Review On Automatic Transmission Control in Electr

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Review on automatic transmission control in electric and non-electric

automotive powertrain
Article in International Journal of Vehicle Performance · January 2020

DOI: 10.1504/IJVP.2020.104500
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98 Int. J. Vehicle Performance, Vol. 6, No. 1, 2020
Review on automatic transmission control in electric

and non-electric automotive powertrain
Sireesha Tamada*, Debraj Bhattacharjee

and Pranab K. Dan
Rajendra Mishra School of Engineering Entrepreneurship,
Indian Institute of Technology Kharagpur,
Kharagpur, 721302, India
Email: sireeshatamada@iitkgp.ac.in
Email: debraj1@iitkgp.ac.in
Email: pkdan@see.iitkgp.ernet.in
*Corresponding author
Abstract: This study presents an overview of control logic development

for automotive transmission in both electric and non-electric powertrain.
The control of automotive power transmission determines the shift quality that
is attaining smoother shifting, leading to better drivability which rather
important. The steady upswing of electronic and embedded systems has
supplanted mechanical controls. The transition of actuation technology from
mechanical to electromechanical type also propels the development of
electronic controls in the vehicle. The electronic transmission control unit
(TCU) governing automation of gear-shifting process in the transmission
system, betters the driving experience due to improved shifting quality. There
has been a rising demand for automatic gear shifting owing to its potential for
uninterrupted gear shifting or also called power shifting. Gear shifting strategy
and control are central to quality shifting process. Hence this work presents
state of the art on controls for gear shifting and identifies the scope of further
research.
Keywords: automotive transmission; transmission control; gear shifting; shift

quality; virtual electronic controller simulator; electric powertrain; non-electric
powertrain.
Reference to this paper should be made as follows: Tamada, S.,

Bhattacharjee, D. and Dan, P.K. (2020) ‘Review on automatic transmission
control in electric and non-electric automotive powertrain’, Int. J. Vehicle
Performance, Vol. 6, No. 1, pp.98–128.
Biographical notes: Sireesha Tamada is presently pursuing her PhD from the
Indian Institute of Technology, Kharagpur, India in the area of automotive
control. She received her Master’s in Electrical Engineering from Birla Institute
of Technology, Mesra, India in 2014 and Bachelor’s in Technology from the
Biju Patnaik University of Technology, Orissa, India. Her present research
interests include automation of gear shifting for better shift quality using
non-linear control techniques.
Debraj Bhattacharjee is currently perusing his Doctoral degree from the Indian
Institute of Technology Kharagpur, India. His research interests include
transportation research, vehicle design, powertrain control, and data-driven
product development. He has completed his Bachelor’s and Master’s in
Engineering from West Bengal University of Technology.
Copyright © 2020 Inderscience Enterprises Ltd.

Review on automatic transmission control 99
Pranab K. Dan is presently an Associate Professor at Rajendra Mishra School

of Engineering Entrepreneurship, Indian Institute of Technology Kharagpur,
India. He obtained his BE and ME degrees in Mechanical Engineering from
Bengal Engineering College, Shibpore affiliated to Calcutta University, India in
the year 1980 and 1982 respectively and his PhD degree in Production
Engineering in 1996 from Jadavpur University, Kolkata. His research
and professional experience are in the area of Industrial Engineering.
His research interests include engineering design, product development and
manufacturing, manufacturing systems and product engineering. He is a Reader
in Industrial Engineering in the School of Engineering & Technology at the
West Bengal University of Technology, Kolkata.
1 Introduction
This paper aims to find the important factors affecting the shift quality through a
literature survey of different feedback control strategies in automatic transmission control
in automotive powertrains. In a modern passenger car, manufacturers are providing
different transmission options such as manual transmissions (MT), automated manual
transmissions (AMTs), dual-clutch transmissions (DCTs), conventional automatic
transmissions (AT), continuously variable transmissions (CVT) and hybrid transmission.
The automotive transmission can be classified according to the gear ratio, shifting
process and architecture. The transmission systems are two types according to gear ratio
options, stepped transmission system and continuous variable transmission. In stepped
transmission system, the number of speed ratios or gear ratios is limited, and they are
discrete on the other hand the continuous variable transmission can provide unlimited
number gear ratios within a range of gear ratio values. In the aforementioned
transmission systems manual transmission, AMT, DCT, and conventional automatic
transmission or planetary transmission are stepped transmissions and on the other hand
transmission systems consisting of belt drives are example of continuous variable
transmission. Another example of continuous variable transmission is the combination of
the planetary gear set and electric motor. This combination is known as electronic
continuous variable transmission (eCVT). This eCVT is used in electric vehicles and in
hybrid electric vehicles. According to gear shifting process, the transmission can be
divided into three categories manual transmission, semi-automatic transmission, and
automatic transmission. In modern vehicles, the gear shifting or gear ratio selection
happens according to a particular logic with no human intervention. In recent literature,
these types of transmission systems are referred to as automatic transmission.
In automatic transmission the AMT, DCT, planetary gearbox or AT and CVT can be
used. According to architecture, the transmission can be categorised into two types of
transmission parallel shaft transmission (example MT, AMT, DCT) and without parallel
shaft (AT, CVT). Here in this paper the planetary-geared transmission and DCTs are
considered for literature survey, as they use similar shifting strategies and used for
automatic transmission in most of the paper. A short description of different types of
transmission systems is described here.
100 S. Tamada et al.
1.1 Continuous variable transmission

Continuous variable transmission (CVT) constructed of belts and pulleys and capable of
providing unlimited gear ratios within an upper and lower limit. The main advantage of
CVT is the continuous torque transmission during the change of one gear ratio to another.
A diagram of conventional CVT is presented in Figure 1. However, the focus of this
paper is stepped automatic transmission but before describing them, a small discussion is
provided in this section. In Figure 1, the two operational situations are presented in CVT
(Berge and Pramanik, 2018). Low gear and overdrive ratios can be achieved by sliding
the belt on the pulleys. In recent times various vehicle models with CVT are introduced
in the market. Nissan Micra, Maruti Suzuki Baleno, and Hyundai Elite i20 are the
well-known Vehicle model with CVT.
Figure 1 Continuous variable transmission
Source: Berge and Pramanik (2018)
1.2 Manual transmission and automated manual transmission

In manual transmissions, the tasks of gear engagement and clutch actuation are
performed manually and require a shift device for performing the transfer of torque. They
are comparatively lower in cost and better efficiency. The manual transmission is a
parallel transmission type and is obsolete from the market. In place of MT, the automated
version of it as AMT is available in the market. AMTs came into the market enhancing
the existing MT design with clutch and gear actuators for automation. AMT consists of
the dry clutch and a multi-speed parallel shaft gearbox equipped with hydraulic or
electrohydraulic actuators controlled by the electronic control unit (ECU). The operation
of AMT is semiautomatic where according to driver request the shifting happens with the
help of hydraulic or electro-hydraulic actuators. An example of AMT is presented
in Figure 2.
1.3 Dual-clutch transmission

A DCT combines the advantages of manual transmission and planetary-geared
transmission. DCT improves shifting time and efficiency. DCTs offer benefits of driving
dynamically without any manual effort and flexible gear ratio change. A wet multi-plate
dual-clutch module is applied to divide the gears into odd gears and even gears.
The advantage of DCT over AT is that only one disengaged clutch causes drag losses at
the time of shifting and this provides more efficiency than the planetary gearbox. Still,
planetary gearbox can produce better torque carrying capacity than DCT because of its
structure. In Figure 3, examples of DCT and planetary gear transmission are presented.
Figure 2 Automated manual transmission Lamborgini Aventador
Source: Torrelli (2012)
Figure 3 Example of planetary transmission and dual-clutch transmission
1.4 Automatic transmission

Traditionally the planetary transmission is called automatic transmission. Here in this
subsection, the details about planetary transmission are provided. A traditional automatic
transmission requires a torque converter and shifts with the help of hydraulic or
electrohydraulic actuator through multi-plate clutches. In Figure 3, a ZF 8-speed
planetary automatic gearbox is presented. A picture of a simple planetary gear set has
been presented below in Figure 4.
Figure 4 Simple planetary gear set
The planetary gear set consists of three types of gears, in the centre the sun gear, the three
small gears rotate around the sun gear is called planet gear, and the gear with the biggest
diameter is called ring gear. The planet gears are connected to each other through a
carrier (Mandol et al., 2016). In Figure 4, the pictorial representation of the planetary gear
set is provided. The advantage of the planetary gear set is a multiple speed ratio from
single mechanism. The planetary transmission or AT has advantage of compactness and
high torque carrying capacity. So in high torque capable passenger vehicles AT is used
(Scherer, 2003a; Uozumi et al., 2004; Dong et al., 2017). The trend of developing AT
system with increasing gear ratios from 4-speed to 8-speed AT as more gear steps leads
to better fuel economy (Gao and Chen, 2014) in the non-electric powertrain.
Transmission with a higher number of gear ratios and with the lowest possible difference
between two consecutive gear ratios produces better shift quality (Bhattacharjee et al.,
2018). Examples of transmission systems equipped with multiple gear ratios can be seen
in Aisin 5-speed transmission (Yamamoto et al., 2001), ZF 6-speed transmission
(Scherer, 2003b), Mercedes-Benz 7G-TRONIC 7-speed AT (Greiner et al., 2004) and
Toyota AA80E 8-speed AT (Kondo et al., 2007). AT has evolved bringing major changes
with time, and this has hugely improved the performance of the transmission. For
example, ‘Mercedes-Benz 7G-TRONIC 7-speed AT’, introduced by Greiner et al. (2004)
projected better acceleration performance and shorter response time in comparison to any
other ATs. Kondo et al. (2007) came up with the ‘Toyota AA80E 8-speed AT’ that
reduced fuel consumption, which is reported by Kuo (2011).
2 Transmission system in electric vehicle
The transition of the transportation system from fossil fuel to electric energy produces an
opportunity for the development of energy-efficient economic electric vehicle design.
Two types of electrified powertrains are available in the market, one is fully electric, and
another is hybrid electric vehicle. In hybrid vehicles, three types of topological
architectures are available, series, parallel, and series-parallel. In series HEV, the engine
is only used to charge the battery and motor is used as primary traction source of the car.
The transmission is connected between the main traction motor and wheel. In parallel
HEV, the engine power and traction motor power can be used in a parallel manner with
the help of mechanical coupling, and the charging of battery can be done using the
engine. A gearbox, before the mechanical coupling, generally used to improve the torque
supply. In series-parallel HEV the gearbox can be used in between motor and wheel but
here a power-split device is used for engine assisted driving in high power driving
conditions. According to the architecture, the selection of transmission is necessary.
In hybrid powertrain, the power of traction motor is directly transferred to the wheel
through a reduction gear. The use of a gearbox or gear train can be found in the parallel
HEV and series-parallel HEV. However, the gearboxes are used to assist the engine to
supply extra demanded power to the wheel. So here, the gearboxes are used as a torque
amplifier in different high-power driving situations. In recent literature, it can be found
that the DCT and eCVT are more popular transmission options for hybrid electric
vehicles. Another functionality of transmission system in series-parallel or power-split
HEV is to control the power flow of regenerative braking. The connection of different
powertrain components with the power-split device is presented in Figure 5 for
first-generation Toyota Prius. The schematic and the description of the different
architecture of HEV powertrain is provided below in Figures 6–8.
Figure 5 Planetary gear set as power-split device (see online version for colours)
Figure 6 The series hybrid electric vehicle powertrain configuration (see online version
for colours)
In an electric vehicle, a similar type of transmission can be used as a conventional

vehicle. In electric vehicles, generally, the AMT, DCT, planetary transmission, and CVT
systems are used. Among all of these transmission systems, AMT is the most efficient,
but the main limitation of it is reduction in driving comfort due to lack of traction during
gear shifting (Gao et al., 2015). But in recent times, the electric vehicles are available in
the market are using different transmission system such as BMW i3 with single speed
ratio, BMW Zinoro with six-speed AMT, Bolloré Bluecar with a single reduction ratio,
Chery QQ3 five-speed AMT, Mercedes-Benz B class with electric drive have seven-
speed DCT, Nissan leaf with single speed with planetary transmission.
Figure 7 The parallel hybrid electric vehicle powertrain configuration (see online version
for colours)
Figure 8 The series-parallel hybrid electric vehicle powertrain configuration (see online version
for colours)
3 Transmission control
The main reason behind the transmission system development is to improve the driving
experience, shift quality, and speed control. Application of electric controllers improves
the driving experience by selecting optimal gear ratio and the reduction in the human
error for gear selection it helps the driver to commute according to the speed and torque
demand. The transition of actuation technology, such as mechanical actuation to
electronic actuation, helps the transmission developer for a more efficient transmission
control design. This actuation technology helps to improve the shift quality of the
transmission system and improves the driving experience drastically. The details of shift
quality are discussed in the next subsection. Automatic Transmission control increases
driver comfortability by making them free from frequent gear shifting which is a
limitation of MT and AMT and leads to reduced driving comfort (Chen et al., 2013).
There are two basic configurations for passenger car ATs depending on the relative
position of the engine, transmission and final drive to each other: longitudinal ATs and
front-transverse ATs.
In this paper, the main interest is the planetary-geared transmission and DCT, which
are commonly used in automatic gear shifting. So related papers are used for the
literature survey and listed in this work. It is a comprehensive list only for passenger
vehicles, where the shift quality matters most, as the jerk is felt by the passengers such as
cars and buses while excluding tracks or on/off-road vehicles etc. The increasing
technological developments in electronic control have also enhanced the research in the
field of automatic gear shifting, enabling a scope for developing a transmission system
with higher number of gear ratios and improving shift quality to meet customer demands.
Automatic transmission systems are being constructed with a gearbox and its control
system or TCU. A basic block diagram of transmission control is presented in Figure 9.
Figure 9 Modern automotive transmission functional diagram
In Figure 9, the functionality of a modern transmission control unit (TCU) has been
explained. The modern transmission control is a part of integrated powertrain control.
The different control units can communicate with each other during any decision making.
To obtain better shift quality and system reliability, TCU is needed to cooperate and
share information with engine management system (EMS). Here it can be seen that TCU
considers information from different working parameters of different powertrain
components. The important measured parameters are listed down below which are used
for shifting decisions in transmission control. The parameters are listed as Table 1
according to the powertrain components.
Table 1 Powertrain parameter information available for transmission control
Clutch and torque

Traction source converter Transmission Wheel
• Throttle • Engage or • Current gear • Vehicle speed
position disengaged
• Oil pressure • Wheel slip
• Engine • Slip
• Temperature • Driveshaft speed
speed
to wheel
• Actuator current state
• Braking force
• Clutch state
• Current value
• Input speed to the gearbox
• Output speed of the
gearbox
3.1 Transmission performance measurement

The performance of the transmission system of both electric and nonelectric powertrain
mainly determined with two metrics, i.e., Shift quality and Transmission efficiency.
Transmission efficiency is directly related to the arrangement of gear members or the
gearbox design. The other factor is related to the control requirement. The transmission
control has two-level control architecture. The representation of the control hierarchy is
shown in Figure 10. The function of higher-level control is gear selection, which can be
visualised through the shift map where the lower-level control is for manoeuvring the
shift actuators. Through this lower-level control, the shift quality is considered as one
performance measuring metric.
Figure 10 Gearshift control hierarchy (see online version for colours)
3.2 Shift quality

The quality of shifting is an important assessment factor for customer satisfaction in
automatic transmissions (Thornton et al., 2014; Meng et al., 2015b). ‘Shift quality’ or
quality of gear shifting is a performance-measuring index, defined with two variables,
namely, shifting time and vehicle jerk during gearshift (Kahlbau and Bestle, 2013).
A paper (Pang et al., 2018) considered the transmission speed deviation, jerk and
shifting time as the indicator of shift quality. In Jo (2000), the torque change during gear
shifting, which is relatively high, is considered as the measure of shift quality. Different
literature uses various variables to define the shift quality. In Tanelli et al. (2011), the
shifting time and torque change have been considered to define shift quality. In another
paper (Xi et al., 2013) the shift quality also defined with the shifting time and vehicle jerk
during gear shifting. Yu and Tseng (2013) have defined shift quality with torque
continuity and shifting time. Torque continuity and vehicle jerk are related to each other.
Therefore, both the variables can be considered as same, as they related to the torque
characteristics or torque trajectory during the shifting operating. Shifting time and torque
trajectory during a shifting process depends on the shifting logic and actuators. For
example, in electrohydraulic actuation, the shifting time depends on the response of the
hydraulic actuation system. In Shi et al. (2017) the two variables, torque to pressure
(T2P) and pressure to current (P2C) characteristics, emerged as the important factors
affecting the actuation process in AT. In case of electromechanical actuation, the

response time is very less. So a significant improvement can be achieved in gear shifting
(Adachi et al., 2006). In the paper by Jeon and Kim (2014), they have tried to understand
the shift quality from the driver’s experience. Responsiveness, smoothness, and strength
are the three parameters based on which the driver’s response is recorded. The responses
then used to model the mechanical system in a vehicle. A detailed list of important
factors affecting the shifting process has been presented in Table 2. So, considering the
factors in Table 2 research papers have deployed different control methods to improve
the shift quality.
It can be observed in Table 2 that the shift quality indicators are different in
accordance with the type of transmission where for all such types, the shifting time and
torque trajectory during gear shifting are considered as main indicators of shift quality. In
the case of AMT, the clutch slip, rotational speed deviation along with torque trajectory
change during synchronisation and its time are regarded as indicators of shift quality.
In DCT and planetary gearbox, the torque trajectory during gear shifting, the parameters
related to the torque converter and torque transfer time between clutches are the salient
indicators.
Table 2 Factors affecting shift quality
S. No. Author Approach Factors considered

1 Jian et al. • Uses pilot-operated electrohydraulic clutch- The dynamic response time
(2018) actuator system of the clutch actuator
system while ensuring the
• The valve optimised using the proposed method
helps in ensuring a smooth output pressure curve stability (ts)
during the gear shifting process
2 Li and Görges • Optimal control strategy for dual-clutch Relative speed difference
(2018) transmissions is proposed between the engine and the
slipping clutch (ωs) under
• Robustness is evaluated under different engine
the optimisation of the
load and gear shift
input torque during the
• The proposed control method can reduce shift inertia phase.
jerk and improve shift quality.
3 Kim and Choi • Control-oriented model for a vehicle driveline Torque transmitted through
(2018) with DCT is developed both clutches (τc) and
• Torque observer is designed to estimate torque driveshaft (τT)
through both clutches and the drive shaft
• A real-time torque monitoring strategy
4 Čorić et al. • Proposing a computationally efficient, Clutch torque trajectories
(2017) numerically stable, and accurate approach of AT (τc), shifting time (ts)
shift control trajectory optimisation
• Proposing and assessing proper (clutch) friction
models for the optimisation purpose
5 Shi et al. • Keeping shift quality of automatic transmissions Torque to pressure (T2P)
(2017) consistent in mass production and with mileage and pressure to current
accumulation (P2I) characteristics of
shifting elements
• Develop two adaptive control strategies, i.e., the
adaptive control strategies for torque phase and
inertia phase
Table 2 Factors affecting shift quality (continued)
S. No. Author Approach Factors considered

6 Walker et al. • Demonstrate the application of torque-based Torque trajectories drive
(2017) powertrain control for multi-speed power shifting shaft during gear shifts
capable electric vehicles (τT), shifting time (ts)
• A series of power-on and power-off shift control
strategies are then developed for both up and
down gear shifts
• The performances of results shift duration and
vehicle jerk are used as metrics to demonstrate
that the presented strategies are effective for shift
control in electric vehicles.
7 Awadallah • Introduced a powertrain concept incorporating a Torque trajectories drive
et al. (2017) manual transmission and a low-power BLDC shaft during gear shifts
electric motor (τT), shifting time (ts)
• Delivers superior drivability and comfort, reduced
emissions and performance over conventional
powertrains.
8 Huang et al. • Presents a shift schedule design and torque Torque trajectories drive
(2017) control strategy for a hybrid HDV with PST shaft during gear shifts
during mode shift, intended to reduce the output (τT), shifting time (ts)
torque variation and improve the shift quality
(SQ).
• Developed mode shift control strategy that
coordinates the motor-generator torque to
compensate for the transition torque.
9 Kim et al. • Develops control strategies for the gear shift of Transmission torque (τT),
(2003) dual-clutch transmissions (DCTs) using optimal shifting time (ts)
control allocation
• The study provides quantitative guidance and
insights for how to control the two clutches and
engine during the gear shift
10 Oh et al. • The current profile of a proportional pressure Clutch piston pressure
(2017) control valve to control the automatic (Pcp),speed deviation (ωs),
transmission was varied for the simulation current profile of a
verification. proportional pressure
control valve (ipcv)
• It was analysed in terms of shift performance in
each stage of fast filling, take-over and clutch
slippage, and clutch slippage time.
11 Zhenkun et al. • Some adaptive control methods and closed-loop Clutch torque (τc), shifting
(2017) control are proposed in this paper. time (ts)
• Shift quality and shift time were improved
gradually through the learning process.
12 Miao et al. • Drag torque can be used to synchronise Clutch torque (τc), shifting
(2017) transmission speed and satisfy the requirement of time (ts)
speed matching to target gear in the shifting
process.
Table 2 Factors affecting shift quality (continued)
S. No. Author Work done Factors considered

13 Zhang et al. • Research the characteristics of the hydraulic Clutch pressure (Pcp), speed
(2019) system of vehicle shift. deviation (ωs)
14 Miao et al. • Adding a torque assist mechanism made up of an Torque during gear shifting
(2017) assist clutch and automated control unit in a (τT), shifting time (ts)
traditional automatic mechanical transmission
(AMT)
• MT with torque assist provided torque during
gear shifting, prevented interruption of the force
and improved the shift quality.
15 Meng et al. • Design a simple but effective controller and Pressure of clutch (Pcp),
(2016) investigate the detailed studies on PSV-operated speed deviation (ωs)
PRV for real clutch control applications.
• The effectiveness of a change in the voltage
signal to the proportional solenoid on the valve
performance has been investigated
16 Meng et al. • Robust design strategies have been developed for Pressure of clutch (Pcp),
(2016) transmission calibration. speed deviation (ωs)
• Mean values for best mean shift quality and
variances for the highest robustness against the
change of system parameters have been
minimised simultaneously.
17 Eckert et al. • Presents a study based on the US06 velocity Torque trajectories drive
(2016) profile that involves high speed and high shaft during gear shifts
acceleration phases (τT), shifting time (ts)
• The vehicle performance has been limited by both
the engine power and the tyre traction limit using
a genetic algorithm (GA) technique
In transmission control, the electro-hydraulic actuation depends on the hydraulic oil

pressure, which poses a difficulty, as there is a chance of leakage of fluid and need of
recalibration therefore often the electromechanical actuation, is preferred over the
electrohydraulic actuators. Even though the installation cost of the electromechanical
system is higher but it gets offset with due to low maintenance requirement moreover a
better response is obtained through the electromechanical actuation. However, upgraded
control mechanism with feedback information on the oil pressure variation may improve
control through electrohydraulic device. Besides the consideration of choosing suitable
device, the control aspect for smooth gear shifting is of prime interest. Improved control
logic with an electromechanical actuation system provides better vehicle control and
riding experience. Closed-loop control is preferred over open-loop control as this is
feedback based and therefore suitable for smart and robust automation. The control
methods and related research are elaborated in the following section.
Considering all the shift quality indicator parameters from Table 2, the expressions
are presented below.
Here, τ T the torque output from the transmission
dτ T
Js = (1)
dt
Shifting time:
ts = ΔtT (2)
Here, ΔtT time for transition between two gears

Angular speed Deviation:
ωs = ΔωT (3)
Here, ΔωT transmission output angular velocity deviation.

Angular acceleration change rate:
dαT s + 1 dav
δs = = (4)
dt rw dt
Here, αT is the angular acceleration of transmission output shaft, rw tyre radius; av

linear acceleration of vehicle considering the transmission power is supplied directly to
the wheel, s is constant tyre slip.
At the shift quality:
Qs = [ J s , ts , ωs , δ s ] (5)
The equation (1) represents the vehicle jerk, which can be felt by the passenger during the
shifting. The equation (2) represents the shifting time. Equation (3) and (4) shows
the speed deviation and the angular acceleration change rate respectively. Considering all
the four indicating variables the analytical definition of the shift quality is represented
by the equation (5). In all the literature above indicators are minimised for improving the
shift quality.
3.3 Transmission control in non-electric powertrain

In a modern car, the vehicle manufacturers provide three general options: drive, reverse
and park. The gear shifting happens in the drive mode. In drive mode, the driver presses
the throttle paddle and engages the clutch then the power transferred to the transmission
system of the vehicle. Now at the end of the highest speed limit at a particular gear
option, if the throttle is applied, then TCU checks the status of current gear, engine speed
and other related information for gearshift decision making. At the time of shifting, TCU
actuates the manoeuvres to lock or unlock the gear members. In the gear shifting process,
transmission of torque from one gear member to another member is very important. The
optimal time required for torque transfer plays a vital role in determining the shift quality
of the vehicle as the longer it takes, a delay in torque supply can be observed. On the
other hand, faster torque transfer leads to sudden jerk and discomfort being observed by
the passenger. Therefore, to improve the shift quality, the actuation should happen at the
right moment. Here is a research need arises as the automation takes place for manual
shifting. The repeatability of right gear selection according to the need for robust control
and improvement of shift quality is a challenge in smart vehicle control (Fischer et al.,
2015). Therefore, closed-loop control methods are suitable as the researcher is trying to
develop a robust transmission control system. However, in earlier phases, the open-loop
controls were used to develop the transmission control method. For example Butts et al.
(1991) used electronic control and proposed an acceleration based open loop shift
control. In another work (Yoon et al., 1997) open loop, clutch to clutch shifting
mechanism was proposed. In Cho et al. (2000) proportional control solenoid valves are
used for direct active shift control. The dynamic behaviour of the vehicle during shift
events is described to analyse the shift quality (Lee et al., 2014) by developing a multi-
ratio speed AT vehicle model using matrix operation approach. The modelling approach
calibrates and fine tunes by varying the engine output torque based on the TCU signals
received during shift events, to improve the shift quality and reduce the shift duration
(Bhattacharjee et al., 2018). There are many criteria to obtain control of open-loop which
increases the possibility of encountering errors during shifting, thereby making it difficult
to obtain consistent gearshift performance. The advent of closed-loop control has
gradually increased as it contains a feedback loop that provides signals for compensating
errors during gearshift resulting in obtaining consistent vehicle performance. The use of
computer simulation in closed-loop significantly reduces the transmission calibration
procedure, and once the simulation runs smoothly, it is tested under driving conditions.
The examples of closed-loop control can be found in Table 3.
Table 3 Closed-loop transmission control
S. No. Author Approach Findings

1 Zheng et al. (1999) Design of a closed-loop speed Validating controller
controller based on a linear model of performance and Hardware
a transmission response obtained design changed to improve
from nonlinear dynamic simulation system response
2 Haj-Fraj and Optimal control approach proposed Development of performance
Pfeiffer (2001) for gear-shift operations in vehicle measure for evaluating the
ATs gear shift process in terms of
passengers comfort and
control expenditure
3 Hahn et al. (2002) A self- learning algorithm based on a Adaptive control laws have
quadratic cost function of the turbine been derived using Lyapunov
acceleration for automatic argument
transmission shift control during the
inertia phase
4 Kim et al. (2003) Robust adaptive control scheme with Applying Lyapunov stability
an intelligent supervisor for vehicle analysis for checking the
powertrain systems boundedness of all signals in
the closed-loop system
5 Lagerberg and Feedback control laws have been Reduces backlash in
Egardt (2005) computed using model predictive automotive power trains as it
control causes driveability problems
6 Wenzel et al. vehicle model combined with a develop and test vehicle
(2005) driver model in closed-loop stability systems
7 Kuo (2011) Developing AT powertrain system Analyse the effect of varying
simulation model hydraulic pressure and the
impact on shift quality during
both engagement and
disengagement of the joint
elements
Table 3 Closed-loop transmission control (continued)
S. No. Author Approach Findings

8 Li et al. (2013) Sliding mode control technique has The optimal results of gear
been implemented for developing a position and throttle opening
robust new traction control system have been obtained for the
required driving torque
9 Thornton et al. Designed a closed-loop adaptive Tuning the pressure command
(2014) controller for a power-on upshift profile despite disturbances or
model errors
10 Meng et al. Designing controller using Ensuring optimal gear shifting
(2015b) Conventional Proportional-Integral- strategy with proper fuel
Derivative control theory; analysis of economy and optimal control
the shift transient phenomena and parameters determined to
developing a robust shift control improve the system
strategy by derivation of three performance effectively
control laws to reduce the output reduces shift shock and
torque during the gear shifts obtains smoother gear shift
11 Zhu et al. (2015a) The robust energy-to-peak controller Improves the effectiveness
has been developed by converting and robustness of the
the proposed controller to a static proposed controller
output feedback (SOF) controller
design problem
12 Meng et al. (2016) Clutch pressure control system validate the input-output
design uses both open- and closed- model excellent control
loop (feedback) pressure control precision
strategies
In conventional powertrain or non-electric powertrain, the importance of the transmission

system is very high, as the engine cannot provide the starting torque solely. Another
advantage of the transmission system in the non-electric powertrain is the ability to
supply torque in different torque demand. In the work of Baraszu and Cikanek, 2002 the
shift quality is defined in terms of vibration dose value (VDV) which is caused by
longitudinal acceleration. The paper tries to minimise the VDV through proper control of
fill-in torque and clutch slip. Torque hole during torque handover in gear shifting causes
jerk, which is the main reason for customer discomfort. In Gao et al. (2015) this torque
hole is minimised through a feed-forward and feedback control using the PID controller
in the inertia phase for an automatic transmission. This control strategy reduces the
shifting time and improves vehicle dynamic performance. Proper gear shifting can lead to
less fuel consumption and less emission (Oglieve et al., 2016). The reduction of 7.5 % in
fuel consumption can be observed in the reference (Oglieve et al., 2016) through proper
gear selection while driving. In another study, optimal transition law for acceleration was
developed (Kahlbau and Bestle, 2013). In this paper, a creation optimisation is
formulated to identify the optimal acceleration points associated to shift control. Such
optimal control design can be found in last two decades. Some of the older research
papers like (Pfeiffer and Fraj, 2001; Kulkarni et al., 2007; Hu et al., 2011) the passenger
comfort is considered for optimal control design. However, with the advancement of
computer simulation technology detailed modelling of transmission systems enables to
design and model more complex control laws. For example, a complex multiple PID
controller, based control system with consideration of sensor dynamics, is designed for
shift control in the inertia phase (Meng et al., 2015a). This paper shows that using proper
control in inertia phase, better shift quality can be produced and here shift quality is
quantified with clutch speed difference and shift jerk. The results show the clutch speed
difference was less than 20 rpm and shift jerk less than 10 m/s3. A η-synthesis based
robust transmission control in automatic transmission control can be found in the
reference (Sanada et al., 2012). Controlling the clutch pressure proper engagement and
disengagement of clutch can improve the shifting process. As the pressure of the clutch
shift control system influences the shifting comfort and efficiency of Automatic
Transmission, new design principles have been developed (Jang et al., 2007) using
electro-hydraulic clutch systems by calculating the demand pressures for the engaged
clutches in each phase. The control parameters are optimised and modelled by
co-simulation between software Simulink and Simulation X, which is further tested using
the optimal algorithm of clutch shift control. The shift quality and dynamic behaviour of
vehicles during shifting have been developed using a dynamic vehicle model with higher
speed automatic transmission (Chen et al., 2016). The subsystem models with TCU has
been developed and integrated to improve model accuracy by comparing simulation
results with test data. The developed model in Lee et al. (2014), uses generalised
modelling methodology for automatic transmissions, allows quantitative analysis on the
dynamic behaviour and the performance metrics of an automatic transmission by
calibrating and tuning the TCU.
3.4 Transmission control in electric powertrain

For the electric powertrain, the starting torque can be transmitted directly to the wheel, so
there is no significant role of transmission for vehicle starting but for providing the torque
boost, transmission can be used. In the case of electric powertrains like a hybrid electric
vehicle or electric vehicle, the use of gear mechanisms can be perceived as a power
splitting or mode selection device. The power-split transmissions allow the car to operate
with either individual power sources (motor or engine) or together. The diagram of the
power split device can be found in Figure 5. In electric powertrain, the transmission faces
the same problem as conventional vehicles. As in most of the modern pure electric
vehicle AMT is used the discontinuation of torque supply can be experienced during gear
shifting. This is commonly known as torque hole. In recent times, most of the solutions
for encountering the torque hole is the integrated powertrain control. This kind of
integrated powertrain control can be found in Tseng and Yu (2015). In this work the
torque trajectory and shifting time are considered for the performance evaluation of
developed control approach. A similar type of integrated powertrain control for EV can
be found in Walker et al. (2017). The work also considered the shifting time and vehicle
jerk as the measure for shift quality. In Liang et al. (2018) the power on shifting without
torque hole is achieved through the integrated motor and transmission control. Integrated
motor transmission control can be found in the work of Penta et al. (2017). Coordinated
control of traction motor and active synchronisation is proposed in this paper for an
electric vehicle. In another work three-phase shift schedule has been proposed in Li et al.
(2018a, 2018b). Similarly, a control strategy is proposed in Hu et al. (2015), which
successfully reduces torque ripple and further improves the shift quality. Besides the
integrated powertrain, control solution for eliminating torque hole in electric powertrain
can be found in Hong et al. (2012). A heuristic control algorithm is proposed in this paper
to nullify the effect of torque hole by controlling the overshoot of the torque. The design
of gearshift control strategy for clutch-less AMT bus can be found in the work of Liu et
al. (2012). This works focuses on the active synchronisation process for improving the
clutch to clutch torque handover during the gear shifting process. Zhu et al. (2015b)
attempted a speed synchronisation problem through optimal control in a clutchless AMT
equipped electric vehicle. In Roozegar and Angeles (2018), a closed-loop linear quadratic
integral control approach proposed for a multi-speed electric vehicle to achieve smooth
shifting. A simulated study for designing a control strategy for a two-speed electric
vehicle can be found in the reference (Tian et al., 2018). Chen et al. (2016) investigate the
effect of motor torque control and power-on upshift control on shift quality. The
proposed control strategy indicates that the constant torque supply during power-on
upshift can improve the shift quality under mild driving conditions. In another work by
Awadallah et al. (2017), a solution for the torque hole is proposed in electric vehicles.
The proposed solution uses an extra motor to supply torque for filling the torque hole. In
that simulation based study, the shift quality improves drastically as the supplied torque
successfully eliminates the torque holes. In an EV the oil pressure trajectory tracking
based sliding control approach is proposed in Li et al. (2016). The result shows such
method improves the shift quality successfully. In Tian et al. (2018) a transmission
control is designed with the help of band brake and one-way clutch for a two-speed
transmission in an electric vehicle. The closed-loop control law is designed for torque
trajectory control, which further reduces the vehicle jerk and the friction work.
In Wang et al. (2019), the optimal control is proposed for improving the shift quality.
The author uses pseudo-spectral method for analysing the shift quality in the two-speed
transmission system.
In HEV, the transmission system is also used for the driving mode selection or
traction source selection. This selection of the traction source is known as energy
management. The proper control of this gear mechanism can produce improved fuel
economy and can reduce emissions in the hybrid electric vehicle. Based on different
control objectives the methods are proposed in the available literature. The main aim of
the study was to produce better shifting by reducing the jerk. The simulation result
produces a 50% improvement in the simulation result. In reference (Pakniyat and Caines,
2017) a hybrid optimal transmission control has been proposed to reduce energy
consumption by improving the regeneration mechanism. Therefore, from the above
arguments provided in different papers, it can be hypothesised the improvement of
transmission control can improve the driving experience and vehicle efficiency in both
non-electric and electric powertrains.
4 Comparisons between electric and non-electric powertrain transmission

control
To comprehend the distinction between electric and non-electric powertrain transmission

control, the information regarding the dynamics and behaviour of traction source is
necessary. In the available vehicle technology, electric motor and internal combustion
engines are used as traction sources and the torque maps for the engine and the motor are
presented in Figures 11 and 12. It can be observed that the torque profile of the two types
of traction sources is different; in case of engine, the starting torque is low while for
motor the starting torque is high. So, while operating with engine the gearbox or geared
mechanism is necessary to provide the requisite torque while in case of EV, gearbox is
not necessary for a powerful motor (Sorniotti et al., 2012). On the other hand, motor
torque can be varied by simply controlling the electric current. So, the requirement of
gearbox with multiple gear ratios as required for IC engine-based powertrain is not
required for electric vehicles (Ehsani et al., 2018) and can be managed with fewer ratios.
However, in case of EV, gearbox is annexed to multiply torque and therefore a smaller
motor can be used which also reduces the cost of traction source. In case of hybrid
electric vehicles, two types of traction sources are used, and that is why the transmission
system in hybrid vehicles is rather complex. The details of different HEV powertrain
architecture are presented in an earlier section namely, ‘Transmission system in electric
vehicle’. In this section, the major differences in various types of vehicle control are
presented.
Figure 11 Internal combustion engine torque map (see online version for colours)
Figure 12 Electric motor torque map (see online version for colours)
The main aim of vehicle transmission control is to transmit demanded torque and speed
to the wheel which is actually the power at ultimately is be controlled while fulfilling
several objectives such as improving energy efficiency and drivability. In vehicles with
IC engine including HEV, the objectives generally are minimisation of fossil fuel
consumption, emission reduction, vehicle efficiency improvement, shift quality
improvement and improvement of passenger comfort. While in electric vehicles,
minimisation of energy consumption, system performance improvement (Speed,
acceleration) and improvement in battery usage patterns are the popular objectives (Wang
et al., 2016). In a conventional IC engine-driven vehicle or in Pure EV the transmission
control implies the gear shifting process or gear selection at different driving situations.
However, in a hybrid vehicle, the transmission control depends on the mode selection,
that is with only IC engine or with battery or a combination of these two.
From Figures 11 and 12, the efficient working zone is different for the IC engine and the
motor. Therefore, the gear ratio selection process, in different driving conditions, is
different for two types of power sources. In hybrid vehicle two different traction sources
are used and hence, the intersection of optimal working zone of both traction sources
should be considered while designing the transmission control.
5 Closed-loop control method in gear shifting
The enormous amount of time-consuming calibrations occurring in open-loop control

makes it a tedious process for executing the shift control of a vehicle. The clutch is
locked during the shifting process by detecting the slip speed, and hence the transmission
controller increases the clutch pressure. The trial and error adjustments of controller
parameters can be eradicated by using a model-based controller that also sheds light upon
the dynamic system behaviour. The design of a closed-loop speed controller has been
presented by Zheng et al. (1999) for the inertia phase of gearshift operations in an AT.
It is based on a linear model of the transmission response extracted from a complex
nonlinear dynamic simulation. The improvement in the performance of the controller has
been tested through simulation, and the hardware design can also be altered to improve
system response. Jo et al. (2000) has used dynamic simulation techniques to analyse the
shift characteristics of the vehicle powertrain with automatic transmissions and developed
simulation techniques to evaluate the effects of the dynamic design variables and the
control conditions, focused on the gear shift to improve driving comfortability.
The dynamic programming method has been used by Haj-Fraj and Pfeiffer (2000, 2001)
for optimal control of gear-shift operation depicted as a multistage decision process in an
automatic transmission by developing a performance measure for evaluating the gear
shift process in terms of passengers comfort and control expenditure. Hahn et al. (2002)
has developed a self-learning algorithm based on a quadratic cost function of the turbine
acceleration for automatic transmission shift control during the inertia phase. The
adaptive laws for control parameters have been derived using the Lyapunov argument.
The Lyapunov stability analysis has also been applied in Kim et al. (2003) for checking
the boundedness of all signals in the closed-loop system and the convergence of the
reaction carrier speed error near to zero is also guaranteed. A robust adaptive control
scheme (Serrarens et al., 2005) has been investigated by analysing the approximated real
system. An intelligent supervisor is implemented using Lyapunov’s direct method and the
Hartman-Grobman theorem for stability analysis. Feedback control laws have been
computed using model predictive control in Lagerberg and Egardt (2005), for reducing
backlash in automotive power trains as it causes driveability problems. Model predictive
control, MPC is a method for combining open-loop optimal control calculations with
feedback. A system simulation model for an automatic transmission has been developed
to analyse the effect of varying hydraulic pressure and the impact on shift quality during
both engagement and disengagement of the joint elements in Kuo (2011) using
Matlab/Simulink. A closed-loop adaptive controller designed in Thornton et al. (2014)
for power-on upshift, uses the feedback information of estimates from an actuation model
and mechanical transmission measurements, for adapting ‘within-the-shift’ by properly
shaping the pressure command profile despite disturbances or model errors (Thornton
et al., 2014). Meng et al. (2015b) developed the transmission for ensuring optimal gear
shifting strategy with proper fuel economy and the optimal control parameters have also
been determined to improve the system performance. Conventional PID control theory is
used to design the controller for an automatic transmission, proportional solenoid valve
has also been used to control the clutch pressure, and a speed difference of the clutch
based control strategy is designed for the shift control during the inertia phase.
Meng et al. (2015b) have analysed the shift transient phenomena and derived three
control laws for the different process control that reduces the output torque during the
gear shift for developing a robust shift control strategy for effectively reducing shift
shock and also to obtain smoother gear shift. The proposed control strategy has been
tested on a heavy-duty vehicle with automatic transmission. The vehicle model combined
with a driver model in the closed-loop has been demonstrated in Wenzel et al. (2005) to
develop and test vehicle control systems. A robust energy-to-peak controller has been
developed in Zhu et al. (2015a) to debilitate external disturbances and eliminate the
problem of oscillation damping in IMT powertrain. A multivariate PI control law was
adopted and compared with the conventional PI controller, to demonstrate the
effectiveness and robustness of the proposed controller. The clutch pressure control
system designed in Meng et al. (2016) uses both open and feedback pressure control
strategies to validate the model once the parameters have been identified. The usage of
feedback or closed-loop control has led to an excellent control precision as inferred
from the experimental results applied to heavy-duty automatic transmissions. The
consideration of different internal noise like a slip, vibration while modelling the
transmission system can produce the real-time control problem in gear shifting control
design. Li et al. (2018a, 2018b) considered this disturbance in the model for developing a
real-life model. These types of modelling can help to design a robust control strategy for
transmission control. A diagram representation of closed loop transmission control is
presented in Figure 13 schematically depicting the gear shifting. According to load,
ignition signal and air fuel ratio engine supply the traction power based on the throttle
signal. Here in this schematic, the turbine speed is changes according to the transmission
rotation speed and pump torque is used as feedback for throttle selection. In transmission
control engine torque and vehicle speed are considered for shifting decision making.
Based on the shifting signal the clutch pressure is controlled and the actuators change
their state accordingly.
Transmission control methodologies are presented in Table 3 which indicates a trend
with closed-loop transmission control design to attain robustness. With the advent of
high-speed computational devices in recent times that can also be used for quick control
response contemporary exploration and research are able to deal with the complexity of
numerical modelling in vehicle transmission involving robust techniques like predictive
control or sliding mode control. The current research papers are using more realistic
complex transmission model, which are nonlinear types considering noise, including the
system, generated one or the measurement-based. So to address the issue nonlinear
control models are adopted with conjoint objectives such as improvement of shift
quality desired torque supply to the wheel and minimisation of fuel consumption.
Accommodating more objectives into modelling poses challenge to the stability of the
control system design. In case of multiobjective control design dimensions increase and
the traditional simple closed-loop control falls short. Therefore use of multiple PID
controllers, adaptive controllers, and robust controllers are gaining much ground.
The robust control method as mentioned earlier is more immune to the noise making it
suitable for application where multiple sensors measure various system responses.
Such methods are computation-intensive and are expensive in implementation. However,
it is likely to find greater application more widely in the near future as the cost of
computational devices is decreasing.
Figure 13 Closed-loop control example (see online version for colours)
Source: Zheng et al. (1999)
6 Integrated powertrain control
The powertrain can be controlled as a whole the system gets complicated rather than
separately controlling the engine and transmission, as it can provide better shift quality.
In AT, an integrated control system has been proposed by Xu et al. (2007) by introducing
engine control into the gear shifting operation. The optimisation calculation considers
engine speed; engine torque and clutch oil pressure as control parameters and for pressure
control, an intelligent PID self-learning control has been used. The test results have
indicated a better balance of driving comfort and gear shifting operation time as
compared to the traditional control method and effective for integrated driveline control
in ATs. A new driven power control method has been attempted earlier also by Minowa
et al. (1996) where a total control system is investigated using a powertrain model for
both the engine and transmission. The proposed control model optimises the shift timing,
throttle valve opening and has been tested on an electronically controlled throttle valve
equipped vehicle resulting in better fuel consumption and acceleration. An integrated
powertrain control system based on driver’s intent and driving conditions has been
developed by Sawamura et al. (1998) to vary the engine torque using the electronically
controlled throttle and to adjust the shift position resulting in a smoother shift and
improved fuel economy.
A bi-criterion optimisation problem has been formulated by Kahlbau and Bestle
(2013) to derive a theoretically optimal solution by analytical approaches. The recent
trend of reducing CO2 emissions and better fuel economy have led to an increase in shift
operations as ATs are having more speeds (Shi et al., 2017). The paper in Haj-Fraj and
Pfeiffer (2000) proposes an optimisation method, using a sequential quadratic
programming algorithm, for gear shift operations in automatic transmissions, by
optimising the control parameters for clutch pressure and load reduction to improve the
performance concerning passengers comfort and gear shift duration. The reduction in fuel
consumption can be achieved by executing automatic gear shift operated and obtain most
economic shifting point with the help of an optimal fuel-economy shifting schedule (Niu
et al., 2008). Two and three parameter laws have been included in optimal fuel-economy
shifting schedule, which has been studied by authors including the engine fuel
consumption characteristics to bring about the simple representation of optimal three-
parameter shifting schedule. A systematic variable model using Matlab/Simulink has also
been developed to follow the course of gear shifting. The above discussion shows with
the time the integrated control strategies are becoming more popular than individual
powertrain component control. The discussed literature shows simultaneous control of
traction sources with proper transmission control not only improves torque trajectory
during the gear shifting but also increase the efficiency of the vehicle. The optimal
control developed based on the integrated control can improve the fuel economy and
greenhouse gas emission in conventional vehicle and hybrid electric vehicle.
7 Transmission control unit (TCU) development
The usage of ECUs in automobiles is increasing gradually due to its many applications in
engine management unit, TCU, brake control unit, and powertrain control unit (Jang
et al., 2007). The recent developments in the TCU have led to faster and efficient
processing between control systems. A block diagram representation of the ECU has
been provided in Figure 14. TCU is made up of 16-bit or 32-bit processor, signal
processing circuits, power-driven modules, and other components. The components of
TCU mainly are microcontroller, detection circuits, driving circuits, power circuits, and
communication circuits and other components. TCU own CAN communication serial
ports, the external data link is also created mainly using CAN network communication.
TCU monitors the driver’s intention (accelerating or braking), communicates with EMS
through CAN bus to share information and control the engine torque, and drives the
actuators in closed-loop control to execute the automatic shifts. Solenoid control
command in the vehicle’s starting shift process is used as the control parameter in the
whole control process, and the TCU sends the oil-filling control command for the clutch
engagement. In the vehicle transmission system, after the gearshift command is given the
TCU manages the shifting steps, through suitable signals to the engine, the clutch
assembly, and the gearbox, according to current engine regime, driving conditions and
driving program (economy, sport, winter profiles, etc.).
Figure 14 Block diagram of the transmission control unit (TCU) (see online version for colours)
Source: Jang et al. (2007)
8 Model validation
In research, model validation is an important part of verifying the carried out task.
As model-based research is a cost-effective process of system design and testing, it has
gained attention in the last three decades, the validation of the models and its responses
become critical for real-time implementation. The validation can be done in two ways:
• collect data of the real system and calibrate according to the real-time response
• design a model and validate the system response comparing any similar system.
In literature, these two types of methods are found for validating the system. But in the
case of validating the control strategies the third-party software validation or software-in-
loop (SiL), field-programmable Gate Array (FPGA) and hardware-in-loop (HiL) are the
most popular methods. About Gao et al. (2019), the application of different model
validation methods have been described. The readers may refer to the paper for a
detailed understanding of the different system level validation methods. In this section,
the main focus is the control strategy validation. The development of control strategies is
done on the simulation software like MATLAB Simulink, AVL, and Modelica. This kind
of simulated model considers a variable step method for minimising the simulation time.
On the other hand, in real life, every electronic device has its own fixed clock speed
or frequency. This indicates that the step size in real-time is fixed. So the validation for
the control strategies for the fixed-step method is required for real-time implementation.
The software like DSpace VEOS, national instrument Labview and AUTOSAR block set
in Matlab have the facility to test the control strategy for fixed-step testing and code
generation for the embedded system. A schematic of the validation scheme has been
provided below for understanding the flow in Figure 15.
Figure 15 DSpace, Matlab Simulink control logic validation process (see online version
for colours)
9 Summary
The paper investigated different control methods for improving transmission performance
and shift quality in automatic transmission. All the affecting factors defining the vehicle
shift quality are identified in this study. This study reviles shifting time; sudden torque
change during gearshift or vehicle jerk, torque continuity and acceleration change are the
defining factors of shift quality. Also, from the study, it has been found the type of
actuator, and the shift schedule plays a vital role in the transmission control. Actuators
with faster response time can improve the shift quality. As ECU actuates the
electrohydraulic and electromechanical actuators, it has been found from the literature
that the hydraulic oil pressure and actuator current control are necessary for getting the
desired actuation. In the development of a TCU, the nonlinear system model is quite
preferable as real-life systems are nonlinear. Modern control methods like sliding mode
control, model predictive control, and gain-scheduling and state observer based control
method is more successful for providing a better solution in tracking related problems.
Also, the use of H-infinity control method for greater system stabilisation can be found in
the very recent papers. In parallel, also state it as the gear shifting is related to the
transmission, which is a complex system the increase of modelling the transmission
system as multiple input multiple output (MIMO) system can be observed in the
literature.
10 Conclusion
The conclusions from the foregoing study are presented below in bullet form and these
are:
• In the modern automatic control system design the robust control methods like
sliding mode control, model predictive control, µ-synthesis, adaptive control, and
intelligent control techniques are used in automobiles.
• The availability of control prototype validation software is useful for designing
logics to be used in real life actuator control.
• Observer-based control design reduces the number of sensors particularly, in the case
of model-based state estimation in the automotive transmission system thereby
builds a more robust controller which is also cost economic.
• Research papers published in the last five years indicate trending of nonlinear
transmission system modelling aided by several advanced powerful simulation
software.
• The study on the electric powertrain for shift quality improvement submits that shift
quality problem is greatly reduced as the speed control is done majorly by varying
electric current. This allows torque supply in a continuous mode instead of a discrete
one and hence did not draw much attention for research.
• Several works of literature include DCT also as an automatic system beside the
planetary-geared transmission.
• In the electric vehicle category the hybrid type generally uses the integrated
planetary gear set and the motor within one casing whereas, for the pure electric
version, single speed transmission is a popular model.
• The trend is showing the possibility of intelligent integrated powertrain control for
the future, which will lead to complete automation in driving.
• The future trend is to use traction motor only in the automotive transmission is as can
be seen in an all-wheel-drive configuration this will provide better traction control
and almost eliminating any disturbance in shift quality.
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Review on automatic transmission control in electric and non-electric

Article in International Journal of Vehicle Performance · January 2020

Sireesha Tamada Pranab K Dan

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Review on automatic transmission control in electric

Sireesha Tamada*, Debraj Bhattacharjee

Abstract: This study presents an overview of control logic development

Keywords: automotive transmission; transmission control; gear shifting; shift

Reference to this paper should be made as follows: Tamada, S.,

Copyright © 2020 Inderscience Enterprises Ltd.

Pranab K. Dan is presently an Associate Professor at Rajendra Mishra School

1.1 Continuous variable transmission

Figure 1 Continuous variable transmission

Source: Berge and Pramanik (2018)

1.2 Manual transmission and automated manual transmission

1.3 Dual-clutch transmission

Figure 2 Automated manual transmission Lamborgini Aventador

Source: Torrelli (2012)

Figure 3 Example of planetary transmission and dual-clutch transmission

1.4 Automatic transmission

Figure 4 Simple planetary gear set

2 Transmission system in electric vehicle

In an electric vehicle, a similar type of transmission can be used as a conventional

Figure 9 Modern automotive transmission functional diagram

Table 1 Powertrain parameter information available for transmission control

Clutch and torque

3.1 Transmission performance measurement

Figure 10 Gearshift control hierarchy (see online version for colours)

3.2 Shift quality

affecting the actuation process in AT. In case of electromechanical actuation, the

Table 2 Factors affecting shift quality

S. No. Author Approach Factors considered

Table 2 Factors affecting shift quality (continued)

S. No. Author Approach Factors considered

Table 2 Factors affecting shift quality (continued)

S. No. Author Work done Factors considered

In transmission control, the electro-hydraulic actuation depends on the hydraulic oil

Here, ΔtT time for transition between two gears

Here, ΔωT transmission output angular velocity deviation.

Here, αT is the angular acceleration of transmission output shaft, rw tyre radius; av

3.3 Transmission control in non-electric powertrain

Table 3 Closed-loop transmission control

S. No. Author Approach Findings

Table 3 Closed-loop transmission control (continued)

S. No. Author Approach Findings

In conventional powertrain or non-electric powertrain, the importance of the transmission

3.4 Transmission control in electric powertrain

4 Comparisons between electric and non-electric powertrain transmission

To comprehend the distinction between electric and non-electric powertrain transmission

5 Closed-loop control method in gear shifting

The enormous amount of time-consuming calibrations occurring in open-loop control

Figure 13 Closed-loop control example (see online version for colours)

Source: Zheng et al. (1999)

6 Integrated powertrain control

7 Transmission control unit (TCU) development

Source: Jang et al. (2007)

Haj-Fraj, A. and Pfeiffer, F. (2000) ‘Optimization of gear shift operations in automatic

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