Ali Abolfathi

On the Effects of Mistuning a Force-Excited System Containing a Quasi-Zero-Stiffness Vibration Isolator

Nonlinear isolators with high-static-low-dynamic-stiffness have received considerable attention in the recent literature due to their performance benefits compared to linear vibration isolators. A quasi-zero-stiffness (QZS) isolator is a particular case of this type of isolator, which has a zero dynamic stiffness at the static equilibrium position. These types of isolators can be used to achieve very low frequency vibration isolation, but a drawback is that they have purely hardening stiffness behavior. If something occurs to destroy the symmetry of the system, for example, by an additional static load being applied to the isolator during operation, or by the incorrect mass being suspended on the isolator, then the isolator behavior will change dramatically. The question is whether this will be detrimental to the performance of the isolator and this is addressed in this paper. The analysis in this paper shows that although the asymmetry will degrade the performance of the isolator compared to the perfectly tuned case, it will still perform better than the corresponding linear isolator provided that the amplitude of excitation is not too large.

The prediction of measurement variability in an automotive application by the use of a coherence formulation

Variability between nominally identical vehicles is an ever-present problem in automotive vehicle design. In this paper, it is shown that it is possible to quantify and, therefore, separate the measurement variability arising from a number of tests on an individual vehicle from the vehicle-to-vehicle variability arising from the manufacturing process with a series of controlled experiments. In this paper, coherence data is used to identify the measurement variability and, thus, to separate these two variability sources. In order to illustrate the methodology, a range of nominally identical automotive vehicles have been tested for NVH (noise, vibration and harshness) variability by exciting the engine mount with an impact hammer and measuring the excitation force and corresponding velocity responses at different points on the vehicle. Normalised standard deviations were calculated for the transfer mobility data, giving variability values of 25.3%, 33.5% and 37.3% for the responses taken at the suspension strut, upper A-pillar and B-pillar, respectively. The measurement variability was determined by taking repeat measurements on a single vehicle, and was found to be 2.9%. The measurement variability predicted by the coherence data on the multi-vehicle tests was compared with the directly taken repeat measurements taken on a single vehicle and these were shown to agree well with one another over the frequency range of interest.

The uncertainty in stiffness and damping of an automotive vehicle’s trim-structure mounts and its effect on the variability of the vibration transfer function

A large number of plastic clips are used in an automotive vehicle to connect the trim to the structure. These are small clips with very small masses compared to the structural elements that they connect together; however, the uncertainty in their properties can affect the dynamic response. The uncertainty arises out of their material and manufacturing tolerances and more importantly the boundary conditions. A test rig has been developed that can model the mounting condition of the clips. This allows measurement of the range of their effective stiffness and damping. Initially, the boundary condition at the structure side is replicated. The variability is found to be 7% for stiffness and 8% for damping. In order to simulate the connection of the trim side, a mount is built using a 3D printer. The variability due to the boundary condition on both sides was as large as 40% for stiffness and 36% for damping. A Monte Carlo simulation is used in order to assess the effect of the uncertainty of the clips’ properties on the vibration transfer functions of a door assembly. A simplified connection model is used in this study where only the axial degree of freedom is considered in connecting the trim to the door structure. The uncertainty in the clip stiffness and damping results in a variability in the vibration transfer function which is frequency dependent and can be as high as 10% at the resonant peaks with higher values at some other frequencies. It is shown that the effect of the uncertainty in the clips effective damping is negligible and the variability in the dynamic response is mainly due to the uncertainty in the clip’s stiffness. Furthermore, it is shown that the variability would reduce either by increasing or decreasing the effective stiffness of the clips.

Effect of asymmetry in the restoring force of the “click” mechanism in insect flight

The aim of this paper is to examine the effect of asymmetry in the force-deflection characteristics of an insect flight mechanism on its nonlinear dynamics. An improved simplified model for insect flight mechanism is suggested and numerical methods are used to study its dynamics. The range at which the mechanism may operate is identified. The asymmetry can lead to differences in the velocity in the upward and downward movements which can be beneficial for the insect flight.

Quantifying the variability in stiffness and damping of an automotive vehicle's trim-structure mounts

Small plastic clips are used in large numbers in automotive vehicles to connect interior trims to vehicle structures. The variability in their properties can contribute to the overall variability in noise and vibration response of the vehicle. The variability arises due to their material and manufacturing tolerances and more importantly due to the boundary condition. To measure their stiffness and damping, a simple experimental rig is used where a mass is supported by the clip which is modelled as a single degree of freedom system. The rig is designed in a way that it simulates the boundary condition as those of the real vehicle. The variability in clip and also due to the boundary condition at the structure side is first examined which is 7% for stiffness and 8% for damping. To simulate the connection of the trim side, a mount is built using a 3D printer. Rattling occurs in the response of the clips with loose connections, however by preloading the mount the effective stiffness increases and the rattling is eliminated. The variability due to the boundary condition at the trim side was as large as 40% for stiffness and 52% for damping.

MEMS Wind Speed Sensor: Large Deflection of Curved Micro-Cantilever Beam Under Uniform Horizontal Force

Micro-cantilever beams are currently employed as sensor in various fields. Of main applications, is using such beams in wind speed sensors. For this purpose, curved out of plane micro-cantilever beams are used. Uniform pressure on such beams causes a large deflection of beam. General mechanics of material theory deals with small deflection and thus cannot be used for explaining this deflection. Although there are a body of works on analysing of large deflection [1], nonlinear deflection, of curved beams [2], yet there is no research on large deflection of curved beam under horizontal uniform distributed force.Theoretically, the wind force is applying horizontally on curved micro-cantilever beam. Here, we neglect the effect of moving weather from beam sides.We first aim how to drive the governed equation. A curved beam does not have a calculable centroid. Also large deflection of beam changes its curvature which would change the centroid of beam consciously. The variation of centroid makes very though calculating the bending moment of each cross section in the beam. To address this issue, an integral equation will be used. The total force will be considered as a single force applied at the centroid.The second challenge is solving the governed nonlinear ordinary differential equation (ODE). Although there are several methods to solve analytically nonlinear ODE, Lie symmetry method, with all its complication, is a general method for this kind of equations. This approach covers all current methods in analytical solving nonlinear ODEs. In this method, an infinitesimal transformation should be calculated. All transformations under one parameter creates a group that called Lie group. A value of parameter which transfers the equation onto itself is called invariant of ODE. One can calculate canonical coordinates ODEs by the invariant. Solving the canonical coordinates ODEs yields to calculating the canonical coordinates. Canonical coordinate are used to reduce the order of nonlinear ODE [3]. By repeating this method one can solve high order ODEs.Our last question is how to do numerical solution of ODE. The possible answer will help to explain the phenomena of deflection clearly and compare the analytical solution with numerical results. Small dimensions of beam, small values of applied force from one side and Young modules value from the other side, will create a stiff ODE. Authors experience in this area shows that the best method to sole these kind of equations is LSODE. This method can be used in Maple.Here, primary calculations show that the governed equation is second order nonlinear ODE and we propose two possible invariants to solve ODE. Overall, the primary numerical solution has shown perfect match with the exact solution.Copyright