We conclude March’s theme by wondering if the engineering ideal of suspension that thinks for itself is any closer to reality now than it was thirty years ago.
Pity the unfortunate suspension engineer, saddled with the seemingly impossible task of reconciling the hugely complex operating range of the motor vehicle against the twin imperatives of providing a comfortable ride for passengers, while allowing sufficient body control to allow for accurate and consistent handling. Under such constraints, the successful melding of conflicting forces acting vertically in ride and horizontally in cornering and steering, can only result in unhappy compromise. Continue reading “Theme: Suspension – The Comfort Trap”
Suspension systems are inherently reactive. One approach to managing the response of the body to road surface changes is adaptive ride suspension. Is it really any different from passive systems?
In both passive and active systems, the road surface’s variations are the main input to the body and suspension system. Passive systems are designed to build in to the suspension the capacity to absorb energy so that the body movement is controlled and tyre contact to the road surface is maximized. Active suspensions involve the use of actuators to change the height of the body at each corner of the car. This additional mechanism requires the use of variable-rate shock absorbers and dampers. The active ride system needs sensors to Continue reading “Theme: Suspension – Not As Good As It Sounds But Still An Improvement”