Semiactive Vibration Control of Train Suspension Systems via Magnetorheological Dampers

Abstract

This paper is aimed to show the feasibility for improving the ride quality of railway vehicles with semiactive secondary suspension systems using magnetorheological (MR) dampers. A nine degree-of-freedom railway vehicle model, which includes a car body, two trucks and four wheelsets, is proposed to cope with vertical, pitch and roll motions of the car body and trucks. The governing equations of the railway vehicle suspension systems integrated with MR dampers are developed. To illustrate the feasibility and effectiveness of the controlled MR dampers on railway vehicle suspension systems, the LQG control law using the acceleration feedback is adopted as the system controller, in which the state variables are estimated from the measurable accelerations with the Kalman estimator. In order to make the MR dampers track the optimal damping forces, a damper controller to command the voltage to the current drivers for the MR dampers is proposed. The acceleration responses of the car body of the train vehicle with semiactive secondary suspension system integrated with MR dampers are evaluated under random and periodical track irregularities. This semiactive controlled system is also compared to the conventional passive suspension system using viscous dampers without MR dampers, and the secondary suspension system integrated with MR dampers in passive on and passive off modes. The simulation results show that the vibration control of the train suspension system with semiactive controlled MR dampers is feasible and effective.

Survey and performance evaluation on some automotive semi-active suspension control methods: A comparative study on a single-corner model

“…(see e.g. Caponetto et al (2003); Giua et al (2004); Geurts et al (2006); Liao and Wang (2003); Spelta et al (2009);Codeca et al (2007); Chrzan and Carlson (2001) ;Choi et al (2000); Deprez et al (2005)). …”

An LPV control approach for comfort and suspension travel improvements of semi-active suspension systems

“…(13), the role of u is strongly emphasized when α ≈ 0.5 (i.e when the suspension is going to reach its structural limits). The aim of the H ∞ /LPV design is to minimize the frequency response z de f /z r in high frequencies [5][6][7][8][9][10][11][12][13][14][15][16][17][18][19][20] Hz (the suspension deflection is normally large around the "tyrehop frequency" k t /m us ≈ 12 Hz) while not deteriorating muchz s /z r . Therefore the weighting functions for the H ∞ controller synthesis have been chosen as:…”

A variable stiffness MR damper for vibration suppression

“…Yao et al used a MR damper to develop a semi-active control of vehicle suspension system using skyhook control strategy [11]. Liao and Wang studied the feasibility for improving the ride quality of railway vehicles with semiactive secondary suspension systems using MR dampers [12]. The effectiveness of the proposed concept was evaluated via simulation.…”