Research Papers

Comprehensive Analysis for Influence of Controllable Damper Time Delay on Semi-Active Suspension Control Strategies

[+] Author and Article Information
Yechen Qin

School of Mechanical Engineering,
Beijing Institute of Technology,
Beijing 100081, China
e-mail: qinyechenbit@gmail.com

Feng Zhao

Beijing Institute of Aerospace Control Devices,
Beijing 100854, China
e-mail: zhaofengbit@gmail.com

Zhenfeng Wang

School of Mechanical Engineering,
Beijing Institute of Technology,
Beijing 100081, China
e-mail: wangzhenfeng44827@163.com

Liang Gu

School of Mechanical Engineering,
Beijing Institute of Technology,
Beijing 100081, China
e-mail: guliangbit@gmail.com

Mingming Dong

School of Mechanical Engineering,
Beijing Institute of Technology,
Beijing 100081, China
e-mail: vdmm@bit.edu.cn

1Corresponding author.

Contributed by the Technical Committee on Vibration and Sound of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received May 3, 2016; final manuscript received December 15, 2016; published online March 27, 2017. Assoc. Editor: Patrick S. Keogh.

J. Vib. Acoust 139(3), 031006 (Mar 27, 2017) (12 pages) Paper No: VIB-16-1244; doi: 10.1115/1.4035700 History: Received May 03, 2016; Revised December 15, 2016

This paper presents a comprehensive comparison and analysis for the effect of time delay on the five most representative semi-active suspension control strategies, and refers to four unsolved problems related to semi-active suspension performance and delay mechanism that existed. Dynamic characteristics of a commercially available continuous damping control (CDC) damper were first studied, and a material test system (MTS) load frame was used to depict the velocity-force map for a CDC damper. Both inverse and boundary models were developed to determine dynamic characteristics of the damper. In addition, in order for an improper damper delay of the form t+τ to be corrected, a delay mechanism of controllable damper was discussed in detail. Numerical simulation for five control strategies, i.e., modified skyhook control SC, hybrid control (HC), COC, model reference sliding mode control (MRSMC), and integrated error neuro control (IENC), with three different time delays: 5 ms, 10 ms, and 15 ms was performed. Simulation results displayed that by changing control weights/variables, performance of all five control strategies varied from being ride comfort oriented to being road handling oriented. Furthermore, increase in delay time resulted in deterioration of both ride comfort and road handling. Specifically, ride comfort was affected more than road handling. The answers to all four questions were finally provided according to simulation results.

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Grahic Jump Location
Fig. 1

Model of quarter vehicle

Grahic Jump Location
Fig. 2

CDC damper made by ZF SACHS: (a) photograph of the strut and (b) damper mounted in MTS load frame

Grahic Jump Location
Fig. 3

CDC damper model: (a) velocity-force map and (b) piecewise fitted boundary model

Grahic Jump Location
Fig. 4

Delays of CDC damper: (a) response time at various directions and velocities and (b) delay mechanism

Grahic Jump Location
Fig. 5

Control scheme of MRSMC

Grahic Jump Location
Fig. 6

Control scheme of IENC

Grahic Jump Location
Fig. 7

Control structure for CDC semi-active suspension system

Grahic Jump Location
Fig. 8

Comparison of various control strategies: (a) delay time: 0 ms, (b) delay time: 5 ms, (c) delay time: 10 ms, and (d) delay time: 15 ms

Grahic Jump Location
Fig. 9

Time delay effects on the HC: (a) PSD of sprung mass acceleration and (b) PSD of tire dynamic force



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