Robust LPV–_∞control for active suspensions with performance adaptation in view of global chassis control

Abstract

This paper presents a new methodology for suspension control in view of global chassis control, developed in particular to guarantee greater driving safety and comfort. The control of the suspension subsystem allows the vehicle road holding (safety) and passenger comfort to be improved, but not at the same time. In order to reach them for every driving situation, an 'adaptive' two-degrees-of-freedom controller for active suspensions is proposed. This control architecture is 'open' and could be linked and aggregated to many other controllers of vehicle dynamics. This control strategy ensures, on the one hand, the robustness in performances with respect to parameter uncertainties and, on the other hand, the trade-off between road holding and comfort. The proposed design is based on the LPV/H ∞ theory. Robust stability and performances are analysed within the μ-analysis framework.

Direct adaptive neural control of a quarter-car active suspension system

“…If the error dynamics of the system is given by: e = Y -Yd (16) where Y is the controlled output and Yd is the desired output of the system, the filtered tracking error is defined as:…”

“…Some of these methods are Backstepping control [8], [9], Hoo control [10], H2-Linear quadratic Gaussian LQGILT R control [6], Sliding mode control [11], [12], Parameter-varying control [13], [14], [15], [16]. Cao et.…”

A new semi-active suspension control strategy through mixed H 2/H ∞ robust technique

“…Mixed LTI H ∞ /H 2 approaches can achieve a good balance between comfort and road holding [8−10]. Recently, linear parameter varying (LPV) approaches can either adapt the performances according to measured signals or improve robustness [11].…”

Survey and performance evaluation on some automotive semi-active suspension control methods: A comparative study on a single-corner model

“…). However, most of the results were obtained for active suspensions, as in Zin et al (2008). When applied to semi-active dampers, the dissipative constraint of the damper is usually handled using a simple projection (i.e.…”