Vehicle Handling Dynamics Optimization Based in Passive Suspension Settings in Target Cascading Framework

The vehicle optimal design is a multi-objective multi-domain optimization problem. Each design aspect must be analyzed by taking into account the interactions present with other design aspects. Given the size and complexity of the problem, the application of global optimization methodologies is not suitable; hierarchical problem decomposition is beneficial for the problem analysis. This paper studies the handling dynamics optimization problem as a sub-problem of the vehicle optimal design. This sub-problem is an important part of the overall vehicle design decomposition. It is proposed that the embodiment design stage can be performed in an optimal viewpoint with the application of the analytical target cascading (ATC) optimization strategy. It is also proposed that the design variables should have sufficient physical significance, but also give the overall design enough design degrees of freedom. In this way, other optimization sub-problems can be managed with a reduced variable redundancy and sub-problem couplings. Given that the ATC strategy is an objective-driven methodology, it is proposed that the objectives of the handling dynamics, which is a sub-problem in the general ATC problem, can be defined from a Pareto optimal set at a higher optimization level. This optimal generation of objectives would lead to an optimal solution as seen at the upper-level hierarchy. The use of a lumped mass handling dynamics model is proposed in order to manage an efficient optimization process based in handling dynamics simulations. This model contains detailed information of the tire properties modeled by the Pacejka tire model, as well as linear characteristics of the suspension system. The performance of this model is verified with a complete multi-body simulation program such as ADAMS/car. The handling optimization problem is presented including the proposed design variables, the handling dynamics simulation model and a case study in which a double wishbone suspension system of an off-road vehicle is analyzed. In the case study, the handling optimization problem is solved by taking into account couplings with the suspension kinematics optimization problem. The solution of this coupled problem leads to the partial geometry definition of the suspension system mechanism.

RANS and Large Eddy Simulation of Internal Combustion Engine Flows—A Comparative Study

A comparative cold flow analysis between Reynolds-averaged Navier–Stokes (RANS) and large eddy simulation (LES) cycle-averaged velocity and turbulence predictions is carried out for a single cylinder engine with a transparent combustion chamber (TCC) under motored conditions using high-speed particle image velocimetry (PIV) measurements as the reference data. Simulations are done using a commercial computationally fluid dynamics (CFD) code CONVERGE with the implementation of standard k-ε and RNG k-ε turbulent models for RANS and a one-equation eddy viscosity model for LES. The following aspects are analyzed in this study: The effects of computational domain geometry (with or without intake and exhaust plenums) on mean flow and turbulence predictions for both LES and RANS simulations. And comparison of LES versus RANS simulations in terms of their capability to predict mean flow and turbulence. Both RANS and LES full and partial geometry simulations are able to capture the overall mean flow trends qualitatively; but the intake jet structure, velocity magnitudes, turbulence magnitudes, and its distribution are more accurately predicted by LES full geometry simulations. The guideline therefore for CFD engineers is that RANS partial geometry simulations (computationally least expensive) with a RNG k-ε turbulent model and one cycle or more are good enough for capturing overall qualitative flow trends for the engineering applications. However, if one is interested in getting reasonably accurate estimates of velocity magnitudes, flow structures, turbulence magnitudes, and its distribution, they must resort to LES simulations. Furthermore, to get the most accurate turbulence distributions, one must consider running LES full geometry simulations.

RANS and LES of IC Engine Flows: A Comparative Study

A comparative cold flow analysis between Reynolds-Averaged Navier-Stokes (RANS) and Large Eddy Simulation (LES) cycle-averaged velocity and turbulence predictions is carried out for a single cylinder engine with transparent combustion chamber (TCC) under motored conditions using high-speed Particle Image Velocimetry (PIV) measurements as the reference data. Simulations are done using a commercial CFD code CONVERGE with the implementation of standard k-ε and RNG k-ε turbulent models for RANS and a one-equation eddy viscosity model for LES. The following aspects are analyzed in this study: 1. The effects of computational domain geometry (with or without intake and exhaust plenums) on mean flow and turbulence predictions for both LES and RANS simulations 2. Comparison of LES versus RANS simulations in terms of their capability to predict mean flow and turbulence Both RANS and LES full and partial geometry simulations are able to capture the overall mean flow trends qualitatively; but the intake jet structure, velocity magnitudes, turbulence magnitudes and its distribution are more accurately predicted by full geometry simulations. The guideline therefore for CFD engineers is that RANS partial geometry simulations (computationally least expensive) are good enough for capturing overall qualitative flow trends. However, if one is interested in getting reasonably accurate estimates of velocity magnitudes, flow structures, turbulence magnitudes and its distribution, they must resort to LES simulations. Furthermore, to get the most accurate turbulence distributions, one must consider running LES full geometry simulations.

On the Pauli graphs on N-qudits

A comprehensive graph theoretical and finite geometrical study of the commutation relations between the generalized Pauli operators of $N$-qudits is performed in which vertices/points correspond to the operators and edges/lines join commuting pairs of them. As per two-qubits, all basic properties and partitionings of the corresponding {\it Pauli graph} are embodied in the geometry of the generalized quadrangle of order two. Here, one identifies the operators with the points of the quadrangle and groups of maximally commuting subsets of the operators with the lines of the quadrangle. The three basic partitionings are (a) a pencil of lines and a cube, (b) a Mermin's array and a bipartite-part and (c) a maximum independent set and the Petersen graph. These factorizations stem naturally from the existence of three distinct geometric hyperplanes of the quadrangle, namely a set of points collinear with a given point, a grid and an ovoid, which answer to three distinguished subsets of the Pauli graph, namely a set of six operators commuting with a given one, a Mermin's square, and set of five mutually non-commuting operators, respectively. The generalized Pauli graph for multiple qubits is found to follow from symplectic polar spaces of order two, where maximal totally isotropic subspaces stand for maximal subsets of mutually commuting operators. The substructure of the (strongly regular) $N$-qubit Pauli graph is shown to be pseudo-geometric, i.\,e., isomorphic to a graph of a partial geometry. Finally, the (not strongly regular) Pauli graph of a two-qutrit system is introduced; here it turns out more convenient to deal with its dual in order to see all the parallels with the two-qubit case and its surmised relation with the generalized quadrangle $Q(4,3)$, the dual of $W(3)$.