VIth SEMESTER B Tech (Electrical and Electronics Engineering)

FLEXIBLE IN SEMESTER ASSESSMENT COMPONENT (FISAC)

MEASUREMENTS & INSTRUMENTATION [ELE-3221]

Report Submission By

Sl.No Student Name Registration No . Roll No.

1 Bhargav Chetia 220906390 17

2 Devesh Aman 220906304 10

6th Semester, Section C

Submitted to
Dr. Arun P. Parameswaran

In partial fulfillment of the requirements for in-semester assessment

In

MEASUREMENTS & INSTRUMENTATION [ELE-3221]

Department of Electrical and Electronics Engineering

Manipal Institute of Technology
(A Constituent College of Manipal Academy of Higher Education)
MANIPAL - 576104, KARNATAKA, INDIA

April 2025
 Manipal
April - 2025

CERTIFICATE
This is to certify that the submitted flexible in-semester assessment component (FISAC) is
a record of the bonafide work done by the following students and is submitted in partial fulfillment
of the IN SEMESTER ASSESSMENT of MEASUREMENTS & INSTRUMENTATION [ELE-
3221] offered by Department of Electrical and Electronics Engineering, Manipal Institute of Tech-
nology, (A Constituent College of Manipal Academy of Higher Education), MANIPAL during the
academic year 2024-25.

Sl.No Student Name Registration No . Roll No. Signature

1 Bhargav Chetia 220906390 17

YourSignature2.png
2 Devesh Aman 220906304 7

Faculty Name: Dr. Arun P. Subject Coordinator: Dr.

Parameswaran Arun P. Parameswaran
Designation: Associate Designation: Associate
Professor Professor

Signature Signature
Department of Electrical and Electronics Engineering
Manipal Institute of Technology (MIT)
Manipal Academy of Higher Education (MAHE), Manipal
Karnataka – 576104
Question 1
Using a PLC through the Ladder Diagram programming, fill the tank shown below to 80 percent,
then turn on a heater to raise the temperature to 70°C. Once the temperature is reached, the heater
should turn off, and the outlet valve should open. When the tank level falls below 10, the outlet valve
closes.

Answer:

List of Inputs and Outputs

I:1/0 = Level High Switch (Input)
I:1/1 = Level Low Switch (Input)
O:2/0 = Inlet Valve (Output)
O:2/1 = Outlet Valve (Output)
O:2/2 = Heater (Output)
I:1/14 = Start (Input)
I:1/15 = Stop (Input)
N7:1 = Temperature Data (Register)
RUNG000 is for latching a coil and master start-stop buttons.
RUNG001 works exactly the same as RUNG003. It is energized when Level Low is detected. The
only difference in RUNG001 is that extra I:1/14 contact in parallel with LLS. Suppose when the
system is started and the tank is partially filled, neither LHS nor LLS is detected. In this case, heater
output does not get energized, and heating is not controlled. To eliminate this error, I:1/14 (Start) is
connected in parallel to LLS I:1/1 contact. This checks if LHS (I:1/0) is detected or not. If LHS is
not detected, then it opens the inlet valve until LHS is detected and heating is started.
In RUNG002, heater coil O:2/2 energizes when LHS I:1/0 is detected and heating is started. This is
done until temperature reaches 50°C; O:2/1 is energized, de-energizing O:2/2, which in turn stops
heating.
RUNG003 is to control the outlet valve through O:2/1. This is done when Temperature is above
50°C. When temperature is greater than 50°C, the outlet valve starts draining the liquid. XIO of
Level Low Switch is connected in series so that when Level Low is detected, it goes true, closing the
outlet valve.
RUNG004 is end of program.

Simulation results:

Case 1: the temperature is below 70° (N7:1 =25° C < 70° C ) and tank is full ( I:1/0 = 1, (LHS =1) )
so the water is getting heated ( heater is on -> O:2/2 = 1 ) with water outlet valve off ( O:2/1 = 0 ).

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Case 2: the temperature is 70° (N7:1 =25° C < 70° C ) and tank is full ( I:1/0 = 1, (LHS =1) ) so the
water is now being poured out through the outlet valve of tank with heater off (outlet valve on ->
O:2/1 = 1 + heater is off -> O:2/2 = 0 )

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Fig. 1 Heater tank ladder logic

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Fig. 2 Case 1

Fig. 3 Case 2

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Question 2
Parts are moved on the conveyor as shown in the figure below. Count the number of parts collected
at the end of the conveyor and display it on the display in PLC using Ladder Diagram programming
language.

Answer:

List of Inputs and Outputs

I:1/0 = Start (Input)
I:1/1 = Stop (Input)
I:1/5 = Proximity (Part detection) (Input)
C5:0 = Counter Up (Counter)
O:6 = Display address (Output)
TOD = Hexadecimal to BCD conversion instruction (Compute)
B3:0/0 = Latching Bit (Bit)
RUNG000 serves as the primary start/stop control rung that initiates and halts the counting operation.
RUNG001 handles the counting of collected parts. A Counter Up at address C5:0 is used for this
purpose. When a part is sensed by the Proximity Switch (I:1/5), it briefly activates and causes the
counter’s accumulator to increment.
RUNG002 performs the conversion of decimal values to Binary Coded Decimal (BCD). The source
is set as C5:0.ACC, and the destination is O:6, which is linked to the display. The display reads the
BCD-converted value and shows the number from the accumulator of the counter C5:0.
Since, there is no TOD block in the plcsimulator.online website, the simulation is done with the
MOV block instead of the TOD block.

Simulation results:

Case 1: when conveyer belt is at initial position

Case 2: Proximity switch I:1/5 senses an object and C5:0.Accum value becomes 1 from 0 and value
1 is then displayed on the O:6 display. Similarly, the count keeps increasing and display shows more
and more value in decimal format.

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Fig. 4 Conveyer belt ladder logic

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Fig. 5 Case 1 - Conveyer belt initial state

Fig. 6 Case 2 - when 1 object is sensed

Fig. 7 Case 2 - with 12 objects counted

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Question 3
A manufacturing plant has multiple machines, HVAC systems, and lighting systems spread across a
large facility. The plant management is facing challenges with energy consumption and inefficient
usage, which results in high electricity costs. The goal is to:

• Monitor energy usage in real time for various systems (e.g., machines, lights, HVAC)

• Detect inefficiencies and excessive power consumption

• Control and optimize energy usage remotely

To achieve this, the plant decides to implement an Energy Management System using the MODBUS
protocol for communication between energy meters, PLCs, and a central SCADA system. With
appropriate diagrams, explain in detail how this case study application can be implemented.

Solution Design:

The system consists of the following components:

1. Energy Meters: Smart energy meters are installed on various devices like motors, HVAC units,
lighting circuits, etc., to measure parameters like voltage, current, power, and energy
consumption. These meters support MODBUS RTU (over RS-485) or MODBUS TCP (over
Ethernet) for data transmission.

2. PLC (Programmable Logic Controller):

• A central PLC or gateway device aggregates data from all energy meters using the
MODBUS protocol.

• The PLC acts as an intermediary to gather, process, and send data to the SCADA system.

3. SCADA System:

• A SCADA system is used for visualization and control. It collects data from the PLC and
displays energy consumption in real-time via graphical dashboards.

• The SCADA system can also send control commands to the PLC to turn off equipment or
adjust operational settings to optimize energy usage.

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 Fig. 8 System using PLC and SCADA architecture

Implementation Process:

1. Network Setup:

• Energy meters are connected to a PLC via a RS-485 bus using the MODBUS RTU
protocol. The network topology is often a daisy-chain setup where each device has a
unique MODBUS address.

• For remote or large installations, MODBUS TCP is used, allowing communication over
Ethernet. This is especially useful for more modern systems or when a plant is
geographically spread out.

2. Data Acquisition:

• Each energy meter communicates with the PLC using the MODBUS protocol, which
supports various types of data reading and writing:

– Read Holding Registers (0x03): Used to retrieve real-time power consumption,

voltage, current, etc.

– Read Input Registers (0x04): Often used for retrieving instantaneous measurements.

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 – Write Holding Registers (0x10): To send control commands to devices (e.g., turn off
a motor or adjust set points).

3. Energy Monitoring:

• The energy meters are configured to periodically send data (e.g., every 10 seconds) to the
PLC using MODBUS.

• The data includes parameters like current (A), voltage (V), power (W), and energy
(kWh).

• The PLC stores this data and passes it along to the SCADA system, where it is displayed
on a dashboard.

4. Energy Optimization:

• The SCADA system analyzes the data from all meters to identify areas of high energy
consumption or inefficiency.

• For example, if a motor has high energy consumption but low output, it may indicate
inefficiency or malfunction. The SCADA system can trigger an alarm or notify operators
for further investigation.

• Additionally, the SCADA system can send commands via the PLC to control systems,
such as turning off lights in unoccupied areas or adjusting HVAC systems based on
demand.

5. Remote Control and Automation:

• The SCADA system can also control equipment directly. For example, if the energy
consumption exceeds a certain threshold, the SCADA can send a command to the PLC to
turn off non-essential equipment or reduce the speed of motors.

• Load Shedding: In the case of peak load or during energy conservation periods, the
SCADA system can instruct the PLC to selectively shut down certain machines or
systems to reduce the overall load.

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Question 4
An automotive company is designing an autonomous electric vehicle (EV) for a smart city transport
system. The vehicle is equipped with several sensors, controllers, and actuators that need to work
together seamlessly to ensure safe and efficient operation. These components include:

• Engine/Powertrain Control Module (ECM): Manages the vehicle’s speed, braking, and
acceleration.

• Steering Control Module (SCM): Controls the steering system based on inputs from the driver
or automated system.

• Sensors (LiDAR, Radar, Camera): Provide data about the vehicle’s surroundings for collision
avoidance, lane-keeping, and navigation.

• Battery Management System (BMS): Monitors and manages the energy consumption, charge
status, and health of the EV battery.

• Braking System: Includes both traditional hydraulic braking and regenerative braking.

The challenge is to integrate all these subsystems effectively in a reliable and scalable way. The
CAN BUS protocol provides an ideal solution for this problem, allowing different components of the
vehicle to communicate with each other in real-time. With appropriate diagrams, explain in detail
how this case study application can be implemented.

Solution:

The autonomous vehicle’s control system is designed using the CAN Bus protocol for
intercomponent communication. The key design elements include:

1. CAN Bus Network:

• A centralized CAN Bus network connects all critical subsystems of the vehicle, such as
the ECM, SCM, sensors, BMS, and braking system.

• Each subsystem or component in the network has a unique CAN ID for communication.

• The CAN Bus operates at high speeds (up to 1 Mbps), allowing real-time communication
between these components.

2. Message Prioritization:

• CAN messages have different priorities based on their function and importance.

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 • For example, messages from the braking system have higher priority over non-critical
messages, such as cabin light control or HVAC settings, to ensure safety and
responsiveness.

3. ECU (Electronic Control Unit):

• Each subsystem is connected to the CAN Bus via an Electronic Control Unit (ECU).

• For instance, the BMS ECU monitors the battery voltage and sends real-time data (e.g.,
battery charge percentage) to the central control unit via the CAN Bus.

• The ECU is responsible for sending and receiving messages to/from the CAN network.

• Each ECU continuously monitors its system’s health and sends status updates or control
commands when necessary.

4. Real-time Data Processing:

• The CAN Bus allows real-time data exchange between the sensors and control modules.

• For example, data from the LiDAR and cameras about nearby obstacles can be sent to the
ECM to control speed or braking, or to the SCM for steering adjustments.

• The Battery Management System (BMS) continuously sends status updates (voltage,
temperature, and health status) over the CAN network to ensure that the vehicle operates
within safe parameters.

5. Safety Mechanisms:

• The system is designed with fault detection and handling mechanisms using the CAN
Bus protocol’s built-in error detection features.

• The CAN protocol provides checksum validation and error counters, allowing
subsystems to detect communication faults and take corrective actions.

• Watchdog timers are used to ensure that the vehicle’s critical systems, like the braking
system or steering control, remain responsive and do not fail.

Implementation Process:

1. Network Setup:

• The vehicle’s subsystems are connected using a single twisted pair of wires (in the case
of CAN High and CAN Low), which makes it cost-effective and robust in noisy
environments like vehicles.

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 Fig. 9 Architecture for the automotive vehicle setup

• The central controller (e.g., a Vehicle Control Unit, VCU) serves as the central node,
coordinating communication between subsystems over the CAN network.

• Each component, such as the ECM, SCM, sensors, and BMS, is equipped with an ECU
that communicates with the VCU via CAN.

2. Message Structuring:

• The CAN protocol divides messages into frames. Each message consists of:

– Identifier: A unique identifier for the message that defines the priority.

– Data Field: Contains the actual data, such as battery voltage, engine speed, or
obstacle distance.

– Checksum: Ensures data integrity.

• For example, a message from the BMS might include the current battery voltage, while a
message from the ECM might include current vehicle speed.

3. Data Acquisition and Communication:

• The LiDAR and camera sensors send real-time data about the vehicle’s environment to
the VCU over CAN. These sensors detect obstacles, lane markings, and other vehicles.

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 • The ECM uses this information to adjust vehicle speed and acceleration, sending
commands back through the CAN Bus to the motor controllers.

• Similarly, the steering control system receives data from the VCU about the desired
steering angle based on sensor inputs and automated navigation.

• The BMS monitors battery health and consumption, providing real-time data on charge
levels, temperature, and other critical parameters.

4. Control Actions:

• When the vehicle approaches an obstacle, the VCU processes the sensor data and sends a
command to the braking system (e.g., a message with a brake activation request) over the
CAN Bus.

• The VCU also sends control signals to the steering system to make steering adjustments
to avoid collisions.

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