Abstract
This paper explores the application of the recently introduced series active variable geometry suspension (SAVGS) to the control of chassis attitude motions and the directional response of cars. A codesign methodology, involving a component dimensioning framework and a multiobjective control scheme, is developed to maximize the SAVGS control capabilities, while respecting vehicle and actuator design constraints. The dimensioning framework comprises: a steady-state mathematical model based on the principle of virtual work; a parameter sensitivity analysis that sheds light on the dependencies that exist between the properties of the passive suspension, the SAVGS, and the chassis; and an algorithm to size the main SAVGS components for any given vehicle and steady-state performance objectives. The general multiobjective control scheme is presented for general application, and the particular case of combined chassis attitude control and overturning couple distribution control is developed in detail. The proposed scheme is subsequently applied to a high-performance sports car and a fully laden SUV, and tested under a wide range of operating conditions through the simulation of standard open-loop maneuvers. Results demonstrate the SAVGS potential to favorably regulate the attitude motions and directional response in both vehicle classes.
Highlights
Active suspensions were introduced in mass produced passenger cars in the 1980s [1], but only recently have they become widely available
The procedure takes as inputs the properties of the vehicle and a target ax − ay area in which full attitude control is required, and it provides as outputs the smallest SL lengths and associated nominal angles that ensure that the reachable envelope contains the target envelope
The effect of the Series Active Variable Geometry Suspension (SAVGS) on the dynamic response of a vehicle is investigated through simulations of five standard open-loop maneuvers
Summary
Active suspensions were introduced in mass produced passenger cars in the 1980s [1], but only recently have they become widely available. This paper, on the other hand, deals with the dynamics of the full vehicle and tackles the problems of attitude control (i.e. mitigation of heave, pitch and roll motions of the chassis) and directional response control.
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