Presented by-

Sharath S
01JST16PAE013
 A control system is a system of devices or set
of devices, that manages, commands, directs
or regulates the behaviour of other device(s)
or system(s) to achieve desire results.
Why CS?
 As the human civilization is being
modernized day by day the demand of
automation is increasing accordingly.
Automation highly requires control of
devices.
 Accuracy
 Sensitivity
 Noise
 Stability
 Bandwidth
 Speed
 Oscillation
1. Open loop control system
2. Closed loop control system
 A control system in which the control action
is totally independent of output of the system
then it is called open loop control system.
Manual control system is also an open loop
control system. Fig - 1 shows the block
diagram of open loop control system in which
process output is totally independent of
controller action.
 Electric Hand Drier - Hot air (output) comes out as long as you keep
your hand under the machine, irrespective of how much your hand is
dried.

 Automatic Washing Machine - This machine runs according to the

pre-set time irrespective of washing is completed or not.

 Bread Toaster - This machine runs as per adjusted time irrespective

of toasting is completed or not.

 Automatic Tea/Coffee Maker - These machines also function for pre

adjusted time only.

 Timer Based Clothes Drier - This machine dries wet clothes for pre-
adjusted time, it does not matter how much the clothes are dried.
 Control system in which the output has an effect
on the input quantity in such a manner that the
input quantity will adjust itself based on the output
generated is called closed loop control system.
 In this way closed loop control system is called
automatic control system.
 Examples of Automotive Closed-loop
Control Systems
Control System Indirectly Directly Manipulated Sensor Actuator
controlled controlled variable
variable variable

Fuel injection Air-fuel Exhaust oxygen Quality of Zirconia or Titania Fuel injector
system ratio content injection fuel based electro-
chemical

Knock control Knock Knock sensor Ignition timing Piezo-electric Ignition coil
output accelerometer switch. Transistor

Anti-lock Wheelslip Wheelspeed Brake time Magnetic reluctance ABS solenoid

braking system limit pressure valve
 Battery Power supply regulator

Analogue Analogue to
signals e.g. digital converter
Motors
transducer and multiplexer
signals

Micro- Output
computer circuitry
Solenoids

Digital signals
e.g. switch
Input Lamps, LED’s
states
interfacing etc.
• Allows precise and fast control of fuel injected
• By control of the ‘on-time’ period of the solenoid operated injectors
(Spray nozzle) and plunger.
• Delivery pipe fuel pressure is maintained constant by a fuel pressure
regulator
• Opening and closing times of between 0.5 and 1 ms.
• Engine operating speed of 6000 rpm (10 ms revolution time)
• Injector on-time can be controlled between 1 and 10 ms.
• Multi-point or sequential fuel injection, with one fuel injector near the
intake valve (or valves) of each cylinder.
• At a device level, a fuel injector ic package
• Provides the high solenoid drive current required
• Incorporates both over-voltage and short-circuit protection,
• Fault reporting diagnostic routines also included
• Inlet manifold absolute pressure (MAP) sensor has an important role
• Fuel injection opening period or pulse width is related directly to the
mass of air flowing into the engine as fuel-air ratio must be maintained
constant in steady-state operation
• And the mass of air-flow is related to the manifold absolute pressure
by the equation
Vd nv Pi
ma 
RTi
• where Vd is the displacement of the cylinder,
• nv is the volumetric efficiency or the fraction of Vd actually filled on
each stroke, [= f(speed)]
• pi is manifold absolute pressure,
• R is a constant and
• Ti is the intake air temperature.
• Direct measurement of the quantity of air drawn into the
engine (using an air-flow sensor (AFS)).
• Simple flap-type,
• Hot-wire and
• Direct measurement is better than feed-forward control
In speed density EFI
• (Factors like variation in volumetric efficiency, engine
displacement due to speed and internal deposits need to be
taken care of ).
Both of these forms of EFI may be improved
• Exhaust gas oxygen sensor for closed-loop control of the air–
fuel ratio.
• If engine is to be controlled precisely air–fuel ratio must be
controlled to within 1%.
• Only possible with closed-loop control,
• The objective of low exhaust-gas
emission levels
• Maintain the air–fuel ratio at 14.7:1
[stoichiometrically / chemically perfect]
• Three-way catalytic converters to control
emission
• the fuel injection period computed by air intake measurement
is modified
• Based on measured Exhaust Gas Oxygen (EGO) content.
• injection period modification factor between 0.8 and 1.2.
• EGO tells whether  < 1 or  > 1
• Closed loop system has a limit cycle frequency between 0.5 to 2
Hz
Pollutant emission as a function of relative air–fuel ratio, l (Chowanietz, 1995)
• To relieve pressing of clutch during gear
change
• Throttle cable of accelerator pedal replaced by
closed loop control system
– Accelerator pedal position sensor and servomotor
– Connected to an ECU for the gear change process
 Throttle motor

Clutch release
Throttle
Electronic control unit cylinder pressure
position
feedback Solenoid control
signal

Throttle servo system Hydraulic power unitand

solenoid control valve
Accelerator pedal (operation clutch release
position sensor lever)

Gear lever load switch

Clutch release lever
position sensor
Gear position sensor

Gearbox input shaft

speed sensor

Engine speed sensor

• Control of clutch engagement and disengagement

• Improved safety
• Prevention of engine starting when in gear
• Inappropriate gear change
  Throttle position
sensor
 Throttle idle switch
 Selector lever
Handshake signals position sensor
 Water between ECUs  Hold mode switch
thermosensor  Stoplight switch
 Throttle Engine  Overdrive inhibit
position control Transmission switch
sensor unit control unit  Automatic
 Knock sensor transmission fluid
 Airflow sensor Solenoi temperature sensor
 Fuel injection
Intake air d valve  Torque converter
thermosensor and ignition outputspeed
control
 Engine r.p.m. timing  Vehicle speed
signal Engine Transmission  Engine r.p.m.
 Atmospheric
pressure sensor
• During gear change up
• transmission ECU signals the engine management ECU
• cut off fuel injection and
• Signals TECU to allow gear change
• During gear change down
• TECU energizes signals E-ECU
• Changes ignition timing a few degrees to reduce engine torque,
• Signals TECU to allow gear change
• In the end both systems return to independent operation.
• Also includes
– Exhaust gas recirculation
system (circulating
exhaust into intake to
reduce max combustion
temp, and hence NOx)
• Controlled by
powertrain ECU
• Engine temp, load,
speed
– Evaporative Emission
Control System (to
circulate fuel vapour
into intake and prevent
leakage into
atmosphere)
• Anti Lock Braking system
• Electronic Damping Control system
• Power Assisted Steering System
• Traction Control Systems
•The vehicle skids, the wheels lock and driving
stability is lost so the vehicle cannot be steered;
• The braking distance increases due to
skidding;
•The tyres may burst due to excessive friction
and forces being concentrated at the points
where the locked wheels are in contact with the
road surface;
 Antiskid braking system
(ABS)

• All electronic signals come to the electronic controller (ECU)

• The ECU controls the hydraulic modulator
• To control the Brake line pressure in Brake master
cylinder
Wheel-speed and braking pressure during ABS-controlled braking
• If wheel decelerates beyond a certain level, curtail brake pressure (1)
• If wheel decelerates further, reduce brake pressure further (2)
• If wheel accelerates, increase brake pressure (3)
• Prevent drive wheels from wheel spinning during
starting or
– Accelerating on A wet or icy surface.
• Avoid reduction of either steering response in front- wheel-
drive (fwd) / vehicle stability on rear-wheel- drive (rwd)
vehicles.
Tcs operates-
• To maximize adhesion to the road surface during
Acceleration
• Same sensors as in ABS
• The actuation uses fuel, ignition and driven wheel braking
action
• This strategy employs the difference in wheel speeds of
the non-driven wheel speeds as a basis for reductions
in the slip setpoint to enhance stability in curves.
• High vehicle speeds and low acceleration requirements
on low coefficient of adhesion surfaces imply
– a control strategy of progressively lower slip threshold
setpoints as the vehicle speed increases,
– gives maximum lateral adhesion on the surface.
• The primary function of a shock absorber
– control vehicle movement against roll during turning and pitch during acceleration or braking.
– Requires hard suspension

• secondary role
– To prevent vehicle vibration caused by a poor road surface.
– Requires a soft suspension

• Electronic damping control (EDC) used to attain these twin

objectives
• altering the characteristics of spring and oil-filled damper
arrangement
– difficult and expensive

• Simple option - Suspensions with at least three settings; ‘soft’,

’medium’ and ‘firm’
• OR electronically controlled suspension systems using air,
nitrogen gas and hydraulic oil as a suspension agent.
 • Measured directly using an acceleration
sensor, or
• Inferred from brake system pressure and
throttle opening angle.
• Used to control pitching during acceleration /
Braking
• Lateral forces
• Inferred by the rate at which the steering
Wheel is being turned and the vehicle speed.
• Used by the ecu to prevent rolling.
• The actuators are dampers fitted with
two on-off fluid control solenoids used
to select one of four different damper
settings (normal, soft, super-soft and
firm).
• Driver can choose sport or smooth ride
Mode.
• In sport mode soft or super-soft damper Electronically controlled
damping system
settings excluded
• Result in a harder but more stable ride.
• Input to the rack and pinion steering
• System is from a motor/reduction
gearbox
• Motor torque is applied directly to either
the pinion gear shaft or to the rack
shaft.
• The steering effort range is greater
than with hydraulic systems,
• Installations are cheaper and reliable.
• Power is only consumed when steering
wheel moves, (unlike hydraulic system)
• A torque sensor on the column shaft
• The electric motor coupled to the worm
wheel mechanism through a reduction
gearbox.
• The load torque tl on the steering colum is the
load presented by the worm mechanism and the
rack and pinion assembly to which it is attached.