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Advanced Drive Trains (4AT10)

Final Assignment Report



















James Kandathil Jacob (0755748)
Lichao Pan (0756943)

Date: 28-06-2011

2

Table of Contents
Guided Self Study 1 ............................................................................................................................... 3
Exercise 1 ........................................................................................................................................... 3
Exercise 2 CVT running radio, kpks .................................................................................................. 4
Exercise 3 CVT safety strategies ....................................................................................................... 6
Guided Self Study 2 ............................................................................................................................. 10
Exercise 1: CVT ratio control .......................................................................................................... 10
Exercise 2: Ratio setpoint generator ................................................................................................ 11
Exercise 3: Simulink model ............................................................................................................. 17
Guided Self Study 3 ............................................................................................................................. 20
Guided Self Study 4 - Practical Exercises ........................................................................................... 27
Drivability Tests ............................................................................................................................... 27
Kickdown from 50 km/h to 80 km/h ............................................................................................ 27
Kickdown from 80 km/h to 100 km/h .......................................................................................... 35
Fuel Economy Tests ......................................................................................................................... 42
Constant Speed (50 km/h) with TCM .......................................................................................... 42
Constant Speed (50 km/h) with Tipshift (Thrifty - E-Line) ......................................................... 43
Constant Speed (50 km/h) with Tipshift Sporty .......................................................................... 44
Constant Speed (80 km/h) with TCM .......................................................................................... 45
Constant Speed (80 km/h) with Tipshift (Thrifty) ....................................................................... 46
Constant Speed (80 km/h) with Tipshift Sporty .......................................................................... 47
Modified NEDC with TCM ......................................................................................................... 48
Modified NEDC with Tipshift (Thrifty) ...................................................................................... 50
Summarized Fuel Economy Test Results ........................................................................................ 52
Conclusions ...................................................................................................................................... 52
Guided Self Study 5 - Launch Control with Automated Dry Clutch ................................................... 54
Modeling .......................................................................................................................................... 54
Simulation & Control ....................................................................................................................... 55
Appendix .............................................................................................................................................. 60
List of Figures .................................................................................................................................. 60


3

Guided Self Study 1
Exercise 1
a). As mentioned during the lecture, the V-belt tension force F is directly related to the variator axial
force Fax. Derive the accompanying relation, by using the presented figures below:

N represents normal force of the pulleys on the V-belt.
Solution:
In the first figure,


Where

is a very small angle, thus


In the second figure, similarly,


Reformulate,

4


In the third figure,


Then,


b). What is the no-load clamping force ratio

? (Assume the tension force in the V-belt


to be uniform all over the belt)
Solution:
Since the tension force is uniform all over the belt,


Thus,





Exercise 2 CVT running radio, kpks
a) For a pulley CVT, determine the (approximate) expression relating the primary running
radius R
p
to the CVT ratio r, given CVT ratio r, pulley center distance a and belt length L.

5

Rs


Solution:
The total length of pulley,


Where is a very small value, thus,


And,


Sequentially,




b) Next, derive an expression for the angles ,
p
and
s
as a function of R
p
, R
s
and a. Using
these expressions, determine the (no-load) pulley thrust ratio u=
p
/
s.
(see exercise 1)
For CK2 take: a=168 [mm], L = 702.8 [mm]
Solution:
Find the geometry relation in the figure,


The pulley thrust ratio,



6


Figure 1 Thrust ratio
Exercise 3 CVT safety strategies
Consider a pulley CVT that is controlled by hydraulic pressure. As is commonly seen in automotive
applications, only the secondary pressure is measured. What is also common, is a safety strategy that
overclamps the secondary pulley by 30% with respect to maximum input torque. The corresponding
force margin is then applied for the complete input torque range. This strategy is sometimes referred
to as an absolute (secondary) safety of 1.3.
a) Calculate and plot the actual (relative) secondary safety factor vs. the dimensionless input torque
(0-100%).
Assume a Kpks value as depicted in the right figure. In this figure, t
s
=1/Sf
s
. [kpks= u+0.4 t
s
]
Solution:
Safety factor is defined as:


For the absolute safety strategy:


Assuming 100% efficiency:


0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
Ratio r [-]
T
h
r
u
s
t

R
a
t
i
o

u

[
-
]

7


Figure 2 Secondary safety factor vs dimensionless input torque
b) Calculate the relative primary safety factor Sf
p
, for r = {0.4, 2.5} and T
p
/T
pmax
= {0,0.5,1}.Assume
a Kpks value as depicted in the right figure. In this figure, t
s
=1/Sf
s
. [kpks= u+0.4 t
s
]
Solution:
The definition of KpKs:


r
f
0.4 2.5


kpks

kpks


0 0.6771 1.4769 0
0.5 0.9271 1.4834 1.7269 2.7630 1.6000 0.6250
1 0.9848 1.2802 1.7846 2.3200 1.3000 0.7692

Because a high safety factor lowers the transmission efficiency, modern CVTs try to prevent the very
high safety factors at part load. One way to achieve this, is to apply a relative safety of 1.3.
c) Calculate the primary safety factor vs. torque and ratio, when applying the above strategy. What
risk do you see?
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
5
10
15
20
25
30
35
T
s
/T
s

max
S
f
s

8

Solution:

Figure 3 Primary safety factor vs. torque, r=0.4
As show in Figure 3, for zero torque, the safety factor goes to infinity, and for the peak torque, the
safety factor goes to 1.3.

Figure 4 Primary safety vs. ratio, 50% torque
As shown in Figure 4, the low ratio will result in a low safety factor, which may lower than the
required safety factor.
d) Explain how slip control can cope with the above issues.
Solution:
In slip control, the combined slip of primary and secondary is estimated by comparing the speed ratio
r (=e
s
/ e
p
) and the geometric ratio r
g
(=R
p
/R
s
), i.e., slip v = 1 - r / r
g
. The speed ratio is measured
using speed sensors and r
g
is estimated using an (axial) pulley follower that measures the axial pulley
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
5
10
15
20
25
X: 0.97
Y: 1.287
T
p
/T
p

max
[-]
S
f
p
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
1
1.5
2
2.5
3
3.5
Ratio [-]
S
f
p

9

position from which R
p
(or R
s
) can be obtained. Finally, a geometrical relationship (similar to the one
from 1a, but more accurate) is used to derive r
g
from R
p
.
Next, v is controlled at 1-3%, depending on r. Since v is the combined slip of primary and secondary
side, neither pulley will slip more than 1-3%. In effect, slip control assures that neither Safety factor
drops far below 1.


10

Guided Self Study 2
Exercise 1: CVT ratio control
Assume that both the primary and secondary pressure are measured and can therefore be controlled.
Our aim is to minimize the amount of overclamping, while having a safety margin of at least 30% at
either pulley.
a) Design a setpoint generator for the primary and secondary clamping force that achieves this
goal.
Solution:
As shown in Figure 5, the minimal clamping force

is determined using a safety strategy:


To achieve a safety margin of 30%:


The PID controller transfer the angular speed difference into force dF:


If

, which means

should be reduced, consequently, then ratio

should be
increased. It can be achieved by increasing

, or increasing the


Similarly, If

, which means

should be increased, consequently, then ratio

should be decreased. It can be achieved by increasing

, or increasing the


The controller is designed as Figure 5.

11


Figure 5 Setpoint generator simulink block
b) Implement this setpoint generator in Matlab/Simulink.
Solution:
See simulink model.
Exercise 2: Ratio setpoint generator
The engine of the Nissan Primera delivers a maximum torque of 234 Nm at 4000 rpm, and
reaches a maximum power of 116 kW at 5600 rpm. The CVT ratio is between 0.43 and 2.2, whereas
the final drive is 0.183. Assume a maximum transmission efficiency of 92%. For simplicity, assume
a locked-up TC.
a) Determine the maximum total driveshaft torque that the Primera engine can deliver if tire slip
is no limiting factor.
Solution:



b) If 50% of the vehicle weight (1300 kg) is on the front tires (wheel radius 0.3), how much
torque can be transmitted to the road if =1?
Solution:


c) Design a sensible DPI (drive pedal interpretation) that translates pedal position ([0:25:100] %)
into desired wheel torque as a function of vehicle speed ([10:10:200] kph).
Solution:

12

The maximal engine torque:


Thus the desired torque:


The torque at low speed part of 100% pedal in Figure 6 is limited by the friction.

Figure 6 Torque vs. vehicle speed
d) Using the E-line, translate the desired wheel torque from c) into setpoints for engine (torque
and) speed.
Solution:
The relation among vehicle Speed, throttle and desired power can be found easily according to
Figure 6:


Plot the figure as below:
0 20 40 60 80 100 120 140 160 180 200
0
200
400
600
800
1000
1200
1400
1600
1800
2000


X: 30
Y: 1913
Vehicle Speed [km/h]
T
o
r
q
u
e

[
N
m
]
Desired wheel torque vs Vehicle speed at X pedal positions
0
0.25
0.5
0.75
1

13


Figure 7 Vehicle Speed, throttle and desired power
Create an engine map and find out the E-line, Comfort Line and Sporty line:
- E-line:
The economy line is designed for the best fuel economy. This would mean that for a
particular power demand, the operating point of engine would be at the least BSFC.
In Matlab operating points are found by the minimal fuel consumption point:

0
0.2
0.4
0.6
0.8
1
0
50
100
150
200
0
1
2
3
4
x 10
4
Throttle [-]
Vehicle Speed [km/h]
P
o
w
e
r

d
e
s
i
r
e
d

[
W
]
w = [0.001:630]/pi*30; %engine speed region
P = [0.2:0.5:11.6]*1e4; %Torque region
m_w = length(w);
n_P = length(P);
ww = w'*ones(1,n_P); %engine speed matrix
pp = ones(m_w,1)*P; %power matrix
tt = pp./(ww); %torque matrix
cc =interp2(fc_map_spd,fc_map_trq,fc_fuel_map_gpkWh,ww,tt);

[C_min, I] = min(cc,[],1);

s = 0:m_w:m_w*(n_P-1);
xx_e = ww(I+s);
yy_e = tt(I+s);
xx_e(1) = 1000 *pi /30;
yy_e(1) = 0;
plot(xx_e/pi*30,yy_e,'-*k','LineWidth',2)


14

- Comfort line:
Comfort line is designed for comfort, or designed for a torque reserve in the operating
points. The performance of the vehicle in terms of acceleration would be better. The design
philosophy for obtaining the comfort line is that the operating point is 10-20% higher BSFC
than the E-line.

- Sporty line:
Comfort line is designed for the best acceleration performance, which is obtained
with highest BSFC for every power demand. 60% more BSFC is added to achieve the sporty
mode.


The engine map together with E-line, comfort line and sporty line can be found as Figure 8.
BSFC_add = 60; % Additional BSFC compared to eline [%]

cc_temp = cc; % Make sure that s_line locates the right side
of c_line
for i = 1:n_P
cc_temp(1:II(i)-1,i) = inf;
end

cc_spo = abs(cc_temp -ones(m_w,1)*C_min * (1+BSFC_add/100));
[Cs_min, III] = min(cc_spo,[],1);

s = 0:m_w:m_w*(n_P-1);
xx_s = ww(III+s);
yy_s = tt(III+s);
xx_s(1) = 1000 *pi /30;
yy_s(1) = 0;
plot(xx_s/pi*30,yy_s,'-ob','LineWidth',2)

legend('BSFC [g/kWh]','Max Torque','E-line','E-line(smooth)','C-line','S-
line','Location', 'NorthWest')

BSFC_add = 11; % Additional BSFC compared to eline [%]

cc_temp = cc; % Make sure that c_line locates the right side
of e_line
for i = 1:n_P
cc_temp(1:I(i),i) = inf;
end

cc_com = abs(cc_temp -ones(m_w,1)*C_min * (1+BSFC_add/100));
[Cc_min, II] = min(cc_com,[],1);

s = 0:m_w:m_w*(n_P-1);
xx_c = ww(II+s);
yy_c = tt(II+s);
xx_c(1) = 1000 *pi /30;
yy_c(1) = 0;
plot(xx_c/pi*30,yy_c,'-*g','LineWidth',2)


15


Figure 8 Engine map and E-line
To find out the setpoints for engine (and torque) speed, we can find

by interpolation from Figure


7 and Figure 8. The result is shown in Figure 9.

Figure 9 Vehicle Speed, throttle and desired engine speed
2
4
0 2
4
5
2
4
5
250
2
5
0
250
2
5
0
255
2
5
5
255
2
5
5
2
5
5
260
260
260
2
6
0
2
6
0
2
6
0
260
2
6
0
2
6
5
265
2
6
5
2
6
5
2
6
5
265
2
6
5
265
2
6
5
2
7
0
2
7
0
2
7
0
270
2
7
0
2
7
0
2
7
0
2
7
0
2
7
5
2
7
5
275
2
7
5
2
7
5
275
2
7
5
2
7
5
275
2
8
0
2
8
0
2
8
0
280
2
8
0
2
8
0
280
2
8
0
2
8
0
2
8
5
2
8
5
285
285
2
8
5
2
8
5
285
285
290
2
9
0
290 2
9
0
290
2
9
0
2
9
0
2
9
0
2
9
0
2
9
0
2
9
5
2
9
5
295
2
9
5
295
295
2
9
5
295
295
3
0
0
3
0
0
3
0
0
300
300
3
2
5
3
2
5
325
325
325 3
2
5
3
5
0
3
5
0
350
350
3
5
0
3
7
5
3
7
5
3
7
5
375
375
3
7
5
400
4
0
0
400
400
400
4
2
5
4
2
5
425 425
425
4
5
0
4
5
0
450 450
450
4
7
5
4
7
5
475 475
475
5
0
0
5
0
0
5
0
0
500
500
6
0
0
6
0
0
600 600
600
8
0
0
8
0
0
800 800
800
Engine Speed [rpm]
E
n
g
i
n
e

T
o
r
q
u
e

[
N
m
]


0 1000 2000 3000 4000 5000 6000
0
50
100
150
200
BSFC [g/kWh]
Max Torque
E-line
E-line(smooth)
C-line
S-line
0
0.2
0.4
0.6
0.8
1
0
50
100
150
200
1000
2000
3000
4000
5000
6000
Throttle [-]
Vehicle Speed [km/h]
D
e
s
i
r
e
d

E
n
g
i
n
e

s
p
e
e
d

[
r
p
m
]

16

e) Derive a variogram (engine speed as a function of vehicle speed and pedal/throttle).
Solution:
Save the data vehicle Speed, throttle and desired engine speed in a file throttle.mat
save Economy.mat Thr v we_des v_rad


17

Exercise 3: Simulink model
a) Implement your variogram in Simulink.
b) Get familiar with the dynamic rate limited in the Simulink model and experiment with
different settings for we_dot_max.
Solution:

Set

to different values 5 and 100

, and compare the results:




Figure 10 Result w dot max = 5 and 100 [rad/s^2]
From Figure 10, the vehicle is tested with NEDC, it can be concluded that if

increased:
1140 1145 1150 1155 1160 1165 1170 1175 1180
1
2
3
4
r
a
t
i
o

[
-
]


1140 1145 1150 1155 1160 1165 1170 1175 1180
90
100
110
120
130
s
p
e
e
d

[
k
m
/
h
]
1140 1145 1150 1155 1160 1165 1170 1175 1180
100
120
140
160
180
E
n
g
i
n
e

S
p
e
e
d

[
r
p
m
]
1140 1145 1150 1155 1160 1165 1170 1175 1180
-1.5
-1
-0.5
0
0.5
Time [s]
A
c
c
e
l
e
r
a
t
i
o
n

[
m
/
s
2
]
e dot max = 5
e dot max = 100

18

- The slop of engine speed is limited because of


- CVT ratio, vehicle speed and acceleration keeps the same. It is because that there is no rapid
acceleration/ deceleration in NEDC, thus the

effect is not clear.


c) For a 50-80 kph acceleration, run simulations and determine the 50-80 duration, for a sporty
and comfortable setting. Comment on the comfort level. [quantitative comfort will be
assessed next week]
Solution:

Similar with GSS2, design the sporty mode variogram Figure 11 and comfort mode variogram Figure
12, and implement them into the simulink model separately.


Figure 11 Sporty mode variogram

Figure 12 Comfort mode variogram
0
20
40
60
80
100
0
50
100
150
200
1000
2000
3000
4000
5000
6000
Throttle [-]
Sporty
Vehicle Speed [km/h]
D
e
s
i
r
e
d

E
n
g
i
n
e

s
p
e
e
d

[
r
p
m
]
0
20
40
60
80
100
0
50
100
150
200
1000
2000
3000
4000
5000
6000
Throttle [-]
Comfort
Vehicle Speed [km/h]
D
e
s
i
r
e
d

E
n
g
i
n
e

s
p
e
e
d

[
r
p
m
]

19


Figure 13 Comfort and sporty mode
The result plot Figure 13 indicates that:
- The speed of two modes coincide with each other,
- The acceleration of comfort mode is smaller and smoother than which in sporty mode. Thus
the it is more comfort when the vehicle is running in comfort mode.

1070 1072 1074 1076 1078 1080 1082 1084 1086 1088 1090
65
70
75
80
85
S
p
e
e
d

[
k
m
/
s
]


1070 1072 1074 1076 1078 1080 1082 1084 1086 1088 1090
-1
-0.5
0
0.5
1
A
c
c
e
l
e
r
a
t
i
o
n

[
m
/
s
2
]
Time [s]
Comfort Mode
Sporty Mode

20

Guided Self Study 3
Exercise 1: E-line variogram, FC, Freis criteria, comfort filter, correlation
In BZ2 a DPI was designed and translated into a variogram for E-line operation. Complete the
variogram if you havent already done so.
a) Implement your E-line variogram into the Simulink model.
Solution:
Design an E-line variogram, as shown in Figure 14. And implement it into a 2D-lookup table in
simulink.

Figure 14 E-line variogram
b) Determine the fuel consumption on the modified NEDC [run NEDC from 660-1225 s].
Solution:
Variogram Fuel consumed [g] Distance [km] Fuel consumption [g/100km]
CK2 371 7.89 470.80
E-line 368.4 7.89 466.44
0
20
40
60
80
100
0
50
100
150
200
1000
2000
3000
4000
5000
6000
Throttle [-]
Economy
Vehicle Speed [km/h]
D
e
s
i
r
e
d

E
n
g
i
n
e

s
p
e
e
d

[
r
p
m
]

21

c) Using your E-line variogram, determine Freis agility criteria at a 50-80 kph acceleration for
an engine acceleration constraint of 300 rad/s2.
d) Compare Freis criteria for the E-line variogram with the original variogram.
Solution:
352.5 353 353.5 354
50
100
150
200
250
T
o
r
q
u
e

[
N
m
]
352.5 353 353.5 354
-10
0
10
20
30
40
d

T
o
r
q
u
e

[
N
m
]
352.5 353 353.5 354
49.5
50
50.5
51
51.5
S
p
e
e
d

[
k
m
/
h
]
Time [s]
cI1
cI2
pI

Figure 15 E-line agility criteria

22

352.5 353 353.5 354
50
100
150
200
250
T
o
r
q
u
e

[
N
m
]
352.5 353 353.5 354
-10
0
10
20
30
d

T
o
r
q
u
e

[
N
m
]
352.5 353 353.5 354
49.5
50
50.5
51
51.5
S
p
e
e
d

[
k
m
/
h
]
Time [s]
cI1
cI2
pI

Figure 16 CK2 agility criteria
pI cI1 cI2 PI/cI1/(cI2-1)
E-line 1025 4.3 31.1 7.9
CK2 1063 2.08 26.5 20.0


23

e) Design a filter that improves the comfort level of the acceleration.
Solution:
The large bumps in the wheel torque near the end of the acceleration (and hence vehicle acceleration)
result from a stepwise change in engine acceleration. Using an appropriately tuned low-pass filter for
the desired engine speed can prevent this unwanted behaviour. See Figure 17, a second order lowpass
filter is added into the model:

,
Where f = 50hz, .
In Figure 17, a Switch block is added to avoid the Zero value, which will stop the simulation.


Figure 17 Lowpass filter

24

352.5 353 353.5 354
50
100
150
200
250
T
o
r
q
u
e

[
N
m
]
352.5 353 353.5 354
-1
0
1
2
3
4
d

T
o
r
q
u
e

[
N
m
/
s
]
352.5 353 353.5 354
49.5
50
50.5
51
51.5
S
p
e
e
d

[
k
m
/
h
]
Time [s]
cI1
cI2
pI

Figure 18 E-line with filter agility criteria
pI cI1 cI2 PI/cI1/(cI2-1)
E-line without filter 1025 4.3 31.1 7.9
E-line with filter 1053 3.1 3.7 91.8


25

From the table above it is clear that the comfort level is greatly improved.
f) Again compare the FC using your comfort filter.
Solution:
E-line Fuel consumed [g] Distance [km] Fuel consumption [g/100km]
With filter 368.3 7.89 466.43
Without filter 368.4 7.89 466.44

g) [bonus] Design and implement a method to improve the correlation between engine speed
and vehicle speed.
h) Complete the comfort variogram.
Solution:
Design a comfort variogram, as shown in Figure 19. And implement it into a 2D-lookup table in
simulink.

Figure 19 Comfort variogram
0
20
40
60
80
100
0
50
100
150
200
1000
2000
3000
4000
5000
6000
Throttle [-]
Comfort
Vehicle Speed [km/h]
D
e
s
i
r
e
d

E
n
g
i
n
e

s
p
e
e
d

[
r
p
m
]

26

i) Repeat steps a) and b) for the comfort variogram.
Solution:
Variogram Fuel consumed [g] Distance [km] Fuel consumption [g/100km]
CK2 371 7.89 470.80
E-line 368.4 7.89 466.44
Comfort 370.4 7.89 470.72



27

Guided Self Study 4 - Practical Exercises
The practical exercise was done on a Nissan Primera. Also A simulation model is provided and the
same tests are performed in SIMULINK model and the test vehicle and the results are compared.
Drivability Tests
Kickdown from 50 km/h to 80 km/h
The vehicle is first brought to a velocity of 50 km/h and from this moment, full throttle is given until
the speed reaches 80 km/h. This is done in 3 different modes namely the TCM mode(Jatco
variogram), Thrifty (E-line variogram) and Sporty (S-line variogram).
Traction Control Module(TCM)
Simulation Result:
The speed profile used for simulation is shown below. The main area of concern is from 10 seconds
where the acceleration towards 80 km/h begins. The kickdown duration is mainly compared in the
following sections.

Figure 20: Speed Profile

0 2 4 6 8 10 12 14 16 18 20
0
10
20
30
40
50
60
70
80
90
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile


Obtained
Desired

28


Figure 21: TCM Simulation RESULTS
From the figure above, it is seen that the duration for kickdown is 2.4 seconds. Also the speed and
torque profiles can be seen in the above plots.





9 9.5 10 10.5 11 11.5 12 12.5 13
40
60
80
100
X: 10.04
Y: 50
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 12.34
Y: 80
9 9.5 10 10.5 11 11.5 12 12.5 13
0
2000
4000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
9 9.5 10 10.5 11 11.5 12 12.5 13
0.5
1
1.5
2
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
9 9.5 10 10.5 11 11.5 12 12.5 13
0
1000
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

29

Practical Results:

Figure 22: TCM Practical TEST Results
In the practical, the kickdown duration was found to be 2.1 seconds. This is very similar to the value
obtained with the simulation model. It can be said that the given mode is of high accuracy since the
speed, ratio and torque plots have similar shapes and maximum values.




23 24 25 26 27 28 29 30
0
50
100
150
X: 25.21
Y: 49.93
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 27.31
Y: 80
23 24 25 26 27 28 29 30
0
2000
4000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
23 24 25 26 27 28 29 30
0.5
1
1.5
2
r
a
t
i
o

[
-
]
Time [sec]
Speed Ratio
23 24 25 26 27 28 29 30
-2000
0
2000
4000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

30

Tipshift E-Line(Thrifty)
Here the threshold speed for upshift is chosen as 2100 rpm in the model. Also this speed was used
during the practical for comparison purposes. In the model the gear upshift was initiated is the engine
speed is greater than or equal to 2100 rpm. The following gear shifting strategy was adopted to
realize the tipshift according to the threshold speed.

Figure 23: Gear shifting strategy










31

Simulation Results

Figure 24: TIPSHIFT - E-LINE(THRIFTY)-Simulation RESULTS
From the figure above, it is seen that the duration for kickdown is 4.4 seconds. Also the speed and
torque profiles can be seen in the above plots.




9 10 11 12 13 14 15
40
60
80
100
X: 10.04
Y: 50
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 14.84
Y: 80
9 10 11 12 13 14 15
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
9 10 11 12 13 14 15
1
1.5
2
2.5
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
9 10 11 12 13 14 15
-500
0
500
1000
1500
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

32

Practical Results

Figure 25: Tipshift - E-line(Thrifty)-Practical Test Results
In the practical, the kickdown duration was found to be 4.25 seconds. This is very similar to the value
obtained with the simulation model. The speed, ratio and torque plots have similar shapes and
maximum values.




32 33 34 35 36 37 38 39
40
60
80
100
X: 33.31
Y: 50
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 37.35
Y: 80
32 33 34 35 36 37 38 39
1500
2000
2500
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
32 33 34 35 36 37 38 39
1
1.5
2
2.5
r
a
t
i
o

[
-
]
Time [sec]
Speed Ratio
32 33 34 35 36 37 38 39
-500
0
500
1000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

33

Tipshift Sporty
Here the threshold speed for upshift is chosen as 4500 rpm in the model. Also this speed was used
during the practical for comparison purposes. In the model the gear upshift was initiated is the engine
speed is greater than or equal to 4500 rpm.
Simulation Results

Figure 26:TIPSHIFT - Sporty-Simulation RESULTS
From the figure above, it is seen that the duration for kickdown is 2.4 seconds. Also the speed and
torque profiles can be seen in the above plots. Here we can see that during the kickdown the gear
shifts for 2
nd
to 3
rd
.
9 9.5 10 10.5 11 11.5 12 12.5
40
60
80
100
X: 10.05
Y: 50.01
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 12.45
Y: 80
9 9.5 10 10.5 11 11.5 12 12.5
0
2000
4000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
9 9.5 10 10.5 11 11.5 12 12.5
0.7
0.8
0.9
1
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
9 9.5 10 10.5 11 11.5 12 12.5
0
1000
2000
3000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

34

Practical Results

Figure 27: TIPSHIFT - Sporty-PRACTICAL TEST RESULTS
In the practical, the kickdown duration was found to be 1.06 seconds. This is not in agreement with
the value obtained in the simulation model. The reason is is evident by looking at the ratio plot. The
kickdown is completed is staying in the 2
nd
gear itself and so the time is very less.



97 97.2 97.4 97.6 97.8 98 98.2 98.4 98.6 98.8 99
40
60
80
100
X: 97.58
Y: 49.97
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 98.64
Y: 80.11
97 97.2 97.4 97.6 97.8 98 98.2 98.4 98.6 98.8 99
3000
4000
5000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
97 97.2 97.4 97.6 97.8 98 98.2 98.4 98.6 98.8 99
0.4
0.6
0.8
r
a
t
i
o

[
-
]
Time [sec]
Speed Ratio
97 97.2 97.4 97.6 97.8 98 98.2 98.4 98.6 98.8 99
-2000
0
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

35

Kickdown from 80 km/h to 100 km/h
Here the procedure of testing is exactly the same as in the earlier section.
Traction Control Module(TCM)
Simulation Results
The speed profile used for simulation is shown below. The main area of concern is from 14 seconds
where the acceleration towards 100 km/h begins. The kickdown duration is mainly compared in the
following sections.

Figure 28: Speed Profile
0 2 4 6 8 10 12 14 16 18 20
0
20
40
60
80
100
120
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile


Obtained
Desired

36


Figure 29: TCM SIMULATION RESULTS
From the figure above, it is seen that the duration for kickdown is 2.28 seconds. Also the speed and
torque profiles can be seen in the above plots.





13 13.5 14 14.5 15 15.5 16 16.5
60
80
100
X: 14.08
Y: 80
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 16.36
Y: 100
13 13.5 14 14.5 15 15.5 16 16.5
0
2000
4000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
13 13.5 14 14.5 15 15.5 16 16.5
0
1
2
3
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
13 13.5 14 14.5 15 15.5 16 16.5
0
1000
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

37

Practical Results:

Figure 30: TCM PRACTICAL TEST RESULTS
In the practical, the kickdown duration was found to be 2.1 seconds. This is very similar to the value
obtained with the simulation model. The speed, ratio and torque plots have similar shapes and
maximum values.




39 39.5 40 40.5 41 41.5 42 42.5 43
60
80
100
120
X: 39.69
Y: 79.51
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 41.79
Y: 100
39 39.5 40 40.5 41 41.5 42 42.5 43
0
2000
4000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
39 39.5 40 40.5 41 41.5 42 42.5 43
0
1
2
3
r
a
t
i
o

[
-
]
Time [sec]
Speed Ratio
39 39.5 40 40.5 41 41.5 42 42.5 43
-500
0
500
1000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

38

Tipshift E-Line(Thrifty)
Here the threshold speed for upshift is chosen as 2100 rpm in the model. Also this speed was used
during the practical for comparison purposes. In the model the gear upshift was initiated is the engine
speed is greater than or equal to 2100 rpm.
Simulation Results

Figure 31: TIPSHIFT - E-LINE(THRIFTY)-SIMULATION RESULTS
From the figure above, it is seen that the duration for kickdown is 4.92 seconds. Also the speed and
torque profiles can be seen in the above plots.
14 14.5 15 15.5 16 16.5 17 17.5 18 18.5 19
60
80
100
120
X: 14.09
Y: 80.01
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 19.01
Y: 100
14 14.5 15 15.5 16 16.5 17 17.5 18 18.5 19
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
14 14.5 15 15.5 16 16.5 17 17.5 18 18.5 19
2
2.05
2.1
2.15
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
14 14.5 15 15.5 16 16.5 17 17.5 18 18.5 19
-500
0
500
1000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

39

Practical Results

Figure 32: TIPSHIFT - E-LINE(THRIFTY)-PRACTICAL TEST RESULTS
In the practical, the kickdown duration was found to be 3.55 seconds. This is not in agreement with
the value obtained in the simulation model. The reason is is evident by looking at the ratio plot. The
kickdown is completed is staying in the 2
nd
gear itself and so the time is very less.



36 37 38 39 40 41 42
60
80
100
120
X: 36.9
Y: 79.77
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 40.45
Y: 100
36 37 38 39 40 41 42
1500
2000
2500
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
36 37 38 39 40 41 42
1.95
2
2.05
2.1
r
a
t
i
o

[
-
]
Time [sec]
Speed Ratio
36 37 38 39 40 41 42
200
300
400
500
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

40

Tipshift Sporty
Here the threshold speed for upshift is chosen as 4500 rpm in the model. Also this speed was used
during the practical for comparison purposes. In the model the gear upshift was initiated is the engine
speed is greater than or equal to 4500 rpm.
Simulation Results

Figure 33: TIPSHIFT - Sporty-SIMULATION RESULTS
From the figure above, it is seen that the duration for kickdown is 2.17 seconds. Also the speed and
torque profiles can be seen in the above plots.

13.5 14 14.5 15 15.5 16 16.5
60
80
100
120
X: 14.07
Y: 80
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 16.24
Y: 100
13.5 14 14.5 15 15.5 16 16.5
0
2000
4000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
13.5 14 14.5 15 15.5 16 16.5
0.5
1
1.5
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
13.5 14 14.5 15 15.5 16 16.5
-500
0
500
1000
1500
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

41

Practical Results

Figure 34: TIPSHIFT - Sporty-PRACTICAL TEST RESULTS
In the practical, the kickdown duration was found to be 2.03 seconds. This is very similar to the value
obtained with the simulation model. The speed, ratio and torque plots have similar shapes and
maximum values.


25 25.5 26 26.5 27 27.5 28 28.5 29
60
80
100
120
X: 26.07
Y: 80.08
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
X: 28.1
Y: 100.2
25 25.5 26 26.5 27 27.5 28 28.5 29
3000
4000
5000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
25 25.5 26 26.5 27 27.5 28 28.5 29
0.8
1
1.2
1.4
r
a
t
i
o

[
-
]
Time [sec]
Speed Ratio
25 25.5 26 26.5 27 27.5 28 28.5 29
0
500
1000
1500
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

42

Fuel Economy Tests
These tests include driving the vehicle at constant speed of 50 km/h and 80 km/h in TCM, Thrifty
and Sporty modes and following the modified NEDC cycle in TCM and Thrifty modes. Here the
main concern is fuel consumption. For calculating the fuel economy the density of gasoline used was
0.737 g/ml and the lower heating value(LHV) of gasoline was considered to be 42.5 MJ/kg.
Constant Speed (50 km/h) with TCM
Simulation Result:
The simulation gives us a fuel consumption of 27.6 grams of fuel which is equivalent to 22.25 km/l.
(27.6/.73=37.45 ml Dist=50/3.6*60=833.33 m FC = 833.33/37.45=22.25 km/l)

Figure 35: TCM SIMULATION RESULTS
Practical Results
The fuel consumption (mileage) was found to be 14.4 km/l.
0 10 20 30 40 50 60 70
0
20
40
60


X: 8.024
Y: 50
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile
Obtained
Desired
0 10 20 30 40 50 60 70
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
0 10 20 30 40 50 60 70
0
1
2
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
0 10 20 30 40 50 60 70
0
1000
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

43

Constant Speed (50 km/h) with Tipshift (Thrifty - E-Line)
Simulation Result:
The simulation gives us a fuel consumption of 42.33 grams of fuel which is equivalent to 14.5 km/l.

Figure 36: TIPSHIFT - E-LINE(THRIFTY)-SIMULATION RESULTS

Practical Result:
The fuel consumption (mileage) was found to be 12.7 km/l.
0 10 20 30 40 50 60 70
0
20
40
60


X: 8.653
Y: 50
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile
Obtained
Desired
0 10 20 30 40 50 60 70
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
0 10 20 30 40 50 60 70
0
0.5
1
1.5
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
0 10 20 30 40 50 60 70
-1000
0
1000
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

44

Constant Speed (50 km/h) with Tipshift Sporty
Simulation Result:
The simulation gives us a fuel consumption of 67.72 grams of fuel which is equivalent to 9.07 km/l.

Figure 37: TIPSHIFT - Sporty-Simulation RESULTS

Practical Result: The fuel consumption (mileage) was found to be 5.9km/l.

0 10 20 30 40 50 60 70
0
20
40
60


X: 8.007
Y: 50
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile
Obtained
Desired
0 10 20 30 40 50 60 70
0
2000
4000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
0 10 20 30 40 50 60 70
0.42
0.44
0.46
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
0 10 20 30 40 50 60 70
-2000
0
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

45

Constant Speed (80 km/h) with TCM
Simulation result:
The simulation gives us a fuel consumption of 49.36 grams of fuel which is equivalent to 19.9 km/l.


Figure 38: TCM SIMULATION RESULTS
Practical Results:
The fuel consumption (mileage) was found to be 14.9 km/l.
0 10 20 30 40 50 60 70 80
0
50
100


X: 13.26
Y: 80
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile
Obtained
Desired
0 10 20 30 40 50 60 70 80
0
2000
4000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
0 10 20 30 40 50 60 70 80
0
1
2
3
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
0 10 20 30 40 50 60 70 80
0
1000
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

46

Constant Speed (80 km/h) with Tipshift (Thrifty)
Simulation Result:
The simulation gives us a fuel consumption 42.32 grams of fuel which is equivalent to 23.22 km/l.


Figure 39: TIPSHIFT - E-LINE(THRIFTY)-SIMULATION RESULTS
Practical Result:
The fuel consumption (mileage) was found to be 14.6 km/l

0 10 20 30 40 50 60 70
0
20
40
60


X: 7.95
Y: 49.69
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile
Obtained
Desired
0 10 20 30 40 50 60 70
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
0 10 20 30 40 50 60 70
0
0.5
1
1.5
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
0 10 20 30 40 50 60 70
-1000
0
1000
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

47

Constant Speed (80 km/h) with Tipshift Sporty
Simulation Result:
The simulation gives us a fuel consumption 67.71 grams of fuel which is equivalent to 14.51 km/l.

Figure 40: TIPSHIFT - Sporty-Simulation RESULTS
Practical Result:
The fuel consumption (mileage) was found to be 8.4 km/l

0 10 20 30 40 50 60 70
0
20
40
60


X: 8.113
Y: 50
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile
Obtained
Desired
0 10 20 30 40 50 60 70
0
2000
4000
6000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
0 10 20 30 40 50 60 70
0.42
0.44
0.46
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
0 10 20 30 40 50 60 70
-2000
0
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

48

Modified NEDC with TCM
Simulation Result: 362.17 grams
Distance (modified NEDC) = 7.89km
The simulation gives us a fuel consumption 362.17 grams of fuel which is equivalent to 16.05 km/l.

Figure 41: TCM SIMULATION RESULTS


700 800 900 1000 1100 1200
0
50
100
150
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile


Obtained
Desired
700 800 900 1000 1100 1200
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
700 800 900 1000 1100 1200
0
1
2
3
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
700 800 900 1000 1100 1200
-500
0
500
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

49

Practical Results:
The fuel consumption (mileage) was found to be 12.7 km/l.

Figure 42: TCM PRACTICAL TEST RESULTS




0 100 200 300 400 500 600 700 800 900 1000
0
50
100
150
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
0 100 200 300 400 500 600 700 800 900 1000
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
0 100 200 300 400 500 600 700 800 900 1000
0
1
2
3
r
a
t
i
o

[
-
]
Time [sec]
Speed Ratio
0 100 200 300 400 500 600 700 800 900 1000
-500
0
500
1000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

50

Modified NEDC with Tipshift (Thrifty)
Simulation Result:
The simulation gives us a fuel consumption 396.3 grams of fuel which is equivalent to 14.67 km/l.

Figure 43: TIPSHIFT - E-LINE(THRIFTY)-SIMULATION RESULTS



700 800 900 1000 1100 1200
0
50
100
150
S
p
e
e
d

[
k
m
/
h
]
Time [sec]
Speed Profile


Obtained
Desired
700 800 900 1000 1100 1200
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
700 800 900 1000 1100 1200
0
1
2
3
r
a
t
i
o

[
-
]
Time [sec]
Ratios


Desired
CVT
700 800 900 1000 1100 1200
-500
0
500
1000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

51

Practical Result:
The fuel consumption (mileage) was found to be 12.5 km/l.

Figure 44: TIPSHIFT - E-LINE(THRIFTY)-PRACTICAL TEST RESULTS




0 100 200 300 400 500 600 700 800 900 1000
0
50
100
150
S
p
e
e
d

[
k
m
/
h
]
Speed Plot
0 100 200 300 400 500 600 700 800 900 1000
0
1000
2000
3000
S
p
e
e
d

[
R
P
M
]
Engine & Shaft Speeds


Engine
Primary Shaft
0 100 200 300 400 500 600 700 800 900 1000
0
1
2
3
r
a
t
i
o

[
-
]
Time [sec]
Speed Ratio
0 100 200 300 400 500 600 700 800 900 1000
-4000
-2000
0
2000
T
o
r
q
u
e

[
N
m
]
Time [sec]
Drive Torque

52

Selection of
,max e
e
Changing the value of
,max e
e influenced the performance of the vehicle. Even though the engine
acceleration increased, there was a delay in the acceleration of the vehicle.
A dip in engine speed was noticed for higher values of
,max e
e during kickdown. This would lead to
discomfort. The time for kickdown (from 50 km/h to 80 km/h or from 80 km/h to 100 km/h) becomes
longer as
,max e
e increased.

Hence,
,max e
e was chosen as 300 rad/s for all cases during the simulations.
Summarized Fuel Economy Test Results
Table 1: Fuel Consumption summary
Test
Type
Simulation Practical

TCM
[km/l]
Tipshift(Thrifty)
[km/l]
Tipshift(Sporty)
[km/l]
TCM
[km/l]
Tipshift(Thrifty)
[km/l]
Tipshift(Sporty)
[km/l]
Constant
Speed of
50 km/h
22.5 14.5 9.07 14.4 12.7 5.9
Constant
Speed of
80 km/h
19.9 23.22 14.51 14.9 14.6 8.4
Modified
NEDC
16.05 14.67
Test not
performed
12.7 12.5
Test not
performed

Conclusions
- The fuel consumption results are obviously comparable but the values itself do not match
completely for the simulation and practical.

- The model doesnt completely simulate the CVT of the Nissan Primera. Therefore a more
accurate model is required for better comparative testing.
- The Sporty line produces the best acceleration result, while the E-line has the slowest
kickdown time.


53

- As expected, the E-Line variogram produces the most fuel efficient result, while the sporty
variogram has the worst.

- The vehicle was drive by one of the students. Hence the driving behavior, road load, etc. will
vary from the simulation. Simulation will follow the given road profile in the most accurate
way, whereas following the road profiles, especially the modified NEDC was not completely
accurate in the practical. This can be a factor for the difference in fuel consumption.

- Also, the engine speed was never constant during the practical session. This is due to the
varying CVT ratios of in the Nissan Primera. This was not the case with the model. This can
also be the reason for the variation in the fuel consumption.

- Driver error is always a possibility when it comes to the practical session.

- The sudden jumps seen in the plots, especially the jumps where the drive torque goes
negative are due to sensor error fluctuations.














54

Guided Self Study 5 - Launch Control with Automated Dry Clutch

Figure 45: Drive Train Model with dry clutch
Modeling
Model Equations are as follows
e e e c
J T T e =
eq eq c eq
J T T e =
Equivalent inertia,
2 2
eq v d i
J J r r =
Equivalent speed,
v
eq
d i
r r
e
e =


Equivalent torque,
eq rl d
T T r r =
Clutch torques are as shown below.
The clutch is slipping if
e eq
e e c > . Then,
( )
c slip e eq
T p A R sign e e =
p = Clutch pressure [
2
/ N m ]
A= Surface area of clutch [
2
m ]
R = Radius of clutch plate [m]
The clutch is sticking if
e eq
e e c s . Then,
eq eq e e
c
eq e
J T J T
T
J J
+
=
+


55

Simulink Model
The model equations are implemented in a Simulink model as shown below. The model is simulated
and the required plots are obtained.

Figure 46: Launch Control model

Simulation & Control
The engine and transmission plots are shown below. The slipping and sticking phase can clearly be
seen in the plot. The model only shows the launching stage and so at time t=0, the first gear and the
clutch are already engaged. We can see that the clutch is initially slipping and it sticks after 1.103
seconds. The engine
speed will decrease while slipping, and once it starts sticking it will match the speed of the
transmission and begin to increase.


56


Figure 47: Speed Plot



Figure 48: Torque Plot

0 0.5 1 1.5 2 2.5 3
0
50
100
150
200
250
300


synchronisation of w
e
and w
v
time [s]
A
n
g
u
l
a
r

s
p
e
e
d

[
r
a
d
/
s
]
X: 1.103
Y: 113.6
Transmission
Engine
0 0.5 1 1.5 2 2.5 3
-20
-10
0
10
20
30
40
50
60
70
clutch, engine torque
time [s]
T
o
r
q
u
e
[
N
m
]


Clutch
Engine

57

The clutch torque equations during slipping and sticking can be seen true in the plot shown above.
The engine torque is constant but the clutch torque drops when the clutch sticks. The clutch torque is
transmitted through the drive train and is obtained at the final shaft as the final drive torque which
can be seen the plot below.
From the equations discussed in the previous section, the clutch torque is directly proportional to
pressure during the slipping phase. By reducing the clutch pressure the torque can be reduced but this
would lead to a situation where the clutch is slipping for a longer duration which will still be
accompanied by some drop in torque. The drive torque profile is shown below.

Figure 49: Drive Torque
The clutch can be engaged within 1 second either by controlling the clutch pressure or by
controlling the engine torque.
- Based on the speed difference between the engine and the primary shaft, the pressure applied
on the clutch can be increased or decreased accordingly. Additional pressure would be a
equal to Gain*(difference between engine and primary shaft speeds). As the difference tends
to zero the clutch will engage.

- By controlling the engine torque we can make the engine run faster so that a quicker clutch
engagement is possible.
For controlling purpose its stated that the clutch has to engage with one second and not drop below
80 rad/s also making sure that the engine should at least have a speed of 100 rad/sec at the moment of
engaging the clutch.
0 0.5 1 1.5 2 2.5 3
0
100
200
300
400
500
600
700
800
900
Drive Torque
time [s]
T
o
r
q
u
e
[
N
m
]

58

Engine is controlled by making the following modifications in the Simulink model.

Figure 50: Modified Model

Figure 51: Modified Model-Engine Control

59


Figure 52: Speed Plot

Figure 53: Torque Plot

To engage the clutch faster (within 1 second), the slip velocity,
s e p
e e e = , has to be brought down
as quickly as possible.
0 0.5 1 1.5 2 2.5 3
0
50
100
150
200
250


synchronisation of w
e
and w
v
time [s]
A
n
g
u
l
a
r

s
p
e
e
d

[
r
a
d
/
s
]
X: 0.992
Y: 102.3
Transmission
Engine
0 0.5 1 1.5 2 2.5 3
-20
-10
0
10
20
30
40
50
60
70
clutch, engine torque
time [s]
T
o
r
q
u
e
[
N
m
]


Clutch
Engine

60

Appendix
List of Figures
Figure 1 Thrust ratio .............................................................................................................................. 6
Figure 2 Secondary safety factor vs dimensionless input torque ........................................................... 7
Figure 3 Primary safety factor vs. torque, r=0.4 .................................................................................... 8
Figure 4 Primary safety vs. ratio, 50% torque ....................................................................................... 8
Figure 5 Setpoint generator simulink block ......................................................................................... 11
Figure 6 Torque vs. vehicle speed ....................................................................................................... 12
Figure 7 Vehicle Speed, throttle and desired power ............................................................................ 13
Figure 8 Engine map and E-line .......................................................................................................... 15
Figure 9 Vehicle Speed, throttle and desired engine speed ................................................................. 15
Figure 10 Result w dot max = 5 and 100 [rad/s^2] .............................................................................. 17
Figure 11 Sporty mode variogram ....................................................................................................... 18
Figure 12 Comfort mode variogram .................................................................................................... 18
Figure 13 Comfort and sporty mode .................................................................................................... 19
Figure 14 E-line variogram .................................................................................................................. 20
Figure 15 E-line agility criteria ............................................................................................................ 21
Figure 16 CK2 agility criteria .............................................................................................................. 22
Figure 17 Lowpass filter ...................................................................................................................... 23
Figure 18 E-line with filter agility criteria ........................................................................................... 24
Figure 19 Comfort variogram .............................................................................................................. 25
Figure 20: Speed Profile ...................................................................................................................... 27
Figure 21: TCM Simulation RESULTS............................................................................................... 28
Figure 22: TCM Practical TEST Results ............................................................................................. 29
Figure 23: Gear shifting strategy ......................................................................................................... 30
Figure 24: TIPSHIFT - E-LINE(THRIFTY)-Simulation RESULTS .................................................. 31
Figure 25: Tipshift - E-line(Thrifty)-Practical Test Results ................................................................ 32
Figure 26:TIPSHIFT - Sporty-Simulation RESULTS ......................................................................... 33
Figure 27: TIPSHIFT - Sporty-PRACTICAL TEST RESULTS ......................................................... 34
Figure 28: Speed Profile ...................................................................................................................... 35
Figure 29: TCM SIMULATION RESULTS ....................................................................................... 36
Figure 30: TCM PRACTICAL TEST RESULTS ............................................................................... 37
Figure 31: TIPSHIFT - E-LINE(THRIFTY)-SIMULATION RESULTS ........................................... 38
Figure 32: TIPSHIFT - E-LINE(THRIFTY)-PRACTICAL TEST RESULTS ................................... 39
Figure 33: TIPSHIFT - Sporty-SIMULATION RESULTS ................................................................ 40
Figure 34: TIPSHIFT - Sporty-PRACTICAL TEST RESULTS ......................................................... 41
Figure 35: TCM SIMULATION RESULTS ....................................................................................... 42
Figure 36: TIPSHIFT - E-LINE(THRIFTY)-SIMULATION RESULTS ........................................... 43
Figure 37: TIPSHIFT - Sporty-Simulation RESULTS ........................................................................ 44
Figure 38: TCM SIMULATION RESULTS ....................................................................................... 45
Figure 39: TIPSHIFT - E-LINE(THRIFTY)-SIMULATION RESULTS ........................................... 46

61

Figure 40: TIPSHIFT - Sporty-Simulation RESULTS ........................................................................ 47
Figure 41: TCM SIMULATION RESULTS ....................................................................................... 48
Figure 42: TCM PRACTICAL TEST RESULTS ............................................................................... 49
Figure 43: TIPSHIFT - E-LINE(THRIFTY)-SIMULATION RESULTS ........................................... 50
Figure 44: TIPSHIFT - E-LINE(THRIFTY)-PRACTICAL TEST RESULTS ................................... 51
Figure 45: Drive Train Model with dry clutch ..................................................................................... 54
Figure 46: Launch Control model ........................................................................................................ 55
Figure 47: Speed Plot ........................................................................................................................... 56
Figure 48: Torque Plot ......................................................................................................................... 56
Figure 49: Drive Torque ...................................................................................................................... 57
Figure 50: Modified Model .................................................................................................................. 58
Figure 51: Modified Model-Engine Control ........................................................................................ 58
Figure 52: Speed Plot ........................................................................................................................... 59
Figure 53: Torque Plot ......................................................................................................................... 59

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