• Title/Summary/Keyword: Airspring

Search Result 11, Processing Time 0.036 seconds

Simulation of Static Characteristics of Railway Vehicle's Airspring (철도차량용 공기 스프링의 정적 특성 시뮬레이션)

  • Heo, Sin;Gu, Jeong-Seo;U, Chang-Su;Kim, Yu-Il
    • 연구논문집
    • /
    • s.26
    • /
    • pp.15-24
    • /
    • 1996
  • In this study, we performed the static analysis of a cord-reinforced rubber airspring and generated the three-dimensional half-symmetry model which use the finite-strain shell elements to model the airbag. the three-dimensional hydrostatic fluid elements to model the air-filled cavity, and the rebar elements to model the multi-ply nylon reinforcement of airbag. In addition, a three-dimensional rigid surface is used to define the contact between the airspring and metal bead. The air inside the airspring cavity has been modeled as a compressible fluid satisfying the ideal gas law. The conclusions of this study are as follows. 1) In the pressurization step of analysis, we could predict the change of vertical reaction force, cavity volume and pressure within the airspring. 2) In the second step of analyzing vertical static stiffness, the increase of the vertical load increases the vertical stiffness. 3) In case of changing the angle of nylon cord, the increase the angle of nylon cord increases the vertical stiffness.

  • PDF

Development of a Hybrid Mount System Combined Airspring with Piezostack Actuator for Microvibration (공기스프링과 압전작동기를 결합한 복합형 미진동 방진마운트 시스템 개발)

  • Moon, S.J.;Jung, H.J.;Shin, Y.H.;Jang, D.D.;Jeong, J.A.;Moon, Y.J.
    • Transactions of the Korean Society for Noise and Vibration Engineering
    • /
    • v.21 no.1
    • /
    • pp.56-65
    • /
    • 2011
  • A new hybrid mount system is proposed for microvibration control in a high-tech factory. The mount consists of an airspring as a passive device and a piezostack actuator as an active device. The two devices are connected in series. Some numerical simulations and experimental tests are carried out to evaluate isolation performance of the mount system comprising of four proposed hybrid mounts. As a control logic, the specific algorithm is adopted for considering multiple target frequencies of excitation based on a Filtered-X LMS algorithm. The results are compared with isolation performance of the passive airspring mount system. It is confirmed that the proposed hybrid mount system has great performance on microvibration.

Analysis of rear suspension using airspring (공기스프링 현가장치 성능해석)

  • Tak, tae-oh;Kim, kum-Chul
    • Journal of Industrial Technology
    • /
    • v.19
    • /
    • pp.31-42
    • /
    • 1999
  • This paper presents a method for evaluating the performance of a leaf spring suspension and an air spring suspension systems for trucks in terms of ride and handling. Leaf springs, which generally have non-linear progressive force-deflection characteristics, are modeled using beam and contact elements. The leaf spring analysis model shows good correlation with experimental results. Each component of an air spring suspension system, which is a single leaf, air spring, height control valve, compressor and linkages, is modeled appropriately. Non-linear characteristics of air spring are accounted for using the measured data, and pressure and volume relations for height control system is also considered. The wheel rate of the air suspension is taken lower but roll stiffness is taken higher than those of leaf springs to improve ride and handling performance, which is verified through driving simulations.

  • PDF

Vertical Vibration Analysis of a Magnetically Levitated Vehicle due to Random Track Disturbances and Dynamic Design of Its Secondary Suspensions (불규칙 궤도외란을 받는 자기부상열차의 진동해석 및 2차현가장치 동적설계)

  • Choe, Yeong-Hyu;Heo, Sin;Kim, Yu-Il
    • 연구논문집
    • /
    • s.22
    • /
    • pp.39-46
    • /
    • 1992
  • A dynamic design process was proposed for the design of the secondary suspension characteristics of a magnetically levitated vehicle(MAGLEV). It is based on a ride quality-secondary stroke trade-off. For the vertical vibration analysis, a magnetically levitated vehicle was simplified as 2 d.o.f. linear model, and FRA's class-6-track irregularities were considered as exciting disturbances. The optimum value of airspring stiffness and damping coefficient for the secondary suspension of a prototype MAGLEV was determined using this proposed design process.

  • PDF

Design Review for suspension system of magnetically levitated vehicle (자기부상차량 현가시스템 설계에 대한 고찰)

  • Lee, Nam-Jin;Yang, Bang-Sub;Kim, Chul-Guen
    • Proceedings of the KSR Conference
    • /
    • 2008.11b
    • /
    • pp.364-371
    • /
    • 2008
  • In general Maglev (magnetically levitated vehicle) has about 4 or 5 bogies per one vehicle to improve stability of electromagnetic suspension and 4 air-spring per one bogie are to be equipped to prevent form excessive yawing and pitching motion of bogie. 3 leveling valve per one vehcile will be applied to control the height of carbody. This kind of vehicle is on the design stage, and design review will be carried out before manufacture. The suspension system of Maglev consists of 16 of air-spring, auxiliray reservoir and orifice, 3 leveling valve, which are different composition comparative to conventional rolling stock. To improve operational reliability of vehicle, additional ventilation valve will be equipped with airspring. This kind of new design concept requires fundamental design review. In this study, suspension systems of Maglev will be built as mathematical model. Then designed suspension system will be reviewed in view of various points through proposed suspension simulation.

  • PDF

Effects of the Design Parameters of Suspension Systems on the Bounce of Electric Trains (전동차 상하진동에 대한 현가장치 설계변수의 영향)

  • Park, Ki-Soo;Choi, Yeon-Sun
    • Journal of the Korean Society for Railway
    • /
    • v.11 no.1
    • /
    • pp.39-44
    • /
    • 2008
  • A two degree-of-freedom model for the bogie and car body of an EMU(Electrical Multiple Unit) was implemented on the basis of the experimental data which was actually measured during the running test of an EMU. The air spring of the EMU was modeled using Nishimura's air spring model to accommodate viscoelastic characteristics. Numerical simulation for the variation of th e design parameters of the suspension system shows that reduction of the stiffness of the air spring by decreasing the internal pressure of the air tank or increasing the size of the auxiliary tank can reduce the bounce of the car body within the stability range of the suspension system.

The influence of the Train formation on the KTX Vibration at the Tail of the Train (KTX 차량의 편성차량수가 후미 불안정 진동에 미치는 영향)

  • Kang, Bu-Byoung;Chung, Heung-Chai
    • Proceedings of the KSME Conference
    • /
    • 2003.11a
    • /
    • pp.1708-1713
    • /
    • 2003
  • The acceptance test of KTX has been performed in Korea. During the test, lateral vibration of carbody over the accepted value called swat was found. KTX has 20 car trainsed formation whose trailer cars are linked by articulate bogies. So this study is performed to see the effects of long trainsed formation on vehicle dynamics and the train stability by 20 car vehicle model. Firstly the reliable vehicle model which shows well the tendencies appeared in the tests on the high speed test line is required to find the cause of lateral vibration and the countermeasure. Vehicle model was made for the analysis with VAMPIRE. The analysis results show that secondary air spring lateral stiffness is the most significant parameter to cause carbody lateral vibration. Mode analysis results show that he least damped mode shape is similar to the vibration pattern shown in the tests that the amplitude of the motion increases along the train set and decreases in the tail part. For the case of short train formation with 7 or 10cars, sway does not happen. But in the case of longer train formation with 16 or 20 cars, sway was found.

  • PDF

The Study on the improvement of dynamic characteristics with multi-orifice in airspring (멀티 오리피스를 이용한 에어스프링 동특성 개선에 관한 연구)

  • 김인수;황성호;한문성;고철수
    • Proceedings of the Korean Society for Noise and Vibration Engineering Conference
    • /
    • 2002.05a
    • /
    • pp.97-103
    • /
    • 2002
  • Vibration isolation technology using an air spring and laminated rubber bearing is widely used because it has excellent vibration isolation characteristics. In the part of that, we usually make use of the self-damped air suing. It is occupied two chambers, restrictor, diaphragm and load plate. Two chambers contain compressed air and the volume of chambers and the area of load plate give a definition of stiffness and load. The restrictor and the volume ratio of two chambers give a definition of damping ratio. The conventional model of restrictor is made of one orifice and it causes turbulent flow in the orifice at the region of large deflection. The stillness of air suing is larger and the damping is lower in the region of large deflection. In the multi-orifice case, the stiffness is similar to air spring with one orifice but damping ratio is larger than conventional air spring. And damping ratio is smaller than conventional air suing in small deflection region. Deflection is small in the region of high frequency so small damping is better than large damping. As a result, we can reduce the storage stiffness of air suing in the wide region of deflection and increase the damping ratio in the region of large deflection. After this, we will try to and the relation of Reynolds Number and Flow Resistance then we are going to make another restrictor for air spring to improve damping ratio and stiffness.

  • PDF

Dynamic analysis of KTX running characteristics (KTX 주행특성 해석)

  • Kang Bu-Byoung;Chung Heung-Chai;Kim Jae-Chul;Goo Dong-Hoe
    • Proceedings of the KSR Conference
    • /
    • 2003.05a
    • /
    • pp.718-723
    • /
    • 2003
  • The acceptance test of KTX has been performed in Korea. During the test lateral vibration of carbody over the accepted value called sway was found. Many activities have been taken to find the cause of the vibration and the counter-measure. KTX has 20 car trainset formation whose trailer cars are linked by articulate bogies. So this study is performed to see the effects of long trainset formation on vehicle dynamics and the train stability by 16 car vehicle model. Firstly the reliable vehicle model which shows well the tendencies appeared in the tests on the high speed test line is required to find the cause of lateral vibration and the countermeasure. Vehicle model was made for the analysis with VAMPIRE. The analysis results show that secondary air spring lateral stiffness is the most significant parameter to cause carbody lateral vibration. Mode analysis results show that the least damped mode shape is similar to the vibration pattern shown in the tests that the amplitude of the motion increases along the train set and decreases in the tail part. The lateral vibration was appeared at the speed range between 100km/h and 200km/h and disappeared at the low speed and the high speed.

  • PDF

The influence of the Train formation on the KTX Vibration at the Tail of the Train (KTX 차량의 편성특성이 후미진동에 미치는 영향)

  • Kang Bu-Byoung;Chung Heung-Chai;Kim Jae-Chul;Ryu Young Joon
    • Proceedings of the KSR Conference
    • /
    • 2003.10c
    • /
    • pp.126-131
    • /
    • 2003
  • The acceptance test of KTX has been performed in Korea. During the test, lateral vibration of carbody over the accepted value called sway was found. KTX has 20 car trainset formation whose trailer cars are linked by articulate bogies. So this study is performed to see the effects of long trainset formation on vehicle dynamics and the train stability by 20 car vehicle model. Firstly the reliable vehicle model which shows well the tendencies appeared in the tests on the high speed test line is required to find the cause of lateral vibration and the countermeasure. Vehicle model was made .for the. analysis with VAMPIRE. The analysis results show that secondary air spring lateral stiffness is the most significant parameter to cause carbody lateral vibration. Mode analysis results show that the least damped mode shape is similar to the vibration pattern shown in the tests that the amplitude of the motion increases along the train set and decreases in the tail part. For the case of short train formation with 7 or 10cars, sway does not happen. But in the case of longer train formation with 16 or 20 cars, sway was found.

  • PDF