Neuro-Fuzzy Controller Design of the Anti-Lock Braking System.

Wu, Ming-Chin; Lee, Lian-Chian; Shih, Ming‐Chang

doi:10.1299/jsmec.41.836

Cited by 5 publications

(4 citation statements)

References 12 publications

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“…The model is based on the so-called quarter vehicle model which is often used in connection with the design of anti-lock brake systems in automobiles, see e.g. [Wu98]. Setting up Newton's equation of motion for the nth part vehicle model results in:…”

Section: Vehicle Modelmentioning

confidence: 99%

Wheelslide and Wheelskid Protection for a Single-Wheel Drive and Brake Module (SDBM) for Rail Vehicles

Stützle

Engelhardt

Enning

et al. 2008

IFAC Proceedings Volumes

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Section: Vehicle Modelmentioning

confidence: 99%

Wheelslide and Wheelskid Protection for a Single-Wheel Drive and Brake Module (SDBM) for Rail Vehicles

Stützle

Engelhardt

Enning

et al. 2008

IFAC Proceedings Volumes

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“…By using a standard differential mechanism and simple epicyclic gear trains as differential building blocks, Kota and Bidare [7] synthesized geared differential mechanisms with DOF greater than two. Based on 1-DOF geared kinematic chains, Hsu and Wu [8] identified the atlas of 2-DOF geared differential mechanisms. By choosing inputs and main components as well as selecting admissible connecting links from the existing atlas of non-fractionated geared kinematic chains, Chen and Yao [9] synthesized fractionated geared differential mechanisms with three and four input/output links.…”

Section: Introductionmentioning

confidence: 99%

The Conceptual Design of Differential Mechanisms

Chu

2013

AMM

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The purpose of this paper is to present a design approach based on the geometric constraints of joints for synthesizing differential mechanisms with two degrees-of-freedom, including some mechanisms with the same functions but distinct structures. The concept of virtual axes is presented. And, there are five steps in the design process. Step 1 is to decide fundamental entities by the properties of existing mechanisms and the technique of number synthesis, and 10 suitable fundamental entities of differential mechanisms are available. Step 2 is to compose geometric constraints, and 14 items are obtained. Step 3 is to compose links, and 15 items are derived. Step 4 is to assign fixed constraints for inputs or outputs, and 15 results are found. The final step is to particularize the obtained events by the properties of existing mechanisms and the structures of fundamental entities. As a result, 8 feasible results for differential mechanisms with two degrees-of-freedom and two basic loops are obtained in which 2 are existing designs and the other 6 are novel.

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“…Die Gleitschutzventile werden bei herkömmlichen Gleitschutzsystemen in Folge einer im Steuergerät durchgeführ-ten Verzögerungs-und Schlupfauswertung angesteuert [10] [8] lässt sich auf ein Fahrzeug mit n-Achsen anpassen und führt zum n-tel-Fahrzeugmodell (Bild 3). Die Betrachtungen beginnen mit dem Aufstellen der Bewegungsgleichungen für das n-tel Fahrzeugmodell: …”

Section: Introductionunclassified

Adaptiver Gleitschutz für Schienenfahrzeuge (Adaptive Wheelslide Protection System for Railway Vehicles)

Stützle¹,

Viereck²,

Enning³

et al. 2006

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Dieser Beitrag beschäftigt sich mit der Auslegung und dem Test einer Gleitschutzregelung für Schienenfahrzeuge. Als Grundlage für die Reglerentwicklung werden zunächst einfache Modelle des Schienenfahrzeugs, der Kraftschlussbeanspruchung und des Bremssystems vorgestellt. An Hand einer Analyse des Gesamtmodells kann der Wertebereich eines bestimmten Modellparameters berechnet werden, der bei der Auslegung des linearen, robusten Schlupfreglers berücksichtigt werden muss. Daneben wird die Adaption der Reglerverstärkung an einen leicht zu identifizierenden Fahrzeugparameter (Bremszustandsfaktor) beschrieben. Schließlich werden Versuchsergebnisse von Testfahrten mit einer Regelung im Mikroschlupfbereich vorgestellt und diskutiert.This article is concerned with the design and the test of a wheelslide protection system for railway vehicles. For the purpose of the controller design, simple models of the railway vehicle, the non-dimensional creep force characteristic and the brake system are presented first. Based on an analysis of the entire model, the domain of a particular model parameter can be calculated, which needs to be considered in the design of the linear and robust creep controller. Furthermore, the adaption of the controller gain on an easily identifiable vehicle parameter (brake condition factor) is described. Finally, experimental results of test runs with a control in the mirco-slip range are presented and discussed.

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Neuro-Fuzzy Controller Design of the Anti-Lock Braking System.

Cited by 5 publications

References 12 publications

Wheelslide and Wheelskid Protection for a Single-Wheel Drive and Brake Module (SDBM) for Rail Vehicles

Wheelslide and Wheelskid Protection for a Single-Wheel Drive and Brake Module (SDBM) for Rail Vehicles

The Conceptual Design of Differential Mechanisms

Adaptiver Gleitschutz für Schienenfahrzeuge (Adaptive Wheelslide Protection System for Railway Vehicles)

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