Linear Control Systems: Assignment Presentation

Assignment Presentation
Linear Control Systems
Name: N.Varun
FT-2018 Batch, Reg. No.: 18ETEE035002
M. Tech. in Sensors and Control Systems
Module Leader: Dr.Shama

Module Name: Linear Control Systems
Module Code : SCE503
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Faculty of Engineering & Technology © Ramaiah University of Applied Sciences
Marking Scheme
Head Maximum Score
Technical Content 5
Grasp and Explanation 5
Quality of Slides and Delivery 5
Q&A 5
Total 20
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Presentation Outline
• Introduction to suspension systems
• Active suspension systems
• Active suspension systems
• Comparison of suspension systems
• Model the suspension system
• Simulate the open loop suspension systems using standard software tool
• Full state feedback controller:
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Introduction to suspension
systems
Vehicle suspension serves as the basic function of isolating passengers and the chassis from the
roughness of the road to provide a more comfortable ride. A very important role of the suspension
system is the ride control.
Active suspension systems
Passive suspension systems
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Active body control
o Active suspension systems are intelligent in the sense that they employ
controllable elements (actuators of some kind).
o Active suspensions, use separate actuators which can be an independent force

on the Suspension to improve the riding characteristics.
o Adaptive suspensions only vary shock absorber firmness to match changing

road or dynamic conditions, active suspensions uses some type of actuator to
literally raise and lower the chassis independently at each wheel.
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Passive suspension systems
o Passive suspension systems of conventional elements (springs and dampers) have
limitations in respect of completely controlling the vehicle dynamics.
o The difficulty comes from vehicles typically being operated over roads of different
qualities at different speeds as well as requiring adequate attitude control with
load changes and maneuvering.
o Even for the same operating conditions, it is well known that the ride comfort
parameter can be indefinitely improved (at the expense of the suspension working
space) by softening the suspension spring.
o In practice, the working space must be restricted. Normal passive suspension

parameter choices represent a compromise between the different requirements
and are made according to the vehicle type and layout.
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Existing control techniques
Active Suspension System Linear Control systems:
Quarter Vehicle Active Suspension Model: The quarter-vehicle model was developed to
know active suspension capabilities, which active suspension is cable off. Like skyhook
damping and fast load leveling.
Half Vehicle Active Suspension Model: The half-vehicle model including pitch and heavy
modes, the ride characteristics of a simplified whole vehicle, which led to significant
improvement in ride and handling.
Fuzzy Control System

Adaptive Fuzzy Sliding Mode Control
Adaptive Neural Network Control
PID Controller for Suspension System by Back Propagation Neural Network: propagation
neural network (BPN) has been used for determining the gain parameters of a PID
controller for suspension system of automotive
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Conclusion and Justification
A vehicle suspension system subjected to specific operating conditions (road surface quality and
vehicle speed). The performance and design properties of passive, active depends the conditions
and model of the car, money constraints.
Active suspension systems are preferred over passive suspension systems, because of their
advantages and adaptive practical movants, Active suspension offers several edges over standard
and passive suspension.
The active suspension and adaptive suspension/semi-active suspension type of automotive

suspensions that controls the vertical movement of the wheels with an onboard system, rather
than in passive suspensions where the movement is being determined entirely by the road surface
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Working of ABC suspension
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Model the suspension system:
Free Body Diagram
M1
M2
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Consider the control input U(s) only, we set W(s) = 0. Thus we get the transfer function G1(s) as
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Simulate the open loop suspension
M.code systems using standard software tool:
m1=2500;
m2=320;
k1=80000;
k2=500000;
b1 = 350;
b2 = 15020;
nump=[(m1+m2) b2 k2];
denp=[(m1*m2) (m1*(b1+b2))+(m2*b1) Open loop Response
(m1*(k1+k2))+(m2*k1)+(b1*b2)
(b1*k2)+(b2*k1) k1*k2]; Open-loop response we can use Matlab to
'G(s)1' display how the original open-loop system
printsys(nump,denp) performs (without any feedback control).
num1=[-(m1*b2) -(m1*k2) 0 0];
den1=[(m1*m2) (m1*(b1+b2))+(m2*b1)
(m1*(k1+k2))+(m2*k1)+(b1*b2)
(b1*k2)+(b2*k1) k1*k2];
'G(s)2'
printsys(0.1*num1,den1)
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Answer
G(s)1
num/den =
2820 s^2 + 15020 s + 500000
----------------------------------------------------------------------------------------------------------
800000 s^4 + 38537000 s^3 + 1480857000 s^2 + 1376600000 s + 40000000000
G(s)2
num/den =
-3755000 s^3 - 125000000 s^2
-------------------------------------------------------------------------------------------------------------
800000 s^4 + 38537000 s^3 + 1480857000 s^2 + 1376600000 s + 40000000000
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Analyze and Record the results
Step (nump,denp) From this graph of the open-loop response for a unit step actuated force, we
can see that the system is under- damped
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People sitting in the vehicle will feel very small amount of oscillation and the steady-state error is
about 0.013 mm.
Moreover, the bus takes very unacceptably long time for it to reach the steady state or the
settling time is very large.
The solution to this problem is to add a feedback controller into the system's block diagram.
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Design a full state feedback controller
To design a feedback controller so that when the road disturbance (W) is simulated by a unit step
input, the output (X1-X2) has a settling time less than 5 seconds and an overshoot less than 5%. For
example, when the bus runs onto a 10 cm high step, the bus body will oscillate within a range of
+/- 5 mm and will stop oscillating within 5 seconds.
The dynamic equations in state-space form are the following where Y1 = X1 - X2.
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M Code
m1 = 2500;
Simulate the closed loop system using
m2 = 320; standard software tool:
k1 = 80000;
k2 = 500000; To define the A, B, C, D matrices
b1 = 350;
b2 = 15020;
A=[0 1 0 0
-(b1*b2)/(m1*m2) 0 ((b1/m1)*((b1/m1)+(b1/m2)+(b2/m2)))-(k1/m1) -(b1/m1)
b2/m2 0 -((b1/m1)+(b1/m2)+(b2/m2)) 1
k2/m2 0 -((k1/m1)+(k1/m2)+(k2/m2)) 0];
B=[0 0
1/m1 (b1*b2)/(m1*m2)
0 -(b2/m2)
(1/m1)+(1/m2) -(k2/m2)];
C=[0 0 1 0];
D=[0 0];
sys=ss(A,B,C,D);
Aa = [[A,[0 0 0 0]'];[C, 0]];
Ba = [B;[0 0]];
Ca = [C,0];
Da = D;
sys=ss(Aa,Ba,Ca,Da)
K = [0 2.3e6 5e8 0 8e6]
t = 0:0.01:2;
sys_cl = ss(Aa-Ba(:,1)*K,-0.1*Ba,Ca,Da);
step(sys_cl*[0;1],t)
title('Closed-Loop Response to a 0.1-m Step')
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In PID controller design, The integral control is
obtained from the new state. The proportional
Full State feedback controller control is obtained from a gain on Y1 or X1-X2. The
direct derivative control of the output isn't possible,
since derivative of Y1 or X1-X2 isn't a state. Instead
we use the derivative of X1, which is available for
feedback. (While X1 maybe hard to measure, X1_dot
could be obtained by integrating `
the output of an accelerometer mounted on the

bus.) It is similar to adding more damping to the
velocity of the oscillation of the bus suspension
K = [0 2.3e6 5e8 0 8e6]
K =
0 2300000 500000000 0 8000000
At this value of the K, matrix by trial and error,

adjusting the gain for derivative of X1, Y1 and integral
of Y1
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Close Loop response
Adding the K matrix into the system, the state-space equations become
To obtain
the closed-loop response by simply adding the following code into the m-file. Note that
we need to multiply B matrix by 0.1 to simulate the 0.1-m high step disturbance.
t = 0:0.01:2;
sys_cl = ss(Aa-Ba(:,1)*K,-0.1*Ba,Ca,Da);
step(sys_cl*[0;1],t)
title('Closed-Loop Response to a 0.1-m Step')
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• From the plot we see that the
percent overshoot and settling
time requirements are satisfied.
Moreover the steady-state error
approaches zero as well.
• Therefore, we will conclude that

the response is satisfactory. Feel
free to play around with the
gain for matrix K.
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References
Alleyne, A., and Hedrick, J. K., “Non-linear Adaptive Control of Active Suspensions,” IEEE Trans. Control Syst. Technol.,
3(1), 1995,pp. 94–101.
Ben Gaid, M., Cela, A.,Kocik, R., “Distributed control of a car suspension system,” COSI - ESIEE - Cit´e Descartes,
A.G. Thompson, "Design of active suspensions", Proc. Instn. Mech.Engrs., 185:553–563, 1970–1971.
D.A. Crolla and A.M.A. AboulNour, "Theoretical comparisons of various active suspension systems in terms of performance
and power requirements", Proceedings of IMecE Conference on Advanced Suspensions, C420/88:1–9, 24–25 October 1988
M. Senthil Kumr and S Vijayrangan,“Linear Quadratic Regulator Controller Design for Active Suspension System Subjected
to Random Surfaces”, Journal of Scientific and Industrial Research, Vol. 65, March 2006.
“Simulation And Analysis Of Passive And Active Suspension System Using Quarter Car Model For Non Uniform Road
Profile” Abdolvahab Agharkakli*Chavan U. S. Dr. Phvithran S. Address for Correspondence Department of Mechanical
Engineering, University of Pune (Vishwakarma Institute of Technology), Pune, Maharashtra, India
Mathematical Modelling and Comparison of Two Degree of Freedom Suspension System of Quarter Car Akshay Vaishnav1 ,
Mohit Sarvaiya2 . & . Prashant Dhabaliya3 B.E. Mechanical Engineering, 1,2Sanjaybhai Rajguru College of Engineering,
3Marwadi Education Foundation, Gujarat Technological University, India
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Linear Control Systems: Assignment Presentation

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Assignment Presentation

Linear Control Systems

Module Leader: Dr.Shama

Head Maximum Score

Grasp and Explanation 5

Quality of Slides and Delivery 5

• Introduction to suspension systems

• Active suspension systems

• Active suspension systems

• Comparison of suspension systems

• Model the suspension system

• Full state feedback controller:

Active suspension systems

Passive suspension systems

o Active suspensions, use separate actuators which can be an independent force

o Adaptive suspensions only vary shock absorber firmness to match changing

o In practice, the working space must be restricted. Normal passive suspension

Fuzzy Control System

The active suspension and adaptive suspension/semi-active suspension type of automotive

Free Body Diagram

the output of an accelerometer mounted on the

K = [0 2.3e6 5e8 0 8e6]

At this value of the K, matrix by trial and error,

• Therefore, we will conclude that

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