EXPERIMENTAL STUDY OF VEHICLE DYNAMICS USING TENSOR ANALYSIS

Univ. Prof. eng. Ion COPAE PhD Military Technical Academy, Bucharest email: ioncopae@hotmail.com Lecturer eng. Florin OLOERIU PhD Military Technical Academy, Bucharest, email: oloeriuflorin@yahoo.com

ABSTRACT The paper highlights the main possibilities used when studying the vehicles dynamics using elements from tensor calculus, presented as a superior step of the matrix calculus. In the paper we used data collected from the onboard computer of those vehicles that have electronic control. Based on what the paper presents, we can conclude that specific elements of tensor calculus can be used for studying the vehicles dynamics and how their engine behave, as well as for studying their fuels saving parameters ant its dynamics. Frequently we find in technical literature as appreciation criteria for vehicle dynamics indicators such as, acceleration time until a certain speed is reached, space covered in the same conditions, average speed and average acceleration [1; 2; 4]. Also the technical literature uses as appreciation criteria for vehicle efficiency the fuel consumption for 100 covered kilometers, hourly fuel consumption, or fuel consumption reported to the vehicles mileage unit. If experimental data are available, then the vehicles dynamic behavior beneficiates of concrete values of its functional parameters; to approach vehicle dynamic behavior and efficiency or to approach engine functionality, vectors of discrete values are obtained on each test run. For example figure 1 present the average values of all 30 test runs that we had available when experimenting with a Logan Laureate vehicle: fig. 1a specific for the vehicles speed V, and figure 1b for the vehicles acceleration a.

Fig.1. Dynamic study: average values for vehicle speed and acceleration, Logan vehicle As we can see here, in order to study the vehicles dynamic behavior, value vectors were used for speed and acceleration; so in this case we call on vector analysis for vehicles dynamic behavior. As we can notice from graphs, if we pay attention to the average vehicle speed, from figure 1a we can deduct that the most dynamic test run was L19 (reaching 100,5 km/h); otherwise if we pay attention to the average acceleration we can see that the most dynamic test run is L26 (with 0,59 m/s2).

So if we call on vector analysis, which is frequently used, there are some ambiguities that emerge when appreciating the vehicles dynamic behavior as do for its efficiency; the mentioned ambiguities are accentuated if we look at the other appreciation indices used when judging the vehicles dynamic behavior (acceleration time or ground covered until reaching a certain speed) The next step relies on matrix analysis, which uses value matrix, for example the average values for the vehicles speed that were recorded during all 30 experimental test runs. As we can see from figure 1, the ambiguity in appreciating the vehicles dynamic behavior is maintained, the two criteria offering a different classification of all 30 test runs (the graphs offer a decreasing order for the vehicles dynamic behavior during all its test runs). So the next step is to call on tensor analysis, meaning to move towards tensors that engulf all the functional parameter data from all available test runs. Tensor analysis is an extension of matrix analysis, which in its turn is an extension for vector analysis; vector analysis calls on value vectors, multivariable analysis calls on matrix, and tensor analysis calls on tensors [3; 5]. Thus experimental data and data achieved through calculus based on it may be processed in three different ways. So if we take into consideration only one parameter (for example the vehicles speed) from only one experimental test run (for example P1), then we have a value vector, so a single-dimensional array z (fig. 2a). If we take into consideration two or more functional parameters (for example speed V, vehicle acceleration a, hourly fuel consumption Ch. etc.) registered during one experimental test run (for example P1), than we deal with a matrix, thus a two dimensional array Z (as seen in fig. 2b). Finally if we target several functional parameters from several experimental data (for example P1, P2, , P30), then we get a tensor, in this case a three dimensional array (fig. 2c).

Fig.2. Principal sketches for applying vector, matrix and tensor analysis As already known, a tensor represents a multidimensional array of data; a tensors order is equal to the spaces dimension, figure 2c represents a third degree tensor N=3 (in the three dimensional space). A scalar (a number/ a value) is a zero degree tensor (N=0), a vector represents a first degree tensor (N=1), a matrix represents a second degree tensor (N=2); so we can say that tensor analysis represents a generalization of vector analysis. Figure 2c presents a tensor in three dimensions (third degree tensor N=3) when considering 30 experimental test runs (noted P1, P2, , P30). As we can see from figure 2c, the frontal plane of the tensor contains a matrix which displays the values for the functional parameters recorded on test run P1; the rows contain their values at a certain moment in time t for vehicles speed, vehicle acceleration etc. As the case of matrix, spectral analysis relies on tensor decomposition (factorization), in order to obtain its eigenvalues, eigenvectors and its singular values [3; 5]. Likewise as matrix case data tensor data compression means establishing singular values that are the highest (highest eigenvalues), in order to ensure tensor estimation with imposed precision. For example, figure 3 and figure 4 present the establishment of singular values for a tensor Z (175 3 50) in the case of three groups of three functional parameters that are mentioned on graphs (each with 175 values) from all 50 experimental test runs data that were available on the Logan Laureate vehicle; we achieve this way 3 50 = 150 singular values for each group, presented in figure 3a and figure 4a. Figure 3 targets the vehicle dynamic behavior (through the vehicles speed), and figure 4 targets the vehicles efficiency (through fuel consumption recorded when covering 100 km).

In order to establish the contribution of each, figure 3a present the relative singular values r, meaning the current values divided by the maximum one. In order to establish the dominant singular values (that has the highest contribution to the vehicles dynamics), a precision of 3% is imposed as we can see from figure 3b where a detail of figure 3a is presented. The graphs from figure 3 show different singular values for various groups of functional parameters; thus it is confirmed that various functional parameters have different contribution to the vehicles dynamic behavior. Other than that figure 3 presents a horizontal line representing an imposed error of 3%. As we can see from figure 3b, if we adopt an error of 3%, then in the case of group 1 of parameters (, n, V) only 14 singular values may be retained; in other words, in the case of group 1 of parameters it is sufficient to use only 14 relevant singular values when describing the vehicles dynamic behavior, for example when establishing a mathematical model for the vehicles movement. Otherwise if we target the second group of parameters (, ti, V) and the third group (pa, ti, V) of parameters, we have to hold 27 respectively 31 singular values, thus the number of relevant singular values is increased. In other words, in order to achieve calculus errors of under 3%, more singular values should be kept when the experimental dynamic array is rebuilt (when estimating it through a mathematical model)

Fig.3. Dynamic study: establishment of relevant singular values for a three dimensional tensor

Fig.4. Efficiency study: establishment of relevant singular values for a three dimensional tensor

Similarly from figure 4b, if we adopt a calculus error of 3%, then in the parameter group 1 (, n, C100) we can keep only 14 singular values, same number from figure 3b; in other words in the case of group 1 it is sufficient to keep only 14 relevant singular values when studying the vehicles efficiency. If we target group 2 of parameters (, ti, C100) and group 3 of parameters (pa, ti, C100), we have to keep 33 respectively 39 singular relevant values (dominant). As we can see from figure 3b and figure 4b, the engines revolution speed is the most important influence factor onto the vehicles dynamic behavior, as well as onto the vehicles efficiency; the number of relevant singular values being the same in both cases (equal to 14), therefor we can deduct that engines revolution speed influences in the same amount both the dynamic behavior as well as the vehicles efficiency. In exchange, because the other parameters generate different singular values (27 and 31 compared to 33 and 39), we can deduct that these parameters (throttles position, injection duration, and intake air pressure) influence the dynamic behavior in a higher degree than the vehicles efficiency. In addition from figure 3b and 4b we can deduct that intake air pressure has a higher influence than the throttles position in both dynamic behavior as well as in the vehicles efficiency. What has just been presented reveals that the engines revolution speed is the one parameter that best defines vehicle dynamic behavior; thus if it is to establish a mathematical model for vehicle dynamic behavior or if it is wished to study the influence of certain parameters onto the vehicles mode of operation, the engines revolution speed is a parameter that must be taken into account. As mentioned, the graphs from figure 3 and 4 are obtained by decomposition (factorization) of the targeted tensor, thus obtaining its eigenvectors and eigenvalues. As the case of matrix, for a third degree tensor we get the spectral decomposition:

A = S U (1) U ( 2 ) K U ( N )

(1)

Where the inferior index marks the tensors mode (1,2 and respectively 3). In expression (1) is called nuclei and represents a tensor of equal dimension with ; if we were to make an analogy with matrices is to some extent similar with the matrix that contains on its principal diagonal the singular values of the matrix that is targeted for decomposition. Added to that, in relation (1) U(i) matrices are called modal matrices (afferent to mode 1,2,,N tensor); these are orthogonal and contain the main sub unitary vectors of A(n) matrices which in their turn are achieved by transforming the tensor into matrices. Coming back to our efficiency study, the superior graphs from figure 5 resume those from figure 1; in exchange figure 5c presents the results of applied tensor analysis, using the tensor that engulfs both appreciation indices for vehicle dynamic behavior (average speed and average acceleration) The graphs from figure 5 contain the decreasing order of the 30 test from dynamic point of view; as it can be noticed, the established order of this tensor analysis (the correct one) coincides with the order established by vector analysis of the average speed.

Fig.5. Dynamic study considering two appreciation criteria As mentioned before, tensor analysis has the advantage that allows for taking into consideration at the same time several functional parameters, influence factors or appreciation

indexes for vehicle dynamics. For example, figure 6 targets another appreciation criterion that of space covered the vehicle when its accelerating next to the other two that were presented in figure 5. As we can see from figure 5c and 6d, adding another appreciation criterion leads to a different classification for the test runs applying tensor analysis. We can conclude that applying tensor analysis and by taking into consideration all parameters the right conclusions will be drawn.

Fig.6. Dynamic study taking into consideration three appreciation criteria Similarly figure 7 presents the results when applying vector analysis (upper graphs) and tensor analysis (figure 7c), using the tensor that contains both appreciation criteria for vehicle efficiency (average values for fuel consumption when traveling 100 km and hourly fuel consumption). As we can see, tensor analysis leads this time to a different classification of test runs from the original classification achieved by vector analysis; as it can be observed from figure 7c, test run L24 is characterized by the most efficient test run, and test run L19 has the lowest efficiency.

Fig.7. Vehicle efficiency study considering two appreciation criteria The presented study may be applied also for performance comparison of different vehicles as we can see from figure 8. The graphs reveal that on the overhaul 50 experimental test runs available

the dynamic behavior of Logan vehicle is superior to Tacoma by 29.7% obviously in certain test conditions for each vehicle.

Fig.8. Comparative study of dynamic behavior for two different vehicles using tensor analysis. The spectral analysis previously presented based on decomposition that calls on singular values, was extended and improved, leading to multidimensional mathematical models (modal models). One of the most popular one is PARAFAC (PARAllel FACtor), described by equation [5]:

Z = (A o B)C + E

(2)

With A, B, C, modal matrices (figure 9) and E representing the error tensor. The graphs from figure 9 are from a tensor Z(256 4 32) , which engulfs 4 appreciation criteria, each having 256 values, and 32 factors for mathematical model PARAFAC.

Fig.9. Modal matrices for PARAFAC mathematical model for a three dimensional tensor. Based on what was presented in the paper, we can conclude that specific algorithms for tensor calculus can be used when studying vehicle dynamic behavior and engine operation, as well as its dynamics and efficiency because the achieved results are closer to reality. BIBLIOGRAFY: 1. Copae I., Lespezeanu I., Cazacu C. Dinamica autovehiculelor.Ed. ERICOM,Bucureti,2006 2. Gillespie D. T. Fundamentals of Vehicle Dynamics. SAE Inc., S.U.A, 1992 3. Martin Carla D. The Rank of a Tensor. James Madison University, 2006 4. Pere Gh., .a. Dinamica autovehiculelor. Tipografia Universitii Transilvania, Braov,1988 5. Sharipov R. Quick Introduction to Tensor Analysis. Bashkir State University, 2004