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Modelling, Analysis and Simulation of a Novel Automated Manual Transmission with Gearshift Assistant Mechanism

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Abstract

To eliminate or reduce torque interruption and driveline jerk for traditional automated manual transmission (AMT), AMT with a gearshift assistant mechanism (GAM) is originally proposed in this paper. The GAM consists of a torque complementary motor and an epicyclic mechanism with a synchronizing clutch. During gear upshift, the electrical motor provides complementary torque to primary (output) shaft after synchronizer discharges, then the synchronizing clutch will work to synchronize primary shaft with anticipated gear. The lockup of the synchronizing clutch will ensure the synchronization of primary shaft and anticipated gear. After finishing synchronizing, synchronizer will lock up the anticipated gear and engine recovers torque supply to finish gearshift. Based on the mathematical model of the proposed transmission, its detailed structure, kinematic character and dynamic behavior are discussed. Controllers are designed to achieve presumed gearshift performance, and simulation results show its effectiveness. Problems may be encountered in engineering application and possible application on electrical vehicle (EV) of the proposed transmission are also discussed. Finally, this paper summarized the merits and further research targets of the proposed transmission, which is a promising structure to achieve swift and smooth gearshift.

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Abbreviations

ωe :

engine output shaft angular velocity, rad/s

ωp :

primary shaft angular velocity, rad/s

τi :

transmission gear ratio in ith gear, -

ωanti :

anticipated gear angular velocity, rad/s

\(\omega_{\rm{scl_e}}\) :

angular velocity of synchronizing clutch pad on the engine side, rad/s

\({w_{{\text{scl}_\text{e}}}}\) :

angular velocity of synchronizing clutch pad on the primaryshaft side, rad/s

Δωap :

angular velocity difference of primary shaft and anticipated gear, rad/s

Δωscl :

angular velocity difference of synchronizing clutch pads, rad/s

τes :

gear ratio of engine output shaft and secondary shaft, -

τepi :

gear ratio of epicyclic mechanism in ith gear, -

τc :

gear ratio of complementary gear, -

τspi :

gear ratio of anticipated gear pair in ith gear, -

τdf :

gear ratio of differential gear, -

I e :

moment of inertia of engine, kgm2

I mc :

moment of inertia of main clutch, kgm2

I s :

moment of inertia of secondary shaft, kgm2

I v :

moment of inertia of driveline, kgm2

C s :

damping coefficient of engine, Nm (rad/s)

C mc :

damping coefficient of main clutch, Nm (rad/s)

C s :

damping coefficient of secondary shaft, Nm (rad/s)

C v :

damping coefficient of driveline, Nm (rad/s)

T e :

engine torque, Nm

T scl :

synchronizing clutch torque, Nm

T r :

resistent torque, Nm

T w :

tire rolling resistant torque, Nm

R w :

tire radius, m

C A :

constant coefficient, -

m :

vehicle mass, kg

g :

gravitational acceleration, m/s2

θ:

road inclination, °

\({\dot w_\text{p}}\) :

angular acceleration of primary shaft, rad/s2

\(\dot\omega_{\rm{p_{ref}}}\) :

reference angular acceleration of primary shaft, rad/s2

\(\dot\omega_{\rm{p0}}\) :

measured angular acceleration of primary shaft, rad/s2

\({\dot w_\text{e}}\) :

angular acceleration of engine output shaft, rad/s2

\(\dot\omega_{\rm{scl_{p}}}\) :

angular acceleration of synchronizing clutch pad on the priamary shaft side, rad/s2

\(\dot\omega_{\rm{scl_{e}}}\) :

angular acceleration of synchronizing clutch pad on the engine side, rad/s2

\(\Delta\dot\omega_{\rm{scl_{e}}}\) :

estimated angular acceleration of synchronizing clutch pad on the engine side, rad/s

\(\Delta\dot\omega_{\rm{scl}}\) :

angular acceleration difference of synchronizing clutch pads, rad/s2

Δω sclref :

reference angular speed difference of synchronizing clutch pads, rad/s

Δω scl0 :

measured angular speed difference of synchronizing clutch pads, rad/s

\({\hat T_\text{e}}\) :

estimated engine torque, Nm

\({\hat{T}_\text{r}}\) :

estimated resistant torque, Nm

Ṫscl :

change of synchronizing clutch torque, Nm/s

Ṫm :

change of motor torque, Nm/s

\({\hat{T}_\text{m}}\) :

estimated motor torque, Nm

Tout:

output torque, Nm

tf:

gear shift finish time, s

e:

engine

p:

primary shaft

s:

secondary shaft

c:

complementary gear

v:

driveline of vehicle

i:

gear step number

anti:

anticipated gear

scl:

synchronizing clutch

ap:

anticipated gear and primary shaft

epi:

epicyclic mechanism

spi:

secondary shaft and primary shaft

mc:

main clutch

r:

resistant

w:

wheel

f:

finish

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Acknowledgement

This work is supported by the Collaborative Innovation Center of Major Machine Manufacturing in Liaoning, PR China, China Automobile Industry Innovation and Development Joint Fund (U1664257) and State Key Laboratory of Comprehensive Technology on Automobile Vibration and Noise & Safety Control (W65-GNZX-2018-0242).

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Authors and Affiliations

  1. School of Mechanical Engineering, Shenyang University of Technology, Shenyang, 110000, China

    Zhiqiang Sun & Jiaqi Jin

  2. Department of Mechanical Engineering, Yokohama National University, Yokohama, 240-8501, Japan

    Zhiqiang Sun & Kazushi Sanada

  3. State Key Laboratory of Automotive Simulation and Control, Jilin University, Changchun, 130025, China

    Bingzhao Gao

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  1. Zhiqiang Sun
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  2. Bingzhao Gao
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  4. Kazushi Sanada
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Correspondence to Kazushi Sanada.

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Sun, Z., Gao, B., Jin, J. et al. Modelling, Analysis and Simulation of a Novel Automated Manual Transmission with Gearshift Assistant Mechanism. Int.J Automot. Technol. 20, 885–895 (2019). https://doi.org/10.1007/s12239-019-0082-z

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  • DOI: https://doi.org/10.1007/s12239-019-0082-z

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