Outdated Updated Shiftlogic Automatic Transmissions 4.34

This is the discussion thread for the mod "Updated Shiftlogic Automatic Transmissions".MOD DOWNLOAD

Spoiler: Permission since Sep 19, 2022

Permission: Do whatever you want, I don't care anymore...

Transmission features:
Electric motor(deprecated):
Technically not a "transmission"
Note: For the mod to work correctly, you must choose all(one or two) motors to the modded ones and choose the modded(in order to redirect motor information to the modded motor(s)) gauges in the parts menu

Spoiler: As shown

One-pedal driving:
When the vehicle speed is sufficiently high a "coastdown" throttle is compared with the throttle pedal, when the throttle pedal is lower, regenerative braking is applied. This improves the vehicle speed control with the gas pedal, similar to engine braking.

Spoiler: As shown

Brake blending:
When brake is used, additional regen is applied to reduce brake wear, this portion of regen cancels out the same amount of friction brake, Which means the vehicle will use regen first, only use friction brake when the braking demand is higher than max regen.

Spoiler: As shown

In both modes, the transition between power and regen are seamless, regen intensity will also gradually reduce according to lateral acceleration.

Realistic regen torque curve:
The electric motors now have proper regenerative braking torque curve. Constant torque at mid speed and constant power at high speed.

Spoiler: As shown

Tunable parameters(with presets):
The modded logic is tunable similar to ECU mapping IRL

Spoiler: Explained here

Spoiler: Cheat Sheet

Automatic Transmission:
Two brand new torque converter lockup logics:
Classic "1C-2C-3C-3L-4C-4L-5L-6L" logic. For vehicles with 4AT (one overdrive) lockup with low throttle and in overdrive gear (4T21), for vehicle with 6AT (more than one overdrive) lockup in overdrives and low throttle in direct drive or overdrive (4T5L21 or 4T6L21)

Spoiler: Picture

Modern vehicle speed/throttle opening. The TC lockup logic is according to the vehicle speed and throttle opening, regardless of current gear, in recent modern vehicles with 6 gears or more (400T1000LM1).

Spoiler: Pictures

Single Clutch Transmission:
Custom logic:
The SCT is actually a "workaround" of the current AT physic/logic. The torque converter is converted to an empty box w/ a clutch, the clutch is fully disengaged while shifting, decouple the engine and the gearbox. A custom throttle logic is added to control the rev-match during the shift, and the clutch engagement RPM is based on the "Throttle-Based Torque Converter Lockup Logic"(my previous mod), Clutch spring is also tuned to make a manual/sequential "backlash" feeling.
Idle Creep:
When the vehicle is stopped, transmission is in gear and brake is released, the clutch is engaged a little bit to make the vehicle creep forward without throttle, just like a conventional slushbox. Hill hold is also implemented via brake when rolling backward.
Throttle adjustment during shifts:
When upshifting, a "coasting" throttle is applied. The amount of throttle is between idling and lowest downshift RPM, this is to prevent blip the throttle during upshifts. When downshifting, throttle is applied to rev-match.
Clutch engagement RPM based on throttle value, for initial acceleration.

Dual Clutch Transmission:
Tuned TCU logic(more information):
Significantly lowered initial upshifting RPM.
Engine braking at very low speeds in D, S or M mode, no RPM oscillation when starting in 2nd or 3rd gear.
Responsive downshifting at very low RPM.
Idle creep:
When the vehicle is stopped, transmission is in gear and brake is released, the clutch is engaged a little bit to make the vehicle creep forward without throttle. Works with crawler mode.
Adjustable clutch time range:
Now you can define the max clutch time via the "dctClutchMaxTime", not always ten times the "dctClutchTime".


Shifter modes:

Winter mode:
Some vehicles with PRND21 shift pattern, the "2" gear is always in 2nd gear instead of shifting between 1st and 2nd, others may have a separate winter mode (W). In BeamNG, the shift patterns are PRNDW1 and PRND21W, respectively.
Modern vehicles with semi-automatic modes (PRNDSM) Downshift autoshifting gearboxes in manual mode to a certain gear instead of all the way to 1st gear (M2 or M3)

Spoiler: Picture

Crawler mode:
Some transmissions have very low gear(s) to haul very heavy objects climbing steep incline or maneuvering at very low speeds. On light-duty operation, these gears can be skipped to accelerate quicker.
BKNHCM gear selector.
Backup, skip the crawler gears in reverse.
Krawler, only use reverse crawler gears.
Highway, skip the crawler gears in forward.
Crawler, only use forward crawler gears.

Spoiler: Picture

Crawler gear definition is configurable in jbeam file, since it's adjustable, it can also use as an OD-OFF gear selection.


Tuned shiftmap:

Upshift/downshift RPM in each transmissions are individually tuned, according to real-world transmission considerations.
1. The higher the vehicle speed the higher the resistance and the lower the torque multiplication ratio, thus the higher the gear, the higher the low throttle shift RPM.
2. The higher the vehicle speed, the longer the time between each shifts. To compensate the power loss during each shift, the lower gears are more sparse than the higher gear, which means the shift down RPM increases faster than the shift up RPM.

Spoiler: Picture

Transmission list:

Bastion: 8AT(700T1400LM3)
DT40L: 5AT(2T3LM2), 6AT(2T3LM2)
D-Series, Roamer :4AT(3T21), 6AT(4T5L21), Diesel 6AT(2T3L21)
H-Series, Grand Marshal: 4AT(3T21), 6AT(4T5L21)
800-Series, K-Series: 7SCT(081010M2), 8AT(700T1400LH2M3), Diesel 8AT(550T1000LH2M3), 8DCT(025500H2M3)
200BX: 4AT(3T4L21), 5AT(4T5L21)
Covet: 4AT(4TW1), 5AT(3T4L21)
I-Series: 4AT(3TC3W1), 5AT(3T5LC421W)
Hopper: 4AT(4T21)
LeGran: 4AT(3T21)
Pessima(2nd gen): 4AT(4TW1), 5AT(3T4LW1)
Stambecco: 4AT(2T3L21)
Pessima(1st gen): 4AT(4LW1), 5AT(3T4LW1)
SBR4: 6SCT(102015M2), 6AT(900T1400LM2), 7DCT(025400M2)
Scintilla: 7DCT(020400M2), Heavy Duty 7DCT(025400M2), Diesel Heavy Duty 7DCT(040500M2)
T-Series: 11SCT(070204K2C2M4), 10SCT(070204K1C2M3), 12SCT(070204K2M3), 10AT(2T3LK1M2), 7AT(1T3LM2),12DCT(250750K2H5M6), 14DCT(250750K1C2M7)
Sunburst: 6SCT(102015M2), 4AT(3T4LM2), 6AT(3T4LM2), 6DCT(040450M2)
FCV: 5SCT(100510M2), 9AT(500T800LM2), 7DCT(050500M2), Diesel 7DCT(050500M2)
Wendover: 4AT(3T21), 4AT(4T21)

Modding tips and technical details WIP...

 

Feature explanations:
Torque converter lockup logics:
In manual transmissions, the gear lever controls a group of dog clutches. Thus, power must be fully disengaged during shifts(fully depress the clutch pedal), otherwise the gear will "grind", which leads to damage. Torque converters won't work in manual gearboxes.


In automatic transmissions, the gear is controlled by a group of multi-plate clutches, which engage and disengage the respective epicyclic gear. Since the clutches can slip, power can and does transfer during shifts, regardless of lockup clutch engagement.


Because of the mechanical complexity, automatic transmissions usually have less gear ratios than their manual counterparts. The use of torque converter has mainly three reasons, one is to prevent engine from stalling at 0 speed, another is to multiply torque at low speeds so the 1st gear ratio is lower than their manual counterpart, another is to reduce sudden change of acceleration ("jolt") during shifts. The The use of torque converter lockup clutch has mainly two reasons, one is to improve fuel economy by increasing transmission efficiency, the other is to improve throttle response when in gear.
In current (0.21) BeamNG, the torque converter always locks up above a certain RPM and gear, and always fully unlock during each shifts, this causes even more jolts. Try it yourself, drive the DT40L Highway and apply 75% throttle during acceleration, the RPM is down-up-down during shifts. In the Bus(and some other vehicles) the LUC(lockup clutch) disengages in 0.1s, engages in 0.2s, and the shift time is 0.5s.

IRL, the LUC engagement does not drop to zero during the shift, as shown

In classic automatic transmissions with locking torque converter, the LUC engages at highest gear to improve fuel economy. If the transmissions have multiple overdrive gears, the LUC is engaged even during shifts between overdrive gears since the ratio is pretty close, disengage the LUC may cause more jolts, hence the 1C-2C-3C-4C-4L-5L-6L layout
For heavy-duty operations, the LUC is engaged form 2nd(and possible 1st) gear and all above since more fuel is consumed during acceleration. This is explained in this document, and this article.

Note that "TCM must be calibrated for “1L” option." explained below in the "shiftmap tuning" section.
Modern transmissions with 5 gear or higher, the ratio between gears are so close that disengage the LUC is not needed during shifts. In that case the "converter mode" is solely for initial acceleration, thus the LUC logic map is only a vehicle speed/accelerator opening, no gear is shown in the map.


Shiftmap tuning:
1. The higher the vehicle speed the higher the resistance and the lower the torque multiplication ratio, thus the higher the gear, the higher the low throttle shift RPM.
2. The higher the vehicle speed, the longer the time between each shifts. To compensate the power loss during each shift, the lower gears are more sparse than the higher gear, which means the shift down RPM increases faster than the shift up RPM.
3. Higher low-end torque, lower shift RPM, stiffer torque converter, lower LUC engagement speeds.
On some transmissions, the step ratios are not always decreasing, in this case, you need to adjust the upshift/downshift accordingly, as shown in the pictures below.

Shift map:


LUC(lockup clutch) tuning:

1C-2C-3C-4C-4L-5C-5L

Pay attention to the end of the "4L" and the beginning of the "5C", if the former is higher than the latter, then 4C-4L-5C-5L and 5L-5C-4L-4C(kickdown), and if the former is lower than the latter, then 4C-4L-5L and 5L-4L-4C(kickdown), since the ratio between gears are wider in 4AT than those in 6AT, and 1st-2nd is wider than 5th-6th, the shift patterns are 1C-2C-3C-4C-4L in 4AT and 1C-2C-3C-4C-4L-5C-5L-6L or 1C-2C-3C-3L-4C-4L-5L-6L in 6AT.

 

This is astounding, I think you may have replicated what i've always wanted in beamNG transmissions.

Will have to test it when i've got a little bit of time

With your lockup clutch logic are you compensating for powerloss when slipping...? On my DT35SE mod 2nd gear locks up around midway through the gear range to ensure not much power is lost... you don't want to be sapping power waiting too long for the gearbox to lockup.

However that is very easy to tune at full throttle, under light loads getting the transmission to lockup at good points is not easy, at low gearbox RPMs (low speed) and low throttle positions *lots* of power is lost through the torque converter.

I tried simulating this by adding an extra gear to my transmissions, and using the aggression factor built into beamNG to work but this was very finnicky to tune and didn't always deliver what i wanted. With fully custom logic like this I think it'll be better.

With this lockup behaviour, I hope the devs soon implement transmission thermals.. shouldn't be *too hard* to carry over some code from friction clutch gearboxes.. We can work out the power loss through the torque converter quite easily, being power at the crank - power at the wheels... and subtract any other drivetrain losses (not sure how this'd be calculated though).

Hauling pepsicola up utah's hills would be an interesting challenge if the gearbox was poorly cooled.

 

"

The 6AT on the bus is tuned for comfort, not power, I did the tuning to make 50%, 75% and 100% throttle acceleration less jolt, the 2L-3C transition RPM jumps up and down is minimized. The 7AT on the T-Series on the other hand is tuned for power, you can get 1L and 2L when climbing in both D and M, can only do 1C when the truck is too slow, obviously. I deliberately set the aggression to false in the T-Series because you can get full boost and low RPM (good fuel economy) at 75% throttle, just floor it (100% throttle) if you want max power.
Also the 6AT on the bus is currently bugged, I misplaced the shiftup RPM form another gear, making the vehicle shifts back and forth between 4th and 5th gear. Will fix in the next version. The 7AT/10AT on the semi is relatively good.
I saw this on a bus that I took on the day before yesterday

Which looks like an Allison TCM

According to my experience taking the bus, there's a significant "jolt" accompanied by a sudden reduction engine noise. That bus was with an Allision 6-speed I assume? In that case, 1C-1L-2L-3L-4L, the torque converter is fully locked during the shift from 1st to 2nd to cause that jolt. As I already said, unlock the TC at higher gear or lock the TC at lower gear during shifts will cause more jolts, so normaly C in lowers gear and L in higher gears.
Which one is better? Only bugfix the 6AT and keep 2T4L, or 1T2L, or simply use the modern X00TY00L lockup logic like those in 800-Series and FCV?

The aggression logic is explained once in here

As shown, if you set the "useSmartAggressionCalculation" to false, the TCM will both disable the aggression (ges pedal movement speed) and use the old "kickdown-only" logic.
If you want to make a transmission with throttle/speed shift map(not only a kickdown switch) but without aggression consideration, you can set "useSmartAggressionCalculation" to true AND make the "aggressionSmoothingDown" very high (5 or above). Modding the aggression map itself requires modding the "vehicleController.lua", which is no easy job, and will affect all transmissions (AT, DCT, CVT and MT w/clutch&throttle assist)

Theoretically shouldn't be too hard, the heat generated is abs(inputAV * inputTorque - outputAV1 * outputTorque) regardless of LUC engagement (since the LUC is in the same oil as the TC as shown in the IRL transmission photos) and can be calculated after the torqueconverter.lua mechanical physics model.

An AMT(automated manual transmission) is planned, and despite an AMT is similar to an MT, modded shiftLogic-automaticGearbox.lua is going to be used. Because the DCT gearbox connects directly to the engine and there's no "inputAV" in the DCT lua, also both the DCT and the MT with clutch&throttle assist cannot launch at 2nd and above gears, the RPM fluctuates at idle RPM instead of gradually engages the clutch in 1st gear, also because I'm lazy (you can read more information about my laziness when I finish writing the lua section of the modding tips, read the "rant" section)lol

 

I am sorry, but what does this mod do? Like does it change the way the gears shift?

 

So cool!! because the standard DCT logic is terrible.

Also I like to say single-clutch automatic Instead of automated manual.

 

I'm sure you already know but the low-speed aggression (for the DCT) is far too high and adjusted clutch time is all over the place

 

How does it work is it a part or something else

 

Read the Mod description.
TL;DR
It changes the torque converter lockup logic to reduce jolt and improve throttle response, and the shift map(up/downshift RPM) is also changed, according to their real-world counterpart, also there are some more mode such as pulling away in M2 instead of always in M1, useful on slippery surfaces.

Parts, select the transmission part inside the engine folder, choose the automatic with a bracket on it

Actually those names are because most people usually call them. A "manual transmission" is usually a manual synchromesh transmission and an "automatic transmission" is usually a planetary transmission.
6-Speed in the 800 Series: Synchromesh single-clutch manual transmission
4-Speed in the Grand Marshal: Planetary hydraulic automatic transmission
3-Speed in the Hopper Crawler: Planetary hydraulic manual transmission
7-Speed in the SBR4: Dual-clutch manumatic transmission

 

default0.0player updated Updated Shiftlogic Automatic Transmissions with a new update entry:

Single Clutch Transmission Update

Read the rest of this update entry...

 

Quite possibly one of my favourite mods I've seen so far, The dimwitted logic of the standard game transmisisons always drove me up the wall, these ones are far more intelligent and actually feel real, so an amazing job there!

Just a couple of things I noticed- when I updated to version 2, the 9 speed auto for the Cherrier Vivace dissapeared- I can see the 5 speed single clutch gearbox in the options and use it fine, but not the 9 speed. I tried uninstalling all my mods and clearing the cache, and reinstalling the mod only, however the problem is still there.
(there's an image below that shows the options I see when I've uninstalled everything else and cleared cache)


I'm pretty sure all the other transmissions are still there - at least the ones for the ETK 800 are all there including the single clutch and the 2 autos.

The other thing is just occasionally when the the trans kicks down, it'll do that fine but then it won't shift into the next gear quite in time and hit the limiter for a sec- it doesn't feel like it's kicked down to too low of a gear however, it's just the upshift feels a bit too slow.
The car I remember this most on was a 200bx type ls with the 5 speed auto, there are probably some others.

Otherwise, I cannot give enough praise for this mod, it's done way better than the official transmissions, and the only issues I've had are little niggles.

 

Sorry this is a bug(my fault), I misplaced file in version 2, will update soon.

Shoot, the "transmissionGearChangeDelay" is set to 1.5 or 2, I forgot to decrease it after adding gears. The 6AT in the Grand Marshal probably have the same problem. You can manually decrease it before the next next update(sorry the next update is already submitted before your this reply). Thanks for your support!
\at_logicmod_d0p.zip\vehicles\coupe\coupe_at_logicmod.jbeam
in the "vehicleController" section, "transmissionGearChangeDelay".

 

When I was talking about gearboxes that take a bit too much time to shift up I was especially thinking about the 8 speed auto etk (700T1400LM3), let me explain : imagine that you're going full throttle in 4th gear at 6000rpm and then you suddenly reduce the throttle to ~10%. The time taken to shift into 6th, 7th and 8th gear is ok but I think it takes too much time to shift in 5th gear, but honestly that's just a personnal feeling and it's not that problematic. I didn't got annoyed by the other gearboxes, probably because there's less speed to shift, I just couldn't test the 9 speed fcv because it disappeared

 

default0.0player updated Updated Shiftlogic Automatic Transmissions with a new update entry:

Crawler Mode & Dual Clutch Transmission

Read the rest of this update entry...

 

So I just tested your new dcts and there's a lot of good things and some bad things (that's normal, official dcts got more problems than official tc transmissions).

First, the idle creep is very nice and realistic (just the right amount of power). The upshifting below 2000rpm are very nice and smooth that's a really good point of the mod but when you go above this line every shifts become very brutal and pretty unpleasant. The downshifts aren't that good too (at any rpm), they are very brutal and could be softened a bit. Another thing that didn't got solved is the rpm bumps that the engine do when the gearbox need to downshift more than 4 speeds (for example downshifting from 7th speed to 3rd speed).

All the problems I said affect all your dcts (at the exception of the t-series one obviously) but are less important on hirochi's DCT, I don't know why (especially about high rpm upshifts). And keep in mind that everything I said is also right for the official gearboxes too, so your DCT are still better than the official ones (but not as perfect as your tc gearboxes)

 

Two reasons. Firstly, DCT is the most difficult transmission in terms of tuning, one of the most complaints IRL is the jerkiness shifting in low gears. Secondly, DCT is not my original plan modding the "
Updated Shiftlogic Automatic Transmissions"

Firstly. In terms of DCT, which has two input shafts. It's not practical to measure the torque of the first shaft and the second shaft in real-time, you simply cannot do closed-loop clutching. I could write another lengthy article about the "ideal" clutching since it is physically possible to shift a DCT without any jolt and why it's nowhere practical, but I'm tired since I spend weeks reading transmission data, modding the lua without any programming knowledge AND driving real-world vehicles for the sake of getting the shiftlogic. When upshifting, the engine RPM goes down, the momentum makes the vehicle jolt forward, but it's counteracted by the lower torque of the higher gear. When downshifting, the RPM goes up the momentum make the vehicle jolt backwards(in the case of gradual clutching) or engine braking torque suddenly goes to zero(in the case of rev-matching/double clutching), and lower gear has higher torque. To make matter worse, during acceleration, the engine torque is higher, the "relative" clutching time is also higher, during deceleration, the engine braking torque is less than the torque used in accelerating the vehicle, the the "relative" clutching time is also lower, which make downshifting more "brutal". Note the "relative" clutching time, if the DCT rated torque is 300Nm and the shifting time is 0.5S, during upshifting @ 200Nm engine torque, the clutching time is 0.333S, during downshifting @ 30Nm engine braking torque, the clutching time is 0.05S. This is because when at 0.05S and later, the clutch between engine and gearbox are already the same speed, static friction.

Secondly. My original plan is to make some newer AT gearboxes from the experience modding the "Throttle-Based Torque Converter Lockup Logic", I refined that logic, divided the gears into three groups(always C, throttle-based, always L), and added some custom logic (W mode, autoDownShiftMinGear, etc), the "700T1400L" logic is form another mod (lockup seamlessly based on vehicle speed, not engine RPM). When driving the Gavril B-Series, I found that the gearbox not only downshift to 1st when the wheel locked up(then engine overrev after brake release), but also no proper "automated manual" gearbox logic. So I developed the single-clutch gearbox by doing a "workaround" (you can decouple the engine and the gearbox RPM by making the TC not transfer torque and disengage the lockup clutch), mod the clutch with throttle-based logic and brake-based logic(creep). The throttle adjustment of shifting the single clutch is custom(not borrowed from the DCT). I only started to mod DCT after some problems regarding the current DCT, here and here, I did a simple solution at that time. Go big or go home(more information). After that I just put the creep from the SCT into the DCT and the gearbox modes from the AT to the DCT and that's it(crawler mode is already WIP when the SCT is released). Since the DCT is not originally planned, least additional tuning was made after that bugfix. The only additional tuning is the "dctClutchMaxTime". The SCT logic is a bit clunky, I have no programming knowledge and the mod was made via trial-and-error. In the modded lua you can find the modded content by searching "--mod" keyword.

The "aggressionSmoothingDown" is not modded and available to edit in all stock vehicles.
Go to the "at_logicmod_d0p.zip\vehicles\common\etk_at_logicmod.jbeam"(or Steam\steamapps\common\BeamNG.drive\content\vehicles\common.zip\vehicles\common\etk_transmission.jbeam if you want to tune BeamNG stock vehicles) scroll to the "aggressionSmoothingDown":0.2, and change it to 2. Then it got fixed at first glance, and you'll possibly regret if after seeing it upshift in the middle of a corner using S mode.
I was trying to fix it by separating the "aggressionSmoothingDown" in D and S by modding the "vehicleController.lua" then this happened.

 

I understand that dcts aren't your priority as they are far more complex and hard to make work properly, my idea with this post was to say everything that could be better on dct, even though it's very hard to fix. Honestly im really satisfied with your automatic transmissions, they are smooth and very realistic I enjoy a lot using them (a lot more than the official ones), so that's not an issue that you don't want to work too much on dct when seeing how annoying they can be. The aggression reduction speed is not a real issue as I was used to play with my personnal 8 auto that had a faster agression reduction but honestly it's not really problematic I just needed a few time of adaptation

 

I am pissed this guy isn't part of the Beam Team.

Does this mod also work if you're a pleb with a keyboard and mouse?

 

the main point of this mod is to improve the behavior of gearboxes in calm driving, in fast driving official gearboxes work properly and this mod doesn't change anything about it

 

Awesome, but 2 improvements:

Add the H mode to T series DCT gearboxes, sure there isn't the powerloss that you get with single clutch changing gears, but it feels and sounds smoother starting in 4th or even as high as 6th on the DCT gearbox.

I wish W mode would upshift beyond 2nd gear (mercedes gearboxes with W mode starts off in 2nd, this is sometimes known as comfort mode.. Above a certain aggression factor / on kickdown some gearboxes will pull away in 1st.. but most of the time 2nd).

The ETK I series 4 speed automatic is very lethargic, with the 2400i it is in a constant state of bogging down, push throttle harder and it'll go sure, but then *too* fast. Needs to have the aggression factor curve tuned a bit to be higher at low-mid throttle positions.