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References Alexandru, C. (2020). A study on the semi-active suspension systems used for motor
vehicles. In the model structure, the beam column is made of C30 concrete material, and the slab is
made of C20 concrete material, which is the same as the prototype structure. A key characteristic the
damping force of an MR shock-absorber is that it can be increased by means of the current signal,
but also by increasing the excitation frequency. In the formula, v is the shear velocity of MR damper
and I is the applied current for the MR damper. PKPM software is developed by the China Academy
of Building Research (Beijing, China), and can be used for the design and calculation of the frame
structure. Note that from the first issue of 2016, this journal uses article numbers instead of page
numbers. In this case, the experiment was performed with electric current of 2.5 A as damper control
input and 4 Hz as frequency of excitation of the shock absorber deflection. 2.3 FEM Considerations
The developed model includes most of the parts of the front suspension. Visit our dedicated
information section to learn more about MDPI. Although passive dampers can be used to reduce the
layer displacement, the layer deformation and superstructure acceleration responses will increase in
cases of fortification earthquakes or frequently occurring earthquakes. Author Contributions Weiqing
Fu and Chunwei Zhang developed the algorithm, conceived and designed the experimental works;
Weiqing Fu, Chunwei Zhang, Li Sun, Mohsen Askari, Bijan Samali and Pezhman Sharafi
investigated the control strategy and experimental implementation, Chunwei Zhang and Kwok Lun
Chung analyzed the experimental data; Weiqing Fu drafted the manuscript, Chunwei Zhang, Li Sun
and Kwok Lun Chung undertook the revision and editing. The passive damper shows a higher
suspension deflection z d e f than the SA controllers for both tests, i.e., it has less dissipation
capability for the suspension movement. In these plots of Figure 10, it can be observed that there are
four frequency bands of interest. The peak acceleration response of each structure storey is similar.
Therefore, when the acceleration response is analyzed, the acceleration peak value of the fifth storey
is adopted. One focus is to represent the nonlinear behavior of the viscous fluid inside the damper,
as in ( Guo et al., 2019 ), where the authors proposed a 2D flow model to predict the transition of
the MR fluid to the post-yield region. Both controllers have better comfort performance than the
classical Sky-Hook controller, and their actuation is softer. Due to the electric current modifies the
viscous damping coefficient in the semiactive shock-absorber, making it softer or harder, the
responses of the quarter car suspension system vary according to the damper force, i.e., according to
the electric current value as damper control input. The regression equation for the curve is shown in
Equation (12). Experimental Investigation of a Base Isolation System Incorporating MR Dampers
with the High-Order Single Step Control Algorithm. Tropical Medicine and Infectious Disease
(TropicalMed). In order to be human-readable, please install an RSS reader. It can be seen from these
figures that having an SA suspension control strategy helps to decrease the stress concentration at
the knuckle, possibly contributing to extended life of the component. FIGURE 6 FIGURE 6.
Operational characteristics of the MR damper. This is because the initial viscous coefficient of the
damper is larger. The tire was simplified as well using a 1D spring element to maintain consistency
within the model. 2.4 SA Controller Assessment In this study, two semi-active QoV-based control
strategies were considered to regulate the MR damper actuation in the FEM simulations. The
minimum output was 2.5 kN. The adjustable damping force ratio was 8. Shear test of rubber bearing
under axial pressures. It should be noted that the MR damper has asymmetrical behavior, that is, the
maximum achievable force level is lower when the damper is subjected to a compression force than
when it is in extension, this effect is especially noted when increasing the frequency. Next Article in
Special Issue PTMD Control on a Benchmark TV Tower under Earthquake and Wind Load
Excitations. Editor’s Choice articles are based on recommendations by the scientific editors of MDPI
journals from around the world.
These variations occur mainly close to the frequencies of resonance of the sprung and unsprung mass
of the quarter car suspension system. Although the stress concentration analysis in automotive
suspensions is not widely described in the literature, this paper demonstrates, with simulations based
on a Finite Element Method (FEM), that a SA suspension control strategy helps to decrease the
stress concentration at the knuckle, contributing to extending the life of the suspension components.
The MR dampers can provide variable and controllable damping forces to the model structure by
controlling the excitation voltages to the damper coils. Figures 6E,F show the Force-Displacement
(FD) characteristic maps. The passive damper shows a higher suspension deflection z d e f than the
SA controllers for both tests, i.e., it has less dissipation capability for the suspension movement.
Journal of Pharmaceutical and BioTech Industry (JPBI). As can be seen from Figure 5 and Figure 6,
the damper hysteresis curves were sufficiently fully expanded. FIGURE 4 FIGURE 4. Performance
of the identified QoV model (dashed-red) parameters compared to experimental data (solid-black).
(A) Sprung. (B) Unsprung mass curve. 2.2 MR Damper Characterization and Modeling The MR
damper considered in this study is manufactured by BWI, Figure 5A, and it uses electric current
levels ( u ) from 0 to 2.5 A, with 0 A being associated with the lowest damping coefficient and 2.5 A
with the maximum level. Data Availability Statement The raw data supporting the conclusion of this
article will be made available by the authors, without undue reservation. These cookies help provide
information on metrics the number of visitors, bounce rate, traffic source, etc. European Journal of
Investigation in Health, Psychology and Education (EJIHPE). When the isolation layer has a larger
displacement response, the damper is directly applied with the maximum control force under the
switch control mode, rather than continuously changing its value between the maximum and
minimum damping force. In this case, the SA suspension controllers offer better passenger comfort
and less suspension deflection movements than the passive damper. These findings were used to
design the FEB and Mix-1 controllers for comfort or road-holding control orientations.
Displacement time history of isolation layer under two earthquake waves and control modes: ( a )
E1-Centro wave under fortification intensity; ( b ) E1-Centro wave under rare intensity; ( c ) Taft
wave under fortification intensity; ( d ) Taft wave under rare intensity. Figure 15 presents the stress
concentrations at the steering knuckle of the suspension caused by different road profiles. They were
placed on the four corners of the model structure. The selected earthquake waves in the experiment
are shown in Table 3. 3.2. Measurement Scheme In order to carry out the measurement and feedback
of the state vector for the control system, the sensors of displacement, velocity, acceleration and
force were arranged on the test model. Due to the electric current modifies the viscous damping
coefficient in the semiactive shock-absorber, making it softer or harder, the responses of the quarter
car suspension system vary according to the damper force, i.e., according to the electric current value
as damper control input. These cookies ensure basic functionalities and security features of the
website, anonymously. On the other hand, the selection of the SA suspension control strategy is also
an important key to decreasing the stress concentrations at the suspension components. In this study,
a multi-physics software is also used to perform the FEM analysis. The QoV model parameters of
Eq. 1 are identified on the experimental platform in Figure 2A. In ( Kulkarni et al., 2016 ), the
authors analyzed the effects of increased vehicle mass on the suspension system element life of in-
wheel motor vehicles; and in ( Lee and Yang, 2013 ), the authors developed a method to evaluate the
torsional stiffness of a torsional beam under different load applications. Therefore, the allowable
deformation of the bearing was 55 mm. The displacement response of isolation layer can be
effectively controlled. Time domain response of the simplified QoV model for Test 2, comparing the
performance of Mix-1 (dashed-blue) and FEB (dashed-red) controllers with respect to a passive
damper (dashed-black). The test results are shown in Figure 5 and Figure 6. Fu, Weiqing, Chunwei
Zhang, Li Sun, Mohsen Askari, Bijan Samali, Kwok L. It can complete the whole process of data
collection, calculation, and instruction.
All authors have read and agreed to the published version of the manuscript. As a result, this
structural control method exhibits excellent performance, such as fast computation, generic real-time
control, acceleration reduction and high seismic energy dissipation etc. On the other hand, the
selection of the SA suspension control strategy is also an important key to decreasing the stress
concentrations at the suspension components. Comparison with the displacement response of the
isolation layer can be seen, wherein the isolation with MR dampers is significantly less than the
passive isolation with the lead rubber bearing, both displaying maximum displacement of the
isolation layer and the amplification factor of the upper acceleration. Damper hysteretic curves for
Taft wave with ( a ) fortification intensity, and ( b ) rare intensity of earthquake. Although passive
dampers can be used to reduce the layer displacement, the layer deformation and superstructure
acceleration responses will increase in cases of fortification earthquakes or frequently occurring
earthquakes. It was directly connected with the damper embedded within the isolation layer. 3.3.
Feedback Control System Scheme The control system exhibited a full state feedback scheme. You
also have the option to opt-out of these cookies. These findings were used to design the FEB and
Mix-1 controllers for comfort or road-holding control orientations. Similar to the control arm, the
wheel mount element has the biggest stress concentration in the same location for both road tests, in
this case the section used to assemble it with the damper rod. When the SA suspension controller is
road-holding oriented, the stress concentrations will be reduced but the comfort performance can be
deteriorated. At each sampling interval, the controllers select a soft or hard damping force according
to the dominant frequency content in the vertical motion of the chassis (sprung mass).
Magnetorheological (MR) damper is a variable damping controller with excellent performance,
which has been demonstrated by many research cases either experimentally or practically. Y direction
210.142 (EW) 11.44 Z direction ?206.34 (UD) 0.98 Taft wave X direction 54 0.02 175.9 (NS) 9.3
The seismic wave is recorded in Kern County, California, USA. Selection of the larger output and
stroke damper was to meet the needs of other test models, but also left a certain degree of security
and safety for further test verifications. Figure 9 shows the time history curve for the isolation layer
displacement response in the test. As a benchmark for the controller assessment, both tests were also
performed on a passive suspension. In ( Kulkarni et al., 2016 ), the authors analyzed the effects of
increased vehicle mass on the suspension system element life of in-wheel motor vehicles; and in (
Lee and Yang, 2013 ), the authors developed a method to evaluate the torsional stiffness of a
torsional beam under different load applications. It is appropriate to consider the characteristics of
MR dampers when instantaneous variable damping is needed. In the model structure, the beam
column is made of C30 concrete material, and the slab is made of C20 concrete material, which is the
same as the prototype structure. In the frequency domain of the shaking table test at 1 Hz, the
performance of the damper force was demonstrated to be stable. This may be due to the top storey
of the structure model having been destroyed in the previous test, thereby the stiffness of the
structure is reduced, and the a whiplash effect occurred in the test. The curve above the working
conditions can be obtained. This means that the Mix-1 controller is better for comfort, while the FEB
controller maintains the best balance between comfort and road-holding. In the formula, v is the
shear velocity of MR damper and I is the applied current for the MR damper. The estimation of the
sprung mass of the QoV model is 415 kg, and for the unsprung mass is 80 kg, both associated with a
sedan-type commercial car. The regression equation for the curve is shown in Equation (12). Also, it
can be appreciated that a rougher road profile generates more stress in the component than a single
bump, even when the bump is much more aggressive than the profile. Figure 17B shows that by
having a passive damper the mean stress value remains lower, but reaches bigger values at peak
moments, while the control strategies have a slightly higher average stress during the test but with
lower maximums. FIGURE 17 FIGURE 17. In ( Ossa et al., 2011 ), the authors used a FEM
analysis to predict failure in ball joints.
In real-time control scenarios, the issue of time delay is often encountered. Moreover, continuous
regulated damping force can be achieved through a continuity control strategy. Author Contributions
Weiqing Fu and Chunwei Zhang developed the algorithm, conceived and designed the experimental
works; Weiqing Fu, Chunwei Zhang, Li Sun, Mohsen Askari, Bijan Samali and Pezhman Sharafi
investigated the control strategy and experimental implementation, Chunwei Zhang and Kwok Lun
Chung analyzed the experimental data; Weiqing Fu drafted the manuscript, Chunwei Zhang, Li Sun
and Kwok Lun Chung undertook the revision and editing. References Alexandru, C. (2020). A study
on the semi-active suspension systems used for motor vehicles. Journal of Cardiovascular
Development and Disease (JCDD). Structure’s model dimension. ( a ) Secondary shock direction; (
b ) The main shock direction. ISPRS International Journal of Geo-Information (IJGI). In this study, a
multi-physics software is also used to perform the FEM analysis. Figures 6E,F show the Force-
Displacement (FD) characteristic maps. When the SA suspension controller is road-holding oriented,
the stress concentrations will be reduced but the comfort performance can be deteriorated. In this
way the isolation system with MR dampers has the ability to resist the larger earthquakes. The MR
damper model used for the FEM analysis was proposed by Guo et al. ( Guo et al., 2006 ). This
model focuses on reproducing the nonlinear bi-viscous and hysteretic behaviors of the MR fluid. As
observed from those curves shown in Figure 13 and Figure 14, the proposed control system is proven
to effectively suppress the energy propagation upward under the different seismic scenarios. The
specific parameter values can be determined by simulation calculation. It is known that the area
enclosed by the hysteretic curve represents the energy dissipated by the MR damper. The stiffness
coefficient k t models the wheel tire. Fu W, Zhang C, Sun L, Askari M, Samali B, Chung KL,
Sharafi P. Comparison with the displacement response of the isolation layer can be seen, wherein the
isolation with MR dampers is significantly less than the passive isolation with the lead rubber
bearing, both displaying maximum displacement of the isolation layer and the amplification factor of
the upper acceleration. Peak value for structure acceleration and isolation layer displacement
response under lead rubber bearing (LRB) isolation and seismic level 8. One of the most critical steps
in this process is the virtual validation of the design, which is achieved by finite element methods
(FEM). In future work, the authors will extend this study to evaluate not only stress concentrations
at a single point in time but will also carry out a fatigue analysis to describe the controllability effects
on the suspension elements in the long term for a full vehicle. The pressure shear test for the rubber
bearing was carried out under the compressive stress level of 10 MPa, while the horizontal shear
deformations were 50% and 100%, respectively. Time domain response of the simplified QoV model
for Test 2, comparing the performance of Mix-1 (dashed-blue) and FEB (dashed-red) controllers
with respect to a passive damper (dashed-black). Figure 16 presents the stress concentrations at the
control arm of the suspension. The time response presented in Figure 5B was obtained using a
triangular displacement input to the damper to ensure a constant speed neglecting other dynamical
effects, then at the middle of the displacement a change in current was introduced to the damper coil
to modify the generated damping force. The controller host computer was installed with a PCI 8335
data acquisition board. The steering knuckle has the largest stress concentration in the section used
to assemble it with the lower control arm, when the road has abrupt irregularities such as a bump the
vehicle goes at low velocity. The rubber bearings are capable of providing restoring forces. Both the
continuity and switch control strategies are examined. The mitigation of secondary damages is one
of the design objectives in the present study.
The experimental results also prove that the rubber pad is not stable and an additional damper must
be used to control the significant deformation requirement. 2.4. MR Damper The maximum output of
the MR damper in the experiment was 20 kN. Structure’s model dimension. ( a ) Secondary shock
direction; ( b ) The main shock direction. Using different SA control strategies, a semi-active damper
can truly improve the dynamic performance of a passenger vehicle. Finite element analysis was used
with a Quarter of Vehicle (QoV) suspension model configured with an MR damper, and then
compared with the passive damper. In the model structure, the beam column is made of C30 concrete
material, and the slab is made of C20 concrete material, which is the same as the prototype structure.
Journal of Manufacturing and Materials Processing (JMMP). Fu, W.; Zhang, C.; Sun, L.; Askari, M.;
Samali, B.; Chung, K.L.; Sharafi, P. FIGURE 6 FIGURE 6. Operational characteristics of the MR
damper. ISPRS International Journal of Geo-Information (IJGI). Both controllers have better
comfort performance than the classical Sky-Hook controller, and their actuation is softer. Figure 17A
represents the stress concentration for the bump test, for this one the Mix-1-sensor strategy achieves
a better overall performance, maintaining low stress during the rebound after the bump, as well as
during the setting movement at the end of the test. Please note that many of the page functionalities
won't work as expected without javascript enabled. Fu, W.; Zhang, C.; Sun, L.; Askari, M.; Samali,
B.; Chung, K.L.; Sharafi, P. When the system uses only one step in time delay, the control force
produced by the HSA method will have minimum time delay. The entire control process, including
data acquisition, real-time calculation and the results updating can be achieved by the control system.
These cookies help provide information on metrics the number of visitors, bounce rate, traffic source,
etc. The MR damper model used for the FEM analysis was proposed by Guo et al. ( Guo et al., 2006
). This model focuses on reproducing the nonlinear bi-viscous and hysteretic behaviors of the MR
fluid. The data was then compared with the resultant model under the same road input. Acceleration
peak curves under rare intensity. ( a ) By continuity control mode; ( b ) By switch control mode. A
typical QoV model is represented by a sprung mass ( m s ) and an unsprung mass ( m u s ), as
shown in Figure 2B. As a result, this structural control method exhibits excellent performance, such
as fast computation, generic real-time control, acceleration reduction and high seismic energy
dissipation etc. Damper hysteretic curve under peak value of deflection 20 mm and 0.5-Hz sine
wave. When the switch mode control is employed, the displacement response of the isolation layer is
relatively small compared to continuity control mode. Journal of Cardiovascular Development and
Disease (JCDD). Y direction 210.142 (EW) 11.44 Z direction ?206.34 (UD) 0.98 Taft wave X
direction 54 0.02 175.9 (NS) 9.3 The seismic wave is recorded in Kern County, California, USA. In
order to be human-readable, please install an RSS reader. Hence, the control system has the capacity
to sustain greater seismic loading. Journal of Functional Morphology and Kinesiology (JFMK). The
deformation corresponding to isolation layer can be effectively limited. One focus is to represent the
nonlinear behavior of the viscous fluid inside the damper, as in ( Guo et al., 2019 ), where the
authors proposed a 2D flow model to predict the transition of the MR fluid to the post-yield region.
The controller host computer was installed with a PCI 8335 data acquisition board. It is known that
the area enclosed by the hysteretic curve represents the energy dissipated by the MR damper. These
findings were used to design the FEB and Mix-1 controllers for comfort or road-holding control
orientations. It is worth noting that the peak acceleration response for the top storey of the structure
model in various conditions, compared with other layers, has a large amplification. Figure 17B
shows that by having a passive damper the mean stress value remains lower, but reaches bigger
values at peak moments, while the control strategies have a slightly higher average stress during the
test but with lower maximums. FIGURE 17 FIGURE 17. In rare intensity, a greater isolation layer
displacement can completely overcome the initial viscous force. Previous Article in Journal Acoustic
Emission and Modal Frequency Variation in Concrete Specimens under Four-Point Bending.
FIGURE 5 FIGURE 5. Experimental MR damper tested in a universal material testing machine and
its time-response dynamics. Prior to the shaking table test, the performance test for the damper was
carried out. For instance, Figures 6A,B show that the force increments when the electric current is
changed, and this effect is consistent when the frequency of motion increases. The time response
presented in Figure 5B was obtained using a triangular displacement input to the damper to ensure a
constant speed neglecting other dynamical effects, then at the middle of the displacement a change
in current was introduced to the damper coil to modify the generated damping force. The voltage
regulation for the MR damper is either maximum or minimum in temporal series. Acceleration peak
curves under rare intensity. ( a ) By continuity control mode; ( b ) By switch control mode. The
displacement response of the superstructure is small compared with the displacement of the isolation
layer. In Figure 10, each color line corresponds to the frequency response of the quarter car
suspension system at different electric current value, from 0 to 2.5 A. In this case, Figure 10A is the
frequency response of the sprung mass acceleration, Figure 10B is the position of the sprung mass,
Figure 10C is the suspension deflection and Figure 10D the tire deflection. Journal of Manufacturing
and Materials Processing (JMMP). Editor’s Choice articles are based on recommendations by the
scientific editors of MDPI journals from around the world. Feature papers represent the most
advanced research with significant potential for high impact in the field. A Feature. The rubber
bearings are capable of providing restoring forces. Figure 8 shows the sensor arrangement for the
experimental model. Although passive dampers can be used to reduce the layer displacement, the
layer deformation and superstructure acceleration responses will increase in cases of fortification
earthquakes or frequently occurring earthquakes. The ISO type D road profile test generates more
stress (up to 380 MPa) than the bump test (up to 215 MPa). The material used for these elements was
HSLA steel with a yield stress of 550 MPa and an ultimate stress of 650 MPa, considering those
numbers, in none of the elements the stress exceeds the linear deformation limit. Due to the electric
current modifies the viscous damping coefficient in the semiactive shock-absorber, making it softer
or harder, the responses of the quarter car suspension system vary according to the damper force, i.e.,
according to the electric current value as damper control input. The pressure shear test for the rubber
bearing was carried out under the compressive stress level of 10 MPa, while the horizontal shear
deformations were 50% and 100%, respectively. Comparison with the displacement response of the
isolation layer can be seen, wherein the isolation with MR dampers is significantly less than the
passive isolation with the lead rubber bearing, both displaying maximum displacement of the
isolation layer and the amplification factor of the upper acceleration. The QoV model parameters of
Eq. 1 are identified on the experimental platform in Figure 2A. As can be seen from Figure 5 and
Figure 6, the damper hysteresis curves were sufficiently fully expanded. When the system uses only
one step in time delay, the control force produced by the HSA method will have minimum time delay.
However, the ISO type D road profile test generates more stress (up to 450 MPa) than the bump test
(up to 260 MPa).