Ohio State University

Center for Automotive Research

ME5339: Simulation Techniques for Dynamic Systems Analysis and Design

DENIS MARTINS DANTAS

Homework 2

Submission Date: 14/10/2016

Problem 1
The quarter-car model approximates the dynamic response of the suspension of a car, through a double mass-spring-
damper system. As indicated in Figure 1, the mass attached to the spring represents the body of the car, while the free
mass represents the wheel and tire. Table 1 lists the main parameters of the quarter-car model.

Figure 1 - Quarter Car Model.

Parameter Value Units

Sprung Mass (1/4 Car), 425
Unsprung Mass (Tire), 15
Tire Stiffness, 250e3 /
Initial Positions, 10 , 20 1
Initial Velocities, 10 , 20 0 /
Table 1 - Parameter of the quarter-car model.

The variable p(t) represents the vertical road profile measured from a fixed reference, and is considered an input to the
system. Two files containing different profiles were given to be used in simulation.

1) The Lagrange method can be used to derive the equations of motion of the system:
1. Determining the Degrees of Freedom (DOF) and Generalized coordinates.
N = 2, because there are two masses on the system;
Constraints:
= = = = 0 (1)
Therefore M = 4.
DOF = 3N M = 2.
Generalized coordinates:

= [1 2 ] (2)
2. Expressions for speed and velocity:

= 1 (3)
= 2
(4)

= 1 (5)
= 2
(6)
3. Rayleigh Dissipation Function for external non-conservative forces and/or dissipation forces acting on the
system:
The dumper presents only one dissipative force, and there are no external forces acting on the system.

1
 2
= =
2
2
( )
= (7)
2
4. Kinetic and potential energy:
1 12 2 22 12 22
= + = + (8)
2 2 2 2

= (1 2 )2 + (2 )2 (9)
2 2
5. Lagrange Equation:
=
(10)

( ) + =0
(11)

For the first generalized coordinate, 1 :

( ) + =0
1 1 1

12 22 12 22
{ [ + ( (1 2 )2 + (2 )2 )]} [ + ( (1 2 )2 + (2 )2 )]
1 2 2 2 2 1 2 2 2 2
2
( )
+ [ ]=0
1 2

1 + ( 1 2 ) + (1 2 ) = 0 (12)

For the second generalized coordinate, 2 :

( ) + =0
2 2 2
12 22 12 22
{ [ + ( (1 2 )2 + (2 )2 )]} [ + ( (1 2 )2 + (2 )2 )]
2 2 2 2 2 2 2 2 2 2
2
( )
+ [ ]=0
2 2

2 + ( 2 1 ) + ( + )2 1 = (13)

Equations (10) and (11) describe the motion of the Quarter Car Model.

2) Figure 2 shows a Simulink model of the quarter-car, which loads a road profile p(t) using a lookup table and given
input data.

2
 Figure 2 Simulink model of the quarter-car.

The Simulink model was simulated using the fourth-order Runge-Kutta method with fixed time step solver (ODE4) with
0.01s as the time step. The total simulation time was the same as the time defined by the given lookup data p(t).

3) The parameters used in the simulation were the ones listed at Table 1. Three different set of values were
simulated. The sets simulated a comfort, handling and worn suspension respectively. The data of interest from
the simulations were the road vertical position [p(t)], tire position [x2], quarter-car position [x1], and quarter-
car vertical acceleration [x1].

Figure 3 shows the suspension tuned for comfort (k = 500; b = 300), Figure 4 shows the suspension tuned for
handling (k = 750; b = 900), and Figure 5 shows the results for a worn suspension (k = 150; b = 25).

Its visible that the worn suspension results on a quarter-car position with strong fluctuations, compared to the
road profile variation. This causes the quarter-car position to swing even after the road profile gets steady at
p(t) = 1, at the end of the simulation.

The comfort and handling suspensions follow the road profile more accurately. However, its visible that the
comfort suspension doesnt follow the road profile when short variations (high frequency) appear. This is
interesting for the user experience, because the user wont get the feeling of those small variations, which can
be compared to holes on the road. The handling suspension shows a vertical acceleration that varies within a

3
much bigger range, when compared to the comfort suspension that results in the suspension having the
undesired effect of the quarter-car mass following every small variation on the road profile.

Figure 3 System input and outputs for a comfort set suspension.

4
Figure 4 System input and outputs for a handling set suspension.

5
 Figure 5 System input and outputs for a worn suspension set.

4) The systems frequency response is shown on Figure 6 for each of the simulated suspension sets. Figure 7
shows the FFT of the input road profile p(t).
The road profile can be interpreted as a sinusoid wave with frequency close to 0.05Hz, +1 of DC offset, and
some higher frequencies noise (irregularities) on the road. Figure 7 highlights the main frequency of the road
profile, the frequency of the highest amplitude noise, and a window with smaller amplitude noise sources
these frequencies are also highlighted on the bode plot of Figure 6.
Its visible in Figure 6 that the natural frequency of the worn suspension has moved towards lower frequencies,
with a small damping factor, causing the output quarter-car position to have an output gain finally resulting
on the seen fluctuations. Meanwhile, the comfort and handling suspension have output magnitude close to
zero for the lower frequencies, which is very positive to make the quarter-car position follow the main road
profile (the sinusoid wave).

6
 Figure 6 Bode plot of the quarter-car model, with regards to the output x1.

Figure 7 FFT of the input road profile p(t).

It is visible that for the main frequencies of the noise signals, the comfort suspension attenuates the output better than
the handling suspension this explains why the comfort suspension doesnt follow the irregularities on the road profile
as accurately as the handling suspension.

5) In order to find a better suspension, further simulations were conducted with different values of k and b. The
objectives of the new design was to reduce the unwanted fluctuations and to limit the absolute vertical
acceleration to less than 0.25/ 2. The fluctuations were measured by means of the Root Mean Square (RMS)
value of the error between the Unsprung Mass Position and the given road profile p for the input A.
Table 2 shows the calculated results for the Comfort, Handling and Worn suspensions and the new projected
suspension with b = 250, and k = 550 N/m/s.
The new design presents a considerable smaller maximum vertical acceleration, while keeping the RMS error
low, when compared to the Comfort Suspension.

7
 Suspension RMS Error Absolute
Maximum
Acceleration
Comfort 0.0089 0.2202
Handling 0.0067 0.5984
Worn 0.0343 0.0391
New Design 0.0088 0.1842
Table 2 Parameters results comparing the different types of suspension.

6) Further simulations were conducted with the new designed suspension and using a different road profile, B.
Figure 8 shows the road position, tire position, quarter car position, and quarter car acceleration.

Figure 8 Simulation results showing road position, tire position, quarter car position, and quarter car acceleration for the new designed
suspension.

The errors RMS between the quarter car position and the road profile is 0.0047, while the maximum absolute vertical
acceleration is 0.0345 / 2. These results are even better when compared to the simulation conducted with the road
profile A. Figure 9 and 10 shows the frequency response results for the new suspension and the road profile Bs FFT.
The road profile B presents mostly lowest frequencies with the highest amplitudes. Its visible in the bode diagram of
the system that those frequencies does not present any gain, or will present a low gain when the frequency approach
the natural frequency of the system, 1.14 rad/s.

8
Figure 9 Bode plot of the system with the new designed suspension, highlighting the window of most common frequencies in the road profile B.

Figure 10 Road profile B FFT, highlighting the frequency window with the highest amplitudes.

9
Problem 2
Figure 11 shows an Inverted Pendulum system, which is a two degrees of freedom system that consists of a mass m
connected with a massless rod of length l to a cart of mass M. The cart is moving along the x-direction, while the rod
can rotate freely around the revolute joint at the center of the cart. A force f(t) is applied to the mass M along the x-axis
and the acceleration due to gravity acts downward as shown. The motion of this system can be defined using the
Lagrange Equation. The following steps define quantities to apply into method.

Figure 11 - Inverted Pendulum.

1) Defining generalized coordinates, and the positions and velocities of the cart and mass m.

= [ ] (14)

= (15)

= ( + ) +
(16)
=
(17)
= ( + )
(18)

2) Defining the systems kinetic (T) and potential (V) energies, the non-conservative forces (Q) and the dissipative
forces using the Power Function (D):
Both the cart and the mass present kinetic energy:
2 2

= + = 2 + [( 2 + 2 + 2 2 cos2 ) + 2 2 sin2 ]
2 2 2 2

2 2 (19)
= + ( + 2 + 2 2 )
2 2
The spring and the mass accumulates potential energy:
2
= + 20)
2
The damper exerts a dissipative force on the cart, which can be written according to the Power Function:
= =
2 (21)
=
2
There is an external, non-conservative, force, f, acting on the cart:

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 (22)
1 = () = ()

(23)
2 = () =0

The direction of the force f, is not a function of , therefore 2 is zero.

3) Apply the Lagrange equation:

( ) + =

( ) ( )
( ) + =

2 2 2 2
2
[
( + ( + 2 + ) ( + ))]
2 2 2
2 2 2 2
( + ( + 2 + 2 2 ) ( + )) + ( ) =
2 2 2 2

For 1 = :

2 2 2
[ ( + ( + 2 + 2 2 ) ( + ))]
2 2 2
2 2 2 2
( + ( + 2 + 2 2 ) ( + )) + ( ) = ()
2 2 2 2

[ + + ] + + = ()

( + ) + 2 + + = () (24)
For 2 = :
2 2 2
[ ( + ( + 2 + 2 2 ) ( + ))]
2 2 2
2 2 2 2
( + ( + 2 + 2 2 ) ( + )) + ( )=0
2 2 2 2

( (2 + 2 2 ) ( (2 ) ()) = 0
2 2

(( + 2 ) ( + ) = 0

+ 2 + = 0
+ = 0 (25)

4) In the equilibrium state, the derivatives of the states , , and are zero. For f(t) = 0, from (24) and (25):

= 0
= 0 = 0 = 180

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The results mean that in the equilibrium state, the position of the cart will be such that the spring is not stretched,
and that the pendulum will be either upwards (0 ), or downwards (180 ).

5) Equations 24 and 25 are converted to its nonlinear state space form in (26):]
2 ()
= + +
+ + + + +
(26)
= +
{

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Problem 3
Figure 12 shows a circular hoop of radius R and mass M that is free to roll along a horizontal track without slipping.
Attached to the hoop is a bead of mass m that is free to slide without friction around the hoop in a uniform
gravitational field g (oriented vertically and downwards).

Figure 12 - Hoop and Bead System.

1) The Lagrangian of the system is defined bellow:

Define position and velocities:

=
(27)
= ( + ) (28)
=
(29)
= ( + ) +
(30)
Kinetic Energy of the hoop:

2
2
2
2 ( ) 2 2 2 2 2
= + = + = + = +
2 2 2 2 2 2 2 2 2
= 2 (31)
Potential energy of the hoop: Considering the center of the mass of the hoop and the origin of the
coordinates at the center of the hoop, the hoop will never have potential energy.
Kinetic Energy of the bead:
2 2
2
( + ) ()
= = +
2 2 2

= ( 2 + 2 + 2 2 cos 2 ) + ( 2 2 sin2 )
2 2
(32)
= [ 2 + 2 + 2 2 ]
2
Potential energy of the bead:

= (33)
There are no dissipative or external forces, therefore = 0
Lagrangian:

= +

13
 2
= 2 + [ + 2 + 2 2 ] + (34)
2

2) The equations of motion can be derived by using the Lagrange Equation:

( ) =0

For the generalized coordinate x:

{ 2 + [ 2 + 2 + 2 2 ] + } { 2 + [ 2 + 2 + 2 2 ] + }
2 2
=0

(2 + + ) = 0

(2 + ) + ( 2 ) = 0 (35)

For the generalized coordinate :

{ 2 + [ 2 + 2 + 2 2 ] + }
2

{ 2 + [ 2 + 2 + 2 2 ] + } = 0
2

[ + 2 ] [ ] = 0

+ 2 + + = 0

+ + = 0 (36)
3) In the positions of equilibrium, the angular acceleration and velocity, and linear acceleration and velocity are
zero. From equation 35 nothing can be assumed from that, but from equation (36) there is:
= 0 = 0 (37)
= 00 , = 1800 (38)
The only stable position of equilibrium is the one for = 00 , otherwise the bead will have potential energy
accumulated. On the other hand, when = 00 its potential energy is the lowest possible. If the equations of
motion are approximated to assume small oscillations around the equilibrium point, theres:
If small oscillations are considered around the stable equilibrium point, = 00 , 1 and ,
therefore equations 35 and 36 becomes:

(2 + ) + ( 2 ) = 0 (39)

+ + = 0 (40)
Now, if its assumed that , the equations become:

2 = 0 = 0 (41)

+ = 0 + =0 (42)

Equation 42 is the equation of simple harmonic motion, which has the following solution:

14

() = 0 cos ( ) (43)


Where 0 is the initial condition of (0). The natural frequency of the bead is, therefore, .

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Problem 4
In automotive powertrains, backlash imposes well-known limitations on the drive quality. For powertrain control
applications, it is important to detect and compensate backlash when present. This requires one to model the dynamics
of backlash. Figure 13 shows a simplified model of an automotive drivetrain with backlash.

Figure 13 Powertrain model with backlash. Author: Lagerberg, Adam, and Bo Egardt. "Backlash estimation with application to automotive
powertrains."

Details of the implementation of this model can be found at the publication where the figure was taken from1.

1) The input of the model is the engines torque reference . The given file simulates a fast tip-out/tip-in transient
where backlash normally occurs.

Figure 14 shows the input Engine Torque Reference, the Shaft Torque (where backlash is visible) and the Load
Torque. The first plot shows that the Engine Torque is followed by the resultant Load Torque, with a smooth curve.
During the transitions of the Engine Torques value (tip-out and tip-in) its visible that the Shaft Torque goes
through a transient oscillation until it stabilizes. The second plot shows the Engine Speed and the Load Speed its
visible that the Load Speed is always lower or equal to the Engines speed, and it will always be proportional to the
last. On the third plot, it is visible that the backlash angle (load inertia angle minus angle of the end of the shaft) is
positive (+2) while the Engine Torque is positive that shows that the engine is driving the load inertia. When the
Engine Torque goes to zero, the backlash angle goes through some transient until it stabilizes in -2, showing that
now the load inertia is driving the engine. When the Engine Torque is restored the backlash angle goes through a
transient and stabilizes in +2 again, showing that again the engine is driving the load.

Figure 15 shows the detail of the transient of the tip-out event, when the Engine Torque goes to zero. The black
lines on the first and third plots show the moment when the backlash angle is changing from +2 to -2 degrees. Right
after the Engine Torque is ceased the backlash angle starts decreasing, showing that the shaft lost contact with the
load, and therefore theres no torque acting on the shaft. When the backlash angle reaches its limit, -2, the load
inertia will drive the shaft, applying a negative torque on it. The backlash angle then transits from -2 to +2, with
Shaft Torque zero, and then the load inertia again applies a torque on the shaft now a positive one. The torque
applied by the load creates a vibration which causes the torque to diminish at each backlash angle transition, and
the sign of the torque is the same as the total shaft displacement angle minus the backlash angle when torque is
applied. It is also important to realize that theres only torque applied when the backlash angle reaches its limit,
because thats when there is contact between the shaft and the load. Figure 16 shows the detail of the tip-in event,
which produces oscillations similar to the tip-out event explained.

1
Lagerberg, Adam, and Bo Egardt. "Backlash estimation with application to automotive powertrains." IEEE Trans-
actions on Control Systems Technology 15, no. 3 (2007): 483-493.

16
Figure 14 Simulation of Load Torque, Shaft Torque and Engine Torque (1st plot), Engine Speed and Load speed (2nd plot), and Shaft Displacement
Angle and Backlash Angle (3rd plot).

Figure 15 - Detail of Torque, and Angle plot when blacklash occurs due to tip-out.

17
 Figure 16 - Detail of Torque, Speed, and Angle plot when blacklash occurs due to tip-in.

2) For the sake of analysis, the simulation of the powertrain model was made with different values of k (shaft
flexibility), c (shaft damping) and 2 (backlash gap size).
Figure 17, Figure 18, Figure 19 and Figure 20 shows the simulation plots for = 1 103 /, 7.5
103 /, 20 103 /. The plots show the timespan of the simulations between 15 and
55s, or similar, because this interval includes the tip-in and tip-out events, while the time outside this
interval is steady and doesnt change the values.

At Figure 17 the Shaft Torque plot shows that during the tip-in and tip-out event the torque applied onto
the shaft, due to backlash, is longer the higher is the value of k. Figure 18 shows that the backlash angle
oscillates between -2 and +2 for a longer period when the value of k is higher this explains the reason why
the torque applied onto the shaft by the load occurs for a longer period.

Figure 21 shows the detail of the Shaft Torque and Backlash Angle during the tip-out event. Its visible that
the low value of k, 1e3 Nm/rad, results in a more intense but shorter negative torque, while the highest
value of k, 20e3 Nm/rad results in longer occurrences of negative torque. However, integrating the
numerical data, between 20s and 50s, of the Torque Shaft of the three values results in a negative value
that is almost equal for all the three values of k this shows that the work applied onto the shaft due to
backlash is equal whatever is the chosen value for k.

18
Figure 17 Plots of Engine Torque, Shaft Torque and Load Torque, during tip-in and tip-out, for multiple values of k.

Figure 18 Plots of Load Speed and Engine Speed, during tip-in and tip-out, for multiple values of k.

19
Figure 19 Plots of Total Shaft Displacement Angle and Backlash Angle, during tip-in and tip-out, for multiple values of k.

Figure 20 Plots of Shaft Displacement and Backlash Angular Velocities, during tip-in and tip-out, for multiple values of k.

20
 Figure 21 Plot of Shaft Torque and Backlash Angle during tip-out.

Figure 22, Figure 23, Figure 24, and Figure 25 show the simulation plots for = 0.5 /, 3

/, 20 /. The plots also show the timespan of the simulations between 15 and 60s, since

they include the tip-in and tip-out events.

It is visible that the lower its the value of c, the longer the system will present backlash. Figure 24 shows
that the backlash angle occurs for a long period after the input torque is ceased. This results on an
oscillatory shaft torque for an equally long period. Figure 26 shows the detail of the comparison of the
input torque and the backlash angle it is also visible there that the backlash is shorter for the highest
value of c.

21
Figure 22 Plots of Engine Torque, Shaft Torque and Load Torque, during tip-in and tip-out, for multiple values of c.

Figure 23 Plots of Load Speed and Engine Speed, during tip-in and tip-out, for multiple values of c.

22
Figure 24 Plots of Total Shaft Displacement Angle and Backlash Angle, during tip-in and tip-out, for multiple values of c.

Figure 25 Plots of Shaft Displacement and Backlash Angular Velocities, during tip-in and tip-out, for multiple values of c.

23
 Figure 26 Detail of Shaft Torque and Backlash Angle during tip-out for multiple values of c.

Figure 27, Figure 28, Figure 29, and Figure 30 show the simulation plots for 2 = 0.1, 0.6, 2. The
plots also show the timespan of the simulations between 15 and 60s, since they include the tip-in and tip-
out events.

It is visible that the lower its the value of , the longer the system will present backlash. This behavior is
expected, because backlash occurs due to the interspacing angle between the teeth of shaft and loads rod.

Figure 31 shows that the backlash oscillations are the shortest when the backlash angle 2 is shortest
theres a smaller interspace between the mechanical parts that transfer torque to each other.

24
Figure 27 Plots of Engine Torque, Shaft Torque and Load Torque, during tip-in and tip-out, for multiple values of 2.

Figure 28 Plots of Load Speed and Engine Speed, during tip-in and tip-out, for multiple values of 2.

25
Figure 29 Plots of Total Shaft Displacement Angle and Backlash Angle, during tip-in and tip-out, for multiple values of 2.

Figure 30 Plots of Shaft Displacement and Backlash Angular Velocities, during tip-in and tip-out, for multiple values of 2.

26
 Figure 31 Detail of Shaft Torque and Backlash Angle during tip-out for multiple values of 2.

3) Other simulations were conducted with the same parameters as the ones in question 1. This time the input
Engine Torque was varied to see its effects on backlash.

Figure 32 - Torques and Angles for tip-out with final value equal to 60% of initial value (left) and 0% of initial value (right).

Figure 32 shows that the smaller it is the Engine Torque tip-out final value, the shorter and less intense it is the
backlash. When the Engine Torque final tip-out value is 60% of the initial value (left plots), there isnt any backlash,
since the backlash angle is constantly +2. Other simulations were conducted (40% and 20% of initial value), and it
was visible that backlash starts appearing when the tip-out final value is 40% the initial value, or smaller.

27
4) In order to smoothen the backlash effect, a second order filter was used for the Engines Torque. The transfer
function of the filter is defined by Equation 44. The filter has natural frequency = 4 and damping factor =
2. The filter was added in the Simulink model right after the input Engines Torque by doing that, the input
steps are now curves. Figure 33 shows the simulation results using the filter.
Its visible in Figure 33 that backlash only occurs when the Engines Torque is close to zero, and it occurs for a
shorter period, compared to the previously conducted simulations. The tip-out event occurs at time 20s its
also visible that within 10 seconds after the event, the Load Speed is already very close to zero and therefore
can be considered null at that point.
16
() = (44)
2 + 16 + 16

Figure 33 - Simulation of tip-out and tip-in events using a filter for the Engine's Input.

28
Problem 5
Figure 34 presents a conceptual diagram of a simplified engine Thermal Management System (TMS), valid for fully
warmed conditions. A detailed description of this model, including the key equations and assumptions, is available in
Lecture 9.

Figure 34 Schematic of Engine Thermal Management System Model.

1) A Simulink model of the system was provided. The given system does not contain a radiator, and instead it sets
the output radiator coolant temperature as constantly being 373 K (100C). The given system also doesnt
contain a control algorithm for setting an appropriate fan input speed, and instead it is constantly set to 0 rpm.

The given model was simulated using two different drive cycles input values, one simulating a highway driving
cycle and the other simulating a city drive cycle. The inputs of the system are: Time, Speed, Torque of the
Engine, Engine Speed, and Fan Speed. Figure 35 presents the results for Vehicle Speed, Engine Coolant
Temperature (engine coolant output temperature), Engine Oil Temperature (engine oil output temperature),
and Thermostat Position. Because the radiator output coolant temperature is constant, which goes into the
Engine Thermal Model, the engines coolant temperature and the engines oil temperature are a function of the
engines speed and torque only. The thermostat position starts opening when the engines coolant output
temperature is over a certain level.

29
 Figure 35 Simulation results comparing the highway and city driving cycles.

2) The given model does not include a radiator in the Thermal Management System Model. Therefore, a radiator
was designed in order to be implemented in the given model. The designed radiator is based on a multi-node
radiator designed by T, Scott2. The model designed here was a simplified version that considers only one node
of the radiator mesh. Each node is represented by a series thermal resistance, presented in Figure 36. At the
left side is the radiators coolant liquid, then theres heat exchange between the liquid and the walls and
theres finally heat exchange between the walls and the external surface and fins.

Figure 36 Representation of the heat exchange path between the coolant liquid and the air.

Equations 1, 2 and 3 are a set of differential equations that defines the behavior of the radiator.

= , (, ) ( ) (45)
3


= ( ) ( ) (46)
3 2

2
Scott, T., Modeling Compact Exchangers for HVAC Applications, ASME Summer Heat Transfer Conference, July 2003.

30
 2
( )3 (47)
= ( ) ( )
2 1
The equations of the radiator are derived from the Conversation of Energy Law.

The first term of the right side of Equation 45 is the heat transfer due to conduction between the input coolant
that has a different temperature than the current coolant mass. The second term is the heat exchange between
the coolant and the walls of the radiators tube through convection.

The first term of the right side of Equation 46 is the heat transfer between the coolant and the wall its visible
that equation 1 and 2 are chained by this term, which change the sign in each equation, because the heat flow
goes from the coolant to the walls. The second term is the heat exchange between the walls and the external
surface and fins of the radiator. Its also seen that this term is repeated in Equation 47.

The last term of the right side of Equation 47 is the heat exchange due to convection between the ambient air
and the surface and fins of the radiator.

The value of the parameters of the thermal model are presented in Table 3.

Parameter Value
1 1.5 9.3181 104
2 1.23 105
3 0.007
17.67
6.843
3914
206.9
0.1166 2
0.8
1.225 /3
298
0 /
Table 3 Values of the parameters of the radiator model.

Figure 37 presents the schematic the Thermal Model including the Radiator in the loop, and the Radiators Fan.
The Engine Thermal Model and the Coolant Flow Network were simplified to show the inputs and outputs that
are relevant to the implementation of the radiator. The Fans Vehicle Speed comes from a given Look-up table
that simulates a vehicles highway drive cycle or a city drive cycle. The Fan Speed can be controlled to get low
temperatures of the radiators elements.

31
 Figure 37 Schematic of the Radiator Model in the Thermal Management System Model

3) Simulations of the Thermal Management System were conducted for both city and highway cycles, assuming
initial temperatures of 90C. For each drive cycle two different scenarios were considered: when the vehicle is
performing a road test, and when the vehicle is standing on the chassis rolls. For the first case, the input Vehicle
Speed, of the Fan Model, was predetermined by experimental data, and in the second case the input was a
constant value of 5mph which simulates a large fan installed in front of the radiator to provide a minimum air
flow. Figure and Figure shows plots of Engine Coolant Temperature (ECT), Radiator-out Temperature (RCT),
Face Velocity, Thermostat Position, and Radiator Heat Rejection. Figure 38 shows the comparison of the
simulation for the Highway Drive Cycle with both road test and chassis rolls, while Figure 39 shows the
comparison for the City Drive Cycle.
From the simulations shown below its visible that the temperatures are lower when the face velocity is higher.
Also, since the face velocity directly influences the heat rejection, which is the heat exchange from the fins and
external surface of the radiator and the air, when the face velocity simulates the chassis rolls with a constant
value, the heat rejection is almost constant in that case. The results behave as expected, because its seen that
the face velocity provokes heat rejection, which results in lower coolant and engine temperatures.

32
Figure 38 Simulation results of Highway Drive Cycle comparing Road Test and Chassis Rolls Vehicle Speed data.

Figure 39 Simulation results of City Drive Cycle comparing Road Test and Chassis Rolls Vehicle Speed data.

33
4) In order to maintain the Engine Coolant Temperature (ECT) between 100C and 110C, an On/Off controller
was designed. The input of the controller is the ECT and the output is the Fan Speed, which was constantly 0 in
the last simulations. The designed controller outputs a fan speed of 2600 rpm when the ECT is above 108C,
and is 0 otherwise. The controller was designed using a Simulinks MATLAB Function.
Figure 40 shows the simulation results for both Highway Cycle and City Cycle with the vehicle on a chassis rolls.
Its visible that for both cycles the ECT never exceeds 110C. Since the Face Velocity is a function of both vehicle
speed and fan speed, its value suddenly steps up and down when the fun is turned on and off respectively. Its
also visible that heat rejection occurs more intensively when the fan is turned on.

Figure 40 Simulation results for Highway and City drive cycles using an On/Off control algorithm for the radiators fan.

5) A PI controller was implemented in order to control the fan velocity. The input of the PI is the coolant
temperature that comes out of the engine and the output is the fan velocity. The objective of the PI was to
keep the coolant temperature close to 105C while minimizing the power consumption of the fan.
It was chosen to use a logic that activates the controller only when the error between the actual temperature
and the set point would be higher than -5, because on such lower temperatures there would be no need for
the fan to be activated.
Figure 41 presents the highway and city drive cycles simulation tests using the PI controller.
Its visible in Figure 41 that the city drive cycle rarely gets because the temperatures are generally low for that
cycle. Meanwhile, the highway cycle presents temperature varying from approximately 100C until 110C.

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 Figure 41 Simulation results for Highway and City drive cycles using a PI controller for the radiators fan.

6) In terms of cooling performance the PI control does not have a significant gain in comparison to the On/Off Controller, as both keep the
temperature of the coolant between 100C and 110C on the worst scenario (highway drive cycle). However, theres a huge difference
of performance when comparing the power consumption of the fan. For the city drive cycle the RMS power consumption for the whole
test was 31.74W when using the On/Off controller, while for the PI controller it was 0.63W. For the highway drive cycle the RMS power
consumption was 159.6W for the On/Off Controller, while the PI controller would consume only 11.03W. Therefore, the PI controller
shows a much better performance when comparing the energy consumption of the actuator in comparison to the On/Off Controller.

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