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Top1. Introduction
India has road networks of 3.314 million kilometres, which is one of the largest road networks in the world, consisting of National Highways, Expressways, State Highways, etc. About 65% of freight and 86.7% passenger traffic is carried by the roads. In 2012, the loss to the Indian economy due to Road Traffic Accidents was estimated as 3% of GDP. According to the Road Accident Report (2014) published by the Ministry of Road Transport and Highways, while 4,726 people lost their lives in accidents due to humps, 6,672 were killed in crashes caused due to potholes and speed breakers (Dash, 2015). Road roughness is a main source of vibration in vehicles and a well-known cause of wear and damage to sensitive payloads, to the vehicle itself, as well as to bridges and pavements. Research on vehicles are always the primary interest of scientific society (Elkady, Elmarakbi, MacIntyre, & Alhariri, 2016; Kizito, & Semwanga, 2020; Spichkova, & Hamilton, 2016; Joshi, & Talange, 2016). However, suspension is the significant member of the vehicle structure which impact the whole vehicle dynamics. There are various extensions in suspension control was created by various researchers, whereas suspension quality has been improved.
Karnopp, et al. (1974) demonstrated the skyhook controller with semi-active suspension system and compared it with that of a traditional passive system (Karnoop, Crosby, & Hardwood, 1974; Karnoop, 1990). Semi-active suspension system can provide the versatility, flexibility and higher performance of fully active systems with a miniscule amount of energy while maintaining the reliability of passive systems. Alanoly and Sankar (1987; 1988) developed the balance logic for vibration and shock isolation. Liu et al. (2005) studied the “on-off” and “continuous” forms of both skyhook and balance logic and compared it to adaptive passive damping control system. Shamsi and Choupani (2008) presented the on-off and continuous skyhook control for half car roll-plane model and compared the frequency and transient responses with that of a passive system. Strecker et al. (2015) presented the comparison between three semi-active control algorithms viz. groundhook, skyhook and modified groundhook and passive system. They were conducted for three different response time of magnetorheological (MR) damper; 1.5, 8 and 20ms. The outcome of this study shows that the MR damper with modified groundhook shows better grip for shorter response time of 1.5 m-s. Bakar et al. (2015) compared skyhook and modified skyhook control algorithms for a validated with a full car model.
Zhang et al. (2013) examined the skyhook based semi-active control of full vehicle suspension system incorporated with MR damper. A 7-DOF full vehicle dynamic model is set up by using the modified Bouc-wen hysteretic model of MR damper and a modified skyhook control is proposed to individually control the four MR quarter vehicle sub-systems of the full vehicle. Ikhwan et al. (2015) studied the skyhook logic for a 7-DOF ride model of an armored vehicle. The skyhook controller proposed by them consists of an outer loop and an inner loop. The purpose of the outer loop is to control the body acceleration, pitch acceleration and roll accelerations due to road excitations whereas, the inner loop controls the damping characteristics. Anand et al. (2015) adopted a fuzzy logic controller based on skyhook logic to control a semi-active suspension system. The fuzzy logic, which is a multi-valued logic was introduced in 1965 by Lotfi Zadeh. Kashem, et al. (2015) introduced a modified continuous skyhook strategy along with adaptive gain that directs the semi-active vehicle suspension. They have scrutinized 11 sets of suspension parameters and considered a set of parameters that demonstrated better performance in terms of peak amplitude and settling time.