Copyright 2002 Society of Automotive Engineers, Inc.

ABSTRACT
Simulation, optimization and regression pre-selector
gearshift models in the urban bus transmission are
designed. Parameters of pre-selector gearshift
algorithm, allowing to reduce loading of transmission
elements and increase smoothness of switching-over
process are synthesized.
The article deals with parameters optimization of pre-
selected gearshift algorithm in the urban bus
transmission. With provision for specifics of under
investigation process the research technique and toolkit
of complex oscillatory system syntheses are offered in
the report, including choice of strategy and method of
deciding the multicriterion problem, development
simulation models of pre-selector gearshift process,
motivation and choice of efficiency criterions, searching
area, initial approach and operated parameters. Results
of modeling of pre-selector gearshift process before and
after optimization, as well as the results of the gearshift
algorithm syntheses are illustrated and brought in
activity. The regression models are designed alongside
with optimization models, that gives an opportunity with
minimum costs of a machining time to estimate influence
of varied parameters on values private and generalized
responses.
Controlled parameters values, obtained during
optimization, can be utilized for programming of control
microprocessor box of automatic gear-shifting system.
Aside from raising efficiency of transport facility,
gearshift automation promotes a raising of motion safety
in the city devil, so as bus driver will pay more attention
to the road situation.
INTRODUCTION
For today, when the designer and technological
capabilities of improvement of the transients weep
quality in mechanical stepping transmissions practically
completely have settled themselves, interest,
unconditional, represents the technique and results of
gearshift algorithm synthesis (GAS), permitting at usage
of its optimum parameters to essentially improve vehicle
dynamics, reduce transmission elements loading and
thus to increase smoothness of investigated process.
RESEARCH OBJECT
Original plant in an investigated bus power unit is the gear
box, which kinematics configuration is shown in a fig. 1.
Figure 1. The kinematics configuration of a gear box with a double
friction clutch
The installation of a double friction clutch (DFC) on an
entrance enables to realize pre-selected switching by
activation of friction clutches 1 or 2, that considerably
simplifies gear-box control, reduces time of power flow
gap to a minimum and simplifies automation of switching
process.
DEVELOPMENT THE SCHEME AND
MATHEMATICAL MODEL OF THE BUS
DYNAMIC SYSTEM
Major stage prior to simulation of dynamic processes in
the hardware system on a computer is the pasteurization
of this system. Last consists of selection of the idealized
physical model adequately mapping system behavior at
the analysis of phenomena particular aspect. Thus, the
real system with distributed parameters is substituted
2002-01-2203
Modeling of Pre-Selector Gearshift in the Urban
Bus Transmission
Victor Kusyak and Oleg Rukteshel
Belarusian National Technical University
simplified one with discrete parameters.
Scheme of a design bus dynamic system for the analysis
of gear-shifting process is shown in a fig. 2.
r
1,2
r
3,4
r
4,5,6
r
7,8
r
8,9
8,9

9 3
4,5,6
3,4
mb en a
Figure 2. The scheme of a design bus dynamic system.
The scheme powers up: I
i
, e
i
, r
i
- accordingly moments of
inertia, compliance and damping ratios of nodes and
parts of the bus;
1
,
2
- friction clutches of a double
coupling;
1
,
2
- synchronizers of actuation according
to the lowest and higher gears;
3
- bond in contact of
driving wheels tires to a surface of a road coverage;
en
,

mb
,

,
a
- external couples; U
n,6
, U
n+1,6
-
reduction rates according to the lowest and higher
transmission.
The mathematical model is submitted by the Lagrange
differential equations of II-nd kind, where as generalized
coordinates the angular velocities (
i
) of slugged
masses and torques (M
i
) in elastic links are adopted.
At simulation the automobile power unit is considered as
logic-dynamic system with variable structure [1], which
change happens at actuation - disputation of any bonds

1
,
2
,
1
,
2
,
3
(fig. 2), dismembering a dynamic line-
up. Therefore, the conventional exposition of each
structural condition by an appropriate system of
differential equations is inexpedient, as requires mining
the too much unwieldy subroutine of right members
evaluations. Thats why, on a development stage of a
mathematical model of gear-shifting process, the vehicle
of hybrid functions and logical switches were used [1]. It
allows to bound a scope of some function or an equation
in given restricted area.
Thus, the driving of masses of a design bus dynamic
system is described by one system of logic-differential
equations:
);
en
,
1
(
1
f
en
M ;
1
I / )
mb
)
2 , 1
Mr
2 , 1
M (
en
M (
1
) 1 = + = &
) , ( f M
mb 1 2 mb
= ;
]; t ), [( f M ]; t ), [( f M
; r ) ( Mr ; e / ) ( M ) 2
5 2 3 4 3 2 3 1
2 , 1 2 1 2 , 1 2 , 1 2 1 2 , 1
= =
= =
&
); L L ) U / U I I ( L I I /(
/ ) L L ) ( sign L P L ) U /
/ ) Mr M (( L L ) ( sign
L P L ) Mr M ( Mr M ( ) 3
10 3
2
6 , 1 n
2
6 , n
4 5 9 1 2
10 4 5 2 2 10 2 3 6 , 1 n
6 , 5 , 4 6 , 5 , 4 9 2 3 2 1
9 1 1 4 , 3 4 , 3 2 , 1 2 , 1 2
+ + +

+
+ + =
+
+
&
); L I I ( / L )) Mr M (
L ) ( sign P L ) Mr M (( ) 4
1 2 3 9 4 , 3 4 , 3
2 3 2 1 1 1 2 , 1 2 , 1 3
+ +
+ + = &
; r L ) ( Mr ; e / L ) ( M ) 5
4 , 3 9 4 3 4 , 3 4 , 3 9 4 3 4 , 3
= =
&
) 1 ( ); U / U I I /(
/ ) U / ) Mr M ( L ) Mr M (( ) 6
2
6 , n
2
6 , 1 n
5 4
6 , n 6 , 5 , 4 6 , 5 , 4 9 4 , 3 4 , 3 4
+
+
+ + = &
; L U U / ) U / U I
L I I /( L ) U / ) Mr M (
L ) ( sign P L ) Mr M (( ) 7
9 6 , 1 n 6 , n 4
2
6 , 1 n
2
6 , n
4
3 2 5 10 6 , 1 n 6 , 5 , 4 6 , 5 , 4
4 5 2 2 2 3 2 , 1 2 , 1 5
+ +
+ + +
+ + =
+
+
+
&
&
; e / ) L U / L U / ( M ) 8
6 , 5 , 4 6 10 6 , 1 n 5 9 6 , n 4 6 , 5 , 4
+ =
+
&
; r ) L U / L U / ( Mr
6 , 5 , 4 6 10 6 , 1 n 5 9 6 , n 4 6 , 5 , 4
+ =
+
); L U / I L U / I I /(
/ ) L ) U ( sign L ) U /
/ ) Mr M (( L ) U ( sign
L ) U / ) Mr M (( Mr M ( ) 9
7
2
7 , 1 n
7 5
2
7 , n
7 6
8 7 , 1 n 7 6 2 c 7 7 , 1 n
8 , 7 8 , 7 6 7 , n 7 6 1 c
5 7 , n 8 , 7 8 , 7 6 , 5 , 4 6 , 5 , 4 6
+ +

+
+ + =
+
+ +
&
); L U / I L U I I /( )) Mr
M ( L U ) U ( sign
L U ) Mr M ( L ) U
( sign L U ) Mr M (( ) 10
7
2
7 , 1 n
6 5
2
7 , n
6 7 8 , 7
8 , 7 8 7 , 1 n 7 , 1 n 7 6 2 c
7 7 , 1 n 6 , 5 , 4 6 , 5 , 4 6 7 , n 7
6 1 c 5 7 , n 6 , 5 , 4 6 , 5 , 4 7
+ + +
+ +
+ + +
+ + =
+
+ +
+
&
; r ) ( Mr ; e / ) ( M ) 11
8 , 7 8 7 8 , 7 8 , 7 8 7 8 , 7
= =
&
; I / ) sign P )
( sign P ) Mr M ( Mr M ( ) 12
8 8 4 9
8 3 9 , 8 9 , 8 8 , 7 8 , 7 8

+ + =

&
; r ) P ( Mr ; e / ) P ( M ) 13
9 , 8 3 9 8 9 , 8 9 , 8 3 9 8 9 , 8
= =
&
; I / ) sign
P ) ( sign P ) Mr M (( ) 14
9 9 a
4 9 8 3 9 , 8 9 , 8 9

+ + =

&
;
at , 0
at , 1
L ;
at , 0
at , 1
L
;
at , 0
at , 1
L ;
at , 0
at , 1
L
5 2
5 2
4
5 2
5 2
3
3 2
3 2
2
3 2
3 2
1

=

=

=
=

=

=

=
=
;
U at , 0
U at , 1
L ;
U at , 0
U at , 1
L
7 , n 7 8
7 , n 7 6
6
7 , n 7 6
7 , n 7 6
5

=

=

=
=
;
U at , 0
U at , 1
L ;
U at , 0
U at , 1
L
7 , 1 n 7 6
7 , 1 n 7 6
8
7 , 1 n 7 6
7 , 1 n 7 6
7

=

=

=
=
+
+
+
+
;
M 05 , 0 M at , 0
M 05 , 0 M at , 1
L ;
M 05 , 0 M at , 0
M 05 , 0 M at , 1
L
max

2
max

2
10
max

1
max

1
9

=
f f
)]; Mr M I M ( sign 1 [ 5 , 0 P
4 , 3 4 , 3 3 3 1 1
+ + + = &
)]; U / ) Mr M (
U
U
I I (
M ( sign 1 [ 5 , 0 P
6 , 1 n 6 , 5 , 4 6 , 5 , 4
2
6 , 1 n
2
6 , 1 n
4 5 5
2 2
+
+
+
+ + +
+ =
&
)]; Mr M M ( sign 1 [ 5 , 0 P
)]; Mr M M ( sign 1 [ 5 , 0 P
9 , 8 9 , 8 4
9 , 8 9 , 8 3
+ =
+ + =

where

max
M - a peak friction moment explicated by
friction clutches of a double coupling; L
i
, P
i
- accordingly
function predicate and logical switches.
At research of gear-shifting process of a in the vehicle
with a diesel engine, the set of equations (1) should be
supplemented by equations circumscribing operation of
an all-speed governor, preliminary lacing of its spring,
link of migration coordinates of a governor clutch both
sail batten of a fuel pump, and equation, defining
effective engine torque. After reduction of listed
equations to an aspect, convenient for programming on
a computer, last enter the name as follows:
p p
v z = & ;
; m / ] v sign F v
) ( E z c u ) z ( A [ v
p p p p p
p p
2
p
2
1 p p

= &
(2)
; b E ) ( E
0
+ =

).
1 ben
b
0
ben
( )
max
p
z /
p
z 1 ( )
1
(
i
en

en
=
GEARSHIFT ALGORITHM SYNHESIS
Loading of friction units and shafts of transmission
aggregates, and also comfort of the bus passengers are
determined by the laws and algorithms of switching on
adjacent gear.
To gearshift algorithm parameters (GAP) we refer time
value of compression efforts change on gear-box friction
units, on engine and motor brake control units, and also
intervals of time displacement of a beginning of separate
nodes control of the bus power unit.
For selection of these parameters it is offered to use
methods of a parameter optimization providing:
1) selection of controlled parameters and criteria of
efficiency;
2) mining the simulation model of investigated process;
3) definition of an original approximation and search
areas;
4) selection of the multicriterion problem solution
strategy and method of optimization.
As controlled parameters were adopted:
t
1
, t
3
, t
5
- accordingly time of compression effort increase
on DFC disks, treadle migration of engine and motor
brake control up to the maximum;
t
2
, t
4
, t
6
- accordingly time of an abatement of the
indicated parameters up to the minimum;
For a quantitative assessment of efficiency of the GAP
selection it is offered to use the following private criteria:
specific slipping power (P
sl
) and work (W
sl
) of gear-box
friction clutches; dynamic loads factor (
dyn
); maximum
double amplitude of a derivative of the bus longitudinal
acceleration (
a
V
& &
) and time of power flow gap (t
pfg
) at
gear-shifting [2].
The base for problem solving of GAP synthesis is served
by the simulation model permitting to determine private
criteria values of efficiency and to analysis the alternate
versions of GAP combination.
The gearshift algorithm parameters, reproduced by the
mean qualification driver were received for an original
approximation (see tab. 3).
By virtue of that the gearshift algorithm parameters
exercise influence on transmission nodes loading,
dynamics and driving smoothness of the bus, the task of
a parameter optimization of gearshift algorithm is
multicriterion.
On the basis of the conducted analysis of present
optimization methods in view of selected criteria of an
optimality, specificity of the solved task, and also taking
into account a directness to extreme of each objective
function, the strategy of suspended additive conflicts
compensation [3] was put in the fundamentals of solution
of GAS task. Thus, a technique deficiency, stipulated
criteria conflicts, it is possible to neutralize by rational
selection of weighting coefficients.
Having justified selection of the multicriterion problem
solution strategy, we fold vector criterion of efficiency. In
this case determination task of unique compromise
alternative, at given preferences vector , and also
known criteria and parametric limitations, is reduced to
an aspect
X x
) x ( ) x (
) x ( ) x (
) X ( min
i
max
i
i i
i
u
1 i

=
, (3)
Where () - integral criterion of efficiency; ) x (
max
i
-
greatest values of minimized objective functions; ) x (
*
i
-
optimal values

of objective functions;

i
- i-unit of
weighting coefficients vector; u - set of objective
functions.
0 ; 1
i i
u
1 i
> =
=
.
(4)
Thus, the formalizing of the task of GAP synthesis
provides introduction of preferences vector on a range of
private criteria, mining of units importance quantitative
scale of the given vector and generalization of private
criteria in an integral merit figure with usage of
normalizing and scaling conversions.
Table 1
Values of efficiency criteria
switching from
3 up to 4 gear
switching from
4 down to 3 gear

criterion of
efficiency Before
optimization
after
optimization
Before
optimization
after
optimization
1 P
sl
, W/sm
2
1,889 0,004 0,538 0,024
2 W
sl
, G/sm
2
0,196 0,001 0,013 0,006
3 K
dyn
1,116 1,048 0,452 0,444
4
a
V
& &
,m/sec
3
8,345 5,034 10,324 10,79
5 T
pfg
, sec 0,653 0,549 0,461 0,444
6 () 0,697 0,339 0,641 0,425
Table 2
Outcomes of GAP synthesis
switching from
3 up to 4 gear
switching from
4 down to 3 gear

controlled
parameters Before
optimization
after
optimization
Before
optimization
after
optimization
1
t
1
, sec
0,60 0,545 0,60 0,800
2
t
2
, sec
0,30 0,400 0,30 0,231
3
t
3
, sec
0,50 0,935 0,30 0,333
4
t
4
, sec
0,30 0,297 0,30 0,375
5
t
5
, sec
0,15 0,150 - -
6
t
6
, sec
0,15 0,149 - -
Figure 3. Simulation outcomes of switching process with 3-rd on 4-th
gear up to () and after (----) of optimization.

1
,
2
,
3
- angular velocities of carrying on DFC disks, led disks of
1-st and 2-nd friction clutches accordingly;
T- a torque on the gear-box output shaft;

fr
limiting friction torques accordingly of 1-st and 2nd friction
clutches;
en
,
mb
units position of engine and motor brake
controls accordingly.
Taking into account specificity of investigated process, it
is represented expedient to not return of preference to
any of private criteria, and to include them in integral
criterion of efficiency on the equal rights:
2 , 0 5 / 1
5 4 3 2 1
= = = = = = (5)
that completely obeys (4).
As optimal values of an i-objective function is received
zero. Then the generalized criterion of efficiency (3)
becomes
) 6 (
V
V

W
W
P
P
t
t
2 , 0
max
a
a
max
dyn
dyn
max
sl
sl
max
sl
sl
max
pfg
pfg
|
|
|
.
|

\
|
+ + + + =
& &
& &
and minimizes during searching an optimum.
The given task was decided by kvazigradient method of
stochastic approximating with accelerated convergence [4].
The private criteria values of efficiency of switching
process on adjacent higher and lowest gear are shown
in the table 1, and the controlled parameters, at which
they are obtained - in the table 2. The outcomes of
computer simulation of switching processes on higher
gear before and after optimization are shown in a fig. 3.
The controlled parameters values, obtained during
optimization, can be used for programming of control
microprocessor box of an automatic gear-shifting
system.
REGRESSION ANALISIS
On the basis of multifactor experiment scheduling the
regression relations of estimated criteria from
parameters of pre-selected gearshift algorithm are
designed:
1) Time of power flow gap at a gear-shifting
t
pfg
=0,64+0,171+0,072 (7)
2) Work of DFC slipping
W
sl
=0,69+0,39
1
-0,26
2
(8)
3) Power of DFC slipping
P
s
l = 4,09+0,85
1
-2,21
2
-0,47
1

2
(9)
4) Dynamic loads factor
K
dyn
= 1,78-0,07
2
(10)
5) Maximum double amplitude of a derivative of the bus
longitudinal acceleration
a
V
& &
=3,33-0,98
1
-0,34
2
+0,18
3
+0,31
1

2
-0,18
1

3
(11)
6) Integral criterion of efficiency
() = 0,47-0,03
1
-0,07
2
(12)
Where X
1
, X
2
, X
3
- accordingly time of a compression
effort increases on DFC disks, migration of engine and
motor brake control units up to the maximum:
X
1
X
2
, X
1
X
3
, X
2
X
3
- coupling effects of the above-stated
factors:
Usage of obtained regression equations allows to
considerably reduce expenditures of a transactions,
means and machining time to the gearshift algorithm
parameters choice.
CONCLUSIONS
Usage of optimum parameters obtained as a result of
gearshift algorithm synthesis, allows to lower integral
criterion of efficiency on 51,3 %; to reduce time of power
flow gap at a gear-shifting up to 0,549 sec; to reduce a
dynamic loads factor up to 1,048 and speed of bus
longitudinal acceleration change - up to 5,040 m/sec
3
,
thus excluding slipping process of led and carrying on
DFC parts.
The parameters, obtained as a result of optimization, are
expedient for using at programming of control
microprocessor box at automation of gear-shifting
process.
REFERENCES
1. Guk K.D., Kacharov T.K. Stability research of
logical-and-dynamic systems in the problems of
systems engineering.shkent: Fan, 1982. 156 p.
2. Rukteshel O., Kusyak V. The analysis of switching -
over process in bus transmission with a progressive
gear-box. // 20-th International scientific symposium
of young research workers. - Vol. IV: Mechanics,
Tom IV: Mechanika / Politechnika Zielonogorska.-
Zielona Gora. - 1998. - Pp. 216 - 219.
3. arasik V.P. Mathematical modeling of technical
systems. - Minsk : design PRO. - 1997. - 640 p.
4. Furungiev R.I., Ismailov A.Y. Comparative
investigation of stochastic approximation methods at
designing of optimal oscillation systems // computer-
aided design in mechanical engineering. - Minsk,
1978.- Vol.2.- Pp. 14-22.
CONTACT
Dr. Victor Kusyak, Dept. of Automobiles, Belarusian
National Technical University, F. Skaryny 65, 220 027
Minsk Belarus. E-mail: kusyak@tut.by
DEFINITIONS, ACRONYMS, ABBREVIATIONS
GAS: Gearshift algorithm synthesis
GAP: Gearshift algorithm parameters
DFC: Double friction clutch

i
: Angular velocities of slugged masses
M
i
: Torque in elastic links
P
sl
: Specific slipping power of gear-box friction clutches
W
sl
: Specific slipping work of gear-box friction clutches
K
dyn
: Dynamic loads factor
a
V
& &
: Maximum double amplitude of a derivative of the
bus longitudinal acceleration
t
pfg
: Time of power flow gap at gear-shifting
(X): Integral criterion of efficiency
t
1
, t
3
, t
5
: - Accordingly time of compression effort
increase on DFC disks, treadle migration of engine and
motor brake control up to the maximum
t
2
, t
4
, t
6
: - Accordingly time of compression effort
increase on DFC disks, treadle migration of engine and
motor brake control up to the minimum