Selection and implementation of optimal magnetorheological brake design for a variable impedance exoskeleton robot joint

2016 ◽  
Vol 231 (5) ◽  
pp. 941-960 ◽  
Author(s):  
Ozgur Baser ◽  
Mehmet Alper Demiray
Keyword(s):  
Volume Ratio ◽  
Variable Stiffness ◽  
Humanoid Robots ◽  
Performance Comparison ◽  
Analytical Models ◽  
Exoskeleton Robot ◽  
Wide Range ◽  
Braking Torque ◽  
Variable Damping ◽  
Variable Stiffness Actuators

Next-generation exoskeleton and humanoid robots are expected to behave similar to the human neuro-muscular system to perform stable, flexible, and biomimetic movements. To achieve this goal, the variable stiffness actuators have been widely used in various robots. Using variable damping actuators along with variable stiffness actuators will be extremely beneficial for wide range of stable movements. Magnetorheological (MR) brakes are one of the most promising electromagnetic structures that can provide such variable damping in a relatively small actuator volume. In this paper, we focused on the design, characterization, selection and implementation of T-shaped, inner coil and outer coil multi-pole MR brakes to the ankle of an exoskeleton robot. Analytical models are developed using the magnetic circuit analysis to determine the braking torque. Then, magnetic finite element models are developed and coupled with an optimization algorithm to determine the optimal set of parameters of each MR brake design. Prototypes are manufactured in same size and tested experimentally to characterize the actuators’ torque-to-volume ratio, transient response, hysteresis, torque tracking, energy consumption, and damping performances. The performance comparison of the brakes showed T-shaped multi-pole MR brake design has superior characteristics compared to two other designs. Therefore, T-shaped multi-pole MR brake design is coupled with a variable stiffness actuator and implemented in an ankle joint of an exoskeleton robot and experimentally tested. The results show that the developed new hybrid robot joint is capable of stable movement with a simple control algorithm by changing its stiffness and damping independently.

scholarly journals Locomotive Crash Energy Management Coupling Tests

2018 ◽  
Author(s):  
Patricia Llana ◽  
Karina Jacobsen
Keyword(s):  
Energy Management ◽  
New Technologies ◽  
Primary Objective ◽  
Performance Comparison ◽  
Analytical Models ◽  
Lumped Mass ◽  
Mass Model ◽  
Subsequent Test ◽  
Wide Range ◽  
The Impact

Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration’s (FRA’s) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a push-back coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. These components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment. Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of service loads. Push-back couplers (PBCs) are designed with trigger loads meant to exceed the expected maximum service loads experienced by conventional couplers. Analytical models are typically used to determine these required trigger loads. Two sets of coupling tests have been conducted to demonstrate this, one with a conventional locomotive equipped with conventional draft gear and coupler, and another with a conventional locomotive retrofit with a push-back coupler. These tests will allow a performance comparison of a conventional locomotive with a CEM-equipped locomotive during coupling. In addition to the two sets of coupling tests, car-to-car compatibility tests of CEM-equipped locomotives, as well as a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests. The coupling tests of a conventional locomotive have been conducted, the results of which compared favorably with pre-test predictions. This paper describes the results of the CEM-equipped locomotive coupling tests. In this set of tests, a moving CEM locomotive was coupled to a standing cab car. The primary objective was to demonstrate the robustness of the PBC design and determine the impact speed at which PBC triggering occurs. The coupling speed was increased for each subsequent test until the PBC triggered. The coupling speeds targeted for the test were 2 mph, 4 mph, 6 mph, 7 mph, 8 mph, and 9 mph. The coupling speed at which the PBC triggered was 9 mph. The damage observed resulting from the coupling tests is described. Prior to the tests, a lumped-mass model was developed for predicting the longitudinal forces acting on the equipment and couplers. The test results are compared to the model predictions. Next steps in the research program, including future full-scale dynamic tests, are discussed.

Design of a Compliant Mechanism to Generate an Arbitrary Nonlinear Force-Deflection Profile

2018 ◽  
Author(s):  
Kyle Buschkoetter ◽  
Ashok Midha
Keyword(s):  
Resistance Exercise ◽  
Case Studies ◽  
Compliant Mechanism ◽  
Synthesis Method ◽  
Variable Stiffness ◽  
Variable Resistance ◽  
Wide Range ◽  
Nonlinear Force ◽  
Exercise Equipment ◽  
Variable Stiffness Actuators

This paper presents a compliant mechanism that can generate a wide range of force-deflection profiles. This partially compliant mechanism is comprised of a wedge cam with a compliant follower. The designer specifies the material and geometric properties of the compliant segment, as well as a desired force-deflection profile. A cam surface is then synthesized that helps generate this profile. The synthesis method is validated experimentally with the help of two case studies. Some possible areas of application include robotics, variable stiffness actuators, electrical connectors, design for automotive crashworthiness, and variable resistance exercise equipment.

scholarly journals Locomotive Crash Energy Management Coupling Tests

2017 ◽  
Author(s):  
Patricia Llana ◽  
David Tyrell
Keyword(s):  
Energy Management ◽  
New Technologies ◽  
Performance Comparison ◽  
The Other ◽  
Analytical Models ◽  
Test Procedures ◽  
Vehicle To Vehicle ◽  
Wide Range ◽  
Draft Gear ◽  
Test Requirements

Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration’s (FRA’s) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a push-back coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. These components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment. Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of service loads. Push-back couplers are designed with trigger loads meant to exceed the expected maximum service loads experienced by conventional couplers. Analytical models are typically used to determine these required trigger loads. Two sets of coupling tests are planned to demonstrate this, one with a conventional locomotive equipped with conventional draft gear and coupler, and another with a conventional locomotive retrofit with a push-back coupler. These tests will allow a performance comparison of a conventional locomotive with a CEM-equipped locomotive during coupling. In addition to the two sets of coupling tests, car-to-car compatibility tests of CEM-equipped locomotives, as well as a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests. The coupling tests of a conventional locomotive have been conducted, the results of which compared favorably with pre-test predictions. In the coupling tests of a CEM-equipped locomotive, the coupling speed for which the push-back coupler (PBC) triggers will be measured. A moving, CEM-equipped locomotive will be coupled to a standing cab car. The coupling speed for the first test will be low, approximately 2 mph. The test will then be repeated with the speed increasing incrementally until the PBC triggers. This paper describes the fabrication, retrofit, test requirements, and analysis predictions for the CEM coupling tests. The equipment to be tested, track conditions, test procedures, and measurements to be made are described. A model for predicting the longitudinal forces acting on the equipment and couplers has been developed, along with preliminary predictions for the CEM coupling tests.

Locomotive Crash Energy Management Coupling Tests Evaluation and Vehicle-to-Vehicle Test Preparation

2019 ◽  
Author(s):  
Patricia Llana ◽  
Karina Jacobsen ◽  
Richard Stringfellow
Keyword(s):  
Energy Management ◽  
New Technologies ◽  
Test Preparation ◽  
Performance Comparison ◽  
Analytical Models ◽  
Test Results ◽  
Test Procedures ◽  
Vehicle To Vehicle ◽  
Wide Range ◽  
Vehicle Test

Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration’s (FRA’s) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a push-back coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. These components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment. Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of loads experienced during service and coupling. Push-back couplers (PBCs) are designed with trigger loads meant to exceed the expected maximum service and coupling loads experienced by conventional couplers. Analytical models are typically used to determine these trigger loads. Two sets of coupling tests have been conducted that validate these models, one with a conventional locomotive equipped with conventional draft gear and coupler, and another with a conventional locomotive retrofit with a PBC. These tests allow a performance comparison of a conventional locomotive with a CEM-equipped locomotive during coupling, as well as confirmation that the PBC does not trigger at speeds below typical coupling speeds. In addition to the two sets of coupling tests, car-to-car compatibility tests of CEM-equipped locomotives, as well as a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests. The conventional coupling tests and the CEM coupling tests have been conducted, the results of which compared favorably with their pre-test predictions. In the CEM coupling tests, the PBC triggered at a speed well above typical coupling speeds. This paper provides a comparison of the conventional coupling test results with the CEM coupling test results. The next test in the research program is a vehicle-to-vehicle impact test. This paper describes the test preparation, test requirements, and analysis predictions for the vehicle-to-vehicle test. The equipment to be tested, track conditions, test procedures, and measurements to be made are described. A model for predicting the behavior of the impacting vehicles and the CEM system has been developed, along with preliminary predictions for the vehicle-to-vehicle test.

scholarly journals Conventional Locomotive Coupling Tests

2016 ◽  
Author(s):  
Patricia Llana ◽  
Karina Jacobsen ◽  
David Tyrell
Keyword(s):  
New Technologies ◽  
Performance Comparison ◽  
Analytical Models ◽  
Lumped Mass ◽  
Mass Model ◽  
One Dimensional ◽  
Vehicle To Vehicle ◽  
Wide Range ◽  
Draft Gear ◽  
Lumped Mass Model

Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration’s (FRA’s) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a push-back coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. These components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment. Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of service loads. Push-back couplers are designed with trigger loads meant to exceed the expected maximum service loads experienced by conventional couplers. Analytical models are typically used to determine these required trigger loads. Two sets of coupling tests are planned to demonstrate this, one with a conventional locomotive equipped with conventional draft gear and coupler, and another with a conventional locomotive equipped with a push-back coupler. These tests will allow a performance comparison of a conventional locomotive with a CEM-equipped locomotive during coupling. In addition to the two sets of coupling tests, car-to-car compatibility tests of CEM-equipped locomotives, as well as a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests. This paper describes the results of the coupling tests of conventional equipment. In this set of tests, a moving locomotive was coupled to a standing cab car. The coupling speed for the first test was 2 mph, the second test 4 mph, and the tests continued with the speed incrementing by 2 mph until the last test was conducted at 12 mph. The damage observed resulting from the coupling tests is described. The lowest coupling speed at which damage occurred was 6 mph. Prior to the tests, a one-dimensional lumped-mass model was developed for predicting the longitudinal forces acting on the equipment and couplers. The model predicted that damage would occur for coupling speeds between 6 and 8 mph. The results of these conventional coupling tests compare favorably with pre-test predictions. Next steps in the research program, including future full-scale dynamic tests, are discussed.

scholarly journals Modelling of fibre steered plates with coupled thickness variation from overlapping continuous tows

2020 ◽  
Author(s):  
Lander Vertonghen ◽  
Saullo G. P. Castro
Keyword(s):  
Variable Thickness ◽  
Plane Surface ◽  
Thickness Distribution ◽  
Ritz Method ◽  
Variable Stiffness ◽  
Element Model ◽  
Analytical Models ◽  
Thickness Variation ◽  
Wide Range ◽  
Modelling Strategies

Previous research has hinted on further improvements of the buckling behaviour of variable-stiffness laminates by incorporating overlaps, resulting in a variable thickness profile that is non-linearly coupled to the steering angles. The present study compares two modelling strategies to consider the variable thickness distribution: 1) as manufactured with discrete thicknesses; and 2) smoothed with a continuous thickness distribution. The as-manufactured discrete thickness created by overlapping tows is obtained by means of virtually manufactured laminates. The smeared approximation is much simpler to implement, whereby the local thickness is a non-linear function of the local steering angle. Linear buckling analyses are performed by means of fast semi-analytical models based on the Ritz method using hierarchical polynomials and classical plate formulation. By assuming a smooth manufacturing mould on one side, a one-sided thickness variation is produced, resulting in non-symmetric laminates for which the mid-plane surface is varied accordingly. Modelling guidelines are provided regarding the use of the smeared model in a study covering a wide range of geometries, loading and boundary conditions. With these guidelines, one can apply the smeared thickness technique in semi-analytical models to reach a correlation within ±5% compared to a costly discrete-thickness finite element model.

scholarly journals A Configurable Architecture for Two Degree-of-Freedom Variable Stiffness Actuators to Match the Compliant Behavior of Human Joints

2021 ◽  
Vol 8 ◽  
Author(s):  
Simon Lemerle ◽  
Manuel G. Catalano ◽  
Antonio Bicchi ◽  
Giorgio Grioli
Keyword(s):  
Variable Stiffness ◽  
Degree Of Freedom ◽  
Design Parameters ◽  
Dimensional Parameter ◽  
Passive Behavior ◽  
Compliant Behavior ◽  
Wide Range ◽  
Articulated Robots ◽  
Variable Stiffness Actuators ◽  
Two Degree Of Freedom

Living beings modulate the impedance of their joints to interact proficiently, robustly, and safely with the environment. These observations inspired the design of soft articulated robots with the development of Variable Impedance and Variable Stiffness Actuators. However, designing them remains a challenging task due to their mechanical complexity, encumbrance, and weight, but also due to the different specifications that the wide range of applications requires. For instance, as prostheses or parts of humanoid systems, there is currently a need for multi-degree-of-freedom joints that have abilities similar to those of human articulations. Toward this goal, we propose a new compact and configurable design for a two-degree-of-freedom variable stiffness joint that can match the passive behavior of a human wrist and ankle. Using only three motors, this joint can control its equilibrium orientation around two perpendicular axes and its overall stiffness as a one-dimensional parameter, like the co-contraction of human muscles. The kinematic architecture builds upon a state-of-the-art rigid parallel mechanism with the addition of nonlinear elastic elements to allow the control of the stiffness. The mechanical parameters of the proposed system can be optimized to match desired passive compliant behaviors and to fit various applications (e.g., prosthetic wrists or ankles, artificial wrists, etc.). After describing the joint structure, we detail the kinetostatic analysis to derive the compliant behavior as a function of the design parameters and to prove the variable stiffness ability of the system. Besides, we provide sets of design parameters to match the passive compliance of either a human wrist or ankle. Moreover, to show the versatility of the proposed joint architecture and as guidelines for the future designer, we describe the influence of the main design parameters on the system stiffness characteristic and show the potential of the design for more complex applications.

A new variable stiffness robot joint

2015 ◽  
Vol 42 (4) ◽  
pp. 371-378 ◽  
Author(s):  
Yong Tao ◽  
Tianmiao Wang ◽  
Yunqing Wang ◽  
Long Guo ◽  
Hegen Xiong ◽  
...  
Keyword(s):  
Design Methodology ◽  
Dynamic Stiffness ◽  
Variable Stiffness ◽  
System Behavior ◽  
Pivot Point ◽  
Content Type ◽  
Wide Range ◽  
Variable Stiffness Actuators ◽  
Stiffness Adjustment ◽  
Elastic Elements

Purpose – This study aims to propose a new variable stiffness robot joint (VSR-joint) for operating safely. More and more variable stiffness actuators are being designed and implemented because of their ability to minimize large forces due to shocks, to safely interact with the user and their ability to store and release energy in passive elastic elements. Design/methodology/approach – The design of VSR-joint is compact and integrated highly and the operating is simply. The mechanics, the principle of operation and the model of the VSR-joint are proposed. The principle of operation of VSR-joint is based on a lever arm mechanism with a continuously regulated pivot point. The VSR-joint features a highly dynamic stiffness adjustment along with a mechanically programmable system behavior. This allows an easy adaption to a big variety of tasks. Findings – Preliminary results are presented to demonstrate the fast stiffness regulation response and the wide range of stiffness achieved by the proposed VSR-joint design. Originality/value – In this paper, a new variable stiffness joint is proposed through changing the cantilever arm to change the performance of the elastic element, which is compact, small size and simple adjustment.

Design and Implementation of a Novel Variable Stiffness Actuator with Cam-Based Relocation Mechanism

2020 ◽  
pp. 1-22
Author(s):  
Yinghao Ning ◽  
Hailin Huang ◽  
Wenfu Xu ◽  
Weimin Zhang ◽  
Bing Li
Keyword(s):  
Variable Stiffness ◽  
Human Robot Interaction ◽  
Tracking Accuracy ◽  
Robot Interaction ◽  
Wide Range ◽  
Lever Mechanism ◽  
Point Control ◽  
Point To Point ◽  
Safe Performance ◽  
Variable Stiffness Actuators

Abstract Variable stiffness actuators (VSAs) are widely explored as they could improve the safe performance for human-robot interaction and make the system torque controllable based on the internal compliance. This paper presents a novel VSA based on the cam-based relocation mechanism (CRM-VSA), which is utilized to change the locations of pivot and spring of a lever mechanism simultaneously. Consequently, such structure makes the actuator compacted and the stiffness regulation designable which could help engineers to pursue different demands of stiffness regulation. The simultaneous relocations of the pivot and spring also permit a wide range of adjustable stiffness. By introducing linear guide pairs, the internal friction of the relocations of pivot and spring could be greatly reduced, thus enhancing the energy efficiency. To evaluate the performance of the proposed CRM-VSA, the point-to-point control strategy is developed which contributes to a higher tracking accuracy and oscillation attenuation at both the start and end points of the trajectory. Additionally, the performance of torque controllability is also verified through experiments. These excellent capabilities enable the proposed CRM-VSA to be qualified for constructing a robotic arm towards service applications.

Robust stabilization control of a spatial inverted pendulum using integral sliding mode controller

2020 ◽  
Vol 0 (0) ◽  
Author(s):  
Ishan Chawla ◽  
Vikram Chopra ◽  
Ashish Singla
Keyword(s):  
Inverted Pendulum ◽  
Sliding Mode ◽  
Robust Stabilization ◽  
Linear Quadratic Regulator ◽  
Humanoid Robots ◽  
Sliding Mode Controller ◽  
Linear Quadratic ◽  
Integral Sliding Mode ◽  
Wide Range ◽  
Lqr Controller

AbstractFrom the last few decades, inverted pendulums have become a benchmark problem in dynamics and control theory. Due to their inherit nature of nonlinearity, instability and underactuation, these are widely used to verify and implement emerging control techniques. Moreover, the dynamics of inverted pendulum systems resemble many real-world systems such as segways, humanoid robots etc. In the literature, a wide range of controllers had been tested on this problem, out of which, the most robust being the sliding mode controller while the most optimal being the linear quadratic regulator (LQR) controller. The former has a problem of non-robust reachability phase while the later lacks the property of robustness. To address these issues in both the controllers, this paper presents the novel implementation of integral sliding mode controller (ISMC) for stabilization of a spatial inverted pendulum (SIP), also known as an x-y-z inverted pendulum. The structure has three control inputs and five controlled outputs. Mathematical modeling of the system is done using Euler Lagrange approach. ISMC has an advantage of eliminating non-robust reachability phase along with enhancing the robustness of the nominal controller (LQR Controller). To validate the robustness of ISMC to matched uncertainties, an input disturbance is added to the nonlinear model of the system. Simulation results on two different case studies demonstrate that the proposed controller is more robust as compared to conventional LQR controller. Furthermore, the problem of chattering in the controller is dealt by smoothening the controller inputs to the system with insignificant loss in robustness.

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