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Improvement in Shift Quality in a Multi Speed Gearbox of an 2017-01-1596

Electric Vehicle through Synchronizer Location Optimization Published 03/28/2017

Amar Penta and Rohit Gaidhani


Tata Motors, Ltd.

Sampath Kumar Sathiaseelan


Tata Technologies Ltd

Prasad Warule
Tata Motors Ltd

CITATION: Penta, A., Gaidhani, R., Sathiaseelan, S., and Warule, P., "Improvement in Shift Quality in a Multi Speed Gearbox of an
Electric Vehicle through Synchronizer Location Optimization," SAE Technical Paper 2017-01-1596, 2017, doi:10.4271/2017-01-1596.
Copyright © 2017 SAE International

Abstract During gearshift in multispeed gearbox, the transmission gears are


running at different speeds and engaging the target gear cannot be
Electrical and Series Hybrid Vehicles are generally provided with
accomplished smoothly without clutch. It will generate friction, heat,
single speed reduction gearbox. To improve performance and drive
mechanical wear and noise [2]. This shift shock deteriorates the driving
range, a two-speed gearbox with coordinated control of traction
comfort of the vehicle during gear shifting. Hence, it is important to
motor and gearshift actuator is proposed. For a two-speed gearbox,
reduce these speed differences and to accomplish the gearshift in
gearshift without clutch would increase the shifting effort. Active
minimum time for improving the shift quality. To tackle this issue, a
Synchronization is introduced for a smoother gearshift even without
technique called as Active Synchronization is applied thereby eliminating
clutch. The quality of gearshift is considered as a function of applied
the Clutch. Active Synchronization matches the input shaft speed and
shift force and time taken. To enhance the quality of the gearshift
output shaft speed of the transmission system, during gearshift. This
further, the location of the synchronizer in the transmission system is
paper talks about a two-speed gearbox for EV application.
optimized. To validate the improvement in the quality of the
gearshift, a mathematical model of the two-speed gearbox
The process of active synchronization is neatly divided into multiple
incorporating proposed location of synchronizer assembly along with
sequential steps. This process is controlled by independent control logic
active synchronization is developed. The qualitative and quantitative
so that the process is smooth and controlled in details. The gear shifting
analysis of the results achieved is presented.
is executed with an electric motor with a position feedback sensor.

Introduction The study for optimized location of synchronizer and its effects are
discussed by developing a mathematical model of the two-speed
Electric vehicles stand as one of the green solutions to future mobility
gearbox incorporating proposed location of synchronizer assembly
demands wherein, use of renewable energy is done very effectively. In
along with active synchronization. The qualitative and quantitative
EV powertrain, the traction motor plays a crucial role by being the
analyses of the results are presented in this paper.
prime drive source. Finalizing the electric power train with appropriate
characteristics of the traction motor to suit the vehicle is imperative.
Architecture of an Electric Vehicle Transmission
The maximum torque and speed of EV depends on the performance
System
expectations from vehicle and combination of traction motor and
transmission system used in it. EV with single speed gearbox offers a All the usefulness of the electric vehicle comes from better
trade-off between maximum torque and maximum achievable speed implementation of its powertrain. Thus, powertrain architecture of the
of the vehicle. If the ratio is selected for high torque output, the EV electric vehicles becomes a crucial point of research and development
powertrain will compromise on achievable high speed and vice-versa all over the globe. Such architecture for an electric vehicle powertrain
because of traction motor characteristics. This affects the vehicle’s consists of many subsystems put together. One of such subsystem
mobility range, acceleration and grade-ability. Using multispeed under study is transmission.
gearbox, performance of an EV can be improved [1].
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higher speed range are conveniently achieved. When the vehicle has
to generate greater torque, the first gear ratio comes into play and for
higher speed smaller reduction ratio of the second gear helps.

A concept of active synchronization is introduced along with


two-speed gearbox. Traction motor will be commanded to reach the
speed of desired gear measured at the motor shaft, as the synchronizer
reaches the neutral position after completing disengagement from the
Figure 1. General representation of Traction Motor Speed Torque profile previous gear. This will reduce the bump during the gear engagement
and smooth gearshift is achieved.
Traction motors, which are used to drive the electric vehicles, can
produce high torque at very low speed. As we accelerate, the motor
torque decreases as shown in Figure 1.

Single speed and multispeed gearbox are two options considered


here. Each of these combinations have their own specific performance
advantages. However, single speed gearbox offers more complexities
when high speed, improved grade-ability and higher efficiency of the
motor reflect in the performance requirement list.

Single Speed Gearbox


Traction motor with single speed gearbox, Figure 2, is one of the
most commonly used combinations. Against the simplicity and
compactness of design, the single speed gearbox comes with
prominent disadvantages. The output has to be either high torque or Figure 3. Two-speed reduction gearbox
high speed; a combination is not effectively achievable. This results
in loss of grade-ability of the vehicle. If the grade-ability is achieved
to satisfactory levels, the achievable high-speed range is reduced. Gearshift Process
Also, as per efficiency map the traction motor operates in lower To select the specific gear, vehicle speed and torque demand is
efficiency zone when trade-off between high torque and higher speed monitored and a new gear demand is generated. Accordingly, electric
is selected for the single speed gearbox. actuator actuates the gear shifter mechanism, which in turn shifts the
synchronizer from engaged gear to the other gear, which suits the
vehicle drivability demand. The complete gearshift process is split
into three basic stages viz., Disengagement, Active Synchronization
and Engagement. This complete process is further divided into eight
states (0-7) as per Figure 4. Disengagement and neutral being the
states seven and zero respectively. States from one to five are
dedicated to denote the intricate stages of gear engagement. Complete
engagement is defined by gear state six.

Figure 4. Eight States of control system for gearshift process

In this paper, more prominence has been given to gearshift quality.


The gearshift phenomena in proposed EV is different than that of
Figure 2. Single speed reduction gearbox conventional AMT. Elimination of clutch along with quick response
of motor for speed synchronization helps in enhancement of gearshift
Two-Speed Gearbox quality. The optimized gearbox architecture will also play vital role in
improvement of shift quality. The details of such approach has been
Considering the disadvantages resulting from single speed gearbox, a
discussed and elaborated.
solution proposed in this paper is a two-speed gearbox, Figure 3.
Though the two-speed gearbox adds on to the complexity of the
design, the benefits it offers are much more significant. The two gear Gearshift Time Optimization
ratios are selected in such a way that, even while the traction motor The gearshift quality defines the performance of the vehicle
keeps operating in most efficient zone, higher grade-ability and transmission system. Therefore, it is important to optimize the gearshift
time, as it is one of the measurable parameters for shift quality. In this
paper, the approach called active synchronization is introduced.
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Active Synchronization Figure 6 shows two different architectures of two-speed gearbox. In


Active synchronization is a technique, which smoothens engagement both the cases the number of components and assembly size are
of synchronizer with the desired gear. The Active Synchronization test same, only difference being the location of synchronizer. The
setup is as described in Figure 5. This is achieved by matching the intention of studying these configurations is to reduce the inertial load
rotational speed of the synchronizer with that of the desired gear. on traction motor shaft for active synchronization. The mathematical
Traction motor is commanded to reach the speed of desired gear before formulation for effective inertia for Case-I at input shaft is as per
starting the actual engagement. This will reduce the bump during the equations (1) and (2).
mating of synchronizer gear teeth with the teeth of the desired gear, as
both the components will have same rotational speed. To implement
this, separate control logic has been developed and added to the Vehicle
Control Unit (VCU). Intermediate stages are defined to have detailed
control over the movement of the synchronizer. The operational details
of the control logic are elaborated.

Figure 6. (a): case-I, (b): case-II

(1)

(2)

Figure 5. Active Synchronization Setup Similarly, for Case –II the effective inertia can be formulated as per
equations (3) and (4)
Vehicle starts with first gear engaged. While accelerating, the
continuously measured value of wheel speed is sent by the vehicle
speed sensor to VCU. When the wheel speed reaches the gearshift
(3)
speed window, new gear demand of second gear is updated by the
VCU. Along with this, VCU also sends commands to the actuator
motor to disengage from the first gear (current engaged gear). As
disengagement starts, the traction motor is put into idle mode until the
synchronizer achieves neutral position. Along with this, the speed (4)
output from vehicle speed sensor is multiplied with the second gear
From equations (1), (2), (3) and (4) it can be said that the effective
ratio (target gear) to generate the target speed for the traction motor. As
inertia on motor shaft for Case-II is less than Case-I. From this we
neutral position is achieved, the traction motor attains the target gear
can say that the inertial load for active synchronization in Case-II is
speed by being in speed control mode and this is defined as active
less than the Case-I. This helps in enhancing the gearshift quality by
synchronization. Once synchronization is achieved, traction motor is
further reducing the gearshift time.
again put into idle mode. The synchronizer now starts being engaged to
the second gear (target gear). Once actuator motor makes the
synchronizer to reach the final position, it is confirmed by a signal Dynamic Modelling of Gearbox
output from a positional sensor mounted on the actuator motor shaft; The shift quality in electric vehicle transmission can be improved
and new gear engagement is confirmed. The VCU updates the engaged through active synchronization and optimizing synchronizer location.
gear status to second gear. The traction motor shifts into torque control To get the complete understanding of proposed gearbox architecture
mode to satisfy the torque requirements of the vehicle, Figure 4. and its effect on gear engagement, a mathematical model has been
developed. This involves detailed modelling of gear engagement
Synchronizer Location Optimization process i.e. synchronizer model. The dynamics of gear engagement
process are discussed in steps Figure 7.
The time required to accelerate any dynamic system depends on the
inertia of the system. A low inertia system will require lesser time to
Neutral Position: At this position, self-locking steel ball under the
achieve the target speed for given energy input. As discussed earlier,
force of spring keeps the synchronizer in neutral position.
active synchronization phenomena depend on the speed equalization
principle, therefore the inertia has to be actively synchronized with
First free travel and strut detent loading: During initial phase
that of other rotating body. This way, the quality of gearshift can
sleeve moves forward without significant resistance. It is followed by
further be enhanced by lowering the actively synchronized inertia.
actual loading of strut detent. Loading is because of resistance offered
This can be done by understanding gearbox dynamics and developing
by self-lock steel ball under the force of spring [3].
the smart gearbox architecture.
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Angular velocity synchronization: This is the most important stage


of synchronization process. During synchronization, rotational speed (6)
difference between sliding sleeve and gear comes to nearly zero. The
friction torque is generated by the synchronizer ring, which drives the nsd in equation (6) is the number of strut detents.
gear until speed is equalized. [4]

Ring and Gear Cone


Friction between the conical surfaces by means of force on the sleeve
generates the torque Figure 9. It is termed as friction torque or
synchronization torque. The axial force generated by the gear lever or
actuator pushes the friction surfaces of the synchronizer and gear
together and generating the cone torque which reduces the relative speed
between the surfaces. The friction torque is given by equation (7).

Figure 9. Friction torque generation between the conical surfaces


Figure 7. Phases of synchronization: Neutral position, (1) First free travel &
strut detent loading, (2) Angular velocity synchronization, (3) Indexing and
Second free fly, (4) Second bump, (5) Final engagement.
(7)
Indexing and second free fly: The displacement of the sleeve
indexes the synchronizer ring and the sleeve moves forward axially The time required to equalize the speed depends upon the inertia of
until it approaches the spline chamfers of the clutch gear. rotating bodies on either sides, speed difference and friction torque.
Friction torque is given by equation (8).
Second bump: Sleeve separates the ring cone from gear cone and
strikes the gear tooth. In order to move forward and to have positive
locking sleeve has to rotate the gear or itself.
(8)
Final engagement: This is similar to initial free fly. The movement
of sleeve at this stage ensures the positive locking between gear, The equations for Iss & Igs for case-I and when synchronizer ‘A’ to be
sleeve and hub. engaged with gear Is1 are (9) and (10)

The dynamic interaction between bodies during synchronization


process are discussed here: (9)

Strut Detent
As described in Figure 8, the load starts to build as soon as the shift (10)
sleeve moves from the neutral position and will be there until the
teeth on the shift sleeve and latch cone comes into contact is known Similarly for second gear (Ig2) and for case II the effective inertia can
as Brake through load (BTL) or Push through load. The equations (5) be written.
and (6) govern the interaction between strut and detent.
Sleeve and Ring Teeth
The torque is generated due to the friction force in the direction of
pointing angle between the two chamfer surfaces on the teeth of
synchronizer ring and sliding sleeve is known as Indexing or
blocking torque Figure 10. During synchronization, this torque acts in
opposite direction to the friction torque. The cone torque must be
higher than the index torque until the synchronization is complete to
avoid gear clash, as expressed in equation (11).
Figure 8. Strut detent geometry and force distribution

(11)

(5)
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Figure 10. Force interacting between sliding sleeve teeth and synchronizer
ring teeth.

Index torque can be formulated as per equation (12).

Figure 13. MIL setup with synchronizer on input shaft (Case II)
(12)

Sleeve and Gear Teeth


During second bump sleeve teeth strikes gear teeth Figure 11. In
order to have a positive lock between sleeve and the gear, the sleeve
has to move forward either by rotating itself or by rotating the gear.
This will depend on inertia on either side. ‘θ’ is angular and ‘χ’ is
linear distance to be moved by sleeve to have positive locking
between gear and sleeve. The torque required for rotation is given by
equation (13).

Figure 11. Interaction between teeth of sliding sleeve and gear.

(13)

Simulation Results and Analysis


The real time simulation model has been developed in Simscape and
Simulink environment. Figure 12 and Figure 13 show the two
different configurations along with MIL setup. The dynamic model of
gearbox replicates behavior of motor and actuator. The model has
been simulated only for gear engagement and active synchronization
processes for the configurations for in Case I and Case II.

Figure 12. MIL setup for model with synchronizer on output shaft (Case I)

Figure 14. (Case I) Synchronizer is on output shaft with second gear engagement
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The gear engagement has been simulated from neutral position to detent loading and followed by horizontal line of speed equalization
final gear engagement including active synchronization executed through conical clutches, where synchronizer is nearly stationary.
before start of gear engagement. Then it follows the second bump and teeth indexing.

The simulation graphs are plotted for synchronizer on output shaft


with second gear engagement. From the first plot of Figure 14, the
process of active synchronization is executed with greater inertial
resistance in Case I as compared to Case II. This states that, for the
given motor and actuator, time required for gear change is more in
Case I than that of the Case II.

Figure 15. (Case II) Synchronizer is on input shaft with second gear engagement

Figure 15 shows the simulation results for second gear engagement


with synchronizer on input shaft. Initially the synchronizer was
engaged with first gear. First plot shows the speed variation of first
gear, second gear and motor. Initially, synchronizer and second gear
have different rotational speed, which is matched by active Figure 16. (Case I) Synchronizer on output shaft with first gear engagement
synchronization and then gear engagement is executed. The second
Similarly, for engagement with first gear has also been simulated.
plot shows the angular speed difference between synchronizer, first
Quality of gearshift is defined by time taken for the process of gear
and second gear during the process of active synchronization. The
change as mentioned earlier. Along with it, in case of upshifting,
third plot shows the synchronizer position and engaged gear status.
active synchronization is needed to reduce gearshift time and in turn
Gear status ensures the positive locking and complete gear
the torque hole, so that, the vehicle will not be facing any drop in the
engagement. The initial part of gear engagement shows the strut
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speed. In case of downshift, though torque hole will not have effect Summary/Conclusions
on the process of gearshift, but the speed difference will always cause
Duration control of gear engagement process has been an ever-
the synchronizer and gears to impact each other with heavy inertial
running activity. This paper focuses on effects of location
loads and create noise and vibrations. From Figure 16 and Figure 17
optimization of the synchronizer assembly along with active
it can be said that the gear engagement time in downshift is more
synchronization for two-speed gearbox in EV. This approach
than that of in upshift for both the cases. Further, considering only
significantly reduces the time required for the process of gear
downshift process, time required in case I is more than that of in case
engagement. In case of synchronizer on input shaft, for downshift,
II. Case I require 275 ms where as in case II it is 195 ms.
the time reduction is achieved up to 30% and in case of upshift, it is
observed to be around 20% compared to synchronizer on output
Quantitative comparison of both the cases of gear engagement for
shaft.
upshift is shown in table 1.

Table 1. Engagement time comparison for upshift References


1. Saini, V., Singh, S., NV, S., and Jain, H., “Genetic Algorithm
Based Gear Shift Optimization for Electric Vehicles,”SAE Int. J.
Alt. Power. 5(2):348–356, 2016, doi:10.4271/2016-01-9141.
2. Lee Hyeoun-Dong, Sul Seung-Ki, Cho Han-Sang and
Lee Jang-Moo, “Advanced gear-shifting and clutching
strategy for a parallel-hybrid vehicle”, inIEEE Industry
Applications Magazine, vol.6, no.6, pp.26–32, Nov/Dec2000.
doi:10.1109/2943.877837
3. Chyuan-Yow Tseng, C.-H. Y. “Advanced shifting control of
synchronizer mechanisms for clutchless automatic manual
transmission in an electric vehicle”, Department of Vehicle
Engineering, National Pingtung University of Science and
Technology, No. 1, Hseuh Fu Road, Nei Pu, Pingtung 91.
Mechanism and Machine Theory, ELSVIER, 84, 37–56 (2015)
4. Gong Zongyang, Zhang Weigong, Chen Gang, Wang
Wanjun:Analyses and Evaluation on Synchronizer of Manual
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Contact Information
Amar Penta,
Manager, Advanced Engineering Dept. ERC
Tata Motors, Pune 411018
APP664576@tatamotors.com
+91 98 23 26 74 51
Ph.: 020 6613 3228

Rohit Gaidhani,
Manager, Advanced Engineering Dept. ERC
Tata Motors, Pune 411018
rohit.gaidhani@tatamotors.com
+91 81 49 91 11 62
Ph.: 020 6613 3228

Sampath Kumar Sathiaseelan,


Team Lead, Advanced Engineering Dept. ERC
Tata Motors, Pune 411018
sampathkumar.s@tatatechnologies.com
+91 95 52 85 78 00
Ph.: 020 6613 3228

Prasad Warule,
Figure 17. (Case II) Synchronizer on input shaft with first gear engagement
Divisional Manager, Advanced Engineering Dept. ERC
Tata Motors, Pune 411018
prasad.warule@tatamotors.com
+91 82 37 00 25 76
Ph.: 020 6613 3228
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Acknowledgments μsr - COF between ring and sleeve


We would like to express our deep and sincere gratitude towards rsl - Sleeve radius up to mean tooth height (mm)
TATA Motors, Pune and Tata Technologies, Pune for giving us the nsd - Number of strut detent
opportunity. We would also like to thank Mr. Prasanta Sarkar (HOD, kspring - Stiffness of detent spring (kg/mm)
Advanced Engineering, ERC) for giving us the opportunity to work
β - Teeth chamfer angle (°)
on this project. We are extremely grateful to Systems Engineering
team, Advanced Engineering Department, ERC for their support αc - Cone angle (°)
during entire work. Ign - Inertia (kgmm2) n: gear number
Im - Inertia of motor (kgmm2)
Definitions/Abbreviations Is - Inertia of synchronizer (kgmm2)
VCU - Vehicle Control Unit ip & op - Input and output
MCU - Motor Control Unit Ngn - Number of teeth on gear, n: gear number
BMS - Battery Management System rc - Mean radius of cone (mm)
EV - Electric Vehicle Tfc - Friction torque (Nmm)
AMT - Automated Manual Transmission TI - Indexing torque (Nmm)
BTL - Break Through Load Ffork - Force applied at shift fork (N)
MIL - Model In Loop FSpring - Force applied by the spring (N)
EM - Electric Machine Tr - Rotational torque required (Nm)
DC - Direct Current Ig/s - Inertia at gear or synchronizer side (kgmm2)
φ - Notch angle (°) αx - Angular acceleration (mm/s2)
COF - Coefficient Of Friction r - Radius at gear teeth (mm)
μsl - COF between sleeve and strut detent Iss - Inertia on synchronizer side (kgmm2)
μc - COF for cone surface Igs - Inertia on gear side (kgmm2)

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ISSN 0148-7191

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