Çift kavrama şanzımanlı güç aktarma sisteminin modellenmesi, simulasyonu ve kontrolü

In this thesis, a powertrain model, which is equipped with dual clutch transmission, and control strategies are developped on the purpose of using in further control applications. For transmission modeling, mechanical layout of Ford 6DCT250 with dry clutches is adopted. The model, which is developed in Matlab/Simulink®, is established in a modular approach. 5 Degrees of freedom (DoF) powertrain model (while both of clutches are slipping) is developeded. The model has 4 DoF while one of clutches is engaged (clutch input and output sides are rotating at the same speed). The model contains 1-D engine map multiplied by the accelerator pedal position (APP) input in order to represent torque production of the engine. Mean value engine model (MVEM) which neglects engine harmonics but still representative especially for shifting control applications. The transmission module contained detailed friction model of single plate dry dual clutches. The clutch friction model has friction coefficient varied according to slip speed. The clutch and synchronizer actuators are not considered and it is assumed that clutch friction surface normal forces can be controlled directly. Torsional vibration springs, located appropriate positions tangentially, are modelled as spring-damper elements in the powertrain model. Synchronizer model is simplified and not featured with a friction model in contrast to that of clutches. Due to being realized at the torque free half of the transmission, synchronizer changes are represented as a ramp function. Lateral dynamics of the vehicle such as asymmetrical torque distribution on wheels or cornering are also neglected. This assumption provides the chance of representing half shafts, wheels and forces on them lumped due to symmetric behavior of the differential. In addition to mass feature, half shafts are modeled as spring damper elements due to their length and relatively higher toques applied on them. Gearshift and synchronizer change timings are determined by the help of a shifting schedule according to instant accelerator pedal position and instant velocity of the vehicle. Shift control is realized by simultaneous clutch normal force control without engine manipulation. During shifting process, clutch control strategies are based on engine speed and clutch slip speed feedbacks (speed based control). Control strategies are defined for launch upshift and downshift separately. Lastly, the powertrain model is run in three different simulation cycle including various cases in order to investigate the model responses to the control strategies. Afterwards, the cases are investigated in detail such as engine and primary shafts speed profiles, acceleration characteristics and clutch operations during launch and shifting processes seperately.