Journal of Jilin University(Engineering and Technology Edition) ›› 2021, Vol. 51 ›› Issue (3): 810-819.doi: 10.13229/j.cnki.jdxbgxb20200070

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Shift nonlinear modeling and control of automated mechanical transmission in pure electric vehicle

Qiang SONG1,2(),Dan-ting SUN1,2,Wei ZHANG1,2   

  1. 1.School of Mechanical Engineering，Beijing Institute of Technology，Beijing 100081，China
    2.National Engineering Laboratory for Electric Vehicles，Beijing Institute of Technology，Beijing 100081，China
  • Received:2020-02-11 Online:2021-05-01 Published:2021-05-07

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Abstract:

Firstly， linear and nonlinear multi-freedom torsional vibration models of the electrified powertrain are established respectively which contains a clutchless two-speed Automated Mechanical Transmission （AMT）. The sliding sleeve's speed fluctuation and dynamic behaviors of the two models at different phases of shift process are analyzed. The differences of shift quality between the two models are compared. Secondly， a time delay Proportional-Integral-Derivative （PID） control method of speed difference at the motor speed phase is proposed to improve shift quality. The results show that the nonlinear torsional vibration of gears extends shift time， increases shift impact and friction work of synchronizer. Appropriate time delay can decrease shift time and minish impact peak and friction work.

Key words: vehicle engineering, pure electric vehicle, automated mechanical transmission（AMT）, nonlinear dynamics, shift process, shift quality

CLC Number: 

  • U463

Fig.1

Structure of two-speed AMT powertrainsystem in pure electric vehicle"

Fig.2

Schematic diagram of physical processin each phase of shift process"

Fig.3

Clutchless AMT shift process strategy"

Fig.4

Linear torsional vibration model ofpowertrain system"

Fig.5

Mesh model of single helical gear pair"

Fig.6

Nonlinear torsional vibration model ofpowertrain system"

Table 1

Basic parameters of gear"

参数一挡齿轮二挡齿轮主减速器齿轮
旋向右/左右/左右/左
齿数17/4823/4219/75
模数/mm2.52.52.5
螺旋角/(°)17.0817.0820
基圆半径/(10-3 m)

20.89/

58.98

28.26/

51.53

27.61/

105.4

转动惯量/(10-4 kg·m2)-/55.67-/25.41—/825
平均啮合刚度/(108 N·m-1)4.85.05.1
刚度变化幅值/(107 N·m-1)2.22.04.0
半齿侧间隙/10-5 m1.01.01.0
静态误差幅值/10-6 m5.05.05.0

Table 2

Powertrain parameters"

参数数值
电机转动惯量/(kg·m2)0.047
变速器输入轴转动惯量/(10-4 kg·m2)6.93
接合套转动惯量/(10-4 kg·m2)1.54
变速器中间轴转动惯量/(10-4 kg·m2)11
半轴与变速器输出轴总惯量/(kg·m2)0.0825
车轮转动惯量/(kg·m2)0.915
整车等效转动惯量/(kg·m2)145
半轴扭转刚度/(N·m·rad-1)5000
半轴扭转阻尼/(N·m·s·rad-1)15.6
轮胎扭转刚度/(N·m·rad-1)4500
轮胎扭转阻尼/(N·m·s·rad-1)102.2

Fig.7

Rotating speed curve of the sliding sleevein upshift process"

Table 3

Phases time in upshift process"

模型卸载摘挡

电机

调速

机械

同步

拨环~

挂挡

转矩

恢复

总时长
线性153.352.8352.2159.511.0121.5850.3
非线性153.352.8349.4175.610.5121.5863.1

Fig.8

Rotating speed difference curves of thesecond ring and sleeve at mechanical synchronization phase"

Fig.9

Instantaneous transmission ratio of secondgear at motor speed control phase"

Table 4

Upshift results with different time delay"

延迟时间/ms

机械同步

时长/ms

换挡总时长/ms

调速后转差/

(r?min-1)

无延时125.9863.133.6
5114.5857.832.1
10106.4854.730.9
20105.6865.930.4

Fig.10

Vehicle impact in the shift process"

Fig.11

Friction work curve"

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