2013-10-29 Magna BUCHBERGER LMS Munich PDF

Synchronization methods of
automated gearboxes for electric

driven light commercial vehicles (LCV)
Dipl.-Ing. Reinhard Buchberger
Development Engineer Drivetrain Engineering
Magna Powertrain, Engineering Center Steyr, Austria

www.ecs.steyr.com
ECS / Disclosure or duplication without consent is prohibited
Content
Basis Vehicle & Gearbox

Shifting Sequence &
Synchronization Methods
Simulation Models
Simulation & Test Results
Conclusion
Date: 2013-10-30
Author: Buchberger R.
2013 LMS European Vehicle Conference
Basis Vehicle
Light Commercial Vehicle (LCV)
Gross Vehicle Weight 3000 kg
Vehicle Performance
Maximum velocity: 120 km/h (0.5% grade)
Maximum gradeability: >40%
5% gradeability at 80 km/h / >20% gradeability at 15 km/h
50%
Gear 1 - Peak Power
Peak gradeability
Gear 2 - Peak Power
40%
Gear 1 - Continuous Power

Gear 2 - Continuous Power
Date: 2013-10-30
Gradeability [%]
Design by MAGNA STEYR
30%
Cont. gradeability
20%
10%
0%
0
20
40
60
80
Velocity [km/h]
100
120
ECS eDrive Module eAMT300-2e

Description
Front axle module for electric
driven commercial vehicle
Features/Specifications
Power and torque @360V
105kW peak / 45kW continuous
280 Nm peak / 150 Nm continuous
2-speed automated gearbox
Gear ratio: i1= 14.0 / i2=8.6
optimized for drivability, comfort &
efficiency
Electro-mechanic actuation
12 V DC Actuator
Threaded spindle for longitudinal fork
movement
100% recuperation on Steyr Delivery Cycle

(SDC09)
PTO for A/C compressor
Parking pawl
EV-CU for extended energy Management
Date: 2013-10-30
Advantages of a 2-speed eDrive Module
Up to 7% less energy demand

Lower life cycle costs caused by
smaller battery
Extended continuous gradeability
Lower noise emissions

Higher acceleration 0-50 km/h
PTO for load point shifting, also
useable on vehicle standstill
Lower motor costs based on torque
reduction
Economy drive
Date: 2013-10-30
More complex design

Higher module costs
Content

Shifting Sequence &
Simulation Models
Conclusion
Date: 2013-10-30
Shifting Sequence
Start of shifting
sequence
Not a strict step-by-step sequence

Partial overlappings in dependency of shifting method
overall shifting time reduction
Torque release
Disengagement
Synchronization
Engagement
Acceleration or deceleration of traction motor

(high inertia to synchronize)
Different methods possible
Mechanically only
Mechanically with active support of traction motor
Traction motor only
Torque build up
End of shifting
sequence
Date: 2013-10-30
Mechanical Synchronizer alone
Mechanical Synchronizer
Triple cone system
Traction motor acts as a passive part

Actuating force 1000 N due to active use of
system tensioning (rotary inertia in combination
with low shifting fork stiffness and self-retention)
Low synchronization torque
72 Nm acting at the gearbox intermediate shaft
(33 / 20 Nm at the motor shaft depending on gear)
Date: 2013-10-30
Mechanical synchronizer
Difference in rotating speed has to be exactly

zero
Electrical synchronization can start before

mechanical synchronization starts overall
shifting time reduction
Date: 2013-10-30
Maximum electrical
synchronization torque
300
250
Torque [Nm]
Mechanical Synchronizer + Tractionmotor

Same mechanical synchronizer as before
Tractionmotor supports mechanical
synchronizer as an active part
End of the synchronization sequence is
mechanically only
200
150
100
50
0
0
5000
10000
Speed [rpm]
Tractionmotor alone
Mechanical synchronizer without synchronizer cones shifting teeth with
spline shape
Low difference in rotating speed at coupling point
necessary ( 10 rpm)
60 teeth
Robust dog clutch with less teeth

14 teeth
High difference in rotating speed at coupling point
possible ( 250 rpm)
Rather high circumferential backlash
Complete new design necessary
With optimized package same axial installation space required
as mechanical synchronizer
Date: 2013-10-30
Robust dog clutch with 14 teeth
10
Content

Shifting Sequence &
Simulation Models
Conclusion
Date: 2013-10-30
11
Development Process
Verification of
simulation results
Simulation model
Co-Simulation
(Control path)
ECS
development
process
Simulink
(Controller)
Drivetrain test bench

Software code
generation
ECU
Gearbox prototype
Date: 2013-10-30
(Hardware + Software from ECS)

12
Simulation Model
Electro-Mechanic Actuator
2-speed Gearbox
Simulink
Interface
Traction Motor
Vehicle Model
Date: 2013-10-30
13
3D Visualization
Better/easier understanding of complex systems during development
process
Plausibility check
Exact 3D geometry necessary (CAD import)
Shifting sequence with robust dog

clutch
Date: 2013-10-30
Detail view of shifting sequence
14
Content

Shifting Sequence &
Simulation Models
Conclusion
Date: 2013-10-30
15
Results
Mech. synchronization vs. mech. + electr. synchronization
Torque [Nm]
Green = mechanical synchronizer only

Red = mechanical synchronizer with active
support of traction motor
Traction motor torque (air gap)
Effective synchronizer torque
Speed [rpm]
Start of shifting sequence
Variant without active support of

traction motor is very slow
Active support of traction motor starts
before friction cones get in contact (as
soon as gearbox is at neutral)
Position [m]
Clutch engagement
Varies with relative angular position of
clutch parts at simulation start.
e.g. tooth hits gap (green curve) or
tooth hits tooth (red curve)
Date: 2013-10-30
16
Results
Electrical Synchronization
Torque [Nm]
Red = spline shaped shifting teeth (60 teeth)

Green = dog clutch (14 teeth)
Variant with 14 teeth is faster than 60 teeth
variant
Higher difference in rotating speed at coupling
point
Earlier torque build up
Speed [rpm]
Rotational speed difference at coupling

point.
Position [m]
14 teeth clutch
Shifting fork acts as a spring and
pushes the collar into its counterpart.
The spring gets pre-loaded when the
teeth's front faces get in contact.
Date: 2013-10-30
17
Results
Electrical Synchronization
Longitudinal acceleration [m/s]
3,5
14 teeth clutch
Influence at vehicle
dynamics
60 teeth clutch
2,5
2
1,5
Higher vehicle acceleration

respectively longitudinal jerk for
vehicle with 14 teeth dog clutch
This might cause passenger
comfort impacts!
1
0,5
0
-0,5
-1
0
50
100
150
200
250
300
350
400
450
500
Time [ms]

1000%
14 teeth clutch
Longitudinal Jerk [m/s]
800%
60 teeth clutch
100% = max. longitudinal jerk for
60 teeth clutch
600%
Longitudinal jerk of vehicle:

10 x higher for 14 teeth dog clutch
400%
200%
0%
-200%
-400%
0
50
100
150
200
250
300
350
400
450
500
Time [ms]
Date: 2013-10-30
18
Results
Upshift
Total shifting time
(Upshift (gear 1 --> gear 2), flat road, max. torque before and after shifting)
900
Solid line = overall shifting time
Dashed line = synchronization
800
Min. and max. shifting time
Mechanical
700
Electrical + mechanical
Time [ms]
600
Electrical 60 teeth
Electrical 14 teeth
500
400
300
200
100
0
0
10
20
30
40
50
60
70
80
90
100
Velocity before shifting maneuver [kph]
Disengagement and engagement time dominate

advantage for electrical only synchronization
methods
Date: 2013-10-30
Synchronization time dominates

advantage for combined synchronization
(highest total synchronization torque)
19
Results
Downshift
Total shifting time
(Downshift (gear 2 --> gear 1), flat road, max. torque before and after shifting)
1000
Solid line = overall shifting time
Dashed line = synchronization time
900
800
Mechanical
Electrical + mechanical
700
Electrical 60 teeth
Time [ms]
Electrical 14 teeth
600
500
400
300
200
100
0
0
10
20
30
40
50
60
70
Velocity before shifting maneuver [kph]
Date: 2013-10-30
20
Results
Dog clutch with or without high back angle
High back angle leads to shorter overall shifting times with the
disadvantage of a higher circumferential backlash in engaged
position
Higher circumferential backlash might cause NVH problems
Reason for decrease in shifting time
Earlier torque build up tooth is pulled into gap
3 back angle
9.5 back angle
Reference:
Spline shaped shifting teeth
(60 teeth)
Circumferential
backlash
3.8
5.2
0.6
Shifting time
decrease
0 ms
20 40 ms
Date: 2013-10-30
21
Test bench results

500
Test #1:
130 Nm*
50 km/h
Test #2:
130 Nm*
30 km/h
450
400
Time [ms]
350
300
Test #3:
200 Nm*
50 km/h
250
Min. and max. shifting

time, depending on start
situation
200
150
100
*) Torque limitation for traction motor during shifting process

Simulation with max. 280 Nm of active synchronization torque of traction motor.
50
0
0
10
20
30
40
50
60
70
80
90
100
Velocity [km/h]
Good correlation between simulation and testing.
Date: 2013-10-30
22
Content

Shifting Sequence &
Simulation Models
Conclusion
Date: 2013-10-30
23
Conclusion
No.
Synchronization method
Pro
Contra
Mechanical synchronizer only
Easy to control
Very slow
Complex mechanics
Mechanical synchronizer with

active support of traction motor
Fast
Complex mechanics
Electrical synchronization with

spline shaped shifting teeth
(60 teeth)
Fast
More difficult to control
Electrical synchronization with

robust dog clutch (14 teeth)
Fastest method
Simple mechanics
Easier to control
Possibility of NVH and

passenger comfort impacts
Higher component loads
Method no. 2 was selected for the MPT ECS eDrive module, since the mechanical
synchronizer is a carryover part, it provides best flexibility and this method already
includes method 1 and 3.
One prototype three different synchronization methods for testing
Date: 2013-10-30
24
Thank you for your

kind attention
www.ecs.steyr.com

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Synchronization methods of

automated gearboxes for electric

Magna Powertrain, Engineering Center Steyr, Austria

ECS / Disclosure or duplication without consent is prohibited

Basis Vehicle & Gearbox

Simulation & Test Results

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Gear 1 - Peak Power

Gear 2 - Peak Power

Gear 1 - Continuous Power

Design by MAGNA STEYR

ECS / Disclosure or duplication without consent is prohibited

ECS eDrive Module eAMT300-2e

100% recuperation on Steyr Delivery Cycle

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Advantages of a 2-speed eDrive Module

Up to 7% less energy demand

Lower noise emissions

More complex design

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Basis Vehicle & Gearbox

Simulation & Test Results

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Not a strict step-by-step sequence

Acceleration or deceleration of traction motor

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Traction motor acts as a passive part

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Difference in rotating speed has to be exactly

Electrical synchronization can start before

ECS / Disclosure or duplication without consent is prohibited

Mechanical Synchronizer + Tractionmotor

2013 LMS European Vehicle Conference

Robust dog clutch with less teeth

ECS / Disclosure or duplication without consent is prohibited

Robust dog clutch with 14 teeth

2013 LMS European Vehicle Conference

Basis Vehicle & Gearbox

Simulation & Test Results

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Drivetrain test bench

(Hardware + Software from ECS)

2013 LMS European Vehicle Conference

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Shifting sequence with robust dog

Detail view of shifting sequence

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Basis Vehicle & Gearbox

Simulation & Test Results

ECS / Disclosure or duplication without consent is prohibited

2013 LMS European Vehicle Conference

Green = mechanical synchronizer only

Start of shifting sequence