WSEAS TRANSACTIONS on SYSTEMS and CONTROL Petru Dobra, Radu Duma, Daniel Moga and Mirela Trusca

Digital Control Applications using TI Digital Signal Controller

PETRU DOBRA, RADU DUMA, DANIEL MOGA, MIRELA TRUSCA
Department of Automatic Control
Technical University of Cluj
St. C. Daicoviciu 15, 400020 Cluj-Napoca
ROMANIA
[email protected], [email protected], [email protected],
[email protected]

Abstract: - Two digital control applications are presented: velocity control of a DC motor and adaptive system
identification and control of an automotive alternator. A tuning method is proposed for DC motors.
Experimental application for the DC motor illustrates the effectiveness and the simplicity of the proposed
method for controller design. Using adaptive system identification, an automotive alternator is identified. A
regulator is implemented in order to control its output voltage. The control applications run on a Texas
Instruments Digital Signal Controller. Rapid Control Prototyping is used for code generation. Once the desired
functionality has been captured and simulated, using the MATLAB/Simulink/Real-Time Workshop
environment can be generated code for the DSP. All task assignments to processor are automatically made by
the software.

Key-Words: - Embedded Target, DC motor, Digital Signal Controller, Digital Control, Rapid Control
Prototyping, Digital Signal Processor, Matlab/Simulink, Code Composer Studio.

1 Introduction in cars. The processing power of DSP controllers is

Developing controllers for applications (electrical allowing the accurate control of motors with fewer
drive systems) means large expenditure, when sensors.
performed with usual development methods. The
workload comprises development of a mathematical
model as well as algorithm design and
implementation, off-line simulation, and
optimization. The whole process has to be restarted
on occurring errors or divergences, which makes the
development process time consuming and costly [1].
Rapid Control Prototyping (RCP) is a way out of Fig.1. General architecture of an RCP system.
this situation, especially if the control algorithm is
complex and a lot of iteration steps are necessary. Apart from the basic requirement to control the
RCP requires two components: a Computer speed and the direction of the motor, modern motor
Aided Control System Design (CACSD) software controllers might also be expected to regulate
and a dedicated hardware with hard real-time energy consumption and to implement other
operating system (Fig.1). CACSD tools are functions, ranging from power factor correction to
extensively used to generate real time code Ethernet drivers and TCP/IP protocol stacks.
automatically. The graphical programming approach Depending on application requirements, system
removes the need to write software by hand and complexity ranges from the minimal DC brush
allows the engineer to focus instead on improving motor controller to high end vector drives [2].
functionality and performance. Complete system DSP application development has changed
design is carried out within the simulation markedly in the last decade. The lack of efficient C
environment. compilers for DSP obliged developers to write
Digital signal processors (DSP) are a key algorithms by hand using a low level assembly
technology enabling electric drives to be smoother, language - a laborious process. Today is easier:
more efficient, more reliable and most importantly, powerful C and C++ compilers are available, which
cheaper. This is being exploited in a whole spectrum remove the need to code in assembly, speeding the
of applications such as washing machines, heating, development process [3].
air conditioning and electric power assisted steering The CACSD tool used in the implementation of

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 WSEAS TRANSACTIONS on SYSTEMS and CONTROL Petru Dobra, Radu Duma, Daniel Moga and Mirela Trusca

the presented applications is Matlab/Simulink/Real- stands alone to set the target preferences for the
Time Workshop. The target processor is a model (build options for the compiler, assembler
TMS320F2812 DSP. This processor is highly and linker which will be invoked to generate the
integrated, high-performance solution for executable image file for download to the DSP).
demanding control applications. Once the desired functionality has been captured
With the great diversity of applications, a and simulated, can be generated code for the DSP.
development environment must be flexible and Simulink/Real-Time Workshop generates a C
provide exactly the functionality necessary for language real time implementation of the model,
efficient problem solving. Simulink software from creates and populates a CCS project with the code.
Mathworks is such a graphical modeling tool. CCS is opened, the project compiled and linked, and
Simulink is a platform for multidomain the image file downloaded to the target DSP.
simulation and model-based design of dynamic The code may be instrumented with Real Time
systems. It provides an interactive graphical Data eXchange modules to stream data to and from
environment and a customizable set of block the target. These are additional I/O blocks from the
libraries. The engineer can accurately design, Embedded Target library.
simulate, implement, and test control, signal A key feature of Embedded Target is its ability to
processing, communications, and other time-varying generate efficient DSP code [3].
systems.
A recent toolbox of Simulink is the 'Embedded
Target' for Texas Instruments' C2000 DSP platform. 3 Target Processor
The control algorithms run on eZdsp F2812 target
equipped with a TI TMS320F2812 DSP, for fast
2 C2000 Embedded Target fixed-point calculation at 150 MHz (6.67 ns cycle
Simulink, Real-Time Workshop, the Embedded time).
Target for Texas Instruments (TI) C2000 DSP, and The TMS320F2812 belongs to a group of
Link for Code Composer Studio (CCS) provide an devices that are called “Digital Signal Controller
integrated platform for design, simulation, (DSC)”. DSC is a new type of microcontroller,
implementation, and verification of embedded where the processing power is delivered by a DSP -
control systems on standard and custom C2000 DSP a single chip device combining both the computing
targets [4] (Fig.2). power of a Digital Signal Processor and the
embedded peripherals of a single chip computing
system.
The TMS320F2812 device, member of the
TMS320C28x DSP generation, is highly integrated,
high-performance solutions for demanding control
applications.
The board can be adapted to a wide range of
closed-loop applications due to its motor control
peripherals (two event managers (EVA, EVB)), 16
Fig.2. The steps from model to the implementation. 12-Bit ADC channels with fast conversion rate: 80
ns/12.5 MSPS, up to 56 general purpose I/O (GPIO)
Simulink models are constructed from standard pins, high-performance 32-bit CPU, three 32-Bit
libraries. Embedded Target provides blocks specific CPU-timers.
to the C2000 DSP family: I/O, CAN, PWM, QEP, The multiple bus architecture, commonly termed
Read From Memory, and Write To Memory. “Harvard Bus”, enables the F2812 to fetch an
Engineers can automatically generate prototype code instruction, read a data value and write a data value
for any of the supported boards, combining these in a single cycle. All peripherals and memories
blocks with standard blocks from Simulink, attached to the memory bus will prioritize memory
Simulink Fixed Point, and the Signal Processing accesses.
Blockset. User defined blocks, S-functions, can be
added to the Simulink model. Thus portions of
proven code can be integrated in the model. 4 Velocity Control of DC Motor
A Target Preference block has to be added to the A digital control application for a DC motor is
model. It does not connect to any other blocks, but implemented, in which a tuning method is proposed

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 WSEAS TRANSACTIONS on SYSTEMS and CONTROL Petru Dobra, Radu Duma, Daniel Moga and Mirela Trusca

for DC motors, using a DSC from TI. Experimental feedback subsystem is presented in Fig.8 and the
application for the DC motor illustrates the target speed subsystem in Fig.9.
effectiveness and the simplicity of the proposed
method for controller design. A PID tuning method
for a DC motor is implemented and tested.

4.1 DC Motor
The DC Motor comprises the motor, a shaft sprocket
with 32 teeth, an optical gear tooth sensor for speed
measurement, and a DC/DC electronic converter.
The DC/DC electronic converter is driven by pulse
width modulated (PWM) signals from the F2812
target. The whole setup is shown in Fig.3.

Fig.3. DC motor control setup with F2812. Fig. 4. The motor drive.

4.2 Motor Driver

The interface between the F2812 target and the
motor is implemented by an electric circuit (Fig.4).
The motor is supplied at 12 V and its speed is
controlled using a PWM signal.
The speed is measured using an optical encoder
sensor and a shaft sprocket with 32 teeth. The signal
from the sensor is conditioned using a 74HCT14
Trigger Smidth circuit and is applied at the input pin
of a capture and log transition unit of the eZdsp
F2812 target. Fig.5 presents the hardware setup at
work.

4.3 Controller Implementation Fig.5. The hardware setup at work.

Using MATLAB and Simulink for modeling,
analysis, design and offline simulation has become a
de facto standard for control system development.
The Simulink model is constructed from blocks
of the C2000 Embedded Target Library which are
used to represent algorithms and peripherals specific
to the C2800 DSP family.
The block diagram of the closed loop control Fig.6. Block diagram of the closed loop control
structure is shown in Fig.6 and the Simulink model structure
of the control algorithm in Fig.7. The speed

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 WSEAS TRANSACTIONS on SYSTEMS and CONTROL Petru Dobra, Radu Duma, Daniel Moga and Mirela Trusca

Fig.7. Simulink block diagram of the DC Motor control system.

Fig.8. Simulink block diagram for motor speed measurement.

good resolution the 75 MHz input clock, associated

with the capture unit, is divided by a factor of 1/128.
By this factor the general purpose timer is prescaled
to produce the counting rate of 1.70752.
The counter associated with the capture unit is on
Fig.9. Simulink block diagram for setting the 16 bits. If it reaches the upper limit of 216-1 it will
reference speed reset to 0. For a motor speed between 0-4000 RPM
the measured signal is in the range 80 – 360 Hz.
A Target Preference block has to be added to the In order to reduce signal jitter or period
model, in this case the F2812 eZdsp block. It does fluctuation a first order delay filter is used. The time
not connect to any other blocks, but stands alone to constant of this filter is 0.3 seconds. The output of
set the target preferences for the model. This allows the filter is applied at the feedback input port of the
the user to control build options for the compiler, PID Controller block, from the Digital Motor
assembler and linker who will be invoked to Control Library (DMC).
generate the executable image file for download to At the reference input port of the controller is
the DSP applied the target speed using a RTDX block. The
The system works at a sampling rate of 1 ms. For drive can be controlled using a graphical user
the DC Motor speed measurement an capture unit interface (GUI), created using GUIDE, the
of the Event Manager is used. The capture unit logs MATLAB Graphical User Interface development
transitions detected on the capture unit pin by environment.
recording the times of these transitions into a two- The controller computes the duty ratio of the
level-deep FIFO stack. PWM control signal generated using a
At multiples of the sample time the values from Simulink/Embedded Target block. The frequency of
the two-level-deep FIFO stack are subtracted. For a the PWM signal is fixed at 5 KHz, but its duty ratio

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 WSEAS TRANSACTIONS on SYSTEMS and CONTROL Petru Dobra, Radu Duma, Daniel Moga and Mirela Trusca

changes based on a PID control law.

4.4 Controller Tuning

A key method for auto-tuning is to use the relay
feedback method [5]. Processes with the dynamics
typically encountered in process control will exhibit Fig.12. Limit cycle.
limit cycle oscillations. The relay feedback causes
the process to oscillate with controlled amplitude. 4d
Ku = (1)
The frequency of the limit cycle is approximately πa
the ultimate frequency where the process has a The open loop transfer function with PID control
phase lag of 180o. The ratio of the amplitude of limit is:
cycle and the relay amplitude is approximately the 1
process gain at that frequency. Thus a point on the k p (1 − + jωTd ) H DCM . (2)
Nyquist curve of the open loop dynamics close to jωTi
the ultimate point is determined. Consider the phase of the PID controller at
The parameters of the controller will be ω0 = 2π Tu to be γ m :
computed by specifying the phase and amplitude 1
margin [6]. Consider a situation where one point on arctg (ωTd − ) = γm . (3)
the Nyquist curve for the open loop system is ωTi
known. With PID control it is possible to move the Solving equation (3), for Ti = αTd
given point on the Nyquist curve to an arbitrary
with α ∈ (2 ÷ 6) , is obtained the derivative time
position in the complex plane.
A limit cycle is obtained by introducing in the constant:
1
control loop a relay type nonlinearity (Fig.10). The Td = (tan γ m + 4 α + tan 2 γ m ) . (4)
Simulink block diagram for obtaining the limit cycle 2ω0
is shown in Fig.11. If the magnitude of the open loop transfer
function is specified to be k m simple trigonometric
calculations give:
k p = k m K u cos γ m (5)
The step response, using the computed PID
controller, is shown in Fig. 13.
Fig.10. Relay feedback diagram.
In order to obtain the step reference input signal,
the Simulink diagram shown in Fig. 14 is used.

Fig 13. DC motor step response.

Fig.11. Simulink block diagram of Ziegler – Nichols

ultimate period method.

The obtained limit cycle is shown in Fig.12.

From Fig.12 the critical period Tu is determined. Fig 14. : Simulink block diagram for obtaining
The ultimate gain Ku is computed using relation: the step input signal

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4.4 Results becoming an enabling technology for

The drive can be controlled using a GUI, created communication, net-work, audio, and control
using GUIDE. RTDX blocks are used to fetch and systems.
retrieve data from the target. An automotive alternator is identified using
The instrumentation control panel is shown in adaptive system identification. Once the coefficients
Fig.15. The target speed, which is set by turning the of the digital filter are calculated the mathematical
needle of an Angular Gauge Control, the speed, the model of the unknown system is determined. A PI
command and the PWM signal can be analyzed and control law is implemented in order to control the
displayed. In the upper graphic of the panel, the DC output voltage of the alternator.
motor step response is shown, and in the lower one
the duty ratio of the PWM signal in percentage.
Using this design approach, there is no need to 5.1 Adaptive system identification
determine an algorithm or to compute a The coefficients of a digital filter determine the
mathematical model for the motor. The parameters characteristics of the filter. In many practical
of the controller are determined using experimental application filter specification are unknown at the
methods. The obtained overshot is under 10%, an design time and/or change with time. In addition, it
acceptable result. may be necessary to attenuate noise that has spectral
overlap with the desired signals. For this
applications have to be used adaptive filters with
time-varying coefficients updated by adaptive
algorithms to track the unknown and/or changing
environments.
As shown in Fig.16, an adaptive filter consists of
two main functional units: a digital filter with time-
varying coefficients to perform desired filtering and
an adaptive algorithm to adapt the coefficients of the
filter in order to improve performance. The filter
structure is determined and fixed at the design stage,
but the adaptive algorithm continuously adjusts its
coefficients.

Fig.15. Instrumentation control panel.

5 Adaptive System Identification and

Control of an Automotive Alternator
The electrical power requirements in automobiles
have been rising rapidly for many years and are
expected to continue to rise [7]. This trend is driven
by the replacement of engine-driven loads with
electrically-powered versions, and by the Fig.16: Block diagram of an adaptive filter.
introduction of a wide range of new functionality in
vehicles. The continuous increase in power The generic adaptive filtering given in Fig.16
requirements is pushing the limits of conventional shows that the input signal, x (n ) , is filtered by the
automotive power generation and control technology digital filter to produce the output signal, y (n ) .
[8], [9].
The adaptive algorithm adjusts the coefficients of
The coefficients of adaptive filters continuously
and automatically adapt to given signal in order to the filter contained in the vector w(n ) to minimize
achieve the desired response. Adaptive filtering can the error signal, e(n ) , which is the difference
be used in system identification, inverse system between the desired signal, d (n ) , and the filter
modelling, noise cancellation, signal prediction, and output, y (n ) . Therefore the adaptive-filter design is
many others.
Because of the increasing speed and flexibility of based on the characteristics of the input signal x (n )
DSP processor, real-time adaptive filtering is and the signal d (n ) . In this way, the adaptive filter

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adapts to the environment described by these of the process using the algorithm based on the
signals. When the environment changes, the filter singular value decomposition of the Hankel matrix.
adapts to the new characteristics by generating a The Hankel matrix is constructed using the Markov
new set of coefficients. parameters [11].
The digital filter shown in Fig.16 can be an FIR,
symmetric FIR, IIR, or other structure. The
coefficients of an adaptive filter are time functions
because the adaptive algorithm continuously
updates them either sample by sample or block by
block.
To design an adaptive filter the correct filter
structure has to be selected. For the selected filter
structure many adaptive algorithms can be used to
update the filter coefficients. The complexity of an
Fig.17. System identification using adaptive filters.
adaptive algorithm is usually measured in terms of
its multiplication and memory requirements [10].
The block diagram of the test setup is shown in
System identification is an important step to
Fig.18. The excitation field of the alternator is
verify the theoretical model with experimental data,
controlled using a PWM signal generated by the
since the best theoretical models are only
F2812 eZdsp target. The output voltage of the
approximations of the real system.
alternator is applied at the desired input port of the
Non parametric system identification methods
LMS Filter Block.
determine the time and the frequency response of a
liner time invariant system without prior knowledge
of the model structure of a system. They are often
used as a preliminary tool to get initial estimate of
the model structure of a system with unknown
dynamics.
Adaptive system identification is illustrated in
Fig.17. The adaptive filter is connected in parallel
with the unknown system (or plant) to be modelled.
The modelling signal x (n ) excites both the
unknown system and the adaptive filter. The
objectives of the adaptive filter is to adapt to the
unknown plant; thus, the adaptive filter
output, y (n) , closely matches the unknown system
output, d (n) . This is achieved by minimizing the
error signal, e(n) , which is the difference between
the physical response d (n ) and the modelled
response y (n) . If the excitation signal, x(n) , is rich Fig.18. Adaptive system identification block
in frequency contents such as white noise and the diagram setup using F2812 eZdsp target.
internal plant is small, the adaptive filter converges
to the unknown system from I/O viewpoint. The automotive alternator is driven by an
The coefficients of the adaptive filter are asynchronous motor. The motor is controlled using
computed using the LMS algorithm. The Simulink an inverter. The hardware setup at work is shown in
LMS block from the Signal Processing Toolbox is Fig.19.
used. The LMS Filter block can implement an The operational characteristics of the automotive
adaptive FIR filter using five different algorithms. alternator system are shown in Fig.20. The output
The block estimates the filter weights, or voltage versus input voltage curves of Fig.20 are
coefficients, needed to minimize the error between calculated for constant speed of the alternator and
the output signal, and the desired signal. parameterized by the field current.
The FIR filter estimates the Markov parameters Two ADC channels of the eZdsp target are used
of the process to be identified. The Markov to acquire the field and the output voltage. The
parameters are used to compute the transfer function results are shown in Fig.21.

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 WSEAS TRANSACTIONS on SYSTEMS and CONTROL Petru Dobra, Radu Duma, Daniel Moga and Mirela Trusca

computes the coefficients of the digital filter, which

are fetched from the target board using a RTDX
block.
The pseudocode algorithm for computing the
automotive alternator transfer function, using the
coefficients of the adaptive filter is presented below:

• estimate Markov parametres using adaptive

system identification;
• construct the Hankel Matrix using the
estimated Markov parameters;
• decompose into singular values the Hankel
matrix;
• using the singular values decomposition
Fig.19. Hardware setup at work. matrices, compute the state space matrices of
the process to be modeled;
• convert the state space model to continuous
transfer function;

The continuous form of the discrete transfer

function is presented below:

34.97 s + 1844
H ( s) =
s + 261.2 s + 2046
2

5.2 Controller Implementation

Once determined the mathematical model, a PI
control law is implemented. A buck converter
(Fig.23) implements the interface between the eZdsp
Fig.20. Operational characteristics of the alternator.
F2812 target and the automotive alternator.
The converter determines the excitation voltage
of the alternator. Its input voltage, Vi , is 5V and its
output voltage, Vo , is directly proportional to the
duty ratio ( μ ) of the PWM signal ( Vi = μVo ). The
PWM signal is applied at the input gate of a
MOSFET transistor. The output voltage of the
alternator is measured using an ADC channel, and is
used to compute the duty ratio of the PWM signal
based on a PI control law.
The parameters of the controller where computed
using the method introduced by Kessler [12]. The
determined controller, using Kessler method, is
presented below:
1 1
Fig.21. The input and output voltage of the H c ( s ) = 17.5 ∗ (1 + )∗ .
alternator system. 0.125s s / 52 + 1

The Simulink block diagram used for the The obtained PI controller has a first order filter,
adaptive system identification of the automotive for the cancellation of the zero of the identified
alternator is shown in Fig.22. The field voltage and process.The Simulink block diagram used for
the output voltage of the alternator are applied at the controlling the output voltage of the automotive
input ports of Simulink LMS block. The block alternator is presented in Fig.24.

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 WSEAS TRANSACTIONS on SYSTEMS and CONTROL Petru Dobra, Radu Duma, Daniel Moga and Mirela Trusca

Fig.22. Simulink block diagram for adaptive identification.

command and the PWM signal can be analyzed and

displayed. In the upper graphic of the panel, the step
response of the alternator is shown, and in the lower
one, the duty ratio of the PWM signal in percentage.

6 Instrumentation, Data acquisition

Fig.23 : The driver for the automotive alternator and Results
Until recently, developers were forced to stop their
application with a breakpoint to exchange data
5.3 Results "snapshots" with the host computer in a technique
that is called "stop-mode debugging". This intrusive
The output voltage of the alternator can be
approach can be misleading, because the isolated
controlled using the instrumentation control panel
snapshot of a halted high-speed application cannot
shown is Fig.25.
show the real-world operation of the system [13].
A rectangular reference input signal is applied at
To solve this problem, TI developed RTDX, or
the reference input port of the PID controller. The
Real Time Data Exchange, which gives designers
target voltage, which is set by turning the needle of
continuous, real-time visibility into their
an Angular Gauge Control, the output voltage, the
applications.

Fig.24. Simulink block diagram for controlling the output voltage control.

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 WSEAS TRANSACTIONS on SYSTEMS and CONTROL Petru Dobra, Radu Duma, Daniel Moga and Mirela Trusca

[2] K. Godbole, O. Monnier, and J. Skinner Gray ,

“Modern motor controllers must do more than
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[3] R. Poley, “Blocks bring benefits”, [Online]
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[4] *****, www.mathwork.com.
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[6] W. K. Ho, C. C. Hang and L. S. Cao, Tuning of
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[7] D. J. Perreault and V. Caliskan , Automotive
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The paper presented two rapid control prototyping Applications. Pearson Prentice Hall, New Jersey,
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The coefficients of the DC motor were computed N.J., 1999.
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Time for implementation and testing is minimized. December 2006.
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[16] W. K. Ho, Y. Hong, A. Hanson, H. Hjalmarson
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[17]T. Sekozawa, Model-based Control and [19] A. A. Voda and L. D. Landau, A method for
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