The method of the vehicle suspension system damping element load characteristic synthesizing

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Abstract

BACKGROUND: Nowadays the problem of improving the ride smoothness of vehicles is relevant. The main way of solution is to carry out synthesis of design parameters of suspensions. To carry out such works and to obtain the most satisfactory properties, the new methods of synthesis of load curves of vehicle suspension devices are necessary.

AIM: Development of the new method of synthesizing the curves of a damper of the vehicle suspension.

METHODS: The study deals with the problem of controlling vibrations on their transfer paths by determining the required load curve of a vehicle suspension damper. Analytical methods and simulation modeling methods are applied in the solution process.

RESULTS: As a result of the study, the new method based on the building the range of permissible damping values and selection of the curve on its basis has been created. Based on the obtained method, a number of nonlinear curves of the damper of the primary system of vehicle suspension and selection of the most suitable one regarding to ride smoothness were formed.

CONCLUSION: As a result of the study, the new method of synthesizing the curves of the damper has been obtained. As a result of the comparative evaluation, the efficiency of the new method is confirmed. For the considered study object, the difference in ride smoothness is up to 25%.

About the authors

Mikhail V. Chetverikov

Moscow Polytechnic University; KAMAZ Innovation Center

Author for correspondence.
Email: mihchet@gmail.com
ORCID iD: 0000-0003-3723-1171
SPIN-code: 7949-0814

Postgraduate of the Ground Vehicles Department, Design Engineer

Russian Federation, Moscow; Moscow

Roman O. Maksimov

Moscow Polytechnic University; KAMAZ Innovation Center

Email: romychmaximov@gmail.com
ORCID iD: 0009-0003-4947-790X
SPIN-code: 7384-6758

Postgraduate of the Ground Vehicles Department, Design Engineer

Russian Federation, Moscow; Moscow

Pavel S. Rubanov

Moscow Polytechnic University; KAMAZ Innovation Center

Email: rubanov_ps@bk.ru
ORCID iD: 0009-0000-2055-2046
SPIN-code: 6955-1901

Postgraduate of the Ground Vehicles Department, Design Engineer

Russian Federation, Moscow; Moscow

References

  1. Yu M, Evangelou S, Dini D. Advances in active suspension systems for road vehicles. Engineering. 2023;33:160–177. doi: 10.1016/j.eng.2023.06.014
  2. Maksimov RO. Improving the comfort of truck drivers by using controlled cab suspension shock absorbers. Gruzovik. 2023;12:15–23. (In Russ.) doi: 10.36652/1684-1298-2023-12-15-23
  3. Ieluzzi M, Turco P, Montiglio M. Development of a heavy truck semi-active suspension control. Control Engineering Practice. 2006;3:305–312.
  4. Sarach EB, Krokhin ME, Lychagov AA, et al. Method for selecting the damping characteristics of the pneumohydraulic suspension system of a wheeled vehicle. Izvestiya MGTU «MAMI». 2023;17(2):147–156. doi: 10.17816/2074-0530-192488
  5. Afanasyev BA, Belousov BN, Zheglov LF, et al. Design of all-wheel drive wheeled vehicles. In 3 Vols. Moscow: MGTU im NE Baumana; 2008;3. (In Russ.)
  6. Zhileykin M.M., Kotiev G.O. Modeling of vehicle systems. Moscow: MGTU im NE Baumana; 2020 (In Russ.)
  7. GOST 31191.1-2004 (ISO 2631-1:1997). Vibration and impact. Measuring general vibration and assessing its effect on a person Part 1. General requirements: national standard of the Russian Federation: data input. 2008-07-01. Federal Agency for Technical Regulation and Metrology. Moscow: Nauchno-issledovatelskiy tsentr kontrolya i diagnostiki tekhnicheskikh sistem; 2009 (In Russ.)
  8. GOST 12.1.012-90. Vibration safety. General requirements: state standard of the Union of Soviet Socialist Republics: date of introduction: 01.07.91. System of labor safety standards. Moscow: Standartinform; 2006 (In Russ.)

Supplementary files

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1. JATS XML
2. Fig. 1. Synthesized permissible ranges of damper curves.

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3. Fig. 2. Calculation scheme of the two-tube damper: — gas pressure; , —pressure in the cavity above and below the piston, respectively; — pressure in the hydraulic cavity of the hydraulic accumulator; , — area of the piston and rod cavities of the cylinder, respectively; — area of the gas cavity of the hydraulic accumulator; — dry friction force; — force at the rod.

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4. Fig. 3. Dependencies of damping forces on damper rod velocities.

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5. Fig. 4. Graphs of vehicle comfort levels as a function of vehicle velocity for the damper with minimal and maximal damping: a — for a single vehicle on the road of the 1st unevenness category; b — for a curb-weight road train on the road of the 1st unevenness category; c — for a full-weight road train on the road of the 1st unevenness category; d — for a single vehicle on the road of the 2nd unevenness category; e — for a curb-weight road train on the road of the 2nd unevenness category; f — for a full-weight road train of on the road of the 2nd unevenness category.

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6. Fig. 5. Levels of cabin vibration loading when a single vehicle moves on the road of the first unevenness category: а — the first octave frequency band; b — the second octave frequency band; c — the third octave frequency band; d — the fourth octave frequency band; e — the fifth octave frequency band.

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7. Fig. 6. Levels of cabin vibration loading when a curb-weight road train moves on the road of the first unevenness category: a — the first octave frequency band; b — the second octave frequency band; c — the third octave frequency band; d — the fourth octave frequency band; e — the fifth octave frequency band.

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8. Fig. 7. Levels of cabin vibration loading when a full-weight road train moves on a road of the first unevenness category: a — the first octave frequency band; b — the second octave frequency band; c — the third octave frequency band; d — the fourth octave frequency band; e — the fifth octave frequency band.

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9. Fig. 8. Levels of cabin vibration loading when a single vehicle moves on the road of the second category of unevenness: а — the first octave frequency band; b — the second octave frequency band; c — the third octave frequency band; d — the fourth octave frequency band; e — the fifth octave frequency band.

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10. Fig. 9. Levels of cabin vibration loading when a curb-weight road train moves on the road of the second unevenness category: а — the first octave frequency band; b — the second octave frequency band; c — the third octave frequency band; d — the fourth octave frequency band; e — the fifth octave frequency band.

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11. Fig. 10. Levels of cabin vibration loading when a full-weight road train moves on a road of the second unevenness category: а — the first octave frequency band; b — the second octave frequency band; c — the third octave frequency band; d — the fourth octave frequency band; e — the fifth octave frequency band.

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