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ASIA PACIFIC UNIVERSITY OF

TECHNOLOGY & INNOVATION


ASSIGNMENT
EE006-3.5-2-CE
Control Engineering

Name & ID: WALEED MUGAHED HUSSEIN AL-GMAEI (TP031269)


Lecturer: NASRODIN TABARA MUSTAPHA
Intake Code: UC3F1511TE
Submission Date: 30/03/2016

Acknowledgment

I would like to thank my lecturer NASRODIN TABARA MUSTAPHA for his valuable
guidance and advice in this subject and in others subjects as well. His willingness has
motivated me in my studies and in this project, he inspired me greatly to work on this
assignment. He clarifies to me everything related to control engineering and Matalb for
doing this assignment. Without his help, I would have faced many difficulties in
completing this assignment. Also, honorable mention goes to my family who support me
to study abroad and who always motivate me to get high marks in my studies. Finally, I
would like to thank my classmate and my friends for their supporting and helping me in
my study.
Thanks to all of you.

Abstract

Control systems are an important factor in the development and advancement of modern
technology and civilization. Every aspect of our daily life actives is affected by some type
of control system. The aircrafts have many types of control systems and the aircraft attitude
control system is one of them. Due to the needs of improved response and reliability, the
surface of modern aircraft are controlled by attitude control system where the main purpose
of this control system is to control the position of the fins of modern aircraft. Every system
has its own parameters and behavior. The control system can be modeled by transferring
its physical expression into mathematical expression. Matalb is a suitable software
environment to study different case and parameters effects on the control system response.
The parameters of the controls systems effect on the behavior of the system. By
manipulating the parameters of the systems, the system will work and behave differently.
The control system can be improved by manipulating its parameters or by using
conventional compensator. There are different types of compensators and every type of
compensator have different characteristics. The compensator type can be selected based on
what is needed to be improved in the system.

ii

Table of contents
Acknowledgment ................................................................................................................. i
Abstract ............................................................................................................................... ii
List of Figures ..................................................................................................................... v
List of Tables ...................................................................................................................... v
1.

Introduction ................................................................................................................. 1

2.

Objective ..................................................................................................................... 3

3.

Research and control design ....................................................................................... 4

4.

3.1

Design concept ..................................................................................................... 4

3.2

Physical layout ..................................................................................................... 4

3.3

Schematic Diagram .............................................................................................. 5

3.4

Block diagram ...................................................................................................... 6

3.5

System parameters................................................................................................ 7

3.6

Method of obtaining transfer function ................................................................. 8

3.6.1

Total inertia ................................................................................................... 8

3.6.2

Total viscous-friction coefficient .................................................................. 8

3.6.3

The forward-path transfer function ............................................................... 8

3.6.4

The electrical time constant of the amplifier motor system .......................... 9

3.6.5

The mechanical time constant of the motor-load system.............................. 9

3.6.6

Overall transfer function ............................................................................... 9

Original system analysis ........................................................................................... 11


4.1

Original system step response analysis .............................................................. 11

4.2

Study case 1 ........................................................................................................ 12

4.3

Study case 2 ........................................................................................................ 15

iii

5.

Compensator design .................................................................................................. 18

6.

Discussion ................................................................................................................. 25

7.

Conclusion ................................................................................................................ 27

8.

References ................................................................................................................. 28

iv

List of Figures

Figure 1: sample control system ......................................................................................... 1


Figure 2: The control surfaces of an aircraft

................................................................ 4

Figure 3: The components that control the surfaces of an aircraft .................................... 5


Figure 4: Schematic diagram of an aircraft attitude control system ................................... 5
Figure 5: The block diagram of an aircraft attitude control system .................................... 6
Figure 6: The analytical block diagram of an aircraft attitude control system ................... 6
Figure 7: The transfer function in MATLAB ................................................................... 11
Figure 8: Original system response................................................................................... 12
Figure 9: The transfer function in Matlab when the Gain of preamplifier (K) is 100 ...... 13
Figure 10: The transfer function in Matlab when the gain of preamplifier (K) is 180 ..... 13
Figure 11: The system response when manipulting the parameter K ............................... 14
Figure 12:The transfer function in Matlab when Ra is 10................................................ 16
Figure 13: The transfer function in Matlab when Ra is 20 ............................................... 16
Figure 14: The system response when manipulatin the Ra parameter.............................. 17
Figure 15: The step response for the compensated system ............................................... 23
Figure 16: The step response for the original system and the compensated system ......... 23

List of Tables

Table 1: List of parameters of aircraft attitude control system ........................................... 7


Table 2:System response comparison when manipulatin K parameter ............................ 14
Table 3:System Response comparison when manipulatin Ra parameter ........................ 17
Table 4:Comparsion between the original and the compensated systems ........................ 24

1. Introduction

There are several of things that need to be accomplished in our daily life. In the domestic
domain, the temperature and humidity of homes and buildings need to be controlled for
comfortable living. Automobile and airplane need to be controlled to move accurately and
safely from one point to another point. The manufacturing process need to be controlled to
satisfy the precision and cost effectiveness requirements. Several of thinks need to be
controlled to perform tasks in the best possible way. To achieve these objectives, control
system which implement certain control strategies must be involved.
Control systems are an important factor in the development and advancement of modern
technology and civilization. Every aspect of our daily life actives is affected by some type
of control system. In modern civilization, systems are found in abundance. They are found
in abundance in all sectors of industry such as power systems, automatic assembly lines,
quality control of manufactured products, space technology and weapon systems,
transportation systems, aircraft attitude system, computer control, nanotechnology, MicroElectro-Mechanical system (MEMS), robotics, and many others (Golnaraghi, Kuo and
Golnaraghi, 2010) .

Figure 1: sample control system

Figure 1 shows sample control system, this control system consist of input, controller,
process, feedback and output. Since this control system have feedback, it is an open-loop
control system.
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There are open-loop control systems and a closed-loop control systems. Open-loop control
systems are non-feedback systems, they are economical but inaccurate systems. Closedloop controlled systems are systems with one or more feedback path, these systems have
many advantage over open loop systems. In order to obtain more accurate control in the
system, the controlled signal should be fed back and compared with the reference input and
an actuating signal proportional to the difference of the input and the output should be sent
to through the system to control the error (Johan, 2016).
Control system is a device or a group of devices which understand and control the behavior
of other devices or systems in order to give a desired output. The aircrafts have many types
of control systems and the aircraft attitude control system is one of them. Due to the needs
of improved response and reliability, the surface of modern aircraft are controlled by
attitude control system which include electric actuators with electronic controls. The main
purpose of this control system is to control the position of the fins of modern aircraft
(Aviation, 2016).
In this project, modeling of an aircraft attitude control system will be developed and its
behavior will be analyzed using time and frequency response. The behavior of this control
system will be evaluated and improved using conventional compensator. This project will
be done mathematically and theoretically. It also will be simulate using MATLAB and its
relevant toolbox where the performance through the simulations will be obtained, analyzed,
and discussed. Also the compensated system will be analyzed and discussed as well.

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2. Objective

To model attitude control system of an aircraft.

To apply the concept of the control system to be able to analyse the aircraft attitude
control system.

To manipulate the parameters of the aircraft attitude control system and observing
how it will work and behave with different parameters.

To evaluate and improve the behaviour of the aircraft attitude control system using
conventional compensator.

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3. Research and control design

3.1 Design concept

The attitude of an aircraft is controlled by controlling position of the fins of the aircraft
using the attitude control system. To control the fins of the aircraft, the pilot will give a
command through interface cards to monitor the sensor and provide a command voltage to
the amplifier input. The input voltage is scaled to a position input in order to make the input
and the output to have the same unit and scaled where then the input will be represented
by r and the output will be represented by y. DC motor with tachometer which is speed
sensor will rotate the fins using gears to give the desired position where proportional
controller with the gain K is used to control the position of the motor shift.

3.2 Physical layout

Figure 2: The control surfaces of an aircraft

(Aviation, 2016)

Figure 2 shows the physical layout of the control surface of an aircraft, it shows the fins of
the aircraft which control the aircraft attitude.
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Figure 3: The components that control the surfaces of an aircraft (mae.osu.edu, 2016)

Figure 3 shows the components that control the surfaces of an aircraft, these component
will be clearly shown and explained in the bock diagram part.

3.3 Schematic Diagram

Figure 4: Schematic diagram of an aircraft attitude control system

Figure 4 shows the schematic diagram of an aircraft attitude system, the physical system
was transformed to schematic diagram.
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3.4 Block diagram

Figure 5: The block diagram of an aircraft attitude control system

Figure 6: The analytical block diagram of an aircraft attitude control system

Figure 5 illustrates the controlled surfaces and the block diagram of one axis of such a
position- control system. Figure 5 shows the analytical block diagram of the system. The
block diagram shows that the command voltage is monitored by the sensor where the input
voltage is scaled to a position input in order to make the input and the output to have the
same unit. The preamp will receive the input signal and will amplify it where then it will

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go to the power amplifier. The power amplifier will increase the current capacity of the
voltage signal. A reduction gear head is attached to the output disk of the motor shaft. The
motor shafts angular rotation is considered as the output and the gear head will scale the
inertia of the load in the system. This DC motor with tachometer which is speed sensor
will rotate the fins using gears to give the desired position where proportional controller
with the gain K is used to control the position of the motor shift.

3.5 System parameters

Table 1: List of parameters of aircraft attitude control system

Parameters

Symbol

Gain or encoder

Configuration
1 /

Gain of preamplifier

50

Gain of power amplifier

10

Gain of current feedback

0.5 /

Gain of tachometer feedback

Armature resistance of motor

Armature inductance of motor

0.003

Torque constant of motor

9 ./

Back-emf constant of motor

Inertia of motor rotor

0.0001 . 2

Inertia of load

0.01 . 2

Viscous-friction coefficient of motor

0.005 ./

Viscous-friction coefficient of load

1 ./

Gear-train ratio between moor and load

= 1/10

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0.0636

Table 1 shows the list of parameters of an aircraft attitude control system, this parameters
will be substituted to the transfer function which will be obtain in the following parts. By
manipulating these parameters values, the system may behave and work differently.

3.6 Method of obtaining transfer function

3.6.1 Total inertia

In this control system, the motor shaft is coupled to the load through a gear train with a
gear ratio , = so the total inertia seen by the motor is
0.01

= + 2 = 0.0001 + 100 = 0.0002 . 2.. (1)

3.6.2 Total viscous-friction coefficient

Since the motor shaft is couples to the load through a gear train with a gear ratio, =
, the total viscous-friction coefficient seen by the motor is
1

= + 2 = 0.005 + 100 = 0.015 . . . . (2)

3.6.3 The forward-path transfer function

From the block diagram Figure 6, the forward-path transfer function of the unity-feedback
system is founded by applying the SFG gain formula as the following

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() =

()
()

1
. (3)
[ + ( + + 1 2 ) + + 1 2 + + 1 ]

3.6.4 The electrical time constant of the amplifier motor system

From equation 2, it can be seen that this system is third order system since the highestorder term in G(s) is s3. The electrical time constant of the amplifier motor system is
=

0.003
=
= 0.0003 (4)
+ 1 2 5 + 5

3.6.5 The mechanical time constant of the motor-load system

The mechanical time constant of the motor-load system in this control system is
=

0.0002
=
= 0.01333 . (4)

0.015

3.6.6 Overall transfer function

From equation 3 and equation 4, the mechanical time constant is much greater than the
electrical time constant. By considering the low inductance of motor, an initial
approximation can be perform by neglecting the armature inductance . The result of this
approximation is second order approximation of third order system. The forward-path
transfer function is now:

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() =

1
. . (5)
[( + 1 2 ) + + 1 2 + + 1 ]

1
( + 1 2 )
() =
. . (6)
+ 1 2 + + 1
( +
)
( + 1 2 )

Substitute the system parameters values in equation 6


()
1 10 9 50 0.1
(5 0.0002) + (10 0.5 0.0002)
=
(5 0.015) + (10 0.5 0.015) + (9 0.0636) + (50 9 10 0)
( +
)
(5 0.0002) + (10 0.5 0.0002)

() =

225000
. . (7)
( + 361.2)

The close loop of this system is


() =

225000
. . (8)
+ 361.2 + 225000

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4. Original system analysis

4.1 Original system step response analysis

After obtaining the mathematical transfer function, the transfer unction was generated
using MATLAB as it shows in Figure 7.

Figure 7: The transfer function in MATLAB

After generating the transfer function in MATLB, the system response was found using
MATLAB as it shows in Figure 8.

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Figure 8: Original system response

Figure 8 shows the original system response where the transient behavior of the system can
be observed from this figure. From Figure 8 it can be observed that the system have an
overshoot of 27.5%, settling time of 0.022 second, rise time of 0.0030 second and steady
state value of 1. The steady state error of this system is 0. The input of this system is step
input and it equal to 1 so the expected value of the steady stat value is 1 and the measured
of the steady state value is 1 and that means the steady stat error is 0. In order make the
performance of the system better, the overshot need to be reduced.

4.2 Study case 1

The parameters of the system were manipulated in order to observe how the system will
work and behave when some of its parameter are changed. The control systems can be
manipulated by manipulating its parameters to get better behavior for the control system.
By manipulating the control system, different result can be obtained where engineers
always do that in order to get more accurate result that represent the desired result. In this
study case 1, the gain of preamplifier (K) was changed to be 20 then it was changed to be
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180 in order to observe and analyze how a particular parameter have an impact on the
system and how the system will behave after changing this particular parameter value.
When the Gain of preamplifier (K) was set to be 100, the transfer function was changed to
be as the following
1() =

450000
+ 361.2 + 450000

Figure 9: The transfer function in Matlab when the Gain of preamplifier (K) is 100

When the Gain of preamplifier (K) was set to be 180, the transfer function was changed to
be as the following
() =

810000
+ 361.2 + 810000

Figure 10: The transfer function in Matlab when the gain of preamplifier (K) is 180

The system response of these two systems were obtained using LTIview in Matlab as it
shows in Figure 11

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Figure 11: The system response when manipulting the parameter K

Table 2:System response comparison when manipulatin the value of gain of preamplifier (K)

K value
50
100
180

Overshoot
27.4
41.5
52.5

Settling time
0.022
0.0208
0.0217

Rise time
0.00303
0.00192
0.00134

Final value
1
1
1

SSE
0
0
0

Table 2 shows the system response comparison when manipulating the value of gain of
preamplifier (K). From this comparison it can be observed that when the value of K is
increased, the overshoot will increase. Settling time of the system is slightly affected by
increasing the value of the gain where by increasing the value of K the value the settling
time will be slightly decreased. Also when the value of the gain of preamplifier (K) is

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increased, the value of the settling time is decreased. From Table 2 it can be observed that
the gain of preamplifier (K) parameter of this system have an impact on the overshoot,
settling time, and rise time of the system whereas it does not have impact on the final value
or the steady state value of the system. This is because when the gain of preamplifier (K)
is high, the system will be lightly damped and due to that the overshoot will be high where
the settling time and the rise time will be decreased. When the value of the gain of
preamplifier (K) is small, the system will be high damped and less overshoot will occur.
This system is stable and in case if the value of the gain of preamplifier (K) is high and the
overshoot is high, the system behavior can be improved using compensator.

4.3 Study case 2

In this study case 2, the armature resistance of motor (Ra) was changed to be 10 then it was
changed to be 20 in order to observe and analyze how this parameter have an impact on
this system and how this system will behave after changing this particular parameter value.
When the armature resistance of motor (Ra) was set to be 10, the transfer function was
changed to be as the following
()
1 10 9 50 0.1
(10 0.0002) + (10 0.5 0.0002)
=
(10 0.015) + (10 0.5 0.015) + (9 0.0636) + (50 9 10 0)
( +
)
(10 0.0002) + (10 0.5 0.0002)

() =

150000
+ 265.8 + 150000

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Figure 12:The transfer function in Matlab when the armature resistance of motor (Ra) is 10

When the armature resistance of motor (Ra) was set to be 20, the transfer function was
changed to be as the following

()
1 10 9 50 0.1
(20 0.0002) + (10 0.5 0.0002)
=
(20 0.015) + (10 0.5 0.015) + (9 0.0636) + (50 9 10 0)
( +
)
(20 0.0002) + (10 0.5 0.0002)

() =

90000
+ 189.48 + 90000

Figure 13: The transfer function in Matlab when the armature resistance of motor (Ra) is 20

The system response of these two systems were obtained using LTIview in Matlab as it
shows in Figure 14

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Figure 14: The system response when manipulatin the armature resistance of motor (Ra) parameter

Table 3:System Response comparison when manipulatin the value of armature resistance of motor (Ra)

Ra value
5
10
20

Overshoot
27.4
31.7
35.1

Settling time
0.022
0.0285
0.0373

Rise time
0.00303
0.00357
0.00449

Final value
1
1
1

SSE
0
0
0

Table 3 shows the system response comparison when manipulating the value of armature
resistance of motor (Ra). From this comparison it can be observed that when the value of
Ra is increased, the overshoot will increase. Settling time of the system is affected by
increasing the value of the armature resistance of motor where by increasing the value of
Ra the value the settling time will be slightly increased. Also when the value of the gain of
Ra is increased, the value of the settling time is increased. From Table 3 it can be observed
that the armature resistance of motor (Ra) of this system have an impact on the overshoot,
settling time, and rise time of the system whereas it does not have impact on the final value
or the steady state value of the system. This system is stable and in case if the value of the
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armature resistance of motor (Ra) is high and the overshoot is high, the system behavior
can be improved using compensator which will be shown and applied to the original system
in the following part.

5. Compensator design

The behavior of controlling systems can be improved using compensators. There are
different type of compensators such as PI, PD, and PID. Every compensator is used based
on what is needed to be improved in the control system. In this assignment, the original
system have high overshoot and in this section a PD compensator will be designed to
reduce the overshoot and to make the system more stable. This PD compensator will be
designed to increase the stability of the system by improving the control of the system this
PD compensator has the ability to predict error of the system response which may occur in
the future. The effects of the sudden change in the value of the signal is avoided by taking
the derivative from the output response of the system variable rather than the error signal.
PD compensator:
The transfer function of the PD compensator is
() = +
The settling time = 0.01 second and the overshot is 0.5%
The transfer function for the open loop for this system is:
() =

225000
+ 361.2

There are several steps in order to design a PD compensator for this control system, these
steps are as the following:
Step 1: Finding the dominant pole:

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%
100

2 + ( %)2
100

Applying the value of overshoot as 13%


0.5
ln 100

2 + (ln 0.5 )2
100
ln(0.005)
2 + (ln 0.0.5)2

5.298
2 + (5.298)2

5.298
37.938

5.298
6.159

= 0.86016
Hence by using the settling time formulae the can be calculated:
=

4
4
=
(0.01)(0.86016)

= 465.0297 /
The dominant pole is
= 1 2
= (0.86016 465.0297 ) 465.0297 1 (0.86016) 2
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= 399.999 237.176
We consider only the positive root value for
= 399.999 + 237.176

Dominant pole magnitude D


= | | = (399.999)2 + (237.176) 2
= 465.0286

Dominant pole phase angle


= = 1

237.176
399.999

= 180 1

237.176
399.999

= 149.335
The angle is subtracted by 180 degrees as the real part obtained is negative hence
the pole is in the second quadrant, and it is subtracted to position it accurately.
Step 2: Finding the magnitude and phase angle of the open loop G(s) at the dominant pole
Magnitude and phase at =
( ) =

( ) =

225000
( + 361.2)

225000
(399.999 + 237.176)(399.999 + 237.176 + 361.2)

( ) =

225000
(399.999 + 237.176)(38.799 + 237.176)
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Magnitude
= |( )|

225000
((399.999)2 + (237.176)2 )((38.799)2 + (237.176)2 )
= 2.013

Phase angle
=

0
237.176
237.176
1 ( 399.999 )1 ( 38.799 )
=

0
149.334 99.29

= 0 149.334 99.29
= 248.625

Step 3: PD transfer function


Calculate and
=

sin( + )
sin

(248.625 + 149.335 )
=
(2.013) 149.335
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= 0.96125
=

sin
sin

sin(248.625 )
(465.0286)(2.013) 149.335
= 0.00195

The transfer function of the PD compensator is therefore


() = +
() = 0.96125 + 0.00195
The new open loop transfer function
0 () = ()()
0 () =

(0.96125 + 0.00195)(225000)
2 + 361.2

0 () =

(438.75 + 216281.25)
2 + 361.2

Closed loop
0 () =

(438.75 + 216281.25)
2 + 799.95 + 216281.25

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Figure 15: The step response for the compensated system

Figure 16: The step response for the original system and the compensated system

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Figure 16 shows the system response for the original system and the compensated system.
In Figure 16, the green system G is the original system and the blue system G0 is the
compensated system.
Table 4:Comparsion between the original and the compensated systems

System

Overshoot

Settling time

Rise time

Final value

SSE

Original system

27.4

0.022

0.00303

Compensated
system

1.95

0.00526

0.00365

Table 4 shows the transient behavior comparison between the original system and the
compensated system. It can be observed from Table 4 that the overshoot was reduced from
27.4% to 1.95% and the system become faster where the settling time for the original
system was 0.022 and the settling time for the compensated system was 0.00526, means
that the PD compensator was designed successfully since the PD compensator was used to
reduce the overshoot and to make the system more stable where this can be seen in Figure
16 and Table 4.

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6. Discussion

The aircraft attitude control system works based on the position control system concept
which have single input and single output (SISO). The input of this system is command
voltage which scaled than to position input which is represented in this system by r. The
input voltage was scaled to position input because the output of the system is position
output, in order to make the input and the output have the same unit the input voltage was
scaled.
This system work and behave differently when changing its parameters values. The system
parameters were obtained and the transfer function was determined as it was shown in
equation 7. The transfer function was simulated using Matalb software as it was shown in
Figure 8. The obtained simulation results were undesirable where this results have shown
that this system need to be improved in order to make it more stable and less overshoot. It
was observer from Figure 8 that this system has an overshoot of 27.5%, settling time of
0.022 second, rise time of 0.0030 second and steady state value of 1 where the steady state
error of this system is 0. The steady stat error depends on the value of the steady state and
the input type. Since this system have step input which is actually equal to 1, the expected
steady state value should be 1 and it was observed from Figure 8 that it is 1, due this system
is said to be zero steady state error.
Form Figure 8 it was observed that this system need to be improved by reducing its
overshoot and increase the damping to make it more stable. There are different types of
compensators which can improve the system behavior. PD compensator was chosen to be
used to improve the original system where PD compensator has the characteristics of
reducing the overshoot, increasing the damping, reducing the settling time, reducing the
rise time and making the system more stable. The PD compensator was used to improve
the original system where the desired overshoot was set to be 0.5% and the settling time to
be 0.01 second. The compensated system was obtained and simulated using Matlab as it
was shown in Figure 15. The compensated system was compared with the original system
as it was shown in Figure 16, this figure has shown that the system was improved. The
overshoot was reduced from 27.4% to 1.95% and the system become faster where the
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settling time for the original system was 0.022 and the settling time for the compensated
system was 0.00526. That means that the PD compensator was designed successfully and
the system transient behavior were improved in order to make the system more stable, less
overshoot, and less settling time.
The parameters of the system has an impact on the step response of the system. In study
case 1 the value of the gain of preamplifier (K) was manipulated in order to examine how
the system will work and behave. From Table 2 it can be observed that the K parameter
has direct impact on the overshoot, settling time, and rise time whereas it does not affect
the steady state value. That was because the gain of the preamplifier has an effect on the
damping of the system where increasing the gain of the preamplifier will increase the
damping of the system which will increase the overshoot and decrease the settling time and
the rise time. In study case 2, the armature resistance of motor (Ra) was manipulated to
observe how different parameters will effect on the system behavior. The results of this
study case 2 was shown in Figure 14. The results of this was compared in Table 3 and it
was observed that when the value of the armature resistance of motor (Ra) the overshoot,
settling time and rise time will be increased. For more stable system, the armature
resistance of motor (Ra) should be low.
Comparing the results of study case 1 and study case 2, it can be said that different
parameters have different effect on the system transient behavior. The best way to improve
the system behavior to get desired transient behavior is to design a compensator based on
the desired transient behavior.

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7. Conclusion

The objectives of this assignment have been achieved successfully. An aircraft attitude
control system was modeled and analyzed by applying the concept of the control system.
Transfer function was obtained and it was simulated using Matlab. Some of the parameters
were manipulated in order to check how the parameters affect the behavior of the system
where the obtained results were discussed in this report. The behavior of this aircraft
attitude control system were improved using PD compensator.
To conclude, the behavior of the systems can be improved using conventional compensator
or by manipulating the parameters of the system. Compensator type can be selected based
on the requirements of improving the system behavior. PD compensator was designed in
this assignment to improve the system behavior by reducing overshoot, settling time, and
rise time. Matlab was suitable software environment to study different case and parameters
effects on the control system response.

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8. References

Aviation, (2016). Flight Control Surfaces. [online] Available at: http://www.aviationhistory.com/theory/flt_ctl.htm [Accessed 25 Feb. 2016].
C. Kuo, B. and Golnaraghi, M. (2009). Automatic control system. 8th ed. New Delhi, India:
Wiley.
Golnaraghi, M., Kuo, B. and Golnaraghi, M. (2010). Automatic control systems. Hoboken,
NJ: Wiley.
Johan, K. (2016). Control System Design by Karl Johan strm. [online] Cds.caltech.edu.
Available at: http://www.cds.caltech.edu/~murray/courses/cds101/fa02/caltech/astrom.
html [Accessed 3 Mar. 2016].
mae.osu.edu. (2016). [online] Available at: https://mae.osu.edu/sites/ mae.osu.edu/
files/uploads/ME888Presentations/evolution_of_powered_flight_controls_seminar.pdf
[Accessed 25 Feb. 2016].
Mandal, A. (2006). Introduction to control engineering. New Delhi: New Age International
(P) Ltd., Publishers.

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