Roll and pitch independently tuned interconnected suspension: modelling and dynamic analysis

In this paper, a roll and pitch independently tuned hydraulically interconnected passive suspension is presented. Due to decoupling of vibration modes and the improved lateral and longitudinal stability, the stiffness of individual suspension spring can be reduced for improving ride comfort and road grip. A generalised 14 degree-of-freedom nonlinear vehicle model with anti-roll bars is established to investigate the vehicle ride and handling dynamic responses. The nonlinear fluidic model of the hydraulically interconnected suspension is developed and integrated with the full vehicle model to investigate the anti-roll and anti-pitch characteristics. Time domain analysis of the vehicle model with the proposed suspension is conducted under different road excitations and steering/braking manoeuvres. The dynamic responses are compared with conventional suspensions to demonstrate the potential of enhanced ride and handling performance. The results illustrate the model-decoupling property of the hydraulically interconnected system. The anti-roll and anti-pitch performance could be tuned independently by the interconnected systems. With the improved anti-roll and anti-pitch characteristics, the bounce stiffness and ride damping can be optimised for better ride comfort and tyre grip.     

Heavy vehicle pitch dynamics and suspension tuning. Part I: unconnected suspension

The influence of suspension tuning of passenger cars on bounce and pitch ride performance has been explored in a number of studies, while only minimal efforts have been made for establishing similar rules for heavy vehicles. This study aims to explore pitch dynamics and suspension tunings of a two-axle heavy vehicle with unconnected suspension, which could also provide valuable information for heavy vehicles with coupled suspensions. Based on a generalised pitch-plane model of a two-axle heavy vehicle integrating either unconnected or coupled suspension, three dimensionless measures of suspension properties are defined and analysed—namely the pitch margin (PM), pitch stiffness ratio (PSR), and coupled pitch stiffness ratio (CPSR)—for different unconnected suspension tunings and load conditions. Dynamic responses of the vehicle with three different load conditions and five different tunings of the unconnected suspension are obtained under excitations arising from three different random road roughness conditions and a wide range of driving speeds, and braking manoeuvres. The responses are evaluated in terms of performance measures related to vertical and pitch ride, dynamic tyre load, suspension travel, and pitch-attitude control characteristics of the vehicle. Fundamental relationships between the vehicle responses and the proposed suspension measures (PM, PSR, and CPSR) are established, based on which some basic suspension tuning rules for heavy vehicles with unconnected suspensions are also proposed.     

An Experimental Study of a Prototype Active Anti-Roll Suspension System

Active roll control is known to offer substantial improvements in ride and handling performance over the most sophisticated passive suspension systems. However although many different active suspension systems have been discussed and analysed through simulation little information regarding experimental performance data from a prototype active roll control system has been published. This study focuses on the design, development, commissioning and experimental evaluation of a roll control suspension based on active anti-roll bar actuation. In tests, the prototype vehicle demonstrated excellent steady state and dynamic roll cancellation within the lateral acceleration range of 0.5g. Subjective assessments of the system confirmed the benefits of a level ride together with the added benefit accrued from the elimination of roll dynamics.     

Roll- and pitch-plane coupled hydro-pneumatic suspension

Passive fluidically coupled suspensions have been considered to offer a promising alternative solution to the challenging design of a vehicle suspension system. A theoretical foundation, however, has not been established for fluidically coupled suspension to facilitate its broad applications to various vehicles. The first part of this study investigates the fundamental issues related to feasibility and properties of the passive, full-vehicle interconnected, hydro-pneumatic suspension configurations using both analytical and simulation techniques. Layouts of various interconnected suspension configurations are illustrated based on two novel hydro-pneumatic suspension strut designs, both of which provide a compact design with a considerably large effective working area. A simplified measure, vehicle property index, is proposed to permit a preliminary evaluation of different interconnected suspension configurations using qualitative scaling of the bounce-, roll-, pitch- and warp-mode stiffness properties. Analytical formulations for the properties of unconnected and three selected X-coupled suspension configurations are derived, and simulation results are obtained to illustrate their relative stiffness and damping properties in the bounce, roll, pitch and warp modes. The superior design flexibility feature of the interconnected hydro-pneumatic suspension is also discussed through sensitivity analysis of a design parameter, namely the annular piston area of the strut. The results demonstrate that a full-vehicle interconnected hydro-pneumatic suspension could provide enhanced roll- and pitch-mode stiffness and damping, while retaining the soft bounce- and warp-mode properties. Such an interconnected suspension thus offers considerable potential in realising enhanced decoupling among the different suspension modes.     

工程车辆非线性橡胶悬架动力学建模与优化

以AD250铰接式自卸车的非线性变刚度橡胶悬架为研究对象,应用模态综合法和多柔体系统动力学理论,并通过整车试验建立了整车刚柔耦合动力学模型。以行驶平顺性和操纵稳定性为优化目标,采用序列二次规划法,对不同载荷、不同等级路面和不同车速下的悬架特性参数进行优化,得到了不同工况下的最优悬架特性参数。通过最小二乘法拟合得到了橡胶悬架刚度参数的理想非线性特性曲线。仿真结果表明,优化后的橡胶悬架系统能使车辆保持良好的行驶平顺性。     

橡胶元件在汽车悬架中的应用分析

介绍了橡胶元件在汽车悬架中的应用现状,分析了橡胶衬套力学特性的理论研究方法和试验技术,并对某汽车悬架橡胶衬套进行了有限元分析和试验验证。阐述了橡胶衬套对汽车平顺性、操纵稳定性及高频NVH特性的影响,并通过实例讨论了橡胶衬套对悬架运动学性能的作用和衬套刚度优化方法。指出,需进一步研究橡胶元件对汽车高频动态性能的影响。     

基于近似模型的车辆操纵稳定性及平顺性的优化研究

简述了基于近似模型的车辆操纵稳定性及平顺性的优化设计方法.利用多体动力学软件ADAMS/Car建立了某轿车整车多体动力学模型,并确定了车辆操纵稳定性及平顺性的评价目标.以悬架弹簧刚度、减振器阻尼特性和横向稳定杆刚度为设计变量,利用近似优化数学模型对该轿车进行了操纵稳定性和行驶平顺性的多目标优化计算.结果表明,近似模型技术对于汽车性能的平衡优化是一种十分有效的方法.     

A Two DOF Model for Jerk Optimal Vehicle Suspensions

Researchers have proposed various active suspension concepts to optimize the tradeoff between ride and handling in passenger vehicles. A few investigators suggested inclusion of the passenger jerk, the derivative of the passenger acceleration, as a measure of ride quality in the performance index. Minimization of a performance index then optimizes both the acceleration and jerk as well as other outputs representing handling quality and design constraints. This approach is called jerk optimal control.

This paper compares two different vehicle models of increasing complexity (the one and two DOF quarter car) using jerk optimal control. Different aspects of suspension performance are investigated, including the structure of the system transfer functions, the structure of the force control laws, and the tradeoffs between the various root mean square (rms) outputs defining system ride and handling performance. Tables compare the numerical results of the two models, allowing predictions of actual vehicle performance.

The results of the two models show the same basic trend for the tradeoff between ride and handling quality: at a constant level of rms passenger acceleration the rms passenger jerk can be reduced significantly, but only at a cost of increased rms tire deflections. In physical terms, a softer ride results in degraded handling performance. For a chosen level of ride improvement, the more realistic two DOF quarter car model predicts more severe degradation of handling. The latter nevertheless predicts a substantial increase in vehicle ride quality is possible through a 55% reduction in jerk. It is expected that actual suspensions could also produce significant increases in ride quality through jerk reduction. Jerk optimal suspensions could find use both in higher end passenger vehicles and in transports for vibration sensitive cargo.     

四级阻尼可调式液压互联悬架系统性能研究

提出了一种新型四级阻尼可调式液压互联悬架 （FDAHIS） 系统。FDAHIS系统在被动液压互联悬架系统的阻尼阀上并联了两个常通孔面积不同的电磁开关阀,通过反馈控制策略控制电磁阀开闭状态,调节系统液压流量,从而实现阻尼四级可调。为了研究该系统性能,建立FDAHIS系统模型和七自由度整车模型。通过系统单元台架试验对该模型进行了验证。整车仿真结果表明,与被动的液压互联悬架 （HIS） 系统相比,FDAHIS系统在车辆行驶平顺性和抗俯仰性能方面表现更佳。     

A Pitch-Plane Model of a Vehicle with Controlled Suspension

A vehicle model incorporating front and rear wheel suspensions and seat suspension is presented. The suspension control includes algorithms to provide both dynamic and steady state (levelling) control. Vehicle response to (a) vertical inputs due to ground disturbances at the wheels and (b) longitudinal inputs due to the inertial forces during braking and accelerating, are investigated. It is shown that the static (self-levelling) control causes a slight deterioration in dynamic performance. The active ride control produces improvements of ride comfort under dynamic conditions compared to an equivalent passively suspended vehicle. In steady state the proposed control eliminates the error heave of the body caused by tilting of the vehicle with active suspension.     

Optimal Linear Active Suspensions with Multivariable Integral Control

In this paper, an optimal suspension system is derived for a quarter-car model using multivariable integral control. The suspension system features two parts. The first part is an integral control acting on suspension deflection to ensure zero steady-sate offset due to body and maneuvering forces as well as road inputs. The second is a proportional control operating on the vehicle system states for vibration control and performance improvement. The optimal ride performance of the active suspensions based on linear full-state feedback control laws with and without integral control together with the performance of passive suspensions are compared.     

Analysis and optimization of air suspension system with independent height and stiffness tuning

Suspensions play a crucial role in vehicle comfort and handling. Different types of suspensions have been proposed to address essential comfort and handling requirements of vehicles. The conventional air suspension systems use a single flexible rubber airbag to transfer the chassis load to the wheels. In this type of air suspensions, the chassis height can be controlled by further inflating the airbag; however, the suspension stiffness is not controllable, and it depends on the airbag volume and chassis load. A recent development in a new air suspension includes two air chambers (rubber airbags), allowing independent ride height and stiffness tuning. In this air suspension system, stiffness and ride height of the vehicle can be simultaneously altered for different driving conditions by controlling the air pressure in the two air chambers. This allows the vehicle’s natural frequency and height to be adjusted according to the load and road conditions. This article discusses optimization of an air suspension design with ride height and stiffness tuning. An analytical formulation is developed to yield the optimum design of the new air suspension system. Experimental results verify the mathematical modeling and show the advantages of the new air suspension system.     

Magneto-rheological suspensions for improving ground vehicle’s ride comfort,stability, and handling

ABSTRACT

A state-of-the-art discussion on the applications of magneto-rheological (MR) suspensions for improving ride comfort, handling, and stability in ground vehicles is discussed for both road and rail applications. A historical perspective on the discovery and engineering development of MR fluids is presented, followed by some of the common methods for modelling their non-Newtonian behaviour. The common modes of the MR fluids are discussed, along with the application of the fluid in valve mode for ground vehicles’ dampers (or shock absorbers). The applications span across nearly all road vehicles, including automobiles, trains, semi-trucks, motorcycles, and even bicycles. For each type of vehicle, the results of some of the past studies is presented briefly, with reference to the originating study. It is discussed that Past experimental and modelling studies have indicated that MR suspensions provide clear advantages for ground vehicles that far surpasses the performance of passive suspension. For rail vehicles, the primary advantage is in terms of increasing the speed at which the onset of hunting occurs, whereas for road vehicles – mainly automobiles – the performance improvements are in terms of a better balance between vehicle ride, handling, and stability. To further elaborate on this point, a single-suspension model is used to develop an index-based approach for studying the compromise that is offered by vehicle suspensions, using the H₂ optimisation approach. Evaluating three indices based on the sprung-mass acceleration, suspension rattlespace, and tyre deflection, it is clearly demonstrated that MR suspensions significantly improve road vehicle’s ride comfort, stability, and handling in comparison with passive suspensions. For rail vehicles, the simulation results indicate that using MR suspensions with an on-off switching control can increase the speed at which the on-set of hunting occurs by as much as 50% to more than 300%.     

DISCUSSION NOTE on Karnopp's article “Active Damping in Road Vehicle Suspension Systems”

SUMMARY

In this paper, an optimal suspension system is derived for a quarter-car model using multivariable integral control. The suspension system features two parts. The first part is an integral control acting on suspension deflection to ensure zero steady-sate offset due to body and maneuvering forces as well as road inputs. The second is a proportional control operating on the vehicle system states for vibration control and performance improvement. The optimal ride performance of the active suspensions based on linear full-state feedback control laws with and without integral control together with the performance of passive suspensions are compared.     

兼具馈能与主动抗侧倾功能的电控液压悬架系统设计与研究

为解决特种车辆或载重车辆在极端工况下易侧翻的问题,提出了一种兼具馈能与主动抗侧倾功能的电控液压悬架系统。对该悬架系统的主动抗侧倾模式和馈能模式进行了功能原理设计与分析;针对主动抗侧倾模式与馈能模式,构建了电液悬架系统仿真模型;设计了电液悬架系统主动抗侧倾模糊PID控制策略和侧倾力矩分配方案,以及执行机构逻辑门限值控制策略,并基于Matlab/Simulink、TruckSim和AMESim仿真软件,搭建了电液悬架系统主动抗侧倾控制策略联合仿真平台;对装配有电液悬架系统的车辆模型在极限工况下的抗侧倾性能进行仿真分析,并对车辆在随机路面激励输入下的馈能特性进行仿真分析。结果表明,装配该电液悬架的特种车辆具备较强的防侧翻能力,并具有较好的悬架运动能量回收潜力。     

Achieving anti-roll bar effect through air management in commercial vehicle pneumatic suspensions

ABSTRACT

This paper introduces the concept of managing air in commercial vehicle suspensions for reducing body roll. A conventional pneumatic suspension is re-designed to include higher-flow air hoses and dual levelling valves for improving the dynamic response of the suspension to the body roll, which commonly happens at relatively low frequencies. The improved air management allows air to get from the air tank to the airsprings quicker, and also changes the side-to-side suspension air pressure such that the suspension forces can more readily level the vehicle body, much in the same manner as an anti-roll bar (ARB). The results of a multi-domain simulation study in AMESim and TruckSim indicate that the proposed suspension configuration is capable of providing balanced airflow to the truck’s drive-axle suspensions, resulting in balanced suspension forces in response to single lane change and steady-state cornering steering maneuvers. The simulation results further indicate that a truck equipped with the reconfigured suspension experiences a uniform dynamic load sharing, smoother body motion (less roll angle), and improved handling and stability during steering maneuvers commonly occurring in commercial trucks during their intended use.     

Robust design optimization of suspension system by using target cascading method

This study presents the robust design optimization process of suspension system for improving vehicle dynamic performance (ride comfort, handling stability). The proposed design method is so called target cascading method where the design target of the system is cascaded from a vehicle level to a suspension system level. To formalize the proposed method in the view of design process, the design problem structure of suspension system is defined as a (hierarchical) multilevel design optimization, and the design problem for each level is solved using the robust design optimization technique based on a meta-model. Then, In order to verify the proposed design concept, it designed suspension system. For the vehicle level, 44 random variables with 3% of coefficient of variance (COV) were selected and the proposed design process solved the problem by using only 88 exact analyses that included 49 analyses for the initial meta-model and 39 analyses for SAO. For the suspension level, 54 random variables with 10% of COV were selected and the optimal designs solved the problem by using only 168 exact analyses for the front suspension system. Furthermore, 73 random variables with 10% of COV were selected and optimal designs solved the problem by using only 252 exact analyses for the rear suspension system. In order to compare the vehicle dynamic performance between the optimal design model and the initial design model, the ride comfort and the handling stability was analyzed and found to be improved by 16% and by 37%, respectively. This result proves that the suggested design method of suspension system is effective and systematic.     

A semi-active suspension control algorithm for vehicle comprehensive vertical dynamics performance

Comprehensive performance of the vehicle, including ride qualities and road-holding, is essentially of great value in practice. Many up-to-date semi-active control algorithms improve vehicle dynamics performance effectively. However, it is hard to improve comprehensive performance for the conflict between ride qualities and road-holding around the second-order resonance. Hence, a new control algorithm is proposed to achieve a good trade-off between ride qualities and road-holding. In this paper, the properties of the invariant points are analysed, which gives an insight into the performance conflicting around the second-order resonance. Based on it, a new control algorithm is proposed. The algorithm employs a novel frequency selector to balance suspension ride and handling performance by adopting a medium damping around the second-order resonance. The results of this study show that the proposed control algorithm could improve the performance of ride qualities and suspension working space up to 18.3% and 8.2%, respectively, with little loss of road-holding compared to the passive suspension. Consequently, the comprehensive performance can be improved by 6.6%. Hence, the proposed algorithm is of great potential to be implemented in practice.     

Preview suspension control for a full tracked vehicle

In this study, preview control algorithms for the active and semi-active suspension systems of a full tracked vehicle (FTV) are designed based on a 3-D.O.F model and evaluated. The main issue of this study is to make the ride comfort characteristics of a fast moving tracked vehicle better to keep an operator’s driving capability. Since road wheels almost trace the profiles of the road surface as long as the track doesn’t depart from the ground, the preview information can be obtained by measuring only the absolute position or velocity of the first road wheel. Simulation results show that the performance of the sky-hook suspension system almost follows that of full state feedback suspension system and the on-off semi-active system carries out remarkable performance with the combination of 12 on-off semi-active suspension units. The results simulated with 1^st and 2^nd weighting sets mean that the suspension system combined with the soft type of inner suspension and hard type of outer suspension can carry out better ride comfort characteristics than that with identical suspensions. The full tracked vehicle (FTV) system is uncontrollable and the system is split into controllable and uncontrollable subspace using singular value decomposition transformation. Frequency response curves to four types of inputs, such as heaving, pitching, rolling, and warping inputs, also demonstrate the merits of preview control in ride comfort. All the frequency characteristic responses confirm the continuous time results.     

Rollover mitigation for a heavy commercial vehicle

A heavy commercial vehicle has a high probability of rollover because it is usually loaded heavily and thus has a high center of gravity. An anti-roll bar is efficient for rollover mitigation, but it can cause poor ride comfort when the roll stiffness is excessively high. Therefore, active roll control (ARC) systems have been developed to optimally control the roll state of a vehicle while maintaining ride comfort. Previously developed ARC systems have some disadvantages, such as cost, complexity, power consumption, and weight. In this study, an ARC-based rear air suspension for a heavy commercial vehicle, which does not require additional power for control, was designed and manufactured. The rollover index-based vehicle rollover mitigation control scheme was used for the ARC system. Multi-body dynamic models of the suspension subsystem and the full vehicle were used to design the rear air suspension and the ARC system. The reference rollover index was tuned through lab tests. Field tests, such as steady state cornering tests and step steer tests, demonstrated that the roll response characteristics in the steady state and transient state were improved.