Abstract
It is well documented that active suspension systems offer substantial benefits in ride comfort, handling control over traditional passive systems. However, restrictive features such as the power required and costs make an active system impractical. To solve those problems, semi-active suspension systems have been developed. This paper aims at providing a review of the present state-of-the-art in the semi-active suspension control field in terms of vehicle ride comfort and road-holding performance evaluation. Strengths and weaknesses of the semi-active suspension systems are identified and their relative performance capabilities and equipment requirements are discussed. Furthermore, examples of the current mass market implementation for semi-active suspension systems for road vehicle are discussed.
Highlights
The goal of the vehicle suspension system is to isolate the vehicle from the road irregularities while improving the road-holding characteristics
The results showed that the proposed control law provides adequate damping for the wheel hop frequency and improved performance compared with that of skyhook control law
The results showed that semi-active suspension system with full state feedback control force gives a better improvement in terms of ride comfort compared to a semi-active with limited state feedback and skyhook control force
Summary
The goal of the vehicle suspension system is to isolate the vehicle from the road irregularities while improving the road-holding characteristics. The limitations of passive suspensions to improve the ride comfort and road holding together have motivated the investigation of controlled suspension systems, both active and semi-active.[1] The foundation of controlled suspensions for the car mass-market can probably be dated back to the early 1960s, when Citro€en introduced hydro-pneumatic active suspension in its luxury cars; at that time those suspensions were still untouched by electronics.[2] Given this tribute to Citro€en, the 1980s was the real start of electronic suspension; analog electronics were already developed, and the magic of the fully active suspensions attracted both the Formula 1 competition and the car manufacturers.[3] during this decade the exceptional potential of replacing the conventional spring-damper system with a fully electronically controllable fast-reacting hydraulic actuator was demonstrated. Significant power absorption, bulky and unreliable hydraulic systems, and uncertain management of the safety issues made it difficult to have significant impact on the mass-market of vehicles.[4]
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