Feedback Control Systems in Relation to the Braking System of All-Terrains-Vehicles - Case Study Example

FEEDBACK CONTROL IN A BREAKING SYSTEM Name of Student Institution affiliation Date TABLE OF CONTENTS LIST OF FIGURES 2 Article I.EXECUTIVE SUMMARY 3 Article II. INTRODUCTION 4 Article III.BACKGROUND 4 Section III.1 Review of Conventional Process Control 4 Section III.2Dynamics and Feedback Control model 5 Section III.3 Brake Model 6 Article IV.Discussion and Analysis 7 Section IV.1Mathematical Model 7 Section IV.2Control System 9 Article V.RESULTS AND DISCUSSION 10 Article VI.Conclusion 12 References 14 LIST OF FIGURES Figure 1 Diagrammatic representation of typical block 5 Figure 2 Representation of transfer function 6 Figure 3 A Feedback system that is controlled. 6 Figure 4 Mathematical representation of slip rate 8 Figure 5 ABS model 9 Figure 6 Simulink of the model 10 Figure 7 Model Simulink of ABS 10 Figure 8 P controller graph outcome 10 Figure 9 Slip in relation to period of PD controller 11 Figure 10 PID controller slip stanzas time 12 Figure 11 PID controller slip relating to the distance of stopping 12 Article I. EXECUTIVE SUMMARY At the outset, during design of fusion machines, it becomes very efficient and more imperative to apply control systems as well as modeling practices as it is applied in the aeronautics engineering among other fields. Feedback control systems have since been applied in the area of plasma physics hence making the research problems easier to solve and eliminate backward bottlenecks. Consequently, the global trend in relation to internet of things and web application devices, a call for automated feedback system is a necessity. This marks a great difference between analogue devices and digital devices. Focus in this study is on the feedback control systems in relation to the braking system of All-Terrains-vehicles (ATVs). It is from the baseline that the braking performance of any autonomous vehicle is very crucial especially if the terrain and the surfaces are somehow ambiguous. Issues of wheel slippage have been for a long time been a nightmare to most designers with very minimal applicable solutions realized. This report comes up with a unique brake system model that applies the concept of feedback control. The concept of braking system model have for a long time been investigated: the most recent but complex development gives an allowance of efficient control performances and can easily be integrated with the feedback control design. Consequently, the knowledge of feedback control system is wide but this excerpt gives a sufficient mechanism and prototype model that can easily be realized in a hypothetical point of view. The study case therefore seek to come up with a cost-effective feedback control model that can be applied in a braking system. Article II. INTRODUCTION At the outset, it is clear that, most academic courses only offer hypothetical solution to real life problems. Subsequently, when one is enrolled in the preliminary or progressive control systems, most likely the courses would expose them to theory but does not provide each individual with an occasion to perceive hypothetical ideologies confirmed by a real operational system of control [ABS10]. The devices that are usually installed in class lab are precisely for the tenacity of signifying vital ideas trained in systems of control that is preferably an operative informative tool for ones scholarship practise. Even though achievement of ‘a demonstrator of system of control’ projected in the past has been applied, it doesn’t give the ultimate solution to real life problems. This report therefore comes in handy to develop an effective feedback control system for an ABS in order to account for the design and structure procedure of a real-world device can be used to establish some significant ideas skilled courses of control systems[Par]. This excerpt therefore, begins by analysing the control system within the background section, so as to affirm the importance of the hypothetical concepts that would otherwise have assumed vague and null. The ABS stipulations are then offered, laterally with the real apparatuses which are selected and simulated so as to meet these specifications. Next, the software and hardware part are highlighted as the creation process is deliberated. And lastly, the consequences of the working expedient are unfilled and conversed. Article III. BACKGROUND Section III.1 Review of Conventional Process Control In line with engineering, process is a collection of interrelated hardware (for example, tanks, gauges, pipes, motors, shafts, couplings among others), each responsible for its part in the direction of the general aim of manufacturing some kind of invention. The process engineer role is to design this hardware. Conversely, control engineer’s concentration is in relation to physical entities (for instance. pressures, temperature, flows, levels, voltages, positions, speeds, etc.) as opposed to hardware. The essential aim in control process is to uphold definite vital procedure variables to their anticipated standards, named set facts. It is therefore essential to derive and define key elements in relation to process control Outputs—Refers to key course variables that are to be upheld at anticipated principles, which is of course measured. Inputs—Refers to non-constants, when altered, causes outputs alteration. These contributions more classified as disturbance inputs and control inputs. Section III.2 Dynamics and Feedback Control model A diagram representation of the effect-and-cause relationship amid output and input is analyzed as a block diagram, shown in Figure one. It is from this basic fundamental that the ABS can be fully developed. A particular block may signify each module fitting to the process. Respectively, the block typically contains a single control input, single output, and can have numerous measurable and identifiable disturbances. Similarly several unknown or unidentifiable disturbance inputs may be present hence affecting the output[Jeo09]. The diagram in block nature also characterizes the measureable cause-effect affiliation (e.g., model that is mathematical) between the inputs in relation to the outputs. Figure 1 Diagrammatic representation of typical block A transfer function usually in Laplace is given as relationship of the output to the input. Figure 2 Representation of transfer function In the above basic designs, there isn’t any disturbances which really is an ideal situation henceforth no control is required once steady-state functioning situations are realized. But in relation to the study case of feedback control system for a braking system then fracas inputs results to outputs deviating the anticipated values; thus, 1 or extra inputs of the control is changed so as to conserve the yields at the established idea. A control tactic is vital to in achieving this aim. Figure 3 A Feedback system that is controlled. Section III.3 Brake Model The system consists of controller unit, wheel speed sensor, braking device and hydraulic modulator unit. It draws its analysis from figure three above. The wheel speed sensor is an electro/magnetic rather effects of Hall throb pickups with jagged tyres equestrian straight on the circling mechanisms of wheel hubs or drivetrain. As the helm rotates the jagged helm produces AC power to the tyre-speed sensor. The controller which is electronic unit obtains, intensifies and sieves the device indications for scheming helm revolving acceleration. ABS is generally attained in this stage. The ECU in the other hand is regulates the slippage of the wheels by assisting the operator of the car to avert lockup in the tyre. Within the Hydraulic Unit consists of hydraulic-pressure modulator (HPS). Typically, HPS is described as electronic and hydraulic expedient that reduces, holding, as well as restoration of weight and pressure at the brakes of the roll by working on valves that are solenoid within the system’s hydraulic brake. Designs may vary depending on the preference of motor assembly, pump, reservoir and accumulator. The brake system, intends to work in the manner that when the wheel is locked up, ECU sends a command to the HCU so as to free the pressure at the brakes hence allowing the wheel speed to upsurge whereas the wheel slip decreases. Conversely when the velocity of the trundle whirls up, ECU engages the pressure of break to restrain the slip of the wheel to a value pre-set or rather the interval. HCU directs the brake-pressure that is hydraulic to the respective caliper of the wheel cylinder or disc brake based on involvement from the structure sensors, thereby governing the speed of the wheel. Article IV. Discussion and Analysis Section IV.1 Mathematical Model In line with figure four, the mathematical model can be deduced as Quarter vehicle or rather a classical single wheel. The torque of the brake torque as well as the friction force that is velocity and direction model and the angle obtained as illustrated in figure four. The Equations of Motion are derived as Slip Ratio = Figure 4 Mathematical representation of slip rate The slip rate is given as The state space representation is obtained through getting the state variables which is obtained as: Henceforth the state space equations are: In case of the wheel speed being zero (), the helm slip resolve to ont, which can be equated as (). It therefore implies that it locks the wheel. Nevertheless, if , the slip of the wheel will be equated to zero, that is (). Thus, typically named free rolling. Longitudinally, the constant of resistance between the road and tyre is a constant that is nonlinear to the slip of the tyre, As the car is under decelerating, when braking spin I applied slowly, the wheel speed begins to decline and the slip of the wheel jerks to upsurge from zero. But then if the slip is lesser to 0.2, then increasing slip, frictional constant also rises hence results to a rise of frictional strength and subsequently wheel speed increases, ensuing a decrease of slip. The frictional model is given as Section IV.2 Control System At the mention of feedback control system, in real sense it is a closed loop system that is controlled as shown in figure three. The work of the sensor is to monitor the output (slip ratio), then feeds the data to the controller that then adjust or rather controls (pressure brake modulator) as essential to sustain the anticipated system yield. The feedback controller used is the PI controller, P controller, PID controller and the PD controller. The general equation is given as: Figure 5 ABS model The system design is as shown in the figure five. This can be simulated in the by the use of mat lab as shown herein Figure 6 Simulink of the model The ABS model is designed as: Figure 7 Model Simulink of ABS Article V. RESULTS AND DISCUSSION In open- loop case, the graph obtained is as shown: For the PD controller the graph obtained is as shown: Figure 9 Slip in relation to period of PD controller Figure 10 PID controller slip stanzas time Figure 11 PID controller slip relating to the distance of stopping Article VI. Conclusion It is clear from the discussion and the graphs deduces that feedback control system for a braking mechanism advances the decelerating performance. The discontinuing distance after using ABS system has significantly abridged. The fault in slip and preferred slip is rummage-sale to handle brake weight in brake cylinder. Consequently, only a direct model was careful and does not comprise actual road conditions. In this project it is worth concluding that the system is modelled only for conventional line braking. References ABS10: , (A. B. Sharkawy, 2010 ), Par: , (Bhivathe), Jeo09: , (Song & Woo Seong Che, 2009), Read More