TG-3308​ ​SYSTEM​ ​SIMULATION​ ​AND​ ​DECISION​ ​SUPPORT:

FINAL​ ​GROUP​ ​SIMULATION​ ​REPORT

DATE​ ​OF​ ​SUBMISSION:​ ​19/11/17

AUTHORS: Fatin​ ​Nadhirah​ ​binti​ ​Hj​ ​Juma'ata​ ​Sonadey 15B6005

Siti​ ​Haziqah​ ​binti​ ​Hj​ ​Abdul​ ​Razak 15B6026
Goh​ ​Cheng​ ​Hien 15B6007
Table​ ​of​ ​Contents

Introduction 2
Aims​ ​and​ ​Objective 3
Discussion​ ​and​ ​Analysis 4
Conclusion 5​4

1
Introduction

In this report, we were asked to find the difference types of suspension systems of a vehicle.
Suspensions systems can be classified into three types which are passive, semiactive and active.
Analysis was done for both passive and active suspension systems, then conclude the report with the
difference between those two and give possible extends to improve the practical using
MATLAB/Simulink.

For passive suspension system, analysis was done when varying damping coefficient, B, and spring
coefficient, K. From the analysis, we can determine the damping ratio, natural frequency, overshoot
value, rise time, settling time, zeros and poles from plotting displacement, acceleration and velocity
against time. Further analysis were done to differentiate the difference of displacement using sedan
car​ ​when​ ​passing​ ​a​ ​bump​ ​and​ ​pothole​ ​that​ ​is​ ​shown​ ​in​ ​Figure​ ​1​.

Figure​ ​1.​ ​Diagram​ ​of​ ​the​ ​bump​ ​with​ ​dimensions

For active suspension systems, the analysis was done with additional to
proportional-plus-integral-plus-derivative (PID) controller by changing the parameters that are
available such as K c , K D and K I . From these, the ideal values for each were found. Further analysis
was done from plotting graphs of displacement, acceleration and velocity against time. With these, we
can​ ​determine​ ​which​ ​values​ ​can​ ​give​ ​maximum​ ​deflection​ ​as​ ​well​ ​as​ ​stablising​ ​time.

2
Below are some parameters that should be taken into account when simulating into
MATLAB/Simulink:

Experiment​ ​1:​ ​By​ ​keeping​ ​the​ ​damper​ ​coefficient​ ​constant​ ​at​ ​2000​ ​Ns/m

Spring​ ​coefficient 10,000​ ​N/m 15,000​ ​N/m 30,000​ ​N/m

Experiment​ ​2:​ ​By​ ​keeping​ ​the​ ​spring​ ​coefficient​ ​constant​ ​at​ ​18,600​ ​N/m

Damper​ ​coefficient 1,000​ ​Ns/m 1,500​ ​Ns/m 2,000​ ​Ns/m

Parameters Value

Body​ ​Mass​ ​(one​ ​quarter​ ​of​ ​the​ ​total​ ​body​ ​mass) 250​ ​kg

Wheel​ ​Mass 50​ ​kg

Spring​ ​constant​ ​of​ ​the​ ​wheel 196​ ​00​ ​N/m

Aims​ ​and​ ​Objective

● Using free body diagrams to compare the difference between passive, semi-active and active
suspension​ ​system.
● For the passive suspension system, we conducted simulations with varying damper coefficient
and spring coefficient of the system, making analysis on the important parameters of the
system, i.e damping ratio, natural frequency, overshoot value, rise time, settling time, zeros,
poles. This is also includes the plotting of the displacement, velocity and acceleration against
time​ ​graph.
● To design a suitable active suspension system using Proportional-plus-Integral-plus
Derivative​ ​(PID)​ ​controller.
● To​ ​differentiate​ ​the​ ​performance​ ​of​ ​passive​ ​and​ ​active​ ​suspension​ ​systems.
● To​ ​give​ ​recommendations​ ​on​ ​how​ ​to​ ​improve​ ​the​ ​practicals​ ​that​ ​we​ ​have​ ​conducted.

3
Discussion​ ​and​ ​Analysis

Question​ ​1

Passive​ ​Suspension​ ​System

Figure​ ​1:​ ​Block​ ​diagram​ ​for​ ​Passive​ ​Suspension​ ​System​.

Figure​ ​2:​ ​Free​ ​body​ ​diagram​ ​for​ ​Passive​ ​Suspension​ ​System.

4
The​ ​equations​ ​of​ ​motions​ ​for​ ​passive​ ​suspension​ ​system​ ​can​ ​be​ ​shown​ ​as​ ​follows:

5
 Semi-Active​ ​Suspension​ ​System

Figure​ ​3:​ ​Block​ ​diagram​ ​for​ ​Semi-active​ ​Suspension​ ​System.

Figure​ ​4:​ ​Free​ ​body​ ​diagram​ ​for​ ​Semi-active​ ​Suspension​ ​System.

6
The​ ​equations​ ​of​ ​motions​ ​for​ ​semi-active​ ​suspension​ ​system​ ​can​ ​be​ ​shown​ ​as​ ​follows:

7
 Active​ ​Suspension​ ​System

Figure​ ​5:​ ​Block​ ​diagram​ ​for​ ​Active​ ​Suspension​ ​System.

Figure​ ​6:​ ​Free​ ​body​ ​diagram​ ​for​ ​Active​ ​Suspension​ ​System.

8
The​ ​equations​ ​of​ ​motions​ ​for​ ​the​ ​active​ ​suspension​ ​system​ ​can​ ​be​ ​shown​ ​as​ ​follows:

9
Question​ ​2

​ ​Effect​ ​of​ ​changing​ ​the​ ​damper​ ​coefficient​ ​and​ ​spring​ ​coefficient​ ​of​ ​the​ ​system?

=​ ​ ​Transfer​ ​function​ ​is​ ​given​ ​by​ ​H(s)​ ​=​ ​Output/Input,​ ​where​ ​the​ ​output​ ​is​ ​(Xb)​ ​and​ ​the​ ​input​ ​is
(Xg).​ ​Why?​ ​We​ ​want​ ​to​ ​know​ ​the​ ​effect​ ​of​ ​the​ ​DISPLACEMENT​ ​of​ ​the​ ​car​ ​body​ ​(Xbody)
when​ ​changing​ ​the​ ​damper​ ​coefficient​ ​and​ ​the​ ​spring​ ​coefficient​ ​of​ ​the​ ​system.​ ​Therefore,​ ​it
is​ ​the​ ​output.

10
Figure​ ​7:​ ​The​ ​Block​ ​Diagram​ ​for​ ​Passive​ ​Suspension​ ​System.

11
Experiment​ ​1

By​ ​keeping​ ​the​ ​damper​ ​coefficient​ ​constant​ ​at​ ​2,000​​ ​𝑵s/𝒎

Spring 10,000𝑁/𝑚 15,000𝑁/𝑚 20,000𝑁/𝑚 25,000𝑁/𝑚 30,000𝑁/𝑚

Coefficient​ ​( K B )

Figure​ ​8​ ​:​ ​The​ ​M​ ​file​ ​snapshot​ ​of​ ​different​ ​displacements​ ​for​ ​Experiment​ ​1.

​​
Figure​ ​9:​ ​Passive​ ​suspension​ ​system​ ​displacement-time​ ​graph​ ​for​ ​experiment​ ​1.

As​ ​seen​ ​in​ ​the​ ​figure,​ ​as​ ​the​ ​value​ ​of​ ​ ​K​ ​ ​increases,​ ​the​ ​higher​ ​the​ ​system​ ​oscillates.​ ​It​ ​also
shows​ ​that​ ​the​ ​system​ ​becomes​ ​more​ ​stable​ ​as​ ​the​ ​value​ ​of​ ​K1​ ​decreases.

12
 Figure​ ​10:​ ​Passive​ ​suspension​ ​system​ ​velocity-time​ ​graph​ ​for​ ​experiment​ ​1.

Figure​ ​11:​ ​ ​Passive​ ​suspension​ ​system​ ​acceleration-time​ ​graph​ ​for​ ​experiment​ ​1.

13
For​ ​ K B ​ ​=​ ​10,000​ ​N/m,

Figure​ ​12:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =10000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​Rise​ ​Time:​ ​0.1555

​ ​ ​ ​ ​Settling​ ​Time:​ ​2.2980
​ ​ ​ ​ ​ ​Settling​ ​Min:​ ​0.7661
​ ​ ​ ​ ​ ​Settling​ ​Max:​ ​1.6179
​ ​ ​ ​ ​ ​ ​ ​Overshoot:​ ​61.7935
​ ​ ​ ​ ​ ​ ​Undershoot:​ ​0
​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​Peak:​ ​1.6179
​ ​ ​ ​ ​ ​ ​ ​ ​Peak​ ​Time:​ ​0.4722

14
For​ ​ K B ​ ​=​ ​15,000​ ​N/m,

Figure​ ​13:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =15000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​RiseTime:​ ​0.1495
​ ​ ​ ​ ​Settling​ ​Time:​ ​3.6331
​ ​ ​ ​ ​ ​Settling​ ​Min:​ ​0.5938
​ ​ ​ ​ ​ ​Settling​ ​Max:​ ​1.7247
​ ​ ​ ​ ​ ​ ​ ​Overshoot:​ ​72.4681
​ ​ ​ ​ ​ ​ ​Undershoot:​ ​0
​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​Peak:​ ​1.7247
​ ​ ​ ​ ​ ​ ​ ​ ​Peak​ ​Time:​ ​0.4671

15
For​ ​ K B ​ ​=​ ​20,000​ ​N/m,

Figure​ ​14:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =20000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​RiseTime:​ ​0.1451
​ ​ ​ ​ ​Settling​ ​Time:​ ​4.9655
​ ​ ​ ​ ​ ​Settling​ ​Min:​ ​0.4634
​ ​ ​ ​ ​ ​Settling​ ​Max:​ ​1.7958
​ ​ ​ ​ ​ ​ ​ ​Overshoot:​ ​79.5777
​ ​ ​ ​ ​ ​ ​Undershoot:​ ​0
​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​Peak:​ ​1.7958
​ ​ ​ ​ ​ ​ ​ ​ ​Peak​ ​Time:​ ​0.4605

16
For​ ​ K B ​ ​=​ ​25,000​ ​N/m,

Figure​ ​15:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =25000​ ​N/m.
​ ​ ​RiseTime:​ ​0.1418
​ ​ ​ ​ ​Settling​ ​Time:​ ​6.6477
​ ​ ​ ​ ​ ​Settling​ ​Min:​ ​0.3663
​ ​ ​ ​ ​ ​Settling​ ​Max:​ ​1.8450
​ ​ ​ ​ ​ ​ ​ ​Overshoot:​ ​84.5012
​ ​ ​ ​ ​ ​ ​Undershoot:​ ​0
​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​Peak:​ ​1.8450
​ ​ ​ ​ ​ ​ ​ ​ ​Peak​ ​Time:​ ​0.4527

17
For​ ​ K B ​ ​=​ ​30,000​ ​N/m,

Figure​ ​16:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =30000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​RiseTime:​ ​0.1438
​ ​ ​ ​ ​Settling​ ​Time:​ ​8.3774
​ ​ ​ ​ ​ ​Settling​ ​Min:​ ​0.2976
​ ​ ​ ​ ​ ​Settling​ ​Max:​ ​1.8746
​ ​ ​ ​ ​ ​ ​ ​Overshoot:​ ​87.4641
​ ​ ​ ​ ​ ​ ​Undershoot:​ ​0
​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​Peak:​ ​1.8746
​ ​ ​ ​ ​ ​ ​ ​ ​Peak​ ​Time:​ ​0.4629

18
Experiment​ ​2

Figure​ ​17:​ ​The​ ​M​ ​file​ ​snapshot​ ​of​ ​different​ ​displacements​ ​for​ ​Experiment​ ​2.

By​ ​keeping​ ​the​ ​spring​ ​coefficient​ ​constant​ ​at​ ​𝟏𝟖,𝟔𝟎𝟎​ ​𝑵/𝒎

Damper 1000𝑁𝑠/𝑚 1250𝑁𝑠/𝑚 1500𝑁𝑠/𝑚 1750𝑁𝑠/𝑚 2000𝑁𝑠/𝑚

Coefficient​ ​(B)

19
 Figure​ ​18:​ ​Passive​ ​suspension​ ​system​ ​displacement-time​ ​graph​ ​for​ ​experiment​ ​2.

As​ ​seen​ ​in​ ​the​ ​figure​ ​18,​ ​as​ ​the​ ​value​ ​of​ ​B​ ​increases,​ ​the​ ​lower​ ​the​ ​system​ ​oscillates.​ ​It​ ​also
shows​ ​that​ ​the​ ​system​ ​becomes​ ​more​ ​stable​ ​with​ ​the​ ​increased​ ​value​ ​of​ ​B.

Figure​ ​19:​ ​Passive​ ​suspension​ ​system​ ​velocity-time​ ​graph​ ​for​ ​experiment​ ​2.

20
 Figure​ ​20:​ ​Passive​ ​suspension​ ​system​ ​acceleration-time​ ​graph​ ​for​ ​experiment​ ​2.

For​ ​B​ ​=​ ​1000,

Figure​ ​21:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=1000.

21
For​ ​B​ ​=​ ​1250,

Figure​ ​22:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=1250.

22
For​ ​B​ ​=​ ​1500,

Figure​ ​23:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=1500.

​​

23
For​ ​B​ ​=​ ​1750,

Figure​ ​24:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=1750.

24
For​ ​B​ ​=​ ​2000,

Figure​ ​25:​ ​Passive​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=2000.

From ​the figures above, it can be seen that when the damping coefficient, B, increases, the
amplitude of the oscillation also increases. When the spring coefficient K increases, the
displacement​ ​and​ ​the​ ​number​ ​of​ ​oscillations​ ​also​ ​increases.

25
Question​ ​2a

Figure​ ​26:​ ​Block​ ​diagram​ ​to​ ​simulate​ ​a​ ​bump.

Figure​ ​27:​ ​Displacement-time​ ​graph​ ​for​ ​vehicle​ ​with​ ​passive​ ​suspension​ ​system​ ​went
through​ ​a​ ​bump.

26
Question​ ​2b

Figure​ ​28:​ ​Block​ ​diagram​ ​to​ ​simulate​ ​a​ ​pothole.

Figure​ ​29:​ ​Displacement-time​ ​graph​ ​for​ ​vehicle​ ​with​ ​passive​ ​suspension​ ​system​ ​coming
out​ ​of​ ​a​ ​pothole.

27
Question​ ​3
In order to find the transfer functions, we have to design suitable active suspension system
using Proportional-plus-Integral-plus-Derivative (PID) controller and the following terms
must​ ​be​ ​calculated:

28
29
30
Out of these functions, is considered as the final transfer function of the whole
active suspension system as X​B - X​W is the total displacement of the car. This is because, as
the wheel moves upwards, a displacement X​W will be present. Also, as the wheel moves
upwards,​ ​the​ ​body​ ​of​ ​the​ ​car​ ​also​ ​moves​ ​upwards​ ​and​ ​is​ ​defined​ ​as​ ​X​B​ .​​ ​Therefore,​ ​X​B​​ ​-​ ​X​W
Is the total displacement of the car and X​B (S) - X​W (S) is the total displacement after Laplace
Transform.

F(S) is the Laplace transform of the force and is considered as the input of the whole active
suspension system. X​B (S) - X​W (S) is considered as the output. This is because we want to
know​ ​how​ ​the​ ​effects​ ​of​ ​ ​varying​ ​the​ ​force​ ​F​ ​on​ ​the​ ​total​ ​displacement​ ​of​ ​the​ ​system,​ ​X​B​​ ​-​ ​X​W
.
a)​ ​ ​Changing​ ​the​ ​values​ ​of​ ​the​ ​parameters​ ​of​ ​the​ ​PID​ ​(Kp,​ ​Kd​ ​and​ ​Ki)​ ​changes​ ​the​ ​amplitude
of​ ​the​ ​output​ ​of​ ​the​ ​system,​ ​that​ ​is​ ​Xb​ ​-​ ​Xw,​ ​and​ ​hence​ ​the​ ​performance​ ​and​ ​stability.

We​ ​have​ ​varied​ ​each​ ​of​ ​the​ ​parameters​ ​and​ ​they​ ​are​ ​tabulated​ ​in​ ​the​ ​following​ ​tables​ ​below.
First,​ ​we​ ​vary​ ​the​ ​values​ ​of​ ​ ​Kd:

Kd_array [​ ​100​ ​1000​ ​10000​ ​]

Ki 0

Kp 0

Table​ ​1:​ ​Varying​ ​Kd,​ ​keeping​ ​Ki​ ​and​ ​Kp​ ​=​ ​0.

31
 Figure​ ​30​ ​:​ ​The​ ​displacement-time​ ​graph​ ​with​ ​changing​ ​values​ ​of​ ​Kd.

Figure 30 shows that when Kd = 100, the more unstable the system is as there are a lot of
spikes. When Kd = 10000, there are less spikes, but the system still oscillates longer and
hence​ ​it​ ​takes​ ​longer​ ​for​ ​the​ ​system​ ​to​ ​reach​ ​to​ ​a​ ​steady​ ​state​ ​position.

It can be seen that the most stable value of Kd is 1000, the middle range value. This is
because it has no spikes, has short oscillations and hence, it reaches to the steady state
position​ ​quicker.​ ​Therefore,​ ​this​ ​value​ ​is​ ​brought​ ​forward​ ​to​ ​the​ ​next​ ​table.
Next,​ ​we​ ​vary​ ​Kp.​ ​Ki​ ​is​ ​maintained​ ​to​ ​be​ ​zero.

Kp_array [​ ​100​ ​1000​ ​10000​ ​]

Kd 1000

Ki 0

Table​ ​2:​ ​Varying​ ​Kp,​ ​keeping​ ​Kd​ ​=​ ​1000​ ​and​ ​Ki​ ​=​ ​0

32
 Figure​ ​31:​ ​The​ ​displacement-time​ ​graph​ ​with​ ​changing​ ​values​ ​of​ ​Kp.

As​ ​seen​ ​in​ ​the​ ​figure​ ​31,​ ​the​ ​higher​ ​the​ ​value​ ​of​ ​Kp,​ ​the​ ​longer​ ​it​ ​takes​ ​for​ ​the​ ​system​ ​to​ ​reach
to​ ​its​ ​steady​ ​state​ ​position.​ ​The​ ​system​ ​also​ ​oscillates​ ​at​ ​a​ ​larger​ ​displacement​ ​when​ ​the​ ​value
of​ ​Kp​ ​is​ ​higher.​ ​The​ ​most​ ​stable​ ​value​ ​of​ ​Kp​ ​is​ ​when​ ​Kp​ ​=​ ​100,​ ​the​ ​lowest​ ​value​ ​among​ ​the
other​ ​values​ ​that​ ​were​ ​varied.

​ ​Hence,​ ​this​ ​value​ ​is​ ​brought​ ​to​ ​the​ ​following​ ​table.​ ​Ki​ ​will​ ​then​ ​be​ ​varied,​ ​and​ ​the​ ​value​ ​of
Kd​ ​=​ ​1000​ ​used​ ​was​ ​on​ ​the​ ​basis​ ​of​ ​previous​ ​results,​ ​as​ ​it​ ​was​ ​the​ ​most​ ​stable​ ​previously.

Ki_array [​ ​10​ ​1000​ ​10000​ ​]

Kd 1000

Kp 100
Table​ ​3:​ ​Varying​ ​Ki,​ ​keeping​ ​Kd​ ​=​ ​1000​ ​and​ ​Kp​ ​=​ ​0

33
 Figure​ ​32:​ ​The​ ​displacement-time​ ​graph​ ​with​ ​changing​ ​values​ ​of​ ​Ki.

As​ ​seen​ ​in​ ​the​ ​figure​ ​32,​ ​the​ ​higher​ ​the​ ​value​ ​of​ ​Ki,​ ​the​ ​more​ ​it​ ​oscillates,​ ​hence​ ​the​ ​more
unstable​ ​it​ ​becomes.​ ​Therefore,​ ​the​ ​lowest​ ​value​ ​of​ ​Ki,​ ​which​ ​is​ ​100​ ​was​ ​chosen.

b)

To summarize, we first simulate the displacement time graphs with varying values of Kd and
the values of Ki and Kd was maintained to be zero. Out of those values, a value of Kd was
chosen. This value was brought forward to the next simulation, with varying Kp, and Ki still
maintained to be zero. Out of these, the best value of Kp was chosen and was then brought to
the​ ​next​ ​simulation,​ ​with​ ​the​ ​brought​ ​value​ ​Kp​ ​and​ ​varying​ ​value​ ​of​ ​Ki.

Hence, based on the results shown in the figures above, we have concluded our final values
for Kp, Ki and Kd and it can be shown in the following table below. These values were
chosen for their stability and their quickness to reach to their steady states in the previous
simulation​ ​results.

34
 Kp 100

Ki 10

Kd 1000

Table​ ​4:​ ​The​ ​final​ ​values​ ​of​ ​Kp,​ ​Ki​ ​and​ ​Kd​ ​for​ ​the​ ​active​ ​suspension​ ​system.

Figure​ ​33:​ ​Displacement-time​ ​graph​ ​with​ ​proposed​ ​Kp,​ ​Ki​ ​and​ ​Kd​ ​value.

35
c)

Figure​ ​34:​ ​The​ ​block​ ​diagram​ ​with​ ​additional​ ​parameters​ ​to​ ​find​ ​Velocity​ ​and
Acceleration

The parameters such as B and K used for finding the displacement, velocity and the
acceleration time graphs are based on the parameters used in Experiment 2 and can be shown
in​ ​the​ ​following​ ​table.

Experiment​ ​1

By​ ​keeping​ ​the​ ​damper​ ​coefficient​ ​constant​ ​at​ ​2,000​​ ​𝑵s/𝒎

Spring 10,000𝑁/𝑚 15,000𝑁/𝑚 20,000𝑁/𝑚 25,000𝑁/𝑚 30,000𝑁/𝑚

Coefficient​ ​(K)

36
 ​​
Figure​ ​35:​ ​Active​ ​suspension​ ​system​ ​displacement-time​ ​graph​ ​for​ ​experiment​ ​1.

Figure​ ​36:​ ​Active​ ​suspension​ ​system​ ​velocity-time​ ​graph​ ​for​ ​experiment​ ​1.

37
 Figure​ ​37:​ ​Active​ ​suspension​ ​system​ ​acceleration-time​ ​graph​ ​for​ ​experiment​ ​1.

Experiment​ ​1

By​ ​keeping​ ​the​ ​damper​ ​coefficient​ ​constant​ ​at​ ​2,000​​ ​𝑵/𝒎

Spring 10000𝑁/𝑚 15000𝑁/𝑚 20000𝑁/𝑚 25000𝑁/𝑚 30000𝑁/𝑚

Coefficient​ ​(K)

38
For​ ​ K B =10000​ ​N/m,

Figure​ ​38:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =10000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​RiseTime:​ ​2.3151e+03
Settling​ ​Time:​ ​3.9061e+03
Settling​ ​Min:​ ​0.9000
Settling​ ​Max:​ ​0.9989
Overshoot:​ ​0
Undershoot:​ ​3.4771
Peak:​ ​0.9989
​ ​ ​ ​ ​Peak​ ​Time:​ ​6.8962e+03

39
For​ ​ K B =15000​ ​N/m,

Figure​ ​39:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =15000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​RiseTime:​ ​3.4666e+03
Settling​ ​Time:​ ​5.8529e+03
Settling​ ​Min:​ ​0.9000
Settling​ ​Max:​ ​0.9992
Overshoot:​ ​0
Undershoot:​ ​2.9531
Peak:​ ​0.9992
Peak​ ​Time:​ ​1.0815e+04

K B =20000​ ​N/m

40
For​ ​ K B =20000​ ​N/m,

Figure​ ​40:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =20000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​RiseTime:​ ​4.4162e+03
Settling​ ​Time:​ ​7.7707e+03
Settling​ ​Min:​ ​0.9000
Settling​ ​Max:​ ​0.9992
Overshoot:​ ​0
Undershoot:​ ​4.1724
Peak:​ ​0.9992
Peak​ ​Time:​ ​1.4397e+04

41
For​ ​ K B =25000​ ​N/m,

Figure​ ​41:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =25000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​RiseTime:​ ​5.5149e+03
Settling​ ​Time:​ ​9.7803e+03
Settling​ ​Min:​ ​0.9000
Settling​ ​Max:​ ​0.9993
Overshoot:​ ​0
Undershoot:​ ​1.1496
Peak:​ ​0.9993
Peak​ ​Time:​ ​1.8077e+04

42
For​ ​ K B =30000​ ​N/m,

Figure​ ​42:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
K B =30000​ ​N/m.

​ ​ ​ ​ ​ ​ ​ ​ ​RiseTime:​ ​6.6135e+03
Settling​ ​Time:​ ​1.1677e+04
Settling​ ​Min:​ ​0.9000
Settling​ ​Max:​ ​0.9992
Overshoot:​ ​0
Undershoot:​ ​2.9745
Peak:​ ​0.9992
Peak​ ​Time:​ ​2.1623e+04

43
Experiment​ ​2

By​ ​keeping​ ​the​ ​spring​ ​coefficient​ ​constant​ ​at​ ​𝟏𝟖,𝟔𝟎𝟎​ ​𝑵/𝒎

Damper 1000𝑁𝑠/𝑚 1250𝑁𝑠/𝑚 1500𝑁𝑠/𝑚 1750𝑁𝑠/𝑚 2000𝑁𝑠/𝑚

Coefficient​ ​(B)

Figure​ ​43:​ ​Active​ ​suspension​ ​system​ ​displacement-time​ ​graph​ ​for​ ​experiment​ ​2.

44
Figure​ ​44:​ ​Active​ ​suspension​ ​system​ ​velocity-time​ ​graph​ ​for​ ​experiment​ ​2.

45
Figure​ ​45:​ ​Active​ ​suspension​ ​system​ ​acceleration-time​ ​graph​ ​for​ ​experiment​ ​2.

46
For​ ​B​ ​=​ ​1000,

Figure​ ​46:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=1000.

47
For​ ​B​ ​=​ ​1250,

​​
Figure​ ​47:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=1250.

48
For​ ​B​ ​=​ ​1500,

Figure​ ​48:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=1500.

49
For​ ​B​ ​=​ ​1750​,

Figure​ ​49:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=1750.

50
For​ ​B​ ​=​ ​2000,

Figure​ ​50:​ ​Active​ ​suspension​ ​system​ ​step​ ​response​ ​for​ ​displacement-time​ ​graph​ ​when
B=2000.

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Question​ ​4)

Figure​ ​51:​ ​Displacement-time​ ​graph​ ​for​ ​active​ ​and​ ​passive​ ​suspension​ ​system.

Figure​ ​51​ ​shows​ ​the​ ​peak​ ​overshoot​ ​of​ ​displacement​ ​for​ ​passive​ ​suspension​ ​system​ ​is​ ​0.36m
whereas​ ​for​ ​the​ ​active​ ​suspension​ ​system​ ​it​ ​is​ ​0.22m.​ ​Reduction​ ​peak​ ​value​ ​=​ ​(passive​ ​value​ ​-
active​ ​value)/passive​ ​value​ ​=​ ​38.9%.

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 Figure​ ​52:​ ​Acceleration-time​ ​graph​ ​for​ ​active​ ​and​ ​passive​ ​suspension​ ​system.

Figure​ ​52​ ​indicates​ ​that​ ​the​ ​active​ ​suspension​ ​system​ ​has​ ​more​ ​riding​ ​comfort​ ​than​ ​passive
suspension​ ​system​ ​which​ ​the​ ​oscillation​ ​of​ ​active​ ​suspension​ ​system​ ​is​ ​less​ ​than​ ​passive
suspension​ ​system​ ​and​ ​settling​ ​time​ ​is​ ​also​ ​less.

Question​ ​5)
1.​ ​Analysis​ ​of​ ​the​ ​required​ ​space​ ​and​ ​power​ ​consumption​ ​for​ ​the​ ​real​ ​application​ ​in​ ​vehicles
with​ ​explanation​ ​of​ ​how​ ​the​ ​hydraulic​ ​pump​ ​works.
2.​ ​Road​ ​test​ ​with​ ​flat​ ​road​ ​surface​ ​and​ ​bumpy​ ​road​ ​surface​ ​to​ ​measure​ ​the​ ​response​ ​of​ ​active
suspension​ ​system​ ​and​ ​compare​ ​it​ ​with​ ​the​ ​response​ ​of​ ​passive​ ​suspension​ ​system.
3.​ ​Input​ ​disturbance​ ​for​ ​transfer​ ​function​ ​used​ ​to​ ​find​ ​the​ ​step​ ​response.

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Conclusion

The​ ​simulated​ ​model​ ​is​ ​analyzed​ ​after​ ​running​ ​it​ ​to​ ​predefine​ ​time​ ​and​ ​different​ ​observations
are​ ​drawn​ ​to​ ​obtain​ ​the​ ​performance​ ​and​ ​behavior​ ​of​ ​the​ ​suspension​ ​system.
-The​ ​comparison​ ​between​ ​active​ ​and​ ​passive​ ​suspension​ ​system​ ​is​ ​made​ ​and​ ​dynamic
characteristics​ ​are​ ​compared.​ ​It​ ​has​ ​been​ ​observed​ ​that​ ​performance​ ​is​ ​improved​ ​in​ ​the​ ​form
of​ ​vertical​ ​displacement​ ​and​ ​settling​ ​time​ ​which​ ​will​ ​increase​ ​the​ ​passenger​ ​comfort​ ​and
stability​ ​of​ ​vehicle.
-The​ ​proposed​ ​PID​ ​values​ ​give​ ​percentage​ ​reduction​ ​in​ ​body​ ​vertical​ ​displacement,​ ​velocity
and​ ​settling​ ​time.
-​PID​ ​controller​ ​including​ ​hydraulic​ ​dynamics​ ​has​ ​been​ ​designed​ ​for​ ​a​ ​quarter​ ​car​ ​model​ ​of​ ​a
passenger​ ​car​ ​to​ ​improve​ ​the​ ​ride​ ​comfort​ ​and​ ​road​ ​holding​ ​ability.
-It​ ​is​ ​also​ ​found​ ​that​ ​active​ ​suspension​ ​system​ ​improves​ ​ride​ ​comfort​ ​even​ ​at​ ​resonant
frequency.
-The​ ​observation​ ​obtained​ ​from​ ​the​ ​analysis​ ​is​ ​carried​ ​out​ ​with​ ​the​ ​help​ ​of​ ​software,​ ​the
practical​ ​simulation​ ​may​ ​differ​ ​which​ ​can​ ​be​ ​further​ ​supported​ ​by​ ​control​ ​logics.

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