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INTRODUCTION
I.
i =1
i,0
i ,1
i,2
+ w u (k ) + w u (k 1) + ... + w
i ,n1 + 2
i ,n1 +3
i ,n1 +n2 +2
...
+w
u (k ) + ... + w
+w
y(k 1) + ... + w
i ,n1 + n2 +...+ n p1 + p
i ,n1 +1
1500
u (k n ) + ...
p
u (k n ) + ...
1000
y(k n )) (u
y
~y
where i is the output of i-th local linear model (LLM),
u L = [ u1 (k ), u1 (k 1), ... , u1 (k n1 ), u2 (k ), ...
u p (k n p ), y (k 1), ... , y (k n y )
, (1)
i =1
500
]T
-500
1.5
2
time [ms]
2.5
3.5
4
x 10
process
model
error
600
500
400
Damper force [N]
0.5
300
200
100
0
-100
-200
1.8
Fig. 2 Approximation
2.2
time [ms]
2.4
2.6
4
x 10
2000
process
model
error
1500
1000
500
-500
-1000
3.62
3.64
3.66
3.68
time [ms]
3.7
3.72
4
x 10
F = Fd (v) for 10 Hz
2000
process
model
error
1500
1000
500
-500
-1000
3.62
3.64
3.66
3.68
time [ms]
Fig. 4 Approximation
3.7
3.72
4
x 10
F = Fd (v, a ) for 10 Hz
12
x 10
F=F(v)
F=F(l,v)
F=F(v,a)
F=F(l,v,a)
10
0
0
10
15
20
(m1 + m2 )&z&S = k 01 ( z1 z 0 ) ,
splitting
written as
&l& = 1 + 1
d
m m
2
1
k (z z0 )
+ 01 1
.
m1
(4)
(3)
1
1
=0.
m1
After resolving &l&d the differential equations can be integrated
either in &z& and &l& or in mass accelerations
S
&z&2 = &z&S +
m1 &&
m2 &&
ld , &z&1 = &z&S
ld . The example
m1 + m2
m1 + m2
250
200
150
V. CONCLUSION
The phenomenological shock absorber model has been
created using the neuro-fuzzy identification algorithm
LOLIMOT. The models have been identified based on the
experimental data obtained by hydraulic stand tests with
standard passenger car damper. The different variants of
model input structure have been tested. The damper force of
the final model depends statically on relative velocity and
relative acceleration inputs. The model structure corresponds
to so called global damper characteristics known from the
literature. The usage of LOLIMOT identification brings the
possibility of automated model training and testing. The static
variant of identification has been chosen because of instability
danger of dynamic neuro-fuzzy models used for long time
simulations. The further model refinement can be obtained
using direct acceleration measurement. The identified model
has been implemented into simulation model of the car
suspension. The acceleration is resolved from the implicit
nonlinear equations in order to preserve causality of
differential equations solution. The presented methodology
will be further extended for controllable shock absorbers.
100
ACKNOWLEDGMENT
50
-50
-100
REFERENCES
[1]
-150
-0.06
-0.04
-0.02
0
dld/dt
0.02
0.04
0.06
600
400
200
-200
-400
-0.3
-0.2
-0.1
0.1
0.2
dl /dt
d