On the Optimal Ride Control of a Dynamic Model for an Automotive Vehicle System

Barak, Pinhas

doi:10.1080/00423118608969123

Cited by 10 publications

(4 citation statements)

References 4 publications

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“…Such an approach, however, ignores the coupling between the modes. But that coupling is an important design tool used to tune the ride characteristics of the vehicle in the case of heave and pitch (ElMadany and Abdul-Jabbar, 1999), and the handling characteristics in the case of roll and warp (Barak and Sachs, 1985;Chalasani, 1986a). Another major shortcoming of heave-only models lies in their inability to reflect the effect of the control strategy on the tire normal load distribution between the four corners of the vehicle.…”

Section: Introductionmentioning

confidence: 99%

“…The optimal control designs of full-scale car models have been considered by several investigators. Barak and Sachs (1985), using a seven DOF model, compared the performance of active and semi-active suspension systems having full state feedback with the passive system. Malek and Hedrick (1985) carried a parametric study and compared the performance capabilities of different configurations of full state feedback active suspension systems with those of passive one.…”

Section: Introductionmentioning

confidence: 99%

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Dynamic Analysis of a Slow-active Suspension System Based on a Full Car Model

ElMadany

Qarmoush

2010

Journal of Vibration and Control

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In this paper, a methodology for the design and evaluation of a slow-active vehicle suspension system is developed. The suspension consists of a limited bandwidth actuator in series with a passive spring; the combination being in parallel with a passive damper. An optimal multivariable controller is designed for a full car model. The controller takes the form of a linear quadratic regulator with supplementary states for added integral action. The car model is formulated as a linear lumped parameter model, comprised of five discrete rigid bodies. The three-dimensional vibratory motions of the vehicle are described in terms of seven degrees-of-freedom: bouncing, pitching and rolling motions of the sprung mass, and the bouncing motion of each unsprung mass. An integrated investigation of vehicle dynamics, roadway excitations and performance measures is developed in order to investigate the dynamic analysis and design of vehicle suspension systems and the consequences of vehicle ride quality. The ride isolation performance and road-holding qualities of the slow-active system are compared to those of a full bandwidth active suspension and a typical passive suspension system. The simulation results lead to the conclusion that the optimal control theory provides a useful mathematical tool for the design of active suspension systems. The optimally-controlled suspension designs prove to be effective in controlling vehicle vibrations, and achieve better performance than the conventional passive suspension. The slow-active systems offer significant improvements in controlling body resonances. In fact, the slow-active system tracks its full bandwidth active counterpart. The low power consumption capabilities of this type of system compared to full bandwidth active systems render it to be an attractive candidate for providing good ride qualities, with its real time implementation being promising.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Dynamic Analysis of a Slow-active Suspension System Based on a Full Car Model

ElMadany

Qarmoush

2010

Journal of Vibration and Control

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“…[ Barak and Sachs, 1986] Utilizou-se a PSD de deslocamento de um perfil de pista como fonte de excitação para o modelo. Optou-se pelo modelo de Robson com duas inclinações distintas na faixa de 0.01 a 10 ciclos/m.…”

Section: Ride E Conforto Em Veículos Automotoresunclassified

Simulação de ride primário e secundário através do uso de carregamento de pista

Duarte¹

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A capacidade de simulação nos atributos de dinâmica veicular tem crescido noś ultimos anos, especialmente para os atributos de handling (manobrabilidade e estabilidade) e steering (dirigibilidade). Entretanto, as simulações de ride (em especial dos fenômenos de ride secundário) continuam muito dependentes de modelos sofisticados de pneus. Tais modelos devem ser capazes de simular fenômenos de freqüência mais alta tais como impacto e transmissibilidade de aspereza em três direções. Este trabalho apresenta uma abordagem semi-analítica para o problema de simulação de fenômenos de ride, através do uso de dados de medição em pista gerados através de transdutores de força (wheel force transducers, WFTs). Tais transdutores são tipicamente usados para fins de cascateamento de cargas e durabilidade. Através do uso de tais carregamentos,é possível simular fenômenos de ride em toda a faixa de frequência de estudo (até 8Hz para ride primário e até 100Hz para ride secundário) sem a necessidade de um modelo específico de pneu. Usando um modelo de veículo completo construído no software ADAMS, são apresentados dados de correlação com o veículo real e um estudo de caso através da alteração de propriedades de elementos tais como amortecedores, coxins e buchas de suspensão.

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“…Um estudo comparativo entre suspensões passiva, ativa e semi-ativa foi realizado por BARAK & SACHS (1985). Cs1r -coeficiente de amortecimento do amortecedor dianteiro direito;…”

Section: Figura 39unclassified

Determinação das freqüências naturais e modos de vibrar de um veículo de dois eixos através de um programa computacional em Matlab-Simulink

Ferreira¹

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On the Optimal Ride Control of a Dynamic Model for an Automotive Vehicle System

Cited by 10 publications

References 4 publications

Dynamic Analysis of a Slow-active Suspension System Based on a Full Car Model

Dynamic Analysis of a Slow-active Suspension System Based on a Full Car Model

Simulação de ride primário e secundário através do uso de carregamento de pista

Determinação das freqüências naturais e modos de vibrar de um veículo de dois eixos através de um programa computacional em Matlab-Simulink

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