Magnetoacoustic properties of self-biased Terfenol-D 2-2 composites

Self-biased Terfenol-D 2-2 composites exhibit high frequency of actuation and good magnetomechanical properties; however, their potential usefulness is highly dependent on their magnetoacoustic properties, particularly for ultrasonic applications. The speed of sound, c, and its variation with an externally applied magnetic field have been measured for the above composites using a 10 MHz longitudinal pulse. When the sound propagates parallel to the layers, the acoustic impedance was found to be independent of the external applied field, and lower than that for bulk Terfenol-D. The magnetomechanical coupling coefficient was found to be generally low (up to 0.35) and dependent on the volume ratio of materials, being higher for the specimens with greater content of Terfenol-D. The low attenuation, low acoustic impedance, and high frequency of actuation make this structure an interesting alternative for use in underwatersound navigation and ranging and other ultrasonic applications. When the pulse propagates orthogonal to the layers, c was found to vary by up to 3% with the application of an external field, but the acoustic attenuation was found to be very high due to the multiple reflections produced at the interfaces between the layers. This latter phenomenon has been calculated theoretically. © 2007 American Institute of Physics.

Efficient Implementation of Spatially-Varying 3-D Ultrasound Deconvolution

Abstract—There are sometimes occasions when ultrasound beamforming is performed with only a subset of the total data that will eventually be available. The most obvious example is a mechanically-swept (wobbler) probe in which the three-dimensional data block is formed from a set of individual B-scans. In these circumstances, non-blind deconvolution can be used to improve the resolution of the data. Unfortunately, most of these situations involve large blocks of three-dimensional data. Furthermore, the ultrasound blur function varies spatially with distance from the transducer. These two facts make the deconvolution process time-consuming to implement. This paper is about ways to address this problem and produce spatially-varying deconvolution of large blocks of three-dimensional data in a matter of seconds. We present two approaches, one based on hardware and the other based on software. We compare the time they each take to achieve similar results and discuss the computational resources and form of blur model that each requires.

Time-frequency spectral estimation of speech

In recent years there has been a growing interest amongst the speech research community into the use of spectral estimators which circumvent the traditional quasi-stationary assumption and provide greater time-frequency (t-f) resolution than conventional spectral estimators, such as the short time Fourier power spectrum (STFPS). One distribution in particular, the Wigner distribution (WD), has attracted considerable interest. However, experimental studies have indicated that, despite its improved t-f resolution, employing the WD as the front end of speech recognition system actually reduces recognition performance; only by explicitly re-introducing t-f smoothing into the WD are recognition rates improved. In this paper we provide an explanation for these findings. By treating the spectral estimation problem as one of optimization of a bias variance trade off, we show why additional t-f smoothing improves recognition rates, despite reducing the t-f resolution of the spectral estimator. A practical adaptive smoothing algorithm is presented, whicy attempts to match the degree of smoothing introduced into the WD with the time varying quasi-stationary regions within the speech waveform. The recognition performance of the resulting adaptively smoothed estimator is found to be comparable to that of conventional filterbank estimators, yet the average temporal sampling rate of the resulting spectral vectors is reduced by around a factor of 10. © 1992.

Implementation of semi-active damping on a tri-axle heavy-vehicle suspension

A semi-active truck damper was developed in conjunction with a commercial shock absorber manufacturer. A linearized damper model was developed for control system design purposes. Open- and closed-loop damper force tracking control was implemented, with tests showing that an open-loop approach gave the best compromise between response speed and accuracy. A hardware-in-the-loop test facility was used to investigate performance of the damper when combined with a simulated quarter-car model. The input to the vehicle model was a set of randomly generated road profiles, each profile traversed at an appropriate speed. Modified skyhook damping tests showed a simultaneous improvement over the optimum passive case of 13 per cent in vertical body acceleration and 8 per cent in dynamic tyre forces. Full-scale vehicle tests of the damper on a heavy tri-axle trailer were carried out. Implementation of modified skyhook damping yielded a simultaneous improvement over the optimum passive case of 8 per cent in vertical body acceleration and 8 per cent in dynamic tyre forces. © IMechE 2008.

Active steering of a tractor-semi-trailer

This paper develops a path-following steering control strategy for an articulated heavy goods vehicle. The controller steers the axles of the semi-trailer so that its rear end follows the path of the fifth wheel coupling: for all paths and all speeds. This substantially improves low-speed manoeuvrability, off-tracking, and tyre scrubbing (wear). It also increases high-speed stability, reduces 'rearward amplification', and reduces the propensity to roll over in high-speed transient manoeuvres. The design of a novel experimental heavy goods vehicle with three independent hydraulically actuated steering axles is presented. The path-following controller is tested on the experimental vehicle, at low and high speeds. The field test results are compared with vehicle simulations and found to agree well. The benefits of this steering control approach are quantified. In a low-speed 'roundabout' manoeuvre, low-speed off-tracking was reduced by 73 per cent, from 4.25 m for a conventional vehicle to 1.15 m for the experimental vehicle; swept-path width was reduced by 2 m (28 per cent); peak scrubbing tyre forces were reduced by 83 per cent; and entry tail-swing was eliminated. In an 80 km/h lane-change manoeuvre, peak path error for the experimental vehicle was 33 per cent less than for the conventional vehicle, and rearward amplification of the trailer was 35 per cent less. Increasing the bandwidth of the steering actuators improved the high-speed dynamic performance of the vehicle, but at the expense of increased oil flow.