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Technical Briefs

Influence of Tire Damping on Actively Controlled Quarter-Car Suspensions

[+] Author and Article Information
Hüseyin Akçay1

Department of Electrical and Electronics Engineering, Anadolu University, 26470 Eskişehir, Turkeyhuakcay@anadolu.edu.tr

Semiha Türkay

Department of Electrical and Electronics Engineering, Anadolu University, 26470 Eskişehir, Turkeysemihaturkay@anadolu.edu.tr

1

Corresponding author.

J. Vib. Acoust 133(5), 054501 (Jul 26, 2011) (6 pages) doi:10.1115/1.4003936 History: Received May 05, 2010; Revised December 28, 2010; Published July 26, 2011; Online July 26, 2011

In this note, a comprehensive analysis of tire damping effect on H2-optimal, multi-objective, and robust control of quarter-car suspensions excited by random road disturbances is provided. First, H2-optimal and convex multi-objective control problems are formulated and the latter problem is solved using linear matrix inequalities. Next, the multi-objective control problem is reformulated as a nonconvex and nonsmooth optimization problem with controller order restricted to be less than or equal to the quarter-car model order. For a range of orders, controllers are synthesized by using the HIFOO toolbox. Parametric studies of this note show that the effect of tire damping on the closed-loop performance of actively controlled suspension systems can be significant. Lastly, a robust controller with guaranteed performance over all polytopic suspension models with tire damping coefficient confined to a prescribed interval is synthesized.

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Copyright © 2011 by American Society of Mechanical Engineers
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References

Figures

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Figure 2

The optimized performance index equation 4 scaled by the open-loop performance index as a function of the tire damping coefficient for the weight Λ=diag(1,10,100) using the suspension stroke measurements only

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Figure 3

The rms values of zk, k=1,2,3 and the tire deflection rms gain of the vehicle subjected to white-noise velocity input as a function of ct: (–) the passive suspension and (-.) the LMI design with λ=0.1 and μ=1 using the sprung mass acceleration and the suspension stroke measurements

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Figure 4

The rms responses of the quarter-car model excited by a white-noise velocity input as a function of ct: (○) the passive suspension and (∗) the HIFOO design with nK=1 using the suspension stroke measurements only

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Figure 1

The quarter-car model of the vehicle

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