School of Engineering

EMIRATES AVIATION UNIVERSITY

DUBAI - UAE

BSC. AERONAUTICAL ENGINEERING

EAE 2150 – CLASSICAL AUTOMATIC CONTROL

INSTRUCTOR: DR HICHAM MACHMOUCHI & MS. LOUISA

EXPERIMENT REPORT

I. MOTOR SPEED AND INPUT CHARACTERISTICS

II. TRANSIENT RESPONSE OF A MOTOR
III. CLOSED LOOP POSITION CONTROLLER

DONE BY

OPEYEMI AKEEM YUSUF – EAU0117056

SUBMITTED

10th DEC 2019

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ABSTRACT
Automation engineering involves different kind of control systems. Control systems are
majorly designed to minimize disturbances, enhance remote control, power amplification and
so many more. The major performance metrics knowledge must be fully analyzed to meet the
design specifications or requirements. For the purpose of this report, the impact of input
characteristics, transient response under load conditions, and the evaluation of the systems gain
on the offset error in the closed loop control experiment were discussed.

The relationship between the motor speed and the input characteristics such as applied voltage
to the coil of the motor and the current flowing through the armature winding of the motor were
established. In this paper, the linear relationship between motor speed and voltage was
discussed. As well as, the exponential relationship between the motor speed and armature
current till the point of saturation was discussed.

Evaluating the transient response of the servo motor under different loading conditions. The
transient response phase of the motor was shorter without load. Under loading conditions, the
transient response of the motor took longer than the case without load. The linear relationship
between loading and transient response was established. The loading was done on the high-
speed shaft of the DC servo motor.

The closed position control involves an output potentiometer, and input potentiometer. The
input potentiometer is varied while the output potentiometer gives the angle reading. They both
affect position accuracy. To improve the resolution a potential with larger number of turns is
preferably used. Increasing the systems gain improves the systems response and reduces the
offset error. Angular accuracy also depends on the circumference and the number of turns of
the potentiometer used.

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TABLE OF CONTENTS

ABSTRACT ............................................................................................................................... I

LIST OF FIGURES & TABLES ............................................................................................. III

LIST OF SYMBOLS ............................................................................................................... IV

1. INTRODUCTION ................................................................................................................. 1

2. OBJECTIVES........................................................................................................................ 2

3. THEORY ............................................................................................................................... 2

4. INSTRUMENTATION ......................................................................................................... 4

5. PROCEDURE ....................................................................................................................... 5

6. FINDINGS ............................................................................................................................ 6

7. RESULTS AND DISCUSSION............................................................................................ 9

8. SOURCES OF ERROR ....................................................................................................... 13

9. CONCLUSION ................................................................................................................... 13

REFERENCES ........................................................................................................................ 14

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LIST OF FIGURES & TABLES

FIGURE 1 ELECTRIC CIRCUIT OF A DC MOTOR............................................................... 2
FIGURE 2 BLOCK DIAGRAM FOR A CLOSED LOOP POSITION CONTROLLER ........... 3
FIGURE 3 ED-4400 TRAINER SYSTEM .................................................................................. 4
FIGURE 4 MOTOR TRANSIENT RESPONSE WITHOUT LOAD ........................................... 7
FIGURE 5 TRANSIENT MOTOR RESPONSE WITH THE ADDITION OF 20G FLYWHEEL
................................................................................................................................................... 7
FIGURE 6 TRANSIENT RESPONSE OF MOTOR WITH THE ADDITION OF A 50G
FLYWHEEL ............................................................................................................................... 7
FIGURE 7 THE GRAPH OF MOTOR SPEED VS VOLTAGE ................................................. 9
Figure 8 CURRENT VS MOTOR SPEED ............................................................................... 10
FIGURE 9 EVALUATING THE SYSTEM’S GAIN AT ATTENUATION 9 ON U-151
(ATTENUATOR)...................................................................................................................... 11
FIGURE 10 EVALUATING THE SYSTEM'S GAIN AT ATTENUATION 5 OF THE
ATTENUATOR U-151 ............................................................................................................. 12
FIGURE 11 THE SYSTEM'S GAIN AT ATTENUATION 1 ON THE ATTENUATOR............ 12

TABLE 1 DATA OBTAINED FOR THE MOTOR AND INPUT CHARACTERISTICS

EXPERIMENT ........................................................................................................................... 6
TABLE 2 VALUES OBTAINED FOR THE TRANSIENT RESPONSE OF MOTOR ................ 6
TABLE 3 VALUES OBTAINED FOR ATTENUATION 9 OF CLOSED LOOP POSITION
CONTROL EXPERIMENT ........................................................................................................ 8
TABLE 4 VALUES OBTAINED FOR ATTENUATION 5 FOR THE CLOSED LOOP
CONTROL EXPERIMENT ........................................................................................................ 8
TABLE 5 VALUES OBTAINED FOR ATTENUATION 1 FOR THE CLOSED LOOP
CONTROL EXPERIMENT ........................................................................................................ 9
Table 6 TRANSIENT RESPONSE OF THE MOTOR UNDER DIFFERENT LOAD
CONDITIONS.......................................................................................................................... 11

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LIST OF SYMBOLS
E Electromotive force

I Current

K Electric constant

L Inductance

R Resistance

T Torque

V Voltage

q Angular displacement

w Angular speed

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1. INTRODUCTION
Engineering systems comprises of different units created or designed to execute a specific goal.
The systems often require control of inputs to yield the desired outputs, based on the initial
input given to the system. This leads us to the birth of control systems. Control system
engineering is defined as an arrangement of different parts within a specified boundary which
work together to provide some form of desired output from a specified input or inputs
(Machmouchi, 2019). These systems can be mechanical, electrical, pneumatic, or hydraulic.
They can be further classified based on their feedback systems. There are two types to control
system based on the feedback system. They are the open-loop system and the closed-loop
system. They both differ in terms of feedback, stability and effectiveness or ease of use.

A machine that converts electrical energy to mechanical energy is referred to as a Motor. There
are different units that sums to be a motor. The major units are the field winding and armature
winding. In the trainer system provided the field winding is replaced with permanent magnets,
these magnets generate constant magnetic flux as the electric current flows through the
windings, thus creating torque. The motor speed is a function of the voltage supplied to the
armature winding. Evaluating the motor characteristics with respect to voltage supplied, the
response of the motor the change in applied voltage could either be constant or steady or change
with time. The response can either be steady or transient in its response to the stimulus. Due to
the non-idealness in reality a motor can’t respond to a stimulus instantaneously.

The motor responds experimentally to the step input. When the input is removed the motor,
speed reduces to zero. DC motors have been used for ages due to their small size and high
energy output. It is paramount for the motor to achieve a faster speed but with a lesser time.
The presence of inertia causes the response to vary with time. Another paramount factor in the
design of DC motors is for it to effectively reach that desired speed, achieve stability with a
short period of time. For the third experiment, which is the closed-loop position controller, the
feedback system is achieved through a potentiometer. The positional information of the output
potentiometer is mechanically coupled to a motor feedback to a control amplifier which carries
out the necessary operation. When the input and output signal are the same, the feedback
difference becomes zero. There is the continual use of motors in engineering and closed
position control is vital in areas where precision control is required. The purpose of a motor
position controller is to take a signal representing the required angle and to drive a motor at
that position. This is achieved by the potentiometer as stated above.

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2. OBJECTIVES
The goal of this experiment is to establish a relationship between the motor speed and
voltage/current. To determine the dead band voltage and also to state the possible reasons for
this to occur. To evaluate the transient response of the motor based on the presence or absence
of inertia. To examine how the reducing the systems gain affects the dead band and how it
improves the systems response and the offset error.

3. THEORY
For the first experiment, evaluating the motor speed based on the input characteristics. When
a specified voltage is supplied to a motor, the output shaft will rotate at some desired speed.
The applied voltage equals the voltage drop across the components in the motor. The
components are the coil resistance, R, and the inductor, L, plus the back-electromotive force.

FIGURE 1 ELECTRIC CIRCUIT OF A DC MOTOR (COLLINS, 2019).

From figure (1), the voltage drop across the components can be written as,

'(
𝑉 = 𝐼𝑅 + 𝐿 ') + 𝐸 (1)

For theoretical approach, equation (1) can be simplified by assuming the current in the inductor
does not vary or change with time. Thus, reducing to,

𝑉 = 𝐼𝑅 + 𝐸 (2)

The back electromotive force is the voltage created by the rotation of the coil. It opposes the
applied voltage and reducing the voltage flowing through the motor. It estimated by,

𝐸 = 𝐾, 𝜔 (3)

By substituting equation (3) in equation (2), we will have:

𝑉 = 𝐼𝑅 + 𝐾, 𝜔 (4)

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The current, I, passing through the motor coil is directly related to the motor’s torque:

.
𝐼=/ (5)
0

By substituting equation (5) into equation (4):

.
𝑉 = 1 𝑅 + 𝐾, 𝜔 (6)
0

Solving for the angular velocity (𝜔):

2 .
𝜔 = / − /4 𝑅 (7)

By observing equation (7), there is a relationship between the applied voltage and the motor
speed. Also, there is a relationship between the motor speed and the current passing through
the coil of the motor.

For the second experiment which is the transient response of the motor. To determine the
transient response of the motor by rewriting the mathematical expression obtained from
equation (1) and equation (2) to derive the transfer function of the motor, which is:

5(7) /
2(7)
= (9:;7)(<4 :=7):/4 7 (8)

Using equation (8), the transient response for the DC motor can be determined.

For the third experiment which is the closed loop position controller.

FIGURE 2 BLOCK DIAGRAM FOR A CLOSED LOOP POSITION CONTROLLER (MAUNG, LATT AND NWE, 2018).

The final relative position between the output and input potentiometer depends on the gain of
the amplifiers. For a large gain, the position of the output potentiometer can be equal to the
input potentiometer. When there is a deficit in the gain, it can cause an offset in the position.
This offset is referred to the dead band of the position controller system.

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4. INSTRUMENTATION
For the purpose of this experiment, the ED-4400 trainer system was used to execute the
experiment. The ED-4400 trainer system comprises of the following:

§ U-151 Attenuator
§ U-152 Summing Amplifier
§ U-153 Pre-Amplifier
§ U-154 Motor Drive Amplifier
§ U-155 Tacho-detector
§ U-156 Power supply
§ U-157 Potentiometer
§ U-159 Tachometer
§ U-161 DC Servo Motor
§ U-162 Function Generator

The Attenuator is responsible for activating the motor. The type of Attenuator in the ED-4400
trainer is a dual rotary variant.
Attenuator Summing Amplifier

Power Supply Pre-Amplifier Cables

Tacho-detector Fly-wheel

Motor Drive Amplifier Potentiometer or

DC Servo Motor enerat
Tachometer on G
FIGURE 3 ED-4400 TRAINER SYSTEM cti
Fun
The summing amplifier performs add-up operations for the current of three circuits and
experiments on the gain and transfer characteristics. The pre-amplifier is to control the offset
voltage.

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The motor drive amplifier drives the DC servo motor and also has overload protection circuits
installed in it. The tacho detector changes the tacho generator’s output in frequency-to-
conversion and makes the RPM proportional DC voltage polarized in (+) or (-) output along
the motor’s rotational direction. The power supply provides power to the DC servo motor and
other components. The potentiometer controls position detection and setup. The tachometer
displays the corresponding motor speed. The DC servo motor consists of a speed reduction
gear. The function generator generates the square wave and ramp outputs.

5. PROCEDURE
For the first experiment, using the ED-4400 trainer system. Open the trainer system to have
access to the components. Select the components needed for the experiment and place them on
a flat workbench. Then connect the modules as shown in the ED-4400 trainer manual. Connect
the Tacho-meter (U-159) across U-155 and the ground. Set the angle on U-157 to 1800. Verify
the line voltage is connected is 220V. Plug the power supply cord (U-156) to the power outlet,
and turn the power switch ON. Gradually turn the U-157 slowly counterclockwise until the
motor begins to move. Now, record the U-157 position and the input voltage. Then increase
the input voltage by slowing turning the potentiometer (U-157) clockwise. For every 1V
increment, record the corresponding value on U-159. Then repeat the process again to minimize
the error.

For the second experiment, connect the modules required as stated in the trainer manual. Set
the oscilloscope to X-Y mode. Apply the ramp output from the U-162 to the X-input of the
oscilloscope. Set the frequency of the function generator (U-162) to 0.1Hz. Turn the power
supply on (U-156). Adjust the gain of the X-input (CH-2) of the oscilloscope for the proper
display on the screen. Adjust the U-151 to set the motor speed which is indicated on U-159
below saturation. Adjust the gain of the Y-input (CH-1) of the oscilloscope for proper display.
Observe the trace on the oscilloscope. Turn the power off and attach the flywheel to the high-
speed shaft of the DC servo motor (U-161). Turn the power on and observe the trace on the
oscilloscope. Repeat the process by adding more flywheel to the high-speed shaft of U-161.

Lastly, for the third experiment, connect the modules together as stated in the trainer’s manual.
Set U-152 switch to “a” and U-151 to “10”. Turn the power of U-156 ON. Set U-157 dial to
1800. Adjust U-153 to make the output of U-154 zero. Once the adjustment is done, do not alter
the settings of U-153. Set U-151 to “9”. Within 20 degrees from the original 180 degrees
setting, turn U-157 either clockwise or counterclockwise, and see if U-158 follows the

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movement. U-158 motion should lag U-157 turned counterclockwise. Then estimate the offset
error angle between U-157 and U-158 at each position. Increase the system gain by setting U-
151 to 9,5, &1. At each U-151 setting, repeat the position increment. Observe the change in
offset error angle as a function of the systems gain.

6. FINDINGS
For the first experiment, the following values in table (1) where obtained from the experimental
setup.

TABLE 1 DATA OBTAINED FOR THE MOTOR AND INPUT CHARACTERISTICS EXPERIMENT

n V (v) I (mA) RPM w (rad/s)

1 0.82 105.0 100 10.472
2 1.04 114.0 200 20.994
3 2.00 162.5 500 52.360
4 3.00 203.0 800 83.776
5 4.00 233.0 1200 125.664
6 5.00 251.0 1600 167.552
7 6.00 269.0 1900 198.968
8 7.00 280.0 2300 240.855
9 8.00 285.6 2800 293.215
10 9.00 293.0 3100 324.631
11 10.00 289.0 3600 376.991
For the second experiment, the following values were obtained as shown in table (2) below.

TABLE 2 VALUES OBTAINED FOR THE TRANSIENT RESPONSE OF MOTOR

Load Dt (s)

Without load 0.80

With load (20g) 1.50

With load (50g) 1.80

The readings in table (2) were obtained from the oscilloscope readings. Figures (4), (5) and (6)
shows the transient behavior of the motor with respect to the addition of load.

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FIGURE 4 MOTOR TRANSIENT RESPONSE WITHOUT LOAD

Figure (5) shows the transient behavior of the motor when a 20g flywheel was added to the
high-speed shaft of the servo motor.

FIGURE 5 TRANSIENT MOTOR RESPONSE WITH THE ADDITION OF 20G FLYWHEEL

Figure (6) shows the transient response of the motor with the addition of a 50g flywheel to the
high-speed shaft of the servo motor.

FIGURE 6 TRANSIENT RESPONSE OF MOTOR WITH THE ADDITION OF A 50G FLYWHEEL

The following values were obtained for the closed loop control experiment.

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TABLE 3 VALUES OBTAINED FOR ATTENUATION 9 OF CLOSED LOOP POSITION CONTROL EXPERIMENT

ATTENUATION
9
CW CCW
IN OUT ERROR IN OUT ERROR
10 25 -15 100 80 20
20 25 -5 90 80 10
30 25 5 80 80 0
40 25 15 70 80 -10
50 30 20 60 75 -15
60 45 15 50 60 -10
70 50 20 40 50 -10
80 65 15 30 45 -15
90 70 20 20 35 -15
100 80 20 10 25 -15

Now for attenuation 5, the following values were obtained as shown in table (4).

TABLE 4 VALUES OBTAINED FOR ATTENUATION 5 FOR THE CLOSED LOOP CONTROL EXPERIMENT

ATTENUATION
5
CW CCW
IN OUT ERROR IN OUT ERROR
10 10 0 100 95 5
20 15 5 90 95 -5
30 25 5 80 85 -5
40 30 10 70 70 0
50 45 5 60 60 0
60 50 10 50 45 5
70 65 5 40 40 0
80 75 5 30 30 0
90 80 10 20 20 0
100 95 5 10 10 0

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For the last attenuation, which is attenuation (1), the following values were obtained for the
experiment as shown in table (5).

TABLE 5 VALUES OBTAINED FOR ATTENUATION 1 FOR THE CLOSED LOOP CONTROL EXPERIMENT

ATTENUATION
1
CW CCW
IN OUT ERRROR IN OUT ERROR
10 5 5 100 95 5
20 15 5 90 90 0
30 25 5 80 75 5
40 35 5 70 65 5
50 45 5 60 60 0
60 55 5 50 50 0
70 65 5 40 40 0
80 75 5 30 30 0
90 85 5 20 15 5
100 95 5 10 5 5

7. RESULTS AND DISCUSSION

For experiment, the relation between the motor speed and voltage applied, and also the
relationship with the current through the armature winding was established.

FIGURE 7 THE GRAPH OF MOTOR SPEED VS VOLTAGE

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From figure (7), there was no speed until the minimum voltage required to start the motor was
reached. This phenomenon is known as the dead band, and it is 0.82V for this experiment.
When the minimum voltage required was reached to start the motor, as the voltage applied to
the motor increased, the speed of the motor increases linearly as shown in figure (7). This
means that the motor speed is linearly proportional to the applied voltage. According to figure
(8), the current flowing through the winding also has an impact on the motor speed. No motor
speed was recorded before the dead band, as the minimum voltage was reached, the motor shaft
starts rotating. As the current flowing through the coil in the motor increased, the speed of the
motor also increased till it reaches saturation where with increasing speed the current flowing
through the motor remains constant. Thus, the current flowing through the motor as shown in
figure (8) is not linearly proportional to the motor speed. This result was obtained under fixed
load condition. The load is constant throughout and thus impact on the speed of the motor.

FIGURE 8 CURRENT VS MOTOR SPEED

For the second experiment, which is the evaluate the transient response under different load
conditions. As show in figure (4), (5) & (6) in the findings, the transient response of the motor
was monitored on the oscilloscope. As derived in the theory part of this report, the transfer
function of the motor denoted by equation (8), the inertia “J” is squared in the denominator.
This means that for every increase in inertia or load added to the motor shaft, there will be a
delay in the response of the motor. The is a linear relationship between the load and time

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response of the motor. The more the load added to the shaft, the longer it takes for the transient
response to complete.

TABLE 6 TRANSIENT RESPONSE OF THE MOTOR UNDER DIFFERENT LOAD CONDITIONS

Load Dt (s)

Without load 0.80

With load (20g) 1.50

With load (50g) 1.80

For the third experiment, which is the closed is the closed loop position controller. The
attenuator U-151 was set to different attenuation. For this experiment, the attenuation was set
to 9,5 & 1. Figures (9), (10), & (11) will show the graphical interpretation of altering the
systems gain by changing the values on the attenuator.

FIGURE 9 EVALUATING THE SYSTEM’S GAIN AT ATTENUATION 9 ON U-151 (ATTENUATOR)

Figure (9), shows the system gain at attenuation 9 on the attenuator. Varying the system gain
at this level shows a great deviation between input potentiometer and output potentiometer
during the clockwise and counterclockwise combination. The offset error at this attenuation is
very high because the system gain is not stable. The attenuation was further decreased by
decrement of 4 units. By changing the value of attenuation on the attenuator, the gain of the
system is been changed.

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FIGURE 10 EVALUATING THE SYSTEM'S GAIN AT ATTENUATION 5 OF THE ATTENUATOR U-151

Figure (10) shows the system’s gain at attenuation 5 of the attenuator. Now varying the
system’s gain on the attenuator shows a decrease in the offset error.

Figure (11) below shows the system’s gain at attenuation 1 of the attenuator.

FIGURE 11 THE SYSTEM'S GAIN AT ATTENUATION 1 ON THE ATTENUATOR

As shown in figure (11), by further varying the system’s gain, the offset error decreases. So,
from figure (9), (10), & (11), it is observed that by decreasing the attenuator value, the offset

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error reduces whether the input potentiometer is turned clockwise or counterclockwise. It

makes the reading of the output potentiometer more accurate at attenuation 1. This means that
as the value of the attenuator decreases, the system gain becomes more stable.

8. SOURCES OF ERROR
The experiment was executed in such a way to minimize all possible sources of error. It is
important to note that not all errors can be eradicated effectively or efficiently. The possible
sources of error for this experiment could arise from the tachometer with stated error of +/- 0.5,
the vibration and noise of the motor, thermal electromotive force errors, heat generated by
friction in the motor, radio frequency interference while using the oscilloscope, load resistance
in the potentiometer, noise from the magnetic field and injected current in the motor and also
power line noise due to the supply source. Not all the errors could be minimized during the
course of the experiment, because some are mechanically inherent to the apparatus used.

9. CONCLUSION
Control system engineering is a very important aspect of engineering. Understanding the
important design parameters of a control system is a valuable knowledge that cannot be
underestimated. The major performance metrics of a control system is the transient response
and the steady state error. Since the design of control systems is to give ease of use, power
amplification, remote control and reduction of disturbances. It is pertinent to evaluate the
performance metrics in such a way that it will conform to the initial design goals.

For the motor speed and input characteristics experiment. This experiment shows the
relationship between the motor speed and its input parameters which are basically the applied
voltage and the current flowing through the armature winding. The relationship between the
motor speed was proven to be linear proportional to the applied voltage while the current on
the other hand is not linear rather show an exponential relationship with the motor speed. The
input parameters play a role in the output speed response.

The transient response experiment shows how the response of the motor varies with time under
various load conditions. When the high-speed shaft of the motor was free without load. The
motor’s transient response was short and precise. However, as a flywheel of mass 20g was
added to the shaft, the transient response took longer than previous case. To substantiate this
observation a flywheel of 50g was added to shaft, this further elongated the time response. This
shows that the load or inertia is linearly proportional to time. The more inertia, the more time.

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Lastly, for the closed position control experiment, the effect of the systems gain was shown at
different value of attenuation. By decreasing the value of attenuation which means increasing
the system’s gain, there was a notable decrease in the offset error (deadband). This shows that
as the value of attenuation decreases, the systems gain becomes stable thus reducing the offset
error. The control and instrumentation experiment enable the understanding of the control
system performance metrics. Using a potentiometer with bigger circumference and larger
number of turns improved the resolution.

REFERENCES
Collins, D. (2019). Voltage and DC Motor Speed - Motion Control Tips. [online]
Motioncontroltips.com. Available at: https://www.motioncontroltips.com/faq-whats-
relationship-voltage-dc-motor-output-speed/ [Accessed 30 Nov. 2019].

Machmouchi, H. (2019). Introduction to Classical Automatic Control.

Maung, M., Latt, M. and Nwe, C. (2018). DC Motor Angular Position Control using PID
Controller with Friction Compensation. International Journal of Scientific and Research
Publications (IJSRP), [online] 8(11), pp.149-154. Available at:
http://dx.doi.org/10.29322/IJSRP.8.11.2018.p8321 [Accessed 30 Nov. 2019].

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