See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/369906422

Improving the Dynamic Response of Half-Car Model Using Modified PID

Controller

Article in Iraqi Journal for Electrical And Electronic Engineering · April 2023
DOI: 10.37917/ijeee.19.2.7

CITATIONS READS
0 336

2 authors:

Mustafa Mohammed Matrood Ameen Ahmed Nassar

Basra Oil Company University of Basrah
5 PUBLICATIONS 5 CITATIONS 90 PUBLICATIONS 211 CITATIONS

SEE PROFILE SEE PROFILE

All content following this page was uploaded by Ameen Ahmed Nassar on 10 April 2023.

The user has requested enhancement of the downloaded file.

Received: 5 February 2023 Revised: 3 April 2023 Accepted: 8 April 2023
DOI: 10.37917/ijeee.19.2.7 Early View | December 2023

 Open Access

Iraqi Journal for Electrical and Electronic Engineering

Original Article

Improving the Dynamic Response of Half-Car Model

using Modified PID Controller
Mustafa Mohammed Matrood *1,2, Ameen Ahmed Nassar 1
1 Department of Mechanical Engineering, College of Engineering, University of Basrah, Basra, Iraq
2
Basra Oil Company, Seawater Department, Basra, Iraq

Correspondence
* Mustafa Mohammed Matrood
Basra Oil Company, Basra, Iraq
Email: [email protected]

Abstract
This paper focuses on the vibration suppression of a half-car model by using a modified PID controller. Mostly, car vibrations
could result from some road disturbances, such as bumps or potholes transmitted to a car body. The proposed controller
consists of three main components as in the case of the conventional PID controller which are (Proportional, Integral, and
Derivative) but the difference is in the positions of these components in the control loop system. Initially, a linear half-car
suspension system is modeled in two forms passive and active, the activation process occurred using a controlled hydraulic
actuator. Thereafter, the two systems have been simulated using MATLAB/Simulink software in order to demonstrate the
dynamic response. A comparison between conventional and modified PID controllers has been carried out. The resulting
dynamic response of the half-car model obtained from the simulation process was improved when using a modified PID
controller compared with the conventional PID controller. Moreover, the efficiency and performance of the half-car model
suspension have been significantly enhanced by using the proposed controller. Thus, achieving high vehicle stability and ride
comfort.
KEYWORDS: Displacement, Dynamic Response, Half-Car Model, Modified PID Controller, Oscillation.

I. INTRODUCTION researchers have attempted to improve the dynamic response

’ of the vehicles by controlling the developed force from the
Vehicle can be subjected to a shock as a result of the tire s
hydraulic actuator in order to achieve the principle of vehicle
interference with irregularities of the road surface like
stability. A list of researches contributes in this field of
crossing over road bumps. These shocks can be transmitted
study. P. S. Kumar et al. [2] proposed a hybrid intelligent
to the vehicle body in the form of vibrations. The suspension
control technique based on combination of neural network
system i.e., spring and damper, which is located between the
and fuzzy for hydraulic actuated active half car suspension
car body and the wheel attempt to absorb encountered
system. Faried Hasbullah and Waleed F. Faris [3] proposed
shocks. This process results in damping car body vibrations.
an active disturbance rejection control with input decoupling
Springs have the property of continuing to oscillate for
transformation for a half car model. Yan-Jun Liang et al. [4]
period of time while the dampers dissipate the received
designed an optimal vibration controller for vehicle active
energy of oscillations. Other basic tasks of the suspension
suspension systems. A. Pati et al. [5] designed a controller
system fall under its capability to isolate the car body from
for a half car suspension system based on sliding mode
road disturbances in order to provide ride comfort, good
control using proportional-integral-derivative (PID) sliding
handling and support the vehicle static weight [1].
surface. Puneet Gandhi et al. [6] used a half car active
Suspension system’s absorbing and damping capabilities
suspension model with 4 degrees of freedom with different
sometimes may be insufficient and may take a while to halt
controllers such as proportional, integral and derivative,
the oscillations. This may require adding other means to
linear quadratic regulator, fuzzy and adaptive neuro fuzzy
significantly dampen the vibrations and oscillations. A
inference system. Sangzhi Zhu et al. [7] developed a new
hydraulic actuator is one of the most suitable means that can
hydraulically interconnected suspension with the using of
be used in parallel with the suspension system to generate the
fuzzy, PID and optimal linear quadratic regulator controllers
needed force to damp the road disturbances. These actuators
to control vehicle body’s roll motion. Daniel Rodriguez -
can be activated and controlled by using different methods in
Guevara et al. [8] proposed a novel linear parameter varying
order to achieve high vehicle stability while driving. Many
(LPV) state-space (SS) model with a fictional input to

This is an open access article under the terms of the Creative Commons Attribution License, which permits use, distribution and
reproduction in any medium, provided the original work is properly cited.
© 2023 The Authors. Published by Iraqi Journal for Electrical and Electronic Engineering by College of Engineering, University of Basrah.
https://doi.org/10.37917/ijeee.19.2.7 https://www.ijeee.edu.iq 52
Matrood & Nassar | 53

represent nonlinear half-car active suspension system. H. suspension system, the following assumptions are
Khodadadi and H. Ghadiri [9] used PID, fuzzy logic and H∞ considered, as below:
controllers to control the car suspension system based on Pitch angle (θ) is small, springs and dampers are linear,
half car. Also, a self-tuning PID controller based on fuzzy tires have only stiffness with no damping property, the effect
logic is developed to improve the performance of the system. of friction is neglected, and the tires are always in contact
J. E. Ekoru and J. O. Pedro [10] used an inner PID hydraulic with the road surface.
actuator force control loop, in combination with an outer PID
suspension deflection control loop, to control a nonlinear
half-car. Yanghai Nan et al. [11] proposed a fuzzy logic
control strategy for active half car suspension system which
is utilized to generate counterforce to isolate vibration from
the rough ground. Ahmet Yildiz [12] considered a non-linear
suspension design for half vehicle model by using particle
swarm optimization technique for optimizing the vehicle
vibrations. Y. Susatio et al. [13] utilized direct synthesis
method for tuning PID controller gains to reduce vibration
on passenger seat caused by change in road surface profile or
disturbance. L. C. Fe´lix-Herra´n et al. [14] designed and
applied a fuzzy-H∞ control, improved with weighting
functions to a novel model of a one-half semi active
suspension. G. I. Mustafa et al. [15] presented an optimized
sliding mode controller for vibration control of active Fig. 1: Passive half-car model
half-car suspension systems. Muhammad A. Khan et al. [16]
used feedback linearization and linear quadratic regulator
By applying Newton’s second law of motion, dynamic
controller with a half-car model. Jimoh O. Pedro and Nyiko
equations for the half-car model can be represented as
Baloyi [17] designed a direct adaptive neural network
follow, taking into consideration that the static equilibrium
controller to control a nonlinear half car suspension system
point is the origin for the displacement of the mass center
and improve ride comfort. Mohammed H. Abushaban et al.
and the angular displacement of the car body:
[18] proposed a new fuzzy control strategy for a half-car
active suspension system. M. Avesh and R. Srivastava [19]
MsZ̈s=−Kf (Zs–Zuf –aθ)–Cf(Żs−Żuf –aθ)–Kr(Zs–Zur+bθ)–
proposed using PID controller with an active half car
suspension system to improve ride comfort to passengers Cr(Żs−Żur+bθ) (1)
and improve the stability of vehicle. L.V. Gopala Rao and S.
Narayanan [20] studied the performance of half car model
with optimal sky-hook damper suspension and compared it Isθ=aKf(Zs–Zuf –aθ)+aCf (Żs−Żuf−aθ)−bKr(Zs–Zur+bθ)−
with the performance of half car model with LQR control.
bCr(Żs−Żur+bθ) (2)
Wenkui Lan and Erdong Ni [21] applied fuzzy-PID
controller to a half car suspension system to enhance ride
comfort by reducing the body acceleration and pitch angle.
MufZ̈uf=Kf(Zs–Zuf–aθ)+Cf(Żs−Żuf–aθ)–Ktf(Zuf–Zrf) (3)
Ayman H. Mohamed et al. [22] designed and studied linear
quadratic regulator optimal control and PID classic control
to achieve half car performance such as ride comfort and
MurZ̈ur=Kr(Zs–Zur+bθ)+Cr(Żs−Żur+bθ)–Ktr(Zur–Zrr) (4)
road stability. Jian Wu and Zhiyuan Liu [23] presented a
novel controller design for half-cars suspension
magneto-rheological by introducing a piecewise control
For active suspension system shown in Fig. 2, the
approximation model.
hydraulic actuator forces Fa1 and Fa2 at the front and rear
In this study, a linear half-car model in MATLAB/
suspension system are generated respectively. Therefore,
Simulink software is being used to compare the performance
equations of motion can be written [8]:
of a modified PID controller versus conventional PID
controller. The model dynamic characteristics, stability of
MsZ̈s=−Kf(Zs–Zuf−aθ)–Cf(Żs−Żuf−aθ)–Kr(Zs–Zur+bθ)–
the vehicle, the quality of shock absorption and the reduction
of oscillations and vibrations have been investigated. Cr(Żs−Żur+bθ)+Fa1+Fa2 (5)

II. MATHEMATICAL MODELING

Isθ=aKf(Zs–Zuf–aθ)+aCf(Żs−Żuf−aθ)−bKr(Zs–Zur+bθ)−
The half-car model used in this study is a four degree of
freedom system. The model consists of a vehicle body with bCr(Żs−Żur+bθ)−aFa1+bFa2 (6)
front and rear suspension elements and wheels as shown in
Fig. 1. To derive equations of motion for the passive half-car
MufZ̈uf=Kf(Zs–Zuf –aθ)+Cf(Żs−Żuf–aθ)–Ktf(Zuf –Zrf)– Fa1 (7)
54 | Matrood & Nassar

MurZ̈ur=Kr(Zs–Zur+bθ)+Cr(Żs−Żur+bθ)–Ktr(Zur–Zrr)–Fa2 controller form [25].

The modified PID controller has the ability to eliminate
(8)
the kick of error or impulse function that associated with
Where; using the conventional PID controller generated at the time
Zsf : sprung mass displacement at front body(Zs− aθ) the set point change [24,26]. Thus, a preferred tracking
Zsr : sprung mass displacement at rear body(Zs + bθ) reference can be obtained by using the modified PID
Zs : sprung mass displacement controller [27]. The time domain equation of the modified
Zuf : unsprung mass displacement at front body PID controller is given by [24]:
Zur : unsprung mass displacement at rear body u(t) = −Kp y(t) + Ki 0∫t e(t)dt − Kd(de(t)/dt) (10)
Zrf : road input to front wheel
Zrr : road input to rear wheel Where;
θ : vehicle rotational movement (rad) u(t): Control force, e(t): Tracking error, r(t): Desired output,
Fa1 : front actuator force (Newton) e(t) = r(t) – y(t), y(t): Actual output, Kp: Proportional gain,
Fa2: rear actuator force (Newton) Ki: Integral gain, and Kd: Derivative gain.

Fig. 3: Block diagram of conventional PID controller [24]

Fig. 2: Active half-car model

III. CONTROL METHOD

The suspension system electronic control was designed in
a way that the damping energy can be improved against
different road disturbances like bumps or potholes. The
suspension control system relies on a control unit to control the
operation of the hydraulic actuator. In Fig. 2, suitable sensors
located on the car body send signals reflected road Fig. 4: Block diagram of modified PID controller [24]
disturbances and then the signals feedback to a reference point
to compare a specific actual signal with the set point.
Accordingly, the control unit can moderate the output variables IV. SIMULINK MODELING
to acceptable ranges. In this study, two different types of PID
The block diagram of a passive half car model is shown
(Proportional-Integral-Derivative) controllers are used to
in Fig. 5. This model was built in the MATLAB/Simulink
control a half-car model. The first type of PID controller is a
environment. A step function is used to excite the system as
conventional PID controller as shown in Fig. 3. This controller
an external source to represent the road profile. The forward
can be represented in time domain by the following equation
linear velocity (v) of the vehicle when it crossed over a road
[24]:
profile of 0.1 m height was 45 km/h. The time delay between
the front and the rear wheels is calculated using the
u(t) = Kp e(t) + Ki 0∫t e(t)dt + Kd(de(t)/dt) (9)
following formula as 0.225 second [6]:
The second type of PID controller is shown in Fig. 4. This
Time delay = (a + b)/v (11)
controller is a modified form of the conventional PID
controller and can be formed by moving the proportional and
When the system is activated, the hydraulic actuator
derivative parts from the main forward path to the feedback
forces are generated and applied to the passive system with
path to operate on a measured signal y(t). In the meantime, the implementation of both modified and conventional PID
keeping the integral part in the main forward path to operate controllers. In this study, the vertical displacement of the
on error e(t). In result, the controller is converted to an I-PD front body (Zsf) and rear body (Zsr) are used as feedback
Matrood & Nassar | 55

signals to the controllers, the desired performance of these

variables are set to improve system dynamic response.

Fig. 7: Active half-car model with

modified PID controller

TABLE I
RESPONSE OF PROPORTIONAL, INTEGRAL AND DERIVATIVE
CONTROLLER GAINS [19]

response
Closed
Rise Over- Settling Steady

loop
time shoot time state error

Kp Decrease Increase Small Decrease

change
Ki Decrease Increase Increase Eliminate
Fig. 5: Simulink block diagram of passive
linear half-car model Kd Small Decrease Decrease Small
change change
Referring to the Simulink block diagram of passive
half-car model, the vertical and angular displacement of the TABLE II
sprung mass as well as the displacement of the unsprung HALF-CAR PARAMETERS [3]
masses and the suspension deflection are obtained. With the
Parameter Description Value
assist of MATLAB/Simulink software environment, the
mathematical model of the entire active half-car model with Ms :Body mass (sprung mass) 730 Kg
the conventional and modified PID controllers are shown in
Figures 6 and 7 respectively. The controller gains Kp, Ki and Is :Body pitch moment of inertia 2460 Kgm2
Kd are found by applying trial-and-error tuning method and
Table I. The parameters of the half-car model used for Muf :Front wheel mass (front 40 Kg
simulation are listed in Table II. unsprung mass
Mur :Rear wheel mass (rear 35.5 Kg
unsprung mass)
Kf :Front suspension stiffness 19,960 N/m
Kr :Rear suspension stiffness 17,500 N/m
Cf :Front suspension damping 1290 Ns/m
coefficient
Cr :Rear suspension damping 1620 Ns/m
coefficient
Ktf :Front tire stiffness 175,500 N/m
Ktr :Rear tire stiffness 175,500 N/m
a :Distance from vehicle center of 1.011 m
gravity (C.G.) to front axle
b :Distance from vehicle center of 1.803 m
Fig. 6: Active half-car model with gravity (C.G.) to rear axle
conventional PID controller
56 | Matrood & Nassar

V. SIMULATION RESULTS AND DISCUSSION Therefore, only proportional and derivative actions pick
up system variables while the integral action works on the error
In this section, a half-car model has been simulated in
three cases (passive, active with conventional PID controller and the system response occurs accordingly. Also, by this way
and active with modified PID controller) according to the the noise caused by the error signal is eliminated. Figures
mathematical modeling implemented in MATLAB/ 8 – 15 show the dynamic responses of the half-car's outputs for
Simulink software to present the dynamic response. Tables the three cases. The responses show that the settling time is
III and IV show PID gains for conventional and modified very short which ensures high and fast passenger comfort. In
PID controllers respectively. After running the simulation addition, the peak overshoots are clearly damped, and good
for five seconds, system dynamic behavior and response to a reference tracking are obtained, which reflect appropriate
step input reference or set point signal can be found to show dynamic response. As a result, sufficient shock absorption and
the main properties such as rise time, overshoot, settling time vehicle vibration reductions are achieved.
and steady state error. Using modified PID controller, the set From the results, the modified PID controller has a better
value does not influence the proportional and derivative performance to suppress both car body oscillations and
parts as in the conventional PID controller while the suspension deflection in comparison with conventional PID
controller action is still affecting. controller.

TABLE III TABLE IV

CONVENTIONAL PID CONTROLLER GAINS MODIFIED PID CONTROLLER GAINS
Controller Kp Ki Kd Controller Kp Ki Kd

Conventional PID 175 12 234 Modified PID 85 40 4250

controller 1 controller 1
Conventional PID 198 5 215 Modified PID 100 35 3000
controller 2 controller 2
Rotational body displacement (rad)
Vertical body displacement (m)

Time (sec) Time (sec)

Fig. 8: Vertical body displacement Fig. 9: Rotational body displacement

Rear body vertical displacement (m)
Front body vertical displacement (m)

Time (sec) Time (sec)

Fig. 10: Front body vertical displacement Fig. 11: Rear body vertical displacement
Matrood & Nassar | 57

Front suspension deflection (m)

Rear suspension deflection (m)

Time (sec) Time (sec)

Fig. 12: Front suspension deflection Fig. 13: Rear suspension deflection

Body acceleration (m2 / s)

Body velocity (m / s)

Time (sec) Time (sec)

Fig. 14: Half-car body velocity Fig. 15: Half-car body acceleration

VI. CONCLUSION dynamics,” Journal of microengineering, vol. 20, no. 1,

pp. 541-549, 2018. doi:10.21595/jve.2017.18379.
The proposed modified PID controller has a better [3] F. Hasbullah and W. F. Faris, “Simulation of
performance to suppress vehicle body vibrations resulted disturbance rejection control of active half-car active
from road disturbances. Also, the modified PID controller suspension system using active disturbance rejection
has a better reference tracking than conventional PID control with decoupling transformation,”4thInt. conf. on
controller. In addition, the advantage of using modified PID mathematical applications in engineering. J. Phys., vol.
controller is the simplicity and the short time required to 949, pp.1-20, 2017. doi:10.1088/1742 -6 596/949/1/01 20
calculate controller gains. Thus, in turn this advantage makes 25.
it easier to use when compared with Fuzzy, Fuzzy-PID and [4] Y. J. Liang, N. Li, D. X. Gao and Z. S. Wang, “Optimal
other types of controllers. The proposed controller offers a vibration control for nonlinear systems of tracked vehicle
clear reduction in vehicle body displacement as well as half-car suspension,” Int. J. Control Autom. Syst., vol. 15,
suspension deflection reflected the good behavior and no.4, pp.1675-1683, 2017. doi:10.1007/ s12555-
efficient performance. All of the above can give stability, 015-0447-7.
ride comfort and good handling of the vehicle. [5] A. Pati, S. Singh and R. Negi, “Sliding mode controller
design using PID sliding surface for half car suspension
CONFLICT OF INTEREST system,” Students conf. on engineering and systems, IEEE,
pp. 1-6, 2014. doi:10.1109/SCES.2014.6880092.
The authors declare that there is no conflict of interest in
[6] P. Gandhi, Adarsh S and K I Ramachandran,
the study.
“Performance analysis of half car suspension model with 4
DOF using PID, LQR, Fuzzy and ANFIS controllers,” 7th
REFERENCES Int. conf. on advances in computing and communication,
[1] R. Rajamani, “Vehicle dynamics and control,” Second vol. 115, pp. 2-13, 2017. doi:10.1016/j. procs.2 017.09.070.
ed., Springer, New York Dordrecht Heidelberg, 2012. [7] S. Zhu, H. Du and N. Zhang, “Development and
[2] P. S. Kumar, K. Sivakumar, R. Kanagarajan and S. implementation of Fuzzy, Fuzzy PID and LQR
Kuberan, “Adaptive Neuro Fuzzy inference system control controllers for a roll - plane active hydraulically
of active suspension system with actuator interconnected suspension,” Int. conf. on fuzzy systems,
58 | Matrood & Nassar

IEEE, pp. 2017-2024, 2014. doi:10.1109/ FUZZ-IEEE. LQR control, ” Int. J. Dynam. Control, vol. 8, no. 2, pp.
2014.6891585. 488–496, 2020. doi:10.1007/s40435-019-005 88-9.
[8] D. Rodriguez-Guevara, A. Favela-Contreras, F. Beltran [21] W. Lan and E. Ni, “Design of Fuzzy-PID controller for
-Carbajal, C. Sotelo and D. Sotelo, “An MPC-LQR -LPV ride comfort enhancement of a half-car vehicle with active
controller with quadratic stability conditions for a suspension system,” Appl. Mech. Mater. J., vol. (313-314),
nonlinear half-car active suspension system with pp. 382-386, 2013. doi:10.4028/www.Scie
electro-hydraulic actuators,” Int. J. Machines, vol. 10, no. ntific.net/AMM.313-3 14.382.
2, pp. 1-18, 2022. doi:10.3390 /machines10020137. [22] A. H. Mohamed, D. Abidou and S. A. Maged, “LQR
[9] H. Khodadadi and H. Ghadiri, “Self - tuning PID and PID controllers’ performance on a half car active
controller design using fuzzy logic for half car active suspension system, International mobile, intelligent, and
suspension system,” Int. J. Dynam. Control, vol. 6, no. 3, ubiquitous,” computing conference, IEEE, pp. 48-53,
pp. 224-232, 2016.doi:10.1007/s40435-016-02 91-5. 2021.doi:10.1109/MIUCC52538.2021.9447609.
[10] J. D. Ekoru and J.O. Pedro, “Proportional – integral – [23] J. Wu and Z. Liu. “Piecewise affine H∞ control of half–
derivative control of nonlinear half-car electro - hydraulic car magneto-rheological suspension systems,” Int.
suspension system,” J. Zhejiang Univ-Sci A (Appl Phys & federation of automatic control hosting, vol. 51, no. 31, pp.
Eng), vol. 14, no. 6, pp. 401-416, 2013. doi:10.1631/jzus. 967–972, 2018. doi:10.101 6/j.ifacol.2018.10.055.
A1200161. [24] V. Kumar and K. S. Rana, “Some investigations on
[11] Y. Nan, W. Shi and P. Fang, “Improvement of ride hybrid fuzzy IPD controllers for proportional and
performance with an active suspension based on fuzzy derivative kick suppression,” Int. J. Autom. Comput., vol.
logic control,” Journal of vibroengineering, vol. 18, no. 6, 13, no. 5, pp. 516-528, 2016. doi:10.1007/s11633-
pp. 3941-3955, 2016. doi:10.2159/jve. 2016.16827. 016-1009-z.
[12] A. Yildiz, “Optimum suspension design for non – linear [25] K. Ogata, “Modern control engineering,” Fifth ed.
half vehicle model using particle swarm optimization Prentice Hall, New Jersey 07458, 2010.
(PSO) algorithm,” Vibroengineering procedia, vol. 27, pp. [26] V. Diep, P. Hung and N. Su, “I-PD controller design
43-48, 2019. doi: 10.21595/vp20 19.21012. based on robust view point,” 2nd Int. conf. of intelligent
[13] Y. Susatio, L. Oktaviana, N. K., Rizki, E. Listijorini robotic and control engineering, IEEE, pp. 27-31, 2019.
and T. R. Biyanto, “Design of half - active suspension doi:10.1109/IR CE .2019.00013.
system for passenger riding comfort,” Regional [27] S. Prasad S. J., Selvakarthi D. and Aravind C., “Set
conference on acoustics and vibration, J. Phys: conf. point tracking and load disturbance rejection with PID and
series 1075 (2018) 0120302017, pp. 1-6, 2018. I-PD controllers in different zones of barrel heating
doi:10.1088/1742-6596/1075/1/012030. system,” International Journal of ChemTech research, vol.
[14] L. C. Fé lix - Herrá n, D. Mehdi, J. d. J. Rodriguez-Ortiz, 12, no. 03, pp. 109-113, 2019. doi:10.20902/IJCTR.
V. H. Benitez, R. A. Ramirez-Mendoza and R. Soto, 2019.120317.
“Disturbance rejection in a one-half semi active vehicle
suspension by means of a Fuzzy - H∞ controller,” shock
and vibration journal, vol. 2019, pp. 1-14, 2019.
doi:10.1155/2019/4532635.
[15] G.I.Y. Mustafa, H. Wang, and Y. Tian, “Optimized fast
terminal sliding mode control for a half-car active
suspension system,” Int. J Automot. Technol., vol. 21, pp.
805–812, 2020. doi:10.1007/s12239-020-0078-8.
[16] M. Khan, M. Abid, N. Ahmed, A. Wadood and H. Park,
“Nonlinear control design of a half-car model using
feedback linearization and an LQR controller,” Int. J. Appl.
Sci., vol. 10, no. 9, pp. 1-17, 2020. doi:10.3390
/app10093075.
[17] J. O. Pedro and N. Baloyi, “Design of direct adaptive
controller for a half-car suspension system,” Africon
proceedings, IEEE, pp.467-472, 2017. doi:10.1109/
AFRCON.2017.8095527.
[18] M. H. Abu Shaban, I. M. Abuhadrous and M. B. Sabra,
“A new fuzzy control strategy for active suspensions
applied to a half car model,” J. Mechatron, vol. 1, no. 2, pp.
1-7, 2013. doi:10.1166/jom.20 13.1016.
[19] M. Avesh and R. Srivastava, “Modeling simulation and
control of active suspension system in Matlab simulink
environment,” Students conference on engineering and
systems, IEEE, 2012. doi:10.1109/SCES.2012.61991 24.
[20] L.V. Gopala Rao and S. Narayanan, “Optimal response
of half car vehicle model with sky-hook damper based on

View publication stats