Research Papers

A New Design of Horizontal Electro-Vibro-Impact Devices

[+] Author and Article Information
Van-Du Nguyen

Mechanical Engineering Faculty,
Thai Nguyen University of Technology,
3/2 Street,
Thai Nguyen City 250000, Vietnam
e-mail: vandu@tnut.edu.vn

Huu-Cong Nguyen

Electronic Engineering Faculty,
Thai Nguyen University of Technology,
3/2 Street,
Thai Nguyen City 250000, Vietnam
e-mail: conghn@tnu.edu.vn

Nhu-Khoa Ngo

Mechanical Engineering Faculty,
Thai Nguyen University of Technology,
3/2 Street,
Thai Nguyen City 250000, Vietnam
e-mail: khoann@tnut.edu.vn

Ngoc-Tuan La

Manufacturing Faculty,
Vinh University of Technology Education,
No. 117,
Nguyen Viet Xuan Street,
Vinh City 460000, Nghe An, Vietnam
e-mail: langoctuan.ktv@gmail.com

1Corresponding author.

Contributed by the Design Engineering Division of ASME for publication in the JOURNAL OF COMPUTATIONAL AND NONLINEAR DYNAMICS. Manuscript received August 15, 2016; final manuscript received January 28, 2017; published online September 7, 2017. Assoc. Editor: Przemyslaw Perlikowski.

J. Comput. Nonlinear Dynam 12(6), 061002 (Sep 07, 2017) (11 pages) Paper No: CND-16-1382; doi: 10.1115/1.4035933 History: Received August 15, 2016; Revised January 28, 2017

This paper presents a development in design, mathematical modeling, and experimental study of a vibro-impact moling device, which was invented by the author before. A vibratory unit deploying electromechanical interactions of a conductor with oscillating magnetic field has been realized and developed. The combination of resonance in an RLC circuit including a solenoid is found to create a relative oscillatory motion between the metal bar and the solenoid. This results in impacts of the solenoid on an obstacle block, which causes the forward motion of the system. Compared to the former model which employs impact from the metal bar, the improved rig can offer a higher progression rate of six times when using the same power supply. The novel geometrical arrangement allows for future optimization in terms of system parametric selection and adaptive control. This implies a very promising deployment of the mechanism in ground moling machines as well as other self-propelled mobile systems. In this paper, insight to the design development based on physical and mathematical models of the rig is presented. The coupled electromechanical equations of motion then are solved numerically, and a comparison between experimental results and numerical predictions is presented.

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Grahic Jump Location
Fig. 1

The former electro-vibro impact mechanism in: (a) schematic diagram and (b) physical model

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Fig. 2

The dependence of the magnetic force on the relative displacement of the metal bar: (a) time history of the relative displacement (black dashed line) and the force (blue solid line) and (b) variation of the force with respect to the relative displacement of the metal bar. The numerical solutions are calculated as C = 45 μF, VRMS = 100 V, R = 32.5 Ω.

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Fig. 3

Phase portrait of the relative motion of the bar and the solenoid: (a) without impact and (b) with impact. The simulation results was obtained from Eq. (1) with m1 = 0.32 kg; m2 = 6.4 kg; μ1 = 0.1; μ2 = 0.65; V = 100 V; C = 45μF; G = 37 mm.

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Fig. 4

Schematic diagram (a) and physical model (b) of the new vibro-impact device

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Fig. 5

Free motions of the bar and the car with the addition of spring k2: (a) time history of the bar (black dash line) and the car (red solid line), (b) phase portrait of the bar, and (c) phase portrait of the car. A supplied voltage VRMS = 100 V was applied.

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Fig. 6

The experimental rig in: (a) a photograph and (b) a cross section view

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Fig. 7

Schematic of the experimental setup

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Fig. 8

Comparisons between the simulation (a) and experimental (b) results of system displacement for VRMS = 100 V and C = 45 μF: time histories for displacement of the metal bar (black dashed–dotted line), the car (red solid line), and the base board (blue dashed line) in 1 s

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Fig. 9

Comparisons between simulation: (a) and experimental (b) results of system displacement for VRMS = 110 V and C = 45 μF. Time histories of the metal bar (black dashed–dotted line), the car (red solid line) and the base board (blue dashed line) in 1 s.

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Fig. 10

Comparisons between the simulation (solid lines, denoted as sim.) and experimental (symbols, denoted as exp.) displacement of the base board at supply voltage of: (a) VRMS = 100 V and (b) VRMS = 110 and 120 V

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Fig. 11

Simulation (black solid line) and experimental (red dashed line) relative displacements of the car and base board for: (a) VRMS = 100 V and (b) VRMS = 110 V

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Fig. 12

Numerical phase portrait (a)–(c) and frequency spectrum (d)–(f) of: the impactor in the former model (a) and (d); the oscillator (b) and (e) and the impactor (c) and (f) in the current version. A supply voltage of 100 V was applied. The locations of the impact surface are shown by vertical red solid lines.

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Fig. 13

Numerical frequency spectrum of the motion of the current system: (a) for the metal bar and (d) for the car, a supplied voltage of 90 V was applied; (b) for the metal bar and (e) for the car, a supplied voltage of 100 V was applied; (c) for the metal bar and (f) for the car, a supplied voltage of 130 V was applied

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Fig. 14

Penetration of the current version with capacitance of 43 μF (continuous line) and 45 μF (dotted line) compared to that of the former current with capacitance of 43 μF (empty lozenge symbols) and 45 μF (filled lozenge symbols)




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