Laboratory Work of

Simulation & Modelling

Submitted By
RAHUL SARASWAT
Roll No: 01016418715
M.Tech(R&A) 3rd Sem

USICT
Guru Gobind Singh Indraprastha University
Dwarka Sec-16

INDEX
Exp
NO.

Description

Date

Signature

EXPERIMENT NO.

AIM: Single Hydraulic Cylinder Simulation.

Software Used: Matlab 2015
Description:
We are using Simulink and SimHydraulics to model and simulate a hydraulic cylinder.
Schematic Diagram of the Model
Figure 1 shows a schematic diagram of the basic model. The model directs the pump flow, Q,
to supply pressure, p1, from which laminar flow, q1ex, leaks to exhaust. The control valve for
the piston/cylinder assembly is modelled as turbulent flow through a variable-area orifice. Its
flow, q12, leads to intermediate pressure, p2, which undergoes a subsequent pressure drop in
the line connecting it to the actuator cylinder. The cylinder pressure, p3, moves the piston
against a spring load, resulting in position x.

Fig 1 Schematic diagram of the basic hydraulic system

Where
Q, pump flow =q12+q1ex
q1ex,
p1,pump pressure= (Q-q12)/2
q12= control valve flow
C2= flow coefficent
p2=pressure downstream of control valve
p3= piston pressure
V3= fluid volume at p3

leakage

=C2.p1

Modelling
Figure 2 shows the top level diagram of the model. The pump flow and the control valve
orifice area are simulation inputs. The model is organized as two subsystems: the 'Pump' and
the 'Valve/Cylinder/Piston/Spring Assembly'.

Fig 2
Simulation Parameters
We simulated the model using the following data.

Plotting Simulation Results

The system initially steps to a pump flow of 0.005 m^3/sec=300 l/min, abruptly steps to zero
at t=0.04 sec, then resumes its initial flow rate at t=0.05 sec.
The control valve starts with zero orifice area and ramps to 1e-4 sq.m. during the 0.1 sec
simulation time. With the valve closed, all of the pump flow goes to leakage so the initial
pump pressure increases to p10 = Q/C2 = 1667 kPa.

As the valve opens, pressures p2 and p3 build up while p1 decreases in response to the load
increase as shown in plot. When the pump flow cuts off, the spring and piston act like an
accumulator and p3 decreases continuously. Then the flow reverses direction, so p2, though
relatively close to p3, falls abruptly. At the pump itself, all of the back-flow leaks and p1
drops radically. The behavior reverses as the flow is restored.
The piston position is directly proportional to p3, where the hydraulic and spring forces
balance. Discontinuities in the velocity at 0.04 sec and 0.05 sec indicate negligible mass. The
model reaches a steady state when all of the pump flow again goes to leakage, now due to
zero pressure drop across the control valve (which means p3 = p2 = p1 = p10).

EXPERIMENT NO.
AIM:- To study Counters Using Conditionally Executed Subsystems.
Software used- MATLAB 2015
SIMULATION THEORY AND BLOCK DIAGRAM:

Figure 1: Simulation model

This model shows the contrast between enabled subsystems and triggered subsystems for the
same control signal, through the use of counter circuits. After running the simulation, the
scope shows three plots.
i). The first of these plots shows the control signal which is the output of the discrete pulse
generator.
ii). The second plot shows the output of the counter circuit in the enabled subsystem. The
counter increments while the subsystem is enabled and then holds its output when the
subsystem is disabled. The counter resets to zero when the subsystem is re-enabled because
the enable port was configured to reset states when enabling.
iii). The third plot shows the output of the counter circuit in the triggered subsystem. The
counter increments every rising edge of the control signal.
The signals are shown in a Signal Viewer scope that does not require a scope block to be put
into the block diagram. Instead, the "scope" icon notation on the ports show that a Signal
Viewer is attached.

SUBSYSTEMS:
Enable subsystem: Represents subsystem whose execution is enabled by external input.
Triggered subsystem: Represents subsystem whose execution is triggered by external input.
This block is a subsystem block that is preconfigured to serve as the starting point for
creating a triggered subsystem.
Enabled and triggered subsystem: Represents subsystems whose execution is enabled and
triggered by external input.
Resettable subsystem: Represents subsystem whose states reset with external trigger.

SIGNAL VIEWER SCOPE:

EXPERIMENT NO.
AIM: Fault tolerant fuel control system
Software Used: Matlab 2015
Theory-:
The task of the engine fuel systems is to prepare an air-fuel mixture from ambient air and fuel
in the tank that satisfies the requirement of the engine.In principle, the optimum air-fuel ratio
for an engine is that which give the required power output with the lowest fuel
consumption.Simulation and stateflow helps to simulate the fuel rate using signals from
the system's sensors to determine the fuel rate which gives a stoichiometric mixture.
The fuel rate control uses signals from the system's sensors to determine the fuel rate which
gives a stoichiometric mixture. The fuel rate combines with the actual air flow in the engine
gas dynamics model to determine the resulting mixture ratio as sensed at the exhaust.
Modeling Simulation-:
The model uses three subsystems to implement this strategy: Control logic, airflow
calculation, and fuel calculation. Under normal operation, the model estimates the airflow
rate and multiplies the estimate by the reciprocal of the desired ratio to give the fuel rate.
Feedback from the oxygen sensor provides a closed-loop adjustment of the rate estimation in
order to maintain the ideal mixture ratio.
Control Logic
A single Stateflow chart, consisting of a set of six parallel states, implements the Control
logic in its entirety.
Airflow Calculation
This block is found inside the fuel rate control subsystem .The block estimates the intake air
flow to determine the fuel rate which gives the appropriate air/fuel ratio.
Fuel Calculation
The fuel_calc subsystem (within the fuel rate control subsystem) sets the injector signal to
match the given airflow calculation and fault status. The first input is the computed airflow
estimation.

Results and conclusion

EXPERIMENT NO.
AIM: To study Automotive Suspension System
Software Used: MATLAB 2015a
Theory:

A vehicle suspension system is a complex vibration system having multiple degrees

of freedom. The purpose of the suspension system is to isolate the vehicle body from
the road inputs.

Suspension systems serve a dual purpose :

1. Contributing to the vehicle's road holding/handling and braking for good active
safety and driving pleasure, and
2. Keeping vehicle occupants comfortable and reasonably well isolated from road noise,
bumps, and vibrations etc.

Modeled Characteristics of the half-car

The front and rear suspension are modeled as spring/damper systems.

velocity-dependent damping (with greater

compression) is a more detailed model.

damping

during

rebound

than

The vehicle body has pitch and bounce degrees of freedom.

They are represented in the model by four states: vertical displacement, vertical
velocity, pitch angular displacement, and pitch angular velocity.

The front suspension influences the bounce (i.e. vertical degree of freedom) according to
Equation 1.

The pitch contribution to the front suspension is given by Equation 2.

Equation 3 contains expressions for the rear suspension

The forces and moments result in body motion according to Newton's Second Law (see
Equation 4).

Top-level diagram of the suspension model

Description

Two inputs and both input blocks are blue on the model diagram

The first input is the road height.

A step input here corresponds to the vehicle driving over a road surface with a step
change in height.

The second input is a horizontal force acting through the center of the wheels that
results from braking or acceleration maneuvers.

This input appears only as a moment about the pitch axis because the longitudinal
body motion is not modeled.

The Spring/Damper model used in Front Suspension and Rear Suspension subsystems-

Description

The suspension subsystems are used to model Equations 1-3.

The equations are implemented directly in the Simulink diagram through the
straightforward use of Gain and Summation blocks.

The differences between front and rear are accounted for as follows. Because the
subsystem is a masked block, a different data set (L, K and C) can be entered for each
instance.

Furthermore, L is thought of as the Cartesian coordinate x, being negative or positive

with respect to the origin, or center of gravity.

Thus, Kf, Cf, and -Lf are used for the front suspension block whereas Kr, Cr,
and Lr are used for the rear suspension block

Running the Simulation

EXPERIMENT NO.
AIM: To study Vehicle Electrical System
Software Used: MATLAB 2010a
Theory:
System Components
The system simulated consists of the following component parts:
A separately excited DC motor with constant field excitation. The armature is supplied from
a DC source voltage (battery nominal voltage 240V) and seeing that the field excitation, and
hence current, is kept constant the motor speed is directly proportional to the applied
armature voltage. This arrangement simulates the engine of the car, which drives the
alternator (synchronous generator) via a belt and pulley mechanism. As the driver accelerates,
the engine speed changes as does the speed of rotation of the alternator. Therefore to simulate
a change in engine speed, the armature voltage of the DC motor is changed.
The DC motor output power (product of motor torque and angular speed, w) is fed into the
synchronous machine block as an input.
The alternator is a 3 phase synchronous generator with its field current regulated to give
control over the output voltage. This is simulated by using the Simplified Synchronous
Machine model.
The 3 phase AC output of the alternator is fed into the 6 pulse rectifier to give the DC voltage
required to charge the car battery and to supply the balance of the electrical system of the car.
Operation of the System
The DC voltage must be kept constant so that the lights do not dim when other loads are
switched on, for example: the starter motor or windscreen wiper motor. Likewise, if the A/C
fan motor is running and the lights are switched on the fan motor must not slow down.

To ensure the DC voltage remains constant, even when the engine speed changes or
when additional electrical loads are switched on, it is necessary to feed back the DC bus
voltage and regulate the alternator genera Speed variation: While the simulation is
running, reduce the input DC battery voltage from 240 to say 150 V. When the
simulation is over, display the DC bus voltage and the speed w of the DC motor. It is
seen that the speed changes, but there is no change in the DC bus voltage.

Load variation: While the simulation is running, change the value of the load resistor
connected across the DC busbar. Display the DC bus voltage and current. The current
changes with the load, but the voltage remains constant (as it should).

To illustrate that the voltage regulator on the alternator is operating, change the constant
on the second summer (the one with the two +ve signs) while the simulation is running.
Display the AC and DC voltages and they will show the changes.

BLOCK DIAGRAM :

EXPERIMENT NO.
AIM: To study & simulate four hydraulic cylinders.
SOFTWARE USED: MATLAB 2013a
THEORY: This model has a single pump and four actuators. The same pump pressure (p1)
drives each cylinder assembly and the sum of their flows loads the pump. Although each of
the four control valves could be controlled independently, as in an active suspension system,
in this case all four receive the same commands, a linear ramp in orifice area from zero
to 0.002 sq.m..

FIG 1: Functional block of 4 hydraulic cylinders

Model Description
The pump flow begins at 0.005 m3/sec, then it drops to 0.0025 m3/sec at t=0.05 sec. The
parameters C1, C2, Cd, rho, and V30 are identical to those in the single cylinder model.
However, by assuming individual values for K, A, and beta, each one of the four cylinders
exhibit distinctive transient responses. The table below gives the characteristics of the four
actuators.
---------------------------------------------------------------Parameter

| Actuator1 Actuator2 Actuator3 Actuator4

----------------|----------------------------------------------Spring Constant | K
Piston Area

| Ac

K/4

4K

Ac/4

4Ac

Ac

Bulk Modulus

| Beta

Beta

Beta

Beta/1000

Beta = 7e8 Pa [fluid bulk modulus]

K

= 5e4 N/m [spring constant]

Ac = 1e-3 m^2 [cylinder cross-sectional area]

The ratio of area and spring constant is the same for all pistons, so they should have the same
steady state output. The dominant time constant for each actuator subsystem is proportional
to A^2/K. So we can expect the piston assembly 2 to be somewhat faster than assembly 1.
The piston assembly 3 is expected to be slower than 1 or 2. The piston assembly 4 has a
significantly lower bulk modulus beta (as would be the case with air), thus we expect
piston 4 to respond more sluggishly than piston 1.

Inference:
The initial jolt of flow at t=0 is seen by the four actuators as a pressure impulse. The pump
pressure (p1), which is initially high, drops rapidly because there is a high flow demand from
the four loads. During the initial transient, distinct responses identify the individual dynamic
characteristics of each assembly unit.
As predicted by the parameter values, actuator 2 responds much faster than actuator 1. The
third and fourth pistons are much slower because they require more working fluid to move
the same distance. In case 3, the piston displaces more volume due to its larger crosssectional area. In case 4, although the displaced volume is the same as in case 1, the device
requires more fluid because it is subsequently compressed.
As the pump pressure falls to the level within the cylinders, the distinctions in behavior are
blurred. The individual responses blend into an overall system response which maintains the
flow balance between the components. At t=0.05 sec, the pump flow drops to a level that is
close to the equilibrium and the actuator flows are nearly zero. The individual steady state
piston positions are equal, as predicted by the design.

EXPERIMENT NO.
AIM: To study how to use the Controlled PWM Voltage and H-Bridge blocks to control a
DC motor.
Theory
This model shows how to use the Controlled PWM Voltage and H-Bridge blocks to control a
motor. The DC Motor block uses manufacturer datasheet parameters, which specify the
motor as delivering 10W mechanical power at 2500 rpm and no-load speed as 4000 rpm
when run from a 12V DC supply. Hence if the DC Voltage Source is set to +5V, then the
motor should run at 4000 rpm. If it is set to +2.5V, then it should run at approximately 2000
rpm. The Simulation model parameter is set to Averaged for both the Controlled PWM
Voltage and H-Bridge blocks, resulting in fast simulation. To validate the averaged behavior,
change the Simulation mode parameter in both blocks.

Output

Load Versus Current Chracterstics

Speed Versus Load Chracterstics