2009

MultiUtilityRemoteOperated Vehicle

AnkurGupta PankajRao RajatGupta AnuragGoyal

FEASABILITYREPORT TheprojectaimsatDesigningandfabricationofaremotecontrolledmultiutilityvehiclemountedwith acameraforvisualinputs.Theprojectisinspiredfromunmannedmilitaryvehicles.Particularlyfrom thevehiclesdesignedforthepurposeofshootingdownenemies. Themotivationfortheprojectcomesfromthevariedusestowhichthedevicecanbeputto.Someof theusesarelistedbelow: 1. Itcanbemountedwithabombsensoranddiffusertobeusedinremoteplacesandbuildings undersuchthreat.Thepresentdaybombsaredetonatedusingremotesormobilephonesand thusoperateunderthefrequencybandofmobilephones.Thediffusingmechanismconsistsofa frequency detector which identifies the frequency at which the bomb will detonate and jams thesurroundingregionfromthatfrequency.Thenthebombcanbesafelycarriedoutfromthe locationanddiffused. 2. It can be used to detect landmines in a region and then draw a trail which the soldiers can follow safely. In a landmine detection system, ground-penetrating radar scans the surface for
underground objects using pressure sensors and metal detectors. As the path is detected clear then it automatically drops some colored material to mark the safe path.

3. Itcanbeusedtophotographinregionswhichareremoteorinaccessible,fore.g.ifthereisa fault/accidentinthetunneloftrainsorminesthenthisdevicecanbesenttheretoanalyzethe situationandcheckforthesafetylevelforhumanintervention. 4. Itcanbeusedforthepurposeofgeneralsurveillanceinmuseums,banks,campusesetc. Thefeaturesthatdistinguishourmodelfromtheexistingsuchmodelare: 1. 2. 3. 4. Lightweightstructure(max.weight50kg) Easytoassembleanddisassemblesothatitcanbecarriedinpartstodifferentplaces Compactdesign Runningonproperautomotivetransmissionusingalightduty50cctwowheelerenginewhich ensuresthattheprobecanbeusedanywherewherethereisavailabilityoffuel.

Themainobjectivesbehindthedesigningofthearmedvehicleaimedatshootingofenemywere: 1. Toinjuretheenemyandthusreducingthethreatofenemyforthesoldiers 2. Toprovidetheinformationregardingenemyhideoutbyprovidingpicturesandlivevideo ConsideringtheaboveobjectivesmanyarmiesallovertheworldincludingIndianArmyinvestedalotof money and such vehicles were manufactured. On practical grounds several difficulties were faced opposedtotheobjectives.Someofthedifficultiesare: 1. The vehicle could be easily overpowered by the enemy and thus its functionality was not achieved.Thevehicleontheaccountofbeinglightweightcanbeeasilyoverturnedorliftedup andthusthewholepointofusingthedevicewouldfail.

2. Thevehiclecannotbemountedwithapinpointshootingmechanismsincesuchmechanisms haveveryhighrecoilforces.Ithasbeenobservedthatitisverydifficultforevenapracticed persontohitconsecutiveshotsinverycloseproximityasthesystemgetdisturbedduetovery highrecoilforces.Thustogiveprecisioninasmallandlightweightvehicleprovedtobevery difficultandnonfeasible. 3. Generallythebuildingsinwhichtheterroriststakeshelterhaveboobytrapsattheirentrance. Thusthevehiclecaneasilybeknockedoutusingthem. 4. Thedevicecanneverbedesignedinawaythatitaccomplishesitstaskincompletestealth. Thereforeouraimoftakingtheenemybysurpriseafterwatchingvisualinputsisnolonger fulfilled. Fromtheabovediscussionwecanconcludethatthefeasibilityofthesystemthatweaimtodesignlies inthedesignofarobustchassisandquickresponseelectricalsystem. Themainchallengesfacedbyusduringthedesignwere: 1. 2. 3. 4. Limitationonweightandcost Ensuringeaseofmaneuverability Designingofchassisanditsanalysis Quickresponseusingwirelesssystem

Limitationonweightandcost Abalancebetweenweightandcostwasmadebyusingmildsteelhollowpipesfortheconstructionof chassis.Theupperlimitontheweightofchassiswasfixedat10kg.Reducingtheweightfurtherwould haveledtotheuseoflightermateriallikecarbonfiber,compositesbutitwouldhaveincreasedthecost manifold. Thereasonwhywechoseengineoverbatterytorunthevehicleistoincreasethereliability (accessibilityoffuelismuchbetterascomparedtothatofelectricity(forchargingbattery)). Sincethevehicleisengineoperatedthereforechoiceofappropriateenginewascritical.Consideringthe otheraspectsofthevehiclelikespeedlimit(max15km/hr),wehavethreechoicesforenginesthatcan beused: 1. HondaPleasure102cc4strokeengine1315kg 2. BajajKristal80cc4strokeengine10kg 3. 49cc4strokeengine7kg Keepinginmindalltheparametersviz.cost,weight,andreliabilitywedecidedtouseBajajKristal engine. Thefueltankcanhaveacapacityofmaximum1.52liters.

Ensuringeaseofmaneuverability Thevehicleneedstohavetheabilityofeasyhandlingwhichdependsonmechanismofsteeringand wheeldiameter.Toensurethiswehaveusedrackandpinionfourbarsteeringmechanism.Themotion ofthepinionandtheconsequentmotionofwheelscanbepreciselycontrolledusingservomotors. Consideringtheoveralldimensionconstraintonthevehiclewehaveusedtiresofautorickshaw(8 outerdiameterand4innerdiameter). Designingofchassisanditsanalysis

Thechassisabsorbsthereactionsfromthemovementsoftheengineandaxle,receivesthe reactionforcesofthewheelsinaccelerationandbraking,absorbsaerodynamicwindforcesand roadshocks,andabsorbsthemajorenergyofimpactintheeventofanaccident. Thereforeweneedtoprovidegoodsupporttothememberusedtomounttheenginetothe chassis.Thesidebarsusedfortheconnectionofthewheelsshouldbeconnectedtothechassis usingastrongerjointortheymayhavetobeweldedusingastrongermaterial. Hencewedecidedtoconnecttosupportingrodstothebarsrequiredtoconnectthetiresinthe frontofthechassis.Wealsochangedtheangleofinclinationofthebarswiththechassisin2 directionstomakethemstrongerinshear.Inordertostrengthentheenginemountingmember wedecidedtogussetthemembertothechassis.

CHASSISANALYSISREPORT

Chassis

Thechassisformsthemainstructureofthemodernautomobile.Alargenumberofdesigns inpressedsteelframeformaskeletononwhichtheengine,wheels,axleassemblies, transmission,steeringmechanism,brakes,andsuspensionmembersaremounted.During themanufacturingprocessthebodyisflexiblyboltedtothechassis. Thiscombinationofthebodyandframeperformsavarietyoffunctions.Itabsorbsthe reactionsfromthemovementsoftheengineandaxle,receivesthereactionforcesofthe wheelsinaccelerationandbraking,absorbsaerodynamicwindforcesandroadshocks throughthesuspension,andabsorbsthemajorenergyofimpactintheeventofan accident.

Specificationsofourchassis

MaterialSelection
WehavedecidedtouseMILDSTEELasthematerialofourchassis. Thebasicreasonsforthisselectionare: 1. Easilyweldable. 2. Easyavailability.

Dimensionsofthehollowcircularpipes
Outerdiameter:21.3mm Wallthickness:2.3mm

Weight
TheweightofourchassisafteritsdesigningonSolidworkscameouttobearound9.5kgs.

Outerdimensions
Length:700mm Breadth:470mm TestsconductedonANSYSsoftware

Longitudinaltorsiontest Verticalbendingtest Lateralbendingtest Horizontallozenging

ThetestswereconductedonANSYSusingthefollowingspecifications: Elementtype:Pipe Outerdiameter:21.3mm Wallthickness:2.3mm Numberofelementspersinglelinearpipe:1000

LONGITUDINALTORSIONTEST

Whendosuchforcesact?
Torsionloadsresultfromappliedloadsactingononeortwooppositelyopposed cornersofthecar.

OurChassisAnalysis
Wefixedthe4backpointsofourchassis. Themaximummomentthatwecalculatedcanactonourcarcameouttobearound 250Nm. Thiswemodelledasa500Nforceon1frontendanda500Nforceintheopposite directionontheotherfrontend.

1. Thefollowingdeformationscameonourchassis.

2. Thestressdistributionisasfollows:

 3. Thestrainenergyprofileisasfollows:

Conclusions
1. Thedeformationanalysisshowsthatthesidekicksinthefrontofthechassisusedto connectthewheelswillgetdisengagedduetotheappliedforces.Theywillget disconnectedatthejointsandnotwithinthematerial. 2. Takingtheyieldpointofsteeltobearound250Mpa,theminimumfactorofsafety forthistestcomestobearound5.Thisisenoughtosuggestthatourchassiswillnot breakatleastatanypointwithinthematerial.

LATERALBENDINGTEST

Whendosuchforcesact?
1. LateralBendingloadsareinducedintheframeforvariousreasons,suchasroad camber,sidewindforcesandcentrifugalforcescausedduetocornering. 2. Thesidewaysforceswillactalongthelengthofthecarandwillberesistedatthe tires.Thiscausesalateralloadandresistantbending.

OurChassisAnalysis
Wefixedthe4cornerpointsofourcar. Themaximumforcethatcanactwhilecorneringwasestimatedas500N. Weappliedaforceofaround500Nlaterallyonthecaratthemidpointsofthe chassis.

Heresthedeformationanalysis.

 Heresthestressanalysis:

Heresthestrainanalysis:

Conclusions
1. Theresultsofthetestshowthatthechassiswillbeabletosustainthelateral bendingmomentswhilecornering. 2. Thefactorofsafetywasalsoquitehigh(around10). 3. Thememberplacedinthebottomofthechassisformountingtheenginewillhave tobesupportedmoreeffectively.Maybe,acrossbarwillhavetobeconnectedto themembertostrengthenit.

VERTICALBENDINGTEST

Whendosuchforcesact?
Theweightofthedriverandcomponentsmountedtotheframesuchastheengine andotherpartsarecarriedinbendingthroughthecarframe. Thereactionsaretakenupattheaxles.Verticalaccelerationscanraiseorlowerthe magnitudeoftheseforces.

OurChassisAnalysis
Wefixedthe4cornerpointsofourcar. Themaximumweightofourcaristobearound50kg.Thisaccountsfor500Nof verticalforce.Weaddedanother500Ntothisforthepurposeofanalysis.This makesatotalforceof1000N. Wemodelledthisas250Nappliedatfourmiddlepointsofourchassisinthe verticallydownwarddirection. Herestheappliedloadandthereactions:

Thefollowingdeformationscameonourchassis:

Heresthestressanalysis;

Heresthestrainenergydiagram:

Conclusions
1. Thistestalsoshowsthatundertheappliedloadsthemiddlebarusedformounting theenginewillbreakandalsothesidebarsusedfortheattachmentofwheelswill breakofffromthechassis. 2. Takingtheyieldpointofsteeltobearound250Mpa,theminimumfactorofsafety forthistestcomestobearound6.Thisisenoughtosuggestthatourchassiswillnot breakatleastatanypointwithinthematerial. 3. Thistestalsoemphasisestheneedforstrengtheningthejointsofthewheel attachmentsandprovidinggoodsupportfortheenginemount.

HORIZONTALLOZENGING

Whendosuchforcesact?

Forwardandbackwardforcesappliedatoppositewheelscausesuchdeformations. Theseforcesmaybecausedbyverticalvariationsintheroadorthereactionfrom theroadlikeduetothepresenceofspeedbreakerspitsetc. Theseforcestendtodistorttheframeintoaparallelogramasshowninthefigure.

OurChassisAnalysis

Forthisanalysiswefixedonecompletesideofourchassisandthenappliedforcesin asingledirectionontheoppositesideofthechassis. Weappliedaforceofaround1000Nintheforwarddirectionontherightofour chassis.

Heresthedeformationanalysis:

Thestressanalysisonthechassisisasfollows:

Thestrainenergydiagramisasfollows:

Conclusions
1. Thistestalsoshowsthatundertheappliedloadsthemiddlebarusedformounting theenginewillbreakandalsothesidebarsusedfortheattachmentofwheelswill breakofffromthechassis. 2. Themaximumstressactingonthechassisatanypointis80MPa.So,accordinglythe minimumfactorofsafetyforourchassiscomesouttobearound3.Thisisalso acceptable.

Overallconclusionofthetests
Weneedtoprovidegoodsupporttothememberusedtomounttheenginetothe chassis. Thesidebarsusedfortheconnectionofthewheelsshouldbeconnectedtothe chassisusingastrongerjointortheymayhavetobeweldedusingastronger material.

Solutiontotheproblem
Wedecidedtoconnecttosupportingrodstothebarsrequiredtoconnectthetyres inthefrontofthechassis Wealsochangedtheangleofinclinationofthebarswiththechassisin2directions tomakethemstrongerinshear. Inordertostrengthentheenginemountingmemberwedecidedtogussetthe membertothechassis.Gussetingisdescribedasfollows: Atriangularmetalbracketusedtostrengthenajoint.

Therevisedchassislookslikethefollowing:

Thefollowingaretheresultsforthevarioustestsonthenewchassis: 1.Longitudinaltorsiontest Deformationanalysis:

Stressanalysis:

Strainanalysis:

Observations:
2. Themaximumstressincreasedascomparedtothepreviouscaseincreased.Thiswas

expectedastherewasnobreakageinthiscase.
3. Theminimumfactorofsafetystillremainedabove3. 4. Themaximumstrainenergyalsoincreasedbecausenoenergywaswastedin

breakingthememberoffasinthepreviouscase.

2. Lateralbendingtest
Loadsandthesolution:

Deformationanalysis:

Stressanalysis:

Strainanalysis:

Observations:
1. Themaximumstressincreasedascomparedtothepreviouscaseincreased.Thiswas

expectedastherewasalsonobreakageinthiscase.

3. Horizontallozenging
Loadsandthesolution:

Deformationanalysis:

Stressanalysis:

Strainanalysis:

Observations:
1. Themaximumstressdecreasedascomparedtothepreviouscaseduetothebetter

designofthejoints.

4. Verticalbendingtest
Deformationanalysis:

Stressanalysis:

Strainanalysis:

Observations:
2. Theanalysisforthistypeofloadremainedalmostthesamebecausethesidebars usedtoconnectthewheelswerefixedanddidnotgetaffectedbytheverticalloads inthemiddle.

ENGINEREPORT

The UGV as envisioned by the team could be used for a variety of applications including military and civilian operations and hence a suitable power source had to be selected. A servocontrolledmotorwhichiswidelyusedinsuchsmallvehicleswasthoughtofinitiallyas aconvenientoptionintermsofdesignchallengesandelectricsignalprocessing. But the need for a more robust design for military applications and the unavailability of battery power in remote areas called for a small displacement volume, petrol powered internalcombustionengine.Theaddeddesigncomplicationsofintake,exhaust,drivetrain, fueltankandmechanicalbrakinghadbetakenintoconsiderationaccordingly. Theselectioncriterionforengineisbasedonthefollowingfunctionalrequirements: IntheinitialphasetheUGVisexpectedtooperateonsmoothsurfacesasinhomes orbuildings. Thetotalloadismainlythatofthechassis,wheels,fueltank,batteryforsensorsand controlmotors,asmallareaweapon(ifapplicable),andtheengineitself.Thetotal weightoftheUGVisprojectedtobearound50kg. Electricstartswithpullstartbackupforconvenientremotecontrolledoperations. A continuously variable transmission, completely eliminating the need for an additionalgearboxandgearshiftingmechanism. Speed is not a concern with the vehicle and the maximum operating speed is expectedtobearound20kph. Incaseofmilitaryoperationstheenginehastobenoiselessforstealthpurposes. Thevehiclehastobeeasytoassembleandeconomicalindesign.

Keepinginmindalltheabovefactorsa50ccmoderatepowerenginetypicallyusedinsmall gearlessbikeswasfinallyzeroedin. Thespecificationsofsuchatypicalengineis: 1)Enginemodel:YB139QMB 2)Enginetype:singlecylinder,Aircooled,4stroke 3)Borexstroke:39.0x41.5mm 4)Displacement:50ml 5)Ignition:CDI 6)Lubrication:pressurespray 6)Max.Power:2.5kW/7,000rpm 8)Max.Torque:3.4N.m/7,000rpm 9)Compressionratio:100.5:1 10)Startingmethod:electric/kick 11)Max.Noise:70.5dB 12)Clutch:wettype,multiplate 13)TransmissionType:Automatic(C.V.Tsystem)

14)StartSystem:ElectricStart/PullStartbackup 15)Ignition:C.D.I 16)MaxSpeed(MPH):20+(DependingonWeightandRoadConditions)

ENGINEMOUNTING: Theengineismountedonthechassisthroughfourmountingpointsprovidedontheengine. Itisfirmlysecuredwithfouralloysteelbolts. TRANSMISSION: A transmission or gearbox provides speed and torque conversions from a rotating power source to another device using gear ratios. In automobiles the transmission adapts the outputoftheinternalcombustionenginetothedrivewheels.Theengineneedstooperate at a relatively high rotational speed, which is inappropriate for starting, stopping, and slowertravel.Thetransmissionreducesthehigherenginespeedtotheslowerwheelspeed, increasingtorqueintheprocess.Themajortypesoftransmissionusedare: Manual Nonsynchronous Automatic Semiautomatic

CONTINOUSLYVARIABLETRASMISSION(CVT): Acontinuouslyvariabletransmission(CVT)isanautomatictransmissionwhichcanchange steplessly through an infinite number of effective gear ratios between maximum and

minimumvalues.Thiscontrastswithothermechanicaltransmissionsthatonlyallowafew differentdistinctgearratiostobeselected.TheflexibilityofaCVTallowsthedrivingshaftto maintainaconstantangularvelocityoverarangeofoutputvelocities.

ADVANTAGESOFUSINGCVT The main advantage of CVTs s that they allow an engine to run at its ideal RPM regardless of the speed of the vehicle. This maximizes fuel economy and reduces emissions. Alternatively the CVT can be setup to maximise performance and maintaintheengineRPMatthelevelofpeakpowerratherthanefficiency. Additionally it completely eliminates the need for additional gearbox which would addtothetotalweightofthevehicle.Alsoiteliminatedtheneedforamechanical gearshiftingmechanismdrivenbymotorsandcontrolledremotely.

FUELTANK,INTAKE,EXHAUST Thefueltankusedismadeofthermoplasticwithacapacityof2litres.

 (fueltankmodelledinSolidWorks) Theintakeandexhaustpipesaremadeupfromaluminiumsheetssupportedon thechassiswithmetalstripsupports.

(exhaustmodelledinSolidWorks) MUFFLERSFORNOISELESSOPERATION Mufflersaretypicallyinstalledalongtheexhaustpipeaspartoftheexhaustsystemofan internal combustion engine (of a vehicle, or stationary) to reduce its exhaust noise. The muffler accomplishes this with a resonating chamber, which is specifically tuned to cause destructive interference, where opposite sound waves cancel each other out. Catalytic converters also often have a muffling effect. The effect is mainly generated largely by restriction,ratherthanbycancellation.

BRAKES

Therearetwotypesofbrakingmechanisms: 1. DRUMBRAKES

Themechanisminvolvedindrumbrakesisclearlydepictedinthefollowingdiagram:

Themechanismconsistsofbrakingshoeswhichrubagainsttherotatingdrumwhenbrakesare actuated.Thedrumrotateswiththewheels.Whenthebrakeleverispressedtheactuatorpushesthe brakepadsoutwardstorubagainstthedrumandthusthemechanicalenergy(kinetic)isdissipatedas heatduetofriction Disadvantages:Bulkyassembly,frequentservicingoftheshoeisrequired,inaccuracyincreaseswith timebecauseofwearingoftheinnersurfaceofdrum,thediameterofdrumincreases

2. DISKBRAKE

Diskbrakesprovidethemostreliablebrakingmechanismandhencewehaveuseddiskbrakesin ourvehicle. ThemechanismisbasedonPascalsLawofhydrostaticpressure,whichstatesthatthestatic pressureattwodifferentpointsofafluidatsamelevel,issame.Whenwepressthebrakelever withsomeforce,attheleverendtheareaofplateissmallcomparedtotheplateusedatthe outletortheotherend,theforceattheotherendgetmagnifiedbytheratioofareas. Mathematicallyexpressing: A1<A2; P1=P2 =>F1/A1=F2/A2 =>F2=(A2/A1)*F1 WhereA2/A1=k Generallyk=9~10 ThusF2~10*F1

 TheforceF2actsonthebrakepadsandrubsagainsttherotorwhichismountedontheaxleofwheel. Thebrakepadsaremountedoncaliperswhichcanbeoftwotypes. 1. Floating:thepictureshownabovegivesthearrangementoffloatingtypecalipers.Much cheapercomparedtononfloatingtypealthoughwecompensateonforce. 2. Nonfloating:bothcalipersarefixedandareattachedtothecylinderdirectly. Theventilationslots(ref.diag3)areprovidedforcooling(throughairflow)purposeandeffective dissipationofheatgeneratedduetofriction. Theworkingfluidcanbeglycoletherbasedormineraloilorsiliconebasedfluid.Watercannotbeused becausetheheatgeneratedwillevaporatewaterandsteambeingcompressiblewillnotcreatethe requiredforce. Materialusedforcalipers:Magnesium(worst),Aluminum,CastIron,steel(best) Infloatingtypecalipersthestrengthofthematerialhastobehigh.Thuswehavetouseeithercastiron orsteel. Advantages: 1. Onlythepadsneedtobetakenoutduringrepairunlikethecaseofdrumbrakeswherethe wholeassemblyneedstobeopenedup 2. Largeforceisgeneratedandthusshorterdistancetraveledduringbraking 3. Singleassemblytakescareofboththewheels(movingat20km/h)mountedonsameaxle FailuresandFaults: 1. Caliperpadswearoutandthushavetobechangedrepeatedly 2. Ifbychancetheworkingfluidspillsoutthenthewholefunctionalityisdisrupted

STEERINGREPORT

Steeringisafundamentalandveryimportantaspectofdesigninganyvehicle.Agoodsteering mechanismensureseasymaneuverabilityandcontroloverthemotionofthevehicle.Thecommon aspectofalltypesofmechanismsisthattherotatingmotionofsteeringwheelortheaxlegets convertedtolinearmotionattheshaftsconnectingthewheels. Whenacarturnsboththewheels(front)donotpointinthesamedirection.Forasmoothturneach wheelmustfollowadifferentcircle.

Therearebasicallytwotypesofsteeringmechanisms: 1. Recirculatingballsteering Themechanismisconsistsofawormgearandwheel.Itismostlyusedinheavyvehiclesand SUVs.

2. Rackandpinionmechanism Itthemostcommonandacceptedsteeringmechanismandiswidelyusedincarsandsmall trucks. Advantages: a.Simpletomanufacture b.Economicaltomanufacture c.Easytooperate d.Compact

e.Easytolimitsteeringangle f.Tierodscanbejoineddirectlytothesteeringrack

Therackandpinionmechanismconvertstherotarymotionoftheaxletolinearmotionofrack. Arackandpiniongearsetisenclosedinametaltube,witheachendoftherackprotrudingfrom thetube.Arod,calledatierod,connectstoeachendoftherack.Thepiniongearisattachedto thesteeringshaft.Whenyouturnthesteeringwheel,thegearspins,movingtherack.Thetierod inturn,turnsthewheels.

Therackandpinionmechanismalsoprovidesagearreductionmakingiteasiertoturnthewheels. Thesteeringratioistheratioofhowfaryouturnthesteeringwheeltohowfarthewheelsturn.For instance,ifonecompleterevolution(360degrees)ofthesteeringwheelresultsinthewheelsof thecarturning20degrees,thenthesteeringratiois360dividedby20,or18:1.Ahigherratio meansthatyouhavetoturnthesteeringwheelmoretogetthewheelstoturnagivendistance. However,lesseffortisrequiredbecauseofthehighergearratio. Themechanismthatwehaveusedinourvehicleisbasedonrackandpinionmechanism.Therack andpinionarrangementformsthefloatinglinkofafourbarmechanism.Thepinionaxleisdriven byaservomotorwhichcanbecontrolledpreciselytoanyextentofrotation.

ElectricalPartsand Mechanisms

ELECTRICALPARTSANDCONTROL Theelectricalpartshavebeendividedintotwomajorcomponentsviz.Cameraandmotors toactuatevariouspartslikebrakes,steeringandaccelerator. MOTORS Motorsarethemainactuatingcomponentsforvariousparts.Nowthevehiclecontroland actuationneedstobeaccurateandforthatpurposewehaveusedservomotors.Aservo motorisamotorwiththecapabilityofsensoryfeedbackforaccurategenerationofcomplex motionsconsistingofmechanicalandelectroniccomponents. Themainmechanicalcomponentsaretherotorandthestator.Theelectricalcomponents include the circuitry for power transmission and commutation. Electronic components includethoseneededforsensinge.g.opticalencoderfordisplacementandtachometerfor speedsensing. CONTROLOFSERVODCMOTORS Bothspeedandtorqueofadcmotormayhavetobecontrolledforproperperformanceina given application of a DC motor. By using proper winding arrangements DC motor can be operatedoverawiderangeofspeedsandtorques.Becauseofthisadaptability,DCmotors areparticularlysuitableasvariabledriveactuators. Vast majority of servo motors are DC motors with feedback control of motion. A servo controlisessentiallyamotioncontrolproblemwhichinvolvesthecontrolofposition,speed and hence their feedback. To require torque control, directly or indirectly, they usually requiremoresophisticatedsensingandcontroltechniques. Control of a DC motor is accomplished either by controlling the stator field flux or the armatureflux.Hencethetwomethodsofcontrolare: 1. Armaturecontrol 2. Fieldcontrol Inarmaturecontrol,thefieldcurrentinthestatorcircuitiskeptconstantandtheinput voltagetotherotorcircuitisvariedinordertoachieveadesiredperformance.Sincethe rotorvoltagedirectlydeterminesthemotorbacke.m.f.,afterallowanceismadeforthe impedance drop due to resistance and leakage inductance of the armature circuit, it follows that armature control is suitable for speed manipulation over a wide range of speeds.Themotortorquecanbekeptconstantbysimplykeepingthearmaturecurrent constant. Infieldcontrol,thearmaturevoltageandcurrentarekeptconstantandinputvoltageto the field circuit is varied. We know that since the armature current is constant, the torquewillinproportiontothefieldcurrent.Also,asthearmaturevoltageisconstant,

thebacke.m.fwillalsonotchange.Thusasfieldvoltageisincreasedthemotortorque increases and the speed decreases so that the output power remains constant. Thus, field control is suitable for constant power drives under varying torquespeed conditions. Transmittedtorque(T) Armaturecurrent Drive Servo DCmotor Amplifier controller Tachometer Speed

Torquesensor

Load

Position Encoder ADCSERVOMOTORSYSTEM Velocityandtorquefeedbackcontrol Velocityfeedbackisusefulincontrollingthemotorspeed.Motorspeedissensedusinga device like tachometer or an optical encoder and is fed back to the controller, which compareditwiththedesiredspeedandtheerrorisusedtocorrectthedeviation. PID(proportionalintegralandderivative)controllerandSMC(slidingmodecontroller) areusedforthispurpose. PIDcontroller Aproportionalintegralderivative controller(PID controller) is a genericcontrol loopfeedback mechanism(controller) widely used in industrialcontrol systems. A PID controller calculates an error value as the difference between a measuredprocess variableandadesiredset point.Thecontrollerattemptstominimizetheerrorbyadjusting theprocesscontrolinputs.ThePIDcontrolleralgorithminvolvesthreeseparateparameters; theproportional, theintegralandderivativevalues. Theproportionalvalue determines the reactiontothecurrenterror,theintegralvaluedeterminesthereactionbasedonthesum of recent errors, and thederivativevalue determines the reaction based on the rate at which the error has been changing. The weighted sum of these three actions is used to

adjusttheprocessviaacontrolelementsuchasthepositionofacontrolvalveorthepower supplyofaheatingelement. By tuning the three constants in the PID controller algorithm, the controller can provide control action designed for specific process requirements. The response of the controller canbedescribedintermsoftheresponsivenessofthecontrollertoanerror,thedegreeto which the controller overshoots the set point and the degree of system oscillation. Some applications may require using only one or two modes to provide the appropriate system control. This is achieved by setting the gain of undesired control outputs to zero. A PID controllerwillbecalledaPI,PD,P orIcontrollerintheabsenceoftherespectivecontrol actions.PI controllersare particularly common, since derivative action is very sensitive to measurement noise, and the absence of an integral value may prevent the system from reachingitstargetvalueduetothecontrolaction.

SLIDINGMODECONTROL Sliding mode control, orSMC, is a form ofvariable structure control(VSC). It is anonlinear controlmethod that alters thedynamicsof anonlinear systemby applicationofahighfrequencyswitchingcontrol.Thestatefeedbackcontrollawisnot acontinuous functionof time. Instead, it switches from one continuous structure to anotherbasedonthecurrentpositioninthestatespace.Hence,slidingmodecontrolis avariablestructurecontrolmethod.Themultiplecontrolstructuresaredesignedsothat trajectories always move toward a switching condition, and so the ultimate trajectory will not exist entirely within one control structure. Instead, the ultimate trajectory willslidealongtheboundariesofthecontrolstructures.Themotionofthesystemasit

slides along these boundaries is called asliding mode and the geometricallocusconsistingoftheboundariesiscalledthesliding(hyper)surface. CAMERA Thecameramustbesmallinsizesothatithastherequiredfeatureofstealth.Alsothe wireless frequency atwhich it operates should be above the generally used frequency bands so that its output cannot be intercepted. The battery backup should be large enough so that it works for a longer duration. Also the camera resolution should be goodenoughforsurveillance. Thespecificationsofthecamerathatwechoseare:
Cameraandtransmitterweight:9grams Cameraandtransmittersize:15mmx22mmx32mm WirelessTransmissionRange:150M(450FEET),LineOfSight 2.4GHzMicroTransmitterw/ColourCMOSCamera HighGain2.4GHzVideoreceiver