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Cep Ee341

The document describes three complex engineering control problems: 1) Designing a servo mechanism to control the speed of a DC motor within specified parameters. 2) Designing a feedback controller for an aircraft pitch control system to meet requirements on overshoot, rise time, and settling time. 3) Modelling and designing a feedback controller for the vertical displacement of a bus suspension system in response to disturbances from the road.

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Muhammad Omar
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55 views5 pages

Cep Ee341

The document describes three complex engineering control problems: 1) Designing a servo mechanism to control the speed of a DC motor within specified parameters. 2) Designing a feedback controller for an aircraft pitch control system to meet requirements on overshoot, rise time, and settling time. 3) Modelling and designing a feedback controller for the vertical displacement of a bus suspension system in response to disturbances from the road.

Uploaded by

Muhammad Omar
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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COMPLEX ENGINEERING PROBLEM

Linear Control System (EE341)


Most control system use feedback to force the output variable to follow a reference input while
remaining relatively insensitive to the effects of one or more disturbance inputs. The common
types of feedback control systems are listed below
S.No
1 Servomechanism
2 An aircraft pitch control system
3 Designing an automotive suspension system

Description for each feedback system is given below


Scenario-1 Servo Mechanism
Physical setup
A common actuator in control systems is the DC motor. It directly provides rotary motion and, coupled with wheels or drums and
cables, can provide translational motion. The electric equivalent circuit of the armature and the free-body diagram of the rotor
are shown in the following figure.

For this problem, we will assume that the input of the system is the voltage source ( ) applied to the motor's armature, while
the output is the rotational speed of the shaft . The rotor and shaft are assumed to be rigid. We further assume a viscous friction
model, that is, the friction torque is proportional to shaft angular velocity. The physical parameters for our problems are as follow:

𝐽 𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝑖𝑛𝑒𝑟𝑡𝑖𝑎 𝑜𝑓 𝑡ℎ𝑒 𝑟𝑜𝑡𝑜𝑟 0.01 𝑘𝑔. 𝑚^2

𝑏 𝑚𝑜𝑡𝑜𝑟 𝑣𝑖𝑠𝑐𝑜𝑢𝑠 𝑓𝑟𝑖𝑐𝑡𝑖𝑜𝑛 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 0.1 𝑁. 𝑚. 𝑠

𝐾𝑒 𝑒𝑙𝑒𝑐𝑡𝑟𝑜𝑚𝑜𝑡𝑖𝑣𝑒 𝑓𝑜𝑟𝑐𝑒 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 0.01 𝑉/𝑟𝑎𝑑/𝑠𝑒𝑐


𝐾𝑡 𝑚𝑜𝑡𝑜𝑟 𝑡𝑜𝑟𝑞𝑢𝑒 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 0.01 𝑁. 𝑚/𝐴𝑚𝑝

𝑅 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 1 𝑂ℎ𝑚

𝐿 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝑖𝑛𝑑𝑢𝑐𝑡𝑎𝑛𝑐𝑒 0.5 𝐻

In general, the torque generated by a DC motor is proportional to the armature current and the
strength of the magnetic field. In this problem, we will assume that the magnetic field is constant
and, therefore, that the motor torque is proportional to only the armature current 𝑖𝑎 by a
constant factor. This is referred to as an armature-controlled motor.
Design Objectives
a) Derive the transfer function between the angular speed of the motor and applied voltage
b) Simulate open loop transfer in Simulink environment by giving the step input voltage of 1
Volt and analyze the uncompensated time response characteristics such as rise time,
settling time, peak time, %overshoot and steady state value of the motor speed.
c) the most basic requirement of an armature-controlled motor is that it should rotate at
the desired speed, we will require that the steady-state error of the motor speed be less
than 1%. Another performance requirement for our motor is that it must accelerate to its
steady-state speed as soon as it turns on. In this case, we want it to have a settling time
less than 2 seconds. Also, since a speed faster than the reference may damage the
equipment, we want to have a step response with overshoot of less than 5%.

Scenario-2 Pitch Control System


Physical setup and system equations
Aircraftpitch is governed by the longitudinal dynamics. In this problem, design an autopilot that
controls the pitch of an aircraft. The basic coordinate axes and forces acting on an aircraft are
shown in the figure given below.

We will assume that the aircraft is in steady-cruise at constant altitude and velocity; thus, the
thrust, drag, weight and lift forces balance each other in the x- and y-directions. We will also
assume that a change in pitch angle will not change the speed of the aircraft under any
circumstance (unrealistic but simplifies the problem a bit). Under these assumptions, the
longitudinal equations of motion for the aircraft can be written as follows.

By plugging in real time data an aircraft, the simplified modeling equations are shown below:

For thissystem, the input will be the elevator deflection angle 𝛿 and the output will be the pitch
angle 𝜃 of the aircraft.

Design requirements
a) Derive the transfer function between the elevator deflection angle 𝛿 and the pitch
angle 𝜃 of the aircraft using the above state space equation.
b) Simulate open loop transfer in Simulink environment by giving the step input to the
elevator deflection angle 𝛿 = 𝜋/6 and analyze the time response characteristics such as
rise time, settling time, peak time, %overshoot and steady state value of the motor speed.
c) Design a feedback controller so that in response to a step command of pitch angle the
actual pitch angle overshoots less than 10%, has a rise time of less than 2 seconds, a
settling time of less than 10 seconds, and a steady-state error of less than 2%. For
example, if the reference is 0.2 radians (11 degrees), then the pitch angle will not exceed
approximately 0.22 rad, will rise from 0.02 rad to 0.18 rad within 2 seconds, will settle to
within 2% of its steady-state value within 10 seconds, and will settle between 0.196 and
0.204 radians in steady-state.

Scenario-3 Modelling and Control of Bus Suspension System


Physical setup

Designing an automotive suspension system is an interesting and challenging control problem.


When the suspension system is designed, a 1/4 model (one of the four wheels) is used to simplify
the problem to a 1-D multiple spring-damper system. A diagram of this system is shown below.
This model is for an active suspension system where an actuator is included that is able to
generate the control force U to control the motion of the bus body.

𝑾, 𝑿𝟏 𝒂𝒏𝒅 𝑿𝟐 𝒂𝒓𝒆 𝒗𝒆𝒓𝒕𝒊𝒄𝒂𝒍 𝒅𝒊𝒔𝒑𝒍𝒂𝒄𝒆𝒎𝒆𝒏𝒕𝒔 𝒊𝒏 𝒃𝒖𝒔 𝒔𝒖𝒔𝒑𝒆𝒏𝒔𝒕𝒊𝒐𝒏 𝒔𝒚𝒔𝒕𝒆𝒎


System parameters
• 𝑀1 1/4 𝑏𝑢𝑠 𝑏𝑜𝑑𝑦 𝑚𝑎𝑠𝑠 2500 𝑘𝑔

• 𝑀2 𝑠𝑢𝑠𝑝𝑒𝑛𝑠𝑖𝑜𝑛 𝑚𝑎𝑠𝑠 320 𝑘𝑔

• 𝐾1 𝑠𝑝𝑟𝑖𝑛𝑔 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑠𝑢𝑠𝑝𝑒𝑛𝑠𝑖𝑜𝑛 𝑠𝑦𝑠𝑡𝑒𝑚 80,000 𝑁/𝑚

• 𝐾2 𝑠𝑝𝑟𝑖𝑛𝑔 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑤ℎ𝑒𝑒𝑙 𝑎𝑛𝑑 𝑡𝑖𝑟𝑒 500,000 𝑁/𝑚

• 𝑏1 𝑑𝑎𝑚𝑝𝑖𝑛𝑔 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑠𝑢𝑠𝑝𝑒𝑛𝑠𝑖𝑜𝑛 𝑠𝑦𝑠𝑡𝑒𝑚 350 𝑁. 𝑠/𝑚

• 𝑏2 𝑑𝑎𝑚𝑝𝑖𝑛𝑔 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑤ℎ𝑒𝑒𝑙 𝑎𝑛𝑑 𝑡𝑖𝑟𝑒 15,020 𝑁. 𝑠/𝑚

• 𝑈 𝑐𝑜𝑛𝑡𝑟𝑜𝑙 𝑓𝑜𝑟𝑐𝑒

System parameters
𝑀1 1/4 𝑏𝑢𝑠 𝑏𝑜𝑑𝑦 𝑚𝑎𝑠𝑠 2500 𝑘𝑔
𝑀2 𝑠𝑢𝑠𝑝𝑒𝑛𝑠𝑖𝑜𝑛 𝑚𝑎𝑠𝑠 320 𝑘𝑔

𝐾1 𝑠𝑝𝑟𝑖𝑛𝑔 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑠𝑢𝑠𝑝𝑒𝑛𝑠𝑖𝑜𝑛 𝑠𝑦𝑠𝑡𝑒𝑚 80,000 𝑁/𝑚

𝐾2 𝑠𝑝𝑟𝑖𝑛𝑔 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑤ℎ𝑒𝑒𝑙 𝑎𝑛𝑑 𝑡𝑖𝑟𝑒 500,000 𝑁/𝑚

𝑏1 𝑑𝑎𝑚𝑝𝑖𝑛𝑔 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑠𝑢𝑠𝑝𝑒𝑛𝑠𝑖𝑜𝑛 𝑠𝑦𝑠𝑡𝑒𝑚 350 𝑁. 𝑠/𝑚

𝑏2 𝑑𝑎𝑚𝑝𝑖𝑛𝑔 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑤ℎ𝑒𝑒𝑙 𝑎𝑛𝑑 𝑡𝑖𝑟𝑒 15,020 𝑁. 𝑠/𝑚

𝑈 𝑐𝑜𝑛𝑡𝑟𝑜𝑙 𝑓𝑜𝑟𝑐𝑒

a) Derive the transfer function between the vertical displacement as 𝑋1 and the control
input 𝑢(𝑡).
b) Simulate open loop transfer in Simulink environment by giving the step input
force 𝑢(𝑡) = 50000 𝑁 and analyze the time response characteristics such as rise time,
settling time, peak time, %overshoot and steady state value of the motor speed.
c) Design a feedback controller to maintain a constant displacement 𝑋1 if any external
change in the displacement come across due to speed braker or road bump
𝑋1 𝑤𝑖𝑙𝑙 𝑏𝑒 𝑝𝑒𝑟𝑡𝑢𝑟𝑏𝑎𝑡𝑒𝑑. The perturbated vertical displacement 𝑋1 will again comeback
to its reference position by following overshoots less than 5%, has a rise time of less than
1 seconds, a settling time of less than 5 seconds, and a steady-state error of less than 2%.

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