Ricardo自动变速器最新技术2013英文

ADVANCED, LOW COST AMT SYSTEM COMBINED WITH FULLY FEATURED MODULAR TRANSMISSION CONTROL SOFTWARETony O’NeillProject DirectorDriveline & Transmission Systems•Established in 1915 and independent •£197.4 million revenue (FY 11/12)•Additional £39.1 million revenue from AEA Europe (FY 11/12) acquired on 8th November 2012 •More than 2300 employees with over 2000 technical, scientific and engineering staff •Global presence in 21 locationsRicardo UKMidlands Technical CentreRicardo UKCambridge Technical CentreRicardo UKShoreham Technical CentreRicardo USChicago Technical CentreRicardo USDetroit Technical CentreRicardo GermanySchwäbisch GmündRicardo Czech RepublicPragueRicardo IndiaDelhiRicardo in ItalyTurinRicardo JapanYokohamaRicardo in KoreaSeoulRicardo in MalaysiaKuala LumpurRicardo in RussiaMoscowRicardo ChinaShanghaiRicardo - AEAGlengarnockRicardo - AEALondonRicardo – AEAHarwellRicardo – AEACardiff2300 outstanding staff in key global locations enable local delivery of world class products and services and continue to build on our long heritageMore than 90 years of successful project delivery across multiple market sectors1915Providing technology, product innovation, engineering solutions and strategicconsulting to the world’s automotive industries since 1915Ricardo is a global, world-class, multi-industry consultancy for engineering, technology, project innovation and strategy.2013Experienced delivery of all transmission and driveline typesDriveline & Transmission Systems•Modular DCT, AT, AMT and CVTcontrol software and algorithms•Flywheel-based energy capture and storage systems•Advanced actuation and dry clutchsolutions for efficiency, cost andperformance•Hydraulic module design and development•Reliability and efficiency enhancing sub-system technologies for wind-turbines•Torque vectoring and AWD•Global delivery•Mechanical, hydraulics, electronics and software•In-house prototype manufacture and assembly•Low volume production supply •Full in-house test capabilities •Hybridised and EV transmissions •Benchmarking / target setting •Advanced toolsets for geartrain design and shift quality•Brand attribute development •Productionisation•Increased efficiency and reduced emissions / CO 2•Compressed timescales throughmodular solutions and pre-developed IP•Cost and weight reduction•Integrated powertrain solutions •Technology ‘road -mapping’Targeted Solutions for theGlobal Industry CapabilityAdvanced Product Offerings AT 6,7,8+ SpeedDCT AMT Hybrid EV Drive CVT Manual MotorsportAdvanced Drivelines Transfer CasesDesign & AnalysisManufactureAssemblyTestGlobal ‘One -Stop’ Capability from Concept to Production for Transmission and Driveline Systems; Design, Prototype, Test & Validation, and Low-Volume ManufactureIntroduction•AMTs (Automated Manual Transmissions) offer the promise of the best possible fuel consumption combined with the convenience of transmission automation. However, their torque interrupt shift characteristics have limited acceptance and this has been exacerbated by poor system engineering and control which have further reduced customer acceptance and satisfaction with these systems. Despite the way they shift, there is demand in the small car sector for a low cost AMT with good and consistently good shift and launch quality. The Ricardo eAMT has been developed to meet this market need and features an unusual approach to actuation which utilises parts which can be made in China using known and familiar manufacturing processes and without the need forexcessively tight control of manufacturing tolerances. To further enhance the robustness and quality of thissystem it is now using the new Ricardo Modular Transmission Software. This is a fully featured set of software modules that have been designed to provide excellent performance, all features and functions, consistency and robustness for any type of automated transmission (A/T, AMT, DCT, CVT, HEV, etc). This software is readily adaptable to any of these transmissions, with any launch system, any actuation system and with any number of ratios. Additionally it has been fully designed and validated to comply with the latest international standard for automotive software, ISO26262. Using the low cost actuation system with the advanced Modular Transmission Software provides a robust, low risk approach to deliver excellent fuel consumption and customer satisfaction.By using the already validated Modular Transmission Software this also provides low risk ways to develop high quality production software that can be readily adapted to suit other transmission types, such as multispeed A/Ts and DCTs and provides a common platform for a whole transmission product portfolio.•Demerits–Torque interrupt shift can feel slow when automated –Shift quality can be a big problem–Gear engagement noise can be a big problem –Lots of misleading claims due to lack of standard definition for shift time•Merits–Utilises the very high mechanical efficiency of the manual transmission –Is the lowest cost form of automated transmission (on a like for like volume basis) –Can deliver excellent fuel economy and CO 2 –Common powertrain mounting with manual transmission version –Can shift very quickly if gear engagement system will support it•AMTs are already well established in:–Small, economical cars–Heavy duty trucks–Sports cars–F1•These applications will continue to use AMTs•The next phase of growth in the use of AMTs will come from growth in the production of small, economical cars in developing countries in particular China, Brazil and to a lesser extent India•For these markets there is a place for a low cost AMT system if it can provide high standards of shift quality and refinementSuccessful AMTLow Cost AutomationReliable & robustQuality of shift and launchAMT – Key Success FactorsIf any key factor is not successful – then the AMT system is not successful= a new approach is requiredfor low cost automation•The Ricardo approach is multiplexing with the Ricardo linear actuator•Mixture of technologies and actuation methods are already established in the market •Current system production costs are not minimised due to:–Multiple high force actuators in each system –Many components with tight tolerances –Hydraulically actuated systems need very clean parts and a very clean assembly area •Current automation systems often have some of the following issues –Component wear –Sticking or jamming –Leaks–Available force is insufficient for required shift performance –Controllability is insufficient for requiredshift quality, launch quality and engagement noiseLow Cost AutomationSuccessful AMTLow Cost AutomationReliable & robustQuality of shift and launch•Ricardo Electromagnetic Actuation–Gear –Clutch–Multiplexed (Gear & Clutch)●Advantages over motor driven concepts:–Simple construction with large air gap –Elimination of mechanical gearing: –Reduced mechanical hysteresis –Reduced backlash –low component count –improved robustness –Reduce cost–better dynamic response●Electrical principle –Single phase– 4 mosfets per device (H-bridge)•Typical BLDC is 6 mosfets –1kHz Switching frequency ●Linear actuator (Proto1) –Peak force: 1000N –Stroke: 16mm–90°C ambient - 150°C maximum –Duty: 5%●Rotary Actuator (Proto1) –Peak torque 2Nm –Stroke: 60°–90°C ambient - 150°C maximum –Duty: 5%The Ricardo Linear ActuatorArmature Bi-directional Stator Armature rotational motionRotary actuatorCoilscorePermanent magnetsthrust forcescorescoreBi-directional Actuator interface plateShift fingercasingMounting boss 6-speed manual transmissionand sensor housing Linear actuatorRotary actuatorSelector railsGear neutralplaneClutch actuationplane5th–2nd gearshift example next >>>>Clutch disengagedpositionClutch engagedpositionR2143 5Actuator FingerClutch PawlClutch PermanentMagnet SolenoidLatchShift Rail GatePermanentMagnet FieldMultiplexed Actuator & Gate Layout•5th gear is selected. •Clutch is engaged.–Actuator is controlling against the clutch pawl.R21 43 55th to 2nd Shift sequence – Driving in gear, Clutch engagedR21 43 55th to 2nd Shift sequence – Clutch disengagement & Latch•Clutch disengages:–Actuator controls clutch pawl to the latch. –Permanent magnet latch secures the clutch pawl and holds the clutch disengaged.R21 43 55th to 2nd Shift sequence – Transition to gear engaged•Actuator transitions to the gear engaged.–Actuator moves vertically to the target gear plane.5R21 43 5th to 2nd Shift sequence – Transition to gear engaged•Actuator transitions to the gear engaged.–Actuator moves horizontally to the target gear.5R 21 43 5th to 2nd Shift sequence – Gear disengagement•5th gear is disengaged.21 R 43 55th to 2nd Shift sequence – Rail selection•Actuator moves from 5th gear rail to 1st /2nd gear rail.21 R43 55th to 2nd Shift sequence – Gear engagement•2nd gear is engaged.2R43 51 5th to 2nd Shift sequence – Transition to clutch disengaged•Actuator transitions to the clutch disengaged position.43 521 R•Clutch engages:–Latch solenoid is energised counteracting the permanent magnet field to release the clutch pawl and allow the clutch to engage.–Actuator controls against the clutch pawl to control the engagement profile.5th to 2nd Shift sequence – Clutch de-latch & Engagement43 521 R5th to 2nd Shift sequence – Clutch de-latch & Engagement•Clutch engages:–Latch solenoid is energised counteracting the permanent magnet field to release the clutch pawl and allow the clutch to engage.–Actuator controls against the clutch pawl to control the engagement profile.Multiplexed ActuatorThe eAMT System1stVehicle PrototypeSuccessfulAMTLow CostAutomationReliable &robustQuality ofshift andlaunch•Objective was to test the actuator technology before it went into a DCT – this was achieved •Linear actuator works in a vehicle application•Multiplexing is a viable way to save money in an AMT system •Excellent shift quality and competitive shift speed has generated a lot of interest from various sources •Manufacturing studies show cost benefit over competing systems•Active discussions with several companies on licensing the technologyeAMT ResultsSuccessful AMTLow Cost AutomationReliable & robustQuality of shift and launchGate definitionRotary Motion [deg]L i n e a r M o t i o n [d e g ]eAMT Example Control Logs (N-Creep-Launch)eAMT Example Control Logs – Power Off Downshift 3rd 2ndComplete shift time including roll-off and roll-on of engine torque 1100msDriveline Open 1000msMultiplexed interrupt for Gear change 600msGear Selection including railselection 380ms= reliability and robustness needsto be engineered in from the beginning•The Ricardo approach is based on proven design guidelines and thorough design, analysis and validation•Reliability and robustness are not good on many current production AMTs. Some reasons for this include:- –Durability of brushed electric motors in engine compartment environment –Poor integration with engine control –Inadequate control strategies –Poor quality software –Electrical connection failures•The Ricardo multiplexed actuator eliminates wear and other durability problems. •Electrical connection failures can be fixed by design with proper installation design, quality control in harness manufacture and quality control in vehicle assembly •Lac k of robustness and reliability in software has often not been found until in production and is often caused by a lack of structure and lack of appropriate validationReliable and RobustSuccessful AMTLow Cost AutomationReliable & robustQuality of shift and launch•Modern automotive software quality standards (MISRA, ISO26262) provide guidance on the level of test and validation required by defining a SIL or ASIL rating following a hazard analysis • The more critical the potential consequence of a software failure the more documentation,, test and validation is required •Many countries will now expect compliance with ISO26262 for new automotive systems •Conformance with a standard like ISO26262 cannot be added later, it must be implemented from the beginning•Old unstructured software (spaghetti code) will never comply with a standard like ISO26262Software Risk Software CostBalancing Risk vs Cost in Software Development•Ricardo has previously successfully designed, developed and validated production software for AMTs, DCTs, CVTs and A/Ts •Many control principles are common to parts of the software for each transmission type •Ricardo has invested in the development of modular transmission control software that has been validated to ISO26262 •This modular software is now being used in A/T, DCT and AMT production programmes •Investment by Ricardo and sharing of software modules reduces the cost and risk of your transmission software developmentRicardo Generic Modular Transmission Control SoftwareSuccessful AMTLow Cost AutomationReliable & robustQuality of shift and launchTypical Transmission Software Structure - OverviewTSTCCCGC TILPFHAM ODIP OP Platform SoftwareApplication SoftwareTCU HardwareSensors Valves Actuators Power/Ground Ignition DriverInputsDriverDisplayCANCommsExternal I/O RX TXApplication Software. Thisrefers to the TransmissionControl Software strategiesthat have been developed byRicardoPlatform Software. This refers tothe low level software of the TCU.This can be likened to anoperating system such asWindows running on a laptop ordesktop computer. The TCUsupplier will normally develop andsupply thisTCU Hardware. This refers to theelectronics hardware of the TCU.This can be likened to a laptop ordesktop computer where themicrocontroller is executingcommands, reading from andwriting to memory, processingexternal input and output devicesExternal Inputs/Outputs (I/O)Thisrefers to all the external interfacesof the TCU. The TCU receivesinformation from sensors on thetransmission and carries out agearshift by sending (controlling)signals to the actuators / valvesTypical Transmission Software StructureWhich Parts are GenericTSTCCCGC TILPFHAM ODIP OP Platform SoftwareApplication SoftwareTCU HardwareSensors Valves Actuators Power/Ground Ignition DriverInputsDriverDisplayCANCommsExternal I/O RX TXNot Generic Generic Application Software. Thisrefers to the Transmission Control Software strategiesthat have been developed by RicardoPlatform Software. This refers to the low level software of the TCU. This can be likened to an operating system such as Windows running on a laptop or desktop computer. The TCU supplier will normally develop and supply thisTCU Hardware. This refers to the electronics hardware of the TCU. This can be likened to a laptop or desktop computer where the microcontroller is executing commands, reading from and writing to memory, processing external input and output devices External Inputs/Outputs (I/O)This refers to all the external interfaces of the TCU. The TCU receives information from sensors on the transmission and carries out a gearshift by sending (controlling) signals to the actuators / valves•eAMT comprising the multiplexed linearactuator with the modular transmission control software provides:- –Low cost automation–Reliability and robustness –Excellent shift and launch quality –Conformance with ISO26262 –Low risks and low warranty costs –Satisfied customersConclusionsSuccessful AMTLow Cost AutomationReliable & robustQuality of shift and launchThank You !。