Design trade-offs for energy regeneration and control in vehicle suspensions

This paper investigates the fundamental trade-offs involved in designing energy-regenerative suspensions, in particular, focusing on efficiency of power extraction and its effect on vehicle dynamics and control. It is shown that typical regenerative devices making use of linear-to-rotational elements can be modelled as a parallel arrangement of an inerter and a dissipative admittance. Taking account of typical adjustable parameters of the generator, it is shown, for a given suspension damping coefficient, that the power efficiency ratio scales with inertance. For a typical passenger vehicle, it is shown that there is a feasible compromise, namely that good efficiency is achievable with an inertance value that is not detrimental to vehicle performance. A prototype is designed and tested with a resistive termination and experimental results show good agreement between ideal and experimental admittances. The possibility to use dynamic (rather than purely resistive) loads to improve vehicle control without limiting the energy recovery is discussed. © 2013 Copyright Taylor and Francis Group, LLC.

Assessment of the influence of the elastic properties of rail vehicle suspensions on safety, ride quality and track fatigue

A sensitivity analysis has been performed to assess the influence of the elastic properties of railway vehicle suspensions on the vehicle dynamic behaviour. To do this, 144 dynamic simulations were performed modifying, one at a time, the stiffness and damping coefficients, of the primary and secondary suspensions. Three values were assigned to each parameter, corresponding to the percentiles 10, 50 and 90 of a data set stored in a database of railway vehicles.After processing the results of these simulations, the analyzed parameters were sorted by increasing influence. It was also found which of these parameters could be estimated with a lesser degree of accuracy in future simulations without appreciably affecting the simulation results. In general terms, it was concluded that the highest influences were found for the longitudinal stiffness and the lateral stiffness of the primary suspension, and the lowest influences for the vertical stiffness and the vertical damping of the primary suspension, with the parameters of the secondary suspension showing intermediate influences between them.

Altering heavy vehicle air suspension dynamic forces by modifying air lines

An experimental programme in 2007 used three air suspended heavy vehicles travelling over typical urban roads to determine whether dynamic axle-to-chassis forces could be reduced by using larger-than-standard diameter longitudinal air lines. This paper presents methodology, interim analysis and partial results from that programme. Alterations to dynamic measures derived from axle-to-chassis forces for the case of standard-sized longitudinal air lines vs. the test case where larger longitudinal air lines were fitted are presented and discussed. This leads to conclusions regarding the possibility that dynamic loadings between heavy vehicle suspensions and chassis may be reduced by fitting larger longitudinal air lines to air-suspended heavy vehicles. Reductions in the shock and vibration loads to heavy vehicle suspension components could lead to lighter and more economical chassis and suspensions. This could therefore lead to reduced tare and increased payloads without an increase in gross vehicle mass.

Development of a software model of a heavy vehicle suspension for research

A Simulink Matlab control system of a heavy vehicle suspension has been developed. The aim of the exercise presented in this paper was to develop a Simulink Matlab control system of a heavy vehicle suspension. The objective facilitated by this outcome was the use of a working model of a heavy vehicle (HV) suspension that could be used for future research. A working computer model is easier and cheaper to re-configure than a HV axle group installed on a truck; it presents less risk should something go wrong and allows more scope for variation and sensitivity analysis before embarking on further "real-world" testing. Empirical data recorded as the input and output signals of a heavy vehicle (HV) suspension were used to develop the parameters for computer simulation of a linear time invariant system described by a second-order differential equation of the form: (i.e. a "2nd-order" system). Using the empirical data as an input to the computer model allowed validation of its output compared with the empirical data. The errors ranged from less than 1% to approximately 3% for any parameter, when comparing like-for-like inputs and outputs. The model is presented along with the results of the validation. This model will be used in future research in the QUT/Main Roads project Heavy vehicle suspensions – testing and analysis, particularly so for a theoretical model of a multi-axle HV suspension with varying values of dynamic load sharing. Allowance will need to be made for the errors noted when using the computer models in this future work.

Passive suspensions incorporating inerters for railway vehicles

This paper investigates the possibility of improving the performance of railway vehicle suspensions by incorporating a newly developed mechanical device known as the inerter. A comparative study of several low-complexity passive suspension layouts is made. Improved performance for the lateral and vertical ride comfort, as well as lateral body movement when curving are demonstrated in comparison with the conventional suspension layout. The constraints imposed are to maintain the same level of other performance metrics. The calculations and optimisations are based on linearised plan-view and side-view high-speed train mathematical models. © 2012 Copyright Taylor and Francis Group, LLC.

Fuzzy control embedded in microcontroller and applied to an experimental apparatus using magnetorheological fluid damper

This work focuses on applying fuzzy control embedded in microcontrollers in an experimental apparatus using magnetorheological fluid damper. The non-linear behavior of the magnetorheological dampers associated with the parametric variations on vehicle suspension models corroborate the use of the fuzzy controllers. The fundamental formulation of this controller is discussed and its performance is shown through numeric simulations. An experimental apparatus representing a two degree of freedom system containing a magnetorheological damper is used to identify the main parameters and to evaluate the performance of the closed-loop system with the embedded low-cost microcontroller-based fuzzy controller. © 2013 Brazilian Society for Automatics - SBA.

Controle semi-ativo de vibrações usando lógica nebulosa e fluido magnetoreológico

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Controle semi-ativo de vibrações com fluido magnetoreológico utilizando LMis e lógica nebulosa otimizada por algoritmo genético

Pós-graduação em Engenharia Mecânica - FEIS

Development of vehicles-in-use sub-limit maneuvers. Volume II: technical report. Final report.

National Highway Traffic Safety Administration, Crash Avoidance Research Division, Washington, D.C.

Development of vehicles-in-use sub-limit maneuvers. Volume I: summary report. Final report.

National Highway Traffic Safety Administration, Crash Avoidance Research Division, Washington, D.C.

Survey of suspension systems on vehicles towing travel trailers II. Volume 15. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Rollover-Preventive Force Synthesis at Active Suspensions in a Vehicle Performing a Severe Maneuver With Wheels Lifted Off

Among the intelligent safety technologies for road vehicles, active suspensions controlled by embedded computing elements for preventing rollover have received a lot of attention. The existing models for synthesizing and allocating forces in such suspensions are conservatively based on the constraints that are valid until no wheels lift off the ground. However, the fault tolerance of the rollover-preventive systems can be enhanced if the smart/active suspensions can intervene in the more severe situation in which the wheels have just lifted off the ground. The difficulty in computing control in the last situation is that the vehicle dynamics then passes into the regime that yields a model involving disjunctive constraints on the dynamics. Simulation of dynamics with disjunctive constraints in this context becomes necessary to estimate, synthesize, and allocate the intended hardware realizable forces in an active suspension. In this paper, we give an algorithm for the previously mentioned problem by solving it as a disjunctive dynamic optimization problem. Based on this, we synthesize and allocate the roll-stabilizing time-dependent active suspension forces in terms of sensor output data. We show that the forces obtained from disjunctive dynamics are comparable with existing force allocations and, hence, are possibly realizable in the existing hardware framework toward enhancing the safety and fault tolerance.

Determining heavy vehicle suspension health from vibratory wheel loads

A low-cost test bed was made from a modified heavy vehicle (HV) brake tester. By rotating a test HV’s wheel on an eccentric roller, a known vibration was imparted to the wheel under test. A control case for dampers in good condition was compared with two test cases of ineffective shock absorbers. Measurement of the forces at the bearings of the roller provided an indication of the HV wheel-forces. Where the level of serviceability of the shock absorbers varied, differences in wheel load provided a quality indicator corresponding to a change of damper characteristic. Conclusions regarding the levels of damper maintenance beyond which HV suspensions cause road damage and dynamic wheel forces at the threshold of tyre wear at which HV shock absorbers are normally replaced are presented.