Groundhook Control of Semi-Active Suspension For Heavy Vehicle
Groundhook Control of Semi-Active Suspension For Heavy Vehicle
Groundhook Control of Semi-Active Suspension For Heavy Vehicle
146
International Journal of Reasearch in Engineering and Technology 1 (3), 146-152
where K Tij is the tire stiffness and Z Rij is the road profile
acting as the disturbance. The pitch effect of the vehicle is
given by:
coefficient. Acceleration at unsprung mass is given by: The groundhook control is given by:
147
International Journal of Reasearch in Engineering and Technology 1 (3), 146-152
148
International Journal of Reasearch in Engineering and Technology 1 (3), 146-152
Vehicle movement
Zb 1
Body Displacement
heavy vehicle model was performed using Simulink. A ride Zrfl Zrfl
Pitch Angle 4
test was conducted for both simulations. The road profile as Zrfr Zrfr Fzrl
Suspension Forces Pitch Angle
Zrrl Zrrl Pitch Rate 6
disturbance was applied on the left tires followed by the right Zrrr Zrrr Fzrr Pitch (teta )
Pitch Rate
tires for both simulations. The height and length of the bumps Road profile unsprung
are 0.1 m (incremental elevation) and 5 m (station) Roll Angle (phi) 5
respectively for both sides, as shown in Fig. 9. Suspension Forces
Roll Rate (phi dot)
Roll Angle
7
Roll Rate
Roll (phi )
The output variables namely roll, pitch, body heave and tire
forces are recorded and compared with semi-active simulation
results. All parameters of the vehicle are assumed constant
throughout simulation.
80000
60000
Zb 1
Body Displacement
40000
20000
Body Velocity
Zb dot dot 3
teta (pitch) Fsf r Body Acceleration
Sprung Mass (Ms)
phi (roll)
Fsrl
Sus Forces
Pitch Angle 4 0
Pitch Angle
4 Zrrr
Fzrl 10
Fzrl Roll (phi)
Roll Rate
-60000 Passive
Zrrr Fzrr 11
5 Fsa
VusFL
Fzrr
12
-80000 Time (s)
Fsa
Vus FL
6 Fsa1
Fsa1
VusFR 13
Vus FR Fig. 14 Tire force
7 Fsa2 VusRL 14
Fsa2 Vus RL
8
Fsa3
Fsa3
VusRR 15
Vus RR Figs. 15 and 16 show the body vertical displacement and
unsprung
Vu Out1
if { }
If Action
Subsystem3
F
Merge 1
0 In1 Out1
else { } Fsa
Merge1
1 Vs-Vu
V1
if (u1 > 0)
2 u1
V2 -Vu else
-1
If1
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International Journal of Reasearch in Engineering and Technology 1 (3), 146-152
active suspension of roll angle and roll rate respectively. Both semi-
active suspension results show an improvement compared to passive
suspension. Similar as before, the semi-active suspension control the
velocity between the sprung mass and unsprung mass. Roll angle of
the semi-active suspension improve about 4 percent and roll rate
improved higher than roll angle that is about 13.6 percent. This
happen by controlling the velocity of the vehicle movement.
TABLE 1
RMS VALUE OF PASSIVE AND SEMI ACTIVE SUSPENSION SYSTEM
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International Journal of Reasearch in Engineering and Technology 1 (3), 146-152
The results indicate that semi-active suspension can reduce Intelligence (ICI), 2011 First International Conference, pp.106-111,
Bandung, Indonesia, 12-14 Dec. 2011.
road damage by reducing the vehicle tire forces and also [16] R. Darus, Y.M. Sam, "Modeling and Control of Active Suspension
improved ride comfort. System for A Full Car Model," Signal Processing & Its Applications,
2009. CSPA 2009. 5th International Colloquium, pp.13-18, Kuala
Lumpur, Malaysia, 6-8 March 2009.
ACKNOWLEDGMENT
[17] T.D. Gillespie, “Active Suspension,” In: Fundamental of Vehicle
The authors wish to thank the Ministry of Higher Education Dynamics, Warrendale, PA: Society of Automotive Engineers Inc.,
(MOHE) and the Universiti Teknologi Malaysia (UTM) for 1993, pp. 269-271.
providing the research facilities and support especially all [18] E. Guglielmino, T. Sireteanu, C.W. Stammers, G. Ghita, M. Giuclea,
"Dampers and Vehicle Modelling," Semi-active Suspension Control:
staff’s of Faculty of Mechanical Engineering, Universiti Improved Vehicle Ride and Road Friendliness, London: Springer, 2008,
Teknologi Malaysia. This research is supported using a pp. 27-36.
research grant, Vote No.78608. [19] F.F. Ling, “Design and Analysis of Passive Automotive Suspension," In:
R. Rajamani, Vehicle Dynamics and Control, London: Springer, 2006,
pp. 287-323.
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