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k b
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If we assume that the tire does not leave the ground
and that zJ and z, are measured from the static equilibrium HA(jw)m (8)
position then the linearized equations of motion are:
Mr 4, = k.(z,-z.)+b,(i.-Zi,)+fl ((1) then we have the results that for V -41n.,
= =-kr(z*-z)-b*(; -fx+kt(Zr-v) (2)
numerical values for a typical passenger car are given in
Table 1 [10] VIIA=Vim /rm, (9)
Table 1 Equation (9) partly explains the result to be seen later in
VEHICLE PARAMETERS this paper that active suspensions have very little influence
m,r=240 Kg on passenger acceleration at frequencies near the "tire-hop"
m,,=36 Kg mode.
b,=980 N sec /m
k,=16,000 N/m
k,=160,000 N/m Transfer Functions
A very common road input model that has been used by Three transfer functions are of interest and will be
many authors [4,5,7,10,12] is to assume that the vehicle is defined as:
traveling at a constant forward speed, V, and to model the
road vertical velocity as white noise, i.e., HA(-S)m
E[i*(t)] = 0 (3) iZA8)
E[i4t)ir(t+r)1 = AVb(T)
Equation (3) implies that the road input displacement spec- HRS{S)m rS
trum is:
+(w)=A V/Uw2 (4) Mz(s)-z,(s)
where 'A" is a roughness parameter and V is the vehicle HTD(s)m i() )
2374
f,(e)mk()(z,(s)-z,(s)) (24)
(4
lim HA(S)
*9-*00
= fkgb'LL
lm.m.J 82
(17)
where the dynamic compensator is defined by,
that rolls off at 40 db/decade. A comparison of (16) and
(17) shows that the presence of g3 leads to a high frequency zs) n,(Ig) (8m+ '
*
-
+rAD) (25)
'harshness' when compared to the passive system. It will =d(s) (s '+ . . +Po)
+
be shown later that setting 93 to zero does not adversely
affect the low frequency performance and eliminates the for realizable compensators, nr>mn. The asymptotic pro-
high frequency "harshness." perties of the acceleration transfer function are
The rattle space asymptotes are:
lim HfA(s)=S
passive: 9-6.0
limHRs(m)=-M*, (18)
#-0O k(F (19)
lim HRSe)=- mInm,s3 for 'nc>mc
lim HA(8)=tm for n-=m,
active:
limHRs({)=- 92+94 (20) m'rmV83
lim
&-*O
HRs(')= g3M,-(m3m,
k,--gs)n.'i
8
(21) Thus the dynamic compensator has the same asymp-
totic properties as the passive suspension.
The high frequency asymptotes have the same roll-off As a baseline case for comparison purposes Figures
rate but the low frequency characteristics are entirely 3,4,5 show the passive acceleration, rattle space and tire
different. Equation (20) shows a general property that full deflection transfer functions for the perameters g-iven in
state feedback and absolute velocity feedback control laws table 1.
have, that of a constant low frequency asymptote whereas
the passive systems decreases at low frequencies. Since the IV. Full State Feedback
road input is modeled as white in 4, all frequencies contri-
bute equally to the total r.m.s values, thus this low fre- As has been done by many authors [5,8,10,11,12]
quency characteristic will lead to larger rattle space for the linear optimal control theory has been used to design full
state feedback and absolute velocity feedback systems. state feedback laws. A quadratic performance index,
The tire deflection asymptotes for both passive and
active suspensions are: + X P I (Zs,
P(zimT-E{ -Z))} +P2 'ZJ +pf(a_)dZ})2+ (26)
imHTD(e)=- (.Mu+m,,)s
R-40
(+
k
(22) P3(Z.-Z4)+p a+p5sl)dt}
lim HTD(s)=-1/s (23)
0-00 is defined and then the weighting factors (pi, -. . ,p) are
It can be seen from equations (22) and (23) that both chosen to emphasize either ride quality, suspension travel or
the high and low frequency asymptotes are independent of tire deflection.
the active suspension force. The active force, f., which minimizes (26) is the well
In this paper we also consider dynamic compensators known linear quadratic regulator problem [13,5,10,11,12]
that use suspension deflection as the measured input. Con- whose solution results in a state feedback law (equation
sider a system as shown in Figure 2 with 6,=O, k,#O and, (10)) whose gains (S1, . ,g,4) depend on the weighting
factors (Pi, P5)-
30
20
-20
10
-40 -
-10
T -20
-G0 2
z
00 0 -so
IJ
Lii
La -30 F
-100 _ *j
c r
-40
-120
-140.
Figure 3. Passive Acceleration Figure 4. Passive Suspension Deflection Figure 5. Passive Tire Deflection
Transfer Function Transfer Function Transfer Function
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30
20
10 0
0
z -10 8
20 Q i
u
w-30 n4
-40
-so
-60
-70
C01 .01 10 100 1000 .001 .01 .1 1 10 100 100 1 .0a t 10 10a 1t0
fqE(ucnEY (HZ) FRVECENCY (HZ) FRCtLIUCY (K2)
Figure 6. LQR Acceleration Figure 7. LQ Suspension Delfiection Figure 8. LQR Tire Deflection
Transfer Function Transfer Function Transfer Function
Figures 6 - 8 shows the tranfer functions for a design Increaing U2 results in a substantial increas in
that emphasized ride quality. Several interesting charac- damping of the lHz mode with very little deterioration of
teristies can be pointed out. Figure 6 shows that the active the wheel-hop mode.
suspension greatly improves the lHz region while the In fact the three transfer functions of interest plotted
invariant point (10.6Hz) eliminates any effect at the tire- for 22=3000 N.sec/m would lay right on top of the fully
hop mode. Figure 6 also shows that the high frequency per- active Figures (8-8), i.e., absolute velocity feedback cap-
formance of the active system is worse than the passive Sys- tures a the nice properties of the fal state ride quality
tem. Several authors have pointed out that this high fre- design without the high frequency harshnes problem. It
quency harshness is due to the term, -3X3, and that g3 also has the advantage of being very easy to design since
can be set to zero without hurting any of the transfer func- there is only one parameter to choose. The only negative
tions shown in figures 6 - 8. This is fortunate since X3 (tire aspects are the need for a posibly expensive accelerometer
deflection) would be hard to measure. Figure 7 illustrates a and the low frequency suspension transfer function prob-
property of all control laws using absolute sprung ma km. In practice the latter problem would be aleviated by
velocity feedback, a constant low frequency asymptote, this bandpass filtering the acceleration signal thus very little
could lead to higher R.M.S. suspension values unless some low frequency content would be in the filtered integrated
filtering is added. Figure 8 shows the tire deflection
transfer function has been improved at lHz only. acceleration signal.
Figure 9 shows a full state design where p3 (weighting VI. Dynamic Compensator Design using Suspension
factor on tire deflection) has been substantially increased, Deflection
clearly the tire force variations at the sprung and unsprung
frequency have been reduced; however, this has been done The previous sections have looked at full state feed-
at the expense of greatly increasing the high frequency ride back and absolute velocity feedback. This section looks at
quality harshness (not shown). what can be done if only a measurement of z,-z, (suspen-
-20
sion deflection) is available. Clearly this is what a pasive
spring and damper uses and yields results like those in Fig-
-30 ures 3-5. Figure 10 shows that by softening k, from 16,000
-40 _ N/m to 20O0 N/m that we can achieve excellent low fre-
a quency acceleration reduction, unfortunately the required
z
2
-50
suspension travel increase substantially. This is essentially
&L -60 the "Boulevard Ride' property of American luxury cas.
w
-70_
Such a soft suspension results in excessive pitch during
braking or acceleration and generally produces poor han-
dling. Therefore, this is not a good option.
-90
10
2o.
V. Absolute Velocity Feedback L 30
fK
Since most of the performance improvements in ride 40
2376
Another option is to design a dynamic compensator suspension deflection transfer function has been consider-
with suspension travel as the measurement. One popular ably improved (Figure 12 vs 7), i.e., the LQG compensator
method for the design of dynamic compensators that provides in a systematic way the same filtering that an
behave like full state feedback designs is the LQG method "ad-hoc" bandpass filtering of the acceleration signal would.
[12,13]. Briefly the problem statement and solution is:
VU. Conclusions
=X-+Bf.+r, (5) Three alternative control law formulations for active
automotive suspensions have been considered. The active
fI--g IzI-g1x2-g33-g94X4 (27) suspension problem is difficult since one control must pro-
vide a trade-off between ride quality, suspension travel, and
X:7_Zw+Bf.+H(yM-Cm')x
_ __
_
_ (28)
(28 road holding ability. It was shown that both full state feed-
back and absolute sprung mass velocity feedback could be
where it has been assumed that ir is white noise (equation designed to provide significant improvements in ride quality
(3)),Ym is the measured variable, in this case suspension (near lHz) without degrading road holding, however, some
defelction, i.e., additional filtering would be required to keep the suspen-
sion travel from becoming too large. It was shown that
(29) designs which emphasize road holding rely on feeding back
tire deflection which is very difficult to measure and which
C,,=-[I,0,Q01 causes high frequency harshness problems in the aceleration
transfer function.
and t(t) is the sensor noise which we will assume to be
white, i.e., The best overall designs were achieved by the LQG
compensator using the easiest and most inexpensive vari-
Elv(t)(tQ+r)]mpNr) (30)
able to measure, suspensions deflection. In a controls sense
The optimal control problem is to choose 91,..g4 and the system using actuator force as the control and suspen-
H } h2, h3 h4)T to minimize J (equation (26)). The well sion deflection as the measurement is both controllable and
Enown LQG solution results in the same control gains as observable thus we can design for either ride quality or
before and H (called the Kalman Filter gains) depending road holding (or alternatively switch between the two
depending on operating conditions). It was shown that the
only on the system parameters (A B C.), the road input design for ride quality captured all the nice features of the
(A, Y) and the sensor noise (p). For our designs we will use full state design and eliminated or reduced some of the bad
p as a parameter to shape the three transfer functions of
interest along with the weighting factors Pi,._p5. The features (e.g., acceleration harshness and low frequency
overall compensator transfer function between the active suspension asymptotes).
force, f,(s), and the sensor output, ys(S), is: Acknowledgements
Y.(,) ()
y4s
=-G(sI-A+B G+H Cm)-H (31) This research was supported in part by the Mazda Motor
Corporation.
where References
G(g1, g2, 93, 94)T
1. Soltis, M.W., "1987 Thunderbird Turbo Coupe Pro-
The LQG design procedure is guaranteed to produce grammed Ride Control (PRC) Suspension," SAE
closed-loop stable designs if the system is "controllable" and TRANS(87050), 1987.
"observable" [13] through ft and yg respectively which it is 2. Tanahasi, H., et al, "Toyota Electronic Modulated Air
for the system described by equations (5) and (29). Suspension for the 1986 SOARER" SAE TRANS
Figures 11,12,13 show the results of an LQG design to (870541), 1987.
3. Baker, A., "Lotus Active Suspension," Automotive
emphasize ride quality. Note that the acceleration and tire Engineer, Vol. 9, No. 1, 1984.
deflection transfer functions are esentially the same as 4. Paul, I.L. and Bender, E.K., "Active Vibration Isolation
those for full state feedback (Figures 6,8) while the
-20
-20 -30
-a
a -40 - 40
a
a -60 _ ,
z 250
z
a z
0 -60
-B0 - 0
J. Un~ ~ ~ ~ ~ ~ ~ ~ ~I
SCc z -100 10
-120
-140 _ IBCI
Figure 11. LQG Acceleration Figure 12. LQG Suspension Deflection Figure 13. LQG Tire Deflection
Transfer Function Transfer Function Transfer Function
2377
and Active Vehicle Suspension," PB-173-648, 1966.
5. Thompson, A.G. "Design of Active Suspensions,"
Inst.Mech.Eng.Proc., Vol. 185, No. 36, 1970-71.
6. Hedrick, J.K. and Wormley, D.N., "Active Suspensions
for Ground Transport Vehicles - A State of the Art
Review," ASME Monograph, Mechanical of Transporta-
tion Systems, AMID-Vol.15, 1975.
7. Karnopp, D.C., "Active Damping in Road Vehicle
Suspension Systems," Vehicle System Dynamics, Vol. 11,
1982.
8. Hrovat, D., "A class of Active LQG Optimal Actuators,"
Automatica, 18, pp. 117-119, Jan. 1982.
9. Mitschke, M. 'Influence of Road and Vehicle Dimensions
on the Amplitude of Body Motions and Dynamic Wheel
Loads," SAE Transactions, Vol. 70, 1962.
10. Chalasani, R.M., "Ride Performance Potential of Active
Suspension Systems - Part I," ASME Monograph,
AMD-Vol. 80, Dec. 1986.
11. Sharp, R.S. and Hassan, S.A., "The Relative Perfor-
mance Capabilities of Parrive, Active and Semi-active
Car Suspension Systems," Inst. Mech. Eng. Proc., Vol.
200, No. D3, 1986.
12. Yue, C., Control Law Designs for Active Suspensions in
Automotive Vehicles," M.S. Thesis, MIT, Feb. 1988.
13. Bryson, A.E. & Ho, Y.C. Applied Optimal Contro,
Blaisdell Pub., 1969.
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