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CHAPTER 3

TRANSFER FUNCTION MODEL FOR


ELECTRIC VEHICLE

3.1 INTRODUCTION

This chapter outlines the basic introduction of the transfer function


and the development of transfer function for electric vehicle .The design of
classical controller and their performances for the various terrain is also
discussed.

3.2 TRANSFER FUNCTION

The dynamic behaviour of a system is described by a set of


differential equations. On many occasions the solution of these equations
requires the evaluation of convolution integrals, which may be a difficult task.
In such cases a simpler analysis is made feasible by the use of transfer
functions which makes use of Laplace transforms. A transfer function is
defined for linear time invariant systems as the ratio of the Laplace transform
of the output variable to the Laplace transform of the input variable, assuming
all initial conditions as zero. Non-linear systems with one or more time
varying parameters cannot have transfer functions, as the Laplace transform
does not exist for these. However, drive systems having non-linearities can be
linearised and linear feedback theory can be applied. The transfer function of
the linear system is defined as the ratio of the Laplace transform of output
variable to the Laplace transform of the input variable, with all initial
conditions assumed to be zero.
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The transfer function of a system or element represents the


relationship describing the dynamics of the system under consideration.

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 .

Figure 3.1 General Block diagram of the Transfer function

3.3 DEVELOPMENT OF TRANSFER FUNCTION MODEL FOR


THE ELECTRIC VEHICLE

A transfer function model has been developed for the electric


vehicle that includes vehicle dynamics (Thomas D. Gillespie 1999), road
dynamics and motor parameters. The armature controlled shunt type dc motor
is coupled with the electric vehicle as shown in Figure 3.2. The input was the
armature voltage and the output was speed of the motor.
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ra la ia

f
a
Ea

aa J f
ff

Figure 3.2 Armature controlled DC Motor

The torque developed by the dc motor

eb  K e  (3.2)

where  is air gap flux

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)

Because if is constant the torque developed is given by

(s) Kt (3.4)
 2
E a (s) La Js  (La f  ra J)s  (ra f  K t K e )

where Kt is motor constant. The armature voltage ea is supplied by the


thyristor .The armature circuit equation is given by

dia
ea  i a ra  L a  eb (3.5)
dt
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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

Assuming the initial conditions to be zero, Laplace transforms of


equations (3.5), (3.6) and (3.7) can be written as

E a (s)  ra Ia (s)  sLa Ia (s)  E b (s) (3.8)

E b (s)  K e (s) (3.9)

sJ(s)  f(s)  K t Ia (s) (3.10)

(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

(3.10) and is given by

(s) Kt
 2
(3.11)
E a (s) La Js  (L a f  ra J)s  (ra f  K t K e )

Normally the armature inductance La is very small and may be


neglected.

The voltage applied to the armature circuit is E(s) which is opposed


by the back emf Eb(s). The net voltage (E- Eb) acts on a linear circuit that
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consists of resistance and inductance in series, having the transfer function


1/(sLa  R a ) . The result is an armature current Ia (s). For a fixed field, the

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 )

As the motor is coupled with the vehicle, the vehicle parameters


have to be taken care. The factors taken were moment of inertia and the
various rolling resistances for the terrain like smooth, rough, medium hard.
The terrains taken were according to the Indian road conditions. The moment
of inertia of vehicle was another factor. The vehicle inertia was calculated as
using the equation (3.13),

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
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angular displacement (s) is obtained by integrating the shaft speed (s) ,

where Iv = vehicle Inertia (kg-m2)


fr = rolling resistance
J = moment of inertia of motor (kg-m 2)
fo = viscous friction coefficient of motor (Newton-m/rad/sec)
KT = torque developed by motor (Newton-m)
Kb = back emf constant
Ra/La is negligible

Therefore from equations (3.13) and (3.14) the transfer function of


the armature controlled electric vehicle is simplified as shown in equation
(3.15). The road dynamics includes the rolling resistance, which has various
values for different terrains. The transfer function will vary as the road
dynamics changes.

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 medium hard


0.913242
G(s)  2
(3.17)
1.39s  1.28s  0.913242

For sand
0.913242
G(s)  2
(3.18)
1.39s  1.5s  0.913242
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3.4 PERFORMANCE OF PROPORTIONAL INTEGRAL


CONTROLLER

A controller produces an output signal consisting of two terms, one


proportional to the actuating signal and the other proportional to its integral.
Such a controller is called as proportional plus integral controller (PI). The
transfer function has been developed for the various road conditions like
smooth, rough, uphill and downhill. The response of the transfer function
changes with the road dynamics.

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.

Figure 3.3 Block diagram of PI controller with the transfer function of


smooth terrain

The proportional integral controller was tuned using Ziegler Nichols


method and the gain was also adjusted such that the performance of the
response was improved. The transfer function was a varying one, as rolling
resistance varies the whole transfer function also vary. The response was
taken for each Indian terrain as smooth, medium hard and sand. The rolling
resistance fr for various terrain was smooth = 0.015, medium hard = 0.08,
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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

Figure 3.4 Response of the control loop of PI controller for the


concrete terrain

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.

This was because with an increase in rolling resistance the vehicle


speed reduces, which was clearly inferred from the sand terrain response. The
scaling factor has a crucial influence on the performance and stability of the
system. It improves and acts as a gain in the classical PI controller.
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Figure 3.5 Response of the control loop of PI controller for


the medium hard terrain

Figure 3.6 Response of the control loop of PI controller


for the sand terrain
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The comparison of the above analysis for the three conditions is


given in the following table 3.1

Table 3.1 Comparison of Terrains Responses

Settling Peak value Drop value Difference


Type of Terrain time (in rads / (in rads / (in rads /
(in sec) sec) sec) sec)
Concrete 37 12.8 10.1 2.7
Medium Hard 21 12.7 10.3 2.4
Sand 16 12.6 11.2 1.4

3.5 SUMMARY

The transfer function had been developed for various terrains


separately, that depicts the typical characteristics of Indian road conditions.
The transfer function model developed would change accordingly as the
rolling resistance value changes for each terrain taken into consideration.

From the responses of the proportional integral controller it had


been inferred that, there was a maximum peak overshoot and their settling
time has increased for all the terrains. In order to reduce this peak overshoot
and make the settling time faster, the new adaptive controller had been
introduced which was found to be useful for the non-linear and time variant
nature of motor drives. The new adaptive controller like the fuzzy logic
controller is dealt in the next chapter.

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