System Dynamic Modeling and Optimal Torque Control Strategy. for E.T.Driver based on AMT

Transcription

1 Syste Dynaic Modeling and Optial Torque Control Strategy for E.T.Driver based on AMT CHEN LI, DONG YUE-HANG, YIN CHENG-Liang, ZHANG IAN-WU School of Mechanical Engineering Shanghai iao Tong University 800 Dong chuan Road, Min Hang, Shanghai, 0040 China Abstract: Hybrid power syste is one of the kernel technologies of hybrid electric vehicles (HEV). The perforance of HEV is deterined greatly by the hybrid power syste. The integrative hybrid power syste is a new and iportant research field now and in the future. The Electrical Transission Driver (E.T.Driver) is a copositive hybrid power syste. The special constitution of E.T.Driver, which is based on Autoatic Mechanical Transission (AMT), can greatly iprove the shift quality and driving soothness of HEV during the gear shift course. A non-linear ulti-rigid-body syste dynaic odeling is developed for HEV syste in power transission during clutch engageent. Two kinds of input torque optial control strategies of E.T.Driver are introduced and validated based on the dynaic siulation odel and experient data. A iniu value principle is used to optiize the input torque of E.T.Driver and to achieve an optial dynaic perforance of the non-linear syste coproised in friction wear and shock intensity. It is found the shock intensity and slipping friction work can be reduced to a very sall value or can be controlled to a satisfying degree according to the optial input torque control strategies fro the experient data results. Key words: electrical transission driver (E.T.Driver); parallel hybrid electric vehicles (PHEV); gear shift quality; non-linear syste dynaics; driving soothness; optial control 1 Introduction Hybrid power syste is one of the kernel technologies of HEV. The capacity of hybrid power syste will deterine the whole vehicle perforance of HEV directly. The hybrid power syste has already developed fro discrete structure into integrative structure over the past ten years. In general, there are two approaches that can be adopted to carry out the power syste integration in HEV. The first approach is engine-otor integration. For exaple, the engine and integrated starter/generator (ISG) can be integrated to for a light-duty HEV. The second approach is gear shift transission syste and electrical drive syste integration. Soe copanies have already ade soe efforts in this research field. For exaple, the Insight HEV of Honda Copany can be counted as an attept of the first integration approach. The AHS transission of Allison Copany and THS syste of Toyota Copany can be categorized as the attept of the second integration approach. This paper presents the idea of E.T.Driver. The E.T.Driver integrates the otor [1][] [3]and transission into a power unit assebly which can perfor the drive, generate electricity, regenerative braking function and power transission function. On the one hand, the ISSN: Issue 7, Volue 7, uly 008

2 E.T.Driver can control otor and transission syste concentratively, consequently helps to iprove work efficiency of hybrid power syste. On the other hand, the E.T.Driver helps to iprove the integrated level and reliability by way of reducing the coponent nuber of the whole vehicle, thus helps to enhance the aintenance and use of the vehicle. The atch cycle between different coponents and difficulty degree can be reduced; the research and production cycle can also be shortened because there are of fewer coponents involved. The otor usually couples with the transission through the input shaft of transission in ost HEV. The velocity is to decrease because the friction clutch will be detached and the drive torque will be interrupted during the gear shift course. Furtherore, since the oent of inertia of otor is added to the input shaft of transission, the synchronization tie between flywheel and friction clutch will be longer. Most researches of AMT are focusing on how to control the transission driving torque transitted by friction clutch and adjust the friction torque of clutch to reduce the slipping friction work and shock intensity. The control strategy is a little coplex correspondingly. The special structure of E.TDriver can greatly reduce the input driving torque of transission during the gear shift course. Therefore, both the slipping friction work of friction clutch and shock intensity of vehicle can be reduced to a very sall value or be controlled to a satisfying degree. At the sae tie, the E.T.Driver can aintain the velocity stable during the gear shift course and increase the riding cofort. The structures and the characteristics of E.T.Driver.1 The constitution of E.T.Driver E.T.Driver ay have any structure types. The design proposal is presented as follows: (1) Motor with AMT is integrated into the E.T.Driver. () Motor with epicyclic gear transission is integrated into the E.T.Driver. (3) Motor with continuously variable transission (CVT) or otor with double clutch transission is integrated into the E.T.Driver. The developent of the third type of E.T.Driver is based on (1) and (). 3 The specific structure type of E.T.Driver based on the output shaft of AMT There are two structure types of E.T.Driver, which are based on AMT. The type depends on whether the otor is ounted in the front or at the rear of AMT. The first type is to ount the otor on the input shaft of AMT and the rotor of otor is coupled with the input shaft of AMT either directly or with a coupling device. The second type is to ount the otor on the output shaft of AMT and the rotor of otor is coupled with the output shaft of AMT either directly or with a coupling device. A gear device, either an epicyclic gear or a pair of reducing gears, is adopted here as the coupling device. The function of the gear device is to reduce the output rotational speed and increase the output torque of otor at the sae tie. The otor also can couple its power directly to the input shaft or output shaft of AMT by fixing the rotor of otor directly onto the input shaft or output shaft of AMT. This paper ainly discusses the second type of E.T.Driver which is based on the output shaft of AMT. An epicyclic gear or a pair of coon reducing gears can be adopted to help the otor output its power to the output shaft of AMT. The picture of E.T.Driver ISSN: Issue 7, Volue 7, uly 008

3 based on AMT output shaft is shown in Fig.1 and Fig Configuration description of PHEV The powertrain configuration of PHEV is illustrated in Fig.3. The diesel engine is connected with the input shaft of E.T.Driver through a single plate dry friction clutch. T z T e Fig.1 E.T.Driver for which the otor ounted on the output shaft of AMT, with its rotor coupling with the output shaft of AMT by epicyclic gear. ωe ωc ω w w Fig.3 the powertrain configuration of PHEV In Fig.3, the BMS is the abbreviation for battery anageent syste; VCU is the abbreviation for vehicle control unit; BAT is the abbreviation for battery; EMU is the abbreviation for engine anageent unit. Fig. E.T.Driver for which the otor ounted on the output shaft of AMT, with its rotor of otor coupling with the output shaft of AMT by a pair of reducing gears 4 the configuration description of PHEV and dynaic odeling of PHEV 4. The dynaic odel of driveline The ajor objectives of control syste design of PHEV is to accoplish the ai below: to control the input torque of E.T.Driver and the engageent speed of clutch, so as to eliinate or reduce the abrasion of clutch and jerk of PHEV, and to enhance the driving soothness of vehicle and riding cofort. The dynaic odel has to be as siple as possible and can be used for the design and adjustent of the control syste. Furtherore, the priary dynaics of powertrain syste ust be included in the dynaic odel and the control strategy can be illuinated clearly and be accoplished in this dynaic odel. The PHEV powertrain driveline involved in clutch engageents can be treated as a non-linear ulti-rigid-body syste. For the purpose of ISSN: Issue 7, Volue 7, uly 008

4 siplification, the daping and elastic absorber of the clutch for reducing vibration and shock are ignored, so the driven plate of clutch and the input shaft of E.T.Driver are regarded as a rigid subassebly. The dynaic odel shown in Fig.3 is established during the course of friction engageent in the process of power transission. The equation of otion during the friction clutch engageent can be denoted as [4] [5]: eω e = Te T c (1) vω c = Tc + T / i g Tr () e, Te the total oent of inertia of flywheel, driving disk and crankshaft; Diesel engine output torque, the engine output torque is the k = r i i o g i i o g the ratio of differential and the gear ratio of E.T.Driver, r is the wheel rolling radius. F f, F w, F F i, j, the rolling resistance, wind resistance, rap resistance and acceleration resistance respectively. The output torque of E.T.Driver expressed in the following for: T T = i (4) T can be i the gear ratio of couple gear which is shown in Fig. function of engine angular velocity acceleration pedal opening β T, e = f ( ω e, β ) ; ωe and T the output torque of E.T.Driver otor used in T c, T, T r friction clutch transission torque,output torque of E.T.Driver and the resistance torque of PHEV applying on the driven plate; ω e, ω c engine angular velocity and drivenplate angular velocity, the dot above the angular The engageent process of friction clutch coprises the following three stages [6-10]: velocity denotes the derivative with respect to tie. 1) separated stage; ) slipping stage; v the total oent of inertia of driven 3) engaged state ; plate( c ), wheels and vehicle body( and E.T.Driver( d ). v = c + w + d The resistance torque Tr w ), driveline acting oppositely on the driven plate is coposed of rolling resistance, wind resistance, rap resistance and acceleration resistance as follows: T F + F + F + F ) =k r ( f w i j (3) 5 The input torque control strategy of E.T.Driver under up shift condition In the first stage, no torque is transitted, so the driven plate should engage as quickly as possible. In the third stage, the engageent between the flywheel and driven plate is finished, and there is no slipping between the clutch plate and flywheel, thus there will be no abrasion for clutch. Therefore, the third states of engageent process need not to be taken into account. The first stage and the second stage of engageent process of friction clutch will be discussed in details in the next part of this section. ISSN: Issue 7, Volue 7, uly 008

5 5.1 The function of proving auxiliary driving torque of E.T.Driver during the separated state of friction clutch in the gear up shift course At the first stage of clutch engageent process, the clutch is separated, so the engine cannot provide drive torque for PHEV; therefore the driving soothness will be affected. This proble can be solved in the PHEV which is equipped with E.T.Driver. As another power source, the E.T.Driver can provide auxiliary driving torque in PHEV. The special structure of E.T.Driver does not add additional oent of inertia to the gear shift course. As for a general PHEV, the induction otor will be ounted in the input shaft of transission, which will add additional oent of inertia to the input shaft, therefore the synchronization tie between input shaft and new gear will be increased and the abrasion of synchronizer sleeve will be accelerated. In order to aintain the driving soothness, firstly, the auxiliary driving torque provided by E.T.Driver is to be greater or equal to the resistance torquet z. T = ( F + F + F r (5) z f w i ) charge), teperature ( t c ) and the direction of current flow ( I bus ). Inherent odel of high power battery pack (b) 1V battery odule open-circuit voltage battery pack (a) T z resistance torque acting on the wheel. Secondly, the output power of E.T.Driver cannot go beyond its power capacity and the power capacity of high voltage battery. To calculate the axiu output power capacity of the high voltage battery pack, the odel of high voltage battery pack, as shown in Fig.4, is constructed as follows. The high voltage battery odel consists of a (c) 1V odule discharge resistance perfect open circuit voltage ( U ) source in series with a resistor (internal resistance, R ). TheUc is treated as a function of the battery SOC (state of c int ISSN: Issue 7, Volue 7, uly 008

6 ω v io i = 3.6 r (9) U b U in, in the noral lowest work voltage of high voltage battery, the noral lowest work voltage of otor used in E.T.Driver P,ω, η, P b the allowable output power of (d) 1V odule charge resistance Fig.4 nuerical odel for 1V odule of the NIMH The battery is only based on the SOC and the losses during the course of charge and discharge are not to be considered. Inspired by the fact, G. Paganelli, et al. proposed the penalty function f P [11] to correct the usage of high voltage battery for obtaining the higher overall energy efficiency. The penalty function f P is shown in Fig.5. high voltage battery; the output power of E.T.Driver; the angular velocity of otor used in E.T.Driver; the work efficiency of E.T.Driver; v vehicle velocity(k/h) The nuerical odel of the otor used in E.T.Driver, including the effects of power losses in the E.T.Driver and its controller is depicted in Fig.6. (a) Torque efficiency characteristic Fig.5 the penalty function f P used for SOC correction factor The allowable output power of high voltage is described as follows: ( U ax( U U R = I b c P = I U = P P bus T ω = η b in, in )) / c (8) int (7) bus (6) (b) Torque vs. speed Fig.6 the characteristic of otor used in E.T.Driver So the E.T.Driver can provide its auxiliary driving torque during the separated state of friction ISSN: Issue 7, Volue 7, uly 008

7 clutch by calculating and judging the SOC of high voltage battery and the resistance of PHEV. The allowable output power value of E.T.Driver can be calculated by equation (7), whereby the allowable output torque value of E.T.Driver can be calculated by equation (8), Fig.6 and current velocity. If the allowable axiu output torque value of E.T.Driver is greater than or equal to the resistances torquet z, the E.T.Driver only needs to provide the driving torque which is equal to the resistance torque T z at the separated stage; if the allowable axiu output torque value of E.T.Driver is saller than the resistance torque T z, the E.T.Driver ust output its allowable axiu driving torque at that stage. Two kinds of optial input torque control strategies are developed as follows according to the two kinds of output torque situation of E.T.Driver described above. ai ω e the target rotational angular speed of engine When the rotational speed difference between the flywheel and clutch disk plate is saller enough, that is to say, the rotational speed difference between the flywheel and clutch disk plate is saller than what is set in advance, the flywheel and the clutch disk will engage as quickly as they can. During this course, the press force of driving plate is just big enough to ensure the flywheel and clutch disk plate can engage fully, after the engageent is finished, the press force will increase and the friction torque of clutch also will increase synchronously. The relationship between press force applied on the driven plate of clutch and the friction torque transitted by driven plate of clutch can be described as follows: T nµ F R sign = ( ω ω ) c clutch disk plate. d n e c (11) µ d dynaic friction coefficient of R Friction radius of clutch plates. 5. The optial input torque control strategy for E.T.Driver when the output torque of E.T.Driver is greater than or equal to the resistance torque If the output torque value of E.T.Driver is bigger than or equal to the resistance torque of vehicle, the friction clutch need not engage quickly in the separated state of friction clutch, because the E.T.Driver can provide the driving torque to satisfy the vehicle driving torque request. Under this condition, the vehicle velocity can be kept not to drop or be kept to increase continually. Because the clutch need not engage quickly, so the flywheel has enough tie to track the rotational speed of the friction clutch plate. The target rotational angular velocity which flywheel is going to track is denoted in equation (10). ai v ω e = igio (10) r 3 R = ( R R ) /3( R ) R1 R 0, R 1 Outer and inter radius of the clutch plate friction surface n Nuber of friction surfaces(n= for single plate clutch) F n Noral press force applied on the clutch plate After the engageent is finished, the driving torque ratio between engine and E.T.Driver will be distributed anew according to the EMS (energy anageent strategy) of PHEV. In this situation, the value of friction torque Tc transitted by clutch plate is very sall during the engageent course of clutch and the rotation speed difference between flywheel and clutch disk is ISSN: Issue 7, Volue 7, uly 008

8 also very sall. The relationship between Tc and slipping friction works is shown in equation (1). Fro equation (1), we can see the slipping friction work produced by E.T.Driver is saller than the one produced by priary AMT during the engageent course of clutch too. t s W = Tc ( t) ωe ( t) ωc ( t) dt t0 (1) W slipping friction work () (it reflects how uch echanical energy is transferred to theral energy and abrasion during the engageent course of clutch); t o the tie when the clutch begins to engage and transits torque; t s synchronization tie when the clutch disk begins to synchronize with the flywheel; The jerk ainly happens in the flywheel and clutch disk engageent course. The jerk intensity calculation equation is shown in equation (13). d v = dt (13) The jerk intensity calculation equation also can be converted to equation (14) in real gear shift course. dv dt Tcioi gηt + Tiioη T TZ = rδ d v i0ig ηt d( Tc + T / ig ) = = dt δr dt 3 jerk intensity( s ); η T efficiency of transission; vehicle ass(kg); (14) δ vehicle rotational ass conversion factor; Under this situation, since the rotational speed difference between the flywheel and clutch disk is very sall, the jerk intensity is also very sall during the engageent course of flywheel and clutch disk. 5.3 The output torque of E.T.Driver is saller than the resistance torque If the allowable axiu output torque of E.T.Driver is saller than the resistance torque of vehicle, the E.T.Driver will provide the driving torque of vehicle as uch as it can, and the rest requiring driving torque of vehicle is provided by engine. In this situation, the clutch needs to be engaged quickly to transit the driving torque of engine. The flywheel aybe has not enough tie to reach the sae rotational speed of the clutch disk. Therefore, the rotational speed difference between the flywheel and the clutch disk will be produced.under this condition, the slipping friction work can t be avoided. In order to speed up the engageent speed between clutch disk and flywheel and control the shock intensity under a satisfied level at the sae tie, the following state variables and transforation are defined: x1 = ω c x 1 Tc + T = ω c x = ωe g 3 (15) ' u = / i u = d( T T / i ) dt (16) c + g / Through substitution of the transforation in equation (15) and (16) into equation (1) and (), the dynaic syste of equation (1) and () can be rewritten as follows: x 1 = x (17) u T r x = (18) v 3 = Te / e ( u1 T x / i ) / g e (19) Equation (17) and (18) are related to the state variables x 1 and x ; equation (19) is related with the x state variable 3. ISSN: Issue 7, Volue 7, uly 008

9 In order to find a coproise between jerk and friction slipping work, an objective function is proposed as follows: t 0 s ( + Z) dt= t 0 c ( k jerk intensity; c ω + Z ) dt (0) t s synchronization tie when the clutch disk synchronizes with the flywheel; Z weighting coefficient for the shock intensity and tractive torque interrupt tie, where the Z is defined as a function related with the opening and the tie derivative of opening of brake pedal and acceleration pedal; Z= ( α, α, β, β ) α, β the opening of brake pedal and acceleration pedal. Obviously, the optial control syste of equation (15) to (0) is a typical iniu proble and can be solved by seeking the iniu of the function. The Hailtonian dynaic function which controls the engageent course of clutch can be written as follows: H u T r = k x + Z + λ 1x + λ (1) v λ 1,λ the Lagrangian ultipliers. In equation (18), the gear shift tie is very short, so the resistance torque T r can be assued as a constant. As a result the derivative of resistance torque T r is equal to zero, which will help to siplify the dynaic syste and control strategy in equation (17) to (1). By solving the function and applying the initial, terinal and transversal condition according to the extreu value and the assuption, the optial control of and let: u in equation (17) to (19) can be derived Z u = t+ T k v 1 r () v Z u = (3) k The friction clutch optial control trajectory, including the angular speed and acceleration can be denoted as: zt k x1 = v tk+ v k zt = + v k (5) k x 0 (4) v 0 the initial velocity when E.T.Driver begins to shift k = r i i o g The jerk intensity of vehicle can be found in the flowing for: = z (6) We can see the jerk intensity is only deterined by the Z fro equation (6), so to liit 3 10 / s the, the Z is liited to vary in the range of 0 Z 100. Fro equation () and (3), we can see that the rate optial control input torque is in direct proportion to the oent of inertia v, resistance torque of vehicle, the gear ratio of differential, the transition ratio of E.T.Driver and the square root of the weighting coefficient but in inverse proportion to the rolling radius of wheel. The gear ratio of differential and E.T.Driver can be gained before the gear shifting, so the control input driving torque is deterined finally by the weighting coefficient Z. The upper liit of weighting ISSN: Issue 7, Volue 7, uly 008

10 coefficient Z can be set by the axiu value of jerk intensity and the lower liit of weighting coefficient Z can be set by preventing the friction clutch fro over-abrasions. So the weighting coefficient Z can be coputed by considering these restriction conditions, and then the weighting coefficient Z is provided to the E.T.Driver controller, the E.T.Driver controller will operate the actuator to finish a sooth and wearless engageent. Furtherore, in order to avoid unintentional shut-off of the engine during the optial input torque control course, the engine rotational speed ust be aintained above a inial value, so the target rotational speed of flywheel during the optial control course is denoted as follows: v ai in ω e = ax{ igio, ωe ωe t} (7) r engine in ω e the inial rotational speed of t tie constant to copensate the lag of engine response The special harony function of E.T.Driver during the engageent course between flywheel and clutch disk During traditional AMT engageent course, in order to control the jerk intensity under 10 / s 3, soeties the detachent operation of clutch disk ust be carried out to slow down the engageent speed between clutch disk and flywheel. But the jerk intensity of HEV equipped with E.T.Driver can be controlled under a satisfying level through regulating the output torque value of E.T.Driver instead of the detachent operation of clutch disk. Fro equation (14), it can be found that the jerk intensity ainly deterined byu, which is ' d( T + T / i ) dt. c g / The output torque of E.T.Driver can be kept unchanged or be reduced to keep the value of u under a satisfying level, so jerk intensity can be controlled under a satisfying level, the engageent speed between clutch disk and flywheel also can be speeded up on the condition of the engine not shutoff. 6 Input torque control strategy of E.T.Driver under the condition of gear down shift 6.1 Down shift course without braking Because the driving torque request of vehicle is not very urgent under this condition, so the clutch can separate for a relative longer tie to ensure the flywheel has enough tie to track the rotation speed of clutch plate. When the rotational speed difference between the flywheel and clutch disk plate is saller than the one what is set in advance, the flywheel and the clutch disk will engage as quickly as they can. During this course, the press force of driving plate is also just big enough to ensure the flywheel and clutch disk plate can engage fully, after the engageent is finished, the press force will increase and the friction torque transitted by clutch also will increase at the sae tie. If the VCU sends driving torque request signal before the flywheel synchronize with the clutch plate and if the output driving torque of E.T.Driver can satisfy the driving torque request of vehicle at the sae tie, the input torque control strategy of E.T.Driver under this condition will adopt the input torque control strategy described in section 5.. If the output torque of E.T.Driver can not satisfy the driving torque request of vehicle, the clutch ust engage quickly to transit the friction torque provided by engine; the input torque control strategy ISSN: Issue 7, Volue 7, uly 008

11 of E.T.Driver under this condition will adopt the input torque control strategy described in section down shift course under braking condition 6..1 down shift course under coon braking condition Under coon braking condition, this also is called foreseeable braking. For exaple, around the corner of road, swerve or passing each other. The driver will step on the brake pedal slightly and continuously or step on the brake pedal once and once and slightly. The clutch disk plate does not separate and the E.T.Driver does not begin to shift until the brake signal disappears. The input torque control strategy described in section 6.1 is adopted in succedent clutch engageent course. During coon braking down shift course, the E.T.Driver can provide reverse generation of electric torque to assist braking. clutch and if the output driving torque of E.T.Driver can satisfy the driving torque request of vehicle at the sae tie, the input torque control strategy of E.T.Driver under this condition will adopt the input torque control strategy described in section 5.. If the output torque of E.T.Driver can not satisfy the driving torque request of vehicle, the input torque control strategy of E.T.Driver under this condition will adopt the input torque control strategy described in section 5.3. If VCU does not send driving torque request during the engageent of clutch, the input torque control strategy of E.T.Driver under this condition will adopt the input torque control strategy described in section 6.1. The input torque control strategy flow chart of E.T.Driver during the separated state of friction clutch is shown in Fig down shift course under Eergency braking condition Under eergency braking down shift condition, the clutch should be separated in order to avoid engine flaeout. The clutch disk plate will engage with flywheel after the braking signal disappears and new gear engageent finishes. If the VCU sends driving torque request during the engageent of ISSN: Issue 7, Volue 7, uly 008

12 Fig.7 the input torque control strategy of E.T.Driver during the gear shift course ISSN: Issue 7, Volue 7, uly 008

13 7 The experient results The paraeters of E.T.Driver and the ain coponents of hybrid electric buses are shown as follows. 1)engine the nuerical odel of engine is shown in Fig.8. Table ratio of speed of E.T.Driver Gear Ratio Nuber of input gear teeth Nuber of output gear teeth reverse st speed nd speed rd speed th speed th speed The experient results are shown in Fig.9 and Fig.10. The data is a part of road experient results; the road experient has been carried out according to GB/T Test ethods for energy consuption of heavy-duty hybrid electric vehicles. Fig.8 nuerical odel of engine ) The paraeters of friction clutch are shown in Table 1.The ratio of E.T.Driver is shown in Table. Table 1 the friction clutch paraeters title value H release lever adjust height 75±0.4() Mcaxiu N axiu. friction torque of clutch 19656± kg ass of pressure plate unit assebly 44 kg (ass of clutch disk unit assebly) 8.3 kg. (inertia of pressure plate unit assebly) n (rp)( axiu. enable rotational speed of clutch ) 700 P(N) (pressing force of pressure plate) 090 F(N) (axiuial detachent force) 4644 S()(detachent distance) 10 (a) The output torque of E.T.Driver and velocity change situation during the engageent course fro first gear to third gear (b) synchrodrive response of the clutch plate fro first gear to third gear, fro 318s to 30.96s ISSN: Issue 7, Volue 7, uly 008

14 Fig.9 the shift course fro first gear to third gear and gear shift quality situation (c) Shock intensity change situation during first gear to third gear course (a) Synchrodrive response of the clutch plate fro third gear to fourth gear course (d) Shock intensity changes situation of traditional AMT fro first gear to third gear course (b) Output torque change of E.T.Driver during clutch separate course (c) Shock intensity change situation of E.T.Driver fro third gear to fourth gear (e) Contrast of slipping friction work between E.T.Driver and AMT fro first gear to third gear ISSN: Issue 7, Volue 7, uly 008

15 8 Conclusions (d) Shock intensity change situation of traditional AMT fro third gear to fourth gear The HEV copositive power syste is the kernel technology of HEV and is also a new and iportant research field today and in the future. In this study, the characteristics and the constitution of the E.T.Driver based on the output shaft of AMT are introduced. The non-linear syste dynaics odel is constructed. It is found that because of the special structure of E.T.Driver based on the output shaft of AMT and the optial input torque control strategies[13], the gear shift quality, driving soothness and riding cofort of HEV equipped with E.T.Driver can be greatly iproved copared to the vehicle equipped with AMT during the gear shift course fro the experient results. (e) Contrast of slipping friction work between E.T.Driver and AMT fro third gear to fourth gear course Fig.10 the shift course fro third gear to fourth gear and gear shift quality situation Fro the Fig.9 and Fig.10, it can be found that the driving torque of vehicle do not be interrupted because the E.T.Driver can provide driving torque during the clutch separate course. The velocity can be kept steady or be kept continually increasing during the gear shift course. The shock intensity and slipping friction work of vehicle equipped with E.T.Driver are obviously uch better than the vehicle equipped with AMT. The driving soothness of the vehicle equipped with E.T.Driver is also enhanced greatly copared to the vehicle equipped with AMT [1]. References:- [1] El-Sousy, Fayez F.M; Nashed, Maged N.F; Fuzzy adaptive neural-network odel-following speed control for PMSM drives, WSEAS Transactions on Systes, 005, v4, n 4, p [] Cascella, Giuseppe L;Neri, Ferrante; Salvatore, Nadia; Acciani, Giuseppe; Cupertino, Francesco Hybrid EAs for backup sensorless control of PMSM drives, WSEAS Transactions on Systes, 006,v 5, n1, p [3] Lee, Y.B; Ki, C.H.; Oh, ustin Design and perforance analysis of air blower syste operated with BLDC otor for PEM FC vehicle, WSEAS Transactions on Systes, 005,v4, n9, p [4] ZHANG ianwu, CHEN Li, XI Gang. Syste dynaic odeling and adaptive optial control for autoatic clutch engageent of vehicles. Proceedings of the Institution of Mechanical Engineers, Part D: ournal of Autoobile Engineering, 00, 16(1): [5] Gao Guijun, Ge Anlin, Zheng Lei, Clutch engageent control during gear shifting process in autoated anual transission, Chinese ournal of Mechanical Engineering,006,41(1),34-38 [6] Gu Yanchun, Yin Chengliang, Zhang ianwu, Optial torque control Strategy for parallel hybrid electric vehicle with autoatic echanical ISSN: Issue 7, Volue 7, uly 008

16 transission. Chinese ournal of Mechanical Engineering, 007, 0(1):16-0. [7] Sung-tae Cho, Soonil eon, Han-San o, ang- Moo Lee, Yeong-Il Park(001), A developent of shift control algorith for iproving the shift characteristics of the autoated anual transission in the hybrid drivetrain, Int.. of Vehicle Design, Vol. 6, No.5 pp [5] Pu inhuan, Yin Cheng liang, Zhang ianwu, Ma Dengzhe, Modeling and Developent of the Control Strategy for a Hybrid Car. ournal of Shanghai iao Tong University, 004, 38(11): [8]Han-Sang o,yeong-il Park,ang-Moo Lee, Hyeoun-Dong Lee, Seung-Ki Sul.(000),A developent of an advanced shift control algorith for a hybrid vehicles with autoated anual transission, Int.. of Heavy Vehicle Systes,Vol. 7, No.4 pp [9]Pu inhuan, Yin Chengliang, Zhang ianwu, Application of Genetic Algorith in Optiization of Control Strategy for Hybrid Electric Vehicles. Chinese ournal of Mechanical Engineering, 005, 16(07):87-91 [10] GAROFALO F, GLIELMO L, IANNELLI L, et al. Optial tracking for autootive dry clutch engageent[c]//international Center for Nuerical Methods in Engineering. Proceedings of the 15th IFAC World Congress on Autoatic Control, uly 1-6, 00, University Politècnica de Catalunya, Barcelona, Spain. Barcelona: CIMNE, 00: 1-6. [11] Paganelli G, Ercole G, Braha A, et al. General supervisory control policy for the energy optiization of charge-sustaining hybrid electric vehicles. ASE [1] ONAS K, BENGT. Optial control of an autootive powertrain syste for increased drive ability[c]//royal Dutch Association of Engineers. Autootive Division. Proceedings of the 5th International Syposiu on Advanced Vehicle Control, August -4, 000, Ann Arbor, Michigan, US. Ann Arbor: Onipress, 000: [13]Livint, Gheorghe; Horga, Vasile; Albu, Mihai; Ratoi, Marcel, Evaluation of control algoriths for hybrid electric vehicles, WSEAS Trans. Syst., 007,v 6, n 1, p ISSN: Issue 7, Volue 7, uly 008