Applied Mechanics and Materials Online: 2012-07-26

ISSN: 1662-7482, Vols. 190-191, pp 1286-1289

doi:10.4028/www.scientific.net/AMM.190-191.1286
© 2012 Trans Tech Publications, Switzerland

Gear shifting Control for Pure Electric Vehicle with Inverse-AMT

Qiong Liang1, Bingzhao Gao1, Hong Chen1, 2*

1
State Key Laboratory of Automotive Simulation and Control, Jilin University, PR China
2
Department of Control Science and Engineering, Jilin University, PR China
* Corresponding author: H. Chen (Email: chenh@jlu.edu.cn)

Keywords: electric vehicle; inverse-AMT; simulation; gear shifting.

Abstract: In this study, the gear shifting control strategy for pure electric vehicle with inverse
automated manual transmission (I-AMT) is proposed. Based on a new drive train system of pure
electric vehicle, an AMESim model of vehicle drive-train system is set up. Through the precise
control of sliding sleeve, clutch engagement and separating time, gear shifting process is realized
without driving torque interruption. The results show that, during up and down shift process, the
driving torque keeps more than 50%, obviously improve the pure electric vehicle accelerating
performance and the ability to climb.

1. Introduction
In recent years, fuel oil consumption is significantly increasing and the price of fuel is higher and
higher. The pure electric vehicle draws attention of the world. The development of the pure electric
vehicle is gradually mature with the development on electronic technologies. The pure electric vehicle
development has caused a global industry transformation, in relation to the future of the global vehicle
industry. Moreover, it is in relation to the future sustainable development of the human society.
Recently, pure electric vehicle has developed rapidly. Many enterprises have introduced pure electric
vehicles into the market. Compared to the traditional internal combustion engine vehicle, pure electric
vehicle has many advantages, such as zero discharge, high efficiency, without fuel consumption, and
driving comfort and smooth.
Pure electric vehicle has several structures of drive train, for example, traditional multiple-gear
transmission with clutch [1]; single gear transmission without clutch; two independent motors and
fixed gear transmission with drive shaft, and CVT [2]. Traditional drive train of multiple-gear
transmission with clutch has great acceleration performance, but shift with power interruption. Single
gear transmission without clutch drive train can realize stepless speed change, but the acceleration
performance and ability to climb are poor, and the efficiency of the motor is not fully applied. Two
independent motors and fixed gear transmission with drive shaft drive structure has too much motors,
complex structure. Therefore, how to improve the acceleration performance and ability to climb of
pure electric vehicle is now a significantly important issue.
Based on two speed automated manual transmission, by repositioning the place of dry clutch and
the transmission build a new type vehicle drive train system of pure electric in this paper. Through the
precise control of sliding sleeve and clutch engagement and disengagement [7,8,9], gear shifting
process without power interruption is realized. Because the position of dry clutch and gearbox of
conventional automated manual transmission is reversed, so we name it as Inverse Automated
Manual Transmission (I-AMT) .This drive train system adopts dry clutch and inline gear pair,
transmission efficiency is high. Moreover, sliding sleeve and clutch are driven by electric actuators
without hydraulic or pneumatic system containing pump, electromagnetic valve, etc, which further
reduce energy loss of the drive train system.

2. Pure Electric Vehicle Modeling

The structure diagram of pure electric vehicle drive train system is illustrated in Fig.1, including
driving motor, two speed automated manual transmission, dry type clutch, main reducer and
differential. Drive motor output shaft is connected to transmission input shaft directly. The first

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 Applied Mechanics and Materials Vols. 190-191 1287

driving gear is engaged or separated by the sliding sleeve. The second driving gear connects to clutch
driven plate with the spline hub. The clutch drive plate links to drive motor output shaft. That is to say,
the vehicle drives on the second gear through clutch engagement but not through sliding sleeve
engagement.
Based on the structure diagram of pure electric vehicle drive train system, the AMESim model is
built as shown in Fig .2.

Fig.1. Structure diagram of pure electric vehicle Fig.2.AMESim model for pure electric vehicle
drive train system
1—drive motor ; 2—1st driving gear ;3—sliding sleeve; 4—2nd driving gear; 5—clutch driven plate;
6—clutch driving plate;7—main reducer driving gear; 8—2nd driven gear; 9—half shaft；
10—differential； 11—main reducer driven gear； 12—1st driven gear
3. Gear Shifting Process Simulation
The transmission control is mainly about gear shifting and clutch control, including clutch
engagement and disengagement, shift timing of sliding sleeve, and drives motor rotary velocity
control.
3.1 Up shift process simulation analysis
When the car drives at high speed in the first gear, the efficiency of drive motor will gradually
reduce, in order to ensure the drive motor work in high efficiency area consistently it is necessary to
change to the second gear. The gear shifting point is designated according to drive motor torque-speed
curve and drive efficiency area.
First, the car starts with acceleration in the first gear. When the drive motor rotary velocity up to
3391rpm at 4s, the motor efficiency will reduce less than the acceptable value, and it should up shift to
the second gear. Now engage clutch gradually, when the torque that sliding sleeve transferred reduced
to zero at 4.192s, the sliding sleeve is driven to the neutral position. Then continue to engage clutch
gradually, and the clutch is completely engaged at 4.5s. The up shift process is accomplished. The
drive motor works in high efficient area consistently. When the car drive at the second gear, the clutch
always stays engaged.
3.2 Down shift process simulation analysis
When the car climbs a slop at high speed in the second gear, and the drive torque in wheels that
drive motor provided can't overcome rolling resistance, air resistance and slope resistance of vehicle,
it is necessary to down shift to the first gear in order to improve the drive torque to meet climb
requirement.
The car starts with acceleration in the second gear. At 10s give vehicle a 30% slope signal, now, it
should down shift to the first gear. The clutch is separated gradually into 64% in 0.5 s, and then keeps
at 64% position for 0.4 s. In this period, the drive motor rotary speed is adjusted to the target speed,
when the first driving gear rotary velocity is synchronized with that of the sliding sleeve, the sliding
sleeve is engaged to the target gear. Then the clutch is separated completely in 0.1s.
1288 Digital Manufacturing & Automation III

4. Simulation Results
The up and down shift process simulation results are shown in Fig.3and Fig.4 respectively.

Fig.3 Simulation results of up shift process

Fig .4 Simulation results of down shift process

5. Simulation Results Analysis
During up shift process, when the drive motor efficiency becomes less than the acceptable value
at 4s, it should up shift to the second gear at once. Now engage clutch gradually. Because the second
gear ratio is less than the first gear ratio, the clutch driven components rotary velocity is inferior to that
of the driving parts. The clutch sliding friction makes the motor speed reduced, thereupon the motor
output torque increases, but the drive torque in wheels decreases gradually. When the sliding sleeve is
shifted to neutral, the driving torque down to a minimum. Then engage the clutch gradually until
engaged totally. The drive torque in wheels fluctuates then stabilizes finally. Continue to speed up, the
drive motor speed increase gradually. The minimum value of drive torque during up shift process and
the second gear drive torque are shown in Fig.5. The minimum value is 397.583Nm and the second
gear drive torque value is 707.893Nm. During up shift process it keeps 56.16% of drive torque.
During down shift process, it is necessary to down shift to the first gear because of road slope.
Because the first gear ratio is bigger than that of the second gear, The first driving gear rotary velocity
is greater than that of sliding sleeve, so rise the motor speed to accomplish synchronization of the first
 Applied Mechanics and Materials Vols. 190-191 1289

gear ratio and the sliding sleeve. Because of the motor speed increasing, motor output torque
decreases. Because separate the clutch to a certain degree then maintain a period, the drive torque
reduces then keeps a certain value. Then the clutch is separated completely, the downshift process is
accomplished. Then the driving torque increases. The minimum value of drive torque during down
shift process and the drive torque before shifting are shown in Fig.6. The minimum value is
371.395Nm, the drive torque before shifting is 719.865Nm. During down shift process it keeps
51.59% of drive torque.

Fig.5. The driving torque of up shift process Fig.6. The driving torque of down shift process
6.Conclusion
For pure electric vehicle, based on a new drive train system of pure electric vehicle, control sliding
sleeve and clutch engagement and separating time accurately to realize gear-shifting process without
driving torque interruption. The dynamic analysis of each transient process is detailed studied, of
which there are two key technologies: precise motor speed control and shift actuator accurate position
control. The simulation results indicate that during up and down shift process, the driving torque
keeps more than 50%, obviously improve the pure electric vehicle accelerating performance and the
ability to climb, which will help to enlarge its popularity in the pure electric vehicle development.
Acknowledgements
The National Nature Science Foundation of China (61034001, 51005093), the Program for
Changjiang Scholars and Innovative Research Team in University (No.IRT1017), and the Jilin
Provincial Science & Technology Department (No.20116010) support this work.
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Digital Manufacturing & Automation III
10.4028/www.scientific.net/AMM.190-191

Gear Shifting Control for Pure Electric Vehicle with Inverse-AMT

10.4028/www.scientific.net/AMM.190-191.1286