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TECHNICAL PAPERS

Acceleration-Driven-Damper (ADD): An Optimal Control Algorithm For Comfort-Oriented Semiactive Suspensions

[+] Author and Article Information
Sergio M. Savaresi1

Dipartimento di Elettronica e Informazione, Politecnico di Milano, Piazza L. da Vinci, 32, 20133 Milano, Italy

Enrico Silani, Sergio Bittanti

Dipartimento di Elettronica e Informazione, Politecnico di Milano, Piazza L. da Vinci, 32, 20133 Milano, Italy

1

Corresponding Author. Phone: +39.02.2399.3545; Fax: +39.02.2399.3412; e-mail: savaresi@elet.polimi.it.

J. Dyn. Sys., Meas., Control 127(2), 218-229 (May 03, 2004) (12 pages) doi:10.1115/1.1898241 History: Received July 17, 2003; Revised May 03, 2004

The problem considered in this paper is the design and analysis of control strategies for semiactive suspensions in road vehicles. The most commonly used control framework is the well-known Sky–Hook (SH) damping. Two-state or linear approximation of the SH concept are typically implemented. The goal of this paper is to analyze the optimality of SH-based control algorithms, and to propose an innovative control strategy, named Acceleration-Driven-Damper (ADD) control. It is shown that ADD is optimal in the sense that it minimizes the vertical body acceleration (comfort objective) when no road-preview is available. This control strategy is extremely simple; it requires the same sensors of the SH algorithms, and a simple two-state controllable damper. In order to assess and to compare the closed-loop performance of the SH and ADD control strategies, both a theoretical and a numerical analysis of performance are proposed.

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Copyright © 2005 by American Society of Mechanical Engineers
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Figures

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Figure 1

Quarter-car model

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Figure 2

Ideal Sky–Hook damping

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Figure 3

Example of measured body acceleration and road profile (the shadowed areas indicate zero-crossings)

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Figure 4

Estimated frequency responses from road-disturbance to body acceleration

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Figure 5

Nonlinearity evaluation (up: ADD; down-left: two-state SH; down-right: linear SH)

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Figure 6

Sensitivity of the ADD algorithm with respect to cmax and β

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Figure 7

Time-domain behavior of the body acceleration

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Figure 8

Average acceleration attenuation Γj, as a function of the sampling time ΔT

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Figure 9

ADD vs SH algorithms

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Figure 10

Estimated frequency responses from road-disturbance to contact-force variations

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Figure 11

Time-domain behavior of the contact force variations (nominal force: 4410 N), in closed-loop configuration

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Figure 12

Estimated frequency responses from road-disturbance to body acceleration, using a detailed damper model

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