PDF VEHICLE DYNAMICS AND DAMPING : First revised edition

Free download. Book file PDF easily for everyone and every device. You can download and read online VEHICLE DYNAMICS AND DAMPING : First revised edition file PDF Book only if you are registered here. And also you can download or read online all Book PDF file that related with VEHICLE DYNAMICS AND DAMPING : First revised edition book. Happy reading VEHICLE DYNAMICS AND DAMPING : First revised edition Bookeveryone. Download file Free Book PDF VEHICLE DYNAMICS AND DAMPING : First revised edition at Complete PDF Library. This Book have some digital formats such us :paperbook, ebook, kindle, epub, fb2 and another formats. Here is The CompletePDF Book Library. It's free to register here to get Book file PDF VEHICLE DYNAMICS AND DAMPING : First revised edition Pocket Guide.
Editorial Reviews. About the Author. Jan Zuijdijk has been active in motorsports as suspension engineer and designer of damping systems for over 45 years.
Table of contents

Thus, the oil pressure loss through the damping adjustment device is given by:. The other oil flow equations of the rebound valve and the compression valve can be got from Eq. On the basis of the aforementioned mathematical model of the damping multi-mode switching damper, the damping characteristic is analysed by simulations.

The major simulation parameters of the damper are listed in Table 2. The indicator characteristic curves of the four damping modes and the related velocity characteristic curves are shown in Figs. Indicator characteristics of the damper. It can be seen from Figs. The indicator diagram area and the slopes of the velocity characteristics curve of mode 4 are larger than that of the other three modes, which means its relatively hard damping characteristics.

It is also observed from Fig. A reliable mathematical model is very essential to study the damping characteristics of the damper, for instance, to model the nonlinear behaviors of the MR dampers, different forms of the mathematical models, including the parametric model and the non-parametric model, have been proposed, and many of them are verified by experimental tests [].

Vehicle Dynamics and Damping: First Revised Edition by Jan Zuijdijk, Paperback | Barnes & Noble®

In this paper, although the mathematical model of the damping multi-mode switching damper is only verified by simulations, it is noted that this damper is proposed based on a conventional monotube hydraulic damper, whose mathematical model has been studied for many years and verified by experiments in the references.

In addition, the damping adjustment device of the new damper is constructed by several hydraulic valves, which are not so complicated as the damping adjustment device of the MR damper or the electrorheological ER damper. The models of the hydraulic valves are also very mature. To identify the MR damper characteristics, which includes the transient response of the MR force due to the electric current change; the MR force relation with the displacement and velocity of the damper rod; the hysteresis; and the effect of the manipulation shape, Lozoya-Santos et al.

In this paper, to model the vehicle semi-active suspension system which includes the new damper as a hybrid system, the nonlinear damping behaviors are not be considered and the linearization of the nonlinear damping characteristics is conducted. Moreover, since the new damper can only achieve four damping modes, from the view of effective damping control of the suspension, the nonlinear effects on the damping characteristics need to be ignored. The quarter-car model with the damping multi-mode switching damper depicted in Fig.

The equations of motion for the sprung and unsprung masses are governed by:. Quarter-car model with the damping multi-mode switching damper. Since the damping mode of the damper depends on the on-off status of the solenoid valves, the optimal control of the damping characteristics for the vehicle suspension must deal with both the continuous and discrete variables, which can be regarded as a typical hybrid system control problem.

Vehicle dynamics and damping online

Therefore, the MLD framework, which is an effective modelling method for hybrid systems [40], is used to achieve the systematic design procedure of the overall controller of the damping multi-mode switching damper for application in vehicle suspensions. The evolution of the states is described by the state matrix A and the input matrices B 1 - 3. Similarly, the output matrix C and the matrices D 1 - 3 describe the evolution of the outputs. E 1 - 5 define the inequalities of the system.

Once the system MLD model is available, the formulation of optimal control law for hybrid system can be achieved. However, for complex dynamic system, the establishment of MLD model is inefficient and tedious. To solve this problem, HYSDEL, which is a high-level modelling language for describing hybrid systems, is designed in [41]. In the next few sections, how the dynamic model of the quarter-car suspension with the multi-mode switching damper can be described as a MLD system based on the HYSDEL will be explained in detail.

To achieve the switching of the damping mode, the on-off statuses of the solenoid valves and the road displacement are defined as the input variables:. The output variables are defined for considering the concerned suspension performance indices as:. Meanwhile, the parameters of the quarter-car suspension model with the multi-mode switching damper, considered in simulation calculations, are listed in Table 4.

Table 4.


  • Space Vehicle Dynamics and Control, Second Edition | AIAA Education Series.
  • Vehicle Dynamics and Damping by Jan Zuijdijk Paperback for sale online | eBay;
  • Description;

Parameter values of the quarter-car suspension. The on-off statuses of the solenoid valves represented by the defined logical input variables are defined as:. On this basis, the four damping modes of the damper are represented by the following four auxiliary variables:. Since the different damping characteristics of the damper considered in the compression and rebound strokes, we define two auxiliary logical variables to denote the different stroke:. Therefore, the new damper does not have intermediate operating points between the four damping modes actually.

Hence, the variable damping coefficients of the new damper can be represented by the equations mentioned above. Because of the discrete-time nature of the MLD model, the derivatives of the state variables are further described as:. On this basis, according to Eq. Apparently, there are some constraints on the defined logical variables according to the system actual working process:. Contrary to the optimization over continuous variables, the additional logical constraints on variables can help solving the mixed-integer programming problem significantly, which is the key for tuning a hybrid model controller.

After defining the system variables and confirming their update equations and logical relationships, the corresponding MLD model of the vehicle suspension system with the damping multi-mode switching damper can then be obtained as Eq. The total number of the MLD inequalities is 82, which are omitted here for lacking of space. In this section, a novel approach towards the optimal control of damping mode switching of the damper is proposed based on model predictive control MPC with a receding horizon policy.

The main idea of MPC is to solve a constrained optimal control problem at each sampling instant over a finite horizon using the current state as the initial state. The solution to the problem yields an optimal control sequence that minimizes a given objective function. Moreover, a receding horizon policy can be achieved by only applying the first control input in the sequence and by recomputing the control sequence at the next sampling instant [43].

Another important reason for choosing MPC as the approach to control the damping modes in this work is that the established MLD model can be embedded in MPC as prediction model straightforwardly [44]. Furthermore, MPC can also deal with hard constraints on the manipulated variables, states and outputs. The control objectives for vehicle suspension in this work can be classified into two priority levels. The main objective is to guarantee the ride comfort, road holding capacity and minor suspension deflection.

The ride comfort can be reflected by the vertical acceleration of sprung mass, which is the main control objective that needs to be optimized. Meanwhile, to improve vehicle handling ability and driving safety, a firm uninterrupted contact of wheel with the road is also important. Thus, the dynamic tyre load, k t z 0 - z t , which quantifies the road contact ability, should also be small.


  1. RELEASING MISS LAFAYETTE: Erotic romance for ladies and such.
  2. Quick links.
  3. Vehicle Dynamics Damping by Jan Zuijdijk - AbeBooks?

    4. In addition, due to the constrained structure of the vehicle, the suspension deflection, z s - z u , needs to be limited to reduce the probability of suspension reaches the mechanical end stop [45]. The control objective with secondary priority is to prevent the frequent switching of the on-off statuses of the solenoid valves, which will reduce the operating lifespan of the solenoid valve. This is achieved by minimizing the number of switch transitions within the prediction interval.

    On the basis of the aforementioned controller objectives, the mathematical expression of the objective function, which comprises a number of cost expressions, will be defined. In order to satisfy the suspension performance requirements, a reference vector for outputs and the corresponding penalty matrix are defined as:. To prevent the frequent switching of the on-off status of the solenoid valves, the difference between four consecutive control inputs are introduced as:.

    ADVERTISEMENT

    On this basis, the vector for the difference between four consecutive control inputs and the penalty matrix are given by:. Hence, a cost function accounting for optimal control of the damping characteristics and adherence to the suspension performance requirements is obtained in 2-norm as:. Based on system MLD model Eq. This amounts to a constrained finite time optimal problem [46]:. Since the 2-norm used in the objective function, the problem Eq.

    Given the value of the current state, the MIQP can be solved to obtain the optimal input sequence. Moreover, by applying multi-parametric programming technique, where the state is considered as a parameter [48], the explicit form of the optimal state feedback control law can be obtained. This can reduce the online complexity to the just simple evaluation of a piecewise affine function, which makes the approach easy to application. To evaluate the close-loop behavior of the vehicle suspension system with the damping multi-mode switching damper and demonstrate the potential advantages of the proposed control methodology, numerical simulation results are presented in this section.

    Since there are no previous researches about the damping control of the vehicle semi-active suspension system with the damping multi-mode switching damper and no relevant control approaches are proposed, a skyhook controller designed for the conventional semi-active suspension with damping continuously adjustable damper is adopted for comparison purpose. The skyhook controller determines the desired damping force as [49]:. Hence, we will compare the performance of the hybrid model predictive controller and the skyhook controller with the passive suspension.

    Among these, the performance simulation of the hybrid model predictive controller is carried out using the MLD model as the real plant, closing the loop with the controller designed. Furthermore, two types of road irregularity excitations, which represent the major disturbance acting on the vehicle suspension, are chosen to model the real-world road roughness. Among them, the bump input, which is normally used to reflect the transient response characteristic, is adopted as the first road excitation.

    The first road irregularity excitation is a long shaped single bump input, which is normally used to describe the transient response characteristics of the vehicle suspension. Considering the case of a bump in a smooth road surface, the corresponding road displacement input is given by [50]:. In the simulation, the values of A m and L are set to 0. Time responses of the sprung mass acceleration under bump road input.

    Time responses of the suspension deflection under bump road input. Thank you for your interest You will be notified when this product will be in stock.


    • India In 2107 A.D.: Notoriously Insane.
    • Vehicle dynamics and damping online - Website of oyyutele!.
    • ISBN 13: 9781477247365.
    • Restoration Of Wind - Pleased By My Friends.
    • About this book;

    I agree to the. Terms and Conditions. How It Works? IMEI Number. Exchange Discount Summary Exchange Discount -Rs. Final Price Rs. Apply Exchange. Other Specifications. Vehicle Dynamics and Damping.

    Related Books

    The images represent actual product though color of the image and product may slightly differ. Was this information helpful to you? Yes No. Thank You for submitting your response.