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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
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.
(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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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.
Figure 13. MIL setup with synchronizer on input shaft (Case II)
(12)
(13)
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.
Figure 15. (Case II) Synchronizer is on input shaft with second gear engagement
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.
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
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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The Engineering Meetings Board has approved this paper for publication. It has successfully completed SAE’s peer review process under the supervision of the session organizer. The process
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ISSN 0148-7191
http://papers.sae.org/2017-01-1596