2 Banh Tu Can Bang
2 Banh Tu Can Bang
2 Banh Tu Can Bang
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Abstract - Self-balancing electric motorcycles have been recently wheeled balancing vehicle is only suitable in small areas such
developed by high-tech corporations to reaffirm their vision of as park, workshop, etc.
“enjoying the freedom of mobility”, i.e. riders will not have to put
The limitations of the two-wheeled balancing vehicle was
their feet on the ground when they stop. A stabilization system
based on Inertia Wheel Pendulum (IWP) is a potential approach
quickly resolved with self-balancing electric motorcycle in
to this new concept motorcycle. The paper focuses on exploring which riders do not have to put their feet on the ground when
effects of design parameters on dynamic performance of IWP. A they stop. In recent years, automotive corporations have
prototype of IWP is implemented. The understanding of IWP is introduced many prototypes of self-balancing electric
validated through simulation results as well as experimental motorcycle, typically from Honda, Lit Motors as demonstrated
results. The findings have shown that the prototype has been in Fig. 2.
capable of self-balancing under a PID control algorithm.
I. INTRODUCTION
a) In 2016 by Lit Motors [2] b) In 2017 by Honda [3]
Nowadays, together with cutting-edge technologies, small
Figure 2. Self-balancing electric motorcycles
electric portable transport devices have been developed.
Figure 1 illustrates I2 SE invented by Segway. This device has
a weight of 48kg, be able to speed up 20km/h, and transports For the self-balancing electric motorcycles, there are three
up to a distance of 34km. The dynamics of the Segway are approaches using steering control, gyroscopic stabilization, or
similar to a classic control problem, the inverted pendulum. It reaction wheel to create the balance required. In these
uses brushless DC electric motors in each wheel powered by methods, a self-balancing bicycle robot with a reaction wheel
lithium-ion batteries with balance achieved using tilt sensors, has the same concept as an inverted pendulum that is also
and gyroscopic sensors. The wheels are driven forward or known as Inertia Wheel Pendulum (IWP). In comparison with
backward as needed to return its pitch to upright. the first two approaches of stabilization, IWP has some
advantages of simple modelling and structure that have
attracted interests from researchers.
* Research supported by R&D funding from Ho Chi Minh City University C. B. Pham is a senior lecturer in Mechatronic engineering at the
of Technology. University of Technology, Vietnam National University Ho Chi Minh City.
Q. K. Ho is a senior student in Mechatronic engineering at the University His research interests are in mechanism design, flexible manufacturing
of Technology, Vietnam National University Ho Chi Minh City. His research systems, robotic systems, and rapid prototyping techniques. (e-mail:
interests are in dynamic and control, programing and mechanism design. (e- [email protected]).
mail: [email protected]).
much explored. In this paper, we mainly focus on studying the 𝑑𝑖𝑎
𝑉𝑚 = 𝑖𝑎 𝑅𝑎 + 𝐿𝑎 + 𝐸𝑏 (1)
effects of pendulum length, wheel mass as well as wheel 𝑑𝑡
O
m2, J2
l2
Figure 4. Structure of a self-balancing electric motorcycle O1
l1 m1, J1
In order to study its dynamic response as well as to θ
implement proper control algorithm to this self-balancing
electric motorcycle, mathematical models of the motor and the
inverted pendulum should be derived.
O x
A. Modeling DC motor
Figure 6. Inertial Wheel Pendulum model
Ra La
+ τ,φ TABLE 1. PARAMETER NOTATIONS OF THE IWP
Symbol Unit Definition
θ rad Angle of pendulum
Vm Eb Motor φ rad Angle of inertia wheel
ia
Inertia moment of pendulum including
J1 kg.m2
_ motor stator
Load Inertia moment of wheel including motor
J2 kg.m2
rotor
Figure 5. DC motor equivalent model
c1 N.m.s/rad Friction factor of pendulum
The equivalent electric circuit of the DC motor and the c2 N.m.s/rad Friction factor of wheel
free-body diagram of the load are shown in Fig. 5. Using m1 kg Mass of pendulum and stator
Kirchhoff’s second law leads to: m2 kg Mass of wheel and rotor
l1 m Length from origin to COG of pendulum III. EVALUATION OF SYSTEM PERFORMANACE
l2 m Length from origin to COG of wheel In this section, the performance of the IWP is explored by
Kb V/(rad/s) Back-emf constant observing its responses when applying step inputs and
changing the value of certain parameters, e.g. l2, J2 and m2.
Kt N.m/A Motor torque constant
The values of the other parameters are kept unchanged as
Ra Ohm Armature winding resistance shown in Table 2.
Mathematical model of IWP is established by Lagrange TABLE 2. COEFFICIENT VALUES IN THE IWP
method. Energy of system consists of kinetic and potential Symbol Value Symbol Value
energy.
J1 0.01186 (kg.m2) l1 0.1053 (m)
Translational kinetic:
1 1 J2 0.0005711 (kg.m2) l2 0.14 (m)
𝑇1 = 𝑚1 (𝑙1 𝜃̇ )2 + 𝑚2 (𝑙2 𝜃̇)2 (6)
2 2 c1 0.04 (N.m.s/rad) Kb 0.0987 (V/(rad/s))
Rotational kinetic:
1 1 c2 0.0001 (N.m.s/rad) Kt 0.0987 (N.m/A)
𝑇2 = 𝐽1 𝜃̇ 2 + 𝐽2 (𝜃̇ + 𝜑̇ )2 (7)
2 2 m1 0.826 (kg) Ra 1.5562 ()
Kinetic energy of the system: m2 0.583 (kg)
𝑇 = 𝑇1 + 𝑇2 (8)
1 1
2 2 ̇ 2 ̇
= (𝑚1 𝑙1 + 𝑚2 𝑙2 + 𝐽1 + 𝐽2 )𝜃 + 𝐽2 𝜃𝜑̇ + 𝐽2 𝜑̇ 2 The nonlinear model of IWP in Eqn. (17) is implemented
2 2
into a Simulink model as illustrated in Fig .7 in which:
Potential energy origin at O. So that, potential energy: The voltage input Vm is the control variable
𝑉 = (𝑚1 𝑙1 + 𝑚2 𝑙2 )𝑔cos(𝜃) (9) The four state variables are 𝜃, 𝜃̇, 𝜑, and 𝜑̇
The output torque is calculated from Eqn. (4)
From equations (8) and (9), Lagrange equation of IWP:
1
𝐿 = 𝑇 − 𝑉 = (𝑚1 𝑙12 + 𝑚2 𝑙22 + 𝐽1 + 𝐽2 )𝜃̇ 2 ..
θ
.
θ θ
2
1
+ 𝐽2 𝜃̇𝜑̇ + 𝐽2 𝜑̇ 2 − (𝑚1 𝑙1 + 𝑚2 𝑙2 )𝑔cos(𝜃) (10) f1(u)
2
Vm
Friction energy:
.. .
1 1 φ φ φ
𝑅 = 𝑐1 𝜃̇ 2 + 𝑐2 𝜑̇ 2 (11) f2(u)
2 2
A. Simulation Results
In normal state, pendulum stable at bottom so to move to b) Responses with initial deviation of -100
upper position, swing up process is controlled by a ON-OFF Figure 19: Dynamic performance of IWP to maintain its upward balance
controller with Vs = 15V as in Fig. 17. Results of swing up and
balance controller are shown in Fig. 18. V. CONCLUSION
Vm (V) This paper has explored the principal to balance the IWP.
It has been found that the pendulum is only activated under the
+Vs acceleration of the wheel. In addition, the effects of pendulum
length, wheel mass as well as wheel inertial moment on
responses of IWP have also been studied. The understanding
. of IWP responses are very helpful to determine the stable
θ (rad/s)
region as well as the motor torque needed to achieve the
-Vs
desired balance. Simple control of PID algorithm has been
successfully implemented to IWP. Future work will be more
Figure 17. Control strategy for swing up process focused on control when the IWP is implemented on self-
balancing electric motorcycles.
ACKNOWLEDGMENT
The authors would like to thank the Faculty of Mechanical
Engineering at Ho Chi Minh City University of Technology
for sponsoring this research program.
REFERENCES
[1] http://www.segway.com/products/professional/segway-i2-se.
[2] http://litmotors.com/
[3] http://www.honda.com/mobility/riding-assist
[4] Mai Thị Thu Hà, Thiết kế, chế tạo và thử nghiệm mô hình xe hai bánh
a) Pendulum angle b) Wheel velocity tự cân bằng, Luận văn thạc sĩ, Thai Nguyen University, 2014.
Figure 18. Real hardware performance for swing up and balance [5] Kiattisin Kanjanawanishkul: LQR and MPC controller design and
comparision for a stationary self-balancing bicycle robot with a reaction
wheel. Kbernetika – volume 51(1), pages 173-191, 2015.
The IWP is able to balance from 100 and enters the steady [6] T.S. Nguyen and T.H. Huynh, Study on a Two-loop Control
state as shown in Fig. 19. Architecture to Balance an Inertia Wheel Pendulum. 3rd National
Foundation for Science and Technology Development Conference on
Information and Computer Science, pages 29-33, 2016.