Lab10a - SERVO TRAINER 1 Basic Tests and Transducer Calibration

ME 413: System Dynamics & Control
Servo Trainer
Trainer (1
(1 )
Basic Tests and Transducer Calibration
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Instructor
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ME 413: System Dynamics and Control Lab Manual
SERVO TRAINER (1)

BASIC TESTS AND TRANSDUCER
CALIBRATION
OBJECTIVES
The objective of this experiment is to calibrate the circuits of the Servo Trainer, namely
the input actuator (motor circuit) and also the output sensors (the speed and angular
position sensors).
1.
INTRODUCTION
A Servo is a small device that has an output shaft. This shaft can be positioned to
specific angular positions by sending the servo a coded signal. As long as the coded
signal exists on the input line, the servo will maintain the angular position of the
shaft. As the coded signal changes, the angular position of the shaft changes. In
practice, servos are used in radio controlled airplanes to position control surfaces like
the elevators and rudders. They are also used in radio controlled cars, puppets, and
of course, robots, Reference [1].
Figure 1
A Futaba S-148 Servo, Reference [1].
Servos are extremely useful in robotics. The motors are small, have built in control
circuitry, and are extremely powerful for their size. A standard servo such as the
Futaba S-148 has 42 oz/inches of torque, which is pretty strong for its size. It also
draws power proportional to the mechanical load. A lightly loaded servo, therefore,
Servo Trainer (1): Basic Tests and Transducer Calibration
doesn't consume much energy. The guts of a servo motor are shown in Figure 2. You
can see the control circuitry, the motor, a set of gears, and the case. You can also
see the 3 wires that connect to the outside world. One is for power (+5volts),
ground, and the white wire is the control wire, Reference [1].
Figure 2
A servo disassembled, Reference [1].
So, how does a servo work? The servo motor has some control circuits and a
potentiometer (a variable resistor, aka pot) that is connected to the output shaft. In
Figure 2, the pot can be seen on the right side of the circuit board. This pot allows
the control circuitry to monitor the current angle of the servo motor. If the shaft is at
the correct angle, then the motor shuts off. If the circuit finds that the angle is not
correct, it will turn the motor the correct direction until the angle is correct. The
output shaft of the servo is capable of traveling somewhere around 180o. Usually, it
is somewhere in the 210o range, but it varies by manufacturer. A normal servo is
used to control an angular motion of between 0o and 180o. A normal servo is
mechanically not capable of turning any farther due to a mechanical stop built on to
the main output gear, Reference [1].
A servo system is one of the most important and widely used forms of control
systems. Any machine or piece of equipment that has rotating parts will contain one
or more servo control systems. The job of the control system may include:
2.
Maintaining the speed of a motor within certain limits, even when load output
of the motor might vary. This is called regulation.
Varying the speed of a motor and load according to an externally set program
of values. This is called set point (or reference) tracking.
SERVO SYSTEM MODELING: SPEED CONTROL SYSTEM
Initially, consider the servo control system with the clutch disengaged. In this
configuration the system is a speed control process which can be represented as
shown in Figure 3.
The system model is determined by relating the torque supplied by the motor
Tm
to
that required to drive the load generator, the flywheel and frictional losses. This can
be expressed by applying Newtons second law
v ( t)
vl (t )
Figure 3
Servo control system: Clutch disengaged
=I
(1)
dt
or
Tm = b + Kl vl + I
where
(2)
dt
is the friction coefficient of rotating components,
the load generator and
Kl
is the gain constant of
in the inertia of the flywheel.
The motor electrical circuit is governed by the equation (Apply Kirshhoof Voltage
Law)
v (t ) = Ri + L
where
v (t )
is the motor input voltage,
the armature inductance,
di
+ vbemf
dt
(3)
is the motor armature resistance,
is the armature current and
vbemf
is
is the motor back emf.
The back emf and the motor torque can be written in terms of the motor constant
K m , thus
vbemf = K m
Tm = K m i
(4)
Combining Equations (2), (3) and (4) by taking Laplace transforms and eliminating
variables yields the transfer function relating the output speed (s ) to the input
voltage V (s ) and the load voltage Vl (s )
(s ) =
Km
K l (sL + R )
(s ) +
V
V (s )
(sI + b ) (sL + R ) + K m2
(sI + b ) (sL + R ) + K m2 l
(5)
The transfer function simplifies if the inductance L of the armature circuit assumed
to be small compared with the inertia of the flywheel. This gives the first order
transfer function
(s )
K m'
K l'
(
)
=
V s +
Vl (s )
s + 1
s + 1
(6)
where
IR
bR + K m2
Km
K m' =
bR + K m2
Kl R
K l' =
bR + K m2
=
(7)
Frequently, we will consider the situation when the servo-control system only has an
inertial load. In this case Vl (s ) = 0 and Equation (6) simplifies to
(s )
3.
K m'
=
V (s )
s + 1
(8)
SERVO SYSTEM MODELING: POSITION CONTROL SYSTEM
With the electric clutch engaged, the gearbox and output position shaft are
connected to the main shaft as shown in Figure 4.
The output shaft position
(s ) , is related to the main shaft velocity (s )
(s ) =
where
(s )
and
(s )
1
(s )
30s
are the Laplace transform of
by
(9)
(t )
and
(t ) ,
respectively.
The constant 30 is associated with the 30:1 reduction in speed through the gearbox.
Note that the addition of the gearbox load will also change the gain and time
constant characteristics of Equations (6), (7) and (8).
Equations (6), (7) and (8) are used together to provide the system model for the
servo-control system dynamics.
Flywheel with inertia, I
Shaft
Bearings
Position
output
shaft
Gearbox
Load
Generator
Angular
Velocity,
Figure 4
4.
30:1
Motor
vl (t )
v (t )
Angular
Position,
Servo control system: Clutch engaged
ACTUATOR AND SENSOR CHARACTERISTICS
When the servo-control system is used as a feedback control system the motor
speed, (s ) , is controlled (or actuated) by adjusting the applied voltage to the
motor drive amplifier, V (s ) . Likewise, the shaft speed and angular position are
sensed by transducers which produce output voltages Y (s ) and Y (s ) which are
proportional to the shaft velocity, (s ) , and position, (s ) , respectively. The
overall system may be represented schematically as shown in Figure 5.
(s )
V(s)
1
3 0s
Y (s)
(s )
Y(s)
Figure 5
Schematic representation of a servo control feedback system.
The motor voltage, v , and the shaft speed, , are related by a steady state
actuator characteristic which assumed to be linear. The velocity sensor and angular
position sensor also have linear characteristics, as shown in Figures 6, 7,and 8.
If
Ki , K
and
are the motor, velocity sensor and angle sensor gain constants
respectively, then
= Ki v
y = K
(10)
y = K
Figure 6
Speed versus motor input voltage.
y
Sl
op
Sensor
output
Shaft
Speed,
Figure 7
Sensor output versus shaft speed.
y
Sl
op
e
Sensor
output
Shaft
position,
Figure 8
Notice that
Ki
Speed versus motor input voltage.
is the steady state gain constant that is equal to the gain
K m'
from
Equation (6), obtained for the modeling part. Taking Laplace Transforms of Equation
(10) and combining the resulted equations with (8) gives the standard first order
system transfer function
Y (s ) =
where
G1
V (s )
s + 1
(11)
G1 = K i K , is the steady state gain for the transfer function from the input
drive voltage,
V (s )
to the sensed shaft position,
relating the input drive voltage,
V (s )
Y (s ) .
The transfer function
to the sensed shaft position,
Y (s )
is
shown in Figure 9.
V(s)
G 1
s + 1
Y(s)
Figure 9
In addition, the sensed output shaft position Y (s ) is related to the sensed velocity
Y (s )
by
Y (s ) =
G2
Y (s )
s
(12)
where
1 K
G 2 =
30 K
(12)
The overall transfer function for the servo-control system can be drawn as in Figure
10 and written thus:
Y (s ) =
V(s)
Figure 10
G1
s + 1
GG
1 2
V (s )
s ( s + 1)
Y (s)
G2
s
(13)
Y (s)
Overall transfer function for the servo control system.
5.
EXPERIMENT
APPARATUS
CE110 Servo Trainer

CE120 Controller
Important Notice
Access is gained to the inertial load of the CE110 servo trainer, by a door to the
rear left of the front panel. When operating the equipment you should ensure
that the selected inertial load is firmly secured by the knurled nut provided and
the access door is firmly closed. The access door has a micro-switch that
prevents the motor turning when the door is open. It is important therefore when
closing the door to ensure the door is firmly shut and the micro-switch is
engaged.
PROCEDURE
Part 1:
Motor Calibration Characteristic
Connections
Connect the equipment as shown in Figure 11(E1.1).
Initial Control settings:

CE 110 Servo Trainer
Clutch disengaged (i.e., position shaft not connected).
Smallest inertial load installed (No additional discs).
Rear access panel firmly closed (Check micro-switch contact is

made).
CE 120 Controller
Potentiometer in center position and reading 0V.
Slowly increase the potentiometer voltage (turning the

potentiometer clockwise) until the motor just starts to run. This
the size of the positive dead-zone for the motor drive amplifier,
enter it into the second row of Table E1.1 provided.
Increase the potentiometer to 1V; record the corresponding

motor speed from the speed display on the CE110 front panel.
Enter your results in Table E1.1.
Steps:
Increase the potentiometer voltage in 1V steps to 10V and

record the corresponding speed in Table E1.1.
Repeat the procedure with negative voltages.
Plot the results from Table E1.1 and Table E1.2.
Repeat the above procedure with the clutch disengaged, and

complete Table E1.2.
Figure 11(E1.1)
10
Important Notice
Avoid running the Servo Trainer at high speed for prolonged periods with the
clutch engaged, as this may cause excessive wear of the gearbox.
Table E1.1 Motor drive calibration

(Clutch Disengaged)
Motor Drive
Voltage (V)
(Positive)
0
Dead-Zone Size
1
2
3
4
5
6
7
8
9
10
Motor Speed
(rpm)
0
0
Motor Drive
Voltage (V)
(Negative)
0
Dead-Zone Size
-1
-2
-3
-4
-5
-6
-7
-8
-9
-10
Motor Speed
(rpm)
0
Table E1.2 Motor drive calibration

(Clutch Engaged)
Motor Drive
Voltage (V)
(Positive)
0
Dead-Zone Size
1
2
3
4
5
6
7
8
9
10
Motor Speed
(rpm)
0
0
Motor Drive
Voltage (V)
(Negative)
0
Dead-Zone Size
-1
-2
-3
-4
-5
-6
-7
-8
-9
-10
Motor Speed
(rpm)
0
11
Part 2:
Speed Sensor Setting
Connections
Connect the equipment as shown in Figure 12(E1.2)
Figure 12(E1.2)

Clutch disengaged.
Rear access panel firmly closed.
12
CE 120 Controller
Potentiometer in center position and reading 0V.
Slowly increase the potentiometer voltage until the speed

sensor reads 1V.
Enter the corresponding speed reading in Table E1.3.
Plot the results from Table E1.3.
Steps:
Repeat the process in steps of 1V for positive and negative

speed sensor reading in the range -9V to +9V.
Table E1.3 Speed Sensor Calibration

(Clutch Disengaged)
Motor Speed
(rpm)
(positive)
Part 3:
Speed Sensor
Output
(V)
1
2
3
4
5
6
7
8
9
Motor Speed
(rpm)
(Negative)
Speed Sensor
Output
(V)
1
2
3
4
5
6
7
8
9
Angular Position Transducer Calibration
Connections
Connect the equipment as shown in Figure 13(E1.3)

Clutch engaged.
Rear access panel firmly closed.
CE 120 Controller
Potentiometer in center position and reading 0V output.
13
Figure 13(E1.3)
Steps:
Slowly increase the potentiometer voltage until the output shaft

begins to turn.
Measure the angular position sensor output at angular

increments of 30o starting at -150o and enter your results in
Table E1.4. (Hint: with the output shaft rotating at a low but
steady speed, disconnect the potentiometer drive input and
position the output shaft at the desired angle by manually
making and breaking the connection to the motor drive).
Plot the results from Table E1.4.
14
Table E1.4 Speed sensor calibration

(Clutch disengaged)
Indicated Angle
( o)
-150
-120
-90
-60
-30
0
30
60
90
120
150
Position Sensor Output

(V)
15
REQUIREMENTS
1. Complete all tables. (i.e., Table E1.1, Table E1.2, Table E1.3, Table E1.4).
2. Plot the characteristic results from all tables (i.e., Table E1.1, Table E1.2,
Table E1.3, and Table E1.4).
3. Are the above characteristic plots linear? If yes find the slope of each one of
them.
4. Comment on the characteristics plots and discuss why the motor drive
characteristic differs with the clutch engaged and disengaged.
References
[1]
[2]
CE110 Servo Trainer Manual, TQ Education and Training Ltd

http://www.seattlerobotics.org/guide/images/servo1.jpg
16
APPENDIX A: CE101 SERVO TRAINER
CE110 Servo Trainer
CE120 Controller
17
18
19
20
1.2
CE110 Servo Trainer
Figure 1.2 The CE110 Servo Trainer
21
22
23
Figure 1.4 The CE120 Controller
24
25
26
27
28
29

Lab10a - SERVO TRAINER 1 Basic Tests and Transducer Calibration

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ME 413: System Dynamics & Control

ME 413: System Dynamics and Control Lab Manual

SERVO TRAINER (1)

A Futaba S-148 Servo, Reference [1].

ME 413: System Dynamics and Control Lab Manual

A servo disassembled, Reference [1].

SERVO SYSTEM MODELING: SPEED CONTROL SYSTEM

Servo Trainer (1): Basic Tests and Transducer Calibration

ME 413: System Dynamics and Control Lab Manual

Servo control system: Clutch disengaged

is the friction coefficient of rotating components,

the load generator and

is the gain constant of

in the inertia of the flywheel.

is the motor input voltage,

the armature inductance,

is the motor armature resistance,

is the armature current and

is the motor back emf.

Servo Trainer (1): Basic Tests and Transducer Calibration

ME 413: System Dynamics and Control Lab Manual

SERVO SYSTEM MODELING: POSITION CONTROL SYSTEM

(s ) , is related to the main shaft velocity (s )

are the Laplace transform of

Servo Trainer (1): Basic Tests and Transducer Calibration

ME 413: System Dynamics and Control Lab Manual

Flywheel with inertia, I

Servo control system: Clutch engaged

ACTUATOR AND SENSOR CHARACTERISTICS

Schematic representation of a servo control feedback system.

Servo Trainer (1): Basic Tests and Transducer Calibration

ME 413: System Dynamics and Control Lab Manual

Speed versus motor input voltage.

Sensor output versus shaft speed.

Servo Trainer (1): Basic Tests and Transducer Calibration

ME 413: System Dynamics and Control Lab Manual

Speed versus motor input voltage.

is the steady state gain constant that is equal to the gain

to the sensed shaft position,

relating the input drive voltage,

The transfer function

to the sensed shaft position,

Servo Trainer (1): Basic Tests and Transducer Calibration

ME 413: System Dynamics and Control Lab Manual

Overall transfer function for the servo control system.

Servo Trainer (1): Basic Tests and Transducer Calibration

ME 413: System Dynamics and Control Lab Manual

CE110 Servo Trainer

Motor Calibration Characteristic

Initial Control settings:

Clutch disengaged (i.e., position shaft not connected).

Smallest inertial load installed (No additional discs).

Rear access panel firmly closed (Check micro-switch contact is

Potentiometer in center position and reading 0V.

Slowly increase the potentiometer voltage (turning the

Increase the potentiometer to 1V; record the corresponding

Enter your results in Table E1.1.

Servo Trainer (1): Basic Tests and Transducer Calibration

ME 413: System Dynamics and Control Lab Manual

Increase the potentiometer voltage in 1V steps to 10V and

Repeat the procedure with negative voltages.

Plot the results from Table E1.1 and Table E1.2.