Abstract
Dynamic models of a single-shaft parallel hybrid electric vehicle (HEV) equipped with automated mechanical transmission (AMT) were described in different working stages during a gear shifting process without disengaging clutch. Parameters affecting the gear shifting time, components life, and gear shifting jerk in different transient states during a gear shifting process were deeply analyzed. The mathematical models considering the detailed synchronizer working process which can explain the gear shifting failure, long time gear shifting, and frequent synchronizer failure phenomenon in HEV were derived. Dynamic coordinated control strategy of the engine, motor, and actuators in different transient states considering the detailed working stages of synchronizer in a gear shifting process of a HEV is for the first time innovatively proposed according to the state of art references. Bench test and real road test results show that the proposed control strategy can improve the gear shifting quality in all its evaluation indexes significantly.
Highlights
Auto gearshift can help to improve the driving comfort, reduce the friction of clutch and synchronizer, and achieve a better handling of driving even in a complex environment
Dynamic coordinated control strategy of the engine, motor, and actuators in different transient states considering the detailed working stages of synchronizer in a gear shifting process of a hybrid electric vehicle (HEV) is for the first time innovatively proposed according to the state of art references
The main concern of this paper is a single-shaft parallel hybrid electric vehicle equipped with automated mechanical transmission (AMT)
Summary
Auto gearshift can help to improve the driving comfort, reduce the friction of clutch and synchronizer, and achieve a better handling of driving even in a complex environment. Most of the gearshift control strategies in traditional vehicles equipped with AMT disengage the clutch during a gear shifting process [3,4,5], which can introduce longtime power interruption and friction of the clutch. The main control difficulty in stage A is that there is no sensor to measure the transmission torque between the meshing teeth, so it is easy to unload the power sources incompletely or excessively and introduce reverse torque exerted to the input shaft. This phenomenon becomes more frequent when the driver needs a snap acceleration or a quick slowdown; it seriously affects the gear shifting quality. Stages D and E which were conduct at the same time were crucial to obtain a high quality
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