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A theoretical model for steady-state wheelset force/displacement relations in tread and flange contact is presented. The analysis includes nonlinear geometric constraints that characterize wheel/rail contact, creep forces in the contact plane due to wheel/rail differential velocities, limits on adhesion at each contact point, and equilibrium conditions applied to the wheelset body forces. Results are summarized as the resultant lateral force and yaw moment acting on the wheelset as functions of lateral position and yaw angle. The results of this analysis, verified experimentally in Part 2 of this paper, are important to the analysis of wheelset response to track inputs, curving performance, and wheelclimb derailment.

A linearized model of the pitch-heave dynamics of a Tracked Ram Air Cushion Vehicle is presented. This model is based on aerodynamic theory which has been verified by wind tunnel and towed model experiments. The vehicle is assumed to be equipped with two controls which can be configured to provide various suspension system characteristics. The ride quality and dynamic motions of the fixed winglet vehicle moving at 330 km/hr over a guideway described by roughness characteristics typical of highways is examined in terms of the rms values of the vertical acceleration in the foremost and rearmost seats in the passenger cabin and the gap variations at the leading and trailing edges of the vehicle. The improvement in ride quality and dynamic behavior which can be obtained by passive and active suspension systems is examined and discussed. Optimal regulator theory is employed to design the active suspension system. The predicted rms values of the vertical acceleration in the one-third octave frequency bands are compared with the vertical ISO Specifications. It is shown that marked improvements in the ride quality can be obtained with either the passive or active suspension systems.

An analytical model for the static and dynamic behavior of plenum-type air cushion suspensions, including compressor and feeding duct interactions, is developed and experimentally verified. Conditions for cushion instability (flutter) are identified and stable and unstable operation is demonstrated both analytically and experimentally. Step response tests conducted by dropping experimental scale model suspensions from heights up to 1.75 times the equilibrium hover height show that a linearized model accurately predicts the experimental response, including sprung and unsprung mass natural frequencies and damping ratios. Criteria are given for selection of low-order dynamic models, based on product expansions, for the distributed parameter feeding duct. It is shown that cushion-duct dynamic interactions may strongly affect cushion stability unless the lowest duct resonant frequency is substantially higher than the suspension sprung and unsprung mass natural frequencies.

The design of high performance motion controls for industrial robots is based on accurate models for the robot arm and drive systems. This paper presents analytical models and experimental data to show that interactions between electromechanical drives coupled with compliant linkages to arm link drive points are of fundamental importance to robot control system design. Flexibility in harmonic drives produces resonances in the 5 Hz to 8 Hz range. Flexibility in the robot linkages and joints connecting essentially rigid arm members produces higher frequency modes at 14 Hz and 40 Hz. The nonlinear characteristics of the drive system are modeled, and compared to experimental data. The models presented have been validated over the frequency range 0 to 50 Hz. The paper concludes with a brief discussion of the influence of model characteristics on motion control design.

The most widely accepted criterion for wheelclimb derailment defines an upper limit for safe operation on wheel/rail contact forces on the climbing wheel, with the limit varying with time duration of the forces. For dynamic wheelclimb processes with significant lateral velocities, lateral forces may be measured for short time durations that are larger than those that may be sustained without derailment in steady state. This paper shows, however, that the JNR and other time-duration dependent criteria based on wheel load measurements alone are unsuccessful in predicting derailment safety. For wheelclimb processes involving negligible lateral velocities, the derailment limit can be estimated from quasisteady analysis of wheel/rail forces. The evaluation of criteria is based on experiments with a single wheelset and a nonlinear theory for dynamic wheelclimb.

This paper is a review of current research on applications of control systems and theory to achieve energy conservation in automotive vehicles. The development of internal combustion engine control systems that modulate fuel flow, air flow, ignition timing and duration, and exhaust gas recirculation is discussed. The relative advantages of physical and empirical models for engine performance are reviewed. Control strategies presented include optimized open-loop schedule type systems, closed-loop feedback systems, and adaptive controllers. The development of power train and hybrid vehicle control systems is presented, including controllers for both conventional transmissions and those employing flywheel energy storage.

Selection of variable transmission ratio in a vehicle with a flywheel energy storage element to maximize the kinetic energy transfer for specified vehicle accelerations is formulated as an optimal control problem. Models for single and parallel power-flow path configurations are presented as generic hybrid propulsion system types. For both systems variation of the ratio of the continuously variable transmission results in inherently nonlinear control, with velocity trajectories found by the solution of two-point boundary value problems. For the single power-flow path system a closed loop controller is synthesized which tracks acceleration command. For the parallel path system, which is representative of conventional power split transmissions, the open loop control yields useful information, indicating tradeoffs between system energy recovery efficiency and component design parameters. Maximum energy recovery during regenerative braking is achieved by minimizing power losses to vehicle drag and transmission elements. Planetary gear geometry is shown to have the strongest influence on efficiency, maximum transmission component loading, and CVT ratio range.

This paper compares computer programs implementing linear multivariable digital control algorithms written in high level and assembly languages for eight-bit microprocessors. The execution speeds of the programs are compared for fixed-point and floating-point formats for controllers of increasing order, with faster speeds allowing greater achievable controller sampling rates. Methods are presented for optimizing the high level language programs using in-line assembly code in critical program modules and performing floating-point computations on a dedicated arithmetic function processor. Quantitative results are presented for achievable sampling rates as functions of the order of the controller, the number of inputs and outputs, language level used for the control program, and optimization method. Design guidelines are given for development of controller software for different applications.

This paper summarizes methods used to quantify the lateral response of freight car trucks to random track irregularity inputs. Spectral analysis is applied to the results of an extensive series of experiments using a one-fifth scale model of a truck and half carbody, in which all inertial, friction, creep, and stiffness forces are dynamically scaled. The repeatability and confidence limits for estimates of the spectral densities of track inputs and truck response variables are determined. The influence of forward velocity, truck internal friction, and axle load on the dominant truck response modes is presented. Cross spectral methods are used to reference signals to the true track centerline, and to compute lateral response transfer functions and coherence levels. The low levels of coherence between track inputs and freight car truck/carbody response indicate that linear transfer functions do not represent the response adequately, and that measured output spectra are superior to transfer functions for comparison of truck configurations.

The potential for improved dynamic performance of conventional rail vehicles through control of linear induction or synchronous motors is explored. Improvements in vehicle stability, ride quality, traction capability, track loading, derailment safety, and curving performance result from use of controllable lateral and normal forces present in the motor. Recent advances in technology originally developed for high-speed levitated vehicles are applied to conventional railroad systems which have a greater potential for near-term implementation. The dynamic performance of alternate configurations, consisting of several generic motor types mounted either on trucks or carbodies, are evaluated. Significant improvements in both lateral dynamic stability and curving performance may be realized through magnetic guidance of the trucks using force levels well within the capability of existing linear motor technology.

Insulin receptors purified from human placental membranes by gel-filtration and insulin-agarose affinity chromatography were found to be composed of eight different high molecular weight complexes as identified by nonreducing sodium dodecyl sulfate (SDS)-polyacrylamide gel electrophoresis. The subunit stoichiometry of these different high molecular weight forms of the insulin receptor were determined by comparisons of silver-stained gel profiles with the autoradiograms of 125I-insulin specifically cross-linked to the alpha subunit and [gamma-32P]ATP specifically autophosphorylated beta subunit gel profiles. Two-dimensional SDS-polyacrylamide gel electrophoresis in the absence and presence of reductant confirmed the subunit stoichiometries as alpha 2 beta 2, alpha 2 beta beta 1, alpha 2 (beta 1)2, alpha 2 beta, alpha 2 beta 1, alpha 2, alpha beta, and beta, where alpha is the Mr = 130,000 subunit, beta is the Mr = 95,000 subunit, and beta 1 is the Mr = 45,000 subunit. Treatment of the insulin receptor preparations with oxidized glutathione or N-ethylmaleimide prior to SDS-polyacrylamide gel electrophoresis increased the relative amount of the alpha 2 beta 2 complex concomitant with a total disappearance of the alpha 2 beta, alpha 2 beta 1, alpha 2, and free beta forms. The effects of oxidized glutathione were found to be completely reversible upon extensive washing of the treated insulin receptors. In contrast, the effects of N-ethylmaleimide were totally irreversible by washing, consistent with known sulfhydryl alkylating properties of this reagent. The formation of these lower molecular weight insulin receptor subunit complexes was further demonstrated to be due to SDS/heat-dependent intramolecular sulfhydryl-disulfide exchange occurring within the alpha 2 beta 2 complex. These studies demonstrate that the largest disulfide-linked complex (alpha 2 beta 2) is the predominant insulin receptor form purified from the human placenta with the other complexes being generated by proteolysis and by internal subunit dissociation.

An analysis of the mechanics and dynamics of a railroad vehicle wheelset during flange contact and wheelclimb derailment is presented. The theoretical model includes wheelset lateral, vertical, roll, yaw, and axle rotation degrees of freedom, plus lateral displacement of the truck frame. The equations of motion are based on the kinematics and dynamics of the wheelset subject to constraints imposed by wheel/rail contact geometry. These constraints are used to compute creepages and normal forces at the wheel/rail contact points, needed as inputs to the Kalker Simplified Theory of rolling contact. Computational methods for simulation of the nonlinear dynamic model are discussed. Results of the simulation demonstrate the significance of the various degrees of freedom on wheelset motion and on predicted values of the derailment quotient (Q/P).

To investigate the role of subunit communication in the insulin binding and tyrosine-specific protein kinase activities of the purified human placental insulin receptor, we have developed the methodology to isolate a functional alpha beta heterodimeric insulin receptor complex from the native alpha 2 beta 2 heterotetrameric disulfide-linked state. The dissociation of the alpha 2 beta 2 heterotetrameric insulin receptor into an alpha beta heterodimer was found to be approximately 50% efficient by treatment with alkaline pH (8.75) and dithiothreitol (2 mM). Removal of the dithiothreitol and pH neutralization (pH 7.60) by rapid Sephadex G-50 gel filtration resulted in the preservation of tracer insulin binding activity. The nondissociated alpha 2 beta 2 heterotetrameric and alpha beta heterodimeric insulin receptor complexes could then be effectively separated by Bio-Gel A-1.5m gel filtration. Scatchard analyses of insulin binding to the alpha 2 beta 2 heterotetrameric control or dithiothreitol-treated but nondissociated alpha 2 beta 2 heterotetrameric insulin receptor complexes demonstrated a curvilinear binding isotherm with a maximum of 1 mol of insulin bound/mol of alpha 2 beta 2 heterotetrameric complex. However, binding analyses performed on the isolated alpha beta heterodimeric complex yielded a nearly linear binding curve also, with 1 mol of insulin bound/mol of alpha beta heterodimeric complex at saturation. These data demonstrate that the insulin half-site binding reactivity observed in the alpha 2 beta 2 heterotetrameric insulin receptor complex results from either an asymmetric assembly of identical alpha beta heterodimers or from absolute negative cooperativity.