SIMULATION OF SEMI-ACTIVE

SUSPENSION OF QUARTER CAR

MODEL OF AN AUTOMOBILE

Introduction:A good Suspension systems is designed to maintain contact between a

vehicles tires and the road.

To isolate the frame of the vehicle from road disturbances.
Dampers, or shock absorbers reduce the effect of a sudden bump by

smoothing out the shock.

Vehicle Suspension Systems:

1.Passive Suspension Systems:
They are composed of conventional
springs, and single or twin-tube oil
dampers with constant damping
properties.
Fig.1: Passive suspension spring and damper

2.Semi-active Suspension Systems:

Since first proposed by Crosby and Karnopp (1973), semi-active

suspension systems continue to gain popularity in vehicle

suspension system.
Damping properties can be adjusted to some extent by applying a

low-power signal.
They have either a solenoid valve as an adjustable orifice or a MR-

fluid Dampers.

Fig 2: MR damper

3. Active Suspension Systems

Active suspension system uses an active power source to

actuate the suspension links by extending or contracting

them as required (Gillespie, 2006).
In an active suspension, controlled forces are introduced to

the suspension by means of hydraulic or electric actuators,

between the sprung and unsprung-mass of the wheel
assemblies (Brown, 2005).
Karnopp (1983) studied the effect of adding an active

damping force to the suspension system. A variable force is

provided by the active suspension at each wheel to
continuously modify the ride and handling characteristics.

Vehicle
The choice ofModels:
the suspension system models depends on the
vibration mode and the simplicity of the analysis involved.
Basic vehicle models that have been reviewed in the

literature are the quarter-car one-degree-of-freedom (1DOF)

model to study the bounce mode, the quarter-car 2DOF
model to study the wheel-hop as well as the bounce mode.
The half-car 4DOF model for bounce and pitch modes, and
the full-car 7DOF model for bounce, pitch and roll modes
(Deo. et al, 2007)

Fig.3. One and two degree of

freedom Quarter car model

(Nima Eslaminasab, 2008))

Semi-active suspension Control

Strategies:
1 .Skyhook Control Method :
The damping force provided by the

damper, Csky, is always opposite to

the absolute velocity of
.
Figure 4: A schematic of the Skyhook

control system (Eslaminasab N., 2008)[8]

According to the Skyhook working principle, the semi-active on-off
control law for a 2 Degree of freedom system is

2. Rakheja-Sankar (R-S) Control Method

The absolute acceleration of the mass based on this

equation can be formulated as

This equation shows that the damping force in a passive

damper tends to increase the mass acceleration when the

damping force and the spring force are acting in the same
direction.

Where is a gain factor.

For this study Skyhook control has been implemented.

ANALYSYS OF PASSIVE SUSPENSION SYSTEM

MODELING AND ANALYSIS OF SINGLE DOF SYSTEM

USING Simulink:

Assumptions:
Only vertical displacement of the car is considered (no roll
or pitch);
The springs and dampers are assumed to be mass-less;
The tire has no mass or dampening properties associated
with it.

Figure 5: An automobile passing through a pothole

 Given Parameters:

Sprung mass =500 kg

Stiffness of spring =1000 N/m
Damping coefficient C=10 N-s/m
Cars vertical displacement (hole depth) = 0.15 m
Governing Equation:

..(3.3)

Input:
Displacement of tire

y=
hstart= 22.5m, hend= 22.55m

Fig.6. Simulink model of 1degree of freedom passive suspension

system

Results::

Input step signal:

Sprung mass displacement: The simulink model is

simulated for given
parameters and
sprung mass
displacement (x)(mm))
vs. time(sec)

 Sprung mass acceleration:

Figure 3.7: Sprung mass acceleration (m/s2) vs. time(s)

Influence of damping(c)- When the dampening

coefficient is increased, the oscillations that occurs in the
system are decreased.
1. Parameters: k=1000 N/m, c=300 N-s/m

Figure 3.7(a): Sprung mass acceleration (m/s2) at c=300N-s/m vs.

time(s)

 MODELING AND ANALYSIS OF 2 DOF

SYSTEM USING Simulink

Figure 7: 2 DOF Quarter car

model of passive suspension system (Image: Florin et al.

2006)

Sprung mass-m1

466.5 (kg)

Unsprung mass-m2

49.8 (kg)

Stiffness of tyre-k1

5700 (N/m)

Stiffness of suspension-k2

135000 (N/m)

Coefficient of damper-c1

650 (N/m/s)

Coefficient of damping of tire c2

1400 (N/m/s)

Results:
Road profile: Road input signal is given by step
input function which represents a bump on the
road with amplitude of 0.10 m.

Figure 8: step input signal (y) vs. time(s)

Sprung mass displacement:The simulink model is simulated
for 20 seconds under step input road signal and the deflection of
sprung mass or car body (x1) is plotted
Figure 9: Sprung mass
displacement (x1) (m)
vs. time(s)

Sprung mass acceleration:

The simulink model is simulated for 20 seconds under step

input road signal and the velocity of sprung mass or car

body is plotted as shown in fig.

Figure 10: Sprung mass acceleration (m/s2) vs. time(s)

Initially acceleration of the car body is at zero but as soon as

it hits the bump accelerates up to 4.75 m/s2.After 5 seconds

the acceleration reduces to zero because of damping effect

Unsprung mass displacement and acceleration:

Figure 11: Unsprung mass displacement (x2) vs. time(s)

Figure 12: Unsprung mass acceleration (x2)(m/s2) vs. time(s)

Suspension deformation:
Initially deformation of the suspension is at zero
but as soon as it hits the bump deflects up to .
05m. After 6 seconds the deflection reduces to
zero because of damper and spring.

Figure 13: Suspension deformation (x1-x2)(m) vs. time(s)

Conclusions:
In this chapter, we modelled the 2 degree of
freedom quarter car model passive system and
simulated in matlab simulink. A step type signal
(road bump) was used for a broad application of the
suspension system.
To analyse the road holding and comfort, car body

acceleration and suspension deformation graphs

were plotted. The parameters of a passive
suspension system are generally fixed, being
chosen to achieve a certain level of compromise
between ride comfort and handling. So, in next
chapter semi-active suspension system is proposed
and analysed for ride comfort and handling.

SEMI-ACTIIVE SUSPENSION SYSTEM

The spring for the suspension is assumed

to be linear and the tire is also modelled

as linear spring component.
The model has a sprung mass which is
of vehicles mass, unsprung mass is the
wheel mass, k2 is the suspension spring
stiffness, k1 is tire stiffness and Co is variable
damping coefficient.
Equations of motion:
..4.1

.(4.2)

Figure 4.1: Two DOF quarter car model of Semi-active suspension system

Figure 4.2: Simulink model of semi-active suspension

Skyhook Control:
Skyhook control strategy is used so that damping force can

be varied and sprung mass acceleration can be reduced to

achieve comfort.
Semi-active dampers allow for the damping coefficient, and
therefore the damping force, to be varied between high and
low levels of damping.
First define the velocity of the suspended mass relative to
the base, V12, to be positive when the base and mass are
separating (i.e., when V1 is greater than V2) for both systems
Now assume that for both systems, the suspended mass is

moving upwards with a positive velocity V 1. If we consider

the force that is applied by the skyhook damper to
the suspended mass, we notice that it is in the
negative x1 direction,
Fsky = - Csky* V 1

 Next, we need to determine if the semi-active damper is

able to provide the same force.

If the base and suspended mass in are separating, then the
semi-active damper is in tension. Thus, the force applied to
the suspended mass is in the negative X1 direction
Fc Cc= - V 12
Since we are able to generate a force in the proper

direction, the only requirement to match the skyhook

suspension is
Cc=
We can apply the same simple analysis to the other two

combinations of V1 and V12, resulting in the well-known

semi-active skyhook control policy

..Eqn.(4.3)

 According to the Skyhook working principle, the semi-active

on-off control law for a 2 Degree of freedom

system is

Eqn.(4.3)
4.4.3.2. Modeling of skyhook controller using Simulink:

Figure 4.4: Simulink model of Skyhook Controller

Incorporating skyhook controller model in

semi-active suspension model:

5.SIMULATION RESULTS AND ANALYSIS OF SEMIACTIVE

SUSPENSION SYSTEM

5.1. Simulation of the Semi-active

Suspension with skyhook control:

Assuming road profile as step input with

amplitude 0.10 m which represents the road

bump, the semi-active suspension model with
skyhook control is simulated for 5 sec and various
graphs are plotted.
TABLE 4.4: System parameters used
Sprung mass-m2

240 kg

Unsprung mass-m1

36 kg

Stiffness of tyre-k1

160000 N/m

Stiffness of suspension-k2

16000 N/m

5.1.1. Road profile input: For this study step

input road profile signal is used with

amplitude of 0.10 m is given and different
results will be obtained.

Figure 5.2: Road profile input (m) vs. time

(s)

5.1.2. Sprung mass displacement:

. Initially car body displacement or sprung mass

displacement is zero but after 1 sec when it
meets the bump, the displacement increases.
The oscillations reduce in 1.5 seconds due to
damping effect.

Figure 5.3: Sprung mass displacement (m) vs. time(s)

5.1.3. Sprung mass velocity: Initially velocity

of the car body is at zero but when it experiences

a bump, reaches to amplitude of 1.15 m/s. The
vibration reduces due to damping and sprung
mass velocity becomes zero after 3 seconds.

Figure 5.4: Sprung mass velocity (m/s) vs. time(s)

5.1.4. Sprung mass acceleration:

it can be seen that sprung mass acceleration

is high at starting but reduces to zero after 2.5

seconds.

Figure 5.5: Sprung mass acceleration (m/s2) vs. time(s)

5.1.5. Unsprung mass displacement (m) vs.

time(sec)

5.1.6 Unsprung mass velocity (m/s) vs.

time(sec)

 5.1.8. Skyhook control force (N) vs. time(sec)

5.1.9. Skyhookdamping (N-s/m) vs. time(sec)

5.1.10. Suspension deformation: Suspension

deformation is high at starting but reduces very quickly.

From fig. 5.1 simulink model is simulated for 5 sec and
suspension deformation (z2-z1) is plotted
Suspension oscillations reduce to zero after 2 seconds so this

system has good damping characteristics and road holding.

Figure 5.11: Suspension deformation (m) vs. time(s)

Comparison between semi-active suspension system and

passive suspension system:
Both semi-active and passive systems are simulated for

same step input road profile of amplitude 0.10m and for

same sprung mass, unsprung mass and tire stiffness.
Then sprung mass acceleration and suspension
deformation graphs are plotted to understand the
damping characteristics of both the systems.
Passive system has constant damping of 1400 N-s/m 2

throughout the simulation and semi-active suspension

has variable stiffness from 1000 N-s/m 2 to 4000 N-s/m2.
Minimum and maximum damping of semi-active are set
in skyhook control model and it calculates the required
damping force and damping coefficient at different time
step so that body oscillations and suspension
deformations are minimum.

Passive and semi-active suspension simulink model

5.2.1. Sprung mass acceleration:

It takes 6 seconds for passive system to reduce oscillations

to zero. Semi-active suspension system with skyhook control

has less car body acceleration magnitude and it takes only 2
seconds to reduce body acceleration.

Figure 5.13: Sprung mass acceleration in Semi-active

suspension mode and passive suspension mode

5.2.2. Suspension deformation:

. Initially deformation of the suspension is at zero but as

soon as tire hits the bump passive suspension deflects up to
.12 m and semi-active suspension deflects up to 0.05 m.
Suspension oscillation reduces to zero after 6 seconds in
case of passive system. There are more oscillations in
passive mode till it reaches to zero.

Figure 5.14: Suspension deformation in Semi-active

suspension mode and passive suspension mode

5.3: Road profile input (Pot hole):

Now another step-input function is given as

input of amplitude (-0.10) m which represents

the pothole in the road.

Figure 5.15: Road profile input (pot hole)

5.3.1. Sprung mass acceleration: . It takes 4

seconds for passive system to reduce oscillations to zero. Semiactive suspension system with skyhook control has less car body
acceleration magnitude and it takes only 2.5 seconds to reduce
body acceleration.

Figure 5.16: Sprung mass acceleration in Semi-active suspension mode

and passive suspension mode

5.3.2. Suspension deformation:

Initially
deformation of the suspension is at zero but as soon as tire
reaches to road bump passive suspension deflects up to -.15 m and
semi-active suspension deflects up to 0.13 m. Suspension
oscillation reduces to zero after 4 seconds in case of passive
system. There are more oscillations in passive mode till it reaches
to zero.

Figure 5.17: Sprung mass deformation in Semi-active suspension

5.4. Summary of the results:

In order to evaluate the semi-active suspension, simulation tests

were performed with sinusoidal road profile. Evaluation of the new

suspension was done by comparing the passive and semi-active
suspension modes.
Therefore, each test was performed once in the passive mode and

then, in the semi-active mode. The achieved data from these tests
in the two suspension modes were analyzed.
These results were plotted in Matlab Simulink. The sprung mass
acceleration and suspension deformation were analyzed to
evaluate the vibration characteristic of the suspension system.
Car body (sprung mass) accelerations of the car body were

measured, and the influence of the new suspension system on the

ride comfort capability of quarter car model was evaluated by
comparing the results of the passive and semi-active suspension
modes.
Semi-active suspension system is better in both ride comfort and
suspension performance.

6. Conclusion and Future Scope:

6.1. Conclusion: The research presented in this
report is directed to the simulation and modeling of a semiactive suspension. Although based on the well-known
physical models for investigating the vertical dynamics of
suspension systems,
It is expanded with an extensive set of simulations based on
Simulink modeling and benchmark road profiles employed in
real industrial tests.
The skyhook control strategy is evaluated by means of

multiple criteria, i.e., the comfort and handling.

In addition, it can be seen that skyhook control improves, in

a significant way, comfort characteristics in comparison with

the passive system

The main conclusions that may be derived are :

1. A control approach based on skyhook algorithm for semi-

active suspension systems has been implemented in the

Simulink environment.
2. In order to show the effectiveness of the proposed
procedure, performance comparison with passive system has
been presented.
3.

Extensive simulation tests have been performed on the

quarter-car linear models, which provide an accurate enough
description of the dynamic behavior of a vehicle equipped
with constant damping or varying damping control.

4.

On the basis of the results, it can be concluded that the

inclusion of the skyhook algorithm in a semi-active control
system improves the comfort index of semi-active
suspensions systems.

6.2. Future scope:

The possible extensions for this work are listed below:
1. Development of a full car model of semi-active suspension
system with skyhook control is an important aspect of future
work.
2. Development of different control strategies such as modified
skyhook, PID control and fuzzy logic control for suspension
system.
3. In this thesis, a step input response analysis of the
suspension system has been conducted. As the real-life
excitations to a vehicle are varied random inputs, more
research on the nonlinear system response to a general
random input is an important area for further study of
suspension system design.

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