DEVELOPMENT AND PRINCIPLE OF CONTINUOUSLY VARIABLE TRANSMISSION HARDWARE IN THE LOOP SIMULATION SYSTEM

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1 DEVELOPMENT AND PRINCIPLE OF CONTINUOUSLY VARIABLE TRANSMISSION HARDWARE IN THE LOOP SIMULATION SYSTEM 1 LEI ZHANG, 2 JIN DAI, 3 XIUMIN YANG, 2 TAO WEI 1 Assoc. Prof., School of Mchanical Enginring & Automation, Northastrn Univrsity, P.R.CHINA 2 Graduat, School of Mchanical Enginring & Automation, Northastrn Univrsity, P.R. CHINA 3 Prof., Dartmnt of Automatic Control, Shnyang Enginring Institut, P.R. CHINA 1 lizhang526@163.com, 2 daijin.1988@163.com, 3 yxiumin@tom.com ABSTRACT HILSS (Hardwar in th loo Simulation Systm) is a saf off-lin virtual tst systm that will mt off-lin tst rquirmnts, rduc dvlomnt costs and shortn th tst cycl. Traditional dvlomnt mthods of th control systm will b changd by HILSS, which has bn considrd as an advancd simulation tchnology and a convnint mthod. Th construction and dvlomnt of HILSS of CVT (Continuously Variabl Transmission) for vhicls ar rsntd in this ar. Th structur and rincil of CVT HILSS ar analyzd, thn th ngin modl is built basd on th ngin data of bnch tst and th bst conomic and th bst dynamic curvs of th ngin ar drawn. Th clutch modl and th sd ratio control modl ar built basd on th actual structur of th CVT. Ths modls ar vrifid to b ractical by th Matlab/Simulink. At last, HILSS latform is built which can mak dbugging and dvlomnt of th control systm a rality. Kywords: Vhicl CVT, HILSS, Modling, Systm Dvlomnt. 1. INTRODUCTION Powr transfrnc of CVT dnds on th combination of th transmission blt and th driving and drivn whls with variabl working diamtrs. This maks th continuous chang of th transmission ratio to rality, gts th bst match of th transmission systm and ngin condition, and maks th vhicl mor conomical, comfort and owrful. Powr transfrnc of CVT dnds on th combination of th transmission blt and th driving and drivn whls with variabl working diamtrs. This maks th continuous chang of th transmission ratio to rality, gts th bst match of th transmission systm and ngin condition, and maks th vhicl mor conomical, comfort and owrful. Howvr, th dvlomnt of CVT control infficincy, high risks and littl ffcts in som xtrm systm nds long riods of bnch tsts and vhicl tsts, which ar considrd as long riods, high costs, infficincy, high risks and littl ffcts in som xtrm conditions. Thrfor, a saf off-lin virtual tst systm is ndd which could mt th tst rquirmnts, shortn th tst cycl and rduc th costs. At rsnt, th hardwar in th loo simulation is mainly alid in som larg car comanis and rsarchd by rlatd univrsitis. Escially, th hardwar in th loo ral-tim simulation mthod is widly usd, and a grou of matur tchnology can b slctd for th dvlomnt of control systms. Currntly, many forign comanis hav launchd control systm dvlomnt tools which can b usd in various filds, and mainly in th following forms: Th first form is multi-rocssor systm which is comosd by commrcialization rocssor tmlats. Dvlors dsign scial intrfac tmlats indndntly and us common softwar dvlomnt tools such as C languag comilr, assmblr comilr, tc, to dvlo th softwar rogram. Th scond form is ADRTS which is th raltim dynamic simulation workstation dsignd by ADI Comany, and comosd by high-sd comutrs and high-sd I/O systms. ADRTS is a distributd rocssor simulation systm basd on 1626

2 th VME bus, and can b connctd into th LAN. Th communication rocssor (COP) srvics for th communication btwn all rocssors on th bus. Its main task is data diffusion and collction. Howvr, th whol systm is comlx, and th ric is high. Th third form is xpc-targt. It nds an ordinary comutr as th rocssor, and uss th xpc modul in MATLAB / Simulink to dvlo. Th xpc-targt rovids som convnint tools for hardwar-in-th-loo simulation and can achiv most functions of hardwar in th loo simulation. Howvr, som hardwar and xrimntal softwar of th xpc-targt nd to b slctd and dvlod indndntly. Th fourth form is on kind of hardwar systm which is roducd by DSPACE Comany for raltim simulation and high-sd I/O rocssing. It utilizs a distributd rocssor architctur basd on th ISA bus, uss a DSP chi as th high-sd comuting unit, and has intllignt I/0 intrfac moduls. Th dspace ral-tim systm has a hardwar systm which can mak high-sd comuting and a softwar nvironmnt which is asy to us for ral-tim cod gnration, downloading, xrimntation and dbugging. Howvr, no mattr what kind of hardwar in th loo simulation only rovids a common simulation dvloing latform, and th scondary dvlomnt should b don. This ar builds th hardwar in th loo simulation systm (HILSS) which is a virtual tst systm that can mt off-lin tst rquirmnts of automotiv CVT. As a advancd simulation tchnology, HILSS can chang th traditional mthods of th dvlomnt of Stalls control systms. Th off-lin tsting and valuating of th vhicl control systm can b don by using th HILSS to simulat th actual orating conditions of th vhicl, and a convnint way for th dvlomnt of control systm is rovidd. 2. STRUCTURE AND PRINCIPLE OF CVT HILSS Du to th diffrnt traffic conditions, th vhicl s sd and driv torqu nd to b changd in a wid rang. Howvr, th changing rang of th ngin sd is small, and th changing rang of th torqu cannot mt th traffic condition nds. Thrfor, a CVT is ndd. Th control task of EMCVT is to mt th vhicl s owr rquirmnts, manwhil, to mak th ngin work in th bst conomic mod or dynamic mod. This rquirs th control systm to tak full account of th various road conditions and drivr s nds of driving, to adjust th transmission ratio timly according to th chang of throttl oning dgr, and to mak th ngin maintain th bst working conditions. Thrfor, EMCVT s control tasks can b summd u for th following two oints. Firstly, th controls of th sd ratio motor, namly th controls of th transmission ratio. Transmission s main task is to chang th transmission ratio. Th chang of th EMCVT s transmission ratio is dtrmind by th osition of th con. Th osition of th con is controlld by th xtrnal sd ratio control motor. Thrfor th sd ratio control motor lts th transmission match with th ngin, and mak th ngin maintain th bst working conditions. Scondly, th controls of th clutch motor. Clutch dals ar cancld in EMCVT automobils. Th clutch is controlld by th clutch Brak Throttl oning Comutr simulation modls Angular dislacmnt Of clutch control motor Axial dislacmnt of th driving lat Engin sd Data acquisition card TCU Sd of CVT outut shaft Data acquisition card Control signal of clutch motor Control signal of sd ratio control motor Fig. 1 Princil Of HILSS 1627

motor. Th task of clutch controls is to mak th clutch rliably transfr th ngin torqu, and to nsur th ngin will not turn off whn th vhicl starts u and braks.

It runs in according to th instructions rovidd by th control systm that will b dbuggd and oututs corrsonding rformanc aramtrs: It consist of ngin modl, clutch modl and th sd ratio control modl, tc.

3 motor. Th task of clutch controls is to mak th clutch rliably transfr th ngin torqu, and to nsur th ngin will not turn off whn th vhicl starts u and braks. HILSS consists of thr arts: comutr, systm simulation modls and actual hardwar intrfac modul. Th comutr simulation modls ar mathmatical modls basd on fild tst nvironmnt. It runs in according to th instructions rovidd by th control systm that will b dbuggd and oututs corrsonding rformanc aramtrs: It consist of ngin modl, clutch modl and th sd ratio control modl, tc. Actual hardwar intrfac modul is an intrfac dvic, and HILSS accts xtrnal commands and oututs modl aramtrs through it. It can achiv various signal transmission btwn simulation modls and control box. It consists of data acquisition card and rlvant functional moduls. Princil of HILSS is shown in Figur HILSS MODELING In th rocss of th stablishmnt of CVT HILSS, simulation modls ar usd instad of a ngin and a transmission, and hysical ral-tim simulation rocss is usd for control systm. Engin modl, clutch modl and sd ratio control modl in simulation systm ar constructd and linkd by orating aramtrs and control aramtrs, to form a CVT vhicl simulation modl. Engin modl. Th ngin mathmatical modl stablishd in this ar is basd on fild trials with th xrimntal data of th Dongan Engin, for th control systm dbugging of ngin xrimntal data of HILSS. Engin torqu modl. Analysis of ngin xrimntal data and th xrincs shows that th chang of ngin stady-stat outut torqu is a binary function of throttl oning and ngin sd, namly: T = f( α,n) (1) Whr T is ngin stady-stat outut torqu, α is throttl oning, n is ngin sd. Th outut torqu modl rlatd with throttl oning and ngin sd is constructd according to formula (1), which is shown in figur 2. Fig. 2 Modl Of Engin s Outut Torqu Fig. 3 Modl Of Engin s Ful Consumtion 1628

4 Most of th tim, th ngin works in dynamic conditions du to th changs in road conditions that rsult in th various changs of sd and rsistanc that caus a corrsonding chang of ngin sd and load. So corrction factor is usd hr to corrct th ngin stady-stat outut, and to obtain th dynamic-stat outut torqu of th ngin: T = T(1- ) λω (2) T is th dynamic-stat outut torqu of th ngin, T is stady-stat outut torqu of th ngin, λ is th torqu dros cofficint, and gnrally λ = 0.07 ~ 0.09, ω is th ngin angular vlocity. Modl of ngin s ful consumtion. Engin ful consumtion rat is a binary function of ngin torqu and sd, by similar mthod with th stablishmnt of th ngin torqu, ngin stadystat ful consumtion rat modl can b obtaind, and it is shown in figur 3. Th bst dynamic mod curv d s n g in E (r/m in ) Th bst conomic mod curv Throttl oning (%) Fig. 4 Engin s Th Bst Economic And Th Bst Dynamic Mod Curvs Th dynamic-stat ful consumtion modl can b rlacd by stady-stat ful consumtion bcaus that ngin ful consumtion rat is rarly affctd by ngin s dynamic charactristics. Analysis of th modl of th ngin outut torqu and ngin ful consumtion, Engin s th bst conomic and th bst dynamic curvs can b obtaind, and thy ar shown in figur 4. In Matlab/Simulink, ngin s th bst conomic and th bst dynamic mod curvs, th ngin outut torqu modl and th modl of ngin ful consumtion ar imortd to build ngin simulation numrical modl and vrify th fasibility and accuracy of th modl of th ngin. In th running simulation modl, simulation tim is st for 3s, and th throttl oning is 30%. Through th thr data oints of ngin torqu, 105.8Nm 93.7 Nm and 85.4 Nm, th corrsonding ngin sd, ful consumtion, and th ngin owr ar calculatd, and th comarison of th data is shown in tabl1. Tabl 1 Contrast Btwn Exrimntal Data And Simulation Data Engin Torqu N.M Charactristics Of Engin Tst Data Simulation Data Absolut Error Rlativ Error % Engin Sd(R/Min) Ful Consumtion Rat ( G/Kw.H) Engin Sd(R/Min) Ful Consumtion Rat ( G/Kw.H) Engin Sd(R/Min) Ful Consumtion Rat ( G/Kw.H)

5 Tabl 1 shows that th ngin simulation modl stablishd can conform to th actual ngin oration, and mt th nds of HILSS. Clutch modl. Clutch rincil is shown in figur 5. J T B ω Tcl Fig. 5 Schmatic Drawing Of Clutch Combining Procss According to th chart abov, dynamics quations of th driving and drivn lats of th clutch can b obtaind: Th driving lat: T =T +J ω +Bω (3) cl Th drivn lat: ηt =T +J ω +B ω (4) F cl cl l Whrω andω ar th angular vlocitis of th driving and drivn lats of th clutch, B and B ar th quivalnt daming cofficints, J and J B T l ω J ar th momnt of inrtias, T is th ngin outut torqu, Tcl is th torqu assd by th clutch, η is automobil transmission fficincy, Tl is th momnt of rsistanc convrsd from auto to th clutch outut shaft. Among th aramtrs abov, T l includs; th rolling rsistanc momnt T f, air rsistanc T w, ram rsistanc momnt T i and momnt acclration momnt of rsistanc T j, and thir rlationshi is shown in th quation blow: T = T + T + T + T l f w i j 2 r w CDAV J w a = Gf cosθ + + Gsin θ + ( m + ) V 2 a ii 0 t rw (5) Whr G is total vhicl wight, f is rolling rsistanc cofficint (0.01~0.018), θ is ram tilt CD is cofficint of air rsistanc (0.3~0.41), angl, A is frontal ara, V a is vhicl sd. Clutch modl is built in Matlab/Simulink according to th abov formulas. Run th modul and calculat momnt of rsistanc, clutch transmission torqu and ngin torqu according to ngin sd, transmission ratio and th road slo. Th modl is confirmd to mt th nds of HILSS by comaring calculatd data to actual data. Sd ratio control modl. In CVT, transmission ratio is controlld by changing th radius of driving and drivn lats, and its rincil is shown in figur 6: i = R 2/R 1 (6) Th sd ratio modl formula can b writtn lik i = f(s 1 ) bcaus th lat dislacmnt snsor can dtct th dislacmnt of driving lat shaft S1, thn th quation can b got: R1 R2 R1 L R2 Fig. 6 Structur Modl Of Sd Ratio S1 R1 = R1min + 2tanα 2R1 2R1 2 R R 2d L ( π ) + ( π ) 4 π + + d d d d R R i = R1 2 d (7) R n S2 S1/2 S1 S2/2 1 1 ( ) 1 1 Whr R 1 is th driving lat itch circl radius, 1 S is th driving lat axial dislacmnt, α is th angl btwn th lat gnratrix and th vrtical surfac of lat axis, d is cntr distanc of driving R m 1630

6 shaft, L is lngth of th mtal stri, i is transmission ratio. Sd ratio simulation modl is built in Matlab/Simulink according to formula (7). Run th simulation modl and gt th corrsonding transmission ratio i by inutting th axial dislacmnt S 1. In th currnt alid CVT, th driving lat dislacmnt rangs from 0mm to 16.1 mm, and th corrsonding sd ratio rangs from to , also th sd ratio of th intrmdiat subtrahnd gar and main subtrahnd gar ar and So th CVT transmission ratio rangs from 2.97 to In simulation modl tst, i max and i min can b obtaind by th inut of th two limit oints 0mm and 16.1mm of th driving lat. Comarison of th data is shown in tabl 2. Tabl 2 shows that th sd ratio simulation modul could conform to th actual CVT conditions, and mts th nds of simulation. Tabl 2 Contrast Btwn Actual Sd Ratio And Simulation Sd Ratio Plat dislacmnt (mm) Actual i Simulation i Absolut rror Rlativ rror % DEVELOPMENT AND DEBUGGING OF HILSS PLATFORM According to th modular dsign of th main rogram s calling subroutin, HILSS softwar latform rsntd in this ar can b dividd into aramtr stting modul, signal gnration and data acquisition modul, ngin modul, clutch modul, sd ratio modul, idal curv gnrating modul with ral-tim sd gnration modul, load modul, sd modul and data rcording modul. Th ngin modul, clutch modul, th sd ratio modul ar stablishd in accordanc with rvious dscribd. Fig. 7 Procss Of Running HILSS Program Simulation systm is vrifid and dbuggd through tsts. First, connct th owr control box, thn run th softwar, finally st th aroriat aramtrs for dbugging. Automatic or manual mod can b chosn, and conomic mod or dynamic mod can b switchd. Running rocss of HILSS is shown in figur 7. Simulation rsults and th actual oration of th dvic showd good consistncy through comarison. So th HILSS stablishd will satisfy th simulation tsts, and could b usd to dbug CVT control systm. 1631

7 5. CONCLUSIONS Th construction and dvlomnt of CVT HILSS ar rsntd in this ar, and ngin modul, clutch modul and sd ratio control modul ar stablishd basd on tst data. Simulation tst modl is built in Matlab/Simulink basd on th mathmatical modl, and is vrifid to b ffctiv and rliabl to satisfy HILSS. Furthrmor, HILSS latform is st u and can b usd to shortn th dvlomnt cycl of CVT control systm and rduc dvlomnt costs. Th actual fild tsts hav vrifid that this hardwar in th loo simulation latform can mt th dbugging nds of automotiv continuously variabl transmission control systms, and achiv th quantitativ dbugging uross of bnch tsts and vhicl tsts. Crtainly, th vhicl s actual oration is a vry comlx rocss, and many factors will chang with th changs of orating conditions such as wathr, sd, road conditions, tc. Th simulation can only considr som imortant factors, and it is not nough. Th ngin modl is built basd on th ngin tst data. As th dnsity of xrimntal data oints is not nough, th intrmdiat stat can only us introlation mthod to obtain. Thrfor, th modl has som diffrncs with th actual stat of th ngin oration, and th simulation modls us stadystat modls which ar diffrnt with th dynamic modls of actual oration. ACKNOWLEDGMENTS This rojct was suortd by th scinc and tchnology ky rojct of Liaoning rovinc, P.R. China (No ). REFRENCES: [4] Ying An, Chuanxu Song and Shuai Gao, Mtal blt continuously variabl transmission hardwar in th loo simulation systm. Journal of Agricultural Machinry, Vol.42, No.11, 2011, [5] Naishi Chng, tc., Automotiv mtal blt CVT- Princil and dsign of CVT. Bijing: Machinry Industry Prss [6] P. K. D and Amita Bhinchr, Dynamic Programming and Multi Objctiv Linar Programming aroachs. Al. Math. Inf. Sci. Vol.5, No.2, 2011, [7] Li Zhang, Yan Chn, Xiumin Yang, Chunyang Zhou and Wnjia Zhang, Rsarch on th Charactristic Dscrition and th Numrical Modl of 4G15-6L Automotiv Engin, Alid Mchanics and Matrials, Vol , 2012, [8] Li Zhang, Yanchun Zai, Haixin Zhao and Guanjin Chn, Rsarch on Control Stratgy and Exrimnt of Elctronic Mchanical Continuously Variabl Transmission, Alid Mchanics and Matrials, Vol.88-89, 2011, [9] Li Zhang, Xiaoming Zhang, Xiumin Yang and Yan Liu, Th Study on Fuzzy Control of Automotiv Clutch, Advancd Matrials Rsarch, Vol , 2011, [10] Li Zhang, Tao Wi and Guoning Li, Th Hardwar in th Loo Simulation Systm of Sd Ratio Control on EMCVT, Advancd Matrials Rsarch, Vol , 2011, [1] Li Zhang, Tao Wi and Guoning Li, Th Hardwar in th Loo Simulation Systm of Sd Ratio Control on EMCVT, Advancd Matrials Rsarch,, Vol ,, 2011, [2] Yuanchun Cai and Yunshan Zhou, Rsarch of CVT xrimntal systm basd on HILSS, Journal of Scintific Instrumnt, Vol.30, No. 5, 2009, [3] Shiz Ma and Yuchng Li, A Thr-Lvl Advancd Static VAR Comnsator, Rsarch of mtal blt CVT sd ratio control, Vol. 31, No.2, 2003,

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