Академический Документы
Профессиональный Документы
Культура Документы
Matthew McTaggart
Logan Hall
[1]
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TABLE OF CONTENTS
Page
TABLE OF CONTENTS ......................................................................................... ii
LIST OF TABLES...................................................................................................iii
LIST OF FIGURES ................................................................................................. iv
INTRODUCTION .................................................................................................... 1
DESIGN PROPOSAL .............................................................................................. 2
CIRCUIT DESIGN AND SUPPORTING ANALYSIS .......................................... 5
SIGNAL CONDITIONING CIRCUITRY .............................................................................. 5
DIFFERENCE AMPLIFIER SCHEMATIC ............................................................................ 6
VOLTAGE POLARITY MONITOR SCHEMATICS ............................................................... 8
MULTISIM SIMULATION RESULTS ............................................................................... 10
DATA ..................................................................................................................... 14
DISCUSSION ......................................................................................................... 20
SUMMARY AND CONCLUSIONS ..................................................................... 21
REFERENCES ....................................................................................................... 22
APPENDIX A: RAW DATA ................................................................................. 23
iii
LIST OF TABLES
Page
Table 1 Project Results ................................................................................................... 14
Table 2 Voltage Divider Errors ...................................................................................... 19
Table 3 Result Errors ...................................................................................................... 20
iv
LIST OF FIGURES
Page
Figure 1 Design Proposal Schematic ................................................................................ 2
Figure 2 Signal Conditioning Circuitry ............................................................................ 5
Figure 3 Simulation Results for Signal Conditioning (U1A) ........................................... 6
Figure 4 Difference Amplifier Schematic ........................................................................ 7
Figure 5 Simulation Results for Difference Amplifier (U1B) ......................................... 8
Figure 6 Airbag Deployment Indicator Schematic ........................................................... 8
Figure 7 Inefficiency Indicator Schematic ....................................................................... 9
Figure 8 Simulation Results when Deceleration is Greater than 6G .............................. 10
Figure 9 Simulation Results when Deceleration is Greater than 0.1G but less than 6G 11
Figure 10 Simulation Results when Acceleration is 0G ................................................. 12
Figure 11 Simulation Results when Acceleration is Greater than 0.1G ......................... 13
Figure 12 Input Voltage Measurement into U1A ........................................................... 15
Figure 13 Output Voltage Measurement of U1A ........................................................... 16
Figure 14 - Input Voltage Measurement into U1B Unadjusted ........................................ 17
Figure 15 - Input Voltage Measurement into U1B Adjusted ............................................ 18
Figure 16 - Output Voltage Measurement of U1B ............................................................ 18
INTRODUCTION
In this design project, a Model 1210-010 accelerometer will interface with an Operation Amplifier
(Op Amp) circuit to trigger the deployment of an airbag, have the ability to display to the user a
visual representation of the acceleration forces in real time (beyond the scope of this design), and
indicate to the driver any inefficiencies with fuel usage and with brake pad wear. The Model 1210010 accelerometer outputs a voltage range from 0.5V to 4.5V for an acceleration range of -10G to
10G on the AOP output pin, and a voltage range from 4.5V to 0.5V for an acceleration range of 10G to 10G on the AON output pin. For this design, the output from the AOP pin will be used.
The term G refers to acceleration due to gravity, where 1G is 9.81ms-2.
For the design and implementation of this project, a function generator will be used to simulate
the output from the Model 1210-010 accelerometer. The circuit will be able to output a signal, or
flash an LED, when a deceleration of 6G occurs. The design will flash an LED when inefficiency
occurs when the acceleration and deceleration are greater than 0.1G. The following design
proposal will go into specific details on the functionality of the circuit, the underlying circuit
analysis, and the various components to the design.
Once the Op Amp design project was physically implemented, the percent errors between
measured values and theoretical values were quite small, with the largest percent error being 4%.
These error do not affect the functionality of the circuit as the measured values are close enough
to the design specifications. The acceleration and deceleration thresholds remain at 0.1G but the
airbag deployment occurs at a deceleration of 5.8G. In normal use, the car will not experience such
a deceleration, but will likely experience it in a collision. Although not exactly 6G, 5.8G provides
a benefit because it can deploy the airbag easier, but not easy enough for normal use. This 0.2G
difference has the chance to reduce the risk of injury in the event that a deceleration of 5.9G occurs
within a collision.
DESIGN PROPOSAL
In the physical implementation, the forces are measured by the Model 1210-010 accelerometer.
The accelerometer outputs a linear range of voltages from 0.5V for an acceleration of -10G and
4.5V for an acceleration of 10G; where 2.5V is the output when there is no acceleration, or at 0G.
In this report, this voltage range will be implemented using a constant voltage source, or a function
generator. The design schematic is shown below in figure 1.
3
5V respectively. In the physical circuit, XFG1 and XFG2 will be from the same accelerometer
output; but for design purposes and analysis having XFG1 and XFG2 separate is beneficial.
The first Op Amp U1A is to provide an output voltage range from -5V to 5V from an input of 10G to 10G. The input voltages are thus 0.5V to 4.5V respectively. The input voltage will be
centered on 0V by subtracting 2.5V from the input voltages. At this point -2V to 2V will be
linearly mapped to -5V to 5V. Resistors R3 and R1 will be the same along with R2 and R4 which
simplifies the output voltage equation shown below.
=
1 =
5
= 2.5
2
2
( ) = 2.5( 2.5)
1
1 = 3 = 1 2 = 4 = 2.5
1 = 2.5(0.5 2.5) = 5
2 = 2.5(4.5 2.5) = 5
The bias voltage of 2.5V will be supplied by using a voltage division from a +15V supply rail.
These resistors are not included in the schematic because the bias voltage is supplied by a constant
DC voltage source. In the physical implementation the resistances will be calculated.
The second Op Amp U1B is to provide an output voltage range from 0V to 5V from an input of 0.2G to 0.2G. The input voltages are thus 2.46V to 2.54V respectively. The input voltage will be
subtracted by 2.46V so that the output will be centered on 0V. Similarly, R5 and R7 will be the
same along with R6 and R8 which simplifies the output voltage equation shown below.
=
1 =
5
= 62.5
2.54 2.46
6
( ) = 62.5( 2.46)
5
5 = 7 = 1 6 = 8 = 62.5
3 = 62.5(2.46 2.46) = 0
4 = 62.5(2.54 2.46) = 5
The bias voltage of 2.46V will be supplied by using a voltage division from a +15V supply rail.
These resistors are not included in the schematic because the bias voltage is supplied by a constant
DC voltage source. In the physical implementation the resistances will be calculated.
The Op Amps U2A and U2B serve to be the comparators to indicate whether the drivers
acceleration is larger than 0.1G and deceleration is larger 0.1G. The acceleration of 0.1G maps to
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a voltage of 3.75V and an acceleration of -0.1G maps to a voltage of 1.25V from the output of
U1B. Again, in the physical implementation of this circuit, these voltages will be provided using
voltage division from the available +15V power rails. Since the LED should light in either case,
the comparators will be set up with the same functionality of an OR logic gate. To do so, diodes
D1 and D2 will be placed to isolate the current from flowing between the Op Amps when either
U2A or U2B outputs +15V. The LED2 has a forward voltage of 3.3V and limiting current rating
of 30mA. The forward voltages of D1 and D2 are 1.1V. Resistors of 390 are available, so the
limiting resistors of 390 will be chosen.
=
15 1.1 3.3
= 353.3
0.03
The Op Amp U3A serves to be the comparator to indicate whether the driver experiences an
acceleration lower than -6G. At this instance, LED1 indicates to deploy the airbag. An acceleration
of -6G maps to an output voltage of -3V. Thus if the output from U1A is smaller than -3V the
comparator will output a voltage of 15V. As before in the physical implementation, the -3V will
be provided using voltage division from the -15V power rail. The LED1 has a forward voltage of
3.3V and a limiting current rating of 30mA. The limiting resistor will be chosen as 390.
=
15 3.3
= 390
0.03
10
= 2.5
4
5
= 62.5
0.08
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MULTISIM SIMULATION RESULTS
Below show four cases of accelerometer input and the response of the design. The first case is
when the deceleration is large than 6G, the second case when the deceleration is between 6G and
0.1G, the third case when the accelerometer is stationary, and the fourth case when the acceleration
is greater than 0.1G. The accelerometer voltage output is 1.3V for a deceleration of 6G, 2.46V for
a deceleration of 0.1G, and 2.54V for an acceleration of 0.1G.
The first result should indicate that the airbag should be deployed, and inefficiency in driving with
the LEDs being lit.
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Figure 9 Simulation Results when Deceleration is Greater than 0.1G but less than 6G
When at rest, the acceleration will be 0G. Both indicators should not be lit.
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13
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DATA
The data from the project is summarized in the following table.
Table 1 Project Results
Measurement
VO1
VO2
GainVU1A
VO3
VO4
GainVU1B
Simulated Value
5.00V
-5.00V
2.50
5.00V
0.00V
62.5
Experimental Value
4.80V
-5.20V
2.40
5.04V
55.62mV
60.4
The figures 12 & 13 below shows the input voltages and the output voltages for the Op Amp U1A.
The input voltage signal is on Channel 1 and the output voltage signal is on Channel 2. Channel 2
max is the VO1 measurement and the Channel 2 min is the VO2 measurement. The function
generator was set to input a triangular waveform of 10Hz, an amplitude of 4Vpp and a DC offset
of 2.5V.
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16
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The following table summarizes the error present in the voltage dividers. The resistors for the
difference amplifier and the circuit conditioning are not of interest because error is factored into
gain. The voltage dividers do play a part in the gain error as well. The upper resistor is attached to
the positive or negative 15V supply rail and the lower resistor is grounded.
Table 2 Voltage Divider Errors
Voltage
Upper
Lower
Divider
Resistor Resistor
Value
Nominal Nominal
(V)
(k)
(k)
2.50
5.000
1.000
2.46
5.098
1.000
-3.00
4.000
1.000
1.25
11.000
1.000
3.75
3.000
1.000
Upper
Resistor
Measured
(k)
5.031
5.160
4.060
10.800
3.000
Lower
Resistor
Measured
(k)
0.994
0.982
0.974
0.997
0.993
Measured
Voltage (V)
%
Difference
2.47
2.40
-2.90
1.26
3.74
1.21
2.47
3.39
0.80
0.27
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DISCUSSION
Note since VO4 is expected to be 0V, the percent difference or the percent error for this and the
experimental value will not be an adequate measure. The difference circuit can achieve an
acceleration measurement of -0.196G instead of -0.2G, which does not affect its ability to
determine the acceleration at -0.1G for the design requirement. So, this does not affect the
functionality of the circuitry.
Table 3 Result Errors
Measurement
Theoretical
Value
Simulated
Value
Experimental
Value
% Error
(Exp & Sim.)
VO1
VO2
GainVU1A
VO3
VO4
GainVU1B
5.00V
-5.00V
2.50
5.00V
0.00V
62.5
5.00V
-5.00V
2.50
5.00V
0.785mV
62.5
4.80V
-5.20V
2.40
5.04V
55.62mV
60.4
4.00
4.00
4.00
0.80
6985.00
3.42
% Error
(Exp &
Theo.)
4.00
4.00
4.00
0.80
3.42
In general the results prove to be quite accurate and is effective in functionality. The experimental
results show that the airbag is deployed at an acceleration of -5.8G instead of -6G. Although close,
it is unlikely that through normal use acceleration levels will reach -6G. Having a little less
threshold to release the airbag can be beneficial because in the case of an emergency the airbag
can be deployed even quicker. The inefficiency LED will light when there is an acceleration of 0.1G and 0.1G, which remains the same as the design. In general, the U1B Op Amp (Differential
Amplifier) is more accurate to specifications than the Signal Conditioning Circuitry Op Amp U1A.
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REFERENCES
[1]
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