ME2142-2 SPEED/POSITION CONTROL OF A DC MOTOR

SEMESTER 6

2016/2017

Department of Mechanical Engineering

National University of Singapore

1. OBJECTIVES

To become familiar with the operation of an armature-controlled DC motor

To study the transient and steady-state response of a closed-loop speed control system
To study the transient response of a closed-loop position control system

2. EQUIPMENT

The major items of the equipment needed are:

(i) The MS 150 Modular Servo system comprising the following:
- OU150A Operational Amplifier
- AU150B Attenuator unit
- PA150C Pre-amplifier unit
- SA150D Servo Amplifier
- PS150E Power Supply
- MT150F Motor-Tacho-generator unit
- IP150H Input Potentiometer
- OP150K Output Potentiometer

(ii) Function Generator

(iii) DC Power Supply
(iv) Dual-trace Oscilloscope

3. THEORY OF OPERATION

3.1. The Armature-Controlled DC Motor

The armature-controlled DC motor shown in Figure 3.1 has a constant field excitation
(constant i f ); i f stands for field current. Control of the motor is achieved by changing the
armature voltage ( va ).

Figure 3.1. Schematic of DC Motor

 Relevant system equations are:

di
va Ra ia La a em (1)
dt

em K e m (2)
T K t ia (3)
T I mm bm (4)

Where:
va = applied voltage to the armature ia = armature current
em = motor back e.m.f K e = motor voltage constant
K t = motor torque constant T = torque generated by motor
I m = equivalent moment of inertia reflected at the motor shaft
b = equivalent viscous coefficient reflected at the motor shaft

Using Laplace transform, assuming zero initial conditions, equations (1) to (4) can be
written as:
Va s Ra I a s La sI a s E m s (5)
E m s K e s m s (6)
T s K t I a s (7)
T s I m s 2 m bs m (8)

Combining equations (5) to (8), we can write:

Va s a s a s 1 m s 1 m s K e s m s
Rb
(9)
Kt

La I
Where a and m m are the armature and the motor time constants respectively.
Ra b
The transfer function for the armature-controlled DC motor is then:
Kt
m s Ra b
(10)
Va s K K
s m a s 2 m a s e t 1
Ra b

The armature time constant a is normally small compared to the motor time constant m
and the transfer function can be written as:
m s K m s K
or (11)
Va s ss 1 Va s s 1
Kt m Ra b I m Ra
Where K and (12)
K e K t Ra b K e K t Ra b K e K t Ra b

 It can be noted that for the armature-controlled DC motor, the transfer function between
the output angular speed and the applied voltage is first order. Meanwhile, the transfer
function between the output angular position and the applied voltage is second order.

3.2. Closed-loop Speed Control System

Even though the steady state output angular speed of the armature-controller DC motor is
proportional to the applied voltage in the open loop system, the angular speed obtained
may vary with applied load torques (through the viscous damping, b ). To achieve better
speed regulation, that is to be able to maintain the angular speed of the motor in the face
of fluctuating loads and to achieve a faster response, a closed loop speed control system
can be used.

The schematic diagram of an armature-controlled DC motor speed/position control system

is shown in Figure 3.2. Closed-loop speed control is achieved when switch S1 is closed. A
voltage proportional to the negative of the output speed ( v ) is obtained through a tacho-
generator. This is subtracted from the reference voltage ( vr ) using an operational amplifier
connected as a summer. The error ( e vr v ) is amplified by a servo-amplifier whose
output is used to drive the motor ( va ).

The servo-amplifier is required to give the necessary output power, which is both voltage
and current, to drive the motor. Viscous load is obtained from the generation of eddy
currents through the permanent magnet arrangement which gives a load torque
approximately proportional to the angular speed of the motors shaft (term bm in equation
(4)). This system is of first order and is stable with the output always lagging behind the
command input.

3.3. Closed-loop Position Control System

By taking the output shafts position and feeding it back to the input, a closed-loop position
control system is obtained. This is indicated in Figure 3.2 with switch S2 closed. In the
figure, if switch S1 is also closed, an inner angular speed feedback loop is also present in
addition to the outer position feedback loop.

It can be shown that the closed loop position control system using the armature-controlled
DC motor, with or without the inner angular speed feedback loop, is of 2nd order and is
always stable.

 Figure 3.2. Armature-controlled DC motor in speed and position control

Notes:
Switch S1 and switch S2 both open
Switch S1 closed, and switch S2 open
Switch S1 open, and switch S2 closed
Switch S1 and switch S2 both closed
: Open loop speed control system
: Closed loop speed control system
: Closed loop position control system without
inner angular speed feedback
: Closed loop position control system with
inner angular speed feedback

4. PROCEDURE

4.1. Speed Control System

The system has been connected up as shown in Figure 4.1. Note that the operational
amplifier (OU 150A) gain is 0.1 with 10 k resistor in the feedback path of the operational
amplifier. Carefully check the circuit before switching the system.

For the speed control system experiment, there are four types of experiment that will be
done. Following are the experiments and their respective procedures:

4.1.1. Tacho-generator characteristics experiment (closed-loop speed control system)

a. This experiment is done in closed-loop speed control system. Make sure that the cable
marked speed feedback is connected to the operational amplifier.
b. This experiment is done without viscous load to the motor. Swing the viscous brake
clear of the disc. Set the gain of the attenuator unit to 10.
c. Turn the input potentiometer clockwise such that the motor runs at approximately
400 rpm. The angular speed of the motor can be read from the tacho-generator
display. After the angular speed of the motor reach 400 rpm, slide the switch beside

 the tacho-generator display to view the output voltage of the tacho-generator. Repeat
this step for angular speed of 800, 1200, 1600 and 2000 rpm and record the data
(motor angular speed and output voltage of the tacho-generator) in Table 1 (See
Appendix).
d. Plot the motor angular speed (rpm) versus the output voltage of the tacho-generator.
The slope of the curve is K .

Figure 4.1. Wiring diagram of DC motor speed/position control

4.1.2. Open-loop speed control system characteristics to variation in loads

With this experiment, we can observe how good the open-loop speed control system
maintains the angular speed of the motor with variation in the motor load.

a. To operate in open-loop speed control system, disconnect the speed feedback signal
from the operational amplifier. These are done by removing the cable marked speed
feedback.
b. With the gain of the attenuator unit set at 10 and the viscous brake set at 0, turn the
input potentiometer clockwise until the angular speed of the motor is approximately
1000 rpm.
c. Without changing the input potentiometer, change the brake setting to 2,4,6,8 and 10
and record the angular speed of the motor for each brake setting. Fill out Table 2 in
the Appendix.
d. Plot the motor angular speed (rpm) versus brake scale setting. Use simple analysis
(i.e. equations (11) and (12)) to explain the result.

 4.1.3. Closed-loop speed control system characteristics to variation in loads

With this experiment, we can observe how good the closed-loop speed control system
maintains the angular speed of the motor with variation in the motor load. This
experiment will be done three times, each with attenuator unit gain setting of 3, 6, and
10.

a. To operate in closed-loop speed control system, re-connect the speed feedback signal
to the operational amplifier.
b. Set the gain of the attenuator unit to 3 and set the brake at 0. Turn the input
potentiometer clockwise until the angular speed of the motor is approximately 1000
rpm.
c. Without changing the input potentiometer, change the brake setting to 2,4,6,8 and 10
and record the angular speed of the motor for each brake setting.
d. Repeat step c and d for attenuator unit gain of 6 and 10 and fill out Table 3 in the
Appendix.
e. Plot the motor angular speed (rpm) versus brake scale setting for the three gains of
the attenuator unit. Use simple analysis to explain the effect of attenuator gain setting
in the motor angular speed in face of variation of load.

4.1.4. Transient response of closed-loop speed control system

With this experiment, we can observe the effects of the attenuator unit gain and the brake
scale settings to the transient response characteristics of the system (represented by the
time constant). The attenuator gains that will be used are 6 and 10, while the brake scale
settings are 0 and 10.

This experiment will be done four times with different settings: attenuator gain of 6 with
brake setting 0; attenuator gain of 6 with brake setting 10; attenuator gain of 10 with brake
setting 0; and attenuator gain of 10 with brake setting of 10.

a. Remove the input signal from the input potentiometer to the operational amplifier.
Connect the output signal from the signal generator to the operational amplifier and
to the input channel 1 in the oscilloscope. Connect the output signal from the tacho-
generator to the input channel 2 in the oscilloscope.
b. Generate a 0V to -4V square wave signal at frequency of 0.5 Hz from the function
generator. Observe the transient response of the motor using the oscilloscope.
c. Print out the transient response plot (with the help from lab assistant).
d. Fill out Table 4 in the Appendix and use simple analysis to explain the effect of
attenuator gain and brake scale settings to the time constant of the system.

 4.2. Closed-loop Position Control System

With this experiment, we can observe the effects of the attenuator unit gain and the inner
angular speed feedback to the transient response characteristics of the system (represented
by the percentage of overshoot, settling time and rise time). The attenuator gains that will
be used are 6 and 10, while the brake scale setting is set to 5.

This experiment will be done with attenuator gain of 6 and 10. For each gain, the closed-
loop position feedback will be done with inner angular speed feedback and without inner
angular speed feedback.

a. To use both angular speed and position feedback, connect the cables marked position
feedback and speed feedback to the operational amplifier. Then, connect the cable from
channel 2 of the oscilloscope to the output potentiometer to read the actual position
signal of the motor.
b. Generate a square wave of frequency 0.2 Hz with amplitude of 1V from the function
generator. Observe the transient response using the oscilloscope and estimate the %
overshoot, settling time (5%) and rise time (90%).
c. To carry out the experiment without the angular speed feedback, remove the cable
marked speed feedback and repeat the experiment.
d. Print out the transient response plot for each experiment.
e. Fill out Table 5 in the Appendix and use simple analysis to explain the effect of
attenuator gain and angular speed feedback to the transient response of the system.

4.3. Phenomenon of Instability

Interchange the connections to terminals 1 and 2 of the output potentiometer. Now terminal
1 will be connected to -15V while terminal 2 to +15V. The system now has positive
feedback. Observe that the system is now unstable.

5. DISCUSSIONS

(1) Discuss the points mentioned in 4.1.2.d and 4.1.3.e, and also comment the differences
between open-loop and closed-loop speed control system characteristics in face of
variation in motor load (with constant reference voltage).
(2) Discuss the points mentioned in 4.1.4.d and 4.2.e

ADDITIONAL NOTES ON ATTENUATOR GAIN

(1) Attenuator unit gain of 10 results in K c gain of 0.1

(2) Attenuator unit gain of 6 is results in K c gain of 0.06
(3) The value of K c is the proportional gain in the feedback loop where v a K c e K c v r v
for the case of closed-loop speed control OR v a K c e K c v r v v for the case of
closed-loop position control with the inner angular speed feedback applied

APPENDIX

TABLE 1. Tacho-generator characteristics

Speed (rpm) 400 800 1200 1600 2000

Tacho Outputs (volts)
With speed feedback
Attenuator gain = 10; brake setting = 0

TABLE 2. Open-loop load-speed characteristics

Brake setting 0 2 4 6 8 10
Speed (rpm) 1000
Attenuator gain = 10

TABLE 3. Closed-loop load-speed characteristics

Brake setting 0 2 4 6 8 10
Speed (gain = 3) 1000
Speed (gain = 6) 1000
Speed (gain = 10) 1000

TABLE 4. Transient response of the closed-loop speed control system

Brake 0 Brake 10
Brake setting
Time constant (ms) Time constant (ms)
Gain = 6
Gain = 10
Time constant: time to reach 63.2% of the steady state value from the start of the input step

TABLE 5. Transient response of the closed-loop position control system

Brake With speed feedback Without speed feedback

setting = 5 overshoot settling rise time overshoot settling rise time
(%) time (ms) (ms) (%) time (ms) (ms)
Gain = 6
Gain = 10
Settling time (5%): time for the response to reach and remain in the region of 5% of the
steady state value for the first time. Time is measured from the start of the input step
Rise time: time for the response to reach 90% of the steady state value from the start of the
input step