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Ride control of military vehicles is challenging due to varied terrain and mission requirements such as operating weight. Achieving top speeds on rough terrain is typically considered a key performance parameter, which is always constrained by ride discomfort. Many military vehicles using passive suspensions suffer with compromised performance due to single tuning solution. To further stretch the performance domain to achieving higher speeds on rough roads, semi-active suspensions may offer a wide range of damping possibilities under varying conditions. In this paper, various semi-active control strategies are examined, and improvements have been made, particularly, to the acceleration-driven damper (ADD) strategy to make the approach more robust for varying operating conditions. A seven degrees of freedom ride model and a quarter-car model were developed that were excited by a random road process input modeled using an auto-regressive time series model.

Real-time driving simulations are an important tool for verifying vehicle and vehicle component designs with a driver in the loop. They not only provide a cost effective solution but also an ability to verify designs in a safe and controlled operating environment. A real-time driving experiment has been developed for Stryker to compare the ride and handling performance of a baseline passive suspension to that of a Magneto-Rheological (MR) semi-active damper suspension. The Tank Automotive Research Development and Engineering Center (TARDEC) has integrated this new suspension into a real time vehicle dynamics model of the Stryker using the MR suspension model developed by the Original Equipment Manufacturer (OEM). Using this real-time model and the TARDEC Ride Motion Simulator (RMS), TARDEC associates, along with associates from the Stryker Program Management office and the suspension OEM were able to drive and compare the passive and MR Stryker in a virtual environment.

When a vehicle moves over uneven ground, motion of the sprung and unsprung masses causes dynamic shifting in the load transmitted to the ground, making the normal reaction in the tire-soil patch a continuously changing wheel parameter that may affect vehicle performance. At high loads, sinkage of the wheel can become high as the wheel digs into the soil. At low loads, the wheel can have difficulty acquiring sufficient traction. Additionally, steerability of the wheel can be diminished at very low loads. Controlling the damping forces in the suspension that is usually used to improve ride quality and stabilize motion of the sprung mass can result in an increase in the dynamic variation of the wheel normal reaction and cause vehicle performance deterioration. In this paper, a method is developed to establish boundary constraints on the dynamic normal reaction to maintain reasonable tire-terrain mobility characteristics.