Numerical methods of designing control systems are currently an active area of research. Convex optimization with linear matrix inequalities (LMIs) is one such method. Control objectives like minimizing the H_2, H_infinity norms, limiting the actuating effort to avoid saturation, pole-placement constraints etc., are cast as LMIs and an optimal feedback controller is found by making use of efficient interior-point algorithms. A full-state feedback controller is designed and implemented in this thesis using this method which then forms the basis for designing a static output feedback (SOF) controller. A profile was generated that relates the change in the SOF control gain matrix required to keep the same value of the generalized H_2 norm of the transfer function from the road disturbance to the actuating effort with the change in the sprung mass of the quarter-car system. The quarter-car system makes use of a linear brushless permanent magnet motor (LBPMM) as an actuator, a linear variable differential transformer (LVDT) and two accelerometers as sensors for feedback control and forms a platform to test these control methodologies. For the full-state feedback controller a performance measure (H_2 norm of the transfer function from road disturbance to sprung mass acceleration) of 2.166*10^3 m/s^2 was achieved ensuring that actuator saturation did not occur and that all poles had a minimum damping ratio of 0.2. The SOF controller achieved a performance measure of 1.707*10^3 m/s^2 ensuring that actuator saturation does not occur. Experimental and simulation results are provided which demonstrate the effectiveness of the SOF controller for various values of the sprung mass. A reduction in the peak-to-peak velocity by 73 percent, 72 percent, and 71 percent was achieved for a sprung mass of 2.4 kg, 2.8 kg, and 3.4 kg, respectively. For the same values of the sprung mass, a modified lead-lag compensator achieved a reduction of 79 percent, 77 percent and, 69 percent, respectively. A reduction of 76 percent and 54 percent in the peak-to-peak velocity was achieved for a sprung mass of 6.0 kg in simulation by the SOF controller and the modified lead-lag compensator, respectively. The gain of the modified lead-lag compensator needs to be recomputed in order to achieve a similar attenuation as that of the SOF controller when the value of the sprung mass is changed. For a sprung mass of 3.4 kg and a suspension spring stiffness of 1640 N/m the peak-to-peak velocity of the sprung mass was attenuated by 42 percent.

The SherpaTT rover is prepared for further autonomous long distance traverses in terrain akin to the Martian environment. However, it features a fueled power generator which cannot be employed in extra-terrestial scenarios. As the rover is meant to approach a higher technology readiness level, a photovoltaic power subsystem is proposed to guide future design iterations. This thesis presents the solar array sizing, design, and integration processes considered for two Martian mission sites: Iani Chaos at 2°S and Ismenius Cavus at 34°N. An alternative use case for the active suspension system is presented so that the proposed solar arrays may be inclined and oriented into power generating configurations that are more favorable than those achieved with passive suspension rovers. This results in traverse gains of up to 34% and 25% for clear days at Iani Chaos and Ismenius Cavus, respectively.

The development needs of handling and ride vehicle dynamic characteristics are constantly evolving, crucial for safety and comfortable commute since many active safety and driver assistance systems depend on these characteristics. Ride improvements enhance passenger comfort, which plays a significant role in quality and brand value. Chassis and suspension systems greatly influence these vehicle dynamic characteristics. These systems should provide stability, high precision and a high degree of adaptive performance with quick response time. One of the ways to achieve these demands is by incorporating mechatronics suspension systems. Semi-active and fully active mechatronics suspension systems offer passengers a more comprehensive range of vehicle characteristics in terms of driving experience than vehicles with purely mechanical suspension systems. The efficient implementation of mechatronics suspension systems depends on the controller type and how its commands are realised. A typical control strategy is to decide a desired behaviour on the vehicle body and realise that behaviour with the help of the semi-active or active actuators. This work focuses on the realisation of the modal coordinate controller commands that counteracts the undesired body motions. The commands are in vehicle body coordinates with respect to the COG of the vehicle. The biggest challenge is to translate these counteracting forces and torques into semi-active damper vertical forces. This challenge is addressed with different algorithms with different levels of complexity and capability. The complexity ranges from the linear system of equations to real-time optimisation. Essentially, the algorithms will fragmentise and distribute the centralised command among different actuators and finally realise them back as close as commanded by taking the actuator and other physical limitations into account. This work also focuses on developing relative weights tuning methods, which play a significant role in the cost function formation and optimisation solution. The algorithms are evaluated in three different road conditions to incorporate typical driving environments related to primary and secondary rides. The enhancements in the ride performance are visualised by comparing against the existing methodology. The conclusions strongly support the optimisation-based force allocation algorithm over the existing method. It enables significant improvements in the ride performance and a high degree of flexibility by efficiently distributing commands among four actuators, which results in utilising the full potential of the semi-active dampers. / Utvecklingsbehoven för fordons dynamiska egenskaper med avseende på åkkomfort och köregenskaper är ständigt föränderliga och är avgörande för säkerheten och bekväm pendling eftersom många aktiva säkerhets- och förarassistanssystem är beroende av dessa egenskaper. Åkkomfortförbättringar förbättrar passagerarnas komfort, vilket spelar en betydande roll för kvalitet och märkesvärde. Chassi och fjädringssystem påverkar i hög grad dessa fordonsdynamiska egenskaper. Dessa system ska ge stabilitet, hög precision och en hög grad av adaptiv prestanda med snabb responstid. Ett av sätten att uppnå dessa krav är genom att införliva mekatroniska fjädringssystem. Semiaktiva och fullt aktiva mekatronikfjädringssystem erbjuder passagerare ett mer omfattande utbud av fordonsegenskaper när det gäller körupplevelse än fordon med rent mekaniska upphängningssystem. Ett effektivt genomförande av semiaktiva eller aktiva fjädringssystem beror på styrenhetstypen och hur styrenhetens kommandon är realiserade. En typisk reglerstrategi är att bestämma ett önskat beteende på fordonets kaross och realisera det beteendet med hjälp av de semiaktiva eller aktiva dämparna. Detta arbete fokuserar på förverkligandet av de modala koordinatstyrkommandon som motverkar oönskade kroppsrörelser. Kommandona beskrivs i fordonskroppens koordinater med avseende på fordonets tyngdpunkt (COG). Den största utmaningen är att översätta dessa motverkande krafter och vridmoment till vertikala krafter för stötdämparna. Denna utmaning hanteras med olika algoritmer med olika nivåer av komplexitet och kapacitet. Komplexiteten sträcker sig från det linjära ekvationssystemet till optimering i realtid. I huvudsak kommer algoritmerna att fragmentera och distribuera det centraliserade kommandot bland olika dämpare och slutligen förverkliga dem tillbaka så nära kommandot som möjligt genom att ta hänsyn till ställdonet och andra fysiska begränsningar. Studien fokuserar också på att utveckla justeringsmetoder för relativa vikter, som spelar en viktig roll i kostnadsfunktionsbildningen och optimeringslösningen. Algoritmerna utvärderas under tre olika vägförhållanden för att inkludera typiska körmiljöer relaterade till primär och sekundär åkkomfort. Förbättringarna i körprestandan visualiseras genom att jämföra mot den befintliga metoden. Slutsatserna stöder starkt en optimeringsbaserad kraftallokeringsalgoritm över den befintliga metoden. Algoritmen möjliggör betydande förbättringar av prestandan och en hög grad av flexibilitet genom att effektivt fördela kommandot bland fyra ställdon, vilket resulterar i att utnyttja den fulla potentialen för de semiaktiva dämparna.