A design of a linear and fully-balanced operational transconductanee amplifier （OTA） with improved high DC gain and wide bandwidth is presented. Derivative from a single common-source field effect transistor （FET）...A design of a linear and fully-balanced operational transconductanee amplifier （OTA） with improved high DC gain and wide bandwidth is presented. Derivative from a single common-source field effect transistor （FET） cas- cade and its DC I-V characteristics,the third-order coefficient g3 hasbeen well compensated with a parallel FET operated in the triode region, which has even-odd symmetries between the boundary of the saturation and triode region. Therefore,for high linearity,a simple solution is obtained to increase input signal amplitude in saturation for the application of OTA continuous-time filters. A negative resistance load （NRL） technique is used for the compensation of parasitic output resistance and an achievement of a high DC-gain of the OTA circuits without extra internal nodes. Additionally, derivations from the ideal -90° phase of the gm-C integrator mainly due to a finite DC gain and parasitic poles will be avoided in the frequency range of interest. HSPICE simulation shows that the total harmonic distortion at 1Vp-p is less than 1% from a single 3.3V supply. As an application of the VHF CMOS OTA,a second-order OTA-C bandpass filter is fabricated using a 0. 18μm CMOS process with two kinds of gate-oxide layers, which has achieved a center frequency of 20MHz,a 3dB-bandwidth of 180kHz,and a quality factor of 110.展开更多
Bridges crossing active faults are more likely to suffer serious damage or even collapse due to the wreck capabilities of near-fault pulses and surface ruptures under earthquakes.Taking a high-speed railway simply-sup...Bridges crossing active faults are more likely to suffer serious damage or even collapse due to the wreck capabilities of near-fault pulses and surface ruptures under earthquakes.Taking a high-speed railway simply-supported girder bridge with eight spans crossing an active strike-slip fault as the research object,a refined coupling dynamic model of the high-speed train-CRTS III slab ballastless track-bridge system was established based on ABAQUS.The rationality of the established model was thoroughly discussed.The horizontal ground motions in a fault rupture zone were simulated and transient dynamic analyses of the high-speed train-track-bridge coupling system under 3-dimensional seismic excitations were subsequently performed.The safe running speed limits of a high-speed train under different earthquake levels(frequent occurrence,design and rare occurrence)were assessed based on wheel-rail dynamic(lateral wheel-rail force,derailment coefficient and wheel-load reduction rate)and rail deformation(rail dislocation,parallel turning angle and turning angle)indicators.Parameter optimization was then investigated in terms of the rail fastener stiffness and isolation layer friction coefficient.Results of the wheel-rail dynamic indicators demonstrate the safe running speed limits for the high-speed train to be approximately 200 km/h and 80 km/h under frequent and design earthquakes,while the train is unable to run safely under rare earthquakes.In addition,the rail deformations under frequent,design and rare earthquakes meet the safe running requirements of the high-speed train for the speeds of 250,100 and 50 km/h,respectively.The speed limits determined for the wheel-rail dynamic indicators are lower due to the complex coupling effect of the train-track-bridge system under track irregularity.The running safety of the train was improved by increasing the fastener stiffness and isolation layer friction coefficient.At the rail fastener lateral stiffness of 60 kN/mm and isolation layer friction coefficients of 0.9 and 0.8,respectively,the safe running speed limits of the high-speed train increased to 250 km/h and 100 km/h under frequent and design earthquakes,respectively.展开更多
文摘A design of a linear and fully-balanced operational transconductanee amplifier （OTA） with improved high DC gain and wide bandwidth is presented. Derivative from a single common-source field effect transistor （FET） cas- cade and its DC I-V characteristics,the third-order coefficient g3 hasbeen well compensated with a parallel FET operated in the triode region, which has even-odd symmetries between the boundary of the saturation and triode region. Therefore,for high linearity,a simple solution is obtained to increase input signal amplitude in saturation for the application of OTA continuous-time filters. A negative resistance load （NRL） technique is used for the compensation of parasitic output resistance and an achievement of a high DC-gain of the OTA circuits without extra internal nodes. Additionally, derivations from the ideal -90° phase of the gm-C integrator mainly due to a finite DC gain and parasitic poles will be avoided in the frequency range of interest. HSPICE simulation shows that the total harmonic distortion at 1Vp-p is less than 1% from a single 3.3V supply. As an application of the VHF CMOS OTA,a second-order OTA-C bandpass filter is fabricated using a 0. 18μm CMOS process with two kinds of gate-oxide layers, which has achieved a center frequency of 20MHz,a 3dB-bandwidth of 180kHz,and a quality factor of 110.
基金Project(51378050) supported by the National Natural Science Foundation of ChinaProject(B13002) supported by the “111” Project,China+2 种基金Project (8192035) supported by the Beijing Municipal Natural Science Foundation,ChinaProject(P2019G002) supported by the Science and Technology Research and Development Program of China RailwayProject(2019YJ193) supported by the State Key Laboratory for Track Technology of High-speed Railway,China。
文摘Bridges crossing active faults are more likely to suffer serious damage or even collapse due to the wreck capabilities of near-fault pulses and surface ruptures under earthquakes.Taking a high-speed railway simply-supported girder bridge with eight spans crossing an active strike-slip fault as the research object,a refined coupling dynamic model of the high-speed train-CRTS III slab ballastless track-bridge system was established based on ABAQUS.The rationality of the established model was thoroughly discussed.The horizontal ground motions in a fault rupture zone were simulated and transient dynamic analyses of the high-speed train-track-bridge coupling system under 3-dimensional seismic excitations were subsequently performed.The safe running speed limits of a high-speed train under different earthquake levels(frequent occurrence,design and rare occurrence)were assessed based on wheel-rail dynamic(lateral wheel-rail force,derailment coefficient and wheel-load reduction rate)and rail deformation(rail dislocation,parallel turning angle and turning angle)indicators.Parameter optimization was then investigated in terms of the rail fastener stiffness and isolation layer friction coefficient.Results of the wheel-rail dynamic indicators demonstrate the safe running speed limits for the high-speed train to be approximately 200 km/h and 80 km/h under frequent and design earthquakes,while the train is unable to run safely under rare earthquakes.In addition,the rail deformations under frequent,design and rare earthquakes meet the safe running requirements of the high-speed train for the speeds of 250,100 and 50 km/h,respectively.The speed limits determined for the wheel-rail dynamic indicators are lower due to the complex coupling effect of the train-track-bridge system under track irregularity.The running safety of the train was improved by increasing the fastener stiffness and isolation layer friction coefficient.At the rail fastener lateral stiffness of 60 kN/mm and isolation layer friction coefficients of 0.9 and 0.8,respectively,the safe running speed limits of the high-speed train increased to 250 km/h and 100 km/h under frequent and design earthquakes,respectively.
