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Research Papers

Road-Holding-Oriented Control and Analysis of Semi-Active Suspension Systems

[+] Author and Article Information
Zhengkai Li, Huijun Gao

Research Institute of Intelligent
Control and Systems,
Harbin Institute of Technology,
Harbin 150001, China

Weichao Sun

Research Institute of Intelligent
Control and Systems,
Harbin Institute of Technology,
Harbin 150001, China
e-mail: w.sun@hit.edu.cn

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT,AND CONTROL. Manuscript received December 6, 2018; final manuscript received May 7, 2019; published online June 13, 2019. Assoc. Editor: Yahui Liu.

J. Dyn. Sys., Meas., Control 141(10), 101010 (Jun 13, 2019) (8 pages) Paper No: DS-18-1546; doi: 10.1115/1.4043764 History: Received December 06, 2018; Revised May 07, 2019

The most important function of a vehicle suspension system is keeping the tires on the road surface, imposing requirements on the road-holding performance. As is well known, a semi-active suspension can improve road-holding performance, but little effort has been made to build road-holding-oriented semi-active suspension controllers (RHSAC). This study improved four model reference controllers (MRCs) as RHSAC, including the road-Hook (RH), inverse ground-Hook (IGH), sky-Hook (SH), and ground-Hook (GH). These MRCs have optimal performances in different frequency ranges, and their working principle is analyzed from an energy perspective. To combine the advantages of different MRCs, a mixed control strategy is proposed to enhance the road-holding performance of the MRCs. By mixing SH and RH, the mixed SH–RH performs almost as well as a finely tuned model predictive controller, which outperforms any single MRCs. Based on CarSim-matlab cosimulations, the effectiveness of the mixed RHSAC controller is verified by various real road tests.

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Figures

Grahic Jump Location
Fig. 1

A quarter car semi-active suspension model

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Fig. 2

Passive suspension's frequency response

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Fig. 3

SH's nonlinear frequency response

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Fig. 4

GH's nonlinear frequency response

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Fig. 5

IGH's nonlinear frequency response

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Fig. 6

RH's nonlinear frequency response

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Fig. 7

Mixed controller's nonlinear frequency response

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Fig. 8

MPC's nonlinear frequency response

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Fig. 9

Road class A model

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Fig. 10

Tunable parameters comparison

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Fig. 11

Time-domain response of normal load

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Fig. 12

The FFT of the normal load

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Fig. 14

Minimal DLC evaluation

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Fig. 15

Ride comfort evaluation

Tables

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