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Transmission
A Synopsis in partial fulfillment of the
requirement for the award of degree of
MASTER OF ENGINEERING
in
MECHANICAL ENGINEERING
By
Gurpreet Singh
(Roll Number: 14-909)
(Registration Number: 14-UIT-645)
under the guidance of
ABSTRACT
Automated manual transmission (AMT) is capable in providing good driving comfort and better
performance of automobile with increased fuel efficiency. In this work, a novel strategy for using a
set of polynomial functions for gear shift maps for automatic shifting of gears is proposed.
Polynomial functions are obtained in MATLAB from gear maps available in literature using curve
fitting. Different methodologies that can be used for the development of the automated manual
transmission are discussed. Mathematical model of a driveline is obtained from free body diagrams
of each part of the transmission. These models are divided into three categories based on different
phases during operation of driveline as: engagement phase, slipping phase and synchronization
phase. State-space mathematical models are developed for each phase. A MATLAB code is
developed using these state-space models in which polynomial functions are used for gear shifting.
Results obtained validate the proposed strategy of using polynomial functions. Furthermore, a DC
motor that can be used as actuator in AMT is also simulated in MATLAB using LQR controller.
TABLE OF CONTENTS
1.
Introduction
2.
Literature Review
1.
Driveline
2.
Shifting process
13
3.
Actuators
18
4.
Clutch
22
5.
24
3.
Research Gaps
29
4.
Research Objectives
30
5.
Work Justification
31
6.
32
7.
52
8.
64
9.
References
66
10.
Publications
71
INTRODUCTION
Man is finding newer ways to make his life easy and comfortable on
this planet which has led to many great inventions.
Today we have very stable, efficient and comfortable automobiles.
Enormous advancement in computer science, electronics, sensors,
actuators and control theory.
Automobiles are continuously becoming more automatic and smart.
Transmission system is a key element for improving efficiency,
performance and drivability of a vehicle. Two main types of
transmissions are Manual Transmission (MT) and Automatic
Transmission (AT).
Automatic
Transmission (AT)
Lower efficiency, higher cost &
weight than MT.
Gear-selection is controlled by
Transmission Control Unit (TCU).
It is easy to operate with good
drivability but has higher fuel
consumption.
Its manufacturing cost is high, has
shorter life time and has high
maintenance cost.
Mechanical efficiency of AT is
about 85%.
5
Here
(1)- First Gear
(2)- Second Gear
(3)- Third Gear
(4)- Fourth Gear
(5)- Fifth Gear
(R)-Reverse Gear
LITERATURE REVIEW
1.
DRIVELINE MODEL
(1)
Similarly, we can get equations for different sub-systems as:
(2)
(3)
(4)
Equation (2), (3) & (4) are for engine, mainshaft and wheels
respectively. Here subscripts e, c, m, t, w are used for engine,
clutch, mainshaft, transmission & wheels, J is the inertia, T is the
torque, k is the stiffness, is the friction/damping coefficient,
are gear ratio and differential gear ratio &
10
11
Function
of the fuel amount and the boost pressure is used for engine
torque approximation. is the engine torque. is the engine speed, is the
boost pressure, is the compressor power, & represents the torsion in
driveshaft and the wheel speed respectively. The fuel amount is represented
by and is the position of the inlet vanes in the turbine [4].
12
2. Shifting Process
Mostly, modern manual vehicles are equipped with synchromesh gear box.
Synchronizer: friction cone on the gear to be engaged, sleeve, synchronizer
ring, spring and slider.
Friction generated between cone and synchronizer ring and synchronizes
engaging gear.
Sleeve moves further and engages with gear easily.
Gear shifting process consists of three stages1. First of all clutch is pressed and Sleeve moves from neutral gear position to contact
the ring,
2. Ring and cone surfaces are in contact and synchronizer is pushed on cone, gear
starts moving with speed of synchronizer and then sleeve slides.
3. Sleeve moves passing the ring, gear is engaged.
. The force required for shifting gear can be obtained as follows1. First StageForce analysis between the sleeve and slider shows that the main resistant force is
of spring and frictional force.
Slider
Figure 7. Force Analysis of The Contact Surface Between Sleeve and Slider
15
2.
Second stageDuring this stage, synchronizer ring prevents the further movement of
sleeve until the speed of both sides of synchronizer has been synchronized.
Slide
r
Synchronization process has two stages; transient and steady. Shift load for
transient phase can be obtained from the deflection of both surfaces.
(11)
where is the contact spring stiffness, is the deflection of the contact
surface,
is the damping coefficient of the contact surface,
is the
axial velocity of the sleeve.
In steady phase, shift load is equal to the shift force,
.
16
3. Third stage. In this stage, the main shift force arises due to the damping resistance from
the synchronized side and can be calculated as follows(12)
is damping coefficient of synchronized side, wd is rotational speed of
the synchronized side,
. Shift load mainly comes from synchronizer & self-locking mechanism of
the fork shaft to avoid voluntarily shifting off and shifting on [5].
.J Kim et al. simulated the shift force for a manual transmission to estimate
the force that is transmitted to the drivers hand [6].
17
3. Actuators
To control the process of gear shifting precisely and accurately, entire shifting
control of the actuator mechanism can be decomposed into two independent
motor control problem, one for shifting and one for selecting. Motor used for
selection has three positions i.e. A,B & C. For shifting process also, second
motor has three positions. Hence, different combinations of positions of these
two motors give different gear positions as shown in Table 1.
Table 1: Gear lever positions for different positions of select and shift motors
Movement along X axis
Movement
Along Y axis
Middle
N1
N2
N3
Down
Up
positions
18
Here,
N1,N2,N3 Neutral gear positions.
A, B & C- Gear select motor positions
Up, Middle & Down- Gear shift motor positions
19
21
4.
Clutch
Clutch is one of the most important part of gear shifting process. This
process should be fast enough to maintain the driving comfort for the
driver with constraints on the engine operating conditions. Fundamental
conditions for the clutch operation are
1.
23
24
25
. Different gear shift strategy has been also developed. Neuro fuzzy control
approaches are used for optimal gear-shift schedule by estimating the vehicle
load and inferring drivers intentions [17].
26
28
RESEARCH GAPS
Conventional gear shift schedules are available both for downshift as well as
upshift in the form of graphs between throttle position and vehicle speed.
These graphs are exploited to create a control logic in a typical vehicle fitted
with an AMT.
No work is available in which information contained in these graphs has been
systematically utilized to develop a gear shifting strategy. These gear-shift
schedules are highly non-linear.
In present work, a particular gear shift schedule has been modeled as a
system of polynomial equations. Different polynomial equations are then used
in this work to model different parts of a gear-shift schedule.
29
RESEARCH OBJECTIVES
Objective of this research work is to propose a novel gear shift strategy for
gear shifting based upon optimal gear shift maps. Main objectives are to:
1. obtain polynomial functions for gear shift curves.
2. suggest gear shifting strategy based on polynomial functions.
3. simulate driveline based on proposed gear shifting strategy.
4. simulate dc motor that may be used as actuator for gear shifting and clutch
movement
30
WORK JUSTIFICATION
Cars with AMT are about Rs. 50,000 costlier than the car without AMT.
Indian market is adopting foreign technology. There is a scope to make
AMT technology indigenous. This will help Indian market to grow more
and will also reduce the cost of vehicles equipped with AMT.
AMT is a cheaper and economical technology as compared to other
technologies like continuously variable transmission (CVT) and automatic
transmission (AT). To be fully adopted in automobiles it needs more
refinement for better driving comfort
31
The aim of this research work is to obtain a set of polynomial functions for
gear shift curves from gear shift maps and use these functions to change
gears in a MATLAB code developed for vehicle driveline.
1. Driveline modeling
. In a vehicle, power from engine is transmitted through flywheel, clutch,
main shaft, gearbox, propeller shaft, differential and then through drive
shaft to the wheels.
32
In figure 4.2, Je, Jc, Jm, Js, Jg, Jp, Jf and Jw are rotational inertia of engine,
clutch, main shaft, secondary shaft, gear engaged, pinion, final drive
(differential) and wheels respectively. Secondary shaft inertia is sum of inertia
of all gears (Js1, Js2, Js3, and Js4 ) on it. represents rotation where subscripts e,
c, m, t, f and w are for engine, clutch, main shaft, transmission, final drive and
wheels respectively. Gear ratio is is for secondary shaft, ig for transmission
shaft and if for final drive.
Equivalent inertia:
To obtain dynamics of the mainshaft, inertia of the gear box and the
final drive are summed up in a single quantity as equivalent inertia.
From figure 4.2, we can write following equation by summing up
kinetic energies of individual inertias.
34
35
Equation of motion of clutch can be derived from free body diagram shown
in figure 4.4 as:
where kcm is main shaft torsional stiffness and cm is friction coefficient of main
shaft.
Main shaft:
Figure 16: Torques acting on gear box, differential and main shaft.
37
Here,
38
Wheel:
Total load acting on wheels is due to air resistance, rolling resistance and
gravitational forces. In this research work total load due to all these forces
is assumed to be constant. From free body diagram shown in figure 18,
mathematical equation for wheel is derived as:
39
I.
I.
42
3. State-space models
The input to the system is u=Te, i.e. engine output torque. Angular velocity of
all inertia (crankshaft, clutch, mainshaft & wheels) and angular differences of
flexible shafts (mainshaft & driveline) are state variables of the system.
Engaged model
Clutch-engaged state space model can be represented mathematically as:
where AE is system matrix, BE is control matrix , CE is load matrix and statevariables are
43
and
(4.11)
and
where
Slipping model
where H=Tc is the clutch torque, ASL is system matrix, BSL is control
matrix, CSL is load matrix and state-variables are
45
and
where
46
Synchronization model
During synchronization, friction between gear cone and synchronizer ring
plays a very crucial role as synchronization
torque (Ts). For this phase, state,
space representation is
where P=Ts, AS is system matrix, BS is control matrix and ES is load matrix.
State-variables are
and
where
and
47
In this research work, each non-linear graph is divided into three parts
based on the throttle position and a polynomial function is obtained for
each part.
Polynomial function takes in throttle position as input and gives gear upshift speed as output depending upon engaged gear.
From actual gear shift maps a set of data values are obtained for each
curve. These values are utilized in MATLAB with polyfit and
polyval commands to obtain three polynomial functions for individual
gear shift curve. In this way, a full gear shift curve is obtained from these
polynomial functions.
48
49
Here, represents throttle opening. Gear shift map obtained using above
polynomials is shown in figure 4.9 with red curves.
50
State-space models of driveline are used to simulate the driveline and gear
shifting in MATLAB.
52
Figure 21: Plots of engine, clutch and vehicle speeds with time at
60 % throttle opening
54
In figure 5.3, gear shift from 1st gear to 5th gear is shown at 60 % throttle
opening and 100 Nm constant engine torque with three different constant
load torques of 150 Nm,100 Nm and 20 Nm acting on wheels. Variation in
gear shift timing of a particular gear is due to the difference in load torques
on wheels. More time is required, at same throttle and speed, for shifting a
particular gear with higher load torques of 150 Nm and 100 Nm than lower
load torque of 20 Nm at wheels.
56
57
58
In figure 5.7, gear-shift for sudden increment in load torque is shown. Black curve
is for constant load torque of 20 Nm and blue curve is for sudden load torque
condition.
60
62
63
Future scope
A test bench can be erected consisting of IC engine, flywheel, clutch, gear
box, rpm sensor, DC motor, host PC and Labview software. Theoretical
findings presented in this work can be verified experimentally. After
thorough experimental validation & updation, AMT so developed can be
packaged as a commercial product.
65
REFERENCES
66
69
70
PUBLICATIONS
1.
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2.
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71
Thank you!
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