Hitachi Review Vol. 53 (2004), No.
4 205
Next-generation Fuel-efficient Automated Manual
Transmission
Hiroshi Kuroiwa OVERVIEW: Fuel efficiency standards on vehicles are becoming increasingly
Naoyuki Ozaki strict to curb global warming, and Japan and Europe plan to reduce current
standard values by about 25% in the timeframe from 2008 to 20101).
Takashi Okada
Transmission manufacturers have responded with a range of proposals for
Masaru Yamasaki enhancing fuel efficiency. A number of alternative schemes have been
developed as a more fuel-efficient next-generation transmission to succeed
the existing ATs (automatic transmissions) and CVTs (continuously variable
transmissions). One approach that is attracting considerable interest is an
AMT (automated manual transmission), essentially an MT (manual
transmission) with an automated control system. Hitachi Group is now
developing a unique torque-assist AMT that is compactly implemented by
adding a friction clutch mechanism to a conventional AT. Combining the
fuel efficiency of an MT with the seamless shifting of an MT, this approach
shows excellent promise as a compact and cost-effective next-generation
transmission.
INTRODUCTION shifting of MT. The problem with this design is that
MT (manual transmission) uses simple spur gears the drive torque is momentarily interrupted during
providing excellent transmission efficiency and thus shifting. This results in a very different shift feeling
typically get 10% or better fuel mileage than current from an AT, and thus never saw widespread acceptance
ATs (automatic transmissions). The object of the AMT as a replacement for the conventional AT in mainstream
(automated manual transmission) is to automate the vehicles. This was followed more recently by a twin-
starting and gearshifting while retaining this excellent clutch AMT that is receiving a great deal of attention.
fuel efficiency. A round of fierce competition was Supporting smooth and responsive shifting much like
triggered among European manufactures to see who an AT, the twin-clutch AMT has been installed by
would be the first to develop what is generally known European vehicle manufacturer on some high-engine-
as a conventional AMT that attempts to automate the capacity sports cars beginning last fall. Hitachi Group
Torque-assist Electronic control Electronic
AMT throttle control unit
ECU
AMT without
torque assist Electromechanical
actuators
Discomfort
Fig. 1—Hitachi’s Solution
Motor driver unit Technology for AMT Systems.
Hitachi Group contributes to the
manufacture of environmentally-
Hitachi’s AMT system solution friendly vehicles through the
development and deployment of
Cooperative control of Shift control with torque-assist:
engine and transmission engagement and disengagement of innovative next-generation torque-
clutch/synchronizer assist AMT systems and integrated
Model-based control, torque estimation, accurate speed detection, control technology enabling AMT
clutch control, simulation
systems to interwork smoothly with
engine systems.
Next-generation Fuel-efficient Automated Manual Transmission 206
is now developing an original torque-assist AMT that mainstream FF (front-engine front-drive) compact
is fundamentally different from these other two vehicles with engine displacement under 2 liters.
approaches. In this paper we will highlight the
objectives, the concept, and the primary features of OPERATING PRINCIPLE AND
the torque-assist AMT. IMPLEMENTATION OF TORQUE-ASSIST
AMT
OBJECTIVES AND FEATURES OF TORQUE- Shifting Operation
ASSIST AMT Fig. 2 shows the shift timing of a 5-speed manual
In order to achieve widespread acceptance as a gearbox with added assist clutch. The first half of a
replacement for conventional transmissions, the next- shift operation when up-shifting from 1st to 2nd gear
generation transmission must provide the good fuel is illustrated in Fig. 2 (a). Transmitted torque from the
economy of an MT, the effortless shifting of an AT, assist clutch gradually increases until torque
and must also be compact and affordable. transmitted by 1st gear approaches zero. At this point,
Unfortunately, the conventional AMT fails to achieve 1st gear is disengaged by the gear select-shift
the seamless shifting of an AT and the twin-clutch mechanism putting the transmission into neutral. In
AMT is difficult to implement compactly and cost- the next phase shown in Fig. 2 (b), torque is transmitted
effectively. by 5th gear with assist clutch and controlled so that
Hitachi Group has proposed a third way that does when the correct engine speed is reached to allow 2nd
meet all the above requirements — a torque-assist gear to mesh, the gear select-shift mechanism engages
AMT — and is now in the process of developing this 2nd gear. Finally, the shift is complete in Fig. 2 (c)
system. A key advantage of this approach is that it can when transmitted torque from the assist clutch
be implemented with relatively little modification to disappears and the torque transfer path only passes
existing AMTs by simply adding a friction clutch through 2nd gear.
called an assist clutch to the transmission. Action of During this shifting sequence, there is no torque
the assist clutch effectively solves the torque interruption, and the torque waveform closely
interruption problem of the conventional AMT while approximates that of an AT. All up- and down-shift
providing the smooth gear shifting of an AT. A compact transitions are similarly smooth with this torque-assist
and economical torque-assist AMT could thus be AMT.
implemented fairly easily for application on
Input shaft 4th 5th
Start clutch
1st 2nd 3rd
gear
gear gear
gear gear
Engine Assist clutch
Output shaft
Control
Engine speed
unit Gears
Transmission
Actuators
Wheel
(a) First half of shift Mesh clutch
operation
4th 5th
1st 2nd 3rd
gear
gear gear
Fig. 2—Outline and gear gear (a) (b) (c)
Assist clutch
Principle of Engine
During
Operation for shifting
Wheel torque
Torque-assist AMT.
This new AMT (b) During shifting Driving in Driving in
transmits the engine 4th 5th 1st gear 2nd gear
torque to the wheels 1st 2nd 3rd
gear
gear gear
gear gear
using the torque- Assist clutch 0 Time
Engine
assist mechanism
during shifting, so
an interruption of (c) Latter half of shift
torque does not operation
occur.
Hitachi Review Vol. 53 (2004), No. 4 207
AMT control unit Engine
with motor driver control unit
Input shaft
Start clutch actuator
Electric
Actuator for selecting and shifting gear throttle valve
Assist clutch actuator
Assist clutch Engine
Output shaft
Transmission oil temperature sensor
Transmission
Fig. 3—System Configuration of
Output shaft Torque Assist AMT.
revolution Input shaft revolution
speed sensor speed sensor AMT control unit optimally controls
three motor actuators.
Engine speed
First half
of shift During
shifting Latter half
of shift
Wheel torque
Time
0
Gear disengagement control Synchronization control Gear engagement control
Shift control technology
Torque-assist shift control technology Engine control unit
Torque estimation
Target
Torque transfer model Target engine
driving torque Engine control instructions
force
Target clutch torque Clutch model Actuator control instructions Fig. 4—Schematic of Primary Shift
Target High-accuracy speed Control Elements.
Synchronization control Actual
speed detection Precise cooperative torque control
speed
Transmission control unit between the engine and AMT is
critically important for the system.
System Configuration sensor.
Fig. 3 shows a compact torque-assist AMT that is Sensor output goes to the AMT electronic control
implemented simply by adding an assist clutch to the unit and the control unit drives the actuator motors by
designated gear on the high-speed stage side of an a built-in motor driver based on information from the
existing MT. engine electronic control unit to control the
Three types of actuators are used to automate the transmission so shifts are always performed perfectly
transmission: one for the start clutch, a second for the matched to the transmission’s decision.
shift select, and a third for the assist clutch. Actuators
can be driven hydraulically or directly by an electric Primary Shift Control Elements
motor, but we adopted the motor-driven approach for Fig. 4 shows a core block diagram of the torque-
its simpler installation and better control accuracy. Six assist AMT control module.
sensors help the transmission decide when to shift: an Shifting control can be divided into three phases:
input shaft speed sensor, output shaft speed sensor, gear disengagement control in the first half of the shift
transmission oil temperature sensor, shift position operation, speed synchronization control during
sensor, select position sensor, and start clutch position shifting, and gear engagement control in the latter half
Next-generation Fuel-efficient Automated Manual Transmission 208
Vehicle acceleration (m/s2)
2 Conventional AT
Synchromesh
Electric
for 5th gear 1
Reduction gear motor
Torque assist
0
Existing AMT
0 1 2 3 4 time (s)
(a) Up-shift performance
Shifting on uphill grade
Fuel efficiency Starting
Mechanism
to convert
rotation into
linear motion
Acceleration Up-shift
Assist clutch response
: Torque-assist AMT
Down-shift : Conventional AT
5th gear of basic manual Modified transmission with
transmission assist clutch and actuator (b) Torque-assist AMT compared with conventional AT
Fig. 5—Implementation of Assist Clutch Drive Module. Fig. 6—Performance of Torque-assist AMT.
Length in the axial direction was significantly reduced by The torque-assist AMT combines the seamless shifting of an
replacing a synchromesh with an assist clutch. automatic with the superior fuel efficiency of an MT.
of the shift operation. The objective of the control is as much as possible, so the transmission can be
to complete the shift in minimal time without causing mounted on mainstream FF vehicles where engine
shift shock. This requires precise and highly responsive space is severely limited.
coordinated control between the engine electronic
control unit and the AMT electronic control unit, and SYSTEM PERFORMANCE
torque information is especially critical. In this section we will summarize our assessment
During shifting, the target driving torque (wheel of how well the torque-assist AMT achieves the
torque) is optimally set in accordance with the driving seamless shifting of an AT and the fuel economy of an
state of the vehicle and the target engine torque and MT.
target clutch torque of the AMT are determined from Fig. 6 (a) compares the up-shifting performance
calculations made by the powertrain torque transfer during acceleration of the torque-assist AMT with an
model. The target engine torque is controlled by the existing AMT and conventional AT, and it is apparent
engine electronic control unit, while the target clutch that the torque-assist AMT provides nearly the same
torque is controlled by the assist clutch after it is smooth shifting performance as the conventional AT.
converted to control commands of the assist clutch Fig. 6 (b) compares the torque-assist AMT with a
actuator are converted. conventional AT across six different performance
measures. One can see from the figure that the up-
Implementation of Assist Clutch Drive and down-shifting performance of the torque-assist
Fig. 5 shows implementations of key components AMT is almost the same as the AT, but because there
of the system: the assist clutch module and the motor is no slippage from the torque converter that is required
actuator that drives the assist clutch. by an AT, the fuel efficiency and acceleration response
Note that we replaced the synchromesh on a basic of the torque-assist AMT are significantly better.
5-speed manual transmission with the assist clutch, On the other hand, the torque converter on the AT
which is driven by a motor combined with a device to gives somewhat smoother starts and more power when
convert rotation into linear motion. This enabled us to accelerating.
reduce the size of the transmission in the axial direction We believe based on this overall assessment that
Hitachi Review Vol. 53 (2004), No. 4 209
the torque-assist AMT has excellent potential as a REFERENCES
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ABOUT THE AUTHORS
Hiroshi Kuroiwa Takashi Okada
Joined Hitachi, Ltd. in 1965, and now works at the Joined Hitachi, Ltd. in 1990, and now works at the
Control System Design Department, the Engine Third Department of Systems Research, Hitachi
Management System Division, the 1st Business Research Laboratory. He is currently engaged in the
Management Division, the Automotive Systems. development of powertrain control systems for
He is currently engaged in the development of AMT vehicles. Mr. Okada is a member of the Japan Society
(automated manual transmission) control systems. of Mechanical Engineers (JSME), JSAE and can be
Mr. Kuroiwa is a member of Society of Automotive reached by e-mail at
[email protected].
Engineers of Japan, Inc. (JSAE), and can be reached
by e-mail at
[email protected]. Masaru Yamasaki
Joined Hitachi, Ltd. in 1991, and now works on the
Naoyuki Ozaki Automotive System Project, Mechanical Engineering
Joined Hitachi, Ltd. in 1988, and now works at the Research Laboratory. He is currently engaged in the
Control System Design Department, the Engine mechanics of AMT systems. Mr. Yamasaki is a
Management System Division, the 1st Business member of JSME, JSAE, and can be reached by
Management Division, the Automotive Systems. e-mail at
[email protected].
He is currently engaged in the development of the
AMT control systems. Mr. Ozaki is a member of JSAE
and can be reached by e-mail at
[email protected].
