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S. Kumar, et al.: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED. . Figure 6. Vertical bounce with a passive suspension system.

Figure 6 S. Kumar, et al.: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED. . Figure 6. Vertical bounce with a passive suspension system.

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S. Kumar, et al.: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED. . The researchers explored several control system techniques to improve the efficiency of the suspension model. This paper focused on the development and comparison of FLC for full vehicle model 7-DOF active suspension, providing insight into the design and selection of suitable control algorithms for ve- hicle suspension systems by other researchers. The reaction of these controls has been studied using the road profile, pitch, bumps, and rollover as road disturbances. Because of the ben- efits of the fuzzy control strategy and the effectiveness of the preview results, this study suggests using the wheelbase pre- view fuzzy control strategy to set up an active suspension con- trol fuzzy preview to minimize chassis vibration to improve riding comfort. There is no current research that applies FLC system with preview information in the design of active full vehicle suspension system, according to the best knowledge of the authors.
S. Kumar, et al.: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED. . The researchers explored several control system techniques to improve the efficiency of the suspension model. This paper focused on the development and comparison of FLC for full vehicle model 7-DOF active suspension, providing insight into the design and selection of suitable control algorithms for ve- hicle suspension systems by other researchers. The reaction of these controls has been studied using the road profile, pitch, bumps, and rollover as road disturbances. Because of the ben- efits of the fuzzy control strategy and the effectiveness of the preview results, this study suggests using the wheelbase pre- view fuzzy control strategy to set up an active suspension con- trol fuzzy preview to minimize chassis vibration to improve riding comfort. There is no current research that applies FLC system with preview information in the design of active full vehicle suspension system, according to the best knowledge of the authors.
S. Kumar, et al: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED... Figure 1. Active suspension model for full-vehicle system.
S. Kumar, et al: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED... Figure 1. Active suspension model for full-vehicle system.
The state-space variables for the full vehicle suspension model are assigned as in work of Senthilkumar et al. Nomen- clature:
The state-space variables for the full vehicle suspension model are assigned as in work of Senthilkumar et al. Nomen- clature:
Figure 4. Fuzzy controller surface viewer. Figure 3. Membership function for input and output variables for fuzzy controller.
Figure 4. Fuzzy controller surface viewer. Figure 3. Membership function for input and output variables for fuzzy controller.
S. Kumar, et al.: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED...
S. Kumar, et al.: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED...
bump height and non-uniform bump height, respectively: To investigate the behavior, two types of ro breaker. The front-left and rear tires got a sing tacted the bump for the speed breaker input. a graphical representation of the road profile. 1 ad input stimu- ation were used in this study: left wheel input and a speed e bump for the eft wheel input. Both or either of the front or rear tires con- Figure 5 shows The road profile bump inputs for the rear wheel and front wheel were calculated using the formulae below. Where V is the vehicle forward ve- ocity, Ao is the disturbance wavelength, apo is t tude, ¢ is the simulation time and subscripts rr the road-rear and road-front wheel inputs to the he bump ampli- and rf denoted suspension, re- spectively. t,q = 1+ tg, where ty is the time delay between the rear wheel and front wheel, written as:
bump height and non-uniform bump height, respectively: To investigate the behavior, two types of ro breaker. The front-left and rear tires got a sing tacted the bump for the speed breaker input. a graphical representation of the road profile. 1 ad input stimu- ation were used in this study: left wheel input and a speed e bump for the eft wheel input. Both or either of the front or rear tires con- Figure 5 shows The road profile bump inputs for the rear wheel and front wheel were calculated using the formulae below. Where V is the vehicle forward ve- ocity, Ao is the disturbance wavelength, apo is t tude, ¢ is the simulation time and subscripts rr the road-rear and road-front wheel inputs to the he bump ampli- and rf denoted suspension, re- spectively. t,q = 1+ tg, where ty is the time delay between the rear wheel and front wheel, written as:
Figure 5. Bump road profile for the front and rear wheels.
Figure 5. Bump road profile for the front and rear wheels.
Body bounce, pitch, and roll are the three primary attitudes of an automobile’s body that are crucial for ride comfort and safety. The vehicle’s vertical displacement (body bounce) is Figure 8. Rolling response with a passive suspension system.
Body bounce, pitch, and roll are the three primary attitudes of an automobile’s body that are crucial for ride comfort and safety. The vehicle’s vertical displacement (body bounce) is Figure 8. Rolling response with a passive suspension system.
Figure 7. Pitching response with a passive suspension system.
Figure 7. Pitching response with a passive suspension system.
Figure 11. Vertical displacement of front and rear wheels.
Figure 11. Vertical displacement of front and rear wheels.
Figure 9. Vertical displacement of front and rear wheels.
Figure 9. Vertical displacement of front and rear wheels.
Figure 10. Vertical displacement of front and rear wheels.
Figure 10. Vertical displacement of front and rear wheels.
Figure 12. Vehicle body bounce vs. time.
Figure 12. Vehicle body bounce vs. time.
Our research had been limited to straight road driving, rolling is a highly dangerous body position for a vehicle while cornering or maneuvering, and it is the cause of many road ac- cidents. As a result, from a safety standpoint, this should be removed or reduced. Figure 14. Vehicle body roll angle vs. time.
Our research had been limited to straight road driving, rolling is a highly dangerous body position for a vehicle while cornering or maneuvering, and it is the cause of many road ac- cidents. As a result, from a safety standpoint, this should be removed or reduced. Figure 14. Vehicle body roll angle vs. time.
S. Kumar, et al: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED. . Figure 15. Vertical displacement of vehicle wheels vs. time.
S. Kumar, et al: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED. . Figure 15. Vertical displacement of vehicle wheels vs. time.
Figure 16. Vehicle body vertical amplitude vs. time during cornering.
Figure 16. Vehicle body vertical amplitude vs. time during cornering.
6. CONCLUSION Figure 17. (a) Vehicle body pitch angle vs time, (b) Vehicle body roll angle vs. time, respectively during cornering. Figure 18. Vertical wheel Displacement vs. time during cornering.
6. CONCLUSION Figure 17. (a) Vehicle body pitch angle vs time, (b) Vehicle body roll angle vs. time, respectively during cornering. Figure 18. Vertical wheel Displacement vs. time during cornering.
S. Kumar, et al.: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED. ..
S. Kumar, et al.: MODELING AND ANALYSIS OF ACTIVE FULL VEHICLE SUSPENSION MODEL OPTIMIZED USING THE ADVANCED. ..
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