IAES International Journal of Robotics and Automation (IJRA)

Vol. 13, No. 1, March 2024, pp. 11~18

ISSN: 2722-2586, DOI: 10.11591/ijra.v13i1.pp11-18  11

Transport platform stabilization mechanism using controlled

suspension

Anna Iliushina1, Alexander Druk2

1
Faculty of Engineering Systems, Skolkovo Institute of Science and Technology, Moscow, Russian Federation
2
Department of Robotic Systems and Mechatronics, Faculty of Special Machinery, Bauman Moscow State Technical University,
Moscow, Russian Federation

Article Info ABSTRACT

Article history: In this paper the authors present the development of a novel transport
mechanism designed to perform gravity survey work on difficult terrain.
Received Aug 22, 2023 Thus, in the first part of the paper the authors present review and analysis of
Revised Dec 19, 2023 existing patents and commercial developments of transport platforms
Accepted Jan 18, 2024 capable of stabilizing loads while travelling in urban environments with
potholes and steps. In the second part we present technical solution of a
steerable suspension with a torsion bar as an elastic element based on the
Keywords: elimination of the drawbacks of the existing developments. The core feature
of this development is the potential ability to adapt the suspension to
Change of clearance different types of surfaces by changing the elastic characteristics of the
Controlled suspension torsion bar. We also propose an alternative to the generally accepted
Drive energy calculation kinematic scheme by using a conical gearbox, which allows to achieve a
Geology tight arrangement of suspension mechanisms within the dimensions of the
Horizontal alignment transport platform. In addition, authors propose the stabilization mechanism,
Transport platform that allows to change the clearance of the transport platform and provides
stabilization of the gravity exploration research equipment, characterized by
sensitivity to deviations from the vertical.
This is an open access article under the CC BY-SA license.

Corresponding Author:
Anna Iliushina
Faculty of Engineering Systems, Skolkovo Institute of Science and Technology
Moscow, 121205, Russian Federation
Email: [email protected]

1. INTRODUCTION
The automation of technological processes is becoming more and more embedded in a wide range
of production areas nowadays. Mobile robots are frequently used to address a wide range of tasks such as
terrestrial and planetary exploration, forestry, agriculture, mining industries, and reconnaissance [1], [2]. In
many cases mobile robots are carrying a variety of tools in dangerous, harsh, and unstructured environment
[3]. Gravity exploration tasks could be cited as an example of such application.
Gravity exploration is one of the geophysical methods of examining the surface layer of the Earth's
crust for the purpose of prospecting and exploring mineral deposits [1]. One of the main equipment used in
this field is the gravimeter - a device for measuring the gravitational acceleration. The result measurements
are presented as isolines on a topographic map and help to indicate deposits based on gravitational anomalies.
Gravimetric measurements require substantial preparation. Firstly, manual adjustment of the three
set screws is required at each side to bring the main gravimeter plane to the strict horizontal position and set
the tilt sensitivity of the gravimeter to its minimum [4]. Secondly, due to the variability of elastic properties
of sensitive systems’ material, all gravimeters have zero-point drift reaching 0.1-0.2 mGal per day [5]. If
gravity measurements are made at the same observation point for a long time, zero-point drift occurs and the

Journal homepage: http://ijra.iaescore.com

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range of measured values could become even larger than the gravity anomalies of interest [6]. Also, the
proper choice of location is important. The surface with small deviations is selected for the installation of the
gravimeter due to the fact that measurements on hilly terrain require more careful preliminary analysis of the
topographic map, clearing and horizontal alignment of the selected areas in order to improve the quality of
the measurements.
Reudink et al. [7] studied several Scintrex CG-5 gravimeters’ susceptibility to tilt and found that an
exceedance of more than 6° for a few minutes biases the initial observations by tens of µGal. The bias in the
observations decreases logarithmically as a function of time. Knowledge of this logarithmic decay time is
crucial for planning field observations as it limits the time required for the instrument to stabilise within the
noise level. The recovery time is linear to the duration of the instrument tilt and can take several hours. Given
that it might require up to 30 min to obtain readings at a point, this time may not be sufficient for automatic
stabilization.
Application of wheeled mobile robots (WMR) to the task of gravimetric exploration could
significantly shorten time frame of measurement without increasing zero-point alignment inaccuracy.
Controlled suspension (CS) allows taking measurements on steep slopes with a slope angle of 16°-20° [8]
while stabilising the gravimeter and preventing a slope of more than a couple of degrees. Therefore, it is
possible to achieve a deviation small enough to be automatically compensated by the internal stabilization
systems of the gravimeter.
Gravity surveying takes place in various natural conditions. Thus, changing the ground clearance
allows WMR to adapt to new terrain features, for example, when moving from grassy to stony ground.
Mobile wheeled robots are most frequently implemented for delivery either in laboratory and warehouse
environments or in urban environments. Therefore, proper stabilization mechanism would allow to widen
WMR’s field of application by providing it with ability of adaptation to a wide range of road conditions.

2. METHOD
Analysis of existing solutions allows us to distinguish two main types of WMR suspensions:
independent and dependent in Figure 1. The independent type includes-balance, spring and combined, which
uses a combination of diverse types of elastic elements. Typical passive adaptive suspension structures are
rocker-bogie suspension [9] and, parallelogram suspension (for in-pipe robots) [10], [11]. Active suspension
[11] approach implies changing the suspension configuration by actuation. WMRs with active suspension
may also use elastic elements as additional dampers. Dependent suspension is an old-fashioned technology
gradually abandoned by manufacturers due to its high rigidity, slippage and steering problems.
It has been replaced by independent suspension, in which the wheels of one axle are disconnected from each
other and changing the position of one wheel in general has no effect on another. Alternative popular solution
in robotics is the tracked chassis. It has high cross-country capability, but it has a significant disadvantage-it
is difficult to maintain the horizontal orientation of the body on surfaces with high elevation difference. Each
type of suspension has its own benefits and drawbacks, but the current improvement of control systems and
the cost reduction of mechanical components allows to combine different types of suspension thereby
compensating for the disadvantages.

Figure 1. Classification of WMR suspension types

Mobile robotics in many ways began with space missions and the technologies used there. The
rocker-bogie suspension without an elastic element was developed by NASA for Mars rovers in 1988 [12],

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IAES Int J Rob & Autom ISSN: 2722-2586  13

[13]. However, this passive surface-adaptive suspension mechanism is subject to negative impulse
oscillations under its own weight and is structurally incapable of providing automatic body horizoning when
required to account for initial measurement equipment deflections.
On the contrary, an active system controls the vertical movement of the wheels relative to the body.
In recent years, commercially successful designs have used actuators to reconfigure the chassis, greatly
increasing the complexity of the mechanics and control system. Yandex Rover's balanced steerable
suspension with each axle elastically connected to its frame is based on this principle [14]. The drive on the
balancer linking the first and second wheel axles allows rover to overcome curbs, but, due to the lack of
drives on the rear wheel axles, the body tilts backward.
SameDay Bot [15] uses a different combination of drives for active stabilization. This WMR
successfully traverses steps due to the additional raised third wheel axle and also has a separate stabilization
system for the body. The additional stabilization mechanism significantly increases the height of the
SameDay Bot to 1.5 meters. It is due to the high tipping moment that this robot is not designed for travelling
over rough terrain.
Passive suspension is based on elastic elements such as springs, torsions, air bags, and hydro-
pneumatic systems. Various springs are most common choice for passive suspension due to simplicity of
overall design. However, despite that, modern robotics designers are experimenting with other types of
elastic elements, incorporating them into new designs.
A transport platform that uses air springs for constant horizontal alignment even during crossing
uneven surfaces and pits is known [16]. The controlled shock absorbers designed in the form of paired
pneumatic cylinders with displacement sensors. The pneumatic actuator is incapable of providing continuous
control and low positioning accuracy makes continuous adaptation to changing terrain conditions impossible.
Proposed design additionally requires regular inspections and repairs, which can be detrimental to the
autonomy and mobility of the transport platform.
A similar concept has been presented in [17]. Each wheel of proposed mechanical system is
mounted on a separate controllable shock absorber mounted on the body and having its own distribution and
control equipment. The linear movement of the actuator changes the distance between the wheel and the
housing. In the event of tumbling into a pit this distance increases, leaving the WMR in a horizontal position.
Also, similar to the design described in [16], authors use a pneumatic cylinder in suspension, which
significantly limits the stroke of the shock absorbers. Both solutions are designed for urban or laboratory
conditions and unacceptable for various natural environment.

3. RESULTS AND DISCUSSION

3.1. Proposed design
Based on a comparative analysis of commercial and patented WMR suspensions, the article
proposes a mechanism of controlled independent torsion bar suspension, with a rocking of the balancers in
the longitudinal plane of the transport platform (TP). The general view of the transport platform with the
developed steerable suspension is shown in Figure 2. As a result of the independent modular design, the CS
allows one to compensate roll along the longitudinal axis and pitch along the transverse axis of the TP at a
maximum angle of 22°.
When selecting an actuator for the active component of the suspension, the advantages and
disadvantages of each type were considered: hydraulic, pneumatic, electric actuator [18]. The hydraulic
cylinder is not suitable for the developed stabilization system due to low maintainability and possible leakage
of working fluid. The pneumatic cylinder is difficult to ensure smooth operation. The safest and easiest to
maintain is the electric actuator [19], [20], [21].
Figure 3 shows the kinematic diagram of a suspension module. Taking into account the width of the
platform and the size of the selected equipment, the arrangement of all kinematics in one line for two
suspension modules simultaneously is impossible. In order to rationally use the space on the platform, servo
drives (1, 2) were placed along the platform above the bevel gear (4). The transmission of rotational motion
is carried out through a spur gear (3). An elastic coupling with a sprocket (5) ensures alignment of the
cylindrical shafts of the gearbox (4) and the torsion bar (6). The balancer (8) is fixed to the platform surface
through radial bearings (7) located in the cup.
The model of one suspension module corresponding to the kinematic diagram is shown in Figure 4.
Figure 4(a) shows the external view of the 3D model and the direction of torque transmission from
the gearmotor and to the balancers indicated with arrows. Figure 4(b) shows a view in the plane
perpendicular to the rotation of the balancer. Proposed WMA suspension system combines four such
modules on a single platform and correspond to the following characteristics: i) overall dimensions:
890×729 mm, ii) weight: 65 kg, iii) load capacity: 20 kg, and iv) clearance: 201 mm.

Transport platform stabilization mechanism using controlled suspension (Anna Iliushina)

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Figure 2. General view of the developed TP with CS

Figure 3. Kinematic diagram of the UE module

In order to determine the speed of the drive, it is necessary to determine the maximum angular
velocity of rotation of the platform when approaching an obstacle. The parameters that are used in all further
calculations are shown in Table 1. The angular velocity reaches its maximum at the moment when the front
wheels hit the inclined surface. The platform tilt angle 𝜑(𝑥) (1) depends on the distance 𝑥 (where 𝑥 = 0 … 𝑑)
according to the following:

𝑥⋅𝑠𝑖𝑛(𝛼)
𝜑(𝑥) = 𝛼 − 𝑎𝑟𝑐𝑠𝑖𝑛( ) (1)
𝑑

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IAES Int J Rob & Autom ISSN: 2722-2586  15

Thus, the angular velocity (2) of the WMR’s platform rotation about the pitch axis:

𝑑𝜑 𝑠𝑖𝑛(𝛼)
𝛺𝑦 (𝑥) = = −𝑥̇ (2)
𝑑𝑡 𝑥2 𝑠𝑖𝑛2 𝛼
𝑑 √1− 2
𝑑

As shown in (2) the angular velocity reaches its maximum at 𝑥 = 𝑑. During this period of time, the control
system corrects the inclination of front balancers. During movement on a horizontal plane the speed of the
WMR can reach 𝑉𝑚𝑎𝑥 , but when hitting an inclined surface, the speed should be decreased by the control
system for more than twice. The angular velocity of the balancer rotation 𝜔 (3) during collision with an
inclined plane at an angle of α can be described as (3).

(𝑉𝑚𝑎𝑥 /2) .𝑡𝑔(𝛼)

𝜔= (3)
𝑑

To further define the torque on the output shaft of the planetary gearbox, it is necessary to know the
force acting on the end link of the balancer due to the mass of the entire platform. The mass acting directly on
this section is the total mass excluding the mass of the balancer, wheel motor and tire (4). It is expressed as
(4).
𝑀−𝑚𝑡 ⋅𝑛−𝑚𝑏 ⋅𝑛
𝑇1 = 𝑔𝑟 (4)
𝑛

The resulting torque of the output shaft strength calculation of the torsion beam could be performed
to ensure the functionality of the system. Torsion shafts are made of spring steels due to their relatively small
torsional stiffness and high elasticity, in particular, steel 50XFA with elasticity modulus 𝐺 was chosen for the
presented design. For the designed construction torsional stress (5) and twisting angle (6) are within the
norm[22]:
16⋅𝑇1
𝜏= < [𝜏𝑛𝑜𝑟𝑚 ] (5)
𝜋⋅𝑑 3

32𝑇1 ⋅𝑙⋅180°
𝜃= < [𝜑𝑛𝑜𝑟𝑚 ] (6)
𝜋2 𝑑 4 𝐺

(a) (b)

Figure 4. Display of one balancer module as (a) a 3D model and (b) sectional drawings

Transport platform stabilization mechanism using controlled suspension (Anna Iliushina)

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Table 1. Parameters of calculation

Parameters Meaning Value
Determining the required angular velocity
𝑑 Length of the platform 0.7 [m]
𝛼 Obstacle inclination 20 [°]
𝜔 The angular velocity of the balancer rotation 5.4 [rpm]
𝑉𝑚𝑎𝑥 Maximum speed 2.2 [m/s]
𝑀 Total mass of the transport platform with load 85 [kg]
𝑚𝑡 Total weight of one motor-wheel and tire 5 [kg]
𝑚𝑏 Total weight of one balancer 2 [kg]
𝑛 Number of wheels 4
𝑟 Moment arm 0.2 [m]
𝑇1 Torque acting on one actuator in relation to the total mass 28.9 [Nm]
Calculation of the torsion bar’s strength
𝑙 Torsion bar working length 90 [mm]
𝑑 Torsion bar diameter 16 [mm]
𝐺 Elasticity modulus of steel 50XFA 1324 [MPa]
𝜏 Torsional stress 70 [MPa]
𝝉𝒏𝒐𝒓𝒎 Norm torsional stress 1000 [MPa]
𝜃 Twisting angle 14.2 [°/m]
𝜃𝒏𝒐𝒓𝒎 Norm twisting angle 15 [°/m]
Calculation of the power of the gearmotor and selected components
𝑃𝑛 Load power at the output shaft 20.7 [Wt]
𝜂𝑔𝑏1 The efficiency of the planetary gearbox; 0.72
𝜂𝑔𝑏2 The efficiency of the bevel gearbox 0.97
𝜂𝑏 Efficiency of one pair of rolling bearings 0.995
𝑃С Calculated drive power 29.86 [Wt]
𝜍 Safety factor 2.5
𝑃𝑟 Required drive power 65.7 [Wt]
𝑃𝑀 MAXON motor power 70 [Wt]
𝑇𝑀 MAXON nominal torque 0.134 [Nm]
𝑛𝑀 MAXON motor speed 2540 [rpm]
𝜂𝑀 MAXON efficiency factor 0.84
𝑖0 Final transmission ratio of the motor- output shaft chain 450
𝑖𝑝 Transmission ratio MAXON GP 42 planetary gearboxes 150
𝜂𝑝 MAXON GP 42 efficiency factor 0.64
𝑛𝑖 Speed of the output shaft of the planetary gearbox 16.3 [rpm]
𝑇𝐿 Torque of the output shaft of the planetary gearbox 10.9 [Nm]
𝑖𝑔 Gear ratio angular gearbox Antrieb: Series BG12 3
𝜂𝑔 Angular gearbox Antrieb: Series BG12 efficiency factor 0.98
𝑛𝑜𝑢𝑡 Output shaft speed 5.4 [rpm]
𝑇𝑜𝑢𝑡 Output shaft moment 32.5 [Nm]

3.2. Calculation of the power of the gearmotor and selected components

Based on the data from the previous section, an energy calculation was carried out to determine the
required motor power and select gearboxes[23]. This calculation involves determining the load from the end
link to the drive, taking into account accuracy factors, safety factors, and ratios. The calculated power at the
output shaft (7) considers the efficiency of all components in the circuit from the motor to the load:
𝑇1 ⋅𝜔⋅𝜍
𝑃С = (7)
𝜂𝑏 ⋅𝜂𝑔𝑏1 ⋅𝜂𝑔𝑏2

where 𝜂𝑏 is the efficiency of the planetary gearbox, 𝜂𝑔𝑏1 is the efficiency of the bevel gearbox bevel and
𝜂𝑔𝑏2 is the efficiency of rolling bearings, 𝜍 - safety factor.
In order to find a suitable actuator in the MAXON catalogue [24], the drive power (8) was
multiplied by the safety factor 𝜍 = 1.2 … 2.5. To withstand dynamic load, this value is chosen closer to the
upper threshold. The calculated required drive power (6) allows the selection of a suitable actuator -
MAXON EC 45 flat drive with 𝑃𝑀 , nominal torque 𝑇𝑀 , nominal speed 𝑛𝑀 , maximum efficiency 𝜂𝑀 . Since
the motor is pre-selected, the transmission ratio of the motor-output shaft chain (8) can be obtained as (8):
𝑛𝑚
𝑖0 = (8)
𝜔

Considering this value, a MAXON GP 42 planetary gearbox and an angular gearbox Antrieb: Series BG12
[25] with ratios of 𝑖𝑝 and 𝑖𝑔 , respectively, were selected. The bevel gearboxes are shown in Figure 2 in each

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IAES Int J Rob & Autom ISSN: 2722-2586  17

suspension module. Further calculations are aimed at confirming the correct selection of drive and gearboxes
by calculating the output speed and torque at the planetary gearbox output (𝑛𝐿 , 𝑇𝐿 ) to the angular gearbox
shaft (𝑛𝑜𝑢𝑡 , 𝑇𝑜𝑢𝑡 ). The output shaft speed of the planetary gearbox and bevel gearbox accordingly expressed
as (9).
𝑛𝑀
𝑛𝐿 =
𝑖𝑝
𝑛
𝑛𝑜𝑢𝑡 = 𝐿 (9)
𝑖𝑔

The torque of the output shaft of the planetary and bevel gearbox are calculated respectively as (10):

𝑇𝐿 = 𝑇𝑀 𝑖𝑝 𝜂𝑀
𝑇𝑜𝑢𝑡 = 𝑇𝐿 𝑖𝑔 𝜂𝑔 (10)

In addition to a reduction shaft and boosting shafts of opposite rotation, the gearbox has an
additional shaft for measuring output speed with the LIR-158A encoder, which increases compactness and
makes it easy to take measurements. The characteristics of the selected components allow to achieve the
required compensated angular velocity of the platform (3). The resulting torque 𝑇𝑜𝑢𝑡 at the output is greater
than the required torque 𝑇1 , which means that the selected components of the overdrive circuit are correct.

4. CONCLUSION
This article proposes a novel steerable suspension with a torsion bar for each wheel. The mechanical
design of the proposed mobile robot is presented and the selection of components of the suspension system is
carried out. The proposed mechanism finds potential applications in terrain exploration and equipment
stabilization, such as cameras and measuring devices. Control suspension has the following advantages over
other types of WMR suspensions: i) independent adjustment of the distance between each wheel and the
WMR body achieved by the combination of active and passive elements in the suspension design;
ii) compensation of both longitudinal and transverse vibrations; iii) reduction in inertial vibrations of the
platform compared to passive balance suspension; iv) high cross-country ability compared to other wheeled
robots due to the absence of limitation on wheel diameter and linear drive stroke; v) the ability to work in
both urban and hilly terrain; vi) the ability to perform measurements on inclined surfaces up to 20° and
minimize possible errors associated with post-processing of the obtained data for gravity survey; vii) increase
in ground clearance of the WMR due to simultaneous lifting of the front and rear balancers; and viii) increase
of WMR load capacity at stabilization.
The disadvantages of this system include the high cost of components, which depends on the mass
of the load and the weight of the transport platform itself during manufacturing, as well as the complexity of
the control system being developed. The main modelling problem is the difficulty in accounting for
deflection, which depends on the torque applied to the torsion. The moment of the reaction force of the
support is different depending on the angle of tilt of the balancer and is maximum at the moment of greatest
distance from the base. Further experimental studies are required to select the optimal parameters of the
control system when the TP is travelling on different types of soil, as well as to investigate the possibility of
selecting a more suitable material for the torsion bar.

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BIOGRAPHIES OF AUTHORS

Anna Ilyushina is a master's student at Skoltech in Moscow. She is currently

studying neural networks in the field of image recognition. In 2023, together with the team
of the authors from Stankin Moscow State Technical University, prepared a program of
additional professional education in the field of robotics. She graduated from Bauman
Moscow State Technical University with a degree in Mechatronics and Robotics, where her
field of study included design, modelling of drive systems in MATLAB. She can be
contacted at [email protected].

Alexander Druk graduated with B.Sc. in Mechatronics and Robotics from

Bauman Moscow State Technical University, Moscow, Russia in 2021. Currently he is a
M.Sc. student at the Faculty of Mechatronics and Robotics, Bauman Moscow State
Technical University. His research interests include dynamics and control of robotic
exoskeleton systems, reinforcement learning based control systems and human-machine
interaction modelling. He can be contacted at [email protected].

IAES Int J Rob & Autom, Vol. 13, No. 1, March 2024: 11-18