HYDRO PNEUMATIC SUSPENSION SYSTEM FOR TRACTOR

IMPLEMENT

ABSTRACT

During the tractor movement, with being attached to the hitch-system working equipment over
Rough road surfaces oscillation of the machine take place. These oscillations are a reason of
pressure pulsations in the hydraulic hitch-system. The pressure pulse reduction in the tractor
Hitch-system is important for increasing of the system components lifetime. Pressure oscillation
damping in the tractor hydraulic hitch-system can reduce overall system oscillations and improve
the driving control.

The design of spring in suspension system is very important. In this project a shock absorber is
designed and a 3D model is created using Solid works. The model is also changed by changing
the thickness of the spring.

Structural analysis and modal analysis are done on the suspension system by varying material for
spring, Spring Steel and Beryllium Copper. The analysis is done by considering loads, bike
weight, single person and 2 persons. Structural analysis is done to validate the strength and
modal analysis is done to determine the displacements for different frequencies for number of
modes. Comparison is done for two materials to verify best material for spring in suspension
system. Analysis done in ANSYS.
INTRODUCTION:

During the tractor movement, with being attached to the hitch-system working equipment

over rough road surfaces oscillation of the machine take place. These oscillations are a reason of

pressure pulsations in the hydraulic hitch-system. The pressure pulse reduction in the tractor

hitch-system is important for increasing of the system components lifetime. Pressure oscillation

damping in the tractor hydraulic hitch-system can reduce overall system oscillations and improve

the driving control. The modern tractor linkage system is fitted with the oscillation damper that

reduces the hydraulic hitch-system pressure oscillations. Equipped hydraulic hitch-system with

hydropneumatic accumulators allows adjusting the stiffness and damping characteristics of the

hydraulic cylinder, limiting the pressure oscillation amplitude. In order to create major changes

in the level of stiffness, extra accumulators can be used. The purpose of the investigation is to

determine the pressure pulse reduction possibility in the tractor hitch-system adjusting the

stiffness and damping the characteristics of the hydraulic cylinder. The experiments present the

results of pressure oscillation investigation in the hydraulic hitchsystem of the tractor Claas Ares

ATX 557 during the motion around artificial roughness test road. During the experiments

oscillations at different driving speed, tire pressure, weight position on the implement boom and

hitch-system oscillation damping (turned on/off) were investigated. The investigation of the

physical tractor implement model allowed simplifying simulation of the implement oscillation

during transportation.
HYDRO PNEUMATIC SUSPENSION:

Hydropneumatic suspension is a type of motor vehicle suspension system, designed

by Paul Magès, invented by Citroën, and fitted to Citroën cars, as well as being used under

licence by other car manufacturers, notably Rolls-Royce (Silver

Shadow), Maserati (Quattroporte II) and Peugeot. It was also used on Berliet trucks and has

more recently been used on Mercedes-Benz cars. Similar systems are also used on

some military vehicles. The suspension was referred to as oléopneumatique in early literature,

pointing to oil and air as its main components.

The purpose of this system is to provide a sensitive, dynamic and high-capacity suspension that

offers superior ride quality on a variety of surfaces.

A hydropneumatic system combines the advantages of two technological principles:

 Hydraulic systems use torque multiplication in an easy way, independent of the distance

between the input and output, without the need for mechanical gears or levers

 Pneumatic systems are based on the fact that gas is compressible, so equipment is less

subject to shock damage.

 Gas absorbs excessive force, whereas fluid in hydraulics directly transfers force

The suspension system usually features both self-leveling and driver-variable ride height, to

provide extra clearance in rough terrain.

The principles illustrated by the successful use of hydropneumatic suspension are now used in a

broad range of applications, such as aircraft oleo struts and gas filled automobile shock

absorbers, first patented in the U.S. in 1934 by Cleveland Pneumatic Tool Co. This type of

suspension for automobiles was inspired by the pneumatic suspension used for aircraft landing
gear, which was also partly filled with oil for lubrication and to prevent gas leakage, as patented

in 1933 by the same company. Other modifications followed, with design changes such as the

1960 "Double stage oleo-pneumatic shock absorber" patented by Peter Fullam John and Stephan

Gyurik.

WORKING PRINCIPLE:

The simplest hydropneumatic suspension system consists of only three components: a

hydraulic cylinder, a hydropneumatic accumulator, which is directly mounted on the cylinder

and, of course, the hydraulic fluid. In case cylinder and accumulator need to be separated – for

example due to design space reasons – additional oil lines and fittings are necessary to provide

the hydraulic connection. After adjusting the hydraulic pressure to the required level (by adding

or releasing hydraulic fluid) this system now already provides the suspension function. When

displacing the piston rod, the fluid volume in the accumulator is changed and therewith the
pressure (p1 → p2). This causes a change of the force at the piston rod which, in combination

with the change of the position, defines the spring rate c. The external spring force FF which acts

upon the piston rod is always in balance with the forces resulting from the pressures onto the

piston, when neglecting inertial and friction forces When the force FF is increased to FF the

position of the piston changes (s) and therefore some hydraulic fluid is displaced into the

accumulator. This change proceeds until the pressure in the accumulator (and thus on the active

surface of the piston) has reached a level which again provides a balance for the system. This

balance of forces is the basis for the function and the understanding of the suspension system. It

will be used in the following sections for further calculations. To allow for additional damping, a

flow resistor is placed between cylinder and accumulator. It converts part of the kinetic energy of

the hydraulic fluid into heat (viscous friction). This provides the desired damping in combination

with the (undesirable) boundary friction caused by the cylinder sealing and guiding elements.

This so called “suspension unit” consisting of cylinder, accumulator, flow resistor and hydraulic

fluid already provides the suspension function and could replace the typical combination of

mechanical spring and damper. Yet with this system the major advantage of hydropneumatic

suspension systems is not yet used: level control. An additional level control unit provides a

constant normal position of the suspension independent from the static spring load FF. The level

control unit consists of a position sensor which, directly or via an electronic control unit, sends

signals to a hydraulic control valve, which then changes the amount of hydraulic fluid in the

suspension unit in order to bring the suspension back to the design position if necessary.
By increasing the amount of hydraulic fluid, the level of the system is increased; reducing the

amount of hydraulic fluid decreases the level of the system. Pressurized hydraulic fluid as well as

the possibility to dispose of excessive fluid (to a hydraulic reservoir) need to be provided to

enable that. By combining these two parts (suspension unit and level control unit) it is possible to

draw a basic schematic of a hydropneumatic suspension system (Fig. 2.2). Section 2.2 describes

two main functions of a hydropneumatic system: spring characteristics and damping

characteristics regarding their basic principles and theoretical background, while Chap. 3

describes how predefined characteristics can be achieved with a certain component layout. The

third main function, the level control, is described in more detail in Chap.
APPLICATIONS FOR HYDROPNEUMATIC SUSPENSIONS:

Hydro pneumatic suspension systems are used especially in applications where:

 a level control is needed in particular for level readjustments after major load

changes,

 a level control needs to work frequently and needs to react quickly,

 a manual operator control for the suspension level is desired,

 little space is available for suspension elements,

 possibly hydraulic cylinders are already available for control of the desired

suspension degree of freedom,

 robust components are required due to the harsh working environment,

 a lockout of the suspension in the design position is required,

 the spring rate needs to be adjustable,

 a hydraulic energy supply is already available.

REQUIREMENTS FOR SUSPENSION SYSTEMS:

Suspension systems have a broad range of applications in our daily lives. Usually people

do not even know that they exist, yet they are doing a hard job in many cases. If they

malfunction it is often the first time that one starts thinking about them. For example, anybody

who has ridden a bicycle with too low tire pressure will probably remember how soft and wobbly

the bike felt on smooth roads and how badly he felt the bumps when there was even the slightest

unevenness. A ride behavior which is unsafe and uncomfortable. In this case the spring rate of

the suspension system (i.e. the tire) was too low and the available suspension travel was too
small. Therefore the suspension reached the limit of its stroke and ran heavily into the end stop –

rim and road surface with the rubber of the tire in between. On the other hand, a too high tire

pressure and an accordingly too high spring rate can also lead to discomfort on the bike. Without

sufficient tire elasticity the roughness of the road is transferred directly into the bike frame and

furthermore into the rider. This again has a negative effect on the comfort of the rider. It is clear

that it is necessary to find a suitable level of tire pressure and thus spring rate which fits in

particular to the weight of the rider.

This brings us to the first basic objective of a suspension system: it has to protect the

components of its isolated side (for example, chassis and driver) from the movements and

accelerations of its input side (for example, road or wheel). This isolation of the vibration

ensures comfort and health for the driver and prevents components on the isolated side from

damage from inertial forces. If the suspension system fulfills these requirements for vehicles,
another important advantage is achieved: compared to a vehicle without a suspension system it

can be driven faster at equal or even lower vibration loads on the isolated side.

Particularly for wheel suspension systems there is at least one more tremendously

important objective: the time history of the vertical wheel forces on the road should be as smooth

as possible in order to ensure that a high level of lateral and longitudinal wheel force can be

transferred to the road surface at any time. Strong peaks in the vertical wheel force vs. time curve

can lead to a situation where the normal force is lower than the necessary level to create a

sufficient friction force for the transfer of lateral and longitudinal forces. This then causes a

transition from static to sliding friction resulting in unexpected and unsafe ride behavior. But not

only is road holding better with a smooth vertical wheel force transfer; a better transfer of pulling

forces with lower wheel slip results in higher efficiency and productivity especially for pulling

working machines like tractors or other off-road equipment. Further objectives especially for

wheel suspension systems are, for example, the prevention of road damage (by high wheel

forces) and an acceptable roll and pitch behavior of the chassis. For passenger cars it is also

especially important to create a subjective ride behavior that fits to the type of vehicle – from

super sports car to luxury sedan.

GENERAL SETUP OF A SUSPENSION SYSTEM:

A suspension system usually consists of a spring and a damper. The spring alone would

already allow the decoupling of input side and isolated side just by its elastic properties and

would compensate accelerations/displacements from the input side. Yet, due to the displacement,

the spring would store energy and therefore the system would keep on oscillating permanently.

Not only this, in case of further excitations with suitable frequency and phase, it would pick up

further energy and the amplitude on the isolated side would increase even further (resonance). If
this happens the result is the exact opposite of the original goal, instead of reducing the

accelerations on the isolated side they are amplified above the level without a suspension system.

This is why a spring is almost always used in combination with a damper. The energy

that has been temporarily stored in the spring is converted into heat by the damper and the

amplitude of the oscillation therefore decays. The higher the damping forces, the faster the

amplitude will decay, yet the stronger is the direct (non-elastic) coupling of the input side to the

isolated side and the input side excitations will be transferred with higher intensity. So to achieve

the best possible result from the tuning of a suspension system, there is a lot of experience,

intuition and effort (especially testing) necessary. Most commonly used dampers are hydraulic

components which use the displacement of internal fluid and the respective viscosity to generate

damping forces – the latter are therefore velocity dependent.

HYDROPNEUMATIC SUSPENSIONS COMPARED TO OTHER SUSPENSION:

Methods Basically there are two other systems that compete with hydro pneumatics in the

area of suspension systems: the pneumatic and the mechanical suspension. In addition there are

some exotic concepts like the suspension on an air cushion as used for a hovercraft or even the

suspension on a magnetic field.

For all further explanations in this section, the rule is established that all three suspension

systems shall have the same spring rate at the chosen design point with its respective load so they

have comparable suspension characteristics at this point. Furthermore the systems then are

defined to be in the same position between both suspension end stops: the design position or

normal position. The first essential difference between the systems becomes obvious when

looking at the force vs. displacement curves. While the spring rate of the mechanical spring is

constant throughout the whole stroke (assuming that, for example, a linearly wound coil spring is
used) both systems with gas suspension are (also depending on the layout) more or less

progressive which is caused by the physical laws for a polytrophic change of state of a gas. An

exception is an air spring with a rolling piston with a non-cylindrical contour. When oscillating

around the normal position with small amplitudes this has no significant impact, yet at greater

amplitudes this is of importance, especially when getting close to the end stops.

In particular the hydraulically preloaded hydro pneumatic spring as well as the air spring

with a defined contour of the rolling piston can provide the advantage of increased spring rates

near the mechanical end stops thus preventing the suspension from reaching these. An even more

significant difference can be found with changing suspension load by varying the suspended

mass. A suspension system without level control is compressed by increasing static load until the

spring force is again equal to the static load. It becomes obvious that this causes an increasing

spring rate for the air spring and the hydro pneumatic spring (indicated by the progressively

increasing inclination of these curves on the compression side of the figure), whilst the spring

rate of a mechanical spring remains constant (constant inclination). This is a general problem for

mechanical suspension systems with large load variations and with (as usual) no level control.

The following example explains why:

Assuming that a mechanically sprung passenger car is in a defined partially loaded

condition (three passengers) and it therefore is in its design position (the desired position

between the suspension travel limits, for example in the centre of both). If the load on the rear

axle is increased by further passengers and luggage to the maximum allowed rear axle load, the

suspension becomes compressed and the new neutral position is offset towards the compression

end stop. Therefore the available residual suspension travel in compression direction is reduced

compared to the design position. With high excitations from the input side (for example when
riding over uneven ground) there is a risk that the suspension will run harshly into the end stops;

even more so because the load has been increased without on the other hand increasing the

spring rate and the suspension therefore becomes softer (lower natural frequency).

So to make sure that the suspension is able to cope with these extreme conditions it must

be tuned more stiffly and with higher damping overall. The problem is that this worsens the

tuning for all other load cases (for example with only the driver inside). Hence it can be easily

deduced that a linearly wound coil spring can only allow a compromise for most driving

situations. In any case safety needs to be a major focus for the suspension tuning which means

especially that the dynamic tire load factors should always be within the allowed range.

It is possible to address this problem by using progressively wound coil springs but this

only partially solves the root cause. Therefore in most cases a level control is the far better and

the far more effective solution – after a load change it brings the suspension back to its design

position and ensures constant residual suspension travel in both compression and rebound

direction. On passenger cars a mechanical level control in conjunction with a coil spring can be

found only rarely. Usually other/additional supporting elements are used for leveling: for

example self pumping dampers or additional air springs are very common. Nevertheless a

mechanical level adjustment – mostly manual – is for example often used on motorbikes. One

reason for this is that the load ratio (maximum weight to curb weight), especially on the rear

axle, is much higher than in other applications.

Gas sprung suspension systems on the other hand are virtually always equipped with a

level control, in most cases even automatic without need for driver input. Yet a major difference

between an air spring and a hydropneumatic spring is how the desired design position is

readjusted and how the spring rate is affected by this.

 In purely pneumatic springs the gas (usually air) is filled up or released. So the

suspending gas volume of the pneumatic spring remains constant after the load change and

subsequent level adjustment. The pressure of this gas volume changes linearly with the load.

Therefore in purely pneumatic springs the gas mass and hence also the spring rate change in a

linear correlation with the sprung mass.

For a hydro pneumatic suspension system it is the oil volume which is changed during

the leveling process – so here it is the gas mass which remains constant at all times. Yet this gas

mass changes its volume after a load change; a higher load means a smaller gas volume and

therefore a higher spring rate. This is the reason why this system shows progressive behavior of

the spring rate vs. the sprung mass. In order to provide a constant natural frequency of the

oscillating system it is basically preferable to have a spring rate increasing linearly with the

spring load. Yet in some cases, depending on the reason for the load changes or the needs of the

particular application, it can be favorable to change to a disproportionately higher spring rate. A

spring rate that is constant at all loads, as with a linearly wound coil spring, is usually only a

compromise and only recommended for suspension systems with small relative load changes.

For good protection of the isolated side from the input side, the lowest possible natural

frequency (obeying the motion sickness limit of 0.5 Hz) and therefore also the lowest possible

spring rate needs to be aimed at, yet always considering the limited suspension stroke. A

pneumatic suspension provides a constant low level of natural frequency for all load conditions,

while the natural frequency of a hydro pneumatic system will more or less increase with

increasing loads, depending on the system layout. On the other hand a mechanical spring will

have a high natural frequency at low loads and a low natural frequency at high loads.
 In more advanced applications it is also necessary to have the ability to change

suspension properties (such as the spring rate) depending on particular operating conditions. For

a mechanical spring this is quite difficult. A pneumatic spring gives some possibility by

switchable additional air volumes but a hydro pneumatic spring gives great possibilities by either

switchable accumulators or a variable precharge pressure.

SPRING AND DAMPING CHARACTERISTICS OF HYDRO PNEUMATIC

SUSPENSION SYSTEMS:

General Setup and Working Principle The simplest hydro pneumatic suspension system

consists of only three components: a hydraulic cylinder, a hydro pneumatic accumulator, which

is directly mounted on the cylinder and, of course, the hydraulic fluid. In case cylinder and

accumulator need to be separated – for example due to design space reasons – additional oil lines

and fittings are necessary to provide the hydraulic connection. After adjusting the hydraulic

pressure to the required level (by adding or releasing hydraulic fluid) this system now already

provides the suspension function. When displacing the piston rod, the fluid volume in the

accumulator is changed and there with the pressure (p1 → p2). This causes a change of the force

at the piston rod which, in combination with the change of the position, defines the spring rate c.

The external spring force FF which acts upon the piston rod is always in balance with the forces

resulting from the pressures onto the piston, when neglecting inertial and friction forces.

When the force FF is increased to FF ∗ the position of the piston changes (s) and therefore

some hydraulic fluid is displaced into the accumulator. This change proceeds until the pressure

in the accumulator (and thus on the active surface of the piston) has reached a level which again

provides a balance for the system. This balance of forces is the basis for the function and the
understanding of the suspension system. It will be used in the following sections for further

calculations.

To allow for additional damping, a flow resistor is placed between cylinder and

accumulator. It converts part of the kinetic energy of the hydraulic fluid into heat (viscous

friction). This provides the desired damping in combination with the (undesirable) boundary

friction caused by the cylinder sealing and guiding elements. This so called “suspension unit”

consisting of cylinder, accumulator, flow resistor and hydraulic fluid already provides the

suspension function and could replace the typical combination of mechanical spring and damper.

Yet with this system the major advantage of hydro pneumatic suspension systems is not

yet used: level control. An additional level control unit provides a constant normal position of the

suspension independent from the static spring load FF. The level control unit consists of a

position sensor which, directly or via an electronic control unit, sends signals to a hydraulic

control valve, which then changes the amount of hydraulic fluid in the suspension unit in order to

bring the suspension back to the design position if necessary. By increasing the amount of

hydraulic fluid, the level of the system is increased; reducing the amount of hydraulic fluid

decreases the level of the system. Pressurized hydraulic fluid as well as the possibility to dispose

of excessive fluid (to a hydraulic reservoir) need to be provided to enable that. By combining

these two parts (suspension unit and level control unit) it is possible to draw a basic schematic of

a hydro pneumatic suspension system.

SPRING CHARACTERISTICS:

The spring rate of a hydro pneumatic suspension system can be determined from the pure

spring force–displacement curve measured at the suspension cylinder when the hydraulic flow

resistor, is removed. An increase of force onto the cylinder leads to an increase in hydraulic

pressure and therefore to a change in position of the piston rod. This is due to the following

reasons:

 compression of the gas in the accumulators

 widening of the (elastic) fluid lines and fittings

 compression of the hydraulic fluid

Each of these three effects causes an individual spring rate.

ADVANTAGES:

Hydropneumatics have a number of natural advantages over steel springs that are poorly

understood, leading to general public perception that hydropneumatics are merely "good for

comfort". They actually also have great advantages related to car handling and control efficiency,
solving a number of problems inherent with using steel springs that suspension designers have

always dreamt they could eliminate.

 Hydropneumatic is naturally a progressive spring-rate suspension; i.e., the more it is

compressed, the harder it becomes. This results in the suspension being extremely soft

around its initial course (softer than a steel spring) but getting harder and harder as

compressed (more than a steel spring). This is because of the properties of gas: halve its

volume, and its pressure doubles. When the suspension operates, the ram is pushing oil into

the sphere altering its gas volume (and therefore the pressure). This natural principle of

hydropneumatics has not been met so far by any other type of suspension. The nearest is

steel springs with a softer course and a harder course (two different spring rates, while

hydropneumatics offer an infinite number of rates). Usually steel-sprung cars are either too

soft ("comfortable"), or too stiff ("sporty"), or some intermediate compromise, while

hydropneumatics offer "two cars in one".

 This advantage pays off in a spectacular way when slaloming (otherwise known as the

'moose test'): the swinging speeds and acceleration patterns of the body of a hydropneumatic

car offer ideal body control, and "load" the tyres in an ideal linear-like manner, helping to

get the most out of them. A steel-sprung car acts more like a violently-swinging pendulum,

"crashing" on its tyres (and abusing them) when leaning from side to side.

 The same natural law governing gases also ensures that the suspension's spring-rate

(hardness) is continuously adapted to the weight it has to carry, and to infinite positions. For

example, when the car is standing empty, the pressure within its spheres is in balance. If one

passenger enters the car, this pressure becomes higher by the value of his weight (the gas in

the spheres compressed to an equal degree, i.e. has now become "harder"). The car will have

lost some height, so the self-leveling system immediately reacts and brings the car up to the
 predetermined ride height. The result is that the spring rate is kept constant, regardless of the

load of the car. I.e., a car with 4 passengers and full payload will be equally well controlled

as a car with just one passenger (bar the tyres, which of course remain at the same pressure.).

With a steel-spring car, either the car would be set up to be comfortable with 1-2 passengers

but getting too soft as more weight is added (becoming uncontrollable under full payload),

or it would be too stiff with 1-2 passengers and okay on full payload.

 This effect is especially pronounced at the rear axle, where the designer of a steel-sprung car

has to make the greatest compromise: the rear suspension has to be able to deal satisfactorily

with a large range of load. Because of the above property of hydropneumatics, Citroën

vehicles can have a rear that is set very soft; one can easily push the empty car down with

his hand. When load is added, it stiffens as much as necessary. Steel-sprung cars need to

have rear springs much stiffer than necessary for average daily driving.

DISADVANTAGES:

 Service sometimes requires a specifically trained mechanic, but can be done by any DIYer

with knowledge of the system or the correct manual.

 Hydro pneumatic suspension systems can be expensive to repair or replace, if poorly

maintained or contaminated with incompatible fluids.

 Failure of the hydraulic system will cause a drop in ride height and braking power will

decrease. However, an acute failure will not lead to acute brake failure as the accumulator

sphere holds enough reserve pressure to ensure safe braking far beyond that needed to bring

a vehicle with a failed system to a standstill.

Modeling and simulation of active hydro-pneumatic suspension system through bond

graph

This article presents a model for active hydropneumatic (AHP) suspension system. This is a

relatively new suspension design, in which the system works without the classical mechanical

parts of a suspension, such as steel springs and dampers. Instead, a hydraulic system is used

which consists of a plunger cylinder, a flow resistance, a hydro-pneumatic capacitor and a strong

hydraulic pump together with a fast response servo valve. At the heart of each AHP suspension

system, there is a force controller, which is responsible for tracking a certain desired force. The

modeling of the system has been made using the bond graph simulation technique. All of the

components of the system have been replaced by their bond graph counterparts. The governing

equations are written in terms of bond graph models, and are solved simultaneously. Bond graph

results are compared to the results of others. The bond graph method succeeds in reproducing the

same outputs as the other methods. However, the ability of the bond graph modeling in adapting

to new changes in the system components and physical models makes it a good choice for

complex systems.

Modelling and simulation of hydropneumatic suspension for a car ch. Venkateswara reddy,

s. R. Shankapal, m. H. Monish gowda

The main functions of a vehicle suspension system is to isolate the road excitations experienced

by the tyres from being transmitted to the passengers; to create anti roll, anti-squat and anti-dive

effects that happen due to dynamic load transfer and to provide road holding. Passive

suspensions have constant spring stiffness and damping coefficient limiting the suspension

system unable to adapt to the dynamic conditions of a vehicle leading to deterioration of ride and
handling performance of a vehicle. This necessitates search for adaptive suspension technologies

and at present hydropneumatic suspension technology is promising and becoming popular in

high end passenger cars. The present dissertation work has been on modelling and analysis of

hydropneumatic suspension for passenger car. A hydropneumatic suspension will have a metal

chamber supporting the weight of the vehicle, and the chamber is partitioned by a diaphragm to

accommodate air and oil on its either side. The suspension stiffness is varied by varying the

pneumatic pressure in the chamber and the pneumatic pressure can be controlled by controlling

hydraulic pressure on the other side of the diaphragm in hydropneumatic chamber. The variable

damping coefficient of the suspension is achieved by allowing the liquid to flow through orifices.

The oil pressure is varied depending on the longitudinal, lateral and vertical acceleration the

wheel experiences as the vehicle travels. In the present work, a hydropneumatic suspension of a

quarter car is built using Matlab/simulink. The suspension model includes pump, valve,

hydraulic cylinder, piston, orifice and gas compression and expansion. A PID controller operates

the valve to achieve the desired suspension performance. It has been observed from the solution

of the suspension model of a selected car, the acceleration of the sprung mass coming down by

79.5% compared to traditional suspension system.

Hydropneumatic suspension for tractor implement janis laceklis-bertmanis1 , vilnis pirs1 ,

eriks kronbergs1 , aivars metla-rozentals2 , maris metla2

In order to reduce the pressure oscillation in the hydraulic hitch-system of the tractor and

oscillation of all tractor aggregate the correction of the hydraulic system parameters is used. The

lower oscillation amplitudes can be achieved using the tractor implement as oscillation reducer.

Equipment of hydraulic hitch-system with hydropneumatic accumulators let adjust the stiffness

and damping characteristics of the hydraulic cylinder, limiting the pressure oscillation amplitude.
In order to create major changes in the level of stiffness, extra accumulators can be used.

Improvement of the hydraulic hitch-system with different charged hydropneumatic

accumulators, reduce pressure peaks in the hydraulic system till 8.76 %, at the driving speed 11.2

km·h -1 and tire pressure 0.12 MPa, but at the driving speed 7.8 km h -1 and the same tire

pressure till 8.17 %.

INTRODUCTION TO CAD

Computer-aided design (CAD) is the use of computer systems (or workstations) to aid in the

creation, modification, analysis, or optimization of a design. CAD software is used to increase

the productivity of the designer, improve the quality of design, improve communications through

documentation, and to create a database for manufacturing. CAD output is often in the form of

electronic files for print, machining, or other manufacturing operations. The

term CADD (for Computer Aided Design and Drafting) is also used.

Its use in designing electronic systems is known as electronic design automation, or EDA.

In mechanical design it is known as mechanical design automation (MDA) or computer-aided

drafting (CAD), which includes the process of creating a technical drawing with the use

of computer software.

CAD software for mechanical design uses either vector-based graphics to depict the objects of

traditional drafting, or may also produce raster graphics showing the overall appearance of

designed objects. However, it involves more than just shapes. As in the

manual drafting of technical and engineering drawings, the output of CAD must convey

information, such as materials, processes, dimensions, and tolerances, according to application-

specific conventions.
CAD may be used to design curves and figures in two-dimensional (2D) space; or curves,

surfaces, and solids in three-dimensional (3D) space.

CAD is an important industrial art extensively used in many applications,

including automotive, shipbuilding, and aerospace industries, industrial and architectural

design, prosthetics, and many more. CAD is also widely used to produce computer

animation for special effects in movies, advertising and technical manuals, often called

DCC digital content creation. The modern ubiquity and power of computers means that even

perfume bottles and shampoo dispensers are designed using techniques unheard of by engineers

of the 1960s. Because of its enormous economic importance, CAD has been a major driving

force for research in computational geometry, computer graphics (both hardware and software),

and discrete differential geometry.

 INTRODUCTION TO SOLID WORKS

Solid Works (stylized as SOLIDWORKS) is a strong modeling computer-aided layout (CAD)

and laptop-aided engineering (CAE) computer application that runs on Microsoft Windows.

Solid Works is published with the aid of Dassault Systems.

According to the writer, over million engineers and architects at extra than 165,000 corporations

were the use of Solid Works as of 2013. Also in line with the organization, financial year 2011–

12 revenue for Solid Works totaled $483 million.

DS Solid works Corp. Has sold over 1.5 million licenses of SolidWorks global. This consists of a

massive proportion of tutorial licenses. The Sheffield Telegraph feedback that Solidworks is the

world's most famous CAD software program. Its user base stages from individuals to large

agencies, and covers a totally huge move-section of manufacturing market segments.

Commercial income are made thru an indirect channel, which incorporates dealers and partners

at some stage in the arena. In the United States, the primary reseller of Solid Works, in 1995,

changed into Computer Aided Technology, Inc, situated in Chicago. Directly competitive

products to Solid Works encompass Solid Edge, and Autodesk Inventor. Solid Works

additionally companions with 1/3 birthday celebration developers to feature capability in area of

interest market programs like finite element evaluation, circuit format, tolerance checking, and

so on. Solid Works has also certified its 3D modeling competencies to other CAD software

program carriers, significantly ANVIL.

Modeling era
display screen shot captured from a Solid Works top-down layout approach.

Solid Works is a stable modeler, and makes use of a parametric characteristic-based totally

method to create models and assemblies. The software program is written on Para solid-kernel.

Parameters refer to constraints whose values decide the shape or geometry of the version or

assembly. Parameters may be either numeric parameters, which includes line lengths or circle

diameters, or geometric parameters, which includes tangent, parallel, concentric, horizontal or

vertical, etc. Numeric parameters may be associated with each other through using family

members, which allows them to seize design purpose.

Design intent is how the creator of the component desires it to respond to changes and updates.

For instance, you would need the hollow on the top of a beverage can to live on the pinnacle

surface, irrespective of the peak or size of the can. SolidWorks lets in the consumer to specify

that the hole is a function on the pinnacle floor, and will then honor their layout purpose

regardless of what peak they later assign to the can.

Features discuss with the building blocks of the part. They are the shapes and operations that

construct the element. Shape-based totally capabilities usually start with a 2D or 3-D sketch of

shapes together with bosses, holes, slots, etc. This form is then extruded or cut to feature or do

away with cloth from the component. Operation-based features are not sketch-based, and

encompass capabilities which includes fillets, chamfers, shells, making use of draft to the faces

of a element, and so forth.

Screen shot captured from a SolidWorks pinnacle-down design technique.

Building a model in SolidWorks usually starts offevolved with a 2D cartoon (despite the fact that

3-d sketches are to be had for strength users). The cartoon includes geometry consisting of

points, traces, arcs, conics (besides the hyperbola), and splines. Dimensions are introduced to the

cartoon to outline the size and region of the geometry. Relations are used to define attributes

which includes tangency, parallelism, perpendicularity, and concentricity. The parametric nature

of SolidWorks way that the scale and members of the family drive the geometry, no longer the

opposite manner around. The dimensions in the sketch can be controlled independently, or by

way of relationships to other parameters inner or outdoor of the sketch.

In an assembly, the analog to sketch family members are friends. Just as sketch members of the

family outline situations including tangency, parallelism, and concentricity with respect to

caricature geometry, meeting pals define equal relations with recognize to the person

components or components, allowing the clean production of assemblies. SolidWorks also

includes additional superior mating capabilities together with equipment and cam follower

associates, which allow modeled equipment assemblies to appropriately reproduce the rotational

movement of an real gear teach.

Finally, drawings may be created either from elements or assemblies. Views are automatically

generated from the stable model, and notes, dimensions and tolerances can then be without
difficulty brought to the drawing as needed. The drawing module consists of maximum paper

sizes and requirements (ANSI, ISO, DIN, GOST, JIS, BSI and SAC).

MODEL OF SUSPENSION SYSTEM USING SOLIDWORKS SOFTWARE

Top Part Casing Helical Spring

Inner Assembly Lower

Exploded view

Total Assembly
2D Drawing of Helical Spring
 INTRODUCTION TO FEA

Finite element analysis is a method of solving, usually approximately, certain problems in

engineering and science. It is used mainly for problems for which no exact solution, expressible

in some mathematical form, is available. As such, it is a numerical rather than an analytical

method. Methods of this type are needed because analytical methods cannot cope with the real,

complicated problems that are met with in engineering. For example, engineering strength of

materials or the mathematical theory of elasticity can be used to calculate analytically the

stresses and strains in a bent beam, but neither will be very successful in finding out what is

happening in part of a car suspension system during cornering.

One of the first applications of FEA was, indeed, to find the stresses and strains in engineering

components under load. FEA, when applied to any realistic model of an engineering component,

requires an enormous amount of computation and the development of the method has depended

on the availability of suitable digital computers for it to run on. The method is now applied to

problems involving a wide range of phenomena, including vibrations, heat conduction, fluid

mechanics and electrostatics, and a wide range of material properties, such as linear-elastic

(Hookean) behavior and behavior involving deviation from Hooke's law (for example, plasticity

or rubber-elasticity).

Many comprehensive general-purpose computer packages are now available that can deal with a

wide range of phenomena, together with more specialized packages for particular applications,

for example, for the study of dynamic phenomena or large-scale plastic flow. Depending on the

type and complexity of the analysis, such packages may run on a microcomputer or, at the other

extreme, on a supercomputer. FEA is essentially a piece-wise process. It can be applied to one-

dimensional problems, but more usually there is an area or volume within which the solution is
required. This is split up into a number of smaller areas or volumes, which are called finite

elements. Figure 1 shows a two-dimensional model of a spanner that has been so divided: the

process is called discretisation, and the assembly of elements is called a mesh.

INTRODUCTION TO ANSYS

Structural Analysis

ANSYS Autodyn is computer simulation tool for simulating the response of materials to short

duration severe loadings from impact, high pressure or explosions.

ANSYS Mechanical

ANSYS Mechanical is a finite element analysis tool for structural analysis, including linear,

nonlinear and dynamic studies. This computer simulation product provides finite elements to

model behavior, and supports material models and equation solvers for a wide range of

mechanical design problems. ANSYS Mechanical also includes thermal analysis and coupled-

physics capabilities involving acoustics, piezoelectric, thermal–structural and thermo-electric

analysis.

Fluid Dynamics

ANSYS Fluent, CFD, CFX, FENSAP-ICE and related software are Computational Fluid

Dynamics software tools used by engineers for design and analysis. These tools can simulate

fluid flows in a virtual environment — for example, the fluid dynamics of ship hulls; gas turbine

engines (including the compressors, combustion chamber, turbines and afterburners); aircraft

aerodynamics; pumps, fans, HVAC systems, mixing vessels, hydro cyclones, vacuum cleaners,

etc.
MATERIAL PROPERTIES

 Structural steel

Density: 7850kg/m3

Ultimate Tensile Strength: 515-827Mpa

Yield Tensile Strength: 207-552Mpa

Young’s Modulus: 190-210Gpa

Poisson’s Ratio: 0.30

% of elongation: 12-40

 Beryllium copper

Density: 8260 Kg/m3

Ultimate Tensile Strength: 483-810Mpa

Yield Tensile Strength: 221-1172Mpa

Young’s Modulus: 115Gpa

Poisson’s Ratio: 0.30

Shear Modulus: 50Gpa

STRUCTURAL ANALYSIS OF HYDROO PNUMATICSUSPENSION

SYSTEM

MATERIAL - STRUCTURAL STEEL

LOAD 113KG

Open ANSYS>Open work bench 14.5>select static structural >double click on it.

Select engineering data> window will be open in that enter required material properties>

update project and return to the project.

Select geometry > right click on it >select import geometry> select file>ok

IMPORTED MODEL
Select model>right click on it> select edit> window will be open in that select mesh>right

click on it>select generate mesh

MESHED MODEL
 Select static structural >right click on it >insert> pressure> select area> enter magnitude>

apply.

PRESSURE

Select static structural >right click on it >insert> fixed support> select area> apply.

FIXED SUPPORT
 Right click on solution> insert > Deformation >Total>Right click on solution> insert>

Strain> Equivalent (Von-mises)> Right click on solution> insert> Stress> Equivalent (Von-

mises). Right click on solution> insert > Solve.

STRESS
 STRAIN

TOTAL DEFORMATION
LOAD 188KG

STRESS

STRAIN
TOTAL DEFORMATION

LOAD 263KG

STRESS
 STRAIN

TOTAL DEFORMATION
MATERIAL - BERYLLIUM COPPER

LOAD 113KG

STRESS

STRAIN
TOTAL DEFORMATION

LOAD 188KG

STRESS
 STRAIN

TOTAL DEFORMATION
LOAD 263KG

STRESS
 STRAIN

TOTAL DEFORMATION
 MODAL ANALYSIS OF HYDROO PNUMATIC SUSPENSION

SYSTEM

ANSYS> Work bench 14.5>Double click on Modal.

Right click on Engineering data>edit>apply material properties>return project>Update project.

Right click on Geometry>Imported Geometry>browse>click on IGS file>Open.

IMPORTED GEOMETRY

Right click on Model>Edit>Right click on mesh>sizing>fine>Right click on mesh>generate

mesh.

MESHED MODEL
Right click on Modal>Insert>Fixed supports>Select faces>apply.

FIXED SUPPORT

Right click on Solution>Insert>Deformation>Total>Mode1.

Right click on Solution>Insert>Deformation>Total>Mode2…..etc.

Right click on Solution >Solve.

MATERIAL - STRUCTURAL STEEL
 RESULTS FOR 6 MODE SHAPES

MATERIAL - BERYLLIUM COPPER

RESULTS FOR 6 MODE SHAPES
 RESULTS TABLE FOR STRUCTURAL ANALYSIS

STRUCTURAL ANYLYSIS RESULTS

VON-MISES TOTAL
VON-MISES
MATERIAL LOAD(KG) STRESS DEFORMATION
STRAIN
[MPa] [ mm]

Structural steel 113

227.68 0.0015 13.702

188
377.89 0.0025 22.741

263
529.68 0.0035 31.875

Beryllium 113
233.23 0.0026 23.794
copper

188
387.1 0.0044 39.492

263
542.59 0.0062 55.355
RESULTS TABLE FOR MODAL ANALYSIS

Structural steel

Deformation Frequency

(mm) (Hz)

Mode 1 36.15 5.1808

Mode 2 36.171 5.1969

Mode 3 27.993 17.776

Mode 4 41.443 30.481

Mode 5 45.04 31.103

Beryllium copper

Deformation Frequency

(mm) (Hz)

Mode 1 35.241 3.8298

Mode 2 35.261 3.8417

Mode 3 27.29 13.14

Mode 4 40.401 22.532

Mode 5 44.397 22.847

 CONCLUSION

By observing the structural analysis results, the stress value is less for Beryllium Copper than

Structural steel but the deformation is more.

By observing the modal analysis results, the deformation and frequency are less for Beryllium

Copper than Structural Steel. Due to less frequency, the vibrations of suspension system when

Beryllium Copper is used are less.

So it can be concluded that using Beryllium Copper is better.

 BIBILOGRAPHY

1. MACHINE DESIGN BY R.S. KHURMI

2. PSG, 2008.”DESIGN DATA,” KALAIKATHIR ACHCHAGAM PUBLISHERS,

COIMBATORE, INDIA