Advanced Gear Shifting and Clutching Strategy for Parallel Hybrid Vehicle2000

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adopted in heavy-duty vehicles in the future [5].

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IEEE Industry Applications Magazine

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November/December 2000ωmot ωmot

ωeng

ωeng

ωveh

ωveh

T out

T out Gear Gear 4th 4th

Clutch

Clutch

Engage

Engage Disengage Disengage

Engage

Engage

5th

5th

Neutral

Neutral

(a)

(b)

ωωmot veh = Induction machine speed (500 rpm/div)

=Transmission output shaft speed (500 rpm/div)

ωeng out T = Diesel engine speed (500 rpm/div)= Dynamometer torque (500 Nm/div)

Fig. 7. Experimental results with conventional gear shifting (time = 1 s/div). (a) Upshift. (b) Downshift.

Compared to the shift shocks of Fig.7,the gener-ated shift shock in Fig.8is conspicuously reduced at clutch engagement because the speed difference be-tween the clutch plates is small enough.Even with the undesired dynamic performance in ωeng due to the nonlinear and unmodeled aspects of the diesel engine,a much shorter duration in neutral gear can be seen in the proposed strategy.The average shift-ing time is 1.8~2.2s for upshift and 2.8~3.5s for proving the validity of the proposed transmission and clutch control in parallel-hybrid drive trains.

References

[1]A.F.Burke,“Hybrid/electric vehicle design operation and evaluation,”Society of Automotive Engineering paper 920447, 1992.

[2]D.J.Dobner and E.J.Woods,“An electric vehicle dynamic simulation,”Society of Automotive Engineering paper ωmot

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ωeng

ωveh

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T out

T out

Gear Gear

4th

4th Clutch Clutch Engage

Engage Disengage Disengage

Engage Engage

5th

5th

Neutral

Neural

(a)

(b)

ωωmot veh = Induction machine speed (500 rpm/div)

=Transmission output shaft speed (500 rpm/div)

ωeng out T = Diesel engine speed (500 rpm/div)= Dynamometer torque (500 Nm/div)

Fig. 8. Experimental results with proposed gear shifting (time = 1 s/div). (a) Upshift. (b) Downshift.