Alexandria Engineering Journal (2017) 56, 359–370

H O S T E D BY
Alexandria University

Alexandria Engineering Journal

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ORIGINAL ARTICLE

A universal suspension test rig for electrohydraulic

active and passive automotive suspension system
Mahmoud Omar *, M.M. El-kassaby, Walid Abdelghaffar

Mechanical Department, Faculty of Engineering, Alexandria University, Egypt

Received 29 October 2016; revised 24 December 2016; accepted 16 January 2017

Available online 4 February 2017

KEYWORDS Abstract A fully active electro-hydraulic and passive automotive quarter car suspensions with
Active suspension; their experimental test-rigs are designed and implemented. Investigation of the active performance
Passive suspension; compared against the passive is performed experimentally and numerically utilizing SIMULINK’s
Servo; Simscape library. Both systems are modeled as single-degree-of-freedom in order to simplify the val-
Hydraulic; idation process. Economic considerations were considered during the rig’s implementation. The rig
Control; consists of two identical platforms fixed side by side allowing testing two independent suspensions
PID simultaneously. Position sensors for sprung and unsprung masses on both platforms are installed.
The road input is introduced by a cam and a roller follower mechanism driven by 1.12 kW single
phase induction motor with speed reduction assembly. The active hydraulic cylinder was the most
viable choice due to its high power-to-weight ratio. The active control is of the proportional-inte
gral-differential (PID) type. Though this technique is quite simple and not new, yet the emphasis
of this paper is the engineering, design and implementation of the experimental setup and con-
troller. A successful validation process is performed. Ride comfort significantly improved with
active suspension, as shown by the results; 24.8% sprung mass vibration attenuation is achieved.
The details of the developed system with the analytical and experimental results are presented.
Ó 2017 Faculty of Engineering, Alexandria University. Production and hosting by Elsevier B.V. This is an
open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

1. Introduction
The three available classifications of the suspension system
(Fig. 1) are passive, semi-active and active suspension systems,
and this classification depends on the ability of the system to
absorb, add or extract energy. The passive suspension
(Fig. 1a) is the most commonly used due to its simplicity,
robustness and low price. It has limited performance because
* Corresponding author.
E-mail address: mahmoudomar91@gmail.com (M. Omar).
Peer review under responsibility of Faculty of Engineering, Alexandria
University.
its components can only store or dissipate energy and can
never create energy which cannot satisfy both the comfort
and handling requirements under varying road conditions.
Most passive suspension systems employ spring with hydraulic
or pneumatic shock absorber. The damping force created by
shock absorbers is based on converting vibration energy into
heat, then dissipating it to surroundings. This leads to change
in oil viscosity which influences the damping characteristics [1].
Traditional automotive suspension designs have been a
compromise between three conflicting criteria which are road
handling, load carrying, and passenger comfort. Good ride
comfort requires a soft suspension but it will be sensitive to
changes in applied loads. Good handling requires a suspension

http://dx.doi.org/10.1016/j.aej.2017.01.024
1110-0168 Ó 2017 Faculty of Engineering, Alexandria University. Production and hosting by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
360 M. Omar et al.

Nomenclature

ER electrorheological NG6 nominal size 6 valve

DOF degree of freedom PDF pseudo derivative feedback
HILS hardware in the loop PID proportional integral derivative
LPT linear position transducer PWM pulse width modulation
MR magnetorheological QC quarter car

setting neither stiff nor soft. The conventional passive suspen-
sion involves spring and damper with constant coefficients [2].
Due to these conflicting demands, suspension design should
compromise between these two problems as shown in Fig. 2
[3].
Nowadays picking a car became such a prolonged and tir-
ing process. Cars were previously chosen according to their
size and power but now as people spend a considerably long
time in their cars, comfort became one of the major aspects
of choosing one’s vehicle. Hence, all of car manufacturers
are competing in providing the utmost level of comfort by
modifying their suspension systems to cope up with the road
bumps and potholes. Although the excitations arising from
road roughness primarily affect the vehicle ride comfort, it is
the input over which vehicle design engineers and vehicle dri-
vers have the least amount of control. There are three different
models for potholes which are smooth, non-smooth and statis-
tical potholes [4]. Thus automotive manufacturers started to
explore alternatives for the passive suspension to eliminate
the above mentioned compromise and that is when the princi-
ple of active and semi-active suspensions started to be increas-
ingly employed in high-end luxury cars as they improve
comfort and stability despite their high price and power con-
sumption [5].
The semi-active (Fig. 1b) was first introduced by Karnopp
and Crosby in the early 1970s, [6] based on the well-known
skyhook control. The damping coefficient is varied by variety
of methods but still the suspension system can only dissipate
the road forces and can’t add additional force to the system.
With the right control system, the passive suspension’s com-
promise can be reduced resulting in a smart system making
cars comfortable regardless of the road they are driven on.
Choi et al. [7] and Yao et al. [8] discussed the design and con-
trol of the Magnetorheological (MR) dampers via several tech-
niques while utilizing Hardware-in-the-loop-Simulation
(HILS) methodology. Another type of semi-active suspension
utilized the Electro-rheological (ER) damper system. Choi
et al. [9] performed field test to evaluate performance charac-
teristics of a semi-active ER suspension system associated with
skyhook controller. They demonstrated that ride comfort and
steering stability of the vehicle were improved. Cao et al. [4]
showed that semi-active systems have advantages over active
systems, including low power requirements, simplicity, ease
of implementation and low-cost.
Active suspension systems (Fig. 1c) employ a controllable
actuator between the sprung and unsprung masses. This actu-
ator is able to both add and dissipate energy to and from the
system. The early studies on active suspensions performed by
Hrovat [10] included numerous approaches such as modal
analysis, eigenvalue assignment, model order reduction, non-
linear programming, multi-criteria optimization, and optimal
control. Classic control methods have also been considered,
Vehicle
Handling
Ride
Comfort
Low Damping ------> High Damping
Figure 2 Damping compromise for passive dampers.

Figure 1 Suspension system classifications.

A universal suspension test rig for electrohydraulic active and passive automotive suspension system
such as root locus, Bode diagrams, and Nichols plots. Before
applying any of those control techniques well-defined, linear
model for the system is a necessity. To design the controller,
linearization of the system is a must. The main obstacle for
commercialization of such systems is the significant power
requirement. In order to reduce the cost associated with the
required power, practical active suspension designs generally
function as a low-bandwidth system that requires 4 kW of
peak power for road vehicle applications.
Chandekar et al. [11] investigated the servo controlled
hydraulic suspension. The hydraulic pressure is supplied by a
radial piston pump. Body movement and vehicle level are
monitored in real time by the controller which operates the
hydraulic servos, mounted beside each wheel.
Bello et al. [12] and Venkateswarulu et al. [13] designed a
PID control for a 4 DOF, nonlinear, half vehicle active suspen-
sion system model. A comparison was made between nonlinear
passive and the developed active system which showed a better
active performance. The constructed model ignored nonlinear-
ities in the hydraulic actuator as their effect was minimal and
was created numerically using Matlab/Simulink. Both intro-
duced a sinusoidal road input disturbance and the developed
system by Bello performed a 52.29% and 57.47% reduction
in front and rear suspension deflection respectively. It was con-
cluded that regardless of the power consumption of the active
system, it has better performance. Bello et al. [14] constructed a
state space model for 2 DOF quarter car using full state-
feedback controller numerically via Simulink. For step input
of 0.1 m, the sprung mass acceleration and displacement of
the active system has been reduced by 80% and 11% respec-
tively compared to the passive system which shows an
Figure 3 Detailed schematic with components.
361
improvement in the ride comfort, also, the rattle space usage
was reduced by 92.5% compared to the passive suspension sys-
tem. The settling time in all cases was about 2 s.
Fayyad [15], Kumar et al. [16] and Elattar et al. [17]
designed a PID controller for a QC model to improve the ride
comfort and road holding ability. Fayyad showed numerically
that for the step input of 80 mm, the sprung mass displacement
has been reduced by 25% while Kumar found that ride com-
fort is improved by 78.03% and suspension travel has been
reduced by 71.05% with active system compared to passive
one both experimentally and numerically. Elattar et al. com-
pared between PID and PDF controllers and showed that
although both showed improved performance, PDF has more
potential.
2. Experimental setup
A detailed layout of the test rig is shown in Fig. 3 with all com-
ponents specified. During the design stage, a reasonable factor
of safety was employed while designing the tables and the cam-
shaft to ensure durability of the test rig and its ability to with-
stand large hydraulic and inertial forces safely.
The test rig shown in Fig. 3 consists of, two testing plat-
forms fixed side by side. Each of them consists of 0.5 m steel
square table 0.6 m high (1 & 10), two journal bearings (14)
to hold the camshaft, a bottom base plate (6), 4 steel guide bars
(8), a spring and damper shock absorber assembly with its fix-
ation points (21), a sprung masse divided into two plates (11,12
& 2,3), an unsprung mass (4 & 5) and upper plate to hold the
assembly together (7). Both platforms are almost identical and
362
assembled together side by side in a way allowing one camshaft
(15) to drive both platforms to ensure that the road input is
identical for both suspension systems under test. The assembly
is lifted on wheels in case that it is needed to be transported
and also equipped with round base plates for ground fixation
to secure the assembly in position while operating.
As seen from Fig. 3 the left platform is for the passive sus-
pension and the right one is equipped with universal fixation
points to accommodate a spring and damper assembly, an
active hydraulic cylinder or even both of them side by side.
Both sprung and unsprung mass plates are equipped with a fix-
ation point for a linear position transducer of type (OPKON
LPT200) [18] for the closed loop feedback control system.
The camshaft is supported by four journal bearings for uni-
form weight distribution, and driven by 1.12 kW induction
motor (19) through a 1:7 reduction gear box and 1:5 reduction
chain (17) to reduce the rpm of the motor from 1450 rpm to
41.4 rpm as a camshaft rotation speed, and this speed corre-
sponds to a vehicle’s linear velocity of 1.56 km/h which is slow
but was chosen to initially test the control system’s response. A
schematic of the test rig is shown in Fig. 4 indicating important
sections in the design.
Fig. 5 shows the mechanism for road disturbance input,
which is developed on the basis of vertical movement of the
suspension system produced by a cam (3) and follower (4)
mechanism driven by an induction motor (7) through a gear-
box (2) and chains (5) for speed reduction and torque augmen-
tation. The desired input is sinusoidal which is achieved by
using a circular cam 190 mm in diameter and its driving shaft
is offset from its center a distance OQ = 50 mm (Fig. 5). The
Figure 4 Schematic layout of the test rig.
M. Omar et al.
cam profile (X) can be calculated from Eq. (1), where X is in
mm. [19]
X ¼ OQð1  cos hÞ ¼ 50ð1  cos hÞ ð1Þ
where OQ is the offset distance between the cam and rotating
centers.
The cam had 100 mm peak to peak stroke (calculated at
b = 180°) and it generated a waveform modeled as
rðtÞ ¼ 100 sin xt where x ¼ 2pf and f ¼ 0:7Hz. There was no
need for a return spring on the follower because the heavy
weight of the system, about 80 kg, above each follower is
enough to always ensure surface contact between the cam
and the follower.
The test rig allows configurations for 1DOF (Fig. 6(a)) and
2DOF (Fig. 6(b)) systems by removing or installing the springs
representing the tire stiffness.
2.1. Hydraulic power unit
A hydraulic power unit is used to drive the active suspension
system. A schematic for it with the active suspension system
is designed by Automation Studio Program as shown in
Fig. 7. It consists of a 60-liter hydraulic oil reservoir (1) and
a pressure compensated axial piston pump of 14 cm3/rev (2)
mounted on top of the reservoir and driven by a 2.23 kW
single phase induction motor (3) running at 1450 rpm. The
maximum supply pressure of the pump is 8 MPa. A medium
pressure filter (4) is of filtrations 10 lm filters the oil supplied
by the pump. The pump delivery line includes a check valve
A universal suspension test rig for electrohydraulic active and passive automotive suspension system 363

Figure 5 Cam profile and cam drive.

Rigid Columns Tire Springs

(a) (b)
Figure 6 (a) 1DOF, (b) 2DOF.

(5), an accumulator (6) of volume 0.6 liter and a pressure
gauge (7).
The pressure line feeds through two lines, the first for the
active suspension’s cylinder servo valve and the second for
the road input disturbance cylinder servo valve. Both lines
are connected to a specially designed servo valve adapter block
according to the DIN standard porting pattern to adapt a size
6 Rexroth single stage servo valve and a size 6 MOOG single
stage servo valve.
2.2. Electronic control panel
The electric and electronic control panel is developed especially
for the test rig including the following major components: An
Arduino Mega 2560 used for processing and control of the dig-
ital and analogue I/O signals via serial communications, a uni-
versal multioutput power supply with input 220 VAC and
outputs +12, 12, +5, 5, +3.3 VDC, a Rexroth and a
MOOG NG6 Driver Card with integrated Signal Generator
and On-Board Relay Module, circuit breakers used as protec-
tion for the main supply and the two induction motors, control
relays and cooling fan. The human interface is through start
and stop push buttons on the front panel, two potentiometers
for manual control of the two servo valves and a main switch.
2.3. Testing parameters
Both numerical and experimental results were performed with
the same parameters which are stated in Table 1.
All parameters were calculated experimentally to be applied
to the Simulink models. Springs were calibrated by a hydraulic
cylinder equipped with one position transducer and two pres-
sure sensors for the piston and rod pressures, and the force was
calculated from Eq. (2).
F ¼ ðPpiston  APiston Þ  ðProd  ðAPiston  Arod ÞÞ ð2Þ
The distance and force were recorded for the used suspension
(Fig. 8) and tire helical springs (Fig. 9) and the average linear
trend line slope represented the stiffness. For the twin-tube type
dampers (Fig. 11) the distance from the sensor was differenti-
ated to get the velocity and then it was plotted against the force
(Fig. 10) and the slope represented the damping coefficient [20].
The pump [21], Rexroth [22] and Moog [23] valves param-
eters were obtained from their manufacturer’s datasheets.
364 M. Omar et al.

(1) Hydraulic oil Reservoir (40 l) (6) Accumulator

(2) Variable Displacement Pump (21.17 LPM) (7) Pressure Gauge
(3) Electrical Motor (2.27 kW) (8) 4/3 Servo Valve
(4) Medium Pressure Filter (9) Double Acting Cylinder
(5) Check Valve

Figure 7 Hydraulic circuit diagram of the hydraulic power supply unit

2500
2000 y = 14029x - 345.28
Force (N)

Table 1 Testing parameters. 1500

1000
Suspension parameters
Sprung mass 51 kg 500
Unsprung mass 14 kg 0
Suspension spring stiffness 14,000 N/m 0 0.05 0.1 0.15 0.2
Damping coefficient 5000 N s/m Displacement (m)
Tire stiffness 4  30,000 N/m
Figure 8 Suspension spring calibration.
Active cylinder parameters
Piston diameter 38 mm
Piston side effective area Apiston 0.001134114 m2
Rod diameter 16 mm 1500
Rod side effective area Arod 0.000933053 m2 y = 30012x - 321.51
Force (N)

Stroke 240 mm 1000

Pump parameters 500

Displacement 14.8 cm3/rev
Rated speed 1450 rpm 0
Nominal pressure 70 bar 0 0.01 0.02 0.03 0.04 0.05 0.06
Setting pressure 60 bar Displacement (m)
Rexroth size 6 servo valve
Rated flow at 70 bar 12 l/min Figure 9 Tire spring calibration.
Input signal ±10 mA
Supply ±12 VDC
3. Numerical results
Moog size 6 servo valve
Rated flow at 70 bar 24 l/min
Input signal ±40 mA 3.1. DOF passive suspension
Supply ±12 VDC
A Simulink model has been created to simulate a 1 DOF pas-
sive suspension system using the Simscape library within the
A universal suspension test rig for electrohydraulic active and passive automotive suspension system 365

1500 main actuator, installed parallel to the passive suspension

and driven by a servo valve as seen in Fig. 13.
Force (N)

1000
y = 5008.1x + 1036.3 To make the active suspension effective a control system
500 must be incorporated to control the output signal to the servo
0 valve according to the reference input, which in our case a ref-
-0.1 -0.05 0 0.05 0.1 erence sprung mass height from the ground to be tracked
Velocity (m/s) regardless of the disturbed input road signal. One of the robust
control systems which is utilized here is the PID controller.
Figure 10 Damper calibration. Using the auto tuning feature of the Simulink, the system
was linearized and the correct PID gains were obtained to
enhance the system performance. The servo valve’s parameters
Simulink as seen in Fig. 12. The road input here is either a step were optimized so that the model perfectly simulates the actual
input created by a fast ramp in order to limit the derivative ini- valve’s performance according to its datasheet.
tial overshoot or the actual cam profile of a peak amplitude of Both the numerical active and passive sprung mass dis-
100 mm and a frequency of 0.7 Hz and the output is viewed on placements against the road input were recorded (Fig. 14)
the scope and recorded in the Matlab workspace for the vali- for the half sine wave input. For a half sine wave input of
dation process. 100 mm the passive suspension system reached a maximum
of 101 mm. Also when the input dropped to zero the suspen-
3.2. 1DOF active suspension sion went down for only 0.872 mm which is almost zero.
The overall amplitude achieved by the passive suspension is
To improve the performance, the active suspension system had equal to 101.87 mm which neither attenuated nor augmented
to be incorporated to absorb the shock. A Simulink model was the road input, because both the damping coefficient and
created in the Simscape environment to model the active sus- spring stiffness are relatively high compared to the low sprung
pension system incorporating a double acting cylinder, as the mass value of 50 kg.

Figure 11 Section view of the Twin-tube shock absorber [20].

Figure 12 Simscape 1DOF passive modeling.

366 M. Omar et al.

Figure 13 Simscape 1 DOF active suspension model.

120
Road input
100 Sprung mass displacement (Acve)
Sprung mass displacement (Passive)
80
Displacement (mm)

60

40

20

0
0 0.5 1 1.5 2 2.5 3
-20

-40
Time(sec)

Figure 14 Numerical active, passive and road input vs. time.

The Active suspension had a maximum peak value of
23.6 mm, which is a 76.4% reduction in amplitude resulting
in improved ride comfort. However, after the peak value of
the input road signal has passed the system took a dive of
-36.7 mm which is much higher than the dive level of the pas-
sive system. The system has an overall displacement of 60 mm
which means that 40% of the bump’s input and 41% improve-
ment from the passive suspension behavior were successfully
achieved.
The obvious drawback of the suspension system is the dive
that the sprung mass endures when the bump ends, which is
justified because it is related to the hydraulic characteristics
A universal suspension test rig for electrohydraulic active and passive automotive suspension system 367

of the system. When the bump is introduced to the system the
suspension response is to retract the piston via the servo valve
so pressurized oil flows into the rod side of the cylinder. How-
ever, when the peak tip of the bump passes and the sprung
mass starts falling, the system’s response is to extend the cylin-
der thus supplying the pressurized oil to the piston side of the
cylinder.
Taking into consideration that the maximum flow of the
pump Qmax is constant then the relation between extension
and retraction speeds can be obtained from Eqs. (3)-(5). [24]
Qmax ¼ Qextension ¼ vextension  Apiston ¼ 0:001134114 vextension
Qmax ¼ Qretraction ¼ vretraction  ðApiston  Arod Þ
¼ 0:000933053 vretraction
vextension ¼ 0:8227 vretraction ð5Þ
which means that the cylinder needs more time to extend than
to retract and while the time for the rising and falling ramps of
the bump is the same then the active system dives but settles
and reaches steady state after 1 s from passing the bump.
4. Experimental results
The two used position sensors are of the linear resistor type
OPKON LPT200. Position sensor 1 has been mounted on
ð3Þ the sprung mass and the second one on the unsprung mass
plate. The position sensor only outputs the displacement but
utilizing the Simulink resources, the signal is differentiated
ð4Þ once for velocity and twice for acceleration if needed.

Figure 15 Experimental data acquisition for passive suspension system.

Figure 16 Simulink program for experimental active suspension.

368 M. Omar et al.

120
Road input
100 Sprung mass displacement (Acve)
Sprung mass displacement (Passive)
80

Displacement (mm)
60

40

20

0
0 0.5 1 1.5 2 2.5 3
-20

-40

-60
Time (sec)

Figure 17 Experimental active, passive and road input vs. time.

150

100

50
PWM

0
0 0.5 1 1.5 2 2.5 3
-50

-100

-150
Time (sec)

Figure 18 Applied PID output signal to the servo valve from the PWM pin from the Arduino.

120
Sprung mass displacement Exp (Passive)
100 Sprung mass displacement Num (Passive)
Sprung mass displacement Exp (Acve)
80
Sprung mass displacement Num (Acve)
60
Displacement (mm)

40

20

0
0 0.5 1 1.5 2 2.5 3
-20

-40

-60
Time (sec)

Figure 19 Comparison between experimental and numerical results.

4.1. DOF Quarter car passive suspension system pins of the Arduino Mega 2560 through serial communication.
The transferred data are processed by the Simulink interface as
The camshaft motor is started, and the output signals from the the Arduino board serves the function of input and output
sensors are transferred to the Simulink via the analogue input interface and data acquisition card as seen in Fig. 15.
A universal suspension test rig for electrohydraulic active and passive automotive suspension system
Table 2 All obtained results.
Theoretical
Overshoot (mm) Dive (mm) Overall Displacement (mm)
Passive 101 0.872 101.87
Active 23.6 36.7 60
4.2. DOF Quarter car electro-hydraulic active suspension system
Another Simulink program was created with the aid of the
Arduino integrated library (Fig. 16) to read the position signal
for both sprung and unsprung mass displacements and intro-
duce a closed loop PID controller to try to keep the sprung
mass’s position constant regardless of the road disturbance.
The control system uses the sprung mass displacement reading
from the position sensor as a feedback signal to track. Accord-
ing to the deviation from the reference position set point, the
PID controller outputs a digital signal to the servo valve driver
card through the PWM (Pulse width modulation) pin in the
Arduino Mega 2560 board. This digital signal from 0 to 255
is equivalent to an analogue output signal from 0 to 5 V that
is converted by the valve’s electronic driver card to ± 40 mA
needed to drive the MOOG servo valve.
The output data obtained from the programs for the cam
profile and the sprung mass displacement (Fig. 17) were plot-
ted against time. It is seen that for 100 mm peak half sine road
input the passive sprung mass displacement had a maximum
value of 95.7 mm, while the minimum steady state value was
1.2 mm, with an overall amplitude value of 95.58 mm. Those
results indicate that the suspension system slightly attenuated
the road input but a steady state error was produced; this
could be justified as a result of the ignored friction forces
between the guide bars and the sprung mass sliding on them
or due to internal friction of the shock absorber assembly.
Those results are slightly different than the Simscape model-
ing; however, they are very close thus indicating that a good
model validation has been performed.
Tuning process for the active PID controller was performed
until the stable parameter combination was reached and
applied. It is seen that with the actual active suspension system
and for the same 100 mm half sine input, the peak overshoot
for the sprung mass is 33.6 mm, while the maximum recorded
value of dive was -41.6 mm, thus resulting in an overall ampli-
tude of 75.2 mm which means that 24.8% of the bump’s input
and 21.3% of the passive suspension behavior were success-
fully attenuated. The servo valve output signal generated by
the PID controller through the PWM output pin from the
Arduino was recorded as seen in Fig. 18.
There is a slight difference between the experimental and
simulation results as seen in Fig. 19 because the friction
between the guide bars and both sprung and unsprung masses
wasn’t taken into consideration during the mathematical mod-
eling phase in order to simplify the process. All the obtained
results (Table 2) are tabulated to be compared in order to per-
form a comparison between the different experimental and the-
oretical setups’ performance.
It’s obvious that the active performance is superior to the
passive in the overshoot and the peak to peak values both
experimentally and numerically. Although the dive in the
369
Experimental
Overshoot (mm) Dive (mm) Overall Displacement (mm)
95.7 0.12 95.58
33.6 41.6 75.2
active is worse than the passive justification has been made
for that issue. A total improvement of 40% was achieved the-
oretically; however experimentally the improvement was only
24.8%; this is due to the design variation between the actual
system and the mathematical modeling. The settling time for
the active suspension was 2.4 s in the numerical work but only
1.4 s in the experimental results.
5. Conclusion
An electro-hydraulic active suspension PID control system is
designed and implemented both numerically in Simulink and
experimentally on the specially designed suspension test rig.
A successful validation process has been performed to define
all the system’s parameters and to compare the developed
model against the experimental setup. The obtained results
show that the active suspension has a very good potential of
reducing the road input disturbance of up to 24.8% for
100 mm half sine bump.
Future work
Faster speeds should be considered to evaluate the system’s
performance to input road disturbance under variable
conditions.
The need for a larger size hydraulic pump to introduce
higher oil flow rates into the system which would improve
the response speed. Also the regenerative hydraulic connection
for the active hydraulic cylinder would be tested as it will
improve the cylinder’s extension speed thus reducing the large
dive that occurs with the active system.
One more thing would be using another form for the distur-
bance road input resembled in a hydraulic cylinder driven by
another servo valve to achieve a more controllable custom
amplitude and frequency road input.
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