Technical Paper For Students and Young Engineers: - Fisita World Automotive Congress, Barcelona 2004
Technical Paper For Students and Young Engineers: - Fisita World Automotive Congress, Barcelona 2004
Technical Paper For Students and Young Engineers: - Fisita World Automotive Congress, Barcelona 2004
=
(8)/(9)
Where Ns is the number of friction surfaces, R
m
is the clutch mean radius,
S
the
coefficient of sliding friction and F the clutch actuating force. The actuating force is
determined from applied pressure which is non-linear and a function of time. The mean
clutch radius is determined from the clutch outside (r
o
) and inside (r
i
) radii:
Clutch Stick-Slip Friction Non-linearity
When the clutch engages the system changes state as there is one less DOF. If there is
not enough holding torque the clutch may slip again. An algorithm (10) has been used
to model this clutch stick-slip. In numerical simulations the algorithm determines the
state of the system at every time step, the simulation is piecewise and non-linear. The
state is determined by first checking the slip speed inequality and then if necessary
checking the holding torque versus shearing torque inequality. The equations of motion
for each state, sliding or engaged clutch (stichon) are then solved as dictated. Whilst
sliding the direction of sliding dictates the sign of the clutch torque. If the system
commences sliding from stichon, the sign of the clutch torque needs to be determined
from the torque flow in the system.
T
C
is a non-linear friction torque, a function of sliding velocity and the normal force:
( )
and
and
T T
T T
if
if
if
T
T T
T
T
INT ST
tol
INT ST
tol
tol
INT
S INT
S
C
<
<
<
=
) (
) (
) (
sgn
) sgn(
3 2
3 2
3 2 3 2
& &
& &
& & & &
(10)
Where
TOL
is the tolerance of zero velocity for numerical simulations and T
S
and T
ST
are clutch slipping and maximum holding torques. (dependent on kinetic and static
Crowther 10/02/04 6
friction respectively). They can be found with (8). The internal shear is more difficult
to calculate and is found numerically [7].
Gear Lash Contact Non-Linearity
Gear lash is the clearance between mating gears that is required for their smooth
rotation. In a loaded system meshing gears can lose contact during torque reversal.
Within a certain range of lash the system is disconnected and the gear mesh stiffness is
zero. When the gears reengage the mesh stiffness is a combination of tooth bending and
material compression, the impact causes transient vibration and noise. This non-linear
stiffness can be presented as restoring force as a function of relative position. The
algorithm used to model the gear lash is:
) (
2
1
lash x k
rel m
For mesh stiffness:
x
REL
F
OFFSET
LASH
<
=
2
) (
2
) (
0
3
lash
x
lash
x
if
if k
k
rel
rel
m
(11)
Where:
5 5 4 4
r r x
rel
= (12)
Non-linear gear mesh function
With the spring force, F, non-linear in this way the torque vector is needed to account
for the offset of force from the zero position. The global torque vectors (5) and (7) are
modified to include the torque offset:
{ }
V C C E
T T T T T T T =
5 4
slipping (13)
engaged (14) { }
V E
T T T T T =
5 4
0
2
) (
3 4 4
lash
k r x sign T
rel
=
2
) (
3 5 5
lash
k r x sign T
rel
= (15)/(16)
When the stiffness, k
3
, is found to be zero, the torque offset is returned as zero.
4.3 Simulation for clutch engagement
Numerical simulations have been programmed in Matlab for the powertrain system of
figure 4. Results are given in the appendix: The driving torques in figure 6.
Component speeds in figure 7. The shuffle transient from clutch engagement is shown
in the axle shaft displacement (figure 8). Stick-slip occurs briefly from a high
breakaway torque (figure 9) and high frequency transient vibration follow gear impacts
from torque reversal (figure 10). For brevity simulation notes are given in bullets:
Solves equation of motion (3) for clutch engagement transient dynamics
Piecewise on engaged (5 DOF) and disengaged (6 DOF) states
Equations of motion reduced to 1st order for use with Matlabs ODE15S solver
Includes stick slip and gear lash algorithms which govern non-linear dynamics
The systems external torques or forcing functions are the inputs into the model
and define the shifting process
Crowther 10/02/04 7
Engine torque is interpolated from the engine torque map at 40% throttle with
added harmonics for a typical 4 cylinder engine At 40% throttle the engine
torque is fairly constant for the engine speeds in this simulation
Clutch pressure is already applied yielding 200Nm torque and increases linearly
with time with added oscillations at 45hz. The oscillations are not modelled
from a real hydraulic system or determined from clutch judder but are used to
easily induce the system response needed to demonstrate the stick-slip
phenomena. Both the hydraulic system and the friction characteristics can
induce torque oscillations in real systems
Vehicle aerodynamic drag, rolling resistance and gradient torques are combined
and set to a constant value of 100Nm
Damping is minimal to provide larger transients to easier illustrate the stick-slip
and gear lash
Gear lash is set at 0.5mm
The tolerance of relative velocity for the stick-slip algorithm is set at 0.01 rad/s
The initial conditions for the simulation provide balanced spring torque
Time stepping reduced around stick point and lash
Offsets removed for absolute displacement and velocity on piecewise transition
Care taken when using tolerance of zero velocity
5.0 EXPERIMENTAL VALIDATION
Test rigs are used for powertrain tuning and research. Arrangements range from an
engine or tire test device to a whole powertrain with added vehicle load and equivalent
mass. For dynamics, typical test rig uses include, investigating component
characteristics (engine, torque converter, clutch, tire, etc.), investigating free, steady
state and transient response and calibration for gear shifts.
At the University of Technology, Sydney a powertrain test rig has been constructed for
the investigation of vibration response and gear shift quality assessment. The aim is to
verify dynamic analysis using a model similar to that of figure 2. The dynamic model
includes gear lash for planetary gears and for the final drive ring, pinion, and differential
gears. It is used for free vibration analysis and steady state and transient numerical
simulations.
The test rig includes all the components of the vehicle powertrain and has been designed
to include a vehicle mass of 1500 kg. This is achieved by replacing the approximate
mass of the vehicle with and equivalent inertia. A combination of small and large train
wheels have been used to provide the correct inertia and are mounted so as to be driven
by car tires. A linear to rotational kinetic energy relationship is applied to solve the
kinetic energy equation for equivalent inertia. The load from aerodynamic drag and any
road gradient has been introduced to the test rig via a dynamometer. The load is applied
to the flywheels via another final drive and tire subsystem. The front final drive ratio is
3.1:1 and the rear 5:1. The coupling from the flywheels to the dynamometer increases
velocity at the dynamometer to within its operating range. For tire speed from 20-100
km/hr dynamometer speed is 850-4300 rpm.
For data acquisition the engine and transmission control systems are tapped and
instrumentation added for pressures, torques and accelerations. Accelerometers are
fixed on the transmission and differential case.
Crowther 10/02/04 8
For the propeller shaft and tire they are demountable as they are used in free vibration
tests only, also their linear accelerations are converted to angular. Torque is measured
via strain gauges on the flywheel, transmission output shaft and drive shaft. Radio
telemetry is used to pass the strain gauge data from the rotating shaft to a non-rotating
element. Another method is to use slip rings. The gauge voltage is amplified,
processed by an analogue to digital converter and then transmitted. Transceivers are
used on both rotating and non-rotating sides. Data is recorded and post processed with
Lab View. The dynamic measurements include:
Engine output torque and angular velocity
Transmission output torque and angular velocity
Drive shaft torque and angular velocity
Transmission case and differential case linear acceleration
Propeller shaft and tire angular acceleration
Sump temperature
Shift schedule and throttle position
Air inlet pressure
Clutch and band applied pressures
Parameters for inertia and stiffness and gear dynamics are determined from detail
drawings and measurements. Parameters that are difficult to determine include tire
stiffness, clutch and band friction characteristics, torque converter output torque and
system damping to name some. For the test rig and dynamic model to be compared
both the system parameters and forcing functions must be the same. The measured
engine torque, clutch pressure (torque) and vehicle load are to be used in numerical
simulations as driving functions. The measured output and drive shaft torque and case
accelerometers are used to compare with numerical simulation results. Various tests
can be conducted with this test rig:
Free vibration
Test: The transmission is placed in park (grounding the rigid body motion). A
torque is applied to the tires and released. Accelerometers and torque sensors
provide free vibration results.
Purpose: To compare real system frequency response to free vibration analysis of the
driveline system. This allows a validity check for the stiffness and inertia
parameters and driveline dynamic model.
Critical Speed
Test: The engine is run within speed ranges that are calculated for resonance for
given gear states. Shaft torque and case accelerations provide steady state
response at test speeds.
Purpose: To compare resonant modes for the powertrain system. This allows a validity
check for the stiffness, inertia and damping parameters and the whole dynamic
model.
Engine Tip in/out
Test: The engine is run at a constant speed and the throttle is suddenly increased or
decreased. Shaft torque and case accelerations provide transient response.
Purpose: To investigate driveline shuffle (lowest global mode) and clonk (backlash).
This allows a validity check for the stiffness, inertia and damping parameters
Crowther 10/02/04 9
and the whole dynamic model. Case accelerometers should indicate high
frequency transients from gear backlash.
Gear Shifting
Test: Gear shifts are performed for various throttle settings. Shaft torque and case
accelerations provide transient response.
Purpose: To investigate transient torque from gear shifts and associated driveline
shuffle as well as oscillations at higher modes. This allows a validity check
for gearshift numerical simulations. Case accelerometers should indicate high
frequency transients from any gear backlash.
Where possible tests will be run with the torque converter lock up clutch engaged. This
is as the empirical parameters required for a torque converter numerical model are
unavailable. Measuring the output torque of the torque converter within a vehicle test
rig is a significant challenge.
6.0 CONCLUSIONS
The principle aim of this report was to illustrate an approach to modelling, simulation
and experiments used for investigating powertrain torsional vibration. For modelling,
how the finite element method can be used for various powertrains to detailed levels is
illustrated (figures 2 and 3). Custom elements can be developed for planetary gear
dynamics with rigid [3] or elastic tooth mesh and in the same fashion for final drive
dynamics. For numerical simulation, gear lash elements can be introduced to these
dynamics [8]; for both a two stage planetary gear set and a conventional final drive 6x6
custom finite elements can be used with elastic non-linear tooth mesh (to be reported).
Transient simulations can be used for tip-in and gear shifting with stick-slip and rattle.
For gear shifting, apply torque equations with experimentally determined friction
coefficients improve judder and stick-slip modelling [7]. The method can be used for
manual, automatic transmission and CVT powertrains. An example was used with a
model to investigate clutch stick-slip and gear rattle to help illustrate the dynamic
modelling and the simulation techniques. Results are provided but not detailed due to
space constraints. The modelling and simulation can be extended further than already
noted. The various components of the powertrain bring complexity and are non-linear;
the engine can be modelled or measured for combustion torque, the torque converter for
transfer torque, bands and clutch for friction characteristics, judder and stick-slip,
hydraulics for pressure, gear dynamics for gear shifts, gear meshing for backlash and
transmission error, tires for damping, stiffness and slip and then the associated systems
electrical, control, chassis and suspension. For testing, a rig designed to simulate a
vehicle powertrain was detailed with notes on instrumentation. Discussion relates to
testing for the verification of dynamic modelling and analytical and numerical analysis.
Thanks go to FISITA and SAE-A for the travelling fellowship to attend the FISITA
World Automotive Conference 2004. Acknowledgements and thanks to the go to the
automotive dynamics research team at the UTS Faculty of Engineering especially Dr
Nong Zhang. Financial support for this research is provided jointly by the Australian
Research Council (Grant No.C00107787), the University of Technology, Sydney,
Australia and Ion Automotive Systems, Sydney, Australia.
Crowther 10/02/04 10
______________________________________________________________________
APPENDICIES
(
=
+
+
1
) 1 (
0
0
I
n
n
n e
J
J
(
=
+ +
+ +
+
1 1
1 1
) 1 (
K
n n
n n
n e
k k
k k
(
=
+ +
+ +
+
1 1
1 1
) 1 (
C
n n
n n
n e
c c
c c
)
`
=
+
+
1
) 1 (
n
n
n e
(17)
(
=
+
+
1
2
) 1 (
0
0
I
n
n G
n e
J
J n
(
=
+ +
+ +
+
1 1
1 1
2
) 1 (
K
n n G
n G n G
n e
k k n
k n k n
(
=
+ +
+ +
+
1 1
1 1
2
) 1 (
C
n n G
n G n G
n e
c c n
c n c n
)
`
=
+
+
1
) 1 (
n
n
n e
(18)
(
=
+
+
1
) 1 (
0
0
n
n
n e
J
J
I
(
(
=
+ + + +
+ + +
+
1
2
1 1 1
1 1 1
2
) 1 (
n n n n n
n n n n n
n e
k r k r r
k r r k r
K
)
`
=
+
+
1
) 1 (
n
n
n e
(19)
(
(
=
+
+
1
) 1 (
0
0
2
I
n
n
n e
J
J
(
=
+ +
+ +
+
1 1
1 1
) 1 (
K
n n
n n
n e
k k
k k
(
=
+ +
+ +
+
1 1
1 1
) 1 (
C
n n
n n
n e
c c
c c
)
`
=
+
+
1
) 1 (
n
n
n e
(20A)
(
(
=
+
+
2
) 2 (
0
0
2
I
n
n
n e
J
J
(
=
+ +
+ +
+
2 2
2 2
) 2 (
K
n n
n n
n e
k k
k k
(
=
+ +
+ +
+
2 2
2 2
) 2 (
C
n n
n n
n e
c c
c c
)
`
=
+
+
2
) 2 (
n
n
n e
(21B)
| |
n n e
J =
) (
I
| |
n n e
k =
) (
K
| |
n n e
c =
) (
C
{ }
n n e
=
) (
(22)
Table 1. Torsional Finite Elements for Direct, Rigid Geared, Elastic Geared, Branched
and Grounded Systems
GEAR MESH
n+1
k
n
r
r
n+1
n
J ,
n
n+1
J ,
n+1
Crowther 10/02/04 11
Figure 1. Model Schematics
D
I
F
F
2
H
U
B
W
H
E
E
L
W
H
E
E
L
H
U
B
D
I
F
F
2
D
I
F
F
1
C
L
U
T
C
H
D
R
U
M
T
U
R
B
I
N
E
C
1
H
U
B
C
2
/
4
H
U
B
C
3
D
R
U
M
1
J ,
1
2
2
J ,
J ,
3
3
J ,
5
5
T
ENG
C3 /T
T
C1
T
V
T
k
1
c
1
3
k
2
k
4
k
6
k
7
k
8
k
9
k
7
c
9
c
4
c
C1
-T
J ,
6
6
k
c
5
5
4
J ,
4
T
C2/4
-T
C2/4
1-2 OWC
PLANETARY
GEARBOX
FS
RS J ,
7 7
CR J ,
8
8
R J ,
9
9
TOWC
B1 BAND
B1 T
C3
-T
J ,
11 11
J ,
12 12
J ,
14 14
J ,
13 13
J ,
10B 10B
J ,
10A 10A
J ,
10B 10B
J ,
10 10
V
c
k
J ,
n
n
n+1
n+1
J ,
n+1
n+1
J ,
n n
n
J ,
n
' '
n+1
n+1
c
k
DIRECT GEARED BRANCHED
J ,
n n
n+1
c
k
n+1
n+2
c
n+2
k
n+1
J ,
n+1
n+1
J ,
n+1
n+2
J ,
n+2
n
n
c
k
J ,
n
n
GROUNDED
Figure 2. Dynamic Model for Powertrain System with Automatic Transmission
(
(
=
2
0
0
I
3
2
2
J
J
e
(
=
2 2 2
2 2 2
2
2
2
K
k k n
k n k n
e (
=
2 2 2
2 2 2
2
2
2
C
c c n
c n c n
e
)
`
=
3
2
2
e
3
2
2
r
r
n = (23)
(
(
=
4
3
3
0
0
2
I
J
J
e
(
=
3 3 3
3 3 3
2
3
3
K
k k n
k n k n
e
(
=
3 3 3
3 3 3
2
3
3
C
c c n
c n c n
e
)
`
=
4
3
3
e
4
3
3
r
r
n = (24)
Table 2. Torsional Finite Elements for Toriod-Roller Contact
E
N
G
I
N
E
ENG
T
c
k
J ,
1
1
1
1
J ,
2 2
T
O
R
O
I
D
k
c
R
O
L
L
E
R
2
2
k
c
3
3
T
O
R
O
I
D
J ,
3
3
J ,
4
4
4
4
c
k
C
L
U
T
C
H
D
R
U
M
L
V
C
H
V
C
k
6
k
5
9B
J ,
D
I
F
F
2
9B
9A
J ,
9B
J ,
D
I
F
F
1
D
I
F
F
2
9
J ,
9
9A
9B
10
J ,
10
W
H
E
E
L
W
H
E
E
L
R
I
N
G
S
U
N
c
k
8
8
c
k
9
9
5
J ,
5
J ,
6 6
7
J ,
7
J ,
8B
8B
J ,
8A 8A
8
J ,
8
11
J ,
11
T
V
14
TV
7
7
k
c
Figure 3. Dynamic Model for Powertrain Fitted with CVT and Planetary Gear Set
clutch
slipping
clutch
engaged
(
=
2
1
1
0
0
I
J
J
e
(
=
1 1
1 1
1
K
k k
k k
e
(
=
1 1
1 1
1
C
c c
c c
e
)
`
=
2
1
1
e
)
`
=
3 , 2
1
1
e
(25)
(
=
0 0
0
I
3
2
J
e
(
=
2 2
2 2
2
K
k k
k k
e (
=
2 2
2 2
2
C
c c
c c
e
)
`
=
4
3
2
e
)
`
=
4
3 , 2
2
e
(26)
(
=
5
4
3
0
0
I
J
J
e
(
(
=
3
2
5 3 5 4
3 5 4 3
2
4
3
K
k r k r r
k r r k r
e
)
`
=
5
4
3
e
)
`
=
5
4
3
e
(27)
(
=
6
4
0
0 0
I
J
e
(
=
4 4
4 4
4
K
k k
k k
e (
=
4 4
4 4
4
C
c c
c c
e
)
`
=
6
5
4
e
)
`
=
6
5
4
e
(28)
Table 3. Torsional Finite Elements for Powertrain Dynamic Model with Clutch
Engagement
Crowther 10/02/04 12
Parameter Value
J
1
0.25 kgm
J
2
0.001 kgm
J
3
0.001 kgm
J
4
0.005 kgm
J
5
0.015 kgm
J
6
70 kgm
k
1
10000 Nm/rad
k
2
30000 Nm/rad
k3/km 1e8 Nm
k4 10000 Nm/rad
c1 2 Nms/rad
c2 .5 Nms/rad
c4 4 Nms/rad
r4 0.0218 m
r5 0.0675 m
r5 0.0005 m
5
J ,
5
4
J ,
4
5
r
r
4
k
3
RING
PINION
T
V
6
J ,
6 5
J ,
5
T
C
C
-T
R
I
N
G
k
4
c
4
T
I
R
E
S
P
I
N
I
O
N
4
J ,
4
2
c
2
k
3
J ,
3
C
L
U
T
C
H
H
U
B
T
2
J ,
2
C
L
U
T
C
H
D
R
U
M
T
U
R
B
I
N
E
1
J ,
1
ENG
k
1
c
1
Table 4. System
parameters
Figure 4. Powertrain Dynamic Model with Clutch Engagement
Frequency
(Hz) 1031 394 106 9.31 0
Engine 0.00 0.00 -0.09 -1.00 1.00
Clutch -0.04 -0.36 0.94 -0.91 1.00
Pinion 1.00 1.00 1.00 -0.88 1.00
Ring -0.89 0.39 0.32 -0.28 0.32
Tires 0.00 0.00 0.00 0.01 0.32
Damped
Frequency (Hz) 1017 388 104 9.20
damping ratio 1.70% 3.7% 7.2% 1.1%
0 0.1 0.2 0.3 0.4
0
200
400
600
Time (s)
T
o
q
u
e
N
m
T
C
T
ENG
T
V
Figure 5. Engaged System Natural Modes and
Damped Frequencies
Figure 6. Engine, Clutch and Vehicle
Torques
0 0.1 0.2 0.3 0.4
0
100
200
300
400
Time (s)
A
n
g
u
l
a
r
D
i
s
p
l
a
c
e
m
e
n
t
(
r
a
d
)
engine and clutch drum
clutch hub and pinion gear
ring gear and tire
0 0.1 0.2 0.3 0.4
-0.1
0
0.1
0.2
0.3
Time (s)
A
n
g
u
a
r
D
s
p
a
c
e
m
e
n
t
(
r
a
d
)
Figure 7. Angular Velocities of Powertrain
Components
Figure 8. Relative Angular
Displacement across axle
shaft
Crowther 10/02/04 13
0.27 0.275 0.28 0.285 0.29 0.295 0.3 0.305 0.31 0.315 0.32
0
50
100
150
200
250
300
350
400
450
500
550
Time (s)
T
o
r
q
u
e
( N
m
)/
A
n
g
u
l
a
r
V
e
l
o
c
i
t
y
(r
a
d
/
s
x
1
0
)
0.275 0.277 0.279
470
480
490
CLUTCH TORQUE
T
S (slipping torque)
T
INT (shearing torque)
T
ST
(holding torque)
T
ST
T
INT
T
INT
T
INT
T
ST
T
S T
ST
S
T
S
T
clutch relative velocity (rad/s x 10)
breakaway/slip
stick stick
S
T
Figure 9. Clutch torques and relative velocity around clutch engagement point
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4
-3
-2
-1
0
1
2
3
4
5
6
x 10
-4
Time (s)
D
i
s
p
l
a
c
e
m
e
n
t
( m
)
0.34 0.345 0.35 0.355
-3
-2
-1
x 10
-4
tooth separation
tooth impact
L
A
S
H
Figure 10. Ring and pinion tooth mesh relative displacement
4-9 ACCELEROMETERS
TORQUE SENSORS 1-3
INSTRUMENTATION
O DYNAMOMETER
TRANSMISSION COOLING P
R FUEL TANK
ENGINE COOLING Q
K REAR FLYWHEELS
REAR DRIVESHAFTS L
DYNAMOMETER SHAFT
REAR FINAL DRIVE
N
M
I
J
LARGE FLYWHEELS
FLYWHEEL SHAFT
8
4
H
REAR FRAME
3
7 6
IRS IRS
9
5
2
FRONT FRAME
N
L J E
C
G
I
K
P
Q R
O
F
M D B A
1
E FWD DRIVE SHAFTS
FWD TIRES F
H FLYWHEEL SHAFT BEARINGS
SMALL FLYWHEELS G
C PROPELLER SHAFT
FWD FINAL DRIVE D
B AUTOMATIC TRANSMISSION
ENGINE A
COMPONENTS
Figure 11. Powertrain Test Rig Schematic
Crowther 10/02/04 14
______________________________________________________________________
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(3) N.Zhang, A.Crowther, D.K.Liu, J.Jeyakumaran, A Finite Element Method for the
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th
International Symposium on Torsional
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Association Design Sub-Committee, December 1998
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