CONAT2010S011

MODELLING AND SIMULATION OF DUAL CLUTCH

TRANSMISSIONS FOR DYNAMIC PERFORMANCE
1

Andrei-Mircea Tamba
Scientific Coordinator: PhD. eng. Marius Bu
University POLITEHNICA of Bucharest, Romania
KEYWORDS: modeling, simulation, Simulink, dual clutch, transmission
ABSTRACT: Time to design and manufacture of the automobile industry must be as low as
possible in the same time, it is necessary to be full field the requirements concerning. The
automobile performances such as fuel economy, emissions reductions, car comfort etc.
Computer modeling and simulation it is a very efficient way to solve those problems just in
designing phase.
This paper aims to present the main advantages of using DCT, to exemplify how to implement
this transmission in Simulink, as well as comparing and highlighting the benefits of using
simulation and modeling in computing, to data from vehicle manufactured.

1. INTRODUCTION
Most people know that cars are equipped with two types of transmissions: manuals, which
require that the driver change gears by pressing a pedal and moving a handle, and automatics,
which simplify changing gears and those, can be with continuous variation or planetary gears.
But having stringent requirements in the current automotive construction was tried to find a
solution to reduce emissions and fuel consumption, and have a contribution to the comfort as
automatic gearbox, but to keep high efficiency and low costs as manual gearbox. So there was
designed Dual Clutch Transmission (DCT).
The DCT is basically composed from two classic gearboxes, each branch having assigned a
clutch, an input shaft and an output shaft, see Figure 1.

Figure 1 Functional schema of DCT

The major advantage of this transmission is that the power flow will always pass through a
transmission line, while the other arm with disengaged clutch will preselect the next gear, so
that the phenomenon known as shift shock will not be met. Each gear has a similar coupling
element as manual gearbox, but the control is made automatic. The Transmission Control
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Unit (TCU) controls hydraulic mechanism or electric actuators which engage or disengaged
clutch and gears, depending of operation conditions. Logical coupling feature is implemented
in software, which combined with hardware (command structure) can offer outstanding
performance and capacity to operate in a wide range of operating conditions.
It was used Simulink (Matlab) for modeling and simulation because this environment has the
following advantages: is most common modeling and simulation environment for academic
and industrial, allows creation of personalized components and libraries, dispose of a large
number of standard libraries and components, Matlab Application (under which you can use
Simulink) provides tools for post-processing the simulation results, and more.
2. MODELS DEVELOPMENT

Figure 2 Structure schema of the model used in simulation

Models used to simulate the longitudinal dynamics of motor vehicles have a similar structure,
composed of four elements corresponding to the engine, transmission, and electronic control
unit. Figure 2 is shown the structure of a propulsion system models equipped with automatic
transmission and is shown in Figure 3 corresponding vehicle model selected for simulation.

Figure 3 Vehicle model equipped with DCT

The model has been structured into subsystems, making it intuitive and easy to use, the data
being loaded dynamically through a file which can be changed easily and making it possible
to adapt the model for other test parameters.

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2.1. ENGINE MODEL
Features: model used external characteristic of the motor (engine map based on torque and
load speed); it is suitable for traction; includes the moment of inertia of the crankshaft and of
the parts solidary whit it; provides lower and upper limits of speed of rotations.

Figure 4 Model of internal combustion engine

Engine model, Figure 4, is built on equations:

d
M ms M m I m m [Nm] - static momentum of engine
(1)
dt
Where: M m [Nm] - momentum at crankshaft; Im [kgm2 ] - momentum of inertia of crankshaft
and of the parts solidary with it; d [rad/s ] - crankshaft angular acceleration.
m

dt

From equation (1)

Mm s Mm
dt - angular speed
Im

(2)

For the integration of angular acceleration it is used an integration block with saturation to set
idle rotation speed and to limiting engine speed. Torque is determined by interpolation,
depending on load and engine speed, a 2D interpolation table.
Models input values are: Mm momentum at crankshaft [Nm]; X engine load [-]. Models
output values are: nm engine speed [rpm].
The parameters needed for the following engine model are: engine load vector; engine load
speed; minimum engine speed; maximum engine speed; engine initial speed, torque matrix (to
determine torque map), engines inertia momentum.
2.2. TRANSMISSION MODEL
The transmission is encapsulated in a subsystem, and includes the knots (one in connection
with the engine, one in connection with the vehicle), clutches and two line of DCT, Figure 5.
Since power can flow through the two branches of the transmission, they resorted to the use
of knots to "guide" engine speed to clutches, and to "collect" the momentum at the end of the
two branches of the transmission and transmits on a single shaft to the wheels of the vehicle.

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Figure 5 Transmission model

2.2.1 Clutch model

Features: it is considered gears change in power flow. Models input values are: c clutch
control [-]; nm engine speed [rpm]; nt input shaft speed [rpm]. Models output values are:
Mt momentum at transmission shaft [Nm]; Mrm resistant momentum [Nm].

Figure 6 Clutch model

Models input order: 0 clutch disengage; 1 clutch engage; time for engagement.
2.2.2 Gearbox model
The gearbox has two branches which can be crossed by the power flow; the gears have been
split apart in groups by even and uneven gears. The branches are similar, Figure 7a, milieu
existing in several parameters, namely: selecting transmission ratio.

Figure 7 a) Model of a gearbox branch; b) DCT main transmission

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Another feature of this gearbox: main transmission ratio is different depending on the selected
gear, Figure 7b.

ratio;

- wheel momentum, where

- gearbox momentum;
- main transmission ratio; transmission efficiency.
transmission shaft speed [rpm]

- gearbox

Models input values are: i control gear [-]; Mt gearbox transmission [Nm]; nr wheel
speed [rpm]. Models output values are: Mr wheel torque [Nm]; nt transmission output
shaft speed [rpm].
Parameters for the gearbox: gearbox control; gear ratios; main transmissions ratios;
transmission efficiency.

2.2.3. Transmission knots model

In divider knot, Figure 8a, momentum bifurcates on gearbox branches, and the engine speed
is sent to transmissions clutch.

Figure 8 Transmission knots model a) divider; b) adder

The input values of the dividing knot model are: Mm1,2 engine resistant momentum [Nm];
nm engine speed [rpm]. The output values of the dividing knot model are: Mm engine
resistant momentum [Nm]; nm1,2 engine speed transmitted to branch 1/2 of the gearbox
[rpm].
In adder knot, Figure 8b, momentums are added together from the two branches and the
resulted momentum is transmitted to the vehicle wheels.
The input values of the adder knot model are: Mm1,2 momentum from output of branch 1/2
of gearbox [Nm]; nr vehicle wheel speed [rpm]. The output values of the adder knot model
are: Mr momentum at the transmission output to the vehicle wheels [Nm]; nr1,2 vehicle
wheel speed transmitted to branch 1/2 of gearbox [rpm].
2.3 VEHICLE MODEL
Features: are considered all the resistance; model allows only go forward; take account of the
limits of grip, Figure 9.

Ri Rr Rp Ra [N] - total resistance;

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Rr f (V) Ga cos(p ) [N] - rolling resistance;

f (V) f0 f01 V f02 V 2 f03 V 3 [] - rolling resistance coefficient;
Ga ma g [N ] - vehicle weight;
k A V 2
Ra
[N] - air resistance;
1,3
Fmax ma g m x [N] - maximum traction force limited grip.
Input values: Mr wheel torque [Nm]. Output values: a vehicle acceleration [m/s2]; V
vehicle speed [km/h]; x displacement [m]; nr wheel speed [rpm].

Figure 9 Vehicle model

Models parameter: vehicle weight; rolling resistance coefficients; air resistance coefficient;
rolling radius; cross-section area; adhesion coefficient; drive axle load distribution; influence
coefficient of the rotating mass; gravitational acceleration.
2.4. PARAMETER USED FOR SIMULATION
Table 1 Parameters used for simulation
Parameters
Vehicle

Value [measuring unit]

Weight
Rolling radius
Air resistance coefficient
Maximum cross-sectional area
Coefficient f0
Coefficient f1
Coefficient f2
Drive axle load coefficient
Coefficient of adhesion
Coefficient of influence of the rotating mass

1316 kg
0,3 m
0,32
2,22 m2
0,0161
-1.0002*10-5 h/km
2,9152*10-7 h2/km2
1
0,8
1,02

Gearbox
Main transmission ratio TP1/TP2
Main transmission efficiency
Gear ratio 1 / 2 / 3 / 4 / 5 / 6

4,059 / 3,136
0,92
3,462 / 2,05 / 1,3 / 0,902 / 0,914 / 0,756

Engine
Type
Maxim torque
Maxim engine speed
Idle engine speed
Inertia momentum of engine

84

MAC
342 Nm
5000 min-1
700 min-1
0,15 kgm2

CONAT2010S011

Engine speed [rpm]

Table 2 Engine speed caracteristic

750
1000
1592
1792
1993
2292
2490
2686
2986
3482
3980
4179
4377
4577
5000

0,05
10
20
0
0
0
0
0
0
0
0
0
0
0
0
0

0,1
20,5
30
21,6
19,4
10
0
0
0
0
0
0
0
0
0
0

0,2
45
60
46,2
36
31,2
22
20
18,8
9,6
0
0
0
0
0
0

0,3
75
90
77
75
70
61
59
50
45
30
19
16
14
9,5
0

0,4
100
120
120
115
110
105
100
98
90
80
64
58
50
42
21,5

Engine load [%]

0,5
0,6
0,7
120
120
120
140
170
170
149
195
243
145
190
236
140
189
232
134
185
226
128
180
224
125
179 223,8
120
170
222
109
160
210
97
148
192
91
145
185
88 138,5
178
80
132
175
70
113
149

0,8
120
170
263
275
270
266
259
257
255
248
236
223,8
214,5
209,5
153

0,9
120
170
295,8
311
310,6
305
301
300
295
286
263
254
243
223,8
153

1
120
170
295,8
334,5
338,8
341,7
339,7
331,4
323,3
308,4
286,9
275,3
251,3
223,8
153

3. RESULTS

Figure 10 Graphic of vehicle acceleration

After analyzing the simulation results are observed variation in the acceleration of gear
change times, so first gear acceleration reaches an approximate value of 7.6m/s 2, further
decreasing with increasing speed, Figure 10.

Figure 11 Graphic of vehicle speed

After the simulation we can observe the speed variation curve during the change of all six
gears. As we can see, the moments of gear change are highlighted on the graphics Figure 10
and 11. 100km/h speed is reached on the fourth gear, on 7.84s. The sixth gear is switched at
about 140km/h, the maximum speed for the vehicle being 207.5km/h.
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Figure 12 Graphic of distance

After the simulation we observed that the vehicle travels a distance of 400m in 15.07s and
distance of 1000m in 28.09s, Figure 12.
Table 3 Comparative results
Model
0-100 km/h [s]
0-400m [s]
0-1000m [s]
Vmax [km/h]

2003 Volkswagen Golf 2.0 TDI DSG

9,3
16,7
30,5
203

Results of simulation
7,84
15,07
28,09
207,5

Sources of errors are caused by the method of calculating the coefficient of rolling resistance,
coefficient of adhesion, of choice longitudinally, as well as ignoring the change of the
efficiency in the selected gear.
4. CONCLUSIONS
Considering and automobile simulation model, it can be obtained very similar values to those
obtained from tests in which the vehicle has undergone.
This simulation results let us know a lot of information: velocity variation, distance in time,
concerning automobile performance without financial investment or purchasing a real vehicle.
Dynamic performances can be clearly distinguished, as well as other cars in the simulation
data.
5. REFERENCES
1.
2.
3.
4.

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***, Matlab, Simulink - Using Simulink and Stateflow in Automotive Applications, The
Math Works Inc., 1998
Andreescu, C., Course notes "Vehicle dynamics", Faculty of Transports, PUB 2008
Mustafa, R. , and others - Modeling and Analysis of the Electro-hydraulic and
Driveline Control of a Dual Clutch Transmission, FISITA, 2010
Oprean, M. Transmisii automate pentru automobile, Editura Printech, Bucharest,
1999