An investigation on semi-active suspension damper and control strategies for vehicle ride comfort and road holding

2012 ◽  
Vol 226 (8) ◽  
pp. 1119-1129 ◽  
Author(s):  
Loganathan BalaMurugan ◽  
Jeyaraj Jancirani
Keyword(s):  
Ride Comfort ◽  
Control Strategies ◽  
Active Suspension ◽  
And Control

Comprehensive Analysis for Influence of Controllable Damper Time Delay on Semi-Active Suspension Control Strategies

2017 ◽  
Vol 139 (3) ◽  
Author(s):  
Yechen Qin ◽  
Feng Zhao ◽  
Zhenfeng Wang ◽  
Liang Gu ◽  
Mingming Dong
Keyword(s):  
Time Delay ◽  
Dynamic Characteristics ◽  
Ride Comfort ◽  
Hybrid Control ◽  
Sliding Mode ◽  
Control Strategies ◽  
Active Suspension ◽  
Test System ◽  
Suspension Control ◽  
Simulation Results

This paper presents a comprehensive comparison and analysis for the effect of time delay on the five most representative semi-active suspension control strategies, and refers to four unsolved problems related to semi-active suspension performance and delay mechanism that existed. Dynamic characteristics of a commercially available continuous damping control (CDC) damper were first studied, and a material test system (MTS) load frame was used to depict the velocity-force map for a CDC damper. Both inverse and boundary models were developed to determine dynamic characteristics of the damper. In addition, in order for an improper damper delay of the form t+τ to be corrected, a delay mechanism of controllable damper was discussed in detail. Numerical simulation for five control strategies, i.e., modified skyhook control SC, hybrid control (HC), COC, model reference sliding mode control (MRSMC), and integrated error neuro control (IENC), with three different time delays: 5 ms, 10 ms, and 15 ms was performed. Simulation results displayed that by changing control weights/variables, performance of all five control strategies varied from being ride comfort oriented to being road handling oriented. Furthermore, increase in delay time resulted in deterioration of both ride comfort and road handling. Specifically, ride comfort was affected more than road handling. The answers to all four questions were finally provided according to simulation results.

Saturated RISE Feedback Control for Uncertain Nonlinear MacPherson Active Suspension System to Improve Ride Comfort

2020 ◽  
Vol 143 (1) ◽  
Author(s):  
Huyen T. Dinh ◽  
Tuan-Duong Trinh ◽  
Van-Nhu Tran
Keyword(s):  
Ride Comfort ◽  
Control Strategies ◽  
Gain Control ◽  
Active Suspension ◽  
High Gain ◽  
Suspension System ◽  
Dynamics Simulation ◽  
Control Technique ◽  
Nonlinear Uncertainties ◽  
Bounded Disturbances

Abstract A continuous saturated controller using smooth saturation functions is established for MacPherson active suspension system which includes nonlinear uncertainties, unknown road excitations, and bounded disturbances. The developed controller exploits the properties of the hyperbolic functions to guarantee saturation limits are not exceeded, while stability analysis procedures of the robust integral of the sign of the error (RISE) control technique utilize the advantages of high gain control strategies in compensating for unknown uncertainties. The saturated controller guarantees asymptotic regulation of the sprung mass acceleration to improve the ride comfort despite model uncertainties and additive disturbances in the dynamics. Simulation results demonstrate the improvement in the ride comfort while tire deflection and the suspension deflection are within admissible range in comparison with three other suspensions.

Potentialities of Active Suspensions for the Improvement of Handling Performances

2010 ◽  
Author(s):  
Francesco Braghin ◽  
Alessandro Prada ◽  
Edoardo Sabbioni
Keyword(s):  
Load Transfer ◽  
Ride Comfort ◽  
Control Strategies ◽  
Active Suspension ◽  
Suspension Spring ◽  
Suspension Systems ◽  
Active Suspension Systems ◽  
In Series ◽  
High Bandwidth ◽  
Damper Control

Active and semi-active suspension systems are widely diffused into the automotive industry and several control strategies have been proposed in the literature both concerning ride comfort and handling. The capability of several suspension active control systems in enhancing the vehicle handling performances are compared in this paper. In particular, a low-bandwidth active suspension (actuator in series with the suspension spring), an active antiroll bar, an active camber suspension and a semi-active high-bandwidth suspension (closed loop damper control) are considered. The benchmark is represented by an ideal vehicle which does not present any load transfer and has no yaw moment of inertia. The possibility of combining more than one active/semi-active suspension system is also discussed.

SIMULATION AND EXPERIMENTAL STUDY OF A SEMI-ACTIVE SUSPENSION WITH AN ELECTRORHEOLOGICAL DAMPER

1994 ◽  
Vol 08 (20n21) ◽  
pp. 2987-3003 ◽  
Author(s):  
X. M. WU ◽  
J. Y. WONG ◽  
M. STURK ◽  
D. L. RUSSELL
Keyword(s):  
Field Strength ◽  
Ride Comfort ◽  
Control Strategies ◽  
Damping Ratio ◽  
Active Suspension ◽  
Test Facility ◽  
Experimental Investigations ◽  
Electrical Field ◽  
Electrical Field Strength ◽  
Wide Range

Various control strategies for a semi-active suspension system with an electrorheological (ER) damper were studied using computer simulation techniques, as well as experimentally using a quarter-car model test facility. The control strategies examined included those primarily designed for enhancing ride comfort and for improving road holding. It was found that the strategies designed for enhancing ride comfort do not necessarily provide improved road holding characteristics, and vice versa. Consequently, various composite control strategies for improving both ride comfort and road holding were investigated. Experimental investigations showed that the damping characteristics of an electrorheological damper depend not only on the electrical field strength but also on the frequency of excitation. For the electrorheological fluid used in the study, the equivalent damping ratio decreases significantly with the increase in the frequency of excitation. This is primarily due to the fact that the shear ratio of the fluid used, which is the ratio of the shear strength at a given electrical field strength to that without applied electrical field, decreases with the increase in the shear rate. This behavior must be taken into account in the development of electrorheological dampers. Furthermore, at high frequencies, the duration of the applied voltage with any of the control strategies examined is very short. As a result, there is little difference in the measured performance of the semi-active suspension with different control strategies examined over a wide range of frequency. To achieve the potential of an ER fluid damper, improvements in the mechanical behavior of ER fluids are a key factor.

Optimal Design of Active and Semi-Active Suspensions Including Time Delays and Preview

1993 ◽  
Vol 115 (4) ◽  
pp. 498-508 ◽  
Author(s):  
A. Hac´ ◽  
I. Youn
Keyword(s):  
Ride Comfort ◽  
Controller Design ◽  
Piecewise Linear ◽  
Active Suspension ◽  
Front Wheel ◽  
Active System ◽  
Control Laws ◽  
The Road ◽  
Suspension Systems ◽  
And Control

Several control laws for active and semi-active suspension based on a linear half car model are derived and investigated. The strategies proposed take full advantage of the fact that the road input to the rear wheels is a delayed version of that to the front wheels, which in turn can be obtained either from the measurements of the front wheels and body motions or by direct preview of road irregularities if preview sensors are available. The suspension systems are optimized with respect to ride comfort, road holding and suspension rattle space as expressed by the mean-square-values of body acceleration (including effects of heave and pitch), tire deflections and front and rear suspension travels. The optimal control laws that minimize the given performance index and include passivity constraints in the semi-active case are derived using calculus of variation. The optimal semi-active suspension becomes piecewise linear, varying between passive and fully active system and combinations of them. The performances of active and semi-active systems with and without preview were evaluated by numerical simulation in the time and frequency domains. The results show that incorporation of time delay between the front and rear axles in controller design improves the dynamic behavior of the rear axle and control of body pitch motion, while additional preview improves front wheel dynamics and body heave.

Based on Single Neuron PID Control of Vehicle Active Suspension System

2013 ◽  
Vol 380-384 ◽  
pp. 528-531 ◽  
Author(s):  
Xiao Feng Liu ◽  
Xin Hua Xie
Keyword(s):  
Control Strategy ◽  
Pid Control ◽  
Single Neuron ◽  
Ride Comfort ◽  
Control Strategies ◽  
Active Suspension ◽  
Vital Role ◽  
Suspension System ◽  
Suspension Control ◽  
Single Neuron Pid

Relative to the passive suspension, automotive active suspension car driving more ride comfort and stability, has a vital role to further improve the performance of the vehicle. For such a typically complex active suspension system research, the key issue is the selection of control strategies. The problems in the currently active suspension control strategy, the principle of a simple, effective, this paper, a single neuron PID control strategy used in the automotive active suspension system. The results show that compared with other control strategies, single neuron PID control strategy is reliable, has more advantages.

Modified active disturbance rejection control for non-linear semi-active vehicle suspension with magneto-rheological damper

2017 ◽  
Vol 40 (8) ◽  
pp. 2611-2621 ◽  
Author(s):  
Mingxing Cheng ◽  
Xiaohong Jiao
Keyword(s):  
Disturbance Rejection ◽  
Ride Comfort ◽  
Control Strategies ◽  
Active Suspension ◽  
The Body ◽  
Active Disturbance Rejection Control ◽  
Active Disturbance Rejection ◽  
Disturbance Rejection Control ◽  
Road Disturbance ◽  
Non Linear

This paper presents a novel idea processing the complex non-linear dynamics of a magneto-rheological (MR) damper and the external road disturbance based on the linear extended state observer (LESO) technology, and further verifies its reasonability by application of linear active disturbance rejection control (LADRC) in the quarter-car non-linear semi-active suspension system. In order to optimize the body acceleration and dynamic tyre load to improve the ride comfort and road-handling ability, a modified active disturbance rejection control, the double linear active disturbance rejection control (DLADRC), is further proposed based on the idea of the hybrid skyhook–groundhook control strategy. LESO is used to estimate the total disturbance including the external road disturbance and the internal non-linear dynamic of the MR damper. For effectiveness validation of the proposed control scheme, comparison results with the existing linear quadratic regulation (LQR) control, hybrid skyhook–groundhook control and adaptive control strategies are presented for the same quarter-car semi-active suspension. It is shown from the simulation comparisons among these several control strategies that the semi-active suspension system with DLADRC has a better control performance on the ride comfort and road-handling ability corresponding to the body acceleration and dynamic tyre load.

Investigation on Semi-active Suspension System for Multi-axle Armoured Vehicle using Co-simulation

2017 ◽  
Vol 67 (3) ◽  
pp. 269
Author(s):  
Mukund W. Trikande ◽  
Vinit V. Jagirdar ◽  
Vasudevan Rajamohan ◽  
P.R. Sampat Rao
Keyword(s):  
Fuzzy Logic Controller ◽  
Ride Comfort ◽  
Control Strategies ◽  
Integrated Control ◽  
Active Suspension ◽  
Suspension System ◽  
Ride Quality ◽  
Actual System ◽  
Loop Control ◽  
Ride Control

<p>The objective of the study is to evaluate the performance of various semi-active suspension control strategies for 8x8 multi-axle armoured vehicles in terms of comparative analysis of ride quality and mobility parameters during negotiation of typical military obstacles. Since the cost, complexity and time precludes realisation of actual system, co-simulation technique has been effectively implemented for this investigation. Co-simulation combines advanced virtual prototyping and control technology which offers a novel approach to investigate the dynamics of such complex system. The simulations for the integrated control system along with multi body model of the vehicle are carried out for the control strategies, viz. continuous sky hook control, cascade loop control and cascade loop with ride control and compared with passive suspension system. The vehicle with 8x8 configuration is run on the real world obstacle profiles, viz. step, trench, trapezoidal bump and corrugated road and the effect of control strategies on ride comfort, wheel displacement and ground reaction is presented. It is observed that cascade loop with ride control in semi-active mode offers better vehicle ride comfort while crossing the said obstacles. The improved performance parameters are achieved through stabilisation of heave, pitch and roll motions of the vehicle through outer loop and isolation of vehicle level uneven disturbances through the fuzzy logic controller employed in inner loop.</p>

scholarly journals Hybrid Modelling and Sliding Mode Control of Semi-Active Suspension Systems for Both Ride Comfort and Road-Holding

Symmetry ◽  
2020 ◽  
Vol 12 (8) ◽  
pp. 1286
Author(s):  
Ayman Aljarbouh ◽  
Muhammad Fayaz
Keyword(s):  
Hybrid Model ◽  
Ride Comfort ◽  
Sliding Mode ◽  
Active Suspension ◽  
Suspension System ◽  
Vehicle Suspension ◽  
Suspension Systems ◽  
Active Suspension Systems ◽  
System Components ◽  
And Control

Rigorous model-based design and control for intelligent vehicle suspension systems play an important role in providing better driving characteristics such as passenger comfort and road-holding capability. This paper investigates a new technique for modelling, simulation and control of semi-active suspension systems supporting both ride comfort and road-holding driving characteristics and implements the technique in accordance with the functional mock-up interface standard FMI 2.0. Firstly, we provide a control-oriented hybrid model of a quarter car semi-active suspension system. The resulting quarter car hybrid model is used to develop a sliding mode controller that supports both ride comfort and road-holding capability. Both the hybrid model and controller are then implemented conforming to the functional mock-up interface standard FMI 2.0. The aim of the FMI-based implementation is to serve as a portable test bench for control applications of vehicle suspension systems. It fully supports the exchange of the suspension system components as functional mock-up units (FMUs) among different modelling and simulation platforms, which allows re-usability and facilitates the interoperation and integration of the suspension system components with embedded software components. The concepts are validated with simulation results throughout the paper.

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