F2000A104

Seoul 2000 FISITA World Automotive Congress

June 12-15, 2000, Seoul, Korea

Dynamic Analysis and Closed-loop Shifting Control

of EF-Automatic Transmission with
Proportional Control Solenoid Valves
Gyu-Hong Jung1) *,Baek-Hyun Cho2) , Kyo-Il Lee3)
1)

2)

Dae-Jin University, San 11-1, Sundan-Ri, Pocheon-Gun, Kyunggi-Do, Korea

Hyundai Motor Co, San 1-1 Mabook-Ri, Kusung-Myun, Yongin-Shi, Kyunggi-Do, Korea
3)
Seoul National University, San 56-1, Shinlim-Dong, Kwanak-Gu, Seoul, Korea

Nowadays, most automatic transmissions of passenger car adopt an electronically controlled shifting mechanism to enhance
the driveability and fuel economy. As the performance requirement, especially on shift quality, of automatic transmission
become rigorous in recent years, power train engineers have made an great effort to improve ride comfort during shift. EFautomatic transmissions for FWD passenger car, installed in Hyundai's EF-sonata model, are originally developed by
Mitsubishi Motor Company and equipped with full electronic control system. Its major design features are that clutch-toclutch shifting mechanism is employed for simplified construction and lighter weight and four independently operated
PWM solenoid valves control the applying pressure on the friction elements during shift.
In this paper, EF-automatic transmission was redesigned with proportional control solenoid valves of which control
pressures are directly applied to control elements and modified transmission was tested on transmission-dynamometer to
prove the shifting performance of proposed electrohydraulic control system. We established a dynamic model of EFautomatic transmission power train to investigate the shifting characteristics and proposed a open-loop pressure control
strategy during torque phase in terms of power train static torque analysis and designed a closed-loop controller that is
based on the linearized turbine dynamics model during inertia phase. From the experimental results conducted with
modified EF-automatic transmission in which proportional control solenoid valves are employed, we verified the validity
of the proposed shifting control algorithm and concluded that shifting quality could be improved with the use of
proportional control solenoids.
Keywords: EF-Automatic Transmission, Shifting Control, Torque Phase, Inertia Phase
EF-automatic transmissions for FWD passenger car,
installed in Hyundai's EF-sonata model, are originally
developed by Mitsubishi Motor Company and equipped
with full electronic control system.[1] Its major design
features are that clutch-to-clutch shifting mechanism is
employed for simplified construction and lighter weight
and four independently operated PWM solenoid valves
control the applying pressure on the friction elements
during shift. However, since flow control capacity of the
PWM solenoid valve itself is not enough to meet the
required pressure dynamics for shifting control, second
stage pressure control valve for each solenoid valve is
designed in order to amplify the control flow. Besides, for
each control element, there is an accumulator to get rid of
the ripple pressure due to the low carrier frequency of
PWM driving circuit. Hence, in view of these aspects,
electrohydraulic control system have complicated design
with many elements, i.e., PWM solenoids, spool valves,
accumulators.

INTRODUCTION
Major function of automatic transmission is automatic gear
shifting in order to change driving torque that is
appropriate in view of vehicle speed and driver's intention.
Changing gears in automatic transmission result in not
only transmitted torque ratio but also rotational speed
ratio. Since the inertia of the transmission output shaft
which drives vehicle is much greater than that of engine
rotating part, speed ratio is determined with change in
engine speed as the vehicle speed is nearly constant. In
general, engine speed change during shift occurs within a
very short time period and it could give rise to a large
transient torque variation in output shaft. With regard to
such inherent operation principle of automatic
transmission, a certain amount of transient torque variation
that makes car drivers uncomfortable is inevitable.
However, it could be largely reduced with a pertinent
shifting control algorithm. Nowadays, as the performance
requirement, especially on shift quality, of automatic
transmission become rigorous in recent years, most
automatic transmissions of passenger car adopt an
electronically controlled shifting mechanism to improve
fuel economy as well as to enhance the driveability. But,
unfortunately, as most automatic transmission has an
original design and control-logic should be established
with considering the shifting mechanism, there is no
generalized shifting control algorithm so far.

In this paper, EF-automatic transmission was redesigned

with proportional control solenoid valves of which control
pressures are directly applied to control elements and
modified transmission was tested for 1st-to-2nd power on
shift on transmission-dynamometer to prove the shifting
performance of proposed electrohydraulic control system.
We established a dynamic model of EF-automatic
transmission power train to investigate the shifting
characteristics and proposed an open-loop pressure control
strategy during torque phase in terms of power train static
1

* e-mail : ghjung@road.daejin.ac.kr

torque analysis and designed a closed-loop controller that

is based on the linearized turbine dynamics model during
inertia phase.

I R 2 R 2 = TS 1 + TR1 TR 2

TOUT

(5)

- Output shaft

IV OUT = TOUT Tload

DYNAMIC MODEL OF EF-AUTOMATIC

TRANSMISSION

- Torque relations in rear & front planetary gear set

TR1 = r1TS1
TR 2 = r2TS 2

The basic parts of automatic transmission consist of torque

converter, planetary-gear sets. To investigate the shifting
characteristic with a simulation, engine dynamics which
generates a transmitted input torque and road load which
react a driving output shaft torque are necessary in
addition to the basic parts. Instead of modeling the valve
body, we utilize control pressure in our simulation because
incorrect model of hydraulic system could confuse the
analysis result for shifting.

TCO I
S2

T B2

T R2

S2

TS2

(11)

OD/C

REV/C

LR/B

2ND /B

P,N
1

IR1
TR1

IT

TS1

UD/C

REV/C

TCR

UD/C

LR/B

R2

(10)

r1 = Z R1 / Z S 1 , r2 = Z R 2 / Z S 2

Select
lever
position

T BL

OD/C

(9)

Table 1 Friction element application chart

Fig. 1 shows the schematic configuration of EF-automatic

transmission which consists of two simple planetary-gear
sets and its friction application chart is on Table 1.
Because
there
are
4
independent
rotating
members( S 1 , S 2 , R1 , R 2 ) and there exist 2 velocity
relations of planetary-gear sets, constraining conditions for
2 rotating members are necessary in order to fix the gear
ratio. Fig. 2 shows a velocity relation for 1st and 2nd gear
and dynamic equations for each member could be drived
as follows.

2ND/B

(8)

(1 + r1 ) R 2 = S 1 + r1 R1
(1 + r2 ) R1 = S 2 + r2 R 2
OUT = R 2 /
Where,

I R2

(7)

- Kinematic relations in planetary gear sets

Gear train

R1

(6)

TCU
I S1

S1
TOUT

T T T

OUT
OUT Tload

TOUT

1st gear

IV
2nd gear

Fig. 1 Stick diagram of the gear train

- Turbine shaft

I TT = TT TCU TCO TCR

S1

(1)
UD/C

S2

R2 R1
Z R1

- Sun gear of the front planetary gear set

I S1 S1 = TCU TS1

Z S1
OD/C

Z S1r 2
REV/C
LR/B

r 1 = Z R1 Z S1
r 2 = Z R2 Z S2
2ND/B

(2)

- Ring gear of the front planetary gear set

I R1 R1 = TCO + TS 2 + TR 2 TBL TR1

(3)

- Sun gear of the rear planetary gear set

I S 2 S 2 = TCR TS 2 TB 2

Fig. 2 Velocity diagram of EF-automatic transmission

(4)
- 1st-to-2nd upshift simulation model

- Ring gear of the rear planetary gear set

Since UD/C and LR/B are applied at 1st gear, input

turbine shaft is combined to sun gear of front planetary
gear set and ring gear of front planetary gear set is
constrained to rotate. The shifting procedure to 2nd gear is
simultaneously releasing the LR/B and constraining the
2ND/B. Considering this shifting mechanism and dynamic
equations derived above, we could represent the dynamic
equation for each shifting phase as the following form.
(1) 1st gear and torque phase

T = A12 aTT + A12b (TB 2 ) max + A12 cTload

(12)

(2) inertia phase

(a) torque ratio

T = B12 aTT + B12b (TB 2 ) max + B12 c (TBL ) max + B12 d Tload
(13)
(3) 2nd gear and torque phase

T = C12 aTT + C12b (TBL ) max + C12 cTload

(14)

Where, A12 a ,b ,c , B12 a ,b ,c , C12 a ,b ,c : constant coefficients that

are determined from system data
(TBL ) max , (TB 2 ) max : slipping friction torque in each brake
Among the above equations, phase change can be detected
by the reaction torque(torque phase to inertia phase), or
rotational speed sign changes.(inertia phase to torque
phase)

(b) capacity factor

Fig. 3 Optimized torque converter model static characteristics

Torque converter
Road load
In our simulation model for torque converter, we utilize
the dynamic equations of motion corresponding to a
nonlinear, lumped-parameter model.[2] During operation
above the coupling point(i.e., when the one-way clutch
which is connected to stator is overrun), the dynamic
equations are described as a set of four first-order
nonlinear differential equations and for operation below
coupling point, only three first-order differential equations
will result since the stator is held by the reaction of oneway clutch) We could classify the parameters of derived
dynamic equations as geometrical parameters which can be
measured from the geometrical shape of torque converter
and derived parameters which can be computed from the
geometrical parameters. Generally, geometrical parameters
affect the steady-state characteristics and derived
parameters determine the dynamic effect of torque
converter.

The major external loads acting on a two-axle vehicle are

inertia and aerodynamic resistance. Describing the vehicle
dynamic equations of motion in terms of transmission
output shaft is as follows.[3]

mv rt 2 OUT = TOUT Tload

Where,

K I = p / Tp

at

each

given

mv : mass of vehicle

rt : radius of tire
Fig. 4 shows the road load characteristic curve which is
adopted in dynamic simulation.

Engine

In our research, we estimate the parameters that are

relevant to steady-state characteristics which are
represented by torque ratio( TR = Tt / Tp ) and capacity
factor(

(15)

Since the prime concern of our research is to investigate

the shifting characteristic of automatic transmission, only
the moment of inertia of engine rotating parts and steadystate engine torque characteristics from experiment are
taken into account in engine model. The engine model is
as follows.

speed

ratio( SR = T / P ) with a optimization algorithm from

the experimental data. Steady-state characteristics of the
experimental and simulated result are shown in Fig. 3.

I E E = TE TOP TP
Where,

TE : static engine driving torque

TOP : oil pump load torque

3

(16)

TP : reaction torque from torque converter pump shaft

of shift quality, most automatic transmissions monitors the

rotational speed but not the torque. Therefore, open-loop
pressure control schemes should be applied during torque
phase and closed-loop control algorithms which feedback
the turbine speed are designed for inertia phase shifting
control. Since the EF-automatic transmission employs
clutch-to-clutch shifting mechanism, the release and apply
clutches are controlled at the same.
In this paper, open-loop pressure control schemes during
torque phase are proposed with regard to the driving
torque and static gear train torque relations and closedloop shifting controller is designed on the base of
linearized turbine dynamics during inertia phase.[4],[5]

Torque phase pressure control schemes

Fig. 4 Road load
As in the EF-automatic transmission, a clutch-to-clutch
shifting requires control pressure in a release clutch as well
as in a apply clutch. In such a shifting mechanism, ideal
shifting characteristic during torque phase could be
obtained by controlling the release clutch pressure of
which the constraining torque is the same as reacted torque
according to the apply clutch pressure.(i.e., as in the case
that release clutch is substituted for one-way clutch)

VERIFICATION OF DYNAMIC SIMULATION

In order to verify the dynamic simulation model of EFautomatic transmission except hydraulic control system,
experimental and simulation result which is obtained by
use of control pressure from experiment are compared.
The shifting condition is a power on 1st-to-2nd upshift at a
constant 23.8% throttle opening. The verification result is
shown in Fig. 5 Even the steady-state torque converter
parameters are optimized with the experiment, simulated
engine speed shows a constant difference from the
experiment. However, the simulated turbine shaft speed
and output shaft torque which directly affect the shift
quality are nearly the same as experiment. Hence, we can
conclude that the prediction of shifting characteristics is
possible with the established simulation model.
4000

60

Turbine speed

50

2000

40
30
20

Output torque
LR/B pressure

2ND/B pressure

10
0

0.5

1.0

1.5

2.0

2.5

3.0

(17)

Fig. 6 shows a control pressure relations for each input

turbine torque considering the initially compressed return
spring forces and various parameters of friction elements.
If the control pressures keep track of the trajectory, torque
phase control would be end at the zero LR/B reaction
torque and it would be the same shifting characteristic as
that of one-way clutch.
10

LR brake piston pressure [bar]

Angular speed [rpm]

TBL = r1TT + (1 + r1 ) | (TB 2 ) max |

Pressure [bar] and Output torque [Kgfm]

70

Engine speed

3000

0
0.0

For 1st-to-2nd upshift, static torque relation during 1stgear torque phase is as follows.

80

Experiment
Simulation

1000

The turbine angular acceleration didn't change severely

during torque phase, the pressure relation between LR/B
and 2ND/B could be derived from the static gear train
without regard to the turbine dynamics.

Time [sec]

Fig. 5 Comparison of simulated and experimental result

for 12 upshift

Tt=5 Kgf.m
Tt=15 Kgf.m
Tt=30 Kgf.m
Tt=50 Kgf.m

torque phase
4

inertia phase

SHIFTING CONTROL ALGORITHM FOR EFAUTOMATIC TRANSMISSION

10

2ND brake piston pressure [bar]

Fig. 6 Control pressure relationship between LR/B and

2ND/B at torque phase during 12 upshift

As we mentioned before, all the shifting process are

divided into torque phase in which only the reaction torque
of friction element is changed and inertia phase in which
the turbine speed is changed. Even the transient output
shaft torque during shift could be considered as a criterion
4

Approximated linear model for turbine dynamics

during inertia phase

pressure just when it detects a inertia phase, then 2ND/B

control pressure is maintained constant until shift ends.
Fig. 8(simulation result) and Fig. 9(experimental result)
shows that there exists a linear relationship between the
2ND/B pressure variation and turbine acceleration as we
e
x
p
e
c
t
e
d
.

T = B12 aTT + B12b (TB 2 ) max + B12 d Tload

( I Etc ) eq T = TE TT
Where,

50

4000

Angular speed [rpm]

(18)

(PB2 )=0.2bar
30
2000

Turbine speed
20

1000

10

0
0.0

1.0

1.5

2.0

2.5

3.0

Time [sec]

Fig. 8 Turbine acceleration to 2ND/B pressure variation simulation result

Combining the above two equations yields

50

4000

(PB2 )=0.8 bar

Output torque

T = [1 + B12 a ( I Etc ) eq ]1

(PB2)=0.5 bar

Angular speed [rpm]

'
12 d load

(20)

If we take a variation of Eq. (20) and remind that static

engine torque and load torque are nearly constant during
inertia phase, turbine dynamics could be expressed as
linear.

30
2000

(21)

Turbine speed
20

1000

10

0
0.0

T = B12' b (TB 2 ) max = K ( PB 2 )

40

Output torque [Kgfm]

= B T + B (TB 2 ) max + B T
'
12 b

(PB2)=0.2 bar

3000

[ B12 aTE + B12b (TB 2 ) max + B12 d Tload ]

0
0.5

1.0

1.5

2.0

2.5

3.0

Time [sec]

Fig. 9 Turbine acceleration to 2ND/B pressure variation experimental result

From the above analysis, we conclude that turbine speed

have a integral relationship with the applied 2ND/B
control pressure.(Fig. 7)

Closed-loop feedback controller design

disturbance from
engine and load torque
variaton

K'

0.5

(19)

and torque converter

(PB2 ) +
+

40

(PB2 )=0.5bar

3000

( I Etc ) eq : equivalent moment of inertia for engine

'
12 a E

(PB2 )=0.8bar

Output torque

Ooutput torque [Kgfm]

The time that changes inertia phase from torque phase for
1st-to-2nd upshift is defined as the LR/B reaction torque
due to the 2ND/B constraining torque is greater than the
LR/B constraining torque. But control algorithm decides
the phase change from the turbine speed variation because
that moment can not be detected by TCU. This means that
closed-loop feedback control puts into action slightly later
than the theoretical inertia phase. Unless the shifting
control during torque phase is finished abnormally, LR/B
control pressure should be died out and have no effect on
the turbine dynamics during inertia phase. In addition, the
torque ratio of torque converter during inertia phase could
be approximated nearly 1 from the experimental result.
Considering those assumptions, turbine dynamics during
1st-to-2nd upshift inertia phase can be approximated as
follows.

1
s

Turbine acceleration, which occurs during inertia phase, is

closely related to transient torque variation of output shaft
and so controlling the turbine speed change by 2ND/B
apply pressure is required for good shift quality. Though
we showed that there exists a linear relationship between
2ND/B control pressure and turbine acceleration, openloop control algorithm is not enough due to many kinds of
disturbances, especially hydraulic system. Hence, adoption
of closed-loop shifting controller that enables to track the
desired turbine acceleration is necessary for improved
shifting performance.

where, K'= - 0.002768 rad/s2 /10-5 bar

Fig. 7 Linearized turbine dynamics model during inertia

phase
We verify the validity of the linearized turbine dynamics
through simulation and experiment. Shifting condition is
the same as power on 1st-to-2nd upshift at 23.8% constant
throttle and controller adds ( PB 2 ) to the 2ND/B control

We didn't consider the dynamics of hydraulic system so

far. But, actually, all the control pressures are generated
from the valve body and the pressure dynamics as well as
the gear train dynamics we investigate before should be
taken into account in designing a feedback controller. In
5

this research, conventional PWM solenoid valves are

replaced by proportional control solenoid valves of which
control pressures apply directly to the hydraulic actuator
for the purpose of simplified hydraulic system.[6] This
solenoids are developed by BOSCH for the use of direct
pressure control in automatic transmission. Major
specifications are 15bar supply pressure, 200-300Hz
driving frequency which ensures nearly zero ripple
pressure and -30OC140OC operating temperature range.
Its internal structure and steady-state control pressure
characteristics are shown in Fig. 10, Fig. 11. Like most
PWM solenoid valves, static relation between input duty
cycle and output control pressure is not linear and it could
hamper the linear controller performance. From the
inverse of function which approximates the nonlinear static
pressure characteristics, control algorithm maps the duty
cycle so that proportional control solenoid valve produces
a desired control pressure.

time constant. A simple proportional controller with gain

K P is selected only to look at the effect of feedback
control. In such case, the overall closed-loop transfer
function is as follows.

KP K
T ( s )
=
(T ) ref ( s ) s (1 + Ts s ) + K P K
=

Where,
Supply

Control

Exhaust
Diaphragm
bearing

Flange

Spool

Filter

Armature

Terminal

Fig. 10 Internal structure of spool type proportional

control solenoid

16
14

Control pressure [bar]

(22)

1
1
KP K
, =
2 Ts K P K
Ts

n =

Application of simple proportional controller yields a

steady-state speed error because the open-loop system is
Type-1 having one s(Laplace operator) in the denominator
polynomial. However, since the ultimate end of feedback
controller is to reduce the magnitude of transient output
shaft torque, a certain amount of speed error during shift
could be allowed without degenerating shift quality
seriously. Moreover, the magnitude of speed error could
be adjusted by proportional gain. From the closed-loop
transfer function, as the proportional gain is increased, it
makes the smaller damping ratio and higher natural
frequency. It reflects that fast response could be obtained
by increasing the proportional gain. However, there exists
a limit on proportional gain because controller is
implemented by micro-controller that executes control
algorithm with a predetermined sampling rate. Thereby the
controller gain should be decided to have a desired system
response.

Adjustment
screw

Coil

KPK
s 2 2
K P Ks ( 2 +
s + 1)
n n

12

(PB2 )

10

( T)ref

( T)err

controller
Gc(s)

(PB2 ) cl +
+

op

(PB2 )

com

Duty Vs. PB2

inverse function

disturbance from
engine and load torque
variaton

2
0
0

20

40

60

80

100

DutyB2

Duty cycle [%]

pressure dynamics
Gp(s)

PB2

+
+

T
K'

1
s

where, K'= - 2643 rpm/s/bar

Fig. 11 Steady-state control pressure characteristics

Considering the dynamics of hydraulics system and gear
train, the overall block diagram of closed-loop control
system would be like Fig. 12. The feedback controller
computes a command 2ND/B pressure from the deviation
between reference and measured turbine speed and it is
added to open-loop 2ND/B control pressure which was
fixed at the end of torque phase. The pressure dynamics of
proportional control solenoid valve can be modeled in the
Laplace domain as a first order system where system gain
is unit due to duty cycle mapping, and Ts is the system

Fig. 12 Feedback control block diagram during inertia

phase with pressure dynamics

SHIFTING EXPERIMENT
In order to examine the shifting performance of control
algorithm that is proposed in this paper, shifting control
experiment for 1st-to-2nd power on upshift is performed
on transmission dynamometer. Modified EF-automatic
6

40

Angular speed [rpm]

Engine speed
30
2000

Trubine speed 20

Output speed

2ND/B pressure

1000

10

LR/B pressure
0
0.0

0
0.5

1.0

1.5

2.0

2.5

3.0

40

Angular speed [rpm]

Duty [%]

Pressure [bar]

60

P_B2com

P_BLcom

0
0.0

20

P_B2
P_BL

10

0
0.5

1.0

1.5

2.0

2.5

3.0

In our shifting experiment, hydraulic system of

conventional EF-automatic transmission was modified for
the purpose of examining the feasibility of the use of
proportional control solenoid valves. Hence the
conventional PWM solenoid valve, reducing type pressure
control valve and accumulator are replaced by
proportional control solenoid valve of which control
pressure applied directly to the clutch piston. Shifting
experimental result for 1st-to-2nd power on upshift shows
acceptable shifting quality that is not inferior to the
conventional system. As a result, we concluded that
control algorithm of the modified EF-automatic
transmission can be applicable and though shifting
algorithm was designed and tested only for 1st-to-2nd
upshift case, it could extend to the other shifting cases in
the similar way.

80

1000

The EF-automatic transmission dynamic model which

consists of engine, torque converter, gear train, road load
was established for investigating the shifting
characteristics and it was verified from the computer
simulation that the model can describe the shifting
behavior of EF-automatic transmission. As the clutch-toclutch shifting mechanism of EF-automatic transmission
have a control algorithm control release and engage clutch
simultaneously, we propose a open-loop control pressure
trajectory during torque phase from the analysis of static
gear train torque relations. A closed-loop turbine speed
feedback controller for inertia phase was designed on the
basis of the linearized turbine dynamics which is proved
through the computer simulations and shifting
experiments.

BL_duty

B2_duty

20

Output torque

CONCLUSION

100

30

Turbine speed
2000

Fig. 14 Comparison of shift quality

(a) angular speed and output torque characteristics

10

40
3000

Time [sec]

Time [sec]

12

Modified system

0
0.0

Pressure [bar] and Output torque [Kgfm]

Output torque
3000

Original system 50

4000

50

4000

60

5000

Output torque [Kgfm]

transmission in which two conventional PWM solenoids

that control LR/B and 2ND/B apply pressures are replaced
by proportional control solenoids is redesigned for this
experiment.
The
control
algorithms
including
compensation for nonlinear static pressure characteristics
are implemented with a 83C196 micro-controller which is
developed by INTEL corporation for the use of engine
and/or transmission control. Fig. 13 shows a shifting
control experiment at 23.8% constant throttle. Though a
slight speed error is observed during inertia phase, it has
no great effect on the output shaft torque variation. By use
of duty cycle mapping, there is no steady-state error
between command and real control pressure as we
expected. The shifting performances between original and
modified EF-automatic transmission are compared in Fig.
14. Since the absolute magnitude of output shaft torque
variation in modified EF-automatic transmission is much
smaller than that of original one, we would say that shift
quality is improved. But, the modified system is tested
only a particular case, we can conclude that control
algorithm with the modified EF-automatic transmission is
verified to be applicable.

0
0.5

1.0

1.5

2.0

2.5

3.0

REFERENCES

Time [sec]

[1] Katsutoshi Usuki, Kenjiro Fujita, and Katsuhiro Hatta,

1996. "The INVECS-II Electronically Controlled
Automatic Transaxles for FWD Passenger Cars", SAE
960429

(b) pressure and duty characteristics

Fig. 13 Shifting control characteristics during 23.8%
throttle power on 12 shift

[2] D. Hrovat and W. E. Tobler, 1985. "Bond Graph

Modeling and Computer Simulation of Automative Torque
Converters", Journal of Franklin Institute, vol. 319, No.
1/2:93-114

[3] J. Y. Wong, 1978. Theory of Ground Vehicles, John

Wiley & Sons.
[4] G.H. Jung, B.H. Cho, and K.I. Lee, 1997. "Dynamic
Analysis of INVECS-II Automatic Transmission and
Open-Loop Shifting Control Method During Torque
Phase", '97 KSAE autumn conference proceeding, vol II:
683-688
[5] G.H. Jung, B.H. Cho, J.W. Huh, and K.I. Lee, 1998.
"Closed-Loop Shifting Control Method During Inertia
Phase for INVECS-II Automatic Transmission with
Proportional Control Solenoid Valve",'98 KSAE spring
conference proceeding, vol II: 872-878
[6] B.H. Cho, G.H. Jung, J.W. Huh, and K.I. Lee, 1998
"Dynamic Characteristic Identification of Proportional
Control Solenoid Valve for Automatic Transmission", '98
KSAE spring conference proceeding, vol II:885-891