Suspension is one of the important assemblies of automobiles, and its performance directly affects the ride comfort and steering stability of the car.
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From the perspective of control force, the suspension can be divided into passive suspension, semi-active suspension and active suspension.
At present, the suspension system of most automobiles is equipped with springs and dampers. There is no energy supply device in the suspension system, and its elasticity and damping cannot be changed with external working conditions. This suspension is called passive suspension.
The active suspension has an actuator as a direct force generator, which can perform optimal feedback control based on input and output, so that the suspension has the best vibration damping characteristics to improve the ride comfort and steering stability of the car.
The semi-active suspension can be seen as a suspension system consisting of a variable-character spring and damper. Although it cannot be optimally controlled and adjusted with external inputs, it can be stored in various conditions in a computer. The optimal parameters of the optimal spring and damper are used to adjust the stiffness of the spring and the damping state of the damper, so that the suspension has better adaptability to complex and varied road conditions.
Overview of the development of semi-active suspension
The concept of semi-active suspension was first proposed by Crosby and Karnopp in 1973. Karnopp also proposed a canopy damping control model and implementation method. It was not until the early 1980s that experimental products came out, but it was put into use much faster than active suspension. With the development of electronic technology and computer technology, semi-active suspensions gradually move from the laboratory to the factory.
In 1975, Margolis et al. proposed a semi-active suspension with "switch" control. In 1983, Toyota Motor Corporation of Japan developed a "switch" type semi-active suspension with three vibration-damping conditions and applied it to the Toyota Soarer 280GT sedan. .
In 1986, Kim Brough introduced the Lyapunov method in the semi-active suspension control method to improve the stability of the control algorithm.
In 1988, Nissan Corporation applied the sonar-type semi-active suspension system to the Maximas sedan for the first time. It can predict road information. The suspension damper has three options: “softâ€, “moderate†and “stableâ€. .
After the 1990s, the remarkable feature of the research was the use of new smart materials on semi-active suspensions.
In 1994, Prinkos et al. studied the new semi-active suspension system using electrorheological and magnetorheological variants as working media.
In 2002, the MagneRide semi-active suspension system using Delphi's magnetorheological damper was applied to the Cadillac Seville STS premium car. This suspension system can automatically change the damping damping according to the driving situation.
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