Ride Behaviour of a Four-wheel Vehicle using H Infinity Semi-active Suspension Control under Deterministic and Random Inputs

Sharma, Rakesh Chandmal; Palli, Srihari; Sharma, Neeraj; Sharma, Satish C.

doi:10.4273/ijvss.13.2.18

Cited by 29 publications

(6 citation statements)

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“…The state-space formulation (9), which was presented in the previous section, is used in this control synthesis. Next, it is necessary to define the performance specifications in order to achieve the desired trade-off between ride comfort, stability, and road holding.…”

Section: Lpv Control Synthesismentioning

confidence: 99%

“…The H in f control technique has been used in a number of papers. This control technique ensures excellent road holding, vehicle stability, and ride comfort [9,10], but dynamic control reconfiguration is not achievable according to the constant weighting of the performances. Due to varying road conditions and imperfections, control reconfiguration is essential in suspension control.…”

Section: Introductionmentioning

confidence: 99%

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An LPV-Based Online Reconfigurable Adaptive Semi-Active Suspension Control with MR Damper

et al. 2022

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This study introduces an online reconfigurable road-adaptive semi-active suspension controller that reaches the performance objectives with satisfying the dissipativity constraint. The concept of the model is based on a nonlinear static model of the semi-active Magnetorheological (MR) damper with considering the bi-viscous and hysteretic behaviors of the damper. The input saturation problem has been solved by using the proposed method in the literature that allows the integration of the saturation actuator in the initial system to create a Linear Parameter Varying (LPV) system. The control input meets the saturation constraint; therewith, the dissipativity constraint is fulfilled. The online reconfiguration and adaptivity problem is solved by using an external scheduling variable that allows the trade-off between driving comfort and road holding/stability. The control design is based on the LPV framework. The proposed adaptive semi-active suspension controller is compared to passive suspension and Bingham model with Simulink simulation, and then the adaptivity of the controller is validated with the TruckSim environment. The results show that the proposed LPV controller has better performance results than the controlled Bingham and passive semi-active suspension model.

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Section: Lpv Control Synthesismentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

An LPV-Based Online Reconfigurable Adaptive Semi-Active Suspension Control with MR Damper

et al. 2022

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“…Lateral and vertical responses of the bogie or truck model 7,8 were plotted against time. The lateral displacement of the first axle of the five DOF bogie model 7 was plotted against time at a speed of 66.22 m/s, considering a defect amplitude varying from 1.9 mm to 2.1 mm wavelength of 18 m. Researchers [9][10][11][12][13] obtained time history response in terms of displacement, acceleration, velocity and contact forces at the wheel-rail interaction for rail vehicles under the influence of wheel flats. For the 10 DOF vehicle-track coupled model 14 axle acceleration and the variations in wheel-rail contact force 7,15 were plotted against time, whereas the transient response was obtained for the five DOF vehicle-track model 16 in terms of displacement, velocity, acceleration and wheel-rail contact forces considered a single irregularity either due to bad welded joint or settlement of ballast.…”

Section: Introductionmentioning

confidence: 99%

Simulation of transient dynamic response of a locomotive considering its flexibility and rigidity

Sharma,

Palli,

Dharmana

et al. 2023

Noise & Vibration Worldwide

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Time-domain or transient dynamic response method is the most traditional method used to evaluate the dynamic response of a vibratory system subjected to deterministic inputs. The inertia or damping effects are very crucial in the time scale of loading. The present work determines the time domain analysis of railway locomotive using finite element analysis for Indian tracks. The track inputs are modelled as an ellipsoidal bump, and variations in displacement at different key locations of the truck and carbody models are plotted subjected to standard loading conditions. The response plot of the front and rear locations of the locomotive truck and carbody indicate that these regions are more responsive to wheel inputs in comparison to the mid portion due to unbalanced mass distribution. In the further study vertical-lateral random inputs are measured through track recording car and modelled to express in the form of PSD. These random inputs are provided to finite element modelled flexible bogie frame, and acceleration response is determined. The results obtained are compared with the same obtained from rigid bogie frame formulated using an analytical model. The results obtained from the flexible and rigid body models are found to be in good agreement.

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“…Recent studies suggest that optimization design based on being lightweight may decrease cost, reduce the force between wheel and rail to protect them, achieve energy savings, and reduce emissions [3][4][5][6][7][8][9][10]. The stochastic vibration is obtained at the structure because the CB is adversely affected by track irregularities and wind pressure while the vehicle is moving.…”

Section: Introductionmentioning

confidence: 99%

Numerical and Experimental Analysis of DVA on the Flexible-Rigid Rail Vehicle Carbody Resonant Vibration

Sharma

Lee

et al. 2022

Sensors

Self Cite

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This paper examines the influence of the equipment considered as a DVA (Dynamic Vibration Absorber) upon the mode of vertical vibrations of the car body in high-speed vehicles. The car body is represented as an Euler-Bernoulli beam to minimize flexible vibration. The DVA approach is used to find the appropriate suspension frequencies for various types of equipment. A vertical mathematical model with a flexible car body and equipment is developed to investigate the effect of equipment mass, suspension stiffness, damping, and mounting location on car-body flexible vibrations. A three-dimensional, rigid-flexible coupled vehicle system dynamics model is developed to simulate the car body and equipment’s response to track irregularities. The experimental result was considered to verify the theoretical analysis and dynamic simulation. The mathematical analysis demonstrates that the DVA theory can be used to design the suspension parameters of the equipment and that it is suitable and effective in reducing the flexible vibration of the car body in which the vertical bending mode is greatly affected. Heavy equipment should be mounted as close to the car body’s center as possible to achieve significant flexible vibration reduction, whereas light equipment contributes very little flexible vibration reduction.

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Ride Behaviour of a Four-wheel Vehicle using H Infinity Semi-active Suspension Control under Deterministic and Random Inputs

Cited by 29 publications

References 0 publications

An LPV-Based Online Reconfigurable Adaptive Semi-Active Suspension Control with MR Damper

An LPV-Based Online Reconfigurable Adaptive Semi-Active Suspension Control with MR Damper

Simulation of transient dynamic response of a locomotive considering its flexibility and rigidity

Numerical and Experimental Analysis of DVA on the Flexible-Rigid Rail Vehicle Carbody Resonant Vibration

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