scholarly journals Torsional Vibration Semiactive Control of Drivetrain Based on Magnetorheological Fluid Dual Mass Flywheel

2015 ◽  
Vol 2015 ◽  
pp. 1-17 ◽  
Author(s):  
Qing-hua Zu ◽  
Zhi-yong Chen ◽  
Wen-ku Shi ◽  
Yang Mao ◽  
Zhi-yuan Chen

The damping characteristics of the traditional dual mass flywheel (DMF) cannot be changed and can only meet one of the damping requirements. Given that the traditional DMF cannot avoid the resonance interval in start/stop conditions, it tends to generate high-resonance amplitude, which reduces the lifetime of a vehicle’s parts and leads to vehicle vibration and noise. The problems associated with the traditional DMF can be solved through the magnetorheological fluid dual mass flywheel (MRF-DMF), which was designed in this study with adjustable damping performance under different conditions. The MRF-DMF is designed based on the rheological behavior of the magnetorheological fluid (MRF), which can be changed by magnetic field strength. The damping torque of the MRF-DMF, which is generated by the MRF effect, is derived in detail. Thus, the cosimulation between the drivetrain model built in AMESim and the control system model developed in Simulink is conducted. The controller of MRF-DMF is developed, after which the torsional vibration control test of drivetrain is carried out. The cosimulation and test results indicate that MRF-DMF with the controller effectively isolates torque fluctuation of the engine in the driving condition and exhibits high performance in suppressing the resonance amplitude in the start/stop conditions.

Fluids ◽  
2021 ◽  
Vol 6 (4) ◽  
pp. 164
Author(s):  
Mehdi Ahmadian ◽  
Brian M. Southern

This study evaluates the stiffness and damping characteristics of low-profile magnetorheological (MR) fluid mounts (MRFM) to provide a better understanding of the vibration improvements offered by such mounts, as compared with conventional elastomeric mounts. It also aims at assessing how much of the mount’s performance is due to the MR fluid and how much is due to the elastomer and steel insert that is used in MRFM. The study includes the design, analysis, fabrication, and testing of a unique class of MRFM that is suitable for the isolation of sensitive machinery and sensors. The MR fluid is compressed (squeezed) in response to dynamic force applied to the mount. The test results are compared with conventional elastomeric (rubber) mounts of the same configuration as MRFM, to highlight the changes in stiffness and damping characteristics for frequencies ranging from 1 to 35 Hz. With no current supplied, the MRFM has a slightly higher stiffness and nearly the same damping as a conventional rubber mount. The slight increase in MRFM stiffness is attributed to the MR fluid’s compressive stiffness, which is higher than the rubber. When current is supplied to the MRFM, the stiffness and damping increase significantly at lower frequencies and taper off to nearly the same level as the rubber mount at higher frequencies. Both the stiffness and damping are directly proportional to the supplied current. At the maximum current of 2 A, the MRFM has 200% higher stiffness and 700% higher damping than the rubber mount. The significantly higher damping and stiffness and the tapering off to nearly the same level as the rubber mount is quite interesting and intriguing. It indicates that MRFM delivers high damping and stiffness when needed, while significantly tapering them off when high damping and stiffness are not desirable.


2007 ◽  
Vol 35 (4) ◽  
pp. 276-299 ◽  
Author(s):  
J. C. Cho ◽  
B. C. Jung

Abstract Tread pattern wear is predicted by using an explicit finite element model (FEM) and compared with the indoor drum test results under a set of actual driving conditions. One pattern is used to determine the wear rate equation, which is composed of slip velocity and tangential stress under a single driving condition. Two other patterns with the same size (225/45ZR17) and profile are used to be simulated and compared with the indoor wear test results under the actual driving conditions. As a study on the rubber wear rate equation, trial wear rates are assumed by several constitutive equations and each trial wear rate is integrated along time to yield the total accumulated wear under a selected single cornering condition. The trial constitutive equations are defined by independently varying each exponent of slip velocity and tangential stress. The integrated results are compared with the indoor test results, and the best matching constitutive equation for wear is selected for the following wear simulation of two other patterns under actual driving conditions. Tens of thousands of driving conditions of a tire are categorized into a small number of simplified conditions by a suggested simplification procedure which considers the driving condition frequency and weighting function. Both of these simplified conditions and the original actual conditions are tested on the indoor drum test machines. The two results can be regarded to be in good agreement if the deviation that exists in the data is mainly due to the difference in the test velocity. Therefore, the simplification procedure is justified. By applying the selected wear rate equation and the simplified driving conditions to the explicit FEM simulation, the simulated wear results for the two patterns show good match with the actual indoor wear results.


Author(s):  
Prasada Rao Rangaraju

In collaboration with FHWA, the Minnesota Department of Transportation (Mn/DOT) has successfully completed its first experimental high-performance concrete pavement (HPCP) project under the Testing and Evaluation Program (TE-30). This project is one of the 22 projects funded under the TE-30 Program. With a structural design life of 60 years, this HPCP is unique in that it incorporates significant changes to the existing Mn/DOT specifications on concrete materials. Some of the new materials-related specifications developed as a part of this project are based on performance criteria that influence long-term durability of the pavement structure. The background and considerations for selecting the new performance measures are discussed, and test results are presented that evaluate the practical feasibility of establishing and achieving the performance specifications.


1974 ◽  
Vol 11 (03) ◽  
pp. 270-276
Author(s):  
J. Otto Scherer

Some of the primary requirements for the design of wing sails are discussed. In particular, the requirements for maximizing thrust when sailing to windward and tacking downwind are presented. The results of water channel tests on six sail section shapes are also presented. These test results include the data for the double-slotted flapped wing sail designed by David Hubbard for A. F. Di Mauro's IYRU "C" class catamaran Patient Lady II.


Author(s):  
C. Xu ◽  
B. Y. Zhang ◽  
Z. H. Hou

<p>The application of high performance concrete has been increasingly concerned in the negative flexural region of steel‐concrete continuous composite girder because of its favorable tensile performance. However, the unclear cyclic and ultimate performance of a high performance concrete composite girder results to the problems which hinder the further application. In this case, a series of fatigue negative bending tests on HPC composite girders and fatigue push‐out tests on stud connectors in HPC were executed. The test results showed that the fatigue slip in the HPC composite girder was smaller than the normal concrete composite girder, and the fatigue life of stud in HPC was longer than the one in normal concrete. Meanwhile, according to the comparison between the stud fatigue live evaluations and test results, the AASHTO‐based evaluations were comparatively with larger safety redundancy, and JSCE was close to the test results but had smaller safety redundancy.</p>


2013 ◽  
Vol 2013 (1) ◽  
pp. 000414-000414 ◽  
Author(s):  
Noriyoshi Shimizu ◽  
Wataru Kaneda ◽  
Hiromu Arisaka ◽  
Naoyuki Koizumi ◽  
Satoshi Sunohara ◽  
...  

In recent years, it has become apparent that the conventional FC-BGA (Flip Chip Ball Grid Array) substrate manufacturing method (Electroless Cu plating, Desmear, Laser Drilling processing) is reaching its limits for finer wiring dimensions and narrower pitches of the flip chip pad. On the other hand, the demand for miniaturization and higher density continues to increase. Our solution is the Organic Multi Chip Package, a combined organic interposer and organic substrate. Unlike a conventional 2.5D interposer that is separately manufactured and then attached to a substrate PWB (Printed Wire Board), the interposer of our Organic Multi Chip Package is built directly onto an organic substrate. First normal build-up layers are laminated on both sides of the PWB core and metal traces formed by conventional semi-additive techniques. After the back side is coated with a typical SR layer for FC-BGA, the top surface and its laser-drilled vias are smoothed by CMP (Chemical Mechanical Polishing). A thin-film process is used to deposit the interposer's insulating resin layers. Then normal processes are applied to open small diameter vias and a metal seed layer is sputtered on. The wiring is patterned, and the metal traces are fully formed by plating. Finally, the Cu pads on the top layer are treated by OSP (Organic Solderability Preservative). In this paper we discuss results using a prototype 40 mm × 40 mm Organic Multi Chip Package. The prototype's organic substrate has a two-metal layer core with 100 μm diameter through-holes, two build-up layers on the chip side, and three plus a solder resist layer on the BGA side. The interposer has four wiring layers. Thus the structure of the prototype is 4+(2/2/3). For evaluation purposes, there are four patterns of lines and spaces on the interposer: 2 μm/2 μm, 3 μm/3 μm, 4 μm/4 μm, and 5 μm/5 μm. The metal trace thicknesses are 2.5 μm, via diameters are 10 μm, pad pitches are 40 μm, and the Cu pad diameters are 25 μm. These dimensions allow the Organic Multi Chip Package to easily make the pitch conversions of the IC to the PCB. With a 4+(2/2/3) structure, the Organic Multi Chip Package is asymmetric, raising concerns about package warping. However, the warping can be reduced by the optimization of structure and materials. In this way, we were able to connect a high pin-count logic chip to standard Wide I/O memory chips. We think that there are at least two obvious advantages of the Organic Multi Chip Package. The first is a total height reduction compared to a structure with a separate silicon interposer attached to a PWB substrate. The Organic Multi Chip Package, with its built-on interposer, eliminates the need for solder joints between the interposer and substrate. In addition, the fine resin layers make our interposer much thinner than a silicon interposer. The second advantage is simpler assembly. Our structure does not require the separate step of assembling an interposer to the substrate. Assembly costs should be lower and yields higher. In this paper we demonstrate the successful attainment of fine lines and spaces on the Organic Multi Chip Package. We also show and discuss reliability test results.


Author(s):  
RADITYA ISWANDANA ◽  
RICHA NURSELVIANA ◽  
SUTRIYO SUTRIYO

Objective: Gold nanoparticles (AuNPs) are highly useful for drug delivery, but their application is limited by their stability as they readily aggregate.This issue can be prevented by adding a stabilizing agent such as resveratrol (RSV), which is a polyphenol derived from plants, that is used to preventcancer. Therefore, we propose a novel method to prepare stable RSV-conjugated nanoparticles modified with polyethylene glycol (RSV-AuNP-PEG).Methods: In the first step, the Turkevich method was used to synthesize the AuNPs. Then, PEG was added as stabilizer agent and conjugated with RSV.The synthesized conjugates were characterized using ultraviolet-visible spectrophotometry, Fourier transform infrared spectroscopy, particle sizeanalysis, and high-performance liquid chromatography.Results: The obtained RSV-AuNP-PEG had a particle size of 83.93 nm with a polydispersity index (PDI) of 0.562 and formed a translucent purple-redfluid in solution. The zeta potential was −22.9 mV, and the highest entrapment efficiency was 75.86±0.66%. For comparison, the RSV-AuNP solutionwas purple and turbid, the particle size was 51.97 nm with a PDI of 0.694, and the zeta potential was −24.6 mV. The stability test results showed thatthe storage stability of RSV-AuNP-PEG was better than that of AuNP-RSV. Further, the RSV-AuNP-PEG was shown to be most stable in 2% bovine serumalbumin (BSA) while the AuNP-RSV was most stable in 2% BSA in phosphate-buffered saline pH 7.4.Conclusion: These results show that modification of RSV-conjugated AuNPs with PEG effectively prevents their aggregation in storage, but only incertain mediums.


Author(s):  
Junxia Wu ◽  
Pedro Romero

Testing of asphalt concrete samples was conducted by using the asphalt pavement analyzer test, the Superpave® shear tester (SST) frequency sweep test, and the SST repeat shear at constant height test to determine the rutting susceptibility that might be expected from samples that have different levels of segregation. Previous research had divided segregation into four levels: none, light, medium, and high. Test results suggest that samples with different segregation levels might show similar rutting susceptibility. Therefore, performance-related models were established in which segregation was divided into three levels: good, fair, and unacceptable. The performance-related models were applied to field data, and examination indicates that the modified models are capable of assessing segregation in field projects. Examination also found that fine segregation was present. Fine segregation can be predicted by extrapolating the developed model from the coarse part to the fine part. However, more data should be investigated to develop acceptable criteria for fine segregation. A methodology was developed to improve pavement quality by controlling aggregate segregation and poor compaction in placed mats. With the models and the proposed methodology, realistic construction uniformity could be assessed by agencies and contractors, which is the first step in obtaining pavements with high performance and longer service life.


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