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Automotive Electronics Laboratory Journal

Automotive Electronics Laboratory Journal

Aim: To simulate the transfer function excited with a step signal in matlab and calculates

i. Damping ratio
ii. Natural frequency
iii. Peak overshoot
iv. Rise time and
v. Settling time
100
For the given transfer function: 𝑠2 +10s+100

Theory:

1. Controller and its need:


The purpose of a controller is to produce a signal that is suitable as input to the
controlled plant or process. Controllers occur in both closed loop and open loop.

Open loop:

R Y
K H

Closed loop:

R H Y
K

-1

Where K is controller and H is controlled system

The need for controller is to perform the numerical transformation. In case of the heated
vessel, the controller input will be a temperature value, but the input to the heating
element will be itself a voltage, so if nothing else use need to transform units and
numerical values.
Automotive Electronics Laboratory Journal

2. PID controller

 A proportional – integral- derivative (PID) is a control loop feedback mechanism


widely used in industrial control systems and a verity of applications.
 A PID controller continuously calculates an error value e(t) as the difference between
a desired set point (sp) and a measured process variable (PU) and applies a correction
based on P, D and D.
𝜔𝑛 2
 A generic second order system transfer function 2
𝑠2 +2𝜉𝜔𝑛 𝑆+𝜔𝑛

Formulas:

 P-controller
𝐺𝑐 (𝑠) = 𝐾𝑃
𝐾𝑃 = 0.5𝐾𝑐𝑢

 PI – controller
𝐾𝑖
𝐺𝑐 (𝑠) = 𝐾𝑃 +
𝑆
𝐾𝑝 = 0.45𝐾𝑐𝑢
𝐾𝑐𝑢
𝐾𝑖 = 0.5
𝑇𝑢

 PID- controller
𝐾𝑖
𝐺𝑐 (𝑠) = 𝐾𝑝 + + 𝑆𝐾𝑑
𝑆
𝐾𝑐𝑢
𝐾𝑝 = 1.2
𝑇𝑢
𝐾𝑑 = 0.075𝐾𝑐𝑢 𝑇𝑢
𝜋
𝑇𝑝 =
𝜔𝑑

−𝜉𝜋

 Peek overshoot 𝑀𝑝 = 𝑒 √1−𝜉 2

𝑀𝑝 = (𝑐(𝑡𝑝 ) − 1) ∗ 100
Automotive Electronics Laboratory Journal

 Settling time
4
𝑇𝑠 =
𝜉𝜔𝑛
 Rise time
𝜋−𝜃
𝑇𝑟 =
𝜔𝑑
 Damping Ratio
𝑅 𝐶
𝜉= √
2 𝐿

Procedure:

1. Consider a closed loop feedback system consisting of a controller (PID), plant and
apply a step input signal of 5 u(t).
2. Run the simulation.
3. Tune the values of Kp, Ki, and Kd such that
i. 𝑀𝑝 = 20%
ii. 𝑇𝑝 = 0.25 𝑠𝑒𝑐 and note down the values of rise time tr, settling time ts, peak
overshoot.
4. Dump the tunes values into response update blocks.

Observation:

𝑃𝑒𝑎𝑘 𝑜𝑣𝑒𝑟𝑠ℎ𝑜𝑜𝑡 = (𝐴𝑐𝑡𝑢𝑎𝑙 − 𝑅𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒) ∗ 100/𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒

100
= (6 − 5) ∗
5
= 20%
Automotive Electronics Laboratory Journal

Calculation:

𝜔 2
Transfer Function: 𝑇𝐹 = 𝑆2 +2𝜉𝜔𝑛 𝑆+𝜔 2
𝑛 𝑛

100
=
𝑆2 + 10𝑆 + 100

𝜔𝑛 2 = 100

𝜔𝑛 = 10 𝑟𝑎𝑑/𝑠𝑒𝑐

10 = 2𝜉𝜔𝑛

𝜉 = 0.5

−𝜉𝜋

Maximum Peak overshoot: 𝑀𝑝 = 𝑒 √1−𝜉 2

−(0.5∗𝜋)

=𝑒 √1−0.52

𝑀𝑝 = 0.1630
4
Settling time: 𝑇𝑠 = 𝜉𝜔
𝑛

4
𝑇𝑠 = 0.5∗10 = 0.8 𝑠𝑒𝑐

Characteristic Equation: 1 + 𝐺(𝑠)𝐻(𝑆) = 0


100𝐾𝑝
1 + 𝑆2 +10𝑆+100

𝑆 2 + 10𝑆 + 100 + 100𝐾𝑝 = 0

Ruth Array:
Automotive Electronics Laboratory Journal

𝑆2 1 100 + 100𝐾𝑝

𝑆1 10 -
𝑆0 10(100 + 100𝐾𝑝 ) -
10

100 + 100𝐾𝑝= 0

𝐾𝑝= 𝐾𝑐𝑢= − 1

𝜔𝑛 = 2𝝅𝒇𝒏

𝜔𝑛 = 10 𝑟𝑎𝑑/𝑠𝑒𝑐

𝑇𝑐𝑢 = 0.6214

For PID controller

𝐾𝑝 = 0.75𝐾𝑐𝑢

𝐾𝑝 = −0.75
𝐾𝑐𝑢
𝐾𝑖 = 1.2
𝑇𝑐𝑢

(−1)
𝐾𝑖 = 1.2 ∗ 0.6284

𝐾𝑖 = −1.9096

𝐾𝑑 = 0.015𝐾𝑐𝑢 𝑇𝑐𝑢

𝐾𝑑 = 0.015 ∗ (−1) ∗ (0.6284)

𝐾𝑑 = −0.0471

Conclusion:

1. PID will introduce a steady steady error.


2. By introducing Ki, the system is at the verge of instability. This can be reduced by
introducing Kp.
3. Neither a very low value of Ki nor Kp is acceptable.
4. Ki helps to trace the input properly.
5. When the combination of PID is used, the system id under stable condition.
6. By introducing PID, oscillations can be reduced.

Q2. AIM: To build and simulate Simulink models for automotive subsystem.
Automotive Electronics Laboratory Journal

1. Antilock breaking system (ABS)


Antilock breaking system (ABS) prevents breaks from locking during breaking in
normal breaking situation. The driver controls the breaks however during severe
breaking on slippery roadways, when driver approach lockup, the antilock breaking
system comes into effect.
The ABS modulates the break line pressure independent of the peddle force to bring
the wheel speed back to the slip level range that is necessary to the breaking
performance. The ABS does not allow full wheel lock under breaking.

2. ATC (Automotive Transmission Controller):


A transmission controller basically measures the RPM and senses other digital inputs
to be used for interlock and automatic gear shift.

Consider the gears and their speeds:

Gear 1 -> 10kmph up shifting


Gear2 -> 25kmph up shifting
Gear 3 -> 40kmph down shifting
Gear 4 -> 60kmph down shifting
The transition from gear 1 to gear 2 is called up shifting where speed increases and
transition from gear 4 to gear 3 is called down shifting, where speed decreases.

3. Inputs required for up and down shift:


Speed of vehicle
Road conditions

Throttle controls the amount of air entering the intake, depending on the mass of air,
fuel, injected. When gears are changed, throttle is released.

To automate the process of changing gears, 2 inputs are taken


1. Vehicle speed
2. Current speed

Signal Profiles:

1. Passing Maneur: In this mode of operation, the throttle is decreases and increases and
then remains constant, and decreases again. No breaks are applied.
2. Gradual Acceleration: Throttle is increased, breaks are not applied.
3. Hard breaking: Breaks are applied.
4. Coasting: Throttle and breaks are zero.

Procedure:
Automotive Electronics Laboratory Journal

1. Keep the profile in passing Maneur and note down the value of throttle vehicle speed,
and observe the change of gear.
2. Repeat the same procedure for gradual acceleration, hard breaking and coasting.
3. Refer the look-up table for verifying the values.

Observation:

Table 1:

Sl Profile Throttle Up Down Current Next Gear


no. (in Threshold Threshold Gear
percentage) (in mph) (in mph)
1. Passing 57.6 27.4 - 1 2
2. Passing 54.3 44.6 - 2 3
3. Passing 49.5 60.1 - 3 4
4. Passing 99.9 - 76.1 4 3
5. Passing 93.5 101 - 3 4

Table 2:

Sl profile Throttle Up Down Current Next Gear


no. (in Threshold Threshold Gear
percentage) (in mph) (in mph)
1. 1 13.9 10.4 - 1 2
2. 2 17 30.1 - 2 3

Table 3:

Sl profile Throttle Up Down Current Next Gear


no. (in Threshold Threshold Gear
percentage) (in mph) (in mph)
1. 1 50 23.8 - 1 2
2. 2 50 41.6 - 2 3

Table 4:

Sl profile Throttle Up Down Current Next Gear


no. (in Threshold Threshold Gear
percentage) (in mph) (in mph)
1. 1 80 37.2 - 1 2
2. 2 1 58.2 - 2 3
3. 3 1 58.3 - 3 4
Automotive Electronics Laboratory Journal

There are two sensors

1. Wheel speed sensor (Vw)


2. Vehicle speed sensor (Vv)

Calculation:

ABS calculates slip when


(𝑉𝑣 −𝑉𝑤 )
𝑆𝑙𝑖𝑝 = ∗ 100
𝑉𝑣

 In this experiment we have considered slip value for tar road that is, slip =0.2.

1. Break pressure modulator:

ABS releases breaks using break pressure modulator.

2. Hydraulic log:

When the piston filled with fluid is pressed, first the fluid moves and then the fluid, it
is called as hydraulic log.

If control=1, ABS is enabled.

If control=0, ABS is disabled.

3. Bang- Bang controller:

It is a ON-OFF controller
+1 indicates application of breaks
-1 indicates release of breaks

GRAPH
Automotive Electronics Laboratory Journal

B. Antilock breaking System:

It provides the controlling actions that are designed to follow safe breaking in emergency
stops.

1. Generally during hard breaking conditions, the wheels of the vehicle tend to lock.
2. The rotation of wheels stops and wheels losses the grip with the road and enters skid.
3. ABS provides a breakthrough for the unsafe breaking condition and enhancing
passenger safety.
4. Depressing the break pedal operates the breaks in the normal way.
5. If the ABS controller senses the difference in vehicle speed and proportional wheel
speed, the fluid pressure is modulated to release the wheels.
6. The wheel starts to spin. The fluid pressure is increased again and the wheels are
breaked.
7. This happens at a rate of 10 times a second and continues until the vehicle stops.
8. Octacore is a multicore processor which detects ABS.
9. There is a gradual slip between wheels and road surface.
10. During panic breaking, the wheels get locked and loose contact with roads, cannot
steer left or right. Hence, it hits the obstacles.
11. It is called as wheel lock condition.
12. ABS detects skid in a fraction of seconds, it releases the breaks partially, so wheels
are prevented from locking, and regains contact with road, this process continues until
driver releases the breaks.
Automotive Electronics Laboratory Journal

Aim: Experiment models the car cabin lightening system.

Design a cabin lightening system subject to the following conditions:


 The car interior has 3 lights. One at the front and two at the back near doors.
 Each light is controlled by a switch which could be in 3 modes, ON ,OFF,
DOORS.
 If the switch of the particular light is ON mode, then door light switch should
be continuously ON.
 If the switch of the particular light is OFF mode, then door light switch should
be continuously OFF.
 If the switch is in door modes then the light is ON if door is open else light is
OFF.
 If any of the lights remain ON for more than 30 seconds, then lights should be
turned OFF.

Procedure:
1. Take 3 knobs, label it as OFF, DOORS ,ON .
State labels:
OFF=0, DOORS=2, ON=1
2. Take 4 slider switches. Label them as D1,D2,D3,D4.
Open=1, close=0
3. Label first rotary switch as S1, second switch as S2, and third rotary switch as S3.
4. Switch S1 controls D1 and D2.
5. Switch S2 controls D3 and switch S3 controls D4.
6. Take 3 state flows having 7 inputs and 3 outputs.
7. Lamps are taken to indicate the output.
8. The first block indicates ON and OFF of the switch.

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