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Research Papers

Adaptive Semi-Active Suspension of Quarter-Vehicle With Magnetorheological Damper

[+] Author and Article Information
K. El Majdoub

University of Caen,
GREYC UMR CNRS,
Caen 14032, France

D. Ghani

Université Mohamed V,
Electric Engineering Department,
Rabat, Agdal 10000, Morocco

F. Giri

University of Caen,
GREYC UMR CNRS,
Caen 14032, France
e-mail: fouad.giri@unicaen.fr

F. Z. Chaoui

ENSET,
University Mohamed V,
Electric Engineering Department,
Rabat, Suissi 10100, Morocco

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received September 2, 2013; final manuscript received August 11, 2014; published online September 24, 2014. Assoc. Editor: Shankar Coimbatore Subramanian.

J. Dyn. Sys., Meas., Control 137(2), 021010 (Sep 24, 2014) (12 pages) Paper No: DS-13-1337; doi: 10.1115/1.4028314 History: Received September 02, 2013; Revised August 11, 2014

This paper addresses the problem of controlling quarter-vehicle semi-active suspension systems. Presently, the suspension system involves a magnetorheological (MR) damper featuring hysteretic behavior captured through the Bouc–Wen model. The control objective is to regulate well the chassis vertical position despite the road irregularities. The difficulty of the control problem lies in the nonlinearity of the system model, the uncertainty of some parameters and the inaccessibility to measurements of the hysteresis internal state variable. The control design is performed using Lyapunov control design tools; it includes an observer providing online estimates of the hysteresis internal state and an adaptive state-feedback regulator. The adaptive controller, obtained by combining the state observer and the state-feedback regulator, is formally shown to meet the desired control objectives. This theoretical result is confirmed by several simulations. The latter illustrate the performances of the present adaptive controller and compare them with those of earlier control approaches and those of the passive suspension.

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References

Figures

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Fig. 1

Model of quarter vehicle with MR damper

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Fig. 2

Bouc–Wen model for MR damper

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Fig. 3

Vehicle suspension adaptive

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Fig. 4

Bump road inputs where T1 = 1 s and T2 = 2 s

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Fig. 5

(a) The vertical displacement motion of the sprung mass for the bump road input. Solid: semi-active suspension with MR damper; Dotted: passive suspension. (b) The vertical acceleration of the sprung mass for the bump road input. Solid: semi-active suspension with MR damper; Dotted: passive suspension.

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Fig. 6

MR damper actuator force in the case of bump road input

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Fig. 7

MR damper actuator control voltage in the case of bump road input

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Fig. 8

Road inputs with limited ramp where T1 = 1 s and T2 = 1.1 s

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Fig. 10

MR damper actuator force in the case of limited ramp input

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Fig. 11

MR damper actuator control voltage in the case of limited ramp input

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Fig. 9

(a) The vertical displacement motion of the sprung mass for the limited ramp input. Solid: semi-active suspension with MR damper; Dotted: passive suspension. (b) The vertical acceleration of the sprung mass for the limited ramp input. Solid: semi-active suspension with MR damper; Dotted: passive suspension.

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Fig. 12

Road inputs with sinusoidal road input

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Fig. 13

(a) The vertical displacement motion of the sprung mass for the sinusoidal road input. Solid: semi-active suspension with MR damper; Dotted: passive suspension. (b) The vertical acceleration of the sprung mass for the sinusoidal road input. Solid: semi-active suspension with MR damper; Dotted: passive suspension.

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Fig. 14

MR damper actuator force in the case of the sinusoidal road input

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Fig. 15

MR damper actuator control voltage in the case of the sinusoidal road input

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