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Research Papers

Zero-Energy Active Suspension System for Automobiles With Adaptive Sky-Hook Damping

[+] Author and Article Information
Kalpesh Singal

Graduate Student
e-mail: ksingal@me.umn.edu

Rajesh Rajamani

Professor
e-mail: rajamani@me.umn.edu Department of Mechanical Engineering,
111 Church St. SE,
University of Minnesota,
Minneapolis, MN 55414

Contributed by the Technical Committee on Vibration and Sound of ASME for publication in the JOURNALOF VIBRATIONAND ACOUSTICS. Manuscript received September 24, 2011; final manuscript received May 20, 2012; published online February 4, 2013. Assoc. Editor: Ranjan Mukherjee.

J. Vib. Acoust 135(1), 011011 (Feb 04, 2013) (9 pages) Paper No: VIB-11-1220; doi: 10.1115/1.4007020 History: Received September 24, 2011; Revised May 20, 2013

Previous research has shown that a semiactive automotive suspension system can provide significant benefits compared to a passive suspension but cannot quite match the performance of a fully active system. The advantage of the semiactive system over an active system is that it consumes almost zero energy by utilizing a variable damper whose damping coefficient is changed in real time, while a fully active suspension consumes significant power for its operation. This paper explores a new zero-energy active suspension system that combines the advantages of semiactive and active suspensions by providing the performance of the active system at zero energy cost. Unlike a semiactive system in which the energy is always dissipated, the proposed system harvests and recycles energy to achieve active operation. An electrical motor-generator is used as the zero-energy actuator and a controller and energy management system are developed. An energy adaptive sky-hook gain is proposed to prevent the system from running out of energy, thereby eliminating the need to switch between passive and active systems. The results show that the system performs at least as well as a passive system for all frequencies, and is equivalent to an active system for a broad range of frequencies including both resonant frequencies.

Copyright © 2013 by ASME
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References

Figures

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Fig. 1

Quarter car suspension model

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Fig. 2

Schematic of actuator and energy harvesting system

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Fig. 3

Circuit diagram of the motor

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Fig. 4

Algorithm for determining the control voltage

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Fig. 5

Acceleration of sprung mass for a road disturbance of 0.75 Hz

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Fig. 6

Acceleration of sprung mass for a road disturbance of 1 Hz

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Fig. 7

Sprung mass acceleration transfer function for road disturbances of different frequencies

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Fig. 8

Acceleration of sprung mass for a road disturbance of 0.3 Hz

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Fig. 9

Energy available in the battery for a road disturbance of 0.3 Hz

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Fig. 10

Energy in battery and acceleration of sprung mass for a road disturbance of 0.3 Hz

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Fig. 11

Magnitude and phase of sprung and unsprung mass velocities

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Fig. 12

Cosine of the phase difference of sprung and unsprung mass oscillations

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Fig. 13

Adaptive sky-hook gain as a function of the available energy

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Fig. 14

Performance of the system for a 0.3 Hz road disturbance for the system with adaptive sky-hook gain

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Fig. 15

Performance of the system for a 1 Hz road disturbance for the system with adaptive sky-hook gain

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Fig. 16

Sprung mass acceleration transfer function for road disturbances of different frequencies and an amplitude of 0.1 m for a system with adaptive sky-hook gain

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Fig. 17

Sprung mass acceleration transfer function for road disturbances of different frequencies and an amplitude of 0.03 m for a system with adaptive sky-hook gain

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Fig. 18

Frequency response of the acceleration of the sprung mass for a broadband road disturbance

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Fig. 19

Time response of the acceleration of the sprung mass for a broadband road disturbance

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