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Research Papers

Mixed Skyhook and Power-Driven-Damper: A New Low-Jerk Semi-Active Suspension Control Based on Power Flow Analysis

[+] Author and Article Information
Yilun Liu

Department of Mechanical Engineering,
Virginia Tech,
Blacksburg, VA 24061

Lei Zuo

Department of Mechanical Engineering,
Virginia Tech,
Blacksburg, VA 24061
e-mail: leizuo@vt.edu

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received November 8, 2015; final manuscript received February 26, 2016; published online May 25, 2016. Assoc. Editor: Zongxuan Sun.

J. Dyn. Sys., Meas., Control 138(8), 081009 (May 25, 2016) (10 pages) Paper No: DS-15-1559; doi: 10.1115/1.4033073 History: Received November 08, 2015; Revised February 26, 2016

In practice, semi-active suspensions provide better tradeoffs between performances and costs than passive or active damping. Many different semi-active control algorithms have been developed, including skyhook (SH), acceleration-driven-damper (ADD), power-driven-damper (PDD), mixed SH and ADD (SH-ADD), and others. Among them, it has been shown that the SH-ADD is quasi-optimal in reducing the sprung mass vibration. In this paper, we analyze the abilities of vehicular suspension components, the shock absorber and the spring, from the perspective of energy transfer between the sprung mass and the unsprung mass, and propose a new sprung mass control algorithm named mixed SH and PDD (SH-PDD). The proposed algorithm defines a switching law that is capable of mixing SH and PDD, and simultaneously carries their advantages to achieve a better suspension performance. As a result, the proposed SH-PDD is effective in reducing the sprung mass vibration across the whole frequency spectrum, similar to SH-ADD and much better than SH, PDD, and ADD, while eliminating the control chattering and high-jerk behaviors as occurred in SH-ADD. The superior characteristics of the SH-PDD are verified in numerical analysis as well as experiments. In addition, the proposed switching law is extended to mix other semi-active control algorithms such as the mixed hard damping and soft damping, and the mixed SH and clipped-optimal linear quadratic regulator (LQR).

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References

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Figures

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Fig. 1

2DOF quarter car model with a semi-active damper

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Fig. 2

The nonlinear frequency response from the road disturbance zr to the sprung mass acceleration z¨s of the existing control algorithms

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Fig. 5

The nonlinear frequency responses of the SH-ADD and the SH-PDD control algorithm from the road disturbance zr (a) to the sprung mass acceleration z¨s and (b) to the tire deflection zu−zr

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Fig. 3

The nonlinear frequency response, from the road disturbance zr to the sprung mass acceleration z¨s, of the SH-PDD control algorithm

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Fig. 6

Initial condition excitation (a) I.C. z˙s=−1 m/s, zs=0.15 m and (b) I.C. z˙u=−1 m/s, zu=0.02 m

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Fig. 7

The response of single frequency excitation at 5.5 Hz (a) sprung mass acceleration and (b) sprung mass jerk

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Fig. 4

The frequency response of the magnitude  |z˙s||z˙u|

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Fig. 8

Speed bump dimensions

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Fig. 10

(a) Overall experimental setup and (b) 10:1 scaled-down reverse quarter car model

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Fig. 11

Experimental nonlinear frequency response of the normalized sprung mass acceleration z˙s of the proposed SH-PDD and the existing SH and PDD

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Fig. 12

Experimental nonlinear frequency response of the proposed SH-PDD and the existing SH-ADD

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Fig. 9

Speed bump response: (a) sprung mass acceleration and (b) sprung mass jerk

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Fig. 13

Experimental response of the single frequency excitation at 5.5 Hz (a) sprung mass acceleration and (b) sprung mass jerk

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Fig. 14

The nonlinear frequency response of the cmax−cmin from the road disturbance zr to the sprung mass acceleration z¨s

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Fig. 15

The nonlinear frequency response of the SH−LQclip from the road disturbance zr to the sprung mass acceleration z¨s

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