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A sliding mode controller for vehicle active

suspension systems with non-linearities

Article in Proceedings of the Institution of Mechanical Engineers Part D Journal of Automobile Engineering
February 1998
DOI: 10.1243/0954407981525812

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 79

A sliding mode controller for vehicle active

suspension systems with non-linearities

C Kim and P I Ro
Department of Mechanical and Aerospace Engineering, North Carolina State University, USA

Abstract: In this paper, the control of an active suspension system using a quarter car model has been
investigated. Due to the presence of non-linearities such as a hardening spring, a quadratic damping force
and the `tyre lift-off' phenomenon in a real suspension system, it is very difficult to achieve desired
performance using linear control techniques. To ensure robustness for a wide range of operating conditions,
a sliding mode controller has been designed and compared with an existing non-linear adaptive control
scheme in the literature. The sliding mode scheme utilizes a variant of a sky-hook damper system as a
reference model which does not require real-time measurement of road input. The robustness of the scheme
is investigated through computer simulation, and the efficacy of the scheme is shown both in time and
frequency domains. In particular, when the vertical load to the sprung mass is changed, the sliding mode
control resumes normal operation faster than the non-linear self-tuning control and the passive system by
factors of 3 and 6, respectively, and suspension deflection is kept to a minimum. Other results showed
advantages of the sliding mode control scheme in a quarter car system with realistic non-linearities.

Keywords: sliding mode, active suspension, non-linearities

NOTATION 1 INTRODUCTION

ci coefficients of non-linear damping force The suspension system of an automobile has two major
csh damping constant of sky-hook system tasks. The first is to isolate the car body with its passenger
csm damping constant of reference model from external disturbance inputs which mainly come from
fd damping force road irregularities. The second is to maintain a firm contact
fs spring force between the road and the tyres to provide guidance along
ft tyre force the track. In a conventional suspension system which
g acceleration of gravity comprises only passive components, the task of providing
ki coefficients of non-linear spring force both ride comfort and good handling calls for conflicting
k sm spring constant of reference model requirements. To support the weight and to follow the track
K switching gain a stiff suspension is needed on one hand, but, to isolate the
L lateral load transfer disturbance from the road a soft suspension is required on
ms sprung mass the other.
msm sprung mass of reference model Many kinds of active suspensions have been developed
mu unsprung mass to improve both ride quality and handling performance. For
u control force input more than 20 years, research has shown that a linear
xi states of suspension system optimal control scheme provides a good way to design an
xr road disturbance variation active suspension system which can improve the vehicle
xs sprung mass displacement ride and handling performance at the same time. This is
xu unsprung mass displacement based on the assumption that there exists a perfect (broad-
x suspension deflection bandwidth) actuator, which can generate the required force
fast enough and the system can be linearized within some
operating region.
In most cases, linear optimal control theory has been
applied using a two degree-of-freedom model, with full
The MS was received on 17 February 1997 and was accepted for state or partial state feedbacks (15). A control scheme,
publication on 18 July 1997. so-called `sky-hook damping', in which the absolute
D00897 # IMechE 1998 Proc Instn Mech Engrs Vol 212 Part D
80 C KIM AND P I RO

velocity of sprung mass is required, has also been applied spring, damper and tyre `lift-off'. By comparing the
to commercial systems (6). simulation results of the linear and non-linear models, it
Up to this point most researchers have dealt with a linear will be shown that the non-linearities of a suspension
model in developing control laws. However, since a real system should be considered for developing an active
vehicle suspension has inherent non-linearities and uncer- suspension system. Next, the non-linear self-tuning scheme
tainties it is not sufficient to represent the real system with (13) is reviewed to verify whether the existing non-linear
a linear model (7, 8). In the early 1990s many studies began control scheme does work in a realistic non-linear suspen-
to consider non-linearities, uncertainties and unmodelled sion system with highly non-linear characteristics and=or
parts of a real suspension system, which required the use of uncertainties. Then its robustness is investigated, which
a non-linear model and some adaptive or robust form of shows a limitation of adaptive schemes with respect to the
control scheme. fast-varying uncertainties.
A classical form of adaptive scheme for a vehicle active To improve the robustness, a sliding mode control
suspension system was introduced in the late 1980s by Hac scheme is developed in this study which is unique to the
(9). During driving, the interaction between the road and active suspension application. A modified sky-hook dam-
vehicle changes drastically depending on the road surface per system which eliminates the necessity of a road signal
and vehicle speed. This change must be taken into account is used as the reference model in this study. This makes the
to ensure optimal operation of the system in all driving whole process simple and results in better ride quality and
conditions. This optimal operation necessitated a form of handling performance over the non-linear self-tuning
controller, the gain of which can be adjusted to the type of control scheme.
road surface and vehicle speed. This is the starting point of
the adaptive control scheme, in which a set of feedback
gains is varied by the change of power spectral density of
terrain roughness obtained by processing the measurement
2 MODELLING OF THE SUSPENSION SYSTEM
data. A comparison of adaptive LQG and non-linear
controllers for active suspensions can be found in reference
In this section, both linear and non-linear models of the
(10).
quarter-car suspension system are introduced and time
A model reference adaptive control scheme was pro-
responses of two models are compared to demonstrate the
posed in reference (6) which resulted in better performance
limitation of the linear suspension model for developing an
than active suspension systems with non-adaptive control-
active suspension system. Figure 1 illustrates a model for
lers and passive suspension systems. In the paper, 10 to 30
the suspension system.
per cent variances of suspension components and sprung
The equations of motion for body bouncing motion are
mass were examined to check the adaptation capability
using a single degree-of-freedom model. Also, an explicit
ms xs fs fd ms g (1)
adaptive control for the active suspension system was
introduced in reference (11), which is based on a self- mu xu f s f d ft mu g (2)
tuning controller design. It consisted of on-line low-order
recursive parameter estimation, closed-form algebraic gain
computation and manipulation for the control parameter.
The self-tuning based adaptive control scheme can provide
considerable adaptability to variances in the suspension
characteristics and changes in the sprung load (payload
change, brake, cornering).
However, if the system is highly non-linear over the
range of operation, the adaptive schemes may show severe
limitations. For example, if the wheel stroke is so increased
that the stiffness of the suspension is beyond the linear
range, it might be difficult to identify parameters through
ordinary identification. Gordon et al. (12) proposed a
control scheme using a realistic non-linear suspension
model, but their study of robustness was still limited to a
linear region.
The goal of the current study is to develop a robust
control scheme for an active suspension system which
maintains good performance in the presence of severe non-
linearities or uncertainties (unknown parameters and struc-
tures). This study begins by developing a realistic non-
linear suspension model which is composed of non-linear Fig. 1 Modelling of quarter-car suspension system

Proc Instn Mech Engrs Vol 212 Part D D00897 # IMechE 1998
 A SLIDING MODE CONTROLLER
where f s and f d are spring force and damping force,
respectively, between the sprung mass and the unsprung
mass and f t is the tyre force between the unsprung mass
and the road. The linear model assumes that these forces
are linear.
In view of handling characteristics, the vehicle is consid-
ered to be within the linear region when its lateral
acceleration is less than 0.4 g, which represents the normal
driving condition unless it experiences severe cornering.
But, in view of ride-related movement, the linear region is
relatively small. For example, the permissible rattle space
of a passenger car is less than 150 mm due to the limitation
of the body-mounting point. But the suspension load versus
wheel displacement curve shows that the linearity is less
than 50 mm mainly during rebound movement. Therefore,
it is very important to include non-linearities to account for
a more realistic operation of the vehicle.
In this section, the connecting forces (e.g. spring force,
damping force) are modelled as non-linear functions using
measured data. In the linear model, these connecting forces
were described as linear functions of the states of system:
f s kx or f d c x_ . Figure 2 shows major non-linearities in
real suspension systems.
The non-linear spring property is mainly due to two
parts. One is the bump stop which restricts the wheel travel
within a given range and prevents the tyre from contacting
the vehicle body. The other is the strut bushing which
connects the strut with the body structure and reduces the
harshness from the road input. These two non-linear effects
can be included in the spring force f s with non-linear
characteristic versus suspension rattle space (xs xu ). From
the measured data (SPMD: suspension parameter measure-
ment device) shown in Fig. 3, the spring force f s is
modelled as a third-order polynomial function
Fig. 2 Non-linear properties of suspension system
D00897 # IMechE 1998
81
f s k 0 k 1 x k 2 x 2 k 3 x 3 (3)
where the coefficients are obtained from fitting the
experimental data, which resulted in k 3 3170 400, k 2
73 696, k 1 12 394, k 0 2316:4. (The SPMD data
from the 1992 model Hyundai Elantra front suspension
were used.)
Generally, the damping force is asymmetric with respect
to the speed of the rattle space; damping force during bump
is bigger than that during rebound in order to reduce the
harshness from the road during bump while dissipating
sufficient energy of oscillation during rebound at the same
time. Figure 4 shows the measured data for the damper
force versus relative velocity of upper and lower struts, that
shows the asymmetric property. From the measured data
the damper force f d is modelled as a second-order
polynomial function
f d c1 x_ c2 x_ 2 (4)
where coefficients are obtained from fitting the experi-
mental data, which resulted in c2 524:28, c1 1 385:4.
The vertical stiffness of a tyre is highly non-linear,
especially when the load condition changes very severely.
Also, the vertical tyre force becomes zero when the tyre
loses contact with the road. To make the suspension model
more realistic, this `lift-off' is modelled in this study.
The tyre force is calculated as
f t k t (xr xu ) when (xr xu ) . 0 (5a)
ft 0 when (xr xu ) < 0 (5b)
Also, the `road-holding' characteristic of the tyre plays a
Proc Instn Mech Engrs Vol 212 Part D
82 C KIM AND P I RO

Fig. 3 Modelling of non-linear spring force [wheel stroke (m) versus suspension force (N)]

Fig. 4 Asymmetric damping property of actual suspension system [damper speed (m=s) versus damping force (N)]

very important role in handling performance. During
cornering on a rough road, tyre lift-off may cause a very
dangerous situation which reduces the lateral grip of the
tyre and makes the vehicle unstable or uncontrollable (not
able to steer).
In order to show the effect of this asymmetric tyre
Proc Instn Mech Engrs Vol 212 Part D
stiffness on the response of the quarter-car model, sinusoi-
dal responses of the passive suspension system using both
linear and non-linear models are examined. The linear
model is derived by linearizing the non-linear property
about an operation point. Two different amplitudes of road
input are given to the system in order to investigate the
D00897 # IMechE 1998
 A SLIDING MODE CONTROLLER
effect of road input on the non-linearity. The excitation
frequency (about 1.5 Hz) is chosen to be close to the
natural frequency of the sprung mass bouncing mode.
Figure 5 shows the time response of the sprung mass
displacement for the two models. In the figure the
difference between non-linear I and II is the addition of the
tyre lift-off effect in the latter. When the road input is small
there is no big difference between the two models, since the
linear model data are approximated by constants (k s , cs ).
However, as the excitation amplitude increases the re-
sponses become quite different from each other. From the
result, it is clear that vehicle non-linearities should be
considered in developing a more accurate system model,
from which a more reliable control algorithm can be
developed.
3 SLIDING MODE CONTROL SCHEME
Since the variable structure control (VSC) theory was
introduced in the USSR in the early 1950s it has been
applied to many fields in robotics, aerospace and auto-
motive systems (14, 15). VSC has been used to develop a
general controller for a variety of systems including single-
input single-output, multiple-input multiple-output, linear,
non-linear, discrete-time and stochastic systems (16, 17).
In the application for automotive systems, sliding mode
control is applied to advanced braking systems (ABS)
wheel-slip control due to the non-linearity of the vehicle
traction system, where the results indicate that it provides
Fig. 5 The time responses for different models [the displacement of the sprung mass (m) versus time]
D00897 # IMechE 1998
83
tight wheel slip control on both dry and ice-like surfaces
(18). Alleyne and Hedrick (19) applied the sliding control
scheme to an electrohydraulic actuator of an active sus-
pension system, in which the control object was to match a
desired control force (`inner loop' control).
3.1 Modified reference model
The first step in deriving a sliding mode controller is to
choose a reference model. The well-known sky-hook
damping system is chosen as a reference model as in
reference (7).
If the system is linear and all parameters are exactly
known, the simple control law Fd csh x_ s can be used to
produce the desired sky-hook damping effect. However,
since the actual system contains many uncertainties,
including system non-linearities, a more robust control
scheme is required. In this paper, a sliding mode control
scheme is proposed based on the error between the sky-
hook damping system as a reference model and the real
suspension system.
In a typical implementation of the `model following'
technique, system input is provided to the reference model,
and the difference of responses between the system and the
reference model is compensated by a controller. However,
in the case of a suspension system, it is very difficult to
provide the road height signal to the reference model since
it is very difficult to measure. In this study, a simplified
reference model is used to solve this problem, in which a
road input signal is not required.
As shown in Fig. 6, a modified reference model is
Proc Instn Mech Engrs Vol 212 Part D
84 C KIM AND P I RO

x_ p f (xp , t) Bp u

f p (xp , t) f p (xp , t) Bp u Fw (8)

where xp [xs x_ s ]T , f p represents the nominal dynamics

(linear system) and f p is the difference between f p and
the actual plant f (xp , t). f p includes non-linearities and
unmodelled parts, and Fw is the disturbance term.
The equation of motion of the reference model is

x_ m f m (9)

where

xm [xsm x_ sm ]T
Fig. 6 The active suspension system using the modified refer-
ence model    T
1
f m x_ sm ( f sm f dm csh x_ sm ) g
msm
developed based on an alternative state for the road input.
and
Since the tyre is almost ten times stiffer than the suspension
spring, in general, the motion of the unsprung mass can f sm k sm (xsm xu ), f dm csm ( x_ sm x_ u )
serve as a good approximation to the road input within the
normal operating frequency range of a suspension system.
Taking the error e as the difference between the two state
Using this approximation, the measured states of the
vectors, xp and xm, the error dynamics can be obtained as
unsprung mass can be used directly as input to the sky-
hook damping reference model.
e xp xm (10)
Next, a sliding mode controller is derived to force the
sprung mass to track the reference sprung mass motion
e_ x_ p x_ m
T T
[xs x_ s xs ] ! [xsm x_ sm xsm ] (6) fm Bm um f p f p (xp , t) Bp u Fw
(11)
3.2 The derivation of control law
From the equations of motion of the plant, equations (1) Next, define a time-varying surface in the state-space such
and (2), the state variable form of the equations can be that
obtained as follows:
S(t) GT e 0 (12)
x_ 1 x2 (7a)
where G [ g1 g 2 ]T . The sliding surface can be inter-
1 preted as the surface of sprung mass state error between the
x_ 2 ( fs f d u) g (7b)
ms plant and the reference model.
Assuming the dynamics are exactly known and no
x_ 3 x4 (7c) disturbance affects the system (i.e. f p (xp , t) Fw 0),
the equivalent control is defined as
1
x_ 4 ( fs fd ft u) g (7d)
mu
S_ 0 (13)

where x1 xs , x2 x_ s , x3 xu , x4 x_ u and f s , f d , f t are or

spring force, damping force and tyre force, respectively.
Here, each of the forces contains contributions from the S_ GT e_ GT ( x_ p x_ m ) GT ( f p Bp u f m) 0
nominal portion (linear force) plus an additional unmo- (14)
delled portion in the linear model and uncertainties of
parameters.
Since the motion of sprung mass is of interest (to Using this expression, one can find the equivalent force ueq
improve the ride comfort), the plant dynamics can be which can track the reference model in the absence of
expressed as uncertainty and disturbance. That is,
Proc Instn Mech Engrs Vol 212 Part D D00897 # IMechE 1998
 A SLIDING MODE CONTROLLER 85

ueq (GT Bp ) 1 (GT f m GT f p ) (15) or

where S_ GT f m GT f p GT Bp [ueq (GT Bp ) 1

K sgn (S)]

g2 GT f p GT Fw < sgn (S) (22)

GT Bp 2R
ms
Substituting ueq by equation (15), the stable switching
In order to satisfy the sliding condition despite uncer- condition becomes
tainties (non-linearities in this study) in the system (i.e.
f p (xp , t) Fw 6 0), a term which is discontinuous K sgn (S) GT f p GT Fw < sgn (S) (23)
across the surface S 0 can be added to ueq as
Therefore, from equation (23), conditions are obtained that
guarantee the stability of the sliding mode active suspen-
u ueq (GT Bp ) 1
K sgn (S) (16)
sion system
where sgn is the sign function such that K > j(GT f p GT Fw)j (24)

1 if S . 0 Figure 7 shows the structure of the sliding mode active
sgn (S) (17)
1 if S , 0 suspension system using the modified reference model.
Notice that the road input is not given to the reference
To avoid the chattering problem a saturation function is model.
used

ueq KS if jSj ,
u (18)
ueq K sgn (S) if jSj . 4 SIMULATION RESULTS

Now, the range of the switching gain K to make the system 4.1 Time domain analysis
stable is to be found (16). If u is replaced in equation (14)
by equation (16), the Lyapunov candidate can be tested as In order to investigate the performance of a sliding mode
active suspension system, a numerical simulation is
1 d 2 performed using MATLAB. Comparison of the perform-
(S ) < jSj (19) ance of the sliding mode control with the non-linear
2 dt
adaptive system of reference (20) is carried out. In the
Appendix, a detailed derivation of the scheme is presented.
or
The road input condition is the same as that used in Section
2, in which the sinusoidal input with 1.5 Hz excitation
S S_ < jSj (20) frequency is close to the natural frequency of the sprung
mass bouncing mode.
Here, should be positive. And the derivative of the sliding Figure 8 shows the comparison between the sliding mode
parameter is described as (SM) active system and the self-tuning control (STC) active
system. From this result it can be concluded that both
S_ < sgn (S) (21) control schemes can track the reference model (ideal sky-

Fig. 7 The structure of the sliding mode active suspension system

D00897 # IMechE 1998 Proc Instn Mech Engrs Vol 212 Part D
86 C KIM AND P I RO

Fig. 8 Sinusoidal response of STC and SM active systems [the acceleration of the sprung mass (m=s2 ), deflections
of the suspension and tyre (m) and the control force (N)]

hook system) despite the non-linearities in the suspension
system. However, when a discrete road input (step input)
was given, the SM active system was better than the non-
linear STC system. Figures 9 and 10 show the step and
bump passing responses, which show less peak acceleration
of the sprung mass and faster damping tyre deflection using
the SM system. In general, it is obvious that the STC
control scheme shows limitations when the system experi-
ences any discrete event (e.g. sudden change of parameter
or road condition).

Fig. 9 Step response of STC and SM active systems

Proc Instn Mech Engrs Vol 212 Part D D00897 # IMechE 1998
 A SLIDING MODE CONTROLLER
Fig. 10 Bump passing response of STC and SM active systems
4.2 Frequency domain analysis
In this section the frequency response of the proposed SM
active system is calculated. A swept sine input is given to
the system and the steady state magnitudes at discrete
frequencies are collected. For a small amplitude of road
input, there is little difference between linear and non-
linear models since the suspension parameters remain
almost constant. In this simulation the amplitude is chosen
to be 0.1 m, which can be considered as a high stroke of
suspension wheel.
It can be seen from Figs 11 and 12 that the character-
istics of active systems (solid lines) are very similar to each
other regardless of system non-linearities. The passive
system results (dotted lines) show quite different character-
istics between the systems (linear and non-linear). Specifi-
cally, a jump phenomenon is observed for the non-linear
passive suspension system, which is typical in a hardening
spring. These results show that the SM active suspension
system compensates for the system non-linearities to track
the desired reference model (ideal sky-hook system). The
corresponding control forces are shown in Fig. 13, in which
the gap between two curves corresponds to the control
force required to compensate for system non-linearities.
4.3 Robustness of the sliding mode control scheme
To consider the robustness of SM active suspension to
external disturbances, the change of vertical load which is
experienced during a cornering manoeuvre was given to the
sprung mass. When a step steer is given to a vehicle, there
D00897 # IMechE 1998
87
is a load transfer (say, L) between the inner and outer
wheel due to the lateral acceleration. From a static point of
view, this is similar to the change of sprung mass with
amount L= g, where L is the load transfer and g is the
acceleration due to gravity. Although the actual load
change is proportional to the lateral acceleration change, a
step change of load with the amount L 0:3 ms g was
given to the sprung mass for the worst case.
In this case, the switching gain, K, plays an important
role since the controller has to remove the `uncertainty'. To
see the effect of the switching gain, the values of 50 and
1000 are chosen in this simulation. Figure 14 shows the
simulation results of the passive case, two active cases
(K 50, K 1000) and the reference model. From the
results with respect to suspension deflection, it is apparent
that the active system 1 (when K 50) and the passive
system cannot compromise the change of the static load,
while the active system 2 (when K 1000) shows little
change in the suspension deflection.
Figure 15 shows a comparison of the two control
schemes (SM and non-linear STC) when the same load
change was given. The simulation results show the im-
provement of ride quality in the SM active system; the peak
value of sprung mass acceleration of the SM system is less
than that of the STC system.
Also, in view of handling performance, the SM active
system shows fast damping of the tyre deflection and little
change of the suspension deflection. It is worth noting that
the suspension deflection of the non-linear STC case
becomes larger than the nominal value. This is due to the
fact that the non-linear STC recognizes the load change as
Proc Instn Mech Engrs Vol 212 Part D
88 C KIM AND P I RO

Fig. 11 Frequency response of linear active suspension

Fig. 12 Frequency response of non-linear active suspension

a static mass change to a greater degree than that of the
equivalent mass change. The final estimated sprung mass
was 502 kg instead of 312 kg ( 1:3 3 240 kg) which
makes the control force larger than required and the
Proc Instn Mech Engrs Vol 212 Part D
suspension deflection larger than the nominal value (Fig.
16). This is not surprising in many adaptive schemes, in
which asymptotic tracking does not necessarily require
asymptotic parameter convergence (16).
D00897 # IMechE 1998
 A SLIDING MODE CONTROLLER 89

Fig. 13 Frequency repsonse of control force input (linear model, non-linear model case)

Fig. 14 The effect of switching gain on the robustness of the non-linear SM system sprung mass acceleration
(m=s2 ), suspension and tyre deflection (m)

6 CONCLUSION include non-linear spring, damping and asymmetric tyre

A robust control scheme for an active suspension system
has been developed based on the SM control theory. First, a
realistic non-linear suspension model was developed to
D00897 # IMechE 1998
characteristics to verify the developed control scheme.
Also, a modified reference model has been proposed in this
study in order to eliminate the necessity of a road signal for
implementing the control scheme. The proposed method
Proc Instn Mech Engrs Vol 212 Part D
90 C KIM AND P I RO

Fig. 15 The comparison between SM and non-linear STC active suspension acceleration of sprung mass (m=s2 )
and deflections of suspension and tyre (m)

Fig. 16 The change of sprung mass displacement (m) and control force (N) when the load to the sprung mass
changes

Proc Instn Mech Engrs Vol 212 Part D D00897 # IMechE 1998
 A SLIDING MODE CONTROLLER
simplifies the design process and guarantees the system
stability.
It was shown that both the ride quality and handling
performance are improved using the SM active suspension
system in the presence of non-linearities of the suspension
system and=or uncertainties of suspension parameters. The
control scheme was compared with an existing adaptive
control scheme (STC scheme) which was developed to deal
with non-linearities of the suspension system. Simulation
results show that both controllers can improve the ride
quality. However, only the SM active suspension system
showed robust tracking performances even when suspen-
sion parameters changed suddenly (uncertainties of para-
meters).
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mode ABS wheel-slip control. Proceedings of 1992 ACC,
1992, pp. 15.
19 Alleyne, A. and Hedrick, J. K. Nonlinear adaptive control of
active suspensions. IEEE Trans. Control Systems Technol.,
1995, 3 (1), 94101.
20 Kim, C. A comparative study of active suspension systems
using adaptive self-tuning control and sliding mode control
schemes. Master thesis, Mechanical and Aerospace Engineer-
ing Department, North Carolina State University, 1996.
Non-linear adaptive control scheme
In this section, the design procedure for the active
suspension system using the self-tuning control scheme is
reviewed. The concept of parameter estimation is based on
the recursive least-squares (RLS) method which is used due
to its simplicity and popularity.
The control law was derived to ensure that the sprung
mass acceleration of the system followed that of an ideal
sky-hook system as closely as possible. The equations of
motion of the active suspension and the reference model
are as follows:
ms xs fs fd u ms g (25)
mu xu f s f d u ft mu g (26)
msm xsm f sm f dm csh x_ sm msm g (27)
mum xum f sm f dm f tm mum g (28)
where f s , f d and f t are the spring, damping and tyre forces,
respectively.
The basic assumption is that a third-order and a second-
order polynomial equations are chosen to represent the
non-linear characteristics of spring and damper
f s (x) k 0 k 1 x k 2 x 2 k 3 x 3 (29)
f d ( x_ ) c1 x_ c2 x_ 2 (30)
Now, a non-linear control input force u is defined as
u K T fxg C T f x_ g L x_ s (31)
where
Proc Instn Mech Engrs Vol 212 Part D
92 C KIM AND P I RO

K T [K 0 K 1 K 2 K 3 ] Let

C T [C1 C2 ] ^
y (34)

fxg [1 x x 2 x 3 ]T where

and [1 x x 2 x 3 x_ x_ 2 u] (35a)

f x_ g [ x_ x_ 2 ]T ^ 1 [ (k 0 ms g)
k1 k2 k3 c1 c2 1]T
ms
Substituting this control input to the system equation (35b)
(25) and equating with the desired reference system equa-
tion (27), then the following is obtained:
y xs (35c)
K0 k 0 (32a)
  Then the output y can be expressed with the system state
ms vector, , and unknown parameter vector, . ^ Notice that
K1 ks k1 (32b)
msm both y and can be measurable from the output measure-
^
ment and control input. Now, from a linear equation (34),
K2 k 2 (32c) can be obtained using the next set of equations:
K3 k 3 (32d) (k 1) [(xs xu )( x_ s x_ u )u](k 1) (36a)
 
ms y(k 1) xs (k 1) (36b)
C1 cs c1 (32e)
msm
e(k 1) [ y(k 1) ^
(k 1)(k)] (36c)
C 2 c2 (32f )
  ^ 1) (k)
(k ^ K(k)e(k 1) (36d)
ms
L csh (32g)
msm ^
(k) [ p1 (k) . . . p7 (k)]T (36e)
ms g (32h) P(k 1) [I K(k)(k 1)]P(k) (36f )

K(k) P(k)T (k 1)[I (k 1)P(k)T (k 1)] 1

For the on-line parameter identification, from equations
(25), (29) and (30), the following is obtained: (36g)

ms xs (k 0 k 1 x k 2 x 2 k 3 x 3 ) where (k 1) is a vector of regressors obtained from the

measured data, and the ^ characters represent estimated
(c1 x_ c2 x_ 2 ) u ms g (33) values.

Proc Instn Mech Engrs Vol 212 Part D D00897 # IMechE 1998

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