ACOCAR active suspension
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1 ACOCAR active suspension Bert Vandersmissen Vehicle Dynamics Expo Stuttgart, 07/05/2008
2 Contents Introduction Active suspension hardware Quarter car test rig Skyhook quarter car control Experimental skyhook control results Conclusion 2 May 7th, 2008
3 Introduction Tuning of a passive automotive suspension is always a compromise between comfort and road holding performance. Semi-active suspensions can break this compromise because they can change their characteristics in real time, but can only dissipate energy. Active suspensions offer increased performance since they can add energy to the system and generate suspension movements if necessary. This presentation will compare the performance of a passive suspension with that of the controlled semi-active and active ACOCAR (Actively COntrolled CAR) suspension, developed by Tenneco. 3 May 7th, 2008
4 Contents Introduction Active suspension hardware Quarter car test rig Skyhook quarter car control Experimental skyhook control results Conclusion 4 May 7th, 2008
5 Acocar system overview CONTINUOUS CONTROLLABLE PISTON VALVE CONTINUOUS CONTROLLABLE BASE VALVE ACCUMULATOR PUMP ULTRA CAPACITOR Q ELECTRICAL MOTOR Acocar corner consists of: 1 constant flow pump. 1 damper/actuator with 2 servo-valves to control its force. 1 ultracapacitor to flatten out peak currents. Active mode: pump flow of 5 l/min in normal operation. Semi-active mode: pump is switched off. 5 May 7th, 2008
6 Acocar system packaging options Lightweight design under development: Aluminium valve block & outer tube Plastic spring seats and dust cover 4 seperate power packs (1 for each corner), or combine the 2 pumps of 1 axle on 1 electromotor? System with or without anti-roll bars? With anti-roll bars: Mechanical fail-safe for roll stiffness Roll stiffness available in semi-active mode Without anti-roll bars: Easier packaging Lower weight 6 May 7th, 2008
7 Active suspension hardware Semi-active force region only in passive quadrants. Active region increases with pump flow rate. Actuator force independent of velocity. All forces can be generated by adjusting the appropriate servo-valve and keeping the other one open. damper force [N] Acocar damper force - velocity characteristic green: active 10 l/min blue: active 5 l/min red: semi-active Ipv = Ibv = A Ipv = 1.6 A Ibv = A Ipv = Ibv = A Ipv = A Ibv = 1.6 A damper velocity [m/s] 7 May 7th, 2008
8 Acocar system targets: performance damper force [N] Acocar damper force - velocity characteristic green: active 10 l/min blue: active 5 l/min red: semi-active Ipv = Ibv = A Ipv = 1.6 A Ibv = A Ipv = Ibv = A damper force [N] ACOCAR damper characteristic with new electro-hydraulical power pack red: Acocar 22/ Ipv = A Ibv = 1.6 A damper velocity [m/s] damper velocity [m/s] Semi-active force region only in passive quadrants. Active region increases with pump flow rate. Actuator force independent of velocity. All forces can be generated by adjusting the appropriate servo-valve and keeping the other one open. 8 May 7th, 2008
9 Contents Introduction Active suspension hardware Quarter car test rig Skyhook quarter car control Experimental skyhook control results Conclusion 9 May 7th, 2008
10 Quarter car test rig 25 kn hydraulic actuator to apply road inputs. Rear left suspension mounted on a sliding frame. Sprung mass = 350 kg, unsprung mass = 45 kg. Excellent repeatability. sprung mass top mount suspension spring rod ACOCAR damper unsprung mass tyre stiffness road 10 May 7th, 2008
11 Sensors & real-time control system Accelerometers on sprung and unsprung mass. Linear displacement sensor to measure relative suspension movement. String potentiometer to measure absolute displacement of sprung mass. Pc with dspace 1103 board to control test rig and active suspension and to log measurements. 11 May 7th, 2008
12 Contents Introduction Active suspension hardware Quarter car test rig Skyhook quarter car control Experimental skyhook control results Conclusion 12 May 7th, 2008
13 Skyhook quarter car control Pure skyhook damping = proportional to the absolute velocity of the sprung mass. f d = b g v b + r g v r Damping as if the car was suspended to a fixed point in the sky. Additional term is added to provide some passive damping, proportional to relative suspension velocity. X 0 Y 0 Z 0 Z X Y 13 May 7th, 2008
14 Contents Introduction Active suspension hardware Quarter car test rig Skyhook quarter car control Experimental skyhook control results Semi-active performance Active performance Conclusion 14 May 7th, 2008
15 Experimental skyhook control results passive active semi-active Sine excitation: 1.5 Hz, m 15 May 7th, 2008
16 Experimental skyhook control results Body displacement peak to peak reduced from 88.5 mm with passive damper to 30.3 mm (34 %) in semi-active mode and 4.7 mm (5.3 %) in active mode (5 l/min) Pump flow rate of 5 l/min is sufficient body displacement [m] sine road profile: 1.5 Hz; 15 mm passive semi-active active 5 l/min active 10 l/min time [s] 16 May 7th, 2008
17 Experimental skyhook control results passive active semi-active Pink noise excitation: f = 1-20 Hz, x = +/ m, v = +/- 0.7 m/s 17 May 7th, 2008
18 Semi-active performance Acceleration (measure for comfort) vs. tyre force variation (measure for handling & safety). Semi-active skyhook control reduces body acceleration to 85 % of the level obtained with the passive reference damper. Also tyre force variation is reduced to 70 %.% body acceleration RMS [m/s²] Hz - 30 Hz frequency band fixed currents 0.8 A 0.3 A Passive shock rg = 0 rg = 500 rg = 1000 rg = 1500 rg = 2000 rg = 3000 rg = normalized tyre force variation RMS 18 May 7th, 2008
19 Active performance Improved performance for comfort in active mode: reduction of acceleration to 80 % of passive level with pump flow rate of 5 l/min. Higher pump flow rate (10 l/min) reduces body acceleration even further on rough road profiles: reduction to 62 % of passive level! Performance for handling comparable to semi-active mode: reduction of tyre force variation to 70 % of passive level. body acceleration RMS [m/s²] Performance of skyhook controlled Acocar system on stochastic road profile 1.5 semi-active 1.4 active 5 l/min active 10 l/min Passive shock normalized tyre force variation RMS 19 May 7th, 2008
20 Active performance 5 l/min 10 l/min body acceleration RMS [m/s²] Hz - 30 Hz frequency band 0.8 A fixed currents Passive shock 0.3 A rg = 0 rg = 500 rg = 1000 rg = 1500 rg = 2000 rg = 3000 rg = 4000 body acceleration RMS [m/s²] Hz - 30 Hz frequency band 1.6 A fixed currents Passive shock 0.3 A rg = 0 rg = 500 rg = 1000 rg = 1500 rg = 2000 rg = 3000 rg = normalized tyre force variation RMS normalized tyre force variation RMS 20 May 7th, 2008
21 ACOCAR power consumption Full semi-active function possible with pump off Pump flow rate of 5 l/min In soft: 60 W (hydr.) avg. / corner 110 W (elec.) avg. / corner (potential to go lower with additional short-cut valve) On worse road profile or in extreme handling conditions: max. avg. 130 W (hydr.) / corner max. avg. 240 W (elec.) / corner Pump flow rate of 10 l/min Worst case: max. avg. 420 W (hydr.) / corner max. avg. 760 W (elec.) / corner Power [W] power consumption with stochastic road excitation pump flow rate 10 l/min pump flow rate 5 l/min Time [s] 21 May 7th, 2008
22 Contents Introduction Active suspension hardware Quarter car test rig Skyhook quarter car control Experimental skyhook control results Conclusion 22 May 7th, 2008
23 Acocar Performance: Ultimate comfort & safety Sine 1.5 Hz, 15 mm Feasibility proven on 1/4 car Passive damper Semi-active Active (5 l/min) Passive damper Semi-active Active (5 l/min) Passive damper Semi-active Active (5 l/min) Optimal comfort setting Optimal comfort setting Optimal handling setting Optimal handling setting Optimal comfort setting Optimal handling setting Optimal comfort setting Optimal handling setting Body displacement peak to peak [mm] Body acceleration RMS [m/s²] 1.00 (100 %) 0.85 (85 %) 1.18 (118 %) 0.80 (80 %) 1.05 (105 %) 88.5 (100 %) 30.3 (34 %) 4.7 (5.3 %) Sine 15 Hz, 3 mm Tyre force variation peak to peak [N] 4360 (100 %) 1380 (32 %) 1350 (31 %) Random bad road Normalized tyre force variation RMS (100 %) (82 %) (70 %) (84 %) (70 %) Ability to control driver inputs: body displacement reduced to 5 % on sine elimination of body roll & pitch Ability to control road inputs: body acceleration reduced to 62 % of passive level on rough road Active (10 l/min) Optimal comfort setting Optimal handling setting 0.62 (62 %) 1.22 (122 %) (114 %) (70 %) 23 May 7th, 2008
24 Acocar Performance: Ultimate comfort & safety Working on production intended design with integrated pump Starting to build prototype car Target EU platforms (SOP 2012-) : top limousines and performance cars 24 May 7th, 2008
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