In order to modify both stiffness and damping rates according to various road
conditions, this research introduces a pneumatic spring in conjunction with a
magnetorheological (MR) fluid damper as a single suspension unit for each wheel
in the truck. Preventing weight transfer and improving riding comfort during
braking, acceleration, and trajectory prediction are the main objectives. A
two-axle truck has been used, consisting of three degrees of freedom for the
sprung mass, including vertical, pitch, and roll motions, and four degrees of
freedom for the unsprung masses, which have been redesigned according to the
different types of springs and dampers. Pneumatic-controlled springs, often
referred to as dynamic or classic models, replace laminated leaf springs
commonly found in vehicles. Additionally, an MR damper replaces a hydraulic
double-acting telescopic shock absorber. These models are studied to evaluate
the effect of pneumatic spring parameters on truck dynamics. Pneumatic stiffness
and the intended damping force are monitored by a recurrent neural network in
conjunction with leveling control. This process provides the recommended voltage
for the MR damper based on the Signum function damper controller. The
performance of the suspension is assessed in the time and frequency domains for
both step and random road excitations using vehicle dynamic parameters. Six
suspension system configurations are compared with the air spring dynamic model
integrated with the MR damper (Model 6), which is recommended as a suspension
system for trucks. According to simulation data, when compared to alternative
suspension systems, Model 6 significantly enhances both ride comfort and vehicle
stability. Model 6 offers improvements in tire workload, truck path, tire–ground
contact point during acceleration, braking efficiency, and stopping distance.
Compared to previous controlled models, Model 6 also demonstrates zero
steady-state offset and zero steady-state error.
