Browse Topic: Cables
Cable-Driven Mechanisms are broadly used in various fields owing to the wide workspace and high load capacity. However, the dynamic modeling of the mechanisms faces two main challenges: the cables’ time-varying length vibration characteristics and the stress discontinuity conditions that are induced by the cable-pulley coupling. Previous studies often approximate the cable vibration field using smooth, differentiable test functions. Although these methods can theoretically provide accurate solutions, they require high-order discretization to maintain precision when dealing with stress discontinuity conditions at the cable-pulley contact point. This not only increases computational costs but also leads to deviations in the calculated cable strain field due to the Gibbs effect at stress discontinuities. To address the issue, an extended dynamic model based on the modal acceleration method is proposed in this paper. By introducing piecewise linear test functions to expand the modal function set, the proposed extended model can explicitly embed the stress discontinuity effect into the dynamic equations, thus independently describing the stress characteristics imposed by the pulley on the cable. Numerical simulations demonstrate that the extended model can achieve high-precision results at low discretization orders and effectively avoid the Gibbs effect. The extended model can achieve precision comparable to traditional sine test function methods at a discretization order that is 1 to 2 orders lower.
Innovators at NASA Johnson Space Center (JSC) have developed an Earthbound robotic training system called “ARGOS” for short. It can actively simulate an astronaut’s weightlessness in space by using an overhead runway and bridge drive system to partially or fully offload their weight using attached cables, effectively suspending them off the ground. Although the test subject’s torso and legs are offloaded, their arms and any weighty hand tools are not.
Researchers have created a light-powered soft robot that can carry loads through the air along established tracks, similar to cable cars or aerial trams. The soft robot operates autonomously, can climb slopes at angles of up to 80°, and can carry loads up to 12 times its weight.
A mobile wireless charger is a device that charge a smartphone or other compatible gadgets without the need for physical cables. Principle of wireless mobile charger system based on inductive coupling phenomena. The main objective of this paper aims to address the challenge of packaging wireless mobile charger in peculiar door trim profile keeping overall functionality and aesthetic appearance of door trim intact. This paper deals with integration of a wireless charging system within the door trim of a vehicle to provide convenience and advanced functionality. The objective is to pack a wireless charger in door trim meeting the ergonomic target and equilibrium state stability while maintaining sleek and minimalist design of the door trim. The study focuses on innovative packaging solutions related to space optimization in door despite multiple challenges involved. Major challenge lies in packing the unit amidst complex mechanisms such as window regulators, speakers, structural reinforcements while managing the thermal heat generation with proper dissipation techniques The main objective of this paper is to address the following: An innovative approach to the design of Wireless charger for Door trim Meeting stable equilibrium state. Focusing on enhancing aesthetics. Low weight impact, robust design, and assembly, Managing Wireless charger quality quality as per regular standard.
This document establishes re-certification guidelines applicable to fiber optic fabricator technical training for individuals involved in the manufacturing, installation, support, integration and testing of fiber optic systems. Applicable personnel include: Managers Engineers Technicians Trainers/Instructors Third Party Maintenance Agencies Quality Assurance Production
The interaction of electric, electronic (E/E) and mechanical components defines the quality of a BEV’s powertrain. Component selection, their integration and calibration aim at meeting legal requirements for EMC and safety as well as competitive targets for efficiency, NVH and driving comfort. These tasks in particular need attention on electromagnetic events on the DC bus, the high-power electronics of inverters, the e-motors, and the drive shaft. Each component within this environment is defined by its electromechanical features with variabilities selected from a large set of operating parameters. Consequently, a complete powertrain and its controllers give rise to endless combinations for powertrain operation. How to understand and avoid risk laden and ineffective parameter options, how to find powertrain control parameters for safe, efficient and comfortable operation? And how to find solutions within competitive development timeframes? Particular issues include high voltage risks on AC and DC bus, AC resonant ripple currents on the DC lines, or risks arising from powertrain dynamics and impacting NVH quality and driving comfort. Such issues are addressed with extensive system simulations and, finally, with comprehensive testing a powertrain’s electric, electronic and mechanical behavior. The focus of this paper is on E/E and NVH signal analytics guiding the integration of powertrain modules: E/E challenges arise from voltage bursts at MHz frequencies endangering insulation of stator windings and cables. Current ripples on the HV-DC bus may endanger auxiliary components. Motor operation and drive shaft dynamics must not compromise NVH quality and component durability.
As fast as modern electronics have become, they could be much faster if their operations were based on light, rather than electricity. Fiber optic cables already transport information at the speed of light, but to do computations on that information without translating it back to electric signals will require a host of new optical components.
Researchers have created a light-powered soft robot that can carry loads through the air along established tracks, similar to cable cars or aerial trams. The soft robot operates autonomously, can climb slopes at angles of up to 80°, and can carry loads up to 12 times its weight.
Door sunshade in a vehicle has proven to be very comfortable and luxurious feature to the customers. Luxury vehicles provide power sunshade which is electrically operated with the activation of a switch, whereas cost conscious vehicles provide manual sunshade which requires manual coiling and uncoiling. This study is to develop a door panel structure that can accommodate both the manual sunshade and power sunshade, thereby serving both cost conscious as well as luxury seeking customers. Manual sunshade consists only of cassette, pull bar, spindle mechanism and hooks whereas the power sunshade consists of cassette, pull bar, spindle mechanism, flap mechanism, bowden cable mechanism, actuator and motor. Due to this difference in package, it becomes difficult to accommodate both variants of sunshade into the same body system. However, this study helps in developing a common body structure by ways of effective packaging, modifying the cable and actuator mechanism and critical packaging of motor that helps in commonization of inner panel and other body systems. Bowden cable has been routed in a way that it does not impact inside door handle, latch system and window regulator assembly. Actuator and motor assembly has been packaged and mounted without regulator assembly, door glass part and other body systems. Critical challenges faced were on the load criteria for actuation of sunshade and durability considerations for abuse load cases.
Since the COVID-19 pandemic that advanced contactless service, robots are increasingly being seen conducting routine deliveries around hospitals and hotels. Developed by Robotise Technologies, JEEVES is one such autonomous service robot used in hotels, healthcare facilities, offices, airports, and other settings. Its main duty is to transport materials and products.
Automotive radar plays a crucial role in object detection and tracking. While a standalone radar possesses ideal characteristics, integrating it within a vehicle introduces challenges. The presence of vehicle body, bumper, chassis, and cables in proximity influences the electromagnetic waves emitted by the radar, thereby impacting its performance. To address these challenges, electromagnetic simulations can guide early-stage design modifications. However, operating at very high frequencies around 77GHz and dealing with the large electrical size of complex structures demand specialized simulation techniques to optimize radar integration scenarios. Thus, the primary challenge lies in achieving an optimal balance between accuracy and computational resources/simulation time. This paper outlines the process of radar vehicle integration from an electromagnetic perspective and demonstrates the derivation of optimal solutions through RF simulation.
This specification includes detailed requirements for a fiber optic cable splice compliant with AS5405.
Phased array radar technology has been gaining popularity since its initial introduction in the 1960s and is now being used in a variety of applications, from military and defense to civilian sectors and even space exploration. This cutting-edge technology has revolutionized radar systems by offering unparalleled flexibility, precision, and speed. At the heart of phased array radar lies a sophisticated antenna system composed of numerous individual elements, each capable of independently emitting and receiving radio waves. Unlike traditional radar systems that rely on mechanically rotating antennas, phased array radars electronically steer their beams, enabling rapid and precise target acquisition. This breakthrough is made possible by meticulously controlling the phase of radio waves emitted from each antenna element.
For many patients waiting for a donor heart, the only way to live a decent life is with the help of a pump attached directly to their heart. This pump requires about as much power as a TV, which it draws from an external battery via a seven-millimeter-thick cable. The system is handy and reliable, but it has one big flaw: despite medical treatment, the point at which the cable exits the abdomen can be breached by bacteria.
Over the last 90 years, many concepts of lifting payload with a single tethered fixed-wing aircraft have been proposed. In this concept, an airplane flies along a quasi-circular flight path and the payload should remain at the center of this circle. The main challenge encountered has been payload stability in hover (i.e., when the payload is fixed in space and the aircraft flies along a quasi-circular path above). In calm conditions, lengthening the tether to reach two or three kilometers (1.5 mile) has been proven to stabilize the payload in an orbit with a radius of the order of 1 meter (3 ft). However, the presence of wind has shown a drastic reduction in payload stability. At the end of the 1990s, a patent proposed to add a thruster-based stabilization device onto the payload but no further studies explored such a concept. This study proposes a new concept inspired by the former. The main difference lies in the addition of a reel-in mechanism to control and stabilize the payload in the vertical direction. This work analyzes the impact of the wind on this new concept in hover. The results have shown a maximum power requirement of 37 kW (60 hp) for the aircraft and 15 kW (20 hp) for the stabilization device to lift a 300 kg (660 lbm) payload fixed in the inertial frame with a 400 m (1,300 ft) long tether. This work has highlighted the high impact of the tether force on the towing airplane and therefore a means to reduce this impact is required.
Vertical lifting methods using circling airplanes tethered to a centralized payload have been studied since the 1940s. These methods combine the high efficiency of fixed-wing airplanes with the vertical lifting ability of helicopters. However, such lifting systems must tackle the challenge of accurately controlling the position of the centralized payload in order to be viable. Typically, a kilometer-long tether configuration, subject to aerodynamic damping, is studied to achieve a small orbit radius for the payload, resulting in nearly stationary movement. This article presents the development of a payload control system (PCS) for a circling single-airplane tethered lifting system. A PCS mounted onto the payload compensates for flight path deviations of the airplane and allows the use of a shorter tether because it removes the dependency on aerodynamic forces to position the payload. This article presents the mechanical architecture and the control strategy of the PCS, along with experimental flights done under a DJI Matrice 600 drone to mimic the trajectory of a circling single-airplane. The DJI drone followed a circular path of 16 m in diameter with a period of 14 s during which a payload, including the PCS, was linked to the drone with a 31 m (102 ft) tether. During the experiments, the PCS maintained payloads ranging from 1.6 kg (3.5 lb) to 4.8 kg (10.6 lb) at ∼10 cm (∼4 in) of the target position, regardless of the trajectory deviations of the DJI drone. The PCS is a key feature of this novel vertical lifting method which has the potential to provide an alternative to rotorcraft and multi-rotor drones for cargo delivery
Modern armed forces require advanced signal transmission systems for mission success. Military operations, including those utilizing aircraft and warships, are reliant on receiving and transmitting high-speed data at RF and millimeter wave (mmWave) frequencies. In today’s battlefield, high-speed cables must perform to specification under any condition, which in turn necessitates innovative test solutions that can conduct accurate and repeatable measurements.
In an embedded world gone SOSA sensational, one might believe that centralized ATR-style OpenVPX systems are the best way to architect your next rugged system. While these chassis are routinely and successfully deployed on airborne, shipboard, and vetronics platforms, they are big, heavy, costly, and a real challenge to cool and connect. An alternate but equivalent rugged, deployable approach uses one or more small form factor chassis modules, distributed into any available space in the vehicle, interconnected via Apple® and Intel’s® 40Gbps Thunderbolt™ 4, a commercial open standard that uses USB Type-C connectors with a single, thin bi-directional copper or fiber cable.
The rapid advancement of military avionics technologies is revolutionizing the capabilities of next-generation aircraft. One of the common features of modern military avionics systems is the adoption of high-frequency and millimeter-wave (mmWave) communications to achieve higher data rates and enhanced resistance to interference. However, this introduces several evolving requirements for the RF assemblies that power them compared to the previous generation of systems that worked in lower frequency ranges. First, as military avionics systems transition to higher frequencies, RF coaxial cables, connectors, and assemblies must handle them without introducing excessive losses. Higher frequencies also require more specialized test environments due to the higher sensitivity of signals in these bands.
When astronauts begin to build a permanent base on the Moon, as NASA plans to do in the coming years, they’ll need help. Robots could potentially do the heavy lifting by laying cables, deploying solar panels, erecting communications towers, and building habitats. But if each robot is designed for a specific action or task, a Moon base could become overrun by a zoo of machines, each with its own unique parts and protocols.
Classic vehicle production had limitations in bringing the driving commands to the actuators for vehicle motion (engine, steering and braking). Steering columns, hydraulic tubes or steel cables needed to be placed between the driver and actuator. Change began with the introduction of e-gas systems. Mechanical cables were replaced by thin, electric signal wires. The technical solutions and legal standardizations for addressing the steering and braking systems, were not defined at this time. Today, OEMs are starting E/E-Architecture transformations for manifold reasons and now have the chance to remove the long hydraulic tubes for braking and the solid metal columns used for steering. X-by-wire is the way forward and allows for higher Autonomous Driving (AD) levels for automated driving vehicles. This offers new opportunities to design the vehicle in-cabin space. This paper will start with the introduction of x-by-wire technologies. It will cover the three aspects of the transformation from line to wire; functional safety (fail operational), security, and availability. It will also provide examples of two different implementation approaches, one from a classic OEM with a basic platform vehicle architecture and concept, and the other from the start-up company, REE Automotive, with their skateboard architecture and brand-new concept of REEcorner™ Vehicle Motion.
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