Mechanical driving-point impedance

ID: mechanical-driving-point-impedance

Mechanical driving-point impedance describes the relation between a driving force and motion at the same mechanical port. Here the convention is
where are Laplace transforms with zero initial conditions, and is the signed relative velocity of the two terminals. Choose signs so is entering power. The units of this mechanical impedance are . Its inverse is the mechanical driving-point mobility. Conventions must be checked explicitly: in The Inerter: A Retrospective by Malcolm C. Smith, the force–current analogy calls the mechanical impedance and the admittance.[ref]
For a spring, dashpot and inerter sharing the same terminals, relative velocities agree and forces add. Hence
At a sinusoidal angular frequency , using complex amplitudes proportional to ,
The real part determines mean absorbed power, while the imaginary part records the out-of-phase reactive response. With peak velocity amplitude , the mean entering power is .
For an original example, choose , and . At , the inertial and elastic terms cancel, giving . A relative velocity amplitude requires force amplitude , and mean absorbed power is . The individual spring and inerter still store and exchange energy.
A mechanical impedance measurement drives the chosen port and records synchronized force and motion there. A load cell measures force; displacement or an accelerometer can supply motion. For an acceleration complex amplitude , , so the phase as well as magnitude matters. Fixture inertia, sensor measurement calibration and the second terminal's motion belong in the measurement model. Using a response at a different point instead defines a transfer relation, not this driving-point relation. Initial stored motion also prevents interpreting an arbitrary transient quotient as a zero-initial-state transfer function.

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