Watafiti wameunda aktueta ya nyumatiki ya kuweka nafasi ambayo inaweza kuwa mbadala wa moduli za mstari za umeme katika harakati za koordinati za umbali mrefu. Mfumo unaunganisha silinda ya nyumatiki isiyo na fimbo, sensa ya jeti yenye kazi nyingi isiyogusana inayofanya kazi pamoja na reli yenye mashimo, na mpangilio wa nje wa breki ya nyumatiki ndani ya usanifu mmoja wa udhibiti. Katika kifaa halisi cha majaribio ilitumika silinda yenye stroke ya 400 mm na kipenyo cha pistoni cha 40 mm, huku tabia ya stroke ndefu zaidi ikichunguzwa kupitia modeli ya kihisabati. Iliripotiwa kwamba tofauti ya juu kati ya matokeo ya majaribio na ya kihesabu ya displacement, speed na pressure haikuzidi %18. Katika computational experiments, positioning error kwa stroke ya 6 m ilipatikana kuwa 150, 174 na 189 µm kwa piston diameters za 25, 40 na 63 mm mtawalia. Hata hivyo, matokeo ya stroke ya 6 m hayajathibitishwa kimwili katika setup ya 6 m; utafiti wenyewe unasema kwamba mahusiano ya long stroke yanapaswa kuthibitishwa kwa majaribio katika siku zijazo.

Wazo kuu la mfumo uliotengenezwa ni kutumia kwa mfululizo mwendo wa haraka, kupunguza kasi kwa udhibiti, positioning speed ya chini na locking ya kimekanika/nyumatiki badala ya kuendesha aktueta kwa speed ndogo sana katika mwendo wote. Pressure pulses zinazotokana na reli yenye mashimo huhesabiwa na programmable controller ili kubaini position ya sasa. Inapokaribia target point, flow hupunguzwa, speed hushushwa hadi karibu 0,025 m/s, kisha external braking mechanism huifunga carrier mahali pake.

Matokeo ya utafiti yanaonyesha kwamba load, stopping coordinate, stroke length na piston diameter huathiri positioning error. Kwa mfano, katika computational results kwa piston diameter ya 40 mm, error huongezeka kutoka 79 µm kwa stroke ya 1 m hadi 102 µm kwa 3 m na 174 µm kwa 6 m. Katika tathmini ya technical-economic ya watafiti, pneumatic solution iliripotiwa kuwa inaweza kutoa baadhi ya faida katika initial investment, maintenance na ten-year operating costs, huku pia ikielezwa kwamba electric-energy consumption ni karibu mara tatu zaidi kuliko electric actuator. Kwa hiyo, utafiti hautoi tu hitimisho la “pneumatics ni nafuu zaidi”; unaonyesha trade-off kati ya energy, maintenance na equipment costs.

Tathmini kwa mtazamo wa Uturuki: Utafiti haukufanywa nchini Uturuki na gharama pamoja na operating conditions zilizotolewa haziwezi kuhamishwa moja kwa moja kwenda Uturuki. Hata hivyo, unatoa engineering approach inayoweza kuchunguzwa kwa long-travel coordinate tables, automated storage systems, machining centers na mifumo mingine ya industrial automation. Kwa matumizi yanayowezekana nchini Uturuki, compressed-air production cost, maintenance infrastructure, target stroke na load profile, availability ya vifaa vitakavyotumiwa na local machine-safety requirements vinapaswa kuthibitishwa kando. Utafiti hauthibitishi economic superiority katika facility halisi nchini Uturuki wala field performance kwa stroke ya 6 m.

Tatizo kuu la utafiti ni lipi?

Licha ya pneumatic actuators kuwa na high movement speeds, miundo rahisi kiasi na potential ya matumizi ya viwandani, kuna changamoto ya msingi katika precise positioning: hewa ni fluid inayobanika. Mabadiliko ya pressure katika chambers mbili za silinda, flow restrictions na thermodynamic processes hufanya kusimamisha carrier kwa usahihi mkubwa katika coordinate fulani kuwa changamano zaidi kuliko electric linear drives.

Pengo ambalo watafiti wanalenga hasa ni strokes zilizo zaidi ya 3 m. Utafiti unasema kwamba sehemu kubwa ya previous solutions zilizotathminiwa zilizingatia traditional cylinders hadi 3 m; katika mwendo mrefu zaidi, hitaji la special cylinder, guide na control equipment hufanya mfumo kuwa changamano zaidi.

Kwa hiyo, lengo la utafiti si kutengeneza silinda mpya pekee. Utafiti unashughulikia vipengele vitatu kwa pamoja:

• Main rodless pneumatic cylinder,
• multifunctional jet sensor inayobaini position kupitia pressure pulses,
• external brake mechanism inayofanya final locking katika target coordinate.

Positioning cycle inafanyaje kazi?

Katika utafiti, idealized motion imegawanywa kuwa velocity–displacement trajectory inayofafanuliwa na points A–F. Actuator kwanza huharakisha, hufikia steady high-speed region, hupunguza kasi inapokaribia target, huendelea kwa low positioning speed na hatimaye husimama kwa braking.

Total distance inayosafiriwa katika positioning region inafafanuliwa kwa relation:

\[ L_{pz}=L_{pz1}+L_{pz2}+L_{pz3}+L_{tp} \]

Hapa \(L_{pz}\) inawakilisha total positioning distance kutoka mwanzo wa deceleration hadi complete stop; \(L_{pz1}\), \(L_{pz2}\) na \(L_{pz3}\) ni switching points tofauti; na \(L_{tp}\) ni positioning error kati ya target coordinate na actual stop.

Positioning error imefafanuliwa katika chanzo kama:

\[ L_{tp}=L_{k.z.}-L_{k.ost} \]

\(L_{k.z.}\) ni desired stopping coordinate, huku \(L_{k.ost}\) ikiwa actual stopping coordinate. Kwa hiyo, kadiri values zinazotolewa kwa micrometers zinavyokuwa ndogo, ndivyo actual position inavyokaribia target zaidi.

Jet sensor inatambuaje position?

Main motion element ni rodless pneumatic cylinder inayoitwa PC1. Mwendo wa carrier pia umeunganishwa kimekanika na multifunctional jet sensor. Reli yenye mashimo kando ya mfumo na nozzle inayoitwa NU hutumiwa. Nozzle inapopita juu ya mashimo, pneumatic pressure pulses hutokea. Pressure sensors hubadilisha pulses hizi kuwa electrical signals na programmable controller huhesabu pulses ili kubaini current coordinate ya carrier.

Target coordinate inapokaribiwa, D2 au D4 directional valve hubadilishwa kulingana na direction of motion. T1 + D2 na T2 + D4 throttling elements hupunguza flow na kuruhusu actuator kuingia kwenye positioning speed. Target coordinate na low-speed condition inayofaa kwa braking zinapotokea, main D1 distributor hubadilika kwenda hali ya kufunga supply na exhaust lines. Kupitia D3, pressure katika control line ya jet sensor hubadilishwa na PC2–PC3 external brake elements zinazosimamiwa na D5 huwashwa.

Dynamic model inahesabu nini?

Mwendo wa main cylinder umemodeliwa kwa second-order equation of motion inayojumuisha pressure difference katika pande mbili za piston pamoja na friction, resistance, compression na braking forces. Basic motion equation katika chanzo ina muundo:

\[ m\frac{d^2x}{dt^2} = S(p_1-p_2) - F_{vf}\operatorname{sign}\left(\frac{dx}{dt}\right) - k_{vt}\frac{dx}{dt} - F_y - F_{str} - F_{ex}\operatorname{sign}\left(\frac{dx}{dt}\right) - F_t \]

Hapa \(m\) ni moving mass, \(S\) effective piston area, \(p_1\) na \(p_2\) pressures katika cylinder chambers, \(k_{vt}\) viscous friction coefficient na \(F_t\) ni mojawapo ya force terms zinazojumuisha braking force. Kwa kuwa maelezo ya alama baada ya Equation 3 katika chanzo yana definitions zinazojirudia na kuingiliana kwa \(F_{vf}\), symbols hazijabadilishwa majina kimya kimya.

Braking force katika chanzo inahusishwa na spring compression na friction coefficient:

\[ F_b=\mu\,c_{pr\,b}(x_{0b}-x_b) \]

Mwendo wa brake cylinder pia umemodeliwa kwa separate dynamic equation inayojumuisha spring force, pneumatic pressure, external resistance na viscous resistance components. Katika source text, matumizi ya \(c_{pr\,b}\) katika formula na \(c_{sp\,b}\) katika maelezo kwa coefficient hii ni editorial symbol inconsistency; umbo linaloonekana katika chanzo limehifadhiwa hapa.

Modeli haiishii hapo. Kwa msingi wa first law of thermodynamics, nonlinear differential equations zimeundwa kwa pressures ndani ya cylinder na flow paths; pia mechanical movements za D1–D5 distributor spools zimewakilishwa kwa equations tofauti. Boolean condition inayotumiwa katika braking decision imefafanuliwa katika chanzo kama control logic inayowashwa current coordinate inapofikia target coordinate na actuator speed inaposhuka hadi 0,025 m/s au chini.

Modeli inategemea assumptions zipi?

• Mfumo umechukuliwa kama single-mass mechanical model.
• Supply pressure na air temperature zimedhaniwa kubaki constant kutokana na large-volume receiver na pressure regulator.
• Kwa sababu ya short positioning time, thermodynamic processes zimechukuliwa kuwa adiabatic.
• Kwa kuwa working pressure haizidi 10 bar, compressed air imemodeliwa kama ideal gas.
• Small leakages zimezingatiwa kupitia leakage coefficient.
• Katika lubricated moving joints, dry friction haijazingatiwa kando.

Assumptions hizi hufanya modeli iweze kuhesabika; lakini hazimaanishi kwamba friction zote na nonlinear effects katika real system zimewakilishwa moja kwa moja. Watafiti pia wanahusisha maximum experiment–model difference, inayoonekana hasa katika transient regimes, na simplification ya friction pamoja na baadhi ya nonlinear behaviors.

Experimental setup ilijengwaje?

Main actuator ya test bench ni Camozzi 52G2P40A0400 rodless pneumatic cylinder. Cylinder stroke ni 400 mm na piston diameter ni 40 mm. Detail hii ni muhimu: ingawa long-stroke target ya makala inaenda hadi 6 m, physical validation bench hutumia stroke ya 0,4 m.

Camozzi MF4008-10-R-BV-A flow sensor na Camozzi SWCN-P10-P3-2 pressure sensors zilitumika kudhibiti flow behavior ya jet sensor. Ili kufuatilia independently actual motion ya carrier na kulinganisha jet-sensor position information, New Hong OVW6-10-2HC encoder ilitumika kama reference sensor. Sensor data zilihifadhiwa katika Modbus registers na communication kati ya computer na controller ilitekelezwa kupitia W5500 interface.

Kwa electronic control unit, main text inataja GD32F103VET6 microcontroller na manufacturer GigaDevice. Kwa upande mwingine, caption ya Figure 7 ya utafiti ina STM32F103VET6 na jina STMicroelectronics. Hizi si identity ileile; inconsistency hii ndani ya chanzo haijaondolewa kimya kimya.

Ulinganifu wa experiment–model uko kwa kiwango gani?

Computational na experimental displacement, velocity na pressure curves zilionyesha hatua zilezile kuu za mwendo: acceleration, steady motion, deceleration na stop. Watafiti wanaripoti kwamba maximum difference haikuzidi %18. Relative-difference expression iliyotumiwa ni:

\[ a=\frac{a_t-a_e}{a_e}\times100\% \]

Hapa \(a_e\) ni displacement, velocity au pressure value iliyopatikana kutoka experimental study; \(a_t\) ni theoretical/model result. Imeelezwa kwamba maximum difference ilitokea katika transient regimes na kwamba ilitokana na simplification ya friction na nonlinear effects katika modeli.

Thamani hii ya %18 haipaswi kutafsiriwa kama “modeli ni sahihi kwa %82 katika kila hali”. Expression katika chanzo inafafanua maximum relative difference kati ya experimental na model outputs zilizochunguzwa.

Positioning inabadilikaje load inapoongezeka?

Katika experiments, masses za 10, 30 na 60 kg ziliunganishwa kwenye carrier. Kulingana na tathmini ya utafiti wenyewe, ikilinganishwa na condition ya 10 kg, positioning accuracy ilizorota karibu mara 1,47 kwa 30 kg na karibu mara 1,37 kwa 60 kg. Katika discussion section, effect hii imefupishwa kama kuzorota kwa karibu mara 1,4 kwa range ya 10–60 kg.

Hapa “accuracy kuzorota” inamaanisha kuongezeka kwa deviation kutoka target coordinate, yaani positioning error. Kwa kuwa data hazionyeshi simple na fully linear deterioration kati ya 30 kg na 60 kg, haipaswi kuhitimishwa kwamba “kila mass inapoongezeka, error huongezeka kwa kiwango kilekile”.

Kwa nini stopping coordinate ni muhimu?

Stopping coordinate ilipobadilishwa katika constant maximum movement speed, accuracy ilibadilika wazi. Watafiti wanaripoti kwamba kuongeza stopping coordinate kutoka 0,10 m hadi 0,22 m kulizorotesha accuracy karibu mara 3,2; coordinate iliposogezwa hadi 0,35 m, improvement ya karibu mara 2,2 ilionekana ikilinganishwa na condition ya 0,22 m.

Utafiti unahusisha behavior hii na changing volume ya cylinder cavities, position ya piston kulingana na end walls na counterpressure inayotokea upande wa exhaust wakati wa throttling. Kwa hiyo, si total stroke pekee bali pia mahali target stop inapotokea kando ya cylinder ni design parameter.

Error iliyohesabiwa kwa stroke ya mita 6 ni kiasi gani?

Matokeo yanayovutia zaidi ya utafiti kwa long stroke ni computational experiment iliyofanywa kwa piston diameters tofauti. Numerical values kwa 1, 3 na 6 m zimetolewa wazi katika maandishi:

Jedwali hili linaonyesha wazi computational basis ya dai la utafiti la “positioning kwa kiwango cha 200 µm hadi 6 m”. Hata hivyo, kwa kuwa physical experimental setup ilijengwa kwa stroke ya 400 mm, si sahihi kuwasilisha 6 m performance kama direct experimental evidence. Watafiti pia wanasema katika conclusion kwamba jinsi stopping accuracy inavyobadilika kadiri maximum stroke inavyoongezeka kwa piston diameters tofauti inapaswa kuthibitishwa kwa majaribio katika siku zijazo.

Technical na economic assessment inaonyesha nini?

Watafiti walilinganisha pneumatic solution na long-stroke electromechanical linear modules kwa technical na economic terms na kuripoti ratios zifuatazo katika analysis yao:

Katika conclusion, cost value ya karibu rubles milioni 1,7 pia imetolewa kwa mfumo uliotengenezwa. Thamani hii ni ya economic context ya utafiti wenyewe; haipaswi kujumlishwa moja kwa moja kwa country, year au production scale nyingine kwa kufanya currency conversion.

Matokeo yanayoungwa mkono na utafiti

• Rodless pneumatic cylinder, jet position sensing na external braking ziliendeshwa ndani ya positional control architecture moja.
• Katika experimental bench yenye stroke ya 400 mm, system motion na sensor feedback zilijaribiwa kimwili.
• Displacement, speed na pressure results za mathematical model zililinganishwa na experimental data na maximum difference iliripotiwa kutokuzidi %18.
• Load na stopping coordinate zilionyeshwa kuathiri positioning error kupitia experimental na computational studies.
• Katika computational model, positioning errors zilihesabiwa kwa strokes hadi 6 m na piston diameters za 25, 40, 63 mm.
• Katika modeli, errors zilizohesabiwa kwa stroke ya 6 m ziko katika range ya 150–189 µm.

Matokeo ambayo utafiti hauungi mkono au bado haujathibitisha

• Performance ya 150–189 µm iliyothibitishwa kwa physical experiment katika stroke ya 6 m haijaonyeshwa.
• Accuracy ya 200 µm au bora zaidi haijahakikishwa kwa kila load, piston diameter, pressure na industrial operating condition.
• Model–experiment agreement haithibitishi kwamba modeli itafanya kazi kwa error bound ileile katika all possible industrial conditions.
• Economic ratios hazimaanishi universal cost superiority kwa nchi na factories zote.
• Haijaonyeshwa kwamba pneumatic system ni bora kwa electric consumption; chanzo kinaripoti kinyume chake, higher consumption cost.
• Utafiti hautoi long-term field reliability au multi-year physical durability experiment.

Mbinu na Matokeo ya Utafiti

Basic experiment na model parameters

Parameters katika jedwali ni basic initial conditions za mathematical model. Hasa value ya \(L=0,4\) m inaonyesha tena kwamba msingi wa physical validation si 6 m cylinder bali 400 mm experimental setup.

Design parameters za jet sensor

2 mm hole spacing kwenye rail inahusiana na 2 mm discrete step ya mfumo iliyotajwa katika chanzo. Hata hivyo, 2 mm sensor/coordinate discreteness na micrometer-scale final stopping error si quantity ileile; actuator inapokaribia target, deceleration na external braking mechanism vina roles tofauti.

Movement performance

Main variables zinazoamua positioning error

Load: Experiments za 10, 30 na 60 kg zilionyesha kwamba load huathiri positioning. Results katika chanzo hazitoi simple linear load–error relationship; hata hivyo, error iliongezeka kwa loads kubwa ikilinganishwa na condition ya 10 kg.

Stopping coordinate: Studies katika range ya 0,10–0,35 m zilionyesha kwamba error magnitude inategemea stopping point kutokana na tofauti za counterpressure conditions katika middle na end regions za cylinder.

Stroke length: Katika computational study, stroke ilipoongezeka kutoka 1 m hadi 6 m, error iliongezeka kwa piston diameters zote tatu.

Piston diameter: Kwa stroke length ileile, calculated error ilikuwa lowest kwa 25 mm piston na highest kwa 63 mm piston.

Statistics na validation approach

Utafiti unasema kwamba least squares method ilitumika katika processing ya computational na experimental results. Chanzo hakiripoti p-value, confidence interval au α significance threshold ya classical hypothesis tests. Kwa hiyo, results hazipaswi kuwasilishwa kana kwamba statistical significance testing ilifanywa.

Mathematical model ilitekelezwa katika SimInTech 2.25.5.23 environment. Hata hivyo, kuna source-internal inconsistency kuhusu numerical solver katika method description: section moja inasema best result ilipatikana kwa ode15s method, huku computational experiment section ikisema modeli ilichunguzwa kwa Gear method yenye variable integration step. Chanzo hakipatanishi wazi relationship kati ya statements hizi mbili.

Application area imewekewa mipaka vipi?

Watafiti wanataja CNC coordinate drilling machines, automated warehouses, machining centers, coordinate tables, robotic machine tools na automated production lines miongoni mwa potential use areas. Utafiti unajadili hasa accuracy requirement hadi karibu 0,1 mm na stroke range hadi 6 m kama target application region.

Hata hivyo, orodha hii ya applications haimaanishi kwamba long-term field tests zimefanywa katika machines zote hizo. Physical study ilifanywa katika controlled experimental bench na long-stroke part ilipanuliwa kupitia mathematical model.

Maelezo ya Chanzo na Mbinu

Jina kamili asilia la utafiti: Positional Pneumatic Actuator Development for a Coordinate Mechanism with Long-Stroke Movements and Improved Operational Characteristics

Waandishi na mpangilio asilia: Daniil A. Korotych; Vyacheslav I. Grishchenko; Alexey N. Beskopylny.

Equal contribution/co-first author: Hakuna co-first author au equal-contribution mark iliyotajwa katika chanzo.

Corresponding author: Alexey N. Beskopylny.

Taasisi: Daniil A. Korotych na Vyacheslav I. Grishchenko — Department of Hydraulics, Hydro Pneuma Automatics and Thermal Processes, Faculty of Automation, Mechatronics and Control, Don State Technical University, Rostov-on-Don, Russia. Alexey N. Beskopylny — Department of Transport Systems, Faculty of Roads and Transport Systems, Don State Technical University, Rostov-on-Don, Russia.

Aina ya chanzo: Peer-reviewed research article.

Jarida: Actuators.

Mchapishaji: MDPI, Basel, Switzerland.

Volume / issue / article number: Volume 15, Issue 3, Article 173.

DOI: 10.3390/act15030173

Submitted: 23 February 2026.

Revised: 12 March 2026.

Accepted: 17 March 2026.

Published: 19 March 2026.

Official publication link: https://www.mdpi.com/2076-0825/15/3/173

DOI link: https://doi.org/10.3390/act15030173

Leseni: Creative Commons Attribution (CC BY).

Ufadhili: Waandishi wanaeleza kwamba utafiti haukupokea external funding. Katika acknowledgments, management ya Don State Technical University inashukuriwa kwa resources na financial support; chanzo hakijaainisha institutional support hii kama external funding.

Data availability: Imeelezwa kwamba original contributions za utafiti ziko ndani ya makala na additional questions zinaweza kuelekezwa kwa corresponding author.

Conflict of interest: Waandishi wameeleza kwamba hakuna conflict of interest.

Author contributions: Conceptualization D.A.K. na V.I.G.; methodology D.A.K. na V.I.G.; software V.I.G.; validation D.A.K. na V.I.G.; formal analysis D.A.K. na V.I.G.; investigation A.N.B., D.A.K. na V.I.G.; resources na data curation waandishi wote watatu; original draft na review waandishi wote watatu; visualization D.A.K. na V.I.G.; supervision, project administration na funding acquisition A.N.B. zimeripotiwa.

Source-internal inconsistency notes: Numerical solver method imetajwa kama ode15s katika section moja na variable-step Gear method katika section nyingine. Electronic control unit imetajwa kama GD32F103VET6/GigaDevice katika main text na STM32F103VET6/STMicroelectronics katika Figure 7 caption. Pia katika discussion section kuna expression yenye time unit “speed—up to 1.8 s”. Points hizi hazijasahihishwa kimya kimya wala kubadilishwa kuwa version moja.

Kikomo kikuu cha kimetodolojia: Main-cylinder stroke ya physical experimental setup ni 400 mm. Long-stroke error results kwa 1–6 m stroke na 25–63 mm piston diameter zinategemea computational experiments. Conclusion section ya utafiti pia inapendekeza kwamba jinsi stopping accuracy inavyobadilika kadiri maximum stroke length inavyoongezeka kwa piston diameters tofauti ithibitishwe kwa majaribio katika siku zijazo. Kwa hiyo, 150–189 µm error values kwa 6 m stroke hazipaswi kutafsiriwa kama field result au physical 6 m experimental result.

Upeo wa maudhui ya kisayansi: Maelezo haya ya Verianla yanategemea method, formula, experiment, figure, table, result, discussion na limitations za utafiti uliopakiwa. External sources zilitumika tu kuthibitisha bibliographic publication identity; hakuna new experimental finding kutoka studies nyingine iliyoongezwa kwenye main scientific results.