Gegenstand des Vortrages ist Entwicklung und Validierung eines elastischen Mehrkörpermodells der Prototypenanlage W2E-120/3.0fc der Frima W2E Wind to Energy GmbH. Folgende Schwerpunkte werden gesetzt: - Anforderungen an die Modellierung - Topologie des Mehrkörpermodells - Einbindung elastischer Körper - Einbindung aerodynamischer Lasten - Einbindung des Anlagenreglers - Experimentelle Validierung anhand von Produktionslastfällen Die vorgestellte Arbeit ist Teil des aktuellen Forschungsprojektes "DynAWind– Leichtbauoptimierte Konstruktionen von Windenergieanlagen" am Lehrstuhl für Technische Mechanik/Dynamik in Zusammenarbeit mit der W2E Wind to Energy GmbH.

Today highly complex components are manufactured on NC-controlled machine tools. The NC programs, controlling these machines, are usually automatically generated by CAM software. This automatic processing is often erroneous. The VR-based realistic machine simulation, presented in this paper, extends the usual content of a machine simulation, like material removal and collision detection, by various new aspects. The coupling of a real NC unit allows the recognition and elimination of all process- as well as controller-caused errors. The integration of the multi-body simulation enables the consideration of inertia, machine rigidity and milling cutter deflection.

No / A vehicle that deviates laterally from its intended path of travel when the brakes are applied is considered to demonstrate ‘instability’ in the form of an unexpected and undesirable response to the driver input. Even where the magnitude of lateral displacement of the vehicle is small (i.e. ‘drift’ rather than ‘pull’) such a condition would be considered unacceptable by manufacturers and customers. Steering ‘drift’ during braking can be caused by several factors, some of which relate to vehicle design and others to external influences such as road conditions. The study presented here examines the causes and effects of steering drift during straight-line braking. A comparative analysis is made between two types of vehicle model: one built with rigid suspension components and the other with flexible components. In both the cases, the vehicle behaviour is simulated during braking in a straight line, and responses including lateral acceleration, yaw rate, and lateral displacement of the vehicle are predicted and analysed under fixed steering control. Suspension/steering geometry characteristics, namely toe steer and caster angle, have been studied to understand how the effect of variations in these parameters differs in models with rigid or flexible components drift during straight-line braking. Results from both vehicle models show that differences between rigid and flexible components can affect the predicted steering drift propensity. The differences between the two models have emphasized the importance of using flexible (compliant) components in vehicle handling simulations to achieve better correlation between prediction and experiment.

This thesis presents model-based adaptive motion control algorithms for under-actuated aerial robotic manipulators combining a conventional multi-rotor Unmanned Aerial Vehicle (UAV) and a multi-link serial robotic arm. The resulting control problem is quite challenging due to the complexity of the combined system dynamics, under-actuation, and possible kinematic redundancy. The under-actuation imposes second-order nonholonomic constraints on the system motion and prevents independent control of all system degrees of freedom (DOFs). Desired reference trajectories can only be provided for a selected group of independent DOFs, whereas the references for the remaining DOFs must be determined such that they are consistent with the motion constraints. This restriction prevents the application of common model-based control methods to the problem of this thesis. Using insights from the system under-actuated dynamics, four motion control strategies are proposed which allow for semi-autonomous and fully-autonomous operation. The control algorithm is fully developed and presented for two of these strategies; its development for the other two configurations follows similar steps and hence is omitted from the thesis. The proposed controllers incorporate the combined dynamics of the UAV base and the serial arm, and properly account for the two degrees of under-actuation in the plane of the propellers. The algorithms develop and employ the second-order nonholonomic constraints to numerically determine motion references for the dependent DOFs which are consistent with the motion constraints. This is a unique feature of the motion control algorithms in this thesis which sets them apart from all other prior work in the literature of UAVmanipulators. The control developments follow the so-called method of virtual decomposition, which by employing a Newtonian formulation of the UAV-Manipulator dynamics, sidesteps the complexities associated with the derivation and parametrization of a lumped Lagrangian dynamics model. The algorithms are guaranteed to produce feasible control commands as the constraints associated with the under-actuation are explicitly considered in the control calculations. A method is proposed to handle possible kinematic redundancy in the presence of second-order motion constraints. The control design is also extended to include the propeller dynamics, for cases that such dynamics may significantly impact the system response. A Lyapunov analysis demonstrates the stability of the overall system and the convergence of the motion tracking errors. Experimental results with an octo-copter integrated with a 3 DOF robotic manipulator show the effectiveness of the proposed control strategies. / Thesis / Doctor of Philosophy (PhD)

To calculate the load capacity of gear stages within complex drivetrains under varying external loads, multi-body-systems (MBS) are used to simulate the vibrational behaviour of integral systems. In order to model a flexible hypoid gear stage, methods like the modal reduction of FEM-models were already introduced. However, the modelling of such systems is complex, challenging and sensitive to its discretisation. The co-simulation within a multi-body-system simulation offers the possibility to outsource the calculation of the tooth contact and therefore the reaction forces under consideration of friction. This leads to a simplification and an improvement of the modelling of gear stages in multi-body-systems. The further developed co-simulation module offers a compromise between computational speeds and exact solutions. To improve the quality of the results and reduce the calculation time the load distribution calculation is investigated specifically. The article describes a method to reduce fluctuations of computed reaction forces and moments during gear movement. The aim is to keep the level of fluctuations of a high contact zone discretisation with a significant smaller contact point count. / Um die Belastbarkeit von Getriebestufen innerhalb komplexer Antriebsstränge unter variierenden äußeren Lasten zu berechnen, werden Mehrkörpersysteme (MKS) zur Simulation des Schwingungsverhaltens von integralen Systemen eingesetzt. Um eine flexible Getriebestufe mit Kegel- oder Hypoidradsätzen zu modellieren, wurden bereits Methoden wie die modale Reduktion von FEM-Modellen eingeführt. Die Modellierung solcher Systeme ist jedoch komplex, anspruchsvoll und empfindlich gegenüber ihrer Diskretisierung. Die Co-Simulation innerhalb einer Mehrkörpersystem-Simulation bietet die Möglichkeit, die Berechnung des Zahnkontakts und damit der Reaktionskräfte unter Berücksichtigung der Reibung auszulagern. Dies führt zu einer Vereinfachung und Verbesserung der Modellierung von Getriebestufen in Mehrkörpersystemen. Das weiterentwickelte Co-Simulations-Modul bietet einen Kompromiss zwischen Berechnungsgeschwindigkeit und exakten Lösungen. Um die Qualität der Ergebnisse zu verbessern und die Berechnungsgeschwindigkeit zu erhöhen, wurde die Berechnung der Lastverteilung untersucht. Der Artikel beschreibt eine Methode zur Reduzierung von Schwankungen der berechneten Kräfte und Momente über der Eingriffsstrecke. Ziel ist es, die Schwankungen auf dem Level einer hohen Kontaktzonendiskretisierung mit einer deutlich geringeren Kontaktpunktanzahl zu halten.

Als elastische Koppelglieder üben Elastomere im Fahrwerk maßgeblichen Einfluss auf die Elastokinematik der Radaufhängung und damit auf die Radstellgrößen aus. Bereits einfache zylindrische Probekörper zeigten in der Vergangenheit Veränderlichkeit der Federsteifigkeiten bei mehrachsiger Belastung auf. Daraus ließ sich ableiten, dass das Bauteilverhalten von zylindrischen Elastomerkörpern, bzw. Fahrwerklagern, schwer vorhersagbar ist und dieser Effekt durch die Verwendung komplexer Geometrien zusätzlich beeinflusst wird. Eigens im Rahmen dieser Arbeit entwickelte Prüfstände ermöglichten die Untersuchung von statischen, mehrachsigen Belastungen sowie zyklischen, einachsigen Belastungen zweier Fahrwerklager einer typischen Vorderradaufhängung, dem Mc-Pherson-Federbein. Für beide Lagertypen wurden derart signifikante Federsteifigkeitsänderungen unter mehrachsiger Belastung beobachtet, dass ein Einfluss auf die Elastokinematik sicher schien. Unter einachsiger, zyklischer Belastung bestätige sich, dass einfache rheologische Ersatzmodelle, wie der Ansatz nach Kelvin-Voigt für eine Modellierung des viskoelastischen Materialverhaltens weiterhin Gültigkeit besitzen. Ein in einem Mehrkörpersimulationsprogramm erstelltes Gesamtfahrzeugmodell zeigte zunächst für die Auslegung der Prüfstände relevante Beanspruchungen in den Fahrwerklagern auf und diente weiterhin als Grundlage für die Untersuchung des Einflusses von Wechselwirkungen auf die Radstellgrößen. Dazu behandelt die Arbeit die Modellierung eines neuen Fahrwerklagermodells innerhalb dieser MKS-Umgebung. Dieses Modell bietet dem Nutzer die Möglichkeit für eine Abbildung von Wechselwirkungen an zylindrischen, zyklisch beanspruchten Bauteilen. Ein spezielles Fahrmanöver zeigte den Einfluss der Wechselwirkungen auf die Radstellgrößen auf und zeigte, dass die Berücksichtigung von Wechselwirkungen für eine Fahrwerkauslegung relevant ist. Darüber hinaus wurde mit kommerziell verfügbaren Materialmodellen für die Beschreibung es Materialverhaltens von Elastomeren innerhalb der Finite-Elemente-Methode aufgezeigt, dass bei einachsiger Belastung die Federsteifigkeiten der Fahrwerklager auf Grundlage der in der Literatur üblichen Auslegungsgleichungen näherungsweise abgebildet werden können, jedoch für mehrachsige Spannungszustände keine hinreichende Aussage über das Bauteilverhalten getroffen werden kann. Hier wurde weiterer Forschung- bzw. Erweiterungsbedarf an den FE-Programmen aufgezeigt.

A very short and disagreeable audible and tactile response from a vehicle driveline may be excited when the throttle is abruptly applied or released, or when the clutch is rapidly engaged. The condition is most noticeable in low gear and in slow moving traffic, when other background engine and road noise levels are low. This phenomenon is known as clonk and is often associated with the first cycle of shuffle response, which is a low frequency longitudinal vehicle movement excited by throttle demand. It is often reported that clonk may coincide with each cycle of the shuffle response, and multiple clonks may then occur. The problem is aggravated by backlash and wear in the drivetrain, and it conveys a perception of low quality to the customer. Hitherto, reported investigations do not reveal or discuss the mechanism and causal factors of clonk in a quantitative manner, which would relate the engine impulsive torque to the elastic response of the driveline components, and in particular to the noise radiating surfaces. Crucially, neither have the issues of sensitivity, variability and non-linearity been addressed and published. It is also of fundamental importance that clonk is seen as a total system response to impulsive torque, in the presence of distributed lash at the vibro-elastic impact sites. In this thesis, the drivetrain is defined as the torque path from the engine flywheel to the road wheels. The drivetrain is a lightly damped and highly non-linear dynamic system. There are many impact and noise emitting locations in the driveline that contribute to clonk, when the system is subjected to shock torque loading. This thesis examines the clonk energy paths, from the initial impact to many driveline lash locations, and to the various noise radiating surfaces. Both experimental and theoretical methods are applied to this complex system. Structural and acoustic dynamics are considered, as well as the very important frequency couplings between elastic structures and acoustic volumes. Preliminary road tests had indicated that the clonk phenomenon was a, very short transient impact event between lubricated contacts and having a high frequency characteristic. This indicated that a multi-body dynamics simulation of the driveline, in conjunction with a high frequency elasto-acoustic coupling analysis, would be required. In addition, advanced methods of signal analysis would be required to handle the frequency content of the very short clonk time histories. These are the main novelties of this thesis. There were many successful outcomes from the investigation, including quantitative agreement between the numerical and experimental investigations. From the experimental work, it was established that vehicle clonk could be accurately reproduced on a driveline rig and also on a vehicle chassis dynamometer, under controlled test conditions. It then enabled Design of Experiments to be conducted and the principal causal factors to be identified. The experimental input and output data was also used to verify the mathematical simulation. The high frequency FE analysis of the structures and acoustic cavities were used to predict the dynamic modal response to a shock input. The excellent correlation between model and empirical data that was achieved, clearly established the clonk mechanism in mathematical physics terms. Localised impact of meshing gears under impulsive loads were found to be responsible for high frequency structural wave propagation, some of which coupled with the acoustics modes of cavities, when the speed of wave propagation reached supersonic levels. This finding, although previously surmised, has been shown in the thesis and constitutes a major contribution to knowledge.

L'usure ondulatoire des rails associée aux vibrations de torsion des essieux de métro a été mise en évidence il y a près d'un demi siècle. L'utilisation d'absorbeurs dynamiques comme solution potentielle à ce problème a été suggérée pour la première fois dans le projet américain du TCRP "Rail Corrugation Mitigation in Transit" en 1998. Cette thèse, réalisée dans le cadre du projet européén "Wheel-rail CORRUGATION in Urban transport", a pour objectif de concevoir un absorbeur dynamique et d'étudier son influence sur la réduction de l'usure ondulatoire liée aux vibrations de torsion. Dans le cadre de ce travail, d'autres types d'usure ondulatoire ont également été traités par des absorbeurs dynamiques. Les trois premiers chapitres de cette thèse sont dédiés à la description des différents types d'usure ondulatoire et à la présentation des méthodes de prédiction. La méthode de dimensionnement des absorbeurs dynamiques est présentée au chapitre 4, ainsi que quelques perspectives de leur efficacité à réduire l'usure ondulatoire. Dans le chapitre 5, un tronçon réel du RER parisien a été étudié. D'une part les prédictions obtenues par différentes méthodes ont été comparées aux mesures sur site. D'autre part, le bénéfice résultant de l'utilisation d'un absorbeur dynamique a été étudié numériquement. Dans le chapitre 6, le cas de l'usure ondulatoire liée aux vibrations de torsion a été étudié spécifiquement. Un absorbeur dynamique a été développé pour réduire ce type d'usure ondulatoire. Son efficacité a été évaluée théoriquement et numériquement, avec un modèle multi-corps flexible du véhicule et de la voie. Dans le chapitre 7, un absorbeur dynamique visant à réduire les vibrations de torsion d'un essieu de métro à échelle réduite a été construit au laboratoire. Son efficacité a été validée expérimentalement en reproduisant les conditions d'apparition des vibrations de torsion de l'essieu sur le banc d'essais du Laboratoire des Technologies Nouvelles de l'INRETS. La correspondance entre les prédictions d'usure à échelle réduite et à échelle réelle a été établie. Une demande de brevet a été déposée par le Laboratoire des Structures Actives pour ce système (N° 06120344.4).

Im Vortrag wird die Vorgehensweise zur Modellierung des Ventiltriebs eines Einzylinder-Motorradmotors beschrieben. Dieser setzt sich aus zwei gebauten, wälzgelagerten Nockenwellen zusammen. Die Ventile werden über Schlepphebel betätigt. Das Hauptaugenmerk liegt dabei auf den Pressverbindungen zwischen Nocken und Welle sowie auf den Wälzlagerungen. Um die Belastungszustände zu ermitteln ist eine detaillierte Simulation nötig. Diese Mehrkörpersimulation wird in Mathcad mit Hilfe eines eigenen Lösers durchgeführt.

<div><div>Designing trajectories in dynamically complex environments is challenging and can easily become intractable via solely manual design efforts. Thus, the problem is recast to blend traditional astrodynamics approaches with machine learning to develop a rapid and flexible trajectory design framework. This framework incorporates knowledge of the spacecraft performance specifications via the computation of Accessible Regions (ARs) that accommodate specific spacecraft acceleration levels for varied mission scenarios in a complex multi-body dynamical regime. Specifically, pathfinding agents, via Heuristically Accelerated Reinforcement Learning (HARL) and Dijkstra's algorithms, engage in a multi-dimensional combinatorial search to sequence advantageous natural states emerging from the ARs to construct initial guesses for end-to-end transfers. These alternative techniques incorporate various design considerations, for example, prioritizing computational time versus the pursuit of globally optimal solutions to meet multi-objective mission goals. The initial guesses constructed by pathfinding agents then leverage traditional numerical corrections processes to deliver continuous transport of a spacecraft from departure to destination. Solutions computed in the medium-fidelity Circular Restricted Three Body (CR3BP) model are then transitioned to a higher-fidelity ephemeris regime where the impact of time-dependent gravitational influences from multiple bodies is also explored.</div><div><br></div><div>A broad trade-space arises in this investigation in large part due to the rich and diverse dynamical flows available in the CR3BP. These dynamical pathways included in the search space via: (i) a pre-discretized database of known periodic orbit families; (ii) flow-models of these families of orbits/arcs `trained' via the supervised learning algorithms Artificial Neural Networks (ANNs) and Support Vector Machines (SVMs); and, finally (iii) a free-form search that permits selection of both chaotic and ordered motion. All three approaches deliver variety in the constructed transfer paths. The first two options offer increased control over the nature of the transfer geometry while the free-form approach eliminates the need for a priori knowledge about available flows in the dynamical environment. The design framework enables varied transfer scenarios including orbit-orbit transport, s/c recovery during contingency events, and rendezvous with a pre-positioned object at an arrival orbit. Realistic mission considerations such as altitude constraints with respect to a primary are also incorporated.</div></div>