Servomechanism for steering of antenna

One of the earliest applications of radar tracking was for anti-aircraft fire control, first with guns and later
with missiles. Today many civilian applications exist as well, such as satellite tracking radars, navigation-
aiding radars etc.

The radar scene include the radar itself, a target, and the transmitted wave form that travels to the target
and back, information about the targets spatial position is first obtained by measuring the changes in
the back scattered wave-form relative to the transmitted waveform. The time shift provides information
about the targets range, the frequency shift provides information about the target radials velocity, and
the received voltage magnitude and phase provide information about the targets angle

In the typical radar application, it is necessary to point the radar antenna toward the target and follow its
movements. The radars sensor detects the error between the antenna axis and the target, and directs
the antenna to follow the target. The servomechanism for steering the antenna in response to
commands from radar sensor is considered here. The antenna is designed for two independent angular
motions, one about the vertical axis in which the azimuth angle is varied, and the other about the
horizontal axis in which the elevation angle is varied. The servomechanism for steering the antenna is
described by two controlled variables-the azimuth angle and the elevation angle , of the target. The
feedback control problem involves error self-nulling under conditions of disturbances beyond our
control (such as wind power)

The control system for steering of antenna can be treated as two independent system-the azimuth-angle
Servomechanism and the elevation-angle servo mechanism. This is because the interaction effect are
usually small. The operational diagram of the azimuth-angle servomechanism is shown in fig.1.15. the
steering command from the radar sensor which corresponds to the target azimuth angle is compared
with the azimuth angle of the antenna axis. The occurrence of the azimuth angle error causes an error
signal to pass through the amplifier, which increases the angular velocity of the servomotor in a direction
towards an error reduction. In the scheme of fig 1.15. the measurement and processing of signals
(calculation of control signal) is digital in nature and is based on proportional control logic. Figure 1.16a
gives the function diagram of the control system. A simple model of the load (antenna) on the motor is
shown in fig 1.16b. the moment of inertia j and the viscous firction coefficient are the parameters of
the assumed model. The nominal load is included the plant model of the control design. The main
disturbance input is the deviation of the load from the nominal estimated value as the result of
uncertainty in our estimate, effect of wind power, etc.

In the tracking system of fig 1.16a, the occurrence of error causes the motor to the rotate in a direction
favouring the dissolution of error. Note that the components of our system cannot respond
instantancously since any real world system cannot go from one energy level to another in zero time.
Thus, in any real world system there is some kind of dynamic lagging behavior between the input and
the output. In the servo system of fig 1.16a, the control action on the occurrence of the deviation of the
controlled output from the desired value (occurrence of error ) will be delayed by cumulative dynamic
lags of the shaft angle encoder, digital computer and digital to analog converter, power amplifier and the
servomotor with load. Eventually, however, the trend of the controlled variable deviation from the
desired value will be reserved by the action of the amplifier output on the rotation of the motor,
returning the controlled variable towards the desired value. Now, if a strong correction (high amplifier
gain) is applied (which is desirable from the point of view of control system performance ,e.g, strong
correction improves the speed of response. The controlled variable overshoots the desired value (the
run-out of the motor towards an error with the opposite rotation), causing a reversal in the algebraic
sign of the system error. Unfortunately, because of system dynamic lags, a reversal of correction does not
occur immediately and the amplifier output (acting on old information) is now actually driving the
controlled variable in the same direction as it is already going, rather than opposing its excursions,
leading to the a larger deviation. Eventually, the reversed does cause a reversed correction but the
controlled variable overshoots the desire value in the opposite direction and the correction is again in
the wrong direction. The controlled variable is thus driven alternatively in the opposite direction before
it settles to an equilibrium condition. This oscillatory state is unacceptable as the behaviour of the
antenna steering servomechanism. The considerable amplifier gain, which is necessary if the high
accuracies are to be obtained, aggravates the described unfavourable phenomenon.

The occurrence of these oscillatory effects can be controlled by the application of special compensation
feedback. When a signal proportional to motors angular velocity (called the rate signal) is subtracted
from the error signal (fig 1.16c) the braking process starts sooner before the error reaches a zero value.
The loop within a loop(velocity feedback system embedded within a position feedback system)
configuration utilized in this application is a classical scheme called cascade control in the process field
and minor-loop feedback (or state variable feedback ) in servomechanisms.
Open loop-Servomechanism untuk kemudi antena
Salah satu aplikasi awal pelacakan radar adalah untuk pengendalian kebakaran anti-pesawat, pertama
dengan senjata dan kemudian dengan rudal. Saat ini banyak aplikasi sipil ada juga, seperti radar
pelacakan satelit, navigasi membantu radar dll
Adegan radar termasuk radar itu sendiri, target, dan bentuk gelombang yang ditransmisikan melalui
perjalanan ke target dan kembali dengan informasi tentang posisi spasial target pertama diperoleh
dengan mengukur perubahan dalam bentuk gelombang yang kembali tersebar secara relatif terhadap
gelombang yang ditransmisikan. Waktu pergeseran menyediakan informasi tentang berbagai target,
pergeseran frekuensi memberikan informasi tentang kecepatan radial target, dan besarnya tegangan
yang diterima dan fase memberikan informasi tentang sudut target .
Dalam aplikasi radar yang khas, maka perlu untuk menunjukkan antena radar ke arah target dan
mengikuti gerakannya. Radar sensor mendeteksi kesalahan antara sumbu antena dan target, dan
mengarahkan antena untuk mengikuti target. Servomechanism berfungsi untuk mengarahkan antena
dalam menanggapi perintah dari sensor radar. Antena yang dirancang untuk dua gerakan sudut bebas ,
satu tentang sumbu vertikal di mana sudut azimuth bervariasi, dan yang lainnya tentang sumbu
horisontal di mana sudut elevasi bervariasi. Servomechanism juga berfungsi untuk mengarahkan
antenna yang digambarkan oleh dua variable control sudut azimuth dan sudut elevasi dari target.
Masalah kontrol umpan balik melibatkan kesalahan diri nulling dalam kondisi gangguan di luar kendali
kita (seperti tenaga angin)
Sistem kontrol kemudi untuk antena dapat diperlakukan sebagai dua sistem bebas. Servomechanism
azimuth-angle dan mekanisme elevasi sudut servo. Hal ini karena efek interaksi biasanya kecil. Diagram
operasional sudut servomechanism azimuth ditampilkan dalam fig.1.15. perintah kemudi dari sensor
radar yang sesuai dengan sudut azimuth sasaran dibandingkan dengan sudut azimut dari sumbu antena.
Terjadinya kesalahan sudut azimuth menyebabkan sinyal kesalahan untuk melewati amplifier, yang
meningkatkan kecepatan sudut dari servomotor dalam arah menuju pengurangan kesalahan. Dalam
skema arah 1,15. pengukuran dan pengolahan sinyal (perhitungan sinyal kontrol) adalah digital di alam
dan didasarkan pada proporsional logic control. Gambar 1.16a memberikan diagram fungsi sistem
kontrol. Sebuah model sederhana dari beban (antena) pada motor ditampilkan dalam 1.16b. Momen
inersia j dan kental koefisien firction diasumsikan parameter dari model . Beban nominal termasuk
model tanaman desain kontrol. Input gangguan utama adalah deviasi dari beban dari estimasi nilai
nominal sebagai hasil dari ketidakpastian dalam perkiraan kami, pengaruh tenaga angin, dll
Dalam sistem pelacakan ara 1.16a, terjadinya kesalahan sehingga menyebabkan motor untuk memutar
dalam arah dapat mendukung pembubaran kesalahan. Perhatikan bahwa komponen dari sistem kami
tidak bisa menanggapi secara instant karena dalam sistem dunia nyata energi tidak bisa pergi dari satu
tingkat ke tingkat yang lain dalam waktu nol. Dengan demikian, dalam sistem dunia nyata ada beberapa
jenis perilaku lagging dinamis antara input dan output. Dalam sistem servo ara 1.16a, aksi kontrol pada
terjadinya penyimpangan output dikendalikan dari nilai yang diinginkan (terjadinya error) akan ditunda
oleh kelambanan dinamis kumulatif encoder sudut poros, komputer digital dan digital ke analog
converter, power amplifier dan servomotor dengan beban. Akhirnya, bagaimanapun juga tren deviasi
variabel dikendalikan dari nilai yang diinginkan akan disediakan oleh aksi keluaran penguat pada putaran
motor,di kembalikan oleh controlled variable terhadap nilai yang diinginkan. Sekarang, jika koreksi yang
kuat (gain amplifier yang tinggi) diterapkan (yang diinginkan dari sudut pandang kinerja sistem kontrol,
misalnya, koreksi yang kuat meningkatkan kecepatan respon. Variabel kendali lampaui nilai yang
diinginkan (yang "run-out "motor terhadap kesalahan dengan rotasi berlawanan), menyebabkan
pembalikan dalam tanda aljabar dari kesalahan sistem. Sayangnya, karena sistem kelambatan dinamis,
pembalikan koreksi tidak terjadi segera dan output amplifier (bertindak lama atas Informasi) kini benar-
benar mengemudikan controlled variable dalam arah yang sama seperti yang sudah terjadi, daripada
menentang kunjungan nya, yang mengarah ke penyimpangan yang lebih besar. Akhirnya, variable kendali
terbalik sehingga tidak menyebabkan koreksi terbalik tetapi variabel yang dikontrol sehingga dapat
melampaui nilai keinginan dalam arah yang berlawanan dan koreksi lagi ke arah yang salah. Dengan
demikian dorongan alternatif dalam arah yang berlawanan sebelum mengendap ke kondisi ekuilibrium
ini tidak dapat diterima sebagai perilaku servomechanism antena kemudi. Penguat yang cukup
menguntungkan diperlukan jika akurasi tinggi tetapi akan memperburuk fenomena yang tidak
menguntungkan.
Terjadinya efek osilasi dapat dikontrol oleh aplikasi umpan balik yang berkompensasi khusus. Ketika
sinyal sebanding dengan kecepatan sudut motor (disebut sinyal rate) dikurangi dari sinyal kesalahan
(gambar 1.16c) proses pengereman dimulai lebih cepat sebelum kesalahan mencapai nilai nol. The "loop
dalam loop" (sistem umpan balik kecepatan tertanam dalam sistem umpan balik posisi) konfigurasi yang
digunakan dalam aplikasi ini adalah skema klasik disebut kontrol cascade di bidang proses kecil-umpan
balik (atau negara umpan balik variabel) dalam servomechanisms.
The system to be controlled has 2 inputs (steering and acceleration/braking) and 2 controlled outputs
(heading and speed). The two command inputs are the direction of highway and speed limits with traffic
signal. A block diagram of this inputs, two outputs is shown in fig 1.17

System with more than one controlled outputs and command inputs are called multivariable or multi
input , multi output (MIMO) System. On the other hand, in single input, single output (SISO) system, are
single output are controlled by single input. In multivariable system, an input that is meant to control a
particular output, also affects the other controlled outputs. This conpling is called interaction.

The automobile driving system is a MIMO system. We can decouple the system into 2 system for the
purpose of design because the interaction is negligible. Steering control affect the heading and not
speed and accelerator control affect the speed and not the heading. However braking of the vehicle for
speed control decrease the side forces at the type road interface for directional control and with locked
wheels the directional control is completely lost. If we consider the vehicle heading control system as a
decouple SISO system with no interaction with vehicle speed control system.

The command inputs for an automobile on the road cannot be constant set points. These inputs depend
on the traffic and road condition and vary in an uncontrolled manner. The actual signal input to the
system are derived by the driver from the actual road and traffic condition. The human operator
subsystem will therefore be a components in the overall control system of the automobile as shown in
fig 1.17. the desire course and speed are compared with a measurement of the actual course and speed
in order to generate measurement of the error. The human operator then control the manipulated
variables (steering wheel position, accelerator/ brake position) in a manner (control logic) which reduces
the absolute error.

Comparison of fig 1.17 gives many common features of the two closed loop system. However the two
system differ clearly in one aspect. In fig 1.17 both the feedback of the controlled outputs (actual course
and speed of travel) and the control action (rotation of steering wheel and acceleration/braking) take
place through the human operator. In fig 1.16 human operator has been replaced by automatic error
detecting and correcting devices ; both the feedback of the controlled output(actual water level of the
tank) and the correcting action (control of the valve position) take place without the need of the hman
operator. Such system, therefore are automatic close loop control system. The system with human
operator include into the closed loop are man machine control system.