This study introduces a novel magnetorheological (MR) damper for semi-active vehicle suspension systems that enhance ride comfort and handling stability. The proposed damper integrates reverse and normal damping modes, enabling independent control of rebound and compression strokes through an external MR valve. This configuration supports four damping modes—Soft/Soft, Hard/Soft, Soft/Hard, and Hard/Hard—allowing adaptability to varying driving conditions. Magnetic circuit optimization ensures rapid damping force adjustments (≈10 ms), while a semi-active control algorithm incorporating skyhook logic, roll, dive, and squat control strategies was implemented. Experimental validation on a mid-sized sedan demonstrated significant improvements, including a 30–40% reduction in vertical acceleration and pitch/roll rates. These enhancements improve vehicle safety by reducing body motion during critical maneuvers, potentially lowering accident risk and driver fatigue. In addition to performance gains, the simplified MR damper architecture and modular control facilitate easier integration into diverse vehicle platforms, potentially streamlining vehicle design and manufacturing processes and enabling cost-effective adoption in mass-market applications. These findings highlight the potential of MR dampers to support next-generation vehicle architectures with enhanced adaptability and manufacturability.

A new active suspension control system that replaces the existing complex hydraulic systems was proposed in this paper by reviewing recent research and development trends. We studied the actuator system characteristics, force, and damping control by conducting studies on actuator dynamics, which are yet to be studied in the literature. Moreover, many damping and active force mechanism concept studies have been conducted based on several proposed hydraulic circuits. Based on the conducted studies, a new decentralized actuator system was designed for compact and efficient vehicle control. For the piecewise control, a model-based actuator force control algorithm was proposed with consideration of the individual main component non-linearity for force application scalability. Based on a semi-active system applied to the existing commercialization, the on-demand electric pump at each wheel is integrated into the system circuit to propose a realistic, cost-effective solution. Additionally, from the vehicle control point of view, an integrated control algorithm for active suspension was developed using a model-based control method and conventional map-based inverse control methods, considering nonlinear actuator characteristics and road input disturbance. Finally, the performance of the proposed control system was evaluated using a simulation technique and an actual test platform.

Recently, various forms and purposes of autonomous mobility have been widely developed and commercialized. To control the various iterations of shaped and purposeful mobility, control technology that can adapt to the dynamic characteristics of the mobility and environmental changes is essential. This study presents an adaptive proportional–integral–derivative (PID) controller for longitudinal velocity and yaw rate tracking in autonomous mobility, addressing the aforementioned issue. To design the adaptive PID controller, error dynamics have been designed using error and control input with two coefficients. It is designed that the two coefficients are estimated in real time by recursive least squares with multiple constraints and forgetting factors. The estimated coefficients are used to compute PI gains based on the Lyapunov direct method with constant derivative gain. Multiple constraints, such as value and rate limits, have been incorporated into the RLS algorithm to enhance the control stability. The performance evaluation is conducted through the co-simulation of MATLAB/Simulink and CarMaker under integrated control scenarios, such as longitudinal velocity and yaw rate tracking, for mobility.

This study quantitatively evaluated the performance of a semi-active electronically controlled suspension (ECS) on low-friction (low-μ) road surfaces. A mid-size passenger vehicle equipped with a reverse-type continuously variable damper was tested through double lane change (DLC) maneuvers on the snow-covered Arjeplog test track in Sweden. The proposed semi-active control logic, based on Skyhook control, was designed to enhance handling stability by integrating roll rate control with yaw moment compensation control using roll moment distribution. Under semi-active only operation, the peak yaw-rate amplitude decreased by approximately 16% compared with the conventional fixed-damping mode, confirming a clear improvement in yaw stability. Furthermore, when the ECS operated in conjunction with the vehicle dynamic control (VDC) system through a lateral-acceleration signal linkage, the vehicle exhibited smoother roll and yaw responses, as well as highly repeatable steering behavior, across multiple tests. These results demonstrate that the proposed semi-active ECS not only improves transient yaw stability but also enhances response consistency when combined with VDC, providing a practical foundation for integrated chassis control development under real-world low-µ conditions, such as snow and wet roads.

This study outlines a methodology for determining the durability specifications of electronically controlled dampers by examining performance degradation observed on actual driving roads. It identifies areas of performance decline and the primary causes affecting major actuator dampers. Traditionally, the durability performance of automobile parts has been assessed by calculating damage based on load profiles. However, analyzing actual road conditions is essential because the control commands of electronically controlled suspension systems change in real time according to load conditions. Simulations based on Road Load Data Acquisition (RLDA) use statistically independent representative road surfaces to assess damper deterioration performance. Following this analysis, a rig test of the damper is performed to establish the durability specifications for damper actuator products. The primary form of performance degradation observed was a change in the tensile damping force, which was more substantial than the degradation observed on the compression side. Oil leakage and cavitation were identified as significant influencing factors from a Failure Mode and Effects Analysis (FMEA) perspective. The study concludes that additional design research is necessary, focusing on damper oil and leakage, while also considering the control algorithm’s effects in designing electronically controlled dampers.

This study develops a design procedure for electromechanical regenerative dampers using recorded damper stroke, velocity, and force from city, highway, country, and rough-road driving. The signals are converted into directional force, mechanical-power, energy-coverage, and operating-duty requirements. Motor size, gear ratio, lever ratio, power-network limits, packaging, and reflected inertia are screened, and 12 V and 48 V configurations are selected separately. Force tracking is checked with a prescribed-motion actuator model, and the selected designs are compared with a hydraulic reference in a quarter-car model under paired ISO Class B/80, C/60, and D/40 km/h inputs. The design points include 0.4 kW at 0.30 m/s, 0.6 kW for continuous-load screening, and 2.3 kW for 95% mechanical-energy coverage per damper. On the selected Class D/40 km/h input, the interface-force NRMSE is 52.3% for the 12 V configuration and 23.5% for the 48 V configuration. This is a comparison of two complete system designs, and prototype validation remains necessary.