Design of a PowerShift Module for Long Haulage Trucks

Design of a PowerShift Module
for long haulage trucks
M.M.J. Nievelstein
DCT.2005.138
Confidential
Masters thesis
Supervisors: Prof. Dr. M. Steinbuch

Dr. P.A. Veenhuizen
Coaches: Dr. Ir. R. van Druten
Dr. Ir. A. Serrarens
Member: Dr. Ir. L. Somers
Advisor: Ir. M.J. Klaasse
Eindhoven University of Technology

Department of Mechanical Engineering
Automotive Engineering Science
Eindhoven, 28th October 2005

ii
Contents
Preface ix
Abstract xi
1 Introduction 1
1.1 The Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.1 Project goal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.2 Project planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2 Fuel economy 3
2.1 Engine efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 Transmission efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3 Effects of a fast driveline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4 Effects of early upshifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.5 Effect of progressive/smaller gearsteps . . . . . . . . . . . . . . . . . . . . . . 8
3 Drivability analysis 9
3.1 Shift strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2 Comfort/Drivability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.3 Challenge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4 Design of a powershift module 13

4.1 Literature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2 Working principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.3 Losses of powershifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.4 Constraints for the design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.5 Concepts and alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.5.1 Concieved concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.5.2 Parallel shaft concept . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.5.3 Second input shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.5.4 Pre-reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.5.5 Independent direct drive . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.5.6 Dual clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
5 Concept choice 39
iv CONTENTS
6 Detailing the design 43

6.1 Clutch design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
6.1.1 Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
6.1.2 Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
6.2 Planetary gear design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.3 Transmission load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.4 Transmission heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.5 Losses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.5.1 Pump losses of the cooling oil flow . . . . . . . . . . . . . . . . . . . . 53
6.5.2 Drag losses in the multiple wet plate clutch . . . . . . . . . . . . . . . 53
6.5.3 Losses in bearings, seals and gears. . . . . . . . . . . . . . . . . . . . . 54
6.6 Open issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
7 Dynamic model 57
7.1 Reference driveline model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
7.2 Fast driveline model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
7.3 Fast driveline including a powershift module . . . . . . . . . . . . . . . . . . . 59
7.4 Simulation results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
8 Conclusions and recommendations 65
A Reference vehicle 69
B Fuel consumption simulation results 71
C Patent overview 75
D Transmission surroundings 79
E Transmission stepsize 81
F Concept details 83
F.1 Original transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
F.2 Parallel shaft concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
F.3 Second input shaft concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
F.4 Second input shaft with pre-reduction . . . . . . . . . . . . . . . . . . . . . . 89
F.5 Second input shaft with pre-reduction and independent direct drive . . . . . . 92
F.6 Second input shaft concept with pre-reduction, independent direct drive and
dual clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
G QFD analysis 97
H Axle load change at drive off 99
I Shift procedure 101

I.1 Description of the shift procedures: . . . . . . . . . . . . . . . . . . . . . . . . 101
CONTENTS v
J Preliminary design 109

J.1 Original transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
J.2 Modified transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
K Parameters of the dynamic model 113
Samenvatting 117
Acknowledgements 119
vi CONTENTS
List of Figures
2.1 Specific fuel consumption diagram MX 340 prototype engine . . . . . . . . . 5

2.2 Schematic drawing of a 12 speed AS-tronic gearbox [2] . . . . . . . . . . . . . 6
3.1 Acceleration from 0 to 89 km/h, reference vehicle, 44 ton gross weight . . . . 11

3.2 Acceleration from 0 to 89 km/h, reference vehicle, 44 ton gross weight. Detail
of a 11 to 12 shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.1 Drawing of the transmission from patent [18] . . . . . . . . . . . . . . . . . . 14

4.2 Logic representation of a 2 speed transmission . . . . . . . . . . . . . . . . . . 15
4.3 Powershift torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.6 Powershift diagrams of a 5 speed full powershift transmission. . . . . . . . . . 18
4.7 Positive torque powershift diagram of 5 speed gearbox with the 5th gear as
intermediate gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.8 Losses and torque support when powershifting for a 28% stepped gearbox . . 21
4.9 Logic representation of the original transmission . . . . . . . . . . . . . . . . 23
4.10 Concept overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.11 Logic representation of parallel shaft concept . . . . . . . . . . . . . . . . . . 27
4.12 Powershift diagram of the parallel shaft concept . . . . . . . . . . . . . . . . . 28
4.13 Logic representation of second inputshaft concept . . . . . . . . . . . . . . . . 30
4.14 Powershift diagram of the second input shaft concept (positive torque only) . 30
4.15 Logic representation of the second input schaft concept with planetary pre-
reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.16 Powershift diagram of second input shaft with planetary pre-reduction concept 32
4.17 Powershift diagram of second input shaft with planetary pre-reduction concept
and altered s2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.18 Logic representation of second input shaft with planetary pre-reduction and
independent direct drive concept . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.19 Powershift diagram of second input shaft with planetary pre-reduction and
4.22 Powershift diagram of the dual clutch split transmission concept . . . . . . . 37
viii LIST OF FIGURES
6.1 Connectivity of the planetary gear . . . . . . . . . . . . . . . . . . . . . . . . 51

6.2 Wheel torque versus traction curve . . . . . . . . . . . . . . . . . . . . . . . . 52
7.1 Block schematic of the dynamic model . . . . . . . . . . . . . . . . . . . . . . 57

7.2 Simulink block schematic of the transmission model . . . . . . . . . . . . . . 58
7.3 Block schematic of decision structure . . . . . . . . . . . . . . . . . . . . . . . 59
7.4 Vehicle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
7.5 Engine speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
7.6 Acceleration level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
7.7 Secondary shaft power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
B.1 Simulation results of reference vehicle on a class III route . . . . . . . . . . . 72

D.1 Transmission in the truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
E.1 Transmission stepsize comparison . . . . . . . . . . . . . . . . . . . . . . . . . 81
F.1 Logic representation of parallel shaft concept . . . . . . . . . . . . . . . . . . 83

F.2 Schematic drawing of parallel shaft concept . . . . . . . . . . . . . . . . . . . 83
F.3 Logic representation of parallel shaft concept . . . . . . . . . . . . . . . . . . 84
F.5 Logic representation of second input shaft . . . . . . . . . . . . . . . . . . . . 87
F.7 Logic representation of Second input shaft with pre-reduction . . . . . . . . . 89
F.8 Schematic drawing of second input shaft concept with planetary pre-reduction 89
F.9 Logic representation of Second input shaft with pre-reduction and independent
direct drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
F.10 Schematic drawing of second input shaft concept with pre-reduction and inde-
pendent direct drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
F.11 Logic representation of Second input shaft with pre-reduction, independent
direct drive and dual clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
F.12 Schematic drawing of second input shaft concept with pre-reduction, indepen-
dent direct drive and dual clutch . . . . . . . . . . . . . . . . . . . . . . . . . 95
I.1 Powershift from 9th gear to 10th gear with torque support in the 11th gear . . 103
I.2 Powershift from 10th gear to 11th gear with torque support in the 13th gear . 104
J.1 Details of the shaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

J.2 Original transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
J.3 Modified transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Preface
This report, Design of a Power Shift Module for long haulage trucks, covers the masters
thesis study of the author, which has been performed within the section Control System
Technology (CST) under the track Automotive Engineering Science (AES) of the faculty of
Mechanical Engineering at the Technische Universiteit Eindhoven. This thesis research is
performed within the framework of a cooperation agreement between DAF trucks N.V. and
Drivetrain Innovations (DTI).
DAF trucks N.V., who continuously investigates options to reduce fuel consumption, was
approached by Drivetrain Innovations (DTI) with an idea to improve the fuel economy of a
lang haulage truck by means of a driveline modification. The idea incorporated the improve-
ment of the shift quality of an Automated Manual Transmission such that driving with a
fast drive line does no longer imply a loss of drivability. DAF, who was already interested
in driving with fast drivelines requested a feasibility research. After successful completion,
DAF facilitated the further design of the concept and the first contact with DAFs main
transmission supplier (ZF). The system proposed by DTI converts the current AMT into a
powershift transmission which should sufficiently compensate the drivability loss induced by
the high amount of shifts while achieving the inherent fuel savings of the fast driveline.
Eindhoven, October 2005

x
Abstract
With a growing world population and the inherent increase in energy consumption, fuel
efficiency is becoming a more and more important issue. Not only because of the rising fuel
prices, but also the resulting CO2 production, one of the well known greenhouse gasses. The
environmental reasons, the rising fuel prices and the increasing strictness of the legislation
create a need for continuously improving fuel efficiency of commercial vehicles. Moreover for
the buyer of a long haulage truck, especially fleet owners, fuel consumption is one of the
the key factors with respect to the cost of utilization. This makes fuel consumption one of
the most important issues in the development of commercial vehicles.
DAF trucks N.V. continuously investigates options to reduce fuel consumption to im-
prove its competitive position and meet legislation demands. Drivetrain Innovations (DTI)
approached DAF with an idea to improve the performance of an Automated Manual Trans-
mission such that driving with a fast drive line does no longer imply a loss of drivability.
DAF, who was already interested in driving with fast drivelines, requested a feasibility re-
search. After successful completion, DAF would facilitate the further design of the concept
and the first contact with DAFs main transmission supplier (ZF). The system proposed by
DTI converts the current AMT into a powershift transmission which should sufficiently com-
pensate the drivability loss induced by the large amount of shifts while achieving the inherent
fuel savings of the fast driveline.
The fuel consumption of a long haulage truck has been calculated and the driveline ratio is
optimized for a long haulage route class III. This route is most representative for long haulage
transport. The maximum fuel savings are achieved for a differential ratio of 2.33 [-]. This ratio
results in a fuel saving of 2.4 % based on the standard shift strategy. If an early upshifting
and late downshifting strategy is applied the fuel savings can be increased to 5.2 %. For this
strategy however, only fuel economy was considered and will therefore introduce drivability
losses. The final strategy for the fast driveline will have to be a compromise between optimal
fuel savings and optimal drivability. A fast driveline however also has disadvantages. The
main disadvantage is the high increase in shift frequency. The total number of shifts of a route
is increased by 13 %. This increase causes the poor shift quality of the AMT transmission
to be noted as bad drivability. Besides the increase in the amount of shifts, also the whole
ratio range of the transmission is shifted by the fast driveline. Effectively, the first gear is
lost and a thirteenth gear is added. This results in a too high manoeuvring speed, which is
unacceptable.
The solution proposed in this thesis is to modify the current transmission to a powershift
transmission. Powershifting is utilized to compensate for the drivability loss caused by the
increase in the amount of shifts. By functional integration of a powershift module, including
a manoeuvring gear, these two issues could be solved at once. Several concepts to achieve
this solution have been conceived and analyzed. Five of these solutions are presented in this
xii
report. A choice is made based on a Quality Function Deployment, a selection system used to
translate customer requirements to system requirements, in combination with a Multi Criteria
Analysis to evaluate the concepts with respect to the system requirements. The final choice
between the best two concepts was made by a panel of experts at DAF trucks N.V.
The final concept enables powershifting between the top 5 gears via the use of a Power-
Shift Module. This module incorporates a planetary gear set, that adds two new manoeu-
vring gears. Furthermore a second input shaft for the transmission is added including a
synchromesh, that enables powershifting. The current dry main clutch is replaced by a mul-
tiple wet plate clutch to enable powershifting. The system uses a so called intermediate gear
for powershifting. This means that during the powershift an intermediate gear is temporarily
engaged to support the torque transfer during the shift. The use of an intermediate gear
however causes a torque dip during the shift. The powershift module shifts from 9th to 10th
gear with the 11th gear as intermediate gear and for shifts between the gears 10 to 13 the
13th gear is used as an intermediate gear. Powershifting however causes additional energy
dissipation. Three main aspects of additional energy losses can be identified. Firstly, the
clutch slip during powershifting dissipates energy. Secondly the cooling of the clutch requires
an oil flow for which pumping energy is required. Thirdly, a wet clutch has a residual torque
(drag torque) which causes friction losses if the clutch sides do not turn synchronous when
disengaged. Al these losses, combined together with the estimated losses of bearings and
gears, add up to about 0.5 % additional fuel consumption.
Summarizing the above, the use of a fast driveline in combination with the powershift
module, creates the following advantages. Firstly, fuel savings between 1.9 % and 4.7 %
depending on the shift strategy can be achieved. Secondly, increased shift comfort between the
top 5 gears due to powershifting make the fast driveline feasible. Thirdly, lower manoeuvering
speeds are possible. The fast driveline in combination with the powershift module also creates
disadvantages. Firstly, the cost of the system increase. Secondly the system increases the
number of parts and thus the complexity. Thirdly, the weight of the transmission will increase.
Overall it can be concluded that the advantages outweigh the disadvantages and that the use
of a powershift module will be beneficial.
Chapter 1
Introduction
With a growing world population and the inherent increase in energy consumption, fuel
efficiency is becoming a more and more important issue. Not only because of the rising fuel
prices, but also the resulting CO2 production, one of the well known greenhouse gasses. The
environmental reasons, the rising fuel prices and the increasing strictness of the legislation
create a need for continuously improving fuel efficiency of commercial vehicles. Moreover for
the buyer of a long haulage truck, especially fleet owners, fuel consumption is one of the
the key factors with respect to the cost of utilization. This makes fuel consumption to one of
the most important issues in the development of commercial vehicles
Many factors influence fuel consumption, like vehicle speed, vehicle design, vehicle weight
and driver type. The focus of this research is on the influence of the driveline on the fuel
consumption. In particular the (flexible) interaction of the vehicle driveline and the engine
will be considered as a means to influence the fuel consumption. A commonly used method
to reduce fuel consumption is to operate the engine at low speeds and high efficiency by
using us so called fast driveline. In the past DAF, has already experimented with fuel
saving drivelines, fast drivelines. Unfortunately the inherent in the required amount of shifts
necessary to complete a route was very high. Also the increased response time due to the turbo
lag at low engine speeds and the increase in manoeuvering speed deteriorated the drivability.
DAF has experienced that the resulting drivability loss is unacceptable for the customers.
Drive Train Innovations (DTI) approached DAF with an idea to improve the performance
of an Automated Manual Transmission such that driving with a fast drive line does not imply
a loss of drivability. The idea is to convert the current AMT with a simple modification to
a partial powershift transmission and simultaneously adding a manoeuvring gear. This will
improve the shifting quality of the top gears where the main increase in the number of shifts
occurs. A project was set up in which DAF facilitated the research of a powershift module
for long haulage trucks.
2 1.1 The Project
1.1 The Project

1.1.1 Project goal
1. Research the feasibility and the potential of a standard long haulage truck (FT95XF
with MX 340kW engine) with a fast driveline with respect to fuel consumption and cost
on a typical long haulage route.
2. Conceive and design a concept modification of the current AMT (AS-Tronic 2301 TD)
that compensates the loss of drivability loss caused by the use of a fast driveline.
3. Analyze the solution in 2 and research its feasibility in terms of cost, complexity and
functionality.
1.1.2 Project planning

In order to reach the goals set for the project the following steps have been taken:
Analysis of the influence of the driveline on the fuel consumption (Chapter 2).
Analysis of the influence of a fast driveline on the drivability (Chapter 3).
Discussion of the studied literature and conceived concepts (Chapter 4).
Concept choice (Chapter 5).
More detailed analysis of the chosen concept and preliminary design (Chapter 6).
Evaluation of the dynamics and control challenge (Chapter 7).
Conclusions and recommendations (Chapter 8).

Chapter 2
Fuel economy
Trucks in long haulage yearly drive about 150, 000 km with an average fuel consumption
of about 33l/100 km. This in combination with the rising fuel prices makes fuel efficiency
one of the most important issues for the costs of utilization. For the prediction of the fuel
consumption of a long haulage truck, standard routes have been composed depending on
the type and region of utilization. For the most common long haulage application the so
called long haulage route class III is considered representative. The route is based on a
combination of different route environments like city, secondary and highway and in both flat
areas and hilly regions. Because a truck is not always fully loaded the routes are simulated
for three load conditions and then weighed according to the average time a truck is in the
appropriate load condition. In the Tables 2.1 and 2.2 the exact composition of the route with
respect to distance and weight can be found.
Table 2.1: Vehicle driving conditions long haulage route class III, length = 1,200,000 km
straight hilly mountain total

city 3.5 1.5 0 5
intercity 10.5 4.5 0 15
motorway 56 24 0 80
total 70 30 0 100%
Table 2.2: Vehicle load conditions
empty half load full load

% of distance 10 40 50
tons 15 29.5 44
As can be seen in the tables there are 6 different routes and 3 different load conditions for
these route. This means that 18 separate simulations will be done and summed according to
the weights mentions in the table. The vehicle under consideration is described in Appendix
A.
4 2.1 Engine efficiency
In this thesis only driveline modifications and their interaction with the engine are con-
sidered for improving fuel economy. In order to analyse the influence of the driveline modi-
fications the engine efficiency and transmission efficiency will be examined in more detail in
the next sections. Because only the ratio and not the construction of the rear differential is
assumed to be changed, the efficiency of the rear differential is considered independent of the
rear differential ratio.
2.1 Engine efficiency

In this section, the influence of the engine operating point in terms of engine efficiency is
analyzed and evaluated. This is achieved using a so called specific fuel consumption diagram,
see Figure 2.1. This diagram gives the specific fuel consumption in g/kWh for each operating
point of the engine. The diagram is based on measurements, so all engine drag losses and
combustion effects are taken into account for quasi stationary conditions. Transient losses due
to turbo lag for example are not represented in the graph. For the engine under consideration
the specific fuel consumption diagram of Figure 2.1 was measured by DAF on a prototype
MX engine. Note that the diagram is of a prototype engine. Therefore it is not necessarily
the same as the diagram of the engine going into production. However, the trends within the
diagram remain representative for this engine type.
As can be seen in Figure 2.1 the optimum operating point of the engine is 2100 Nm at
1250 rpm, any deviation from this operating point increases the specific fuel consumption.
The vehicle, however, has a cruise speed of 89 km/h, which results in a power dissipation by
rolling resistance and air drag of about 100 kW. This is far below the optimum operating
point of the engine (about 275 kW). With the current driveline configuration the cruising
speed is reached at 1360 rpm in the top gear (12th gear). From the figure it can be concluded
that this operating point (1360 rpm, 100 kW) does not give optimal fuel efficiency, even
though a long haulage truck does not always drive at maximum speed and on straight roads,
it still operates under these conditions for a substantial amount of time. This indicates the
possibility for further optimization of the overall drive train ratio to ensure a better operating
point at cruise speed. As mentioned, a truck does not only drive at cruising speeds, therefore
the optimization of the drive train ratio is performed for the dynamic long haulage route
class III. The program used for these simulation is |ISMAMOD| written by ZF especially for
fuel consumption calculations for the AS-tronic gearboxes 1 . The model is described in more
detail in [5]. The fuel consumption and the number of shifts can be seen in Figure B.1. On
the right hand side the number of gear engagement is displayed and the time the truck a
particular gear is engaged is plotted. Note that the truck drives a substantial amount of time
in the highest gear. The size of the dots in the specific fuel consumption diagram represent
the time the engine is operated at that point. Because the vehicle mostly drives in the 12th
gear at cruise speed, this also is the most frequent operating point of the engine. When a
faster driveline is used the engine will mostly operate at a lower speed, a higher torque level
and a lower specific fuel consumption level. If the driveline is too fast the vehicle will be
unable to maintain the same driving time in the 12th gear and a driving time in the lower
gears at a lower efficiency will increase. When optimizing the ratio for the standard shift
strategy, the fuel consumption can be substantially reduced. The highest fuel efficiency is
achieved with a differential ratio of 1:2.33. The results of this simulation can be found in
1
The shift strategy used in the simulations is schaltst 12DD PEC183.dll|
2. Fuel economy 5
i al
nt
ide
nf
co
Figure 2.1: Specific fuel consumption diagram MX 340 prototype engine

The dashed lines represent lines of constant power [kW]
The thin colored lines represent lines of constant efficiency in [g/kWh]
The thick blue line represents the maximum torque line.
Appendix B . In comparison with the results of the reference vehicle a fuel saving of 2.4 %
is achieved. The influence of the shift strategy will be discussed in more detail together with
other effects due to the fast driveline later in this chapter. The accuracy of the predictions
of the model is estimated by DAF to be about 1%.
6 2.2 Transmission efficiency
2.2 Transmission efficiency

The transmission of the vehicle under consideration is a ZF 12AS 2301TD. This stands for
a 12 speed direct drive automated manual transmission with a maximum allowable input
torque of 2300 Nm in configuration 1 (with intarder). The gears are equally spaced within
the ratio range of 15.858-1. The efficiency of the gears and their ratio are shown in Table 2.3.
The difference in efficiency of the gears can be explained by the construction of the gear box.
The AS-tronic gearbox is composed of three serial transmissions. A schematic drawing of the
gearbox can be seen in Figure 2.2.
clutch splitter gears Range

Change
Group
A B C D R
cl1 cl2
s1
MC
Figure 2.2: Schematic drawing of a 12 speed AS-tronic gearbox [2]
The first transmission is the so called splitter and consists of two gears, the second trans-
mission is the main transmission and consists of three forward gears and 1 reverse gear, the
last transmission is the so called range change group. For the efficiency of the gearbox a
couple of aspects are important. Firstly, each gear pair used to form a reduction creates a
loss of about 1 % for a normal gear pair and 1.5 % for a planetary gear. Secondly, the trans-
mission has inherent losses in bearings, oil-pumps and gears rotating through the oil which
accumulate to about 1 %. The efficiencies mentioned above are extrapolated from Table 2.3,
which is supplied to DAF by ZF for simulation purposes.
From the above it can be concluded that the less gear pairs used to create a gear ratio,
the better its efficiency. For this reason the 12th gear, which is constructed as a direct drive
2 without the use of gear pairs, is the most efficient gear. So early upshifting to the 12th
gear increases the time that the truck drives in the most fuel efficient gear. Furthermore in
this 12th gear the engine is operated at low running speeds which increases its specific fuel
efficiency. The effect of early upshifting is illustrated with a simulation in which drivability
loss is not considered. In practice this will result in an unacceptable drivability and the actual
strategy will have to be a compromise between drivability and fuel efficiency.
2
a direct drive is a gear with a ratio of 1:1
2. Fuel economy 7
Table 2.3: Gear ratios and efficiency of 12 speed AS-tronic 2301 TD
gear number ratio efficiency

1 15.858 0.955
2 12.326 0.955
3 9.565 0.955
4 7.435 0.955
5 5.873 0.955
6 4.565 0.975
7 3.474 0.970
8 2.700 0.970
9 2.095 0.970
10 1.629 0.970
11 1.287 0.970
12 1.000 0.990
2.3 Effects of a fast driveline

As mentioned in Section 2.1 the optimum rear differential ratio with respect to fuel consump-
tion would be 2.33. In current vehicles a differential ratio of 3.07 is used. For the new MX
series a ratio of 2.93 is chosen to save fuel. This ratio is chosen because tests have resulted
in the disapproval of faster drivelines. The high amount of shifts that occur especially dur-
ing cruising were the main reason. If the results of a simulation with a fast differential are
examined more closely one can see that the number of shifts is increased by 13 % when using
the standard shift strategy. If the distribution of the shifts is examined, as shown in Table
2.4, one can see that the increase mainly occurs in the shifts between the top 4 gears. The
fast drivelines were uncomfortable to drive as a result of this and are therefore deemed un-
feasible even with the 2.4% reduction of fuel consumption. Each shift incorporates a torque
interruption that lasts about 1.5 s and causes frequent occurrence of turbolag.
Table 2.4: Shift distribution driveline 2.93 +/- the difference of 2.33 driveline w.r.t 2.93
to 1 2 3 4 5 6 7 8 9 10 11 12
from
1 11-7 1-1 0 0 0 0 0 0 0 0 0
2 9-6 41-7 97+13 24+6 0 0 0 0 0 0 0
3 1-1 2+3 28-13 10+4 2-2 0 0 0 0 0 0
4 3-1 46+0 0 55+9 23-10 0 0 0 0 0 0
5 0 7-3 1-1 1-1 72+15 24+0 0 0 0 0 0
6 0 4+0 0 1-1 0+2 0+4 107+0 7+0 0 0 0
7 0 27+1 0 0 12-7 12-2 123-2 9+4 0 0 0
8 0 63-8 0 0 3-3 9+5 11+11 111-34 0+1 0 0
9 0 9-7 0 0 0 1-1 42+5 24-9 69-6 0+9 0
10 0 0 0 0 0 0 0 45-18 17-8 99+14 1+45
11 0 0 0 0 0 0 0 0 7+30 13+22 219+63
12 0 0 0 0 0 0 0 0 0 77+16 143+92
Because the average engine speed is lowered by means of the differential ratio, the entire
transmission range will shift with respect to the vehicle speed. This results in an increase
of the minimum driving speed. The reference vehicle has a total ratio between the engine
8 2.4 Effects of early upshifting
and drive shafts of 46.46 [-].When using the 2.33 [-] differential ratio this changes to 36.95 [-]
which is comparable with the total ratio of the original second gear 36.12 [-]. Thus changing
the differential ratio effectively results in loosing the first gear. A sufficiently low minimum
speed is necessary for the manoeuvering of the truck. The sign-off for the minimum speed
is 2.5 km/h with closed clutch and an engine speed equal to the idle speed. The reference
vehicle passes this sign-off with a minimum speed of 2.1 km/h. Using a 2.33 [-] differential
ratio would result in a manoeuvering speed of 2.6 km/h. Because changing the differential
ratio is comparable with shifting each gear by one step, the gearboxes intended for the fast
driveline will be renumbered for easy comparison of the total gear ratios. So if the original
gearbox with gears 1 to 12 is placed in the fast drive line, the gears are renumbered to 2 to
13. This way drive off gears and top speeds can be easily compared.
2.4 Effects of early upshifting

When applying an early upshifting strategy the vehicle performance drops significantly due to
the average lower power output. The engine is operating in the entire vehicle speed range at
a lower engine speed and thus at a lower maximum immediate output torque. An unexpected
effect of the early upshifting is the reduction and not the increase in the amount of shifts.
This however can be misleading because no drivability is considered and a higher loss of
speed is tolerated where a driver would downshift to maintain the current speed, the used
shift strategy will only downshift when the speed has significantly dropped. But still it shows
significant potential for additional fuel savings. When implemented in combination with the
fast driveline a total fuel saving of 5.2 % was achieved as can be seen in Appendix B.
2.5 Effect of progressive/smaller gearsteps

The goal of the early upshifting and the fast driveline is to operate the engine closer to
its optimal point of operation. This however is restricted due to the limitation of the size
of gear steps. The ideal situation would be a Continuous Variable Transmission where all
ratios are possible between under- and overdrive are achievable and can be optimized for the
momentary operating point. However, this is still not feasible for trucks due to the high
torques, high engine powers and the extreme life time demand of 1.6 million kilometers. In
order to operate closer to the optimum operating point other options are available. One is
smaller gear steps, this will increase efficiency slightly because the deviation of the optimally
achievable operating point reduces but is still present. But the additional costs for the high
amount of extra gears necessary is not in proportion to the expected benefits. Also caution
needs to be taken with respect to the increase in the number of shifts, which made the fast
driveline to be unfeasible. Taking into account that a long haulage vehicle is mainly operated
at cruise speed, a progressive gear pattern would be more desirable. With a progressive shift
pattern it would be possible to drive closer to the optimal operating point without increasing
the number of gears. Because the goal is to investigate a modification of the 12 speed AS-
tronic this is not further investigated.
Chapter 3
Drivability analysis
3.1 Shift strategy

In the previous chapter it was noted that when using fast drivelines, the increase in shift
frequency becomes problematic. There are several reasons why the shift frequency increases.
The first reason is that the shift strategy is mostly unable to cope with fast drivelines, which
can result in unnecessary up and down shifting (gear pendeling). Secondly, the AMT cannot
predict the inclination of the road. In passenger cars this is not a problem because most shifts
are driver induced either by a requested kick down or by desired speed. In trucks however,
a significant amount of shifts are induced by the road gradient. When a truck drives up a
bridge ramp it will loose speed. When the vehicle notices the speed loss and there is not
enough engine power to compensate for the gradient, it will downshift. If the vehicle has
reached the top of the bridge in the mean time, a regular driver would not shift. The AMT
however cannot see that the road will go down hill soon and will still shift down and shift
up again when the reduced resistance due to the negative gradient is noted. This is only a
simplified example of how the AMT unnecessarily increases the number of shifts. The actual
shift strategy of an AS-tronic takes a lot more parameters into account when deciding to
shift or not. The shift strategy continuously estimates the mass of the vehicle. This is done
via a acceleration measurement and the calculated engine torque combined with a road load
estimate the mass is calculated. The road load estimate is done during shifting by measuring
the decrease in speed when the engine torque is interrupted. With this decrease in speed the
resistance is calculated. The shift strategy takes this resistance and mass into account when
deciding to shift. For example when driving on a hill, the strategy will take into account the
extra speed loss during the shift and will shift up at a higher engine speed in order to reach the
goal speed in the next gear. The same is valid for the down shift, if the goal speed cannot be
reached with a single downshift, the strategy will decide how many gears need to be skipped
in order to achieve a desired engine operating point. The advantage of the strategy compared
to a real driver is that the strategy is certain that the shift is possible and the vehicle is able
to proceed in that gear under the current conditions. Drivers often will try to upshift too
early when the slope slowly decreases, which results in having to downshift again. However,
a driver has the large advantage to be able to look ahead and therefore anticipate on changes
in terrain and traffic. Because the shift strategy is not able to look ahead the shift decisions
are made on the current situation only which may cause unnecessary shifts from the drivers
viewpoint. This could possibly be reduced by better shift algorithms, especially those that
10 3.2 Comfort/Drivability
use inclination sensors of some kind. Future versions might even include a coupling with GPS
and altitude maps. Until then this issue will remain open. Unless the shift quality can be
improved in such a way the frequency of the shifts is no longer an issue.
3.2 Comfort/Drivability
Besides fuel economy, drivability is also an important issue for a vehicle design. Drivability
is a very difficult constraint due to its subjectiveness. DAF uses so called sign-off values to
ensure vehicle designs meet individual minimum standards. This, however, does not ensure
that the drivability of the vehicle is of a sufficient level. If the vehicle meets all the sign-off
values only marginally the vehicle can have insufficient drivability. But if only one sign-off
is met marginally it will not cause a disapproval of the vehicle. In Section 4.4 the most
important sign-off values with respect to drivability/performance are covered in more detail.
As mentioned earlier , these are only minimum requirements for certain aspects of the vehicle
performance, however drivability covers more than just these aspects. Drivability is all about
how the driver experiences driving the vehicle.
As mentioned in the previous chapter, the fast drivelines have been disapproved due to
drivability. Because drivability is a subjective judgement of a driver, it cannot be decomposed
in to purely objective aspects. However, an evaluation with the test driver for drivability
evaluation resulted in two main problems of fast drivelines. First, each shift results in a
torque interruption due to the opening of the clutch. When this occurs during acceleration
the vehicle will decelerate for a short period and will then again start accelerating. This is
an unpleasant experience for the driver. It also occurs in the unaltered driveline, but due to
the increased frequency (see Table 2.4) the poor shift quality becomes noticeable. Secondly,
the engine now operates at very low engine speeds where the engine response is significantly
less due to the turbolag. This effect is even increased due to the torque interruption which
causes the turbo to loose extra speed.
An acceleration simulation is performed to evaluate the vehicle behavior during an ac-
celeration. The results of the simulation can be seen in Figure 3.1. The simulation was
performed with a reference vehicle with a gross weight of 44 ton. In the figure the speed and
acceleration level are plotted. Taking a closer look at the graph it can be seen that the speed
drop during a shift is not substantial (about 0.2 km/h). But when looking at the acceleration
of the vehicle one can see that for the last shift the acceleration level drops from 0.3 m/s2 to
-0.2 m/s2 . which is a substantial zero crossing. This zero crossing causes the air suspension
of the vehicle, cabine and chair to relax after which the suspension is tensioned again due
to the acceleration after the shift is completed. It can also be seen that the shift acceleration
changes are higher for lower gears. These shifts are very well noticeable and unpleasant but
due to the small amount of time they occur for long haulage routes use this is acceptable.
The high increase in the number of shifts between the top gears, see Table 2.4 however, cause
the acceleration changes to become unacceptable and reduce performance of the vehicle.
If it were possible to powershift, the changes in acceleration would be reduced as well as the
turbo lag. If the powershift makes the shift sufficiently more unnoticeable, the fast driveline
with its inherent fuel savings would become feasible again. It should be noted that the
acceleration changes are indicated as the main reason for the disapproval of the fast driveline,
but audible effects of changing engine speeds and the shift noise could still be experienced
as unpleasant. As mentioned before, the judgement of these aspects is very difficult without
3. Drivability analysis 11
any test results. Therefore, tests are necessary to guarantee that powershifting will sufficiently
improve the drivability of the fast driveline.
vehicle speed and acceleration during acceleration from 0 to 89km/h

100
80
speed [km/h]
60
40
20
0
0 10 20 30 40 50 60 70
time [s]
2.5
2
acceleration [m/s ]
2
1.5
0.5
0.5
0 10 20 30 40 50 60 70
Figure 3.1: Acceleration from 0 to 89 km/h, reference vehicle, 44 ton gross weight
vehicle speed and acceleration detail
79.9
79.8
speed [km/h]
79.7
79.6
79.5
49.2 49.4 49.6 49.8 50 50.2 50.4
time [s]
0.3
acceleration [m/s ]
0.2
2
0.1
0.1
0.2
49.2 49.4 49.6 49.8 50 50.2 50.4
time [s]
Figure 3.2: Acceleration from 0 to 89 km/h, reference vehicle, 44 ton gross weight. Detail of
a 11 to 12 shift
12 3.3 Challenge
3.3 Challenge
Even though the fast drivelines cause drivability difficulties, they remain an opportunity for
substantial fuel savings. The challenge is to conceive a transmission modification that enables
powershifting and at reasonable complexity. The modification however, should not decrease
the efficiency and cancel out the fuel savings from the fast driveline. The modification should
also be cost efficient. After all, the main reason for fleet owners to save fuel, is to reduce
cost of ownership and increase annual profits. With a desired return of investment time of
two years and assuming the fuel savings from the fast driveline (2.4%) are not reduced by
the modification, the maximum allowed cost can be calculated. Each percent increase in fuel
efficiency of a long haulage truck results in saving about 500 liters per year. Combining this
with the return of investment time and an average diesel price of Euro 0.90 the maximum
allowed additional consumer costs are about Euro 2150.
Chapter 4
Design of a powershift module
4.1 Literature
A manual gearbox has a single main clutch which entirely decouples the engine from the
transmission during shifting of the stepped gears. This inherently introduces a drive torque
interruption. In the course of time several solutions for this interruption have been conceived.
Here a short list of options currently in production for passenger cars:
Continuous Variable Transmission
belt and pulley (push/pull)

torrodial type variator
planetary gear set (powersplit) in combination with a secondary power generator
[8]
Multiple clutch systems
conventional automatic transmission: multiple clutches, brakes, planetary gearsets

and a torque converter realize powershifting [3],[23]
Dual clutch transmission: two clutches realize shifting without interrupting torque
[19],[20]
The torrodial and belt CVTs are not yet capable of handling the torque of a long haulage
truck and are therefor considered unfeasible. The planetary gear in combination with a
secondary power generator is capable of handling the torques required, but the efficiency
is not sufficient compared to the current transmission. This concept is therefore mainly
used in agricultural application, where performance and torque are more important than fuel
economy. The conventional automatic gearbox also lacks in efficiency. Due to the presence of
multiple wet clutches, the drag losses are high compared to the layshaft based transmissions
for long haulage use. The automatic transmissions are mainly used in garbage trucks and
city buses for their appreciable shift comfort and drive-off capabilities which are preferable in
city traffic.
A literature study has been done on powershift transmissions. Here, only the more relevant
issues will be mentioned, a more detailed overview of the examined patents can be found in
Appendix C. It is noted that a lot of research is done on the dual clutch transmission and
14 4.1 Literature
simplifications of it towards a single clutch powershift transmission. One of the disadvantages

of most single clutch powershift transmissions is that powershifting can only be done at a
positive drive torque. The single clutch powershift transmission, however, has the advantage
that only one clutch is necessary, which is far more cost effective. Most single clutch powershift
transmissions are based on a so called Zwischengang concept. Several companies like Ford
[18], Hitachi [27], VW [4] and ZF have already considered this concept for passenger cars
but have not yet been able to successfully implement it. Prototypes of similar concepts have
already been tested and resulted in insufficient shift comfort, because the Zwischengang
concept has large torque dips during the shifts between the lower gears. However, for the
fast drivelines considered in this report, the problem of high frequency of torque interruptions
occurs between the top gears where the mentioned system achieves its best performance.
Even though the price advantage of a single clutch powershift transmission might be
tempting, the benefits of a dual clutch should not be ignored. New engine developments
have increased the engine brake capacity to a level rendering the the commonly used intarder
redundant. This is only feasible when the transmission is able to powershift under negative
drive torque (engine braking). However newly developed electronic stability systems can be
used to maintain constant deceleration/acceleration by applying the air brakes.
One of the more interesting concepts found is a patent of Ford EP 0780596 [18]. This
concept uses a transmission with 2 inputshafts and only one friction clutch see Figure 4.1.
Figure 4.1: Drawing of the transmission from patent [18]
The friction plate (6) can be connected to either of the input shafts (7) and (8) by a
synchromesh (24). The primary input shaft (7) can be connected to all gears except the
highest gear. Furthermore it can be connected directly to the engine through dog clutch (23)
or via the closed clutch assembly (4). The second input (8) is connected to the highest gear
and can only be connected to the engine using synchromesh (24) in the right position and
closing clutch assembly (4).
The working principle of the powershifts of this concept will be clarified in the next section
using a simplife example, see Figure 4.4
4. Design of a powershift module 15
4.2 Working principle

Powershifting is the transfer of torque from one torque path to another. The working principle
can be explained with a simple example. Consider a two speed transmission of Figure 4.2.
cl1
1
1:3
E L
2
1:1,5
cl2
Figure 4.2: Logic representation of a 2 speed transmission
First assume that cl1 is a dog clutch and the vehicle is driving in the first gear with closed
cl1 at constant speed. The torque at the transmission output shaft is then given by:
Tsec = (Teng Jeng eng ) r1 (4.1)

eng
sec = (4.2)
r1
When clutch two is slowly engaged the following equation yields until the clutch is closed.
Tsec = (Teng Jeng eng Tcl2 ) r1 + Tcl2 r2 (4.3)

eng
sec = (4.4)
r1
Note that the speed and torque equation hold as long as cl1 remains closed. If the ratio
of gear 2 is higher than gear 1 the slip speed is positive which results in a positive torque
transmitted through the clutch when engaged. In Figure 4.3(a) the torque through the paths
is given for a hypothetical situation (no accelerations or decelerations are taken in to account
for simplicity). When cl2 is engaged to arrive at zero torque through cl1. If cl1 is released
at this point the transferred torques would continue according to the solid line. Note that the
torque in cl1 decreases with the torque through clutch 2 and the secondary torque decreases
with Tcl2 (r1 r2) during the engagement of cl2. When cl1 is disengaged the second gear
can be synchronized while sustaining the engagement of cl2. Because no accelerations are
taken into account the synchronization is not visible here. If cl1 is not released and clutch
2 is engaged further power will start circulating within the transmission loop and will be
dissipated by clutch 2 (represented by the dashed lines). Optimizing this process is one of
the control challenges of a dual clutch transmission.
A down shift under positive torque can be achieved by reversing the proces. By partially
releasing cl2 engine will speed up and will synchronize the first gear again, cl1 can now be
closed and further release of the second clutch loads the first clutch.
16 4.2 Working principle
Powershift torque Powershift torque

300 300
Engine torque
200 200 Secondary torque
Torque clutch 2
100 100 Torque clutch 1
0 0
torque [Nm]
torque [Nm]
100 100
200 200
300 300
Engine torque
400 400
Secondary torque
Torque clutch 1
500 500
Torque clutch 2
600 600
0 5 10 15 20 0 5 10 15 20
time [s] time [s]
(a) Positive torque shift 1 to 2 (b) Negative torque torque shift 2 to 1
Figure 4.3: Powershift torque
Now assume cl2 is a dog clutch and cl1 is a friction clutch. In Figure 4.3(b) a shift is
performed from gear 2 to gear 1 under negative torque. When engaging cl1,gear 2 is unloaded
and cl2 can be disengaged when the torque through the clutch is zero. If the clutch is not
released when the torque is zero, the system again starts to function as a brake and dissipate
unnecessary amounts of energy in the clutch. From the above it can be concluded that shifting
either positive or negative torque requires only a single clutch. In order to be able to shift
positive torque as well as negative torque a dual clutch transmission is necessary.
Now consider a three speed transmission with only one clutch, which is connected to the
highest gear. See Figure 4.4. As concluded before this transmission will only be able to
powershift positive torque.
1
1:3
s1
2
1:2
E L
cl2
3
1:1,5
A shift from the first to the second gear can now be done by supporting the torque tem-
porarily in the third gear with a slipping clutch. First the first gear will have to be unloaded
by closing the clutch until the torque through switch s1 is zero. Now this switch can be set
to a neutral position. The clutch is controlled to maintain constant torque and the engine
is controlled to achieve a synchronous speed with the second gear. When synchronization
is achieved switch s1 can be set to the second gear. Releasing the clutch will now increase
the torque through the switch and driving will continue in the second gear, see Figure 4.5.
Shifting from second to third can be done in a similar way as described for the two speed
example. Note that the torque dip during the shift is dependent on the difference between the
gears shifted and the gear in which the torque is supported. Therefore the Zwischengang
concept with the 5th gear as torque support gear has quite large dips for the lower shifts. This
is one of the main disadvantages of only using one support gear to powershift the entire ratio
range. But performance increases when the shifted gears are close to the torque support gear
and the last upshift, towards the torque support gear has the same quality as the equivalent
dual clutch shift.
Powershift torque
300
Engine torque
Secondary torque
250 Torque S1
Torque clutch 2
200
torque [Nm]
150
100
50
0
0 5 10 15 20
time [s]
In order to be able to compare the powershift capabilities of the different concepts the
shifts and gears are represented in a diagram. There are several schemes conceivable for such
a diagram. In this report a graphic representation will be used. The graphic representation
will be explained by two examples and by comparison to an more explicit representation. This
will show the advantages of the graphic representation for more complex powershift systems.
In Figure 4.6, the explicit (upper) and graphic powershift diagrams (lower) of a full power-
shift transmission are shown. A full powershift transmission is considered to be a transmission
that has a maximum difference between the current gear and the support gear of 1 and is
unable to skip gears. Note that the positive and negative torque shift capabilities are shown
separately for clarity. In the explicit diagram the shifts are represented by the arrows and
the torque support during the shifts are given by the encircled gear number. In the graphic
diagram the powershift possibilities are given by the encirclements, the torque support level
during the shifts are given by the gear with the same color as the encirclement. So for example
this system can shift from 3rd to 4th with positive torque support of the 4th gear and with
negative torque support of the 3rd gear.
18 4.2 Working principle
2 3 4 5 1 2 3 4
1 2 3 4 5 1 2 3 4 5
(a) Positive torque explicit powershift diagram (b) Negative torque explicit powershift dia-
of 5 speed full powershift gram of 5 speed full powershift
12 3 4 5 12 3 4 5
(c) Positive torque graphic powershift diagram (d) Negative torque graphic powershift dia-
of 5 speed full powershift gram of 5 speed full powershift
Figure 4.6: Powershift diagrams of a 5 speed full powershift transmission.
In Figure 4.7 the powershift capabilities of a 5 speed powershift transmission of the inter-
mediate gear type are shown. Note that this system only can powershift with positive torque
and the negative torque diagrams are therefore omitted. In this system however, skipping
gears is possible, which is common practice for trucks. The explicit diagram becomes more
elaborate due to the possibility of skipping gears compared to the graphic representation. A
example of a possible shift of this system is shifting from 2nd to 4th with torque support of
the 5th (the intermediate gear)
5 5 5 5
1 2 3 4 5
5 5
5
5
12 3 4 5
(a) Positive torque explicit power- (b) Positive torque graphic powershift dia-
shift diagram gram
Figure 4.7: Positive torque powershift diagram of 5 speed gearbox with the 5th gear as inter-
mediate gear
4.3 Losses of powershifting

Powershifting in a multiple or single clutch stepped transmission is done via a slipping clutch,
which dissipates energy. The losses in a slipping clutch depend on the slip speed and torque.
Because the reference system and new concepts have the same gearsteps the slip speed is
only dependant on the number of gears between the support gear and the current gear. The
efficiency of the transmitted energy can now be expressed as a percentage of the input power.
The power losses during the powershifting can be formulated as:
Pf ric
P = 100 (4.5)
Peng
Where:
P is the powerloss in percent of the engine power [%]
Pf ric Power lost due to friction in [kW]
Peng Power produced by the engine [kW]

Considering that the power loss is dependant on the relative slip speed of the clutch. Equation
4.5 can be rewritten with use of ratios of both power paths. The power loss can now be
expressed by the ratio between the transmission ratio and the parallel path ratio.

side2 Tclutch
P = 100 1 (4.6)
side1 Tclutch
side2 rk
= (4.7)
side1 rt
rk

P = 100 1 (4.8)
rt
Where:
rt Current transmission ratio [-]
rk Ratio of the parallel path [-]
side1 Primary clutch half speed [rad/s]
side2 Secondary clutch half speed [rad/s]

Using the fact that each gearstep is approximately 28.6% and that the parallel path is
achieved via a transmission gear, the ratio factor of the parallel path and the transmission
path can be expressed as a function of the number of gear steps they differ. Slight deviations
can occur due to the the deviation of the stepsize of the original transmission see Appendix
E.
rt = rk 1.286 (4.9)
rk 1
= (4.10)
rt 1.286
Where:
20 4.3 Losses of powershifting
n Current gear number [-]
difference in gear number [-]
Now combining equation 4.8 and equation 4.10 the power loss at the start and the end of the
powershift can be calculated with:

1
P = 100 1 (4.11)
1.286
The performance with respect to torque support during a shift is expressed as the ratio
between the output torque during the shift and the output torque of the target gear. The
following relation can be derived in a similar way as for the loss power :

1
T = 100 (4.12)
1.286
This factor gives the output torque for an unchanged input torque during the shift. During
a shift however, the engine must be synchronized and the torque needs to be altered by either
the clutch control or the engine control to achieve the dynamic response needed to complete
the shift. This will be covered in more detail later in this report.
In Figure 4.8 the results are shown for power and torque. When a shift is performed from
one gear to another the losses will change depending on the slip speed of the clutch. Note
that the losses increase when the difference between the intermediate gear and the current
transmission ratio increases. This also indicates a higher clutch load than a full power shift
transmission where the ratio difference is no greater than one gear. As can be seen in Figure
4.8 a difference of 13 gears gives a very poor efficiency and torque support for the lower
gears. For the higher gears it performs reasonable, however still not comparable to a dual
clutch for example. The losses reduce to zero when the gear ratio of the transmission and the
parallel path are the same. Thus shifting from 12 to 13 with torque support from the 13th
gear starts at a loss percentage of one gear difference (22 % loss) to zero gears difference (0
% loss) thus average loss during this shift will be 11 %. When the difference of the current
gear and the target gear is below three gears (the green hatched area), the average loss of
the shifts will be below 50 % of the input power. The torque support will remain above 50
%. Higher differences between the current gear and the target gear result in high losses and
poor performance.
losses and torque support during powershifting

100
90
80
70
percentage [%]
60
losses in % engine power
50 torque support in % engine torque
40
30
20
10
0
0 2 4 6 8 10 12 14
difference between driving gear and torque support gear
Figure 4.8: Losses and torque support when powershifting for a 28% stepped gearbox
22 4.4 Constraints for the design
4.4 Constraints for the design

Before starting the design process, the constraints need to be formulated. As mentioned
earlier, DAF uses sign-offs (see Table 4.1). These sign-offs are minimal requirements for
certain aspects of the vehicle. A series of drivability tests, however, determines the aproval
of the system. The drivability is tested by trained drivers, who may disapprove the vehicle.
Table 4.1: Driveline sign-offs
Sign-Off Standards Sign-off requirements gearbox relation

Acceleration
acceleration distance 0-60 km/h < 500 m stepsize / ratio range
acceleration time 0-80 km/h < 100 sec stepsize / ratio range
acceleration distance 0-80 km/h < 1500 m stepsize / ratio range
Driveline flexibility v < 50 km/h
max stepsize at 25 km/h depends on driveline configuration stepsize
max stepsize at 50 km/h depends on driveline configuration stepsize
Driveline flexibility v > 50 km/h
stepsize (power availability) depends on driveline configuration stepsize
Driveline flexibility v = 89 km/h
(Non) stabilized speed on 4-5%
slope after 400 m (starting 80 km/h) > 60 km/h stepsize
End speed on a increasing slope%
(max 1%) at starting speed 90 km/h > 80 km/h stepsize
Fuel consumption
stepsize < 1,33 stepsize
operating range 1200-1500 rpm (Euro III) stepsize
Manoeuvrability
vman,max at idle speed
(XEC: 550 rpm) in lowest gear < 2.5 km/h ratio range
Gradability
off road (restart slope 30 %) >30 % ratio range
distribution (restart slope 24 %) >24 % ratio range
on road (restart slope 18 %) >18 % ratio range
Vehicle top speed
maximum vehicle speed >95 km/h % ratio range
engine speed 85 km/h (h.gear) 1000-1500 rpm % ratio range
Besides the sign-offs there are also structural demands like construction space and weight.
For the construction space the constraint is rather straightforward: the module should fit
within the current chassis while maintaining a ground clearance of 170 mm in normal sit-
uations and 70 mm when the suspension is fully loaded to its end stops. The top of the
transmission should not be raised above chassis level to maintain the clearance for the trailer.
In appendix D, the current situation is shown. For the weight no strict demands are men-
tioned, however each kilogram reduces the load capacity, this needs to be taken into account
when calculating the economical feasibility of the total system. The design torque for the new
system should be based on 3000 Nm input torque which is likely to be the maximum output
torque of the engine at the time the system could be produced. Furthermore as stated in the
thesis, the goal the system should be a modification of the current system and not a total
redesign.
4.5 Concepts and alternatives

For powershifting, two different parallel torque paths are necessary which may partially coin-
cide. In the current AS-tronic, see Figure 2.2, there are two possibilities to create two torque
paths simultaneously. The first one is to go entirely around the transmission with a so called
parallel shaft. Secondly, adapting a secondary input shaft or transmission part of some kind.
Other concepts would result in a total redesign of the transmission, which lies outside the
design boundaries posed for this research.
In order to powershift between the two torque paths, a friction element is mandatory.
The number of friction elements necessary depends on the demands of the system and its
construction. And will be discussed in more detail for each concept. It must be noted that
none of the concepts described in this report will lead a full powershift transmission.
For easier understanding of the concepts, the transmission can be portrayed in a logic
scheme. This is a simple block scheme representation showing the connectivity of the physical
gearbox. For the original transmission the scheme is given in Figure 4.9.
cl1
B C
Mc
s1 sg G
E D L
DD
cl2
A R
Figure 4.9: Logic representation of the original transmission
The switches either represent a synchromesh or a dog clutch and the blocks represent gear
pairs, see Figure 2.2. The gear ratio of the blocks can be found in Table 4.2.
Table 4.2: Gear ratios of the AS-Tronic 12 speed TD gearbox
Gear block Ratio

A 1.286
B 1.000
C 1.629
D 2.701
R 2.500
G 4.565
If a combination of gear pairs can be connected by the switches without creating a loop, it
is considered a valid gear. When a loop is created without incorporating a friction clutch,
24 4.5 Concepts and alternatives
the gearbox will be locked. If a loop can be created including a friction clutch, two parallel
torque paths are created. It can easily be seen that no loops including a friction clutch exist
for the original transmission and thus no parallel torque paths are possible. The current
transmission uses the connection combinations of Table 4.3 to create the 12+2R gears. In
the table it can be seen that the splitter synchromesh s1 is moved for each shift. If gear B is
connected to s1 and cl1 simultaneously a direct drive is created.
Table 4.3: Functional table of the AS-Tronic 12 speed TD gearbox
Gear number s1 sg cl1 cl2

1 A G 0 D
2 B G 0 D
3 A G C 0
4 B G C 0
5 A G B 0
6 B G B 0
7 A DD 0 D
8 B DD 0 D
9 A DD C 0
10 B DD C 0
11 A DD B 0
12 B DD B 0
R1 A G 0 R
R2 B G 0 R
4.5.1 Concieved concepts

Five concepts have been conceived to improve the shift quality of the AS-tronic sufficiently in
order to drive with a fast driveline. Here a short overview is given of the available concepts.
Further on in this chapter the concepts will be covered in more detail.
1 The first concept is the so called parallel shaft concept. This concepts uses a shaft
around the gearbox to transfer the torque during shifting. This system is capable of
shifting all shifts with torque support from the 7th or the 13th gear. See Figure 4.10(b)
2 The second concept is the so called second input shaft concept. This concepts uses a
a second input shaft to transfer the torque between the splitter gears during splitter
shifts (shifts of s1 only). With this system the gears can be powershifted in groups of
two gears (the splitter shifts). See Figure 4.10(c)
3 The third is similar to the second concept but it uses an additional planetary pre-
reduction to expand the powershift groups to three gears. See Figure 4.10(d)
4 The fourth concept is a further modification of the third concept. Here, the direct drive
has been changed to connect it directly to the main clutch independent from gear set
B and thus the layshafts, expanding the powershift capability of the top gears to five
gears. See Figure 4.10(e)
5 The fifth concept is similar to the fourth concept but a second clutch is added. This
mainly adds negative torque powershift capabilities between the top 4 gears. See Figure
4.10(f)
For comparison, the logic scheme of the original transmission has been included as well.
sp r7
cl1 r13
Sc cl1
H
B C F B C
Mc Mc
s1 sg s1 sg G
G
E D L E D L
DD
cl2 cl2
A R A R
(a) Original transmission (b) Parallelshaft concept
dd
cl1 cl1
B C B C
Mc Mc
s1 sg G s1 sg G
E D L E D L
DD
s2 cl2 Pc s2 cl2
A R A R
(c) Second inputshaft (d) Second inputshaft with pre-reduction
dd dd
cl1 cl1
B D B D
Mc Mc
s1 sg G s1 sg G
E C L E C L
DD DD
Pc s2 cl2 Pc cl2
A R s2 A R
(e) Second inputshaft with pre-reduction and inde- (f) Second inputshaft with pre-reduction indepen-
pendent direct drive dent direct drive and dual clutch
Figure 4.10: Concept overview

4.5.2 Parallel shaft concept

Concept description
The schematic of a concept of the so called parallel shaft type can be seen in Figure F.2. Here
the parallel shaft is directly connected to the engine through a set of gears (F) and connected
to the retarder gear (H) via a clutch and a two speed gearbox. See Figure 4.11. The intarder
is a fluid brake which can be optionally mounted on the output side of the transmission and is
used for continuous braking when driving downhill. Because the braking power is comparable
to the engine power, this is also a suitable position to reconnect the parallel shaft.
Powershift capabilities
If the parallel path clutch is engaged in a higher gear than the gearbox, positive torque can
be transferred. The gearbox can be unloaded and shifted while transferring torque through
the parallel path. The torque transferred by the clutch in the parallel path is controlled to
synchronize the engine with the target gear without reducing the engine torque. Caution
should be taken in the control of the clutch to prevent excessive power circulation between
the two paths.
sp r7
r13
Sc cl1
H
F B C
Mc
s1 sg G
E D L
cl2
A R
Figure 4.11: Logic representation of parallel shaft concept
For this concept the ratios of the parallel gear box are chosen to be equal to the ratios of
the 7th an 13th gear (recall that the gear numbers are shifted due to the fast driveline). This
results in a reasonable distribution of the powershift capacity over the whole transmission
range. Now considering the fact that a clutch transfers torque in the opposite direction of
the slip speed one can see that:
the gears 2-7 can be shifted with positive torque only with intermediate gears 7 or 13
the gears 7-13 can be shifted with positive torque with intermediate gear 13
the gears 7-13 can be shifted with negative torque with intermediate gear 7
This can be illustrated with the powershift diagram, in Figure 4.12.

2 3 4 5 6 7 8 9 10111213
(a) Positive torque
2 3 4 5 6 7 8 9 1011 12 13
(b) Negative torque
Figure 4.12: Powershift diagram of the parallel shaft concept
Losses
The efficiency and torque support of these shifts can be seen in Figure 4.8. Note that power-
shifting in the low group (gears 2 to 7) with torque support of the 13th has an efficiency below
25 % and is therefore unfeasible. Because several additional gears are always turning when
driving, additional drag losses will occur. The additional clutch will be a wet multiple plate
clutch to cope with the heat created during shifting. This type of clutch has a drag torque
when disengaged of about 0.5 % of the maximum allowable torque. However the parallel
gears can be disengaged by synchromesh sp and the clutch can be closed when driving in a
normal gear causing no additional losses. A control strategy should be designed to prevent
the increase of shift times due to the delay in the engagement of sp.
Advantages / disadvantages
This concept has a few obvious drawbacks.
The engine power needs to be diverted independent of the main friction clutch. There
is a power take off from ZF on the market, however it only supports 2000 Nm for a
relative short life span and is quite expensive. Considering that the powershift module
should be designed for 3000 Nm this is not feasible. Thus a new power take off needs
to be designed.
It will be very hard to fit within the building space without altering several other
systems.
Due to the use of the intarder gear the intarder itself can no longer be added without
additional modifications.
The complexity of the transmission increases severely due to the addition of
Two new parallel gears

Two connection gear pairs
An extra clutch (wet plate) plus control apparatus.
An extra synchromesh.
A new first gear for manoeuvering has to be created in the transmission.
Low efficiency when shifting gears having a large offset from the torque support gear.
The advantages of this system are:
Uninterrupted powershifting over the complete gear range.
Reasonable torque support when shifting between the top gears.

The split transmission concept

4.5.3 Second input shaft
Concept description
The split transmission concept is based on redesigning a few specific components and so
convert the serial gearbox in a serial parallel gearbox. For powershifting two parallel paths
are necessary. When looking more closely at the transmission schematic, see Figure 2.2, it can
be seen that the torque will always go through one of the splitter gears. If these gears could
be independently coupled to the engine, we would create a second input shaft. This results
in a transmission that can powershift shifts previously done by s1 alone. Because the main
clutch is connected to the fastest ratio (gear B) or a ratio equal to the second input shaft, it is
only possible to powershift with positive torque. The logic representation of this modification
can be seen in Figure 4.13. The transmission schematic can be found in Appendix F.
cl1
B C
Mc
s1 sg G
E D L
s2 cl2
A R
Figure 4.13: Logic representation of second inputshaft concept
The powershift capabilities of this concept are rather limited, see Figure 4.14. Only half the
gears shifts can be powershifted and no gears can be skipped without interrupting the torque.
This results in an alternating sequence of powershifts and torque interrupted shifts which
would probably only stress on the bad shiftcomfort of the torque interrupted shifts. .
2 3 4 5 6 7 8 9 1011 1213
Figure 4.14: Powershift diagram of the second input shaft concept (positive torque only)
By adding the second input shaft all even gears can be created via the first as well as the
second input shaft. This property could be used at drive off in the second gear. Drive-off
can theoretically be done in all gears, but when driving-off in the black colored gears of the
powershift diagram the gear will be engaged through input shaft 1. In order to powershift
to the next gear the black colored gears should have been engaged through input shaft 2.
Shifting between these paths can only be done if s2 can be released under load. Then a gear
created via shaft one (x1 ) can be considered the same as a gear created via shaft two (x2 )
because switching between the gears can be done without any effect on the output torque.
For this concept this does only increases the functionality when driving- off in 2nd gear. The
switching between gear 2 path 1 (21 ) and gear 2 path 2 (22 ) could be done while transferring
torque. Afterwards the normal powershift to the third gear is possible.
Losses
This system is only capable of shifting between two succeeding gears. Therefore, the difference
between the current gear and the torque support gear will never be greater than one gearstep.
From Figure 4.8 it can be seen that the losses will never exceed 22%. Thus the average loss of
a powershift will be 11%. Besides the slip losses during powershifting also drag losses occur
due to the use of a wet clutch. These are limited because the clutch is closed in half of the
gears see appendix F and the speed difference is never higher than one gear. Even if the
clutch is not used for transferring torque, synchromesh s1 could be disengaged and the clutch
could be closed. Here also a good strategy is necessary to prevent the increase of the shifting
times, possibly at the cost of some drag losses.
The disadvantages of this system are:
Very limited powershift capabilities, only pairs of two gears can be shifted without
interrupting positive drive torque.
Depending on the shift frequency a dry or wet clutch can be used.
Lack of a first gear for maneuvering which will have to be created in the transmission.
It is a single clutch concept.
It is a minimal modification and only one synchromesh is added.
The system can fit within the present building space.
4.5.4 Pre-reduction
Concept description
Recall that besides the shift comfort also the increased maneuvering speed needs to be com-
pensated. By placing a planetary gear between the first and the second input a reduction from
first to second input can be made. This pre-reduction is set to reduce 2 gearsteps. Recall that
the gear steps are equally distributed between 15.868 and 1 in 12 steps which results in steps
of 28.6 %. A reduction equal to two gear steps would become 1.64 [-]. If this pre-reduction is
engaged all gears shift two steps down. This results in the creation of two extra gears namely
2 2 = 0th gear and 3 2 = 1st gear and doubling of all gears until the 11th gear. With
this pre-reduction an even lower crawling speed is achieved than the reference vehicle. For
the actual gear ratios see Appendix F. The logic representation of this concept is shown in
Figure 4.15.
dd
cl1
B C
Mc
s1 sg G
E D L
DD
Pc s2 cl2
A R
Figure 4.15: Logic representation of the second input schaft concept with planetary pre-
reduction
The addition of the extra gears has also influence on the possible powershifts. The design of
the planetary gear will be covered in more detail later. Here it is assumed that the planetary
gear creates a ratio of 1.64 between shaft 2 and shaft 1 when Pc is closed. The construction
of verbPc is discussed later in this report. The powershift diagram including the pre-
reduction options can be seen in Figure 4.16. The gears mentioned double have the same ratio
but can be created through physically different paths and therefore increase the powershift
capabilities. Note that more shifts can be done without torque interruption due to the addition
of the gears.
4 8 12
2 3 6 7 10 11
2 4 5 8 9 1213
6 10
Figure 4.16: Powershift diagram of second input shaft with planetary pre-reduction concept
In the powershift diagram of Figure 4.16 the double gears created by the pre-reduction are
shown as the striped numbers. The addition of the planetary gear adds a third gear to the
sets of two gears which already could be powershifted. This third gear is always the highest
gear of the set engaged with pre-reduction. As can be seen in the powershift diagram, the
same gear is present multiple times in different powershift groups. Switching between those
different paths is not possible without interrupting the torque flow. For shifting between these
paths the torque needs to be interrupted, but no synchronization of the engine is necessary
and can therefore be performed in a shorter time.
Note that the powershift group of the 0th gear and the 2nd gear only consists of two gears.
This is because there is no original 1st gear, but only a 3rd gear with pre-reduction. Because
the locking of the planetary gear is not a drive-off clutch the lowest drive-off gear remains the
second gear, however after synchronizing the 0th gear driving can continue in this gear which
reduces the heat load on the clutch at drive-off. The same applies to driving-off in third gear
and synchronizing the first gear. Because the shift strategy cannot predict whether the next
shift will be an up or a down shift, a single or an double shift the best path for shifting lies
in the middle two rows of the powershift diagram. Which results in the most capabilities for
up and down shifting in each gear.
If clutch s2 is constructed to be disengagable under load the functionality is enlarged in
this concept. The powershift diagram would change to the diagram in Figure 4.17
2 3 6 7 10 11
4 5 8 9 1213
Figure 4.17: Powershift diagram of second input shaft with planetary pre-reduction concept
and altered s2
Losses
This system is only capable of shifting between three succeeding gears therefore the difference
between the current gear and the torque support gear will never be greater than two. From
Figure 4.8 it can be seen that the losses will never exceed 39 %. Thus the average loss of a
powershift with only one gear difference between current gear and torque support gear will
still be 11 %. But a powershift with two gears difference between the current gear and the
torque support gear and one gear between the target gear and the torque support gear results
in an average loss of 30 %. Besides the slip losses during powershifting, also drag losses occur
due to the use of a wet clutch. These are higher compared to the system without pre-reduction
because the clutch cannot be closed when driving in a pre-reduced gear. (See appendix F)
The speed difference between the clutch sides can reach a maximum of about 1200 rpm at
an engine speed of 2000 rpm. The drag loss of the clutch is 0.5 % of the design torque which
is 15 Nm. At the maximum speed difference this would result in a loss power of 2 kW. Note
that this situation will only occur when driving at full power for acceleration or driving on a
hill.
Limited powershift capabilities, only groups of three gears can be shifted without inter-
rupting positive drive torque.
A wet plate clutch needs to be installed to cope with the heat produced during power-
shifting.
The addition of a double pinion planetary gear increases the complexity.

The transmission ratio coverage is increased by the addition of the planetary gear,
including a new first gear.
4.5.5 Independent direct drive

concept description
In the current transmission the direct drive is engaged via gear pair B, which results in the
engagement of the layshafts. In this concept the engagement of the direct drive is altered so
that it can be engaged without coupling the layshafts.
powershift capabilities
As could be seen in Table 2.4, the increase in the amount of shifts mainly occurs between the
top 4 gears. Thus it would be preferable to be able to powershift these 4 gears without torque
interruption. To achieve uninterrupted powershifting of the top 4 gears, the 10th gear needs
to be included in the last powershift group. In the last powershift group the 13th gear is the
torque support gear. If this gear can be simultaneously engaged with the 10th gear, increasing
the last powershift group to four gears should be possible. When taking a closer look into
the transmission layout (see Figure 2.2), one can see that one of the claws (cl1)necessary
to engage the 10th gear is also used to engage the direct drive or gear B. Input shaft 1 is
lengthened and cl1 is altered in such a way that the direct drive can be directly coupled to
the input shaft, without engaging gear B. Now however gear pair C associated with the 10th
gear can not be engaged simultaneously with the direct drive due to their mutual dependance
on cl1. After evaluating the transmission housing, it is possible to exchange gear pair D and
C and thus removing the dependance of the 10th gear on cl1. The logic representation of
this variant can be seen in Figure 4.18. In the powershift diagram, see Figure 4.19, it can be
seen that the possibilities increase substantially. The top 5 gears can now be powershifted.
Note however that the 10th gear can not be skipped, because it is the link between the two
coupled powershift groups.
Here again, if cl2 could be shifted under load the gears from input 1 and 2 could be
considered as one and the powershift diagram would change to Figure 4.20.
losses
This system is capable of powershifting between five succeeding gears. The maximum dif-
ference between the current gear and the torque support gear is three. The losses can be
higher than compared to the concept with only a pre-reduction. When shifting from 9 to
10 the losses are as described in the pre-reduction concept. But when shifting from 10 to
11 the torque is supported in the 13th gear. Thus a difference of 3 gears occurs. The losses
during this shift than go from 52 % at shift start to 39 % after synchronization resulting in
an average loss of about 45 %. The drag losses are the same as for the pre-reduction concept
because when driving in the 10th gear synchromesh s1 can be disengaged (See Appendix F).
dd
cl1
B D
Mc
s1 sg G
E C L
DD
Pc s2 cl2
A R
Figure 4.18: Logic representation of second input shaft with planetary pre-reduction and
independent direct drive concept
4 8
2 3 6 7 10 11
2 4 5 8 9 1213
10
Figure 4.19: Powershift diagram of second input shaft with planetary pre-reduction and in-
dependent direct drive concept
2 3 6 7 10 11
4 5 8 9 1213
A wet plate clutch needs to be installed to cope with the heat produced during power-
shifting.
The switching of gear pair C and D increases the number of parts that need modification.

The system is able to powershift the top 5 gear, which is sufficient to compensate for
the increased shifting frequency due to the fast differential.
4.5.6 Dual clutch

Concept description
As mentioned earlier, adding a second clutch in the right place enables shifting with negative
torque. This however, is only a cost effective option if the negative torque shifting capability
is sufficient to omit the retarder. Therefore only the most elaborate dual clutch concept is
covered in detail. The best negative torque capabilities are achieved when replacing s2 by a
friction clutch. The system can then be represented by the logic scheme of Figure 4.21.
dd
cl1
B D
Mc
s1 sg G
E C L
DD
Pc s2 cl2
A R
Not only the negative powershift capabilities are influenced by the addition of the second
friction clutch. The positive torque powershift capabilities increase as well, see Figure 4.22.
2 3 6 7 10 11
4 5 8 9 1213
(a) Positive torque
234 8 9 10
67 1213
(b) Negative torque
Figure 4.22: Powershift diagram of the dual clutch split transmission concept
Even with this elaborate system the negative torque powershift capabilities are still rather
limited and deemed insufficient to be able to omit the retarder. The addition of the extra
clutch however, increases the costs, complexity and packaging problems.
Losses
The losses during powershifting decrease because more torque support gears are present.
However the additional clutch will also be of a wet plate type which results in additional drag
losses when driving through the main clutch. These losses can be avoided in a similar way
as done for the main clutch but an extra synchromesh needs to be installed between the the
second clutch and gear pair A.
Two wet plate clutch needs to be installed to cope with the heat produced during
powershifting.
The switching of gear pair C and D increases the number of parts that need modification.
The system can hardly fit in the current housing, a new bell house will have to be
designed.
The second clutch creates additional drag losses.
The system is able to powershift the top 5 gear, which is sufficient to cope with the
increased shifting due to the fast differential.
The addition of the second clutch adds negative torque shift capabilities, however not
yet sufficient to omit the intarder.
Chapter 5
Concept choice
Before proceeding with a a more detailed analysis, a choice between the available concepts
has to be made. Because the effect of powershifting on the drive comfort of the vehicle is
a subjectieve criterion, the selection proces is difficult. Within the Paccar organization, a
system called Six Sigma is used for quality management. This system uses selection methods
to cope with subjective criteria, mostly consumer requirements. Customer requirements can
normally not be directly translated into desired product characteristics. Six Sigma provides
a tool to translate the consumer requirements into weight factors for product characteristics.
The tool used is Quality Function Deployment (QFD). The result of this proces is shown in
Appendix G.
The degree in which each concept complies with these characteristics has to be determined
next. A Multi Criteria Analysis (MCA) was used to perform this evaluation. This is a
method for evaluating several items with respect to multiple (contradicting) requirements.
The weights are used for the MCA are determined with the QFD. The items of the MCA are
the concepts in combination with the reference gearbox. All items are evaluated with respect
to each product characteristics and a score of 100 is divided among the concepts. Note that
the sum of the score of the concepts for each characteristic must be equal for all characteristic
or this score will influence the weight determined with the QFD. In this analysis the following
concepts were evaluated:
A Parallel shaft concept with the 7th and 13th gear in the parallel path.
B Second transmission inputshaft concept.
C Second transmission inputshaft + planetary gear concept.
D Second transmission inputshaft + planetary gear + independent direct drive concept.
E Second transmission inputshaft + planetary gear + independent direct drive + second

clutch concept.
For comparison, the reference system is evaluated within the MCA analysis ass well In
order to compare the performance with respect to the reference system, this system is eval-
uated ass well. The results of this analysis are shown in Table 5.2.As mentioned in Section
4.2, the second clutch is mainly for shifting with negative torque. If the entire high range
(7-13) can be powershifted with negative torque, the engine brake in combination with the
40
negative torque powershifts produce enough continuous braking power to omit the transmis-
sion brake(intarder). The presented dual clutch transmission is not capable to powershift the
entire top range with negative torque. The dual clutch system however, performs close to this
demand is therefore included in the evaluation. Note that the performance in shifting neg-
ative torque is considered to be insufficient to replace the intarder. Therefore no additional
costs are saved by adding the clutch, only performance is increased.
As can be seen in the MCA of Table 5.2, the extra functionality and the relative low
additional costs result in the high score of the system D. The second place is taken by system
E (dual clutch) One of its advantages is the possibility to shift under negative torque and
increased powershift performance. The parallel shaft concept did not include an manoeuvring
gear, creating a manoeuvring gear by changing the ratio coverage or increasing the number
of gears would increase the complexity even more.
The determination of the weight factors with the QFD and the relative evaluation in the
MCA are a subjective methods. In order to prevent slight differences in subjective choices
of one person to change the outcome of this selection the difference between the concepts
should be significant. The differences between the systems are summarized in Table 5.1 The
MCA did not distinguish significantly between two best concepts, therefore the final choice
was made by a panel of experts at DAF trucks. The final choice was in agreement with
the outcome of the MCA, system D. The main reasons are its relative good performance
characteristics combined with the relative low complexity. Within the final discussion, DAF
pointed out that drivers will not comprehend the occasional torque interruption and that
this would accentuate the discomfort of shifts with torque interruption. This resulted in the
decision to only implement the powershifting of the top 5 gears. The final usable powershift
capabilities would be determined by a panel of drivability test drivers.
Table 5.1: differences between the single clutch and dual clutch system
Single clutch system D Dual clutch system E
Clutches 0 dry 1 wet 0 dry 2 wet
Shift torque Positive Pos. + Neg.
First gear Double pinion planetary gear Double pinion planetary gear
Uninterrupted powershift top 5 top 6
Torque fill th th
11 and 13 gear 10th , 12th and 13th gear
Drive off nd
2 gear 2nd gear
Fuel savings 2.4-5.2 % 2.4-5.2 %
5. Concept choice 41
Table 5.2: Multi criteria analysis
Criteria System
A B C D E ref weigh
factor
Production / development
complexity
Number off components 20.3 14.9 16.2 16.2 18.9 13.5 -18.1%
weight 20.4 14.3 16.3 16.3 18.4 14.3 -10.9%
Performance
fuel savings 19.2 20.8 20.0 20.0 20.0 0.0 7.0%
intarder application 8.6 18.3 18.3 18.3 18.3 18.3 5.5%
ratio coverage 11.1 11.1 22.2 22.2 22.2 11.1 5.2%
drive off / manoeuvring
manoeuvring 2.5 2.5 25.0 25.0 25.0 20.0 4.6%
couple/decouple 2.6 2.6 21.1 21.1 21.1 31.6 1.8%
drive off 15.0 15.0 17.0 17.0 17.0 19.0 4.3%
drive off gradient 15.0 15.0 17.0 17.0 17.0 19.0 3.7%
drivability automatic
gradient 19.4 10.8 16.1 21.5 26.9 5.4 1.8%
acceleration
time 21.1 10.5 15.8 21.1 26.3 5.3 4.3%
deceleration
Engine Brake 22.7 13.6 13.6 13.6 22.7 13.6 2.5%
retarder 16.5 16.5 16.5 16.5 16.5 17.5 1.8%
shifting
Gearshift speed 20.5 17.0 17.0 17.0 17.0 11.4 5.5%
gearshift comfort 21.1 5.3 10.5 21.1 23.2 18.9 4.3%
Maintenance
service time 11.1 20.0 16.7 16.7 15.6 20.0 9.7%
proven technology 11.6 5.0 16.3 16.3 14.0 20.9 8.9%
Total Result 4.1 5.0 7.8 8.6 8.2 6.8 100%
42
Chapter 6
Detailing the design
A first design proposal is made in order investigate the feasibility of the construction. The
following aspects are covered in this design proposal:
Clutch design.
Planetary gear.
Transmission load analysis.
Transmission heat analysis.
Open issues.
6.1 Clutch design

When designing a clutch several design and dimensioning aspects need to be considered.
Different operating modes will influence different design parameters. The most important
issues are:
Maximum torque.
Maximum slip speed.
Maximum energy dissipation.
6.1.1 Torque
The maximum transmittable torque is determined by the engine and the synchronization
time. The clutch is designed for a engine torque of 3000 Nm. In order to cope with dynamic
load conditions, a dynamic safety factor is used on the nominal engine torque. According to
[7] the static design torque of the clutch should be two times the maximum engine torque.
During the synchronization of a powershift an additional synchronization torque needs to be
transferred by the clutch. The extra torque necessary for synchronization is determined for
on a double step gear shift and with synchronization time of 0.5 s. The engine speed decreases
about 750 rpm during the shift, assuming the shift to start at 1900 rpm and the vehicle speed
to remain constant. The additional torque necessary to achieve this decrease in engine speed
44 6.1 Clutch design
is assumed to be generated by the engaging clutch. With an engine inertia of 4.9 kgm2 this
results in an extra load of 784 Nm which is well within the safety of the dynamic load factor.
The transmittable torque of a multiple disc wet clutch depends on the number of friction
surfaces, their area, the pressure applied and the lining type. There are several lining options
available for wet plate clutches. The standard automotive lining is used (organic lining)
based on low cost and good drive-off performance. The wet organic lining has a friction
coefficient between 0.11 and 0.15 [10]. To incorporate safety margins, the value of 0.11 for
the friction coefficient is used in the calculations. The choice of the organic friction material
automatically limits the slip speed to 30 m/s [31]. The maximum slip speed occurs during
drive-off/manoeuvering. Here the vehicle can stand still and the engine speed is electronically
limited to 1100 rpm resulting in a maximum slip speed of 1100 rpm.
The maximal wheel force is restricted by the friction coefficient between the tyres and the
road. This automatically limits the engine torque in the low gears. The friction coefficient
between the tyre and the road surface is about 0.98[-]. During drive-off the weight distribution
of the axles will change due to the acceleration, see Appendix H. At drive-off a maximum
axle load of 15000 kg can be achieved, resulting in a maximum engine torque of 2100Nm. We
assume that the highest drive off gear under these circumstances is the second gear with a
total ratio of approximately 36:1 between engine and drive shafts.
From the limited slip speed of the lining and the maximum occurring speed difference of
1100 rpm the outer radius of the clutch can be derived. :
Vmax
Ro = (6.1)
slipmax
Where:
Ro Outer diameter of the friction surfaces [m]
Vmax Maximum slip speed of the friction lining [m/s]
slipmax Maximum occurring rotational slip [rad/s]
The outer diameter of the clutch for a maximum slip speed of 1100 rpm becomes 260 mm
after round off. The outer diameter is chosen to be 200 mm and is restricted by the flywheel
housing. This results in a maximal occuring slip speed of about 23 m/s. For the lining the
material the optimized ratios between inner and outer radius for Ro > 75 mm are between
1.1 and 1.5 are given by [12]. ZF indicated that a ratio of 1.25 is advisable for automotive
applications. When using the ratio of 1.25 the inner diameter becomes after rounding 160
mm.
In order to transmit the desired torque, multiple plates are necessary. A wet plate clutch
has multiple plates sliding in axial direction when the clutch is engaged. Due to the friction
in axial direction of the plates with respect to their their mounting, the surface pressure of
subsequent plates reduces with each plate. The torque transmitted by a package of plates
with an applied pressure p(t) becomes [11]:

0.35 2
z z Ro 3 Ri 3 Ccorr

Tc (t) = cl p(t) 1 (6.2)
20 3
Where:
6. Detailing the design 45
Tc Torque transmitted by the friction clutch [Nm]
cl Friction coefficient of the clutch [-]
z The number of friction surfaces [-]
Ri Inner diameter of the friction surfaces [m]
Ccorr The ratio of the lining surface and the effective surface due to oil grooves [-]
Rewriting this equation gives an expression for the number of friction surfaces:
2
Ro 3 Ri 3 Ccorr

K = cl p(t) (6.3)
3
1 1 1
z = 100K 2 7KTmax 1000 2 (6.4)
0.035 0.35K
Note that some parameters have been adjusted to incorporate unit conversions. When
entering the values into the equation, the number of necessary friction surfaces becomes 14,
resulting in 7 friction plates and 8 separator plates.
6.1.2 Heat
Besides torque considerations, temperature is a very important issue in clutch design. The
heat produced in the clutch is initially stored in the separator plates and slowly cooled.
Because the temperature of the plates has to stay beneath the limit of 170 C [12], the storage
capacity of the plates needs to be sufficiently large. For the storage capacity a few situations
need to be considered:
Drive-off hill
Powershifting
Manoeuvring
During all these actions, the maximum slip speed is no more than 1100 rpm due to either
electronic speed limiting or engine design. The maximum engine torque for drive-off and
manoeuvring is limited by the friction coefficient of the tyres. The powershift however can
transfer full engine torque during a shift. First, the power required to perform a powershift
and a drive-off on a hill will be calculated and the clutch will be designed to the most severe
conditions. This will automatically result in a maximum manoeuvring torque. Because no
time and torques are specified for manoeuvering this is not yet considered.
Powershift
With the chosen concept powershifting only occurs in the top 4 gears. The low ratio of
these gears makes it possible to use full engine power. When up shifting between gears, both
the engine torque and the torque necessary for synchronization need to be transferred. For
robustness in the clutch design, the heat computations are done for a powershift from gear i
to gear i+2. Thus one gear is skipped which is not very likely in practice at high speeds and
high loads. Besides the actual synchronization time of 0.5 s the clutch will also dissipate heat
during initiation of the shift and releasing of the clutch. The initiation time and releasing
time of the clutch are assumed to be 0.1 s. The clutch will thus dissipate heat for 0.7 s. For
the calculation constant torque is assumed during the entire shift. energy of the powershift
can be calculated:
Qshif t = Tshif t slipavr t (6.5)
Where:
Qshif t Heat energy produced by a shift [J]
Tshif t Torque during a shift [Nm]
slipavr Average rotational slip during a shift [rad/s]

This shift will produce 195 kJ of heat in the clutch. When up/down shifting several shifts
can occur in a short period of time. Therefore it is necessary to buffer multiple shifts. In this
case it will be possible to store 3 shifts in the buffer. The maximum lining temperature of
the transmission is 170 C the normal operating temperature is assumed to be 80 C. Thus
a temperature difference of 90 C is allowed. The storage capacity of the clutch is mainly
dependant on the storage capacity of the steel separator plates due to the low heat transfer
coefficient of the lining. The necessary separator plate weight is:
Nshif ts Qshif t
mplates = (6.6)
Csteel Tmax
Where:
mplates Mass of the separator plates [m]
Nshif t Number of shifts [-]
Csteel Specific heat of steel (480) [J/kgK]
Tmax Maximum allowable temperature difference [K]

Because the first and last separator plate only have one friction surface, their effective
thickness is half compared to the thickness of a two friction surface separator plate. Now the
individual plate thickness can be calculated.
mplates
dplate = 2
steel (6.7)
2
Ro Ri Ccorr (Nplates 1)
Where:
dplate Separator plate thickness [m]
steel Density of steel 7850 [kg/m 3 ]
Nplates Number of separator plates [-]

For the sketched situation the dissipated energy of three power shifts is 5.85105 J resulting
in a separator plate thickness of 6.9 mm.
Drive-off on hill
The specified sign-off for the drive-off of a long haulage truck is a 18 % slope with full load
(44 ton). The energy necessary for the drive-off on a slope can be estimated with some simple
equations.
Pd = Tcl cl (6.8)
cl (t) = e (t) p (t) (6.9)
Z =t
cl (t) = clo + cl ( )d (6.10)
=to
Z
Qd = Pd (t)dt (6.11)
Te Tcl = Je e (6.12)
Td Tload = Jv v (6.13)
Te 1r Td
e = (6.14)
Je
r(Td Tload )
p = (6.15)
Jv
Te 1r Td r(Td Tload )
cl = (6.16)
Je Jv
Where:
Pd Dissipated power in the clutch [W]
Tcl Clutch torque[Nm]
cl Rotational slip speed [rad/s]
e (t) Engine speed [rad/s]
p (t) Primary shaft speed [rad/s]
Qd Dissipated energy [J]
Te Engine torque [Nm]
Td Drive torque [Nm]
Tload Road load torque [Nm]
Je Engine inertia [Nm]
Jv Vehicle inertia [Nm]
r Overall ratio from engine to tyre [-]

When driving-off it is assumed that the engine speed is maintained at a constant value
resulting in:
Te = Tcl e = 0 (6.17)
Also the clutch torque and load torque are assumed constant resulting in a constant
acceleration. Now the derivative of the clutch slip speed becomes:
r(Tload Td )
cl = (6.18)
Jv
The clutch slip speed is now given by:
r(Tload Td )
cl = clo + t (6.19)
Jv
The duration of the drive-off is equal to the synchronization time:
clo Jv
tsyn = (6.20)
r(Tcl r Tload )
The dissipated energy now becomes:

1 clo Jv
Qd (tsyn ) = clo Tcl (6.21)
2 r(Td Tload )
1 2 1
Qd (tsyn ) = Jv cl (6.22)
2 o
r(r TTload )
cl
The load torque during drive-off on a 18 % slope is:

Tload = Troll + Tslope (6.23)
Troll = g mv Rwheel (6.24)

Tslope = g mv Rwheel (6.25)
100
For the vehicle under consideration the following parameters apply:
= 0.8 [-]
mv = 44000 [kg]
Rwheel = 0.507 [m]
g = 9.81 [m/s2 ]
This results in a load torque of 3.98 104 Nm. The vehicle weight is 44 ton transferring
this back to the drive shaft through the tyre with use of:
2
Jv = mv Rwheel (6.26)
This results in a drive shaft related inertia of 1.131 104 kgm2 . The drive of ratio is 36.95
[-] When a Te of 1200 N is applied, a synchronization time of 7.7 s is necessary to achieve
a closed clutch. This results in a heat production of 5.35 105 J in the clutch. This is still
less than the amount necessary to store 3 powershifts (5.85 105 J) and thus the dimensioning
for the powershift is sufficient for a drive-off on a slope as wel. The 1200 Nm used is chosen
rather low to incorporate a smooth drive-off at the expense of extra heat dissipation.
Cooling
Because the heat of only three powershifts can be stored in the separator plates, it will be
necessary to cool the clutch to allow more shifts in a short period of time. The cooling
capacity of the oil depends on the maximum allowed temperature difference of the bulk flow.
Heat transfer problems are hard to predict therefore [10] has given some guidelines for cooling
flow design. The maximum allowable bulk temperature difference is 12 C in order to prevent
locally overheating of the oil between the plates. The oil itself can withstand temperatures
of about 150 C. From the simulations a 5 s cooling time for cooling 1 shift was extrapolated.
Now using the fact that 195 kJ is generated per powershift, the cooling power becomes 39
kW. When using standard oil for wet plate clutches (ATF) the specific heat of the oil is
2000J/kg/K and a density of 0.9 kg/l. Now the necessary oil flow can be calculated with:
Pshif t
V = (6.27)
Cp T oil
Where:
V Oil flow [m3 /s]
Cp Specific heat of the oil (2000) [J/kgK]
oil Density of the oil 0.9 [kg/l]
Resulting in a necessary flow of 1.8 l/s. This flow determines also the maximum continuous
slip torque that does not accumulate heat in the clutch. Recall that the maximum engine
speed during manoeuvering is limited to 1100 rmp. The maximum allowable continuous slip
torque at this engine speed without overheating the clutch can be calculated with:
Pcool
Tcontinuous = (6.28)
slip
This results in a maximum allowable continuous torque at maximum clutch slip speed of
340 Nm. Which results in a force of 24.8 kN force at the tyres. This is sufficient to drive up a
hill of 5 % with a speed of 1 m/s. Note that this is only an indication of the capability during
manoeuvering. However, caution should be taken, because tight turns will increase the road
load at low speeds dramatically due to the sideward friction of the trailer tyres. Because no
manoeuvering load is specified yet, this is not researched further.
6.2 Planetary gear design

As mentioned in the previous chapter the desired ratio for the planetary gear is two gear steps.
Recall that a gear step on average is 28.6 %, so the ratio between the engine and the primary
input shaft should become 1.2862 = 1.65[-]. The constraints for a planetary gear are that
the z value, the ratio of the annulus and sun, should be between 1.5 and 5 for single pinion
planetary gears and between -1 and -5 for double pinion planetary gears. For a planetary
gear 6 possible connection orders exist:
50 6.3 Transmission load
Table 6.1: Connection order of the planetary gear
engine primary input shaft housing via PC Z value

sun ring carrier 0.65
sun carrier ring 1.65
annulus sun carrier -0.61
annulus carrier sun 1.54
carrier sun ring -0.40
carrier ring sun -2.54
The z values in Table 6.1 are calculated with:
sun = (z + 1)carrier zannulus (6.29)
Considering all connection orders of the planetary gear only three realistic possibilities
remain:
Driving the annulus and stopping the sun via Pc
Driving the carrier and stopping the sun via Pc
Driving the sun and stopping the carrier via Pc
Considering that the engine should also be directly connectable to the second input shaft,
the primary input shaft is inside the second input shaft and the sun or carrier has to be
able to connect to the housing, only one possibility remains. Only for the second option the
connectivity is not a problem. Because this option has a negative z value, see Table 6.1, a
double pinion planetary gear is necessary to achieve the desired ratio. The connectivity of
the planetary gear is shown in Figure 6.1
Note the complex shape of the carrier in order to be able to connect the sun to the housing.
In the preliminary design drawn in appendix J the dimensioning of the gears of the planetary
gear is based on the width of the gears in the transmission and are not yet calculated exactly.
The preliminary design is primarily made for a packaging study.
6.3 Transmission load

By changing the final drive ratio and by adding a planetary pre-reduction, the load envelope
on the transmission gears will change. Because the design specs of the transmission are
unknown, no life span changes can be predicted. However the load change can be calculated.
Because the final design will be made in cooperation with ZF, the load change due to the fast
driveline will not be discussed further. Besides the standard route also the manoeuvering with
use of the planetary pre-reduction increases the transmission load. Manoeuvering is done in
the 0th and 1st gear. Using the planetary pre-reduction causes an increase of the input torque
of the transmission of 1.63 times the engine torque. But when analyzing the drive shaft torque
for all the gears and comparing this to the friction curve of the tyres, it can be seen that the
s2
s1
MC
PC
Figure 6.1: Connectivity of the planetary gear
tyre slip prevents the input torque to rise above the original levels. See Figure 6.2. Only
driving in the 11th gear can result in excessively high input torques, because here the tyres
do not limit the output torque. Recall that only the top 5 gears are powershifted and thus
the planetary gear is only used for the 0th , 1st ,9th and 11th gear. The 11th gear however is the
pre-reduced direct drive. The direct drive is the rigid connection of input and output shaft
without the use of gears. After consultation with ZF it is concluded that this in not critical
and will not pose any problems. The 9th is the pre-reduced original 11th gear which uses the
gear pairs B and C. When driving in the 9th gear the engine is connected to the transmission
via the pre-reduction. Thus the input torque is 1.638 times the engine torque, which is put
directly on gear B. Gear C experiences the same torque due to the fact that gear B has a 1:1
ratio. Gear C can also be loaded by gear A, which has a reduction of 1.287, and can thus
experience 1.287 times the engine torque in the original transmission. When gear C is loaded
with 1.65 times the engine torque the gear experiences an excess load of 27%. Due to the
changed loading, gear pair B and C require re-evaluation with respect to torque and lifespan.
Besides the transmission load also the engine load changes severely. A re-evaluation of
the engine lifespan is therefore necessary.
6.4 Transmission heat

The original dry clutch is exchanged for a oil cooled wet plate clutch. The energy dissipated in
this clutch during drive-off and power shifting will be transferred to the transmission oil. Be-
cause the transmission is not originally designed to also transfer this heat to the surrounding
air, the heat transfer of the transmission during a long haulage route is analyzed. A transmis-
52 6.5 Losses
5 Wheel force 5 Wheel force

x 10 x 10
3 3
gear 1 gear 0
gear 2 gear 1
gear 3 gear 2
gear 4 gear 3
2.5 gear 5 2.5 gear 4
gear 6 gear 5
gear 7 gear 6
gear 8 gear 7
gear 9 gear 8
2 gear 10 2 gear 9
gear 11 gear 10
gear 12 gear 11
Force [N]
Force [N]
traction curve gear 12
1.5 1.5 gear 13
traction curve
1 1
0.5 0.5
0 0
0 20 40 60 80 100 120 140 0 20 40 60 80 100 120 140
vehicle speed [km/h] vehicle speed [km/h]
(a) Reference driveline (b) Fast driveline
Figure 6.2: Wheel torque versus traction curve
sion including an intarder already has an additional water-oil heat exchanger in order to cool
the brake heat. Because the intarder and powershift clutch are not used simultaneously, this
system will not require an additional cooler. Therefore only a transmission without intarder
is analyzed with respect to heat.
DAF has derived an empirical model to calculate the transmission temperature during
driving. This model is only valid for normal conditions with respect to outside temperature
and weather conditions. This model is incorporated in the route simulation and the friction
heat of the clutch is added as an extra energy source. Although the model does not incorporate
extreme conditions, it is a good indication whether an additional cooler is necessary under
normal operating conditions.
From the simulations it could be concluded that the transmission temperature did not rise
to abnormal levels. To give an indication of the energy dissipation involved with powershifting,
the average energy dissipation on the long haulage route was 0.3 kW.
Furthermore the oil choice for the transmission needs to be reconsidered on basis of the
compatibility with the selected friction material and the friction material already present in
the synchromeshes. Due to the lack of detail of the model, the local oil temperature still
requires further investigation.
6.5 Losses
In the foregoing it has been pointed out that the use of fast driveline can lead to fuel savings of
about 2.4 - 5.2 % due to a more efficient engine working point. The power shift transmission
on its own, however, has a lower efficiency with respect to a standard transmission. Firstly,
as mentioned before, the principle of power shifting is based on additional energy dissipation
in the clutch. Simulations indicate, however, that these principle energy losses are small (the
net shifting time on a route is very small) and almost completely compensated by the kinetic
energy of the rotating motor. That is, in contrast to a standard AMT transmission, in a
power shift transmission the motor deceleration torque can be transferred to the wheels. The
resulting net losses, about 0.1 % according to the simulations, are outside the simulation
accuracy. Hence the clutch energy dissipation is considered non-significant and neglected in
the ongoing. Secondly, the additional components (gears, cooling, oil flows) in the power shift
gearbox cause additional losses with respect to the simple AMT gearbox. These losses, which
are significant, can be divided in three groups. A more detailed description of the component
losses is given below
The additional losses due to the use of a powershift module can be split into three groups:
Pump losses of the cooling oil flow.
Drag losses in the multiple wet plate clutch.
Losses in bearings, seals and gears.
6.5.1 Pump losses of the cooling oil flow

The losses due to the cooling of the clutch can be estimated with the number of powershifts on
a route and the pre-defined maximum cooling time. The simulation of the long haulage route
showed 1964 shifts on a 1200 km route of which 925 between powershiftable gears. These
shifts however also include unloaded shifts like downshifts for stopping or driving downhill.
This is about 1/3 of the shifts, so on a route of 1200 km about 615 powershifts occur. The
average speed on the route was about 75 km/h. Taking into account that a shift has a desired
shift time of 0.7 s (based on claw shift speed and required synchronization time specified by
ZF) and a powershift has a cooling time of 5 s, the cooling is only necessary for 6 % of the
time. Because the cooling oil flow is a source of additional losses introduced by the proposed
system, it is desirable to build an on-demand servo system for the cooling oil flow. If only
the demanded oil flow is generated with an average pressure of 4 bar, a normal pressure for
the cooling oil of a wet plate clutch [12]. The losses due to the oil flow will be 0.7 kW during
use. Combining this with the utilization time, an average loss of 0.04 kW due to cooling
arises. The oil routing is not yet specified and will require further investigation with respect
to routing and minimizing losses due to seals.
6.5.2 Drag losses in the multiple wet plate clutch

Besides the cooling losses a wet plate clutch also has drag losses. A guide line to predict the
drag torque of a wet plate clutch is given by [12] and is said to be 0.5 % of the specified
torque. In this case thus 0.5 % of the specified 3000 Nm. The drag losses can be avoided
in all gears except the 9th , 11th and 12th gear. The average slip speed in these gears can be
estimated with use of the ratios of the gears in a similar way as in Section 4.3. The time
a gear is engaged can be found in Figure B.2. An estimate of the drag losses can thus be
made. The estimate however will be strongly dependant on the used shift strategy. The slip
speed in the 9th and 11th gear is identical (same distance to the torque support gear), the
slip speed in the 12th gear is half of the slip speed of the 11th gear. The total equivalent slip
time in a gear at a distance of 2 gearsteps from the torque support gear becomes 25%. Note
that here the gears are not renumbered and the values of gears 8, 10 and 11 should be used.
Because driving in these gears is mainly done in inclines and driving is assumed to occur on
the maximum power line of the engine, at 1500 rpm. The slip speed of the clutch in this
operating point will be 590 rpm. Using the utilization time, the slip torque and speed, an
average loss over the route of 0.23 Kw will occur.
54 6.6 Open issues
6.5.3 Losses in bearings, seals and gears.

Other losses like actuation power, seals, bearings and drag are not yet covered. An estimate
is made on the basis of the losses in the current transmission. The additional losses in the
added seals bearings and gears are estimated to be 0.2 %
Combining the losses from above, the total additional losses are estimated to be 0.5 %.
These additional losses are not yet incorporated in the fuel consumption simulations. Thus
the possible fuel savings become between 1.9 % and 4.9 %. The cost for the end user are than
between 1700 and 4200 euro depending on the achieved fuel savings.
6.6 Open issues

The following aspects still require further investigation and consultation with ZF:
The construction of synchromesh s2 and the locking mechanism of the planetary gear
Pc remain open. Due to safety issues during driving and manoeuvering, it is desirable
to be able to disengage a gear without having to unload this gear first, via the main
clutch. This is most important for manoeuvering. For example, when picking on a
trailer the vehicle can be driving in reverse with engaged planetary gear Pc. If the fifth
wheel coupling is closed, the truck is instantly connected to the stationary trailer.
The unloading of Pc would now require wheel slip before Pc can be disengaged and the
main clutch can be released. The same is valid for forward driving. Synchromesh s2 is
only used with gear 10 and 12 in the current proposal, where a suddenly required torque
interruption is unlikely. However, if the desire arises to use all powershift capabilities
of this system, this issue needs to be solved for s2 as well. Constructing Pc would be
constructed as a clutch designed that can be disengaged under load, then Pc could be
disengaged at any time and solve the safety issues.
Further the life span of synchromesh s1 and sg need to be re-evaluated due additional
drag torque caused by the wet plate clutch.
Although the system replaces the current flywheel and clutch, it can still add extra mass.
The size of the increase of the primary inertia and its influence on synchronization times
and loads is not yet determined and still needs detailed research.
The wet plate clutch has been designed with design rules from the literature and prac-
tice. These rules give a good basis for the design, but the details should be tackled in
cooperation with a clutch manufacturer.
The routing of the cooling and actuation oil channels through all the shafts needs to be
designed.
A first study on the modification of the primary transmission shaft shows that it is
feasible by adopting the hubs of the gears and the shaft, see Appendix J. A detailed
design study needs to be undertaken together with the transmission manufacturer.
A special shift algorithm should be designed to achieve the optimal trade off between
drivability and fuel economy of the fast drive line in combination with the powershift
module.
A number of opportunities should be investigated as well:
Particularly, for the future high torque PACCAR/DAF MX engines, dual mass flywheel
systems may become a necessity. The carrier of the planetary gear and flywheel can
integrated into a new dual mass flywheel. Besides excellent vibration isolation, it may
provide further reductions in weight of the powershift system.
When a cooler is already present like with an intarder the cooling capacity of the
clutch could be increased so no 0th and 1st gear are necessary. This depends on the
manoeuvring load of the clutch.
Wet clutch technology may improve the controllability of the engagement between en-
gine and transmission.
Shifting between two powershifts paths, to a gear with the same ratio, could possibly
be done with a higher shift comfort than a shift to a different ratio including a synchro-
nization. This if this shift comfort is of sufficient level it could enable to powershift more
than only the top five gears without accentuating the occasional torque interruption.
Improvement of truck performance due to power-on down and upshifting on slopes and
mountainous areas.
The powershift module may allow for engine downsizing since performance of the drive-
train is improved by the powershifting capabilities. Engine downsizing results in further
fuel economy benefits, as well as cost reduction.
56 6.6 Open issues
Chapter 7
Dynamic model
For better understanding of the working principle of the powershifts, the shifts are explained
in Appendix I with using schematic torque graphs. In order to predict the torque at the drive
shaft more realistically and to beter analyze the challenges of the concept, a dynamic model is
composed. The entire model was composed in SimDriveline. A block schematic of the model
can be seen in Figure 7.1. Note that the engine torsion damper has not been included, since
no gas dynamics are incorporated and to reduce the simulation time.
Je
Tcarrier
Te Ttd rp Tsun Tpc
Tclutch Tring Jsun
Ts1 kpropshaft kdriveshaft

Transmission Tsec Tsec rdiff Tdiff Tdriveshaft Tdriveshaft
Jclutch+Jring
Bpropshaft Bdriveshaft
Jdiff
Ts2
Jv
Jcarrier
Figure 7.1: Block schematic of the dynamic model
Because the shifting dynamics are of interest, the complete transmission is modelled in
detail. The inertias of all the transmission shafts are calculated from the data in the trans-
mission manual. See Appendix K. Because SimDriveline does not incorporate dog clutches or
synchromeshes, these are modelled by friction clutches with a high static friction coefficient.
This also eliminates some of the discontinuities of dog clutches which could cause numerical
difficulties. The Simulink diagram of the transmission can be seen in Figure 7.2.
The engine was modelled including the engine drag and maximum torque curve in com-
bination with a time delayed response, to incorporate the engine response time.
The large amount of clutches present, in combination with engine control, would result
58 7.1 Reference driveline model
Figure 7.2: Simulink block schematic of the transmission model
in several simultaneous controllers. The goal was not to simulate the optimized system but
to show its potential and control challenges, the optimization of the controllers and their
strategy was outside the scope of this research. Therefore only simple controllers are used.
There are two actual controllers present: one vehicle speed controller and one engine speed
controller. The clutches are actuated via predefined s-type curves. The starting time of the
curves is defined via a shift decision controller. The structure of the decision controller is
shown in the block scheme of Figure 7.3.
The shift decision control decides whether a shift will be done. If no shift is performed, the
vehicle speed controller is turned on, which turns on the engine speed controller. The engine
speed controller sets the engine torque for the vehicle. If a shift is performed, the target
and current gear are evaluated for the possibility of powershifting by the powershift decision
control block. If a shift is done without powershifting, the vehicle speed controller is not
turned on, but a synchrone set speed for the engine is given to the engine speed controller in
order to synchronize the target gear. Simultaneously, the clutch control block will control the
clutch actuators to open and close the main clutch and shift the gears. If a powershift can be
done, the speed controller continues to be used and engine power will remain constant. The
powershift control block will control the clutch actuators in order to perform a powershift.
This decision structure is used for all three models:
Reference driveline model.
Fast driveline model.
Fast driveline model including a powershift module.
7.1 Reference driveline model

The reference driveline is modelled with a 12 speed non powershift transmission and a dif-
ferential ratio of 2.93 [-]. In the simulation, the target speed is 89 km/h. The vehicle speed,
engine speed, secondary shaft power and vehicle acceleration can be seen in Figure 7.7. During
a shift the clutch control block will open the main clutch, wait 1 s and close again according
7. Dynamic model 59
Vehicle states Shift decision No shift

control
shift
power shift
decision control
powershift No powershift
Vehicle speed synchronise engine

control with taget gear
Powershift engine speed

Clutch control
Clutch control control
Throttle
Clutch Actuators
Vehicle
Figure 7.3: Block schematic of decision structure
to the predefined s-shape curves. The opening and closing time of the main clutch is about
0.2 s, resulting in a total shift time of 1.4 s.
7.2 Fast driveline model

The fast driveline model is identical to the reference driveline model, except for the faster
differential ratio. The drive-off is still done in the same gear, however recall that for the fast
drive lines the gear numbers are shifted and that the gears are now numbered 2 to 13. This
is done in order to achieve similar overall ratios for identical gear numbers. The simulation
results are plotted in the same figure for easy comparison, see Figure 7.7.
7.3 Fast driveline including a powershift module

The powershift module is modelled by a standard planetary gear block with an alternative
connection order to achieve the same behavior as the designed double pinion planetary gear.
For the engaging of the planetary reduction also a friction clutch is used. The driveline
60 7.4 Simulation results
is modelled as a 13 speed transmission with the powershift module, which is controlled by

the shift controller. Drive-off is done in 3nd gear, but again recall that fast drivelines have
renumbered gears.
During a powershift, the powershift clutch control block will start closing the main clutch
until the torque through the second input shaft or the planetary gears is zero. Subsequently
synchromesh s2 respectively Pc will be released. Now the main clutch is engaged further
to a preset pressure to achieve an acceptable engine deceleration. When synchronization of
the engine and the target gear is achieved, the target gear is engaged and the main clutch is
opened again. The preset pressure during synchronization is based on a desired shift speed
of 0.7 s.
Because only predefined curves are used, the engine is only synchronous with respect to
speed and not with respect to the acceleration of the second input shaft respectively the
planetary gear. This causes the step response in the driveline as clearly can be seen in Figure
7.5(b) by the oscillation of the engine speed of the powershift transmission (blue line).
7.4 Simulation results

When comparing the simulation results of an acceleration from 0 to 89 km/h of the different
systems, a few points stand out. In Figure 7.4(a), it can be seen that during this acceleration
the fast driveline with powershift module performs best with respect to acceleration time,
followed by the reference system. The fast driveline without powershift module has the
longest acceleration time. Note that the final speed for the reference and fast drivelines differ.
This can be explained with the used proportional controller for the vehicle speed control and
giving a reference engine speed as output. For the reference driveline, a larger error will
remain due to the higher engine speed at the desired vehicle speed. Setting a reference engine
speed instead of a torque gives the advantage of a more simple synchronization control which
is of more interest at the moment. Furthermore, it can be seen that the powershift module
enables powershifting between 35 km/h and top speed. The small differences between the
lower gears occur due to the slightly different overall ratios of the systems, see Appendix F.
The difference in speed drop during a powershift can clearly be seen in Figure 7.4(b). The
vehicle speed of the system with powershift module clearly shows an increase during the shift
in contrast with the non powershift systems.
The engine speed of this acceleration simulation is shown in Figure 7.5(a). Note that the
earlier mentioned frequency of the step response caused by the powershift control increases
with the gears. This is caused by the change of the engine inertia felt at the propulsion shaft
due to the change in gear ratio. Hence with the constant stiffness and decreasing inertia, the
eigenfrequency increases. The higher engine speeds for the low gears are used to maintain the
engine target speed within acceptable bounds when skipping gears. In the detailed plot of the
engine speed, see Figure 7.5(b), it can be seen that the non powershift systems do not show a
step response at the end of the the shift. The step response of the powershift system however,
can be diminished by using a optimized powershift controller resulting in a smoother engine
response.
In the acceleration plot, see Figure 7.6(a), the difference in acceleration level during pow-
ershifting and non powershifting can be seen. The thick pink lines indicate the acceleration
levels of the powershifts. Recall that the last 3 shifts are supported by the 13th gear. In the
detailed plot the different phases of a powershift are marked. This is a shift from the 10th
7. Dynamic model 61
to the 11th gear. In phase 1 the vehicle drives in the 10th gear. In phase 2 the main clutch
is engaged and the vehicle acceleration level drops to the acceleration level of the 13th gear
after which s2 is disengaged. In phase 3 the main clutch is engaged further to synchronize
the engine. Note the extra acceleration caused by the engine inertia. When synchronization
is achieved, the clutch is released to the level at the start of phase 3. In phase 4 the PC is
engaged and the clutch is released. The vehicle continues driving in the 11th gear (phase 5).
Here again the result of a lack of accurate engine speed and acceleration is clearly visible in
the oscillation of the system due to almost stepwise loading of the PC.
The efficiency of a powershift is dependant on the difference between the current gear and
the support gear. Thus the efficiency of the last three shifts increases due to the diminishing
difference with the torque support gear. See 4.8 and Figure7.7(a). In the detail plot the same
phases can be identified as can be seen in the acceleration plot.
This model shows that the performance of the powershift vehicle on an acceleration is
significantly higher than the reference vehicle. However, caution should be taken with respect
to the remaining control issues. In order to achieve a smooth shifting behavior, better engine
control with respect to speed and acceleration is necessary. Only if accurate synchronization
with respect to speed and acceleration is achieved, the step response can be eliminated.
Besides a component level control, also an optimization of the shift strategy is necessary to
achieve maximum performance at minimal fuel consumption. This will eventually determine
the viability of the system.
Vehiclespeed Vehiclespeed
90 62
Powershift module 2.33 Powershift module 2.33
Reference driveline 2.93 Reference driveline 2.93
80 Fast driveline 2.33 Fast driveline 2.33
61
70
60 60
speed [km/h]
speed [km/h]
50
59
40
30 58
20
57
10
0 56
0 10 20 30 40 50 60 70 28 29 30 31 32 33 34 35
time [s] time [s]
(a) Vehicle speed (b) Vehicle speed
Figure 7.4: Vehicle speed
Engine speed Engine speed

2000 1800
Powershift module 2.33 Powershift module 2.33
Reference driveline 2.93 Reference driveline 2.93
Fast driveline 2.33 1700 Fast driveline 2.33
1600
1500
1500
engine speed [rpm]
engine speed [rpm]
1400
1300
1200
1000
1100
1000
900
500 800
0 10 20 30 40 50 60 70 28 29 30 31 32 33 34 35
time [s] time [s]
(a) Engine speed (b) Engine speed
Figure 7.5: Engine speed

7. Dynamic model 63
vehicle acceleration vehicle acceleration

3 1
Powershift module 2.33 phase 2 Powershift module 2.33
Reference driveline 2.93
Reference driveline 2.93 phase 3 Fast driveline 2.33
2.5 Fast driveline 2.33
phase 1 phase 5
2
0.5
acceleration [m/s ]
2
acceleration [m/s2]
1.5
1
th
13 gear
0
0.5
th
11 gear
th
13 gear
0
phase 4
0.5 0.5
0 10 20 30 40 50 60 70 28 29 30 31 32 33 34 35
time [s] time [s]
(a) Vehicle acceleration (b) Vehicle acceleration
Figure 7.6: Acceleration level
secondary shaft power secondary shaft power

400 400
Powershift module 2.33
power increase
Reference driveline 2.93
350 350 Fast driveline 2.33
300 300
250 250
200 200
power [kW]
power [kW]
150 150
100 100
50 50
0 0
Powershift module 2.33
50 Reference driveline 2.93 50
Fast driveline 2.33
100 100
0 10 20 30 40 50 60 70 28 29 30 31 32 33 34 35
time [s] time [s]
(a) Secondary shaft power (b) Secondary shaft power
Figure 7.7: Secondary shaft power

Chapter 8
Conclusions and recommendations
Fuel consumption is becoming a more and more important issue in vehicle design. There are
several methods to reduce fuel consumption. This report discusses the possibility to reduce
fuel consumption by means of a fast driveline. The driveline ratio has been optimized for
the MX340 prototype engine, which resulted in a differential ratio of 2.33 [-]. At this ratio
a fuel consumption reduction between 2.4 % and 5.2 % can be achieved depending on the
shift strategy. Using a fast driveline however, comes at the cost of an unacceptable increase
of shifting frequency between the top gears and an unacceptable high manoeuvering speed.
In this report a transmission modification is proposed that compensates for the discomfort of
a high shift frequency and manoeuvring speed. This is done by improving the shift quality
of the top gears by means of powershifting and adding new gears for a lower manoeuvering
speed. Further analysis of the proposed modification, show an estimated increase in fuel
consumption of 0.5% due to drag losses, cooling oil flow, seals and additional rotating gears
and bearings. The main advantages of the modification in combination with the fast driveline
can be summed as:
Fuel savings between 1.9 % and 4.7 %.
Powershifting between the top 5 gears.
Lower manoeuvering speeds possible.
The redesign of the flywheel, the use of a wet plate clutch and the possibility of pow-
ershifting also adds several opportunities for further improvement and optimization of the
system that have not yet been explored. The following opportunities can be identified:
Powershifting may improve driving on slopes.

Better controllability of a wet plate clutch.
Increased manoeuvring capacity due to the extended clutch cooling and the additional
0th gear.
The integration of engine flywheel and planetary carrier gear as a dual mass flywheel.
Possibilities for engine downsizing.
The implementation of the proposed powershift module requires changes to the current
system. The required changes to integrate the powershift module in a transmission are:
66
Modifications:
Engine flywheel needs to be designed around the planetary pre-reduction.

Replacement of the dry clutch by a wet plate clutch including hydraulic actuation
system.
The primary input shaft needs to be lengthened to create an independent direct
drive.
Claw cl1, different splines are necessary for the independent direct drive.
The hubs of gears A and B need to be changed for the different primary shaft.
Additions:
Second transmission input shaft.

Double pinion planetary gear.
One synchromesh plus actuation system.
One clamping device that can be released under load with actuation device (de-
pending on safety requirements it might be possible to use a simple dog clutch).
Besides the advantages mentioned, the system also shows disadvantages. The addition
of a pre-reduction, the change of the flywheel and the incorporation a wet plate clutch will
increase the complexity of the whole system which is undesirable from a reliability point of
view. The main disadvantages can be summed as:
Increased complexity: there are more parts and actuators.
Increased mass.
Increased costs.
In order for the powershift module to be economically viable, it should not cost more than
Euro 1700-4200 extra, depending on the achieved fuel economy improvement.
The problem that has been tackled in this research and the intended solution in terms of
the proposed powershift module have been presented to the transmission manufacturer ZF.
Their main comments are stated below:
ZF doubts the significance of the loss of drivability that occurs when using a fast driv-
eline.
Can the shifting comfort be improved by other means (like faster shifting smaller steps)?
Is the proposed torque support sufficient for the improvement of the shift quality?
Does the fast driveline really pose the problems presented in this report?
The predicted fuel consumption reduction strongly depends on the engine type. For
other engines types this may result in less fuel savings.
The changes necessary to implement the powershift module, require to retest the entire
transmission. Within the development of a new truck transmission the testing cost are
the majority of the development costs. A total redesign of the transmission would only
marginally increase the cost but could result in a overall better system.
8. Conclusions and recommendations 67
A next step would be to convince the transmission manufacturer of the drivability issues
of a fast driveline by realizing a fast driveline prototype. If the transmission manufacturer
sees opportunities for the development of the fuel saving fast driveline, in combination with
the powershift module, proposed here, realizing of a demonstration truck could be the next
development step.
Before a prototype can be constructed however, the design needs further detailing. A
number of aspects of the powershift module have already been analyzed, but several aspects
need to be evaluated more closely:
Analysis:
Proving and specifying the drivability issues and requirements of the fast driveline.
Low speed manoeuvering requirements.
A more detailed analysis of Clutch drag and pump losses.
The necessity of a dog clutch or synchromesh that can be disengaged under load.
Torsional vibrations and the improvement thereof.
Detailed analysis of the clutch cooling requirements.
Control
Coordinated control and component control of the clutch, claws, synchronizers and
engine torque.
Design of the clutch and claw actuators.
Construction
Feasibility study of the use of a dry clutch system.

The routing of the oil channels and hydraulic design.
The design of a multiple wet plate drive-off / powershift clutch for trucks.
Reevaluation of the life span of gears, synchromeshes and the turbo engine and
possibly necessary modifications.
Detailed design of the planetary gear.
Besides the remaining issues, it can be concluded that the advantages outweigh the
disadvantages and that the use of a powershift module will be beneficial.
68
Appendix A
Reference vehicle
The vehicle used in the fuel consumption simulations is a common DAF long haulage
truck. The exact vehicle type is a heavy line FT XF95. The vehicle parameters are
shown in the following table and are valid for the combination shown in the picture.
Table A.1: DAF FT XF95
Engine type DAF MX 340

Gearbox type ZF 12AS 2301TD
Rear axle efficiency dif f 0.95 [-]
Dynamic tire radius Rdyn 0.507 [m]
Roll resistance coefficient froll 4.7 [kg/ton]
Air drag coefficient Cw 0.641 [-]
Frontal area Adrag 9.6 [m2 ]
Rear axle reduction Irearaxle 2.93 [-]
Retarder type ZF Intarder 420 [kW]
Maximum total mass mmax 44 [ton]
Vehicle mass m 15 [ton]
70
Appendix B
Fuel consumption simulation

results
Due to the size of the figures of the results of the fuel consumption simulations, in
combination with the used Latex style, the figures are displayed on the next pages.
72
ial
nt
ide
nf
co
Figure B.1: Simulation results of reference vehicle on a class III route

B. Fuel consumption simulation results 73
ial
nt
ide
nf
co

74
ial
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ide
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co

Appendix C
Patent overview
To get insight in the currently used powershift transmissions and especially to gain
knowledge about new developments in the area of powershift transmissions and the
construction there off a study has been done of existing patents. The reviewed patents
are mentioned below with a short description of the subject.
Transmission concepts
* DE 3715880,
Spur-Wheel Change Gear for motor Vehicles, especially passenger cars, De-
scribes a single layshaft dual clutch transmission concept [17].
* DE 4401812,
Stepped ratio gearchange system, Describes an intermediate gear dual clutch
transmission. The second clutch only connects the highest gear and is used to
support torque during a shift [4].
* DE 10122084,
Vehicle transmission gearbox has gear ratios on gear paths with a friction
clutch to give a double declutch action with reduced interruption in the tensile
forces, Describes a several concepts for one or multiple intermediate gears
with a dual input shaft transmission with a dual or a single clutch. [9].
* DE 10138115,
Automated non-synchronized gear-change transmission and method for for
gear change in such a transmission, Describes a AMT gearbox and a control
method for comfortable shifting. [21].
* DE 10228501,
Automatic variable-speed transmission, Describes a power split transmission
making use of a planetary gear for powersplitting and a single clutch for partial
powershifting. [29].
* EP 0780596,
Countershaft manual transmission for motor vehicles, Describes a single
clutch powershift transmission where only the highest gear is used as interme-
diate gear [18].
* EP 1167833,
76
Powershift of a dog clutch type vehicle transmission, Describes a gearbox

which uses a dynamo-electric machine located in the gearbox to maintain
torque during shifting and damp vibrations [14].
* EP 1329648,
Powershift transmission with hydrodynamical and optional power distribu-
tion, Describes a gearbox which uses a torque converter to achieve powersplit
functions and multiple clutches for powershifting [30].
* EP 1439336,
Automated transmission systems with a transmission brake, Describes a
gearbox which uses a brake at the output shaft to maintain engine brake
torque while shifting [16].
* NL 6617751/US 3,362,245
Powershift transmission, Describes a gearbox which uses one directional dog
clutches to powershift. For negative torque transmittance the one directional
dog clutches can be hydraulically locked for two directional torque transmit-
tance. [13].
* US 6,450,309
Transmission system structure of vehicle, Describes a gearbox which uses
multiple wet plate clutches to powershift. An Additional dry clutch is used to
reduce clutch drag during certain operation modes. [25].
* US 6,591,705
Transmissions, Describes a gearbox and its control strategy which uses the
so called intermediate gear to powershift, by adding a powershift clutch at the
highest gear ratio [33].
* US 2004/0147355,
Powershift automatic gearbox for motor vehicles, Describes a automatic
gearbox wich uses electrically actuated wet plate clutches to reduce the drag
of seals [3].
* US 2004/0209728,
Automated gear transmission, Describes a dual clutch transmission which
uses a planetary gear to achieve reverse driving [20].
* US 2004/0255707,
Powershift transmission having two clutches and a device for recording the
clutch torque and method for the control of a push downshift, Describes a
dual clutch transmission which uses torque sensing for better control [19].
* WO 03/016747,
Gearbox and method for carrying out gear shifts, Describes a gearbox and
its control strategy which uses the so called intermediate gear to powershift,
by adding a second clutch connected to the second highest gear ratio [6].
* WO 03/085287,
Powershift transmission and method for controlling a twin clutch transmis-
sion, Describes a dual inputshaft gearbox and a method for powershifting
with one friction clutch [32].
* WO 2005/003593,
Powershift gearbox for construction machines especially for a tractor backhoe
C. Patent overview 77
loader and a telescopic handler, Describes a automatic gearbox with multiple

clutches and multiple layshafts to achieve short packaging [23].
Control,
* DE 10208206,
Suppressing disturbing downshifts when reapplying power, Describes a method
of suppressing kickdown based on acceleration level [24].
* EP 0964176,
Clutch engagement control in a power transmission arrangement for vehicles,
Describes a method for reducing wear due to excessively high drive off gears
[22].
* EP 1211443,
Device and method for automatic transmission control, Describes a learning
control to cope with changes in the clutch behavior over time for a powershift
transmission of the intermediate gear type [26].
* EP 1344965,
Method of controlling automobile,automobile apparatus,transmission,method
of controlling transmission and vehicle system, Describes a control to cope
with changes in the clutch behavior over time for a powershift transmission of
the intermediate gear type [28].
* EP 1498644,
Control apparatus and control method for shifting a transmission of a vehicle
with two inputs, Describes a control for a powershift transmission which uses
a secondary motor electric/hydraulic to maintain torque during shifting. [27].
* US 2002/0055412,
Control apparatus of vehicule automated manual transmission, Describes a
control for automated manual with a wet multiple plate clutch and compen-
sated for clutch drag and achieves more accurate synchronization especially
for downshifts. [15].
78
Appendix D
Transmission surroundings
(a) Top view of built in transmission (b) space besides the leftside
(c) height with respect to chassis (d) bottom view taken from the back
Figure D.1: Transmission in the truck
In the fotos above an 12 speed as-tronic can be seen in a daf chassis. Note that
the propshaft and the exhaust pipe were dismounted at the moment the pictures were
taken. From the pictures D.1(a) and D.1(b) it can be seen that the space besides
80
the transmission is rather limited taking in to account that the transmission is only
suspended on the engine which is mounted on rubber engine mountings. This causes
the demand for a minimum space around the transmission to alow the transmission
and the engine free movement. From picture D.1(c) it can be seen that the top of the
current transmission is just below the chassis line, this also leaves little to no extra
construction area. At the bottom of the transmission there is still some space left see
picture D.1(d) when comparing the bottom of the tranmission to the bottom of the fuel
tank for example. However the exhaust pipe still needs to pass below the transmission.
Appendix E
Transmission stepsize
The losses and torque support described by Figure 4.8 assumes constant stepsize of the
transmission. In the transmission however, the stepsize is not exactly constant. This
could cause deviations in the predicted losses and torque support. If the step size would
be equal for all steps it should be:
1
stepsize = 15.858 11 (E.1)
Which results in a step size of 28.56%. If the ratios of the current transmission are
plotted verses a perfect transmission almost no difference is noted.
stepsize comparison stepsize comparison

16 5
equal stepsize relative error
actual stepsize
4
14
3
12
2
10
1
error [%]
ratio []
8 0
1
6
2
4
3
2
4
0 5
0 2 4 6 8 10 12 0 2 4 6 8 10 12
gear [] gear []
(a) Gear ratios, perfect verses current (b) Stepsize, relative error
Figure E.1: Transmission stepsize comparison

82
Appendix F
Concept details
F.1 Original transmission
cl1
B C
Mc
s1 sg G
E D L
DD
cl2
A R
Figure F.1: Logic representation of parallel shaft concept
clutch splitter gears Range

Change
Group
A B C D R
cl1 cl2
s1
MC
Figure F.2: Schematic drawing of parallel shaft concept

84 F.2 Parallel shaft concept
Table F.1: Functional table of the AS-Tronic 12 speed TD gearbox
Gear number MC s1 sg cl1 cl2 gear ratio overall ratio

1 1 A G 0 D 15.858 46.464
2 1 B G 0 D 12.326 36.112
3 1 A G C 0 9.565 28.025
4 1 B G C 0 7.435 21.784
5 1 A G B 0 5.873 17.208
6 1 B G B 0 4.565 13.376
7 1 A DD 0 D 3.474 10.179
8 1 B DD 0 D 2.700 7.911
9 1 A DD C 0 2.095 6.138
10 1 B DD C 0 1.629 4.773
11 1 A DD B 0 1.287 3.779
12 1 B DD B 0 1.000 2.930
R1 1 A G 0 R 14.683 43.021
R2 1 B G 0 R 11.413 33.440
F.2 Parallel shaft concept
sp r7
r13
Sc cl1
H
F B C
Mc
s1 sg G
E D L
cl2
A R
Figure F.3: Logic representation of parallel shaft concept
The powershift capabilities of this concept are displayed in Table F.3. In the rows the
current gears are mentioned and in the columns the goal gears are mentioned. Note that
if a lower torque support gear is mentioned than the current gear this enables negative
torque powershifts only, the higher torque support gears enables positive torque only.
F. Concept details 85
A B C D R sg
cl1 cl2
s1
MC
Table F.2: Functional table of the parallel shaft concept
Gear number MC s1 sg cl1 cl2 gear ratio overall ratio

2 1 A G 0 D 15.858 36.949
3 1 B G 0 D 12.326 28.719
4 1 A G C 0 9.565 22.286
5 1 B G C 0 7.435 17.324
6 1 A G B 0 5.873 13.684
7 1 B G B 0 4.565 10.637
8 1 A DD 0 D 3.474 8.094
9 1 B DD 0 D 2.700 6.291
10 1 A DD C 0 2.095 4.881
11 1 B DD C 0 1.629 3.795
12 1 A DD B 0 1.287 2.998
13 1 B DD B 0 1.000 2.330
R2 1 A G 0 R 14.683 34.211
R3 1 B G 0 R 11.413 26.592
86 F.2 Parallel shaft concept
Table F.3: Powershift capabilities of the parallel shaft concept
- 2 3 4 5 6 7 8 9 10 11 12 13
2 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
3 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
4 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
5 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
6 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
7 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
8 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
9 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
10 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/ 13 7/13 7/13
11 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
12 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13 7/13
F.3 Second input shaft concept
cl1
B C
Mc
s1 sg G
E D L
s2 cl2
A R
Figure F.5: Logic representation of second input shaft
A B C D R sg
cl1 cl2
s1
MC
Remark: The superscript numbers give the input schaft via which the gear is achieved.
If no number is present only one option exist, via the first shaft only. The powershift
capabilities of this concept are displayed in Table F.5. Note that for the powershift
capabilities not difference is made between gears created via the first or second input
shaft. In the rows the current gears are mentioned and in the columns the goal gears
are mentioned
88 F.3 Second input shaft concept
Table F.4: Functional table of the AS-Tronic 12 speed TD gearbox with second input shaft
Gear number MC s1 s2 sg cl1 cl2 gear ratio overall ratio

21 1 A 0 G 0 D 15.858 36.949
22 0 0 A G 0 D 15.858 36.949
3 1 B 0 G 0 D 12.326 28.719
41 1 A 0 G C 0 9.565 22.286
42 0 0 A G C 0 9.565 22.286
5 1 B 0 G C 0 7.435 17.324
61 1 A 0 G B 0 5.873 13.684
62 0 0 A G B 0 5.873 13.684
7 1 B 0 G B 0 4.565 10.637
81 1 A 0 DD 0 D 3.474 8.094
82 0 0 A DD 0 D 3.474 8.094
9 1 B 0 DD 0 D 2.700 6.291
101 1 A 0 DD C 0 2.095 4.881
102 0 0 A DD C 0 2.095 4.881
11 1 B 0 DD C 0 1.629 3.795
121 1 A 0 DD B 0 1.287 2.998
122 0 0 A DD B 0 1.287 2.998
13 1 B 0 DD B 0 1.000 2.330
R21 1 A 0 G 0 R 14.683 34.211
R22 0 0 A G 0 R 14.683 34.211
R3 1 B 0 G 0 R 11.413 26.592
Table F.5: Powershift capabilities of the second input shaft concept
- 2 3 4 5 6 7 8 9 10 11 12 13
2 3 - - - - - - - - - -
3 3 - - - - - - - - - -
4 - - 5 - - - - - - - -
5 - - 5 - - - - - - - -
6 - - - - 7 - - - - - -
7 - - - - 7 - - - - - -
8 - - - - - - 9 - - - -
9 - - - - - - 9 - - - -
10 - - - - - - - - 11 - -
11 - - - - - - - - 11 - -
12 - - - - - - - - - - 13
13 - - - - - - - - - - 13
F.4 Second input shaft with pre-reduction
dd
cl1
B C
Mc
s1 sg G
E D L
DD
Pc s2 cl2
A R
Figure F.7: Logic representation of Second input shaft with pre-reduction
The planetary gear shown in F.8, F.12 and F.10 is symbolic. The final connectivity an
type of planetary gear are covered in Chapter 6. Here it is given that the planetary
gear creates a reduction of 1.64 between the engine and the first input shaft.
A B C D R sg
cl1 cl2
s1
MC
Figure F.8: Schematic drawing of second input shaft concept with planetary pre-reduction
The powershift capabilities of this concept are displayed in Table F.7. Note that for
the powershift capabilities not difference is made between gears created via the first or
second input shaft. Only gears created with the planetary pre-reduction are marked.
In the rows the current gears are mentioned and in the columns the goal gears are
mentioned.
90 F.4 Second input shaft with pre-reduction
Table F.6: Functional table of the AS-Tronic 12 speed TD gearbox with second input shaft
ans pre-reduction
Gear number MC s1 s2 Pc sg cl1 cl2 gear ratio overall ratio

0p 0 A 0 1 G 0 D 26.007 60.600
1p 0 B 0 1 G 0 D 20.215 47.100
21 1 A 0 0 G 0 D 15.858 36.949
22 0 0 A 0 G 0 D 15.858 36.949
2p 0 A 0 1 G C 0 15.687 36.550
31 1 B 0 0 G 0 D 12.326 28.719
3p 0 B 0 1 G C 0 12.193 28.411
41 1 A 0 0 G C 0 9.565 22.286
42 0 0 A 0 G C 0 9.565 22.286
4p 0 A 0 1 G B 0 9.632 22.442
51 1 B 0 0 G C 0 7.435 17.324
5p 0 B 0 1 G B 0 7.487 17.444
61 1 A 0 0 G B 0 5.873 13.684
62 0 0 A 0 G B 0 5.873 13.684
6p 0 A 0 1 DD 0 D 5.698 13.275
71 1 B 0 0 G B 0 4.565 10.637
7p 0 B 0 1 DD 0 D 4.428 10.317
81 1 A 0 0 DD 0 D 3.474 8.094
82 0 0 A 0 DD 0 D 3.474 8.094
8p 0 A 0 1 DD C 0 3.436 8.005
91 1 B 0 0 DD 0 D 2.700 6.291
9p 0 B 0 1 DD C 0 2.672 6.225
101 1 A 0 0 DD C 0 2.095 4.881
102 0 0 A 0 DD C 0 2.095 4.881
10p 0 A 0 1 DD B 0 2.111 4.918
111 1 B 0 0 DD C 0 1.629 3.795
11p 0 B 0 1 DD B 0 1.640 3.821
121 1 A 0 0 DD B 0 1.287 2.998
122 0 0 A 0 DD B 0 1.287 2.998
13 1 B 0 0 DD B 0 1.000 2.330
R0p 0 A 0 1 G 0 R 14.683 34.211
R1p 0 B 0 1 G 0 R 11.413 26.592
R21 1 A 0 0 G 0 R 14.683 34.211
R22 0 0 A 0 G 0 R 14.683 34.211
R3 1 B 0 G 0 R 11.413 26.592
Table F.7: Powershift capabilities of the second input shaft with pre-reduction concept
- 0P 1P 2 2P 3 3P 4 5 5P 6 6P 7 7P 8 8P 9 9P 10 11 11P 12 13
0P - 2 - - - - - - - - - - - - - - - - - - -
1P - 3 - 3 - - - - - - - - - - - - - - - - -
2 2 3 - 3 - - - - - - - - - - - - - - - - -
2P - - - - - 4 - - - - - - - - - - - - - - -
3 - 3 3 - - - - - - - - - - - - - - - - - -
3P - - - - - 5 5 - - - - - - - - - - - - - -
4 - - - 4 - 5 5 - - - - - - - - - - - - - -
5 - - - - - 5 5 - - - - - - - - - - - - - -
5P - - - - - - - - 7 - 7 - - - - - - - - - -
6 - - - - - - - - 7 - 7 - - - - - - - - - -
6P - - - - - - - - - - - - 8 - - - - - - - -
7 - - - - - - - - 7 7 - - - - - - - - - - -
7P - - - - - - - - - - - - 9 - 9 - - - - - -
8 - - - - - - - - - - 8 - - - 9 - - - - - -
8P - - - - - - - - - - - - - - - - 10 - - - -
9 - - - - - - - - - - - - 9 9 - - - - - - -
9P - - - - - - - - - - - - - - - - 11 11 - - -
10 - - - - - - - - - - - - - - 10 - 11 11 - - -
11 - - - - - - - - - - - - - - - - 11 11 - - -
11P - - - - - - - - - - - - - - - - - - - 13 13
12 - - - - - - - - - - - - - - - - - - - 13 13
13 - - - - - - - - - - - - - - - - - - - 13 13
92 F.5 Second input shaft with pre-reduction and independent direct drive
F.5 Second input shaft with pre-reduction and indepen-

dent direct drive
dd
cl1
B D
Mc
s1 sg G
E C L
DD
Pc s2 cl2
A R
Figure F.9: Logic representation of Second input shaft with pre-reduction and independent
direct drive
A B C D R sg
cl1 cl2
s1
MC
Figure F.10: Schematic drawing of second input shaft concept with pre-reduction and inde-
pendent direct drive
Table F.8: Functional table of the second input shaft concept with pre-reduction and inde-
pendent direct drive
Gear number MC s1 s2 Pc sg cl1 cl2 gear ratio overall ratio

0p 0 A 0 1 G 0 D 26.007 60.600
1p 0 B 0 1 G 0 D 20.215 47.100
21 1 A 0 0 G 0 D 15.858 36.949
22 0 0 A 0 G 0 D 15.858 36.949
2p 0 A 0 1 G C 0 15.687 36.550
31 1 B 0 0 G 0 D 12.326 28.719
3p 0 B 0 1 G C 0 12.193 28.411
41 1 A 0 0 G C 0 9.565 22.286
42 0 0 A 0 G C 0 9.565 22.286
4p 0 A 0 1 G dd 0 9.632 22.442
51 1 B 0 0 G C 0 7.435 17.324
5p 0 B 0 1 G dd 0 7.487 17.444
62 0 0 A 0 G dd 0 5.873 13.684
6p 0 A 0 1 DD 0 D 5.698 13.275
71 1 0 0 0 G dd 0 4.565 10.637
7p 0 B 0 1 DD 0 D 4.428 10.317
81 1 A 0 0 DD 0 D 3.474 8.094
82 0 0 A 0 DD 0 D 3.474 8.094
8p 0 A 0 1 DD C 0 3.436 8.005
91 1 B 0 0 DD 0 D 2.700 6.291
9p 0 B 0 1 DD C 0 2.672 6.225
101 1 A 0 0 DD C 0 2.095 4.881
102 0 0 A 0 DD C 0 2.095 4.881
10p 0 A 0 1 DD dd 0 2.111 4.918
111 1 B 0 0 DD C 0 1.629 3.795
11p 0 B 0 1 DD dd 0 1.640 3.821
122 0 0 A 0 DD dd 0 1.287 2.998
13 1 0 0 0 DD dd 0 1.000 2.330
R0p 0 A 0 1 G 0 R 14.683 34.211
R1p 0 B 0 1 G 0 R 11.413 26.592
R21 1 A 0 0 G 0 R 14.683 34.211
R22 0 0 A 0 G 0 R 14.683 34.211
R3 1 B 0 G 0 R 11.413 26.592
F.6 Second input shaft concept with pre-reduction, independent direct drive
94 and dual clutch
Table F.9: Powershift capabilities of the second input shaft with pre-reduction and indepen-
dent direct drive concept
- 0P 1P 2 2P 3 3P 4 5 5P 6 6P 7 7P 8 8P 9 9P 10 11 11P 12 13
0P - 2 - - - - - - - - - - - - - - - - - - -
1P - 3 - 3 - - - - - - - - - - - - - - - - -
2 2 3 - 3 - - - - - - - - - - - - - - - - -
2P - - - - - 4 - - - - - - - - - - - - - - -
3 - 3 3 - - - - - - - - - - - - - - - - - -
3P - - - - - 5 5 - - - - - - - - - - - - - -
4 - - - 4 - 5 5 7 7 - 7 - - - - - - - - - -
5 - - - - - 5 5 - - - - - - - - - - - - - -
5P - - - - - - 7 - 7 - 7 - - - - - - - - - -
6 - - - - - - 7 - 7 - 7 - - - - - - - - - -
6P - - - - - - - - - - - - 8 - - - - - - - -
7 - - - - - - 7 - 7 7 - - - - - - - - - - -
7P - - - - - - - - - - - - 9 - 9 - - - - - -
8 - - - - - - - - - - 8 - - - 9 - - - - - -
8P - - - - - - - - - - - - - - - - 10 - - - -
9 - - - - - - - - - - - - 9 9 - - - - - - -
9P - - - - - - - - - - - - - - - - 11 11 - - -
10 - - - - - - - - - - - - - - 10 - 11 11 13 13 13
11 - - - - - - - - - - - - - - - - 11 11 - - -
11P - - - - - - - - - - - - - - - - - 13 - 13 13
12 - - - - - - - - - - - - - - - - - 13 - 13 13
13 - - - - - - - - - - - - - - - - - 13 - 13 13
F.6 Second input shaft concept with pre-reduction, inde-

pendent direct drive and dual clutch
dd
cl1
B D
Mc
s1 sg G
E C L
DD
Pc s2 cl2
A R
Figure F.11: Logic representation of Second input shaft with pre-reduction, independent direct
drive and dual clutch
The replacement of synchromesh s2 with a friction clutch does nut influence the func-
tional table of the transmission. The functional table can be seen in F.8.
A B C D R sg
cl1 cl2
s1
MC
Figure F.12: Schematic drawing of second input shaft concept with pre-reduction, independent
direct drive and dual clutch
In the rows the current gears are mentioned and in the columns the goal gears are
mentioned. If the mentioned torque support gear is lower than the current or goal gear
it indicates a negative torque powershift capability, and visa versa for positive torque.
Table F.10: Powershift capabilities of the second input shaft with pre-reduction, independent
direct drive and dual clutch concept
- 0P 1P 2 2P 3 3P 4 5 5P 6 6P 7 7P 8 8P 9 9P 10 11 11P 12 13
0P 2 2 - - - - - - - - - - - - - - - - - - -
1P 2 2/3 - 2/3 - - - - - - - - - - - - - - - - -
2 2 2/3 - 2/3 - - - - - - - - - - - - - - - - -
2P - - - - 4 4 - - - - - - - - - - - - - - -
3 - 2/3 2/3 - - - - - - - - - - - - - - - - - -
3P - - - - - 4/5 5 - - - - - - - - - - - - - -
4 - - - 4 - 4/5 5 4/7 7 - 4/7 - - - - - - - - - -
5 - - - - - 5 4/5 - - - - - - - - - - - - - -
5P - - - - - - 7 - 6/7 - 4/7 - - - - - - - - - -
6 - - - - - - 7 - 6/7 - 6/7 - - - - - - - - - -
6P - - - - - - - - - - - - 8 - - - - - - - -
7 - - - - - - 4/7 - 4/7 6/7 - - - - - - - - - - -
7P - - - - - - - - - - 8 - 9 - 9 - - - - - -
8 - - - - - - - - - - 8 - - - 8/9 - - - - - -
8P - - - - - - - - - - - - - - - - 10 - - - -
9 - - - - - - - - - - - - 9 8/9 - - - - - - -
9P - - - - - - - - - - - - - - - - 10/11 11 - - -
10 - - - - - - - - - - - - - - 10 - 10/11 11 10/13 13 10/13
11 - - - - - - - - - - - - - - - - 11 11 - - -
11P - - - - - - - - - - - - - - - - - 10/13 - 13 10/13
12 - - - - - - - - - - - - - - - - - 13 - 12/13 13
13 - - - - - - - - - - - - - - - - - 10/13 - 10/13 12/13
F.6 Second input shaft concept with pre-reduction, independent direct drive
96 and dual clutch
Appendix G
QFD analysis
The Quality function deployment matrix is a method of translating the vague and
unmeasurable customer requirements into design aspects or measurable factors. The
customer requirements and their weights are specified in the whats collum of Table G.1.
The design requirements are specified in the hows their weights are determined via their
influence on the customer requirements and the customer requirement weights. The
weights determined here are used in the multi criteria analysis of Chapter 5
98
Table G.1: QFD analysis table

Appendix H
Axle load change at drive off
The following data of an standard tractor is used to give an estimation of the load
transfer to the rear axle at drive off:
= 0.98 [-]
Mtot = 44000 total vehicle weight in [kg]
Mt = 7500 weight of the unloaded tractor in [kg]
Mtmax = 18000 weight of loaded tractor in [kg]
Mo = 26000 trailer weight in [kg]
L = 3.8 wheel base of the tractor [m]
b = 2.3 distance between c.o.g. of the tractor with respect to its rear axle [m]
c = 1.3 height of the fifth wheel coupling with respect to the ground [m]
d = 0.8 horizontal distance between rear axle and fifth wheel coupling [m]
h = 0.8 height of the c.o.g. of the tractor with respect to the ground [m]
Msch = 10500 vertical load on the fifth wheel coupling [kg]
g = 9.81 gravitational constant[m/s2 ]
a = variable vehicle acceleration
Fwtrailer = variable trailer resistance [N]
The height of the c.o.g. of the trailer is neglected in this equation, due to the relative
low influence and high variation with load type and trailer type.
d
c.o.g
b
h
c
L
100
Static equations.
X
Machter = dMsch g + bMt g LFzvoor c(Mo a + Fwtrailer ) Mt ha (H.1)
dMsch g + bMt g ((cMo + Fwtrailer ) + Mt h)a
Fzvoor = (H.2)
L
(H.3)
X
Mvoor = (L b)Mt g (L d)Msch g (Mo a + Fwtrailer )c Mt ha + Fzachter L
(H.4)
(L b)Mt g + (L d)Msch g + (Mo a + Fwtrailer )c + Mt ha

Fzachter = (H.5)
L
F = Mtot a (H.6)
F = Fzachter (H.7)
(L b)Mt g + (L d)Msch g + (Mo a + Fwtrailer )c + Mt ha
F = (H.8)
L
(Lb)Mt g+(Ld)Msch g+Fwtrailer c
L
a = Mo c Mt h
(H.9)
Mtot L L
The the maximal possible acceleration now becomes (assuming a trailer resistance of 4.7
[kg/ton]) 3.5 [m/s2 ]. Substituting this acceleration into the equation for the rear axle
load results in a weight of 15000 [kg] on the rear axle at drive off. This is automatically
limits the maximum drive off torque. Driving off on a hill only marginally influences
this torque distribution and is there for not covered here in detail.
Appendix I
Shift procedure
With the system proposed in this report the shifts between the gears 9, 10, 11, 12 and
13 can be done with the torque torque support. During the shifting the main clutch will
be slipping with respect to the torque support gear and controlled so synchronization
of the desired gear is achieved.
I.1 Description of the shift procedures:

All upshifts are based on 1500 rpm at shift start, constant vehicle speed and maximum
engine torque. The synchronization fase of the engine is done by reducing engine torque
and not by increasing clutch torque. The torque paths during the shifts through the
transmission are shown in transmission schematics by the red components.
Upshifting from 9th gear to the 10th gear.

The system is operating in the 9th gear via the pre-reduced 11th . The main clutch is
open (phase I). The output side of the main clutch is connected to 11th gear. Now the
main clutch is actuated until the locking mechanism Pc of the planetary pre-reduction
used for the 9th gear is unloaded (phase II). Just before the unloading is achieved the
cylinder for the actuation of Pc is actuated. When the torque level in Pc passes through
0 the locking mechanism Pc will disengage. Here it is assumed that the locking device
is of a dog clutch type. If however safety issues demand a different construction other
means of 0 torque detection will be necessary. Now the engine torque is controlled to
synchronize the 10th gear (phase III) while maintaining the clutch pressure. After syn-
chronization the synchromesh s2 for the engagement of the second inputshaft is engaged
and subsequently the main clutch is opened (phase IV). Finally the vehicle is driving in
the 10th gear (phase V). The output torque and torque flow can be seen in Figure I.1
Upshifting from 10th gear to the 11th gear The system is operating in the 10th
gear via the second input shaft and the main clutch is open (phase I). The output side
of the main clutch is connected to the direct drive (gear 13). Now the main clutch is
actuated until the claw clutch cl2 of the 10th gear is unloaded (phase II). Just before
the unloading is achieved the cylinder for the actuation of cl2 is actuated. When the
102 I.1 Description of the shift procedures:
torque level in cl2 passes through 0 the cl2 will disengage. Now the engine torque is
controlled to synchronize the 11th gear (phase III), while maintaining the clutch pres-
sure. Note that the 11th gear is achieved by using the pre-reduction on the direct drive.
After synchronization the coupling Pc for the locking of the sun gear is engaged and
subsequently the main clutch is opened (phase IV). Finally the vehicle is driving in the
11th gear (phase V). The output torque and torque flow can be seen in Figure I.2
Upshifting from 11th gear to the 12th gear The system is operating in the 11th
gear (phase I). Again the main clutch is actuated to unload the locking mechanism Pc of
the sun. When the torque passes through zero the coupling is released. (phase II) Now
the main clutch is actuated to synchronize the 12th gear (phase III). In the mean time
synchromesh s1 is engaged in gear B. When synchronization is achieved synchromesh
s2 is engaged in gear A and the main clutch is opened. (phase IV). Finally the system
is operating in the 12th gear (phase V). The output torque and torque flow can be seen
in Figure I.3.
Upshifting from 12th gear to the 13th gear The system is operating in the 12th gear
(phase I). Again the main clutch is actuated to unload s2. s2 is actuated just before
unloading is achieved and when the torque passes through zero the synchromesh will
disengage (phase II). Now the main clutch can be closed and the 13th gear is engaged
(phase III). In phase IV and phase V the clutch is already closed and the system is
already operating in the 13th gear. The output torque and torque flow can be seen in
Figure I.4.
Downshifting from 13th gear to the 10th gear under positive torque Down-
shifting can be done in a similar way only now the actuation for synchronization will
include partially releasing the main clutch to allow the engine to speed up. Recall that
the engine was already operating at maximum torque, and thus is unable to generate
more torque for the up speeding of the engine. Because the system is already operating
in the 13th gear no unloading phase is necessary. Thus the shift starts in the phase III
with releasing the clutch so the engine can accelerate to a synchronous speed with the
11th gear. Note that the partial releasing of the clutch results in a drive torque drop.
When the engine has achieved synchronization the synchromesh s2 of the 10th gear is
engaged and the clutch is released again (phase IV).Finnally driving will continue in
the 10th gear (phase V). The output torque and torque flow can be seen in Figure I.5.
I. Shift procedure 103
th th
a upshift from 9 to 10 gear
output torque T
sec
5000 Main clutch Torque at output
Second torque path at output
4000
Clutch splitter gears Range
and Change
Planetary Group
gear A B D C R
3000
T [Nm]
s2
2000
9th gear: cl1 cl2

1000 s1
pre-reduction and
gear set B and C MC
Remark: the planetary gear

phase I phase II phase III phase IV phase V PC
0
0 0.5 1
time [s]
(a) Shift torque (b) phase I
Clutch splitter Clutch splitter gears Range

gears Range
and and Change
Change
Planetary Planetary Group
Group
gear A B D C R gear A B D C R
s2 s2
9th gear: cl1 cl2 powershifting with cl1 cl2

s1 slipping clutch w.r.t. s1
powershifting with slipping
clutch in the 11th gear MC 11th gear MC
Remark: the planetary gear PC

PC
(c) phase II (d) phase III
Clutch splitter gears Range Clutch splitter gears Range

and Change and Change
Planetary Group Planetary Group
s2 s2
10th gear: 10 th gear:

cl1 cl2 cl1 cl2
powershifting with slipping s1 second input and s1
clutch w.r.t. 11th gear MC gear set A and C MC
PC PC
(e) Secondary shaft power (f) Secondary shaft power
Figure I.1: Powershift from 9th gear to 10th gear with torque support in the 11th gear
th th
5000
output torque T
sec
Main clutch Torque at output
4000

and Change
3000 Planetary Group
gear A B D C R
T [Nm]
s2
2000
10 th gear:
1000
cl1 cl2
second input and s1
gear set A and C MC
0
0 0.5 1
time [s]

s2 s2
10th gear: powershifting with cl1 cl2

cl1 cl2
powershifting with slipping s1 slipping clutch w.r.t. s1
clutch MC 13th gear: MC
PC PC

s2 s2
11th gear: cl1 cl2 11th gear: cl1 cl2

powershifting with slipping s1 s1
pre-reduction and
clutch MC direct drive MC

PC PC
Is of a double pinion type Is of a double pinion type
(e) phase IV (f) phase V
th th
5000
output torque T
sec
4000

and Change
gear A B D C R
T [Nm]
s2
2000
1000
11th gear: cl1 cl2
s1
pre-reduction and
direct drive MC

0 Is of a double pinion type
0 0.5 1
time [s]

s2 s2
cl1 powershifting with cl1 cl2

11th gear: cl2
s1 slipping clutch w.r.t. s1
PC PC
Is of a double pinion type

s2 s2
12th gear: cl1 cl2 12th gear: cl1 cl2

s1 second input and s1
MC gear set A and B MC
clutch
Remark: the planetary gear Remark: the planetary gear PC

PC
Is of a double pinion type Is of a double pinion type
(e) phase IV (f) phase V
th th
5000
output torque T
sec
4000

and Change
gear A B D C R
T [Nm]
s2
2000
10 th gear:
1000
cl1 cl2
second input and s1
gear set A and C MC
0
0 0.5 1
time [s]

s2 s2
10th gear: powershifting with cl1 cl2

cl1 cl2
powershifting with slipping s1 slipping clutch w.r.t. s1
PC PC

and Change
Planetary Group
gear A B D C R
s2
11th gear: cl1 cl2

powershifting with slipping s1
clutch MC
PC
Is of a double pinion type
(e) phase IV and phase V
a downshift from 13th to 10th gear

5000
output torque T
sec
4500
4000
3500 Clutch splitter gears Range

and Change
3000
Planetary Group
gear A B D C R
T [Nm]
2500 s2
2000
1500
13th gear: cl1 cl2

1000 direct drive s1
MC
500

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
time [s]
(a) Shift torque (b) phase I and phase II
Clutch splitter gears Clutch splitter gears Range

Range
and Change
and Change
Planetary Group
Planetary Group
s2 s2
powershifting with cl1 cl2 10th gear:

cl1 cl2
slipping clutch w.r.t. s1 powershifting with slipping s1
13th gear: MC clutch MC
PC PC
(c) phase III (d) phase IV

and Change
Planetary Group
gear A B D C R
s2
10 th gear:
cl1 cl2
second input and s1
gear set A and C MC
PC
(e) Secondary shaft power
Appendix J
Preliminary design
J.1 Original transmission
In order to evaluate the feasibility of the proposed concept a preliminary design was
made. The design is not specified in complete detail however all components are based
on the already used components of the transmission. In Figure J.2 the construction of
the current transmission is shown. Note the bearing construction of for the support of
the axial forces between the primary shaft and the main shaft. Under positive torque
the shafts will push against each other. This force however is supported though the
hart of gear B (red). This is done to support the axial forces of gear B with the same
bearings. The axial forces of gear B need support through bearings because a speed
difference between the primary shaft and the gear can exist when the gear is loaded
and connected to the main shaft. This cannot occur with the other gears and they are
therefore only supported by the green discs secured in the splines. For negative torque a
pull force between the shafts exists. This force is supported via the small axial bearing
inside the main shaft. This bearing supports the torque on the primary shaft via a
washer to a circlip and to the main shaft via the green bush to a circlip. See Figure J.1.
J.2 Modified transmission
Now looking at the proposed design of the powershift module the following changes can
be seen.
A different housing is used for the bearing support of the second input shaft
Gear A is changed to incorporate a second input shaft
The flywheel and clutch are exchanged
A different primary shaft is used for the independent direct drive
The dog clutch of gear B is modified for the independent direct drive
The hart of gear B is changed for the new bering construction between the shafts
the fixation is now identical to the other gears due to the omitting of the direct
connection to the main shaft and thus no speed difference underload can occur
110 J.2 Modified transmission
Synchromesh s2 is a copy of synchromesh s1 further design to a single sided syn-

chromesh is still required
The locking mechanism of the sun is not yet designed and is represented as two
clutch plated
In the design no actuators or oil routing has been included. But as the design shows
packaging is not directly critical however caution should be taken because the planetary
gear has not yet been dimensioned for torque. This preliminary design shows that
when using a similar construction method as used in the rest of the transmission the
powershift module can be implemented by only changing the primary shaft 2 gears and
one claw. Note the gear C and D have already been switched.
cl1
B C B D
cl1
circlip circlip
(a) Original Construction (b) Powershift module Construction
Figure J.1: Details of the shaft bearings

J. Preliminary design 111
Main shaft
R
cl2
C D
cl1
s1
A
Primary input shaft
Figure J.2: Original transmission

112
Pc
Second input shaft
cl2
cl1 Main shaft
A B R
D C
Figure J.3: Modified transmission

s2
s1
Primary input shaft

Planets
J.2 Modified transmission
Appendix K
Parameters of the dynamic model
The inertia of the transmission has been split into five parts as can be seen in Figure
7.2 by the green blocks.
primary inertia
secondary inertia of the main transmission)
lay shaft inertia
ring gear inertia of the group change
output inertia
The inertia of the transmission is given by ZF and can be seen in Table K.1.
The inertias mentioned in the table are all related to the primary side of the trans-
mission. With use of Table 4.2 which gives the ratios of the individual gears and the
functional table 4.3 a system of equations can be constructed to find the five inertias.
The system results in a badly conditioned set of equations. This is because only the
sums of the lay shaft inertia, ring gear inertia of the group change and the output in-
ertia is defined and not their individual contribution. An arbitrary choice was made
to define the inertias and prevent massless components. This resulted in the following
parameters
Jprim = 0.0132 kgm2 (K.1)

2
Jlay = 0.1262 kgm (K.2)
2
Jsec = 0.0228 kgm (K.3)
Jout = 0.1000 kgm2 (K.4)
2
Jring = 0.1466 kgm (K.5)
For the powershift model an estimation of the planetary gear inertias was made based on
the inertia of the group change and their design torque ratios. The following parameters
114
Table K.1: Gear ratios and inertia of the 12 speed AS-tronic 2301 TD [2]
gear number ratio inertia [kgm2 ]

1 15.858 0.092
2 12.326 0.143
3 9.565 0.096
4 7.435 0.150
5 5.873 0.106
6 4.565 0.167
7 3.474 0.112
8 2.700 0.176
9 2.095 0.151
10 1.629 0.241
11 1.287 0.252
12 1.000 0.409
were used for the simulations:
Jringpre = 0.05 kgm2 (K.6)
The carrier and separator plates are assumed to be incorporated in a dual mass fly
wheel and not adding additional inertia to the system. This needs to be reevaluated
one the design is finished in more detail. The remaining inertias are:
The remaining parameters are confidential and are therefore omitted in this version of
the thesis report.
Bibliography
[1] A. van der Heijden . An evaluation of simmechanics and simdriveline for the
modelling of commercial vehicles. Technical report, DAF NV, 2004. DAF report
51051/05-005.
[2] ZF Friedrichshafen AG. Technical manual zf-as tronic. Technical report, ZF

Friedrichshafen AG, 2003.
[3] US 2004/0147355 Andreas Grundl. Powershift automatic gearbox for motor vehi-
cles, 2004.
[4] DE 4401812 A1 Arthur Schneider. Stepped ratio gearchange system, 1994.
[5] B. Ossewaarde . Fuel economy improvement of the advanced power train. Masters
thesis, Eindhoven Technical University, 2004. DCT-report 2004-75.
[6] WO 03/016747 Boris Serebrennikov. Gearbox and method for carrying out gear
shifts, 2003.
[7] VDI Gesellschaft Entwicklung. VDI Berichte 648: wellenKupplungen in antrieb-

ssystemen. VDI verlag, 1987.
[8] Fendt. www.fendt.com/seiten/technik/getriebeschnitten. Technical report.
[9] DE 10122084 A1 Gehrt Ahnert. Vehicle transmission gearbox has gear ratios on
gear paths with a friction clutch to geve a double declutch action with reduced
interruption in the tensile forces, 2000.
[10] Hoerbiger Antriebstechnik GmbH. Hoerbiger lamellenhandbuch. Technical report,

Hoerbiger Antriebstechnik GmbH.
[11] Greiner. VDI Berichte 1323: Kupplungen in antriebssystemen. VDI verlag, 1997.
ISBN: 3-350-13755-6.
[12] B. Hammerl.
[13] NL 6617751/US 3362245 Hassey-Ferguson. Powershift transmission, 1966.
[14] EP 1 167 833 A2 Hiroshi Sakamoto. Powershift oa a dog clutch type vehicle trans-
mission, 2001.
[15] US 2002/0055412 Hosei Suzuki. Control apparatus of vehicular automated manual

transmission, 2002.
116 BIBLIOGRAPHY
[16] EP 1439336 A2 Ian Bates. Automated transmission systems with a transmission

brake, 2004.
[17] DE 3715880 A1 Jurgen Werner. Spur-wheel change gear for motor vehicles, espe-
cially passenger cars, 1988.
[18] EP 0 780 596 A2 Krauss Christian. Zugkraftunterbrechunsfrei schaltbares vorlege-

wechselgetriebe fur kraftfahrzeuge, 1996.
[19] US 2004/0255707 Marian Preisner. Powershift transmission having two clutches

and a device for recording the clutch torque and method for the control of a push
downshift, 2004.
[20] US 2004/0209728 Markus Lorken. Automated gear transmission, 2004.
[21] DE 10138115 A1 Martin Grillenberger. Vehicle transmission gearbox has gear ratios
on gear paths with a friction clutch to give a double declutch action with reduced
interruption in the tensile forces, 2001.
[22] EP 0964176 A2 Nobuyuki Iwao. Clutch engagement control in power transmission

arrangement for vehicles, 1999.
[23] WO 2005/003593 Norman Regenscheit. Powershift gearbox for construction ma-

chines especially for a tractor backhoe loader and a telescopic handler, 2005.
[24] DE 10208206 A1 Reinhard Berger. Suppressing disturbing downshifts when reap-

plying power, 2002.
[25] US 6450309 Tadao Hirai. Powershift transmission, 2001.
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control, 2000.
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a transmission of a vehicle with two inputs, 2001.
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apparatus,transmission,method of controlling transmission and vehicle system,
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Eindhoven, 2005.
[32] WO 03/085287 Wolfgang Niessen. Powershift transmission ans method for control-
ling a twin clutch transmission, 2003.
[33] US 6591705 Wolfgang Reik. Transmissions, 2000.

Samenvatting
Een toenemende wereldpopulatie en de daarbij behorende toename in energiebehoefte

maken brandstofefficientie tot een steeds belangrijker aspect. Niet alleen vanwege de sti-
jgende brandstof prijzen, maar ook van wegens de toenemende CO2 productie, een van
de bekende broeikas gassen. De milieuaspecten in combinatie met de stijgende brand-
stofprijzen en de stricter wordende wetgeving, creeren een constante behoefte aan ver-
betering van de brandstofefficientie van commercieel toegepaste voertuigen. Bovendien
is brandstofverbruik een van de belangrijkste variabele kosten van het voertuiggebruik,
vooral voor de vlooteigenaren.
DAF trucks N.V. onderzoekt voortdurend mogelijkheden tot het verlagen van het brand-
stofverbruik om haar concurrentie positie te verbeteren en te voldoen aan de wettelijke
eisen. Drive Train Innovations (DTI) heeft DAF benaderd met een idee voor het ver-
beteren van het schakelcomfort van een Automated Manual Transmission (AMT) op
een dusdanige wijze dat het rijden met een snelle aandrijflijn geen verlies van comfort
met zich meebrengt. DAF, die reeds genteresseerd was in het rijden met snelle aandri-
jflijnen, heeft een haalbaarheidsstudie verzocht. Na succesvolle afronding zou DAF het
verdere ontwerp van het concept faciliteren en het eerste contact met de transmissiefab-
rikant van DAF, ZF, begeleiden. Het door DTI voorgestelde systeem converteert de
huidige AMT in een powershift transmissie, die het verlies aan drivability van de een
snelle aandrijflijn voldoende compenseert, terwijl de brandstof besparingen van de snelle
aandrijflijn behouden blijven.
Het brandstofverbruik van een vrachtwagen voor lange afstand transport is berekend
en de aandrijflijnratio is geoptimaliseerd voor een afstand transport route van klasse
III. Deze route is het meest representatief voor lange afstand transport. De maximale
brandstofbesparing is bereikt voor een differentieel ratio van 2.33 [-]. Deze ratio resul-
teert in een brandstofbesparing van 2.4 % gebaseerd op de standaard schakelstrategie.
Als echter een vroege opschakel en late terugschakel strategie wordt toegepast kan een
brandstofbesparingen van 5.3 % gehaald worden. Bij deze strategie is echter alleen
rekening gehouden met brandstofverbruik en de strategie zal daardoor niet voldoende
drivability opleveren. De uiteindelijke strategie zal een compromis zijn tussen brand-
stofbesparing en drivability.
Naast de genoemde voordelen, heeft een snelle aandrijflijn ook nadelen. Het belangrijk-
ste nadeel is de sterke toename in de schakelfrequentie. Het totaal aantal schakelingen
neemt toe met 13 %. Deze toename maakt de slechte schakelkwaliteit van de huidige
AMT merkbaar. Naast de toename van het aantal schakelingen, verschuift ook het
gehele ratiobereik van de transmissie door de snelle aandrijflijn. Effectief verdwijnt de
118
eerste versnelling en wordt er een dertiende versnelling toegevoegd. Dit resulteert in

een te hoge manoeuvreersnelheid.
De oplossing die wordt voorgesteld in dit verslag is het modificeren van de huidige trans-
missie naar een powershift transmissie en het gebruik van powershiften om het verlies
aan drivability veroorzaakt door de toegenomen schakelfrequentie compenseren in com-
binatie met het toevoegen van een extra manoeuvreerversnelling. Diverse concepten om
deze oplossing te bereiken zijn bedacht en geanalyseerd. Vijf hiervan worden gepresen-
teerd in dit rapport. Met behulp van een Quality Function Deployment, een systeem om
klanteisen te vertalen naar producteisen, in combinatie met een Multi Criteria Analyse
om de concepten te evalueren met betrekking tot de product eisen, zijn de twee beste
concepten gekozen. De uiteindelijke keuze tussen de twee beste concepten is gemaakt
door een team van experts van DAF.
Het uiteindelijke concept is in staat tussen de bovenste 5 versnellingen te powershiften
via het gebruik van een powershift module. Deze module bevat een planetaire set
voor het toevoegen van twee nieuwe manoeuvreerversnellingen, een tweede transmissie
ingang inclusief synchromesh. De huidige droge plaat koppeling is vervangen door een
natte platen koppeling om het powershiften mogelijk te maken. Het systeem gebruikt
een zo genoemde tussen versnelling voor het powershiften. Dit betekent dat tijdens
een powershift een tussenversnelling tijdelijke bekrachtigd wordt om het koppel tijdens
de schakeling door te leiden. Het gebruik van een tussenversnelling leidt echter tot
een koppeldip tijdens de schakeling. De powershift module schakelt van 9 naar 10
met de 11de versnelling als tussenversnelling en voor de schakelingen tussen 10, 11,
12 en 13 wordt de 13de versnelling als tussenversnelling gebruikt. Het schakelen met
koppeloverdracht veroorzaakt echter additionele verliezen. Drie hoofdoorzaken voor de
extra verliezen kunnen worden gedentificeerd. Ten eerste, de verliezen door slip in
de koppeling tijdens het schakelen. Ten tweede is voor het koelen van de koppeling
een olieflow nodig. Het creeren van deze flow kost pompenergie. Ten derde heeft
een natte platen koppeling een resterend sleep koppel als deze niet gesloten is en de
koppelingshelften met een verschilsnelheid draaien. Al deze verliezen gecombineerd
veroorzaken een toename in het brandstof verbruik van circa 0.5 %.
Samenvattend, het gebruik van een snelle aandrijflijn in combinatie met een power-
shift module creeert de volgende voordelen: ten eerste, een brandstof besparing tussen
1.9 % en 4.7 % kan gehaald worden afhankelijk van de schakelstrategie. Ten tweede,
toegenomen schakelcomfort door het powershiften van de bovenste 5 versnellinen waar-
door de snelle aandrijflijn haalbaar wordt. Ten derde, lagere manoeuvreersnelheden zijn
mogelijk door het toevoegen van twee manoeuvreerversnellingen. De snelle aandrijflijn
in combinatie met de powershit module heeft echter ook nadelen: ten eerste zijn de
kosten van het systeem hoger. Ten tweede is de complexiteit van het systeem hoger in
vergelijking tot het huidige systeem. Ten derde zal het gewicht van het systeem hoger
zijn. De voordelen overstemmen echter de nadelen. Er kan dus geconcludeerd worden
dat een powershift module voordelen oplevert.
Acknowledgements
The masters thesis study covered in this report has been carried out under supervision
of Dr. ir. Alex Serrarens, Dr. ir. Roell van Druten and ir. Rien Klaasse. First of all I
would like to thank Alex and Roell for their the opportunity of fulfilling this assignment
and their overall support. I also want to thank Rien for his support and help during the
work at DAF trucks. I also owe a word of gratitude to Johan Broeders, Johan Vromans,
and Mike Schouten for their help and information. Special thanks go to Thijs Jacobs
for the nice test drive.
Moreover, I would like to thank Freek Hendriks, and Thijs van de Mortel for their
AutoCAD drawings. Furthermore I would like to give special thanks to Marloes van
Ballegooijen for her support throughout the entire research. I owe a lot of gratitude to
Bart Janssen and Erwin Meinders for their help with the correcting of this report.
I also thank all my colleagues at DTI for the great time and the help during my master
thesis study.

Design of a PowerShift Module for Long Haulage Trucks

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Design of a PowerShift Module for Long Haulage Trucks

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Design of a PowerShift Module

for long haulage trucks

Supervisors: Prof. Dr. M. Steinbuch

Eindhoven University of Technology

Eindhoven, 28th October 2005

4 Design of a powershift module 13

6 Detailing the design 43

8 Conclusions and recommendations 65

B Fuel consumption simulation results 71

H Axle load change at drive off 99

I Shift procedure 101

J Preliminary design 109

K Parameters of the dynamic model 113

2.1 Specific fuel consumption diagram MX 340 prototype engine . . . . . . . . . 5

3.1 Acceleration from 0 to 89 km/h, reference vehicle, 44 ton gross weight . . . . 11

4.1 Drawing of the transmission from patent [18] . . . . . . . . . . . . . . . . . . 14

6.1 Connectivity of the planetary gear . . . . . . . . . . . . . . . . . . . . . . . . 51

7.1 Block schematic of the dynamic model . . . . . . . . . . . . . . . . . . . . . . 57

B.1 Simulation results of reference vehicle on a class III route . . . . . . . . . . . 72

D.1 Transmission in the truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

E.1 Transmission stepsize comparison . . . . . . . . . . . . . . . . . . . . . . . . . 81

F.1 Logic representation of parallel shaft concept . . . . . . . . . . . . . . . . . . 83

J.1 Details of the shaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

Eindhoven, October 2005

1.1 The Project

1.1.2 Project planning

Analysis of the influence of a fast driveline on the drivability (Chapter 3).

Discussion of the studied literature and conceived concepts (Chapter 4).

Concept choice (Chapter 5).

Evaluation of the dynamics and control challenge (Chapter 7).

Conclusions and recommendations (Chapter 8).

straight hilly mountain total

Table 2.2: Vehicle load conditions

empty half load full load

2.1 Engine efficiency

Figure 2.1: Specific fuel consumption diagram MX 340 prototype engine

2.2 Transmission efficiency

clutch splitter gears Range

Figure 2.2: Schematic drawing of a 12 speed AS-tronic gearbox [2]

Table 2.3: Gear ratios and efficiency of 12 speed AS-tronic 2301 TD

gear number ratio efficiency

2.3 Effects of a fast driveline

2.4 Effects of early upshifting

2.5 Effect of progressive/smaller gearsteps

3.1 Shift strategy

vehicle speed and acceleration during acceleration from 0 to 89km/h

vehicle speed and acceleration detail

Design of a powershift module

Continuous Variable Transmission

belt and pulley (push/pull)

Multiple clutch systems

conventional automatic transmission: multiple clutches, brakes, planetary gearsets

simplifications of it towards a single clutch powershift transmission. One of the disadvantages

Figure 4.1: Drawing of the transmission from patent [18]

4.2 Working principle

Figure 4.2: Logic representation of a 2 speed transmission

Tsec = (Teng Jeng eng ) r1 (4.1)

Tsec = (Teng Jeng eng Tcl2 ) r1 + Tcl2 r2 (4.3)

Powershift torque Powershift torque

(a) Positive torque shift 1 to 2 (b) Negative torque torque shift 2 to 1

Figure 4.3: Powershift torque

Figure 4.4: Logic representation of a 3 speed transmission

Figure 4.5: Logic representation of a 3 speed transmission