基于改进PSO算法的横动伺服控制系统PID参数优化

针对横动伺服控制系统的位置控制器PID参数优化问题,设计了改进粒子群算法,成功实现了参数优化。设计了改进粒子群算法及其PID参数优化原理;在已知系统传递函数的基础上,利用Z-N法进行参数初求解;利用改进粒子群算法对初解进行参数寻优,并将优化前后的系统进行动态性能对比,结果表明:优化后的高阶非线性系统动态性能更好,响应速度更快,调节时间更短。

升降横移式立体停车库横移系统关键部件设计研究

针对升降横移式立体车库,对其横移传动系统进行详细的分析,并提出各部件的设计和选择方法,进而为升降横移式立体停车库的整体设计和施工奠定基础,为后续安全检查提供依据。

RF MEMS switches based on thermal actuator

A new switching circuit is presented for the application in the frequency range of 0 to 8 GHz. This switch is electro-thermally actuated and exhibits high radio frequency （RF） performance due to its lateral contact mechanism, It composes of electroplated nickel and silicon nitride as structural materials. The isolation between bias and signal ports is realized by using silicon nitride. In the case of a small deformation, the relation between the displacement of the vertex and the pre-bending angle is analyzed. The metal contact is realized by in-plane motion and sidewall connection. The switches were fabricated using the MetalMUMPs process from MEMSCAP. The RF testing results show that the switch has a low insertion loss of 0. 9 dB at 8 GHz and a high isolation of 30 dB below 8 GHz.

顶级卷装质量源于创新工艺设计

在德国慕尼黑ITMA2007欧洲国际纺机展览会上,欧瑞康赐来福就展出了用于自动络筒机的创新PreciFX技术。瑞士的Hermann公司是首家在商品交易会上直接购买配有新型纱线横动系统PreciFX的Autorconer5络筒机的棉纺厂。目前两家公司正密切合作,以期能最大程度地系统地发掘这一可适于多种用途的新型络筒技术的潜能。

Review of aerodynamics of high-speed train-bridge system in crosswinds

Serviceability and running safety of the high-speed train on/through a bridge are of major concern in China. Due to the uncertainty chain of the train dynamic analysis in crosswinds originating mainly from the aerodynamic assessment, this paper primarily reviews five meaningful progresses on the aerodynamics of the train-bridge system done by Wind Tunnel Laboratory of Central South University in the past several years. Firstly, the flow around the train and the uncertainty origin of the aerodynamic assessment are described from the fluid mechanism point of view. After a brief introduction of the current aerodynamic assessment methods with their strengths and weaknesses, a new-developed TRAIN-INFRASTRUCTURE rig with the maximum launch speed of 35 m/s is introduced. Then, several benchmark studies are presented, including the statistic results of the characterized geometry parameters of the currently utilized bridge-decks, the aerodynamics of the train, and the aerodynamics of the flat box/truss bridge-decks. Upon compared with the foregoing mentioned benchmarks, this paper highlights the aerodynamic interference of the train-bridge system associated with its physical natures. Finally, a porosity-and orientation-adjustable novel wind barrier with its effects on the aerodynamics of the train-bridge system is discussed.

Travelling Wave Solutions to Stretched Beam's Equation: Phase Portraits Survey

In this paper, following the phase portraits analysis, we investigate the integrability of a system which physically describes the transverse oscillation of an elastic beam under end-thrust. As a result, we find that this system actually comprises two families of travelling waves： the sub- and super-sonic periodic waves of positive- and negative- definite velocities, respectively, and the localized sub-sonic loop-shaped waves of positive-definite velocity. Expressing the energy-like of this system while depicting its phase portrait dynamics, we show that these multivaiued localized travelling waves appear as the boundary solutions to which the periodic travelling waves tend asymptotically

Theoretical coupling longitudinal-transverse model and experimental verification of transverse vibration of rope for multi-rope friction hoisting system

Using the mass of time-varying length balance rope focused on the hoisting conveyance, the coupling longi- tudinal-transverse model of mine friction hoist was established by using of the Hamilton＇s principle. The modified Galerkin＇s method was used to discretize partial differential Eqs. The mine hoisting system was used to the example to analysis the relation between the load, velocity and transverse vibration of rope. The in situ tests were illustrated to evaluate the proposed mathematical model. The results showed that the modeling method can well represent the transverse vibration of rope.

Lateral Stability Improvement of Car-Trailer Systems Using Active Trailer Braking Control

An active trailer braking controller to improve the lateral stability of car-trailer systems is presented. The special and complex structures of these types of vehicles exhibit unique unstable motion behavior, such as the trailer swing, jack-knifing and rollover. These unstable motion modes may lead to fatal accidents. The effects of passive mechanical parameters on the stability of car-trailer systems have been thoroughly investigated. Some of the passive parameters, such as the center of gravity of the trailer, may be drastically varied during various operating conditions. Even for an optimal design of a car-trailer system, based on a specific passive parameter set, the lateral stability cannot be guaranteed. In order to improve the lateral stability of car-trailer systems, an active trailer braking controller is designed using the Linear Quadratic Regular （LQR） technique. To derive the controller, a vehicle model with 3 Degrees Of Freedom （DOF） is developed to represent the car-trailer system. A single lane-change maneuver has been simulated to examine the performance of the controller and the numerical results are compared with those of the baseline design. The benchmark investigation indicates that the optimal controller based on the LQR technique can effectively improve the high-speed lateral stability of the car-trailer system.

Variational Approach of Timoshenko Beams with Internal Elastic Restraints

An exact approach for free transverse vibrations of a Timoshenko beam with ends elastically restrained against rotation and translation and arbitrarily located internal restraints is presented. The calculus of variations is used to obtain the equations of motion, the boundary conditions and the transitions conditions which correspond to the described mechanical system. The derived differential equations are solved individually for each segment of the beam with the corresponding boundary and transitions conditions. The derived mathematical formulation generates as particular cases, and several mathematical models are used to simulate the presence of cracks. Some cases available in the literature and the presence of some errors are discussed. New results are presented for different end conditions and restraint conditions in the intermediate elastic constraints with their corresponding modal shapes.

The use of the greater trochanter marker in the thigh segment model:Implications for hip and knee frontal and transverse plane motion

Background:The greater trochanter marker is commonly used in 3-dimensional(3D) models;however,its influence on hip and knee kinematics during gait is unclear.Understanding the influence of the greater trochanter marker is important when quantifying frontal and transverse plane hip and knee kinematics,parameters which are particularly relevant to investigate in individuals with conditions such as patellofemoral pain,knee osteoarthritis,anterior cruciate ligament(ACL) injury,and hip pain.The aim of this study was to evaluate the effect of including the greater trochanter in the construction of the thigh segment on hip and knee kinematics during gait.Methods:3D kinematics were collected in 19 healthy subjects during walking using a surface marker system.Hip and knee angles were compared across two thigh segment definitions(with and without greater trochanter) at two time points during stance:peak knee flexion(PKF) and minimum knee flexion(Min KF).Results:Hip and knee angles differed in magnitude and direction in the transverse plane at both time points.In the thigh model with the greater trochanter the hip was more externally rotated than in the thigh model without the greater trochanter(PKF:-9.34°± 5.21° vs.1.40°± 5.22°,Min KF:-5.68°± 4.24° vs.5.01°± 4.86°;p < 0.001).In the thigh model with the greater trochanter,the knee angle was more internally rotated compared to the knee angle calculated using the thigh definition without the greater trochanter(PKF:14.67°± 6.78° vs.4.33°± 4.18°,Min KF:10.54°± 6.71° vs.-0.01°± 2.69°;p < 0.001).Small but significant differences were detected in the sagittal and frontal plane angles at both time points(p < 0.001).Conclusion:Hip and knee kinematics differed across different segment definitions including or excluding the greater trochanter marker,especially in the transverse plane.Therefore when considering whether to include the greater trochanter in the thigh segment model when using a surface markers to calculate 3D kinematics for movement assessment,it is important to have a clear understanding of the effect of different marker sets and segment models in use.