Development of a pilot-scale semi-passive system for the ...
MODELING AND SIMULATION OF PASSIVE AND SEMI- ACTIVE...
Transcript of MODELING AND SIMULATION OF PASSIVE AND SEMI- ACTIVE...
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MODELING AND SIMULATION OF PASSIVE AND SEMI-
ACTIVE SUSPENSION SYSTEMS FOR RIDE COMFORT
2015. 06. 22
신웅희
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Outline
1. Research objective
2. Suspension design theory
3. Passive & Semi-active suspension design
4. Simulation & Comparison
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Introduction
3
Passive & Semi-active suspension
Estimating ride comfort
ControlMechanical
Design
Modeling & Simulation
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① Two typical passive suspension design
- Macpherson strut, Double wishbone
② Semi-active suspension design
- Sky-hook ( On-off / Continuous )
- Balance control ( On-off / Continuous )
③ Time-domain / Frequency domain comparison
- Vertical acceleration for ride comfort
④ Comparison
Design objective
4
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Macpherson vs Double wishbone
5
Macpherson strut Double wishbone
장점
생산원가낮음 운동학적으로컨트롤이용이
Upper arm이없어 Compact Geometry설계가자유로움
얼라인먼트조절장치없어구조단순 승차감이좋고핸들링이뛰어남
단점
운동특성이더블위시본에비해떨어짐 생산원가비쌈
횡력에대한저항력이약해조향안정성저하 공간많이차지
노면의진동이바디에직접전달 구성부품이많아구조가복잡
Macpherson strut Double wishbone
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Macpherson strut
Macpherson strut
l = 5, j=6, w= 6, σ𝑖=1𝑗
𝑓𝑖 =15
M=3
Double wishbone
l = 5, j=6, w=6, σ𝑖=1𝑗
𝑓𝑖 =16
M = 4
Suspension design
6
Gruebler’s formula
M = 𝜔 𝑙 − 𝑗 − 1 + σ𝑖=1𝑗
𝑓𝑖
M : mobility
l : the number of link
j : the number of joint
𝑓𝑖 : degree of freedom of ‘i’ th joint
w : Mobility number (space :6)
Design Freedom
Double wishbone > Macpherson
Free Geometry design
Easy to control
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Semi-active control
- Sky-hook control
7
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Semi-active control
- Balance control
8
①
①
②② 𝐹𝑑 = 0
𝐹𝑑 = 𝐹𝑘①
To reduce the magnitude of ሷ𝒙
②
①
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Vehicle modeling
9
Front Suspension
Steering
Body FrameBody mass
Rear Suspension
Tire
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Macpherson Design
10
S Spherical (Ball) joint
R Revolute joint
C Prismatic
(spring & damper)
S Universal joint
Spring & damper
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Double wishbone Design
11
S Spherical (Ball) joint
R Revolute joint
C Prismatic
(spring & damper)
S Universal joint
Spring & damper
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Controller Design
12
C value
(Damping
coefficient)
Skyhook Control Balance control
Input 2 (Spring velocity ሶ𝒙 − ሶ𝒙𝟎)
Output
(Force)
Output
(Force)
Input 1 (Spring displacement 𝒙 − 𝒙𝟎)
C value
(Damping
coefficient)
Input 1 (Body velocity ሶ𝒙)
Input 2 (Spring velocity ሶ𝒙 − ሶ𝒙𝟎)
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Example
Mohamed M. ElMadany. (2011)
Control and Evaluation of Slow-Active Suspensions with Preview for a Full Car , 10
Driving Condition
Front Macpherson /
Double wishbone
Rear Semi-trailing arm
Tire Fiala tire
Velocity 10 m/s
Bump 180 cm / 10 cm
Parameter Description Value
M Sprung mass 1500 kg
m Unsprung mass 40 kg
𝐾𝑓 Front spring stiffness 35000 N/m
𝐾𝑟 Rear spring stiffness 31400 N/m
𝐶𝑝𝑎𝑠𝑠𝑖𝑣𝑒 Passive damping coefficient 2000 N*s/m
𝐶𝑚𝑎𝑥 Maximum damping coefficient 3000 N*s/m
𝐶𝑚𝑖𝑛 Minimum damping coefficient 300 N*s/m
𝐾𝑡 Tire stiffness 180000 N/m
𝐶𝑡 Tire damping coefficient 500 N*s/m
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Simulation
14
① Driving Condition
: Passing Bump
② Macpherson strut ③ Double wishbone
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Evaluation criterion
15
RMS Acceleration
(n = 1000 for 5sec)
Peak value
Time domain Frequency domain
Peak value
(Frequency : near 2Hz)
𝑎𝑟𝑚𝑠 =𝑎1
2 + 𝑎22 +∙∙∙ +𝑎𝑛
2
𝑛
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Simulation Result (Time)
① Passive
Macpherson
Double wishbone
16
Passive
5.03 5.82
-3.1
-5.61
RMS
1.21
1.07
4.52
3.82
-4.16
-4.65
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Simulation Result (Time)
② Skyhook On-Off Skyhook Continuous
Macpherson Double wishbone
17
3.64
3.31
-3.01
-4.31
4.60
4.37
-3.86
-5.49
3.65
2.29
-3.43
-3.44
4.86
3.05
-2.44
-5.24
RMS
0.93
0.73
RMS
1.01
0.77
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Simulation Result (Time)
③ Balance On-Off Balance Continuous
Macpherson Double wishbone
18
3.85
2.67
-3.09
-4.22
4.33
4.07
-2.22
-4.50
3.7
2.64
-2.82 -2.71
4.35
2.20
-1.0
-4.09
RMS
0.83
0.74
RMS
0.78
0.67
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Simulation Result (Time)
Macpherson type Double wishbone type
Passive Skyhook Balance19
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Macpherson type
Passive Skyhook Balance
Simulation Result (Time)
20
5.86
3.03
2.22
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Double wishbone type
Passive Skyhook Balance
Simulation Result (Time)
21
-2.72
-3.51
-4.67
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Simulation Result (Frequency)
Macpherson
Double wishbone
22
0.568
0.483
(Freq : 2 Hz)
① Passive
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Simulation Result (Frequency)
② Skyhook On-Off Skyhook Continuous
Macpherson Double wishbone
23
0.509
0.331 0.349
0.270
(Freq : 2 Hz)
(Freq : 2 Hz)
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Simulation Result (Frequency)
③ Balance On-Off Balance Continuous
Macpherson Double wishbone
24
0.347
0.258
0.397
0.256
(Freq : 2 Hz)
(Freq : 2 Hz)
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Simulation Result (Frequency)
25
Macpherson type Double wishbone type
Passive Skyhook Balance
0.568
0.509
0.397
0.483
0.331
0.256
(Freq : 2 Hz)
(Freq : 2 Hz)
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Comparison
26
- Maximum acceleration (Time domain)
0
1
2
3
4
5
6
Macpherson Double wishbone
Passive vs On-off
Passive Skyhook Balance
0
1
2
3
4
5
6
Macpherson Double wishbone
Passive vs Continuous
Passive Skyhook Balance
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Comparison
27
- RMS value of acceleration (Time domain)
0
0.2
0.4
0.6
0.8
1
1.2
1.4
Macpherson Double wishbone
Passive vs Continuous
Passive Skyhook Balance
0
0.2
0.4
0.6
0.8
1
1.2
1.4
Macpherson Double wishbone
Passive vs On-off
Passive Skyhook Balance
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- Peak value near 2Hz (Frequency domain)
Comparison
28
0
0.1
0.2
0.3
0.4
0.5
0.6
Macpherson Double wishbone
Passive VS On-Off
Passive Skyhook Balance
0
0.1
0.2
0.3
0.4
0.5
0.6
Macpherson Double wishbone
Passive VS Continuous
Passive Skyhook Balance
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Conclusion
• Ride comfort comparison using body acceleration
- (Time domain) Low maximum acceleration & low RMS mean that it has good
ride comfort
- (Frequency domain) Near 2Hz, low peak value means it has good ride comfort
• Ride comfort
- Macpherson < Double wishbone
- Passive < Sky-hook control < Balance control
- Near fundamental frequency of car (2Hz) : Passive << Semi - active
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Future work
• Changing Parameter
→ Spring stiffness, damping coefficient , mass
• Changing Driving condition
→ Bump size, velocity, random road input
• Optimization
→ Tuning for optimal damping coefficient
30
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References
- K. H. Lee, C. T. Lee and H. S. Jeong,“Study on the Field Test Characteristics of
Semi-Active Suspension System with Continuous Damping Control Damper,”
Transactions of KSFC, Vol.7, No.4, pp.32-38, 2010.
- Y. Liu, Semi-active damping control for vibration isolation of base disturbances,
Ph. D. Dissertation, University of Southampton, Southampton, 2004.
- A. Agharkakli, G. S. Sabet, A. Barouz, “Simulation and Analysis of Passive and
Active Suspension System Using Quarter Car Model for Different Road Profile,”
International journal of Engineering Trends and Technology, Vol.31, No.5, pp.636-
645, 2013.
- T. R. M. Rao, G. V. Rao, K. S. Rao and A. Purushottam “Analysis of Passive
and Semi active Controlled Suspension Systems for Ride Comfort in an Omnibus
Passing over a Speed Bump,” IJRRAS, Vol.5, No.1, pp.7-11, 2010.
31
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References
- M. Sentil Kumar, S. Vijayarangan “Design of LQR controller for active
suspension system,” International journal of Engineering and Materials Sciences,
Vol.13, No.3, pp.173-179, 2006.
- N Nickmehr, Ride Quality and Drivability of a Typical Passenger Car subject
toEngine/Driveline and Road Non-uniformities Excitations , Ph. D. Dissertation,
Linkopings University, Linkopings, 2011.
- W. F. Milliken and D. L. Milliken, Chassis Deign Principles and Analysis, 1st
Edn., Society of Automotive Engineers, Warrendale, 2002.
- S. M. Savaresi , Semi-Active Suspension Control Design for Vehicles, 1st Edn.,
Elsevier , Burlington, 2010.
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Comparison
33
Input Controller
Maximum RMS
MacphersonDouble
wishboneMacpherson
Double
Wishbone
Acc.
[m/s^2]
Diff.
(%)
Acc.
[m/s^2]
Diff.
(%)
Acc.
[m/s^2]
Diff.
(%)
Acc.
[m/s^2]
Diff.
(%)
Bump
Passive 5.88 0 4.67 0 1.21 0 1.07 0
Sky-hook
On-Off 5.48 -6.80 4.35 -6.85 0.93 -23.14 0.74 -30.84
Continuous 5.25 -10.71 3.77 -19.27 1.01 -16.53 0.77 -28.03
Balance
On-Off 4.48 -23.81 4.25 -8.99 0.83 -31.41 0.73 -31.77
Continuous 4.39 -25.34 3.73 -20.12 0.78 -35.53 0.67 -37.38
- Comparative study ( Time domain )
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Comparison
34
Input Controller
Peak value ( Freq : 2Hz )
Macpherson Double wishbone
Acc.
Magnitude
Diff.
(%)
Acc.
Magnitude
Diff.
(%)
Bump
Passive 0.568 0 0.483 0
Sky-hook
On-Off 0.349 -38.55 0.270 -44.09
Continuous 0.509 -10.38 0.331 -31.47
Balance
On-Off 0.347 -38.9 0.258 -46.58
Continuous 0.397 -30.1 0.256 -46.99
- Comparative study (Frequency domain)