The model sdl_crcr simulates a complete drivetrain. This example helps you understand how to model driveline components with SimDriveline™ blocks, connect them into a realistic model, use Simulink® blocks and variant subsystems in driveline modeling, and simulate and modify a drivetrain model.
This driveline mechanism is part of a full vehicle, without the engine or engine-drivetrain coupling, and without the final differential and wheel assembly. The model includes an actuating torque, driver and driven shafts, a four-speed transmission, and a braking clutch.
For a complete vehicle model that uses this drivetrain, see the sdl_vehicle example model and Complete Vehicle Model.
The sdl_crcr model contains a driveline that accepts a driving torque. The driveline system transfers this torque and the associated angular motion from the input or drive shaft to an output or driven shaft through a transmission. The model includes a CR-CR (carrier-ring–carrier-ring) four-speed transmission subsystem, based on two gears and four clutches. (The example does not use the reverse gear in the CR-CR transmission.) You can set the transmission to four different gear combinations, allowing four different effective torque and angular velocity ratios. A fifth clutch, outside the transmission, acts as a brake on the driven shaft.
The CR-CR 4-Speed transmission subsystem illustrates a critical feature of transmission design, the clutch schedule. To be fully engaged, the transmission, with four clutches and two planetary gears, requires two clutches to be locked and the other two unlocked at any time. (The transmission reverse clutch is not applicable here.) The choice of which two clutches to lock determines the effective gear ratio across the transmission. The clutch schedule is the table of locked and free clutches corresponding to different gear settings. If all four clutches are unlocked, the transmission is in neutral. If the clutches are completely disengaged, no torque or motion at all is transferred across the transmission.
Clutch Schedule for the CR-CR 4-Speed Transmission
|Gear Setting||Clutch A State||Clutch B State||Clutch C State||Clutch D State||Clutch R State||Drive Ratio|
|1||L||F||F||L||F||1 + go|
|2||L||F||L||F||F||1 + go/(1 + gi)|
|4||F||L||L||F||F||gi/(1 + gi)|
L = locked
F = free
gi = Input Planetary Gear ring-to-sun gear ratio
go = Output Planetary Gear ring-to-sun gear ratio
A Variant Subsystem block governs transmission gear changes. This block, named Clutch Control, contains two child subsystem blocks that provide different clutch control modes, or variants:
Manual — Manually switch transmission clutches.
Programmed — Automatically switch transmission clutches according to a programmed clutch schedule.
During simulation, one variant becomes active while the other does not. The choice of active variant determines which child subsystem controls the gear changes. By default, the Programmed variant is active and gear changes follow a programmed clutch schedule. To manually switch gears during simulation, change the active variant to Manual.
To get started quickly with the CR-CR transmission example model, do one of the following:
At the MATLAB® command line, enter
Examine the model and its structure. The main model window contains the CR-CR transmission subsystem, the input or driver shaft assembly, and the output or driven shaft assembly. Each assembly consists of a driveline axis with applied damping and inertia torques. Each driveshaft balances the torques applied across its ends with the damping and inertia forces, thereby transmitting a net torque along the driveline.
The main model also includes a brake clutch. When this clutch is locked, the driven shaft stops turning. This clutch must remain unlocked if the CR-CR transmission is engaged.
Main Model Window
Open each subsystem.
The CR-CR 4-Speed transmission subsystem contains four clutches, two planetary gears, and four inertias (rotating bodies). Ignoring the reverse gear and its clutch, this transmission has four possible (forward) gear settings. Exactly two clutches must be locked at any one time for the transmission to engage and to avoid conflicting constraints on the gear motions.
CR-CR 4-Speed Transmission Subsystem
The Clutch Control variant subsystem provides the pressures that lock the necessary clutches. In its default state, the clutch controller is programmed to move the transmission through a fixed sequence of gears, then unlock all the transmission clutches. This control program allows the driven shaft to "coast" for a time, and then engage and lock the brake clutch to stop the driven shaft.
Clutch Control Subsystem
The Scopes subsystem provides Scope blocks to display the clutch pressure and the driver and driven shaft velocity signals.
To display the CR-CR driveline model behavior:
Open the Scopes subsystem and then each of the Scope blocks. Close the Scopes subsystem.
Click Start. The model steps through the gears and then brakes.
Observe how the clutch pressure signals move the transmission into one gear after another, at 0, 5, 10, and 15 seconds of simulation time. Compare these clutch pressure signals to the clutch schedule in the CR-CR transmission subsystem to determine which gear settings the model is implementing. The model steps through gears 1, 2, 3, and 4, before coasting and then braking.
Compare the angular velocities of the driven and driver shafts. In the transmission, the two planetary gears are coupled in different ways in the different gear settings, producing different relationships between the driven and driver shaft velocities. The effective drive ratio of output to input shafts is the reciprocal of the ratio of output to input angular velocities.
Observe what happens at 20 seconds. The transmission clutch pressures drop to zero, and the transmission disengages. The transmission ceases to transfer angular motion and torque from the driver to the driven shaft, and the driven shaft continues to spin from inertia alone. A small kinetic friction damping gradually slows the driven shaft over the next 6 seconds.
At 26 seconds of simulation time, the brake clutch pressure begins to rise from zero, and the brake clutch engages. The driven shaft decelerates more drastically now. Between 26.0 and 26.2 seconds, the brake clutch locks, and the driven shaft stops rotating completely.
You can modify this example model to explore other SimDriveline features. Here you modify and rerun the model to investigate two aspects of its motion.
Measure the effective drive ratio of the CR-CR transmission in each gear setting that it steps through.
Change the gear sequence.
A transmission is a set of coupled gears. For a particular transmission gear setting, the ratio of driven (output) shaft velocity to the driver (input) is fixed. Its reciprocal, the drive ratio, is like a gear ratio of an individual gear coupling, but for the whole transmission.
Add and connect the necessary Simulink blocks to measure the drive ratio of the transmission.
Open the Scopes subsystem.
From the Simulink library, copy into the Scopes subsystem:
A Divide block from the Simulink Math Operations library.
A Scope block from the Simulink Sinks library.
From the vDriver input signal, branch a signal line
and connect it to the
X inport on the Divide block.
From the vDriven input signal, again branch a signal line. Connect
it to the ÷ inport on the Divide block.
The output-to-input drive ratio is the ratio of input to output velocities.
Connect the outport of the Divide block to the Scope. Rename Scope to Drive Ratio.
CR-CR 4-Speed Model with Drive Ratio Measurement
Open the Drive Ratio scope and restart the example. Observe how the drive ratio steps through a sequence of five-second states, in parallel with the clutch pressures and clutch modes, until it reaches 20 seconds. The drive ratio measurement after 20 seconds is not meaningful because the transmission is uncoupled.
Just after 26 seconds, the driven shaft velocity drops to zero, and the Divide block produces divide-by-zero warnings at the MATLAB command line.
Consult the table, Clutch Schedule for the CR-CR 4-Speed Transmission. Check the drive ratios for each gear, 1, 2, 3, and 4, in terms of the gear ratios of the two Planetary Gears in the transmission. Determine the numerical values for these drive ratios for gear settings 1, 2, 3, and 4. Then check them against the values displayed in the Drive Ratio scope.
The drive ratio sequence should be 3, 5/3, 1, and 2/3, respectively, for the first, second, third, and fourth intervals of five seconds each.
When you first open the sdl_crcr example, the Clutch Control variant subsystem is programmed to step through CR-CR gear settings 1, 2, 3, and 4, before disengaging. Modify it to step through settings 1, 2, 3, and 1, then disengage. The fourth gear requires that A to be free, B to be locked, C to be locked, and D to be free. You have to modify the clutch pressure signal sequence from 15 to 20 seconds so that the transmission is set in first, not fourth, gear. The first gear requires clutches A and D to be locked and clutches B and C to be free.
Determine the clutch states that correspond to first gear. Refer to table Clutch Schedule for the CR-CR 4-Speed Transmission.
Double-click Clutch Control.
In the Clutch Control subsystem, double-click Programmed.
In the Programmed subsystem, double-click Clutch Pressures. The signal builder window opens with the clutch pressure signals.
In the time interval 15–20 seconds, update clutch signals A-D to match first gear. Clutches A and D must lock, while clutches B and C must remain free. Specify a signal value of one to lock a clutch, zero to unlock it.
Modified CR-CR 4-Speed Transmission Clutch Pressures
Clutch pressures, clutch modes, and driven shaft velocities in the time interval 15–20 seconds now correspond to first gear. You can confirm this by referring to the Drive Ratio plot for the updated model. The ratio has changed from 2/3 (fourth gear) to 3 (first gear).