Roll Axis Research Articles

Sources for railway community noise modeling

For rail traffic, the wheel-rail interaction is one of the most important sources of noise, and is included in different ways in the noise calculation methods being used in Sweden today. However, if the rolling stock exhibit other noise sources it is not clear how they are handled by the different calculation methods. Recent measurements in Sweden of the newly refurbished 'X2' passenger trains indicate that cooling fan exhausts mounted high up on the driving unit radiate noise at levels corresponding to the wheel-rail noise at speeds of 200 km/h. The NMT96 calculation method currently used in Sweden represents the whole train as one line source per octave band, each placed at different heights. The newer Nord 2000 method, applies three sources at low heights for rolling noise and allows additional sources but without defining how to accommodate them. The Cnossos-EU method puts all potential exhaust and fan noise at the higher of two sources, at 4 m above the rail. None of the models define how to apply a source to just the locomotive as sound power is given per meter train or per rolling axis. The impact on noise exposure and mitigation is discussed in this paper.

Enhancing perception of vehicle motion by objective positioning of the longitudinal axis of rotation in driving simulators

The automotive industry is heading towards a more objective approach to vehicle testing, but subjective evaluation is still an important part of the development process. Subjective evaluation in physical testing has environmental implications and is dependent on ambient conditions. A more repeatable, faster, safer and more cost-effective tool for subjective evaluation is to use moving base driving simulators. The motion cueing algorithms (MCA) maps the movement of the vehicle into the limited space of the simulator. The choice of reference point, that is, where on the vehicle to sample the motion to feed to the MCA and the alignment of the axis of rotation of the simulator cabin is still an open topic. This paper investigates the choice of reference point and corresponding simulator longitudinal axis of rotation in roll using two methods. The first method uses a linearised model of the combined system of vehicle, simulator and vestibular models. The second method, to position the cabin longitudinal axis of rotation, is based on offline optimisation. The linear model can capture important characteristics of the specific forces and rotations that are fed to the driver through the motion cueing algorithms and offers a method to objectively analyse and potentially tune the motion cueing. The analysis is further complemented with a subjective evaluation of corresponding settings. The results from the linear model, the offline optimisation and the subjective evaluation shows that a reference point at the driver’s head has a clear advantage over the full frequency range compared to a reference point in the chassis roll axis and that the positioning of the cabin longitudinal axis of rotation has a significant effect on the perceived vehicle characteristics.

Vibration mitigation of a model aircraft with high-aspect-ratio wings using two-dimensional nonlinear vibration absorbers

High-aspect-ratio (HAR) airplane wings have higher energy efficiency and present an economical alternative to standard airplane wings. HAR wings have a high span and a high lift-to-drag ratio, allowing the wing to require less thrust during flight. However, due to their length and construction, HAR wings exhibit low-frequency, high-amplitude vibrations in both vertical (yaw axis) and longitudinal (roll axis) directions. To combat these unwanted vibrations, a two-dimensional nonlinear vibration absorber (2D-NVA) is constructed and attached to a model HAR-wing airplane to verify its effectiveness at reducing vibrational motion. The 2D-NVA design, which was presented in a previous study, consists of two low-mass, rigid bodies namely the housing and the impactor. The housing consists of a ring-like rigid body in the shape of an ellipse, while the impactor is a solid cylindrical mass which resides inside the cavity of the housing. The 2D-NVA is designed such that the impactor can contact the inner surface of the housing under both impacts and constrained sliding motion. The present study focuses on the use of the 2D-NVA to mitigate multiple modes of vibration excited by impulsive loading of a model airplane with HAR wings in both vertical and longitudinal directions. The effectiveness of a single 2D-NVA is investigated computationally using a finite element model of the model airplane. These results are verified experimentally and the performance of two 2D-NVAs (one on each wing) is also investigated. The contributions of this work are that: 1) the 2D-NVA alters the global response of the model aircraft by mitigating all relevant modes in both directions simultaneously; 2) a single 2D-NVA is optimal for mitigating motion in the vertical direction, while two active 2D-NVAs are optimal for the longitudinal direction; and 3) the performance of the 2D-NVA is robust to changes in the frequency content of the parent structure.

Overturn Recovery of Working Six-Legged Robots on a Flat Slope with Preparatory Body Rotation

A method for working six-legged robots to recover from an overturned state on a flat slope is proposed. The robot rotates around its roll axis, which is parallel to the slope, from an overturned state to a normal state. During this process, the robot supports its body using six legs and maintains as much static balance as possible. This enables a stable overturn recovery. Before recovery, the robot may rotate in the overturned state around its yaw axis, which is vertical to the slope, until the recovery direction becomes lateral to the slope. This reduces the risk of tumbling down the slope. Consequently, the robot can recover from the overturned state on the flat slope of 40° when it recovers almost in the lateral direction.

Adaptive Control for a Two-Axis Semi-Strapdown Stabilized Platform Based on Disturbance Transformation and LWOA-PID.

A two-axis semi-strapdown stabilized platform is a device designed to eliminate aircraft disturbances and ensure the stability of the sensor's orientation. A traditional two-axis semi-strapdown stabilization platform for aircraft can effectively control disturbance in pitch and yaw channel, but it cannot achieve ideal disturbance control in the roll channel. In order to solve this problem, an adaptive control method based on disturbance transformation and LWOA-PID is proposed. Disturbance transformation is the process of integrating the angular position disturbance of the roll from the previous moment into the combined disturbance of the pitch and yaw at the current moment. This is followed by decoupling the combined disturbance of the pitch and yaw at the current moment, thereby eliminating the disturbance caused by the roll from the previous moment. This process is repeated to achieve the goal of eliminating roll channel disturbances. To ensure the line of sight (LOS) pointing accuracy stability in the two-axis semi-strapdown stabilized platform system for aircraft, a whale optimization adaptive proportional-integral-derivative (LWOA-PID) controller based on Latin hypercube sampling is designed. It is then compared with the classical PID controller in Matlab/Simulink. The simulation results indicate that the disturbance conversion module proposed in this paper can eliminate the impact of roll axis disturbances on the LOS pointing accuracy of the two-axis semi-strapdown stabilized platform for aircraft. Compared to the classical PID controller, the LWOA-PID controller reduces tracking errors for step and sinusoidal signals by 50% and 75%, respectively. It also shortens optimization time by 37.5% compared to the WOA-PID while maintaining the same level of accuracy. Furthermore, when combined with the conversion module, the tracking error is reduced by an additional order of magnitude.

Air inflow into vacuum-type immobilization devices impacts setup errors.

We aimed to determine the impact of air inflow into vacuum-type immobilization devices (VIDs) on setup errors. We assigned 70 patients undergoing radiotherapy for head and neck cancer to groups V (n = 34) or N (n = 36) according to whether the VIDs were deflated weekly or not deflated during treatment, respectively. We calculated systematic errors (Σ) as the standard deviations (SDs) of mean errors, and random errors (σ) as the root mean square of SDs in each patient. We compared overall means (μ), SDs (SDoverall), random errors and systematic errors. We also measured temporary pressure changes in VIDs to determine the influence of pressure changes in VIDs on setup errors. The μ was within 0.20mm and 0.2° in both groups, whereas SDoverall significantly differed between them. The SDoverall differed the most in the Roll axes of groups N (0. 87°) and V (0.58°). The Σ and σ values were lower in all axes of group V than in group N. Despite the initial deflation target of -70kPa, the pressure in VIDs reached -5kPa at the end of treatment. However, weekly deflation apparently maintained pressure at -20kPa. Effective pressure control in VIDs can reduce patient-by-patient variation and improve setup reproducibility for individual patients, consequently resulting in small variations among overall setup errors.

Tractor Three-Point Hitch Control for an Independent Lower Arms System

The three-point hitch, found on agricultural tractors, facilitates the raising and lowering of an attached implement. Some tractors include a rock shaft that comprises a physical shaft that interconnects and facilitates the raising and lowering of the lower arms of the three-point hitch in a synchronized manner. In this study, we deal with a hitch system with the lower arms actuated by two independent hydraulic cylinders. This innovative tractor hitch system design allows the implement to follow the terrain, instead of the tractor, about the fore–aft (roll) axis of the tractor. However, since the two lower arms are independent, a specialized controller is needed to move these arms in unison. First, we present a position controller for individual arms and a roll controller to move these arms together. Second, we present a unique algorithm to emulate a physical rock shaft while the implement is operating in float mode. The algorithm ensures that the implement does not roll around the fore–aft axis while making sure it moves up and down vertically to follow the terrain. We present experimental results from the step response of the hitch system’s height while tracking a velocity reference. With the roll of the implement defined as the difference between the left arm’s position in percentage and that of the right arm in percentage, we observe that the largest mean roll was 0.23% with a flail mower attached and 0.26% without any implement. We then present results from the implement’s position in the float mode when the software rock shaft was activated and compare them with the case without the software rock shaft. The experiments showed that, when the software rock shaft was turned on, the mean roll reduced from 4.64% to 0.58% with a seed drill implement and from −3.99% to −0.59% with a flail mower implement. The standard deviations in these two implement cases improved from 16.77% to 2.79% and 6.45% to 3.53%, respectively, proving the effectiveness of the software rock shaft and its potential to replace the physical rock shaft found on the traditional tractors.

Pengembangan Mini Drone Berbasis ESP32 dengan Roll dan Pitch Control Menggunakan Algoritma PID

A drone, or UAV (Unmanned Aerial Vehicle), is an aircraft that can be operated from a distance. Controlled by a pilot through remote control or having autonomy capabilities. Drones operate on the principle of the lifting power generated by the rotation of the beam-beam controlled by a rotor or electric motor. When the drones are activated, the control system will stabilize the drone using the stabilize feature. Furthermore, when the user controls the drone through a remote control device, the change in the angle of the sensor will be detected. When the x-axis on the joystick is more positive, the drone will automatically move on the negative x axis. On the contrary, if the x -axis of the joystick is more negative, the Drone automatically moves on the positive x as well for the y axis. In the implementation of PID controllers, the motor speed at the maximum moment is used for the maximum limit so that at the time of use the motor values are not excessive when responding when the error value on the sensor is at maximum. However, the result of the determination of the maximum PWM value did not work properly, because the mechanics made were not accurate so that at the first to final trial there was a difference of position at the initial determination. The PID control system applied to this drone still shows a tendency to experience movements that exceed the desired values, especially in the pitch and roll axes.

Effects of Unbalanced Incentives on Threshing Drum Stability during Rice Threshing

As a result of the uneven growth of rice, unbalanced vibration of threshing drum caused by stalk entanglement in combine harvester is more and more severe. In order to reveal the influence of unbalanced excitation on the roller axis locus during rice threshing, the stability of threshing drum was studied. The dynamic signal test and analysis system are used to test the axial trajectory of threshing drum. At the same time, the influence of the unbalanced excitation caused by the axis winding on the axis trajectory is analyzed by the experimental results. Axis locus rules under no-load and threshing conditions are obtained. In order to simulate the axial and radial distribution of unbalanced excitation along the threshing drum, the counterweight was distributed on the threshing drum instead of the entangled stalk. Then, the definite effect of unbalanced excitation on the rotating stability of threshing drum is analyzed. Results show that the amplitude of stem winding along the grain drum is larger in the vertical direction and smaller in the horizontal direction when compared with the unloaded state under 200 g weight. It was found that the amplitude in both horizontal and vertical directions decreased after 400 g and 600 g counterweights were added, respectively, to simulate the radial distribution of stalk winding along the grain barrel. Finally, it can be seen that with the increase in the weight of the counterweight, the characteristics of the trajectory misalignment of the threshing cylinder axis become more and more obvious. This study can provide reference for reducing the unbalanced excitation signal of threshing drum and improving driving comfort.

Virtual prototyping of vision-based tactile sensors design for robotic-assisted precision machining

Vision-Based Tactile Sensors (VBTS) play a key role in enhancing the accuracy and efficiency of machining operations in robotic-assisted precision machining systems. Equipped with VBTS, these systems offer contact-based measurements, which are essential in machining accurate components for industries such as aerospace, automotive, medical devices, and electronics. This paper presents a novel approach to virtual prototyping of VBTS, specifically in perpendicularity measurements using Computer-Aided Design (CAD) generation of VBTS designs, Finite Element Analysis (FEA) simulations, and Sim2Real deep learning to achieve VBTS with high precision measurements. The virtual prototyping approach enables an understanding of the contact between VBTS with different designs and machined surfaces in terms of contact module shape, thickness, markers’ density. Additive manufacturing was employed to fabricate the molds of VBTS contact module, followed by experimental validation of the robotic arm to confirm the effectiveness of the optimized VBTS design. The results show that deviation from the hemispherical shape reduces the data quality captured by the camera, hence increasing the prediction errors. Additionally, reducing the thickness of the contact module enhances the precision of perpendicularity measurements. Importantly increasing markers’ distribution density significantly enhances the accuracy of up to 92 markers at which above it the rate of improvement becomes less pronounced. An VBTS with height of 20mm, thickness of 2mm, and 169 markers was found to be within the stringent perpendicularity standards of the aerospace manufacturing industry of 0.58∘ as a root mean square error, and 1.64° as a max absolute error around the roll and pitch axis of rotation. The established virtual prototyping methodology can be transferred to a wide variety of elastomer-based sensors.

A machine-learning method isolating changes in wrist kinematics that identify age-related changes in arm movement

Normal aging often results in an increase in physiological tremors and slowing of the movement of the hands, which can impair daily activities and quality of life. This study, using lightweight wearable non-invasive sensors, aimed to detect and identify age-related changes in wrist kinematics and response latency. Eighteen young (ages 18–20) and nine older (ages 49–57) adults performed two standard tasks with wearable inertial measurement units on their wrists. Frequency analysis revealed 5 kinematic variables distinguishing older from younger adults in a postural task, with best discrimination occurring in the 9–13 Hz range, agreeing with previously identified frequency range of age-related tremors, and achieving excellent classifier performance (0.86 AUROC score and 89% accuracy). In a second pronation–supination task, analysis of angular velocity in the roll axis identified a 71 ms delay in initiating arm movement in the older adults. This study demonstrates that an analysis of simple kinematic variables sampled at 100 Hz frequency with commercially available sensors is reliable, sensitive, and accurate at detecting age-related increases in physiological tremor and motor slowing. It remains to be seen if such sensitive methods may be accurate in distinguishing physiological tremors from tremors that occur in neurological diseases, such as Parkinson’s Disease.

Rapid Tracking Satellite Servo Control for Three-Axis Satcom-on-the-Move Antenna

To overcome the possible gimbal lock problem of the dual-axis satcom-on-the-move (SOTM) antenna, a three-axis tracking satellite SOTM antenna structure appears. The three-axis SOTM antenna is realized by adding a roll axis to the azimuth axis and pitch axis in the dual-axis SOTM structure. There is coupling among the azimuth axis, pitch axis and roll axis in the mechanical structure of the three-axis SOTM antenna, which makes the kinematic modeling of the antenna difficult. This paper introduces a three-axis SOTM antenna kinematic modeling method based on the modified Denavit–Hartenberg (MDH) method, named the new modified Denavit–Hartenberg (NMDH) method. In order to meet the modeling requirements of the MDH method, the NMDH method adds virtual coordinate systems and auxiliary coordinate systems to the three-axis SOTM antenna and obtains the kinematic model of the three-axis SOTM antenna. During the motion of the carrier, the SOTM antenna needs to adjust the antenna pointing in real time according to the changes of the location and attitude of the moving carrier. Therefore, this paper designs a servo control system based on the active disturbance rejection controller (ADRC), introducing a smooth and continuous ADRC fal function to enhance the tracking speed of the servo control system and reduce the overshoot of the output response. Finally, system experiments were carried out with a 60 cm caliber three-axis SOTM antenna. The experiment results show that the proposed servo control method achieves higher antenna tracking satellite accuracy and better communication effects.

Measuring Device Detecting Impact Forces on Impact Rollers

This paper presents laboratory devices on which measurements were carried out to prove the validity of the assumption about the reduction in vibrations transmitted to the conveyor belt structure generated by the impact forces of falling material grains in the places of transfer or on the hoppers of conveyor belts. In order to limit damage to the conveyor belts caused by the impact of the sharp edges of material grains, conveyor belts are supported by impact rollers or impact rubber rods. A special modification of the fixed conveyor idler is presented, which consists of inserting plastic brackets into the structurally modified roller axle holders of the fixed conveyor idler. Measurements showed that the specially modified fixed conveyor idler resulted in a higher damping of up to 15% of the impact forces of the falling weight on the rubberized hoop of the impact roller shell compared to the conventional fixed conveyor idler design. Measurements carried out show that the effective vibration velocity values detected at the points where the impact roller axis fits into the fixed roller table holder are higher than when using plastic brackets, up to 6% for a 108-mm-diameter roller, compared to steel impact roller brackets.

Influence of Exhaust Aftertreatment System on Powertrain Vibration Behavior

<div>NVH refinement of commercial vehicles is the key attribute for customer acceptance. Engine and road irregularities are the two major factors responsible for the same. During powertrain isolators’ design alone, the mass and inertia of the powertrain are usually considered, but in practical scenarios, a directly coupled subsystem also disturbs the boundary conditions for design. Due to the upgradation in emission norms, the exhaust aftertreatment system of modern automotive vehicles becomes heavier and more complex. This system is further coupled to the powertrain through a flexible joint or fixed joint, which results in the disturbance of the performance of the isolators.</div> <div>Therefore, to address this, the isolators design study is done by considering a multi-body dynamics model of vehicles with 16 DOF and 22 DOF problems, which is capable to simulate static and dynamic real-life events of vehicles. Design indicators are thoroughly analyzed and validated through the rigid body modes and real field events of the vehicle. As most of the research is done for four-point mounting powertrain systems by considering 6 DOF or 12 DOF in commercial vehicles but a novel approach with a 22 DOF model is proposed in this study to predict the impact of the inclusion of the exhaust aftertreatment system on torque roll axis and rigid body modes decoupling.</div> <div>The results of the proposed system show that the rigid body mode decoupling of the powertrain system improved and consequently the overall NVH performance of the vehicle in real life is further improved. Therefore, it is suggested from the study that ignoring the inclusion of the exhaust aftertreatment system in the powertrain mounting system design reduces the NVH performance of the vehicle, hence it is recommended to include it in the early phase of design.</div>

Attitude modelling and real-time robust control of a 3-DoF quadcopter UAV test bench

Abstract In this work, a three degrees-of-freedom (3-DoF) static quadcopter unmanned aerial vehicle (UAV) test-rig of a pendulum-type configuration is custom-designed, developed, instrumented, and interfaced with a PC. The rig serves as a test bed to develop high-fidelity mathematical models as well as to investigate autopilot designs and real-time closed-loop controllers’ performances. The Simulink Desktop Real-Time software is employed for the quadcopter’s attitude signals acquisition and real-time implementation of closed-loop controllers on a target microcontroller hardware. The mathematical models for pitch, roll, and yaw axes are derived via the first principle and validated with the experimental linear system identification (SI) techniques. Subsequently, employing the multi-parameter root contour technique, the classical proportional integral derivative (PID) controllers are designed and implemented in real-time on the quadcopter UAV test rig. This served as a benchmark controller for comparing it with an integral-based linear quadratic regulator (LQR) controller. Further, to improve the transient response of the LQR controller, a novel robust integral-based LQR controller with a feedforward term (LQR-FF) is implemented, which shows much superior performance than the benchmark and basic LQR controller. This work thus will act as a precursor for a more complex 3-DoF autopilot design of an untethered quadcopter.

On the effects of rotor induced vibrational stability on helicopter flight dynamics

This article investigates vibrational stabilization effects in rotorcraft flight dynamics. This study is motivated by recent results in flapping-wing flight, which showed that the time-varying aerodynamic and inertial loads due to the insect wing periodic motion induce a vibrational stabilization mechanism in hover. The dynamics of flapping-wing flyers and rotary-wing vehicles are both described by time-periodic systems so vibrational stabilization mechanisms can also have an effect on stability characteristics of rotary-wing vehicles. The article extends the use of the harmonic decomposition method to vibrational stability analysis of rotorcraft. Two cases are considered: vibrational stability due blade imbalance at hover, and vibrational stability due to number-of-blades-per-rotor-revolution (Nb\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$N_b$$\\end{document}/rev) in high-speed forward flight. Results show that while vibrations induced by rotor blade imbalance do not stabilize the hovering dynamics of a helicopter, these vibrations can still have a significant effect on the hovering dynamics. Rotor blade imbalance results in a symmetric effect on the roll and pitch axes, in that it tends to decrease the frequency of the subsidence modes of the hovering cubic, while the unstable oscillatory modes tend to increase in frequency and decrease in damping (destabilizing effect). On the other hand, the yaw/heave dynamics are relatively unaffected compared to the lateral and longitudinal axes. Moreover, Nb\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$N_b$$\\end{document}/rev rotor loads in forward flight are shown to reduce the damping of the coupled roll/pitch oscillation mode.

Model Test Study on Rock Rolling Characteristics

In order to study the influence of falling rock shapes on their rolling characteristics and to determine the optimization of falling rock protection design, a series of research experiments were conducted. Model experiments were designed to explore the rolling characteristics of rockfalls with different shapes. Based on the experimental results, it was found that the slenderness ratio, center of gravity, and rotational inertia of the rockfalls can affect their rolling characteristics, leading to swaying and changing the rolling axis during the rolling process, thereby affecting their rolling speed. Building upon these findings, an analysis of the formation mechanism of rolling resistance was conducted. It was determined that the primary cause of energy loss was the rolling resistance arm formed with the rolling surface during rockfall motion. A shape parameter was proposed to quantify the rolling resistance. These parameters were incorporated into a kinematic formula that considered the influence of rockfall shape, slope, and slope roughness on the rolling speed. Combined with the offset and initial position of the rockfall, the formula could be used to calculate the rolling speed and impact energy in the rolling region at any position in the region. The calculation formula was validated using model experimental data, and the results showed that the error between the experimental and calculated values was small. The error was corrected based on the experimental data. After on-site testing and verification, it could provide reference for the management of rockfall disasters.

Research on the control strategy of coning amount and ASU adjustment considering profile and high-order flatness cooperative control

ABSTRACT In the production of a 20-high mill, high-order flatness defects occur frequently. To achieve collaborative control of the profile and high-order flatness of a 20-high mill, an integrated coupling model of the roll system and strip has been established based on ABAQUS software. It has been found that as the coning amount of the intermediate taper roll increased, the profile evaluation index C25 decreased, while the work roll axis exhibited high-order deflection deformation, which could lead to the generation of high-order flatness defects. Subsequently, a novel control strategy of the coning amount and backup roll segmented reduction (ASU) control adjustment has been proposed to ensure that the profile evaluation index C25 meets the requirements while eliminating the risk of high-order flatness defects caused by roll shifting (coning amount) control. The specific combination form of the control strategy has been determined by using the particle swarm optimisation (PSO) algorithm. The Industrial application results show that the maximum compressive stress in the area 75 mm-300 mm away from the edge can be reduced by more than 40% after using the novel control strategy.

Enhance the Balance of Quadruped Robot using CMPS12

Quadruped is a robot that can move stably and flexibly on various types of surfaces. However, when quadruped encounters an uneven surface, it needs a good navigation system to get through it. The analysis of increasing the performance of the quadruped robot is based on the addition of the CMPS12 sensor for navigation. The CMPS12 sensor is used to measure the direction of the robot's orientation. Tests were carried out on four types of obstacles, namely broken road obstacles, sloping road obstacles, rocky road obstacles, and muddy road obstacles. The results of testing the robot on broken road obstacles obtained a maximum slope for the pitch axis of 13◦ forward, −21◦ to the rear and for the roll axis at a slope of 24◦ to the left and −19◦ to the right. On inclined road obstacles, the robot can pass through obstacles with an average travel time of 8.07 seconds with a maximum slope of 25◦ on the pitch axis. Then, on the rocky road obstacle, the robot can pass the obstacle with an average travel time of 8.13 seconds, with a maximum slope of 9◦ on the pitch axis and 8◦ on the roll axis. Then, on a muddy road obstacle, the robot can pass the obstacle with an average travel time of 11.67 seconds, with a maximum slope of 15◦ on the pitch axis and −6◦ on the roll axis.

Patient Cranial Angle and Intrafractional Stability in CyberKnife Robotic Radiosurgery: A Retrospective Analysis.

Purpose: The aim of this study was to investigate whether variations in cranial angles and treatment accuracy during CyberKnife robotic radiosurgery necessitate adjustment of the margins of the planning target volume. Patients and Methods: Data from 66 patients receiving CyberKnife treatment for brain tumors were retrospectively analyzed. Patients were immobilized using a thermoplastic mask and headrest. The cranial angle was measured on planning CT and patients were divided into 2 groups: ≤10° (Group A) and >10° (Group B). Intrafractional motion was recorded using the CyberKnife tracking system over 50 min. Translational and rotational errors were compared between groups, and planning target volume margins were calculated. Results: In Group A, significant translational error differences were found along with the X-axis over time (P < .02). In Group B, significant differences occurred along with the Z-axis (P < .03). No significant rotational or 3-dimensional vector differences were found in either group. Group A had significantly lower Y-axis (P < .045) and roll axis (P < .005) errors compared to Group B. Estimated planning target volume margins in Group A were 0.56 mm (X), 0.46 mm (Y), and 0.47 mm (Z). In Group B, margins were 0.62 mm (X), 0.48 mm (Y), and 0.46 mm (Z). Margins covering 95% of intrafraction motion were 0.49 to 0.50 mm (X, Y, Z) and 0.69 mm (3-dimensional vector) for Group A, and 0.48 to 0.60 mm and 0.79 mm for Group B. With a 1-mm margin, complete coverage was achieved in Group A while 2.1% of vectors in Group B exceeded 1 mm. Conclusion: Adjusting cranial angle to ≤10° during thermoplastic mask molding provided better or similar intrafractional stability compared to >10°.