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The Synaptic Damping Control System: Increasing the Drivers Feeling and Perception by Means of Controlled Dampers

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The Synaptic Damping Control System: Increasing the Drivers Feeling and Perception by Means of Controlled Dampers The Synaptic Damping Control System: increasing the drivers feeling and perception by means of controlled dampers Giordano Greco Magneti Marelli SDC Vehicle control strategies Stuttgart, 6 May 2008 From ‘passive’ to ‘controlled’ suspension Vehicle suspension systems should guarantee: Safety & Comfort handling Passive suspension Comfort vehicle Sport Vehicle Suspension tuning Soft suspension Rigid suspension Low damping suspension High damping suspension Controlled suspension Adapt its behavior to different running conditions and to driver requests Stuttgart, 6 May 2008 2 The Synaptic Damping Control system Synaptic Damping Control (SDC) is the continuous damping system by Magneti Marelli suited to control vertical vehicle dynamics and body motions, caused by road surface and by driver inputs (steering wheel, accelerator, brake, gears,..), through controlled shock absorbers. The system is made up of the following components: 4 Electronically controlled shock Command current increases absorbers 400 300 1 Electronic Control Unit (ECU) 200 100 ) daN 3 Body Accelerometers ( Force 0 0 100 200 300 400 500 600 700 800 900 1000 2 Front Hub Accelerometers -100 -200 Embedded SW Control strategies -300 Velocity (mm/s) CAN node connection Command current increases Electronically controlled shock absorbers include proportional electro-valves which continuously vary their characteristics from a minimum (low command current) to a maximum (high command current) damping curve. Stuttgart, 6 May 2008 3 The Synaptic Damping Control system architecture Front left body accelerometer Front right body accelerometer Rear left body accelerometer Front left hub accelerometer Front right hub accelerometer Rear Sensors set ECU shock absorbers Front shock absorbers CAN network ¾Engine control node; ¾Gear-shift control node; CAN signals from: ¾ABS, EBD, ASR, VDC control node; ¾Steering wheel control node; ¾Body computer node. Stuttgart, 6 May 2008 4 Vehicle dynamics control functionalities Which functionalities for a controlled shock absorbers system? Ride comfort on uneven roads Ride comfort in case of impulsive event ¾Sky-Hook control ¾Hole/bump management control Software architecture Lateral dynamics transients Longitudinal dynamics transients ¾Control of body roll ¾Control of body pitch ¾Control of under-oversteer Stuttgart, 6 May 2008 5 Ride comfort behaviour - modal Sky-Hook control Modal Sky-Hook control. Function purpose is to adjust suspension damping level to optimise control of body motion and vibrations caused by road irregularities. The control law is based on the “Sky-Hook” theory. Optimization of control parameters ¾Virtual optimization performed by simulation accelerometer ¾Optimization performed on road z(t) M Optimization performed on a 3D vehicle model Continuously adjustable damper k Ecu accelerometer y(t) m kt Road holding setup Crel Best comfort Fref = Csky z& + Crel(z& − y&) Best road holding Comfort setup Stuttgart, 6 May 2008 6 Lateral dynamics control ¾The function is deputed to control vehicle behaviour during lateral dynamic transients. 9Basic functionality Æ damping levels of shock absorbers are set in order to smooth body roll motion. 9Advanced functionality Æ control of the understeer - oversteer behaviour of the vehicle by adjusting the front / rear damping level balance as a function of the actual turn phase (entry, stationary, exit); as a function of the acceleration (throttle-on) or deceleration (throttle-off) requested by the driver. Stuttgart, 6 May 2008 7 Lateral dynamics control – philosophy of the control logic The basic idea: during lateral dynamics transients the control logic increases damping level of shock absorbers. Steering ∧ wheel angle* day damping Steering wheel Reference level to ∧ Damping level calculation gradient* a singular Model y (Front/rear & inner/outer balance) shock Vehicle speed* absorbers Gas pedal* * signals form CAN bus ¾The front / rear damping level balance has a strong influence on the understeer / oversteer behaviour. ¾The SDC control logic adjusts in real time the front / rear damping level balance as a function of 9actual turning phase Æ steering wheel angle 9acceleration/deceleration request Æ gas pedal Stuttgart, 6 May 2008 8 Control of body roll motion Steering wheel step input at 100 km/h (simulation results). Steering angle Roll angle Stuttgart, 6 May 2008 9 Control of body roll motion Sine sweep at 120 km/h – 40° steering wheel angle (simulation results). Zoom Frequency response diagrams Stuttgart, 6 May 2008 10 Control of body roll motion Sine sweep at 120 km/h – 40° steering wheel angle (simulation results). Stuttgart, 6 May 2008 11 Control of understeer and oversteer during transient cornering Introduction to the problem Steering wheel step manoeuvre at 100 km/h (simulation results) Steering angle High promptness in turning Yaw rate High damping of yaw movement The front / rear damping level balance has a strong influence on the directional behaviour of vehicles. Stuttgart, 6 May 2008 12 Control of understeer and oversteer during transient cornering Sine sweep at 120 km/h – 40° steering wheel angle (simulation results) Stuttgart, 6 May 2008 13 Control of understeer and oversteer during transient cornering ¾The SDC control philosophy: the front / rear damping level balance is adjusted in real - time during cornering. ¾The logic intervention is highly tunable: it is possible to comply to different drive styles and different drivers expectations. Stuttgart, 6 May 2008 14 Control of understeer and oversteer during transient cornering For instance, a possible goal may be: the higher promptness in turning, with the higher damping of yaw movement: Steering wheel step manoeuvre at 100 km/h (simulation results) Steering angle Body slip angle Yaw rate Roll angle Second phase of the entry: more damping to the front dampers. First phase of the entry: more damping to the rear dampers. Stuttgart, 6 May 2008 15 Control of understeer and oversteer during transient cornering SDC offers high tuning possibility Æ different set up for the logic intervention can be implemented in order to comply to different goals. Steering angle Theoretical graphs…….. Intermediate solution Æ it also guarantees good steer feeling Yaw rate Yaw rate Tuning parameter Stuttgart, 6 May 2008 16 Control of understeer and oversteer during transient cornering Steering wheel step manoeuvre at 100 km/h (experimental results) Steering angle ……..experimental graphs Yaw rate Stuttgart, 6 May 2008 17 Control of understeer in throttle-on manoeuvres Without understeer control With understeer control Strong reduction of understeer Understeer effect Experimental results, front-wheel drive car Stuttgart, 6 May 2008 18 Control of oversteer in throttle-off manoeuvres Without oversteer control Oversteer effect 3 Throttle-off 2 2 1 Counter steer action needed 12 3 Experimental results Stuttgart, 6 May 2008 19 Control of oversteer in throttle-off manoeuvres With oversteer control Without oversteer control Strong reduction of oversteer US-OS control ON US-OS control off 1 Experimental results Stuttgart, 6 May 2008 20 Hole and bump management The goal of the hole/bump management module is to optimize comfort and road holding in case of wheels impact against an obstacle (positive or negative) on the road. ¾During rectilinear path, the main goal is to optimize comfort. ¾During cornering, the main goal is to optimize road holding 9by reducing hubs vibrations; 9and so reducing yaw rate disturbances and guaranteeing good trajectory control. ¾The SDC hole/bump management module is able to 9rapidly recognize the presence of the event by monitoring vertical accelerations of front wheels; 9recognize the sign of the event (hole or bump); 9act on the rear dampers in a predictive way; 9differently manage symmetrical and asymmetrical events; 9differently manage events during rectilinear path and during cornering. Stuttgart, 6 May 2008 21 Hole and bump management during rectilinear path Good comfort Æ reduction of peak to peak of seat guide vertical acceleration Positive obstacle 100 x 25 mm at 30 km/h. Seat guide vertical acceleration. Experimental results. Passive Semi-active 17% Stuttgart, 6 May 2008 22 Hole and bump management during cornering Cornering manoeuvre at 40 km/h with 80° steering wheel angle. Positive obstacle on the external wheel. Experimental results. Good trajectory control Æ reduction of yaw rate disturbances Positive obstacle -19% Increment of yaw rate caused by the impact against the rear wheel A strong reduction of the increment of yaw rate is possible with SDC control A strong reduction of hubs vibrations is possible with SDC control Stuttgart, 6 May 2008 23 Longitudinal dynamics control ¾This function controls body pitch movement caused by longitudinal acceleration jerk induced by driver actions on 9gas pedal 9clutch pedal 9gearbox 9brake pedal. ¾Damping levels of shock absorbers are set in order to control dive and squat body motion. The basic idea: during longitudinal dynamics transients the control logic increases damping levels of shock absorbers. Stuttgart, 6 May 2008 24 Control of body pitch movement Tip in/tip out in 1a gear @ 100% gas pedal Torque engine request TipTiro in (pitch (velocita` velocity) di beccheggio) Passive Controlled 16 . 0 14 . 0 Input driver 12 . 0 10 . 0 PassivePassiva 8.0 65% Controlled 60% Controllata 6.0 4.0 Pitch Angle 2.0 0.0 MaxPeak-to-peak picco-picco TipRilascio out (pitch (velocita` velocity) di beccheggio) 16.0 14.0 12.0 Pitch Velocity 10.0 PassivePassiva 8.0 59% Controlled deg/s
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