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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
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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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