BHA 3323 AUTOMATIC

CONTROL
LAB PROJECT: PART 1 OF 3
REPORT
NO. NAME METRIC ID
1. MUHAMMAD UZEIR B. MOHD HANAPIAH HB18022
2. MUHAMMAD ARIF AIMAN B. ZULKIFLY HB18004
3. HAZIQ B. ABDUL RAZAK HB18012
4. CARLJOHARI HUSSEIN ARIFF B. HUSSEIN HB19026

SECTION 1
LECTURER: DR. AZRI HIZAMI BIN RASID
Question 1
Try to build and run the model. Describe the function of each block in the Simulink
diagram.
i. Tyre Model.

Figure 1: Tyre Model with Matlab Simulink Simscape Blocks.

1. Mass of Suspension.
2. Sensor for the translational motion. (detect translational motion to convert into signal)
3. Translational reference: to initiate the starting value.
4. Velocity m2: to show the change in velocity in suspension.
5. Position m2: to show the change in position of suspension.
6. Scope suspension: the instrument to measure signal of output.
7. To show spring constant of the tire.
8. To show damping constant of the tire.
9. Sensor for the translational motion. (detect translational motion to convert into signal)
10. Translational reference: To initiate the starting value.
11. Velocity road: To show the change in velocity in suspension.
12. Position road: to show the change in position of suspension.
13. Scope suspension 1: the instrument to measure signal of output.
14. Pulse Generator: Replicate the height of the road/Simulate the road profile.
15. Ideal translational velocity source- to convert input value into velocity.
 ii. Quarter vehicle model.

Figure 2: Quarter Vehicle Model with Matlab Simulink Simscape Blocks.

1. Mass of Vehicle.
2. Translational Motion Sensor: detect translational motion to convert into signal
3. Translational Reference: to initiate the starting value.
4. Velocity m1: to show the change in velocity in suspension.
5. Position m1: to show the change in position of suspension.
6. Scope Vehicle: the instrument to measure signal of output.
7. To show spring constant of the tire.
8. To show damping constant of the tire.
 iii. Active Force Model.

Figure 3: Active Force Model with Matlab Simulink Simscape Blocks.

1. Force Active Suspension: To show the downwards force acting on the system.
2. Speed Road Profile: Replicate the height of the road/Simulate the road profile.
3. Deflection: To measure the deflection due to the presence of the suspension.
4. Relative Velocity: To measure the velocity of m1 relative to the velocity of m2
Question 2
In the 1 DoF and 2 DoF models, explain what are the inputs? Create input and
describe the output.

2.1 Model with 1 Degree of Freedom (1DoF): Tyre Model

Figure 4: Tyre Model (Scope Suspension 1 Output).

For the tyre model, the Scope Suspension 1 Graph shown in Figure 4 shows the velocity of
spring on the top and the damper displacement in the bottom. The input for this model is the
Pulse Generator that is used to replicate or simulate the road profile which the tyre is affected
with. The velocity of spring peaks at ±1.25 m/s from 0 m/s for less than 0.25s and through
lowest at ±-0.22 m/s from its peak, then plateaus after 0.3s and throughout the period, T = 5s.
Meanwhile, the damper displacement peaks at ±0.107 m from 0 m after replicated road
surface input is applied and trough lowest at ±0.098 m from its peak, and decreases ±0.002 m
after ±0.3s to remain constant throughout the period, T=2.5s.
From the tyre model, we can conclude that the tyre model is not a competent model as the
spring has a large spring constant and the dampening is not adequate. This can be proven by
seeing the velocity and displacement graph as both peaks and return to its constant state in a
short amount of time. By abiding the Law of Impulse and Momentum, which is a product of
force with time, this shows that the tyre model undergoes a less effective suspension and
damping from the external force exerted.
2.2 Model with 2 Degree of Freedom (2DoF): Scope Suspension Quarter Model

Figure 5: Scope Suspension Quarter Model Output.

For the quarter model, the Scope Suspension Graph shown in Figure 5 shows the velocity of
spring on the top and the damper displacement in the bottom. The input for this model is the
Pulse Generator that is used to replicate or simulate the road profile which the suspension is
affected with. The velocity of spring peaks at ±0.9 m/s from 0 m/s for less than 1s and
through lowest at ±0 m/s from its peak, then plateaus throughout the period, T which is 5s.
Meanwhile, the damper displacement peaks at ±0.11 m from ±0.9 m after replicated road
surface input is applied and trough lowest at ±0.09 m from its peak, and decreases ±0.005 m
for every 3s then plateaus throughout starting from the 43rd second.
To conclude the Scope Suspension for the Quarter Model, we can say that the suspension
performs adequately given that it has a Spring Constant of 80,000kg/s² and though the
oscillation of velocity graph takes a short time to return to 0, the oscillation of the suspension
displacement takes a longer time that determines better performance, given that the
suspension mass is also taken into consideration as m₂.
2.3 Model with 2 Degree of Freedom (2DoF): Scope Vehicle Quarter Model.

Figure 6: Scope Vehicle Quarter Model Output.

For the quarter model, the Scope Vehicle Graph shown in Figure 6 shows the velocity of
spring on the top and the damper displacement in the bottom. The input for this model is the
Pulse Generator that is used to replicate or simulate the road profile and the Force Active
Suspension which the vehicle is affected with. The velocity of spring peaks at ±0.102 m/s
from 0 m/s for less than 0.2s and trough lowest at ±-0.08 m/s from its peak, and decreases
±0.025 m/s for every 0.125s then plateaus throughout starting from the 50th second.
Meanwhile, the damper displacement peaks at ±0.175 m from 0 m after replicated road
surface input is applied and trough lowest at ±0.04 m from its peak, and decreases ±0.04 m
for every 2.5s then plateaus throughout starting from the 50th second.
From the Scope Vehicle for Quarter Model, we can deduce that when the vehicle mass, m₁
and suspension mass, m₂ is being suspended on the suspension model and tyre model,
which has k₁=80,000 kg/s² and k ₂=500,000 kg/s² as their spring constant, the model is
well calibre, as we can see from the graph that both velocity and displacement gradually
decreases to a constant amplitude.
Question 3
On paper, try to find the equivalent transfer function for the suspension system. 
Build the block diagram in Simulink, run the simulation and compare the results
with the one done using Simscape blocks. Conclude.

3.1 Finding equivalent transfer function using manual calculation.

3.2 Finding equivalent transfer function using Matlab.

Step 1

Step 2

Step 3
Step 4
G(s)₁

G(s)₂

Conclusion.
From the simulation that we have done, we found out that the amplitude in both outputs
remain constant however, decreases exponentially for G1(s) and increases for G2(s). With
that, it can be said that the suspension system is not fully functioning at its best performance
and may have room for improvements that needs to be done.
Question 4
For the model with an active suspension system, describe how it operates. Study the
influence of the active suspension on the system. Propose a solution to control the
active suspension system.

A model that comes with an active suspension system comprises of a closed-loop system that
functions to control or facilitate the translational action from the wheels of a vehicle to the
chassis. It constitutes several sensors that gives out signals that conforms subsequently to the
road profile that it is in contact with proportionate to time. An active suspension uses the said
sensors to translate the road condition and sends a feedback to the hydraulic actuators
whether it needs to be raised or lowered and soften or harden depending on the road profile
compared to the fully mechanical suspension system of yesterday that fully relies on the
dampening performance of the shock absorbers and the spring constant to handle the ride
quality of the vehicle.

For a basic active suspension system to function, a few additional function blocks are
required. This includes additional input, force active suspension in addition to speed road
profile. Speed road profile in this system will give an approximate road profile ahead of the
vehicle while the force active suspension will gauge the movement of the tire ahead the road
profile and encounters it with an appropriate movement of the suspension system which will
eventually reduce the movement of the vehicle’s body.

In addition to those two input blocks, two additional comparators are also required; relative
velocity comparator and relative deflection comparator. These comparators are to ensure that
the velocity as well as the displacement of the suspension in relative to the vehicle’s body can
be measured from time to time.
An active suspension system can be roughly illustrated as per Figure 3. To control this
system, an independent module or control unit is required. This is to ensure that all the data
that is fed into the system can be computed and be translated into an output that would look
like Figure 7.