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In this thesis an integrated powertrain control for gearshifts on twin clutch transmissions is developed. First, a detailed model of an automotive powertrain featuring a twin clutch transmission is developed in Matlab/Simulink®. This model includes detailed friction models for the twin clutch that enable an investigation into the effects of different friction materials on the performance of the gearshift controller. The transmission model also includes detailed models of the synchronisers and thus allows a simulation of synchroniser-to-synchroniser shifts. A simplified phenomenological model, derived from a more complex non-linear model, is employed to model the hydraulic actuation of clutches and synchroniser. The thesis finds that the dependency of the friction coefficient on the sliding speed has an important influence on the gearshift quality and the performance of gearshift controller, while the absolute level of the friction coefficient is less important. Based on this powertrain model the key problems of gearshifts on twin clutch transmissions were identified and a control that overcomes these problems was developed. The first stage was to devise a gearshift control algorithm that handles single clutch-to-clutch shifts without a oneway (freewheeler-, overrunning-) clutch. This basic gearshift control algorithm featured a control of clutch slip for the engine torque transfer and a control of engine speed through engine torque manipulation (plus clutch pressure manipulation for downshifts). In a second stage, an optional transmission output torque control was developed that could be integrated in the basic control. The thesis shows that these control strategies are superior, in terms of shift quality, to conventional gearshift controls as used on planetary-type transmissions and are also robust against variations in the powertrain parameters (including friction coefficient) and sensor noise. The control strategies developed for single clutch-to-clutch shifts were extended to handle double and other multiple gearshifts that take place in the same transmission half. The thesis also investigates the other main part of gearshifts on twin clutch transmissions, the gear pre-selection. The thesis shows that, on power-on gearshifts, the torque reactions at the transmission output due to the gear pre-selection with conventional hydraulically actuated synchronisers can be effectively compensated for by a simple manipulation of engine torque.

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No description available.

This thesis highlights one of the most significant concerns that has preoccupied drivetrain engineers in recent times, namely drivetrain clonk. Clonk is an unacceptable audible sound, which is accompanied by a tactile drivetrain response. This may occur under several different driving conditions. Many drivetrain NVH concerns are related to impact loading of subsystems down-line of engine. These concerns are induced by power torque surge through engagement and disengagement processes, which may propagate through various transmission paths as structural waves. The coincidence of these waves with the acoustic modes of sub-system components leads to audible responses, referred to as clonk. The approach usually undertaken and reported in literature is either purely theoretical or constitutes experimental observation of vehicle conditions. A few research workers have reported rig-based investigations, but not under fully dynamic conditions with controlled and reproducible impulsive action. The research reported in this thesis combines experimental and numerical investigation of high frequency behaviour of light truck drivetrain systems, when subjected to sudden impulsive action, due to driver behaviour. The problem is treated as a multi-physics interactive phenomenon under transient conditions. The devised numerical method combines multi-body dynamics, structural modal analysis, impact dynamics in lash zones and acoustic analysis within an overall investigation framework. A representative drivetrain system rig is designed and implemented, and controlled tests simulating driver behaviour undertaken. The combined numerical predictions and experimental noise and vibration monitoring has highlighted the fundamental aspects of drivetrain behaviour. Good agreement is' also found between the detailed numerical approach and the experimental findings. Novel methods of measurement such as Laser Doppler Vibrometery have been employed. Simultaneous measurements of vibration and noise radiation confirm significant elasto-acoustic coupling at high impact energy levels. One of the major finds of the thesis is the complex nature of the clonk signal, being a combination of accelerative and ringing noise, with the latter also comprising of many other lower energy content as observed in the case of transmission rattle and bearing-induced responses. Therefore, the link between rattle and clonk, long suspected, but not hitherto shown has been confirmed in the thesis. Another major find of particular commercial interest is the insignificant contribution of torsional damping devices such as dual mass flywheels upon the accelerative component of the clonk response.

A very short and disagreeable audible and tactile response from a vehicle driveline may be excited when the throttle is abruptly applied or released, or when the clutch is rapidly engaged. The condition is most noticeable in low gear and in slow moving traffic, when other background engine and road noise levels are low. This phenomenon is known as clonk and is often associated with the first cycle of shuffle response, which is a low frequency longitudinal vehicle movement excited by throttle demand. It is often reported that clonk may coincide with each cycle of the shuffle response, and multiple clonks may then occur. The problem is aggravated by backlash and wear in the drivetrain, and it conveys a perception of low quality to the customer. Hitherto, reported investigations do not reveal or discuss the mechanism and causal factors of clonk in a quantitative manner, which would relate the engine impulsive torque to the elastic response of the driveline components, and in particular to the noise radiating surfaces. Crucially, neither have the issues of sensitivity, variability and non-linearity been addressed and published. It is also of fundamental importance that clonk is seen as a total system response to impulsive torque, in the presence of distributed lash at the vibro-elastic impact sites. In this thesis, the drivetrain is defined as the torque path from the engine flywheel to the road wheels. The drivetrain is a lightly damped and highly non-linear dynamic system. There are many impact and noise emitting locations in the driveline that contribute to clonk, when the system is subjected to shock torque loading. This thesis examines the clonk energy paths, from the initial impact to many driveline lash locations, and to the various noise radiating surfaces. Both experimental and theoretical methods are applied to this complex system. Structural and acoustic dynamics are considered, as well as the very important frequency couplings between elastic structures and acoustic volumes. Preliminary road tests had indicated that the clonk phenomenon was a, very short transient impact event between lubricated contacts and having a high frequency characteristic. This indicated that a multi-body dynamics simulation of the driveline, in conjunction with a high frequency elasto-acoustic coupling analysis, would be required. In addition, advanced methods of signal analysis would be required to handle the frequency content of the very short clonk time histories. These are the main novelties of this thesis. There were many successful outcomes from the investigation, including quantitative agreement between the numerical and experimental investigations. From the experimental work, it was established that vehicle clonk could be accurately reproduced on a driveline rig and also on a vehicle chassis dynamometer, under controlled test conditions. It then enabled Design of Experiments to be conducted and the principal causal factors to be identified. The experimental input and output data was also used to verify the mathematical simulation. The high frequency FE analysis of the structures and acoustic cavities were used to predict the dynamic modal response to a shock input. The excellent correlation between model and empirical data that was achieved, clearly established the clonk mechanism in mathematical physics terms. Localised impact of meshing gears under impulsive loads were found to be responsible for high frequency structural wave propagation, some of which coupled with the acoustics modes of cavities, when the speed of wave propagation reached supersonic levels. This finding, although previously surmised, has been shown in the thesis and constitutes a major contribution to knowledge.