Active Suspension System-- A Mechatronic

System
Chetan Bokare
Arindam Sengupta
Mechanical Engineering
Y.C.C.E. Nagpur
Maharashtra.
INTRODUCTION:
Air suspension was offered as an option years ago by some car manufactures.
However, it was not widely accepted for use in passenger cars. In recent years,
some heavy duty trucks and buses have used in air-suspension. Now, with
electronic air suspension, air springs are making a comeback.
In air-suspension systems, the four steel springs are replaced by four rubber
cylinder, or air springs. Each rubber cylinder is filled with compressed air, with
supports the car weight. When a wheel encounters a bump in the road, the air is
further compressed & absorbs the shock.
The electronic air-suspension system is shown in fig. It includes an electric air
compressor, a microcomputer control module (MCM), four air springs with built-in
solenoid valves, three height sensors (two front and one rear), and the air-
distribution system at lines and fittings.
The height sensors monitor the riding height, or vehicle trim height. They signal
the contract module of any change. If the height is too high, the control module
opens the solenoid valves in the spring with too much air. This allows some at the
air to escape, towering the car. It height is too low, the control module turns on
the air compressor. Then the control module opens the solenoid valves in the
spring until proper trim height is restored.
The control and operation of system are very similar to that of automatic-level
control system. However air-suspension systems provides springing for all four
wheels, instead at only two rear wheels as with automatic level control.
ROLLING, BRAKE DIP, BOUNCING AND PITCHING :-
Centre of gravity of a vehicle is at a height but retarding and cornering forces are
applied of necessity at road levels. During cornering, a turning couple about the
longitudinal axis of the vehicle is produced due to the centrifugal force acting at
e.g. and the forces at tyre-road contact patch. This results in a motion called
rolling. The left hand side suspensions move out of phase with right hand side.
Braking causes a tendency for the nose of the vehicle to dip. This phenomenon is
called brake dip.
Other types of sprung mass motion are shown in fig. Pitching is defined as the
rotating motion about a transverse line through the vehicle parallel to ground, the
front suspension moves out at phase with the rear. Bounce is defined as the
vertical motion of the center at gravity. The bounce can be front end bound or rear
and bounce. Diagonal pitch is combination of pitch and roll.
Softness of springing is limited by relation of wheel base and track to c.g. height
and the permissible values of dip and roll. Smaller vehicles usually have relatively
stiffer springs because c.g. height can be reduced that much.
Suspension pitching and rolling axes should be arranged to pass through the c.g.
of the vehicle so that the nose dip and the roll are confined to those due to
tyre deflections only. However, such axis positions are difficult to obtain in
practice.
Road Irregularities and human susceptibility:-
Some indication of the magnitudes of the disturbances caused by road
irregularities can be gained from surface irregularity of Roads, DSIR Road
Research Board Report, and 1936-7. It appears that surface undulations on
medium quality roads have amplitudes of 0.005m are characteristics of very
good roads. The average pitch of these undulations is under 4m while most road
vehicle wheels roll forwards at about 2m / rev. In Additional to the conventional
tarmac roads, there are pave and washboard surface, the letter occurring largely
on unsurfaced roads and tracks. Representative replies of these two types of
surface are described in the MIRA proving ground, by A. Fogg, Proc. A.D. Inst.
Mech. Engrs 1955-56.
Obviously the diameter of the tyre, size of contact patch between tyre and road,
the rate of the tyre acting as a spring, and weight of wheel and axle assembly
affect the magnitude of the shock transmitted to the axle, while the amplitude of
wheel motion is influenced by all these factors plus the rate of the suspension
springs, damping effect of the shock absorbers, and the weights of the unsprung
and sprung masses. The unsprung mass can be loosely defined as that between
the road and the main suspension springs, while the sprung mass is that
supported on these suspension springs, through both may also include the
weights of ports of the springs and linkages.
Two entirely different types of shock are applied to the wheel; that due to the
wheels striking a bump, and that caused by the wheels falling into a pot-hole.
The formed will be influenced to a major extent by the geometry of the bump and
the speed of vehicle, while the major influence on the latter, apart from the
geometry of the hole, is the unsprung masses and spring rates, speed being an
incidental influenced factor.
Human sensitivity to these disturbances is very complex, and a more detailed
discussion can be found in Car Suspension and Handling by Donald Bastow,
Pentech Press, London, 1980. It is widely held that vertical frequencies
associated with walking speeds between 2.5 and 4 mph that is, 1.5 to 2.3 Hz are
comfortable, and that fore-and-aft or lateral frequencies of the head should be
less than 1.5 Hz Dizziness and sickness is liable to be experienced if the inner ear
is subjected to frequencies between 0.5 and about 0.75 Hz. Serious discomfort
may be felt in other important organs at frequencies between 5 and 7 Hz.
SPRINGING OF THE CAR :-
If the front, and rear wheel axles were allowed to run in bearings fixed rigidly to
the frame, the result would be extremely uncomfortable, the maximum speed of
the car would be very limited, and the engine and transmission, as well as the
bodywork, would be subjected to severe stresses, which in time would no doubt
result in the fracture or breakdown of one or other of the working parts. It has
become recognized, as a result of the long experience, that all types of vehicles
used for locomotion, including railway trains, motor vehicle horse-drawn vehicles,
pedal cycles and even childrens prams, must be provided with some means of
insulating the wheels and axles from the rest of the vehicle, so that the road or
rail shocks received by the wheels when traveling over uneven ground will not be
transmitted appreciably to the other parts. The axles at railway carriages run in
gunmetal axles boxes which can slide vertically is guides (known as horn plates)
in the carriage frames, stiff spring bear down on the tops of these boxes and
absorb most of the rail shocks; i.e., spring-insulate the carriage frames from the
wheels and axles. The familiar leaf springs of horse-drawn vehicles serve also for
the same purpose. Similarly, the pneumatic tyres and the spring saddles of pedal
cycles afford a fair degree of insulation from road shocks.
The object of the springing, or as it is terms, the suspension system, then is :
1) To protect the occupants from road shocks.
2) To reduce the stresses due to road shocks on the mechanism of the car ,
and
3) To maintain the body on an even keel when traveling over rough ground, or
when turning so that any rolling, pitching or vertical movement tendency is
minimized. The ideal suspension system would be that which allowed the
road wheels to travels over rough uneven ground at any speed, whilst
maintaining the body perfectly level; all the wheels would therefore move
up and down relatively to the body.
The Principles of Motor Springing:-
Before outlining the usual methods of springing cars it should be mentioned that
in the earlier days of motor-cars, members of the engine and transmission, and in
some cases the frame themselves, were opt the fracture through fatigue of the
metal under rapidly alternating stresses caused by road shocks, so that the
importance at protecting these parts will appreciated.
The important principles underlying the satisfactory springing of motor vehicles
are firstly, the reduction, to a minimum, of weight of the wheels and others parts
receiving the road shocks this is usually termed reduction of unsprung weight.
Secondly, the reduction of rolling or pitching of the body, to a minimum, by
suitable design and attachment of the springs. It is usual to mount the body frame
on the springing system at four points generally at the corners of the rectangle
formed by the framed members. Thirdly, it has become recognized that it is not
yet possible to absorb satisfactorily the larger and also the smaller road impacts
with one springing device, so that auxiliary attachments, or subsidiary members
of the main springs are provided to look after the minor shocks; these are termed
shock absorbers.
BASIC FUNCTION OF THE SUSPENSION SYSTEM:-
1) To Provide Suitable Riding and Cushioning Properties
The frame should have a high degree of isolation from the axle so that the
effect of road and tyre irregularities and wheel out of balance forces are
not transmitted to the vehicle frame.
2) To Provide Good Road Holding
Since the basic functions of driving, cornering and braking are obtained by
virtue of the road tyre contact area, the suspension system should always
maintain the wheels in contact with road to obtain these functions which
would otherwise be lost.
 In addition to these basic functions the vehicle suspension system must
perform a No. of Complex functions which may conflict with each other.
These functions are summarized below. These are general considerations
which are applicable to passenger cars as well as heavy duty commercial
vehicles as the case may be.
3) The suspension system must support the vertical load imposed by the
weight of the vehicle, plus the body and payload weight.
4) It must Provide Adequate Stability and Resistance to Sideways and Roll
Over
This is especially important for commercial trucks where substantial
variations in the vertical center of gravity location can occur and also, in
certain operations. Swaying, shifting and surging loads may be
encountered cornering causes a tendency for the vehicle to roll.
5) It must Transfer Driving and Braking Forces between Frame and Axles
The suspension system must provide means to transfer the longitudinal
forces generated during acceleration or deceleration.
6) It must resist Drive and Brake Torque Wind-up
When the driving and braking torques are applied to the ground through the
tyre-road contact areas. The front suspension springs have a tendency to
wind-up. Due to the spring wind-up, any point on the unsprung components
other than the center of rotation is displaced. This will cause steering
wheel rotation or change the angular position of the road wheel. Spring
wind-up also displaces the tie-rod towards the engine and may affect the
clearance between tie-road and engine exhaust system, and other
components.
7) It must Resist the Cornering Effects
When negotiating a Curve or a Turn. Normally a vehicle has a tendency to
continue in straight line and when the front wheels are turned forces are
generated that cause the vehicle to turn. The cornering forces cause a
weight shift which results in compression on one spring and release of
another which may result in a rotation of axle in the plan view. This is
called axle role steer. Another effect such load transfer can cause is the
displacement of the steering arm ball from its normal load position and
may result in what is called compliance steer.
8) It must maintain proper positioning of the castor on steering axle so that
proper steering geometry is maintained. It should also maintain axles in
alignment parallel to each other and perpendicular to the front.
9) In case of drive axles, the suspension system must provide for limited
movement of drive shaft slip splines and in case of tandem axles the load
transfer between the axles should be minimum.
CLASSIFICATION OF SUSPENSION SYSTEM:-
According to elements used for suspensions.
a. Laminated or leaf springs.
b. Coil Springs.
c. Torsion bars.
d. Air Springs.
 e. Rubber Springs.
f. Hydro-elastic Springs.
According to point of application.
a. Front axel Suspension.
b. Rear Axel Suspension.
DESIRABLE CHARACTERISTICS OF A SUSPENSION SYSTEM:-
The following are the desirable characteristics of a vehicle suspension below:
1) Maximum Deflection Consistent with Required Stability
In order to provide good cushioning ability together with better riding
qualities, the suspension system must provide maximum deflection.
However, it should be consistent with the vehicle stability requirements.
2) Compatibility with other Vehicle Components
Suspension system alone cannot completely determine the actual ride
provided in a vehicle tyres, frame stiffness, wheelbase. Steering linkage all
affect vehicle ride and hence the suspension system must be compatible
with these components.
3) Minimize Wheel Hop
For the purpose of suspension analysis the vehicle weight is divided into
sprung weight and unsprung weight. Spring weight is the weight of the
vehicle that is supported on springs; rest is called unsprung weight. Frame
and components attached to it come into the definition of sprung weight
while wheels and wheel axles comes into unsprung weight. The resonance
frequency. This wheel top frequency should be minimum wheel hop
frequency and its amplitude greatly affect the road holding and hence, the
cornering and braking obtainable because cornering and braking forces are
at necessity applied at the road level.
4) It must provide sprung mass frequency that is relatively constant between
laden and unloaded conditions. Furthermore, this natural frequency must
not be in resonance with tyre rpm or with pavement expansion strips.
Typical values of sprung mass frequency for passenger cars varies from
0.75 C/S to 2.5 C/S.
Alternative to this is provision of a variable rate spring which will be
effective on a wide range of loading and under varying conditions
5) It must have low maintenance and operating costs. Its initial cost should
also be low.
6) The total weight of the suspension system should be minimum.
7) It should minimise tyre wear.
STRUCTURE OF ACTIVE SUSPENSION SYSTEM:-
Fig. shows the active suspension system for Toyota Soarer and Fig. shows the
hydraulic circuit for the system of Fig.
The active suspension system for Soarer has four functions ride comfort control,
vehicle attitude control, height control and stability (Maneuverability) control.
These functions are carried out by controlling hydraulic cylinder which have gas
springs support each wheel.
In the relatively low frequency band of less than 2 Hz, the pressure control valve
receives pressure supply and discharge signals from the electric sensors, such as
a G-sensor and controls the system.
In the intermediate frequency band of 2 6 Hz, a spool valve in the pressure
control valve senses the pressure changes and mechanically (Mechanical servo
function ) operates to keep the line pressure constant, thereby preventing the
transmission of vibrations to the vehicle body.
As shown in Fig, oil pressure generated in the oil pump is temporarily
accumulated in the accumulator via an attenuator which reduces pressure
pulsation. A pressure control valve in the integrated valve unit control high
pressure to necessary levels and supplies pressure to each hydro-pneumatic
cylinder or returns the oil in the hydraulic cylinders.
Generally, line pressure from the oil pump is changes according to the oil
consumed by the pressure control valve. In this system, there is a PC valve in the
pump. The PC valve balance the discharged flow rate and oil consumption
properly, so that the line pressure is kept constant.
AIR SPRINGS :-
A volume of air, enclosed either in a cylinder fitted with a piston or in a flexible
bellows, can be used as a spring, as shown in fig. Under the static load, the air is
compressed to a predetermined pressure, and subsequent motion of the piston
either increases or decreases the pressure and consequently increases or
decreases the force acting on the piston. If this force is plotted against the piston
travel, a curve similar to the compression curve of an engine indicator card will
be obtained, so obviously the rate at which the force varies with the piston travel
becomes greater as the air pressure increases. It follows that, whereas with a
metal spring, equal increments of force result in equal increments of deflection
the rate of an air spring is not constant. This varying rate is an advantage in that
a low rate can be obtained for small deflections from the mean riding position
while keeping the total rise and fall of the axles within reasonable limits.
Air springs are fairly widely employed on vehicles whose laden and unladen
weights differ greatly. This includes principally tractors for semi-trailers, the semi-
trailers themselves and large drawbar trailers. They are also used to some extent
on coaches, more especially in continental Europe and the USA, because of the
very high quality ride obtainable with them, particularly if used with independent
suspension. The disadvantages are high cost, complexity of compressed air
ancillary system, and therefore risk of breakdown, more maintenance than other
types of springing and freezing of moisture in the air in cold weather, which can
cause malfunction of valves. Air suspension systems of this sort are, in general,
too bulky and too complex for cars, though Citroen cars for instance have their
hydro-pneumatic system, as shown in fig.
In double-wishbone type suspensions a rubber bellows, circular in section and
having two convolutions, is generally used and simply replaces the coiled spring
of the conventional design. Rubber bellows type springs are used also in the
Dunlop Stabilair suspension, as shown in fig. Alternatively a metal air-container in
the form of an inverted drum is fixed to the frame and a piston, or plunger, is
attached to the lower wishbone. Since the piston is considerably smaller than the
drum, sealing is affected by a flexible diaphragm secured to its periphery and the
lip of the drum. This construction enables the load deflection characteristics of an
air spring to be varied considerably by using profiled guides, such as E and F in
fig, to control the form assumed by the diaphragm, and thus its effective area, as
the inner member moves relative to the other one.
Elongated convoluted bellows such as are indicated in fig, have been used in
trucks and coaches, with radius rods to deal with the driving and breaking
torques and thrusts, and a panhard rod for lateral location.
DEVELOPMENT OF VARIABLE DISPLACEMENT OIL PUMP FOR ACTIVE AIR
SUSPENSION :-
Introduction
The subject of this report is to outline our development of a variable displacement
pump for automobiles. The pump has reduced the pressure pulsation to realize a
quiet system. This was accomplished by simulation analyses. Experiments were
conducted on a pressure sensing control valve ( hereinafter, PC valve ) having
stable controllability in a board area if revolutions from 600 r.p.m. to 6000 r.p.m.
and off supply from 5 lit / min. to 23 lit / min.
It has been our desire to realize compatibility between stability and ride comfort
in an automobile. Recently, due to the increased advances of electronics
technology and integration with hydraulic technology, active control has been
adapted to the classis system.
Active suspension gives the driver soft ride comfort running on rough roads and
stability which the driver expects. In order to actively and instantly restrain or
control undesired movements generated by the vehicle vibrations and
inclinations, it is necessary for the vehicle itself to provide a power source which
can always supply energies necessary for controlling.
On the other hand, running on a smooth road such as a highway, the vibrations or
attitude changes of vehicle do not occur so often and not much energy is needed.
Therefore, it is necessary developed hydraulic system with an efficient energy
supply.
Active suspension was first introduced on a commercial basis in the 1989 model
vehicles ( TOYOTA CELICA AND NISSAN INFINITY ).
The active suspension wad further installed in the 1991 model ( TOYOTA SOARER )
which abolish metal springs for supporting the vehicle body in order to improve
attitude control during critical turning of the vehicle. The suspension system
without metal springs, known as the Full Hydro-Pneumatic System, requires twice
as much as energy as the previous active suspension system installed in the
CELICA.
Thus, focus was placed on the swash plate type variable displacement pump to
efficiently supply energy.
Design of variable Displacement Pump :-
It is necessary for the pump to determine the proper values on response for oil
consumption changes and maximum discharged flow rate in order to instantly and
accurately control the automobile for ride comfort and vehicle attitude.
Discarded Flow Rate
The oil consumption conditions were preliminarily tested under various running
modes, from relatively constant running conditions at high speed cruising to
running on rough roads. It was found from the test that the all consumption wad
changeable from 5 / min during high speed cruising to 18 lit / min on rough road
running. Based on these results and considering more severe conditions, the
maximum oil is set at 23 lit / min ( 2000 r.p.m. ). It was further set to 7 lit / min
( 600 r.p.m. ) for the height control under the engine idling conditions. These two
levers were targeted. ( as shown in fig. )
Response of Variable Displacement
A change at high speed will create a delay of about 0.2 sec. from the actual
operation of steering wheel to the initiation of vehicle inclination. If such lane
changes are repeatedly made, rolling control is made by using oil in the
accumulator. During this time, compensation for this oil consumption is balanced
by increasing the discharge flow rate. ( as shown in fig. )
In addition to these specifications, the following two points were considered for
automobile use :
Synthetic oil of low viscosity was used to keep the viscosity stable under the
environmental temperature between 30 0C and 120 0C.
Secondly, the pump pulsation was reduced ( which is the original cause of the
vibration ) to reduce the noises in the passenger compartment for comfortable
driving.
Structure of the Variable Displacement Oil Pump and Operation Thereof :
In order to make the pump compact, the active suspension and power steering
pumps are placed in tandem and separated by oil seals. The pumps are driven by
the engine.
As shown in fig, the active suspension pump is of axial piston type having 9
cylinders and also comprised of a PC valve for swash plate angle control and
swash plate. The pump is always kept the pressure at 11.7 MPa pressure.
In order to reduce the pressure pulsation, the shape of the pump outlet portion is
modified and an attenuator is mounted on the pump to absorb the pulsation
immediately after the discharging. This attenuator includes metal bellows to
prevent gas from pressure nitrogen gas introduced to make a seal.
Operation :
1) When the oil supply in the suspension system is reduced or the number of
pump revolutions is increased, the pump pressure increases.
2) Then, the PC valve is moved upward ( as shown in fig. ) to increase the
pressure in the swash plate control cylinders which moves the actuator
piston to the left to reduce the swash plate angle.
3) Thus, the oil flow from the pump is reduced to keep the line pressure
constant. As above, if the pump pressure decreases, the line pressure is
also kept constant. As explained, when high discharge flow rate is
unnecessary, the flow rate is reduced, thereby reducing the horse power
and heat loss.
CONTROL SYSTEM FOR ACTIVE AIR SUSPENSION SYSTEMS :-
Suspension control entails more than just regulation of the vertical movement of
the wheels. The many factors that have to be taken into account include comfort
of the occupants, roll, both longitudinal and lateral weight transfer, and the
maintenance of contact pressure between the wheels and the ground consistent
with good stability and handling.
In a fully-active system there is a pump and hydraulic fluid reservoir and
generally, one hydraulic actuator and one control valve for each wheel or pair of
wheels. There may also be one or more hydraulic accumulators, to supplement the
rate of flow from the pump to cater for sudden deflections of the suspension. The
control valves may be all in one unit. They execute commands from an on-board
computer which is served with information by sensors. The computer may be
programmed to make instantaneous responses to changes inroad surface or
equilibrium ( speed, roll, bake dive, or acceleration squat ) as indicated by the
sensors or, in a simpler control arrangement, it may issue its commands
periodically, to adjust the system to suit average conditions over periods of
seconds or even minutes, depending on the precision of control required.
Correction can be made also to under or oversteer, by adjustment of the front:
rear roll stiffness ratio, even automatically while the car is being driven.
Ideally, perhaps, sensors would defect the rise and fall of the ground in front of
each wheel, so that the suspension could be made to deflect a precisely equal
amount and thus keep the vehicle riding at a constant height above the ground. A
speed sensor would be necessary, too, so that the computer could synchronise
the movements of the suspension with the passage of the measured surface
profile under the wheels. A further refinement might be a transducer to measure
the actual response of the wheel so that, by taking into account hardness or
softness of the surface, the dynamic loading on the tyres could be limited.
Such a system, however, is impracticable at the current state of the art, and it is
simpler to use a pressure transducer in each hydraulic actuator to signal to the
computer any increase or decrease in the load applied by the ground to the wheel.
Responding virtually instantaneously to this signal, the control system can direct
fluid to flow either into or out of the actuator as necessary.
The sensors actually used may include one transducer on each axle to measure
the variations in height of the sprung mass above it under varying loads, a speed
sensor, a yaw detection gyroscope or steering motion transducer, or a lateral
accelerometer for measuring tendency to roll, a longitudinal accelerometer to
detect braking and acceleration forces, and an accelerometer or strain gauge on
each hub for assessing the quality of the road surface. In some instances a
degree of simplification has been obtained by using for the rear axle only one
height sensor and one actuator, the motions of two rear wheels being made
interdependent through a hydraulic interconnection. Alternatives to some of the
above-mentioned sensors might be transducers sensing the displacements of the
throttle, brake pedal, steering gear and axle.
A typical fully active suspension system and a semi-active system as shown in fig,
neither, however, is a standard option in a quantity-produced vehicle. Since if
studied in relation to the basic principles already outlined, are self explanatory, it
is not proposed to describe then in detail here, however, some comments are
necessary regarding Figs.
Fig. shows a single suspension unit in the AP system. An increase in the static
load on the right in the illustration, to be deflected upwards about its pivot. This
of course is provided the relative movement between suspension arm and body is
slow, so that the coil spring and damper in the linkage between the suspension
arm and the lever are not compressed. The consequent upward deflection of the
lever pulls the spool valve to the left, causing it to direct hydraulic fluid the
hydraulically damped gas spring, thus extending it until the ride-height returns to
what it was before.
Rapid upward movement of the lever, on the other hand, are opposed by the
inertia of the offset mass, so the coil spring and damper are compressed and
there is little or no movement of the spool valve. In these circumstances the gas
spring performs as in a conventional suspension system and, since little or no
fluid motion is involved, the energy consumption by the engine driven pump is
correspondingly small. To obtain this effect, the coil spring and damper have to be
turned so that the force exerted on the offset pendulous mass gives it the same
vertical acceleration as that imparted to the body of the vehicle by its gas spring
and integral damper. This system has two major advantages. First, the body does
not sink down on its suspension when it is switched off. Secondly, it does not
need an electronic control.
The AP system can be turned to take into account not only the lateral weight
transfer but also the vertical deflection of the tyres during cornering. In some
instance, however, especially for heavy vehicles, it may react too slowly. This cam
be overcome by arranging for a steering input, as shown in Fig. 35.32. A double-
acting ram, actuated by the steering mechanism, transfers hydraulic fluid from
one side to the other of the vehicle through the dampers in the links between the
suspension arms and the levers actuating the spool valve.. it does this in a
direction such as to lift the lever on the outer and lower that on the inner side of
the turn.
Further information on active suspension in general, including design calculation,
can be obtained from two papers, by Sharp and Hassan, Proc. I. Mech. E., Vols. 200
D3, 1986, and 201 D2, 1987.
** General Description of the Control Systems :-
Figure shows the system configuration of the Active Suspension and the Active
4WS.
Basic Control Strategy :-
Fig shows the control block diagram of the Slow Active Suspension system
various sensors are installed to get information on the vehicle, the longitudinal,
lateral and vertical acceleration of the body, the relative strokes between sprung
and unsprung mass, steering angle, and vehicle speeds etc.
The basic control strategy is based on three functions shown below.
1) PID feed-back control of the heights deflection
PID (Proportional, Integral, Differential) feed-back control is executed to
reduce the deflection between the height target given by Selector Switch
etc. and present height by relative stroke sensors. The objective of this
control is to adjust static height corresponding to height target and to
compensate feed-forward errors.
2) PI feed back control of vertical acceleration
Proportional value of vertical acceleration to compensate the lag of servo
response and integrate that equivalent to vertical velocity are used for
food-back control in order to realize Sky-hook damping. This damping is
effective for improving ride comfort as shown in Fig, and it can also
compensate feed-forward errors.
3) PD feed-forward control of longitudinal and lateral acceleration
 The movements of sprung turning i.e. the pitch and roll, can be estimated
from the longitudinal and lateral acceleration. Inertial moments are
cancelled by this feed-forward control, and then equivalent pitch and roll
stiffness of the suspension can be raised up to keep the vehicles attitude
flat as shown in fig.
Effect of Integrated Control :-
The effects of integrated control are shown in fig, Plotted are the magnitudes of
acceleration, deceleration by braking and lateral acceleration when the vehicles
turns different radius of curves on a test course. The outermost solid line shows
the limits of tire traction. The inner area enclosed by solid lines shown the
distribution of acceleration and deceleration of a vehicle that has no integrated
control system. The outer solid line shows the distribution of acceleration and
deceleration of a vehicle that has an integrated control system.
As shown in this diagram the vehicle with an integrated control system provides
higher acceleration and deceleration than the vehicle without integrated control.
It is clearly seen that the control vehicle has improved performance with higher
stability and control.
The overall ECU configuration involving the Active Suspension, Active 4WS, ABS
and TRC is shown in fig, integrated control is accomplished through exchanging
several bits of information within this electronic control unit.
The effects of the integrated control systems are shown bellow.
The Importance of Feed-Forward Control
Fig. shows the conceptional structure of the vehicles attitude control. The
fluctuation of the vehicle attitude is determined by the equivalent disturbance
force to the vehicle Fd and the robustness of the vehicle system H(s) which
depends on the feed-back characteristics. That is
= Fd / H(s)
Generally an order to reduce the change in the vehicles attitude, it is necessary
to make a more robust system or to decrease the equivalent disturbance force
using more correct feed-forward canceling. However, comparing to a Full Active
Suspension system with robust feed-back control, a Slow Active Suspension
system cannot have enough robust feed-back control due to the lack of response,
so feed-forward control becomes more important in order to attain good
performance of vehicles attitude control.
Therefore for a suitable control of vehicles attitude in the Slow Active Suspension
system, a more precise estimation of the disturbance force and a more accurate
compensation of the rag are necessary.
Hence we developed new feed-forward control algorithms described hereinafter
for the Slow Active Suspension to improve the vehicles attitude control.
Effects of the Active Suspension :-
Balance of Frequency Response between Yaw and Roll From wheel steering
angle proportional control combined with yaw rate feedback controlled by the
Active 4WS, significantly improves the steering response and convergence of
yawing after a lane change. However, it tends to generate a lateral acceleration at
high frequency causing an ordinary vehicle to develop a fast transient roll (initial
roll from sharp steering and rollback) resulting in an uncomfortable feeling to the
driver. With the attitude control of the Active Suspension, there is a positive
feeling of stability with a high level of dynamic balance in the yaw and roll
direction.
Stability & controllability in Lower and Higher Ranges of Lateral Acceleration:-
The use of the tires relative to slip angle and load is very important for the
integrated control by the two systems. The important characteristic of the Active
Suspension is that it does not only control the attitude of the vehicle when
turning, but also improves critical controllability by roll stiffness distribution
control.
Figure shows the effects of the rear steering control and roll stiffness distribution
control on controllability and stability. As shown, the Active 4WS produces a large
control effect in the range of less than 0.5G, while the Active Suspension
produces a large control on roll rigidly distribution in higher G range. The new
SOAERE provides sharp and stable steering performance in the range of les than
0.5G by implementing the Active 4WS. Improved performance by additional
steering in a turn by the Active suspensions roll rigidly distribution control is
obtained in higher G range.
Emergency Lane Change Performance :-
Emergency lane change performance is one of the characteristics that best
demonstrate the effect of integrated control of the Active Suspension and Active
4WS. Speedy response and convergence of yaw and lateral acceleration are
essential. Controllability in the non-linear range is also momentarily required.
Figure shows a comparison of performance in terms of approach speed, steering
angle and yaw rate change in an emergency avoidance situation.
The quick response to steering by the integrated control of the Active 4WS and
Active Suspension enable the vehicle to change lanes smoothly with good
stability and without excess yaw
ADJUSTABLE AND SELF-ADJUSTING SUSPENSION :-
When steel torsion-bar springs are used, some method of adjusting the standing
height at the suspension is needed. This is because, owing to the multiplying
effect of the lever arm connected to the active end of the torsion bar, even a small
tolerance on the angular relationship between the fittings at its ends can make a
significant difference to the attitude of the vehicle. Moreover, it is generally
difficult to maintain tight tolerance on the angular relationship between the ends,
especially when the bar has been overstressed, or scragged, to increase its
fatigue resistance. The adjustment device is generally a screw stop against which
a short lever on the static end of the bar bears.
There are also variants of this principle, in which a warm-and-wheel drive is used,
the wheel being on the Static end at the torsion bar and the worm on a spindle
that can be rotated by the driver whilst sealed in the vehicle. Whereas the screw
type adjustment is for the initial setting on the production line and only rarely
used when the vehicle is being serviced, the worm and wheel or other mechanism
sometimes actuated by a small electric motor is employed also for adjusting
the fore-and-aft trim of the vehicle to cater for variations in the load distribution
for example, when heavy luggage is carried in the boot. While provision for such
manual adjustment system is uncommon, automatic adjustment is the norm for
air-suspension.
There are two distinctly different types of automatic adjustment system for air
suspension. One is the Citroen arrangement as shown in fig, in which on engine-
driven hydraulic pump supplies fluid under pressure to an accumulator and thence
through leveling valves to combined are spring and strut damaged units. This is
the constant mass system, in which the mass of the air, or an inert gas, enclosed
in the spring is constant. The principle is illustrated diagrammatically, but greatly
simplified, in fig, where the hydraulic accumulator is omitted and a floating piston
P is depicted instead of the flexible diaphragm of the Citroen system, and the
hydraulic damping system is omitted from the chamber O. The constant mass at
gas A is compressed above the floating piston.
Space O, between the floating piston P and the piston b attached to the axle, is
filled with oil O, which moves up and down with the piston b and P, the air being
correspondingly compressed or expanded. If the load in increased so that the
assembly C, which is fixed to the body B, moves downwards, the valve V opens
port D, so oil from the pump E passes into the space O. The piston P and assembly
C, together with the body, therefore move upwards, and this continues until the
port D closes again. Similarly, if the load decreases, the port F is opened and oil
escapes from the space O until the port F closers again. Similarly, if the load
decreases, the port F is opened and oil escapes from the space O until the port F
closes again. This the basic ride height of the suspension can be kept constant.
This self-adjusting action is damped so that the motions between the body and
axle due to irregularities of the road do not influence the basic setting of the ride
height.
ADVANTAGES OF THE ACTIVE SUSPENSION: -
Figure shows a circuit diagram of the Hydraulic system. In Figure, a block diagram
of the control system is shown. The features of the system are as follows.
1) The normal coil spring is not used in this suspension, thus eliminating its
vibration. This improves riding comfort at how frequencies. The spring
function has been replaced by the Hydro-pneumatic Suspension system.
The pressure control range has been widened to maintain a flat vehicle
position even while turning.
2) The variable displacement piston pump is used to reduce energy
consumption during non turning maneuvers, but still have sufficient flow in
the turn ( as shown in fig. ). It features nine pistons to reduce pressure
pulsation.
3) Vertical G sensors are used for skyhook damping.
4) Active Suspension has four control functions as follows.
a. Riding comfort control to absorb road surface irregularities.
b. Vehicle attitude control to maintain a constant vehicle attitude at all
times.
c. Stability and controllability control to ensure stability in turning and
straight driving.
d. Vehicle height control to maintain a constant height regardless of
the load. These functions operate mutually for overall control.