International Journal of Engineering and Advanced Research Technology (IJEART)

ISSN: 2454-9290, Volume-2, Issue-8, August 2016

Research and Simulation Analysis of Optimizing

Dynamic Performance Shift Schedule for
Transmission-By-Wire in Electric Vehicle
Shenchao Zhu, Jinyu Qu, Yunchao Yin, Pan Zhang

AbstractThe shift schedule of automatic transmission is the
core technology of control system, the selection of control
parameters directly influences the dynamic performance, fuel
economy and the driving range of the vehicle. In this paper we
studied the optimizing dynamic performance shift schedule for
the three-geared transmission-by-wire. The developing method
for the optimizing dynamic performance shift schedule was
analyzed, and the shifting process model is set up in
Matlab/Simulink. The optimizing dynamic performance shift
schedule curve is developed for three-geared
transmission-by-wire which could improve the performance of
electric vehicle, so as to achieve the purpose of saving energy and
increasing the driving range.
Index TermsElectric Vehicle; Transmission-By-Wire;
Optimizing Dynamic Performance; Shift Schedule; Simulink
I. INTRODUCTION
Shift schedule refers to the regular pattern that transmission
shifts according to the traveling condition of electric vehicle
(EV). The transmission is determined to upshift, downshift or
hold the current gear, according to the variation of the control
parameters [1-2]. Shift schedule is the core technology of the
automatic transmissions control theory, which determines the
performance degree of powertrain; thereby the EVs driving
range and acceleration performance are affected. Shift
schedule includes dynamic performance shift schedule and
II. MATCHING OF VEHICLE PARAMETERS
With energy consumption and economy development, and
continuously development of new energy, EVs development
will have more and more space to become the main force of
automobile market [3]. The parameters matching and the
dynamics shift simulation are studied based on a certain
pattern Chery EV. The basic parameters of the vehicle are
shown in Table 1.
III. MOTORS OPERATING CHARACTERISTICS
Motor as the only power source of EV has a direct impact
on the performance of the fuel economy and dynamic
performance [4]. The motor used is a 15kW permanent
magnet brushless synchronous motor. And its technical
parameters are shown in Table 2. The rotating speed, torque
and efficiency of the three-dimensional MAP are shown in
Fig.1. The torque changing at different accelerator opening is
shown as Fig.2.
94
92
95
90

economy shift schedule, in which, the dynamic performance 90

shift schedule promotes the dynamic performance of EV and 88

economy shift schedule improve the fuel economy of the

Efficiency

86
vehicle. 85
The mechanical and hydraulic systems are replaced in
84
X-By-Wire technology by a series of operation that is based
80
on wires and electronic controller. Driver's steering
82
movements are transmitted to electrical signals through the
sensors, and electronic control unit generates control signals 75
80
for driving actuators according to the input signals. The 5000
optimizing dynamic performance shift schedule for the 4000 100
78
three-geared transmission-by-wire (TBW) in EV is 3000 80
2000 60
researched. Firstly, the shift schedule is theoretically 40 76
1000
analyzed, and then the shifting process model is established 20
0 0
in MATLAB/Simulink to simulate and analyze the shift Torque(N.m) Speed(r/min)
schedule curve. The simulation result shows that the
developed optimizing dynamic performance shift schedule Fig.1 The motor speed, torque, and efficiency of the
could improve the vehicles performance and realize the three-dimensional MAP
purpose of energy saving and driving range increased.

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 Research and Simulation Analysis of Optimizing Dynamic Performance Shift Schedule for Transmission-By-Wire in
Electric Vehicle

90 IV. THE DEVELOPMENT OF THE OPTIMIZING

DYNAMIC PERFORMANCE SHIFT SCHEDULE
80
100 A. The Characteristics Analysis of Optimizing Dynamic
70
Shifting
80
60 To ensure the optimizing dynamic characteristics of EV,
Torque N.m

60 the intersection of two adjacent gear acceleration curves

50 under the same accelerator opening is used as the optimizing
40 dynamic performance shifting point, which is[5]:
40
d d
20
30
(1)
dt n dt ( n 1)
0 Connect the intersections under different accelerator
1 20
0.8 5000
opening, the optimizing dynamic shifting curve will be
0.6 4000 10 obtained. The relationship between rotating speed and torque
0.4 3000
0.2
2000 on same drive motor operating point is:
1000 0
0 0 T p (n n m )
Accelerator Speed(r/min) (2)
T 9550 P p
Fig.2 Torque variation at different accelerator opening (n n m )
n
Where: T p is the maximum torque at a certain accelerator
Table 1The structural parameters of vehicle
parameter Numerical unit opening of drive motor (Nm); Pp is the maximum power at a
4560/1822 certain accelerator opening of drive motor (kW).
L*W*H mm
/1630 From the formula (2), it can be seen that the motors partial
Train efficiency 0.9 -- load characteristic below the rated speed shows constant
Curb Weight 1200 Kg torque characteristic, so there is no intersection of adjacent
Full quality 1480 Kg gear acceleration curve below the base speed. Only the motor
Radius of the wheel 0.215 M torque characteristic above the rated speed is considered
when calculates the optimum dynamic shift schedule, which
Rolling resistance coefficient 0.0166 --
is[6]:
Air resistance coefficient 0.3 --
9550Pp
Frontal area 1.38 m2 T (n n m ) (3)
Wheelbase 2340 mm
n
Main reduction ratio 4.612 -- B. Theoretical Analysis of Optimizing Dynamic Shifting
T r1 1.7 -- Schedule
T r2 1 -- EV runs with certain acceleration drove by motor and the
T r3 0.7 -- transmission system, and it overcomes rolling resistance, air
resistance, grade resistance and acceleration resistance. The
Table 2 Technical parameters of permanent magnet brushless EVs running equation is :
motor Ft Ff Fw Fi Fj (4)
parameter symbol unit numerical
Where, Ft is the driving force; F f is rolling resistance;
rated power Pe kW 15
Fw is the air resistance; Fi is the grade resistance; F j is the
Peak power Pmax kW 40
acceleration resistance.
Rated torque Te Nm 40.1 This can also be written as:
Tmax Tmigi 0T CD A 2 du
Peak torque Nm 90 mgf mgi m (5)
Peak speed ne r/min 4500
r 21.15 dt
Kinematic differential equation is:
Rated speed nmax r/min 3500 du Tmigi0T CD A 2
m - mgf - - mgi (6)
dt r 21.15
As Fig.2 shows, when the motor speed is constant, the This can also be written as:
greater the degree of throttle opening is the larger output
d Tmigi0T CD A 2
torque from driving motor is; when the throttle opening is m - - mg (7)
constant, the greater the rotating speed of the driving motor is dt r 21.15
the smaller output torque from driving motor is. In high Where: is the correction coefficient of rotating mass;
degree throttle opening, the big torque output meets the
requirement of dynamic performance; in small degree throttle m is the full mass; is driving speed; Tm is motor dynamic
opening, the small torque output and high rotating speed meet output torque; i g is the transmission ratio; i0 is the main
the requirement of fuel economy performance. reducer gear ratio; T is the transmission efficiency; r is

38 www.ijeart.com
 International Journal of Engineering and Advanced Research Technology (IJEART)
ISSN: 2454-9290, Volume-2, Issue-8, August 2016
wheel rolling radius; g is the acceleration of gravity; f is Compared the two roots with the gears maximum speed
rolling drag coefficient; C D is air resistance coefficient; A n max and the minimum speed of the next gear n1min ,
as windward area; i is the road gradient; is road if ( n 1) min n n max , n is the optimizing dynamic
resistance coefficient ( f i )[7]. shifting point speed.
The rolling resistance coefficient can be approximately
calculated by the empirical formula: f 0.0076 0.000056 . V. SIMULATION AND ANALYSIS
Simultaneous (1) and (5), we have:
Tmi gn i 0T CD A 2 Tmi gn 1i 0T CD A 2 A. Analysis of Shifting Point
- - mg - - mg
r 21.15 r 21.15 (8) In conjunction with Figure 2, deeming the throttle opening,
n n 1 motors torque and rotating speed characteristics as linear, the
Where: n and n1 are rolling resistance coefficients of linear interpolation function of torque, speed and accelerator
transmission n gear and n 1 gear. opening according to the formula (3) and (10) can be
The rolling resistance coefficient is mainly affected by
expressed as:
Ttq f 0 ( , n) (18)
the inertia of the flywheel ( I f ), the inertia of wheel ( I w ) and
the driveline gear ratios, the relationship is: Where, is throttle opening, 01.

1 2
Taking the complexity of the model into account, the
1 I w 1 If igi0T
2 2
(9) slopes impact on shifting is ignored [8]. According to the
m r m r
2
analysis of the shift point and mathematical model, the
n optimizing dynamic performance shift point model in
The relationship between n gear driving force Ft and
different gears is established in MATLAB/Simulink, it is
n 1 gear driving force Ftn 1 is: shown as Fig.3. The 1-2 gear acceleration curve at 100%
i gn throttle opening is shown in Fig.4. The 2-3 gear acceleration
Ftn n 1 Ftn 1 qFtn 1 (10) curve at 100% throttle opening is shown in Fig.5.
ig According to the optimizing dynamic performance shift
Where: ign and ign 1 are respectively n n 1 gear point model, the corresponding up-shift point vehicle speed
under different throttle opening are summarized as shown in
ratios; q is ratio of n gears and n 1 gear. Table 3.
The relationship between the output torque and its rotating
Table 3 Summary of optimizing dynamic up-shifting points
speed under the same accelerator opening can be fitted to a
quadratic curve, the fitting relation is: Throttle opening U-V(1-2) U-V (2-3)
Tm An 2 Bn C (11) (%) km/h km/h
The relationship between motor speed and EV travelling
speed is: 0.1 27.80 36.82
rn
0.377 (12)
igni0 0.2 43.34 49.54
n
Relationship between each gears driving force F and the t
motor output torque is: 44.66 71.25
0.3
Tmign i 0T
Ftn (13)
r 0.4 44.62 71.34
n
The expression for each gears driving force F is: t

Ftn A n 2 Bn Cn (14) 0.5 44.59 71.29

From (8) and (12), we can get:
ign
1
An2 Bn Cn i
g An 1 Bn 1 Cn 1 (15)
n 2
0.6 44.69 71.33
This can also be written as:
A 0 2 B0 C 0 0 (16) 44.85 71.42
0.7
Where,
(qn 1 n )A n (n 1 n )
A0 0.8 44.93 71.46
21.15
B0 (n1 n )Bn 0.000056mg 44.88 71.47
0.9
C0 (n 1 - n )[Cn (igni0 0.0076)mg]
The optimizing shift points can be solved from equation 44.84 71.44
(14): 1.0

B0 B0 4A 0C0
2
(17)
2A 0

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Research and Simulation Analysis of Optimizing Dynamic Performance Shift Schedule for Transmission-By-Wire in
Electric Vehicle

Scope1
(4) Without considering the dynamic changes during
-K- f(u) n

Gain1 Fcn2
a du/dt shifting driving train;
Saturation2 Scope6

on
v

du/dt -ig1 Gain2

1
(5) Vehicle is traveling on a good level road.
3.6

-K- f(u) n
s
Integrator2
Scope5
Due to the power interruption, in the actual condition the
Gain3

Ramp1
Fcn7

Saturation
0.2

Constant1
a

v
du/dt
Scope2 Add
vehicle speed will be reduced 1-2 (km/h). The deceleration
Saturation1

Saturation4
m f(u)
du/dt -ig2
difference is about 2-8 (km/h) according to traditional
Constant9 Fcn5 Scope11 Scope7 Display1

experience [5]. To avoid TBW cycle shift or misuse shift, the

simout

Gain6 To Workspace
1
1 du/dt-1
3.6
s
Integrator1
Scope3
deceleration difference is introduced. The deceleration
simout2

-K- f(u) n
Display3 Scope8
To Workspace2
2
difference selection rules are shown as follow, according to
theoretical analysis and traditional experience:
du
Gain4 Fcn1
a du/dt
Scope9
Saturation3
v
Add1
Saturation5 du/dt -ig3
Gain5
1
0

Constant
>=

Relational
(1)After the downshift, the drive motor speed and torque
3.6 Scope4 Operator

Display2
s
Integrator3 3
du/dt_2
simout1

To Workspace1
Clock
In1 Out1

Display
should work within the normal range;
Enabled

Scope10
Subsystem
(2)Under the same gear, the big throttle opening degree
with little deceleration difference improves vehicles dynamic
Fig.3 The optimizing dynamic performance shift point
performance; the big throttle opening degree with big
model
deceleration difference improves vehicles economy
2.4
1-gear acceleration curve
2-gear acceleration curve
performance.
2.2 (3)At the same throttle opening, high gear has greater
deceleration difference than the low-speed gear;
2 (4)Avoid overdriving motor speed after shifting to improve
the life of the drive motor.
1.8
Acceleration

Based on the above deceleration difference rules, through

1.6 1-2 gear acceleration curve
reasonably formulating deceleration difference, the
intersection point
optimizing dynamic performance shift schedule of EV is
1.4 developed as shown in Fig.6 and Fig.7.
1
1-2 gear curve
1.2
2-3 gear curve
0.9
1
0 10 20 30 40 50 60 70 80
vehicle speed (km/h) 0.8
Fig.4 The 1-2 gear acceleration curve at 100% throttle
opening 0.7
Accelerator opening

1.3
2-gear acceleration curve 0.6
3-gear acceleration curve
1.2

0.5
1.1

2-3 gear acceleration curve

1 intersection point
0.4
Acceleration

0.9
0.3

0.8
0.2
0.7

0.1
0.6 25 30 35 40 45 50 55 60 65 70 75
Vehicle speed (km/h)
0.5
Fig.6 The optimizing dynamic performance upshift schedule
0.4 1
0 10 20 30 40 50 60 70 80 90 100 1-2 gear downshifts curve
Vehicle speed (km/h)
1-2 gear upshifts curve
Fig.5 The 2-3 gear acceleration curve at 100% throttle 0.9 2-3 gear downshifts curve
2-3 gear upshifts curve
opening
0.8

B. The Development of Shift Schedule Curve

0.7
The adjacent gears acceleration intersection are selected as
Accelerator opening

shift points[9], the optimizing dynamic performance shift 0.6

schedule is developed through polynomial fitting the
corresponding adjacent gear shift points at different 0.5

accelerator opening. To simplify the design, the front and rear

0.4
of the vehicle shift state assumptions are:
(1)Shift time is short, the normal automatic transmission 0.3
shift time is 500-800ms; it can be assumed that the vehicle
speed is substantially unchanged before and after the shift; 0.2

(2) Road environmental factors before and after the shift

0.1
remain unchanged, namely rolling resistance is unchanged; 10 20 30 40 50 60 70 80
Vehicle speed (km/h)
(3) Due to the short shift time, the accelerator opening
degree is the same before and after the shift. Fig.7 The optimizing dynamic performance shift schedule

40 www.ijeart.com
 International Journal of Engineering and Advanced Research Technology (IJEART)
ISSN: 2454-9290, Volume-2, Issue-8, August 2016
VI. CONCLUSION
Firstly, the shift points vehicle speeds are calculated
through the theoretical analysis and research of the
three-geared optimizing dynamic performance shift schedule
for TBW. Then, according to the simulation and optimization Shenchao Zhu, He was born on 4th June, 1991 in
Shandong province, China. .He is a graduate student at the Shandong
analysis of the shifting process model established in
University of Technology, and major in transportation engineering. His
MATLAB/Simulink, the optimizing dynamic performance research direction is the new energy vehicles. His research contents are the
shift schedule for the three-geared TBW is developed. The automotive electronic technology, vehicle transmission and drive by wire
shift schedule could improve the vehicle performance, realize technology.
energy saving and increasing driving range. This research laid
foundation for the latter part of the real vehicle tests.

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Shifting Schedule for Vehicle with Automated Mechanical
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