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Journal of Dynamic Systems, Measurement, and Control | Volume 127 | Issue 2 | TECHNICAL PAPERS
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
Article
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Citing Articles

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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+Quarter-car model
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Quarter-car model
Figure 1

Quarter-car model

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+Ideal Sky–Hook damping
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Ideal Sky–Hook damping
Figure 2

Ideal Sky–Hook damping

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+Example of measured body acceleration and road profile (the shadowed areas indicate zero-crossings)
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Example of measured body acceleration and road profile (the shadowed areas indicate zero-crossings)
Figure 3

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

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+Estimated frequency responses from road-disturbance to body acceleration
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Estimated frequency responses from road-disturbance to body acceleration
Figure 4

Estimated frequency responses from road-disturbance to body acceleration

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+Nonlinearity evaluation (up: ADD; down-left: two-state SH; down-right: linear SH)
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Nonlinearity evaluation (up: ADD; down-left: two-state SH; down-right: linear SH)
Figure 5

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

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+Sensitivity of the ADD algorithm with respect to cmax and β
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Sensitivity of the ADD algorithm with respect to cmax and β
Figure 6

Sensitivity of the ADD algorithm with respect to cmax and β

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+Time-domain behavior of the body acceleration
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Time-domain behavior of the body acceleration
Figure 7

Time-domain behavior of the body acceleration

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+Average acceleration attenuation Γj, as a function of the sampling time ΔT
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Average acceleration attenuation Γj, as a function of the sampling time ΔT
Figure 8

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

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+ADD vs SH algorithms
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ADD vs SH algorithms
Figure 9

ADD vs SH algorithms

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+Estimated frequency responses from road-disturbance to contact-force variations
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Estimated frequency responses from road-disturbance to contact-force variations
Figure 10

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

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+Time-domain behavior of the contact force variations (nominal force: 4410 N), in closed-loop configuration
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Time-domain behavior of the contact force variations (nominal force: 4410 N), in closed-loop configuration
Figure 11

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

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+Estimated frequency responses from road-disturbance to body acceleration, using a detailed damper model
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Estimated frequency responses from road-disturbance to body acceleration, using a detailed damper model
Figure 12

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

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