and 0.18 mm for the PID con-
troller, CSMC, and the proposed controller respec-
tively. In order to validate the robustness of the
proposed controller, the digital filter is removed. The
CSMC and the PID controller will not work in this
Fig. 8 Relationship between the torque, angular velo-
city, and distance of travel
Fig. 9 Response trajectories of the launch control for (a1) the PID controller, (b1) the CSMC, (c1)
the proposed controller, and (d1) the proposed controller without a digital filter, together
with (a2), (b2), (c2), (d2) (their corresponding errors)
case. However, the proposed controller can be op-
erated normally (Fig. 9(d1)), which shows that the
proposed controller is robust to the measurement
noise.
For the automated clutch system, the transmitted
torque and rotational speed of the vehicle are gen-
erally recommended. The output rotational speed
and torque of the automated clutch on adopting
the PID controller, the CSMC, and the proposed
controller are shown in Fig. 10. The rotational speed
of the automated clutch can be increased more
smoothly by using the proposed controller than by
using the PID controller or the CSMC, as shown in
Fig. 10(a); this can improve the passenger comfort
and reduce the friction loss. Correspondingly, the
output torque of the automated clutch system
transmitted from the engine to the clutch is more
progressive than for the CSMC and PID controller
during the launch process. Therefore, the AMT
vehicle can be rapidly launched so as to reflect the
intention of the driver and depress the impact by
adopting the proposed dynamic sliding-mode con-
troller with fuzzy adaptive tuning. The results of RCP
show that the proposed controller can effectively
improve the robustness and track accuracy of the
automated clutch system.
5 CONCLUSION
This paper proposed a dynamic sliding-mode con-
troller with fuzzy adaptive tuning for the automa-
ted clutch system. The sufficient condition for the
existence and reachability of the dynamic sliding
mode controller was approved by using the Lyapu-
nov theorem. The robustness and stability of the
controller were improved by means of the fuzzy
adaptive tuning arithmetic. Based on dSPACE and
MATLABSimulink, the RCP of the automated clutch
is established. A preferable tracking response can be
observed by employing the proposed controller. The
AMT vehicle will be rapidly launched so as to reflect
the intention of the driver and to depress the impact
by adopting the proposed dynamic sliding-mode
controller with fuzzy adaptive tuning.
ACKNOWLEDGEMENTS
This paper is supported by the Doctor Scientific
Research Foundation of Beijing University of Tech-
nology (Grant X0001211200801) and the National
Eleventh Five-Year Plan scientific and technological
support project (Grant 2006BAF0109-04).
F Authors 2010
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3 DESIGN OF THE DYNAMIC SLIDING-MODE

(X, t), g(X, t), and f

,0 can be satisfied [21].

, which can alleviate the chattering

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