Semialgebraic Regularization of Kinematic Loop Constraints in Multibody System Models

Author(s):  
Andreas Müller

Redundant constraints in multibody system (MBS) models, reflected by a singular constraint Jacobian, impair the efficient dynamics simulation. In particular, kinematic loop constraints are often found to be permanently redundant. This problem is commonly attacked numerically by decomposing the constraint Jacobian either at every simulation time step or beforehand in an admissible assembly (assuming that the redundancy is permanent). This paper presents a method for the elimination of permanently redundant loop closure constraints, which, instead of numerically decomposing the constraints, relies on the geometric characterization of kinematic loops comprising lower kinematic pairs. In particular, the invariant vector space of velocities of a kinematic loop is taken into account, which can be determined as the sum of Lie (screw) algebras of two subchains of a kinematic loop. The actual reduction is achieved by restricting the constraints to this space. The presented method does not interfere with the actual generation of constraints but can be considered as a preprocessing step of MBS models. It is numerically robust and only uses a geometrically exact model. The method is able to completely eliminate redundant loop constraints for “nonparadoxical” single-loop mechanisms and applies conservatively to multiloop MBS. The presented method only requires information (vectors, matrices) that is readily available in any MBS simulation package. The only numerical operations involved are cross products and a singular value decomposition of a low dimensional matrix.

2014 ◽  
Vol 61 (2) ◽  
pp. 365-383 ◽  
Author(s):  
Andreas Müller

Abstract Redundant constraints in MBS models severely deteriorate the computational performance and accuracy of any numerical MBS dynamics simulation method. Classically this problem has been addressed by means of numerical decompositions of the constraint Jacobian within numerical integration steps. Such decompositions are computationally expensive. In this paper an elimination method is discussed that only requires a single numerical decomposition within the model preprocessing step rather than during the time integration. It is based on the determination of motion spaces making use of Lie group concepts. The method is able to reduce the set of loop constraints for a large class of technical systems. In any case it always retains a sufficient number of constraints. It is derived for single kinematic loops.


Author(s):  
Jianxun Liang ◽  
Ou Ma ◽  
Caishan Liu

Finite element methods are widely used for simulations of contact dynamics of flexible multibody systems. Such a simulation is computationally very inefficient because the system’s dimension is usually very large and the simulation time step has to be very small in order to ensure numerical stability. A potential solution to the problem is to apply a model reduction method in the simulation. Although many model reduction techniques have been developed, most of them cannot be readily applied due to the high nonlinearity of the involved contact dynamics model. This paper presents a solution to the problem. The approach is based on a modified Lyapunov balanced truncation method. A numerical example is presented to demonstrate that, by applying the proposed model reduction method, the simulation process can be significantly speeded up while the resulting error caused by the model reduction is still within an acceptable level.


Electronics ◽  
2021 ◽  
Vol 10 (16) ◽  
pp. 1994
Author(s):  
Shirin Noei ◽  
Mohammadreza Parvizimosaed ◽  
Mohammadreza Noei

The Society of Automotive Engineers (SAE) defines six levels of driving automation, ranging from Level 0 to Level 5. Automated driving systems perform entire dynamic driving tasks for Levels 3–5 automated vehicles. Delegating dynamic driving tasks from driver to automated driving systems can eliminate crashes attributed to driver errors. Sharing status, sharing intent, seeking agreement, or sharing prescriptive information between road users and vehicles dedicated to automated driving systems can further enhance dynamic driving task performance, safety, and traffic operations. Extensive simulation is required to reduce operating costs and achieve an acceptable risk level before testing cooperative automated driving systems in laboratory environments, test tracks, or public roads. Cooperative automated driving systems can be simulated using a vehicle dynamics simulation tool (e.g., CarMaker and CarSim) or a traffic microsimulation tool (e.g., Vissim and Aimsun). Vehicle dynamics simulation tools are mainly used for verification and validation purposes on a small scale, while traffic microsimulation tools are mainly used for verification purposes on a large scale. Vehicle dynamics simulation tools can simulate longitudinal, lateral, and vertical dynamics for only a few vehicles in each scenario (e.g., up to ten vehicles in CarMaker and up to twenty vehicles in CarSim). Conventional traffic microsimulation tools can simulate vehicle-following, lane-changing, and gap-acceptance behaviors for many vehicles in each scenario without simulating vehicle powertrain. Vehicle dynamics simulation tools are more compute-intensive but more accurate than traffic microsimulation tools. Due to software architecture or computing power limitations, simplifying assumptions underlying convectional traffic microsimulation tools may have been a necessary compromise long ago. There is, therefore, a need for a simulation tool to optimize computational complexity and accuracy to simulate many vehicles in each scenario with reasonable accuracy. This research proposes a traffic microsimulation tool that employs a simplified vehicle powertrain model and a model-based fault detection method to simulate many vehicles with reasonable accuracy at each simulation time step under noise and unknown inputs. Our traffic microsimulation tool considers driver characteristics, vehicle model, grade, pavement conditions, operating mode, vehicle-to-vehicle communication vulnerabilities, and traffic conditions to estimate longitudinal control variables with reasonable accuracy at each simulation time step for many conventional vehicles, vehicles dedicated to automated driving systems, and vehicles equipped with cooperative automated driving systems. Proposed vehicle-following model and longitudinal control functions are verified for fourteen vehicle models, operating in manual, automated, and cooperative automated modes over two driving schedules under three malicious fault magnitudes on transmitted accelerations.


2021 ◽  
Vol 22 (9) ◽  
pp. 4378
Author(s):  
Anna Helena Mazurek ◽  
Łukasz Szeleszczuk ◽  
Dariusz Maciej Pisklak

This review focuses on a combination of ab initio molecular dynamics (aiMD) and NMR parameters calculations using quantum mechanical methods. The advantages of such an approach in comparison to the commonly applied computations for the structures optimized at 0 K are presented. This article was designed as a convenient overview of the applied parameters such as the aiMD type, DFT functional, time step, or total simulation time, as well as examples of previously studied systems. From the analysis of the published works describing the applications of such combinations, it was concluded that including fast, small-amplitude motions through aiMD has a noticeable effect on the accuracy of NMR parameters calculations.


2020 ◽  
Vol 11 (1) ◽  
pp. 282
Author(s):  
Yogeshwaran Krishnan ◽  
Mohammad Reza Ghaani ◽  
Arnaud Desmedt ◽  
Niall J. English

The inter-cage hopping in a type II clathrate hydrate with different numbers of H2 and D2 molecules, from 1 to 4 molecules per large cage, was studied using a classical molecular dynamics simulation at temperatures of 80 to 240 K. We present the results for the diffusion of these guest molecules (H2 or D2) at all of the different occupations and temperatures, and we also calculated the activation energy as the energy barrier for the diffusion using the Arrhenius equation. The average occupancy number over the simulation time showed that the structures with double and triple large-cage H2 occupancy appeared to be the most stable, while the small cages remained with only one guest molecule. A Markov model was also calculated based on the number of transitions between the different cage types.


2008 ◽  
Vol 59 (3) ◽  
pp. 204-212 ◽  
Author(s):  
G. Alejandra Camacho-Bragado ◽  
Jose Luis Elechiguerra ◽  
Miguel Jose Yacaman

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