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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Improvement of NSGA-II algorithm and multi-objective optimisation of suspension kinematics</title>
      <link>https://trid.trb.org/View/2693708</link>
      <description><![CDATA[Multi-objective optimization of suspension kinematics based on the non-dominated sorting genetic algorithm II (NSGA-II) is a widely adopted technical approach. However, the NSGA-II algorithm has several limitations. Therefore, this study aims to address these limitations and improve the algorithm. The improvement begins by introducing chaotic mapping for population initialization, adaptive crossover and mutation rates, and a dynamic elitism retention mechanism, resulting in the proposed chaotic adaptive non-dominated sorting genetic algorithm II (CA-NSGA-II). The performance of the CA-NSGA-II algorithm is then compared with other algorithms to validate its overall performance. Lastly, the CA-NSGA-II algorithm is applied to the multi-objective optimization of the kinematics in a double wishbone composite rear suspension system. The results show that compared with other comparison algorithms, the CA-NSGA-II algorithm has better comprehensive performance. When solving the multi-objective optimization problem of suspension kinematics, it is superior to NSGA-II algorithm and can provide better solutions.]]></description>
      <pubDate>Tue, 19 May 2026 15:12:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693708</guid>
    </item>
    <item>
      <title>Design Evolution of a Novel LCA for a Multi-Link Rear Suspension System in a Born Electric Vehicle</title>
      <link>https://trid.trb.org/View/2669767</link>
      <description><![CDATA[The spring link or the lower control arm (LCA) is a critical structural component in a multi-link rear suspension system especially in a sports utility vehicle (SUV). The design of the rear LCA is thus challenging due to higher loads owing to higher suspension articulation typical of a SUV and further complicated in a born electric vehicle (BEV) due to increased vehicle weight contributed by a large battery. In the present work, a novel LCA was designed for the rear suspension system of one such born electric SUV application. The unique link was designed to withstand 20% higher rear axle weight compared to the conventional LCA used in a typical SUV. The LCA housed the spring with increased stiffness and a semi-active damper with varying and higher damping forces which complicated the design. The link design was further complicated with stab link mounting provision and mass damper mounting for improved NVH performance. Furthermore, the link was designed to withstand significantly higher forces due to 25% increased bump travel whilst reducing the panel thickness and weight of the LCA by 10% without compromising on the performance and durability compared to the conventional LCA. The link was also designed for ease of manufacturing with low-cost press worked sheet metal panels despite the higher loads acting on it.The present study details the design evolution of the spring link elaborating the novel design features used and the design optimization study carried out using finite element analysis (FEA) to evaluate the fatigue life and buckling strength. The FEA analysis was performed using commercially available FEMFAT & NASTRAN software to validate the structural performance whilst OptiStruct was used for the bucking analysis. Thus, the present work details the novel design features and the design evolution of the spring link with 10% reduced weight to meet the durability, performance and tighter packaging requirements of a multi-link rear suspension system of a born electric SUV.]]></description>
      <pubDate>Tue, 31 Mar 2026 16:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669767</guid>
    </item>
    <item>
      <title>Kinematic Versus Elasto-Kinematic Model of a Twistbeam Suspension</title>
      <link>https://trid.trb.org/View/2407459</link>
      <description><![CDATA[The Twistbeam axle suspension is a cheap and robust layout for rear axles at front wheel driven midsize cars. Appropriate models have to take the elastic deformation of the torsion beam into account. A Finite Element approach requires detailed information of the material properties and the shape which are usually only available in the final production stage. This paper presents a lumped mass model which can easily be integrated into a multibody vehicle model and can be used in the early stage of development. An approximation by the design kinematics further reduces the complexity of the model and considers only the kinematic properties of the Twistbeam suspension. Simulations using a nonlinear and three-dimensional vehicle model with different maneuvers, such as steady-state cornering, step steer input, and driving straight ahead on random road, demonstrate the performance and, in particular, the difference of the presented Twistbeam suspension models.]]></description>
      <pubDate>Mon, 28 Jul 2025 08:55:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407459</guid>
    </item>
    <item>
      <title>Comparison of the Performance of Different Active Suspension Architectures Equipped with Linear Electric Motors</title>
      <link>https://trid.trb.org/View/2407412</link>
      <description><![CDATA[Despite the ever-increasing studies on active suspensions, most of which illustrate significant improvements over the conventional suspension systems, there have been only a few recent real-life applications in modern production vehicles. The drawbacks of high cost, added weight, added power requirement, and difficulty of maintenance which require specialized tools and technicians, have constrained these applications to the luxury vehicles. This work focuses on comparing the performance of three different active suspension architectures with each other: Linear motors at the front suspensions, linear motors at the rear suspensions, and linear motors at both front and rear suspensions in an attempt to see if a compromise solution can be found. The aim is to investigate if, in view of the benefits of decreased weight, power requirement, and increased cost efficiency, the somewhat reduced but still achievable improvements in the cases of front or rear-only active suspensions can still be a viable solution. In the comparison of the three alternatives, state feedback control considering signal delays and control allocation techniques have been used. The control objectives are set as ride comfort improvement on straight-line driving, braking distance improvement during ABS braking and roll angle mitigation during high-speed steering. Simulation results are assessed and quantified with respect to decisive vehicle dynamics variables, such as sprung mass acceleration, braking distance, reference yaw rate tracking, sideslip angle and roll angle, and conclusions are drawn on benefits of using each three architecture considered. The all active suspension comes out to be the best in ride comfort improvement, braking distance improvement and roll angle mitigation as expected, but the improvements provided by front and rear active suspension architectures in braking distance improvement and roll angle mitigation respectively, are still satisfactory.]]></description>
      <pubDate>Mon, 28 Jul 2025 08:55:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407412</guid>
    </item>
    <item>
      <title>Development of a New Multi-link Suspension</title>
      <link>https://trid.trb.org/View/1787470</link>
      <description><![CDATA[This paper describes a newly developed multi-link rear suspension that has been adopted on a new passenger car model. This suspension achieves a firm, smooth ride and exceptional quietness while maintaining high levels of handling and stability. It also allows interior packaging improvements suitable for a new platform.]]></description>
      <pubDate>Thu, 16 Jan 2025 09:09:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787470</guid>
    </item>
    <item>
      <title>Identification of Kinematic Points Based on KnC Measurements from the Suspension Motion Simulator</title>
      <link>https://trid.trb.org/View/1973329</link>
      <description><![CDATA[A systematic method to identify the kinematic point positions (x-, y- and z-values) of a rear axle has been developed with help of Kinematics and Compliance (KnC) measurements from the Suspension Motion Simulator (SMS) at TU Dresden. The kinematic points were at first measured with a ROMER arm, which is a coordinate measurement machine (CMM). The KnC simulation results of a MBS (Multibody System) model in ADAMS/Car based on CMM data were verified by KnC measurements from the SMS test rig. To reduce the calculation time, the total identification process was defined in two steps, rough and fine identification. In the first step of rough identification, the boundary conditions were constant lengths of links or constant distances between two kinematic points as to find possible spatial positions of kinematic points in a restricted range. For fine identification, the objective function considered also the KnC characteristic curve error between MBS simulations and test rig measurements, which was realized by a simulation exchange between ADAMS/Car and MATLAB. The errors between identified positions of kinematic points and CMM data were in an acceptable range, which has validated the developed identification method.]]></description>
      <pubDate>Thu, 04 Jan 2024 10:52:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1973329</guid>
    </item>
    <item>
      <title>An Off-Road Suspension Design</title>
      <link>https://trid.trb.org/View/1806504</link>
      <description><![CDATA[This paper consists in a definition and analysis of rear suspension geometry to an off-road vehicle. The suspension selection was accomplished through the study of its geometric characteristics to design its dimensions and position of installation in the vehicle according to the expected behavior. The current suspension of the vehicle, on the front and rear axles, was analyzed for understanding its dynamic behavior. The vehicle submitted to analysis was a “Mini-Baja”, off-road prototype, which is used to run national competitions between engineering colleges. Its top speed is 50 km/h and its turn diameter is 8.2 m.]]></description>
      <pubDate>Wed, 28 Dec 2022 16:12:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1806504</guid>
    </item>
    <item>
      <title>Dynamical Model of a Formula SAE Prototype</title>
      <link>https://trid.trb.org/View/1819423</link>
      <description><![CDATA[Race cars, such as the Formula SAE competition prototypes, are high performance vehicles which demand a thorough understanding of their dynamics in order to be adequately designed. Among the critical components the front and rear suspensions play a critical role in driveability and overall performance. This work presents a complete dynamical model of the entire vehicle regarding its dynamical behavior in curves. The tyres are modeled in a simplified way but taking into consideration their rigidity and friction coefficients. Based on the proposed model parameter variations are done, in order to identify optimal values for the suspension geometry but also to provide a better insight in the design process as well. With the built prototype measurements are taken in order to verify the model.]]></description>
      <pubDate>Thu, 14 Jul 2022 11:32:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1819423</guid>
    </item>
    <item>
      <title>Prediction of Handling Performance of a Compact Car Due to Change in Rear Suspension Type</title>
      <link>https://trid.trb.org/View/1822493</link>
      <description><![CDATA[The prediction of vehicle handling performance adds to several important inputs to the suspension designers early in the stage of product development. These inputs, for instance, the cornering behavior and lane change performance, provide better understanding to propose the suspension specification [1,2].         In this paper, a concept study for vehicle handling performance of a test vehicle between the rear suspension setup of semi-independent trailing arm and torsion (twist) beam in the same platform using computer aided engineering (CAE) techniques has been carried out.         Here, a full CAE vehicle model in ADAMS/Car has been developed and standard vehicle handling performance tests are simulated. The CAE test results are validated with that of physical testing performed on a proto vehicle and correlation is established. The rear suspension of this CAE model is replaced from initial setup of semi-independent trailing arm to torsion beam suspension and the change in vehicle handling performance is evaluated. The results of this concept study may give the suspension designers a better insight in developing a new or a different suspension setup towards achieving the vehicle handling performance target, even before the first prototype is built.]]></description>
      <pubDate>Wed, 29 Jun 2022 16:46:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1822493</guid>
    </item>
    <item>
      <title>Application of Structure Optimization Method to Dynamic Tuning</title>
      <link>https://trid.trb.org/View/1829936</link>
      <description><![CDATA[The understeer of vehicle is desired for the vehicle's handling performance, and the roll rate of rear suspension is one of the key characteristics to achieve the understeer performance. A proper roll rate of the rear suspension is required to assure a certain level of understeer. Generally, in the vehicle dynamic tuning process, several methods are available for improving understeer performance, e.g., changing the hard-points of suspensions, adjusting stiffness of bushings, etc. On the other hand, structure optimization of components can be used in some case to improve the performance. In this paper, the optimization method is applied to the twist beam of rear suspension. The change in local geometry by optimized design leads to appropriate adjustment of the roll rate. Finally the vehicle understeer performance reaches design target.]]></description>
      <pubDate>Mon, 27 Jun 2022 08:59:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1829936</guid>
    </item>
    <item>
      <title>Collaborative optimization of bushing installation angle and bushing stiffness of torsion beam suspension to improve the handing stability of the whole vehicle</title>
      <link>https://trid.trb.org/View/1970227</link>
      <description><![CDATA[Both the bushing installation angle and bushing stiffness of torsion beam suspension have important and complex effects on suspension characteristics and vehicle handling stability. For improving the vehicle handling stability by optimizing the two, this paper systematically analyzes the influence mechanism of the bushing installation angle and bushing stiffness of the torsion beam suspension on the suspension C characteristic. The nonlinear relationship between the bushing installation angle and the steady-state characteristics index in the local design space is discussed. The influence mechanism of the bushing installation angle and bushing stiffness on the frequency response characteristics is deeply analyzed, the variation relationship of the frequency characteristic index at the low frequency of 0.5 Hz under different bushing installation angles and bushing stiffnesses is obtained. Finally, the bushing stiffness, which has a great influence on the frequency characteristics, and the bushing installation angle are taken as the optimization variables, and the frequency characteristic index is taken as the optimization goal, and the multi-objective collaborative optimization of the frequency characteristic is carried out with the help of genetic algorithm. From the comparative analysis of transient and steady-state characteristics before and after optimization, it can be seen the vehicle handling stability has been improved.]]></description>
      <pubDate>Fri, 17 Jun 2022 09:04:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1970227</guid>
    </item>
    <item>
      <title>Design of Leaf Spring Rear Suspension for Rear Mounted Engine</title>
      <link>https://trid.trb.org/View/1827699</link>
      <description><![CDATA[Light commercial vehicles are extension of three wheelers due to their need for simplicity and load carrying capacity. Smaller vehicle being simpler, have engine mounted at the rear. This gives an added advantage in terms of simple and light weight design and thus cost effective and have low engine noise and vibration in cabin. In many of the light commercial vehicles, which have been downsized from the bigger vehicles like trucks, have the aggregates designs similar to those of trucks like the drive line extending from the mid-engine to rear axle having integral differential. The axle carries the leaf springs for giving robust look as well the load carrying capacity. In the new rear suspension design of the light commercial vehicle, advantage of the mid position engine concept and rear engine concept have been captured. This paper discusses the design philosophy and the packaging of the same along with criteria for design.]]></description>
      <pubDate>Tue, 24 May 2022 10:05:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1827699</guid>
    </item>
    <item>
      <title>The Use of an Oveersteer Mechanical Assembly in a BAJA SAE</title>
      <link>https://trid.trb.org/View/1831111</link>
      <description><![CDATA[To design a rear suspension of BAJA SAE vehicle it must be considered many parameters as robustness, vertical and lateral. This work shows a proposal to idealize a favorable lateral dynamic, with a big range of oversteer.  This paper presents a double wishbone rear suspension, common used in this kind of vehicle, with a new toe controller system which target is to raise the oversteering characteristic.         It was used multibody virtual analysis to simulate a real use of the vehicle. To better understand and measure the improvements of the system a method of understeering/oversteering gradient calculation was used.  The results show that the OMA system induces the oversteer characteristic on the prototype which is very estimated on an off-road vehicle.]]></description>
      <pubDate>Wed, 13 Apr 2022 09:37:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1831111</guid>
    </item>
    <item>
      <title>Development of an Experimental FRF-Based Substructuring Model to Forward Predict the Effects of Beam Axle Design Modifications on Passenger Vehicle Axle Whine</title>
      <link>https://trid.trb.org/View/1812105</link>
      <description><![CDATA[This paper describes the process used to develop an experimental model with forward prediction capabilities for passenger vehicle axle whine performance, focusing initially on beam axle design modifications. This process explains how experimental Transfer Path Analysis (TPA), Running Modes Analysis (RMA) and Modal Analysis were used along with an experimental FRF-Based Substructuring (FBS) model. The objective of FBS techniques is to predict the dynamic behavior of complex structures based on the dynamic properties of each component of the structure. The FBS model was created with two substructures, the body/suspension and the empty rear beam axle housing. Each step in the creation of the baseline FBS model was correlated, and the forward predictive capability was verified utilizing an experimental modification to the beam axle structure.]]></description>
      <pubDate>Wed, 23 Feb 2022 16:16:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1812105</guid>
    </item>
    <item>
      <title>Enhancement of Vehicle Handling Based on Rear Suspension Geometry Using Taguchi Method</title>
      <link>https://trid.trb.org/View/1779438</link>
      <description><![CDATA[Studies have shown that the number of road accidents caused by rollover both in Europe and in Turkey is increasing. Therefore, rollover related accidents became the new target of the studies in the field of vehicle dynamics research aiming for both active and passive safety systems. This paper presents a method for optimizing the rear suspension geometry using design of experiment and multibody simulation in order to reduce the risk of rollover. One of the major differences of this study from previous work is that it includes statistical Taguchi method in order to increase the safety margin. Other difference of this study from literature is that it includes all design tools such as model validation, optimization and full vehicle handling and ride comfort tests. Rollover angle of the vehicle was selected as the cost function in the optimization algorithm that also contains roll stiffness and height of the roll center. In order to form the cost function, five different geometrical factors have been selected as design variables. The ultimate aim is to minimize the cost function by increasing the roll center height and suspension roll stiffness. To run the optimization routine, a rigid rear suspension mechanism used on the 7 m bus has been modeled using Adams/Car software program. Opposite wheel travel analysis has been performed as an optimization test method in order to simulate the vehicle passing over the bump. Then, in order to reach the minimum value of the cost function, statistical Taguchi method was used to perform design of experiments (DOE). In total, 27 experiments have been performed according to the selected design variables. Therefore, in each different experiment, the roll center height and the roll stiffness were measured. Then, the cost function was calculated and recorded to compare with the future iterations. The attachment points giving minimum cost function value are expected to be the optimal coordinates for installing the suspension mechanism.]]></description>
      <pubDate>Mon, 03 May 2021 11:49:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1779438</guid>
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