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Research Papers

Vehicle Parameter Identification for Vertical Dynamics

[+] Author and Article Information
Yan Cui

China North Vehicle Research Institute,
Mail Box 969, No. 51,
Beijing 100072, China
e-mail: cuiyan0127@hotmail.com

Thomas R. Kurfess

Woodruff School of Mechanical Engineering,
Georgia Institute of Technology,
Atlanta, GA 30332-0405
e-mail: kurfess@gatech.edu

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received November 2, 2012; final manuscript received August 22, 2014; published online October 3, 2014. Assoc. Editor: May-Win L. Thein.

J. Dyn. Sys., Meas., Control 137(2), 021013 (Oct 03, 2014) (9 pages) Paper No: DS-12-1357; doi: 10.1115/1.4028451 History: Received November 02, 2012; Revised August 22, 2014

In this paper, a nonlinear full car model considering the nonlinear and hysteretic characteristics of the shock absorber is developed. An approach to integrate the hybrid shock absorber model into the vehicle model using system identification techniques is then presented. To validate the approach, parameter identification of the nominal linear full car model and parameter identification of the full car model with nonlinear/hysteresis shock absorber force input are compared. The target vehicle is tested on an MTS Systems Corporation tire-coupled 4-post road simulator and the experimental data validate the system identification methods proposed in this paper.

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References

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Figures

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Fig. 1

Coupling of vehicle model and nonlinear shock absorber model

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Fig. 2

Full car model with nonlinear/hysteresis shock absorber force

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Fig. 3

Force-velocity plot with 50 mm/10 Hz input

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Fig. 4

Force–velocity plot

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Fig. 5

Polynomial shock absorber model

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Fig. 6

Feed forward neural network

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Fig. 7

Hysteresis shock absorber model

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Fig. 8

Block diagram for hybrid shock absorber model

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Fig. 9

Hybrid shock absorber model

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Fig. 10

Mazda CX-7 tested on 7-poster Shaker

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Fig. 11

(a) Accelerometer for wheel pan vertical acceleration and (b) two accelerometers (vertical and lateral) and three angular rate sensors (roll, pitch, and yaw)

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Fig. 12

Swept sine road input for Mazda CX-7 test on MTS 4-post shaker test bench

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Fig. 13

Random road input for Mazda CX-7 test on MTS 4-post shaker test bench

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Fig. 14

System identification method 1

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Fig. 15

System identification method 2

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Fig. 16

(a) Rear left corner of sprung mass vertical displacement based on swept sine road input, (b) front right tire vertical displacement based on swept sine road input, (c) sprung mass roll rate based on swept sine road input, and (d) sprung mass pitch rate based on swept sine road input

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Fig. 17

(a) Sprung mass front right vertical displacement based on random road input, (b) front left wheel displacement based on random road input, (c) sprung mass roll rate based on random road input, and (d) sprung mass pitch rate based on random road input

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