Search Results (15)

Benthic AUVs (underwater quadruped robots) merge the cruising efficiency of submersibles with the bottom-crawling stability of legged robots for unstructured deep-sea exploration. However, the deliberate separation of the center of gravity and buoyancy—essential for static stability—generates a significant righting moment. When climbing steep slopes, this moment resists hull alignment. If the slope exceeds the robot’s maximum hydrostatic pitch limit, conventional inverse kinematics algorithms fail: the hind legs lose ground contact and propulsion is lost. To overcome this, this paper proposes a framework integrating optimal force distribution, adaptive trajectory probing, and admittance control. An analytical multi-point moment balance model derives the terrain-adaptive pitch boundaries. A Quadratic Program (QP) then distributes contact forces, tasking front legs with stabilizing the righting moment while hind legs provide thrust. During the swing phase, adaptive Bezier sequences prevent anterior slope collisions and ensure posterior ground contact. Furthermore, a Cartesian admittance controller provides active compliance to manage the nonlinear friction of dynamic waterproof seals. Validated via a high-fidelity physics-based simulation model calibrated against physical pool trials, the robot achieved robust traversal of $15°$ and $33°$ steep slopes. Statistical robustness is substantiated via a 30-trial Monte Carlo study, where postural stability remained remarkably consistent with a mean Pitch RMSE of $2.88°$ across a $\pm 10\%$ parameter uncertainty envelope. Compared to traditional baseline algorithms, the proposed method successfully suppressed torque chattering by $54.1\%$ in the high-frequency band (2–$50\mathrm{Hz}$) and improved energetic efficiency by up to $43\%$ on steep gradients. These findings offer a validated control architecture for heavy-duty deep-sea platforms navigating complex benthic topographies. Full article

Steam turbines with controlled extraction require a flow control device to keep extraction pressure constant when the extraction mass flow rate is changed. An attractive option is an adaptive turbine stage with throttling nozzles. Flow measurements with a throttling nozzle are performed in a cascade wind tunnel. A linear cascade with seven blades is operated at an inlet flow angle of 90° and an exit Reynolds number of about 4 × 10⁵. Since the maximum exit Mach number is about 0.2, flow is essentially incompressible. A three-hole pressure probe is traversed at half span over one blade pitch 0.33 axial chord lengths downstream of the cascade. Degree of closing is gradually changed from zero (fully open) to 0.3 (partially closed). Two principal options, closing to the suction side as well as closing to the pressure side, are investigated. Local flow quantities as well as pitchwise mass averaged quantities are extracted from the measurement data. The major outcomes are as follows: If the throttling nozzle is closed, depth and width of the blade wake increase. With increasing degree of closing, pitchwise mass averaged flow angle decreases and total pressure losses increase. Concerning total pressure losses, closing to the pressure side is the preferred option. A semi-empirical flow model is presented to explain the influence of degree of closing on exit flow angle and total pressure loss. Full article

The oceanic wind and waves, as well as the resultant ship motions, significantly impact the ship airwake and the operation of shipborne helicopters. A numerical method coupling wind, wave, ship and helicopter is developed using multiphase flow, in which the ship motions are simulated in real time by dynamic fluid body interaction module and the helicopter rotor is modeled using the momentum source approach. By integrating the ONRT ship with the UH-60A helicopter, the unsteady aerodynamic characteristics of the ship airwake and the helicopter rotor while the ship is pitching and heaving at sea state 36 that cover moderate to extreme marine environments are studied, and the time history of rotor thrust and pitch moment at four different sea states and different hovering heights are calculated. It is shown that ship motions and deck displacements in relative sea states are highly nonlinear, making the conditions faced by helicopter landing and take-off operations vary greatly from one sea state to another. The effects of each sea state when coupling waves and ship motions varies greatly. The fluctuation of velocity components and rotor air loads in sea state 6 is up to twice that of in sea state 5, while there are less differences between the velocity fluctuation and the corresponding helicopter airloads among common sea state 3~5. The dynamic aerodynamic interference resulting from the wind–wave–ship–helicopter coupling exhibits pronounced unsteady characteristics, as the hovering rotor continuously traverses areas with varying velocities and vorticities. At the most severe sea state 6, rotor thrust fluctuations can reach up to 20%, and strong perturbations of 5~10 Hz with an amplitude of 1/3 of the total range occur due to oscillating separated shear layers, which endanger the shipborne helicopter operation and needs to be eluded. Full article

Wire-based laser metal deposition is an additive manufacturing process that can be used in the efficient manufacturing of complex structures. This paper utilizes a three-beam coaxial laser wire system to explore the effect of process parameters on the resultant deposition density. The reduction in or elimination of defects is important to the mechanical properties of the additively manufactured material and the widespread adoption of additive manufacturing processes. In this work, two-bead-wide walls were deposited under varying experimental conditions, including the traverse feed rate and workpiece illumination proportion. A method for calculating the bead pitch and layer height increment based on the geometry of the deposited material was developed. The deposited samples were micro-CT-scanned to characterize internal defects at a high resolution. The volume of the detected defects was measured and compared to the total sample volume to calculate a defect rate for each run of the experiment. The traverse feed rate and defocusing level were found to have a significant impact on the output defect rate. As these process parameters were increased, the defect rate decreased. Across the experimental levels, the defect volume percentage was reduced from 1.021% to 0.062%. This reduction in internal defect size enhances the material’s mechanical performance and ensures its suitability for aerospace applications. Full article

The periodic rotation of the Ocean Color and Temperature Scanner (OCTS) introduces jitter errors in the HaiYang-3A (HY-3A) satellite, leading to internal geometric distortion in optical imagery and significant registration errors in multispectral images. These issues severely influence the application value of the optical data. To achieve near real-time compensation, a novel jitter error estimation and correction method based on multi-source attitude data fusion is proposed in this paper. By fusing the measurement data from star sensors and gyroscopes, satellite attitude parameters containing jitter errors are precisely resolved. The jitter component of the attitude parameter is extracted using the fitting method with the optimal sliding window. Then, the jitter error model is established using the least square solution and spectral characteristics. Subsequently, using the imaging geometric model and stable resampling, the optical remote sensing image with jitter distortion is corrected. Experimental results reveal a jitter frequency of 0.187 Hz, matching the OCTS rotation period, with yaw, roll, and pitch amplitudes quantified as 0.905”, 0.468”, and 1.668”, respectively. The registration accuracy of the multispectral images from the Coastal Zone Imager improved from 0.568 to 0.350 pixels. The time complexity is low with the single-layer linear traversal structure. The proposed method can achieve on-orbit near real-time processing and provide accurate attitude parameters for on-orbit geometric processing of optical satellite image data. Full article

Navigating rough terrains requires a robust path planning algorithm that accounts for the physical properties of the environment to maintain stability and ensure safety. This article proposes the Hybrid A*-guided Model Predictive Path Integral (MPPI) algorithm augmented with traversability estimation to address the challenges of path planning on uneven terrains. The traversability estimation process quantifies surface characteristics, such as slope and roughness to identify traversable regions. Using this information, the Hybrid A* algorithm computes paths that minimize surface irregularities and prioritize regions with lower gradients, thereby enhancing stability and reducing dynamic disturbances. These computed paths are then used to define the mean control input for the MPPI algorithm, which performs localized optimization while adhering to the terrain-aware trajectory. By integrating terrain-aware guidance through the Hybrid A* algorithm with the MPPI, the proposed methodology automates the selection of the appropriate mean control input and enhances control performance by explicitly incorporating terrain properties into the planning process. Experimental results demonstrate the ability of the algorithm to navigate complex terrains with reduced roll and pitch motions, contributing to improved stability and performance. Full article

We report the Magnetospheric Multiscale (MMS) observation of a bifurcated reconnecting current sheet in Earth’s dayside magnetosheath. Typical signatures of the ion diffusion region, including sub-Alfvénic demagnetized ion outflow, super-Alfvénic electron flows, Hall magnetic fields, electron heating, and energy dissipation, were found when MMS traversed the current sheet. The weak ion exhaust at the current sheet center was bounded by two current peaks in which super-Alfvénic electron flow directed toward and away from the X line were observed, respectively. Both off-center current peaks were primarily carried by electrons, one of which was supported by field-aligned current, while the other was mainly supported by current driven by electric field drift. The two current peaks also exhibit other differences, including electron heating, electron pitch angle distributions, electron nongyrotropy, energy dissipation, and magnetic field curvature. An ion-scale magnetic flux rope was detected between the two current peaks where electrons showed field-aligned bidirectional distribution, in contrast to field-aligned distribution parallel to the magnetic field in two current peaks. The observed current sheet was embedded in a background shear flow. This shear flow worked together with the guide field and asymmetric field and density to affect the electron dynamics. Our results reveal the reconnection properties in this special plasma and field regime which may be common in turbulent environments. Full article

In order to improve the data productivity of a wind tunnel test, the model under investigation in the wind tunnel is moved continuously with a predetermined constant angular speed in the so-called pitch–traverse mode. Alternatively, the wind tunnel model can be moved in the so-called pitch–pause mode, in which it keeps its position for a certain (measurement) time at a fixed pitch position, after which it is moved to the next pitch position. The latter procedure is more time-consuming, so, for the same time interval, the number of measured data points taken in the pitch–pause mode is less than that for the pitch–traverse mode. Since wind tunnel test time can be quite expensive, in most wind tunnel tests where only conventional forces and pressures are recorded with conventional measuring systems, the wind tunnel model is moved in the pitch–traverse mode in order to obtain as much aerodynamic data as possible during the tunnel runtime. The application of the Pressure-Sensitive Paint (PSP) technique has been widely used in wind tunnel testing for the purpose of providing pressure data on wind tunnel models with high spatial resolution. The lifetime-based PSP method has several advantages over the intensity-based method since it often has higher accuracy. Up until now, the lifetime-based PSP technique has mainly been used for wind tunnel testing, where the test model has been moved to the pitch–pause mode. The traditional lifetime method using on-chip accumulation requires multiple (~1000) excitation light pulses to accumulate enough luminescence (fluorescence or phosphorescence) photons on the camera sensor to provide acceptable signal-to-noise ratios and, therefore, it may seem to be not compatible with a continuously moving wind tunnel model. Nevertheless, the present study verifies the application of lifetime-based PSP utilizing on-chip accumulation with a continuously moving wind tunnel model which would make the entire PSP data acquisition compatible with that of the conventional measurements (forces and pressures), as mentioned above. In this paper, the applicability of the lifetime-based PSP technique to a continuously moving wind tunnel model (in pitch–traverse mode) is investigated with the help of measurements in the transonic wind tunnel in Göttingen (TWG). For this investigation, PSP was applied on the delta-wing model DLR-F22, which is to be tested in TWG. The pressure distribution on the wind tunnel model was measured using the PSP lifetime method for both model movement modes (pitch–pause and pitch–traverse mode) so that the corresponding PSP results could be directly compared with each other. In addition, an error analysis of the PSP results was carried out and compared with the conventional pressure measurement results, hence providing an assessment of the accuracy of the PSP results; finally, a recommendation for future PSP measurements could be given. Full article

In the process of orchard mechanization, passability serves as a crucial criterion for evaluating the effectiveness of the chassis. To address the adaptability of hilly and mountainous multifunctional work machines to complex terrain, a theoretical analysis was conducted to assess the chassis’ performance under three key working conditions: climbing, crossing obstacles, and crossing trenches. Using kinematics, the theoretical maximum climbing angle, maximum obstacle height, and maximum trench width were calculated to be 35.8°, 170.4 mm, and 427 mm, respectively. Additionally, the passability of the chassis model was simulated under these working conditions in different soil environments using RecurDyn dynamics software. Post-processing techniques were employed to extract time characteristic curves for parameters such as center-of-mass velocity, pitch angle, offset, lateral inclination angle, and longitudinal displacement, providing valuable insights into how these parameters changed during chassis movement. The results revealed that the maximum gradient for slope climbing was 30°, the maximum height for obstacle crossing was 150 mm, and the maximum width for trench crossing was 400 mm. The prototype was then tested under these theoretical and simulated conditions in the field, and its ability to smoothly traverse slopes with a 35° angle in first gear, climb vertical obstacles up to a height of 200 mm, and pass through trenches with a width of 430 mm was demonstrated. The crawler chassis exhibited stable performance within the design parameters, aligning closely with the simulated and theoretical expectations. Overall, this study provides valuable theoretical insights for the structural design of multipurpose chassis suitable for orchards in hilly and mountainous regions. Full article

Vertical displacement acceleration and the pitch angle record produce the phenomenon of beat vibration when testing a 200 m electro-dynamic suspension (EDS) magnetic levitation (maglev) test vehicle with high-temperature superconducting (HTS) at the CRRC Changchun Railway Vehicles Co., Ltd., where the vehicle is clamped and in planar motion. First, to examine this phenomenon, this paper establishes dynamic equations of the vehicle with three degrees of freedom (DOF), and the levitation force on each superconducting magnet (SCM) is calculated by dynamic circuit theory. Second, the theory vertical equilibrium point is obtained from the average of the levitation force for a different velocity and the magneto-motive force (MMF) of the SCM. Third, this paper decouples SCM levitation forces from each other using MATLAB/SIMULINK, and a multi-body dynamic model with six DOF is developed in SIMPACK. All vertical displacements and acceleration responses, as well as the pitch angle and acceleration response from the simulation, appear to show the phenomenon of beat vibration since there are two closing natural frequencies of approximately 2 Hz and 2.4 Hz. Finally, based on the traversing method considering the influence of the velocity, initial vertical displacement, and the MMF of the SCM, the multi-body dynamic model is frequently utilized to study the response of the mean and amplitude of vertical displacement and that of the pitch angle. The results show that increasing the MMF or velocity could decrease the vertical displacement and pitch angle; the mean vertical displacement is a little larger than the theory equilibrium point; and the amplitude of vertical displacement is small when the initial vertical displacement is near the theory equilibrium point. Both the numerical and experimental results verify the validity of the dynamic circuit model and mechanical model in this paper. Full article

The friction stir welding method is increasingly attracting interest in the railway sector due to its environmental friendliness, low cost, and ease of producing high-quality joints. Using aluminum alloys reduces the weight of structures, increasing their payload and reducing fuel consumption and running costs. The following paper presents studies on the microstructure, strength, and corrosion resistance of AA6082 aluminum alloy sheets joined via friction stir welding. The sheets were joined by employing two different traverse speeds (200 and 250 mm/min), two different rotational speeds (1000 and 1250 rpm), and two different tool tilt angles (0° and 2°). It was observed that the use of the inclined tool provides finer microstructure in the nugget zone, higher value of microhardness, and better corrosion resistance, compared to the tilt angle equal to 0°. By increasing the value of revolutionary pitch, finer grains are observed in the nugget zone and the measured hardness is higher. It was also observed that the change in process parameters strongly influences the radius of the nugget zone and the potentiodynamic properties of the friction stir-welded material. The joints produced with the tool tilt angle equal to 2°, the tool traverse speed of 200 mm/min, and its rotational speed of 1250 rpm revealed the highest hardness in the nugget zone (about 92% of the base material). Moreover, the finest grain size in the nugget with the average value of 9.8 ± 1.5 µm was found. The lowest corrosion current density equal to 16.029 µA cm⁻² was noted for the sample with the highest strength, which also provides its good corrosion resistance. Full article

Magnetometers measure the local magnetic field and are present in most modern inertial measurement units (IMUs). Readings from magnetometers are used to identify Earth’s Magnetic North outdoors, but are often ignored during indoor experiments since the magnetic field does not behave how most expect. This paper presents methods to create, validate, and visualize three-dimensional magnetic field maps to expand the use of magnetic fields as a sensing modality for navigation. The utility of these maps is measured in their ability to accurately represent the magnetic field and to enable dynamic attitude estimation. In experiments with motion capture truth data, a small multicopter with three-axis inertial measurements, including magnetometer, traversed five flight profiles distinctly exciting roll, pitch, and yaw motion to provide interesting trajectories for attitude estimation. Indoor experimental results were compared to those outdoors to emphasize how spatial variation in the magnetic field drives the need for our mapping techniques. Our work presents a new way of visualizing 3D magnetic fields, which allows users to better reason about the magnetic field in their workspace. Next, we show that magnetic field maps generated from coverage patterns are generally more accurate, but training such maps using observations from desired flight paths is sufficient in the vicinity of these paths. All training sets were interpolated using Gaussian process regression (GPR), which yielded maps with <1 $\mathsf{\mu }$T of error when interpolating between and extrapolating outside of observed locations. Finally, we validated the utility of our GPR-based maps in enabling attitude estimates in regions of high magnetic field spatial variation with experimental data. Full article

The first part of this work describes the validation of a wind turbine farm Computational Fluid Dynamics (CFD) simulation using literature velocity wake data from the MEXICO (Model Experiments in Controlled Conditions) experiment. The work is intended to establish a computational framework from which to investigate wind farm layout, seeking to validate the simulation and identify parameters influencing the wake. A CFD model was designed to mimic the MEXICO rotor experimental conditions and simulate new operating conditions with regards to tip speed ratio and pitch angle. The validation showed that the computational results qualitatively agree with the experimental data. Considering the designed tip speed ratio (TSR) of 6.6, the deficit of velocity in the wake remains at rate of approximately 15% of the free-stream velocity per rotor diameter regardless of the free-stream velocity applied. Moreover, analysis of a radial traverse right behind the rotor showed an increase of 20% in the velocity deficit as the TSR varied from TSR = 6 to TSR = 10, corresponding to an increase ratio of approximately 5% m·s⁻¹ per dimensionless unit of TSR. We conclude that the near wake characteristics of a wind turbine are strongly influenced by the TSR and the pitch angle. Full article

A novel support mechanism for a wind tunnel model is designed, built, and demonstrated on an aerodynamic platform undergoing dynamic maneuvers, tested with periodic motions up to 20 Hz. The platform is supported by a 6-DOF (six degrees of freedom) traverse that utilizes eight thin wires, each mounted to a servo motor with an in-line load cell to accurately monitor or control the platform motion and force responses. The system is designed such that simultaneous control of the servo motors effects motion within ±50 mm translations, ±15° pitch, ±9° yaw, and ±8° roll at lower frequencies. The traverse tracks a desired trajectory and resolves the induced forces on the platform at 1 kHz. The effected motion of the platform is measured at 0.6 kHz with a motion capture system, which utilizes six near-infrared (NIR) cameras for full spatial and temporal resolution of the platform motion, which is used for feedback control. The traverse allows different platform model geometries to be tested, and the present work demonstrates its capabilities on an axisymmetric bluff body. Programmable timed outputs are synchronized relative to the model motion and can be used for triggering external systems and processes. In the present study, particle image velocimetry (PIV) is used to characterize the realized wakes of the platform undergoing canonical motions that are effected by this new wind tunnel traverse. Full article

The U.S. Army TACOM-TARDEC developed and validated a high-fidelity six-degree-of-freedom model to use in a trade study for the development of a prototype autonomous vehicle. The model captures realistic dynamics of the six-wheeled, skid-steered vehicle along with the electrical, thermal, and mechanical response of a detailed series hybrid-electric power system with in-hub drive motors, lithium-ion battery, and generator linked to a diesel engine. These components were modeled and integrated via extensive power and energy component libraries developed for use with a high-fidelity software tool for dynamics modeling. Further, the vehicle model’s entire complement of components was integrated in a flexible configuration that allowed them to be readily adjusted or swapped out so the user could use the model to ascertain the relative effects of modifying the vehicle’s structural or power system components on specific vehicle evaluation criteria. Such criteria include the vehicle’s performance with high-speed stability, skid steering stability, body pitch/roll/dive/squat characteristics, braking capability, road/soft-soil traversal, and steering maneuverability.
The model captures both the on- and off-road mobility for the vehicle via use of an extensive library of various terrains including hard surface, sand, sandy loam, clay soil, and snow. Further, detailed waypointbased path navigation routines automate the vehicle’s traversal over a number of user-selectable courses including some established military courses such as Churchville-B, Perryman 1, 3, and A, and Munson with user-defined vehicle velocities. The model functions as an executable file run independent of any proprietary or close-source software; the user utilizes a simplified interface to vary any of the variables associated with the vehicle’s geometry, power system, course and speed to navigate, and terrain type applied to the course. The graphical view for the vehicle traversing the selected terrain is shown with an open source 3D graphics tool. The model was validated by applying the specifications in the model for the prototype vehicle of the first-generation of autonomous six-wheeled skid-steered vehicle, simulating the model in maneuvers identical to those the prototype vehicle performed, and comparing the simulated and actual results; the data matched and the model was successfully validated.
The vehicle model was designed primarily for the trade study for the design of a specific vehicle, but was created with sufficient flexibility and capability for modeling future vehicles as well. The interchangeability of the vehicle models’ components and environments allow a user to modify or replace the vehicle’s power system components, chassis masses, tires, transmission, duty cycles, courses to traverse, and many other aspects of the vehicle. Thus the user can essentially model any vehicle with similar types of components or structures and use that model to determine the impact of those elements upon many vehicle design considerations such as mass requirements, volume constraints, power system requirements, wheels design, suspension characteristics, and controls. Several new vehicle models are already being developed using this model’s flexibility and capability. Full article