汽車麥弗遜懸架結(jié)構(gòu)設(shè)計及有限元分析
汽車麥弗遜懸架結(jié)構(gòu)設(shè)計及有限元分析,汽車,麥弗遜,懸架,結(jié)構(gòu)設(shè)計,有限元分析
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譯文題目：The?principle?Of?Car?Suspensions
汽車懸架的原理
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The?principle?Of?Car?Suspensions??
When?people?think?of?automobile?performance,?they?normally?think?of? horsepower,?torque?and?zero-to-60?acceleration.?But?all?of?the?power?generated?by?a? piston?engine?is?useless?if?the?driver?can't?control?the?car.?That's?why?automobile? engineers?turned?their?attention?to?the?suspension?system?almost?as?soon?as?they?had? mastered?the?four-stroke?internal?combustion?engine.?
The?job?of?a?car?suspension?is?to?maximize?the?friction?between?the?tires?and?the?
road?surface,?to?provide?steering?stability?with?good?handling?and?to?ensure?the? comfort?of?the?passengers.?In?this?article,?we'll?explore?how?car?suspensions?work,? how?they've?evolved?over?the?years?and?where?the?design?of?suspensions?is?headed?in? the?future.?
1.Vehicle?Dynamics?
If?a?road?were?perfectly?flat,?with?no?irregularities,?suspensions?wouldn't?be? necessary.?
But?roads?are?far?from?flat.?Even?freshly?paved?highways?have? subtle?imperfections?that?can?interact?with?the?wheels?of?a?car.?It's?these?imperfections?that?apply?forces?to?the?wheels.?According?to?Newton's?laws?of?motion,?all?forces?have? both?magnitude?and?direction.?A?bump?in?the?road?causes?the?wheel?to?move?up?and?down?perpendicular?to?the?road?surface.?The?magnitude,?of?course,?depends?on?whether?the?wheel?is?striking?a?giant?bump?or?a?tiny?speck.?Either?way,? the?car?wheel?experiences?a?vertical?acceleration?as?it?passes?over?an?imperfection.????? Without?an?intervening?structure,?all?of?wheel's?vertical?energy?is?transferred?to?the? frame,?which?moves?in?the?same?direction.?In?such?a?situation,?the?wheels?can?lose? contact?with?the?road?completely.?Then,?under?the?downward?force?of?gravity,?the? wheels?can?slam?back?into?the?road?surface.?What?you?need?is?a?system?that?will? absorb?the?energy?of?the?vertically?accelerated?wheel,?allowing?the?frame?and?body? to?ride?undisturbed?while?the?wheels?follow?bumps?in?the?road.?
The?study?of?the?forces?at?work?on?a?moving?car?is?called?vehicle?dynamics,? and?you?need?to?understand?some?of?these?concepts?in?order?to?appreciate?why?a? suspension?is necessary in the first place. Most automobile engineers consider the dynamics of a moving car from two perspectives:
1)Ride - a car's ability to smooth out a bumpy road
2)Handling - a car's ability to safely accelerate, brake and corner
These two characteristics can be further described in three important principles- road isolation, road holding and cornering. The table below describes these principles and how engineers attempt to solve the challenges unique to each.
A car's suspension, with its various components, provides all of the solutions described.
The Chassis System
The suspension of a car is actually part of the chassis, which comprises all of the important systems located beneath the car's body.
These systems include:
1)The frame - structural, load-carrying component that supports the car's engine and body, which are in turn supported by the suspension
2)The suspension system - setup that supports weight, absorbs and dampens shock and helps maintain tire contact
3)The steering system - mechanism that enables the driver to guide and direct the vehicle
4)The tires and wheels - components that make vehicle motion possible by way of grip and/or friction with the road
So the suspension is just one of the major systems in any vehicle.
With this big-picture overview in mind, it's time to look at the three fundamental components of any suspension: springs, dampers and anti-sway bars.
3.Springs
Coil springs - This is the most common type of spring and is, in essence, a heavy-duty torsion bar coiled around an axis. Coil springs compress and expand to a the Leaf?springs?-?This?type?of?spring?consists?of?several?layers?of?metal?(called? " leaves")?bound?together?to?act?as?a?single?unit.?Leaf?springs?were?first?used?on? horse-drawn?carriages?and?were?found?on?most?American?automobiles?until?1985.?They?are?still?used?today?on?most?trucks?and?heavy-duty?vehicles.
Torsion?bars?-?Torsion?bars?use?the?twisting?properties?of?a?steel?bar?to?provide? coil-spring-like?performance.?This?is?how?they?work:?One?end?of?a?bar?is? anchored?to?the?vehicle?frame.?The?other?end?is?attached?to?a?wishbone,?which?acts?like?a?lever?that?moves?perpendicular?to?the?torsion?bar.?When?the?wheel?hits?a? bump,? vertical?motion?is?transferred?to?the?wishbone?and?then,?through?the? levering? action,?to?the?torsion?bar.?The?torsion?bar?then?twists?along?its?axis?to? provide?the? spring?force.?European?carmakers?used?this?system?extensively,?as?did?Packard?and? Chrysler?in?the?United?States,?through?the?1950s?and?1960s. Air?springs?-?Air?springs,?which?consist?of?a?cylindrical?chamber?of?air?positioned? between?the?wheel?and?the?car's?body,?use?the?compressive?qualities?of?air?to? absorb?wheel?vibrations.?The?concept?is?actually?more?than?a?century?old?and? could?be?found?on?horse-drawn?buggies.?Air?springs?from?this?era?were?made? from? air-filled,? leather?diaphragms,?much?like?a?bellows;?they?were?replaced?with? molded-rubber?air?springs?in?the?1930s.
Based?on?where?springs?are?located?on?a?car?--?i.e.,?between?the?wheels?and the? frame?--?engineers?often?find?it?convenient?to?talk?about?the?sprung?mass?and?the?unsprung?mass.
The?sprung?mass?is?the?mass?of?the?vehicle?supported?on?the?springs,?while?the? unsprung?mass?is?loosely?defined?as?the?mass?between?the?road? and? the? suspension springs.?The?stiffness?of?the?springs?affects?how?the?sprung?mass?responds?while?the? car?is?being?driven.?Loosely?sprung?cars,?such?as?luxury?cars?(think?Lincoln?Town?Car),?can?swallow?bumps?and?provide?a?super-smooth?ride;?however,?such?a?car?is?prone?to?dive?and?squat?during?braking?and?acceleration?and?tends?to?experience?body?sway?or?roll?during?cornering.?Tightly?sprung?cars,?such?as?sports?cars?(think?Mazda?Miata),? are?less?forgiving?on?bumpy?roads,?but?they?minimize?body?motion?well,?which?means?they?can?be?driven?aggressively,?even?around?corners.
So,?while?springs?by?themselves?seem?like?simple?devices,?designing?and? implementing?them?on?a?car?to?balance?passenger?comfort?with?handling?is?a?complex?task.?And?to?make?matters?more?complex,?springs?alone?can't?provide?a?perfectly? smooth?ride.?Why??Because?springs?are?great?at?absorbing?energy,?but?not?so?good?at? dissipating?it.?Other?structures,?known?as?dampers,?are?required?to?do?this.
3.Damper：Shock Absorbers
Unless?a?dampening?structure?is?present,?a?car?spring?will?extend?and?release?the?energy?it?absorbs?from?a?bump?at?an?uncontrolled?rate.?The?spring?will?continue?to? bounce?at?its?natural?frequency?until?all?of?the?energy?originally?put?into?it?is?used?up.?A?suspension?built?on?springs?alone?would?make?for?an?extremely?bouncy?ride?and,? depending?on?the?terrain,?an?uncontrollable?car.
Enter?the?shock?absorber,?or?snubber,?a?device?that?controls?unwanted?spring? motion?through?a?process?known?as?dampening.?Shock?absorbers?slow?down?and? reduce? the?magnitude?of?vibratory?motions?by?turning?the?kinetic?energy?of?suspension?movement?into?heat?energy?that?can?be?dissipated?through?hydraulic?fluid.?To?understand?how? this?works,?it's?best?to?look?inside?a?shock?absorber?to?see?its?structure?and?function.?
A?shock?absorber?is?basically?an?oil?pump?placed?between?the?frame?of?the?car?and?the?wheels.?The?upper?mount?of?the?shock?connects?to?the?frame?(i.e.,?the?sprung? weight),?while?the?lower?mount?connects?to?the?axle,?near?the?wheel?(i.e.,?the?unsprung?weight).?In?a?twin-tube?design,?one?of?the?most?common?types?of?shock?absorbers,?the?upper?mount?is?connected?to?a?piston?rod,?which?in?turn?is?connected?to?a?piston,? which? in?turn?sits?in?a?tube?filled?with?hydraulic?fluid.?The?inner?tube?is?known?as?the?pressure?tube,?and?the?outer?tube?is?known?as?the?reserve?tube.?The?reserve?tube? stores?excess? hydraulic?fluid.
When?the?car?wheel?encounters?a?bump?in?the?road?and?causes?the?spring?to?coil?and?uncoil,?the?energy?of?the?spring?is?transferred?to?the?shock?absorber?through?the? upper?mount,?down?through?the?piston?rod?and?into?the?piston.?Orifices?perforate?the? piston?and?allow?fluid?to?leak?through?as?the?piston?moves?up?and?down?in?the? pressure? tube.?Because?the?orifices?are?relatively?tiny,?only?a?small?amount?of?fluid,?under?great?pressure,?passes?through.?This?slows?down?the?piston,?which?in?turn?slows?down?the?spring.
Shock?absorbers?work?in?two?cycles?--?the?compression?cycle?and?the?extension? cycle.?The?compression?cycle?occurs?as?the?piston?moves?downward,?compressing?the?hydraulic?fluid?in?the?chamber?below?the?piston.?The?extension?cycle?occurs?as?the?piston?moves?toward?the?top?of?the?pressure?tube,?compressing?the?fluid?in?the?chamber? above?the?piston.?A?typical?car?or?light?truck?will?have?more?resistance?during its?extension?cycle?than?its?compression?cycle.?With?that?in?mind,? the?compression?cycle?controls?the?motion?of?the?vehicle's?unsprung?weight,?while?extension?controls? the?heavier,?sprung?weight.?
All?modern?shock?absorbers?are?velocity-sensitive?--?the?faster?the?suspension? moves,?the?more?resistance?the?shock?absorber?provides.?This?enables?shocks?to?adjust?to?road?conditions?and?to?control?all?of?the?unwanted?motions?that?can?occur?in?a? moving?vehicle,?including?bounce,?sway,?brake?dive?and?acceleration?squat.?
Another?common?dampening?structure?is?the?strut?--?basically?a?shock?absorber? mounted?inside?a?coil?spring.?Struts?perform?two?jobs:?That?means?struts?deliver?a?bit?more?than?shock?absorbers,?which?don't?support?vehicle?weight?--? they?only?control?the?speed?at?which?weight?is?transferred?in?a?car,?not?the?weight?itself.
Because?shocks?and?struts?have?so?much?to?do?with?the?handling?of?a?car,?they? can?be?considered?critical?safety?features.?Worn?shocks?and?struts?can?allow?excessive?vehicle-weight?transfer?from?side?to?side?and?front?to?back.?This?reduces?the?tire's? ability?to?grip?the?road,?as?well?as?handling?and?braking?performance.
Anti-sway?bars?(also?known?as?anti-roll?bars)?are?used?along?with?shock absorbers?or?struts?to?give?a?moving?automobile?additional?stability.? rod?that?spans? the?entire?axle?and?effectively?joins?each?side?of? the?suspension?together.??
When?the?suspension?at?one?wheel?moves?up?and?down,?the?anti-sway?bar?transfers?movement?to?the?other?wheel.?This?creates?a?more?level?ride?and?reduces? vehicle?sway.?In?particular,?it?combats?the?roll?of?a?car?on?its?suspension?as?it?corners.?For?this?
reason,?almost?all?cars?today?are?fitted?with?anti-sway?bars?as?standard? equipment,?although?if?they're?not,?kits?make?it?easy?to?install?the?bars?at?any?time.
4.The?Future?of?Car?Suspensions?
While?there?have?been?enhancements?and?improvements?to?both?springs?and shock?absorbers,?the?basic?design?of?car?suspensions?has?not?undergone?a? significant?evolution?over?the?years.?But?all?of?that's?about?to?change?with?the?introduction?of? a?brand-new?suspension?design?conceived?by?Bose?--?the?same?Bose?known?for?its? innovations?in?acoustic?technologies.?Some?experts?are?going?so?far?as?to?say? that?the?Bose? suspension? is? the? biggest?advance?in?automobile?suspensions?since? the? introduction?of?an? all-independent?design.??
How?does?it?work??The?Bose?system?uses?a?linear?electromagnetic?motor?(LEM)?at?each?wheel?in?lieu?of?a?conventional?shock-and-spring?setup.?Amplifiers?provide? electricity?to?the?motors?in?such?a?way?that?their?power?is?regenerated?with?each? compression?of?the?system.?The?main?benefit?of?the?motors?is?that?they?are?not?limited?by? the? inertia?inherent?in?conventional?fluid-based?dampers.?Virtually?eliminating?all?vibrations?in?the?passenger?cabin.?The?wheel's?motion?can?be?so?finely?controlled?that?the?body?of?the?car?remains?level?regardless?of?what's?happening?at?the?wheel.?The?LEM?can?also?counteract?the?body?motion?of?the? car?while?accelerating,?braking?and?cornering,?giving?the?driver?a?greater?sense?of? control.??
Unfortunately,?this?paradigm-shifting?suspension?won't?be?available?until?2009,? when?it?will?be?offered?on?one?or?more?high-end?luxury?cars.?Until?then,?drivers?will? have?to?rely?on?the?tried-and-true?suspension?methods?that?have?smoothed?out?bumpy?rides?for?centuries.
汽車懸架的原理?
當(dāng)人們考慮汽車性能的時候，他們通常會想到汽車的功率，扭矩和0到60的加速時間。但是，如果司機無法控制汽車，由一個活塞發(fā)動機產(chǎn)生的功率都是無用的。這就是為什么汽車的工程師在掌握四沖程內(nèi)燃機開始將注意力轉(zhuǎn)向懸掛系統(tǒng)。?
汽車懸架的工作是盡量在輪胎和路面之間提供良好的操縱穩(wěn)定性，并確保乘客的舒適度。在這篇文章中，我們將探討汽車懸架如何的工作，在這些年中是如何演變的以及未來懸架設(shè)計的發(fā)展方向在哪里。?
1.車輛動力性?
如果道路是完全平坦，那么懸架就沒有存在的必要了。但道路是絕對不會平坦的，即使是剛鋪好的公路上也有細微的缺陷，與汽車的車輪會與地面相互作用。正是這些路面不平將力傳給了車輪。根據(jù)牛頓運動定律，所有的力都大小和方向。路面的沖擊導(dǎo)致車輪向上和向下垂直移動。力大小，取決于所撞到的障礙物的大小。無論哪種方式，車輪經(jīng)過路面不平的地方時，就產(chǎn)生一個垂直的加速度。?
如果沒有介于車輪和車架的中間結(jié)構(gòu)，所有車輪的垂直能量將全部轉(zhuǎn)移到車架，而且車輪和車架在同一方向運動。在這種情況下，車輪與路面可能完全失去接觸。接著，在向下的重力作用下，車輪會陷到地面以下。這樣就需要一種系統(tǒng)，將吸收的車輪垂直加速度的能量，使車輪在遇到不平路面時，車架和車身不受干擾的運行。?
用來研究行駛中的汽車受力的學(xué)科被稱為車輛動力學(xué)，如果你想要了解其中一些概念，那么必須要把懸架擺在首位。大多數(shù)汽車工程師從兩個角度考慮汽車的動力學(xué)：?
1） 行駛性——汽車平穩(wěn)通過不平路面的能力；?
2） 操控性——汽車安全加速，制動和轉(zhuǎn)彎的能力；?
這兩個特點可以進一步從三個方面進一步描述，道路隔離性能、著地性能和轉(zhuǎn)向性能。
底盤系統(tǒng)?
一輛汽車的懸掛，其實就是在底盤的一部分，底盤包含了汽車汽車車身底部所有重要系統(tǒng)。
這些系統(tǒng)包括：
1） 車架——承載組件，用于支持汽車的引擎和車身的架構(gòu)性部件，它是由懸架來支撐的。?
2） 懸掛系統(tǒng)——用于支持車的重量，吸收并削弱震動，保持車輪與路面接觸的裝置。?
3）轉(zhuǎn)向系統(tǒng)——駕駛者用于操控車輛的機制。?
4）輪胎和車輪——通過與路面的摩擦，汽車運動成為可能的部件。
?因此，懸架僅僅是汽車上一個主要部件而已。接下來了解一下懸架最基本的三個部件。?
2.彈簧
現(xiàn)在的彈簧系統(tǒng)主要基于以下四種基本的設(shè)計：?
1）螺旋彈簧——這是彈簧中最常見的類型，在本質(zhì)上是一種受重載的扭桿彈簧繞一軸線的螺旋纏繞。螺旋彈簧通過被壓縮和伸長來吸收車輪傳遞的能量。?
2）鋼板彈簧——這個彈簧由很多層次金屬（稱為“葉片”）聯(lián)系在一起，作為一個獨立的單元。鋼板彈簧最先被應(yīng)用于應(yīng)用于馬車，以及1985年前的美國汽車。它們今天仍被使用在大多數(shù)卡車和重載車輛上。?
3）扭桿彈簧——扭桿彈簧利用鋼桿的扭轉(zhuǎn)特性來獲得和螺旋彈簧一樣的性能。他們是這樣工作的：扭桿的一段固定在車架上，另一端是連接到一個橫臂上。它就像一個杠桿在扭桿彈簧上做垂直運動。當(dāng)車輪與道路面不平時，垂直的運動被轉(zhuǎn)移到橫臂上并進一步通過杠桿的作用被傳遞到扭桿彈簧上，扭桿彈簧就繞軸線產(chǎn)生扭曲來提供彈性力。在歐洲的汽車廠商廣泛的運用這種系統(tǒng)，就像美國的帕卡德和克萊斯勒在十九世紀(jì)五六十年代一樣。?
4）空氣彈簧——空氣彈簧包括一個圓柱形的氣室，它被安置在車輪和車身之間利用壓縮空氣的數(shù)量來吸收車輪的震動。這個概念早在一個多世紀(jì)前就已經(jīng)產(chǎn)生。最早用在輕便的馬車上。那個時代的空氣彈簧是由充滿氣的皮革做成的，就像一個風(fēng)箱，他們是在19世紀(jì)30年代被模制橡膠空氣彈簧取代。?
基于彈簧的安裝位置——列如，在車輪和車架之間——為了方便工程師常用簧載質(zhì)量和非簧載質(zhì)量來區(qū)分。?
簧載質(zhì)量是指汽車上由彈簧所支撐的質(zhì)量，非簧載質(zhì)量簡單的定義為路面和懸架彈簧之間的質(zhì)量。汽車行駛時，彈簧剛度影響簧載質(zhì)量的響應(yīng)。安置小剛度彈簧的汽車，如豪華轎車（林肯town汽車），能吸收所有路面的不平，來提供超級平順的駕駛體驗；然而，這樣的車更易于剎車前仰和制動后蹲以及轉(zhuǎn)彎時更易發(fā)生搖擺或者側(cè)傾。安置大剛度彈簧的汽車，列如運動轎車，吸收路面的顛簸能力更弱一些，但它們能使車身運動達到最小，這也就意味著它更好操控，即使在拐角處。?
因此，雖然彈簧裝置看起來簡單，但是設(shè)計它們并將他們安裝在汽車上使乘客操縱舒適卻是一項復(fù)雜的任務(wù)。而為了讓問題變得更加復(fù)雜，單獨的彈簧海不能提供一個完美的平順性。由于彈簧在吸收能量是巨大的，但它不能很好地釋放。被稱作減震器的其他結(jié)構(gòu)就是來做這件事的。。?
3.減震器?
如果沒有減震裝置，汽車彈簧從不平路面所吸收的能量會以不受控制的速率被放大或釋放。一旦彈簧所吸收的能量全部被釋放出來，他就會繼續(xù)以它固有的頻率跳動。僅僅安裝在彈簧上的懸架會造成一臺完全根據(jù)地形而跳動不受控制的汽車。
安裝震動吸收裝置或緩沖器———種通過被稱作減震的過程來控制不想得到的彈簧運動裝置。震動吸收裝置可以通過將懸架運動的動能轉(zhuǎn)化為熱能來減慢震動并降低震動的振幅，這些熱能又可以通過液體的流動被釋放出來。為了便于理解它的工作過程，我們來了解一下震動吸收裝置的結(jié)構(gòu)和功能。
震動吸收裝置其實就是一個裝在車架和車輪之間的油泵，它的上端與車架相連（及簧載質(zhì)量），下端與車軸相連，靠近車輪（即非簧載質(zhì)量）。在一種最常見的震動吸收裝置——雙管式設(shè)計中，它的上端與一個活塞桿相連，活塞桿與活塞相連，活塞有裝在一個充滿流體的管子內(nèi)的。里面的管子被稱為壓力管，外面的被稱為儲備管，儲備管中儲存多余的液體。
當(dāng)汽車車輪在路上遇到碰撞，引起彈簧的壓縮和伸張，彈簧內(nèi)的能量就會通過上面連接傳遞到活塞桿并進一步傳遞到活塞上?；钊┯锌?，活塞在管中上下運動時液體可以從中流出，因為孔相對很小，即使在很大的壓力下，只有少量的液體可以從中流出，這減慢了活塞的運動，并進一步減慢了彈簧運動。?
震動吸收裝置有兩個工作循環(huán)——壓縮循環(huán)和伸張循環(huán)。當(dāng)活塞向下運動時發(fā)生壓縮循環(huán)，壓縮活塞的液體?；钊蛏线\動時發(fā)生伸張循環(huán)，將活塞上部的液體進行壓縮。了解這些，壓縮循環(huán)控制非簧載質(zhì)量的你運動，而伸張循環(huán)控制更重的，簧載質(zhì)量運動。?
所有現(xiàn)代的減震器都是對速度敏感——懸架運動的速度越快，減震器提供的阻力越大。這就確保了震動可以根據(jù)路況來調(diào)節(jié)，并且一切在運動著的車輛中會發(fā)生的不希望的運動都可以被控制，包括跳動、擺動、剎車點頭和加速后仰。??
另一種常見的減震結(jié)構(gòu)式減震器支柱——其實就是裝在螺旋彈簧內(nèi)部的一種震動吸收裝置。減震支柱有兩個功能：像減震器一樣提供減震功能，為車輛懸架提供結(jié)構(gòu)支撐。這意味著減震支柱比減震器傳遞更多東西，減震器不支持車中——它們僅僅控制車上重量被傳遞的速度，而不是重量本身。因為減震器和減震器支柱對汽車的操控性具有重要的作用，它們可以被認為有重要的安全特性。磨損的減震器和減震支柱可以將過多的車重從一側(cè)轉(zhuǎn)移到另一側(cè)，或從前端轉(zhuǎn)移到后端，這將降低輪胎的附著能量以及操控和制動性能。?
橫向穩(wěn)定桿（也稱反側(cè)翻桿）與減震器和減震支柱一起為汽車提供額外的穩(wěn)定性。當(dāng)一側(cè)車輪上的懸架上下運動時，橫向穩(wěn)定桿會將運動傳遞到另一車輪，這就形成了更平衡的行駛性并降低車輛的擺動。特別的，當(dāng)汽車轉(zhuǎn)彎時，它會抵制懸架發(fā)生側(cè)傾，正是由于這個原因，現(xiàn)在大多數(shù)汽車都把它作為標(biāo)配，即便不是，配套元件也可以使衡向穩(wěn)定桿隨時方便的安裝。
5.未來的汽車懸架?
雖然彈簧和減震器得到大幅度的改善，但汽車懸架的基本設(shè)計經(jīng)過多年來進化沒有一個顯著的變化。但是一個品牌改變了這一局面，Bose提出了全新的懸掛設(shè)計構(gòu)思。Bose同時也因它在聲學(xué)技術(shù)上的創(chuàng)新而聞名世界。巨虎所有專家都認為Bose懸架是汽車歷史上的重大突破。?
它是如何工作的的呢？Bose在每個系統(tǒng)上安裝一個線性的電磁馬達（LEM）來代替?zhèn)鹘y(tǒng)的減震裝置。放大器用一種特別的方式向馬達提供電能使系統(tǒng)中每次壓縮是的能量都可以再生。馬達的優(yōu)勢是它不像傳統(tǒng)的液體式減震器一樣受內(nèi)部慣性的限制。結(jié)果LEM的可以以更大的速度進行伸張和壓縮，從而消除乘客的所有震動感。車輪被控制的十分完美以至于不管發(fā)生什么樣的情況，車身都能保持平衡。LEM的也可以抵消車在加速、制動、轉(zhuǎn)向時的運動，從而給駕駛員更好的操縱感。
不幸的是，這種模式在2009年前都無法使用，它將被運用在超豪華車上。在這之前駕駛員還是要適應(yīng)目前這種不是很完美的懸架。
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