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Optimal lumped parameters estimation of vehicle passive suspension system

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 Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44
www.jadve.com

Optimal lumped parameters estimation of vehicle passive suspension system

using genetic algorithm

H. El-taweel, Mohamed M. Abd elhafiz*, H. Metered

Faculty of Engineering at Mataria, Helwan University, Cairo, Egypt

(Manuscript Received: 01 November 2018; Revised: 24 November 2018; Accepted: 25 November 2018)

Abstract

In this paper, optimal lumped vehicle passive suspension parameters are estimated using genetic algorithm (GA) to decrease vibration
levels of the vehicle body and passenger seat so that better ride comfort and vehicle stability are achieved. The optimal values of suspen-
sion parameters for minimizing a combined multi-objective function are tuned using GA due to its simplicity, convergence, and robust-
ness. The equations of motion of five-degrees-of-freedom passive half-vehicle suspension system are derived and simulated using
Matlab/Simulink software. Double bumps and random road excitations are used to study the performance of the suspension system in-
cluding bounce and pitch motion. The performance of the optimized passive suspension system using optimal lumped parameters is
compared with the nominal passive to show the efficiency of the proposed optimized suspension system. The simulation results prove
that the optimized passive suspension system using GA can offer significant improvements of ride comfort and vehicle stability.

Keywords: lumped parameters; passive suspension; genetic algorithm; half vehicle model; ride comfort; vehicle stability.

tire force within the constraint of suspension working space

1. Introduction
The design of a high-quality automotive suspension system
is a vital goal and should grant a solution for the two conflict-
ing requirements; ride comfort and road holding/automotive
stability. It is common to assess ride comfort on sprung mass
(vehicle’s body), while vehicle stability is relevant to un-
sprung mass (wheels, axles and linkages) [1]. To provide ride
comfort, the suspension system ought to be able to mitigate
exposure of uncomfortable vibrations. This exposure is de-
tected when a vehicle travels under road conditions where
road irregularities may transmit harmful vibrations to the pas-
sengers. The caused damage is relevant to the magnitude and
frequency of these vibrations and that may affect the backbone
of driver and passengers. Accordingly, ride comfort is
achieved by isolating the vehicle’s body from road disturb-
ances and therefore reducing the body displacement and ac-
celeration [2, 3].
Good vehicle stability is granted by preventing the vehicle’s
body from excessive rolling and pitching and keeping a suffi-
cient traction force between the tire and the road surface that is
granted by maintaining a sufficient normal contact force be-
tween the tire and the road surface, which means reducing the
dynamic tire deflection. Consequently, a suspension system
should be able to reduce body acceleration as well as dynamic
*Corresponding author: Mohamed M. Abd elhafiz(*);
Faculty of Engineering at Mataria, Helwan University, Cairo, Egypt
Email: dr.mohamed.hafiz@m-eng.helwan.edu.eg
[1]. Although various controlled suspension systems are de-
veloped all over the years, the passive suspension system is
still the most common suspension type applied in today’s
vehicles due to its simplicity, reliability and cheap price. It is
commonly recognized that, conventional passive suspension
systems offer a trade-off between ride comfort and vehicle
stability, consequently, its performance has some limitations.
Good design of a passive suspension system cannot eliminate
this trade-off, but contribute towards better ride comfort and
vehicle stability [4]. Since, it is possible to apply an optimiza-
tion technique to determine the optimal values of the setting
vehicle suspension system design parameters (stiffness and
damping characteristics) that minimize the body acceleration
as well as the dynamic tire deflection and the suspension
working space. GA optimization technique is applied to find
out the optimum values of the suspension parameters that
minimize a combined multi-objective function.
GA is a worldwide search technique that copies the process
of natural evolution. The first step of GA is to produce an
initial population of potential solutions to the optimization
problem. This can be done randomly or from some identified
starting points. Then the evolution of one population to the
next occurs through the application of the genetic operators:
selection, crossover and mutation. Recently, GA is being
widely used in many applications due to its simplicity, con-
vergence, robustness, and processing speed [5]. This

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 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

knowledge is further exploited in the optimization of vehicle formulation of the equations of motion.
and seat suspension parameters by investigators. In [6], the Parameters , , , , , , , and which
author presented an optimization of a 4-DOF quarter car seat represent the vehicle’s fixed parameters are expressed as front
and suspension system via GA to compute a set of parameters tire mass, rear tire mass, (seat + driver) mass, sprung mass,
to achieve the superlative performance of the driver’s seat. mass moment of inertia of sprung mass, front tires position in
The objective was proposed as the minimization of a multi- relation to the center of mass, rear tires position in relation to
objective function formed by the combination of not only the center of mass, and seat position in relation to the center of
suspension working space and dynamic tire load but also the mass, respectively. While variables , and de-
head acceleration and crest factor (CF). note seat stiffness coefficient, front suspension stiffness coef-
An optimization of a 7-DOF vehicle’s driver with seat sus- ficient and rear suspension stiffness coefficient, respectively.
pension system using GA was presented in [7] to find out the Also, variables , and denote seat damping co-
seat suspension parameters in order to improve the comfort of efficient, front suspension damping coefficient and rear sus-
the driver. The theoretical results from the optimized vehicle’s pension damping coefficient, respectively. In addition, param-
driver with seat suspension model showed significant im- eters and denote front tire stiffness coefficient and
provements in driver’s comfort. GA is also used to optimize rear tire stiffness coefficient, respectively. Further, subscripts
the parameters of a quarter-car suspension model through 1 and 2 represent tire axes. It is also needed to observe that
considering the minimization of the vehicle body vertical ac- seat type is composed of a linear spring and damper. The dy-
celeration in [8, 9]. The results from their models with opti- namic of this model is excited by double bumps and random
mum parameters showed considerable improvements in peak- road excitations. Also, the data employed here for the half
to-peak (PTP) values of vehicle body vertical acceleration vehicle system is listed in Table 1 [10, 11].
against the vehicle with passive assumptions. In fact, applying
optimization techniques in engineering design has been of
great significance particularly in solving complex real-world
design problems. In multi-objective optimization problems,
there are several objectives or cost functions to be optimized
(minimized or maximized) concurrently. These objectives
often conflict with each other so that as one criterion improves,
another deteriorates. Consequently, there is no single optimum
solution that is best with respect to all the objective functions.
Instead, there is a set of optimal solutions, well-known as Pa-
reto optimal solutions [5, 10].
The purpose of this work is to determine the lumped pa-
rameters of the 5-DOF suspension system that minimize a
combined multi-objective function which takes in considera-
tion the peak-to-peak (PTP) and root mean square (rms) val-
ues of the nominated design criteria under different road
irregularity profiles. The rest of this article is organized as
follows: an overview of the half vehicle model is presented
in the section (2) contained brief details of dynamic equations
of motion. Section (3) describes the road excitation profiles.
Optimization procedures using GA is introduced in section (4).
Then the results obtained for different road disturbance inputs
are presented and discussed in section (5). Finally, the conclu-
sions are summarized in section (6). Figure 1.Vehicle vibration 5-DOF model with passive suspension

2. Overview of half vehicle model By applying Newton’s second law to the half vehicle model,
Figure 1 illustrates schematically a five-degrees-of-freedom the equations of motion are:
passive half-vehicle suspension model, which is adopted from
[11]. This suspension model incorporates one sprung mass )1(
that joints to three un-sprung masses (represent tires and driv-
er’s seat). Furthermore, the effect of degrees of freedom, line- )2(
ar motion (in vertical direction for sprung and un-sprung
)3(
masses) and pitching motion for sprung mass, in terms of
acceleration, velocity and movement, are taken into account in
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 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

( ) ( ̇ ̇ ) )4(

( ) ( ̇ ̇ ) )5(

( ) ( ̇ ̇ ) )6(

̈ )7(

̈ )8(

̈ )9(

̈ ( ) )11(

̈ ( ) )11(
Figure 2(a). Double bumps road excitation
Where, , , and represent vertical seat dis-
placement, vertical displacement of the central gravity of the
sprung mass, vertical displacement of the ends of the sprung
mass and pitching motion, respectively. Moreover, ̇ , ̇
and ̇ denote vertical seat velocity, vertical tires velocity
and vertical velocity of the ends of the sprung mass, respec-
tively. While, ̈ , ̈ , ̈ and ̈ are vertical seat accelera-
tion, vertical acceleration of the central gravity of the sprung
mass, vertical tires acceleration and pitch acceleration, respec-
tively. Finally, and represent the excitations via
uneven road.

3. Road excitation profiles

The road irregularities profiles are basic input data to exam-
ine the dynamic performance of a vehicle. In this study, two
road excitations are selected to simulate the real-world road
profiles. The first road profile is modeled as a double bumps
road excitation, as shown in Fig. 2(a), which commonly used
to reveal the transient response characteristic. It is assumed
that the vehicle travels at constant velocity over
the double bumps road excitation. It is also assumed that the
rear tire follows the front tire with a delay of ( objective function to solve the present optimization problem is
) . The mathematical formulation of the road double
bumps profile ( ) with respect to time ( ) can be expressed
as follows [10] :
( )
{ )2 (
The second type of road excitation used in this study is a
random road excitation as shown in Fig. 2(b). The road dis-
placement was simulated as a band-limited Gaussian white-
noise signal which was band limited to the range 0–3 Hz; this
frequency range is appropriate for automotive applications and
previous published work used a similar range (0.4–3 Hz such
as in reference), with 0.003m amplitude, as in reference [1].
Figure 2(b). Random road excitation
4. Optimization Procedure using GA
The main motivation for applying a combined multi-
its ability to deal with several conflicting objectives simulta-
neously and find out a set of optimum solutions through a
single run of the algorithm [5]. GA is a heuristic search tech-
nique which is mostly applied to find out the optimum solu-
tions for problems based on the theory of natural selection and
evolutionary processes. The GA is effective at searching
through large and complex data sets. Since, it is able to obtain
feasible solutions for complex problems with multiple con-
flicting objectives [13].
GA is usually initialized with a random population consist-
ing of between 20-100 individuals. This population is normal-
ly represented by a real-valued number or a binary string
called a chromosome. How well an individual executes the
required task is calculated and evaluated by the objective
function. The objective function gives each individual a corre-
sponding number called its fitness. The fitness of each chro-
mosome is evaluated and a survival of the fittest approach is
36
 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

applied [14].

Table 1. Half vehicle suspension system parameters [11]

Model Parameter Symbol Value Unit

Front tire mass 60

Rear tire mass 60

kg
(Seat+ driver) mass 86.4

Sprung mass 575

Momentum inertia of sprung mass 769 kg.m^2

Front tire stiffness coefficient 190000

Rear tire stiffness coefficient 190000

Seat stiffness coefficient 31000 N/m

Front suspension stiffness coefficient 16812

Rear suspension stiffness coefficient 16812

seat damping coefficient 830

Front suspension damping coefficient 1000 Ns/m

Rear suspension damping coefficient 1000

Distance 0.4

Distance 1.38 m

Distance 1.36

To generate optimal solutions, GA will apply genetic evolu-
tion operators such as crossover and mutation for the for-
mation of new chromosomes from the existing ones in the
population. This process is accomplished by either merging
the existing ones in the population or by modifying an existing
chromosome. The selection method for parent chromosomes
depends upon the fitness value of the parent. This procedure
guarantees that a better solution will have a higher possibility
to procreate and donate their beneficial characteristic to their
offspring’s. GA generates not only one potential solution to
the problem but also a set of potential solutions. This is well-
known as population.
The simplest form of genetic algorithm involves four types
of operators [14]:
 Selection:
Selection is the process to choose which individual of the
population will be permitted to survive. A good parent selec-
tion strategy is essential to create good offspring’s.
 Crossover:
Crossover generates two new offspring’s through creating
new genetic material by exchanging the genetic material be-
tween parents.
 Mutation:
The mutation procedure affects random variation upon the
gene of a chromosome. A mutation is performed with the
probability Pm, the mutation probability, which is fixed before
the optimization. Often the mutation probability is very small.
 Elitism Strategy
Elite children are the individuals in the present generation
with the best fitness values. These individuals survive to the
next generation automatically.
In this paper, the initial modeling approach is further opti-
mized using GA to determine the optimal design values of the
passive suspension parameters in order to enhance the ride
comfort and vehicle stability. The following parameters are
aimed to be the design variables:
 The vehicle main suspension system including stiff-
ness and damping coefficients.
 The driver seat suspension system including stiff-
ness and damping coefficients.
These design variables should be optimally determined by a
combined multi-objective function. The performance criteria,
which are of most interest when designing a vehicle suspen-
sion system, are ride comfort and vehicle stability. Ride com-
fort is a criterion of vertical accelerations of vehicle body and
passenger seat, should be minimized to reduce the fatigue of
passengers and enhance ride comfort. Vehicle stability is a
criterion of the relative displacement between tire and vehicle
body (suspension working space) and tire deflection, should
be minimized too to enhance vehicle stability [15].

37
 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

are achieved.
For these reasons, to obtain the optimal design variables In this section, the performance of the optimized passive
values, all these criteria should be minimized. Consequently, suspension system using the optimized lumped parameters
the objective is to minimize a combined multi-objective func- which are determined via GA is compared with the nominal
tion (J), Eqn. (13), formed by the combination of the peak-to- passive suspension. The above-mentioned performance crite-
peak (PTP) values of the performance criteria, to improve the ria are used to quantify the relative performance of these sus-
suspension performance on transient conditions, and the root pension systems. Since the nominal passive suspension is used
mean square (RMS) values of the nominated criteria, to im- as a base-line for comparisons. The optimal vehicle and seat
prove the suspension performance on realistic or random road suspension design parameters for the proposed 5-DOF passive
condition. half-vehicle suspension model that estimated by applying GA
The goal of the objective/cost function is to minimize a is listed in Table 2 and compared with the initial suspension
combined multi-objectives function (J) and it can be de- design parameters.
scribed as follows: The time history of the suspension systems behavior under
double bumps road excitation is shown in Fig. 4. The respons-
( ) ( ) ( ) es of , , , , , and are present-
ed in Figs. (a, b, c, d, e, f, g, and h), respectively. The latter
( ) ( ) ( ) figures show the comparison between the optimized passive
suspension using GA and the nominal passive suspension
( ) ( ) ( ) systems. From these results it is evident proposed optimized
suspension using GA can dissipate the energy due to double
( ) ( ) ( )
bumps excitation very well, cut down the settling time, and
( ) ( ) (13) improve both the ride comfort and vehicle stability. In addi-
tion, Fig. 4 shows that the proposed optimized passive suspen-
sion using GA have the lowest peaks for the nominated design
Where, ( ) , ( ) , ( ) , criteria, demonstrating their effectiveness at enhancing the
( ), ( ), ( ), and ( ) rep- ride comfort and vehicle stability.
resent peak-to-peak values of front suspension working space, Figure 5 represents the responses of the proposed optimize
rear suspension working space, front tire deflection, rear tire passive suspension system using GA under random road exci-
deflection, body acceleration, passenger (seat) acceleration, tation The responses of , , , , , and
and seat travel distance, respectively. Furthermore, are presented in Figs. (a, b, c, d, e, f, g, and h), respec-
( ), ( ), ( ), ( ), tively. According to these figures, just like for the double
( ), ( ) , and ( ) represent root bumps road excitation, the proposed optimized suspension
mean square values of front suspension working space, rear system dissipate the energy due to road excitations very well
suspension working space, front tire deflection, rear tire de- and improve both the ride comfort and vehicle stability.
flection, body acceleration, passenger (seat) acceleration, and The results show that the optimized passive suspension us-
seat travel distance, respectively. ing GA can reduce maximum peak-to-peak of the ,
This above-mentioned a combined multi-objective function , , , , , and by about
is used in this study to find out the optimal values of all vehi- 59.1 %, 64 %, 44 %, 43 %, 35.3 %, 32.7 %, 36 % and 64.2 %,
cle suspension damping coefficients and spring stiffness's for respectively, compared with the nominal passive suspension
the driver’s seat and main suspension system of the 5-DOF system. Figure 6 shows the improvement percentages of PTP
passive suspension model. The optimization procedures using for the optimized passive suspension using GA compared to
GA are summarized in the flowchart as illustrated in Fig. 3. the nominal passive suspension system. The results confirm
that the optimized passive suspension using GA offers a supe-
5. Results and discussion rior performance.
Suspension working space( ), tire deflection ( ), In the case of random road excitation, it is the root mean
body acceleration ( ), pitch angular displacement ( ), square (RMS) values of the , , , ,
seat travel distance ( ), and passenger (driver) accelera- and , rather than their peak-to-peak values, that are rele-
tion ( ) are the major performance criteria in vehicle sus- vant. The results show that, for random road excitation signal
pension design that govern the ride comfort and the vehicle the RMS of the , , , , and were
stability. Ride comfort is directly related to , and improved by about 54.6 %, 60.3 %, 48.6 %, 54.2 %, 29.2 %,
. On the other hand, good vehicle stability requires low 15.4 %, 30.3 % and 61.2 %, respectively. Figure 7 shows the
tire deflection. The structural features of the vehicle also re- improvement percentage of RMS for the optimized passive
strain the amount of within certain limits [12, 15]. The suspension using GA compared to the nominal passive sus-
main target of this study is to minimize the nominated perfor- pension system. The results again confirm that the optimized
mance criteria so that better vehicle stability and ride quality passive using GA can give a superior response in terms of ride
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 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

comfort and vehicle stability.

Figure 3. Flowchart of the Genetic Algorithm process

Table 2 Genetic algorithm optimization results

Vehicle suspension parameters Optimized parameters via
Initial design parameters
GA
(Units)

190000 294340
(N/m)

190000 294340
(N/m)

31000 55540.32
(N/m)

16812 29183.34
(N/m)

16812 25230.3
(N/m)

830 1529.87
(Ns/m)

1000 2530.25
(Ns/m)

1000 2185.66
(Ns/m)

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 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

Figure 4(a). Front Suspension Working Space under double

bumps ‎road excitation

Figure 4(d). Rear Tire Deflection under double bumps road ‎excitation

Figure 4(b). Rear Suspension Working Space under double

bumps ‎road excitation

Figure 4(e). Body Acceleration under double bumps road excitation ‎

Figure 4(c). Front Tire Deflection under double bumps road ‎excitation

‎Figure 4(f). Pitch Angular Displacement under double bumps

road ‎excitation

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 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

Figure 5(b). Rear Suspension Working Space under random

Figure 4(g). Passenger Acceleration under double bumps road ‎ road ‎excitation

Figure 4(h). Seat Travel Distance under double bumps road ‎excitation

Figure 5(c). Front Tire Deflection under random road excitation

Figure 5(a). Front Suspension Working Space under random

road ‎excitation

Figure 5(d). Rear Tire Deflection under random road excitation

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 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

Figure 5(e). Body Acceleration under random road excitation Figure 5(g). Passenger Acceleration under random road excitation

Figure 5(f). Pitch Angular Displacement under random road ‎excitation

Figure 5(h). Seat Travel Distance under random road excitation

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 H. El-taweel et al./ Journal of Advances in Vehicle Engineering 5(1) (2018) 34-44

Figure 6. Percentage improvements in PTP values for the optimized passive using GA compared to nominal passive for double bumps road excitation

Figure 7. Percentage improvements in RMS values for the optimized passive using GA compared to nominal passive for random road excitation

design requirements preferences. Finally, the results indi-

6. Conclusions
In this paper, a genetic algorithm (GA) optimization has
been used to determine the lumped vehicle passive suspen-
sion parameters in order to decrease vibration levels of the
vehicle body and driver’s seat so that enhanced ride com-
fort and vehicle stability are achieved. Optimization tech-
nique was performed using MATLAB/Simulink software
for the 5-DOF passive half-vehicle with seat suspension
model. System performance criteria were assessed in time
domain under double bumps and random road excitations in
order to confirm the effectiveness of the proposed opti-
mized passive suspension. Theoretical results obtained from
the optimized vehicle suspension parameters using GA
showed significant reduction of amplitudes and faster stabi-
lization time of the output responses against results ob-
tained from the nominal vehicle suspension parameters.
Accordingly, the optimized passive suspension system can
offer significant improvements of ride comfort and vehicle
stability. Such a combined multi-objective optimization of
vehicle model offers more than one optimal design and the
designers have the freedom to compare between the opti-
mum designs and then select the most suitable according to
cated that all vehicle dynamic performance parameters can
be improved successfully using GA.
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