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I. INTRODUCTION
Drive-by-wire will play important role in future
automotive systems. In automotive power-train systems, the
main idea of drive-by-wire is to replace purely mechanical
transmission systems by mechatronic components. Different
approaches, such as automatic transmission (AT), automated
manual transmission (AMT) and continuously variable
transmission (CVT) are exploiting the availability of reliable
drive-by-wire technologies. These transmissions represent
the key elements for the improvement of vehicle safety,
comfort, reliability and driving performances as well as the
reduction of fuel consumption and emissions [1]. For
Manuscript received April 14, 2010.
M. Hussein is with the Applied Mechanic Department of Mechanical
Engineering, Universiti Teknologi Malaysia, 81310 UTM Skudai, Johor,
Malaysia (e-mail: mohamed@fkm.utm.my).
M. S. Cek Kob, K. B.Tawi and B. Supriyo are with the Automotive
Department of Mechanical Engineering, Universiti Teknologi Malaysia,
81310 UTM Skudai, Johor, Malaysia (e-mail: salman_qlte@yahoo.com.my;
bsupriyo7763@yahoo.com; kamarul@fkm.utm.my).
S.Ariyono was with the Department of Mechanical Engineering,
Politeknik Negeri Semarang Jl. Prof.H. Sudarto, S.H. Tembalang, Semarang
50329, Indonesia (e-mail: s.ariyono@gmail.com).
ISBN: 978-988-18210-7-2
ISSN: 2078-0958 (Print); ISSN: 2078-0966 (Online)
A. engaged
B. Disengaged
Tm
KT
TL
Jm
Bm
: Motor Torque
: Torque Constant
: Load Torque
: Motor Inertia
: Viscous friction coefficient
[Nm]
[Nm/A]
[Nm]
[Nm.sec2]
[Nm/rad/sec]
Tlift
Figure 2 Representative Simplified Model of Designed
EMFC
A. Modelling of DC motor
The equations describing the dynamic behaviour of the DC
motor are given by the following equations:
di
Va La a Ra ia eb
dt
(1)
Tm K T ia (t )
(2)
Tm - TL = J m
d 2 (t )
2
dt
d (t )
eb eb (t ) K b
dt
where:
Va
La
ia
Ra
Kb
eb
+ Bm
d (t)
dt
: Motor Voltage
: Motor Inductance
: Motor Current
: Motor Resistance
: Back emf constant
: Back emf
: Angular displacement
(3)
(4)
[V]
[H]
[A]
[]
[mV/(rad/sec)]
[mV]
[rad]
ISBN: 978-988-18210-7-2
ISSN: 2078-0958 (Print); ISSN: 2078-0966 (Online)
d m l x d m xD
d m l 2 x
(5)
d m l x d m xD
d m l 2 x
(6)
WCE 2010
S1 2 X 1 , S1 S 2 , 2 S 2 / R2 , 2 3 , S 3 3 xR3 ,
(7)
S 3 S 4 , 4 S 4 / R4 , 4 5 , S 5 5 xR5
where:
X1 : Number of revolution of outer power screw
S1 : Displacement of inner power screw
S2 : Angular Displacement of clutch fork arm (external)
2 : Angle of Displacement of clutch fork (external)
S3 : Angular Displacement of clutch fork arm (internal)
3 : Angle of Displacement of clutch fork (internal)
S4 : Angular Displacement of diaphragm spring A
4 : Angle of Displacement of diaphragm spring A
S5 : Angular Displacement of diaphragm spring B
5 : Angle of Displacement of diaphragm spring B
I e e Tin be e Tcl
I v v Tcl bv v Tl
where
Ie
e
Tin
be
Tcl
Iv
v
bv
Tl
r
R
r
ri 3
ri 2
(10)
where:
ro : Outer radius of friction plate
ri : Inner radius of friction plate
: The friction coefficient of the clutch surface material
N : The number of friction plate surface
Fa : Normal force applied to the friction clutch
R : Equivalent disk ratio
When the clutch is engaged, the angular velocity of the
engine and the transmission input shafts are the same. Where
= e= v and the differential equations (8) and (9) become
I e I v Tin be
bv Tl
(11)
(8)
(9)
: Engine inertia,
: The crankshaft rotor speed
: The engine torque
: The crankshaft friction coefficient
: The torque transmitted by the clutch,
: The equivalent vehicle moment of inertia (it takes
into account the presence of the clutch, the
mainshaft, the powertrain and the vehicle) - which
will also depend on the gear ratio
: The clutch disk rotor speed
: The corresponding friction coefficient and
: The equivalent load torque
ISBN: 978-988-18210-7-2
ISSN: 2078-0958 (Print); ISSN: 2078-0966 (Online)
2
Tcl N . .Fa .R sign ( e v )
3
(13)
(14)
P
PI
PI
D
Kp
0.50 Kc
0.45 Kc
0.60 Kc
Ti
Td
0.85 Tc
0.50 Tc
0.125 Tc
REFERENCES
[1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
APPENDIX
Table 2 Model parameters
Dry Friction Clutch
Parameters
Value
Unit
Ie
0.45
kg m2
Iv
0.7753
kg m2
be
0.03
Nm s
bv
0.03
Nm s
d
0.4
R
0.098
m
Power Screw Mechanism
dm
0.024
m
m
0.15
l
0.002
m
DC Motor
Va
24
V
La
0.00027
H
Ra
0.070
Bm
4.545 x 10-3
Nm/rad/s
KT
0.072
Nm/A
TL
0.400
Nm
Jm
9.200 x 10-4
Nm.s2
Kb
7.570 x 10-3
mV/(rad/s)
[9]
[10]
[11]
[12]
[13]
[14]
[15]
[16]
ACKNOWLEDGEMENT
The authors would like to thank the Malaysian Ministry of
Science, Technology and Innovation (MOSTI) and Universiti
Teknologi Malaysia (UTM) for their continuous support in the
research work. This work was financial supported in part by the
Malaysia eSciences Fund under Grant number Vot. 79372.
ISBN: 978-988-18210-7-2
ISSN: 2078-0958 (Print); ISSN: 2078-0966 (Online)
WCE 2010