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2 Adams/Driveline
About Adams/Driveline
About Adams/Driveline
You can use Adams/Driveline, part of the MD Adams 2010® suite of software, stand alone or as a plugin
for Adams/Car. You use Adams/Driveline to model drivelines: to create virtual prototypes of driveline
subsystems and analyze the virtual prototypes much like you would analyze the physical prototypes.
Using Adams/Driveline, you can quickly create assemblies of suspensions and full vehicles, including
driveline components, and then analyze them to understand their performance and behavior. Learn about
Building Models.
You create assemblies by defining vehicle subsystems, such as front and rear suspensions, steering gears,
anti-roll bars, and bodies. You base these subsystems on their corresponding Adams/Driveline templates.
For example, Adams/Driveline includes templates for engine, gearbox, prop shafts, and differentials.
If you have expert-user access, you can also base your subsystems on custom templates that you create
using the Adams/Driveline Template Builder (see Interface Modes).
When you analyze an assembly, Adams/Driveline applies the Analysis inputs that you specify. For
example, for a full-vehicle analysis you can specify inputs to:
• Apply a specific torque to your driveline model (impulse, step, ramp, loadcase, and so on).
• Define a different friction coefficient for different wheels in your model.
• Define a slope of your road to study the performance of your driveline model.
Based on the analysis results, you can quickly alter the driveline geometry and analyze the driveline again
to evaluate the effects of the alterations. Once you complete the analysis of your model, you can share
your work with others. You can also print plots of the vehicle dynamic responses. In addition, you can
access other users’ models without overwriting their data.
Benefits of Adams/Driveline
Adams/Driveline enables you to work faster and smarter, letting you have more time to study and
understand how design changes affect vehicle performance.
Using Adams/Driveline you can:
• Explore the performance of your design and refine your design before building and testing a
physical prototype.
• Analyze design changes much faster and at a lower cost than physical prototype testing would
require. For example, you can change springs with a few mouse clicks instead of waiting for a
mechanic to install new ones in your physical prototype before re-evaluating your design.
• Vary the kinds of analyses faster and more easily than if you had to modify instrumentation, test
fixtures, and test procedures.
• Work in a more secure environment without the fear of losing data from instrument failure or
losing testing time because of poor weather conditions.
• Run analyses and what-if scenarios without the dangers associated with physical testing.
Backlash Components
This component represents a backlash gap between two parts. In Adams/Driveline you can work with
two types of backlash components: rotational and translational backlash.
Learn about backlash:
• Creating or Modifying Backlash
• About Rotational Backlash
• About Translational Backlash
In the Standard Interface (see Interface Modes), you can use the Driveline Activity Wizard to manage the
activity of each backlash element.
2 Adams/Driveline
Backlash Components
The backlash law is defined with a combination of ATAN functions to guarantee smoothness and
derivative continuity
where:
• T = Resulting torque
• sharp = Sharpness factor of the backlash
• = Relative angles of the two markers defining the backlash force
• lash = Backlash (in radians)
• stiff = Stiffness of the gear-to-gear contact
• damp = Damping of the gear-to-gear contact
The sharpness factor lets you control how sharp the transition is between the lash region with zero forces
and the stiff region.
In this model, the expression of the sharpness factor is as follows:
This means that the backlash needs some time to be fully developed with the steady-state value of Nx.
This device makes integration easier. Nx is the value you define in the Rotational Backlash
Create/Modify dialog box.
3
Backlash Components
In the Standard Interface, you can vary values for the following:
• Backlash
• Stiffness
• Damping
• Sharpness factor
5
Backlash Components
Request Definition
Result name: backlash_states
Component Component
Component: name: units: Definition:
F2 displacement angle The angle between the two parts connected
with the backlash element.
F3 angular_velocity angular velocity The relative rotational velocity between the
two parts connected by the backlash element.
F4 force force Force exerted by the backlash element.
Subsystem Parameters
• Backlash flag
• Backlash
• Stiffness
• Damping
• Sharpness factor
In the Standard Interface (see Interface Modes), you can manage the activity of each backlash element
using the Activity Wizard.
The backlash law is defined with a combination of ATAN functions to guarantee smoothness and
derivatives continuity.
6 Adams/Driveline
Backlash Components
• F = Resulting force
• sharp = Sharpness factor of the backlash
• x = Relative displacement of the two markers defining the backlash force
• lash = Backlash in mm
• stiff = Stiffness of gear-to-gear contact
• damp = Damping of the gear-to-gear contact
The sharpness factor lets you control how sharp the transition is between the lash region with zero forces
and the stiff region.
In this model, the expression of the sharpness factor has been defined as follows:
This means that the backlash needs some time to be fully developed with the steady-state value of Nx.
This device makes integration easier. Nx is the value you select in the appropriate dialog box.
7
Backlash Components
In the Standard Interface, you can vary values for the following:
• Backlash
• Stiffness
• Damping
• Sharpness factor
9
Backlash Components
Request Definition
Result name: backlash_states
Componen Component
Component: t name: units: Definition:
F2 displacement length The angle between the two parts connected with the
backlash element.
F3 velocity velocity The relative rotational velocity between the two parts
connected by the backlash element.
F4 force force Force exerted by the backlash element.
Subsystem Parameters
• Backlash flag
• Backlash
• Stiffness
• Damping
• Sharpness factor
10 Adams/Driveline
Bearings
Bearings
A bearing component describes a force-based connection between two parts. Adams/Driveline models a
bearing with a six-component force and allows the two parts to rotate around the z-axis. Adams/Driveline
also models all contact forces and drag. You can specify both radial and axial backlash for the bearing.
Learn about bearings:
• Creating or Modifying Bearings
• About Bearings
• Modeling Bearings
• Example Bearing Property File
About Bearings
In Adams/Driveline you can create two types of bearings:
• Axial
• Tapered
The driveline bearing formulation is based on values obtained from the Timken Company manual (for
free online resources register at http://www.timken.com/timken_ols/bearings/). The running torque
equations are for bearings whose torque has stabilized after a period of running under operating
conditions, so called a "running" bearing. The equations apply to bearings lubricated with circulating oil
or oil level systems. You can use the equations to model all single-row bearing loading conditions.
The component consists of the following objects:
11
Bearings
• A general force component featuring the actions and reactions between the inner and outer ring
of the bearing.
• A request to output force and torque values.
• Two revolution geometries to visualize the rings. The component creates these geometries on the
parts to be connected by the bearing (that is, shaft and housing).
Adams/Driveline calculates the forces and torques between the rings using a user-defined general force,
which acts properly depending on the bearing type.
Displacement Request (disp_request)
Component Component
Component: name: units: Definition:
F2 dx length The displacement between the i marker and the
reference marker in the x direction.
F3 dy length The displacement between the i marker and the
reference marker in the y direction.
F4 dz length The displacement between the i marker and the
reference marker in the z direction.
F6 ax angle The angular displacement between the i marker and
the reference marker around the x-axis.
F7 ay angle The angular displacement between the i marker and
the reference marker around the y-axis.
F8 az angle The angular displacement between the i marker and
the reference marker around the z-axis.
Component Component
Component: name: units: Definition:
F2 vx velocity The velocity between the i marker and the
reference marker in the x direction.
F3 vy velocity The velocity between the i marker and the
reference marker in the y direction.
F4 vz velocity The velocity between the i marker and the
reference marker in the z direction.
F6 wx angular velocity The angular velocity between the i marker and
the reference marker around the x-axis.
12 Adams/Driveline
Bearings
Component Component
Component: name: units: Definition:
F7 wy angular velocity The angular velocity between the i marker and
the reference marker around the y-axis.
F8 wz angular velocity The angular velocity between the i marker and
the reference marker around the z-axis.
Component Component
Component: name: units: Definition:
F2 fx force The force between the i marker and the
reference marker in the x direction.
F3 fy force The force between the i marker and the
reference marker in the y direction.
F4 fz force The force between the i marker and the
reference marker in the z direction.
F6 tx torque The torque between the i marker and the
reference marker around the x-axis.
F7 ty torque The torque between the i marker and the
reference marker around the y-axis.
F8 tz torque The torque between the i marker and the
reference marker around the z-axis.
Adams/Driveline calculates the force and torque for the bearing using backlash expressions. The force
or torque is almost zero until the relative translational or angular displacement is lower than the specified
lash, then the force or torque follows an elastic law.
For tapered roller bearings, the thrust force acts only along one direction (z-positive), being zero along
the other.
The reaction forces in the three translational directions are defined with a linear stiffness + backlash. The
two cardanic reaction torques are calculated based on the translational forces and the geometric
properties (bearing diameter). Learn about the rotational backlash formulation.
To calculate the running torque of the bearing, depending on several factors (bearing geometry, applied
loads, load zone, speed of rotation, and so on) the following expressions have been used:
13
Bearings
where:
• T = Running torque
• k1 = Constant being 2.56e-5 for T in N*m, 3.54e-5 for T in lbf*in
• G1 = Bearing geometry factor
• S = Running speed (rpm)
• Mu = Lubricant viscosity (Cp)
• K = Bearing K-factor. The K-factor is the ratio of basic dynamic radial load rating to basic
dynamic thrust load rating of a single row bearing.
• f1 = Combined load factor. The combined load factor can be read from Timken tables as a
function of (K*Fa)/(Fr).
• Fr = Radial load
• Fa = Thrust road
Request Definition
Component Component
Component: name: units: Definition:
F2 angle angle The angle between the two parts (gear and
shaft).
F3 angular_velocity angular velocity The relative velocity between the two parts
connected with the synchronizing force
component.
F4 torque torque Rotational force exerted by the
synchronizer component.
14 Adams/Driveline
Bearings
Modeling Bearings
In Adams/Car and Adams/Driveline you can model bearings in different ways, according to the effects
you want to observe in your models.
If, for example, you want to model a shaft with two bearings, the simplest solution is to connect the shaft
to the case with a revolute joint. The revolute joint is an ideal constraint that removes five degrees of
freedom. With this solution, compliance and drag effects are ignored. In addition, reaction forces on the
revolute joint are not comparable with the reaction forces you experience in a physical model.
A second solution is provided with a combination of kinematic joints: an inline primitive joint and a
spherical joint. The inline acts as a pure radial bearing (ideal) and the spherical joint as a combined radial
and axial bearing. This solution still does not take into account compliance and drag effects but provides
meaningful reaction forces.
When you want to model the connection between shaft and case, taking into account the compliance
effects, you can use the standard Adams/Car bushing element. You can define the radial and axial
stiffnesses using force versus displacement characteristics, and approximate the drag effects with a
constant rotational damping.
The Adams/Driveline bearing component allows you to specify, in the three translational directions, a
linear stiffness with backlash effects. It also allows you to specify the same for the torques in the x and y
direction, while the torque along the z (spin) direction is computed based on values obtained from the
Timken Company manual (for free online resources register at
http://www.timken.com/timken_ols/bearings/). You can use the current implementation to model all
single-row bearing loading conditions, except for the pure thrust load (that means radial or combined
radial and thrust load bearing).
{ x y}
-100.0 6.0E-02
-50.0 6.0E-02
0.0 6.0E-02
50.0 6.0E-02
100.0 6.0E-02
16 Adams/Driveline
Chains
Chains
This component describes a simplified chain model in its global behavior. This component does not
model chain parts. It does, however, model the global behavior of the chain, which is a torsional load and
a longitudinal force (tension).
Learn about chains:
• Creating or Modifying Chains
• About Chains
About Chains
A chain describes a force-based connection between two sprockets. In Adams/Driveline you create a
simple chain model in which no chain links are modeled. Adams/Driveline models torsional and
translational loads in the chain with a rotational spring damper and a single-component force.
If you want to take into account the backlash effect, you can connect each sprocket to the respective shaft
with a rotational backlash component.
If you want to have a transmission ratio different from 1:1, you can connect the output sprocket to another
part with a kinematic gear component.
Adams/Driveline creates the following forces between the input and the output sprocket:
17
Chains
• A rotational spring damper (acting between CM marker of the input sprocket and the CM marker
of the output sprocket).
Note: The reason why a rotational spring damper is used instead of a coupler is so that chain
elastic characteristics can be taken into account.
• A translational single-component force (acting between driving sprocket and driven sprocket).
Subsystem Parameters
• Stiffness
• Damping
18 Adams/Driveline
Churning-Drag Forces
Churning-Drag Forces
The churning-drag force component allows you to model the oil resistance acting on gears when they
rotate in oil. A churning drag describes a force-based component that models the oil resistance that forms
between gears and the gearbox case as soon as gears have a relative angular velocity with respect to the
gearbox case.
Learn about churning-drag components:
• Creating or Modifying Churning-Drag Forces
• About Churning-Drag Forces
In the Standard Interface (see Interface Modes), you can vary values for the following:
• Constant
• Breadth
• Viscosity
• Diameter
19
Churning-Drag Forces
Component Component
Component: name: units: Definition:
F2 angular angle The angle between the two parts.
displacement
F3 angular_velocity angular velocity The relative velocity between the two parts
connected with the churning drag component.
F4 torque torque Rotational force exerted by the churning drag
component.
20 Adams/Driveline
Clutch Connectors
Clutch Connectors
This component allows you to use the clutch connector in the driveline model. A property file stored in
the database determines the clutch connector characteristics. The component consists of a torque acting
between the two selected parts with the location and the orientation determined by a specified
construction frame.
In steady-state conditions, equal rotational velocity of the two bodies produces a 0.0 torque.
In Template Builder (see Interface Modes), when you create a clutch connector, you can specify:
• I part
• J part
• Coordinate reference (construction frame)
• Property file
Request Definition
Result name: torque_cvtr_variables
Component Component
Component: name: units: Definition:
F2 angle angle The angle between the two parts along the
reference frame z-axis.
F3 angular velocity angular velocity The angular velocity between the two parts
along the reference frame z-axis.
F4 torque torque The torque acting between the two parts.
Subsystem Parameters
Property file (<db_name>/clutch_connectors.tbl)
22 Adams/Driveline
Clutch Forces
Clutch Forces
This component represents contact forces in a clutch component. It models normal contact forces, as well
as friction forces.
Learn about clutch forces:
• Creating or Modifying Clutch Forces
• About Clutch Forces
• Example Clutch-Force Property File
The friction coefficient is defined as a function of the relative angular velocity between the two parts.
You can also take into account both the static and dynamic friction coefficient.
The following figure shows a typical friction versus relative slip.
Using the create/modify dialog box, you can observe how the friction function changes by changing
parameters such as the static and dynamic friction coefficient.
In Standard Interface, you can vary values for the following:
• Property file
• Impact length
• Static friction coefficient
• Dynamic friction coefficient
• Static velocity
• Dynamic velocity
• Effective friction radius
LENGTH = 'mm'
ANGLE = 'degrees'
FORCE = 'newton'
MASS = 'kg'
TIME = 'second'
$--------------------------------------------------DAMPING
[DAMPING]
DAMPING = 10
$--------------------------------------------------CURVE
[CLUTCH_FORCE]
{ disp force}
0.0 0.0
3.50 40000.0
5.50 90000.0
7.60 130500.0
12.10 180000.0
15.50 270000.0
17.56 297900.0
40.635 378000.0
25
Complex Springs
Complex Springs
This component represents a complex rotational spring with hysteresis. You can use it to model rotational
springs in clutch friction disks, as well as any other connection in which a rotational spring damper with
hysteresis is needed.
Learn about complex springs:
• Creating or Modifying Complex Springs
• About Complex Springs
• Calculation of Complex Spring Force
• Example Complex-Spring Property File
In addition, the dependency of hysteresis from engine RPM is taken into account, since loading and
unloading splines are three-dimensional splines. The first independent variable is the angular
displacement and the second independent variable is engine RPM.
Before submitting an Analysis, you can switch the hysteresis effect on or off from the modify dialog box.
If you set Hysteresis Activity to no, Adams/Driveline uses only the first spline (loading) to evaluate the
force exerted by this component. In the Standard Interface (see Interface Modes), you can vary values for
the following:
• Property file
• Hysteresis activity
When hysteresis_activity is set to off (0), the spring acts as a nonlinear torsion spring with viscous
damping, and only the first spline is used.
Note that you can also model torsion spring with hysteresis (and it's easier to define its parameters) using
the torsion spring.
4000.0
(XY_DATA)
{ x y}
-60 -400000 -400000 -400000
-50 -200000 -200000 -200000
-40 -150000 -150000 -150000
-30 -110000 -110000 -110000
-20 -70000 -70000 -70000
-10 -25000 -25000 -25000
0 0 0 0
10 50000 50000 50000
20 110000 110000 110000
30 180000 180000 180000
40 220000 220000 220000
50 300000 300000 300000
60 400000 400000 400000
29
Conceptual Wet Clutches
Request Definition
Result name: request1
Component Component
Component: name: units: Definition:
F2 angle angle The angle between the I and J part.
F3 Angular_velocity angular velocity The angular velocity of the I part with
respect to the J part.
F6 Clutch_pressure pressure The input pressure of the clutch.
30 Adams/Driveline
Conceptual Wet Clutches
Component Component
Component: name: units: Definition:
F7 capacity torque The capacity that the clutch is able to
develop.
F7 capacity torque The torque the clutch applies between the I
and J parts.
Subsystem Parameters
Property file (<db_name>/clutch_forces.tbl)
31
Gear Forces
Gear Forces
This component represents a gear couple. You can use it to model Spur Gears and Bevel Gears.
Learn about gear forces:
• Creating or Modifying Gear Forces
• About Gear Forces
Adams/Driveline calculates the forces and torques between the gears using a user-defined general force,
whose action depends on the gear type.
To get reaction forces in the right direction, you must identify the orientation of the construction frames
used to define the gear forces. The following figure shows how construction frames must be oriented.
Notice that:
32 Adams/Driveline
Gear Forces
Parameter: Description:
Gear type Spur, bevel
Gear diameters Pitch diameter (depending on geometries)
Backlash Allowed angular backlash
Stiffness Contact rotational stiffness
Damping Contact rotational damping
Sharpness factor See Rotational Backlash
Pressure angle a --
Average gear radius for bevel gear Taken from geometry
Adams/Driveline calculates the transmitted torque for the gears using a backlash expression. (Torque is
almost zero until the relative angular displacement, scaled by gear ratio, is lower than the specified lash,
then the torque follows an elastic law.) Learn about rotational backlash.
The other torque and force components (radial and thrust) are derived from the transmitted torque
expression and from the gear type.
33
Gear Forces
Spur Gears
From the transmitted torque, Adams/Driveline calculates the radial forces as follows:
where:
• Tz = Transmitted torque
• Rp = Gear primitive radius
• = Pressure angle
Bevel Gears
From the transmitted torque, Adams/Driveline evaluates the radial and thrust forces expressions as
follows:
where:
• Fx = Radial load
• Fz = Thrust load
• = Gear ratio
34 Adams/Driveline
Gear Pairs
Gear Pairs
This component represents a connection between two gears on two different shafts, according to a gear
ratio and a specified rotational backlash. To create a gear pair, input and output shafts, and input and
output gears must exist. A coupler element constrains the rotation of the output gear to the input gear.
Learn about gear pairs:
• Creating or Modifying Gear Pairs
• About Gear Pairs
The dummy part is required to allow proper behavior of the mechanism. Adams/Driveline creates the part
representing the mesh carrier within the UDE instance. It is used to effectively define the connection of
the input gear to the output gear via coupler element. Without the mesh carrier part, a rigidly connected
input gear would not produce any rotation of the output gear with respect to the output shaft.
You can select the initial configuration of the synchronizing mechanism by choosing one of the following
options:
• Input gear connected to input shaft (input gear perpendicular JPRIM is active)
• Output gear connected to output shaft (output gear perpendicular JPRIM is active)
In the Standard Interface (see Interface Modes), you can vary values for the following:
• Reduction ratio, in case it was not parameterized on the gear revolution geometries
• Gear pair configuration
• Output-to-input direction
• Backlash
• Stiffness
• Damping
• Sharpness factor
• Ratio
36 Adams/Driveline
Gear Pairs
Request Definition
Result name: gear_states_1 (input gear/shaft) and gear_states_2 (output gear/shaft)
Gear Parameters
Component Component
Component: name: units: Definition:
F2 angle angle The angle between the two parts (gear and
shaft).
F3 angular_velocity angular velocity The relative velocity between the two parts
(gear and shaft).
F4 torque torque Rotational force exerted by the synchronizer
element.
37
Hypoid Gear Forces
This component represents hypoid gear forces. It consists of the following objects:
• A general force featuring the actions and reactions between the ring gear and pinion gear.
• Two differential equations to calculate gear angular error and angular error integral.
The forces exchanged between ring gear and pinion gear at the mesh point can be evaluated as shown in
the following tables.
GEAR
GEAR
40 Adams/Driveline
Hypoid Gear Forces
Adams/Driveline implements the component with general forces using, as reference, frame markers
positioned at the gear mesh point. It calculates the location and orientation of these reference markers
into the component using data you provide.
41
Hypoid Gear Forces
The following figure shows how you must orient reference frames for a correct evaluation of gear forces
:
You must create the case reference frame on the intersection of the z-axis of the pinion reference frame
and the z-axis of the ring reference frame. Adams/Driveline uses the case reference frame to locate the
marker at the gear contact point.
In the Template Builder, you can specify the parameters as shown next.
Hypoid Gear Parameters
Parameter: Description:
Pinion gear I part Rigid part modeling the pinion
Pinion gear J part Rigid part to which pinion part is connected
Ring gear I part Rigid part modeling the ring gear
Ring gear J part Rigid part to which ring gear is connected
Pinion reference frame At pinion gear joint location, z-axis pointing towards pinion apex
Ring reference frame At ring gear joint location, z-axis pointing towards ring apex
Case reference frame At crossing point of ring reference frame and pinion reference frame
Stiffness Gear forces stiffness
Damping Gear forces damping
42 Adams/Driveline
Hypoid Gear Forces
Parameter: Description:
Differential location Front or rear
Property file Stores the hypoid gear properties (see Hypoid Gear Example Property File).
• PINION_N_OF_TEETH
• PRESSURE_ANGLE
• PINION_OFFSET
• PINION_MEAN_CONE_DISTANCE
• PINION_PITCH_ANGLE
• PINION_MEAN_SPIRAL_ANGLE
• RING_N_OF_TEETH
• RING_MEAN_CONE_DISTANCE
• RING_PITCH_ANGLE
• RING_MEAN_SPIRAL_ANGLE
• RING_OFFSET_ANGLE
• RING_FACE_WIDTH
• RING_PITCH_APEX
RING_MEAN_SPIRAL_ANGLE = 27.20
RING_OFFSET_ANGLE = 20.0667
RING_FACE_WIDTH = 32.512
RING_PITCH_APEX = 3.556
44 Adams/Driveline
Limited Slip Differentials
This component is described as a force acting between differential side gears and the differential casing.
No additional parts are modeled.
Learn about limited slip differentials:
• Creating or Modifying Limited Slip Differentials
• About Limited Slip Differentials
• Torque-sensing - You must specify the bias ratio and the torque and speed thresholds at which
the differential starts transferring torque. You must also specify an Adams variable which defines
the input torque. (In some cases, this variable is replaced by an input communicator pointing to
an Adams variable defined in another subsystem.) Select Torsen Type A/B to represent an even
torque split between the differential outputs. Select Torsen Type C to represent a center
differential with a user-specified Nominal Torque Split. The percentage of torque applied to the
first and second gear parts must add up to 100. For example, if user enter 30 for First Ratio,
Adams/Driveline will suggest 70 for the Second Ratio.
The expression of the differential torque is as follows:
Diff Torque = Input Torque * Scale / Kinematic Ratio * STEP(Dw, -Speed Threshold, -1, Speed
Threshold, 1)*
STEP(Input Torque, -Torque Threshold, -1, Torque Threshold, 1)
This torque function is applied to both halves of the differential. The difference in sign is
handled by the definitions of the I and J markers of the two torques.
where:
You can deactivate the limited slip differential using the Adams/Driveline Activity Wizard.
In the Standard Interface, you can vary values for the following:
• Property file (for viscous-sensing limited slip differentials)
• Friction (for clutch-pack limited slip differentials)
• Friction arm (for clutch-pack limited slip differentials)
• Preload (for clutch-pack limited slip differentials)
• Ramp (for clutch-pack limited slip differentials)
• Side gear radius (for clutch-pack limited slip differentials)
• Bias ratio (for torque-sensing limited slip differentials)
• Torsen type (for torque-sensing limited slip differentials)
• Torque threshold (for torque-sensing limited slip differentials)
• Speed threshold (for torque-sensing limited slip differentials)
• First ratio (for Type C torque-sensing limited slip differentials)
• Second ratio (for Type C torque-sensing limited slip differentials)
46 Adams/Driveline
Limited Slip Differentials
Request Definition
Component Component
Component: name: units: Definition:
F2 left angular velocity RPM The angular velocity of the left side gear.
F3 right angular velocity RPM The angular velocity of the right side gear.
F4 left force torque Torque applied between the left side gear
and the differential casing.
F6 right force torque Torque applied between the right side gear
and the differential casing.
Subsystem Parameters
• Type
• Property file
• Bias ratio
• Torque threshold
47
Planetary Gears
Planetary Gears
Request Definition
Result name: request1
Component Component
Component: name: units: Definition:
F2 Sun_rpm angular velocity Angular velocity of the sun with respect to the
powerplant.
F3 Ring_rpm angular velocity Angular velocity of the ring with respect to the
powerplant.
F4 Carrier_rpm angular velocity Angular velocity of the carrier with respect to the
powerplant.
49
Planetary Gears
Component Component
Component: name: units: Definition:
F2 Sun_backlash angle Angular lash between sun and sun lash parts.
F3 Ring_backlash angle Angular lash between ring and ring lash parts.
F6 Sun_torque torque Torque acting between sun and sun lash parts.
F7 Ring_torque torque Torque acting between ring and ring lash parts.
Subsystem Parameters
Property file (<db_name>/torque_converters.tbl)
50 Adams/Driveline
Ravigneaux Gears
Ravigneaux Gears
Request Definition
Result name: request1
Component Component
Component: name: units: Definition:
F2 Sp_Sun_rpm angular velocity Angular velocity of the short pinion sun with
respect to the powerplant.
F3 LP_sun_rpm angular velocity Angular velocity of the long pinion sun with
respect to the powerplant.
F4 Ring_rpm angular velocity Angular velocity of the ring with respect to the
powerplant.
F6 Carrier_rpm angular velocity Angular velocity of the carrier with respect to the
powerplant.
Component Component
Component: name: units: Definition:
F2 Sp_Sun_backlash angle Angular lash between the short pinion
sun and its lash parts.
F3 Lp_Sun_backlash angle Angular lash between the long pinion
sun and its lash parts.
F4 Ring_backlash angle Angular lash between the ring and ring
lash parts.
F6 SP_Sun_torque torque Torque acting between the short pinion
sun and its lash parts.
F7 LP_Sun_torque torque Torque acting between the long pinion
sun and its lash parts.
F8 ring_torque torque Torque acting between the ring and ring
lash parts.
Subsystem Parameters
Property file (<db_name>/torque_converters.tbl)
53
Ride Wheels
Ride Wheels
driveline model. The traction force is applied at the wheel center. Therefore, a torque is needed equal to
the traction torque times the loaded tire radius.
If we call the vertical force between the ring and the road Fz, then we can say that the traction force, Fx,
is equal to:
Fx = m * Fz
where:
The friction coefficient is calculated using the tire slip and the spline defining the dependency of the
friction on the tire slip (see figure Friction-Slip Function). The calculation follows:m = AKISPL(slip,0,
friction_spline) * friction_var
where:
Friction-Slip Function
Adams/Driveline evaluates the tire slip according to the following formula (note that slip will be always
between -1 and 1):
slip = MAX(MIN((V - wr)/ABS(v), 1), -1)
where:
Note that the reason why the ring part is connected to the road instead of the ground is because this
modeling technique allows you to put vertical and longitudinal actuators between the road and the
ground. This makes it possible to apply imposed motions to the full-vehicle model, such as known road
profiles or frequency sweep profiles.
The interposition of a rotational spring damper between the rim and the ring part is very important for
those analyses in which it is important to capture natural frequencies of the tire, such obstacle-passing
maneuver or tip in - tip out analyses.
Request Definition
Component Component
Component: name: units: Definition:
F2 Longitudinal slip none The longitudinal slip of the tire.
F3 Omega RPM The angular velocity of the tire.
56 Adams/Driveline
Ride Wheels
Component Component
Component: name: units: Definition:
F4 Traction force Traction force exerted by the tire.
F6 Vertical force force Vertical load on the tire.
Subsystem Parameters
Property file
-0.87 -0.6945
-0.83 -0.7061
-0.79 -0.7265
-0.75 -0.7497
-0.7 -0.7673
-0.666 -0.7847
-0.62 -0.8021
-0.58 -0.8168
-0.54 -0.8312
-0.5 -0.8487
-0.45 -0.8662
-0.41 -0.8837
-0.375 -0.9012
-0.33 -0.9274
-0.29 -0.9477
-0.25 -0.9639
-0.2 -0.9869
-0.166 -0.9927
-0.125 -1.0007
-8.0E-02 -0.9777 -4.0E-02 -0.8092 0.0 0.0 4.0E-02 0.8092
8.0E-02 0.9777
0.125 1.0007
0.166 0.9927
0.2 0.9869
0.25 0.9639
0.29 0.9477
0.33 0.9274
0.375 0.9012
0.41 0.8837
0.45 0.8662
0.5 0.8487
0.54 0.8312
0.58 0.8168
0.62 0.8021
0.666 0.7847
0.7 0.7673
0.75 0.7497
0.79 0.7265
0.83 0.7061
0.87 0.6945
0.91 0.6799
0.95 0.6624
1.0 0.6508
58 Adams/Driveline
Torque Converters
Torque Converters
This component allows you to define a torque converter in the driveline model.
Learn about torque converters:
• Creating or Modifying Torque Converters
• About Torque Converters
• Example Torque-Converter Property File
On these three parts, you apply (at least) three different forces:
• Impeller drag
• Turbine torque
59
Torque Converters
• Converter damping
• Lockup clutch torque (optional)
These forces are defined according to the content of the property file you specify.
The property file stores two curves:
• Torque ratio versus speed ratio
• Capacity factor versus speed ratio
Capacity factor is defined as input speed divided by the square root of the input torque, as a function of
speed ratio. The units are angular_velocity/SQRT(torque), where the units of angular_velocity and
torque are defined in the property file.
The following figures show sample plots for these two curves.
Torque Ratio
60 Adams/Driveline
Torque Converters
Capacity Factor
The torque converter includes a clutch part that is connected to the turbine with a torsion spring. The
clutch allows the direct engagement of the impeller to the turbine when the torque converter change-over
point is reached. You can define the clutch expression by either specifying the change-over point (the
speed ratio at which the clutch must be engaged) or a clutch expression as a function of time.
Adams/Driveline uses the following formulas to evaluate action and reaction torque:
Impeller drag (acting between impeller and turbine):
direction * STEP5(speed_ratio,0.995,1,1.005,-1) * (1/ucf_angle_to_radians*WZ(I,J,J) /
Capacity_factor)**2
Turbine torque (acting between turbine and case):
direction * - impeller_drag * AKISPL(speed_ratio,0, torque_ratio,0)
Converter damping (acting between turbine and clutch part):
-clutch_torsional_stiffness*AZ(I,J) - clutch_torsional_damping*WZ(I,J,J)
Lockup clutch (acting between impeller and clutch part) torque:
clutch switch * clutch torque
You can define the clutch torque either as a user-entered function of time or as a change-over point. For
the case of a change-over point, the clutch torque function will be:
STEP5(speed_ratio, change_over_point - .05, 0, change_over_point + .05, -clutch_slip_gain *
WZ(I,J,J))
61
Torque Converters
In the Standard Interface, you can vary the property file, direction, and lockup clutch actuation method.
Request Definition
Result name: torque_cvtr_results
Subsystem Parameters
Property file (<db_name>/torque_converters.tbl)
FORCE = 'pound_force'
ANGLE = 'deg'
MASS = 'pound_mass'
TIME = 'sec'
$---------------------------------------------TORQUE_CONVERTER_HEADER
[TORQUE_CONVERTER_HEADER]
MODEL = 'torque_ratio_capacity_factor'
CLUTCH_ACTIVE = 'yes'
$--------------------------------------------------------------CLUTCH
[CLUTCH]
$ clutch mass & inertia properties
MASS = 2.2
IXX = 1
IYY = 1
IZZ = 2
$ clutch connection properties
$ to turbine:
CLUTCH_TORSIONAL_STIFFNESS = 18
CLUTCH_TORSIONAL_DAMPING = 18
$ to impeller:
CHANGE_OVER_POINT = 0.8
CLUTCH_SLIP_GAIN = 0.6
$--------------------------------------------------------TORQUE_RATIO
[TORQUE_RATIO]
{speed_ratio torque_ratio}
-5.000 1.769
-2.000 1.769
-1.000 1.769
0.000 1.769
0.123 1.674
0.251 1.573
0.382 1.457
0.509 1.348
0.636 1.241
0.736 1.159
0.809 1.094
0.868 1.038
0.895 1.012
0.903 1.009
0.908 1.009
0.914 1.009
0.918 1.009
0.922 1.009
0.926 1.009
0.930 1.009
0.934 1.009
0.937 1.007
0.940 1.007
0.943 1.007
0.945 1.007
0.948 1.007
0.950 1.007
0.953 1.006
0.955 1.006
63
Torque Converters
0.957 1.004
0.959 1.004
0.961 1.004
0.963 1.004
0.965 1.004
0.996 1.004
0.997 1.004
0.998 1.004
1.001 1.130
1.006 1.120
1.013 1.058
1.019 1.040
1.020 1.030
1.025 1.025
1.032 1.021
1.052 1.015
1.100 1.012
1.208 1.010
1.258 1.009
1.328 1.006
1.423 1.005
1.592 1.006
1.808 1.004
2.166 1.005
2.833 1.006
4.172 1.005
8.283 1.005
$-----------------------------------------------------CAPACITY_FACTOR
[CAPACITY_FACTOR]
{speed_ratio capacity_factor}
-5.000 956.4
-2.000 956.4
-1.000 956.4
0.000 956.4
0.123 945.6
0.251 935.4
0.382 927.0
0.509 928.8
0.636 931.8
0.736 967.2
0.809 1026.0
0.868 1093.2
0.895 1127.4
0.903 1183.2
0.908 1241.4
0.914 1300.2
0.918 1359.0
0.922 1417.2
0.926 1475.4
0.930 1533.0
0.934 1591.2
0.937 1650.0
0.940 1707.6
0.943 1766.4
64 Adams/Driveline
Torque Converters
0.945 1824.6
0.948 1882.8
0.950 1940.4
0.953 1996.8
0.955 2054.4
0.957 2112.6
0.959 2170.8
0.961 2229.0
0.963 2285.4
0.965 2343.6
0.996 7432.8
0.997 30000.0
0.998 210000.0
1.001 210000.0
1.006 7407.0
1.013 5301.0
1.019 4350.0
1.020 3771.6
1.025 3411.0
1.032 3050.4
1.052 2674.2
1.100 2325.6
1.208 2056.8
1.258 1929.6
1.328 1812.6
1.423 1697.4
1.592 1624.2
1.808 1534.8
2.166 1467.6
2.833 1444.8
4.172 1422.6
8.283 1413.0
65
Torsion Springs
Torsion Springs
This component represents a simple torsional spring-damper connector. A torsion spring describes a
rotational connection between two parts. Adams/Driveline models the torsion spring with a single-
component force that works with the relative angular displacement and the relative angular velocity.
Adams/Driveline creates a revolute joint between the I and J parts.
Learn about torsion springs:
• Creating or Modifying Torsion Springs
• About Torsion Springs
• T = Resulting torque
• Stiffness = Torsional stiffness
• Damping = Torsional damping
• Hysteresis = Total hysteresis torque
• I mar = Marker belonging to the I part
• J mar = Marker belonging to the J part
Note: The following applies to those using these components for shaft elasticity: In the
create/modify dialog box in the Template Builder and in the modify dialog box in the
Standard Interface (learn about the Interface Modes), you can access an additional dialog
box that helps you select "first attempt" values for Stiffness and Damping based upon the
material, length, and section type of the shaft. This option can be very useful in early stage
studies in which adequate data are not yet available.
In the Standard Interface, you can vary values for torsional stiffness and damping for a Linear torsion
spring. For a Non-linear torsion spring, you can vary values for damping, hysteresis, and property file.
The property file for a non-linear torsion spring contains a curve of torque vs. angle. You can also remove
the compliance of the torsion spring from your system by setting Lock = yes.
Request Definition
Result name: <torsion spring name>_data
Component Component
Component: name: units: Definition:
F2 angular angle The angle between the two parts connected
with the torsion spring.
F3 angular velocity angular velocity The angular velocity between the two parts
connected by the torsion spring.
F4 torque torque Torque exerted between the two parts
connected by the torsion spring.
Subsystem Parameters
• Property file
• Spring type
67
Torsion Springs
• Stiffness
• Damping
• Hysteresis
• Lock
Unbalanced Mass
This component describes an unbalanced mass by its unbalanced momentum.
Learn about unbalanced mass:
• Creating or Modifying Unbalanced Mass
• About Unbalanced Mass
Viscous Coupling
This component represents viscous coupling. A property file determines the viscous characteristics. The
component consists of a rotational force acting between the two parts with the location and orientation
determined by the selected construction frame. A viscous coupling describes a force-based connection
between two parts. A viscous coupling exerts a torque whenever the relative angular velocity between
two parts exceeds a certain value. When the relative angular velocity is zero, no torque is transmitted.
Learn about viscous coupling:
• Creating or Modifying Viscous-Coupling Components
• About Viscous-Coupling Components
• Example Viscous-Coupling Property File
where:
• T = Resulting torque
• Spline = The two-dimensional spline that defines the slip-speed versus torque characteristic
• I mar = Marker belonging to the I part
• J mar = Marker belonging to the J part
In steady state conditions, equal velocities of the two half shafts produce a 0.0 torque.
In the Standard Interface, you can vary values for the property file, which effectively determines the
torque/slip-speed characteristic.
Request Definition
Result name: vcoupling_states
Component Component
Component: name: units: Definition:
F2 angular angle The angle between the two parts connected with
displacement the vcoupling element.
F3 velocity velocity Relative angular velocity.
F4 force force Force exerted by the viscous coupling element.
Subsystem Parameters
Property file (<db_name>/differentials.tbl) (see Viscous Coupling Example Property File)
$-----------------------------------------------------MDI_HEADER
[MDI_HEADER]
FILE_TYPE = 'tor'
FILE_VERSION = 1.0
FILE_FORMAT = 'ascii'
$-----------------------------------------------------UNITS
[UNITS]
LENGTH = 'mm'
FORCE = 'newton'
ANGLE = 'deg'
MASS = 'kg'
TIME = 'sec'
$-----------------------------------------------------MODE
[MODE]
$ time_distance_mode = time, distance
TIME_DISTANCE_MODE = 'time'
$-----------------------------------------------------DATA
[DATA]
$COLUMN: input type: type of input data:
$ (c1) time/distance time or distance traveled
$ (c2) torque torque
(XY_DATA)
{ time_dist torque }
0 0.0
0.01 0.0
0.02 0.0
0.03 0.0
0.04 0.0
0.05 0.0
0.06 0.0
0.07 0.0
0.08 0.0
0.09 0.0
0.1 0.0
0.11 13388.2
0.12 4206
0.13 14909.1
0.14 14906.6
0.15 13378.1
0.16 16444.9
0.17 14918.3
0.18 7267
0.19 16438.3
0.2 8787.9
Working with Templates
2 Adams/Driveline
Introducing the Templates
Overview of Analyses
Adams/Driveline allows you to create virtual prototypes of vehicle subsystems, and analyze the virtual
prototypes much like you would analyze the physical prototypes.
Adams/Driveline lets you analyze virtual prototypes of full vehicles. Using Adams/Driveline, you can:
• Easily modify the geometry and the properties of the components of your subsystems.
• Select from a standard set of vehicle maneuvers to evaluate the dynamic characteristics of your
virtual prototype.
• View the vehicle states and other characteristics through plots.
Bench-Test Analysis
A bench-test Analysis is a generic Adams/Driveline analysis in which you can specify an end time and
the number of steps.
Adams/Driveline assumes that you have previously set the model to perform any kind of analysis. You
can use this analysis any time standard analyses (such as step torque, and ramp torque) are not exactly
what you want to perform.
To perform this analysis, you must first create either a full-vehicle assembly or a bench-test assembly.
Note: If your assembly does not use a subsystem with initial condition motions,
Adams/Driveline informs you that there are no IC motions in your template. Select
OK, and the Driveline IC Motions Status dialog box opens.
4. Select Close.
Adams/Driveline skips the deactivated point motions from the group called lock array, and
ignores them during the initial velocity analysis.
6 Adams/Driveline
Setting up Initial-Velocity Analyses
Restrictions
Note the following when running the Initial Velocity Analysis:
• If you do not use a standard tire subroutine, the Adams/Car CONSUB will not recognize the tire
as a wheel part; therefore, no initial rotational velocity will be given to the tires. In this case, you
must manually add an initial rotational velocity to the wheel part. If you use Adams/Driveline
ride tires, the initial rotational velocity of the wheels is set automatically when the tires are
created.
• If you build a model with standard Adams/Car components, Adams/Driveline will not
automatically create the ic_motion. You can create the ic_motion in the Template Builder by
selecting the Driveline Components menu, pointing to Advanced, and then selecting IC Motions
Create.
• Currently, the procedure of setting initial rotational velocity only works for Adams/Driveline-
specific analyses. This is due to the specific set-up macro being called from a submit macro.
Running Analyses 7
Setting up Initial-Velocity Analyses
• If you manually specify initial rotational velocity on two parts that are constrained to each other,
Adams/Driveline will calculate the average initial rotational velocity and use it for both parts
(and all parts constrained to them).
• If you are driving the model with a motion active during the initial condition analysis, the motion
velocity will overwrite all initial rotational velocities set on parts constrained by the motion.
8 Adams/Driveline
Setting up model for Adams/Car SDI full vehicle analyses
Min.
requirement for
From Driving machine
The input Belongs to minor closed loop
communciator: the class: role: Receives: events:
cis_crankshaft_ratio parameter_real any
cis_diff_ratio parameter_real any Real parameter variable for final
drive ratio, from the powertrain
subsystem.
cis_drive_torque_bias_front parameter_real any
cis_engine_idle_rpm parameter_real any
cis_engine_revlimit_rpm parameter_real any
cis_engine_rpm solver_variable any Adams/Solver variable for engine yes
revolute speed, in rotations per
minute, from the powertrain
subsystem.
Running Analyses 9
Setting up model for Adams/Car SDI full vehicle analyses
Min.
requirement for
From Driving machine
The input Belongs to minor closed loop
communciator: the class: role: Receives: events:
cis_engine_speed solver_variable any Adams/Solver variable for engine yes
revolute speed, in radians per
second, from the powertrain
subsystem.
cis_engine_map spline any Engine torque map from yes
powertrain subsystem.
cis_max_engine_braking_tor solver_variable any Engine torque at zero throttle yes
que
cis_max_engine_driving_tor solver_variable any Engine torque at full throttle yes
que (100%)
cis_max_engine_speed parameter_real any Output from powertrain yes
subsystem (maximum engine rpm
value).
cis_max_gears parameter_inte any Output from powertrain yes
ger (maximum number of allowed
gears).
cis_min_engine_speed parameter_real any Output from powertrain yes
subsystem (minimum engine rpm
value, used for shifting strategy).
cis_transmission_efficiency parameter_real any
cis_transmission_input_ome solver_variable any The transmission input engine yes
ga variable from the powertrain
template. Expressed in radians per
second
cis_transmission_spline spline any Spline for transmission gears
(output from powertrain:
reduction ratios for every gear).
In the dynamic simulation, the engine torque is calculated from a three-dimensional engine map spline
where the two independent parameters are throttle demand and engine speed. The throttle demand signal
is received from the Driving Machine while the engine speed can be measured in the engine model by
using standard Adams/Solver expressions. The engine speed can for example be evaluated by using the
WZ function when a rotating crank shaft part exists in the engine model or with the VARVAL function
when the engine speed is calculated in a state variable.
In the Quasi-Static setup simulation, the throttle demand is instead calculated by using a differential
equation and the engine speed is calculated from the quasi-static wheel speeds and the different known
ratios in the driveline (gear ratio, differential ratio, and so on.). With these two quantities calculated, the
static engine torque can be derived by using the very same engine map spline that is used in the dynamic
simulation.
So, how is the Quasi-Static steady state wheel speed calculated? During the static equilibrium analysis,
the wheels are prevented from rotating relative to ground by using perpendicular primitive joints and the
body is constrained to ground with an inline primitive joint. The throttle demand differential equation
and the tire general state equations strives to zero out the reaction torque/force in these joints (since there
should be no accelerations for a constant velocity). The result is that the drive torque gets balanced by
the longitudinal tire forces which are dependent on the longitudinal wheel slips. Once the slip is
calculated by the static solver and the initial velocity of the vehicle speed is known, the wheel speed can
be evaluated. During the static solver iterations, the only unknown states are the wheel longitudinal slips
of the driven wheels. All other states such as wheel speeds, engine speed, engine torque and throttle
demand are therefore directly or indirectly dependent on these slip values.
Since wheel speeds can not be accessed directly in the static equilibrium analysis by using standard
Adams/Solver expressions, these speed values can be evaluated by using the Adams/Solver VARSUB
subroutine, VAR1004. Besides the information about I and J markers, the routine needs also information
about which tire (slip) to evaluate. The call to the subroutine is done in the brake templates in the
Adams/Car and Adams/Driveline shared database models. In the Adams/Driveline SDI model,
JEEP_RWD_SDI.asy, the wheel speeds are also published to other subsystems via output
communicators. More information about the implementation done in that shared model can be found in
the section “Implementation in shared Adams/Driveline SDI vehicle model.”
From
The input Belongs to minor
communciator: the class: role: Receives: Transmitts:
cos_engine_rpm_sse solver_variable any engine_rpm_ Adams/Solver variable for (back) calculated
sse engine speed, in revolutions per minute, in the
Quasi-Static (steady state) equilibrium phase
The output communicator above has to point to a state variable which calculates the engine speed during
the quasi-static equilibrium analysis. The engine speed during this analysis type can be calculated as in
the equation below:
engine_speed = total_drive_line_ratio * wheel_speed (1)
Where the wheel_speed is the Quasi-Static speed of the wheels that can be accessed via a VAR1004 call.
The total driveline ratio should be calculated as the ratio of engine speed and wheel speed for the given
gear position and it includes all ratios in the model such as gear ratio, differential reduction ratio, etc.
If the requirements above are satisfied, the expression of rpm_input state variable in the ac_dyno element
gets automatically adjusted for the Quasi-Static setup analysis, as explained below:
Standard expression of rpm_input state variable:
WZ(ac_dyno.i_marker,ac_dyno.j_marker,ac_dyno.j_marker)*60/(2*PI)
Modified expression of rpm_input state variable to suit a Quasi-Static setup analysis:
(IF(MODE-5:0,1,0)+IF(MODE-6:0,1,0))*
VARVAL(cos_engine_rpm_sse_adams_id)
+
(IF(MODE-4:1,1,0)+IF(MODE-6:0,0,1))*
WZ(ac_dyno.i_marker,ac_dyno.j_marker,ac_dyno.j_marker)*60/(2*PI)
It is only during mode 5 and 6 (static equilibrium and quasi-static equilibrium) that the value from the
engine_rpm_sse output communicator is used. For all other simulation modes, the original expression
is kept.
When running an Adams/Car SDI analysis with a Quasi-Static setup, the following message is shown in
the Message Window if the setup of the ac_dyno worked properly:
Setting up rpm_input variable in dyno (name of ac_dyno)
to support Quasi-Static Straight-Line Setup...
Setup of dyno is completed.
12 Adams/Driveline
Setting up model for Adams/Car SDI full vehicle analyses
If an ac_dyno is not used in the assembly, that is, you have modeled your own engine torque
implementation, you are still able to use the Quasi-Static setup capability if the following conventions
are applied:
1. The engine torque has to be dependent on throttle demand and engine speed. Throttle demand
value of 100 should produce maximum engine torque for the specific engine speed.
2. Engine speed expression used in the engine torque calculation needs to be setup in a way that it
is still valid in the Quasi-Static setup analysis. The user can use the modified rpm_input state
variable expression shown previously as an example. A recommendation is also to use the wheel
speeds that are calculated in the way that is done in the shared Adams/Driveline brake system
template.
Lastly, it is required that the different powertrain/driveline components properly inherit the calculated
Quasi-Static wheel speeds in the initial velocity analysis. This can be accomplished by correctly setting
up the initial condition motions. More information can be found in the section “Setting up Initial
Condition Motions Activity Analyses” and in section “Setting up Initial-Velocity Analyses.”
In the Figure 1 an overview of these systems in the assembly is shown. The powertrain/driveline related
communication from and to the full vehicle SDI testrig and the internal communication used for the
Quasi-Static setup is presented as well. The green “In” arrows shows communicators to a certain
subsystem while the blue “Out” arrows lists the information sent from the subsystem.
Running Analyses 13
Setting up model for Adams/Car SDI full vehicle analyses
Most of the SDI testrig input communicators listed in table 1 are matched in this configuration and the
required output communicator “engine_rpm_sse” for the Quasi-Static setup is here located in the engine
system. The total_driveline_ratio in equation [2] is here divided into two parameters, gear_ratio and
diff_ratio, and can be expressed as below:
total_driveline_ratio = gear_ratio [gear position] * diff_ratio (2)
Next, the powertrain/driveline related communication between the different systems and the parameters
such as those above are described in more detail.
Brake system
Starting from the brake system, calls are made to the VAR1004 subroutine that calculates the wheel
speeds values during the Quasi-Static setup equilibrium phase. These speed values are then published to
other subsystem via the output communicators listed below:
14 Adams/Driveline
Setting up model for Adams/Car SDI full vehicle analyses
• left_front_wheel_omega
• right_front_wheel_omega
• left_rear_wheel_omega
• right_rear_wheel_omega
The inputs to the brake system are mainly brake_demand (received from the SDI testrig) and the tire
forces (from the wheel templates). The id’s of the tire forces are passed as parameters in the VAR1004
calls, see Table 6.
This template originates from the shared Adams/Car template _brake_system_4Wdisk.tpl. The only
difference is that the Adams/Driveline version publishes the wheel speeds.
More complete brake system information about entities related to SDI testrig and Quasi-Static setup are
shown in the tables below:
Running Analyses 15
Setting up model for Adams/Car SDI full vehicle analyses
Table 4 Input communicators in brake system which are related to SDI testrig and
Quasi-Static setup
Communicators:
The input communicator: Belongs to class: Minor role: Matching name:
cis_brake_demand solver_variable any brake_demand
cil_rear_tire_force force rear tire_force
cil_front_tire_force force front tire_force
Table 5 Output communicators in brake system which are related to SDI testrig and
Quasi-Static setup
Table 6 States variables in brake system which are related to SDI testrig and Quasi-
Static setup
State variables:
Subroutine
The state variable: parameter: Parameter value:
left_front_wheel_omega par1 1004
par2 (mtl_front_rotor_to_wheel.ptl_actuator_i_1.adams_id)
par3 (mtl_front_suspension_upright.ptl_actuator_j_1.adams_id)
par4 (mtl_front_suspension_upright.ptl_actuator_j_1.adams_id)
par5 (cil_front_tire_force_adams_id)
right_front_wheel_omega par1 1004
par2 (mtr_front_rotor_to_wheel.ptr_actuator_i_1.adams_id)
par3 (mtr_front_suspension_upright.ptr_actuator_j_1.adams_id)
par4 (mtr_front_suspension_upright.ptr_actuator_j_1.adams_id)
par5 (cir_front_tire_force_adams_id)
left_rear_wheel_omega par1 1004
par2 (mtl_rear_rotor_to_wheel.ptl_actuator_i_2.adams_id)
par3 (mtl_rear_suspension_upright.ptl_actuator_j_2.adams_id)
par4 (mtl_rear_suspension_upright.ptl_actuator_j_2.adams_id)
par5 (cil_rear_tire_force_adams_id)
right_rear_wheel_omega par1 1004
par2 (mtr_rear_rotor_to_wheel.ptr_actuator_i_2.adams_id)
par3 (mtr_rear_suspension_upright.ptr_actuator_j_2.adams_id)
par4 (mtr_rear_suspension_upright.ptr_actuator_j_2.adams_id)
par5 (cir_rear_tire_force_adams_id)
Driveline
This rear-wheel drive model uses the rear wheel speeds from the brake system to calculate the
transmission output speed to be used in the Quasi-Static setup analysis phase, as per the equation below:
Running Analyses 17
Setting up model for Adams/Car SDI full vehicle analyses
transmission_output_omega_sse =
(left_rear_wheel_omega+right_rear_wheel_omega)/2*diff_ratio (3)
The transmission output shaft speed is then communicated to other subsystems (used in the engine
system in this case). Another output from this system is the diff_ratio which is used by SDI testrig. The
diff_ratio parameter value is taken from the reduction gear ratio set in the differential gear arrangement;
see Figure 3.
Note that the transmission output speed (that is, the speed of the input propeller shaft) in equation [3] is
not used in any dynamic analysis, where the speed is instead determined by dynamic torque from the
gearbox, resistance torque from the differential gear parts, inertia and compliance effects of the propeller
shaft, different lash effects, and so on.
More complete driveline information about entities related to SDI testrig and Quasi-Static setup are
shown in the tables below:
18 Adams/Driveline
Setting up model for Adams/Car SDI full vehicle analyses
Table 7 Input communicators in driveline system which are related to SDI testrig and
Quasi-Static setup
Communicators:
The input Belongs to Minor
communicator: class: role: Matching name:
cis_left_rear_wheel_omega solver_variable any left_rear_wheel_omega
cis_right_rear_wheel_omega solver_variable any right_rear_wheel_omega
Table 8 Output communicators in driveline system which are related to SDI testrig and
Quasi-Static setup
Table 9 State variables in driveline system which are related to SDI testrig and Quasi-
Static setup
State variables:
The state variable: Function:
VAR_transmission_output_ome (VARVAL(cis_left_rear_wheel_omega_adams_id)+
ga_sse VARVAL(cis_right_rear_wheel_omega_adams_id))/2*grsred_pinion_drive_to_
ring.reduction_ratio
Table 10 Reduction Gears in the driveline system which are related to SDI testrig and
Quasi-Static setup
Reduction gears:
The reduction gear: Joint1: Joint2: Default ratio:
grsred_pinion_drive_to_ring josrev_diff_input josrev_diff_case_body 2.6
Gearbox
The gearbox model uses the transmission_demand and clutch_demand from the SDI testrig and
publishes to the testrig the gear ratios for all gear positions (transmission_spline), highest gear position
number (max_gears) and a scalar value between 0 and 1 which represent a transmission efficiency value.
This value is used in (Driving Machine) SmartDriver events. The gearbox input shaft speed
(transmission_input_omega) is published to the SDI testrig as well.
Running Analyses 19
Setting up model for Adams/Car SDI full vehicle analyses
Since this gearbox can not switch gears during the simulation, the transmission_demand information is
only used to calculate the gear ratio value (gear_ratio) for the initial gear position; see expression in
Table 15. This value is used in the Quasi-Static setup analysis by the engine subsystem.
More complete gearbox information about entities related to SDI testrig and Quasi-Static setup are shown
in the tables below:
Table 11 Input communicators in gearbox system which are related to SDI testrig and
Quasi-Static setup
Communicators:
The input Belongs to Minor
communicator: class: role: Matching name:
cis_clutch_demand_1 solver_variable inherent clutch_demand
cis_clutch_demand_2 solver_variable inherent clutch_demand
cis_transmission_demand solver_variable inherit transmission_demand
20 Adams/Driveline
Setting up model for Adams/Car SDI full vehicle analyses
Table 12 Input communicators in gearbox system which are related to SDI testrig and
Quasi-Static setup
Table 13 State variables in gearbox system which are related to SDI testrig and Quasi-
Static setup
State variables:
Table 14 Splines in gearbox system which are related to SDI testrig and Quasi-Static
setup
Splines:
The spline: Spline values:
gear_ratio_spline -3.0 (dummy value)
0.0
(ues_gear1.ratio)
(ues_gear2.ratio)
(ues_gear3.ratio)
(ues_gear4.ratio)
(ues_gear5.ratio)
Running Analyses 21
Setting up model for Adams/Car SDI full vehicle analyses
Table 15 Parameter and variables in gearbox system which are related to SDI testrig and
Quasi-Static setup
Parameters / variables:
The parameter/variable name: Type: Units: Default value / parameterisation:
pvs_max_gears integer 5
pvs_transmission_efficiency real no_units 1.0
gear_ratio real VALAT(gear_ratio_spline.xs, gear_ratio_spline.ys,
cis_transmission_demand.object_value.initial_condition
)
Engine
The engine template has in this case the largest portion of the powertrain/driveline related
communication with the SDI testrig. The input from the SDI testrig to the engine is the throttle demand
(throttle_ demand) while it publishes information different dynamic engine speed and engine torque
quantities, as in Figure 5 and Table 16 below. In the Quasi-Static setup analysis, the engine speed is
calculated as below:
engine_rpm_sse = gear_ratio * transmission_output_omega_sse (4)
where the gear_ratio parameter value is received from the gearbox subsystem and the Quasi-Static speed
of the transmission output shaft (transmission_output_omega_sse) comes from the driveline subsystem.
22 Adams/Driveline
Setting up model for Adams/Car SDI full vehicle analyses
More complete engine information about entities related to SDI testrig and Quasi-Static setup are shown
in the tables below:
Table 16 Input communicators in engine system which are related to SDI testrig and Quasi-Static
setup
Communicators:
Belongs to Minor
The input communicator: class: role: Matching name:
cis_throttle_demand solver_variable any throttle_demand
cis_gear_ratio parameter_real inherit gear_ratio
cis_transmission_output_omeg solver_variable any transmission_output_omega_sse
a_sse
Running Analyses 23
Setting up model for Adams/Car SDI full vehicle analyses
Table 17 Output communicators in engine system which are related to SDI testrig and
Quasi-Static setup
Belongs to Minor
The output communicator: class: role: Matching name: Points to entity:
cos_engine_map spline inherit engine_map ues_engine_torque.gss_s
pline
cos_engine_rpm solver_variable inherit engine_rpm VAR_ENGINE_RPM
cos_engine_speed solver_variable inherit engine_speed VAR_ENGINE_OMEG
A
cos_default_downshift_rpm parameter_real inherit min_engine_speed pvs_engine_idle_speed
cos_engine_idle_rpm parameter_real inherit engine_idle_rpm pvs_engine_idle_speed
cos_default_upshift_rpm parameter_real inherit max_engine_speed pvs_engine_rev_limit
cos_engine_max_rpm parameter_real inherit engine_revlimit_rpm pvs_engine_rev_limit
cos_max_engine_braking_torq solver_variable inherit engine_maximum_brakin VAR_max_braking_torq
ue g_torque ue
cos_max_engine_driving_torqu solver_variable inherit engine_maximum_drivin VAR_max_driving_torqu
e g_torque e
cos_engine_rpm_sse solver_variable inherit engine_rpm_sse VAR_ENGINE_RPM_S
SE
Table 18 Ac dyno in the engine system which is related to SDI testrig and Quasi-Static
setup
Dynos:
The Dynos: I Part: J Part:
ues_engine_torque ges_crankshaft ges_engine_block
Table 19 State variables in engine system which are related to SDI testrig and Quasi-
Static setup
State variables:
The state variable: Function:
ues_engine_torque.rpm_input WZ(ues_engine_torque.i_marker,ues_engine_torque.j_marker,ues_engine_torqu
e.j_marker)
*60/(2*PI)
VAR_ENGINE_RPM ABS(wz(ges_crankshaft.jxs_joint_i_8,ges_engine_block.jxs_joint_j_8,
ges_engine_block.jxs_joint_j_8)*60/(2*PI))
VAR_ENGINE_OMEGA VARVAL(VAR_ENGINE_RPM)*PI/30
24 Adams/Driveline
Setting up model for Adams/Car SDI full vehicle analyses
State variables:
The state variable: Function:
VAR_ENGINE_RPM_SSE VARVAL(cis_transmission_output_omega_sse_adams_id)*cis_gear_ratio*30/PI
VAR_max_braking_torque
AKISPL(MAX(0,VARVAL(ues_engine_torque.rpm_input)),0,ues_engine_torqu
e.gss_spline)
VAR_max_driving_torque
AKISPL(MAX(0,VARVAL(ues_engine_torque.rpm_input)),1,ues_engine_torqu
e.gss_spline)
Table 20 Splines in engine system which are related to SDI testrig and Quasi-Static setup
Splines:
The spline: Spline values:
ues_engine_torque.gss_spline 3D dimensional engine map spline:
Table 21 Parameters in engine system which are related to SDI testrig and Quasi-Static
setup
Parameters:
The parameter: Type: Units: Default value:
pvs_engine_idle_speed real no_units 1000.0
pvs_engine_rev_limit real no_units 6000.0
Running Analyses 25
Setting up Impulse-Torque Analyses
Examples
Getting Started Using Adams/Driveline
Example Files:
• Example Bearing Property File
• Example Clutch-Force Property File
• Example Complex-Spring Property File
• Engine Map Property File
• Example Hypoid Gear-Forces Property File
• Example Ride-Wheel Property File
• Example Torque-Converter Property File
• Example Torque-Loadcase File
• Example Viscous-Coupling Property File
Dialog Box - F1 Help 1
Backlash
(Template Builder) Driveline Components -> Translational/Rotational Backlash -> New/Modify Comprehensive
Help
Defines Backlash Components.
The dialog box has two modes: create and modify.
Adams/Driveline models the lash with a force component that exerts a force according to the values you
specify for backlash, contact stiffness, and damping. When the angular displacement of the two parts is
less then the specified backlash, the force is zero. When the angular displacement is greater than zero,
the force is proportionate to the stiffness and damping value.
Bearing
(Template Builder) Driveline Components -> Bearing -> New/Modify Comprehensive Help
Defines Bearings.
The dialog box has two modes: create and modify.
• left/right - You can define either the left or right bearing in the dialog
box, with Adams/Driveline creating the corresponding opposite bearing
by default.
• single - Adams/Driveline creates a non-symmetric bearing.
Bearing Type Enter the type of bearing you want to create.
For more information on the following three parameters, see About Translational Backlash
Components.
Contact Stiffness Enter a real number that defines the contact stiffness. Once the maximum
allowed backlash is reached, Adams/Driveline uses this parameter to model the
contact force between the two parts.
Contact Damping Enter a real number that defines the contact damping. Once the maximum
backlash is reached, Adams/Driveline uses this parameter to model the contact
force between the two parts.
Sharpness Factor Enter a real number that defines the Sharpness Factor. Once the maximum
allowed backlash is reached, Adams/Driveline uses this value to model the
contact force between the two parts.
Axial Backlash Enter the real number that defines the maximum backlash allowed in the axial
direction. The z-axis of the Coordinate Reference determines the axial direction.
Radial Backlash Enter the real number that defines the maximum backlash allowed in the radial
direction. The z-axis of the coordinate reference determines the radial direction.
Diameter Enter the real number that defines the diameter of the bearing. Adams/Driveline
uses this number to create a graphic for the bearing and to evaluate drag force.
Dialog Box - F1 Help 5
Bearing
Learn about:
Bench-Test Analysis
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Bench Test
For more information about road data files, see the Adams/Tire online help.
Dialog Box - F1 Help 7
Bench-Test Analysis
In the text box to the right of Initial Velocity, select the most suitable units
set for the initial velocity. Before performing the analysis, Adams/Driveline
automatically converts the model units to the specified units set.
Gear Position Select the initial gear to be used during the simulation. Adams/Driveline
sets the transmission_demand in the test rig to the value you specify.
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the simulation.
Select to display the Modify Entity Comments dialog box, where you can
add multi-line comments to any entity to describe its purpose and function.
Chain
(Template Builder) Driveline Components -> Chain -> New/Modify Comprehensive Help
Defines a chain.
The dialog box has two modes: create and modify.
Churning-Drag Force
(Template Builder) Driveline Components -> Churning Drag-> New/Modify Comprehensive Help
Clutch Assembly
(Template Builder) Driveline Components -> Complex Components -> Entire Clutch
Creates an entire clutch assembly that includes all the parts and connections shown in the figure Clutch
Assembly.
Clutch Connector
(Template Builder) Driveline Components -> Clutch Connector -> New/Modify Comprehensive Help
Learn about:
Clutch Force
(Standard Interface) Driveline Components -> Clutch Forces Comprehensive Help
Learn about:
Learn about:
Create IC Motion
(Template Builder) Driveline Components -> Advanced -> IC Motions Activity
Creates an initial-conditions (IC) motion in the model. All Adams/Driveline predefined elements already
contain IC motion to set up the rotational velocity initial conditions, but if you either create your own
elements or connect to parts with a spring damper, for example, you must create an IC motion.
Learn about Setting up Initial Condition Motions Activity Analyses.
Differential Assembly
(Template Builder) Driveline Components -> Complex Components -> Entire Differential Unit
Creates an entire open differential assembly that includes all the parts and connections shown in the
figure provided with Topology of Open Differentials dialog box help.
Indicates which point motions are present in each subsystem and lets you deactivate any point motion.
Learn about Setting up Initial Condition Motions Activity Analyses.
To display all the point motions available in a subsystem, select a subsystem from the pull-down menu
on the top of the dialog box. To exclude a point motion from the group named lock array, and, therefore,
not be considered during the initial velocity analysis, select the check box corresponding to each point
motion.
Dropped-Clutch Analysis
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Dropped-Clutch
Performs a dropped-clutch analysis. You can set the engagement time and the engine rotations per minute
(RPM). Adams/Driveline sets the input torque according to the values you specify in this dialog box.
See Setting up Dropped-Clutch Analyses.
For more information about road data files, see the Adams/Tire online
help.
24 Adams/Driveline
Dropped-Clutch Analysis
In the text box to the right of Initial Velocity, select the most suitable units
set for the initial velocity. Before performing the analysis,
Adams/Driveline automatically converts the model units to the specified
units set.
Gear Position Select the initial gear to be used during the simulation. Adams/Driveline
sets the transmission_demand in the test rig to the value you specify.
STEP(TIME, start_actuation_time, 1,
start_actuation_time + clutch_actuation_time, 0)
Throttle Final Value [0- Enter a real number between 0 and 100 that represents the final value of
100] the throttle to be reached during the dropped clutch analysis.
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the
simulation.
Select to display the Modify Entity Comments dialog box, where you can
add multi-line comments to any entity to describe its purpose and
function.
If you are more comfortable working with the Adams dataset (.adm) files or like to build additional
components either by hand in .adm or with Adams/View and then export to .adm, use this dialog box to
export an .adm file to Adams/Chassis. Otherwise, use the dialog box Export Adams/Driveline Model to
Adams/Chassis.
When you use this way of exporting data to Adams/Chassis, Adams/Driveline creates the XML
subsystem which Adams/Chassis can automatically include in the model when you reference this file as
the powertrain. If you would rather export an .adm file, see the dialog box Export ADM to Adams/Chassis.
Flexible Shaft
(Template Builder) Driveline Components -> Flexible Shaft -> New
Gear Force
(Template Builder) Driveline Components -> Gear Force -> New/Modify Comprehensive Help
If modifying a gear force, enter the database name of an existing gear force.
Type Enter the type of gear force:
• explicit
• scaled off frustums
• scaled off gears
If you select explicit, Adams/Driveline displays the following options:
Ratio Enter the gear ratio.
Dialog Box - F1 Help 31
Gear Force
Gear Pair
(Template Builder) Driveline Components -> Gear Pair -> New/Modify Comprehensive Help
• explicit
• scaled off gears
If you select explicit, Adams/Driveline displays the following option:
Ratio Specify the gear ratio as a real number. Adams/Driveline updates the
gear graphics accordingly.
Input Gear/Output Gear Enter two gears geometries. Adams/Driveline updates the two gear
geometries to be consistent with the ratio value you specified above.
If you select scaled off gears, Adams/Driveline displays the following options:
Input Gear/Output Gear Enter the diameter of the two gears to define the gear ratio.
Adams/Driveline automatically calculates the ratio using the two gear
radii.
Select to display the Modify Entity Comments dialog box, where you
can add multi-line comments to any entity to describe its purpose and
function.
Gearbox Assembly
(Template Builder) Driveline Components -> Complex Components -> Entire Gearbox
Creates an entire gearbox assembly. The figure, Gearbox Assembly shows some of the data you must
enter in this dialog box.
If modifying a hooke joint with angle, enter the database name of an existing
hooke joint with angle.
Type Select one of the following:
• left/right - Define one of the hooke joints with angle, and Adams/Car
creates the corresponding opposite one.
• single - Define a nonsymmetric hooke joint with angle.
I Part Enter the database name of a part that defines the I part of the hooke joint.
J Part Enter the database name of a part that defines the J part of the hooke joint.
Coordinate Reference Enter a coordinate reference to define the joint location.
I-Part Axis Enter a coordinate reference that defines the I-part axis.
J-Part Axis Enter a coordinate reference that defines the J-part axis.
Angle Enter a real value that defines the angle of the hooke joint.
Select to display the Modify Entity Comments dialog box, where you can add
multi-line comments to any entity to describe its purpose and function.
• Front Axle
• Rear Axle
38 Adams/Driveline
Hypoid Gear Force
Learn about:
Impulse-Torque Analysis
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Impulse-Torque
For more information about road data files, see the Adams/Tire online help.
40 Adams/Driveline
Impulse-Torque Analysis
In the text box to the right of Initial Velocity, select the most suitable units
set for the initial velocity. Before performing the analysis,
Adams/Driveline automatically converts the model units to the specified
units set.
Gear Position Select the initial gear to be used during the simulation. Adams/Driveline
sets the transmission_demand in the test rig to the value you specify.
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the simulation.
Select to display the Modify Entity Comments dialog box, where you can
add multi-line comments to any entity to describe its purpose and function.
• Viscous
• Clutch Pack
• Torque Sensing
See Limited Slip Differentials for more information on these types.
If you select Viscous, Adams/Driveline displays the following option:
Property File Enter a property file suitable for limited slip differentials. You can
enter a new property file name directly in the text box, or right-click
to either search the chosen Adams/Driveline database or browse for
the file using the file navigator.
If you select Clutch Pack, Adams/Driveline displays the following options:
Friction Coeff. Specify the friction coefficient of the clutch.
Friction Arm Specify the friction arm of the clutch.
Preload Specify the the clutch normal preload.
Ramp Specify the friction arm of the clutch
Side Gear Radius Specify the ramp of the clutch
Dialog Box - F1 Help 43
Limited Slip Differential
Learn about:
Planetary Gear
(Template Builder) Driveline Components -> Planetary Gear -> New/Modify Comprehensive Help
Learn about:
RPM-Sweep Analysis
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> RPM-Sweep
RPM_start*(PI/30)+((RPM_end-
RPM_start)/end_time)*(PI/30)*TIME
Create Analysis Log File Select if you want Adams/Driveline to write information about the
assembled model and simulation to a log file.
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the simulation.
Select to display the Modify Entity Comments dialog box, where you can
add multi-line comments to any entity to describe its purpose and function.
Ramp-Torque Analysis
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Ramp-Torque
For more information about road data files, see the Adams/Tire online help.
48 Adams/Driveline
Ramp-Torque Analysis
In the text box to the right of Initial Velocity, select the most suitable units
set for the initial velocity. Before performing the analysis,
Adams/Driveline automatically converts the model units to the specified
units set.
Gear Position Select the initial gear to be used during the simulation. Adams/Driveline
sets the transmission_demand in the test rig to the value you specify.
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the simulation.
Dialog Box - F1 Help 49
Ramp-Torque Analysis
Ravigneaux Gear
(Template Builder) Driveline Components -> Ravigneaux Gear -> New/Modify Comprehensive Help
Learn about:
Reduction Gear
(Template Builder) Driveline Components -> Reduction Gear -> New/Modify Comprehensive Help
• Kinematic Joint
• Input Communicator
If you select Kinematic Joint, Adams/Driveline displays the following option:
Input Joint Enter the name of the joint for kinematic gear input.
If you select Input Communicator, Adams/Driveline displays the following option:
Input Joint Communicator Enter the name of the communicator for kinematic gear input.
Input Type of Freedom Select the kinematic gear input joint type of freedom:
• Translational
• Rotational
Output Joint Type Select the desired output joint method:
• Kinematic Joint
• Input Communicator
If you select Kinematic Joint, Adams/Driveline displays the following option:
Output Joint Enter the name of the joint for kinematic gear output.
If you select Input Communicator, Adams/Driveline displays the following option:
Input Joint Communicator Enter the name of the communicator for kinematic gear output.
Output Type of Freedom Select the kinematic gear ouput joint type of freedom:
• Translational
• Rotational
52 Adams/Driveline
Reduction Gear
Ride Wheel
(Template Builder) Driveline Components -> Ride Wheel -> New/Modify Comprehensive Help
If modifying a ride wheel, enter the database name of an existing ride wheel.
Type Enter the type of ride wheel:
• left/right - You can define either the left or right ride wheel in the
dialog box, with Adams/Driveline creating the corresponding
opposite wheel by default.
• single - Adams/Driveline creates a non-symmetric ride wheel.
Cm Offset Enter the offset for the center of mass of the ride wheel.
Mass Enter a real number that defines the mass of the ride wheel.
Ixx Iyy Enter a real number that defines the xx and yy inertia moments of the ride
wheel.
Izz Enter a real number that defines the zz inertia moment fo the ride wheel.
Wheel Center Offset Enter the real number that defines the offset of the wheel center.
Property File Enter a property file suitable for the ride wheel. You can enter a new
property file name directly in the text box, or right-click to either search the
chosen Adams/Driveline database or browse for the file using the file
navigator.
Location Dependency Select one of the following:
Learn about:
Road Friction
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Road Friction
Defines a variable friction coefficient for the tires. The friction expression could have an expression you
define or a preformatted expression with three values: initial, intermediate, and final. If you use a
preformatted expression, you can select if you want to use the time or the traveled distance as the
independent variable for the expression, and the friction will pass from the initial to the intermediate
value and from the intermediate to the final value using a STEP5 function.
Road Slope
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Road Slope
Sets the slope of the road. Using this feature, you can easily simulate driveline maneuvers on a nonflat
road without using a three-dimensional road property file. A typical maneuver can be a dropped-clutch
analysis on a uphill road. In this case, you can simply set the road slope of the hill and then submit a
dropped-clutch analysis.
Rock-Cycle Analysis
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Rock-Cycle
For more information about road data files, see the Adams/Tire online help.
Max Forward Torque Enter a value of engine torque that Adams/Driveline applies when the
vehicle is moving forward.
Max Rearward Torque Enter a value of engine torque that Adams/Driveline applies when the
vehicle is moving backward.
Distance Enter the distance the vehicle should move. When the vehicle moves, either
backward or forward, a distance equal to the distance specified in this text
box, the engine torque automatically changes sign. Adams/Driveline
performs the transition from Max Forward Torque to Max Rearward
Torque in a time equal to the time you specified in the Shift Time textbox.
Dialog Box - F1 Help 59
Rock-Cycle Analysis
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the simulation.
Select to display the Modify Entity Comments dialog box, where you can
add multi-line comments to any entity to describe its purpose and function.
Sets vehicle properties for a roller rig test rig. Using the roller rig test rig, the vehicle data has to be
defined so that it can reproduce the dynamic effects of a full-vehicle analysis (for example, vehicle
inertia, weights distribution, and aerodynamic effects).
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the simulation.
Select to display the Modify Entity Comments dialog box, where you can
add multi-line comments to any entity to describe its purpose and function
Step-Torque Analysis
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Step-Torque
For more information about road data files, see the Adams/Tire online
help.
64 Adams/Driveline
Step-Torque Analysis
In the text box to the right of Initial Velocity, select the most suitable
units set for the initial velocity. Before performing the analysis,
Adams/Driveline automatically converts the model units to the
specified units set.
Gear Position Select the initial gear to be used during the simulation.
Adams/Driveline sets the transmission_demand in the test rig to the
value you specify.
Adams/Driveline names this log file after the output prefix and an
output suffix, depending on the full-vehicle analysis you selected. The
log file contains information about the type and success of the analysis,
date and user, analysis parameters, and the active subsystem used in the
simulation.
Select to display the Modify Entity Comments dialog box, where you
can add multi-line comments to any entity to describe its purpose and
function.
Performs a throttle tip in - tip out analysis. See Setting up Throttle Tip In - Tip Out Analyses.
For more information about road data files, see the Adams/Tire online help.
Dialog Box - F1 Help 67
Tip In - Tip Out Analysis - Throttle
In the text box to the right of Initial Velocity, select the most suitable units
set for the initial velocity. Before performing the analysis,
Adams/Driveline automatically converts the model units to the specified
units set.
Gear Position Select the initial gear to be used during the simulation. Adams/Driveline
sets the transmission_demand in the test rig to the value you specify.
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the simulation.
Select to display the Modify Entity Comments dialog box, where you can
add multi-line comments to any entity to describe its purpose and function.
Performs a torque tip in - tip out analysis. See Setting up Torque Tip In - Tip Out Analyses
Adams/Driveline sets the input torque according to the values you specify in this dialog box.
For more information about road data files, see the Adams/Tire online help.
70 Adams/Driveline
Tip In - Tip Out Analysis - Torque
In the text box to the right of Initial Velocity, select the most suitable units
set for the initial velocity. Before performing the analysis,
Adams/Driveline automatically converts the model units to the specified
units set.
Gear Position Select the initial gear to be used during the simulation. Adams/Driveline
sets the transmission_demand in the test rig to the value you specify.
Adams/Driveline names this log file after the output prefix and an output
suffix, depending on the full-vehicle analysis you selected. The log file
contains information about the type and success of the analysis, date and
user, analysis parameters, and the active subsystem used in the simulation.
Select to display the Modify Entity Comments dialog box, where you can
add multi-line comments to any entity to describe its purpose and function.
A revolute joint attaches each gear part, except for the ring gear, to the differential housing. A fixed joint
attaches the ring gear to the differential housing.
The differential has three couplers (gear functions). The couplers act between:
• Rear pinion gear - right side gear
• Right side gear - front pinion gear
• Front pinion gear - left side gear
Torque Converter
(Template Builder) Driveline Components -> Torque Converter -> New/Modify Comprehensive Help
Learn about:
Torque-Loadcase Analysis
(Standard Interface) Simulate -> Full-Vehicle Analysis -> Driveline Tests -> Torque-Loadcase
For more information about road data files, see the Adams/Tire online help.
Dialog Box - F1 Help 75
Torque-Loadcase Analysis
In the text box to the right of Initial Velocity, select the most suitable units set
for the initial velocity. Before performing the analysis, Adams/Driveline
automatically converts the model units to the specified units set.
Gear Position Select the initial gear to be used during the simulation. Adams/Driveline sets
the transmission_demand in the test rig to the value you specify.
Learn about:
Adams/Driveline names this log file after the output prefix and an output suffix,
depending on the full-vehicle analysis you selected. The log file contains
information about the type and success of the analysis, date and user, analysis
parameters, and the active subsystem used in the simulation.
76 Adams/Driveline
Torque-Loadcase Analysis
Torsion Spring
(Template Builder) Driveline Components -> Torsion Spring -> New/Modify Comprehensive Help
Unbalanced Mass
(Template Builder) Driveline Components -> Unbalanced Mass -> New/Modify Comprehensive Help
Viscous Coupling
(Template Builder) Driveline Components -> Viscous Coupling -> New/Modify Comprehensive Help
Learn about:
Wet Clutch
(Template Builder) Driveline Components -> Conceptual Wet Clutch -> New/Modify Comprehensive Help
If modifying a wet clutch, enter the database name of an existing wet clutch.
I Part Enter the name of the I part on which the wet clutch force will act.
J Part Enter the name of the J part on which the wet clutch force will apply the reaction
torque.
Construction Frame Enter the name of an existing construction frame.
Property File Enter a property file suitable for wet clutches. You can enter a new property file
name directly in the text box, or right-click to either search the chosen
Adams/Driveline database or browse for the file using the file navigator.
Select to display the Modify Entity Comments dialog box, where you can add
multi-line comments to any entity to describe its purpose and function.
Learn about:
Assembly
Assemblies are comprised of subsystems that can be grouped together to form suspension assemblies,
full-vehicle assemblies, and so on.
You save assemblies in ASCII format.
Appendix 5
Clutch Assembly
Clutch Assembly
6 Adams/Driveline
Constant-Velocity Joint Assembly
Dropped-Clutch Analysis
A dropped-clutch analysis is a specific Adams/Driveline full-vehicle analysis during which the clutch is
suddenly engaged while the engine is rotating at a specified rotations per minute (RPM).
8 Adams/Driveline
Effect on Torque
Effect on Torque
Appendix 9
Friction Versus Relative Slip
Gearbox Assembly
Appendix 11
Sharpness Factor
Sharpness Factor
The sharpness factor allows you to define how sharp the transition from the backlash region to the stiff
region has to be. The higher the sharpness factor, the sharper the transition. For more information about
sharpness factor see Backlash Components section.
12 Adams/Driveline
Static Loadcase Analysis
Torque Mode
In torque mode, you can define the driving torque in three different ways:
• Direct - The driving torque is expressed as a function of the Adams/Solver variable
torque_demand. Adams/Driveline defines this variable according to the type of analysis you
select.
• Indirect - The driving torque is expressed as a function of engine rotations per minute (rpm) and
throttle demand. The output torque is evaluated using an engine-map property file.
• User - You can specify any kind of mathematical function using the Function Builder.
Appendix 19
Welcome Dialog Box