Modified Clipped-LQR Method for Semi-Active Vibration Reduction Systems with Hysteresis

Sibielak, Marek; Rączka, Waldemar; Konieczny, Jarosław

doi:10.4028/www.scientific.net/ssp.177.10

Cited by 17 publications

(31 citation statements)

References 26 publications

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“…(8) Then equation (7) takes on the form (9) (9) Function Φ is continuous and its partial derivatives in operating point are given by formulas (10): (10) In order to linearise function Φ one should prove that it is differentiable along the system trajectories in the neighbourhood of the operating point. From formulas (10) it results that function Φ is differentiable at the operating point; however, it is not differentiable with respect to variable x 5 at points x 5 = 0, x 6 ≠ 0. In order to prove the differentiability of function Φ along the system trajectories it was proved that function Φ (t) defined by equation (11) is differentiable with respect to time t.…”

Section: Full Active Suspension Modelmentioning

confidence: 99%

See 1 more Smart Citation

Bench Tests of Slow and Full Active Suspensions in Terms of Energy Consumption

Konieczny

Kowal

Rączka

et al. 2013

Journal of Low Frequency Noise, Vibration and Active Control

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This paper is focused on the problem of active suspensions of wheeled vehicles with electro-hydraulic actuators. Two dynamic structures first with actuator connected with spring in series and second in parallel -called slow active and full active respectively -were considered. The considerations described in the paper concern physical quarter-vehicle models of suspensions. These models were constructed and installed on a rig for dynamic tests of structures. A laboratory rig enables the simulation of real conditions by disturbing investigated suspension by kinematic excitation. Research was carried out for various algorithms controlling the actuator of the active unit. For evaluation of laboratory research results, comparisons were proposed of frequency response functions and of time curves of instantaneous power taken by the active system from supply, obtained at the same excitation signals. Quantitative aggregated indicators in the form of an averaged coefficient of vibration transmissibility and power required for the active unit to achieve vibration transmissibility function were also proposed. s, Φ(·,·)-nonlinear part of equation governing the actuator dynamic, Φ (t) -function Φ on trajectories of the system, Y(f) -Fourier transform of output signal y(t) , X(f) -Fourier transform of input signal x(t), f start -low frequency limit of considered bandwidth, f stop -high frequency limit of considered bandwidth. INTRODUCTION Mechanical structure of the active suspension -overviewSuspensions of vehicles historically have been divided into passive, semi-active and active. The essence of controlled suspensions classification [1,2] is the division into five kinds of suspensions ordered according to external energy demand: adaptive suspension, semi-active suspension, load levelling suspension, slow active suspension and full active suspension. The first two kinds are suspensions in which the efficiency of vibration reduction is obtained by controlling changes in parameters such as viscous damping or spring ratio [3]. In these systems energy supplied to the controlled suspension is used entirely for changes in parameters such as stiffness and/or damping [4,5]. The difference between these suspensions consists of the frequency range of operation. Adaptive systems are limited to slow changes (below 5 Hz [2]) to which they adapt, for example, changes in road irregularities -from gravel to asphalt surface. In turn semi-active suspensions reduce vibration of frequencies up to as much as 40 Hz [6]. Load levelling, slow active and full active suspensions are characterised by the direct use of energy for generating force and/or displacement, causing a decrease in vibration intensity. The efficiency of vibration reduction in the case of these three suspensions is better than for adaptive and semi-active systems. The first system in which energy is supplied to the suspension through generating forces or displacement, in the opposite direction as disturbances from road irregularities is the load levelling system. In thi...

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Section: Full Active Suspension Modelmentioning

confidence: 99%

“…Many strategies for active suspension control laws have been considered in the literature [9,10,11]. Most solutions focus on the efficiency of isolation from vibration.…”

Section: Active Suspension Control System Vs Energy Consumptionmentioning

confidence: 99%

Bench Tests of Slow and Full Active Suspensions in Terms of Energy Consumption

Konieczny

Kowal

Rączka

et al. 2013

Journal of Low Frequency Noise, Vibration and Active Control

Self Cite

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“…2), it is possible to modify some of the geometrical parameters without affecting functionality and strength. On the other hand, it is possible to apply different types of passive, semi-active, and active vibration control systems [6]. However, this solution is usually expensive and has a significant influence on the complexity of the whole structure.…”

Section: Fig 1 Signal Of Resultant Excitation Torque Versus Operatiomentioning

confidence: 99%

Modeling and optimization of resonance characteristics of complex machinery system under dynamic load

et al. 2014

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The paper deals with the optimization of the dynamic characteristics of a complex machinery system. The algorithms for optimization of the dynamic features have been elaborated and applied for a selection of design variables with the aim of minimizing the vibration amplitudes and optimizing the resonance characteristics of the system. A CAD model of the cutting boom of a continuous miner machine has been selected as an example and was adopted in the LS-PrePost command file. This machine has been selected because it is exposed to complex dynamic forces that cause vibrations and shocks. The paper shows the methodology for the optimization of the modal parameters of the complex mechanical system by using the finite elements method. A new objective function was applied and designed for maximization of the differences between eigenfrequencies and excitation peak force frequencies with respect to the total mass of the system. The genetic algorithm method was used to search for the optimal solution. The influence of parameters on the mass and eigenfrequencies is presented as a result of the sensitivity analysis. During the optimization process, a geometrical parameterized model was applied in order to optimize the system. The results of the modal analysis are part of a complex dynamic simulation of the cutter boom which integrates transmission, drives, and cutting head.

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“…The Skyhook approach can be generalised and extended to the two-dimensional clipped LQ (linear quadratic) control related to the half-car model [5,31], where the following cost function is minimized:…”

Section: Skyhook Controlmentioning

confidence: 99%

Mixed Skyhook and FxLMS Control of a Half-Car Model with Magnetorheological Dampers

Krauze

Kasprzyk

2016

Advances in Acoustics and Vibration

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The problem of vibration attenuation in a semiactive vehicle suspension is considered. The proposed solution is based on usage of the information about the road roughness coming from the sensor installed on the front axle of the vehicle. It does not need any preview sensor to measure the road roughness as other preview control strategies do. Here, the well-known Skyhook algorithm is used for control of the front magnetorheological (MR) damper. This algorithm is tuned to a quarter-car model of the front part of the vehicle. The rear MR damper is controlled by the FxLMS (Filtered-x LMS) taking advantage of the information about the motion of the front vehicle axle. The goal of this algorithm is to minimize pitch of the vehicle body. The strategy is applied for a fourdegree-of-freedom (4-DOF) vehicle model equipped with magnetorheological dampers which were described using the Bouc-Wen model. The suspension model was subjected to the road-induced excitation in the form of a series of bumps within the frequency range 1.0-10 Hz. Different solutions are compared based on the transmissibility function and simulation results show the usefulness of the proposed solution.

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Modified Clipped-LQR Method for Semi-Active Vibration Reduction Systems with Hysteresis

Cited by 17 publications

References 26 publications

Bench Tests of Slow and Full Active Suspensions in Terms of Energy Consumption

Bench Tests of Slow and Full Active Suspensions in Terms of Energy Consumption

Modeling and optimization of resonance characteristics of complex machinery system under dynamic load

Mixed Skyhook and FxLMS Control of a Half-Car Model with Magnetorheological Dampers

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