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CHAPTER 3
3.1 INTRODUCTION
For the system the transfer function is of the form and it is defined
as the ratio of Y(s) to X(s) as shown in equation (3.1). Figure 3.1 shows the
general block diagram of the transfer function
Y(s) a 0 s m a1s m 1 a m
G(s) (3.1)
X(s) b 0 s n b1s n-1 b n
where Y(s) is the output variable and X(s) is the input variable .The
coefficients a0 , a1 , ----------,an and b 0 ,b1,------ ,b m are constants ,and n m .
ra la ia
f
a
Ea
aa J f
ff
eb K e (3.2)
ia is armature current
and K is a constant
neglecting the effects of saturation and armature reaction the air gap flux
proportional to the field current. That is
K f if (3.3)
(s) Kt (3.4)
2
E a (s) La Js (La f ra J)s (ra f K t K e )
dia
ea i a ra L a eb (3.5)
dt
41
eb in equation (3.5) is the rotational (back ) emf induced in the armature and is
proportional to the product of speed and flux . But, the flux of the motor is
constant. Therefore,
eb K e (3.6)
The dynamic equation of the motor giving the torque balance can be written
as,
d
J f . K t ia (3.7)
dt
(s)
taking Ea (s) as the input and (s) as the output ,the transfer function
E a (s)
can be obtained by eliminating Ia (s) from the Equations (3.8), (3.9) and
(s) Kt
2
(3.11)
E a (s) La Js (L a f ra J)s (ra f K t K e )
torque developed by the motor is Kt Ia (s). This torque developed rotates the
load of the motor at speed of (s) against the moment of inertia of motor J,
moment of inertia of vehicle I v and viscous friction with coefficient f0, rolling
resistance coefficient fr for various terrains. The transfer function of vehicle is
as shown in equation (3.12),
1
(3.12)
(J I v )s (f 0 f r )
R fd (Tout Tload )
Iv (3.13)
N
where N is the wheel speed, R fd - final drive ratio, Tload - load torque.
After including the vehicle inertia and rolling resistance the transfer
function becomes as shown in equation (3.14)
1
(3.14)
(I v s f r )
The back emf signal E b K b (s) is calculated from the shaft speed. The
(s) K T / La
(3.15)
E(s) {J I v }s 2 s{f o f r } K T K b / L a f o
43
angular displacement (s) is obtained by integrating the shaft speed (s) ,
The values of the parameters for Iv, fr, J, f0, KT, Kb were taken and
substituted in the equation (3.15) and the transfer function of the various
terrains was obtained as shown in equations (3.16) to (3.18),
For concrete
0.913242
G(s) 2
(3.16)
1.39s 1.215s 0.913242
For sand
0.913242
G(s) 2
(3.18)
1.39s 1.5s 0.913242
44
The designed transfer function for the various terrains was tuned
using the PI controller. The closed loop system response was found to meet
the designed specifications and Figure 3.3 shows the block diagram of PI
controller with the transfer function of smooth terrain.
sand = 0.30,( Thomas D. Gillespie (1999). Then the transfer function for the
smooth, sand and medium hard were tuned using the PI controller as shown in
Figure 3.4.
Time in seconds
The responses for the various terrains were shown in Figures 3.4,
3.5 and 3.6. From the response it was clear that for smooth terrain it could
cover a long distance, and the maximum overshoot was very less as compared
to other terrains. In medium hard terrain the response was similar to those of
concrete. Whereas for sand terrain the maximum overshoot was found to be
very less and the rising time was also very less.
3.5 SUMMARY