By Wolfgang Bauer
Hydropneumatic suspensions platforms mix the wonderful homes of gasoline springs with the beneficial damping houses of hydraulic fluids. some great benefits of those platforms are fairly applicable for automobile purposes, similar to passenger vehicles, vehicles and agricultural gear. during this e-book, Dr. Bauer presents an in depth review of hydropneumatic suspension structures. beginning with a comparability of alternative kinds of suspension platforms, the writer to that end describes the theoretical heritage linked to spring and damping features of hydropneumatic platforms and moreover explains the layout of an important approach elements. also he offers an summary of point regulate platforms and diverse particular features. ultimately the expertise is illustrated by way of layout examples and the outlook for destiny hydropneumatic suspensions is discussed.
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Extra resources for Hydropneumatic Suspension Systems
The connected hose is only used to provide oil for level control. Fig. 12 Cab suspension cylinders of John Deere 6020series tractors 1 Piston rod 1 2 2 Protection cover 3 Hose to leveling valve 4 Cylinder tube 3 5 Accumulator 4 5 The currently highest level of development for non preloaded hydropneumatic suspensions is represented by the so called Hydractiv chassis suspension, which is used in several of Citroen’s latest passenger cars. In Fig. 13 it is shown that the center valve (7) allows two different operational modes for the suspension.
It is interesting that the minimum of the natural frequency is moved to higher static spring loads with increasing mechanical preload FV . In the example illustrated by Fig. 17a the natural frequency shows the best constancy in the range around the design point spring load (10 kN) when mechanical preloads between 5 and 10 kN are applied (reminder: cmech = 20 N/mm). An increase of the mechanical spring rate has a similar effect as an increase of mechanical preload. Here too, the progression of the force–displacement curve and the spring rate vs.
With a suitable choice of parameters, the spring rate in the range around the design position (center position) can be very low, so that the suspension is soft in its main working range. Due to the progression, the spring becomes the stiffer, the closer the piston gets to its end stops. This helps to prevent the suspension from bottoming out. The above mentioned effect can be emphasized if the preload force is reduced and a high rodside spring rate is chosen at the same time. The result is a progression of the force–displacement curve both in compression and rebound direction.