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Research Papers

Dynamics and Control of Clutchless Automated Manual Transmissions for Electric Vehicles

[+] Author and Article Information
Paul D. Walker

School of Electrical, Mechanical,
and Mechatronic Systems,
Faculty of Engineering and IT,
University of Technology Sydney,
P.O. Box 123, 15 Broadway,
Ultimo NSW 2007, Australia
e-mail: Paul.Walker@uts.edu.au

Yuhong Fang, Nong Zhang

School of Electrical, Mechanical,
and Mechatronic Systems,
Faculty of Engineering and IT,
University of Technology Sydney,
15 Broadway,
Ultimo NSW 2007, Australia

1Corresponding author.

Contributed by the Technical Committee on Vibration and Sound of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received September 13, 2016; final manuscript received May 11, 2017; published online July 28, 2017. Assoc. Editor: Philippe Velex.

J. Vib. Acoust 139(6), 061005 (Jul 28, 2017) (13 pages) Paper No: VIB-16-1456; doi: 10.1115/1.4036928 History: Received September 13, 2016; Revised May 11, 2017

This paper presents a study of the dynamics and control of clutchless automated manual transmissions (CLAMT) for the purpose of investigating the system behavior during up and down shifts. To achieve this, a multibody dynamic model of the proposed powertrain is implemented to simulate the transient behavior of the system, including a direct current (DC) equivalent model of the electric machine (EM) and a synchronizer mechanism model. Closed-loop control of motor speed and torque is used in conjunction with synchronizer mechanism actuation to functionally achieve gear shifting without the need for a primary friction clutch. This includes nested torque–speed closed-loops to implement alternative motor control functionalities at different stages of gear change. To evaluate the performance of shift control, shift metrics including longitudinal jerk, vibration dose value (VDV), and shifting duration are evaluated from simulation results. These results demonstrate the most significant impact on the transient response of the powertrain results from the reduction and reinstatement of motor torque during shift control. Speed control of the motor during the shift transient directly impacts on the duration of shifting, but not the transient response of the powertrain.

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Figures

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Fig. 1

CLAMT powertrain arrangement

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Fig. 2

DC equivalent circuit model

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Fig. 3

Clutchless AMT multibody model

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Fig. 4

Typical synchronizer mechanism

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Fig. 5

Alternative shifting strategies

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Fig. 6

Combined torque–speed control loops

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Fig. 7

First to second gear upshift with a state duration of 200 ms and motor torque of 200 N·m: (a) shift control states, (b) motor voltage (green) and current (red), and (c) motor torque (blue profile, green actual) and speed (cyan)

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Fig. 8

Second to first downshift with a state duration of 200 ms and motor torque of 200 N·m: (a) shift control states, (b) motor voltage and current, and (c) motor torque (blue profile, green actual) and speed (cyan)

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Fig. 9

Up and down shift transients for clutchless AMT powertrain for a 200 ms stage duration at 200 N·m motor torque: (a) system speeds, (b) vehicle longitudinal acceleration, and (c) vehicle longitudinal jerk

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Fig. 10

Up and down shift transients for clutchless AMT powertrain for a 400 ms stage duration at 200 N·m motor torque: (a) system speeds, (b) vehicle longitudinal acceleration, and (c) vehicle longitudinal jerk

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Fig. 11

Up and down shift transients for clutchless AMT powertrain for a 20 ms stage duration at 200 N·m motor torque: (a) system speeds, (b) vehicle longitudinal acceleration, and (c) vehicle longitudinal jerk

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Fig. 12

Summarized shift quality metrics: (a) RMS vehicle jerk against stage duration, (b) RMS Jerk against peak drive torque, (c) vibration dose value versus stage duration, (d) VDV versus peak drive torque, (e) total shift time versus stage duration, and (f) total shift time versus peak drive torque. Notation: x—simulated values and o—time normalized simulated values for VDV.

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Fig. 13

First to second gear upshift with a stage duration of 200 ms and motor torque of 200 N·m for combined motor and synchronizer speed synchronization: (a) motor voltage and current, (b) motor torque (blue profile, green actual) and speed (cyan), and (c) synchronizer position

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Fig. 14

First to second gear upshift with a stage duration of 200 ms and motor torque of 200 N·m for synchronizer only control of speed synchronization: (a) motor voltage and current, (b) motor torque (blue profile, green actual) and speed (cyan), and (c) synchronizer position

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