Optimal semi-active preview control response of a half car vehicle model with magnetorheological damper

Prabakar, R.S.; Sujatha, C.; Narayanan, S.

doi:10.1016/j.jsv.2009.05.032

Cited by 111 publications

(89 citation statements)

References 24 publications

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“…The actual value of λ should be close to one. Several exemplary values of this coefficient, calculated from the data presented in the literature, are equal: λ = 1.01 (Feng et al, 2003), λ = 1.09 (Sam et al, 2008), λ = 1.16 (Lozia et al, 2008), λ = 0.823 (Prabakar et al, 2009). However, in some cases this value is different, e.g.…”

Section: Results Of Numerical Calculationsmentioning

confidence: 99%

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Vibration analysis of a half-car model with semi-active damping

Ferdek

2016

jtam

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In this paper, analysis of a half-car model with linear and nonlinear semi-active dampers is performed. Using Matlab-Simulink software, a response of the system to a harmonic excitation of variable frequency and to an impulse excitation is found. The effect of both the distribution of spring-supported mass and the asymmetry of the support on the frequency characteristics of velocities and displacements at the mounting points of the dampers are analyzed. Additionally, characteristics of forces generated by the semi-active dampers and the response of the system when crossing an obstacle are determined. Keywords

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Section: Results Of Numerical Calculationsmentioning

confidence: 99%

“…Dynamical properties of the dampers are usually defined by models with hysteresis characteristics, such as Bingham (Prabakar et al, 2009), Bouc-Wen (Dominguez et al, 2008;Yao et al, 2002) or Spencer model (Spencer et al, 1996).…”

Section: Introductionmentioning

confidence: 99%

Vibration analysis of a half-car model with semi-active damping

Ferdek

2016

jtam

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“…In Fig.1 1 k , 2 k and 3 k are stiffnesses of tyre, vehicle body suspension and seat suspension respectively, 2 C is the damping coefficient of linear viscous damper connecting tyre and vehicle body, 1 z , 2 z and 3 z are displacements of tyre, vehicle body and seat respectively, 0 z is the external road excitation. In active control system, 3 D F is the optimized control force determined by the control strategy and can realized by an actuator, in semi-active control system, 3 D F is realized by a MRD, and in passive control system, ) ( , Eqs.…”

Section: Active Control Model Of Lqr Control Strategymentioning

confidence: 99%

“…There are three types of vehicle suspension systems, namely passive control suspension system, active control suspension system, and semi-active control suspension system [1]. In passive suspension system, the stiffness and damping parameters are fixed and are effective over a certain range of frequencies.…”

Section: Introductionmentioning

confidence: 99%

Semi-Active Control of Vehicle Seat Suspension System with Magnetorheological Damper

Xing

Yang

Shen

2011

AEF

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Abstract. This research aims at the vibration control of vehicle seat suspension system. A three degree of freedom quarter vehicle model is used for semi-active control system in which a magnetorheological damper (MRD) is installed at the position between the vehicle body and the seat. A fully active linear quadratic regulator (LQR) control strategy is used to determine the optimized control force which is then matched by MRD to compute the semi-active control result. Computation result proves that semi-active control with MRD can alleviate the vehicle seat acceleration to improve ride comfort. IntroductionThere are three types of vehicle suspension systems, namely passive control suspension system, active control suspension system, and semi-active control suspension system [1]. In passive suspension system, the stiffness and damping parameters are fixed and are effective over a certain range of frequencies. In active suspension system, an actuator is used to supply adapting force to adapt to changing road conditions. High cost, complexity, need for an external energy source and difficulty in control hardware implementation restrict the development of active suspension system. The semi-active control suspension system is an alternative to the active suspension system and can combine the advantages of both passive and active suspension systems. In semi-active control suspension system, MRD whose damping force can be easy adjusted by changing magnetic fields have been considered by a number of researchers [2][3][4][5].In this paper, A three degree of freedom quarter vehicle model in which the damping force between the seat and vehicle body is supplied by a MRD is used to calculate the control effect of a semi-active seat suspension system. In this semi-active seat suspension system, the optimized control force is determined by a fully active linear quadratic regulator (LQR) control strategy and the actual damping force the MRD can realized.

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“…This is achieved by either altering the properties of the damping fluid, as is the case for electro and magneto-rheological dampers [1], or by actuating mechanical components of the damper, an example of which is a variable orifice damper. Semi-active damping, as a method of vibration isolation, has been applied to many mechanical and civil engineering systems, see for example [2,3,4,5,6,7] and references therein. It has been demonstrated to provide considerably improved performance compared to vibration isolation through passive damping alone.…”

Section: Introductionmentioning

confidence: 99%