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Browsing by Author "Ahmadian, Mehdi"

Now showing 1 - 20 of 206
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    Accurate Wheel-rail Dynamic Measurement using a Scaled Roller Rig
    Kothari, Karan (Virginia Tech, 2018-08-08)
    The primary purpose of this study is to perform accurate dynamic measurements on a scaled roller rig designed and constructed by Virginia Tech and the Federal Railroad Administration (VT-FRA Roller Rig). The study also aims at determining the effect of naturally generated third-body layer deposits (because of the wear of the wheel and/or roller) on creep or traction forces. The wheel-rail contact forces, also referred to as traction forces, are critical for all aspects of rail dynamics. These forces are quite complex and they have been the subject of several decades of research, both in experiments and modeling. The primary intent of the VT-FRA Roller Rig is to provide an experimental environment for more accurate testing and evaluation of some of the models currently in existence, as well as evaluate new hypothesis and theories that cannot be verified on other roller rigs available worldwide. The Rig consists of a wheel and roller in a vertical configuration that allows for closely replicating the boundary conditions of railroad wheel-rail contact via actively controlling all the wheel-rail interface degrees of freedom: angle of attack, cant angle, normal load and lateral displacement, including flanging. The Rig has two sophisticated independent drivelines to precisely control the rotational speed of the wheels, and therefore their relative slip or creepage. The Rig benefits from a novel force measurement system, suitable for steel on steel contact, to precisely measure the contact forces and moments at the wheel-rail contact. Experimental studies are conducted on the VT ��" FRA Roller Rig that involved varying the angle of attack, wheel and rail surface lubricity condition (i.e., wet vs. dry rail), and wheel wear, to study their effect on wheel-rail contact mechanics and dynamics. The wheel-rail contact is in between a one-fourth scale AAR-1B locomotive wheel and a roller machined to US-136 rail profile. A quantitative assessment of the creep-creepage measurements, which is an important metric to evaluate the wheel-rail contact mechanics and dynamics, is presented. A MATLAB routine is developed to generate the creep-creepage curves from measurements conducted as part of a broad experimental study. The shape of the contact patch and its pressure distribution have been discussed. An attempt is made to apply the results to full-scale wheels and flat rails. The research results will help in the development of better simulation models for non-Hertzian contact and non-linear creep theories for wheel-rail contact problems that require further research to more accurately represent the wheel-rail interaction.
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    Achieving anti-roll bar effect through air management in commercial vehicle pneumatic suspensions
    Chen, Yang; Peterson, Andrew W.; Ahmadian, Mehdi (Taylor & Francis, 2019-12-02)
    This paper introduces the concept of managing air in commercial vehicle suspensions for reducing body roll. A conventional pneumatic suspension is re-designed to include higher-flow air hoses and dual levelling valves for improving the dynamic response of the suspension to the body roll, which commonly happens at relatively low frequencies. The improved air management allows air to get from the air tank to the airsprings quicker, and also changes the side-to-side suspension air pressure such that the suspension forces can more readily level the vehicle body, much in the same manner as an anti-roll bar (ARB). The results of a multi-domain simulation study in AMESim and TruckSim indicate that the proposed suspension configuration is capable of providing balanced airflow to the truck’s drive-axle suspensions, resulting in balanced suspension forces in response to single lane change and steady-state cornering steering maneuvers. The simulation results further indicate that a truck equipped with the reconfigured suspension experiences a uniform dynamic load sharing, smoother body motion (less roll angle), and improved handling and stability during steering maneuvers commonly occurring in commercial trucks during their intended use.
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    Active control of automobile cabin noise with conventional and advanced speakers
    Couche, Jerome Christophe (Virginia Tech, 1999-03-24)
    Recently much research has focused on the control of enclosed sound fields, particularly in automobiles. Both Active Noise Control (ANC) and Active Structural Acoustic Control (ASAC) techniques are being applied to problems stemming from power train noise and road noise (noise due to the interaction of the tires with the surface of the road). Due to the low frequency characteristics of these noise problems, large acoustic sources are required to obtain efficient control of the sound field. This creates demand in the automobile industry for compact lightweight sources. This work is concerned with the application of active control to power train noise, as well as road noise in the interior cabin of a sport utility vehicle using advanced, compact lightweight piezoelectric acoustic sources. First, a test structure approximately the same size as the automobile was built to study the principles of active noise control in a cavity. A finite element model of the cavity was created in order to optimize the positions of the error sensors and the control sources. Experimental work was performed with the optimized actuator and sensor locations in order to validate the model, and draw conclusions regarding the conditions to obtain global control of the sound field. Second, a broad-band feedforward filtered-X LMS algorithm was used to control power train noise. Preliminary power train noise tests were conducted using arrangements of four microphones and up to four commercially available speakers for control. Attenuation of seven decibel (dB) at the error sensors was measured in the 40-500 Hz frequency band. The dimensions of the zone of quiet generated by the control were measured, and show that noise reductions were obtained for a large volume surrounding the error sensors. Next, advanced speakers were implemented for active control of power train noise. The results obtained with different arrangements of these speakers were very similar to those obtained with the commercially-available speakers. These advanced speakers use piezoelectric devices to induce the displacement of a speaker membrane, which radiates sound. Their lighter weight and compact dimensions are a significant advantage over conventional speakers, for their application in automobile. Third, preliminary results were obtained for active control of road noise. The controller used an optimized set of four reference signals to control the noise at one error sensor using one control source. Two sets of tests were conducted. The first set of tests was performed on a dynamometer, which simulates the effects of the road on the tires. The second set of tests was performed on a rough road. Reduction of two to four decibel of the sound pressure level at the error sensor was obtained between 100 and 200 Hz.
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    Active Vibration Isolation Using an Induced Strain Actuator with Application to Automotive Seat Suspensions
    Malowicki, Mark (Virginia Tech, 2000-06-22)
    The characteristics of an automotive passenger seat in response to vibrational excitations are examined and an active vibration isolation system incorporating smart materials is designed, built, and tested. Human sensitivity to vibration is discussed. Characteristics of road roughness are discussed and used to implement a representative test input to a passenger seat system. extsc{Matlab} is used to model the car seat and vehicle system with four degrees of freedom to determine actuator requirements. Selection and implementation of a low--profile, prestressed piezoceramic device into an active seat suspension system is described, and experimental results of the actuator assembly performance are presented. Vibration isolation is realized in an experimental setup representing one quarter of a seat and passenger's total mass, using one actuator assembly (representing one corner of the seat suspension). For an input power spectrum representative of a passenger vehicle environment, the smart material actuator assembly, as applied to a quarter seat experimental setup, is proven to be capable of isolating vibration with an isolation frequency of 2Hz and no resonant peak, versus 6Hz and a resonant peak of 2g/g for an actual passenger seat tested.
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    Adaptive Longitudinal and Lateral Control for Autonomous Vehicles: High-Speed Platooning of Articulated Trucks
    Shaju, Aashish (Virginia Tech, 2024-12-13)
    Autonomous vehicle technology has seen remarkable advancements in recent years, yet significant challenges remain in ensuring robust, adaptive, and efficient control algorithms for diverse operational scenarios. This dissertation aims to address these challenges by developing and validating a generic control framework that is applicable to both independent autonomous vehicles and connected vehicle systems such as automated platoons. The versatility of the proposed framework ensures its applicability to a wide range of vehicles, including automobiles, light trucks, and rigid and articulated commercial trucks, under high-speed and complex driving conditions. The first major contribution is the development of a longitudinal control algorithm based on a nested PID structure. Designed for computational efficiency and stability, the algorithm simultaneously regulates vehicle speed and inter-vehicle distance. Its adaptability is extended to curved trajectories using an arc length-based error calculation, making it suitable for real-world scenarios. A rigorous simulation study is undertaken to demonstrate the algorithm's stability and robustness to parametric uncertainties. The second major contribution is the development of a high-speed lateral control algorithm based on a modified clothoid controller. This lateral control framework is designed to minimize lateral acceleration (improving passenger comfort and safety) and reduce cross-track errors (CTEs) across various vehicle configurations, including articulated trucks. Simulation results confirmed the superiority of the clothoid-based controller in minimizing CTEs and maintaining smooth steering profiles, even for complex vehicle configurations. Notably, tracking the steer axle center was found to significantly improve performance across all trajectory segments. The final contribution integrates the longitudinal and lateral control frameworks, enabling seamless operation in automated platooning scenarios. This integration requires adapting the longitudinal controller to curved trajectories using arc length-based calculations. Comprehensive simulations, including challenging trajectories such as dual lane changes, and actual roadways like sections of the Blue Ridge Parkway in Virginia and South Grade Road in California, validated the integrated framework. Despite minor anomalies in high-stress conditions, the results demonstrate acceptable performance in terms of spacing errors, relative velocities, lateral accelerations, and CTEs, highlighting the robustness and resilience of the proposed system. The study presents a unified control framework that bridges the gap between independent autonomous vehicles and connected vehicle systems. The generic nature of the algorithms ensures their applicability to a wide variety of vehicles and scenarios, making them a strong candidate for future deployment in autonomous systems. The findings represent significant advances toward safer, more efficient, and versatile autonomous vehicle technologies, addressing critical challenges in the path to commercial implementation
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    Adaptive Rollover Control Algorithm Based on an Off-Road Tire Model
    Hopkins, Brad Michael (Virginia Tech, 2009-11-30)
    Due to a recent number of undesired rollovers in the field for the studied vehicle, rollover mitigation strategies have been investigated and developed. This research begins with the study of the tire, as it is the single component on the vehicle responsible for generating all of the non-inertial forces to direct the motion of the vehicle. Tire force and moment behavior has been researched extensively and several accurate tire models exist. However, not much research has been performed on off-road tire models. This research develops an off-road tire model for the studied vehicle by first using data from rolling road testing to develop a Pacejka Magic Formula tire model and then extending it to off-road surfaces through the use of scaling factors. The scaling factors are multipliers in the Magic Formula that describe how different aspects of the force and moment curves scale when the tire is driven on different surfaces. Scaling factors for dirt and gravel driving surfaces were obtained by using an existing portable tire test rig to perform force and moment tests on a passenger tire driven on these surfaces. The off-road tire model was then used as a basis for developing control algorithms to prevent vehicle rollover on off-road terrain. Specifically, a direct yaw control (DYC) algorithm based on Lyapunov direct method and an emergency roll control (ERC) algorithm based on a rollover coefficient were developed. Emergency evasive maneuvers were performed in a simulation environment on the studied vehicle driven on dry asphalt, dirt, and gravel for the controlled and uncontrolled cases. Results show that the proposed control algorithms significantly improve vehicle stability and prevent rollover on a variety of driving surfaces.
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    Advanced Multibody Dynamics Modeling of the Freight Train Truck System
    Ballew, Brent Steven (Virginia Tech, 2008-04-28)
    Previous work in the Railway Technology Laboratory at Virginia Tech focused on better capturing the dynamics of the friction wedge, modeled as a 3D rigid body. The current study extends that work to a half-truck model treated as an application of multibody dynamics with unilateral contact to model the friction wedge interactions with the bolster and the sideframe. The half-truck model created in MATLAB is a 3D, dynamic, multibody dynamics model comprised of four rigid bodies: a bolster, two friction wedges, and a sideframe assembly. The model allows each wedge four degrees of freedom: vertical displacement, longitudinal displacement (between the bolster and sideframe), pitch (rotation around the lateral axis), and yaw (rotation around the vertical axis). The bolster and the sideframe have only the vertical degree of freedom. The geometry of these bodies can be adjusted for various simulation scenarios. The bolster can be initialized with a pre-defined yaw (rotation around the vertical axis) and the sideframe may be initialized with a pre-defined pitch/toe (rotation around the lateral axis). The multibody dynamics half-truck model simulation results have been compared with results from NUCARS®, an industry standard train modeling software, for similar inputs. The multibody dynamics models have also been extended to a variably damped full-truck model and a variably damped half-truck warping model. These models were reformulated to react dynamically to simulated truck warp inputs. The ability to better characterize truck warping properties can prevent train roll over and derailments from truck hunting. In a quarter-truck variably damped configuration the effects of a curved wedge surface has also been explored. Actual friction wedges have surfaces which are slightly curved, this iteration in the multibody dynamics friction wedge modeling attempts to draw one step closer to actual friction wedge geometry. This model lays the ground work for a contact dependant wedge wearing model based on material properties and tribology.
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    Algorithm to enable intelligent rail break detection
    Bhaduri, Sreyoshi (Virginia Tech, 2013-12-11)
    Wavelet intensity based algorithm developed previously at VirginiaTech has been furthered and paired with an SVM based classifier. The wavelet intensity algorithm acts as a feature extraction algorithm. The wavelet transform is an effective tool as it allows one to narrow down upon the transient, high frequency events and is able to tell their exact location in time. According to prior work done in the field of signal processing, the local regularities of a signal can be estimated using a Lipchitz exponent at each time step of the signal. The local Lipchitz exponent can then be used to generate the wavelet intensity factor values. For each vertical acceleration value, corresponding to a specific location on the track, we now have a corresponding intensity factor. The intensity factor corresponds to break-no break information and can now be used as a feature to classify the vertical acceleration as a fault or no fault. Support Vector Machines (SVM) is used for this binary classification task. SVM is chosen as it is a well-studied topic with efficient implementations available. SVM instead of hard threshold of the data is expected to do a better job of classification without increasing the complexity of the system appreciably.
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    Analysis and Compensation of Imperfection Effects in Piezoelectric Vibratory Gyroscopes
    Loveday, Philip Wayne (Virginia Tech, 1999-01-29)
    Vibratory gyroscopes are inertial sensors, used to measure rotation rates in a number of applications. The performance of these sensors is limited by imperfections that occur during manufacture of the resonators. The effects of resonator imperfections, in piezoelectric vibratory gyroscopes, were studied. Hamilton's principle and the Rayleigh-Ritz method provided an effective approach for modeling the coupled electromechanical dynamics of piezoelectric resonators. This method produced accurate results when applied to an imperfect piezoelectric vibrating cylinder gyroscope. The effects of elastic boundary conditions, on the dynamics of rotating thin-walled cylinders, were analyzed by an exact solution of the Flügge shell theory equations of motion. A range of stiffnesses in which the cylinder dynamics was sensitive to boundary stiffness variations was established. The support structure, of a cylinder used in a vibratory gyroscope, should be designed to have stiffness outside of this range. Variations in the piezoelectric material properties were investigated. A figure-of- merit was proposed which could be used to select an existing piezoceramic material or to optimize a new composition for use in vibratory gyroscopes. The effects of displacement and velocity feedback on the resonator dynamics were analyzed. It was shown that displacement feedback could be used to eliminate the natural frequency errors, that occur during manufacture, of a typical piezoelectric vibrating cylinder gyroscope. The problem of designing the control system to reduce the effects of resonator imperfections was investigated. Averaged equations of motion, for a general resonator, were presented. These equations provided useful insight into the dynamics of the imperfect resonator and were used to motivate the control system functions. Two control schemes were investigated numerically and experimentally. It was shown that it is possible to completely suppress the first-order effects of resonator mass/stiffness imperfections. Damping imperfections, are not compensated by the control system and are believed to be the major source of residual error. Experiments performed on a piezoelectric vibrating cylinder gyroscope showed an order of magnitude improvement, in the zero-rate offset variation over a temperature range of 60°C, when the control systems were implemented.
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    The Analysis and Creation of Track Irregularities Using TRAKVU
    Kramp, Kenneth P. (Virginia Tech, 1998-06-30)
    The accuracy of the results from a rail vehicle dynamic model is dependent on the realism of the track input to the model. An important part of the track input is the irregularities that exist on actual track. This study analyzes the irregularities inherent in railroad track geometry data, and provides an analytical method for creating track data with the irregularities for use as the input to a dynamic model. Track data, measured from various classes of track, was examined using statistical and frequency analysis techniques to identify any similarities in the characteristics of the irregularities. The results showed that each class of track had a distinctive value for the standard deviation of the alignment and profile data. It was also determined that the frequency content of all the tracks was contained within a common bandwidth. The track irregularities could then be generated with the same characteristics as an actual track. The method for creating the track irregularities was then programmed into TRAKVU. TRAKVU is a track preprocessor used in conjunction with NUCARS, a railcar dynamic modeling program¹. TRAKVU enables users to create track data and apply the appropriate irregularities so that the track will have the characteristics of the desired class of track. A validation was then performed to determine how well track created in TRAKVU simulated actual tracks. The statistical and frequency characteristics of created tracks were compared directly with actual tracks. Created track was also used as the input to a dynamic model. The predicted vehicle response was then compared to the actual vehicle response and the predicted vehicle response using measured track data as the input. The results from the validation showed that the created track performed as well as the measured track in providing the input to the model. Although the predicted response using the created track did not compare as well with the actual vehicle response, the differences could be attributed to inaccuracies in the model. ¹NUCARS and TRAKVU are copyrighted property of the Association of American Railroads.
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    Analysis and Development of Control Methodologies for Semi-active Suspensions
    Ghasemalizadeh, Omid (Virginia Tech, 2016-11-14)
    Semi-active suspensions have drawn particular attention due to their superior performance over the other types of suspensions. One of their advantages is that their damping coefficient can be controlled without the need for any external source of power. In this study, a handful of control approaches are implemented on a car models using MATLAB/Simulink. The investigated control methodologies are skyhook, groundhook, hybrid skyhook-groundhook, Acceleration Driven Damper, Power Driven Damper, H∞ Robust Control, Fuzzy Logic Controller, and Inverse ANFIS. H∞ Robust Control is an advanced method that guarantees transient performance and rejects external disturbances. It is shown that H∞ with the proposed modification, has the best performance although its relatively high cost of computation could be potentially considered as a drawback. Also, the proposed Inverse ANFIS controller uses the power of fuzzy systems along with neural networks to help improve vehicle ride metrics significantly. In this study, a novel approach is introduced to analyze and fine-tune semi-active suspension control algorithms. In some cases, such as military trucks moving on off-road terrains, it is critical to keep the vehicle ride quality in an acceptable range. Semi-active suspensions are used to have more control over the ride metrics compared to passive suspensions and also, be more cost-effective compared to active suspensions. The proposed methodology will investigate the skyhook-groundhook hybrid controller. This is accomplished by conducting sensitivity analysis of the controller performance to varying vehicle/road parameters. This approach utilizes sensitivity analysis and one-at-a-time methodology to find and reach the optimum point of vehicle suspensions. Furthermore, real-time tuning of the mentioned controller will be studied. The online tuning will help keep the ride quality of the vehicle close to its optimum point while the vehicle parameters are changing. A quarter-car model is used for all simulations and analyses.
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    Analysis of the sensing region of a PZT actuator-sensor
    Esteban, Jaime (Virginia Tech, 1996-07-15)
    A high frequency impedance-based qualitative non-destructive evaluation (NDE) technique has been successfully applied for structural health monitoring at the Center for Intelligent Material Systems and Structures (CIMSS) [1-3]. This new technique uses piezoceramic (PZT) patches as actuator-sensors to provide a low-power driven constant voltage dynamic excitation, and to record the modulated current flow through the structure. Therefore, it relies on tracking the electrical point impedance to identify incipient level damage. The high frequency excitation provided by the PZT, ensures the detection of minor changes in the monitored structure. It also limits the sensing area to a region close to the PZT source, therefore only changes in the near field of the PZT are detected, enhancing the ability of this technique to localize incipient damage. The phenomena of the PZT's sensing region localization has been the driving motivation for this research. More fundamental analytical research should be performed before full application of this technique is possible. Thereby, a wave propagation continuum mechanics based approach has been applied to model the high frequency vibrations of one dimensional structures. Energy dissipation mechanisms, such as bolted connections and internal friction, are considered to have a major role in the attenuation of the PZT's induced wave, therefore these mechanisms has been extensively studied. To analyzed bolted connections, linear and nonlinear joint models have been used to describe the wave interaction with such nonconservative discontinuities. Also, with the use of an impedance based model, the electromechanical coupling of the PZT and the host structure is added into the formulation. The wave interaction and energy dissipated at the bolted discontinuity has been assessed with energy flux computations of the incident, transmitted, and reflected waves. The effect of loosening the bolted joint has been also analyzed by reducing the spring stiffness and increasing the damping in the dash pots for the linear joint model, and reducing the Coulomb stiffness and shearing force at the interface for the nonlinear case. A scheme based on the correspondence principle has been applied to calculate the specific damping capacity of a system, at any given frequency, as a quantification of the energy dissipated through the system. The material damping was added into the formulation assuming the modulus to have a complex representation, and therefore the corresponding loss factors were found with active measurement of the material properties of the specimen via a wave propagation method, that monitories the wave's speed at two locations. Once the bases of the analytical model have been set up and corroborated with experiments, a parametric study has been developed to account for the various factors that can affect the sensing range of the PZT’s induced wave, and therefore to have a “rule of thumb on how to go about” when bonding PZTs to structures to monitor them. Apart from the energy dissipation mechanisms, other parameters responsible for the reflection of the incoming wave, and its consequent attenuation, has also been reconstructed. With the extensive analysis of these parameters, an impedance damage metric, based on the undamaged and damaged impedance, has been developed for various factors that can be the source of incipient damage. An attenuation metric has also been introduced to identify the degree of transmission of the propagating wave at certain discontinuities. The analysis of the case scenarios reproduced in this parametric study will aid in the knowledge about the number of PZTs needed to be placed in the monitored structure, the most critical locations, and when a monitored member in a system need to be replaced.
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    Analytical Evaluation of the Accuracy of Roller Rig Data for Studying Creepage in Rail Vehicles
    Keylin, Alexander (Virginia Tech, 2013-01-23)
    The primary purpose of this research is to investigate the effectiveness of a scaled roller rig for accurately assessing the contact mechanics and dynamics between a profiled steel wheel and rail, as is commonly used in rail vehicles. The established creep models of Kalker and Johnson and Vermeulen are used to establish correction factors, scaling factors, and transformation factors that allow us to relate the results from a scaled rig to those of a tangent track. �Correction factors, which are defined as the ratios of a given quantity (such as creep coefficient) between a roller rig and a track, are derived and used to relate the results between a full-size rig and a full-size track. Scaling factors are derived to relate the same quantities between roller rigs of different scales. Finally, transformation factors are derived by combining scaling factors with correction factors in order to relate the results from a scaled roller rig to a full-size tangent track. Close-end formulae for creep force correction, scaling, and transformation factors are provided in the thesis, along with their full derivation and an explanation of their limitations; these formulae can be used to calculate the correction factors for any wheel-rail geometry and scaling. For Kalker's theory, it is shown that the correction factor for creep coefficients is strictly a function of wheel and rail geometry, primarily the wheel and roller diameter ratio. For Johnson and Vermeulen's theory, the effects of creepage, scale, and load on the creep force correction factor are demonstrated. �It is shown that INRETS' scaling strategy causes the normalized creep curve to be identical for both a full-size and a scaled roller rig. �It is also shown that the creep force correction factors for Johnson and Vermeulen's model increase linearly with creepage, starting with the values predicted by Kalker's theory. �Therefore, Kalker's theory provides a conservative estimate for creep force correction factors. �A case study is presented to demonstrate the creep curves, as well as the correction and transformation factors, for a typical wheel-rail configuration. �Additionally, two studies by other authors that calculate the correction factor for Kalker's creep coefficients for specific wheel-rail geometries are reviewed and show full agreement with the results that are predicted by the formulae derived in this study. �Based on a review of existing and past roller rigs, as well as the findings of this thesis, a number of recommendations are given for the design of a roller rig for the purpose of assessing the wheel-rail contact mechanics. �A scaling strategy (INRETS') is suggested, and equations for power consumption of a roller rig are derived. Recommendations for sensors and actuators necessary for such a rig are also given. Special attention is given to the resolution and accuracy of velocity sensors, which are required to properly measure and plot the creep curves.
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    Anthropomimetic Control Synthesis: Adaptive Vehicle Traction Control
    Kirchner, William (Virginia Tech, 2012-03-22)
    Human expert drivers have the unique ability to build complex perceptive models using correlated sensory inputs and outputs. In the case of longitudinal vehicle traction, this work will show a direct correlation in longitudinal acceleration to throttle input in a controlled laboratory environment. In fact, human experts have the ability to control a vehicle at or near the performance limits, with respect to vehicle traction, without direct knowledge of the vehicle states; speed, slip or tractive force. Traditional algorithms such as PID, full state feedback, and even sliding mode control have been very successful at handling low level tasks where the physics of the dynamic system are known and stationary. The ability to learn and adapt to changing environmental conditions, as well as develop perceptive models based on stimulus-response data, provides expert human drivers with significant advantages. When it comes to bandwidth, accuracy, and repeatability, automatic control systems have clear advantages over humans; however, most high performance control systems lack many of the unique abilities of a human expert. The underlying motivation for this work is that there are advantages to framing the traction control problem in a manner that more closely resembles how a human expert drives a vehicle. The fundamental idea is the belief that humans have a unique ability to adapt to uncertain environments that are both temporal and spatially varying. In this work, a novel approach to traction control is developed using an anthropomimetic control synthesis strategy. The proposed anthropomimetic traction control algorithm operates on the same correlated input signals that a human expert driver would in order to maximize traction. A gradient ascent approach is at the heart of the proposed anthropomimetic control algorithm, and a real-time implementation is described using linear operator techniques, even though the tire-ground interface is highly non-linear. Performance of the proposed anthropomimetic traction control algorithm is demonstrated using both a longitudinal traction case study and a combined mode traction case study, in which longitudinal and lateral accelerations are maximized simultaneously. The approach presented in this research should be considered as a first step in the development of a truly anthropomimetic solution, where an advanced control algorithm has been designed to be responsive to the same limited input signals that a human expert would rely on, with the objective of maximizing traction. This work establishes the foundation for a general framework for an anthropomimetic control algorithm that is capable of learning and adapting to an uncertain, time varying environment. The algorithms developed in this work are well suited for efficient real time control in ground vehicles in a variety of applications from a driver assist technology to fully autonomous applications.
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    The Application of Doppler LIDAR Technology for Rail Inspection and Track Geometry Assessment
    Taheriandani, Masood (Virginia Tech, 2016-05-17)
    The ability of a Doppler LIDAR (Light Detection and Ranging) system to measure the speed of a moving rail vehicle in a non-contacting manner is extended to capture the lateral and vertical irregularities of the track itself and to evaluate the rail track quality. Using two pairs of lenses to capture speed signals from both rails individually, the track speed, curvature, and lateral and vertical geometry variations on each side are determined. LIDAR lenses are installed with a slight forward angle to generate velocity signals that contain two components: 1) the left and right track speeds, and 2) any lateral and/or vertical speed caused by track motion and/or spatial irregularities. The LIDAR system collects and outputs the track information in time domain. Separating each speed component (forward, vertical, and lateral) is possible due to the inherent separation of each phenomenon with respect to its spatial/temporal frequencies and related bandwidths. For the measurements to be beneficial in practice, the LIDAR data must be spatially located along the track. A data-mapping algorithm is then simultaneously developed to spatially match the LIDAR track geometry measurements with reference spatial data, accurately locating the measurements along the track and eliminating the need for a Global Positioning System (GPS). A laboratory-grade LIDAR system with four Doppler channels, developed at the Railway Technologies Laboratory (RTL) of Virginia Tech, is body-mounted and tested onboard a geometry measurement railcar. The test results indicate a close match between the LIDAR measurements and those made with existing sensors onboard the railcar. The field-testing conducted during this study indicates that LIDAR sensors could provide a reliable, non-contact track-monitoring instrument for field use, in various weather and track conditions, potentially in a semi-autonomous or autonomous manner. A length-based track quality index (TQI) is established to quantify the track geometry condition based on the geometry data collected by the LIDAR sensors. A phenomenological rail deterioration model is developed to predict the future degradation of geometry quality over the short track segments. The introduced LIDAR's TQI is considered as the condition-parameter, and an internal variable is assumed to govern the rail geometry degradation through a deterioration rule. The method includes the historical data, current track conditions collected by the LIDAR system, and traffic data to calculate the track deterioration condition and identify the geometry defects. In addition to rail geometry inspection, a LIDAR system can potentially be used to monitor the rail surface structure and integrity. This is possible due to the fact that the Doppler shift imposed on the laser radiation reflected from a moving surface has the Doppler bandwidth broadened in proportion to the height and width of the surface features. Two LIDAR-based rail surface measures are introduced based on LIDAR measurements to identify different rail surface conditions and materials.
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    The Application of Intelligent Tires and Model Base Estimation Algorithms in Tire-road Contact Characterization
    Khaleghian, Seyedmeysam (Virginia Tech, 2017-02-13)
    Lack of drivers knowledge about the abrupt changes in pavement friction and poor performance of the vehicle stability, traction and ABS controllers on the low friction surfaces are the most important factors affecting car crashes. Due to its direct relation to vehicle stability, accurate estimation of tire-road characteristics is of interest to all vehicle and tire companies. Many studies have been conducted in this field and researchers have used different tools and have proposed different algorithms. One such concept is the Intelligent Tire. The application of intelligent tire in tire-road characterization is investigated in this study. Three different test setups were used in this research to study the application of the intelligent tires to improve mobility; first, a wheeled ground robot was designed and built. A Fuzzy Logic algorithm was developed and validated using the robot for classifying different road surfaces such as asphalt, concrete, grass, and soil. The second test setup is a portable tire testing trailer, which is a quarter car test rig installed in a trailer and towed by a truck. The trailer was equipped with different sensors including an accelerometer attached to the center of the tire inner-liner. Using the trailer, acceleration data was collected under varying conditions and a Neural Network (NN) algorithm was developed and trained to estimate the contact patch length, effective tire rolling radius and tire normal load. The third test setup developed for this study was an instrumented Volkswagen Jetta. Different sensors were installed to measure vehicle dynamic response. Additionally, one front and one rear tire was instrumented with an accelerometer attached to their inner-liner. Two intelligent tire based algorithms, a tire pressure estimation algorithm and a road condition monitoring algorithm, were developed and trained using the experimental data from the instrumented VW Jetta. The two-step pressure monitoring algorithm uses the acceleration signal from the intelligent tire and the wheel angular velocity to monitor the tire pressure. Also, wet and dry surfaces are distinguished using the acceleration signal from the intelligent tire and the wheel angular velocity through the surface monitoring algorithm. Some of the model based tire-road friction estimation algorithms, which are widely used for tire-road friction estimation, were also introduced in this study and the performance of each algorithm was evaluated in high slip and low slip maneuvers. Finally a new friction estimation algorithm was developed, which is a combination of experiment based and vehicle dynamic based approaches and its performance was also investigated.
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    The Application of Laser Technology for Railroad Top of Rail (TOR) Friction Modifier Detection and Measurements
    Singh, Dejah Leandra (Virginia Tech, 2018-05-16)
    The examination of the application and accuracy of optical sensors for the purpose of determining rail lubricity of top-of-rail friction modifier is investigated in this research. A literature review of optical sensors as they relate to detecting thin layers is presented, as well as a literature review of the significant aspect of surface roughness on optical signature. Both commercially available optical sensors and optical devices, such as independent lasers and detectors, are examined in a comprehensive parametric study to determine the most suitable configuration for a prototype with adequate third-body detection. A prototype is constructed considering parameters such as sunlight contamination, vibrations, and angle of detection. The prototype is evaluated in a series of laboratory tests with known lubricity conditions for its accuracy of measurements and susceptibility to environmental conditions, in preparation for field testing. Upon field testing the prototype, the data indicates that it is capable of providing subjective measurements that can help with determining whether a rail is highly lubricated or unlubricated, or it is moderately lubricated. It is anticipated that the device could be used to provide a rail lubricity index. The investigation of the optical response of a rail in various conditions, including top-of-rail friction modifier presence and underlying surface roughness, reveals the behavior of friction modifying material on rail/wheel interactions. It is determined that surface roughness is imperative for distinguishing between scattering due to surface condition and scattering due to third-body layers. Additionally it is revealed that friction modifying materials become entrapped within the surface roughness of the rail, effectively causing a "seasoning" effect instead of a simple third body layer. This provides some explanation on the inadequacy of determining lubricity conditions using contacting methods since they cannot detect the entrapped material that are revealed only when the top of rail undergoes a micro deformation due to a passing wheel. Furthermore, the fluorescent signature of flange grease can be utilized to detect any flange grease contamination on top of rail. The results of the study indicate that it is possible to have practical optical sensors for top-of-rail third body layer detection and any contamination that may exist, initially through spot checking the rail and eventually through in-motion surveying.
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    Application of Magneto-Rheological Dampers in Tuned Mass Dampers for Floor Vibration Control
    Ritchey, John Kenneth (Virginia Tech, 2003-10-02)
    The purpose of this research is to establish the effectiveness of tuned-mass-dampers (TMD) using semi-active magneto-rheological (MR) dampers to mitigate annoying floor vibrations. Annoying floor vibration is becoming more common in today's building structures since building materials have become stronger and lighter; the advent of computers has resulted in "paperless" offices; and the use of floors for rhythmic activities, such as aerobics and concerts, is more common. Analytical and experimental studies were conducted to provide an understanding of the effects of incorporating the semi-active-TMD as a remedy to annoying floor vibration. A pendulum tuned mass damper (PTMD) in which the tuning parameters could independently be varied was used. Closed form solutions for the response of the floor using passive dampers were developed. In addition, a numerical integration technique was used to solve the equations of motion where semi-active dampers are utilized. The optimum design parameters of PTMDs using passive and semi-active dampers were found using an optimization routine. Performances of the PTMD in reducing the floor vibration level at the optimum and when subjected to off-tuning of design parameters using passive and semi-active dampers were compared. To validate the results obtained in the analytical investigation, an experimental study was conducted using an 8 ft x 30 ft laboratory floor and a commercial PTMD. Comparative studies of the effectiveness of the PTMD in reducing floor vibrations using semi-active and passive dampers were conducted.
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    Application of Magnetorheological Dampers for Vehicle Seat Suspensions
    Reichert, Brian Anthony Jr. (Virginia Tech, 1997-12-03)
    This study evaluates and provides solutions to the problem of poor subjective feel of seat suspensions that employ magnetorheological (MR) dampers and skyhook control. An Isringhausen seat suspension that had been modified to replace the stock passive damper with a controllable MR damper was used to evaluate the problems and potential solutions. A seat suspension tester was built using materials from 80/20 Incorporated and a hydraulic actuation system from MTS. An HP Dynamic Signal Analyzer was used as the main piece of data acquisition equipment, along with a Pentium PC and National Instruments Data Acquisition card. All of the hardware is installed in a controlled laboratory facility at Virginia Tech's Advanced Vehicle Dynamics Lab. The first task was to analyze the source of the unexpected peak in the acceleration spectrum of the suspended seat. This analysis was accomplished using a combination of pure tone inputs and a Fourier analysis of a simple model of the system. This analysis indicated that the peak is actually three times the resonant frequency of the seat suspension. The analysis also indicates that the frequency components continue at odd multiples of the resonant frequency, however, the third peak is the most noticeable. The third multiple is in the resonant frequency range (4-8 Hz) of the human body, so it was initially blamed for the poor subjective feel of the seat. However, solutions to remove this harmonic were tested without success. The work progressed to a time domain analysis, which eventually led to determining the source of the poor subjective feel. The seat suspension was excited with a variety of inputs. The seat acceleration and damper control current were examined in the time domain to show that the cause of the poor subjective feel is the control signal discontinuities. The control policy was modified to remove the control signal discontinuities and was found to improve the subjective feel of the seat. Finally, several two-degree-of-freedom control policies were implemented and tested. Although the results from this testing are inconclusive, they generated several recommendations for future research.
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    Application of Multifunctional Doppler LIDAR for Non-contact Track Speed, Distance, and Curvature Assessment
    Munoz, Joshua (Virginia Tech, 2015-12-08)
    The primary focus of this research is evaluation of feasibility, applicability, and accuracy of Doppler Light Detection And Ranging (LIDAR) sensors as non-contact means for measuring track speed, distance traveled, and curvature. Speed histories, currently measured with a rotary, wheel-mounted encoder, serve a number of useful purposes, one significant use involving derailment investigations. Distance calculation provides a spatial reference system for operators to locate track sections of interest. Railroad curves, using an IMU to measure curvature, are monitored to maintain track infrastructure within regulations. Speed measured with high accuracy leads to high-fidelity distance and curvature data through utilization of processor clock rate and left-and right-rail speed differentials during curve navigation, respectively. Wheel-mounted encoders, or tachometers, provide a relatively low-resolution speed profile, exhibit increased noise with increasing speed, and are subject to the inertial behavior of the rail car which affects output data. The IMU used to measure curvature is dependent on acceleration and yaw rate sensitivity and experiences difficulty in low-speed conditions. Preliminary system tests onboard a 'Hy-Rail' utility vehicle capable of traveling on rail show speed capture is possible using the rails as the reference moving target and furthermore, obtaining speed profiles from both rails allows for the calculation of speed differentials in curves to estimate degrees curvature. Ground truth distance calibration and curve measurement were also carried out. Distance calibration involved placement of spatial landmarks detected by a sensor to synchronize distance measurements as a pre-processing procedure. Curvature ground truth measurements provided a reference system to confirm measurement results and observe alignment variation throughout a curve. Primary testing occurred onboard a track geometry rail car, measuring rail speed over substantial mileage in various weather conditions, providing high-accuracy data to further calculate distance and curvature along the test routes. Tests results indicate the LIDAR system measures speed at higher accuracy than the encoder, absent of noise influenced by increasing speed. Distance calculation is also high in accuracy, results showing high correlation with encoder and ground truth data. Finally, curvature calculation using speed data is shown to have good correlation with IMU measurements and a resolution capable of revealing localized track alignments. Further investigations involve a curve measurement algorithm and speed calibration method independent from external reference systems, namely encoder and ground truth data. The speed calibration results show a high correlation with speed data from the track geometry vehicle. It is recommended that the study be extended to provide assessment of the LIDAR's sensitivity to car body motion in order to better isolate the embedded behavior in the speed and curvature profiles. Furthermore, in the interest of progressing the system toward a commercially viable unit, methods for self-calibration and pre-processing to allow for fully independent operation is highly encouraged.