International Journal Of Innovative Trends In Multi Disciplinary Scientific Research(Ijtmsr)

ISSN (Online): 2451 – 5632

(www.ijtmsr.com) Volume 8, Issue 4, 2023

Suspension and vibration analysis on half car model with and without active controller
Nemmadi Anlaysha , Amit Kumar Mehar
Raghu Engineering College, Dakamarri, Bheemunipatnam, Visakhapatnam.
energy and do not require external power. Semi-active suspensions incorporate

Abstract elements with adjustable properties, controlled by an external

A MATLAB Simulink environment is utilized to numerically simulate a half signal or power supply. Full-active suspensions employ actuators, typically

car model with independent front and rear vertical passive suspensions. The hydraulic cylinders, to generate desired forces, necessitating external power for

purpose of this simulation is to analyze the reaction forces exerted by the front operation.

and rear wheels in response to the pitch and bounce degrees of freedom of the The design and development of automotive suspension systems have been of

car. By implementing a conventional passive suspension between the car body great interest for nearly a century. Early systems were adapted from horseless

and wheel assembly, consisting of a spring and a damper, the model aims to carriage practices. With the increase in vehicle speeds, complex vibration

provide insights into the ride characteristics. The chosen spring-damper problems affecting ride comfort and safety have emerged. Solving these

characteristics of the suspension are pre-selected with the intention of problems involves reducing excitation levels from road surface irregularities

emphasizing specific objectives, such as passenger comfort or suspension and designing effective suspension systems to maintain acceptable comfort

deflection. These characteristics play a vital role in determining the behavior of levels and ensure safety on various road conditions. Scientific approaches to

the suspension system. The simulation considers various conflicting objectives, suspension problems have gained momentum over time.

allowing for a comprehensive evaluation of the model's ride characteristics. The primary objective of a suspension system is to provide a high level of ride

Overall, the numerical simulation within the MATLAB Simulink environment quality and protect the vehicle structure by effectively isolating it from road

offers valuable insights into the behavior and ride characteristics of the half car surface irregularities. This necessitates a soft suspension. Additionally, the

model, shedding light on the reaction forces, suspension performance. suspension should ensure lateral stability and controllability under different

Keywords: half car model, vibration, analytical and numerical analysis. running conditions, support variable static loads, and maintain a stiff

Introduction suspension.

The car suspension system is responsible for separating the car body from its Despite significant theoretical and practical advancements in suspension

wheels. As vehicle capabilities have increased, there has been a significant systems, most current road vehicles still face the fundamental conflict of

improvement in the performance of suspension systems. To achieve an optimal compromising suspension parameters. Further improvements using

suspension system, several performance characteristics must be taken into conventional elements alone appear challenging. However, active and semi-

account. active suspension systems offer new possibilities for enhancing vehicle

These characteristics primarily deal with regulating body and suspension behavior, although their adoption in the road vehicle industry remains cautious

movement, as well as distributing forces. Ideally, the suspension should isolate due to cost and complexity concerns. Advances in computer technology and

the car body from road disturbances, as well as inertial disturbances during mathematical analysis provide opportunities for theoretical analysis to support

cornering, braking, or acceleration. Additionally, it should minimize the practical system design. Utilizing a simple model with few parameters, as long

transmission of vertical forces to ensure passenger comfort, achieved by as it reasonably represents the real system, can provide economical and efficient

reducing vertical car body acceleration. Excessive wheel travel can lead to guidelines for system design.

suboptimal tire-to-road contact, resulting in poor handling and adhesion. In the figure, a general representation of the car suspension system is depicted.

Therefore, maintaining the optimal tire-to-road contact on all four wheels is By employing accurate representations of vehicle dynamics, guide way inputs,

crucial for good handling characteristics. and appropriate performance criteria, these facilities enable the prediction and

In traditional suspension systems, these characteristics often conflict and fail to evaluation of suspension system performance.

meet all requirements. Automotive researchers have extensively studied

suspension systems through analysis and experiments, aiming to improve the
trade-off between ride comfort and road handling by directly controlling
suspension forces to align with performance characteristics.
Suspension systems can be classified into passive, semi-active, and full-active
systems. Passive systems consist of conventional components with time-
invariant spring and damping properties. They can only store or dissipate

Fig 1: Suspension system

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ISSN (Online): 2451 – 5632
(www.ijtmsr.com) Volume 8, Issue 4, 2023

Rosmazi Rosli et al.: This study focuses on the practical implementation of a

Literature review hybrid control method, combining Active Force Control (AFC) with Iterative
The studies mentioned provide valuable insights into the design, optimization, Learning (IL) and proportional-integral-derivative (PID) control strategies, in a
and performance analysis of suspension systems in various vehicle models. vehicle suspension system. The researchers propose an AFCIL scheme and
Here is a summary of each study: simulate and practically implement it for the control of a quarter car active
Shpetim Lajqi et al.: This study focuses on analyzing the performance of suspension system.
passive, active, and semi-active non-linear suspension systems for terrain The given description outlines the configuration and equations of motion for a
vehicles. A mathematical model representing a quarter of the vehicle is vertical half car 4DOF model, which includes active suspension, semi-active
developed, and MATLAB/Simulink is used to derive and solve the equations suspension, and passive suspension systems.
of motion. The objective is to quickly evaluate the suspension system's The model consists of a sprung mass (M) that is capable of heaving and
performance. pitching, connected to two unsprung masses (m_f and m_r) that can bounce
Anirudh R. Iyer et al.: The study investigates optimum parameters for the vertically with respect to the sprung mass. The pitch and roll angles are assumed
suspension system in cars equipped with independent suspension for the front to be small. The front and rear tires are represented with spring stiffness values
wheels and conventional suspension for the rear wheels. The effects of road of K_tf and K_tr, respectively.
roughness on the system are analyzed, and three-dimensional figures are used The suspension between the sprung mass and unsprung masses is modeled with
to illustrate the variations. front suspension spring stiffness (K_f) and front dampers with damping
Florin Mailat et al.: This study focuses on the vibratory behavior of a semi- coefficient (C_f), as well as rear suspension spring stiffness (K_r) and rear
active suspension system using a quarter car model. Simultaneous optimization dampers with damping coefficient (C_r). For the semi-active suspension
techniques are applied to transform the optimization problem into a well-posed system, variable dampers are inserted in the suspension, and the corresponding
one. The study highlights the differences in vibratory behavior between systems control forces are denoted as F_dr and F_df, acting on both the sprung mass and
with motion-dependent suspension force and damped systems with constant- unsprung masses. In the case of the active suspension system, hydraulic
magnitude suspension force. actuators are inserted in the suspension, and the control forces are represented
S. Prabhakar et al.: The aim of this study is to simulate a passive suspension as Uf and Ur, acting on both the sprung mass and unsprung masses.
system for a quarter car model with variable damping and stiffness parameters. The sprung mass (M) has 2DOF, representing body bounce and pitch
The study emphasizes the impact of disturbances, such as road profiles, on the movement, with the vertical displacement at the center of gravity denoted as
suspension system's performance and passenger comfort. Y_c and the pitch angle as θ. The unsprung masses have 2DOF due to vertical
Cătălin Alexandru et al.: This comparative analysis focuses on passive and motions, represented as Y_r and Y_f. The road excitation input to the wheels is
active suspension systems in motor vehicles. The study uses a half-car model denoted as Y_r. As a result, there are four second-order differential equations
representing the guiding-suspension system of a rear axle. Matrix Algebra Tool that govern the motion of the sprung and unsprung masses in this model.
is employed for optimization, and two stages of parametric studies are Equations of motion for active suspension system:
conducted, followed by controller optimization. Sprung mass (M) bounce:
Amit A. Hingane et al.: The objective of this study is to analyze the primary 𝑀𝑦̈ + 𝐾 𝑦 + 𝑎𝜃 − 𝑦 + 𝐶 𝑦̇ + 𝑎𝜃̇ − 𝑦̇ − 𝑈 + 𝐾 (𝑦 − 𝑏𝜃 − 𝑦 ) +
suspension system of a vehicle and compare the ride and handling performance 𝐶 𝑦̇ − 𝑏𝜃̇ − 𝑦̇ −𝑈 =0
of a specific vehicle with passive suspension and semi-active suspension using
a Bingham model for MR damper. The study demonstrates that the semi-active Sprung mass (I) Pitch:
suspension system, with the Bingham model for MR damper, provides a lower
𝐼𝜃̈ + 𝐾 𝑦 + 𝑎𝜃 − 𝑦 𝑎 + 𝐶 𝑦̇ + 𝑎𝜃̇ − 𝑦̇ 𝑎 − 𝑈 𝑎 − 𝐾 (𝑦 − 𝑏𝜃 −
maximum sprung mass acceleration when subjected to random road excitation.
𝑦 )𝑏 − 𝐶 𝑦̇ − 𝑏𝜃̇ − 𝑦̇ 𝑏 + 𝑈 𝑏 = 0
Swati Gaur et al.: This study focuses on controlling vibrations in bus suspension
systems using PI and PID controllers. The researchers compare the performance
Front tire (mf) bounce:
of the open-loop system with the PI and PID controllers using time and
𝑚 𝑦̈ + 𝐾 𝑦 −ℎ − 𝐾 𝑦 + 𝑎𝜃 − 𝑦 − 𝐶 𝑦̇ + 𝑎𝜃̇ − 𝑦̇ +𝑈 =0
frequency domain analysis in the Matlab environment. The aim is to achieve a
smooth response in the bus suspension system.
Rear tire (mr) bounce:
M.J. Pable et al.: The objective of this study is to determine the optimal
parameters for a passive suspension system that closely mimic the performance 𝑚 𝑦̈ + 𝐾 (𝑦 − ℎ ) − 𝐾 (𝑦 − 𝑏 𝜃 − 𝑦 ) − 𝐶 𝑦̇ − 𝑏𝜃̇ − 𝑦̇ +𝑈 =0

of an active suspension system. The researchers propose an approach for

designing the passive suspension parameters using the Linear Quadratic
Regulator (LQR) based active suspension design technique.
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ISSN (Online): 2451 – 5632
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0
⎡ ⎤ 0
⎡ 0 ⎤
⎢ ⎥
⎢ 0 ⎥ ⎢ 0 ⎥
( ) ⎢ 0 ⎥
⎢ ⎥
⎢ 0 ⎥
𝐵=⎢ 0 ⎥ 𝐶=⎢ ⎥
⎢ ⎥ 0
⎢ ⎥
⎢ ⎥
⎢ ⎥
⎢ 0 ⎥
Fig 2: car model. ⎢ ⎥
⎢ ⎥
⎣ ⎦
⎣ ⎦

Mathematical modeling of road profiles

To assess the suspension characteristics related to ride comfort, vehicle
handling, and suspension working space, the variability of road profiles is
considered. In the case of evaluating active suspension performance, road
disturbances are often assumed to be shocks. Shocks refer to discrete events
characterized by relatively short durations and high intensities. These shocks
Fig 3: Half car model. can occur due to various factors such as pronounced bumps or potholes on an
State space representation for 4-DOF vehicle model otherwise smooth road surface.
The following state variables are defined for the half car model with the active Transient road profiles, including bumps and potholes, are typical examples of
suspension system road profiles encountered during regular road travel. These profiles create
x = y , x = ẏ , x = θ, x = θ̇, x = y , x = ẏ , x = y , x = ẏ sudden and significant disturbances that affect the performance of the
The equations of motion can be written in state variable form where suspension system. By analyzing the response of the suspension under such
x , x , x , x , x , x , x , x are taken as states. Therefore, transient road profiles, it becomes possible to evaluate and compare the
𝑥̇ = 𝑥 effectiveness of different suspension systems in providing ride comfort,
handling, and maintaining adequate working space for the suspension
𝐾 𝐶 𝐾 components.
𝑥̇ = − (𝑥 + 𝑎𝑥 − 𝑥 ) − (𝑥 + 𝑎𝑥 − 𝑥 ) − (𝑥 − 𝑏𝑥 − 𝑥 )
𝑀 𝑀 𝑀 In this work, this case of the road profile is considered first to reveal
𝐶 1
− (𝑥 − 𝑏𝑥 − 𝑥 ) +
𝑀 𝑀
𝑈 +𝑈 the transient response characteristic, which is given by (3.29)
𝐴 2𝜋𝑉 𝐿
𝑥̇ = 𝑥 (1 − cos( 𝑡)) , 𝑖𝑓 0 ≤ 𝑡 ≤
𝑍 (𝑡) = 2 𝐿 𝑉
𝐾 𝐶 𝐾 𝐿
𝑥̇ = − (𝑥 + 𝑎𝑥 − 𝑥 )𝑎 − (𝑥 + 𝑎𝑥 − 𝑥 )𝑎 + (𝑥 − 𝑏𝑥 − 𝑥 ) 0 𝑖𝑓 𝑡 >
𝐼 𝐼 𝐼 𝑉
𝐶 1 Where A and L are the height and length of the bump. Assume that A=0.05m,
+ (𝑥 − 𝑏𝑥 − 𝑥 )𝑏 +
𝐼 𝐼 𝑈 𝑎−𝑈 𝑏 L=2m, and the vehicle forward velocity V=20 km/h. The above Eqs developed
𝑥̇ = 𝑥 in SIMULINK and simulated response described in Fig 3.6.
𝐾 𝐾 𝐶 𝑈 Parameters of 4-DOF vehicle model
𝑥̇ = − (𝑥 − 𝑟) + (𝑥 + 𝑎𝑥 − 𝑥 ) + (𝑥 + 𝑎𝑥 − 𝑥 ) −
𝑚 𝑚 𝑚 𝑚 The vehicle parameters for the numerical and analytical calculations
𝑥̇ = 𝑥 are taken for 4-DOF vehicle model. The stiffness and damping constants for the
𝐾 𝐾 𝐶 𝑈 suspension and mass, geometry properties for the sprung mass and unsprung
𝑥̇ = − (𝑥 − 𝑟) + (𝑥 − 𝑏𝑥 − 𝑥 ) + (𝑥 − 𝑏𝑥 − 𝑥 ) −
𝑚 𝑚 𝑚 𝑚
mass are tabulated in the Table
Writing these equations in State Space representation of the system
ẋ = Ax + Bu + Dr
Where,
 International Journal Of Innovative Trends In Multi Disciplinary Scientific Research(Ijtmsr)
ISSN (Online): 2451 – 5632
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Parameter Description Numerical Value

Symbol
M Sprung mass of the vehicle 1570 kg
body

I Mass moment of inertia of 2730 Kgm2

the vehicle body with
respect to the center of
gravity (C.G)
mf, mr Unsprung mass of the front 40 kg, 45kg
and rear wheels

Kf ,Kr Stiffness of the front and 364000

rear passive suspension N/m,27300N/m
Ktf ,Ktr Stiffness of front and rear 200,000 N/m Fig 5:2nd mode of half car model.
tires The above image shows the natural frequency of half car model. 2nd frequency
Cf ,Cr Front and rear passive 3250 Ns/m,2600 is related to vehicle pitch.
suspension damping Ns/m
coefficients
a Distance from C.G to the 1.23 m
front wheel

b Distance from C.G to the 1.65 m

rear wheel

Table 1: vehicle parameters.

Using the above data, FEA analysis is done in ANSYS software. And results
are plotted below.

Fig 6: passive half car modeling.

In the field of optimal control, the objective is to find a controller that can offer
the best possible performance. Control strategy plays a crucial role in the design
of active suspension systems, as it determines the trade-off between ride
comfort and vehicle handling. Researchers have made significant efforts to
enhance the performance of active suspension systems by exploring various
control strategies.
One commonly used control strategy is the Linear Quadratic Regulator (LQR)
controller. It is employed in the design of active suspension systems to enhance
the vehicle's dynamics. The LQR controller optimizes a quadratic cost function
that captures the desired performance criteria, such as minimizing the deviation
Fig 4: 1st mode of half car model. from the desired ride height or minimizing the suspension deflection.
The mode shape refers to the shape of the half car model at different natural By formulating the problem as an optimization task, the LQR controller
frequencies. It can be determined through the eigenvalues of the vibration determines the optimal control input for the active suspension system based on
equation, particularly for single or two-degree-of-freedom systems. In the the current state of the vehicle. This control input is designed to minimize the
context of a half car model, the mode shape at the first frequency is typically cost function and improve the vehicle's overall performance.
related to the mass of the vehicle. The specific shape represents the distribution The LQR controller is advantageous because it provides a systematic approach
of displacements and deformations within the model at that particular to designing control strategies for active suspension systems. It considers the
frequency. system dynamics and the desired performance criteria, allowing engineers to
strike a balance between ride comfort and vehicle handling.
Through the application of LQR control, researchers aim to enhance the
dynamic behavior of active suspension systems, resulting in improved ride
 International Journal Of Innovative Trends In Multi Disciplinary Scientific Research(Ijtmsr)
ISSN (Online): 2451 – 5632
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quality, reduced vibrations, and enhanced vehicle stability. Continuous research solution and under which the steady state closed loop system is stable are
and development in this area contribute to the ongoing advancements in active The pair (𝐴, 𝐵) defines a stabilized system
suspension control strategies. The pair (𝐴, 𝐶) defines a detectable system
Linear Quadratic Regulator Controller Design of Active Suspension System for the 4-DOF vehicle model
Linear quadratic regulator control (LQR) is a powerful concept of optimally Let us consider the state space representation of linear time invariant system of
controlling linear systems whose states are available to be fed back, i.e. the half car (4DOF) model. The governing equations of motion for the half car
the states can be measured online. In this section mathematics of LQR model written in the following state space form
controller was discussed for the design of active suspension system to improve ẋ = Ax + Bu + Dr
the road handling and ride comfort for the full car and half car, quarter car Where A, B and D are state spaces matrices which are formulated in the
model. The LQR approach of vehicle suspension control is widely used in the mathematical modeling. The control algorithm adopted for the 2DOF vehicle
studies of controller design for the active suspension system. The LQR same as for 4DOF model but only the difference is state space representation
optimum control provides flexibility that that factors of the performance index changes and gain matrix changes. The selection of weighting parameters should
can be weighted according to the designer’s goal and other any constraints. The be taken to minimize the sprung body acceleration, pitch acceleration and
theory of optimal control is concerned with operating a dynamic system at suspension deflection. The following Q and R matrices chosen to find out the
minimum cost and the case where the system dynamics are described by a set control force (𝑡).
of linear differential equations and the cost is described by a quadraticfunction 1 0 0 0 0 0 0 0 0
⎡0 1 0 0 0 0 0 0 0⎤
is called the LQ problem. The LQR control design based on the automotive ⎢0
⎢ 0 1 0 0 0 0 0 ⎥⎥
performance criteria specified for the full car, half car and quarter car models 𝑄 = 1 × 10 ⎢0 0 0 1 0 0 0 0 ⎥ 𝐴𝑛𝑑 𝑅 =
⎢0 0 0 0 0 0 0 0 ⎥
will demonstrate the effect of LQR control to passenger cars with active ⎢0 0 0 0 0 0 0 0 ⎥
suspension.Fig 6.1 represents the application of LQR controller the plant to ⎢0 0 0 0 0 0 0 0 ⎥
⎣0 0 0 0 0 0 0 0 ⎦
estimate the optimal control force u to minimize the performance index.
1 0
Linear quadratic regulator (LQR) is an optimal control problem made the 0 1
following assumptions:
The state equation of plant is linear
The cost function is quadratic
Consider time linear time invariant system
𝑥̇ (𝑡) = 𝐴𝑥(𝑡) + 𝐵𝑢(𝑡) + 𝐷𝑟
The optimal solution of the linear regulator problem is to determine the control
law
𝑢(𝑡) = −𝐾𝑥(𝑡)
When substituting in the equation then the new system state becomes
𝑥̇ (𝑡) = (𝐴 − 𝐵𝐾)𝑥(𝑡) + 𝐷𝑟(𝑡) Fig 7: simulink model for LQR controller.
The procedure of optimization consists of finding control input U, In the development of a Simulink model for an active suspension system, the
which minimizes the performance index 𝐽 constitutes the performance specifications of the vehicle, in this case, the Toyota Avalon XLE 2015, are
characteristics requirement as well as the controller input limitation. The incorporated. These specifications are typically provided in the form of
optimal controller of the given system is defined as to find a control input 𝑢(𝑡) variables and are uploaded to the workspace of MATLAB from an M-file
minimizing the following quadratic performance index. editor.
Once the specifications are available in the MATLAB workspace, they can be
𝐽= (𝑥(𝑡) 𝑄 𝑥(𝑡) + 𝑢(𝑡) 𝑅𝑢(𝑡))𝑑𝑡
utilized within the Simulink model. The Simulink model is designed to simulate
Where 𝑢(𝑡) is state input vector, 𝑥(𝑡) is the state variable vector and 𝑄 and 𝑅 the behavior of the active suspension system based on the provided
are positive definite weighting matrices. The state feedback gain matrix 𝐾 specifications and control algorithms.
(controller) given by During the simulation, the variables representing the vehicle specifications,
𝐾=𝑅 𝐵 𝑃 such as mass, spring constants, damping coefficients, and other relevant
And P is the unique non negative definite solution of the algebraic Riccati parameters, are used in the model to define the characteristics of the suspension
equation (ARE) system.
𝐴 𝑃 + 𝑃𝐴 − 𝑃𝐵𝑅 𝐵 𝑃 + 𝑄 = 0 The simulation results are then analyzed and visualized using various tools
The necessary conditions under which riccati equation has a steady-state available in Simulink. One commonly used tool is the Scope block, which
 International Journal Of Innovative Trends In Multi Disciplinary Scientific Research(Ijtmsr)
ISSN (Online): 2451 – 5632
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allows for the observation and plotting of relevant signals and variables during
0.0035
the simulation. The Scope block provides a graphical representation of the 0.003
system's response, enabling engineers to evaluate the performance of the active 0.0025
suspension system based on the specified specifications. 0.002
By incorporating the Toyota Avalon XLE 2015 specifications into the Simulink 0.0015 30 kmph
0.001
model and visualizing the simulation results using tools like the Scope block, 40 kmph
0.0005
engineers can assess the effectiveness of the active suspension system and make 0 45 kmph
necessary adjustments or improvements to optimize the vehicle's ride comfort -0.0005 0 5 10 15
and handling characteristics. -0.001
-0.0015
0.006 -0.002
0.005
0.004 Graph 4: vehicle pitch at different velocities.
0.003 30 kmph The graph above depicts the pitch of a vehicle at various speeds. The preceding
0.002 graph clearly shows that if the vehicle goes at the slowest possible speed, it will
40 kmph
0.001
45 kmph have the greatest displacement.
0
-0.001 0 5 10 15 0.02
-0.002
-0.003 0.015

0.01
Graph 1: vehicle displacement at different velocities.
passive
The graph above depicts vehicle displacement as a function of vehicle velocity. 0.005
active
The preceding graph clearly shows that if the vehicle goes at the slowest
0
possible speed, it will have the greatest displacement. 0 5 10 15
-0.005
0.05
0.04 -0.01
0.03 30 kmph
Graph 5: vehicle displacement.
0.02 40 kmph
0.01 The graph above depicts the vehicle displacement suspension systems, both
45 kmph
0 passive and active. External force is exerted to the vehicle's suspension stem in
-0.01 0 5 10 15 this case. Then we may minimise the quantity of waves and enhance the
vehicle's damping. As shown in the preceding shot.
Graph 2: front wheel displacement at different velocities.
The graph above depicts the front wheel displacement as the vehicle's velocity 0.05
changes. The preceding graph clearly shows that if the vehicle goes at the
0.04
slowest possible speed, it will have the greatest displacement.
0.03
0.0001 passive
0.02
active
0.00005 30 kmph 0.01
40 kmph
0
0 45 kmph 0 5 10 15
0 5 10 15 -0.01

-0.00005 Graph 6: front wheel displacement.

Graph 3: Rear wheel displacement at different velocities. The graph above depicts the passive and active suspension systems of the front

The graph above depicts the rear wheel displacement as the vehicle's velocity wheel displacement. External force is being thrust to the vehicle's suspension

changes. The preceding graph clearly shows that if the vehicle goes at the system in this case. Then we may minimise the quantity of waves and enhance

slowest possible speed, it will have the greatest displacement. the vehicle's damping. As shown in the preceding shot.
 International Journal Of Innovative Trends In Multi Disciplinary Scientific Research(Ijtmsr)
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technique is utilized to enhance passenger comfort. Vibration analysis is also

0.01
conducted on the vehicle. The natural frequency of the vehicle is initially
0.008
determined using MATLAB and ANSYS, and good agreement is found
0.006
between the two readings. A resonance amplitude of 1.955 Hz is observed. In
0.004
passive conclusion, the study demonstrates that external controlling forces are effective
0.002
active in providing a more comfortable experience for passengers. These findings
0
highlight the importance of proper control techniques in improving ride quality.
-0.002 0 5 10 15

-0.004
References
-0.006
1.Shpetim Lajqi and StanislavPehan, “Designs and Optimizations of Active and
Graph 7: vehicle pitch behavior. Semi-Active Non-linear Suspension Systems for a Terrain Vehicle”, Journal of
The graph above depicts the passive and active car pitch suspension systems. Mechanical Engineering 58(2012)12, 732-743.
External force is applied to the vehicle's suspension system in this case. Then 2. Anirudh R. Iyer, R. Venkatachalam and A. Balaraju, “Analysis of Optimum
we may minimise the quantity of waves and enhance the vehicle's damping. As Suspension Parameters of a Semi-Independently Suspended Automobile”,
shown in the preceding shot. International Journal of Innovative Research in Science, Engineering and
natural frequency matlab ansys Technology, Vol. 3, Issue 5, May 2014, ISSN: 2319-8753. Bamankar,

mass 0.965 0.9927 International Journal of Advanced Engineering Research and Studies E-
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inertia 3.24 1.955
3. Florin Mailat, Stefania Donescuand VeturiaChiroiu, “On the Automotive
frone wheel 11.373 11.31
Semi-Active Suspensions”, Proceedings of The Romanian Academy, Series A,
rear wheel 18.92 19.08
Volume 5, Number 1/2004.
Table 2: natural frequency of half car model.
4. S. Prabhakar, Dr.K.Arunachalam, “Simulation And Analysis Of Passive
25 Suspension System For Different Road Profiles With Variable Damping And
Stiffness Parameters”, National Conference On Recent Trends And
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5. CatalinAlexandru, and PetreAlexandru, “A comparative analysis between the
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vehicles passive and active suspensions”, International Journal of Mechanics,
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0 6. Mr.AmitA.Hingane, Prof. S. H. Sawant, Prof.S.P.Chavan,Prof. A.P.Shah, “

1 2 3 4 Analysis of Semi active Suspension System with Bingham Model Subjected to
Random Road Excitation Using MATLAB/Simulink”, IOSR Journal of
Graph 8: natural frequency of half car model.
Mechanical and Civil Engineering (IOSR-JMCE) ISSN: 2278-1684, PP: 01-06.
The graph above depicts the natural frequencies of the half vehicle model. The
7. Swati Gaur and Sheilza Jain, “Vibration Control of Bus Suspension System
first natural frequency is connected to the mass of the vehicle in this case. The
using PI and PID Controller”, Proceedings of 2nd International Conference on
second one is connected to inertia mass, the third to front wheel, and the fourth
Emerging Trends in Engineering and Management, ICETEM 2013, Vol.3 (3),
to rear wheel. The natural frequencies are determined using the ansys as well as
July, 2013 e-ISSN: 2231- 0347 Print-ISSN: 2231-2013.
matlab software packages. Both parties are in accord.
Conclusion
This work focuses on simulating and analyzing the behavior of a conventional
mechanical spring and damper system. The objective is to understand the
impact of changing suspension damping and stiffness on the tradeoff between
comfort and performance. The study acknowledges that racing cars typically
have stiff springs and high damping, while passenger vehicles exhibit softer
springs and a more oscillatory response. Different velocity parameters are
considered to examine the behavior of the vehicle. It is observed that the vehicle
experiences maximum bounce at low speeds. To address this, controlling forces
are employed, and in this study, the LQR (Linear Quadratic Regulator) control