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TECHNICAL PAPERS

Application of Constrained H Control to Active Suspension Systems on Half-Car Models

[+] Author and Article Information
H. Chen

Department of Control Science and Engineering,  Jilin University, Renmin Str. 142, 130025 Changchun, People’s Republic of China and HIT-FAW Automotive Control Laboratory,  Harbin Institute of Technology, 150001 Harbin, People’s Republic of Chinachenh@jlu.edu.cn

Z. -Y. Liu

HIT-FAW Automotive Control Laboratory,  Harbin Institute of Technology, 150001 Harbin, People’s Republic of China

P. -Y. Sun

Department of Control Science and Engineering,  Jilin University, Renmin Str. 142, 130025 Changchun, People’s Republic of China

J. Dyn. Sys., Meas., Control 127(3), 345-354 (Oct 16, 2004) (10 pages) doi:10.1115/1.1985442 History: Received August 01, 2003; Revised October 04, 2004; Accepted October 16, 2004

This paper formulates the active suspension control problem as disturbance attenuation problem with output and control constraints. The H performance is used to measure ride comfort such that more general road disturbances can be considered, while time-domain hard constraints are captured using the concept of reachable sets and state-space ellipsoids. Hence, conflicting requirements are specified separately and handled in a nature way. In the framework of Linear Matrix Inequality (LMI) optimization, constrained H active suspensions are designed on half-car models with and without considering actuator dynamics. Analysis and simulation results show a promising improvement on ride comfort, while keeping suspension strokes and control inputs within bounds and ensuring a firm contact of wheels to road.

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Copyright © 2005 by American Society of Mechanical Engineers
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Figures

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Figure 1

Four DOF half-car model with an active suspension

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Figure 2

PSD heave and pitch accelerations for different α

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Figure 3

Frequency response of relative dynamic tire loads for different α

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Figure 4

Frequency response of heave and pitch accelerations: constrained H∞ active suspension (solid line), passive suspension (dash-dotted line)

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Figure 6

Bump responses: constrained H∞ active suspension (nominal case, solid line; ±50% sprung mass, dashed line), passive suspension (nominal case, dash-dotted line)

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Figure 7

Robustness analysis framework

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Figure 8

Structured singular value (μ) plots for robust stability and robust performance: active suspension (solid line) versus passive suspension (dash-dotted line)

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Figure 9

PSD heave and pitch accelerations: with actuator dynamics (α=0.03, dash-dotted line; α=0.0015, solid line), no actuator dynamics (α=0.03, dashed line)

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Figure 10

Frequency response from ground velocity to relative dynamic tire load: with actuator dynamics (α=0.03, dash-dotted line; α=0.0015, solid line), no actuator dynamics (α=0.03, dashed line)

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