On performance evaluation methods and control strategies for semi-active suspension systems

Savaresi, Sergio M.; Silani, Enrico; Bittanti, Sergio; Porciani, N.

doi:10.1109/cdc.2003.1272955

Cited by 28 publications

(26 citation statements)

References 18 publications

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“…This figure shows the approximate transfer function from the road profile z r (t) to the body accelerationz(t) of the suspension simulated with and without end-stops (for the computation of the approximate transfer function of a suspension system fed by a broadband signal see, e.g. [14,43]). Notice that the impulsive acceleration peaks caused by the limited stroke travel and revealed in Figure 6 In order to better assess the suspension performances, the following indices can be taken into account: Both indices are computed assuming the standard road profilez r (t) as input.…”

Section: Sensitivity To Stiffness In a Variable-damping Semi-active Smentioning

confidence: 99%

“…Starting from the classical variable-damping architecture, the mixed SH-ADD has been applied to the suspension model (1) Figure 4, where the approximate frequency responses from the road profile to the body acceleration are displayed (see, e.g. [42,43] and references therein, for the description of the method used for their computation). Taking into account that available suspension travel is assumed to be unlimited, from inspecting Figure 5, the following conclusion can be drawn:…”

Section: Sensitivity To Stiffness In a Variable-damping Semi-active Smentioning

confidence: 99%

“…The research activity in this field is carried out along two mainstreams: the development of new technologies for semi-active actuation systems [6,[52][53][54], and the development of new control algorithms and control strategies for such systems [19,[43][44][45][55][56][57][58]. This paper belongs to both of these research areas: the application of controllable shock absorbers in the suspension system architecture capable of modulating both the damping and the equivalent stiffness coefficients is presented; based on this kind of system, a new control algorithm is also developed and discussed.…”

Section: Introductionmentioning

confidence: 99%

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Performance analysis of semi-active suspensions with control of variable damping and stiffness

Spelta

Previdi

Savaresi

et al. 2011

Vehicle System Dynamics

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2011) Performance analysis of semi-active suspensions with control of variable damping and stiffness, Vehicle System Dynamics: InternationalThe problem considered in this paper is the study and the control strategy design of semi-active suspensions, featuring the regulation of both damping and stiffness. The first contribution of this paper is the introduction and the analysis of two architectures based on the use of only controllable dampers, which make possible the emulation of an ideal suspension with controllable-damping-and-stiffness. This work presents an evaluation of the performances and drawbacks achieved by such suspension architectures, also in a nonlinear setting (explicitly taking into account the stroke limits of the suspension). This paper then proposes a new comfort-oriented variable-damping-and-stiffness control algorithm, named stroke-speed-threshold-stiffness-control, which overcomes the critical trade-off between the choice of the stiffness coefficient and the end-stop hitting. The use of a variable-dampingand-stiffness suspension, together with this algorithm, provides a significant improvement of the comfort performances, if compared with traditional passive suspensions and with more classical variable-damping semi-active suspensions.

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Section: Sensitivity To Stiffness In a Variable-damping Semi-active Smentioning

confidence: 99%

Section: Sensitivity To Stiffness In a Variable-damping Semi-active Smentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Performance analysis of semi-active suspensions with control of variable damping and stiffness

Spelta

Previdi

Savaresi

et al. 2011

Vehicle System Dynamics

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“…Los experimentos se realizaron para varios pares de amplitud y frecuencia. Las amplitudes corresponden con la frecuencia de acuerdo al espectro de operación de un amortiguador en una suspensión automotriz, Boggs (2009), cada frecuencia duró 5 periodos, Savaresi et al (2003). Al terminar el 5 o periodo, se incrementó la frecuencia y se repitó la secuencia.…”

Section: Caso De Estudiounclassified

Modelado de Amortiguadores guiado por sus Diagramas Característicos

Lozoya-Santos

Hernández-Alcantara

Ramirez‐Mendoza

2015

Revista Iberoamericana de Automática e Informática Industrial R

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ResumenUna metodología para modelar amortiguadores guiada por sus diagramas característicos es presentada y validada. Los diagramas característicos del amortiguador son construidos a partir de datos experimentales generados por pruebas estándar: fuerza versus desplazamiento y velocidad versus aceleración. Estos son explorados en las frecuencias de interés. Los diagramas son clasificados en siete patrones, los cuales sirven de guía para construir el modelo matemático el cual puede identificarse con algoritmos convencionales. La metodología es validada con cuatro amortiguadores comerciales de diferentes tecnologías, obteniendo resultados con errores de estimación menores al 5 %. Copyright c 2015 CEA. Publicado por Elsevier España, S.L. Todos los derechos reservados.Palabras Clave: amortiguador semi-activo, amortiguador pasivo, modelado, metodología, simulación IntroducciónUn modelo matemático dinámico para un amortiguador automotriz debe simular fielmente su comportamiento, destacando las no linealidades (fricción, histéresis, inercia) en un rango de frecuencia menor a 30 Hz (en el dominio automotriz). Lo más importante en un amortiguador de uso automotriz son las características en los diagramas de Fuerza-Velocidad (FV) y Fuerza-Desplazamiento (FD).Existen muchos métodos de modelado. Un método ideal debe ser genérico y que permita ajustar un modelo a partir del análisis gráfico de los diagramas característicos, pues estos contienen la información para el diseño de la suspensión.Un amortiguador Pasivo (P) tiene capacidad de amortiguamiento definida por su diseño mecánico, varia por la amplitud del desplazamiento y la frecuencia de oscilación. Sus diagramas característicos FV y FD son constantes ; puede estar diseñado para confort o agarre de superficie (o un balance de ambas).Los amortiguadores Semi-Activos (SA) definen su capacidad por su diseño mecánico y por una señal externa que hace que varíe una propiedad mecánica del mismo. Cuando no existe esta señal externa, su estado es P. Sus diagramas característicos FV y FD son variables. Tres tecnologías comerciales son las más conocidas: Pasiva (P) , Magneto-Reológica (MR) y Electro-Hidráulica (EH); en la Tabla 1 se comparan estas. * Autor en correspondencia.Correos electrónicos: A00944078@itesm.mx (Jorge de-J. Lozoya-Santos), A00469139@itesm.mx (Diana Hernández-Alcantara), rmm@itesm.mx (Ruben Morales-Menendez), ricardo.ramirez@itesm.mx (Ricardo A. Ramírez-Mendoza)

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“…The semi-active vehicle suspensions (see [6]) are an example of a mechatronic system with a controllable dissipative device. By following the proposed approach, some of the control laws already presented in literature for the semi-active suspensions are derived again and a energetic interpretation is given.…”

Section: Introductionmentioning

confidence: 99%

Control of mechatronic systems by dissipative devices: application to semi-active vehicle suspensions

Morselli

Zanasi

2006

2006 American Control Conference

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A wide variety of mechatronic systems are controlled by operating dissipative components such as variable resistors, variable dampers, clutches, some electro-valves and more. Facing the limitation that the controlled devices can only dissipate power, the issue is to find a proper control law to satisfy the control requirements.The mechatronic systems can usually be divided into two or more subsystems that are connected by a power preserving connections. This paper proposes to choose the control inputs to lead the power towards a certain subsystems in oder to satisfy the requirements by controlling the energy stored or the power dissipated in that subsystem.To this aim, the port Hamiltonian framework is used to model the mechatronic systems. A slight extension of the definition of port Hamiltonian system is proposed to allow the description of a larger set of mechatronic systems and to obtain an explicit representation of the energy flowing to a subsystem.Some of the control laws presented in literature about the control of semi-active suspensions are derived again by following the proposed approach and adding a energetic interpretation.

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On performance evaluation methods and control strategies for semi-active suspension systems

Cited by 28 publications

References 18 publications

Performance analysis of semi-active suspensions with control of variable damping and stiffness

Performance analysis of semi-active suspensions with control of variable damping and stiffness

Modelado de Amortiguadores guiado por sus Diagramas Característicos

Control of mechatronic systems by dissipative devices: application to semi-active vehicle suspensions

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