Table of Contents

1. Cover
2. Series Preface
3. Preface
4. 1 Automotive Engine Matching
   1. 1.1 Introduction
   2. 1.2 Output Characteristics of Internal Combustion Engines
   3. 1.3 Road Load, Driving Force, and Acceleration
   4. 1.4 Selection of Gear Ratios
   5. References
   6. Problem
5. 2 Manual Transmissions
   1. 2.1 Introduction
   2. 2.2 Powertrain Layout and Manual Transmission Structure
   3. 2.3 Power Flows and Gear Ratios
   4. 2.4 Manual Transmission Clutches
   5. 2.5 Synchronizer and Synchronization
   6. 2.6 Dynamic Modeling of Synchronization Process
   7. 2.7 Shifting Mechanisms
   8. References
   9. Problems
6. 3 Transmission Gear Design
   1. 3.1 Introduction
   2. 3.2 Gear Design Fundamentals
   3. 3.3 Design of Tooth Element Proportions of Standard Gears
   4. 3.4 Design of Non‐Standard Gears
   5. 3.5 Involute Helical Gears
   6. 3.6 Gear Tooth Strength and Pitting Resistance
   7. 3.7 Design of Automotive Transmission Gears
   8. 3.8 Planetary Gear Trains
   9. References
   10. Problems
7. 4 Torque Converters
   1. 4.1 Introduction
   2. 4.2 Torque Converter Structure and Functions
   3. 4.3 ATF Circulation and Torque Formulation
   4. 4.4 Torque Capacity and Input–Output Characteristics
   5. References
   6. Problem
8. 5 Automatic Transmissions
   1. 5.1 Introduction
   2. 5.2 Structure of Automatic Transmissions
   3. 5.3 Ratio Analysis and Synthesis
   4. 5.4 Transmission Dynamics
   5. 5.5 Qualitative Analysis on Transmission Shifting Dynamics
   6. 5.6 General Vehicle Powertrain Dynamics
   7. 5.7 Simulation of Vehicle Powertrain Dynamics
   8. References
   9. Problems
9. 6 Automatic Transmissions
   1. 6.1 Introduction
   2. 6.2 Components and Hydraulic Circuits for Transmission Control
   3. 6.3 System Circuit Configurations for Transmission Control
   4. 6.4 Transmission Control Strategy
   5. 6.5 Calibration of Transmission Control System
   6. References
   7. Problem
10. 7 Continuously Variable Transmissions
    1. 7.1 Introduction
    2. 7.2 CVT Layouts and Key Components
    3. 7.3 Force Analysis for Belt CVT
    4. 7.4 CVT Control System Design and Operation Control
    5. 7.5 CVT Control Strategy and Calibration
    6. References
    7. Problems
11. 8 Dual Clutch Transmissions
    1. 8.1 Introduction
    2. 8.2 DCT Layouts and Key Components
    3. 8.3 Modeling of DCT Vehicle Dynamics
    4. 8.4 DCT Clutch Control
    5. 8.5 Clutch Torque Formulation
    6. References
    7. Problems
12. 9 Electric Powertrains
    1. 9.1 Basics of Electric Vehicles
    2. 9.2 Current Status and Trends for EVs
    3. 9.3 Output Characteristic of Electric Machines
    4. 9.4 DC Machines
    5. 9.5 Induction Machines
    6. 9.6 Permanent Magnet Motor Drives
    7. 9.7 Switched Reluctance Motors
    8. 9.8 EV Transmissions
    9. 9.9 Conclusions
    10. Bibliography
13. 10 Hybrid Powertrains
    1. 10.1 Series HEVs
    2. 10.2 Parallel HEVs
    3. 10.3 Series–Parallel HEVs
    4. 10.4 Complex HEVs
    5. 10.5 Non‐Ideal Gears in the Planetary System
    6. 10.6 Dynamics of Planetary Gear Based Transmissions
    7. 10.7 Conclusions
    8. References
14. Index
15. End User License Agreement

List of Tables

1. Chapter 10
   1. Table 10.1 Qualitative comparison of automatic and manual transmissions.
   2. Table 10.2 Different combinations of operating modes in Tsai’s hybrid transmission.

List of Illustrations

1. Chapter 01
   1. Figure 1.1 Engine output torque map.
   2. Figure 1.2 Engine torque curves for various throttle openings.
   3. Figure 1.3 Engine torque and power at wide open throttle.
   4. Figure 1.4 Typical torque curve of turbo engines.
   5. Figure 1.5 Engine specific fuel consumption map.
   6. Figure 1.6 Free body diagram of a vehicle accelerated uphill.
   7. Figure 1.7 Layout of RWD manual transmission powertrain.
   8. Figure 1.8 Driving condition diagram.
   9. Figure 1.9 Traction curve of the ideal transmission.
   10. Figure 1.10 Power–speed chart.
   11. Figure 1.11 Matching maximum engine power for maximum vehicle speed.
   12. Figure 1.12 Engine RPM range.
   13. Figure 1.13 Engine RPM vs vehicle speed for gear ratios in geometric progression.
   14. Figure 1.14 Engine WOT output for Example 1.2.
2. Chapter 02
   1. Figure 2.1 Alternative front wheel drive layouts.
   2. Figure 2.2 Layouts for (a) RWD and (b) 4WD.
   3. Figure 2.3 Powertrain layouts for (a) semi‐truck and (b) commercial bus.
   4. Figure 2.4 Section view of a FWD five‐speed manual transmission.
   5. Figure 2.5 Section view of an RWD five‐speed manual transmission.
   6. Figure 2.6 Symbols for common powertrain components.
   7. Figure 2.7 Stick diagrams for (a) five‐speed FWD MT and (b) five‐speed RWD MT.
   8. Figure 2.8 Reverse idler gear.
   9. Figure 2.9 Six‐speed MTs for (a) FWD and (b) RWD.
   10. Figure 2.10 Structure of coil spring clutch (a) engaged (b) disengaged.
   11. Figure 2.11 Diaphragm spring and structure of Belleville clutch (a) engaged (b) disengaged.
   12. Figure 2.12 Distribution of clamping force on disk face.
   13. Figure 2.13 Synchronizer assembly and gear with dog teeth.
   14. Figure 2.14 Exploded view of a synchronizer.
   15. Figure 2.15 Synchronization process for an upshift.
   16. Figure 2.16 Dynamic model for synchronization process.
   17. Figure 2.17 Example five‐speed RDW MT.
   18. Figure 2.18 Shifting stick and shift pattern.
   19. Figure 2.19 Internal shifting mechanism of main‐rail design.
3. Chapter 03
   1. Figure 3.1 Definitions of conjugate motion.
   2. Figure 3.2 Generation of involute curve.
   3. Figure 3.3 Formation of involute gear teeth.
   4. Figure 3.4 Gear generation by rack cutter.
   5. Figure 3.5 Involute gears assembled at non‐standard center distance.
   6. Figure 3.6 Gear tooth element proportions.
   7. Figure 3.7 Gear mesh process and definition of contact ratio.
   8. Figure 3.8 Determination of contact ratio.
   9. Figure 3.9 Tooth thickness at different radius.
   10. Figure 3.10 Standard and non‐standard cutter settings.
   11. Figure 3.11 Undercutting of involute gears.
   12. Figure 3.12 Undercutting avoidance for involute gears.
   13. Figure 3.13 Operating pitch circles and operating pressure angle.
   14. Figure 3.14 Basic geometry of involute helical gears.
   15. Figure 3.15 Transverse and normal sections of the rack cutter for involute helical gears.
   16. Figure 3.16 Lengthwise contact ratio for involute helical gears.
   17. Figure 3.17 Directions of gear force components.
   18. Figure 3.18 Determination of gear force components.
   19. Figure 3.19 Transmission gear design examples.
   20. Figure 3.20 Simple planetary gear train.
   21. Figure 3.21 Dual‐planet simple planetary gear train.
   22. Figure 3.22 Ravigneaux planetary gear train.
   23. Figure 3.23 Internal torque directions for simple and dual‐planet PGTs.
   24. Figure 3.24 Internal torque directions for Ravigneaux PGTs.
4. Chapter 04
   1. Figure 4.1 Torque Converter Elements.
   2. Figure 4.2 Reaction from the reactor.
   3. Figure 4.3 Torque converter lock‐up mechanism.
   4. Figure 4.4 Torque converter terminologies and definitions.
   5. Figure 4.5 Mean blade curve.
   6. Figure 4.6 AFT velocities and blade angle definition.
   7. Figure 4.7 Velocity diagrams for impeller, turbine, and reactor.
   8. Figure 4.8 Angular momentum change of ATF continuum over time Δt.
   9. Figure 4.9 Torque converter characteristic plot.
   10. Figure 4.10 Joint converter–engine operation status.
   11. Figure 4.11 Torque converter equipped powertrain system.
   12. Figure 4.12 Engine WOT output torque and torque converter characteristic plot.
5. Chapter 05
   1. Figure 5.1 Structure of an early three‐speed automatic transmission.
   2. Figure 5.2 Structure of an early three‐speed FWD automatic transmission.
   3. Figure 5.3 Structure of an early four‐speed FWD automatic transmission.
   4. Figure 5.4 A Ford four‐speed RWD Ravigneaux PGT automatic transmission.
   5. Figure 5.5 A four‐speed FWD AT with all clutch to one‐way clutch upshifts.
   6. Figure 5.6 Structure of a five‐clutch four‐speed FWD automatic transmission.
   7. Figure 5.7 Honda lay‐shaft four‐speed FWD automatic transmission.
   8. Figure 5.8 Honda lay‐shaft four‐speed FWD automatic transmission without one‐way clutch.
   9. Figure 5.9 A five‐speed RWD automatic transmission.
   10. Figure 5.10 A Ford six‐speed FWD automatic transmission.
   11. Figure 5.11 Ford six‐speed RWD Ravigneaux PGT automatic transmission.
   12. Figure 5.12 Lexus eight‐speed RWD Ravigneaux PGT automatic transmission.
   13. Figure 5.13 Hyundai eight‐speed RWD Ravigneaux PGT automatic transmission.
   14. Figure 5.14 ZF eight‐speed RWD automatic transmission.
   15. Figure 5.15 ZF nine‐speed FWD automatic transmission.
   16. Figure 5.16 Direct shifts in ZF RWD eight‐speed automatic transmission.
   17. Figure 5.17 Ratio change portion of Ford FWD six‐speed AT.
   18. Figure 5.18 Free body diagram of the subassemblies of Ford FWD six‐speed AT.
   19. Figure 5.19 FBD of Ford RWD six‐speed AT.
   20. Figure 5.20 FBDs for the subassemblies of Ford RWD six‐speed AT.
   21. Figure 5.21 FBD for ZF RWD eight‐speed AT.
   22. Figure 5.22 FBDs for the subassemblies of ZF RWD eight‐speed AT.
   23. Figure 5.23 Key variables in the 1–2 shift process of Ford FWD six‐speed AT.
   24. Figure 5.24 Clutch torque profiles in the clutch to clutch 1–2 shift of Ford FWD six‐speed AT.
   25. Figure 5.25 Clutch torque profiles and characteristics of typical downshifts.
   26. Figure 5.26 Direct solution of state variables.
   27. Figure 5.27 Block diagram of integrated vehicle powertrain system.
   28. Figure 5.28 Spring–damper modeling for Input and output shafts.
   29. Figure 5.29 EPA UDDS drive range.
   30. Figure 5.30 Ford 10‐speed RWD AT.
6. Chapter 06
   1. Figure 6.1 System ATF supply and line pressure control circuit.
   2. Figure 6.2 Section view of a pressure control valve.
   3. Figure 6.3 Shift solenoid and shift valve circuit.
   4. Figure 6.4 Structure of a multiple disk clutch and apply process.
   5. Figure 6.5 Clutch pressure control circuit with accumulator.
   6. Figure 6.6 Clutch pressure control circuit with independent PCS.
   7. Figure 6.7 Clutch apply pressure circuit with boost valve.
   8. Figure 6.8 Clutch compensator feed circuit.
   9. Figure 6.9 Torque converter clutch pressure control circuit.
   10. Figure 6.10 Configuration of transmission control unit (TCU).
   11. Figure 6.11 Stick diagram, clutch, and shift solenoids table for GM Hydra‐Matic 4 T80‐E.
   12. Figure 6.12 Configuration of hydraulic circuitry for the previous generation of ATs.
   13. Figure 6.13 Hydraulic circuitry for ATs with independent clutch pressure control.
   14. Figure 6.14 Clutch and solenoid status table for GM Hydra‐Matic FWD six‐speed AT.
   15. Figure 6.15 Hydraulic circuit for GM Hydra‐Matic FWD six‐speed AT.
   16. Figure 6.16 Hydraulic circuit for ATs with direct clutch pressure control.
   17. Figure 6.17 Example shift schedule for a five‐speed automatic transmission.
   18. Figure 6.18 Shift schedules for Normal and Power modes.
   19. Figure 6.19 Torque converter clutch lock‐up schedule optimized for fuel economy.
   20. Figure 6.20 Torque converter clutch lock‐up schedule optimized for fuel economy.
   21. Figure 6.21 Pressure ramping for torque converter clutch control.
   22. Figure 6.22 Engine torque reduction by spark retarding during clutch to one‐way clutch upshifts.
   23. Figure 6.23 Engine torque reduction by spark retarding during clutch to clutch upshifts.
   24. Figure 6.24 Clutch pressure profiles during clutch to clutch upshifts.
   25. Figure 6.25 Clutch piston initial stroke attributes.
   26. Figure 6.26 Control loops for torque phase and inertia phase.
   27. Figure 6.27 Shift control in inertia phase with feedback on engine speed.
   28. Figure 6.28 Torque based shift control logic.
   29. Figure 6.29 Torque based shift control logic.
   30. Figure 6.30 Transmission control system testing set‐up.
7. Chapter 07
   1. Figure 7.1 Belt or chain CVT structural layouts.
   2. Figure 7.2 Structure of metal belt.
   3. Figure 7.3 Input and output pulleys.
   4. Figure 7.4 Belt central line tilt.
   5. Figure 7.5 Belt pitch line and contact arcs.
   6. Figure 7.6 Forces acting on a metal block.
   7. Figure 7.7 Forces acting on a metal block and on the input pulley on the axial section.
   8. Figure 7.8 Free body diagram of the movable sheave of the input pulley.
   9. Figure 7.9 Ring tension and block compression forces.
   10. Figure 7.10 Ring tension and block compression distribution when and .
   11. Figure 7.11 Ring tension and block compression distribution under light load conditions.
   12. Figure 7.12 Forces acting on the belt as a whole body.
   13. Figure 7.13 Typical thrust ratio plotted against CVT ratio.
   14. Figure 7.14 CVT VBS based control system design.
   15. Figure 7.15 CVT servo mechanism control system design.
   16. Figure 7.16 Initiation of upshifts in CVT servo mechanism control system.
   17. Figure 7.17 Operation of servo mechanism during upshifts.
   18. Figure 7.18 Completion of upshifts in CVT servo mechanism control system.
   19. Figure 7.19 Initiation of downshifts in CVT servo mechanism control system.
   20. Figure 7.20 Operation of servo mechanism during downshifts.
   21. Figure 7.21 Completion of downshifts in CVT servo mechanism control.
   22. Figure 7.22 Block diagram of CVT line pressure control.
   23. Figure 7.23 Block diagram of CVT control system.
   24. Figure 7.24 CVT steady state operation line and transient operations.
   25. Figure 7.25 CVT‐engine joint control block diagram.
   26. Figure 7.26 CVT stepped gear ratios and ratio variations.
   27. Figure 7.27 Shift lines for a CVT controlled with six stepped gear ratios.
8. Chapter 08
   1. Figure 8.1 Dual clutch transmission structural layout.
   2. Figure 8.2 Section view of dry dual clutch module and clutch actuator.
   3. Figure 8.3 Dry DCT clutch control mechanism.
   4. Figure 8.4 Dry DCT gear shifting cams.
   5. Figure 8.5 Pitch lines for shifting cam grooves.
   6. Figure 8.6 Dry DCT with hydraulically actuated clutches and gear shifting.
   7. Figure 8.7 Wet DCT layout and gear shifting pistons.
   8. Figure 8.8 DCT dynamic model structure.
   9. Figure 8.9 Engine torque output in terms of throttle opening and speed.
   10. Figure 8.10 Dynamic model structure for DCTs with dual mass flywheels.
   11. Figure 8.11 Typical DCT shift schedule.
   12. Figure 8.12 Comparison on DCT launching variables.
   13. Figure 8.13 Typical clutch torque profiles during upshift.
   14. Figure 8.14 Typical clutch torque profiles during downshifts.
   15. Figure 8.15 Engine torque reduction by spark retarding for DCT upshifts.
   16. Figure 8.16 Simulation and test results torque and speed variables in 1–2 upshift.
   17. Figure 8.17 Engine torque reduction by spark retard for DCT downshifts.
   18. Figure 8.18 Simulation and test results for torque and speed variables in 5–4 downshift.
   19. Figure 8.19 Relationship between release bearing travel and engagement load.
   20. Figure 8.20 Engagement load before and after bearing travel.
   21. Figure 8.21 Clutch torques plotted against roller displacements.
   22. Figure 8.22 Clutch torque comparison during launch.
   23. Figure 8.23 Clutch torque comparison during the 1–2 upshift.
   24. Figure 8.24 Clutch torque comparison during operation in the fourth gear.
9. Chapter 09
   1. Figure 9.1 Basic structure of an EV.
   2. Figure 9.2 Electric system of a passenger car, which includes a PM motor, a power electronics inverter, and a gearbox.
   3. Figure 9.3 Classification of electric machines.
   4. Figure 9.4 Principle of DC machines (cross‐sectional view).
   5. Figure 9.5 Equivalent circuit when stationary.
   6. Figure 9.6 Equivalent circuit when rotating.
   7. Figure 9.7 Torque–speed relationship of DC machines and the operating points when driving a typical vehicle.
   8. Figure 9.8 Motor speed–torque relationship and as a function of load torque.
   9. Figure 9.9 Power flow in a DC machine.
   10. Figure 9.10 Excitation of DC motors: (a) parallel‐excited or shunt DC machine; (b) separately excited DC machines; (c) Series‐excited DC machines; (d) Permanent magnet DC machines.
   11. Figure 9.11 Motor speed–torque control by adjusting terminal voltage.
   12. Figure 9.12 Voltage control of DC motors via a buck converter.
   13. Figure 9.13 Voltage control of DC motors via a half bridge converter.
   14. Figure 9.14 Voltage control of DC motors via a full bridge converter.
   15. Figure 9.15 Motor speed–torque control by adjusting magnetic flux.
   16. Figure 9.16 Motor speed–torque control by armature resistance.
   17. Figure 9.17 An induction motor: (a) rotor and stator assembly; (b) rotor squirrel cage; (c) cross‐sectional view of an ideal induction motor with six conductors on the stator.
   18. Figure 9.18 Flux distributions of a four‐pole induction motor during transient finite element analysis.
   19. Figure 9.19 Stator and rotor circuits of an induction machine.
   20. Figure 9.20 Modified equivalent circuit of an induction machine: (a) neglecting iron loss; (b) considering iron loss.
   21. Figure 9.21 Torque–speed characteristics of an induction motor for a constant frequency and constant voltage supply.
   22. Figure 9.22 Adjusting the speed of an induction motor by varying the terminal voltage.
   23. Figure 9.23 Adjusting induction motor speed using variable frequency supply. In this example, the rated speed is 6000 RPM, and the maximum speed is 12,000 RPM. The adjustable speed range X = 2.
   24. Figure 9.24 Losses in an induction motor.
   25. Figure 9.25 Stator and rotor current in α, β coordinates.
   26. Figure 9.26 Stator current in d, q and α, β coordinates.
   27. Figure 9.27 Block diagram of the rotor flux observer.
   28. Figure 9.28 Field‐oriented control of an induction machine.
   29. Figure 9.29 Flowchart of the closed‐loop control of an induction machine.
   30. Figure 9.30 Surface‐mounted magnets and interior magnets: left, SPM motor; right, IPM motor. 1 – magnet; 2 – iron core; 3 – shaft; 4 – non‐magnetic material; 5 – non‐magnetic material.
   31. Figure 9.31 Four commonly used IPM rotor configurations: (a) circumferential‐type magnets suitable for brushless DC or synchronous motor; (b) circumferential‐type magnets for the line‐start synchronous motor; (c) rectangular slots IPM motor; (d) V‐type slots IPM motor.
   32. Figure 9.32 Exploded view of a PM motor for EV powertrain applications.
   33. Figure 9.33 Magnetic field distribution of PM machines at no‐load conditions (the stator current is zero): (a) a four‐pole SPM motor; (b) an eight‐pole symmetrical IPM motor; (c) a four‐pole unsymmetrical IPM configuration.
   34. Figure 9.34 Operation of a PM synchronous machine: (a) no load; (b) operating as generator; (c) operating as motor.
   35. Figure 9.35 Phasor diagram of PM synchronous motors: (a) SPM; (b) IPM; (c) flux weakening mode of IPM.
   36. Figure 9.36 Power of IPM motor as a function of inner power angle.
   37. Figure 9.37 Torque–speed characteristics of a typical PM motor.
   38. Figure 9.38 Losses in PM motor.
   39. Figure 9.39 Efficiency map of a typical EV motor.
   40. Figure 9.40 synchronous reluctance motor.
   41. Figure 9.41 Cross‐section of a 6/8‐pole switched reluctance motor (top) and its control circuit (bottom).
   42. Figure 9.42 A multi‐stage gear based single‐speed transmission for EVs.
   43. Figure 9.43 A planetary gear based single‐speed transmission for EVs.
   44. Figure 9.44 Single‐ratio speed reduction gearbox for EV applications.
   45. Figure 9.45 Structure of a two‐speed EV transmission based on automatic gearbox.
   46. Figure 9.46 Structure of a two‐speed EV transmission based on planet‐gear.
10. Chapter 10
    1. Figure 10.1 Architecture of a series HEV.
    2. Figure 10.2 Hub motor configuration of a series HEV.
    3. Figure 10.3 Architecture of a parallel HEV.
    4. Figure 10.4 The powertrain layout of the Honda Civic hybrid.
    5. Figure 10.5 Architectures of a series–parallel HEV.
    6. Figure 10.6 Toyota Prius (2010 model).
    7. Figure 10.7 Powertrain layout of the Toyota Prius (PM – permanent magnet; EM – electric machine).
    8. Figure 10.8 Ford Escape hybrid SUV.
    9. Figure 10.9 Toyota Prius Transmission.
    10. Figure 10.10 The electrical four‐wheel drive system using a complex architecture.
    11. Figure 10.11 The Chrysler Aspen Two‐Mode Hybrid.
    12. Figure 10.12 GM two‐mode hybrid transmission.
    13. Figure 10.13 Power flow during launch and backup.
    14. Figure 10.14 Low Range.
    15. Figure 10.15 High range.
    16. Figure 10.16 Power flow in regenerative braking.
    17. Figure 10.17 Speed relationships of the two‐mode transmission in example 1.
    18. Figure 10.18 Speed relationships of the two‐mode transmission in example 2.
    19. Figure 10.19 Dual clutch transmission. (Note: the reverse gear is omitted from the diagram).
    20. Figure 10.20 Gear shift schedule.
    21. Figure 10.21 Hybrid powertrain based on dual clutch transmissions. Reverse gear is not needed because the motors can be used to back up the vehicle.
    22. Figure 10.22 Power flow in the combined mode.
    23. Figure 10.23 Hybrid transmission proposed by Zhang, et al.
    24. Figure 10.24 Renault two‐mode transmission.
    25. Figure 10.25 Timken two‐mode transmission.
    26. Figure 10.26 Low speed mode of the Timken two‐mode transmission.
    27. Figure 10.27 High‐speed mode of the Timken two‐mode transmission.
    28. Figure 10.28 Series operating mode of the Timken two‐mode transmission.
    29. Figure 10.29 Multimode hybrid transmission proposed by Tsai, et al.
    30. Figure 10.30 Hybrid transmission proposed in [11].
    31. Figure 10.31 Schematics of electric four‐wheel drive hybrid system.
    32. Figure 10.32 Hybrid powertrain with separate driving axles.
    33. Figure 10.33 Toyota Camry hybrid transmission.
    34. Figure 10.34 The Chevy Volt transmission.

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