Name: Lê Khúc Trí Bình

ID: 22140511

ASSIGNMENT 9

1. Desired Relative Slip (0.2)

This block defines the desired slip ratio (0.2 in this case) that the ABS controller tries to
maintain.

2. Summation Block (-)

This block calculates the error between the desired slip and the actual slip.

3. Controller (ctrl)

This block processes the slip error and generates a control signal to adjust braking force.

4. Mu-Slip Friction Curve (1 - D(T(u)))

This block models the relationship between slip and the coefficient of friction (µ), which affects
braking force.

5. Weight Calculation (m*g/4)

Computes the force on the tire based on the mass and gravity.

6. Tire Torque (Rr)

Represents the torque applied to the tire.

7. Wheel Speed Calculation (sldemo_wheelspeed_absbrake block)

Computes the wheel speed (Ww) and vehicle speed based on input torque.

8. Vehicle Speed Computation (-1/m and Integration 1/s)

Converts the force applied on the vehicle into speed.

9. Stopping Distance Calculation (1/s block for Sd)

Integrates vehicle speed over time to determine the stopping distance.

10. Vehicle Angular Speed Calculation (1/Rr block for Vs)

Converts wheel speed into vehicle angular velocity.

11. Relative Slip Computation (1.0 - u(1)(u(2) + (u(2)==0)eps))

Computes the relative slip based on vehicle speed and wheel speed.

12. STOP Block

A condition to halt the simulation when the vehicle stops.

13. Output (yout)

Represents the output of the model, which includes wheel speed, vehicle speed, and stopping
distance.

Modeling an automatic transmission controller

 ManeuversGUI (Passing_Maneuver)

- This block provides user-defined input signals such as Throttle and Brake.

- It simulates different driving scenarios and external inputs affecting vehicle behavior.

 Engine Subsystem

- The Engine block calculates the engine speed (EngineRPM) based on throttle input.

- It produces ImpellerTorque, which is then transmitted to the gearbox.

 Shift Logic

-This block determines the Gear selection based on Throttle position and Vehicle Speed.

- The logic optimizes power delivery by shifting gears dynamically.

 Transmission System

- The Transmission block takes Ne (Engine Speed), Gear, and Nout (Output Speed) to generate
Output Torque.

- It ensures appropriate torque transmission to the vehicle's drivetrain.

 Vehicle Dynamics

- This block simulates the vehicle's response to engine and transmission inputs.
It calculates Vehicle Speed and TransmissionRPM under different driving conditions.

 PlotResults

- The output signals, such as Throttle Position, EngineRPM, and Vehicle Speed, are visualized
through this block.

- It helps analyze system performance and validate transmission behavior.

Vehicle diagram

1. Input Torque Processing

- OutputTorque (Input 1): Represents the torque generated by the transmission.

- FinalDriveRatio1 (Gain Block): Multiplies the input torque by a predefined ratio (Rfd) to adjust
for the final drive system.

- Summation Block: Computes the net torque acting on the vehicle wheels by combining drive
torque and resistive forces.

- VehicleInertia Block (1/Iv): Models the vehicle's resistance to acceleration, considering mass
and rotational inertia.

- WheelSpeed Output: Represents the angular velocity of the wheels.

2. Transmission and Speed Computation

-FinalDriveRatio2 (Gain Block): Converts wheel speed to TransmissionRPM, which indicates

the rotational speed of the transmission output shaft.

- WheelSpeedToLinearSpeed Block: Transforms angular wheel speed into linear vehicle speed
using wheel radius and other physical parameters.

3. External Load and Road Resistance

- RoadLoad Function (f(u)): Models resistive forces acting on the vehicle, including
aerodynamic drag, rolling resistance, and road slope effects.

- Signed Load Computation: This block sums the vehicle’s motion dynamics with resistive
forces, providing a net force estimation.

- Multiplication Block (x): Multiplies the load effect by a factor to compute final resistive
influence on vehicle speed.

4. Braking Torque Influence

- BrakeTorque (Input 2): Represents the braking force applied to the system.

- Summation with Vehicle Inertia: Brake torque contributes to the reduction of wheel speed,
affecting overall vehicle deceleration.

Transmission
1. Engine Speed Input (Ne)
- Ne (Input 1): Represents the engine speed (RPM) provided as an input to the transmission
system.
- This input is crucial as it determines the rotational speed entering the transmission system.

2. Torque Converter
The TorqueConverter Block is responsible for:
- Converting engine torque into turbine torque.
- Providing smooth power delivery from the engine to the transmission by using fluid coupling.
- Allowing for torque multiplication, which improves vehicle acceleration at low speeds.
TurbineTorque Output: The converted torque is then passed into the transmission system.

3. Gear and Output Speed Inputs

- Gear (Input 2): Represents the current gear ratio selection.
- Nout (Input 3): Represents the output rotational speed of the transmission system.
- These inputs control how the transmission adjusts torque and speed to meet driving conditions.

4. Transmission Ratio Block

- TransmissionRatio Block models the effect of different gears on power transmission.
- Tin (Torque Input): Receives turbine torque from the torque converter.
- Gear: Determines the transmission's gear ratio, affecting torque multiplication and output
speed.
- Nin (Input Speed) and Nout (Output Speed): Defines the relation between engine speed and
output shaft speed.

5. Transmission Outputs

- Ti (Output 1): Represents the torque being transmitted to the drivetrain.

- Tout (Output 2): Represents the final output torque after gear ratio adjustments.

Shift logic
1. Gear State Transition (Top Section)
This section represents the gear selection mechanism in a vehicle.
Four Gear States:
First Gear (Gear = 1)
Second Gear (Gear = 2)
Third Gear (Gear = 3)
Fourth Gear (Gear = 4)
Gear Shifting Conditions:
UP Shift (Increasing Gear): Happens when the vehicle meets the upshift threshold (up_th).
DOWN Shift (Decreasing Gear): Happens when the vehicle meets the downshift threshold
(down_th).

2. Selection State Logic (Middle Section)

This section contains a finite state machine that determines when to shift gears based on vehicle
speed.
States:
Steady State:
The vehicle remains in the current gear.
No shift occurs unless speed crosses thresholds.
Upshifting:
Occurs when VehicleSpeed > up_th.
A wait period (WAIT_Tick) ensures the shift isn’t too sensitive.

Downshifting:
Occurs when VehicleSpeed < down_th.
The system prevents unnecessary shifts by introducing a delay (WAIT_Tick).

3. Simulink Function for Threshold Computation (Bottom Section)

The function:
\text{{[down_th, up_th]}} = \text{{ComputeThreshold(Gear, Throttle)}}
dynamically calculates upshift and downshift speed thresholds based on:
Current Gear: Higher gears have higher thresholds.
Throttle Input: More throttle allows the system to hold lower gears longer.

Engine

1. Inputs
- Ti (Torque Input): Represents the external torque (e.g., load or transmission resistance).
- Throttle (Throttle Input): Controls the amount of fuel/air mixture entering the engine, affecting
power output.

2. Engine Torque Calculation

Engine Torque Block (2-D Lookup Table T(ω, u)):
- Takes Engine Speed (u1 = Ne) and Throttle (u2) as inputs.
- Outputs the torque generated by the engine.

3. Torque Dynamics
Summation Block (∑):
- Computes the net torque acting on the engine by subtracting external torque Ti from engine-
generated torque.
EnginePlusImpellerInertia (1/Iei):
- Represents the combined inertia of the engine and impeller.
- Converts torque into angular acceleration (α = Torque / Inertia).

4. Engine Speed Calculation

Integrator Block (1/s ∫):
- Integrates angular acceleration (α) over time to compute engine speed (Ne).
- Ensures dynamic response of the engine to changes in throttle and load.

5. Output
Ne (Engine Speed in RPM):
- Represents the final engine rotational speed.

Transmission gear ratio

1. Inputs
-Tin (Torque Input, from Engine or Torque Converter)
- Gear (Current Gear Selection)
- Nout (Output Speed, likely Wheel Speed or Intermediate Shaft Speed)

2. Gear Ratio Lookup Table

1-D Lookup Table (T(u)):
-This table defines the gear ratio as a function of the gear number.
-The lookup table captures realistic gear ratio values, which usually decrease as gear number
increases.
Example gear ratio values:
1st Gear: 4.0
2nd Gear: 2.5
3rd Gear: 1.8
4th Gear: 1.2
3. Transmission Equations
-The system uses multiplication blocks (x) to apply the gear ratio:
Torque Output (Tout):
- Tout=Tin×Gear RatioT_{\text{out}} = T_{\text{in}} \times \text{Gear Ratio}Tout=Tin
×Gear Ratio
- In lower gears, high torque is delivered for acceleration.
- In higher gears, lower torque improves efficiency.
Input Speed (Nin):
- Nin=Nout×Gear RatioN_{\text{in}} = N_{\text{out}} \times \text{Gear Ratio}Nin=Nout
×Gear Ratio
- In lower gears, engine speed (RPM) is high to provide greater power.
- In higher gears, engine speed reduces, optimizing fuel economy.

4. Outputs
-Tout (Torque Output to Drivetrain)
-Nin (Input Speed to Engine Side of Transmission)

Cruise control diagram

1. Signal Builder (User Inputs & Expected Behavior)

- Simulates driver inputs and expected behavior.
- Provides signals to the controller based on:
+ Increment: Increase speed.
+ Decrement: Decrease speed
+ Set: Hold the current speed.
+ Resume: Return to previously set speed.
+ Power: Enable/disable cruise control.
+ Brake: Apply brakes.
+ SpeedUp: Temporarily increase speed.
-Helps in testing system response under different conditions.

2. Controller (Control Logic)

- Receives inputs from Signal Builder.
- Uses feedback from the plant (vehicle speed) to:
+ Compute Target Speed.
+ Generate Throttle Command (%).
+ Apply Brake Ratio if necessary.
Inputs:
+ Driver commands (Increment, Decrement, Set, etc.).
+ Current vehicle speed.
+ Acceleration.
Outputs:
+ Throttle Command (%) to the plant.
+ Brake Ratio to regulate speed.

3. Plant (Vehicle Dynamics)

- Represents vehicle behavior in response to throttle and brake inputs.
Inputs:
+ Throttle (%) – Controls engine power.
+ Brake Ratio (%) – Controls braking force.
Outputs:
+ Speed – Current vehicle speed.
+ Load (%) – Represents external resistance (e.g., road incline, drag).

4. Actual and Expected Speed Target (Performance Monitor)

- Compares actual speed vs. expected speed.
- Ensures the controller maintains the target speed accurately.
- Allows system verification by visualizing performance.