Research on the Fuzzy Control for Vehicle Semi-active Suspension. Xiaoming Hu 1, a, Wanli Li 1,b

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1 Advanced Materals Research Onlne: 0-0- ISSN: -9, Vol., pp -9 do:0.0/ 0 Trans Tech Publcatons, Swterland Research on the Fuy Control for Vehcle Sem-actve Suspenson Xaomng Hu, a, Wanl L,b Mechancal Engneerng Insttute of Tongj Unversty,Shangha 00, Chna a ysuhuyang@.com, b cnlwl@mal.tongj.edu.cn Keywords:sem-actve suspenson;magneto-rheologcal damper;fuy control;whole vehcle model Abstract. The whole vehcle was dvded nto eght peces for establshng the sem-actve suspenson vehcle mode. The dfferent fuy control strateges were desgned accordng to the vertcal, heelng and ptchng movement of vehcle body. The vertcal, heelng and ptchng comprehensve vbraton of the vehcle were reduced by controllng the output current of the magneto-rheologcal damper. Smulaton analyss was operated wth the parameters of a certan type of vehcle, the smulaton results show that the method usng the fuy control strategy can well mprove the vehcle rdng comfortableness, and ts effect s superor to the optmal control. Introducton Magneto-rheologcal absorber s one new-type sem-actve suspenson. Because t has some advantages such as more wde adjustable range of dampng force, fast reacton and easly control, many scholars have pad attenton to t. Accordng to magneto-rheologcal sem-actve suspenson control, many scholars at home and abroad proposed varous control method such as adaptve control and optmal control and fuy control etc]. In the current, the research or smulaton analyss were all amed at the / vehcle model or / vehcle model, but the research of complete vehcle model control combnng the fuy control theory was relatvely rare. In ths paper, dynamc analyss of the whole vehcle model was carred out, the control method was put forward to analyss magneto-rheologcal sem-actve suspenson based on t. Establsh the whole vehcle model Establshng Vehcle suspenson dynamcs model s the foundaton of vehcle performance analyss, but the whole vehcle model can complete showng vertcal movement, the heelng and ptchng moton, so we adopt the whole vehcle model to control analyss. The model was shown n Fg.. Fg. The whole model of sem-actve suspenson In Fg.: b s vertcal dsplacement of automoble body centrod, θ s heelng angular dsplacement of sprung mass, ϕ s ptchng angular dsplacement of sprung mass, s vertcal vbraton dsplacement of non-sprung mass( m,(=,,,, s dsplacements of sprung mass endponts,(=,,,, 0 s exctory nput of road,(=,,,, k s sprng stffness of suspenson, (=,,,, k s tre stffness, (=,,,, c s equvalent dampng of suspenson damper,(=,,,, land l l r are dstances between automoble body centrod and centerlne of rght wheel or left wheel,a and bare dstances between automoble body centrod and front axes or back axes. All rghts reserved. No part of contents of ths paper may be reproduced or transmtted n any form or by any means wthout the wrtten permsson of Trans Tech Publcatons, (ID: 0.0.., Pennsylvana State Unversty, Unversty Park, USA-0/0/,::

2 Advanced Materals Research Vol. When the varaton range of heelng angular dsplacement and ptchng angular dsplacement s lttle, dsplacements of sprung mass endponts can be wrtten as follow: = lθ aϕ, = + lθ aϕ, = + lθ + bϕ, = lθ+ bϕ b r b l b l b r Accordng to Newton's second law, whole vehcle dynamcs equatons shown as m = c + F c + F I I s c + F c + F ( ( ] ( ( ] ( ( ] ( ( ] θ = l k c + F + l k c + F xx r l yy + l k c + F l k c + F l r ( ( ] ( ( ] ( ( ] ( ( ] ϕ = a k c + F a k c + F m =k + b k c + F b k c + F m =k m =k + c( m =k + c + c + c( F F F F Road nputs descrbe usng the flterng whte nose expresson n tme doman, as follow: ( ( ( ( ( = πf + π Gvw, = πf + π Gvw = πf + π Gvw, = πf + π Gvw Where f0s down cut-off frequency, f 0=0.0H, G 0 s road roughness coeffcent (m /cycle,v s velocty of vehcle (m/s, and ws WGN (whte Gaussan nose when ts mean value s 0 and ts ntensty s. Takng F (the forces of magneto-rheologcal damper, =,,, as control nputs,and assumng state varable and output varable of the smulaton system as follow b b T ] X = θ θ ϕ ϕ Y = Z b θ ϕ The system state equatons can be wrtten as: T ] ( X = AX + Bu+ Fw Y = CX + Du Where u s control vector, u= [ F, F, F, F] T, and w s dsturbance vector, w [ w, w, w, w] T =. ( Fuy control system desgn of the whole vehcle model Control strategy of vertcal vbraton.the relatve velocty (v between the sprung mass and non-sprung mass and the vertcal acceleraton ( b of the sprung mass were taken as the nputs, and the control current (I of magneto-rheologcal damper was taken as the output. The range of relatve velocty (v was n 0., 0.] (m/s, the vertcal acceleraton ( b was n, ] (m/s, the fuy feld

3 Advanced Materals and Engneerng Materals II was, ], the fuy language adopted {NB,NS,Z,PS,PB}. The base feld of output varable I adopted [0, ] (A, the fuy feld was [0, ], the fuy language adopted {S,M,H}. The value of quantng factors ( k v, k a equaled respectvely to. and 0., and the value of scale factor k FI was. The fuy control rules were establshed as shown n Table. Table Fuy control rules of vertcal vbraton a NB NS Z PS v NB NS Z PS PB S S H H H S S M M M M S S S S M M S S S PB H H H S S Control strategy of heelng vbraton. The heelng angle velocty (θ and heelng angle acceleraton (θ of the vehcle body were taken as the nputs, and the control current (I of magneto-rheologcal damper was taken as the output. The base felds of θand θ were 0.0, 0.0] (rad/s and 0., 0.] (rad/s respectvely, the relevant fuy feld was, ], and the fuy language adopted {NB,NS,Z,PS,PB}. The base feld of output varable I adopted, +] (A, the plus or mnus ndcate the current I ncrease or decrease not the value. The fuy feld was, ], the fuy language adopted {NB, NS, Z, PS, PB}. The value of quantng factors ( k θ v, k θ a equaled respectvely to 0 and, and the value of scale factor k θ I was. The fuy control rules establshed of rght and left suspensons shown n table. Table Fuy control rules of heelng vbraton (rght suspenson n the brackets θ θ NB NS Z PS PB NB PB(NB PS(NS PS(NS Z Z NS PS(NS PS(NS PS(NS Z Z Z PS(NS Z Z Z NS(PS PS Z Z NS(PS NS(PS NS(PS PB Z Z NS(PS NS(PS NB(PB Control strategy rules of ptchng vbraton. The control strategy of ptchng moton s smlar to the heelng moton. The ptchng angle velocty (ϕ and ptchng angle acceleraton (ϕ of the vehcle body were taken as the nputs, and adjust the output current ( I of front or magneto-rheologcal damper, and exert one moment wth the vehcle body on the opposte drecton of ptchng angle acceleraton. The base felds of ϕ and ϕ were 0., 0.] (rad/s and 0., 0.] (rad/s respectvely, the relevant fuy feld was, ], and the fuy language adopted {NB,NS,Z,PS,PB}. The base feld of output varable I adopted, +] (A, the fuy feld was, ], the fuy language adopted {NB, NS, Z, PS, PB}. The fuy control rules establshed of rght and left suspensons shown n table. Table Fuy control rules of ptchng vbraton (rear suspenson n the brackets ϕ ϕ NB NS Z PS PB NB PB(NB PB(NS PS(NS Z Z NS PB(NS PS(NS PS(NS Z Z Z PS(NS Z Z Z NS(PS PS Z Z Z(PS NS(PS NS(PB PB Z Z NS(PS NS(PS NB(PB

4 Advanced Materals Research Vol. 9 Smulaton analyss The parameters of vehcle model was from ref.[], velocty of vehcle was selected 0m/s, the road was B rank. In the same smulaton condtons, passve suspenson and sem-actve suspenson vehcle fuy control were smulated, the vertcal acceleraton, heelng angle acceleraton, ptchng angle acceleraton, front and rear suspenson dynamc deflecton were compared, the correspondng smulaton dagram shown n Fg. ~. From the fgures, the vertcal peak acceleraton reduced to.0 m/s from. m/s, heelng angle peak acceleraton reduced to 0. rad/s from. rad/s, ptchng angle peak Fg. Vertcal acceleraton Fg. Heelng acceleraton Fg. Ptchng acceleraton Fg. Dynamc deflecton of rght-front suspenson Fg. Dynamc deflecton of left-rear suspenson acceleraton reduced to. rad/s from. rad/s, peak dynamc deflecton of rght-front suspenson reduced to 0.0 m from 0. m, peak dynamc deflecton of left-rear suspenson reduced to 0.0 m from 0. m. The results shown that fuy control of sem-actve suspenson whole vehcle chasss can sgnfcantly brng down the vertcal acceleraton and can well control the heelng angle acceleraton and ptchng angle acceleraton, the dynamc deflecton of suspenson can be mproved obvously compared wth passve suspenson. Concluson Fuy control algorthm of magneto-rheologcal sem-actve suspenson system was proposed wth whole vehcle model, the results of smulaton analyss compared wth passve suspenson shown that fuy control of sem-actve suspenson vehcle can well mprove rdng comfort, the dynamc deflecton of suspenson schedule also can be decreased greatly, and reduce the possblty of suspenson breakdown. Research results shown that fuy control of sem-actve suspenson vehcle based on magneto-rheologcal absorber had good comprehensve control performance. References [] Zhao Lang, Wen Guln, Han Xu:Automotve Engneerng, 00,0(:p0-. [] Fang Zfan, Deng Zhaoxang:Chna Journal of Hghway and Transport, 00,9(:p0-09. [] L Ru, Yu Mao:Chnese Journal of Mechancal Engneerng, 00,(:p-.

5 Advanced Materals and Engneerng Materals II 0.0/ Research on the Fuy Control for Vehcle Sem-Actve Suspenson 0.0/

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