Module-4
Chapter-2
Vehicle Motion Control
Electronic controls can automate some driver functions that were
previously performed manually.
TYPICAL CRUISE CONTROL SYSTEM
•A cruise control is a closed-loop system that uses feedback of vehicle
speed to adjust throttle position.
•In the case of a cruise control, the variable being regulated is the
vehicle speed.
•The driver manually sets the car speed at the desired value via the
accelerator pedal. Upon reaching the desired speed the driver activates
a momentary contact switch that sets that speed as the command input
to the control system.
•From that point on, the cruise control system maintains the desired
speed automatically by operating the throttle via a throttle actuator.
•The plant being controlled consists of the power train (i.e., engine and
drive train), which drives the vehicle through the drive axles and wheels.
•The load on this plant includes friction and aerodynamic drag as well as
a portion of the vehicle weight when the car is going up and down hills.
In this strategy an error e is formed by subtracting (electronically) the actual speed Va from the
desired speed Vd: e = Vd – Va
The actuator signal u is a combination of these two terms:
u = KPe + KI∫e dt
The throttle opening is proportional to the value of this actuator signal.
Digital Cruise Control
Cruise control is now mostly implemented digitally using a
microprocessor-based computer.
For such a system, proportional and integral control
computations are performed numerically in the computer.
The computer continuously reads the actual vehicle speed, Sa, and generates an error,
en, at the sample time, tn (n is an integer). en = Sd – Sa at time tn.
A control signal, d, is computed that has the following form:
The number of pulses generated per second is proportional to the number of slots
in the disk and the vehicle speed: f = NSK
where,
f is the frequency in pulses per second
N is the number of slots in the sensor disk
S is the vehicle speed
K is the proportionality constant that accounts for differential gear ratio and wheel
size
The digital counter counts the number of pulses from the light detector
during time t that the gate is open.
The number of pulses P that is counted by the digital counter is given by:
P = tNSK
That is, the number P is proportional to vehicle speed S. The electrical
signal in the binary counter is in a digital format that is suitable for
reading by the cruise control computer.
Throttle Actuator
The throttle actuator is an electromechanical device that, in response to
an electrical input from the controller, moves the throttle through some
appropriate mechanical linkage. Two relatively common throttle
actuators operate either from manifold vacuum or with a stepper motor.
Throttle actuators use manifold vacuum to pull a piston that is
mechanically linked to the throttle.
The amount of vacuum provided is controlled by a solenoid valve that is
turned on and off rapidly.
During cruise control operation the throttle position is set automatically
by the throttle actuator in response to the actuator signal generated in
the control system.
Throttle actuators use manifold vacuum to pull a piston that is mechanically
linked to the throttle.
The amount of vacuum provided is controlled by a solenoid valve that is turned
on and off rapidly.
A switching, duty-cycle type of signal is applied to the solenoid coil. By varying
the duty cycle, the amount of vacuum, and hence the corresponding throttle
angle, is varied.
CRUISE CONTROL ELECTRONICS
ANTILOCK BRAKING SYSTEM
ABS is a safety-related feature that assists the driver in deceleration of the vehicle in poor or
marginal braking conditions (e.g., wet or icy roads).
n such conditions, panic braking by the driver (in non-ABS-equipped cars) results in reduced
braking effectiveness and, typically, loss of directional control due to the tendency of the wheels
to lock
The car is traveling at a speed U and the wheels are rotating at an angular speed w where
and where RPM is the wheel revolutions per minute.
When the wheel is rolling (no applied brakes), U = Rw
where R is the tire radius. When the brake pedal is depressed, the calipers are forced by
hydraulic pressure against the disk
The wheel angular speed begins to decrease, causing a difference between the vehicle speed U
and the tire speed over the road (i.e., wR).
In effect, the tire slips relative to the road surface. The amount of slip (S ) determines the braking
force and lateral force. The slip, as a percentage of car speed, is given by
