SAMPLE. OF S Os Pret i Saas EYLet (ASSAD)carey Universin ‘TEKNOLOGI MARA FAKULTI KEJURUTERAAN MEKANIKAL BACHELOR OF ENGINEERING (HONOURS) MECHANICAL (EM220) PROBLEM BASED LEARNING EVALUATION FORM CONTROL ENGINEERING (MEC522) CO3__ Develop mathematical models and propose appropriate solutions for control engineering applications using modern programming tools. [PO3, LO3]{C5} va TRARY STOR wosee7 TH 2._ vain ela a NOD aT 215259520 Tap ene Ta Fa ad Bet ae ot os 20 jet rene {Beige Yaoi a0 Tha 2rapond igppaesomin of 23 rhe Se Has rogeamning Tak Tha Tarot : {Devinn aicmatalieae OTT TE Tse se TTP 2m ampepatesonnon ott ts tstrt ster fe Sites Hotes ogame otra ts tete terres Toft TT Liege atomatarmaas OTT TS TS TAT Se Tye 2ropaed AoiteSauion ofa tats tet sper rts Sultee Nose ogammngram Pot rtetetetetet rts To oe 2 ois Dag ime [93 nga some 38 al] ae at + ovrtrepareestee + Sen’ manege ie MATLAR an Simin and ane dt ott ow the deriton of mn ea se pce reenter fon + open enor or Shy nal area ode ts ant ete Fane oe Sel ne — pr ae DREZONECONTROL ENGINEERING MEC 522 MINI PROJECT TITLE: FAMILY CAR SUSPENSION SYSTEM. LECTURER: DR. ZULKIFLI MOHAMED GROUP: EMD6MI1A GROUP MEMBERS: 1, NURAINI BINTI SUKHOR (2015666776) 2. MUYASSARAH SYAHIRAH BINTI MOHD YATIM (2015259526)Ne of Content Contents 1.0 Introduction. 2.0 Free Body Diagram 3.0 Equation of Motion... 4.0 State Space Representation 5.0 Unit Step Response... 6.0 System Stability 6.0.0 Root Locus 6.1.0 Bode Plot. 6.2.0 Nyquist Plot. 7.0 P, PD, PID Controllers. i. P Controller... ii, PD Controllter.. PID Controller 8.0 Discussion.. 9.0 Conclusion 10.0 References.1.0 Introduction The main objective of the assignment is to expose student about the suspension system in a car. Besides that, it will also help students in improving their skills by using MATLAB. We have been assigned to analyse a family car suspension system, We need to choose one family car and from deriving the Newton’s Second Law, we manage to obtain mathematical model of the system. From the mathematical model, we can come out with transfer function and state space representation. As for performance analysis for the suspension system, it can be seen from the steady state error. Meanwhile, we use PID controller for stability analysis. We are using root locus in order to show the behaviour of a closed loop system when some of the parameter which is typically a gain (K) is changed. For bode plot, itis very useful in order to represent the gain and phase of a system as a function of frequency. It consists of two graphs which are magnitude plot graph and phase plot graph. For magnitude plot graph it should exceed the zero axes in order to calculate the gain margin. It is also the same for phase plot graph. It also needs to exceed the -180° line in order to caleulate the phase gain margin. Phase plot graph is used to indicate whether there is phase shift or vice versa, And lastly, we use Nyquist plot to make sure whether the system is stable ‘or vice versa. Any value that is greater than unity it is unstable. If it is in the unity circle, then itis stable. We have chosen Toyota Vellfire for our family car. We analysed the quarter model of the car. Page |1Conventional Suspension Figure 1.0: Overall suspension system Figure 1.1: Tire suspension system yl as De y2 ka Figure 1.2: Physical diagram ofthe suspension system of the car Page | 22.0 Free Body Diagram of the Suspension Note that: my is the mass of body and mz is the mass of tire. On - Yn Oe yy) 202-2) nA Ye Page |33.0 Equation of Motion For mass 1: HF kiG2— yn + 2-H) = Myr may Kaye — Kays + a — Oh = aa maya ~ Ian t+ aya — he + 1 = 0 mJi— a+ cy — kaye thas = 0 cooeetel For mass 2: HD Fe = mae Tha O2 ~~ 2 V1) ~ kOe — 2) = maja whaye + hays — Vo + Oa — kaye + keaz = mayo maiz + Ua + ke) ¥2 — kaya + a — CF — Equation 2 maja + 2 ~ Ca + (ea + hee ~ Kaya = Page | 4Covert t-domain to s-domain: Ya = S?¥2(5), Ha = SV (5) Ya = S¥a(s), 9a = SK) 2 = hes). = Ks) From Equation 2: maiz + C2 — Ch, + (le, + ke)¥2 — lay — gz = 0 maja + Ca + (ley + heady = 1 + kay + ke [M2S? + CS + (Ky + Kz)]¥o(s) = [CS + K,]¥4(s) + K2Z(s) [M,S? + CS + (Ky + Ka) }¥o(s) — KZ (s) = [C5 + K1%(8) [CS + K]¥s(s) = [MyS? + C5 + (Ky + Kp)]¥o(s) — KoZ(S) — [MzS?+C5+(Ka + Ka)|¥a(s)-K22(8) — Equation 3 Y(s) = [eS+K] From Equation 1: maa — V2 + Ch — Kaye + hays = 0 Mar + OV + kaya = C¥2 + Kaye [M,S? + CS + K,]¥%;(s) = [CS + Ky]¥o(s) [cS+Ks]¥2(s) Equation 4 [M,S?-+€S+K,] Y(s) = Page |5Equate Equation 3 and 4: [MzS? + CS + (Ky + Kp)I¥o(s) — KpZ(s) f(s) = [eS + Ky) [cs + K]¥2(8) "© = hastacs+ kK] [MyS? + CS + (Ky + Ke)Wa(s) - KoZ(s) __ [6S + KaI¥a(5) Al [M,S? + CS + K,] By cross-multiplication: [C5 + K,}[CS + Ky]¥o(s) = {{MpS? + CS + (Ky + Kz)]¥o(s) — Ko2(s)}MyS? + CS + Ky] (CS + Ky)? 2(5) = [MgS* + CS + (Ky + Ke)IYe (SVMS? + CS + K,]~ KZ (6)IMS? + CS +] K,2(S)IM,S? + C5 + Ky] = [M52 + 08 + (KG + KMS? + 5 + Ky] — (CS K*V28) (WS? +5 + (Ky + KN DIMS? + C8 + Ky] (CSF KY)¥ 205) = ZMIMS? #65 4K Factorise ¥a(s): (4S? +65 + (K+ KIILMS? + C5 + 1G] — (CS + PS) = (MS? + 65 + IZ) ‘Therefore the transfer function is: v8) [m,s? + 65 + «]K, 25) (us 40s +m, + Ks + 054K) ~ (CS + Ky Page | 64.0 State Space Representation B=% 32 hay 23 =¥y > = @,=%o ad 2, = Yo From equation | and 2, we can obtain the state space representation: maya — C2 + Oy — kaye + kay, = 0 —___—. Equation 1 5a =F [ea ~ ha + kaye ~ lays mae + C2 — ey + (ea + kaye ~ ayy — baz = Equation 2 1 7 Fa = aa + hs — Cea + hada + kes + kaa] ‘Transfer into matrix form: : 9 4 9 0 jl a HB £74 0 i\_| m m m, my Zy 0 w%|"| 0 0 0 1 z3|*| x, | 7 ly kf Wath) Ie Za oa m, ™ M2 m2 4 Output: ay Py-E °° 4 Za allo o 1 ol | Z3 Zs Page |?From the transfer function, we substitute the values of the parameters: vs) is? +08 +e], 28) (mys? + 65 + K, + K)(M,S* + 054 K,) ~ (CS + K* Let: 1m, = 648 kg,mz = 15 kg Ny Nw ke, = 20 000, k = 250000 m m ¢ = 1000 Ns/m. From the numerator: ¥2(5) = (MyS? + 65 + K,}Kp ¥,(S) = [648 S? + 1000 5 + 20 000]250 000 ¥,(S) = 162 000 000 S? + 250 000 0005 + 5 000 000 000 From the denominator: 2(S) = (MaS? 4.C5 + Ki + KMS? + 05 + K) — (CS + Ki)? 2S) = (15S? +1 000 $ + 20.000 + 250 000)(6485? + 1 000.5 + 20 000) ~ (1.000.S +20 000)? 2S) = (15S? +1 000 $ + 270 000)(648S? + 1 000 $ + 20 000) ~ (1 000 $ + 20 000)? Z(S) = 9.720 S* + 663 000 S* + 176 260 000 S? +290 000 000.5 +5 400 000 000 — 1 000 000 s* — 40.000 000. — 400 000 000 2(S) = 9 720 S* + 663 000 $? + 175 260 000 $? + 250 000 000 5 + 5.000 000 000 ‘Therefore, the transfer function is: y,(s) 162 000 000 S* + 250 000 0005 + 5 000 000 000 2(s) 97205" + 663 0005? + 175 260 000 s* + 250 000 000 5 + 5.000 000 000 Page | 8Pe Analysis: Unit Step Response Control system is commonly used to design a system that will give a desired output in such a controlled manner. It is also used for improving the speed of accuracy, response and the stability of system. Control system is to perform a required task and the performance specification is imposed. For the performance specifications, it may be in transient responses which there are settling time, rise time and maximum overshoot in step response. All the specifications needed to be prepared before all the process that is relevant to the design is start, rnewunitm | newroctm | newbodem >| Mam # [162000000 250000000 5000000000) Den = [9720 663000 175260000 250000000 000000000) usr = cf (um,Den) svep(usr) ona eatie (‘0% Step Response") xlabel (‘Tie (2)') label (‘Anplicude') Figure 5.0: Unit step response coding Figure 5.1: Unit step response graph Page | 8‘renunem | newest”) nesbedem "| macrem 2= tum = (162009000 250000000 5000000000] 2 ben = [9720 468100 174750000 163000000 soo00000001; 3- © = 020,008 = Gyexss] = acep (hum, Den,o)2 6 waite y(xyci.ooi: x = reas ensh > Rise time = (e-1)+0.0087 8 Gime ep] = macys 9 Peak Time = (2p-1)+0.0057 lO Max Overshoot = ymax u- s=t0 12— wale y(s)>0.98 66 y(s)) newbedem — | maxoverm > | i= Mum } [262000000 280000000 5000000000) 2- Den = (9720 468100 27. "50000 163000000 so00000000} bp = tf (tun, Den) bode (ep) , grid (Gm, Pm, Wi, pm) margin bp) Figure 6.1.0: Bode plot coding Figure 6.1.1: Bode plot characteristic Page | 12Figure 6.1.2: Bode plot graph Page | 136.2.0 Nyquist Plot ‘Nyguist plot allows us to determine the stability and performance of a closed loop. All the data is put into one graph compared to bode plot which needed to have two graphs in order to caleulate the phase and gain margin. Nyquist plot is stable when it is in the unity circle which the r is equal to one. ‘newrootm >| newbodem >| maxoverm >) nyquisim > | 162000000 250000000 5000000000) 9720 663000 175260000 250000000 5000000000) 3-0 NP = ce (tum, Den) ¢- ayguiscplot (NF) Figure 6.2.0: Nyquist plot coding it De Figure 6.2.1: Nyquist plot graph Page | 147.0 Adding Proportional, Derivative and Integral Controllers to the System Based on the previous graph of unit step response, we can observe that the system takes about 2 to 2.5 seconds before the system achieves its steady state, where the line of the graph attains horizontal straight. This means that it takes a bit long to make the system returns to original condition, Therefore, by adding some controllers into the system, we can control all the parameters such as settling time, peak time, maximum overshoot and rise time. The objectives of adding proportional (K,), derivative (Kq) and integral (K;) controllers are to improve rise time, to reduce the overshoot and to reduce steady state error in the system respectively. These controllers can improve the performance of the system without changing the mass of body, values of spring stiffness and damping. Amplitude “Tine (seconds) Figure 7.0: Example of parameters in a unit step response graph Page | 15P Controller (K,) peoatrlleem | pdcontalerm >| pideontrtlerm | + 1- mum # (162000090 250000000 000000000), 2~ den [9720 663000 175269000 250000000 sog0cdace0} 3- usr = ce (tum, Den) a peas: S- Gm ce(Rptys 6- t= 020.005: 7 F = feedback B= tigure; step Figure 7.1: P controller coding, Figure 7.2: Graph of step response after adding Ky From the graph above, we can sec that there are a few parameters that have changed such as the peak value, The peak value of the previous graph is almost reaching 1.4 but after adding the proportional controller into the system, it only reaches the amplitude of less than 1. The system has already changed where it only takes not more than 1.5 second to achieve stat Page | 16PD Controller (Kp, Ka) peontollerm ~] pdeontrollerm | pidcontolieem > | 1= tam = [262000000 250000000 5000000000] 2- en = [9720 663000 175260000 250000000 soo0cd0000) 3 usr = ce qium,Den) f= pe s.y S- Kana. 6- Ge eectKd #p),2) 7- = = 0:0,002:37 =o feedback (Grusr,1) o> y atep(d,=) Figure 7.3: PD controller coding Spree ete Figure 7.4: Graph of step response after adding Ky, Ky The difference of the graph after adding these controllers are significant compared to the original one, which is without controllers. The system only achieves the maximum amplitude of 1 and then the line drops to 0.85 until it reaches the steady state at the time of 1 second. Page | 17PID Controller (Kp, Ka, Ki) ‘contollesm | pdontcliexm >| pideonteellenm > | + 2- Num = [162000000 250000000 50000000001 2- Den = [9720 663000 175260000 250000000 5000000000) S- usr = c£(tlan,Den) a> wpa 7s: S- Ka= 5.5: T= Ge c( (RA Hp HEI, [2 01) e- 0.002 o- feedback (Gtusr, 1) 10- Figure; stepit,t) up grid Figure 7.5: PID controller coding Figure 7.6: Graph ofstep response after adding Ky, Ka, Ki A proportional-integral-derivative controller is a control loop feedback that can also control the system efficiently compared to other controllers. However, these there controllers cannot be simply added into a system if itis not necessary. From the graph above, the system reaches the amplitude of 1 and drops in between I and 0.9 but it seems like the line does not achieve a horizontal straight line after it drops, it slowly rises again at the end of the graph. Page | 188.0 Discussion ‘The main purpose of this assignment is to design and analyse the performance of the system as well as to study the system’s stability. Root locus analysis is a graphical method that is applied to determine the roots of the characteristics equation, whereby pole is denoted by (X) and zero is denoted by (0). This analysis can determine whether the system is stable or not, and if there is any oscillatory behaviour in the time response. By using MATLAB, we managed to get the graph of root locus as shown in Figure. This shows that there is no intersection between the root locus branches. For this system, there are four poles and two zeroes and all of these points are denoted by ifferent colours on the graph. There is only angle of departure exists for the poles but no angle of arrival because there is no complex zeroes and the locus did not eross the imaginary axis. Bode plot diagram is used to get the frequenoy data for the system and there are two graphs against the frequency on a logarithmic. Based on the graph plotted in Figure, there are some values that can be generated by using MATLAB such as gain margin and phase margin values. From the graph, the highest value of frequency response that the system can achieve is 30.1480 degrees. The gain margin or Gm is inf dB and the phase margin or Pm is 30.1480 degrees. Based on the result gained, the value of Wgm is greater than Wpm and this indicates that the system is stable. The other method or analysis that also can be used to analyse the stability of the system is Nyquist plot diagram. Based on the Nyqui ‘graph in Figure, the real axis contains the real part of the transfer function and the imaginary axis contains the imaginary part of the transfer function. By ident ing the number of encirclements of the point which is at (-1,0) and the eros: g of the real axis, the stability of the system can be determined. ‘The system’s stability and performance can be improved by adding some controllers to the system. Basically, there are three main controllers, proportional, derivative and integral controllers but we cannot simply add these three controllers into the system if it is not necessary and it might disturb the stability of the system. After inserting a proportional controller with the value of K, is 1.5, the rise time has changed. It is important to control the rise time and it should be reduced to make the system moves faster but stable. Second condition is when we added K, and Kg into the system with the value of 5.5 and 1.5 respectively, we can see the graph is very different the previous one. The maximum amplitude that this system can achieve is 1 and it goes down to 0.85 before the system Page | 19becomes stable. We can say that the performance of the system is improved because it only needs less time to reaches the stability and this indicates the system works faster and stable. ‘The last one is when we added all of these three controllers to the system with the value of Ky, Ka and Kare 7.5, 5.5, and 3.5 respectively. From the graph, after reaching the maximum, amplitude of 1, the line drops and continues to slowly rise again to a certain value of 1 and 0.9, but it did not achieve the horizontal straight line until the end of the graph. Overall, the rise time can be reduced if we add K,, and K; to the system, but there will be no change in rising time if we add Ky to the system. There is slight change or no change at all in settling time if we add K, to the system. However, we can increase and decrease the value of settling time by adding K, and Ky respectively. Plus, steady state error can be eliminated if and only if we add K; to the system. Therefore, we can say that, we can control and change the performance of the system by adding any of these controllers based on demand of this system and also looking at the characteristic of each controller to the system. Page | 209.0 Conclusion As a conclusion, we have successfully analysed the quarter model of a family car which we have chosen Toyota Velifire. We used Newton’s Second Law in order to obtain the mathematical model and from there we obtain our transfer function and state space representation, The transfer function is as shown below. v3) _ [gst 40s +e )K AS) (gs? + 65 +H, + (mS? 405 + K) = (C54 KE We were using unit step response in order to determine the performance analysis of the suspension. In order to ensure the stability of the system, we were using Root Locus, Bode Plot and Nyquist Plot. The system also have been analysed by using PID controller system. We were using P (proportional) controller, PD (proportional derivative) controller and PID (proportional integral derivative) controller. From the analysis that had been done, we can determined whether it is stable or unstable, Page | 2110.0 References 1. Cheever, £, & Swarthmore College. (n.d.). The Root Locus. Retrieved from htton//Insa.swarthmore.edu/Root Locus/RootLocus. htm! 2. Cheever, £, & Swarthmore College. (n. }. Bode Plots Overview. Retrieved from losa.s Cheever, E., & Swarthmore Collage. [n.d.). The Transient Response. Retrieved from httor/flosa.swarthmora edu/Transisnt/Transia ain Characteristic Equation and Funetion:, (2014, March 21), -Ratrieved from httos://oritamashutosh.wordior: rn /2014 pa tion-and-fun: 5. Ogata, K. Modern control engineering, 5 Edition ‘oe Page { 22pepsi UNIveRSIT TEKNOLOG] MARA FAKULTI KEJURUTERAAN MEKANIKAL, BACHELOR OF ENGINEERING (HONOURS) MECHANICAL (EM220) PROBLEM BASED LEARNING EVALUATION FORM CONTROL ENGINEERING (MEC522) 03 Develop mathematical models and propose appropriate solutions for control engineering applications using modern programming tools. [PO3, LO3]{C5} Wane: 1. MUHAMMAD ZARIFBIN ZULFIRRI @OTS25055%) 2._ SVAPIQ BIN ROSLAN (2015225916), cram EMDSMIA Tavel Poor ‘esepiable Good Excelent Seale ot 38 78 310 Project Achievement Performance Marks 1, Development of Mathematcalnodsl | 01] 2]3] 41516] 7 [8 Oia nase 27 2 Proposed Appropriate Soltion [0-1 [2] 3/4] [te)l 7 [et 9 [to] s0ae 4m S.Ulle Modern Programming Too [0] 4 [2314s ety ete tio fsods oe Total 63 Project Achievement Performance Marks 4. Development of Mathematical del | 07 [2 [3] 4 [se] 7 [@ QOaD Nose 7 2. Proposed Appropriate soutin [0-1 [234] see} te] 9 [10 15 3. Uline Modorn Programming Taos Lola} 2tst4]st@tstets bo. Za Total 6 Project Achievement Performance Marks 4.Developmentof MahematcalNodel| OTT 273] 4 | se] 7] [@)[i xoae 9s 2. Proposed Appropriate Solution ofil2{3 {as tj 7 Tels [10x03 18 3. Utilize Modern Programming Tools, o|i[273[4a Ts [ey 7 [ets [iol xos= 24 © Toul 69 Root Locus 10% 63 2. Bode Diagram 10% 63 3: Nyaust lot 10% 68 Fear 30% 207 Comments: + Overall report is Acceptable, © Studene manage to utilize MATLAB and ‘Simulink and analyze data obtained from the derivation of mathematical model, state space representation and transfer function, + Proposed controller er stabilty analyst has not beenreported, Or stabltyanabis hasnot = Ssezthaibin Mohamed Date: 26 JUNE 2018 DRZOEU TI TEKNOLOGI re! <——— MARA MEC 522: CONTROL ENGINEERING MINI PROJECT TITLE: TRAILER SUSPENSION SYSTEM LECTURER: DR. ZULKIFLI MOHAMED STUDENTS: SYAFIQ BIN ROSLAN (2015229916) MUHAMMAD ZARIF BIN ZULFIKRI (2015250554) BACHELOR OF ENGINEERING (HONS) MECHANICAL SEMESTER 6 EMD6M1A MARKS:Contents List of Symbols... Acknowledgements... Terms of Reference... ABSTRACT, 1.0 INTRODUCTION... 2.0 PROBLEM STATEMENT. 3.0 OBJECTIVES... 4.0 METHODOLOGY....... vol 5.0 Physical Model of Suspension System Modelling — The Quarter Trailer Mode! (Passive Suspension System)... B 5.1 Free Body Diagram (FBD) 7 4 5.2 Transfer function for Passive Suspension System... 6.0 PERFORMANCE ANALYSIS OF PASSIVE SUSPENSION SYSTEM... ued 6.1 Transient Time Response. 6.2 Root Locus... 6.3 Bode Diagram .. 64 Nyquist plot.. 7.0 CONCLUSION icssnnsnneinniensneeses 8.0 REFERENCES «... Unit Step Response ron nn nnn neste are 26 Root Locus.. Bode Plot... Nquist Plot ..M Mo Ki Xi(S) X2(S) Xx(8) of Symbols Mass car Mass tire Suspension stiffness Tire stifthess Damper coefficient ‘Tire damping coefficient Car Displacement Car Velocity Car Acceleration Tire Displacement Tire Velocity Tire Acceleration Road Displacement Laplace transform (Car Displacement) Laplace transform (Tire Displacement) Laplace transform (Road Displacement)Acknowledgements First and foremost, we would like to express our earnest gratitude to our lecturer Dr. Zulkifli Mohamed for giving us their invaluable guidance, comments and suggestions throughout the course of the project in this semester, We would also like to express our thanks towards the people that always been there for us when we need especially our friends that has always exchanging ideas and opinions for improvement of our project report. Not to mention, our parents and family that have always giving us moral support and motivat n throughout the project being done until it is complete.Terms of Reference In this semester, Syafiq and Zarif have been given task by Dr. Zulkifli bin Mohamed to write a report on the “Behaviour of Trailer stiffness constant and damping system under influence of passive (without controller)”. This report will need to be submit on 25" June 2018.ABSTRACT ‘The primary goal of suspension system is to carry the load from the vehicle while provi ing compliance between the sprung mass (trailer) and the unsprung mass (the suspension, tires). In this study on the trailer suspension system, there are three degree of freedom involves at the suspension system, The behaviour or the action of the passive suspension of the trailer were also studied and analysed. Since, there is equation that cannot be solved mathematically, with the help of Matlab, analysing the behaviour of the trailer suspension system were possible1.0 INTRODUCTION ‘As we know, suspension system is very important in every vehicle. Suspension system are consisted of damper and spring which function to isolate a vehicle's content from undesirable effect of the surface a vehicle is being driven on. So, without the suspension system, the passenger inside a vehicle will experience undesirable vibrations from the ground as the car is on rough terrain, So, we are conducting an analysis of the suspension system used in the trailer. We take deck trailer for our analysis because it is one of the most common used trailer in the Malaysia beside the tankers. There are three type of vehicle suspensions such as passive, semi active and active suspension system. Each of these suspension systems have their pros and cons for example passive suspension have no controllable standard charaeteristies which is caused by an enough simple design, concerning high reliability, and absence of necessity of power supply. Moreover, passive suspension system can cause unevenness to the vehicle because if it is too damped or too hard, it will transfer a lot of road input. Active and semi active suspension system are proven to substantial improvement over passive suspension system in general, Below are some example of the trailer suspensions system, Figure 1.1: Leaf spring suspensionFigure 1.3: Air ride suspension 8Figure 1.4: Independent rubber suspension2.0 PROBLEM STATEMENT. In this assignment, in order to determine the best possible result on the trailer suspension system, students need to analyse the best possible value of damping constant, c and spring, constant, k with the assist of software such as Matlab. If the value of damping constant.e and spring constantk are not suitable, it will cause the trailer to be uncomfortable and the performance of the suspension system to be low or bad3.0 OBJECTIVES i. To study and obtain a mathematical model for the passive suspensions systems for trailer model. To comprehend the concept of vibration and control through an effective integration of software programs such as MATLAB. iii, To achieved the suitable stability for the trailer suspension system, iv. To examine the adjustment level needed for the system. ul4.0 METHODOLOGY In this project, to find the best possible result on the trailer suspension system, the methodology that were used was theoretical analysis. The analysis were comprised or solely focusing on the suspension system of the trailer. The work is involve in deriving the equation to get the model equation for the suspension system of the trailer (quarter model). The transfer function and sfate space were also need to be determined and analyse with the assist of Matlab,5.0 Physical Model_of Suspension System Modelling — The Quarter Trailer Model (Passive Suspension System) In this assignment, the quarter model of the trailer were used to ease the analysis on the trailer suspension system, This quarter model is a good method to simulating the one dimensional vehicle suspension performance. This method is also includes the effect of series fess, to estimate the response at certain frequencies. This quarter model is consist of the quarter part of the body, the suspensions, the unsprung mass and the tyres. From the quarter model to the more simplified diagram, it will consists of the damper, and the spring. The coefficient of damping, C will represent the damper while the spring coefficient of stiffness, K represent the spring. In this system, the damping. function is to absorb the vibration while the spring is to support the static weight of the trailer. Below is the mathematical modelling of the trailer, X(t) Mass Trailer, Mi X20) Xx)Parameter Description Value Mi ‘Mass car 226.25 Kg, I Ri Suspension stiffness 30000 Nim Cr Damper coefficient 45000 Nelm Me Mass tire 7Kg Re Tire stiffness 7700 Nim G Tire damping coefficient 10000 Neim 5.1 Free Body Diagram (FBD) Assumption : X>X2>X1 XO a(R X) X2() KalXs—%) | C2(K Ke) By applying Newton’s Second Law: DF=MaFor mass trailer, Muster Mi +E FSM Ki(X-X1) + Cr (K2-K)= MX KiXa- KiX) + C.K 2- CX = Mit CX 2+ KiXo= MX + CXi+ KX) For mass tire, Muire= M2 HEF Ka(X3 ~ Xa) + C2 (Ka~ Ka) - C1 (XK 2 Kr) Ki (K2-X) = Ma Ke KoX3— KaX2-+ C2X3 — CoXo~- CX 2+ CiXi - KiX2+ KiX1= Maka C2 X3-+KoXs + CiX1+ KiXi =MaX2+ (Cr+ C2) X 2+ (Ki K2)X2- 5.2 Transfer function for Passive Suspension System Assuming that all initial condition is zero where; dxfdt =X"(0) = 0 and X(0)=0 For mass trailer. Mais (Cr¥Ki) X2(S) = (MiS*+Ci$ + Ki) Xi(S) Xy(S) = CAH, For mass tire, Myu=Mz (Cx#K2) R(S) + (Cr#Ky) Xi(S) = (M2S*+C2S+ CiS + Kr#K) X2(S) (CoS + K2) (S) + (CaS + Ki) XA(S) = (aS + C28 HES +K2 + Ki) CAE ASEH,X3(S) Xi(S) C,S + Ki)(CaS + K2) => USEF GSH RMSE OS +054 K FR)= GSR) | Ye ‘Substitute the value of Mi, Cy, Ky M: ind Ko into transfer function XS) 770000008? + 8350000005 + 2.250000000000000e + 09 X,(S) 1583.755* + 4074625S* + 188717726.25S? + 28350000008 + 7250000000 5.3 Modelling by Using State Space Representation x= Ax+Bu Z-X Z=Xi=) Z-X Ze Za-X2 Mass Trailer, M1 CiX 2+ KiX2= MiX1+ C1X14+ KiX1 3X) = VM) (Ci 2+ KiXa- CrX1- KiXi) X= Mi (CiZa + Ki Ko -C Kix) ‘Mass tire, M KoXs ~ K2X2 + Co Xs - CoX2~ CaX 2+ CaXa~ KaXe + KaXa = MeX2 Ko= 1/Mz (KoXs ~ KoXe + Co Ks ~ Coe - CaX 2+ Cai - KiXe-+ KaXs) Mo = 1/Mz (~ KaZa— CaZa-CaZa+ CaZa~ Kaa + KaZa) + 1/M2 (KoXa + X32)o 0 Dy rie By 2a) _ mm NZ 23) ~ oo 0 1 23] KG HKank, “~e.nea|| a, i Me Me Me - Output displacement of mass trailer (Ms) and mass tire (M2) y=Cx+Du Xy zy & pone Zz X2}~ loo 101/23 &, Zs,6.0 PERFORMANCE ANALYSIS OF PASSIVE SUSPENSION SYSTEM 6.1 Tran: nt Time Response ‘Transient time response in a control system is the response of a system to a changes from a steady state. The transient response can be computed with following properties such as rise time, peak time, settling time and maximum overshoot. This response usually depend on the initial condition. a. Uni step Response Step Response 7 Tmo (eeconds) Figure 6.1: Transition response by unit step response of the suspension Rise time. 0.02195 Peak time, 0.07595 Settling time 0.52765 Maximum overshoot 45.6545, From the graph plotted, it can be seen that the rise time obtained is 0.1 and the peak time is 0.4s. The settling time for the transient response is about 2s and the maximum overshoot of the response is 0.48s. From the graph, it also known that the suspension of the trailer settling faster (not too quick or to slow) and might be comfortable to the driver. The Matlab coding can bee refer at the appendix.6.2 Root Locus In control theory and stability theory, root locus analysis is a graphical method for inspecting how the roots of a system can change with disparity of a certain system parameter, usually a gain within a feedback system. It also used to determine the possible locations of its closed-loop poles for varying values of a certain parameter. Root-Lacus Plot of x3(e) tmagnary A ne 6 Ral Aas (soconds'") Figure 6.2: Graphical representation of root locus Based on the graph, it clearly shows that the design of the suspension for the trailer were stable and good since the real axis is only plotted on the left side. This graph is plotted based on the transfer function of 770000008? + 8350000005 + 2.250000000000000¢ + 09 1583.755? + 40746258? + 188717726.255* + 28350000005 + 7250000000 The coding for Root Locus graph can be refer in the Appendix. 206.3 Bode Diagram Bode Diagram were usually used as a too! that shows the gain and phase response of a given LTI system for different frequencies, The frequency of bode plots are plotted against a logarithmic frequency axis times the previous value. 0 Magnitude (68) Phase (deg) Every tick mark on the frequency axis represents a power of 10 Bode Diagram system oy Frequency ras) 236 ~~ Magntude (cB) 4.78 7 System ys Frequency ats). 19 Phase (deg) 0511 Frequency (rads) Figure 6.3: Bode Plot 216.4 Nyquist plot In control theory and stability theory, the Nyquist stability criterion, is a graphical technique for determining the stability of a dynamical system. This is because, it only looks at the Nyquist plot of the open loop systems, it can be applied without openly computing the poles and zeros of either the closed-loop or open-loop system. Nyquist Olageam maginary Aes Real Ase Figure 6.4: Nyquist Diagram For this diagram, the Matlab coding can be refer in the Appendix. This Nyq} base on transfer function of diagram is plot 770000008? + 8350000005 + 2.2500000000000006 + 09 1583,755* + 407462555 + 188717726.25S? + 28350000005 + 7250000000 Based on the graph, the gain margin is infinite due to the path never crosses the real axis in the left half plane. This results in stable suspension system.7.0 CONCLUSION In conelusion, from this assignment it is understandable that by using quarter car suspension model, the study and analysis of the trailer suspension system become easier. By using the quarter car model, the mathematical model and equation of transfer function can be obtained. Furthermore, with the help of Matlab sofiware, the concept of vibration and control in suspension system were successfully comprehend. It is also a success since the result obtained for the trailer suspension system are suitable and stable for the trailer 238.0 REFERENCES 1) Development of a Refined Quarter Car Model for the Analysis of Discomfort due to Vibration. Retrieved from https://www-hindawi.com/journals/aav/2012/863061/ 2) Control Systems! Bode Plots. Retrieved from hitps://en.wikibooks.org/wiki/Control_Systems/Bode_Plots 3) Chegg Study. (2003) Retrieved fiom hitp:/Avww.chegg.com/homework- help/questions-and- answers/formula-sae-racing-car-front-rear-suspension- springs-addition-tyre-stiffness-suggested- tor-q23455334 4) Modem Control Engineering Third Edi n by Katsuhiko Ogata. 249.0 APPENDIXUnit Step Response >> mls 226.25;m2=7; 1000; ¢1=6000; >> k2=4000; e2= 4000; >> st=mI*m2; >> s3= ml ¥el-+m)*e24m24e1; >> sdeml*kl+ml+k24m2*kItel2+el"e2+el; >> sI=kI el-+k] *c24el *kl+el*k242*k14e1; >> sl *kIA2+KL KD: >> s22=el *e2; >> sLI=k2c 14k 142; >> S00 k2*K1; num= [52 s1 1 500]; dens [54 s3 52 s1 30]: sys = tf{(s22 s11 500] (s4 53 s2 st sO); step(sys) 'S = stepinfo(sys) RiseTime: 0.0219 SettlingTime: 0.5276 SettlingMin: 0.2545 SettlingMax: 0.4078 Overshoot: 45.6542 Undershoot: 0 Peak: 0.4078 PeakTime: 0.0759 26Root Locus num = [s22 511 s00]: den =[s4 s3 52 s1 sO]; slocus(num.den) v= [-50 50-5050]; axis(v); axis(square’) grid title (Root-Locus Plot of X3(s)') 27Bode Plot sys = tH([s22 811 S00] [54 83 52.51 s0))s bode(sys) grid 28ecpuetesis INIVERSITI TEKNOLOGI MARA FAKULTI KEJURUTERAAN MEKANIKAL, BACHELOR OF ENGINEERING (HONOURS) MECHANICAL (EM220) PROBLEM BASED LEARNING EVALUATION FORM CONTROL ENGINEERING (MEC522) C03 Develop mathematical models and propose appropriate solutions for control engineering applications using modern programming tools. [P03, LO3]{C5) Name i, TZAMUHAMMAD HAZIM BIN BOSTAMAM (2016299956) 2, MOHAMMAD INDERA BIN ZAMRI (2016238628) Group: EMD6MIA Level Poor ‘Acceptable ‘Good Excellent Scale O-4 56 78 9:10. Project Achievement 2 ean ae ram 1, Development of Mathematical Model 7 27, 2. Proposed Appropriate Solution thet 2a 3. Utilize Modern Programming Tools |0 | 12] 3]4|5]6 36 87, Project Achievement Performance: ‘Marks ‘1 Development of Mathematical Model_|0 [1 ]2]a]4|5|6]7 27, 2. Proposed Appropriate Solution 0 2[3tatslel7 24. 3. Utilize Modern Programming Tools| 0 | 1 | 2[3[4]5]6|7 36. a7, Project Achievement eS Marks 1, Development of Matisnatial Modet 4 wOa= 27 2 Propoedappropeatesouton [ote] 34 Ts © ofrase a 3. Utilize Modern Programming Tools oftilz{3ta}stel7 10 | x04= 3.6 Tata a7 See T Root Lacs 10% 2. Bode Diagram 10% a7 S.Nvgulst lot 109% a Tor] — 30% a Comments + Overall reports good. 4 Studené manage to llze MATLAB and Simulink and anayze data obtained from the derivation of mathematical mode, state space representation and transfer fnetion. aso nroduced mthcrepore ” """* °° Nae —; been bin Mohamed Date 26 UNE 2018 R216INIVERSITI LOGI CONTROL ASSIGNMENT: FORMULA E SUSPENSION Prepared by: IZA MUHAMMAD HAZIM BIN BOSTAMAM (2016299936) MOHAMMAD INDERA BIN ZAMRI (2016238628) Prepared for: DR. ZULKIFLI MOHAMED Control Engineering Lecturer (MECS22) UiTM Shah Alam MARKS: { | Feaseneeees BACHELOR OF ENGINEERING (HONS) MECHANICAL SEMESTER 6 EM220-1A 2y Ajis #SS comTABLE OF CONTENT List of Figures and Tables 1 List of Abbreviations 1 List of Symbol Tr ‘Acknowledgement Vv ‘Abstract Vv Introduction 1 L.1 The Formula E 1.2 The Formula E Suspension System 13 2_| Problem Statement 4 3” | Objective 3 4 _| Physical Model 67 3 _| Free Body Diagram (FBD) 8 6 | Transfer Function 10 7 _| State Space Representation 1 8 _| Performance Analysis (Steady State Error) 1213 9 | Root Locus THis 10 | Bode Plot 16-17 TT | Nyquist Plot 18 12_| Improvement OF The System 19-24 13 | Conclusion 35 14_| Appendix 26-28 15 | References 29 i[PageLIST OF FIGURES AND TABLES Figure 1: Formula E car racing Figure 2: Formula E front suspension Figure 3: Formula E rear suspension Figure 4: Quarter Car Model Figure 5: Unit-Step Response Graph Figure 6: Root Locus Graph Figure 7: Zoomed Root Locus Graph Figure 8: Bode Graph Figure 9: Zoomed Bode Graph Figure 10: Nyquist Graph Figure [1: New Quarter Car Model Figure 12: New Unit-Step Response Graph Figure 13: New Root Locus Graph Figure 13: New Bode Graph Figure 14: New Nyquist Graph Table 1: Parameters Analysis Model Table 2: New Parameters Analysis Model llpageLIST OF ABBREVIATIONS FBD Free Body Diagram [PageLIST OF SYMBOL M Mz Ki Ke cr G xi) X XO XS) (8) RS) Mass car Mass tire Suspension stiffness Tire stiffness Damper coefficient Tire damping coefficient Car Displacement Car Velocity Car Acceleration Tire Displacement Tire Velocity Tire Acceleration Road Displacement Force Force Actuator Determinant Laplace transform (Car Displacement) Laplace transform (Tire Displacement) Laplace transform (Road Displacement) llPageACKNOWLEDGEMENT We are really grateful because we managed to complete our Formula E suspension report within the time given by our lecturer Dr. Zulkifli Mohamed. This report cannot be completed without the effort and co-operation from our group members Iza Muhammad Hazim and Mohammad Indera. We also sincerely thank our seniors for the guidance and encouragement in finishing this report and also contribute the ideas for this report. Last but not least, we would like to express our gratitude to our friends and respondents for the support and willingness to spend times with us to solve any problems arising. WVIPageABSTRACT ‘This report presents a control system for Formula E suspension which have been use almost similar with Formula One design. It has special design that support racing ear with complex algorithms. This implementation includes constructing the smoothest and most shock free ride for racing car like Formula E. This report also show the equations of the system and has been developed a scheme in Matlab that analysing the behaviour of the suspension. It includes all the State space model, Transfer function and performance analysis. viPage1.0 INTRODUCTION 1.1 Formula E Formula E is the world’s first electric street racing series, defined by real street rivalries, raw electric performance, and renewable energy within reach. Formula E is disruptive in motorsport, redefining the very boundaries of what a sport can be through the unique fusion of entertainment, sustainability, technology and innovation. Figure 1: Formula E car racing It’s the first electric vehicles represent the future and are the answer to sustainable transportation and fighting climate change. It also been acknowledge into the electric era and the transition towards low carbon societies, the power used needs to be low carbon too. While it also contain concept of sustainability such as energy, tyres, tracks, spectators and calendar. 1]Page1.2 The Formula E Suspension System Suspension is the system of tires, tire air, springs, shock absorbers and linkages that connects a vehicle to its wheels and allows relative motion between the two. It is important for the suspension to keep the road wheel in contact with the road surface as much as possible, because all the road or ground forces acting on the vehicle do so through the contact patches of the tires. All race cars has the only goal which to maintaining the maximum achievable acceleration in the appropriate direction. Formula E has its own suspension, the front and rear suspension has their own design and functions. Figure 2: Formula E front suspension With a typically bumpy nature of most street circuits, the formal area car suspension has a tough job to do and it includes all the push rods and wishbones inside it. The work is done by rockers mounted in the top of the chassis, turn the load seen at the wheels and transmitted through those push rods into torsional or twisting forces. Then the interchangeable torsion bars control that rotational movement and act like the springs on road ear that supporting the weight of the vehicles. The drop links connect the rockers to adjustable anti-roll bars that the teams can use to manage the amount of roll in the car or how much it leans over in the comers again. All part of the mechanical setup that can make such a difference to the way the car handles. While the dampers or shock absorbers that rapidly transfer all between internal chambers as the car goes over the lumps and bumps. Its dynamic changed constantly around a lap. Their properties that all adjustable and form part of the driver and engineers toolkit for the perfectly balanced and ultimately fastest race car possible. 21PageFigure 3: Formula E rear suspension Machined uprights house the rear axles and connects upper and lower wishbones at the outboard end. Each side can move up and down completely independently of the other, transferring loads through the push-rods. Sitting on top of the gearbox are the dampers, or shock absorbers, with interchangeable springs mounted over the top. They support the weight of the ear, and control the weight transfer under braking and acceleration. Their settings also determine how it handles lumps and bumps of a typical street track. Machined rockers connect the shocks to the push-rods and transfer the vertical loads seen at the wheels into the horizontal forces managed by the dampers. High quality needle roller bearings inside it ensure the rocker rotates smoothly, even despite the enormous and violent forces acting upon it. Rockers also links connected to the rear anti-roll bar, the only part of the suspension linking both rear comers of the car together. 3lPage2.0 PROBLEM STATEMENT Many researchers have come up with the variety of vehicle suspension strategies to ensure that system is stable and can give comfort for the driver. Almost all the implemented and proposed works for complicated suspension models are considering uncertainty and nonlinearity in the suspension system, Therefore, in Control Engineering the passive suspension is an open loop control system. Thus we can solve the suspension problem either it’s very hard and heavily damped, or it’s a lightly damped or soft suspension. The performance of the suspension can be changed depends on the road profile. 4lPage3.0 OBJECTIVES © To study the physical model and free body diagram of the Formula E suspension system. © To study the performances analysis (steady state error) of the suspension system. © To see the root locus, bode plot and nyquist plot of the suspension system by using Matlab software. S|Page4.0 PHYSICAL MODEL In this assignment project, we decide to use quarter car model in 3 Degree of Freedom (3DOF) for reduce the difficulty to analysis of the suspension system in Formula E. The model function to show the all components system in suspension system in one dimensional picture and to calculate the suspension system performance. The model consists of mass of car, tyre stiffness spring and damper. In this simplified form model, the values of suspension system have been assume and to be choose to calculate the performance on the road. The values of stiffness spring and damper system will be assume from our research and references from books and internet. Quarter car model: Cand K are suspension parameters. © Suspension parameters: Mass car (m1), Stiffiness spring (ki), Damping coefficient (i). © Tire parameters: Mass tire (m2) Stiffness spring (kz). In this project, the values of the suspension may be not the same as the reality in Formula E, but we will have to calculate the performance which will give approximate result or in logical manner to the system. 6lPageMathematical Modelling |__f Xa (=X Xice (t) = Xo Mass Tire = Ma Xroas (f) = X3 Figure 4: Quarter Car Model From figure 1, it shows that quarter car model for formula E and the parameters of K and C are assume in the range to investigate their performance of unit step of the car. The parameters are refer fiom reference. Parameter Representation Mi Mass Car Ki Stifhess Spring Car 35kNim Ci Damping Coefficient 9000Ns/m Mz Mass Tire akg Ko Stifihness Spring Tire 30kN/m Table 1: Parameters Analysis Model 7\Page5.0 FREE BODY DIAGRAM (FBD) The free body diagram is a simplified diagram for analysis for the quarter car model from physical model, The fimction are to show the force of stiffness spring and damping coefficient in details, then it can produce to state space representation and transfer function. Assume X1 > X2> Xs, Pr Xi Ki Gi-%X) CO -&) | f xe M2 Ka (XX) Using Newton 2™ Law; IF=ma, 1) +4 DP =MiXi, for car 2) +f DE = Mok, for tire ‘The Equation of Motion for this analysis model car at below: For Mi(Car) -Ki(X - X2) - Ci Ki - X) = MX MiXi + CX - CX2 + KX - KiX2=0 MiXi + CrXi + KiKi = KiXa + CiKa For Mz KiKi - X2) + C1 (XK - Xa) — Ka(X2— Xs) = MaXo Mao + CrX2 + KiXa-+ KoXo = KiXi + CiXi + KaX3 MaX2 + CrX2 + (Kit K2)X2 = KiX1 + CiXi + K2X3 BlPage6.0 TRANSFER FUNCTION Transfer function commonly used to characterize the input-output relationships of components that can be described bilinear, time-variant, differential equations. Transfer function defined as ratio of Laplace transform of output to the Laplace transform of input under the assumption that all initial conditions are zero. ‘Assume that all initial conditions are zero, dx/dt = X"(0) = 0, Xi(0) = 0, let i=1,2,3... For mass car, Mi Mis? Ki(s)) + CisXi(s)) + KiKi(s)) = Ki(Ka(s)) + Crs(X2ls)) Xi(S) (Mis? + Cis + Ki) = (Ki + Cis) Xo(s) ‘Xa(s) = _Xa(s) (Mis? + Cis + Ki (Ki + Cis) ay For mass tire, Mz Mas? (Ka(8)) + Crs(X2(s)) + (Kr#K2)(Ki(S)) = (Kirt Cis)(Ki(s)) + Kal) Xa(s) (Mas? + Cys + (Ki#Ka)) = (Kit Cis(Xi(8)) + Ka(Xa(s)) ————_ 2) Substitute (1) into (2) [ROGIER ED cute + Cis + Kr#Ka)) = Kt CisNKUS) + KAKO) 4(5) (Mis2 + Cis +K: (ais) (Mas? + Cis + (Ki+Ka)) - (Kit Cis)(Xi(s)) = KaCXa(8)) (is2 + Cis + K1)(M2s2 + Cis + (Ki+K2))—(Ki+ Cis)(Ki+ Cisy Xi) [ (i+ cis) | Ka0G(9) 9|PageThen, x16) (K1 + C1s)(K2) X3(s) (Mis2 + Cis + K1)(M2s2 + Cis + (K1+K2))-(Ki+ Cis)? (K1 + C1s)(K2) Xs, (M1s2 + Cis + K1)(M2s2 + Cis + (K1+K2))—(K1+ Cis)? Substitute values Mj, Me, Ki, K2,Ci into Transfer Function X39) | 270 X108s + 1.65 x10 XO, 880s*+ 2.016 x10®s? + 18.92 x106s? + 270x10%s+ 1.65%109 270 x10%s + 1.65 x10 Xs(8) 8804+ 2.016 x108s? + 18.92 x108s? + 270X1065+ 1.65x10? 10] Page7.0 STATE SPACE REPRESENTATION A dynamic system consisting of a finite number of lumped elements may be described by ordinary differential equations in which time is the independent variable. X=Ax+Bu “=XisZ B=X From Mass Car, Mi MiXi + C1Xi + KiXi = KiXe + CX MiXi = KX + Cie C1 - KIX i= GD) (Ki + CX - CX - Ki) = Ris (Kia + Cia - CiZa - KiZ) a From Mass Tire, Mo + CiXo + (Kit K2)Xo = KiXi + CiXi + KoXs. KiX1 + CiXi + KoXs = CrXa = (Kit K2)X2 1 ee Gap KX + CK + KaXs - CiXa - (K+ K2)%0) a es 1 Ra = >) (ida + CiZe + KoXs - CiZa- (Kr K2)2Z5) a In Matrix Form, 1 0 =e Ky My, My, Ke) OLsteiHO + Ge) eo) GK +K) My My oRoo 0 0 1 0 |Z2 0 0 0 1 ulPage8.0 PERFORMANCE ANALYSIS (STEADY STATE ERROR) ‘The system of the suspension is assume that initial condition at rest and the output as the function of time. The transient response which is the performance of the system depends on initial conditions and specified to unit step input. a) Unit-Step Response Unit-Step Response Output tSec Figure 5: Unit-Step Response Graph In this result, the response R(s) = 7.2 s at t> 1. Rise Time 0.14505 Peak Time 0.28505 Settling Time 4.74005 wlPageBased on the Unit-step Response graph that we obtained, it can be see that the time required to reach a final value by a under damped time response signal during its first cycle of oscillation is 0.1450s (rise time). While, the time required by response to reach its first peak is 0.2850s (peak time). Moreover, the time taken for a Formula E get within through a distance is 4.7400s (settling time). Which are too long and will give very uncomfortable to the drivers during racing. The Matlab coding for this graph can be refer in Appendix. BlPage9.0 ROOT LOCUS In the suspension design, we using Root Locus method to analyse the roots. In theory, root locus analysis is 2 graphical method for inspecting how the roots of a system change with variation of a certain system parameter which to predict poles and zeros that commonly a gain within a feedback system. Imaginary Axis (seconds) so 40 20 2 -0 % 20 Real Axis (seconds”') Figure 6: Root Locus Graph wlPageZoom In: Root-Locus om 0.16. Imaginary Axis (seconds"') 034 0.18 0 8 oO § b Real Axis (seconds™') Figure 7: Zoomed Root Locus Graph Based on the Root-Locus graph that we obtained, it can be see that the pole and one out of three zeros that are very close together on the real axis. While the other two zeros are nearly on the imaginary axis which can make the Formula E unstable during racing. So to make the Formula E stable, all the poles and zeros must be at the left half plane, far from the imaginary axis. The Matlab coding for this graph can be refer in Appendix. as |Page10.0 BODE PLOT Bode diagram is a graph of the frequency response of a system which is usually combination of magnitude plot and phase plot. Bode Diagram \ Magnitude (dB) b ® / Phase (deg) 270 107 107 10° to! 102 108 Frequency (rad/s) Figure 8: Bode Graph 16 | PageZoom In: Bode Diagram Br $e a? lem 5 g Frequency ras). 109 32 Megat eB) 134 £ 3 3 \ sem 9 3 \ ge ou . Pra ee68 § _ Bow —_ yg eee eee 1 wt w w! ww Frequency (rad/s) Figure 9: Zoomed Bode Graph Based on the Bode graph that we obtained, we gain the phase crossover frequency (wpe, which is 86.6038, We also gain the gain crossover frequency (Ws.), which is 15.6209. The peak gain for the system is 13.4dB, phase margin 18.6861 deg, and gain margin is 55.0017dB. The MatLab coding can be refer in Appendix. i7|Page11.0 NYQUIST PLOT Nyquist plot is a parametric plot of a frequency response which commonly used for assessing the stability of @ control system with feedback. Imaginary Axis Nyquist Plot 208”. oaB 208 438 “40 S6gB 648 “eas “10 6B 2008" 20.48 Real Axis Figure 10: Nyquist Graph Based on the Nyquist graph that we obtained, this is the 1 type system. It’s little hard to decipher because the branches go off towards infinity. This system has a pole at the origin so we must take a detour around it, However, because there is a pole at the origin, we can infer that is not encircled and the system is stable. WlPage12.0 IMPROVEMENT OF THE SYSTEM Assume a new F.B.D, Modelling, added damping of the tire C2 which is 3000 Ns/m and changing values of C; to 6500Ns/m Xear (t) = X1 (t) Mass Car = Mi Xeire (t) = Xe (t) Kere= Ka Xeoaslt x, Figure 11: New Quarter Car Model 91PageFree Body Diagram, 1 icieie | Ki (i- Xa) Ci Kr - X) fe vale Vd Ka (%2—Xs) C2 (Xe- Xs) ‘Then, the Transfer Function, Xa(s) (K1 + C1s)( K2 + C2s) Xils) (M1s2 + Cis + K1)(M2s2 + Cis + C2s + (K1+K2))—(K1+ C1s)2 — |» Xa(s) 19.5 x10°s2 + 360 x10°s+ 1.65 x10? Xi(s) ——*| 880st+ 2,116 x108s3 + 122,92 x106s? + 1.7901x109s+ 7.7x109 > 20|PagePerformance Analysis Steady State Error Step Response Time (seconds) Figure 12: New Unit-Step Response Graph Rise Time 0.126s Peak Time 0.266s, Settling Time 0.864, Table 2: New Parameters Analysis Model Based on the New Unit-step Response graph that we obtained, it can be see that the time required to reach a final value by a under damped time response signal duri s first cycle of oscillation is 0.126s (rise time). While, the time required by response to reach its first peak is 0.266s (peak time). Moreover, the time taken for a Formula E get within through a distance is 0.864s (settling time). Which are too fast and improved other than our past result that we get. It will give comfortable to the drivers during racing. The Matlab coding for this graph can be refer in Appendix, alPageRoot Locus Root-Locus Plot of X3(s) 0.855 ost OM 074 086 03 2e+03__158+03 9.995 Real Axis (seconds"') Figure 13: New Root Locus Graph Based on the New Root-Locus graph that we obtained, it can be see that the pole and three zeros that are very far from each other. All of them are far away from the imaginary axis, but only pole that are close to the imaginary line. So the Formula E are more stable than our past result that we get, but if the pole are place far from imaginary line, yet another improvement must be perform. The Matlab coding for this graph can be refer in Appendix. 22|PageBode Plot Bode Diagram Gm = Inf dB (at Inf rad/s), Pm = 109 deg (at 13.3 rad/s) s a. Feet 2 System. Gt 3 50 Frequency (rad/s): 13.4 ~—~-~~- = Magnitude (dB): -0.148 5 8 2 100 gz 3 = 8 system G1 a 3 Frequency ads): 13.5, Ga Phase (deg): -722 ms wo! 108 10 107 10 Frequency (rad/s) Figure 13: New Bode Graph Based on the New Bode graph that we obtained, we get the phase margin and gain margin is infinity value. In an ideal, practically its impossible situation, But the infinite gain margin means the system will never become unstable anyhow in future, no matter how much gain we keep on increasing. Or the margin to reach the verge of instability is infinity. Argumentatively ‘our common says, on increasing gain, noise and transiency will also come rallying behind which will shake and disturb the system undesirably. 23) PageNyquist Plot Nyquist Diagram Imaginary Axis Real Axis Figure 14: New Nyquist Graph Based on the New Nyquist graph that we obtained, this is the 0 type system. We can see there are no poles of L(s) in the right half plane so P=0. Since N=Z-P, Z=0. This means that the characteristic equation of the closed loop transfer function has no zeros in the right half plane (the closed loop transfer function has no poles there). ‘The system is stable, [P= pole, Z = zero] 24| Page13.0 CONCLUSION Asa conclusion, the objectives have been achieved which are © To study the physical model and free body diagram of the Formula E suspension system. * To study the performances analysis (steady state error) of the suspension system. * To sce the root locus, bode plot and nyquist plot of the suspension system by using Matlab software. Furthermore, teamwork values have been develop from this task. To completing this tasks which required us to do analysis on suspension system of Formula E. As we can see, to do analysis of suspension, we must do in quarter model because it more simply from do analysis all four suspension at one time which is two dimensional system in x- direction. The purpose of suspension are to control the car from vibrate and sway on the same time to comfort the driver. Then we also get to know how to analyse it using basic control engineering system and deepening our mastery in using Matlab Software. As for improvement analysis, it ean be conchude that different Free Body Diagram and the value of parameter suspension effect the results which can give better and improve results. 2|Page14.0 APPENDIX. M: ‘odin 1) Unit- Step Input Coding: num = ( 270000000 2670000000}; den = [ 880 2016000 26536000 270000000 2670000000) t= 0:0.005:102 ys] = step (num, dent) + ried; while yz) £1,001; r= x + 1; ends Fise_time = (F ~ 1) 0.005 iytaz, tp] = nax(y): peak_time = (tp - 1)*0.005 ax Overshaot = ymax-1 3 = 1001; while y(s) > 0.98 & y(s) < 1.02; s=s- 1; Settling time = {s ~ 1)*0.005 plot (t,y) grid tele *unit-step Response ') xlabel (*t Sect) ylabel ("Output") 2) Root Locus Coding: num = [ 270000000 1650000000); den = [ 880 2016000 18920000 270000000 1650000000} ; locus (num, den) v= [+50 50 ~50 50); axis(v); axis ("square") grid; title ("Root-Locus') 3) Bode Diagram Coding: num = [ 270000000 16500000001 + den = [ 880 2016000 18920000 270000000 1650000000}; W = logspace(-2, 3, 100) ; bode (num, den, ») title('Bode Diagram") ends 261 Page4) NY Quist Plot Coding: [ 270000000 1650000000}; den = [ 880 2016000 18920000 270000000 1650000000}; nyquist (num, den) w= [-2 2-2 2]; axis(v) grid title( ‘Nyquist Plot") Matlab Coding (Improvement) 1) Unit Step Input M1=35; M2= 1.05; K1=33000; K2= 100000; cl = 1700; 2 = 10000; s=tf('s)); G2-= -MI%c2*S"3-MI*K2*5/2)(((MI *s"2+e1 *s+K1)*(M2*s"24(cl+c2)*st(K14K2))- (ci*s#K1)"el*s#K1)); step(0.15*G2) 2) Root Locus num = { 19500000 360000000 1650000000); den = [ 880 2116000 122920000 1790100000 7700000000}; rlocus(num,den) v= [-50 50-50 50]; axis(v); axis('square’) grid; title (Root-Locus Plot of X3(s)) a7 | Page3) Bode Plot M1 = 220; M2=4; K1 = 55000; K2= 30000; C= 6500; C2= 3000; = ths); G1= (C2*s+K2)*(CI*S+K yl ((M2*s°2+(C1+C2)*st(K2+K1))* (MI *8/24+C1*s#K1)- (Cl*stK1)"2 )); bodeplor(G1) margin(G1) 4) Nyquist Plot MI = 220; M2=4; K1 = 55000; K2=30000; C1= 6500; €2= 3000; s=tfl's); G1= (C2*s+K2)*(Cl*s+K)y/ ((M2*8/2+(C1+C2)*s+(K2+K1))* (M1 *s"2+C1*s#K1)- ((Cl*s#K1)%2 ))s nyquist (G1); BI Page15.0 REFERENCES 1) Ogata K. (2010). Modern Control Engineering 5 Edition Prentice Hall PEARSON. 2) Electric Autosport (2018), Retrieved from E-Racing.net (2015). Retrieved from hus +) Saurabh Samant Y, DES/GN OF SUSPENSION SYSTEM FOR FORMULA STUDENT RACE CAR. Retrieved from haps S1Hi8 DESIGN SYSTEM FOR Et 7) Bode Plot (2018), Retrieved from Bod 8) 21