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Journal of Scientific & Industrial Research

Vol. 65, March 2006, pp. 213-226

Linear quadratic regulator controller design for active suspension system


subjected to random road surfaces
M Senthil Kumar* and S Vijayarangan
Department of Mechanical Engineering, PSG College of Technology, Coimbatore 641 004
Received 04 July 2005; revised 14 December 2005; accepted 02 January 2006
Present work aims at developing an active suspension for a passenger car by designing a controller using linear quadratic
optimal control theory, based on two different control approaches [conventional method (CM), acceleration dependent
method (ADM)]. Performance of the active suspension system of a quarter car model with 3 degrees-of-freedom with two
control approaches has been compared with that of passive one. Active suspension system had a better potential to improve
both the ride comfort and road holding, since the passenger acceleration has been reduced for active CM system (19.58%)
and for active ADM system (34.08%) compared to passive one. Also suspension travel has reduced (37.5%).
Keywords: Active suspension, Optimal control, Ride comfort, Road handling
IPC Code: B60G; G09B17/00

Introduction controller in order to provide exact amount of force


Suspension system isolates a vehicle body from required through the actuator. Many controller
road irregularities in order to maximize passenger ride designs3,4,9 have been proposed to develop ASSs. In
comfort and retain continuous road-wheel contact to this paper, a linear quadratic regulator (LQR) control
provide road holding1,2. Traditionally, automotive theory with two different approaches, namely CM and
suspension designs have been a compromise between ADM, is used to develop ASS. Seat stiffness and
the three conflicting criteria of passenger comfort damping are also included in the modelling.
road, suspension travel and road holding, which are
Mathematical Modeling
also called as design goals3. Good ride comfort
In this work, a quarter car model with three
requires a soft suspension, whereas insensitivity to
degrees-of-freedom, which leads to simplified
applied loads requires stiff suspension. Electronically
analysis and also represents most of the features of the
controlled suspension systems can potentially
full model, was used. The model consists of passenger
improve the ride comfort as well as the road handling
seat, sprung mass, which refer to the part of the car
of vehicle4. Road handling relates contact forces
that is supported on springs and unsprung mass,
between the tires and road surface and related to tire
which refers to the mass of wheel and axle assembly.
displacement and suspension travel. In passive
The tire has been replaced with its equivalent stiffness
system, parameters are fixed, being to achieve a
and tire damping is neglected. The suspension, tire
certain level of compromise between road holding,
and passenger seat are modelled by linear springs in
load carrying and comfort. An active suspension
parallel with dampers.
system (ASS), on the other hand, has the capability to
adjust itself continuously to changing road conditions Passive Suspension
resulting in a better set of design trade-offs compared For passive suspension (Fig. 1), using Newton’s
to passive suspension. ASS employs pneumatic or Second Law of Motion and free-body diagram
hydraulic actuators for additional energy. The actuator concept, the following equations of motion are
is secured in parallel with a spring and shock derived:
absorber5. ASS requires sensors to be located at
m p &&
x p + k p (x p - xs )+ c p (x& p - x&s )= 0 …(1)
different points of the vehicle to measure motions of
the body. This information is fed as input for the
xs + k p ( xs − x p ) + c p ( x&s − x& p )
ms &&
__________
*Author for correspondence +k s (xs - xus )+ cs (x& s - x&us )= 0 …(2)
E-mail: msenthil_kumar@hotmail.com
214 J SCI IND RES VOL 65 MARCH 2006

mus &&
xus + ks (xus - xs ) + cs (x&us - x&s ) +kt (xus - r ) = 0 …(3) over the letters indicates differentiation with respect
to time). Therefore,
where, mp = Passenger seat mass (kg), ms = Quarter
1
car sprung body mass (kg), mus = Unsprung mass x& 2 = &x&p = −
mp
[ ]
k p ( x1 − x3 ) + c p ( x 2 − x4 ) …(4)
(kg), kp = Seat stiffness (N/m), ks = Spring stiffness
(N/m), kt = Tire stiffness (N/m), cp = Seat damping
1
coefficient (N-s/m), cs = Suspension damping coef- x&4 = &&
x3 = − k p  ( x3 − x1 ) + c p ( x4 − x2 )
ficient (N-s/m), xp = Passenger vertical displacement ms 
(m), xs = Sprung mass vertical displacement (m),
+ k3 ( x3 − x5 ) + c p ( x4 − x2 )  …(5)
xus = Unsprung mass vertical displacement (m), and
r = Road profile height (m).
1
x&6 = &&
xus = −
mus
[ k3 ( x5 − x3 )
Using notations (x1 = xp, x2 = x& p , x3 = xs, x4 = x&s ,
x5 = xus, x6 = &x&us ), as in Eq. (6), Eqs (1-3) can be + c3 ( x6 − x4 ) + kt ( x5 − r ) ] …(6)
written in state variable form where Putting Eqs (4-6) in state space representation
x1 , x2 , x3 , x4 , x5 , x6 are taken as the states (the dot form7 ( x&6 = Ax + Gr ), it gives

 
 0 1 0 0 0 0 
 
 kp cp kp cp 
 − − 0 0 
 0 
 x&1   mp mp mp mp   x1   
&    x   0 
 x2   0 0 0 1 0 0     0 
2
 x&3     x3  
…(7)

 =    +  0 r
 x&4   kp cp (ks + k p ) (ks + k p ) ks cs  x
 4  0 
 x&   ms ms

ms

ms ms ms
  x5   
 5      kt 
 x&6     x6   
 0 0 0 0 0 1   mus 
 
 
 ks cs (ks + k p ) cs 
 0 0 − − 
 mus mus mus mus 

 
 0 1 0 0 0 0 
 
 kp cp kp cp   0 
 − − 0 0   0 
 mp mp mp mp   
   0 
where A =  0 0 0 1 0 0  and G =
 
   0 
 kp cp ( ks + k p ) ( cs + c p ) ks cs   0 
 − −   kt 
 ms ms ms ms ms ms   
   m us 
 0 0 0 0 0 1 
 
 k +k  
 ks cs cs 
0 0 −  s t  −
 mus mus  mus  mus 
SENTHIL KUMAR & VIJAYARANGAN: LQR CONTROLLER FOR ACTIVE SUSPENSION SYSTEM OF CAR 215

x p + k p ( x p − xs ) + c p ( x& p − x&s ) = 0
m p && …(8)

xs + k p ( xs − x p ) + c p ( x&s − x& p )
ms &&
+ k s ( xs − xus ) + cs ( x&s − x&us ) − f a = 0 …(9)

xus + ks ( xus − xs ) + cs ( x&us − x&s )


mus &&

+ kt ( xus − r ) + f a = 0 …(10)
where, fa denotes the actuator force (N).
Using notations (x1 = xp, x2 = x& p , x3 = xs, x4 = x&s ,
x5 = xus, x6 = &x&us ) as in Eq. (6), it gives
1
x&2 = &&
xp = −  k p ( x1 − x3 ) + c p ( x2 − x4 )  …(11)
mp 
1
x&4 = &&
x3 = − k p ( x3 − x1 ) + c p ( x4 − x2 ) + k3 ( x3 − x5 )
ms 

Fig. 1 — Quarter car model of passive suspension


+ k3 ( x3 − x5 ) + c p ( x4 − x2 ) − f a  …(12)

1
Active Suspension System (ASS) x&6 = &&
xus = −
mus
[ k3 ( x5 − x3 )
ASS has hydraulic actuator in addition to passive
elements (Fig. 2). Hydraulic actuator is located + c3 ( x6 − x4 ) + kt ( x5 − r ) + f a ] …(13)
parallel to suspension spring and shock absorber.
Putting Eqs (11-13) in state space representation form
Using Newton’s Second Law of Motion and free-
( x& = Ax + Bu + Gr ) , represented as Eq. (14), gives
body diagram concept, following equations are
derived: Eq. 15 as shown below:

 
 0 1 0 0 0 0 
 
 kp cp kp cp 
 − − 0 0 
 0 
 x&1   mp mp mp mp   x1   0   0 
&    x     
 x2   0 0 0 1 0 0     
2 0
 0 
 x&3     x3   0    …(15)
 =    +   fa +  0  r
 x&4   kp cp (ks + k p ) (ks + k p ) ks cs  x
 4   1
 0 
 x&   ms ms

ms

ms ms ms
  x5   0   
 5        kt 
 x&6     x6   −1 m 
 0 0 0 0 0 1   us 
 
 
 ks cs (ks + k p ) cs 
 0 0 − − 
 mus mus mus mus 

 0 
 
where, B =  0  and u = [ fa].
 0 
 
 1 
 
 0 
 
− 1 
216 J SCI IND RES VOL 65 MARCH 2006


J = ∫ ( x T Q x + u T R u )dt …(17)
0

where u = [f a ] and Q and R are positive definite


weighting matrices. Here the passenger acceleration,
which is indicator of ride comfort, is not included.

Linear optimal control theory provides the solution


of Eq. (17) in the form of Eq. (16). The gain matrix K
is computed from,

K = R −1 B T P …(18)
where the matrix P is evaluated being the solution of
the Algebraic Riccati Equation,

Fig. 2 — Quarter car model of active suspension AT P + PA − PBR−1 B T P + Q = 0 …(19)


LQR Controller Design Substituting gain matrix K in Eq. (14), gives
Among design goals, passenger ride comfort is
related to passenger acceleration, suspension travel is x& = ( A − BK ) x + Gr …(20)
related to relative distance between the unsprung mass
and sprung mass and road handling is related to the Acceleration Dependent Method (ADM)
tire displacement. The controller should minimize all ADM is new approach giving more importance to
these quantities and hence suitable 6 states are passenger comfort by including passenger
selected to configure the controller. The various states acceleration in J. Suppose that the vector z represents
considered are passenger displacement and velocity, the passenger acceleration, z = [x&&p ]
sprung mass displacement and velocity, finally tire
Then, J could be written as,
displacement and velocity. Hence, the state vector
matrix is x = [ x1 x 2 x 3 x 4 x 5 x6 ] . Eq. (14) is a linear ∞

time invariant system (LTI). State feedback control J = ∫ ( x T Q x + u T R u + z T S z )dt …(21)


for ASS is a powerful tool for designing a controller. 0
For controller design, it is assumed that all the states Here, S is weighting matrix, which can be suitably
are available and also could be measured exactly. This assumed. Therefore, the Eq. (21) becomes
study considered following state variable feedback
regulator8: ∞
J = ∫ ( x T Q x + u T R u + &x&Tp S &x&p )dt …(22)
u = − kx …(16) 0

This equation is further modified, since the


where K is the state feedback gain matrix. passenger acceleration is linearly dependent on the
Optimization of control system consists of state variables. Eq. (11) is rewritten as,
determining the control input u, which minimizes the
performance index (J), which represents the xp = v x
&& …(23)
performance characteristic requirement as well as
controller input limitations using CM and ADM. where row vector v is evaluated using Eq. (11), as,

1
v= [ − k p − c p k p c p 0 0] …(24)
Conventional Method (CM) mp
In CM, J penalizes state variables and inputs. Thus,
it has the standard form as, Eq. (22) can be written as,
SENTHIL KUMAR & VIJAYARANGAN: LQR CONTROLLER FOR ACTIVE SUSPENSION SYSTEM OF CAR 217


J = ∫ ( x T ( Q + v T S v )x + u T R u )dt …(25) Table 1 — Road roughness values classified by ISO

0
Classification Road roughness
S (Ω) K [m2/(cycles/m)]
Thus, Eq. (22) could be written from Eq. (25) as,
Range Average

J = ∫ ( x Qn x + u R u )dt
T T
…(26) A (Very good) 2 × 10-6 ∼8×10-6 4 × 10-6
0
B (Good) 8 × 10-6 ∼32×10-6 16 × 10-6
where, Qn = Q + v T S v . Optimal solution for Eq. (26)
could be found similarly to that of Eq. (17). C (Average) 32 × 10-6 ∼128×10-6 64 × 10-6

Random Road Input D (Poor) 128 × 10-6 ∼512×10-6 256 × 10-6


A real road surface taken as a random exciting
function is used as input to the vehicle road model. E (Very poor) 512 × 10-6 ∼2048×10-6 1024 × 10-6
The main characteristic of a random function is
uncertainty as there is no method to predict an exact
value at a future time. The function should be mean-square values of the components, and the result
described in terms of probability statements as is a discrete spectrum. Generally, mean-square value
statistical averages, rather than explicit equations. In contribution in each frequency interval ∆f is of
road model, power spectral density (PSD) has been interest.
used to describe the basic properties of random data.
By letting S(nfo) be the power spectral density of
PSD function for stationary record represents the rate
the mean-square value in the interval ∆f at frequency
of change of mean values with frequency. It is
n ∆ fo, where fo is initial frequency step and the
estimated by computing the mean square value in a
following relation can be obtained:
narrow frequency band at various frequencies, and
then dividing it by the frequency band. Since the
terrain surface roughness is a spatial disturbance, Z r2
S ( nf 0 ) = = z r2 …(29)
rather than a disturbance in time, it is desirable to 2
define PSD in terms of spatial frequency.
and the discrete power spectral density becomes,
In random vibrations, mean square value of
amplitude, and not the value of amplitude, is of prime Z r2 z2
interest since it is associated with the average energy. S (nf 0 ) = = r …(30)
For a harmonic component, zr(x) with amplitude, Zr 2∆ f ∆ f
and wavelength λ, function is expressed as, Classification of Road Surfaces
In this work, classifications of road profiles are
 2πx 
r = z r ( x ) = Z r sin  = Z r sin f r x …(27) based on the International Organization for
 λ  Standardization (ISO), which proposed road
roughness classification using PSD values9 (Table 1).
 2πx 
where fr =   is the spatial circular frequency of To make use of the classification, a normal random
 λ  input is generated with variable amplitude. Using fast
the harmonic component expressed in rad/m. The Fourier transform (FFT), a trial and error approach
has been used in order to obtain the desired PSD
mean-square value of the component z r2 is given by, characteristics of the random input.
Stochastical characteristics of the random input
1 λ   2πx   Z r2 (Table 2) are used for analyzing the system, which
z r2 =
λ ∫
0
Z
 r

sin 
 λ 
  dx =
2
…(28)
corresponds to the poor road condition as being
classified by ISO from Table 1. The random road
For a function containing discrete frequencies, its surface (Fig. 3) has been used to analyze the
frequency content can be expressed in terms of the developed ASS with two approaches.
218 J SCI IND RES VOL 65 MARCH 2006

Table 2 — Characteristics of random road input under poor class Since, all the state variables, acceleration and
control force have been constrained, the problem of
Random road input
controller design is then a challenge for finding
Spatial, mm PSD [m3/(cycles/m]
suitable weightings that satisfies the design
performances. This is done by choosing arbitrary
Min -56 0 weighting matrices Q and R. Vaughan’s algorithm9 is
used for solving the Ricatti equation. MATLAB
Max 49 2.6 × 10-3
software is used for the simulation. In comparison
Mean 0 3.07 × 10-4 with passive system, the body motion and passenger
accelerations in ASS (Figs 5-16) have reduced
STD 17.7 3.24 × 10-4 significantly, which guarantee better ride comfort.
Moreover, the tire deflection is relatively same.
Therefore, ASS improves the ride comfort while
retaining the road handling characteristics, compared
to passive system.
For the purpose of quantitative comparison, since
the road input to the system is in the form of normal
random distribution, it is expected to have normal
distributed outputs. Therefore, using the concept of
variance for the output signals, useful probability
values can be calculated. For a Gaussian normal
distribution, the probability function of the random
signal x (t) can be written as10:

prob [ λσ ≤ x(t ) ≤ λσ ] =

λσ x2
1  λ 
Fig. 3 — Random road surface σ 2π −
∫λσ e 2σ 2
dx = (erf ) 
 2
 …(31)

Results and Discussion


prob  x(t ) > λσ  =
Suspension parameters9 taken for analysis of the
system are: mp = 60 kg, ms = 290 kg, mus = 59 kg, kp =
10507.1 N/m, ks = 16812 N/m, kt = 190000 N/m, cp =  λ 
1 prob [ λσ ≤ x(t ) ≤ λσ ] = (erfc)   …(32)
875.6 N-s/m, and cs = 1000 N-s/m. According to ISO  2
26318 standard for whole body vibration exposure
limitations, root mean square (RMS) value of where σ is the standard deviation (STD), λ is a real
acceleration denotes the total energy across the entire number, (erf) denotes error function. For a
frequency range, which is referred as a measure of quantitative comparison between the two controllers,
comfort. Comfort levels to vibration response in for each state variable the bounding limit (90%
vertical direction are defined by the vibration probability) is calculated. This quantity can be
tolerance limits, which are illustrated through the evaluated by using standard deviation of the signal
graph plotted between RMS acceleration and the together with Eqs (31) and (32). Using inverse error
frequency (Fig. 4). In this analysis of system response function, (erf)-1, Eq. (31) is transformed to,
with random road input, some limits are assigned for
−1
all the states and also to passenger acceleration and λ 90 = 2 ( erf ) ( 0.9 ) …(33)
actuator force in order to satisfy the required ride
comfort, road handling and the design restriction10. and
The limits are: xs, 0.01m; xp, 0.01 m; &x&s , 0.2% g m/s2;
xs – xus, 0.08 m; xus, 0.05 m; and fa, 500 N. x90 = λ90 X σ+mean x(t) …(34)
SENTHIL KUMAR & VIJAYARANGAN: LQR CONTROLLER FOR ACTIVE SUSPENSION SYSTEM OF CAR 219

Fig. 4 — ISO 2631: RMS acceleration vs frequency

Fig. 5 — Passenger displacement for passive and active CM vs time


220 J SCI IND RES VOL 65 MARCH 2006

Fig. 6 — Passenger displacement for active CM and active ADM vs time

Fig. 7 — Passenger acceleration for passive and active CM vs time


SENTHIL KUMAR & VIJAYARANGAN: LQR CONTROLLER FOR ACTIVE SUSPENSION SYSTEM OF CAR 221

Fig. 8 — Passenger acceleration for active CM and active ADM vs time

Fig. 9 — Sprung mass displacement for passive and active CM vs time


222 J SCI IND RES VOL 65 MARCH 2006

Fig. 10 — Sprung mass displacement for active CM and active ADM vs time

Fig. 11 — Suspension travel for passive and active CM vs time


SENTHIL KUMAR & VIJAYARANGAN: LQR CONTROLLER FOR ACTIVE SUSPENSION SYSTEM OF CAR 223

Fig. 12 — Suspension travel for active CM and active ADM vs time

Fig. 13 — Tire displacement for passive and active CM vs time


224 J SCI IND RES VOL 65 MARCH 2006

Fig. 14 — Tire displacement for active CM and active ADM vs time

Fig. 15 — Control force for active CM vs time


SENTHIL KUMAR & VIJAYARANGAN: LQR CONTROLLER FOR ACTIVE SUSPENSION SYSTEM OF CAR 225

Fig. 16 — Control force for active ADM vs time

Table 3 — Comparison of 90% probability bounds for passive and This confirms the efficiency of ASS in both ride
active systems comfort and road handling performance (Table 3).
90 % Probability bound
Body motions are lower in CM (Figs 5 & 6).
However, passenger displacement and acceleration
S No States Passive CM ADM
are significantly lower in ADM approach. Passenger
1 xp m 2.20 × 10-2 7.40 × 10-3 3.90 × 10-3 acceleration in ADM approach has reduced (13.5%)
2
than the CM approach (Figs 7 & 8). This is also
x

2 && m/s 2.5745 1.1767 × 10-1 1.572 × 10-2 evident through comparing passenger RMS
p

accelerations for different systems. The passenger


3 xs m 1.56 × 10-2 5.4 × 10-3 1.6 × 10-3 RMS acceleration values are: passive system, 1.0977;
4 xus m 5.48 × 10-2 4.85 × 10-2 5.18 × 10-2 active CM system, 0.5518; and active ADM system,
0.0436 m/s2. This shows how effectively the
5 xs-xus m 3.95 × 10-2 2.93 × 10-2 3.82 × 10-2 passenger comfort has been improved with ADM
approach. However, suspension travel values for
6 fa N - 35.33 41.25
ADM approach are slightly higher compared to CM
approach but still very much less than that of passive
where, x90 represents the bounding limit (90% system (Figs 11 & 12). This is due to more weightage
probability) of the random signal x. This has been has been given to ride comfort in ADM approach.
used to compare different systems quantitatively Since ride comfort and road handling are mutually
(Table 3). In this statistical comparison, the body contradicting parameters, there is slight increase in
bounce and passenger acceleration in ASS are suspension travel. However, the tire deflection values
reduced to more than half of their values in passive are almost same for both the active systems (Figs 13
system. Tire displacement has been slightly reduced & 14). This implies that active ADM suspension
for ASS and suspension travel is also reduced (15%). could improve the ride comfort compared to active
226 J SCI IND RES VOL 65 MARCH 2006

CM suspension, retaining the road handling (90% probability) is calculated. Body bounce and
performance. passenger acceleration in active case has been found
The actuator forces are well below the applied reduced to more than half of their values in passive
limits and practically implementable. In ADM system and suspension travel is also reduced (25.8%).
approach, gaining better ride comfort is possible by Passenger acceleration in ADM approach has reduced
the cost of higher actuator force (Figs 15 & 16). by more than half to that of CM approach. The
However, optimal controller design could limit the passenger acceleration has to be included in the
actuator forces in some realistic bounds. The performance index to improve ride comfort through
quantitative values (Table 3) could be an effective active suspension system.
tool for the designer to satisfy the required
performance or to compare different designs. References
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