Available online at www.sciencedirect.

com

Procedia Engineering 48 (2012) 174 – 179

MMaMS 2012

Optimization of vehicle suspension parameters with use of evolutionary

computation
Vladimír Gogaa*, Marian KĐúþikb
a
Institute of Power and Applied Electrical Engineering, Faculty of Electrical Engineering and Information Technology in Bratislava, Ilkoviþova 3, 812 19
Bratislava, Slovakia
b
Institute of Control and Industrial Informatics, Faculty of Electrical Engineering and Information Technology in Bratislava, Ilkoviþova 3, 812 19
Bratislava, Slovakia

Abstract

The main purpose of vehicle suspension is to achieve good driving stability and passenger comfort regardless of road surface. These
requirements are often contradictory. This article aims to show the possibilities offered by a combination of modeling in a virtual
environment and evolutionary computation in the process of optimization. Mathematical half-car model was created in Matlab/Simulink.
Passive suspension parameters (damping and stiffness coefficients) were optimized with use of evolutionary computation. Results from
simulations of model with original and optimized suspension parameters were compared.
© 2012 The Authors. Published by Elsevier Ltd.
© 2012 Published by Elsevier Ltd.Selection and/or peer-review under responsibility of the Branch Office of Slovak Metallurgical Society at
Selection
Faculty and/or peer-review
of Metallurgy under
and Faculty responsibility
of Mechanical of the Branch
Engineering, Office
Technical of Slovak
University Metallurgical
of Košice Open accessSociety atBY-NC-ND
under CC Faculty oflicense
Metallurgy
. and
Faculty of Mechanical Engineering, Technical University of Košice.

Keywords: dynamic analysis, evolutionary computation, genetic algorithm, optimization, vehicle suspension.

Nomenclature
b distance (m) C suspension damping (N.s/m)
kt tire stiffness (N/m) I moment of inertia (kg.m2)
m mass (kg) J optimization criterion (-)
u road excitation (m) K suspension stiffness (N/m)
w weight constant (-) ϕ rotation (rad)
y displacement (m) ϕ angular velocity (rad/s)
y velocity (m/s) ϕ angular acceleration (rad/s2)
y acceleration (m/s2)

1. Main text

Vehicle suspension connects the wheels to the vehicle body. Its basic task is to allow vertical movement of the wheels
relative to the vehicle body, which is needed in terms of vibration and eliminates the reasonable value of the wheel-side
movements. Another equally important task is to transmit force and torque between the wheels and body: the vertical forces

* Corresponding author. Tel.: +421 2 60291687.

E-mail address: vladimir.goga@stuba.sk.

1877-7058 © 2012 Published by Elsevier Ltd.Selection and/or peer-review under responsibility of the Branch Office of Slovak Metallurgical Society at
Faculty of Metallurgy and Faculty of Mechanical Engineering, Technical University of Košice Open access under CC BY-NC-ND license.
doi:10.1016/j.proeng.2012.09.502
 Vladimír Goga and Marian Kľúčik / Procedia Engineering 48 (2012) 174 – 179 175

(vehicle load), the longitudinal forces (traction and braking forces), the lateral forces (centrifugal forces) and moments of
longitudinal forces (driving and braking moments).
The basic requirement for the suspension is vibration control of vehicle. Vibration control reduces transfer oscillating
movements of the vehicle axles to the frame. This protects the crew and the cargo transported from adverse shocks
(passenger comfort) and maintains continuous contact tires with road (controllability and driving stability of vehicle).
Passive vibration control, called passive suspension, is represented by conventional system of linear spring and viscous
damper with changeless stiffness and damping coefficients. In contrast, semi-active suspension enables smooth changes of
damper coefficient [1]. It can be nearly as effective as fully active suspension in improving ride quality [2]. Semi-active
control devices potentially offer the reliability of passive devices, yet maintain the versatility and adaptability of fully active
system [3]. Magnetorheological damper is a good example of device for semi-active suspension [4-6]. Active suspension
contains the power controlled actuator located between the wheels and vehicle body, for instance linear electric motor or
hydraulic servomechanism. Compared with passive suspensions, active suspensions can improve the performance of the
suspension system over a wide range of frequencies [4].
Passive suspension is still the most common suspension type used in today’s cars. Setting the parameters of springs and
dampers must therefore meet the conflicting demands: reduce the transmission of vibration to the vehicle and occupants and
reduce the vibration of the wheels to ensure permanent contact between wheels and road. This paper will therefore focus on
the use of the genetic algorithms to optimization of passive suspension parameters with respect to these requirements.

1.1. Genetic algorithms

Genetic algorithms are search algorithms based on the evolutionary mechanism of natural selection and the principles of
genetics and so belong to the class of evolutionary computation. Inspiration of evolutionary computation is Darwin’s theory
about evolution – the survival of the fittest [7-12]. Evolutionary computation is the group of different methods used to
optimize the genetic operations. This may be an evolutionary strategies, differential evolution, artificial immune systems,
genetic programming and genetic algorithms. The history of evolutionary computation dates back to the mid-seventies of
the 20th century when genetic algorithms were appeared for the first time [7] and when evolutionary strategies were first
successfully used [8, 9].
Genetic algorithms represent an intelligent exploitation of a random search used to solve optimization problems. In
engineering, the problems are first formulated as mathematical models expressed in terms of functions and then to find a
solution, discover the parameters that optimize the model or the function components that provide optimal system
performance. In solving problems, some solution will be the best among others. The space of all feasible solutions is called
search or state space. Each point in the search space represents one possible solution which can be fitness for the problem.
Genetic algorithm looks for the best solution among a number of possible solutions represented by one point in the search
space. Looking for a solution is then equal to looking for some extreme value (minimum or maximum) in the search space.
In using genetic algorithm, the process of finding solutions generates other points – possible solutions as evolution
proceeds. [10-12]
Genetic algorithm begins with a set of solutions (represented by number of individuals) called the population. Individuals
are set of parameters, which contain a part of solution. Solutions from one population are taken and used to form a new
population. This is motivated by the possibility that the new population will be better than the old one. Solutions are
selected according to their fitness to form new solutions. More suitable they are more changes they have to reproduce. This
is repeated until some condition, e.g. number of populations or improvement of the best solution, is satisfied [10-12].
Basic structure of genetic algorithm [10-12]:
• Start: generate random population of N individuals, i.e. suitable solutions for the problem.
• Fitness: evaluate the fitness of each individual in the population.
• New population: create a new population by repeating following steps until the new population is complete:
o Selection: select two parent individuals from a population according to their fitness (better the fitness,
bigger the chance to be selected).
o Crossover: with a crossover probability, cross over the parents to form new offspring. If no crossover was
performed, offspring is the exact copy of parents.
o Mutation: with a mutation probability, mutate new offspring at each locus (position in individual).
o Accepting: place new offspring in the new population.
• Replace: use new generated population for a further run of the algorithm.
• Test: if the end condition is satisfied, stop, and return the best solution in current population.
• Loop: go to step – Fitness.
176 Vladimír Goga and Marian Kľúčik / Procedia Engineering 48 (2012) 174 – 179

Genetic algorithm performance is largely influenced by two operators called crossover and mutation. These two
operators are the most important parts of genetic algorithm.

2. A half-car model for dynamic analysis

Vehicle dynamic response on road input excitations was analyzed on longitudinal half-car model, see Fig. 1. This model
is represented by unsprung masses of front and rear wheels – m1, m2 and sprung mass of vehicle body – m3. Body and
wheels are connected by passive front and rear suspensions with linear springs and viscous dampers. These elements are
characterized by stiffness coefficients K1, K2 and damping coefficients C1, C2. Elastic properties of tires are represented by
springs with stiffness’s kt1, kt2. Longitudinal half-car model is dynamic system with four degrees of freedom: vertical
displacements of individual masses – y1, y2, y3 and lateral rotation of vehicle body about vehicle center of mass also called
pitch – ϕ3.

Fig. 1. A half-car model for dynamic analysis.

Motion equations are:

y1 + C1 ( − y1 + y 3 + b1ϕ3 ) + K1 ( − y1 + y3 + l1ϕ3 ) + kt1 ( y1 − u1 ) = 0

m1  (1)

y2 + C2 ( − y 2 + y3 − b2ϕ3 ) + K 2 ( − y2 + y3 − l2ϕ3 ) + kt 2 ( y2 − u2 ) = 0

m2  (2)

y3 + C1 ( − y1 + y3 + b1ϕ3 ) + C2 ( − y 2 + y3 − b2ϕ3 ) + K1 ( y3 − y1 + l1ϕ3 ) + K 2 ( − y2 + y3 − b2ϕ3 ) = 0

m3  (3)

I 3ϕ3 + C1b1 ( − y1 + y3 + b1ϕ3 ) + C2 b2 ( − y 2 + y3 − b2ϕ3 ) + K1b1 ( y3 − y1 + b1ϕ3 ) + K 2 b2 ( − y2 + y3 − b2ϕ3 ) = 0 (4)

y , ϕ and ϕ is vertical velocity, vertical acceleration, angular velocity and angular acceleration, respectively
where y , 
[13, 14]. Parameters b1 and b2 represent distances of front and rear suspension from center of vehicle. Original parameter
values for half-car model are presented in Table 1 [15]. Road input excitations u1 and u2 was modeled as a bump with height
0.1 m. Vehicle speed was 60 km/h.

3. Optimization of vehicle suspension parameters

Mathematical solution of motion equations and optimization process of suspension parameters (K1, K2, C1 and C2) were
performed with Matlab/Simulink.
Selected optimization conditions:
• number of individuals: 100;
• number of generations: 250;
• elitism: best seven individuals from each generation were chosen for creation of next population;
• mutation: random and adaptive mutations were used;
• crossover: just neighboring individuals were crossed;
 Vladimír Goga and Marian Kľúčik / Procedia Engineering 48 (2012) 174 – 179 177

• selection: random.

Table 1. Original parameters [13]

Parameters Values Units

b1 1.271 m
b2 1.713 m
kt1 200000 N/m
kt1 200000 N/m
m1 87.15 kg
m2 140.04 kg
m3 1794 kg
C1 1190 N.s/m
C2 1000 N.s/m
I3 3443.05 kg.m2
K1 66824.2 N/m
K2 18615.0 N/m

Four optimization criteria were considered:

• minimum of vertical acceleration of vehicle body y3 :

{
J1 = min max {( y3 )} } (5)

• minimum of angular acceleration of vehicle body ϕ3 :

{
J 2 = min max {(ϕ3 )} } (6)

•  of wheels y1, y2:

minimum of vertical displacements     

J 3 = min {³ y dt}
1
2
(7)

J 4 = min {³ y dt}
2
2
(8)

General criterion was then:

J = w1 J1 + w2 J 2 + w3 J 3 + w4 J 4 (9)

where w1, w2, w3 and w4 are weight constants. Each criterion had the same priority therefore w1 = w2 = w3 = w4 = 0.25.
Six computers were used for optimization solution. Configuration of computers: quad core, 2.5 GHz, 4 GB RAM.
Independent evolution process was solved on each computer for verification in order that evolution does not embed in local
extreme. Evolution calculation took about one hour (250000 simulations in one hour).
Optimization has generated results for suspension parameters with respect to the aforementioned criteria, see Table 2.

Table 2. Original and optimized parameters

Parameters Original values Optimized values Units

C1 1190 2023 N.s/m

C2 1000 1508 N.s/m
178 Vladimír Goga and Marian Kľúčik / Procedia Engineering 48 (2012) 174 – 179

K1 66824.2 33412 N/m

K2 18615.0 22850 N/m

y3 , ϕ3 for vehicle with original suspension parameters (Table 1) and optimization
Displacements y1, y2 and accelerations 
ones are shown in Fig. 2-3. Figures show significant decreasing of amplitudes and faster stabilization of measured quantities
on model with optimized parameters.

(a) (b)

Fig. 2. Accelerations of vehicle body (a) vertical y3 and (b) angular ϕ3 .

(a) (b)

Fig. 3. Displacements of (a) front wheel y1 and (b) rear wheel y2.

4. Conclusion

The aim of this article was optimized passive suspension parameters with using genetic algorithms. Optimization criteria
were passenger comfort (vertical and angular accelerations of vehicle body) and driving stability (contact wheels with road).
Each criterion had the same priority. Optimization was performed use with Matlab/Simulink via mathematic model of half-
car model. Results for model with optimized parameters show significant decreasing of amplitudes and faster stabilization
of measured quantities against results of model with original parameters. Generally passive suspension is not ideal to
achieve good driving stability and passenger comfort therefore semi-active and active suspensions are more expanded.
Future work will be oriented to use genetic programming for design and optimization parts of semi-active and active
suspensions.

Acknowledgements

This work was supported in part by the following projects: Grant Agency KEGA - grant No. 015STU-4/2012 and VEGA -
grant No. 1/0534/12.
 Vladimír Goga and Marian Kľúčik / Procedia Engineering 48 (2012) 174 – 179 179

References

[1] Karnopp, D., Crosby M.J., Farwood, R.A., 1974. “Vibration Control using Semi-active Force Generators”, ASME Journal of Engineering for Industry,
pp. 619-626.
[2] Lee, C.H., Chen, C.L., Shen, J.F., Tyan, F., Tu, S.H., Jeng, W.S., 2010. “Modelling and Simulation of Half Car Suspension System with a MR Damper
Using RecurDyn and Simulink”, Journal of Advanced Engineering, pp. 27-32.
[3] Dyke, S.J. Spencer Jr., B.F., Sain, M.K., Carlson, J.D., 1996. “Modeling and Control of Magnetorheological Dampers for Seismic Response Reduction”,
Smart Materials and Structures 5, pp. 565-575.
[4] Yao, G.Z., Yap, F.F., Chen, G., Li, W.H., Yeo, S.H., 2002. “MR Damper and Its Application for Semi-active Control of Vehicle Suspension System”,
Mechatronics 12, pp. 963-973.
[5] Li, Ch., Zhao, Q., 2010. “Fuzzy Control of Vehicle Semi-active Suspension with MR Damper”, WASE International Conference on Information
Engineering, p. 426.
[6] Sapinski, B., Rosol, M., 2007. “MR Damper Performance for Shock Isolation”, Journal of Theoretical and Applied Mechanics 45, pp. 133-145.
[7] Holland, J. H., 1975. Adaption in Natural and Artificial Systems: An Introductory Analysis with Applications to Biology, Control and Artificial
Intelligence, University of Michigan Press, USA.
[8] Rechengerg, I., 1971. Evolutionstrategie – Optimierung technischer Systeme nach Prinzipien der biologischen Evolution, PhD thesis, Reprinted by
Fromman-Holzboog.
[9] Schwefel H. P., 1974. Numerische Optimierung von Computer-Modellen, PhD thesis, Reprinted by Birkhäuser.
[10] Goldberg, D. E., 1989. Genetic Algorithms in Search, Optimization, and Machine Learning, Addison-Wesley Longman Publishing Co., Inc. Boston,
USA.
[11] Mitchell, M., 1998. An Introduction to Genetic Algorithms, MIT Press, USA.
[12] Man, K. F., Tang, K. S., Kwong, S., 1999. Genetic Algorithms: Concepts and Designs, Springer, U.K.
[13] Frankovský, P., Delyová, I., Hroncová, D., 2011. “Modelling of a mechanical system with one degree of freedom in MATLAB programme”
(in Slovak), Transfer inovácií, pp. 71-73.
[14] Delyová, I., Hroncová, D., Frankovský, P., 2012. “Model analysis of a mechanical system with two degrees of freedom in simulation environment
MATLAB/Simulink” (in Slovak), ATP Journal plus, pp. 14-17.
[15] Karkoub, M.A., Zribi, M., 2006. Active/semi-active suspension control using magnetorheological actuators, International Journal of System Science
37, pp. 35-44.