MAHSA UNIVERSITY

DECLARATION OF THESIS / UNDERGRADUATE PROJECT REPORT AND COPYRIGHT

Author’s full name : Ahmed Nemiri Bashir Elkhalifa

Date of Birth : 04/05/2001

Title : Simulation Analysis of Semi-Active Suspension System Using PID Controller for
Quarter Car Model

Academic Session : 2022/2023

I declare that this thesis is classified as:

CONFIDENTIA (Contains confidential information under the Official Secret Act 1972)*
L

RESTRICTED (Contains restricted information as specified by the organization where

research was done)*

 OPEN ACCESS I agree that my thesis to be published as online open access (full text)

I acknowledged that MAHSA University reserves the right as follows:

1. The thesis is the property of MAHSA University

2. The Library of MAHSA University has the right to make copies for the purpose of research only.

3. The Library has the right to make copies of the thesis for academic exchange.

Certified by:

SIGNATURE SIGNATURE OF SUPERVISOR

P06062184
Mr. Aidil Azlan Ahmad Zamri
(NEW IC NO/PASSPORT) NAME OF SUPERVISOR

Date: ……………………………… Date: …………………………………..

NOTES: * If the thesis is CONFIDENTAL or RESTRICTED, please attach with the letter from the
organization with period and reasons for confidentiality or restriction.
 DECLARATION

“I hereby declare that I have read this thesis and in my

opinion this thesis is sufficient in terms of scope and quality for the
award of the degree of Bachelor of Mechanical Engineering with Honours”

Signature : ………………………….........
Name of Supervisor : Mr. Aidil Azlan Ahmad Zamri
Date : ………………………………..
SIMULATION ANALYSIS OF SEMI-ACTIVE SUSPENSION SYSTEM USING
PID CONTROLLER FOR QUARTER CAR MODEL

AHMED NEMIRI BASHIR ELKHALIFA

A thesis submitted in fulfilment of the

requirements for the award of the degree of
Bachelor of Mechanical Engineering with Honours

Faculty of Engineering and Built Environment

MAHSA University

FEBRUARY 2023
 I declare that this thesis entitled “Simulation Analysis of Semi-Active Suspension
System Using PID Controller for Quarter Car Model” is the result of my own
research except as cited in the references. The thesis has not been accepted for any
degree and is not concurrently submitted in candidature of any other degree.

Signature : ....................................................
Name : Ahmed Nemiri Bashir Elkhalifa
Date : February 2023
 Specially dedicated to my Mother and Father
Thank you for your continued support, I really miss both of you.
Al-Fatihah

.
 ACKNOWLEDGEMENT

I would like to express my sincerest gratitude to my principal supervisors Mr.

Aidil Zamri and Dr. Mohammed Sabrin and for their guidance, support, and constant
encouragement during my study. I gratefully acknowledge MAHSA University for
providing all the facilities during my research study.

I would like to take this opportunity to thank my colleagues at the Faculty of

Engineering and Built Environment, MAHSA University, for their outstanding
collaboration in the experimental works and also for being a very good sharing
partner during my research. Thanks also to my other colleagues for providing an
enjoyable study environment.

Finally, my deepest gratitude and thanks go to my parents, my batch mates,

and my dear friends. Their continuous prayers and moral support have brought me
here.
 ABSTRACT

A shock absorber is a mechanical or hydraulic device designed to passively

absorb and damp shock impulses from the surface on which the vehicle is traveling.
This is done by converting the kinetic energy of the shock absorber to other forms of
energy which then dissipate, such as heat. The damping force of the shock absorber
is electronically controlled in a type of automobile suspension system called an
active suspension system that works in response to data gathered from the constantly
changing road surfaces. This ensures an overall more stable and comfortable ride
experience over uneven roads for both passengers and vehicle operators. It is well
established that active suspension systems outperform conventional passive systems
in terms of ride comfort and handling control. However, an active system is
impractical due to limitations like the high amount of energy required and the cost.
Thus, semi-active suspension systems have been developed to address these issues.
A semi-active suspension system with a PID (proportional-integral-derivative)
controller is a type of vehicle suspension system that uses a combination of
mechanical and electronic components to provide adjustable damping in real-time.
The PID controller’s role is to monitor and control the suspension's response to road
inputs. By continuously adjusting the suspension's damping, the PID controller aims
to provide a comfortable ride while maintaining stability and road handling. This
type of suspension system offers a compromise between the cost and complexity of
fully active suspension systems and the simplicity and affordability of passive
suspension systems. In this paper, a mathematical model of a quarter car model with
a passive suspension system will be developed. Afterwards, a control system for a
semi-active suspension system will be designed and using the Ziegler Nichols
method, the control parameters of the system will be tuned. Lastly, the performance
of the semi-active suspension system will be verified against the passive damper
system.
 TABLE OF CONTENTS

CHAPTER TITLE PAGE

DECLARATION ii

DEDICATION iii

DECLARATION ii

ACKNOWLEDGEMENT iv

ABSTRACT v

TABLE OF CONTENTS vi
LIST OF TABLES viii

LIST OF FIGURES ix

LIST OF ABBREVIATIONS x

LIST OF SYMBOLS xi

Chapter 1 1

INTRODUCTION 1
1.1 Introduction 1
1.2 Background of Study 4
1.2 Problem Statement 5
1.3 Research Objectives 6
1.4 Scope of Works 6
1.5 Research Methodology 7

1.6 Thesis Organization 7

Chapter 2 9

LITERATURE REVIEW 9
2.1 Introduction 9
2.2 Types of Suspension 10
2.2.1 Passive Suspension System 11
 2.2.2 Adjustable Suspension System 12

2.2.3 Active Suspension System 13

2.2.4 Semi-Active Suspension System 14
2.3 PID Controller 15
2.4 Previous Research 17
2.5 Performance Evaluation 32
2.6 Conclusion 32
Chapter 3 34

RESEARCH METHODOLOGY 34
3.1 Introduction 34

3.2 Flowchart 35

3.4 Quarter Car Suspension System Model 36

3.4 Sensitivity Analysis 37

3.5 Particle Swarm Optimization 38

3.6 Ziegler-Nichols Method 38

3.7 Iterative Refinement 39

Chapter 4 40

RESULTS & DISCUSSION 40

4.1 Introduction 40

4.2 PID Controller Implementation in QCM 40

4.3 Step Input Test 42

4.4 Sinusoidal Input Test 43

4.5 Conclusion 45

Chapter 5 47

CONCLUSION & RECOMMENDATION 47

REFERENCES 49
 LIST OF TABLES

TABLE NO. TITLE PAGE

3.1: Vehicle Parameters 37

4.1: Step input test and deviation 47

4.2: Sinusoidal input test and deviation 47

 LIST OF FIGURES

FIGURE NO. TITLE PAGE

1.1: Flowchart of the project 7, 35

2.1: Vehicle vibration and handling compromise due

10
to suspension damping

2.2: Quarter-car model of passive suspension 11

2.3: Schematics of a driver-adjustable suspension. 12

2.4: Range of damping values 14

3.1: Suspension system quarter car model free body

36
diagram

4.1: Vehicle body displacement response to step

43
input test

4.2: Suspension travel response to step input test 44

4.3: Relative acceleration response to step input test 44

4.4: Vehicle body displacement response to

45
sinusoidal input test

4.5: Suspension travel response to sinusoidal input

46
test

4.6: Relative acceleration response to sinusoidal

46
input test
 LIST OF ABBREVIATIONS

PID ˗ Proportional–Integral–Derivative (controller)

Z-N ˗ Ziegler Nichols

QCM ˗ Quarter Car Model

FLC - Fuzzy Logic Control

2DOF - Two Degrees of Freedom

3DOF - Three Degrees of Freedom

4DOF - Four Degrees of Freedom

MR ˗ Magneto-rheological

PSO - Particle Swarm Optimization

SA - Sensitivity Analysis
 LIST OF SYMBOLS

ζ - Damping Coefficient

u (t ) ˗ PID control variable

Kp ˗ Proportional Gain

e (t) ˗ Error Value

Ki ˗ Integral / Controller Path Gain

de - Change in Error Value

dt - Change in Time

mb - Sprung mass

ma - Unsprung mass

xb - Sprung mass displacement

xa - Unsprung mass displacement

k - Spring constant

ks - Suspension spring

cs - Suspension damper

kt - Tire stiffness
 CHAPTER 1

INTRODUCTION

1.1 Introduction

Often, a passengers perceived comfort level as well as overall vehicle road

stability are amongst the most important factors to be considered by a consumer
when determining a vehicles performance. One of the most important components of
a vehicle that is responsible for the aforementioned factors is a vehicle’s primary
suspension system. This system is responsible for isolating the vibratory forces
perceived by the vehicle’s wheel assembly, and thus its axle, from the vehicle body
as well as ensuring adequate contact between the vehicle’s tires and the road surface.
The suspension system achieves this by absorbing and dampening shocks and
vibrations caused by uneven road surfaces, turns, and braking. The suspension
system is composed of various components all of which play a vital role in its
performance. The first component is the springs, they support the vehicles weight
and absorb and store potential energy as a result of the tires acceleration due to the
road profile upon which the vehicle travels. The two most common types of springs
in the automotive industry are coil and leaf springs. Shock absorbers, or dampers, are
the next component of the suspension system, they work alongside the springs by
absorbing and releasing energy from the springs during compression and extension
to control the motion of the suspension system, preventing excessive bouncing of the
vehicle. Thirdly, struts, which are a combination of dampers and structural elements,
provide added support to the vehicle suspension and help maintain vehicle’s
alignment. They are typically found in the front-end suspension of many modern
vehicles. Next, control arms or A-arms connect the suspension to the vehicle’s
chassis and are essential for controlling the wheels movement during cornering. A-
arms allow the wheels to move vertically while maintaining proper alignment.
Another component called sway or stabilizer bars are used to reduce vehicle body
roll during cornering, they connect to the left and right sides of the suspension and
transfer force from one side to the other increasing stability. Another critical
component of the front suspension system of a vehicle is steering knuckles, which
allow the wheels to turn left and right when the vehicle operator controls the steering
wheel. The final component of the suspension system are bushings. These are
typically made of rubber or polyurethane and are used to absorb vibrations between
metal segments as well as reduce friction, allowing smooth movement of the various
components of the suspension system. A well-designed system creates isolation
between the vehicle body and the road upon which it travels, thus decreasing the
vertical acceleration of the passengers, which is used to measure ride quality. The
four different types of suspension systems currently being used in the automotive
industry are outlined below.

A passive suspension system is a type of suspension system that does not

have an active control mechanism but relies on mechanical components to provide
isolation from road disturbances. The main components of a passive suspension
system are the spring, damper, and tire, which work together to provide ride comfort
and handling stability. The passive suspension system provides isolation from road
disturbances by distributing the road inputs between the spring, damper, and tire
components. However, the passive suspension system has some limitations, such as
limited ride comfort and handling stability, and the trade-off between ride comfort
and handling.

An adjustable suspension system is a type of suspension system that allows

the suspension parameters to be adjusted to improve ride comfort and handling. The
adjustable suspension system can be either passive or active and provides more
control over the suspension response than a passive suspension system. Passive
adjustable suspension systems use mechanical components to change the suspension
parameters, such as the spring rate, damper rate, and tire compliance. The
mechanical components can be adjusted manually or automatically, and the
adjustment can be made based on the road conditions, vehicle speed, or other factors.
Active adjustable suspension systems use electronic control mechanisms to change
the suspension parameters, such as the damping force, spring force, and tire pressure.
The electronic control mechanisms can be designed using linear or nonlinear control
strategies, and the control parameters can be tuned to optimize the suspension
performance.

In an active suspension, the passive damper, or both the passive damper and
spring, are replaced with a force actuator. In contrast to a passive damper, which can
only dissipate energy, a force actuator could add and remove energy from the
system. An active suspension allows the force actuator to exert force regardless of
the relative displacement or suspension velocity. In comparison to a passive system,
this achieves a better balance between ride comfort and vehicle stability given the
right control strategy. However, the active suspension system also has some
limitations, such as the higher cost and complexity compared to passive suspension
systems, and the requirement for reliable and robust control mechanisms.

The limitations of passive suspensions to improve the ride comfort and road
holding together have motivated the investigation of controlled suspension systems,
both active and semi-active. The introduction of hydro-pneumatic active suspension
by Citroen in its luxury cars in the early 1960s, when electronics had not yet been
created, paved the way for controlled suspensions for mass-market automobiles.
Given this tribute to Citroen, it is safe to conclude that the 1980s marked the real
beginning of electronic suspension. Analog electronics had already been developed,
and the fully active suspensions appeal both to Formula 1 competitors and vehicle
manufacturers. During this decade, the exceptional potential of replacing the
conventional spring-damper system with a fully electronically controllable fast-
reacting hydraulic actuator was demonstrated. Since then, during the 1990’s, it
became increasingly apparent that the most ideal compromise of cost (component
cost, electronics, etc.) and performance (safety, comfort, and handling) was to be
found in another type of electronically controllable suspensions: the
adaptive/variable damping suspension or, as it is commonly referred to: semi-active
suspension systems [1].
 The main components of the semi-active suspension system are the semi-
active damper, acceleration sensors, ride height sensors, and PID controller. In this
type of system, the conventional spring element is retained, but the damper is
replaced with a controllable damper. The main advantage of a semi-active
suspension system is the improved ride comfort and handling compared to passive
suspension systems, with lower costs and complexity compared to active suspension
systems. The semi-active suspension system can adjust the suspension parameters in
real-time based on the road inputs and can provide a wider range of ride comfort and
handling compared to passive suspension systems. The semi-active suspension
system can also provide improved handling stability and reduced body roll compared
to passive suspension systems and can improve vehicle safety and driving
performance. Nowadays, the semi-active suspension system is used to offer solutions
for overcoming the ride performance limitations of passive suspension systems on
the one hand and on the other hand for reducing the high system and component cost
and energy consumption of fully active suspension systems [2]. The semi-active
systems can clearly offer cheaper suspension control solutions compared to the
active systems.

1.2 Background of Study

Although the development of the modern-day suspension system cannot be

attributed to a single individual as the concept’s origins can be traced back to the
days of horse-drawn carriages, it is however thanks to the efforts and
experimentation of automotive pioneers in the 19 th and 20th centuries such as Karl
Benz, Henry Ford, and various other engineers and manufacturers over the years.
However, in recent years studies have been made in regard to the development of
semi-active suspension systems and their benefits in comparison to passive and
active systems.

Soliman, et al., 2019 reviewed the present state-of-the-art semi-active

suspension systems in terms of ride comfort and road-holding performance as well
as identified both the strengths and weaknesses of the system and discussed its
relative performance capabilities and equipment requirements in addition to current
mass market implementation [3]. M. F. Aladdin, et al., 2018 evaluated the
performance of passive and semi-active suspension system with various control
strategies and recommended a modified control strategy for the semi-active
suspension system. The sky-hook, ground-hook, and modified sky-hook control
strategies were applied to a mathematical model simulation of sprung mass
acceleration and un-sprung mass displacement in a quarter car model [4].
Koulocheris, et al., 2017 presented a comparison of the semi-active suspension
system half car model in respect to ride comfort and road handling using various
control strategies and optimization algorithms. The study aims to highlight how the
optimization of the vehicle model could lead to the best compromise between ride
comfort and road holding, overcoming their well-known trade-off [5]. Riazi, 2021
modelled a magnetorheological (MR) damper in a smei0active suspension system in
MATLAB/Simulink software and proposed a Linear Quadratic Regulator and Fuzzy
Logic Controller control systems. After simulating four road profiles and analyzing
the RMS values of vertical body acceleration and tire deflection the results of the
simulation showed that the designed semi-active suspension system can improve
vehicle performance in terms of both ride comfort and road handling stability [6].
Qazi, et al., 2013 modelled a semi-active suspension system using a model fuzzy
logic controller, Fuzzy Toolbox, in a quarter car model in MATLAB/Simulink. They
analyzed the response of the suspension system by selecting three damping
coefficient limits and using suspension displacement and vertical velocity parameters
as indicators of ride comfort. The results of the study indicated supremacy of the
system with a damping coefficient of 4000 N*s/m and concluded that the semi-
active system fulfils the requirements of minimum percentage overshoot and rapid
stabilizing time [7].

1.2 Problem Statement

Typically, there are four types of suspension systems that are available in the
markets. Namely, they include active, semi-active, adjustable, and passive systems.
Passive suspension systems are the least costly and relatively least effective form of
suspension system since the damping level is fixed based on the design. An
adjustable damper system has the advantage of allowing the operator to adjust the
desired level of damping according to the road characteristics upon which the
vehicle is travelling. However, this system is ineffective against time inputs such as
potholes, turns, or other common road inputs [8]. In contrast to a passive damper,
which can only dissipate energy, a force actuator could add and remove energy from
the system. An active suspension allows the force actuator to exert force regardless
of the relative displacement or suspension velocity. Given the right control
parameters, this system achieves a better balance between ride comfort and vehicle
stability. Unfortunately, this system is very costly and is typically only found in
luxury production cars, such as Rolls Royce, for its high effectiveness and even
higher price point. Thus, due to the high cost of components, materials, and
manufacturing cost of the active suspension system is unsuitable for the average
consumer. However, a solution may be found in the form of semi-active suspension
systems. This type of suspension system offers greater ride performance than that of
passive damper system, as well as responds better to time inputs that an adjustable
damping system, and finally is typically found to be less costly and energy
consuming than an active suspension system. In addition, with the aid of a PID
controller, the damping force can be adjusted in a range of damping bound by the
minimum and maximum damping force making it continuously variable.

1.3 Research Objectives

The aim of this research is to achieve the following objectives:

 To develop mathematical model with passive suspension system
 To design a control system for semi-active suspension system
 To verify the performance of semi-active damper system against passive
damper system
1.4 Scope of Works

The scope of this study is as follows:

 Literature review related to the semi-active suspension system.
 Development of mathematical model for Quarter Car Model with passive
damper system.
 Design control system for semi-active suspension system.
 Tuning control parameters using Ziegler Nichols method.
 Verification of performance of semi-active suspension system against passive
damper system.
1.5 Research Methodology

Literature review on semi-active suspension system

Development of mathematical model of semi-active

suspension system

Development of Control Strategy

for semi-active suspension system

Fine tune the control parameter for semi-active

suspension system

Verification of the performance between passive

and semi-active suspension system

Result Presentation

Figure 1.1 Flow chart of the project

1.6 Thesis Organization

This paper is divided into a total of 5 chapters. Each chapter is divided into
two or more sub headers further discussing the chapter title. Chapter 1 serves as an
introduction to primary suspension systems and the different types. This chapter
introduces the background of the study, as well as the research objectives, problem
statement, and scope of study of the paper. It illustrates the objectives required to
complete this research study. This is briefly summarized in Figure 1.5 of the
research methodology section. Next, chapter 2 includes a literature review of
previous works. It presents and briefly discusses relevant past research and journals
in relation to this papers scope of study. Chapter 3 further explains the methodology
utilized in completing the objectives of this paper. In this chapter all the methods and
concepts that this paper will employ shall be presented and discussed. Chapter 4 will
present the simulation analysis results and fine tune the control parameters in order
to verify the performance of semi-active suspension again passive. Chapter 5
presents the simulation results and compiles the results of the paper and analysis of
the simulation. The overall conclusion of the project and recommendations, if
applicable, for future works will be discussed in this chapter.
 CHAPTER 2

LITERATURE REVIEW

2.1 Introduction

The study of semi-active suspension systems has become increasingly

important in recent years due to the advantages they offer over passive suspension
systems. A semi-active suspension system allows for real-time control of the
damping force applied to the vehicle, resulting in improved handling, ride comfort,
and safety. One key element of a semi-active suspension system is the controller,
which determines the damping force based on various inputs, such as vehicle speed
and body acceleration. The purpose of this literature review is to summarize and
critically evaluate the previous research on the simulation analysis of a quarter car
model with a semi-active suspension system controlled by a PID (Proportional-
Integral-Derivative) controller. The review covers the design and implementation of
semi-active suspension systems, as well as their performance compared to passive
suspension systems. The focus of the literature review is on the use of PID
controllers for semi-active suspension systems, and the implications of these findings
for the current study. The structure of the literature review is as follows. Section 2.2
provides a background on the theory and principles of the types of suspension
systems, with a focus on semi-active suspension systems and PID controllers.
Section 2.3 explains in detail how a PID controller functions. Section 2.4
summarizes the previous research on this topic, including a classification of the
studies based on the type of system, controller, and analysis method used. Section
2.5 evaluates the performance of semi-active suspension systems and their
controllers Finally, Section 2.6 provides a conclusion.
2.2 Types of Suspension

As illustrated in Figure 2.1, a

conventional suspension system tends to
have a trade-off where the quantities of
ride comfort and vehicle stability are
involved. If a suspension system is
designed to optimize vehicle stability and
handling, then passengers will experience
a very rough ride and decreased comfort
Figure 2.1 Vehicle vibration and handling
due to increased vibrations of the vehicle compromise due to suspension damping.
body. Alternativley, if a vehicles
primary suspension system is designed to prioritize a passengers comfort over
vehicle stability and handling, then the vibrations felt in the vehicle body will be
reduced however the vehicle will be less stable when preforming maneuvers, such as
turning and changing lanes. As a result, the compromise between ride and handling
always places a cap on the performance of primary suspensions. Although a good
passive suspension design cannot completely avoid this compromise, it can
somewhat maximize the conflicting priorities of comfort and handling.

There are four different types of primary suspension systems that had been
discovered namely passive, adjustable, active, and semi-active systems. An
understanding of suspension systems and their functions is essential for the analysis
and design of semi-active suspension systems. Suspension systems are designed to
reduce the transmission of road inputs to the vehicle body, and to improve handling,
ride comfort, and safety. There are several types of suspension systems, including
passive, adjustable, active, and semi-active suspension systems.

2.2.1 Passive Suspension System

The passive suspension system is most

common, since it’s the least costly (component
cost, electronics, etc.) but lacks performance
(safety, comfort, and handling). The components of a passive damper system
(springs and dampers) are fixed. The quality of such systems is determined by their
design goal and intended application and therefore cannot be altered once installed.
The system stores energy in the springs and dissipates said energy via the dampers,
as shown in Figure 2.2. The mass of the vehicle body (sprung mass) and tire-axle
assembly (unsprung mass) are defined respectively by mb and ma, with their
corresponding displacements defined by x b and x a. The suspension spring, k s, and
damper, c s , are attached between the vehicle body and axle, and the stiffness of the
tire is represented by k t [8][9]. The spring component of the passive suspension
system provides suspension deflection, which is the vertical displacement of the
suspension in response to road inputs. The spring rate of the suspension is
determined by the spring constant,
k , which is the amount of force required to produce a unit change in suspension
deflection. The spring component is designed to provide a balance between ride
comfort and handling stability, by controlling the vertical acceleration of the body.
The damper component of the passive suspension system provides damping, which
is the resistance to suspension deflection. The damper rate of the suspension is
determined by the damping coefficient, ζ, which is the ratio of the damping force to
the suspension velocity. The damper component is designed to provide a balance
between ride comfort and handling stability, by controlling the body pitch and roll.
The tire component of the passive suspension system provides vertical compliance
and lateral stiffness, which are the vertical and lateral deflections of the tire in
response to road inputs. The tire component is designed to provide a balance
between ride comfort and handling stability, by controlling the tire contact with the
road. The passive suspension system is appropriate for low-cost vehicles but is not
suitable for high-performance vehicles that require improved ride comfort and
handling.

2.2.2 Adjustable Suspension System

As opposed to passive suspension

systems, an adjustable system is called as
such due to the ability of the vehicle operator to adjust the level of the damping
element found in the suspension system. As illustrated in Figure 2.3, the vehicle
operator can adjust the desired level of damping via a selector device found within
the vehicle based on individual preference, whether the operator requires a soft ride
with little road stability, a balanced ride with moderate stability, or a firm ride with
increased stability. This system has the advantage of allowing the operator to adjust
the desired level of damping according to the road characteristics upon which the
vehicle is travelling. However, it is worth mentioning that expecting the operator to
adjust the damping system to respond to time inputs such as potholes, turns, or other
common road inputs is unrealistic. In this instance an active suspension system
would be more suitable for the job.

Another advantage of adjustable suspension systems is the improved ride

comfort and handling compared to passive suspension systems. The adjustable
suspension system provides better isolation from road disturbances and can adjust
the suspension response in real-time to maintain the desired ride comfort and
handling. The adjustable suspension system also provides a wider range of ride
comfort and handling than a passive suspension system and can adapt to different
road conditions and vehicle speeds. However, the adjustable suspension system also
has some limitations, such as the higher cost and complexity compared to passive
suspension systems, and the requirement for reliable and robust control mechanisms.
The adjustable suspension system is appropriate for high-performance vehicles that
require improved ride comfort and handling but is not suitable for low-cost vehicles.

2.2.3 Active Suspension System

An active suspension system is a type of adjustable suspension system that

uses electronic control mechanisms to actively control the suspension parameters in
real-time. The main components of an active suspension system are the actuators,
sensors, and controllers, which work together to provide improved ride comfort and
handling compared to passive suspension systems. The actuators in an active
suspension system are responsible for changing the suspension parameters, such as
the damping force, spring force, and tire pressure. The actuators can be hydraulic,
pneumatic, or electromagnetic, and can provide high-precision control over the
suspension parameters. The sensors in an active suspension system are responsible
for measuring the suspension parameters, such as the suspension deflection, velocity,
and acceleration. The sensors can be accelerometers, linear position sensors, or
nonlinear sensors, and can provide accurate and reliable measurement of the
suspension parameters. The controllers in an active suspension system are
responsible for controlling the actuators and sensors, and for implementing the
control algorithms. The controllers can be designed using linear or nonlinear control
strategies and can be tuned to optimize the suspension performance.

The main advantage of an active suspension system is the improved ride

comfort and handling compared to passive suspension systems. The active
suspension system can adjust the suspension parameters in real-time based on the
road inputs and can provide a wider range of ride comfort and handling compared to
passive suspension systems. The active suspension system can also provide
improved handling stability and reduced body roll compared to passive suspension
systems and can improve vehicle safety and driving performance. The active
suspension system is appropriate for high-performance vehicles that require
improved ride comfort and handling but is not suitable for low-cost vehicles.

2.2.4 Semi-Active Suspension System

A semi-active suspension system is a type of adjustable suspension system

that uses electronic control mechanisms to adjust the suspension parameters in real-
time, but with fewer actuators and sensors than an active suspension system. The
main components of a semi-active suspension system are the actuators, sensors, and
controllers, which work together to provide improved ride comfort and handling
compared to passive suspension systems. The actuators in a semi-active suspension
system are responsible for changing the suspension parameters, such as the damping
force, and can be hydraulic, pneumatic, or electromagnetic. The actuators provide
high-precision control over the suspension parameters, but with fewer components
and lower costs than an active suspension system. The sensors in a semi-active
suspension system are responsible for measuring the suspension parameters, such as
the suspension deflection and velocity, and can be accelerometers, linear position
sensors, or nonlinear sensors. The sensors provide accurate and reliable
measurement of the suspension parameters, but with fewer components and lower
costs than an active suspension system. The controllers in a semi-active suspension
system are responsible for controlling the actuators and sensors, and for
implementing the control algorithms. The controllers can be designed using linear or
nonlinear control strategies and can be tuned to optimize the suspension
performance.

A
semi-

Figure 2.4 Range of damping values. (A) On-off semiactive; (B) continuously variable semiactive

active suspension system uses external power just to change the damping levels and
run an embedded PID controller and a collection of sensors. Whereas in comparison,
an active damping system uses an actuator that controls the vehicle and needs an
external energy source to operate. The controller automatically instructs the damper
to alter the damping force to the required force that is determined by a set of control
parameters. This force operates in one of two levels, a maximum or minimum
damping force, as illustrated in Figure 2.4A. This type of system is commonly
referred to as an on-off (bang-bang) semiactive suspension. Alternatively, the
damping force can be adjusted in a range of damping bound by the minimum and
maximum damping, as illustrated in Figure 2.4B.
 In comparison to active suspension systems, the semi-active suspension
system provides similar performance benefits with lower costs and complexity. The
semi-active suspension system uses fewer actuators and sensors, and can be designed
using simpler control strategies, making it more suitable for low-cost and medium-
performance vehicles. The semi-active suspension system is also less prone to
reliability and robustness issues compared to active suspension systems and can
provide improved performance with lower maintenance costs. It provides a good
balance between performance, costs, and complexity compared to passive,
adjustable, and active suspension systems. The semi-active suspension system is
appropriate for vehicles that require improved ride comfort and handling, but with
lower costs and complexity compared to active suspension systems.

2.3 PID Controller

PID (Proportional-Integral-Derivative) controllers are commonly used in

control systems to regulate the behavior of a system based on feedback from a
sensor. PID controllers are widely used in many applications, including process
control, robotics, and automotive systems, due to their robustness, ease of
implementation, and good performance in most cases. In a semi-active suspension
system, the PID controller controls the damping force of the suspension dampers. It
receives feedback from sensors such as accelerometers, displacement sensors, and
velocity sensors and calculates the error, or the difference between the desired
suspension level and actual damping level response applied to the suspension
dampers. The PID controller then uses the error value to compute three control
actions: Proportional, Integral, and Derivative

1. Proportional (P) term: The proportional term is proportional to the error and
represents the immediate response to the current error. The proportional term
provides a fast initial adjustment to reduce deviations.
 2. Integral (I) term: The integral term provides a control signal proportional to
the integral of the error between the desired and the actual suspension
parameters. The integral term accumulates past errors and addresses any
existing steady-state error from disturbances or inaccuracies in the system. It
also helps eliminate any long-term errors and ensures a stable response.

3. Derivative (D) term: The derivative represents the rate of change of the error
and contributes to the damping force based on how fast the error is changing.
The derivative term provides a damping effect that reduces overshoot and
oscillations by anticipating future changes in the error.

The main objective of the PID controllers in a semi-active suspension system

is to provide the desired suspension performance, such as ride comfort and handling,
in real-time by increasing or decreasing the damping force to reduce the suspension
deflection and absorb the impact energy, based on the road inputs and the desired
performance goals.

The PID controllers can be designed using control strategies and can be tuned
to optimize the suspension performance. The controllers can be optimized using
different tuning methods, such as the Ziegler-Nichols (Z-N) method, Particle Swarm
Optimization (PSO), or the Cohen-Coon method, among others. The tuning methods
aim to minimize steady-state errors and provide optimal suspension performance,
such as fast response, good stability, and minimal overshoot and oscillations, based
on the desired performance goals and the road inputs.
In conclusion, the PID controllers in a semi-active suspension system provide
the main control mechanism for regulating the behavior of the suspension system in
real-time, based on the road inputs and the desired performance goals. The PID
controllers provide robust and easy-to-implement control strategies and can be
designed and tuned to provide optimal performance in most cases. The PID
controllers in a semi-active suspension system are a key component for providing
improved ride comfort and handling compared to passive suspension systems, with
lower costs and complexity compared to active suspension systems.
2.4 Previous Research

The concept of semi-active suspension systems has been widely researched

in the past several decades. Many researchers have studied the design, control, and
performance of semi-active suspension systems, with a focus on improving ride
comfort, handling, and safety. In this section, a comprehensive review of previous
research on semi-active suspension systems, including their mathematical modeling,
control design, and performance evaluation is provided. In addition to the control
strategies, previous research has also focused on the tuning of the controller
parameters, the road inputs applied to the system, and the vehicle parameters, such
as the vehicle mass and suspension stiffness. The performance of semi-active
suspension systems has also been compared to that of passive suspension systems
and active suspension systems, and the trade-offs between ride comfort and handling
have been analyzed. In this section, an analysis of the previous research on semi-
active, active, and passive suspension systems as well as a review of the previous
research done using PID controllers will be conducted. The following section will
also highlight the key findings and contributions of the previous research to provide
valuable insight into the work of the following researchers.

Gowda, Dankan V, and Sadashiva Chakrasali in 2014 conducted a study on

the implementation of a PID controller in a quarter car model with passive and semi-
active suspension systems. The authors found that the implementation of a PID
controller was the most efficient for the semi-active suspension system, reducing
suspension travel to more than half of the value in the passive system [10]. This
study provides valuable insight into the potential of using a PID controller in semi-
active suspension systems to improve the performance of the vehicle. The
conclusions of this study align with the objectives of the research, as it aims to
investigate the use of a PID controller in a semi-active suspension system for a
quarter car model. This study provides important background information and
supports the idea that the implementation of a PID controller in a semi-active
suspension system can improve the performance of the vehicle. However, it is
important to note that the study only focuses on a specific type of semi-active
suspension system and further research is needed to explore the broader implications
and applications of using PID controllers in semi-active suspension systems. This
study contributes to the body of knowledge on the topic by demonstrating the
effectiveness of using a PID controller in a semi-active suspension system. The
findings of this study can inform future research and provide a foundation for further
investigation into the use of PID controllers in semi-active suspension systems [10].

In 2019, Zhou and Li proposed a semi-active suspension system for a quarter

car model using a PID controller and developed a mathematical model for it. They
compared the performance of the semi-active suspension system with a passive
suspension system and found that the former provides better ride comfort and
suspension deflection [11]. The authors used the Ziegler-Nichols method to tune the
PID controller's parameters and found that optimized tuning further improves the
semi-active suspension system's performance. The study concludes that the proposed
semi-active suspension system can effectively improve the ride comfort and
handling performance of the quarter car model. Zhou and Li proposed a semi-active
suspension system for a quarter car model using a PID controller and developed a
mathematical model for it. They compared the performance of the semi-active
suspension system with a passive suspension system and found that the former
provides better ride comfort and suspension deflection. The authors used the Ziegler-
Nichols method to tune the PID controller's parameters and found that optimized
tuning further improves the semi-active suspension system's performance. The study
concludes that the proposed semi-active suspension system can effectively improve
the ride comfort and handling performance of the quarter car model [11].

In the year 2012, Zeinali, Mohammadjavad, and Intan Zaurah Darus

performed a simulation of a fuzzy PID controller for a QCM semi-active suspension
system using a magnetorheological (MR) damper. Simply put, while active
suspensions - where the entire car's mass is supported by hydraulic or pneumatic
actuators - were once seen as the answer, the complexity, fail-safe requirements,
power consumption, cost, and weight of such systems has seen their development
slowed to a crawl. MR dampers are the answer to compromise between drivability
and comfort. MR damper systems can actively change in their damping abilities -
quick enough that dive and squat, roll and pitch can be compensated for, in addition
to being able to alter their behavior to suit the road and driving style [12]. The
authors applied the use of a polynomial mathematical model to estimate the behavior
of MR damper using MATLAB Simulink software to simulate the model of the
system. In the paper, both PID and Fuzzy PID controller with parallel structure were
studied using polynomial model of MR damper to predict and simulate the damper
behavior and its inverse polynomial model to convert the force output of controller
to desired current input for MR damper [13]. The paper concludes that the fuzzy and
non-fuzzy PID controllers have successfully reduced the amplitude of the chassis
displacement in comparison with passive suspension system response. Eventually,
the semi-active suspension system has been stabilized using the Fuzzy PID controller
and its robustness has been successfully improved [13].

A paper titled “Behavior of a Semi-Active Suspension System versus a

Passive Suspension System on an Uneven Road Surface” was published in 2014 by
authors Mihai, I., and Andronic, F. The purpose of this research is to establish how
to eliminate the main discomfort sources caused by oscillations that appear in-side
an automobile by analyzing the behavior of the semi-active suspension systems on
an uneven road surface in comparison with the behavior of the passive suspension
systems on the same surface. A gradient algorithm was implemented to adjust the
input of the MR damper to minimize the square of the vertical acceleration. The
motion equations were obtained using Newton’s second law of motion, for each of
the two moving masses, and Newton’s third law of motion for the masses’
interaction [14]. Secondly, using MATLAB Simulink software, a simulation scheme
for the QCM, passive and semi-active suspension systems was developed. The paper
states that the PID controlled semi-active suspension system is able to stabilize much
sooner than its passive counterpart when using the same step-type stimulus and the
same simulation duration. The authors conclude that using semi-active systems
instead of passive systems leads to an almost total elimination of the system
oscillations, a reduction in the amplitude of the oscillatory phenomena and a
reduction in the disruptive time, which constitutes great advantage. In addition, the
authors state that semi-active suspension systems can be effectively employed to any
type of vehicle with improved both ride comfort and steering stability [14].

Mohammad Saad et al. submitted a paper to the IOP Conference Series in

2018 for the control of semi-active suspension system using PID controller. This
paper aims to scrutinize the performance of semi-active suspension system using a
PID controller by applying Bouc-Wen model for magneto-rheological fluid. The
mathematical model was simulated in the MATLAB Simulink environment. Next,
two crucial road excitations were given to the suspension system namely, sine and
random input. The results of both have been presented and their hysterical behavior
has been studied. In regard to the system modelling, the mathematical model of the
semi-active system was based on the following observations, the suspension system
is assumed to be linear or approximately linear for QCM considering two degrees of
freedom, the minor forces are neglected such as flex in the vehicle joint and gear
system etc. thereby reducing the complexity of the vehicle, and the damping and
stiffness property is also possessed by the tire material which is to consider. Results
show that by applying a controller to the suspension system the desired effect can be
reached [15].

Phalke, T. P and Mitra, A.C submitted a paper titled “Comparison of passive

and semi-active suspension system by MATLAB Simulink for different road
profiles” to the IOSR Journal of Mechanical & Civil Engineering in 2016. The
authors present a performance comparison of passive and semi-active suspension
system of a quarter car model for different vehicle velocities for half sine wave
bump and then for different road profiles using MATLAB Simulink. A semi-active
suspension system with PID controller is developed which gives an optimal and
robust system by withstanding different road conditions and vehicle speeds to
increase ride comfort. The authors justify their use of the QCM by stating that it
gives qualitatively correct information, especially for ride and handling studies. A
simple model provides more exhaustive, accurate and comprehensive studies with
more involved dynamic car models [16]. It is also stated that the semi-active
suspension system will use a PID controller. Passive and semiactive models are
developed in MATLAB and their performance is analyzed for different road input on
sprung mass displacement. The paper concludes that as expected the PID controller
in semi-active suspension system improves performance much better than the
passive suspension system. As for the results of the MATLAB Simulink simulation
in regard to the settling time improvement percentage of the vehicle body using
semi-active suspension for half sine bump, double sine bump, trapezoidal bump, step
bump and square bump road profiles is 51%, 40%, 42.3%, 34.9% and 48.8%
respectively when compared to passive suspension [16].

Narwade, Prashant et al. conducted a research paper titled “Modelling and

Simulation of a Semi-active Vehicle Suspension system using PID Controller” in
2020, where the numerical simulation of MR damper has been done using PID
controller in MATLAB Simulink software to compare between the regular
Macpherson strut and semi active suspension systems. The simulation result of PID
controller have shown good results of vibration suppression over passively
controlled damper model with the excitation signal of step input at wheels.
Displacement of the system with PID controller comes to rest within short period of
2 seconds and behaves like critically damped system. This property of MR damper
in suspension system provides comfort to the passengers. The results show that
proportional integral derivative (PID) controller used to control damper in semi-
active suspension is more efficient to reduce road disturbances than the regular
suspension using Macpherson strut. Vehicle chassis displacement and acceleration
can be reduced within milliseconds of time [17].

In 2014, Rao, K. Dhananjay submitted a paper titled “Modeling, Simulation

and Control of Semi Active Suspension System for Automobiles under MATLAB
Simulink using PID Controller”. The paper aims to investigate the performance of a
quarter car semi-active suspension system using PID controller under MATLAB
Simulink Model. The dynamic system used in the paper is a linear system, which can
capture basic performances of vehicle suspension such as body displacement, body
acceleration, wheel displacement, wheel deflection, suspension travels [18]. Two
types of road profiles are used as input for the system. In this paper, the PID
controller is considered for providing the fine control to vehicles suspension system.
The proposed approach has more advantages as compared with the conventional
passive approach. The modelling and simulation is carried out in Simulink
environment and further a sophisticated controller is implemented i.e. PID controller
[18]. The entire suspension is simulated with the application of MATLAB Simulink.
In the last section mathematical modelling of the proposed system is done. The
author states that it has been observed that performances are improved in reference
with the performance criteria like settling time and Peak overshoot for body
acceleration, wheel deflection, wheel position, suspension deflection and body
position. This performance improvement in turn will increase the passenger comfort
level and ensure the stability of vehicle [18]. The paper concludes that for random
excitation the body acceleration, wheel deflection, wheel position, suspension
deflection and body position response of semi active suspension system is superior
compared to passive system [18].

Anand, Raj R et al. submitted a paper to the 2015 International Conference

on Industrial Instrumentation and Control (IClC) titled “Modelling and Analysis of
Skyhook and Fuzzy Logic Controls in Semi-Active Suspension System”. This paper
introduces an optimum method for controlling vibration of semi-active suspension
system in a quarter car system. Fuzzy logic controller developed based on skyhook
algorithm is compared with on-off and continuous skyhook control in time domain.
The results of the paper show that Fuzzy logic gives better vibration control and
along with PID velocity control gives better ride comfort than its counterparts [19].
To analyze the effectiveness and performance of the controller, the proposed system
is modelled in MA TLAB/Simulink environment. The modelling was done using
second order linear differential equations derived in the paper. A passive system was
modelled initially then the block which gives damping force is replaced by skyhook
on-off, skyhook continuous and fuzzy logic system. The simulation was performed
for a period of 20 seconds using Bogacki-Shampine solver with a fix step of 0.01
second. The input to the model is sinusoidal function with amplitude of .05m which
is similar to road profile. Acceleration and displacement of sprung mass of each
system is analyzed [19]. The author states that it can be concluded from the time
domain analysis that fuzzy logic controller based on continuous skyhook algorithm
can improve response values than on-off and continuous skyhook. The PID
controller embedded along with fuzzy control smoothens the velocity and
displacement, gives less RMS values and better ride comfort than its counter parts.

Fauzi, Muhamad Amin et al. conducted a study titled “Enhancing Ride

Comfort of Quarter Car Semi-Active Suspension System Through State-Feedback
Controller” in the year 2017. The objective of this study is to simulate the road
disturbance toward suspension in quarter car system. This paper shows the
mathematical modeling in order to design the quarter car suspension system using
Simulink and MATLAB software. The work shows the effect of suspension travel in
quarter car system toward road profile by using state-feedback controller. The state-
feedback controller’s purpose is to decrease the continuous damping in the
suspension system. The inconsistent condition of the road is the main element that
affects the ride comfort which is in this paper represented by different heights of
road profile [20]. In this study, it helps to simulate the ability of controllers in semi-
active suspension system toward road disturbances such as bump in reducing the
vibration of suspension travel in suspension system. The state-feedback controller
showed the fastest settling time compared to the passive controller and the PID
controller which led to an increase in the ride comfort of passengers and driver.
Suspension travel and suspension vibration effects have been significantly improved
by using the state-feedback controller as compared to the passive controller and the
PID controller [20]. This result provides valuable insight into this present study and
creates room for improvement in future works.

In 2019, Ahmed, M R et al. submitted a paper titled “Numerical Investigation

of Continuous Damping of The Semi-Active Suspension System for Passenger Car”.
This paper presented an attempt to enhance the performance of the shock absorber
by developing a model of continuously variable damping (CVD). To evaluate the
effect of the developed semi-active shock absorber on the dynamic behavior of the
vehicle, the model was analyzed and compared with the passive and On/Off sky-
hook control strategy in the quarter car using two different types of road (random
excitation and bumpy) as input to the QCM. The result indicates the CVD shows a
reduction in both body acceleration and vertical displacement contrasting with
passive and On/Off sky-hook 73.4% and 53.8% respectively and also the selling
time by 79% and 59% for a bumpy road [21]. In the words of the author, the
research presented in this paper demonstrates a mathematical model of an adjustable
semi-active damper. The fluid flow rate and the damping force of a semi-active
shock absorber of an automotive system were theoretically estimated. The obtained
result of the mathematical model was analyzed. It is shown that various damping
forces can be calculated by adjusting the opening area of the bleed orifice. To ensure
the vehicle dynamics performance under the continues variable damping (CVD)
semi-active damper, a QCM was used for analysis. The simulation result of time
response was compared with the response of passive shock absorber and the skyhook
control strategy on both paved and bumpy road driving conditions. According to the
simulation result obtained the vertical acceleration and displacement are decreased,
which are inversely proportional to ride comfort [21].

Andronic, Florin et al. made a study into “frequency analysis of a semi-active

suspension with MR dampers” in 2015. This paper aims to highlight the influence of
the factors in the case of a QCM for semi-active suspensions. First, a mathematical
model was developed for a passive suspension system. The initial model was then
adapted to semiactive suspension systems and allowed building of a Simulink
diagram which contains several simulation blocks [22]. Next, a simulation diagram
is made for MATLAB Simulink. The obtained simulation results allowed conducting
a frequency analysis of the passive and semi-active cases of the QCM. Various
charts for Passive Suspension Transmissibility and for the Effect of Damping on
Vertical Acceleration Response were obtained for both passive and semi-active
situations, once the obtained results were analyzed it allowed the evaluation of the
performance of the suspension systems and their respective frequency behaviors.
The paper concludes that the simulation results obtained from the frequency analysis
unequivocally illustrate that semi-active systems bring notable improvements by
report to passive ones. The obtained results were found to be strongly dependent on
the following parameters: ks - coefficient of elasticity for the suspension spring, k u -
coefficient of elasticity for the wheel, b s - damping coefficient for the dumper, b u -
damping coefficient of wheel and b s (t) - coefficient as a time function for the
magneto-rheological dumper of the semi-active suspension [22]. Lastly, the
conducted simulations allow for an optimal choice of the abovementioned
coefficients so that passenger comfort, braking safety, motion stability,
counterbalancing of road bumps are ensured.

In the year 2017, As'Arry, Azizan et al. submitted a research paper titled
“Semi-Active Suspension Control for Formula SAE Car using Magneto-rheological
Fluid” to the IEEE Symposium on Computer Applications & Industrial Electronics
(ISCAIE). In this study, a semi-active suspension quarter car model is employed as a
plant. The Bingham model of MRF damper is exploited with PID and Fuzzy PID
controllers. The current is controlled by the controllers according to the quarter car
chassis disturbance. The step road profile is used as an input disturbance to the
suspension system. The displacement of sprung mass is analyzed in terms of time
and frequency domain [23]. The authors state that in conclusion, the viscosity effects
of a MR fluid damper showed a significant improvement in the vibration of a car.
The Bingham model of MR fluid damper was used in the simulation which depends
on the input current. The PID and Fuzzy + PID controllers were used to control the
current based on the displacement of the car chassis. Findings show that the Fuzzy +
PID controller performed better in reducing the vibration of the system as compared
to PID controller. Hence, semi-active suspension with Fuzzy + PID controller
offered a better suspension performance, therefore providing a much safer ride to the
passengers and more stability to the vehicle structure [23].

Colina, A., et al. submitted a paper to the journal of Mechanisms and

Machine Science in 2014 with the title “Modelling and Control of a Semi-active
Suspension System”. The paper describes a semi-active suspension system of 2
degrees of freedom (2DOF), typically referred to as a quarter car model (QCM). To
design a suspension control system that will improve ride comfort, a dynamic model
of semi-active suspension was developed. Control strategies were implemented for
these semi-active suspension systems using MATLAB and Simulink software.
Different logical control strategies have been implemented to improve ride comfort
with a semi-active suspension system. The results indicate that semiactive
suspension with Mixed Skyhook-ADD Control is the best on/off suspension control
[24]. It is a simple control that avoids the problem of chattering using relays. This
control uses the good behavior of Skyhook Control at low frequencies, and good
dynamic response of the algorithm ADD at mid and high frequencies, where shows a
better response that a continues algorithm like Skyhook Linear Control. If the
damper is continuous, the best suspension control is the Skyhook Linear Control,
although at high frequencies it is exceeded by the ADD strategy [24].

In 2016, a paper was submitted to the Journal of Vibration and Control by Ab

Talib, Mat Hussin, and Intan Zaurah Mat Darus titled “Development of Fuzzy Logic
Controller by Particle Swarm Optimization Algorithm for Semi-active Suspension
System using Magneto-rheological Damper”. In which, the performance of fuzzy
logic (FLC) and PID controllers optimized by particle swarm optimization (PSO) for
semi-active suspension system using magneto-rheological (MR) damper are
investigated. The Bouc-Wen model of MR damper is used to determine the required
damping force based on force-displacement and force-velocity characteristics.
During this research, the scaling factors of FLC and the gain parameters of PID
controller will be optimized using the intelligent PSO technique to achieve the
lowest Mean Square Error (MSE) of the system response [25]. The performance of
the proposed controllers based on intelligent PSO technique will be compared with
the performance of passive suspension system for the body displacement, body
acceleration, tire displacement and tire acceleration. Two different disturbances
namely bump and hole, and random signals is implemented into the system. The
simulation results demonstrate that the PSO tuned FLC exhibits an improvement to
the ride comfort and has the smallest MSE as compared to the performance of PSO
tuned PID and passive suspension system [25]. Once again, this research goes to
show that this present study may be further optimized with the implementation of
FLC which will be the objective of any further works or developments conducted to
this paper in the future.

Recently, in 2019 to be exact, Moaaz, Ahmad O., and Nouby M. Ghazaly

conducted a study published in the International Journal of Advanced Science and
Technology with the title “Fuzzy and PID Controlled Active Suspension System and
Passive Suspension System Comparison”. This study does not include a comparison
with semi-active suspension systems but provides valuable insight into this present
study. The paper aims to design a quarter vehicle active suspension control model
subjected to vibration excitation from random road profiles using FLC and PID. The
active suspension systems’ performance is compared with the passive one to show
the improvements. The performance of the Fuzzy and PID controlled suspension
systems are evaluated mathematically using the MATLAB and Simulink software
[26]. The paper concludes that a 2DOF model for passive and active suspension
system is used as a mathematical model. Fuzzy and PID control design approach has
been applied and examined for the active suspension system. It is found that the
active suspension system provides better ride comfort compared with passive one.
Also, the fuzzy active suspension system gives better ride comfort than the PID
controlled active suspension system [26].
 A submission made to the American Journal of Mechanical Engineering and
Automation in 2018 by Ahmed Shehata Gad, et al. titled “Performance and
Behaviour of a Magneto-Rheological Damper in a Semi-Active Vehicle Suspension
and Power Evaluation” states that Adaptive Neuro-Fuzzy Inference System (ANFIS)
and fuzzy techniques are highly useful for the modelling and control of
magnetorheological (MR) dampers. The variable damping force produced by an MR
damper depends on the conjunction between two controllers [27]. Thus, the aim of
the paper is the design of these controllers. First, a fuzzy self-tuning PID controller
based on the tuning of a classical PID controller is used as the system controller to
determine the desired damping force. Second, an Adaptive Neuro-Fuzzy Inference
System (ANFIS) inverse model is used as the basis for the damper controller, which
produces the voltage to be applied to the MR damper. A vehicle suspension model
with four degrees of freedom (4DOFs) together with the MR dampers is derived.
The semi-active control units, namely, the fuzzy self-tuning PID controller and the
ANFIS inverse model controller, are designed. Simulation results indicate that the
proposed semi-active technique based on MR dampers with ANFIS inverse model
damper controllers, and fuzzy self-tuning PID system controllers can achieve ride
comfort and dynamic stability more than that of a semi-active technique based on
MR dampers with signum function damper controllers (SFDC) and fuzzy self-tuning
PID system controllers, and a conventional passive suspension system [27]. A hybrid
system controller combining fuzzy and PID controllers was developed to generate
the desired damping force. The ANFIS inverse model was designed to regulate the
command voltage based on three factors: relative displacement, relative velocity, and
desired damping force. The results for the considered vehicle suspension criteria,
indicate that the proposed semi-active suspension system with fuzzy self-tuning PID
system controllers and ANFIS inverse model damper controllers exhibits the best
performance among all considered system designs in each case. The results also
reveal that in addition to the significant improvements in ride comfort and dynamic
stability provided by this system, the power consumption with this approach is also
lower than in the case of the other investigated systems [27].

In December of 2019, Ahmed O. Bashir, Xiaoting Rui, and Jianshu Zhang

made a study titled “Ride Comfort Improvement of a Semi-active Vehicle
Suspension Based on Hybrid Fuzzy and Fuzzy-PID Controller”. The paper proposes
a hybrid fuzzy and fuzzy-PID (HFFPID) controller for a semi-active quarter-car with
3DOF utilizing a magneto-rheological (MR) shock absorber. The control objective is
to amend the ride quality of the vehicle. The proposed controller comprises a fuzzy-
self-tuned proportional-integral-derivative (FSTPID) controller, a fuzzy-logic
controller (FLC) and a fuzzy selector (FS). Based on the error between the output
and its set point, the fuzzy selector selects which controller should play the greatest
effect on the control system [28]. The effectiveness of the proposed control strategy
is analyzed through simulations involving excitations for a bump road and a random
road profile in time domain. The results show that the HFFPID controller has the
best performance in reducing the car body acceleration, suspension working space
and seat acceleration response compared with the uncontrolled as well as FLC-and
HFPID controlled-cases. Hence, the best ride quality response is provided by the
HFFPID controller as compared to all the other suspension systems considered in the
paper [28]. This paper provides valuable insight when combined with the rest of the
literature reviewed thus far into what the most effective control strategy for ride
comfort in semi-active suspension systems is.

Two years ago in February, a study emerged from Iraq titled “Vibration
Control of Quarter Car Model Using Modified PID Controller” conducted by
Mustafa Mohammed Matrood and Ameen Ahmed Nassar. This paper’s purpose is to
control a quarter car suspension system and also to reduce the fluctuated movement
caused by passing the vehicle over road bump using modified PID (Proportional
Integral and Derivative) controller. The proposed controller deals with dual loop
feedback signals instead of single feedback signal as in the conventional PID
controller [29]. A relatively new approach to modified PID controllers. The structure
of the modified PID controller was created by moving the proportional and
derivative actions in the feedback path while remaining the integral action in the
forward path. Thus, high accuracy results were obtained. Firstly, modelling and
simulation of linear passive suspension system for a quarter car system was
performed using MATLAB Simulink software. Then the linear suspension system
was activated and simulated by using an active hydraulic actuator to generate the
necessary force which can be regulated and controlled by the proposed controller
[29]. The performance of the whole system has been enhanced with a modified PID
controller. The paper concludes by showing that system dynamic responses such as
car body displacement have been improved in the paper which reflects the stability
and comfort of the passengers. Other system dynamic responses such as acceleration,
velocity and suspension travel have been improved when using modified PID
controller. According to that, the modified PID controller is better than the
conventional PID controller. In addition, the simplicity of computing modified PID
controller gains makes it easier to use for controlling purposes to prevent the long
time needed to compute and tune both Fuzzy and Fuzzy-PID controllers [29].

Another study coming from Iraq conducted by Ammar Majid Hameed Al-
Ghanim and Dr. Ameen Ahmed Nassar titled “Modeling, Simulation, and Control of
Half Car Suspension System Using MATLAB Simulink” was conducted in January
of 2018. In this paper the modeling, simulation, and control of linear half car
suspension system with different control algorithms are studied using MATLAB
programming package. The model has 4DOF, comprising of heavy movements of
the front and rear axle, pitch, and heavy motions of the unsprung mass of the vehicle
[30]. Different controllers were developed and implemented in this study such as
PID, Fuzzy and Fuzzy-PID. Each controller was widely simulated for linear half car
models hydraulically actuated for active suspension system. The aim of each
controller was to minimize the deflection and the acceleration of the suspension
system in the presence of road disturbances, modeled by step input excitation
wheels. Comparisons between passive and active, linear simulation models have
been carried out with different control schemes. The result of these comparisons was
that performance of the linear model was attuned better than the linear model, and
the Fuzzy-PID controller suggested in the work was the best among other controllers
used in analysis [30]. The simulation results revealed that, compared with other
controllers, Fuzzy-PID controller has a better response amplitude, shorter settling
time, small overshot, high steady precision, and good dynamic performance.
However, the author admits that the analysis of the study shows and proves that the
simulation result can be improved by achieving better simulation and the controller
needs to be tuned carefully and that experience is required to achieve better results.

Rashid, M. M., et al. conducted another study into MR dampers in 2007 titled
“DEVELOPMENT OF A SEMI-ACTIVE CAR SUSPENSION CONTROL
SYSTEM USING MAGNETO-RHEOLOGICAL DAMPER MODEL” submitted to
the International Journal of Mechanical and Materials Engineering (IJMME). In this
paper, the development of a semi- active suspension control of a QCM using fuzzy-
based controller was done. The QCM used can be described as a nonlinear 2DOF
system which is subject to excitation from different road profiles. The semi-active
control is designed as the fuzzy control inferred by using two single input rule fuzzy
modules, and the road profile is used as the control force is released by actuating an
electromagnetic shaker [31]. To implement semi-active suspension system
experimentally, the MR damper is used here as the adjustable damper. The MR
damper is a control device that consists of a hydraulic cylinder filled with
magnetically polarizable particles suspended in a liquid. MR dampers dissipate
vibration by absorbing energy. Magnetorheological (MR) fluids dampers are very
effective to control vibration, which use MR fluids to produce controllable damping
force and provide both the reliability of passive systems and the facility of active
control systems with small power supply. Due to their mechanical simplicity, high
dynamic range, low power requirements, large force capacity, and robustness, offer
an attractive means of vibration protection. The objectives of this are modeling of
semi-active suspension system, developing controller, and understanding the
characteristics of the MR damper to provide effective damping for the purpose of
suspension isolation or suppression car model. In this work PID, fuzzy logic and
fuzzy-hybrid controller are used to control semi-active car suspension system [31].

In 2017, Wong, Pak Kin, et al. completed a paper titled “Damping Force
Control of a Semi-Active Suspension System Using Cuckoo Search Optimized PID
Method”. This research proposes a cuckoo search optimized proportional- integral-
derivative (CS-PID) strategy for the damping force control system to improve the
vehicle performance under different driving conditions and to improve the handling
stability and smoothness of driving. Firstly, a quarter car dynamic model with an air
spring and an adjustable damper is developed. Subsequently, the CS-PID controller
is designed to generate the desired damping force according to the vehicle states in
real-time. The quarter car dynamic model with an air spring and an adjustable
damper has been successfully developed. The proposed CS-PID strategy has been
well designed and applied to the SAS system. The paper concludes that the obtained
simulation results show that the CS-PID strategy is effective in improving the ride
comfort of the vehicle. It is believed that this work will provide guidance for the
improvement of vehicle ride comfort. [32].

On the 31st of December 2021, a paper with the title “Analysis of passive vs.
semi-active quarter car suspension models” was submitted by Manolache-Rusu,
Ioan-Cozmin, et al. The paper aims to solve the problem with adaptive suspension
systems such as active and semi-active such that traction is not maximised while
maintaining increased passenger comfort. The paper aims to simulate and analyze a
passive suspension by referring to the characteristics of a semi-active suspension
system. The study evaluates the vertical movements of a vehicle with known
parameters over different shapes of the cross section of the road. The study involves
the use of the MATLAB Simulink environment in which a physical study model for
the QCM is made, using the predefined blocks found in Simscape. The paper
concludes that according to the obtained results, there is a substantial change in the
damping characteristic when using the semi-active suspension, in order to reduce the
oscillations and shorten the time to reach equilibrium [33].

In 2019, Maradey Lazaro, Jessica Gissella, et al. proposed a restricted-access

paper with the title “Control Design Strategies for Semi-Active Suspension System”,
in which the abstract insinuated that the paper describes the modelling and design of
two control strategies for semi-active suspension systems. Two control laws will be
developed; classical PID and Fuzzy Logic controls law with the simulation and
evaluate the stability and performance properties of our controllers in several
different scenarios through analysis and simulation simultaneously. The performance
of the system is determined by computer simulation in MATLAB Simulink software
[34]. The results obtained to compare and prove the effectiveness of these control
approaches have not been made public by the authors yet. However, the proposed
research objectives directly relate to the present study being conducted in this paper
and will provide additional insight once obtained.

In August of 2021 a paper prepared by Walavalkar, Sarvesh, et al. titled

“Performance Comparison of Various controllers on Semi-Active Vehicle
Suspension System” was submitted to the International Conference on Automation,
Computing and Communication 2021 (ICACC-2021). The value of a self-tuning
adaptive semi-active control scheme for automotive suspension systems is discussed
in this paper. The semi-active suspension system for a quarter car model is compared
to passive and various controllers such as Proportional-Integral, Proportional-
Integral-Derivative, Internal model control (IMC)-PID, IMC-PID with filter,
FUZZY, and Adaptive-network-based fuzzy inference system (ANFIS) in this
analysis. As the authors state, this research could be relevant in the future for
designing better car suspension adjustments to eliminate vertical jerks and rolling
motion experienced by the vehicle body on bumps and humps [35].

2.5 Performance Evaluation

The performance of a semi-active suspension system depends on several

factors, including the type of controller used, the tuning of the controller parameters,
and the road inputs applied to the system. This section of the journal will evaluate
the performance of semi-active suspension systems and their controllers and
compare them to passive suspension systems. This journal will also analyze the
factors that affect the performance of semi-active suspension systems and their
controllers and discuss the implications of these findings for the design and
implementation of these systems.

2.6 Conclusion

In this literature review, an analysis of past research on semi-active

suspension systems and their controllers and summarized the key findings and
contributions of these studies was given. The literature review has shown that semi-
active suspension systems have received a lot of attention from researchers, who
have investigated various aspects of these systems, including their design, modeling,
control, and simulation. The results of the literature review indicate that semi-active
suspension systems offer several advantages over passive suspension systems,
including improved ride comfort, handling, and safety. However, the performance of
semi-active suspension systems depends on several factors, including the type of
controller used, the tuning of the controller parameters, the method used for tuning,
the use of fuzzy logic, and the road inputs applied to the system, or used in
simulation. The literature review has also shown that there is a need for further
research on semi-active suspension systems and their controllers. This includes
research on the development of more advanced controllers, the improvement of the
tuning methods for the controller parameters, and the evaluation of the performance
of semi-active suspension systems under different road inputs and operating
conditions. In conclusion, the literature review has provided a comprehensive
overview of the current state of knowledge on semi-active suspension systems and
their controllers. It has also highlighted the key challenges and opportunities for
further research in this field.
 CHAPTER 3

RESEARCH METHODOLOGY

3.1 Introduction

This chapter explains the approaches used in the execution of the tasks
required to achieve its objectives. The methodology for the research will also be
illustrated via flowchart to describe the basic framework to carry out the tasks
needed for successful completion of the research. In addition, this chapter of the
paper will entail the review of the research methodology flowchart, the construction
and analysis of the free body diagram (FBD) of the passive suspension system in a
quarter car model, derive the equation of motion (EOM) and choose the parameters
required for the MATLAB/Simulink software simulation, as well as present different
control strategies for a P controller sensitivity analysis, and an overview of the
genetic algorithm.
Firstly, the FBD of the quarter car model of the suspension system shall be
constructed. The components of which include the sprung mass ( ms ) which is
defined as any portion of the vehicle body supported by the suspension system such
as the chassis and in most applications approximately half of the weight of the
suspension system, the unsprung mass (mu) which accounts for the remaining portion
of the vehicles weight that is not supported by the suspension such as the wheels,
brakes, tire-axle assembly. The FBD will also include the coil or leaf springs ( k s)
which are positioned between the sprung and unsprung masses, as well as the shock
absorbers, or dampers’ damping coefficient, (c s ) which are also positioned alongside
the springs. Lastly, in addition to the displacement of the sprung and unsprung
masses denoted by ( x 2) and ( x 1) respectively, the spring element of the vehicles tire
is also accounted for and denoted as (k t).

3.2 Flowchart

Figure 1.1 Flow chart of the project

As shown in the figure above, the study consists of two sections namely the
development of the MATLAB/Simulink QCM for both passive and semi-active
suspension system and control strategy for the latter as well as the fine tuning of the
semi-active suspension systems control parameters and the verification of its
performance nearing the end of the study.
3.4 Quarter Car Suspension System Model

The development of a semi-active

suspension system full car model is very
complex due to the larger number of DOF
and parameters such as the need to take into
consideration the vehicle mass distribution,
suspension geometry, and roll and pitch
motion of the vehicle. Therefore, for the
purpose of this paper the full car model is
simplified to only a quarter of the full model as
shown in Figure 3.1, for the sake of
simplicity and due to the lack of
computational power available to simulate a
full car model. In addition, with the reduced
number of parameters in a QCM in
comparison to a full car model, it becomes
Figure 3.1 Suspension system quarter car
easier to optimize and tune the suspension model free body diagram
system and control parameters. The
equation of motion for the quarter car model can be determined by equation 3.1 and
3.2, where (ms ) is sprung mass, (mu) is unsprung mass, (k s) is the suspensions
springs’ stiffness, (c s ) is the shock absorbers or dampers damping coefficient, ( k t) is
the spring element of the vehicle tires, and the displacement of the sprung and
unsprung masses denoted by ( x 2) and ( x 1), respectively.
+↓ ∑ F y =ms ẍ2
−F s−F d =ms ẍ 2
−k s ( x2 −x1 ) −c s ( ẋ 2− ẋ 1) =ms ẍ 2
ms ẍ 2+ c s ( x 2−x 1 ) + k s ( x 2−x 1) =0 (eq. 3.1)

+↓ ∑ F y =mu ẍ 1
F s + F d−F t =mu ẍ 1
k s ( x2−x 1 ) + c s ( ẋ 2− ẋ 1 )−k t (x 1−x t )=mu ẍ 1
mu ẍ 1−k s ( y 2− y 1 ) −c s ( x 2−x 1) + k t (x 1−x t )=0 (eq. 3.2)
Table 3.1 shows the parameters of the vehicle used in combination with
equations 3.1 and 3.2 in the simulation.
Table 3.1 Vehicle Parameters
Value

Sprung mass, m s 277.39 kg

Unsprung mass, m u 20 kg

Spring stiffness, k s 30,000 N/m

Damping coefficient, c s 750 N-s/m

3.4 Sensitivity Analysis

Sensitivity analysis (SA) is a powerful tool used to evaluate how

changes in individual parameters of a system affect its overall performance.
In a PID controller this tuning method helps identify the most crucial
parameters that significantly influence the suspension systems’ response and
dynamics. This helps in reducing the parameter search space as well as
setting the bounds and initial values for Particle Swarm Optimization (PSO)
promoting focus of the optimization to the most relevant regions in the
parameter space. To perform SA, a set of parameters that can potentially
impact the system’s performance must be defined, such as the PID
controllers’ gains (Kp, Ki, Kd) or the physical properties of the suspension
system. Next, each parameter is varied individually while keeping all other
parameters constant, and the system’s response is observed for each
variation. Then a sensitivity metric is calculated to measure the change in
performance with respect to the parameter variation. One such metric is
called the sensitivity coefficient, which represents the percentage change in
the systems performance metric (eg. suspension deflection) for a 1% change
in the varied parameter. A higher coefficient indicates a more significant
impact of that parameter on the system’s performance. This leads to a faster
optimization process due to the reduced search space and a more efficient
tuning process for the PID controller. In addition, SA will help provide
 insight into the behavior and dynamics of the system and the influence of the
parameters on its performance and each other.

3.5 Particle Swarm Optimization

Particle Swarm Optimization (PSO) is a population-based

optimization algorithm that can efficiently explore a broad range of
parameter values by simulating the social behavior of bird flocks or fish
schools. In PSO, a set of candidate solutions, or particles, move through the
parameter space in search of the optimal solution. Each particle corresponds
to a set of PID controller parameters, and the optimization process aims to
find the best combination of these parameters that minimizes the fitness
function, representing the performance metric of the system, in the case of
suspension systems this metric is the shocks and jolts experienced by the
vehicle body. This algorithm works by iteratively updating the velocity and
position of each particle based on its own experience and the experience of
its neighbors. Each particle’s velocity represents the magnitude and direction
of its movement through the parameter space, while its position represents
the current set of PID parameters. The way this algorithm efficiently explores
the parameter space is that during each iteration, the particles move towards
the position of the best-performing particle in their neighborhood, as well as
their own best position encountered during the optimization process. This
combination of personal best and neighboring best allows the particles to
converge towards the optimal set of parameters for the PID controller.

3.6 Ziegler-Nichols Method

Once PSO provides an initial set of PID controller parameters, the

Ziegler-Nichols (Z-N) method can be used as a validation step to finetune the
controller. The Z-N method, first proposed by John G. Ziegler and Nathaniel
B Nichols in the 1940s, is based on an experimental approach to determine
the PID controller gains (Kp, Ki, and Kd) without requiring a mathematical
model of the system. The first step is to perform a step test on the system by
 applying a sudden change or step and observing the system response. During
the step test the parameters to be observed are the process gain (Ku), the
change in output variable over change in input variable, the oscillation period
(Tu), and the time taken for the system’s output to complete one full cycle of
oscillation. Once these values are obtained the Z-N method provides preset
tuning rules to calculate the controller gains where, proportional gain (Kp) is
set to 0.6 times the process gain, integral time (Ti) is set to 0.5 time the
oscillation period, and derivative time (Td) is set to 0.125 times the
oscillation period. This method is especially effective in linear or near linear
systems where the relationship between the input and output is linear.
Although the Z-N method is less sophisticated than PSO, it serves as a
benchmark for comparison and provides a decent starting point for the PID
controller parameters. It helps verify whether the PSO-optimized parameters
align with the standard tuning method.

3.7 Iterative Refinement

With the results from SA, PSO, and the Z-N method, an iterative
refinement process is implemented. This iterative approach involves
adjusting the PID controller parameters based on the insights gained from the
various methods. The initial parameters from SA are refined using the
information obtained from PSO and the Z-N method. The PID controller can
be finetuned through multiple iterations, continually improving its
performance and convergence to the optimal set of parameters.
By using sensitivity analysis for optimization, and PSO and the Z-N
tuning methods together, the system can benefit from the strengths of each
method while compensating for their limitations. Sensitivity analysis helps
identify the most influential parameters, reducing the search space and
focusing on the relevant variables during optimization. PSO offers a
powerful optimization technique to explore a broad range of parameter
values and find optimal solutions. The Z-N method provides a
straightforward benchmark and validation step to verify the PSO-optimized
parameters and serves as a starting point for the refinement process. The
 iterative refinement process ensures continuous improvement and fine-tuning
of the PID controller for the semi-active suspension system.

CHAPTER 4

RESULTS & DISCUSSION

4.1 Introduction

The results chapter presents the outcomes of the implementation and

evaluation of the PID controller in the quarter car model for the semi-active
suspension system. This chapter discusses the various tests conducted to assess the
performance and effectiveness of the PID controller in regulating the damping force
of the suspension system. The three main sections of this chapter include the
"Implementation of PID Controller in Quarter Car Model," the "Step Input Test,"
and the "Sinusoidal Input Test." The implementation of the PID controller is
described, followed by a detailed evaluation of its response in both step and
sinusoidal input tests. These results provide valuable insights into the effectiveness
of the PID controller in achieving the desired ride comfort and handling performance
in the semi-active suspension system.

4.2 PID Controller Implementation in QCM

In order to gain a better understanding of the semi-active system’s QCM

performance, tests are simulated in the MATLAB/Simulink software for both step
and sinusoidal inputs. As previously mentioned, a PID controller controls the
damping force of the suspension dampers by analyzing input from sensors on the
vehicle and calculating the difference between the actual output of the damper and
the desired output, also known as the error, to compute three control actions:
Proportional, Integral, and Derivative. The controller then provides the desired
suspension performance in real-time by increasing or decreasing the damping force
to reduce the suspension deflection and absorb the impact energy from the road
inputs such as bumps and potholes. The mathematical representation of the
controller is as follows:

Let e(t) be the error at time t, which is the difference between desired setpoint
r(t), which is the target value the system aims to maintain, and the actual output y(t)
of the system:
e ( t )=r ( t )− y (t) (eq. 4.1)
Let u(t) be the control output at time t, representing the control action applied
to the system:
Kd∗d e (t)
u ( t )=Kp∗e ( t )+ Ki∗∫ e ( t ) d ( t )+ (eq. 4.2)
dt
Where Kp is proportional gain, Ki is the integral gain, and Kd is the
derivative gain. The PID controller continuously updates the control output as the
error changes over time, providing a dynamic control action to maintain the system
at the desired setpoint and achieve stable and precise control. The specific values of
Kp, Ki, and Kd are determined through tuning methods such as the Ziegler-Nichols
method or particle swarm optimization algorithm to optimize the performance of the
PID controller for the specific system being controlled. Incorporating the PID
controller in the quarter car model involves integrating the control algorithm into the
existing dynamic equations of the system. The PID controller calculates the control
output (u) based on the error between the desired setpoint and the actual
displacement of the vehicle body. The control output represents the control action
that the PID controller applies to adjust the damping force in real-time. Adding the
control output to the suspension damper equation yields the following modified
equation:
F d=c s ( ẋ 2− ẋ 1 ) +u (eq. 4.3)
By adding the control output (u) from the PID controller to the damper force
equation, the PID controller can dynamically adjust the damping force based on the
real-time error between the desired setpoint and the actual displacement of the
vehicle body. This enables the semi-active suspension system to continuously adapt
to changing road conditions and optimize ride comfort and handling performance.

4.3 Step Input Test

The step input test will be used to assess the performance of the PID
controller and how the system reacts in response to an abrupt change in the
displacement of the vehicle body. The suspension system is stable during the step
input test, and the car is in its initial ride height or equilibrium position. The
suspension system's setpoint is abruptly changed to a new value at a specific time.
The control system reacts to this change in the setpoint which represents a step input
and modifies the damping force in the suspension. A step input signal of 2 cm will
be used to test the performance of a semi-active suspension system optimized by SA,
and another semi-active suspension system optimized by SA and tuned by Z-N
method. In addition, a passive suspension system will be used as a benchmark to
identify performance. The three parameters that will be observed are vehicle body
displacement, Z b, suspension travel, Z b−Z w, and relative acceleration, Z̈ b− Z̈ w.

Figure 4.1 Vehicle body displacement response to step input test

 Figure 4.2 Suspension travel response to step input test

Figure 4.3 Relative acceleration response to step input test

4.4 Sinusoidal Input Test

The sinusoidal input test is a dynamic test used to evaluate the frequency
response and damping characteristics of a control system, in this case a semi-active
suspension system with a PID controller. The test involves applying a harmonic
oscillation or sinusoidal input to simulate road disturbances and then recording the
systems response to measure its effectiveness in maintain road holding abilities and
providing passengers ride comfort. Although the test does not simulate any real-
world road profile, it does provide insight into the effectiveness of the suspension
systems. In this section, a sinusoidal waveform with an amplitude of 2 cm is tested
on a set of semi-active suspension systems, the first being optimized by SA, and the
second being optimized by SA and tuned by Z-N. Similar to the previous section a
passive suspension system is also tested in order to be used as a benchmark for both
systems. Furthermore, similar to the step input test, the three parameters being
monitored are the vehicle body displacement, Z b, suspension travel, Z b−Z w, and
relative acceleration, Z̈ b− Z̈ w.

Figure 4.5 Suspension travel response to sinusoidal input test

 Figure 4.6 Relative acceleration response to sinusoidal input test

4.5 Conclusion

In conclusion, Figure 4.1 – 4.6 show that the performance of the PID
controlled semi-active suspension is better than that of the passive suspension
system. Moreover, the combination of SA optimization and Z-N tuning further
improves the performance of the semi-active suspension system. The percentage of
deviation of each of the semi-active systems is determined by the following
percentage deviation equation by using the passive system as a benchmark:
Semi active− passive
Percentage of deviation=1−( ∗100) (eq. 4.4)
Passive

The results of the step input test show that the vehicle body displacement for
a passive suspension system is 3.468 cm, and a displacement of 3.164 cm for the
semi-active system optimized by SA, while the semi-active system optimized by SA
and tuned by Z-N had a displacement of 3.155 cm. In addition, using (eq. 4.4) the
same test shows that the percentage of deviation from the passive system to SA and
SA-ZN system is 91.23% and 90.97% for vehicle body displacement; 79.15% and
78% for suspension travel; and 98.8% and 98.27% for relative acceleration,
respectively, as shown in Table 4.1.
Passive % SA % SA-ZN %
 Body displacement, Z b (cm) 3.468 100 3.164 91.23 3.155 90.97

Suspension travel, Z b−Z w (cm) 1.3 100 1.029 79.15 1.014 78.00

Relative acceleration, Z̈ b− Z̈ w 15010 100 14830 98.8 14750 98.27

(cm/s²)

Table 4.1 Step input test and deviation

In the sinusoidal input test, the vehicle body displacement for the passive
suspension system is 2.656 cm, while the semi-active SA suspension system was
2.615 cm, and the SA-ZN semi-active system had a displacement of 2.598 cm.
Furthermore, the percentage deviation from the passive system to the SA and SA-ZN
systems was 98.46% and 97.82% for the vehicle body displacement; 93.03% and
90.86% for suspension travel, and 97.98% and 97% for relative acceleration,
respectively, as shown in Table 4.2.
Passive % SA % SA-ZN %

Body displacement, Z b (cm) 2.656 100 2.615 98.46 2.598 97.82

Suspension travel, Z b−Z w (cm) 0.6914 100 0.6432 93.03 0.6282 90.86

Relative acceleration, Z̈ b− Z̈ w 519.4 100 508.9 97.98 503.8 97.00

(cm/s²)

Table 4.2 Sinusoidal input test and deviation

 CHAPTER 5

CONCLUSION & RECOMMENDATION

In conclusion, this study introduced the different types of suspension systems

and their individual advantages and limitations, as well as explore the previous
research made into suspension systems and various control systems. The research
defined and explained all the relevant terminology as well as developed a
mathematical model for the passive damper system in a quarter car model. A control
system for the semi-active suspension system was chosen to be a PID controller and
various tuning methods were discussed and used such as the Ziegler-Nichols
method. In addition, a control system optimization technique was employed, namely
the Sensitivity Analysis technique, to further improve the suspension systems road
holding (stability) and ride comfort criteria while minimizing the well-known trade-
off between the two. A free body diagram of the quarter car model was also
generated and used to produce a mathematical model of the damper component of
the suspension system. A The proposed semi-active suspension system control
parameter optimization was tested and evaluated in a two degree of freedom quarter
car model against the passive suspension system and its performance was verified.
Therefore, the objectives of this study have been successfully met and the
performance of the PID controlled semi-active suspension system was proven.

A combination of the Sensitivity Analysis optimization technique, the Ziegler

Nichols tuning method, and the particle optimization method was proposed, and the
iterative refinement capabilities of the combination was investigated. It was
presented that the iterative approach, which involves adjusting the PID controller
parameters based on the insights gained from the initial parameters from PSO and
refining said parameters using the information obtained from sensitivity analysis and
the Ziegler-Nichols method, has the potential to continually improve the
performance and convergence to the optimal set of parameters of the system. It was
also noted that the system can benefit from the strengths of each method while
compensating for their limitations. Whereby, Sensitivity Analysis helps identify the
most influential parameters, reducing the search space and focusing on the relevant
variables during optimization. PSO offers a powerful global optimization technique
to explore a broad range of parameter values and find near-optimal solutions. The
Ziegler-Nichols method provides a straightforward benchmark and validation step to
verify the PSO-optimized parameters and serves as a starting point for the
refinement process. The iterative refinement process ensures continuous
improvement and fine-tuning of the PID controller for the semi-active suspension
system. However, this theory was not able to be tested due to a lack of computational
power and resources available. Therefore, this paper recommends the
implementation of this system in any future research.
 REFERENCES

[1] Soliman A, Kaldas M. “Semi-active suspension systems from research to

mass-market – A review.” Journal of Low Frequency Noise, Vibration and
Active Control, vol. 40, no. 2, 2021, pp. 1005-1023,
doi:10.1177/1461348419876392.
[2] Bala Murugan, Loganathan, and Jeyaraj Jancirani. “An Investigation on
Semi-Active Suspension Damper and Control Strategies for Vehicle Ride
Comfort and Road Holding.” Proceedings of the Institution of Mechanical
Engineers, Part I: Journal of Systems and Control Engineering, vol. 226, no.
8, 2012, pp. 1119–1129., doi:10.1177/0959651812447520.
[3] Soliman, AMA, and MMS Kaldas. “Semi-Active Suspension Systems from
Research to Mass-Market – a Review.” Journal of Low Frequency Noise,
Vibration and Active Control, vol. 40, no. 2, 2019, pp. 1005–1023,
doi:10.1177/1461348419876392.
[4] M. F. Aladdin, J. Singh. “Modelling and simulation of semi-active
suspension system for passenger vehicle.” Journal of Engineering Science
and Technology, Special Issue on the 7 th EURECA 2016, vol. 13, 2018, pp.
104-125, https://jestec.taylors.edu.my/Special%20Issue%20eureca
%202016_2/eureca7_paper%209.pdf
[5] Koulocheris, Dimitrios, et al. “A Comparison of Optimal Semi-Active
Suspension Systems Regarding Vehicle Ride Comfort.” IOP Conference
Series: Materials Science and Engineering, vol. 252, 2017, p. 012022,
doi:10.1088/1757-899x/252/1/012022.
[6] Riazi, Behnam, "Design and Investigation of a Semi-Active Suspension
System in Automotive Applications" Electronic Theses and Dissertations,
2021, 8683. https://scholar.uwindsor.ca/etd/8683
[7] Qazi, Abroon Jamal, et al. “A Parametric Study on Performance of Semi-
Active Suspension System with Variable Damping Coefficient Limit.”
AASRI Procedia, vol. 4, 2013, pp. 154–159, doi:10.1016/j.aasri.2013.10.024.
[8] Ahmadian, Mehdi. “ACTIVE CONTROL OF VEHICLE VIBRATION.”
Encyclopedia of Vibration, 2001, pp. 37–45, doi:10.1006/rwvb.2001.0193
[9] Ahmadian, Mehdi. “On the Isolation Properties of Semiactive Dampers.”
Journal of Vibration and Control, vol. 5, no. 2, 1999, pp. 217–232.,
doi:10.1177/107754639900500204.
[10] Gowda, Dankan V, and Sadashiva Chakrasali. “Comparative Analysis of
Passive and Semi-Active Suspension System for Quarter Car Model Using
PID Controller.” Research Gate, 2014,
www.researchgate.net/publication/276276510_Comparative_Analysis_of_Pa
ssive_and_Semi-
Active_Suspension_System_for_Quarter_Car_Model_using_PID_Controller.
[11] Zhou, Y., & Li, K. (2019). “Simulation and analysis of semi-active
suspension system based on PID control for quarter car model.” Journal of
Physics: Conference Series, 1239(1), 012057, 2019, doi:10.1088/1742-
6596/1239/1/012057.
[12] SEAS, “Magnetic Damper - Magnetorheological Damper.” Formula 1
Dictionary,
https://www.formula1-dictionary.net/damper_magnetorheological.html,
(accessed February 23, 2023).
[13] Zeinali, Mohammadjavad, and Intan Zaurah Darus. “Fuzzy PID Controller
Simulation for a Quarter-Car Semi-Active Suspension System Using
Magnetorheological Damper.” 2012 IEEE Conference on Control, Systems
& Industrial Informatics, 2012, doi:10.1109/ccsii.2012.6470482.
[14] Mihai, I., and F. Andronic. “Behavior of a Semi-Active Suspension System
versus a Passive Suspension System on an Uneven Road Surface.”
Mechanics, vol. 20, no. 1, 2014, doi:10.5755/j01.mech.20.1.6591.
[15] Saad, Mohammad, et al. “Control of Semi-Active Suspension System Using
PID Controller.” IOP Conference Series: Materials Science and Engineering,
vol. 404, 2018, p. 012039., doi:10.1088/1757-899x/404/1/012039.
[16] Phalke, T. P, Mitra, A.C “Comparison of Passive and Semi-Active
Suspension System by MATLAB Simulink for Different Road Profiles.”
IOSR Journal of Mechanical and Civil Engineering, vol. 01, no. 01, 2016,
pp. 38–43, doi:10.9790/1684-1500838-43.
[17] Narwade, Prashant, et al. “Modeling and Simulation of a Semi-Active
Vehicle Suspension System Using PID Controller.” IOP Conference Series:
 Materials Science and Engineering, vol. 1004, no. 1, 2020, p. 012003.,
doi:10.1088/1757-899x/1004/1/012003.
[18] Rao, K. Dhananjay. “Modeling, Simulation and Control of Semi Active
Suspension System for Automobiles under MATLAB Simulink Using PID
Controller.” IFAC Proceedings Volumes, vol. 47, no. 1, 2014, pp. 827–831.,
doi:10.3182/20140313-3-in-3024.00094.
[19] Anand, Raj R., et al. “Modelling and Analysis of Skyhook and Fuzzy Logic
Controls in Semi-Active Suspension System.” 2015 International
Conference on Industrial Instrumentation and Control (ICIC), 2015,
doi:10.1109/iic.2015.7150838.
[20] Fauzi, Muhamad Amin, et al. “Enhancing Ride Comfort of Quarter Car
Semi-Active Suspension System through State-Feedback Controller.”
Proceedings of the Second International Conference on the Future of ASEAN
(ICoFA) 2017 – Volume 2, 2018, pp. 827–837., doi:10.1007/978-981-10-
8471-3_81.
[21] Ahmed, M R, et al. “Numerical Investigation of Continuous Damping of the
Semi-Active Suspension System for Passenger Car.” IOP Conference Series:
Materials Science and Engineering, vol. 530, no. 1, 2019, p. 012014.,
doi:10.1088/1757-899x/530/1/012014.
[22] Andronic, Florin, et al. “Frequency Analysis of a Semi-Active Suspension
with Magneto-Rheological Dampers.” Advanced Topics in Optoelectronics,
Microelectronics, and Nanotechnologies VII, 2015, doi:10.1117/12.2070339.
[23] As'Arry, Azizan, et al. “Semi-Active Suspension Control for Formula SAE
Car Using Magneto-Rheological Fluid.” 2017 IEEE Symposium on
Computer Applications & Industrial Electronics (ISCAIE), 2017,
doi:10.1109/iscaie.2017.8074957.
[24] Colina, A., et al. “Modelling and Control of a Semi-Active Suspension
System.” New Advances in Mechanisms, Transmissions and Applications,
2014, pp. 25–32., doi:10.1007/978-94-007-7485-8_4.
[25] Ab Talib, Mat Hussin, and Intan Zaurah Mat Darus. “Development of Fuzzy
Logic Controller by Particle Swarm Optimization Algorithm for Semi-Active
Suspension System Using Magneto-Rheological Damper.” Journal of
Vibration and Control, vol. 23, no. 3, 2016, pp. 501–514.,
doi:10.1177/1077546315580693.
[26] Moaaz, Ahmad O., and Nouby M. Ghazaly. “Fuzzy and PID Controlled
Active Suspension System and Passive Suspension System Comparison.”
International Journal of Advanced Science and Technology, vol. 28, no. 16,
2019, pp. 1721–1729.,
www.researchgate.net/profile/Nouby-Ghazaly/publication/338083994_Fuzzy
_and_PID_Controlled_Active_Suspension_System_and_Passive_Suspension
_System_Comparison/links/5dfd2b7e299bf10bc36bb8dc/Fuzzy-and-PID-
Controlled-Active-Suspension-System-and-Passive-Suspension-System-
Comparison.pdf.
[27] Ahmed Shehata Gad, Helmy Mohamed El-Zoghby, Walid Abd El-Hady
Oraby, Samir Mohamed El-Demerdash. “Performance and Behaviour of a
Magneto-Rheological Damper in a Semi-Active Vehicle Suspension and
Power Evaluation.” American Journal of Mechanical Engineering and
Automation. Vol. 5, No. 3, 2018, pp. 72-89.
[28] Ahmed O. BASHIR, Xiaoting RUI, Jianshu ZHANG, “Ride Comfort
Improvement of a Semi-active Vehicle Suspension Based on Hybrid Fuzzy
and Fuzzy-PID Controller”, Studies in Informatics and Control, ISSN 1220-
1766, vol. 28(4), pp. 421-430, 2019, doi:10.24846/v28i4y201906
[29] Mohammed Matrood, Mustafa, and Ameen Ahmed Nassar. “Vibration
Control of Quarter Car Model Using Modified PID Controller.” Basrah
Journal of Engineering Science, vol. 21, no. 2, 2021, pp. 1–6.,
doi:10.33971/bjes.21.2.1.
[30] Al-Ghanim, Ammar M. H., and Ameen Ahmed Nassar. “Modeling,
Simulation, and Control of Half Car Suspension System Using
Matlab/Simulink.” International Journal of Science and Research (IJSR),
vol. 7, no. 1, Jan. 2018, pp. 351–362., doi:10.21275/ART20179298.
[31] Rashid, M. M., et al. “DEVELOPMENT OF A SEMI-ACTIVE CAR
SUSPENSION CONTROL SYSTEM USING MAGNETO-
RHEOLOGICAL DAMPER MODEL.” International Journal of Mechanical
and Materials Engineering (IJMME), vol. 2, no. 2, 2007, pp. 93–108.
[32] Wong, Pak Kin, et al. “Damping Force Control of a Semi-Active Suspension
System Using Cuckoo Search Optimized PID Method.” Proceedings of the
Second International Conference on Mechanics, Materials and Structural
Engineering (ICMMSE 2017), 2017, doi:10.2991/icmmse-17.2017.43.
[33] Manolache-Rusu, Ioan-Cozmin, et al. “Analysis of Passive vs. Semi-Active
Quarter Car Suspension Models.” Advanced Topics in Optoelectronics,
Microelectronics and Nanotechnologies X, 2020, doi:10.1117/12.2571225.
[34] Maradey Lazaro, Jessica Gissella, et al. “Control Design Strategies for Semi-
Active Suspension System.” Volume 4: Dynamics, Vibration, and Control,
2019, doi:10.1115/imece2019-11450.
[35] Walavalkar, Sarvesh, et al. “Performance Comparison of Various Controllers
on Semi-Active Vehicle Suspension System.” ITM Web of Conferences, vol.
40, 2021, p. 01001., doi:10.1051/itmconf/20214001001.