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Lecture Notes in Electrical Engineering 799
Xingjian Jing
Hu Ding
Jiqiang Wang Editors
Advances in
Applied Nonlinear
Dynamics, Vibration
and Control - 2021
Conference on Applied Nonlinear
Dynamics, Vibration and Control
(ICANDVC2021)
Lecture Notes in Electrical Engineering
Volume 799
Series Editors
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Federico II, Naples, Italy
Marco Arteaga, Departament de Control y Robótica, Universidad Nacional Autónoma de México, Coyoacán,
Mexico
Bijaya Ketan Panigrahi, Electrical Engineering, Indian Institute of Technology Delhi, New Delhi, Delhi, India
Samarjit Chakraborty, Fakultät für Elektrotechnik und Informationstechnik, TU München, Munich, Germany
Jiming Chen, Zhejiang University, Hangzhou, Zhejiang, China
Shanben Chen, Materials Science and Engineering, Shanghai Jiao Tong University, Shanghai, China
Tan Kay Chen, Department of Electrical and Computer Engineering, National University of Singapore,
Singapore, Singapore
Rüdiger Dillmann, Humanoids and Intelligent Systems Laboratory, Karlsruhe Institute for Technology,
Karlsruhe, Germany
Haibin Duan, Beijing University of Aeronautics and Astronautics, Beijing, China
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Madrid, Spain
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Xingjian Jing Hu Ding
• •
Jiqiang Wang
Editors
Advances in Applied
Nonlinear Dynamics,
Vibration and Control - 2021
Conference on Applied Nonlinear Dynamics,
Vibration and Control (ICANDVC2021)
123
Editors
Xingjian Jing Hu Ding
Hong Kong Polytechnic University Shanghai University
Hung Hom, Kowloon, Hong Kong Shanghai, Shanghai, China
Jiqiang Wang
Nanjing University of Aeronautics
and Astronautics
Nanjing, Jiangsu, China
ISSN 1876-1100 ISSN 1876-1119 (electronic)

Lecture Notes in Electrical Engineering
ISBN 978-981-16-5911-9 ISBN 978-981-16-5912-6 (eBook)
https://doi.org/10.1007/978-981-16-5912-6
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Contents
Smart Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Dong Guan, Li Jing, Hui Shen, Chun Zhang, XiaoJie Cong, Peiben Wang,
Nan Yang, and Junjie Gong
Experimental Test on the Dynamic Damping Performance
of Energy Harvesting Shock Absorbers with Overrun Clutch Under
Open Circuit Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Xiaoluan Shen, Jing Li, Dong Guan, Chun Zhang, and Hui Shen
Cyber Attacks on Remote State Estimation in Cyber-Physical
Systems: A Game-Theoretic Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Guangyuan Yang, Xichun Sun, Lili Liu, and Xiaojian Li
Nonlinear Output Feedback Control of Three-Dimensional
Underactuated Shipboard Rotary Cranes . . . . . . . . . . . . . . . . . . . . . . . 43
Yuzhu Chen, Yuzhe Qian, Yongchun Fang, and Die Hu
A Novel Sliding Mode Control Method for Tower Crane Systems
by Employing Beneficial Disturbance Effects . . . . . . . . . . . . . . . . . . . . . 57
Menghua Zhang, Xingjian Jing, Zaixing Zhu, Peiran Li, and Lei Chen
Analysis and Design of an X-Structured Nonlinear Energy
Harvesting System: A Volterra Series-Based Frequency
Domain Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Meng Li and Xingjian Jing
The Fretting Characteristics of the Annular Flat Contact Interface
in Heavy-Duty Gas Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Wei Wu, Lihua Yang, and Zhenfa Wang
A Novel Nonlinear Transmissibility Function-Based Method
for Diagnosing Shaft Cracks of Rotating Machineries . . . . . . . . . . . . . . 100
Quankun Li, Rui Wang, Mingfu Liao, and Bin Shi
v
vi Contents
Research on a Limited NES with Forced Vibration . . . . . . . . . . . . . . . . 113

Xiao-Feng Geng, Hu Ding, Xiao-Ye Mao, and Li-Qun Chen
Efficiency Enhancement of a Disc-Shaped Triboelectric Energy
Harvester with a Magnetic Bistable Mechanism . . . . . . . . . . . . . . . . . . . 127
Huai Zhao and Huajiang Ouyang
Suspension Dynamics Analysis and LMS Adaptive Control
of a Hoop Flexible Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Guoliang Ma, Minglong Xu, and Hongguang Li
Adaptive Neural Asymptotic Tracking Control of MIMO Stochastic
Non-strict-feedback Nonlinear Systems . . . . . . . . . . . . . . . . . . . . . . . . . 157
Wei Su, Ben Niu, and Guangju Zhang
A Nonlinear Coupling-Based Motion Trajectory Planning Method
for Double-Pendulum Rotary Crane Subject to State Constraints . . . . . 168
Gang Li, Xin Ma, Zhi Li, and Yibin Li
Observer-Based Adaptive Optimized Control for Stochastic
Nonlinear Systems with State Constraints . . . . . . . . . . . . . . . . . . . . . . . 184
Jiaxin Zhang and Yongming Li
Dual-Loop Adaptive Dynamic Programming for Autonomous
Vehicle Trajectory Following Control Against Actuator Faults . . . . . . . 199
Chi Zhang, Huihui Pan, and Weichao Sun
An Improved Adaptive Output Tracking Control for Three-
Dimensional Overhead Cranes with Double-Pendulum Effect . . . . . . . . 212
Bingqing Zhao and Huimin Ouyang
Nonlinear Resonance of an Axially Moving Strip Plate with
Clamped Hinged Constraint Under a Harmonic Line Load . . . . . . . . . . 227
Mengxue Xie and Yuda Hu
A New Semi-active Control Strategy and Its Application
in Railway Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Zhao Yiwei, Yang Shaopu, Liu Yongqiang, Liao Yingying,
and Liu Pengfei
Backstepping Sliding Mode Control for Magnetic Suspension
System of Maglev Train with Parameter Perturbations
and External Disturbance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Yougang Sun, Junqi Xu, Hao Xu, Wenfeng Cai, and Guo-bin Lin
On Intercultural Communication Control from the Perspective
of Trans-disciplinarity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
Jin Zhang
Contents vii
Identifiability of the Delay Parameter for Time-Delay

Boolean Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Biao Wang, Yiliang Li, and Jun-e Feng
Nonlinear Multivariable Controller Design and Performance Analysis
of an Air-Handling Unit via Backstepping Method . . . . . . . . . . . . . . . . 289
Yongshuai Ji, Wei Peng, Fang Shang, and Chengdong Li
Analysis of an Arm-Toothed Rotary Electromagnetic
Energy-Harvesting Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
Mohamed A. A. Abdelkareem, Ran Zhang, Xingjian Jing,
and Mohamed Kamal Ahmed Ali
Analysis of Dynamic Behavior Affecting the Isolation Effect
of the QZS System with Nonlinear Hysteretic Damping . . . . . . . . . . . . . 319
Xiaoying Hu and Chunyan Zhou
Mixed H∞/passive Vibration Control for Nonlinear Active
Suspension of In-Wheel Motor Driven Electric Vehicles Subject
to Finite-Time State Constraint and Input Saturation . . . . . . . . . . . . . . 337
Gang Wang, Chunyue Huang, and Hui Jing
Dynamic Analysis of Nonlinear Multi-degree-of-Freedom System
Subjected to Combined Gaussian and Poisson White Noises . . . . . . . . . 355
Hanshu Chen, Zheng Zhou, Guohai Chen, and Dixiong Yang
Optimal PMU Placements Considering System Change . . . . . . . . . . . . . 369
Hongyu Wang, Xingong Cheng, Ruikang Zhang, Menghua Zhang,
Chengchao Zhu, Bo Shi, and Peiran Li
A Crack Position Identification Method for the Hollow Shaft Rotor
System Based on the Convolutional Neural Network . . . . . . . . . . . . . . . 384
Yuhong Jin, Lei Hou, and Yushu Chen
Optimization of a Quasi-zero-Stiffness Isolator via Oblique Beams . . . . 394
Mu-Qing Niu and Li-Qun Chen
Equivalent Linearization Analysis of Electromagnetic Energy
Harvesters Subjected to Gaussian White Noise . . . . . . . . . . . . . . . . . . . 409
Wei Wang, Junyi Cao, and Zon-Han Wei
Effect of Nonlinear Factors on Disturbance Characteristics
of the Solar Array Drive System on Spacecraft . . . . . . . . . . . . . . . . . . . 421
Shi-yao Zhu, Dong-xu Li, and Qing Luo
Adaptive Fuzzy Decentralized Dynamic Surface Control
for Fractional-Order Nonlinear Large-Scale Systems . . . . . . . . . . . . . . . 436
Yongliang Zhan, Yongming Li, and Shaocheng Tong
viii Contents
Influence of Eccentric Angle on Dynamic Characteristics

of Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
Wenbo He, Zhanghao Shi, and Yu Li
A Six-Node Triangular Shell Based on the Local Frame
of Lie Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
Teng Zhang, Shixiong Zhang, and Cheng Liu
Factors Affecting Electrical Impedance Tomography: A Review . . . . . . 477
Xingkun Dong, Lei Qin, Xin Cheng, Shifeng Huang, Haijun Zhou,
and Hongwei Ren
Characteristic of Band Gaps in Two-Dimensional Solid/Liquid
Phononic Crystals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487
Xiangying Guo, Yunan Zhu, and Dongxing Cao
Active Disturbance Rejection Control of All-Clamped Plate Structure
with Inertial Actuator Based on Frequency Response Method . . . . . . . . 499
Luyao Zhang, Shengquan Li, Renjing Gu, Minyan Li, and Juan Li
Analysis of Aero-Engine Inter-shaft Bearing Stiffness . . . . . . . . . . . . . . 511
Yun-fan Jinag, Bin Shi, Wen-xiao Zhang, Jing Chen, Ming Li,
and Quan-kun Li
Design and Analysis of Vibration Reduction System to Improve
the Track Accuracy of Robot Arm-Tip . . . . . . . . . . . . . . . . . . . . . . . . . 530
Chunlu Li and Shuyong Duan
Dynamic Analysis of a Novel Zero-Stiffness Vibration Isolator
by Considering Frictional Force Involved . . . . . . . . . . . . . . . . . . . . . . . 544
Kan Ye, J. C. Ji, and Ding Hu
Enhanced Modeling Method of Asymmetric Nonlinear Magnetic
Force for Multi-stable Energy Harvesters . . . . . . . . . . . . . . . . . . . . . . . 554
Ying Zhang and Junyi Cao
Parametric Instability of an Electromechanically Coupled Rotor-
Bearing System Subjected to Periodic Axial Loads: A Preliminary
Theoretical Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 567
Xing Tan, Junhan Zhu, Guoping Chen, Weiting Chen, Zhenyu Wang,
Huan He, Jincheng He, and Tao Wang
Identification of Stiffness Force in Nonlinear Piezoelectric Structures
Based on Hilbert Transform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 584
Qinghua Liu, Junyi Cao, Zehao Hou, Ying Zhang, and Xingjian Jing
Green’s Functions for the Forced Vibration Analysis of
Multi-cracked Euler-Bernoulli Curved Beam with the Inclusion
of Damping Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 597
X. Zhao, S. Y. Li, Y. H. Li, and W. D. Zhu
Contents ix
Centrifugal Inertia for Sensitivity Reduction of Energy Harvesting

Backpack Performance to Carried Mass . . . . . . . . . . . . . . . . . . . . . . . . 615
Zehao Hou, Junyi Cao, Qinghua Liu, and Ying Zhang
Numerical Simulation of the Rigid-Liquid Coupling Dynamics
of Spacecraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 627
Bole Ma, Baozeng Yue, Yong Tang, and Liu Feng
Comparative Analysis of Static Characteristics Between
the Five-Pad Tilting-Pad and the Five-Lobe Journal Bearings . . . . . . . . 643
Kai Wang and Lihua Yang
Characteristics and Control of Suspension System of Vehicle
Subjected to Non-stationary Random Excitations Based on Varying
Resonant Frequency Bands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 653
Buyun Zhang, Tao Dai, and Chin An Tan
Analysis of Magnetoelectric Conversion Performance of Low
Frequency Halbach Array Energy Harvesting Structure . . . . . . . . . . . . 668
Zhang Xiangyong, Liu Haipeng, Peng Tingrui, Su Bin, and Guan Huiyuan
Response Analysis of a Rotating Tapered Beam . . . . . . . . . . . . . . . . . . 682
Dan Wang, Zhifeng Hao, Yushu Chen, and Marian Wiercigroch
Consensus Control for Nonlinear Multiagent Systems
with Sensor Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 695
Yuxiao Lian, Xueliang Wang, Wenjing Yang, Linqi Wang, Jianwei Xia,
and Wei Sun
Multi-objective Trajectory Planning with State Constraints for 5-DOF
Underactuated Tower Crane Systems . . . . . . . . . . . . . . . . . . . . . . . . . . 710
Zhuoqing Liu, Ning Sun, Yiming Wu, He Chen, Xiao Liang,
and Yongchun Fang
Isogeometric Analysis for Two-Phase Liquid Sloshing . . . . . . . . . . . . . . 729
Jiarui Yu, Baozeng Yue, and Bole Ma
A Pendulum Type Particle Impact Damper . . . . . . . . . . . . . . . . . . . . . . 739
Muhammad Ayaz Akbar and Wai On Wong
Event-Triggered Adaptive Fuzzy Control Design for Ship
Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 751
Yongchao Liu and Qidan Zhu
Admissibility Analysis and Control Synthesis for Polynomial Fuzzy
Singular Systems via Line Integral Fuzzy Lyapunov Function . . . . . . . . 762
Yang Yang and Zhiguang Feng
Reinforcement Learning-Based Adaptive Output-Feedback Control
for Discrete-Time Strict-Feedback Nonlinear Systems . . . . . . . . . . . . . . 774
Kunning Wang, Longwang Huang, and Min Wang
x Contents
Forward and Inverse Kinematics Analysis of SMA Spring-Driven

Flexible Manipulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 788
Binghang Xiao, Jianzhe Huang, Wuji Liu, Yajun Teng, Lingfeng Qiao,
and Zhongliang Jing
H1 Memory Sample-Data Control for T-S Fuzzy Network Control
System with Multiple Asynchronous Deception Attacks . . . . . . . . . . . . . 801
Xiao Cai, Kaibo Shi, Kun She, and Shouming Zhong
Invention and Application of Routine Treatment and New
Intelligent Treatment Technology in Rehabilitation Training
of Autistic Children . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 812
Xianping Niu, Shengzhen Ji, Tao Shen, Mingxu Sun, Xiumei Qiao,
and Tianyi Wang
Observer-Based Reliable H2 Control for Discrete-Time T-S Fuzzy
Bilinear Systems with Infinite Distributed Delays . . . . . . . . . . . . . . . . . . 823
Jiangrong Li, Zhizhao Liu, Lin Li, Tiantian Qiao, and Qiang Xie
Nonlinear Vibration Characteristics and Optimization
Analysis of Diaphragm Pump Mass Valves . . . . . . . . . . . . . . . . . . . . . . 834
Jiameng Zhang, Tao Chen, Fangzhong Li, Wensheng Ma,
and Chunchuan Liu
Stochastic Dynamic Analysis of Large-Scale Nonlinear Structures . . . . . 845
Dixiong Yang and Guohai Chen
Image-Based Visual Servoing Control of Quadrotor with
MsQL Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 860
Xin-Ning Yi, Biao Luo, and Shan Xue
Anti-Swing Trajectory Planning for Quadrotor Transportation
Systems with Double-Pendulum Swing Effects . . . . . . . . . . . . . . . . . . . . 875
Xiao Liang, Kexin Cai, and Jianda Han
A Novel Bio-Inspired Polygon-Shaped Passive Vibration Isolator . . . . . 888
Yishen Tian and Xingjian Jing
Similitude Laws for the Structural Response Under Impact Loading . . . . 902
Fengxia He, Zhong Luo, Lei Li, and Xiaoxia Zhang
Global Sliding Model Synchronous Control Based on RBFN of Three
Homodromy Exciters in Nonlinear Vibration System . . . . . . . . . . . . . . . 917
Zhilong Huang, Shuaishuai Sun, and Yiming Li
Passive Suppression of Piecewise System with Nonlinear
Energy Sink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 933
Xin Wang and Hu Ding
Contents xi
Model Reference Event-Triggered Leaderless Consensus Control

for a Class of Multi-agent Systems with Disturbance . . . . . . . . . . . . . . . 947
Hongjing Liang, Zuo Wang, and Pengchao Zhang
Tracking Control of Hydraulic Circuit with Mulit-layer Winding
Hoses Based on NB-ASMC with Input Time-Delay . . . . . . . . . . . . . . . . 961
Haiyan Qiang, Wanli Li, and Yougang Sun
Study on Band-Gap Characteristics of 2D Hierarchical
Phononic Crystal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 975
Peng Sun, Zhijing Wu, Shurui Wen, and Fengming Li
Variable Admittance Network with Indirect Energy Supply
for Semiactive Vibration Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 987
Donghong Ning, Shuaishuai Sun, Haiping Du, and Weihua Li
Numerical Study of Rotary Magnetorheological Seat Suspension
on the Impact Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1003
Lei Deng, ShuaiShuai Sun, Matthew Christie, and Weihua Li
Development and Experimental Study of an MRF Engine Mount
with Controllable Stiffness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1018
Jian Yang, Shuaishuai Sun, and Weihua Li
Adaptive Control for Active Suspension System Subject
to Unknown Time-Varying Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . 1031
Yuxuan Zeng, Yingbo Huang, and Jing Na
Experimental Study on Internal Friction Induced Vibrations
of a High-Speed Turbine Rotor-Bearing System . . . . . . . . . . . . . . . . . . 1044
Ruixian Ma, Zhaoyuan Guo, Zhansheng Liu, and Mingfu Liao
A X-Shaped Nonlinear Tuned Mass Damper with
Multi-variable Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062
Jing Bian, Xingjian Jing, and Yishen Tian
Experimental Investigation of Coil Thickness in Electromagnetic
Energy Harvesters for Power Density Improvement . . . . . . . . . . . . . . . 1078
Yan Peng, Lan Zhang, Zhongjie Li, Jun Luo, Shaorong Xie, Huayan Pu,
Zhengbao Yang, and Yong Liu
An Eccentric Electromagnetic Energy Harvester for Rotary System . . . 1092
Hu Xia, Fan Yang, Maoyu Lin, and Lifeng Qin
A Diagnosis Method for Planetary Gear with Local Defects Using
Selected Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1103
ZhanChi Liu, HeQing Sun, and HongHua Huang
Active Vibration Control for Aeroengines . . . . . . . . . . . . . . . . . . . . . . . 1115
Ran An, Wei Niu, Wenhui Fang, Dmitry Uglanov, and Jiqiang Wang
xii Contents
Remaining Useful Life Prediction of Aircraft Engine Based

on Grey Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1125
Wei Niu, Jianping Zhao, Guozhen Wang, and Jiqiang Wang
Global Path Planning Based on an Improved A* Algorithm in ROS . . . 1134
Desheng Feng, Lixia Deng, Tao Sun, HaiYing Liu, Hui Zhang,
and Yang Zhao
A Fast Human–Computer Interaction Dynamic Modeling Method
for Transmission Tower in Power Systems . . . . . . . . . . . . . . . . . . . . . . . 1145
Fuqiang Sun, Menghua Zhang, Weijie Huang, Yongfeng Zhang, Bo Shi,
Peiran Li, Ruikang Zhang, and Fei Zheng
Stability Analysis of High-Speed Bogie Using Active Wheelset
Yaw Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1156
Xiangwang Chen, Yuan Yao, Guang Li, and Xiaoxia Zhang
Multi-area Parallel State Estimation of Power System Based
on Zookeeper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1169
Jialin Zhong and Fang Chen
Data Enhancement for Deep Learning-Based Wrist
Fracture Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1182
Weijie Huang, Fuqiang Sun, Menghua Zhang, Yongfeng Zhang,
and Changhui Ma
Author Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1195

Smart Shock Absorber
Dong Guan(B) , Li Jing, Hui Shen, Chun Zhang, XiaoJie Cong, Peiben Wang,
Nan Yang, and Junjie Gong
College of Mechanical Engineering, Yangzhou University, Yangzhou 225127, China
Abstract. Autonomous and Electrical Vehicles are two development trends for
automobile industry. Plenty of sensors are demanded to monitor the traffic con-
dition in autonomous vehicle, hence sustainable and reliable power supply for
these sensors is a key issue. For the Electrical Vehicles (EVs), the range extension
is a core issue, while energy harvesting approach can solve this problem prop-
erly. Therefore, the smart shock absorber is proposed with capacity of both road
condition monitoring and energy harvesting. The road condition module is based
on a rotation triboelectric nanogenerator, voltage signal is utilized to characterize
the smooth, pothole or bump road condition by different amplitudes, and finally
upload to the big data cloud to support the intelligence transportation systems
(ITS). The energy harvesting module is based on an overrun clutch, which drives
the generator rotation along one direction, a speed-increasing gearbox ensures that
the generator works under high efficiency domain. Damping force can be adjusted
by varying the value of external resistor; therefore, stiffness of the whole suspen-
sion can be controlled by external circuit to improve the vehicle handling and ride
comfort performances. This smart shock absorber has the potential to popularize
the Autonomous Vehicle, Internet of Vehicle as well as Electrical Vehicles.
Keywords: Shock absorber · Road condition monitoring · Autonomous

vehicle · Energy harvesting
1 Introduction
The intelligence vehicle and transportation systems had been studied many years [1–5],
and smart sensing is a one of the core technologies [6–8]. As a booming self-powered
sensing technology, the triboelectric nanogenerator (TENG) was widely explored in
vehicles for smart sensing [1, 9–16]. The TENG based devices is utilized to improve
fuel efficiency and reduce CO2 emission of vehicles [12], vehicle security alarming
[10], driver habits monitoring [9], tire pressure monitoring [17], velocity sensing [11]
and disaster monitoring [18], etc.
Shock absorber is a key component in Automobile Engineering, it impacts the han-
dling stability as well as ride performance of the whole vehicle. The traditional hydraulic
shock absorber transfers kinetic energy to dissipated heat through multistage valves,
which with the disadvantages of complex in structure, leakage and cavitation under
high speed [19]. To overcome these shortages, mechatronic transmission systems were
widely developed [20–22], including the energy harvesting mechatronic shock absorbers
© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022
X. Jing et al. (Eds.): ICANDVC 2021, LNEE 799, pp. 1–15, 2022.
https://doi.org/10.1007/978-981-16-5912-6_1
2 D. Guan et al.
[23–29]. Zhang [29] developed a high-efficiency energy to extend the range capacity of
EV(electric vehicle). Li [27] fabricated an energy harvesting shock absorber based on a
motion rectifier, the extracted power up to 15 W under smooth road with 15 mph. Guo
[26] prototyped a hydraulic electromagnetic energy harvesting shock absorber for heavy
vehicles, the average regenerative power is up to 220 W under 3 Hz with 7 mm vibration
amplitude. Zuo [30] summarized that the fuel efficiency can be 10% improved for hybrid
and electric vehicles, based on energy harvesting shock absorber. These investigations
reveal the tremendous potential to harvest vibration energy from shock absorber.
Therefore, a smart shock absorber is proposed based on TENG and electromagnetic
generator (EMG). The smart shock absorber can monitor the road condition by applying
the grating based TENG. Besides, the damping force can be adjusted by varying the
external resistances. One the on hand, the extracted energy through EMG is storage in
battery to extend the vehicle range, especially for the electrical vehicles, on the other
hand, the smart shock absorber can be a redundant power source for the intelligence
vehicle under emergency conditions, such as the lidar power under autonomous driving
condition. Two key components were utilized to ensure the extracted power, the overrun
clutch eliminates the direction transfer frequently, while a speed increaser gearbox con-
firm the generator operates under high speed and efficiency domain [31]. Furthermore,
the rotation grating based TENG can monitor the real time road condition, to detect
whether the road is smooth, pothole or bump applying voltage amplitude, and finally
upload to the big data cloud to support the intelligence transportation systems (ITS). This
smart shock absorber has the potential to popularize the Autonomous Vehicle, Internet
of Vehicle as well as Electrical Vehicles.
2 Configuration and Working Mechanism

As demonstrated in Fig. 1a, four shock absorbers are mounted on vehicle to dissipate the
shock energy from road and improve the ride performance. Besides, it also affects the
handling performance, especially under the high-speed steering condition. The fault of
brand-new shock absorber mainly focus on the high-speed failure [19] (V > 0.75 m/s),
while fault for the long-term hydraulic shock absorber is the fatigue failure and leakage.
All these issues are caused by the complex multistage valve, either hydraulic cavitation
or valve disc fatigue. To overcome drawbacks of traditional hydraulic shock absorbers,
the developed mechatronic shock absorber is demonstrated in Fig. 1b and c. Three key
components were utilized in the smart shock absorber. The first one is an overrun clutch,
which is comprised of a spur rack, 3 spur gears and 2 shafts, only the 2 spur gears mesh
with rack directly, which are the right one and the lower one, while the spur gear on the
left side will not mesh with rack directly, it is only driven by the lower gear. It should be
noted that all the three gears can only drive the shaft rotation along one direction, while
each gear is idle on the reverse direction. During the compression process, rack moves
downward and meshes with right gear directly, so the upper shaft rotates clockwise (from
right to left side), both TENG (left) and EMG were driven by the upper shaft directly,
therefore the vertical motion from tire transfers to rotation of both TENG and EMG.
It should be noted that the super gear downside meshes with rack as well during the
compression process, then the downside spur gear meshes with the left gear as well.
Smart Shock Absorber 3
Fig. 1. Smart shock absorber (a) The schematic diagram (b) The 3D model (c) The fabricated
prototype (d) The mechatronic coupling configuration. (kt = 0.137 N·m/A, ke = 0.35 V/(rad·s),
Rs = 10 )
Therefore all the 3 spur gears rotation under compression process, but both downside
and left gears are idle, not engage with their mount shaft, hence the lower shaft is static,
this is because the lower gear is mounted on down shaft by the ratchet mechanism,
which is illustrated by Fig. 6. During the retrack process, the rack moves upward, the
power transmission path is from lower gear to the left gear, which subsequently engages
with up shaft. Therefore, the lower gear rotates anticlockwise, while the left gear rotates
clockwise (From right to left side). Though the right gear meshes with rack, it is idle
and not engage with up shaft during retrack process. Therefore, the power transmission
path is divided into two portions as demonstrated in Fig. 3c, the benefits of such engage
sequence are that no matter how oscillate of the rack, the output (up) shaft only rotates
along one direction, which eliminates the frequent reversal of TENG and EMG, therefore
the signal and extracted power are continuous, and the smart shock absorber operates
more fluent, eliminates reversing impact. The motion animation of one-way clutch can
be found in supporting video3.
Figure 1c gives the fabricated prototype, the left side is TENG, which is comprised
of a 3D printed nylon frame, whose bottom is screwed on the cylinder of overrun clutch,
its top has curved slot and the printed circuit board (PCB) can be embedded into the slot
properly. Both frame and PCB are static, the 3D printed turnplate is made of Polyte-
trafluoroethylene (PTFE), it is interference fit with the output shaft of overrun clutch. On
the right side, a flexible coupling is utilized to connect output shaft with the input shaft
of electromagnetic generator, which is comprised of two different portions. The left side
is an increasing gearbox as illustrated in Fig. 3a and b, while right side is a direct-current
4 D. Guan et al.
generator. More than four gear pairs are utilized to enhance the rotation speed of gener-
ator shaft, it is based two principles, the first one is to improve the operation efficiency
of EMG [31], the other is to adjust the damping force, and the mechatronic coupling
model can be found [32]
kt ke ωg
TM = (1)
Rs + R
Where kt is the torque constant (N·m/A), it is affected by the turns per coil, magnetic
intensity as well as generator configuration, for a specific generator, it is a constant; ke is
the back electromotive force constant (V/(rad·s)); Rs is effective resistance of armature
coil, which is also the internal resistance of generator and its actual value varies with
rotor phase. The higher is the rated speed, the smaller is the effective resistance; R
represents the external load resistance. Figure 1d presents the mechatronic coupling
results, the speed of motor shaft varies from 0 to 3000 rpm, external resistance varies
from 0.1 to 100 , the maximum drive torque on motor shaft is 1.5 N·m, which occurs
under 3000 rpm and external resistance is 0.1 , damping force reaches the maximum
due to the largest driven torque. And the suspension demonstrates hard characteristics
under such condition. Therefore, it can be concluded that the larger is the rotation speed
and the smaller is the external resistance, the larger is the damping force proposed by
such smart shock absorber, under the presented conditions. To obtain a comfortable ride
performance with small damping force, a larger external resistance can be utilized as
demonstrated in Fig. 1d.
3 Experimental Test and Simulation

3.1 The Mechatronic Performance Test
The tested dynamic performance of smart shock absorber is illustrated in Fig. 2. Fig-
ures 2a and b presented the force-displacement characteristics, which represent the
energy dissipation capacity of shock absorber. The larger is the force-displacement
circle, the higher is the energy dissipation capacity. Figure 2a demonstrates that the
tested maximum force-displacement circle occurs when the external resistance is 0.5
, transient damping force up to 130 N. Then the tested damping force decreases with
external resistance and reduce to about 50 N as the external resistance is 100 . There-
fore the tested results coincide with simulation results illustrates in Fig. 1d. Essential
reason is due to the mechatronic coupling mechanism, as illustrated in Eq. 1, when the
external resistance is 0.5 , the current in whole energy harvesting circuit reaches the
maximum, based on the Fleming’s left-hand rule, drive force is the maximum, while
the generated drive force is the inherent form of damping force, therefore the tested
force-displacement curve occupies the largest area. Besides, the damping force fluctu-
ates continuously, which can be interpreted by Eq. 1 as well, which demonstrates the
damping torque is proportional to generator speed. Firstly, rack is driven by external
shock/vibration, and rack drives the generator through overrunning clutch and coupling,
when generator speed increases, the damping torque increases subsequently, and the
enhanced damping force resists the motion of rack. Due to energy conversion mecha-
nism, the kinetic energy of generator shaft is transferred to electricity, therefore generator
1. R=0.5 Ohm 1. 0.5 Hz

a 2. R=5 Ohm b 600
200 3. R=10 Ohm
2. 1 Hz
3. 2 Hz
4. R=50 Ohm 400
5. R=100 Ohm
100
200
Force (N)
Force (N)
0 0
-200
-100
-400
-200 -600
-20 -10 0 10 20 -20 -10 0 10 20
Displacement (mm) Displacement (mm)
c 1. R=5 Ohm 1. 0.5 Hz

2. R=50 Ohm
d 8 2. 1 Hz
400 3. R=100 Ohm 3. 2 Hz
Damping force (N)
200 4
Voltage (V)
0
0
-200
-4
-400
-600 -8
0.00 0.05 0.10 0.15 0.20 0.25 0.0 0.5 1.0 1.5
Velocity (m/s) Time (s)
1. 0.5 Hz 1. 0.5 Hz
e 8 2. 1 Hz
f 8 2. 1 Hz
3. 2 Hz t3 3. 2 Hz
4 4
Voltage (V)
Voltage (V)
0 0
-4 -4 t1
t2
-8 -8
0 1 2 3 4 0.00 0.02 0.04 0.06
Time (s) Time (s)
g 1. f=0.5Hz h 1000 1. R=1 Ohm 4. R=50 Ohm

25 2. f=1Hz 2. R=5 Ohm 5. R=100 Ohm
3. f=2Hz 3. R=10 Ohm
20
100
Voltage (V)
Power (W)
15
10
10
1
5
0 0.1
0.0 0.5 1.0 1.5 2.0 0.0 0.5 1.0 1.5 2.0
Time (s) Time (s)
Fig. 2. Tested mechatronic performance of the smart shock absorber (a) F-S curve with different
external resistances (f = 0.5 Hz, A = 20 mm) (b) F-S curve under different excitation frequencies
(R = 0.5 , A = 20 mm) (c) F-V curve, (A = 20 mm, f = 2Hz); (d) TENG output under sweep
mode (A = 20 mm); (e) TENG output under specific excitation frequency (A = 20 mm); (f)
Transient output of TENG (A = 20 mm); (g) generated voltage of EMG (A = 20 mm, R = 100
) (g) generated power of EMG (A = 20 mm, f = 1 Hz).
6 D. Guan et al.
speed slows down, and internal damping torque/force decreases slightly. If the external
shock is a continuous force, rotation speed of generator and damping force will be
increased again. Therefore, variation logic of the damping force is that external shock
drives generator, mechatronic coupling mechanism transfers kinetic energy to electric-
ity and generates damping force, generator slows down and damping force decreases
subsequently, continuous shock force speeds up the generator again and damping force
rise up, finally leads to the fluctuation of damping force.
Figure 2b presents the force-displacement curves under different excitation frequen-
cies with 20 mm shock amplitude. Results indicate that the damping force increase with
frequency, the higher is the frequency, the larger is the force-displacement circle and
energy dissipation capacity. This is due to the higher is the vibration frequency, the higher
is the generator transient speed, while the damping force is highly velocity dependent as
demonstrated in Fig. 1c, which reveals that the damping force is linearly increase with
rack velocity. Besides, the damping force decreases with external resistance as well.
Figure 2d and 2e illustrate the output characteristics of TENG under 2 different
vibration modes, sweep and normal load mode. Figure 2d is the sweep mode, the motor,
which is utilized to drive the crank-slider mechanism and load shock absorber, rotates
continuously from a 0 rpm to 30 rpm, 60 rpm and 120 rpm, respectively, then decrease
from the maximum speed to 0 rpm, therefore the maximum excitation frequency is
0.5 Hz, 1 Hz and 2 Hz. It can be observed that the higher is the disc rotation speed, the
lower is the generator voltage. Take line3 in Fig. 2d as an example, when t = 0.5 s, the
overall generated voltage value is the minimum while the vibration frequency reaches
the maximum, which is 2 Hz. In Fig. 2e, normal excitation mode exhibits a same trend
that the higher is the vibration frequency, the lower is the generated voltage. We infer
the voltage variation is caused by the time duration of contact electrification. Under the
high frequency excitation condition, the contact electrification duration is much shorter,
therefore transferred electron is lesser than the low frequency excitation. Figure 2f is the
zoom of the Fig. 2e, obviously, the duration of peak or through is much more different,
with principle of t1 > t2 > t3. The higher is the excitation frequency, the smaller is the
voltage period. Therefore, by combination Fig. 2d-f, it can conclude that both voltage
amplitude and period can be utilized the determine the road surface condition, besides,
the Fast Fourier transform (FFT) can also be employed to transfer the time-domain
signal into frequency domain, further verification the detection result. Figure 2g gives
the time-domain voltage output from electromagnetic generator, the vibration amplitude
is 20 mm with 100 external resistance. Line 1 in Fig. 2g is based on 0.5 Hz excitation
frequency, therefore there are 2 voltage peaks in one period, one is under compression
stroke, and the other is rebound process. The maximum voltage is up 20 V when the
vibration frequency is 2 Hz. Figure 2h presents the generator power under 1 Hz excitation
with 20 mm amplitude. The maximum power is up to 100 W when external resistance
is 1 .
In conclusion, damping and output performance of the proposed smart shock
absorber can be adjusted by external resistance, the smaller is the external resistance, the
higher is the damping force and output power. Besides, higher external excitation can
enhance the damping force and output power as well. Furthermore, both voltage and volt-
age frequencies can be utilized to monitoring the operation condition of a autonomous
vehicle.
3.2 The Kinematic and Dynamic Properties

Figure 3 presents the simulation model of smart shock absorber. The transmission sys-
tem is comprised of an overrun clutch and electromagnetic generator (EMG), which is
subsequently divided into a gearbox and a direct current (DC) motor. For the overrun
clutch, it consists of gear 1, gear 2, gear 3, shaft 1 and 2, as well as the rack. Gear 1
is mounted on the shaft 1through a ratchet mechanism (Details of ratchet mechanism
can be found in Fig. 6), therefore gear 1 only engages anticlockwise (from left to right
eyesight). Both gear 2 and gears 3 are mounted on shaft 1 by ratchet mechanism as well,
both of them engage with the shaft 2 anticlockwise. The difference is that gear 2 only
engages with gear 1, but gear 3 mesh with rack directly. Therefore, the output shaft 2 can
only rotates anticlockwise. During compression stroke, the power transmission path is
along top red path in Fig. 3c, rack mesh with gear 3, which engage with shaft 2, then the
power is transmitted to EMG through coupling. It should be noted that both gear 1 and
gear 2 are under idle condition in compression process. In rebound process, rack mesh
with gear 1, which rotates clockwise and mesh with gear 2 subsequently. Therefore gear
2 rotates anticlockwise and engage with shaft 2. Power transmission is along the bottom
black path to EMG. The gear 3 rotates clockwise and idly under rebound process, there-
fore not engage with shaft 2. Details of the EMG can be found in Fig. 3b, the top portion
Fig. 3. Simulation model of (a) The overall shock absorber (b) Electromagnetic generator (EMG)
(c) Power transmission path. ➀ Gear 1; ➁ Shaft 1; ➂ Shaft 2; ➃ Gear 2; ➄ Gear 3; ➅ Rack; ➆
Coupling; ➇ Shaft 3; ➈ Gearbox; ➉ Motor; 11 Gear 4;
12
13 Gear 5; 14
15 Gear 6;
16 17 Gear
7;
18 Gear 8;
19 Rotor shaft;
20 Brush.
8 D. Guan et al.
is gearbox, which is comprised of 3 tower gear pairs, to increase speed while decrease
torque, and finally make the EMG operation under high-efficiency domain. Boundary
conditions of the simulation model can be found in Sect. 5.
Fig. 4. Kinematic property of the shock absorber. Motion of the (a) rack (b) one-way clutch (c)
gearbox (d) generator under 20 mm amplitude. Motion of the (e) rack (b) one-way clutch (c)
Gearbox (d) generator under 40 mm amplitude.
Figure 4 illustrates the kinematic properties of smart shock absorber, including the
motion of rack, one-way clutch, gearbox and generator, under two different excitation
amplitudes. The boundary conditions are illustrated in Sect. 5.2. In Fig. 4a, the rack moves
from start point of compression process with 1 Hz frequency and 20 mm amplitude.
The compression process ends at 0.5s, then the rebound process starts, and rack moves
backwards. Due to the sinusoidal excitation mode, the maximum speed occurs at 0.25 s
and 0.75 s, which is the mid-position of compression or rebound process. Figure 4b
reveals that gears 1–3 rotation during whole process, it should be note that gear 1 and gear
3 mesh with rack directly, while gear 2 mesh with gear 1. Due to the same gear module,
number of teeth and gear diameter, the rotation of gears 1, 2 and 3 are simultaneously.
Motion of gears 4, 5, 6, 7 and 8 in gearbox is illustrated in Fig. 4c, obviously, gearbox
realize the purpose of increase speed and damping force, the rack slides with 0.08 m/s
can enhance gear 8 rotates around 300 rpm, based on Eq. 1 the a higher electromagnetic
damping can be obtained with a higher rotation speed. Besides, the higher rotation speed
make the EMG operation under the high-efficiency domain [29]. Speed of generator
with different excitation frequencies under 20 mm amplitude are illustrated in Fig. 4d,
results indicate that the higher is the excitation frequency, the higher is the generator
speed, based on Eq. 1, the damping torque and force will be enhanced as well. These
simulation results and inference coincide with experimental test in Fig. 2b. Figure 4e–h
illustrate the related results with 40 mm excitation amplitude, the motion principles are
same with Figs. 4a–d. It should note that though gears 1, 2 and 3 rotates full-time, they
do not engage with the shaft always due to the rachet mechanism, details are illustrated
in the following dynamic investigations.
Fig. 5. Dynamic property of shock absorber. Contact force of the (a) rack and gear (b) one-way
clutch; simulated (c) F-V curve (d) F-S curve under 20 mm amplitude. Contact force of the (e)
rack and gear (f) one-way clutch; simulated (g) F-V curve (h) F-S curve under 40 mm amplitude.
Figure 5 illustrates the dynamic properties of smart shock absorber, including the
dynamic contact between rack and one-way clutch, gearbox and performance of shock
absorber under two different excitation amplitudes with 1 Hz frequency. The boundary
conditions are illustrated in Sect. 5.2. In Fig. 5a, from 0 to 0.5 s, the rack mesh with gear
3 and contact force varies semi-sinusoidally. By comparison Fig. 4a and Fig. 5a, it can
be concluded that though gear1 and gear 2 rotate from 0 to 0.5 s, none of them engage
with the shaft 1 and 2, therefore rotates idly, and power transmission is through red
line in Fig. 3c. From 0.5 to 1 s, gear 1 meshes with gear 2, which subsequently engage
with shaft 2, and power is transmitted through coupling to EMG. Figure 5b reveals that
the contact force between gear 4 and gear 5 is the maximum contact force in gearbox,
while gear pair 7 and 8 has the minimum dynamic contact force. Based on the power
transmission principle, T = 9550P/n, the higher is the speed, the smaller is the torque.
In Fig. 5c, the dynamic force on rack is utilized to indicate the damping force, F-V
curve reveals the damping force increase linearly with speed, and almost equal in both
compression and rebound process. Therefore, the F-S curve is a symmetrical ellipse, and
no dynamic failure during operation [17]. For the 1 Hz excitation with 40 mm amplitude,
contact force between rack and gears 1, 2 and 3 is higher than 2500 N, while contact
force between gear pair 4 and 5 is higher than 6000 N, as illustrated in Fig. 5e and f.
Therefore, strength of gear 4 and 5 should be seriously concern in design. Figure 5g and
h indicate the proposed smart shock absorber exhibit good energy dissipation capacity
under 1 Hz excitation with 40 mm vibration amplitude, and its maximum vertical speed
is up to 0.25 m/s.
4 Conclusions
In summary, the authors have introduced a smart shock absorber, which is capable of
monitoring the road condition and harvesting the vibration energy. The road condition
monitoring system is realized by a TENG, the voltage amplitude and variation frequency
of TENG can be utilized to recognize road surface condition. Results indicate the volt-
age of TENG varies from 3 to 8 V, the higher is the rotation speed, the lower is the
10 D. Guan et al.
output voltage. Besides, the higher is the rotation speed, the smaller is the voltage peak
time duration. In addition, damping of the smart shock absorber by adjusted by vary-
ing the external resistor value, the smaller is the external resistance, the stiffer is the
shock absorber. Therefore, stiffness of shock absorber can be adjusted to obtain the bet-
ter handling and ride performances to adapt different road conditions. Kinematics and
dynamics property are analyzed by virtual prototyping, which is also utilized to verify
the power transmission path. Results indicate the smart shock absorber also be a good
power supplier, the peak power can up to 100 W under 1 Hz excitation with 20 mm
amplitude. Our study provides a promising strategy to simultaneously monitoring the
road condition from fabricated TENG, as well as extract the road vibration energy to
power the vasty sensors for future autonomous vehicles.
5 Methods
5.1 Fabrication of the Smart Shock Absorber
The mechanical component of shock absorber, one-way clutch, which is comprised of

a spur rack, 3 spur gears and 2 shafts, kinematic logic of one-way clutch can be found
in supporting video 3. The one-way clutch is screwed on a mount base, which is also
the foundation of EMG bracket as shown in Fig. 1c. Connection between one-way
clutch and EMG is through a coupling. For the TENG, the turnplate is fabricated by 3D
printing approach, its diameter is 40 mm with internal hole 7.95 mm to mount on shaft
2 and rotate simultaneously with EMG, as shown in Fig. 9a-4c. 12 fan-shaped convex
distribute evenly on the turnplate with height 2 mm and central angle 10°, therefore
intervals between convex plate is 20° central angle. The matrix of turnplate is nylon,
with Kapton pastes on the fan-shaped convex. In Figs. 4d and 4e, the diameter of PCB
is 50 mm, which is 10 mm larger is turnplate, this is because the PCB is embedded in
the frame through its outside. 24 copper electrode distributes evenly on one side, and the
interval is 5° central angle. Configuration of the 3D printed frame is illustrated in Fig. 9f,
which left side has a slot to embed the PCB, Photopolymer is utilized to fabricate the
frame to ensure the structural stiffness and strength.
5.2 Simulation Approach
The virtual prototyping simulation is based on the multi-rigid-body dynamics approach.

The boundary conditions between different constraints are illustrated in Table 1. In which
the gears are set as contact pairs and the impact function is utilized to solute results, with
contact stiffness of 105 N/mm, force exponent, damping and penetration depth is 1.5,
100 and 0.1 respectively. Motion of rack is set based on the STEP function, and the
kinematics property is illustrated in Fig. 4a and Fig. 4e.
Table 1. Motion constraints
Constraint pair Part 1 Part 2

Contact Rack Gear 1
Contact Rack Gear 3
Script control Gear 1 Shaft 1
Contact Gear 1 Gear 2
Fixed Coupling Shaft 2
Contact Coupling Shaft 3
Fixed Shaft 3 Gear 4
Acknowledgements. This work is funded by the Financial Support of Natural Science Foundation
of China (Grant No. 52005433), Jiangsu Province Natural Science Foundation (No. BK20180933),
Natural Science Foundation of Jiangsu Higher Institutions (No. 19KJB460028), Special Coop-
eration Foundation for Yangzhou & YZU (No. 2020182) and Qing Lan Project from Yangzhou
University.
Appendix A. Supporting Information
Fig. 6. The ratchet mechanism on gear inside (Gear only rotates anticlockwise with shaft).
12 D. Guan et al.
Fig. 7. Outline of test bench (a) Control system (b) hardware.
Fig. 8. The Force-velocity curves (a) f = 0.5 Hz (b) f = 1 Hz (c) f = 2 Hz with amplitude A =
20 mm; (d) f = 0.5 Hz (e) f = 1 Hz (f) f = 2 Hz with amplitude A = 40 mm;
Fig. 9. Fabrication of TENG. Turnplate (a) 3D model (b) (c) configuration; PCB (d) 3D model
(e) configuration (f) 3D model of frame.
Supporting Video 1: Power the cell phone, with maximum speed 0.15 m/s (Figs. 7,
8 and 9).
Supporting Video 2: Power the driving assistant system, with maximum speed 0.25
m/s.
Supporting Video 3: Motion logic of one-way clutch, the red arrows indicate
mesh/engage force.
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Experimental Test on the Dynamic Damping
Performance of Energy Harvesting Shock
Absorbers with Overrun Clutch Under Open
Circuit Condition
Xiaoluan Shen, Jing Li(B) , Dong Guan, Chun Zhang, and Hui Shen
College of Mechanical Engineering, Yangzhou University, Yangzhou, Jiangsu, China

yzlijing@yzu.edu.cn
Abstract. In this paper, the dynamic damping performance of energy harvest-

ing shock absorber (EHSA) with overrun clutch under open circuit condition is
investigated by experiment. Force-displacement loops under harmonic excitation
with different frequency and amplitude are test and analysed. Results shows that
there exists a faint disengagement phenomenon introduced by overrun clutch and
a dynamic response caused by the transmission chain in EHSA at the beginning of
each stroke under the low frequency and small amplitude excitation condition. In
this condition, the damping force produced by the internal friction is about 29.0 N,
and the equivalent damping coefficient is 1176 Ns/m. Then, the disengagement
phenomenon and dynamic response will intensity with the increase of frequency
and amplitude of excitation. Furthermore, the equivalent friction force increases
as the result of the enhanced disengagement phenomenon and dynamic response.
However, the equivalent damping coefficient is dropped to 200 Ns/m with the
increase of frequency and amplitude of excitation.
Keywords: Energy harvesting shock absorber · Force-displacement loop ·

Equivalent friction force · Equivalent damping coefficient
1 Introduction
Shock absorber is a device that can dissipate vibration energy to enhancing the struc-
tural function ability and safety [1]. And it is widely used in different field, such as
automotive engineering [2, 3], aerospace engineering [4, 5], and civil engineering [6,
7]. Nowadays, in order to reduce energy waste and improve energy efficiency, a new
kind of shock absorber named energy harvesting shock absorber(EHSA) is proposed[8].
Many researcher explored different principles and designs of EHSA [9]. According to the
harvesting mechanisms, the EHSA can be categorized into linear electromagnetic har-
vester [10, 11] and rotary electromagnetic harvester [12–19]. In electromagnetic rotary
harvester, two main linear-to-rotary motion transmission structures which are hydraulic
transmission structure [12, 13] and mechanical transmission structure [14–19] are pro-
totyped and developed. Based on the mechanical transmission, there are several types
© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022
https://doi.org/10.1007/978-981-16-5912-6_2
Experimental Test on the Dynamic Damping Performance 17
of transmission structure which convert a translation into a rotation, such as rack-and-

pinion [14, 15], ball screw [16, 17], multi-connecting rods [18, 19], or other motion
conversion mechanisms [20–22]. Due to the high energy harvesting efficiency and good
reliability, the unidirectional rotary energy harvesters based on mechanical motion rec-
tifier have been newly developed in rotary energy harvesters [15–17]. By using two
overrun clutch after rack-and pinion in transmission chain, Li et al. [15] developed a
unidirectional rotary energy harvesters with a mechanical efficiency of around 60%.
However, this harvester exists the backlash phenomenon which reduces the system reli-
ability. In order to increase the transmission durability and efficiency, Liu et al. [16]
presents the mechanical-motion-rectifier-based energy harvester by using the ball-screw
mechanism. And they point out torque fluctuation at the low frequency excitation is
caused by the dynamic response of generator. After that, Liu et al. [23] investigated
the influence of the mechanical-motion-rectification on energy harvesting performance
numerically and experimentally. Compared to the energy harvesters without mechanical-
motion-rectification, motion-rectifier-based design has the lower transmitted force and
the broader frequency bandwidth. And they found that there exist the force fluctuation
in time domain. By introduced the tuned inerter, Sugiura et al. [24] designed the tuned
inertial mass electromagnetic transducer, and test the dynamic performance of this struc-
ture. Due to the resonance effect of tuned inerter, the motor can rotate more effectively.
Xie et al. [25] proposed a damping-tunable energy harvester with multiple controlled
generators. The force-displacement measured data of their structure show that there exist
a large damping force fluctuation at the beginning of each stroke. And both the Ref. [15]
and Ref. [25] point out that the area of the force-damping loop under open circuit con-
dition represents the total work of the Coulomb friction force and the viscous friction
force. Bowen et al. [26] presented a method of identifying the friction parameters in
EHSA composed of ball-screw.
The main contribution of this paper is to demonstrate a dynamic damping per-
formance of EHSA with overrun clutch under open circuit condition. The internal
mechanical loss in EHSA has been test. The force fluctuation phenomenon and over
speed phenomenon has been found and explained by using the dynamic performance of
overrun clutch and the transmission chain. The dynamic equivalent friction force and
dynamic equivalent damping coefficient under different excitation conditions have been
calculated.
2 Structure and Test Bench of EHSA

2.1 The Structure and Working Principle of EHSA
The implemented EHSA in this study is schematically presented in Fig. 1. It is mainly
composed of rack-and-pinion, overrun clutches, coupling, gearbox, and electrical gener-
ator. The rack-and-pinion converts a translation into a rotation. The overrun clutches are
installed between the pinions in rack-and pinion and the shaft connecting with coupling,
which can only transmit torque in one direction and idly rotate in the other direction. The
coupling connects the rack-and-pinion with gearbox. The gearbox is used to magnify
the motion and reduce the torque. The electrical generator will generate the electricity
from the motion of rotor.
18 X. Shen et al.
Fig. 1. Structure and working principle of EHSA
By using the overrun clutch, the transmission paths in compression stroke and
rebound stroke are difference. Figure 1 illustrates the working principle of EHSA. In the
rebound stroke, when the displacement excitation drives the rack to move downward,
the rack will drives the pinion 1 and pinion 2 to rotate clockwise (from the right side
view). Then, the pinion 2 drives the pinion 3 to rotate counterclockwise (from the right
side view). Thus, the left overrun clutch between the pinion 1 and shaft is engaged,
while the right overrun clutch between the pinion 1 and shaft is disengaged. Therefore,
the coupling and the electromagnetic generator will be driven to rotate clockwise (from
the right side view). Conversely, in the compression stroke, the displacement excitation
drives the rack to move upward, and the pinion 1 and pinion 2 rotate counterclock-
wise (from the right side view) with it. Then, the pinion 2 drives the pinion 3 to rotate
clockwise (from the right side view). At this time, the right overrun clutch is engaged,
while the left overrun clutch is disengaged. Thus, the coupling and the electromagnetic
generator will be driven to rotate clockwise (from the right side view). With this MMR
mechanism, no matter the rack moves upward or downward, the generator will always
rotate in one direction.
2.2 The Test Bench and Test Principle

EHSA test bench is illustrated in Fig. 2. Loading device which composes of motor,
crank, connecting rod and load platform locates at bottom of the bench. The motor
drives the crank at the rotate speed n. Then the crank pushes the load platform through
the connecting rod. Due to the constraint of load rack, the platform can only move
vertically. Thus, the connecting rod transfers rotation of crank into reciprocating motion
of load platform. The radius r of crank can be adjusted from 10 mm to 40 mm. Thus,
the frequency and amplitude of displacement excitation are related to the rotate speed
n and the radius r of crank. In a cyclical test, the transient displacement, velocity and
acceleration can be approximated to
⎧
⎨ x = X0 sin(ωt)
ẋ = ωX0 cos(ωt) (1)
⎩
ẍ = −ω2 X0 sin(ωt)
where X 0 is displacement amplitude, X 0 = r, ω represents angular velocity, ω = 2π n/60,

ωX 0 and ω2 X 0 denote the maximum of velocity and acceleration, respectively.
Fig. 2. Shock absorber test rig
The tested EHSA is mounted through three points of A, B and C, respectively. The
rack is fixed on the frame by screw at point A, hence the rack is static during test. The
outer shell is locked on the fixture through points B and C. And the fixture is placed on
the load platform. A force sensor installs on the top of rack, the output responsive force
20 X. Shen et al.
can be detected at time domain. And a displacement transducer parallels the load rack,
which moves vertically.
3 Results and Discussion

Figure 3 shows the force-displacement loops for different excitation frequencies of
0.5 Hz, 1.0 Hz, 1.5 Hz, and 2.0 Hz, respectively. The applied harmonic excitation
amplitude is 10 mm, and there is no resistor connected with the generator.
Fig. 3. Force-displacement loops for different excitation frequencies with amplitude X 0 = 10 mm
In Fig. 3(a), we can find that the shape of force-displacement loop in 0.5 Hz resembles
parallelogram. However, there is a force fluctuation phenomenon when the excitation
changes its direction. This is because of the dynamic response of transmission chain.
Take the start of the rebound stroke as an example. At the beginning of rebound stroke,
the velocity of transmission chain is very low. The mechanical energy produced by exci-
tation force will be converted into kinetic energy and potential energy of transmission
chain. Then, the dynamic response of transmission chain will occur due to the conversion
between kinetic energy and potential energy in transmission chain. Therefore, the force
fluctuation phenomenon appears as the representation of dynamic response of transmis-
sion chain. After two or three fluctuations, the force fluctuation phenomenon disappears,
and the force will remain steady until the excitation reverses its direction. The force in this
area is the friction force of EHSA under steady state. To observe Fig. 3(a) carefully, we
can obtain that the friction force of EHSA is about 29.0 N in both two strokes. To observe
Fig. 3(b), we can find that the force fluctuation phenomenon will continue throughout
the stroke. And in some area, the force is smaller than the friction force of EHSA. This
is also because of the working performance of transmission chain. The friction force of
EHSA mainly comes from the friction in the end of the transfer chain and the friction
of the motor. In the steady state condition, those two frictions will be magnified when
they go through the transmission chain. However, in the dynamic state condition, those
two frictions will be blend in the mechanical energy of transmission chain when they
go through the transmission chain. Thus, the output force of EHSA has the fluctuation
phenomenon. And in some excitation condition, the output force may be smaller than
the steady state friction. As a result of the increase in force fluctuation phenomenon, the
shape of force-displacement loop in 1.0 Hz is ribbon pattern, and the force in some area
is smaller than the friction force of EHSA. In Fig. 3(c), instead of the force fluctuation
phenomenon, there is only one large force peak after the excitation changes its direction.
Then, the force drops to around zero, stays below friction force of EHSA until the end
of the stroke. It is interesting to observe the over speed phenomenon that the force is
smaller than friction force of EHSA at 0 mm point where the rack and the pinions have
the maximum velocities. This means that the overrun clutch is still disengaged at this
point, which implies that the velocity of coupling is higher than all of pinions. All those
phenomena can be explained by using the dynamic response of transmission chain and
the kinematics characteristics of overrun clutch. Take the start of the rebound stroke as
an example. At the beginning of rebound stroke, the velocities of transmission chain
and the rotor in generator is very small. Thus, the mechanical work produced by force
will accelerate the transmission chain and be stored as potential energy in transmission
chain. As the result of dynamic response of transmission chain on the input side, the
force increase rapidly. After that, the potential energy in transmission chain will release
to push rotor rotating, where the kinetic energy of rotor increases. And with the decrease
of the potential energy of the transmission chain, the force drops to a very low value. At
this moment, when the rotor is accelerated to the high velocity, the kinetic energy of rotor
will returned to the transmission chain, and the transmission chain will be accelerated
by this energy, as the result of dynamic response of transmission chain on the output
side. When the velocity of transmission chain is faster than that of rack-and-pinion, both
of two overrun clutch disengage, where the force is only against the friction force in
rack-and-pinion. Additional, if the velocity of transmission chain is still larger than that
of rack-and-pinion at 0 mm point, it will occur the over speed phenomenon. To observe
Fig. 3(d), it can be seen that the shape of the force-displacement loop with 2.0 Hz is
similar to that of the force-displacement loop with 1.5 Hz. However, there are several
difference between those two curves. The force value will remain around zero until the
clutch engagement area for the next stroke in the 2.0 Hz condition, where there exists
22 X. Shen et al.
a little arise in the end of stroke for the 1.5 Hz condition. The clutch engagement area
in force-displacement loops with 2.0 Hz is wider than that area with 1.5 Hz. Due to the
wider clutch engagement area, the over speed phenomenon is not exist in the force curve
with 2.0 Hz. To observe all four figures in Fig. 2, we can find that the maximum force of
rebound stroke is larger than that of compression stroke. This is because of the different
transmission paths in those two stroke. Due to the disengagement of overrun clutch, the
force will keep very small when the excitation changes its direction. And this obtained
conclusion coincides with Li’s study [15].
Fig. 4. Force-displacement loops comparison among different excitation frequencies under dif-
ferent excitation amplitudes (a) X 0 = 10 mm, (b) X 0 = 20 mm, (c) X 0 = 30 mm, and (d) X 0 =
40 mm
Figure 4 shows the effects of harmonic excitation frequency on damping force. The
frequencies of applied vibration are 0.5 Hz, 1.0 Hz, 1.5 Hz, and 2.0 Hz, respectively. The
amplitudes of applied vibration are 10 mm, 20 mm, 30 mm, and 40 mm, respectively.
To observe four loops in each figures, we can find that the shape the force-displacement
loops under different excitation frequency are great difference. However, there are still
several interesting phenomenon among those loops. Due to the dynamic response of
transmission chain and disengagement of clutch, all the forces in those loops rises from
a small value at the beginning of stroke. And at this point, the more similar are the
areas of disengagement, the more similar are the slopes of force rising, such as loops
with 0.5 Hz, 1.0 Hz, and 1.5 Hz in Fig. 4(a), loops with 0.5 Hz, 1.0 Hz, and 1.5 Hz in
Fig. 4(b), loops with 0.5 Hz and 1.0 Hz in Fig. 4(c), and loops with 0.5 Hz and 1.0 Hz
in Fig. 4(d). In fact, the slopes of force rising can be regarded as the dynamic stiffness
of transmission chain. The other interesting phenomenon is the variation of maximum
force with the excitation frequency. In Fig. 3(a), the maximum force increases with the
excitation frequency increase. However, the maximum force of 2.0 Hz is smaller than
that of 1.5 Hz under the applied excitation amplitude of 20 mm, 30 mm, and 40 mm,
as shown in Fig. 3(b)–(d). This is because of the potential energy storage rate in the
transmission chain and the velocity of rotor. In the case of 2.0 Hz, the velocity of rotor is
very fast, and the force will remain zero until the rack speeds up and catches up with rotor.
Then, due to the dynamic response of transmission chain, the force will rise. However,
the potential energy storage rate will decline under the high velocity condition. Thus, the
force rises slowly. Conversely, the velocity of rotor is very small in the rest cases, and
the rack can easily catch up with rotor at the low velocity. The potential energy storage
rate is very fast, which leads the force increases quickly. Additional, the slope of force
rising of 2.0 Hz is the smallest one among four loops.
Figure 5 shows the force-displacement loops of proposed shock absorber for different
excitation frequencies under harmonic vibration inputs of 10 mm, 20 mm, 30 mm, and
40 mm amplitude, respectively. To observer four figures in Fig. 5, we can find that the
shapes of each force-displacement loop at the same excitation frequency are very similar,
which implies that the dynamic damping performance of EHSA with MMR under open
circuit condition is based on frequency of excitation. Due to the increase of amplitude
of excitation, the peak value of force increases.
According to Ref. [12], the area of the force-displacement loop represents the
mechanical work dissipated by the shock absorber during one cycle. And the mechanical
work can be calculated by

W = Fdx (2)
S
Figure 6 shows the mechanical work under different applied harmonic vibration. To
observe Fig. 6, we can find that both frequency and amplitude of harmonic vibration
are positively correlated with mechanical work. However, the increase rate of mechan-
ical work caused by the frequency increase is lower than that caused by the amplitude
increase. As we can see in Fig. 6, the mechanical work increases from 5.7 J to 11.3 J with
the frequency increases from 0.5 Hz to 2.0 Hz under the vibration amplitude 40 mm,
where the mechanical work is enlarged about 2 times. By contrast, the mechanical work
increases from 2.1 J to 11.3 J with the amplitude increases from 10 mm to 40 mm under
the vibration frequency 2.0 Hz, where the mechanical work is enlarged about 5.5 times.
24 X. Shen et al.
Fig. 5. Force-displacement loops comparison among different excitation amplitude under dif-
ferent excitation frequency (a) f = 0.5 Hz, (b) f = 1.0 Hz, (c) f = 1.5 Hz, and (d) f =
2.0 Hz
Considering there is the open circuit condition, the input mechanical work will
be dissipated by internal mechanical loss such as friction. Therefore, we calculate the
equivalent friction force of EHSA by using Eq. 3
W
Ffr = (3)
X0
Figure 7 shows the equivalent friction force under different applied harmonic vibra-
tion. To observe Fig. 7, we can find that the equivalent frictions at about half of con-
ditions are close to 29.0 N, which approximately equal to internal friction of EHSA.
However, the equivalent friction force at the rest condition increases when the frequency
and amplitude increase. The maximum of equivalent friction force is 70.4 N under the
applied harmonic vibration with frequency 2.0 Hz and amplitude 40 mm. And it is
nearly 2.4 times the 29.0 N. This can be explained by using the overrun clutch. At the
Fig. 6. The mechanical work under different excitation conditions
low frequency and small amplitude condition, the overrun clutch will remain engage-
ment, the rotor is driven by the rack, and the displacement relationship between rotor
and rack in one period is determined by the transmission ratio. Thus, by using Eq. 3,
the internal friction force of EHSA is calculated accurately. At the high frequency and
large amplitude condition, due to the high velocity impact, the overrun clutch will be
disengagement in some area, where the velocity of rotor is much higher than that of
rack. That means the rotor keeps moving on its inertial with high velocity for a long
distance. Therefore, the displacement relationship between rotor and rack in one period
cannot be calculated by using the transmission ratio. Meanwhile, the internal friction
force will dissipate the mechanical with the movement of rotor. Thus, the mechanical
loss increases. However, through dividing the mechanical work by displacement of rack
traveling, we calculate the equivalent friction force. Thus, the equivalent friction force
is enlarged on those condition.
In order to judge the damping effect of the EHSA under open circuit condition, the
equivalent damping coefficient is calculated by
W
c= (4)
π ωX02
The equivalent damping coefficient under different excitation conditions are shown
in Fig. 8. Results show that the maximum equivalent damping coefficient is 1176 Ns/m
where the excitation frequency and amplitude are 0.5 Hz and 10 mm, respectively. Then,
the equivalent damping coefficient decreases as the frequency and amplitude increase.
After that, with the appearance of disengagement of overrun clutch, the equivalent damp-
ing coefficient decreases slowly. And the equivalent damping coefficient is about 200
Ns/m in the range of 1.5–2 Hz and 30–40 mm. Additional, as the result of apparent
26 X. Shen et al.
Fig. 7. The equivalent friction force under different excitation conditions
disengagement of overrun clutch, the equivalent damping coefficient under amplitude

of 10 mm and frequency of 2.0 Hz is larger than that under amplitude of 10 mm and
frequency of 1.5 Hz.
Fig. 8. The equivalent damping coefficient under different excitation conditions

4 Conclusions
In this paper, the test bench of EHSA is established, and the dynamic damping per-
formance of EHSA with overrun clutch under open circuit condition is presented and
analyzed. Lab test results show that (1) the disengagement of overrun clutch appears
at the beginning of each stroke under all excitation conditions. (2) At low frequency
and small amplitude condition, the rectangular force-displacement loop is obtained, the
internal friction force can be calculated by using this loop, and the internal friction force
of EHSA is about 29.0 N. (3) the disengagement area is enlarged with the increase of
frequency and amplitude of excitation vibration. (4) The enlarged disengagement area
will lead the increase of mechanical loss and equivalent friction force. (5) The equiva-
lent damping coefficient of EHSA is 1176 Ns/m under a harmonic excitation of 0.5 Hz
frequency and 10mm amplitude, then it decease to 200 Ns/m when the frequency and
amplitude of excitation vibration increase.
Acknowledgement. This work was supported by the Financial Support of National Natural
Science Foundation of China (Grant No. 52005433), Jiangsu Province Natural Science Foun-
dation (No. BK20180933), Natural Science Foundation of Jiangsu Higher Institutions (No.
20KJB460001), Special Cooperation Foundation for Yangzhou & YZU (No. 2020182) and Qing
Lan Project from Yangzhou University. Thanks for the suggestions from the reviewers to help us
in improving the paper in depth.
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Cyber Attacks on Remote State
Estimation in Cyber-Physical Systems:
A Game-Theoretic Approach
Guangyuan Yang1 , Xichun Sun1 , Lili Liu2(B) , and Xiaojian Li1

1
College of Information Science and Engineering, Northeastern University,
Shenyang, SY 110819, China
2
Northeastern University, College of Science SY, Shenyang 110004, China
liulili@mail.neu.edu.cn
Abstract. In this work, a game theory in security problem of cyber-

physical systems is studied. A class of malicious attacks can be adopted
simultaneously by sensible attacker to undermine performance of sys-
tems, meanwhile, defender cloud also take different actions to respond.
In the case that both defender and attacker all possess numerous strate-
gies to select to confront each other in an action. Both sides all make
efforts to maximize their own payoffs. To investigate the optimal actions
for both sides, a game framework is build. And we transform the problem
of finding equilibrium solutions to the game into a Multi-objective opti-
mization problem where the resources constraints are removed to ensure
the effectiveness of the defensive or offensive behavior. Then, a modi-
fied nondominated sorting genetic algorithm II (NSGA-II) is introduced
to solve the corresponding problem. By forming Pareto front, optimal
action sets can be obtained to help both sides to make decisions. Numer-
ical example is proposed to illustrate our main results.
Keywords: Cyber-physical systems · Game theory · NSGA-II

algorithm
1 Introduction
Integrating control, communication and computation, Cyber-physical systems
(CPS) have a broad range of applications in smart grids, industrial production
and etc. [1]. However, the operation of system relies heavily on network com-
munication, which makes it vulnerable to malicious attacks, such as deception
attacks and denial-of-service (DoS) attacks [2–4]. Therefore, security of systems
seen as a critical issue needs to be continuously investigated [5,6].
Great quantities of researches are carried out to analyze the security of sys-
tems in control domain [7]. To design the defense mechanism, it is of great
importance to understand completely the behaviors of attacks. Plentiful work is
to model the attacks based on state estimation. For example, a type of stealthy
FDI attacks which can lead the state estimation error to infinity while keeping
c The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022
https://doi.org/10.1007/978-981-16-5912-6_3
30 G. Yang et al.
invisible to detectors is investigated in [8–10], and strictly stealthy and -stealthy

FDI attacks are both considered in [11]. In [12–14], the DoS attacks, which can
jam the network communication channels and prevents the transmission of mea-
surement or control inputs, are studied in the case that attackers need not to
obtain the information from systems. Meanwhile, the defender can introduce
false data detectors to monitor the measurement to decide the absence or pres-
ence of the attacks, and further, adopt necessary methods to decrease the influ-
ence caused by attacks. A projection matrix method and an improved maximum
likelihood ratio detector are employed to detect undetectable FDI attacks in [15]
and [16], respectively. Similarly, to defend against DoS attacks, [17] introduces a
framework on the basis of Turing machines, and [18] provides an approach based
on statistic. However, the above attack or control policies are developed under
the assumption that the detector mechanisms or attack forms are fixed. The
attack scheme might be invalid once the detection scheme is altered, it is same
for the defender. When both attacker and defender are involved in the interactive
decision-making, compared with one-side analysis, finding the optimal actions
for two sides is more difficult.
Game-theoretic approaches which provide suitable models are effective to
investigate the problem in which players with their own objectives compete with
each other [19–23]. In the game, attacker and defender are adversaries, and if each
player cannot benefit by changing actions when strategies of others are given,
then the current action pair consist of “Nash equilibrium”. Finding the solution
to equilibrium arouses the interests of academic communities. A Markov game
framework is built in [21], by applying a modified Nash Q-learning algorithm,
the best actions of players could be obtained. The resource allocation between
the defender and attacker is considered in a Stackelberg game in [22], the opti-
mal solutions are analyzed through convex optimization problem. However, the
above game frameworks are for specific attack type, which is hard to response
the complex game environment where participants are likely to simultaneously
choose multiple types of methods. In addition, strict restriction on resources can
influence the effectiveness of an attack or a defense to a certain degree.
Therefore, when the strategies of both two sides are not fixed, how to build
the game model and how to get the optimal actions are the motivations of our
current work. And the main contributions are summarized as follows:
1. A game is build up to study the interactive decision-making between defender

and attacker when each sdie has multiple types of attack schemes or detection
mechanisms.
2. We transform the problem of finding solutions to game into a Multi-objective
optimization problem, and introduce NSGA-II to tackle the computation
issues.
The remainder of this paper is organized as follows. Section 2 introduces

the framework of the system and the problem we are interested in. Section 3
investigates the Nash equilibrium when both defender and attacker are involved
in a game. A modified NSGA-II is proposed to find the optimal actions of two
A Game-Theoretic Approach 31
sides in Sect. 4. Simulation example is employed to verify the effectiveness of our

main results in Sect. 5 And some remarks conclude this paper in Sect. 6.
Notations: Z denotes the set of all integers and N+ represents the positive
integers. R is the set of real numbers. Rn is the n-dimensional Euclidean space.
AT stands for the transposition of matrix A. The notation P[·] refers to proba-
bility and E[·] to expectation.
2 Problem Setup
The system structure considered in our current work is depicted in Fig. 1. A
smart sensor described in [24] transmits the measurement to a remote estimator
through wireless networks. And a false data detector is utilized to monitor the
system behaviours. The problem we are interested in will be introduced in the
following subsections.
Fig. 1. System block diagram.
2.1 System Model
Now we consider a general discrete-time linear time-invariant (LTI) process of

the form:
xk+1 = Axk + wk (1)

yk = Cxk + vk
where k ∈ N+ is the time index, xk ∈ Rnx is the state vector of system, and yk ∈
Rny is the measurement vector. wk and vk are zero-mean independent identically
distributed Gaussian noises with covariances Σw ≥ 0 and Σv > 0, respectively.
The initial state x0 is a zero-mean Gaussian random vector uncorrelated with
wk and vk with covariance Π0 ≥ 0. The pair (A, C) is supposed to be observable
1/2
and (A, Σw ) is stabilizable.
Every k moment, smart sensor sends measurements to the remote estimator
via wireless networks. The estimator employs a Kalman filter to estimate the
state of the system:
32 G. Yang et al.
x̂−
k = Ax̂k−1
Pk− = APk−1 AT + Σw
Kk = Pk− C T (CPk− C T + Σv )−1
ŷk = C x̂−
k
x̂k = x̂−
k + Kk (yk − ŷk )
Pk = (I − Kk C)Pk− (2)
where x̂− k and x̂k are respectively the a priori and a posteriori estimates of state
xk , and Pk− and Pk are the corresponding error covariances. The recursion is
assumed to start with x− −
0 = 0 and P0 = Π0 ≥ 0.
It is widely known that the error covariance converges to a steady state value
P̄ from any initial condition [8], therefore, we assume that Π0 = P̄ , which yield
that
K = P̄ C T (C P̄ C T + Σv )−1 (3)
A false data detector at the remote side is adopted to detect the existence of
attacks.
We suppose that the attacker has full knowledge about system information.
In this case, the attacker can launch diverse attacks to undermine the perfor-
mance of system by altering the communication strategies between sensor and
estimator or modifying the value of measurement. To ensure the stable operation
of CPS, the defender needs to take necessary steps to respond the destruction,
including introducing different detectors or switching transmission channels of
measurement and etc. Both of two sides make decisions without clearly knowing
the behavior of counterpart, therefore, there probably exists an invalid attack
or defense strategy. And the payoffs may be different because of the stochastic
actions taken by two sides.
2.2 Payoff Models of Defense and Attack
It seems that considering specific offensive pattern when players all have only a
few actions to take is inadequate to confront malicious attacks. In the case that
a great deal of actions can be arbitrarily chosen for both defender and attacker,
and the each choice will bring corresponding payoffs. Zero and negative payoffs
are used to describe the failing attack or defense policies.
To simplify the following discussion, we firstly denote πs and πa as the action
sets of defender and attacker, respectively:
πs {si |i = 1, 2, ..., m} , m ≥ 2
πa {tj |j = 1, 2, ..., n} , n ≥ 2
On the cognition that defender and attacker are all intelligent, each party makes
decisions without full of confidence when it is hard to accurately obtain action
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Advances in Applied Nonlinear

Dynamics, Vibration and Control -2021:

Applied Analysis, Computation and Mathematical

Proceedings of 2021 International Conference on Medical

Advances in Dynamics of Vehicles on Roads and Tracks II

Innovative Computing: Proceedings of the 4th

Introduction to Quantum Control and Dynamics (Advances

Recent Trends in Fluid Dynamics Research: Select

Renewable Energy Systems: Modelling, Optimization and

Lecture Notes in Engineering: Conference Proceedings of

** This series is indexed by EI Compendex and Scopus databases. **

More information about this series at http://www.springer.com/series/7818

ISSN 1876-1100 ISSN 1876-1119 (electronic)

Smart Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Research on a Limited NES with Forced Vibration . . . . . . . . . . . . . . . . 113

Identiﬁability of the Delay Parameter for Time-Delay

Inﬂuence of Eccentric Angle on Dynamic Characteristics

Centrifugal Inertia for Sensitivity Reduction of Energy Harvesting

Forward and Inverse Kinematics Analysis of SMA Spring-Driven

Model Reference Event-Triggered Leaderless Consensus Control

Remaining Useful Life Prediction of Aircraft Engine Based

Author Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1195

College of Mechanical Engineering, Yangzhou University, Yangzhou 225127, China

Keywords: Shock absorber · Road condition monitoring · Autonomous

2 Configuration and Working Mechanism

3 Experimental Test and Simulation

1. R=0.5 Ohm 1. 0.5 Hz

c 1. R=5 Ohm 1. 0.5 Hz

g 1. f=0.5Hz h 1000 1. R=1 Ohm 4. R=50 Ohm

3.2 The Kinematic and Dynamic Properties

5.1 Fabrication of the Smart Shock Absorber

The mechanical component of shock absorber, one-way clutch, which is comprised of

5.2 Simulation Approach

The virtual prototyping simulation is based on the multi-rigid-body dynamics approach.

Table 1. Motion constraints

Constraint pair Part 1 Part 2

Appendix A. Supporting Information

Fig. 7. Outline of test bench (a) Control system (b) hardware.

9. Xie Z et al (2020) Novel sweep-type triboelectric nanogenerator utilizing single freewheel

30. Abdelkareem MA et al (2018) Vibration energy harvesting in automotive suspension system:

College of Mechanical Engineering, Yangzhou University, Yangzhou, Jiangsu, China

Abstract. In this paper, the dynamic damping performance of energy harvest-

Keywords: Energy harvesting shock absorber · Force-displacement loop ·

of transmission structure which convert a translation into a rotation, such as rack-and-

2 Structure and Test Bench of EHSA

Fig. 1. Structure and working principle of EHSA

2.2 The Test Bench and Test Principle

where X 0 is displacement amplitude, X 0 = r, ω represents angular velocity, ω = 2π n/60,

Fig. 2. Shock absorber test rig

3 Results and Discussion

Fig. 3. Force-displacement loops for different excitation frequencies with amplitude X 0 = 10 mm

Fig. 6. The mechanical work under different excitation conditions

Fig. 7. The equivalent friction force under different excitation conditions

disengagement of overrun clutch, the equivalent damping coefficient under amplitude

Fig. 8. The equivalent damping coefficient under different excitation conditions

Guangyuan Yang1 , Xichun Sun1 , Lili Liu2(B) , and Xiaojian Li1

Abstract. In this work, a game theory in security problem of cyber-

Keywords: Cyber-physical systems · Game theory · NSGA-II

invisible to detectors is investigated in [8–10], and strictly stealthy and -stealthy

1. A game is build up to study the interactive decision-making between defender

The remainder of this paper is organized as follows. Section 2 introduces

sides in Sect. 4. Simulation example is employed to verify the eﬀectiveness of our

Fig. 1. System block diagram.

2.1 System Model

This series is indexed by EI Compendex and Scopus databases.