Advanced CVT modeling and control Citation for published version (APA): Aladagli, I. (2015). Advanced CVT modeling and control. Technische Universiteit Eindhoven. Document status and date: Published: 26/01/2015 Document Version: Publisher’s PDF, also known as Version of Record (includes final page, issue and volume numbers) Please check the document version of this publication: • A submitted manuscript is the version of the article upon submission and before peer-review. There can be important differences between the submitted version and the official published version of record. People interested in the research are advised to contact the author for the final version of the publication, or visit the DOI to the publisher's website. • The final author version and the galley proof are versions of the publication after peer review. • The final published version features the final layout of the paper including the volume, issue and page numbers. 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If the publication is distributed under the terms of Article 25fa of the Dutch Copyright Act, indicated by the “Taverne” license above, please follow below link for the End User Agreement: www.tue.nl/taverne Take down policy If you believe that this document breaches copyright please contact us at: [email protected] providing details and we will investigate your claim. Download date: 05. Oct. 2021 Advanced CVT Modeling and Control Advanced INVITATION You are cordially invited to the public defense of my Ph.D. thesis Advanced CVT Modeling and Control Advanced CVT Modeling and Control Monday January 26th 2015 16:00 Auditorium Eindhoven University of Technology Irmak Aladağlı Irmak Aladağlı Irmak Aladağlı [email protected] Advanced CVT Modeling and Control Irmak Alada˘glı The research leading to this dissertation is part of the project \AA-CVT: Friction- based actuation for CVTs, especially for auxiliary drives", which is a research project initiated by Drivetrain Innovations B.V. (Punch Powertrain, 2013), in consortium with Govers E.T. B.V., Eindhoven University of Technology and is financially supported by the Dutch government through AgentschapNL. A catalogue record is available from the Eindhoven University of Technology Library. ISBN: 978-90-386-3774-7 Typeset by the author with the pdfLATEX documentation system. Reproduction: Ipskamp Drukkers, Enschede, The Netherlands. Cover design: Emilia Silvas, and Irmak Alada˘glı Copyright c 2014 by I. Alada˘glı.All rights reserved. Advanced CVT Modeling and Control PROEFSCHRIFT ter verkrijging van de graad van doctor aan de Technische Universiteit Eindhoven, op gezag van de rector magnificus prof.dr.ir. C.J. van Duijn, voor een commissie aangewezen door het College voor Promoties, in het openbaar te verdedigen op maandag 26 januari 2015 om 16:00 uur door Irmak Alada˘glı geboren te Ankara, Turkije Dit proefschrift is goedgekeurd door de promotoren en de samenstelling van de promotiecommissie is als volgt: voorzitter: prof.dr. L.P.H. de Goey promotor: prof.dr.ir. M. Steinbuch copromotor: dr.ir. T. Hofman leden: prof.dr.ir. P.M.J. Van den Hof prof.dr. T. Fujii (Doshisha University) prof.dr. H. Kim (Sungkyunkwan University) dr. G. Carbone (Politecnico di Bari) adviseur: dr.ir. B.G. Vroemen (Advatech) iii Societal Summary Advanced CVT Modeling and Control Mobility of humans and goods has been one of the central issues of technology. Even though the electric car has finally made an entrance into the vehicle market, we still heavily rely on prime movers for transportation. Unfortunately, prime movers, i.e. the gasoline and Diesel engines, have very low efficiency in most of their operating regions. This means more fuel is needed to realize the required mechanical power for the end user. A Continuously Variable Transmission (CVT) is an automated, stepless power transmission system, which can help the combus- tion engine to be operated at its highest efficiency points. The CVT also provides performance and comfort in driving through automated shifting and uninterrupted torque transmission. These properties of the CVT make it interesting for not only the main driveline of the vehicle but also for powering auxiliaries, hybridization, and for various other applications. However, the stand alone efficiency of the CVT is still less than its geared equiv- alents. Moreover, the accuracy of desired transmission ratio tracking in the current systems is insufficient for realizing the full potential of the CVT driveline. In this thesis, the fundamental issues of efficiency and ratio tracking are addressed using tools of modeling and control for several different system applications (light and heavy duty vehicles, and a non-driveline application) and implementation results are presented. The contributions in this thesis demonstrate better performance and efficiency of the CVT are possible through employing identification and con- trol theory, and as a result, the application area of the CVT can be widened in the future, where application domains will be extending from low power systems such as bicycles, to high power wind turbines. iv v Contents Societal Summary iii Nomenclature2 1 Introduction5 1.1 Mobility and fossil fuels........................5 1.2 Mechanical power transmission and the CVT............6 1.3 Automotive transmissions and CVT market share..........8 1.4 Major challenges in CVT technology.................9 1.5 Problem Formulation and Research Objectives........... 10 1.6 Contributions and Outline....................... 12 2 An Innovative CVT Technology for PTO Systems 15 2.1 Introduction............................... 16 2.2 System Analysis and Comparison................... 17 2.3 System Requirements and Design................... 23 2.4 Modeling and Control System Design for the CVT......... 27 2.5 System Validation, Implementation and Results.......... 42 2.6 Conclusions and Outlook....................... 51 3 In Vehicle Identification of the CVT for Slip Estimation 53 3.1 Challenges of Slip Control for CVT.................. 54 3.2 CVT Principles............................. 59 3.3 Frequency Domain Identification................... 64 3.4 Experimental Results.......................... 73 3.5 Conclusion............................... 81 4 Towards Accurate Modeling for the Series CVT 89 4.1 CVTs for Heavy Duty Vehicles.................... 90 4.2 The Series CVT............................ 91 vi 4.3 Time Domain Models......................... 96 4.4 The New Model............................. 105 4.5 Conlusions and Looking Forward................... 107 5 Conclusions and Recommendations 109 5.1 Conclusions............................... 109 5.2 Recommendations........................... 112 A Further Elaboration on the CS-PTO 115 A.1 Clamping Force Strategy........................ 115 A.2 Linearization of Generator Speed................... 117 A.3 Fuel Consumption of Competitor Products............. 122 A.4 Clutch Engagement in the CS-PTO System............. 123 B On Experimental Slip Estimation 125 B.1 The Lock-in Procedure......................... 125 B.2 Experimental Setup.......................... 126 C On A New Model for the SCVT 127 C.1 Centrifugal Coefficient for Compensated Piston........... 127 C.2 Extra Figures.............................. 129 Bibliography 135 Summary 145 Acknowledgements 147 Curriculum Vitae 149 1 2 Nomenclature Acronyms and abbreviations BLA best linear approximation BSFC brake specific fuel consumption CS-PTO constant speed power take-off CVT continuously variable transmission DETR Diesel engine test rig EHPV electro-hydraulic proportional valve EIV error in variables EM electric machine EMTR electric machine test rig FD final drive FRF frequency response function FRM frequency response matrix FRT fixed ratio transmission HDV heavy duty vehicle ICE internal combustion engine LPM local polynomial method LPV line pressure valve MDE main Diesel engine MIMO multiple input multiple output OD overdrive, highest possible CVT ratio OP operating point PD pedal depression PEC power electronic component RPOM random phase orthogonal multisine PTO power take-off SDE small Diesel engine SISO single input single output TC torque converter TRU trailer refrigeration unit UD underdrive, lowest possible CVT ratio 3 Symbols and letters Roman uppercase symbol description unit Fk spring force [N] Fi clamping force on pulley i [N] ∗ Fi equilibrium clamping force on pulley i [N] Fσ clamping force applied to enable shifting [N] Fκ clamping force applied to enable torque [N] transmission F∆ difference between primary and secondary [N] clamping forces G(s) general transfer function [-] GBLA(j!) BLA FRF or FRM [-] L belt length [m] Ri belt radius on pulley i [m] Si(s) sensitivity function of system i [-] Ti(s) complementary sensitivity function of system [-] i T period [s] Roman lowercase symbol description unit p pressure [Pa] r! speed ratio [-] rR geometric ratio [-] rx estimate of geometric ratio through axial [-] pulley position a pulley center