Design and optimization of truck suspensions using covariance analysis

ElMadany, M.M.

doi:10.1016/0045-7949(88)90045-4

Cited by 18 publications

(13 citation statements)

References 8 publications

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“…The vehicle represents a 2-axle rigid truck with four degrees of freedom: the pitch and vertical displacement of the sprung mass and the displacement of the two unsprung masses. The properties of suspensions and tyres are similar to those of a semi-tractor unit with twin wheels in the rear axle and are summarized in Table 33 2, [40,41] The performance of the method for damage detection will be affected negatively by high levels of noise or road roughness. If the latter excited the modes of vibration of the vehicle sufficiently, the spectrum of the beam accelerations will contain vehicle frequencies in addition to the dominant bridge frequency.…”

Section: Use Of the Beam Acceleration Due To A 2-axle Sprung Model Onmentioning

confidence: 93%

An investigation into the acceleration response of a damaged beam-type structure to a moving force

González

Hester

2013

Journal of Sound and Vibration

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Publication information Journal of Sound and Vibration, 332 (13): 3201-3217Publisher Elsevier Item record/more information http://hdl.handle.net/10197/6212 Publisher's statementThis is the author's version of a work that was accepted for publication in Journal of Sound and Vibration. Changes resulting from the publishing process, such as peer review, editing, corrections, structural formatting, and other quality control mechanisms may not be reflected in this document. Changes may have been made to this work since it was submitted for publication. A definitive version was subsequently published in Journal of Sound and Vibration (VOL 332, ISSUE 13, (2013) that did not appear in the healthy structure is present in the response of the damaged structure. This paper elucidates from first principles how the acceleration response can be assumed to consist of 'static' and 'dynamic' components, and where the beam has experienced a localised loss in stiffness, an additional 'damage' component. The combination of these components establishes how the damage singularity will appear in the total response.For a given damage severity, the amplitude of the 'damage' component will depend on how close the damage location is to the sensor, and its frequency content will increase with higher velocities of the moving force. The latter has implications for damage detection because if the frequency content of the 'damage' component includes bridge and/or vehicle frequencies, it becomes more difficult to identify damage. The paper illustrates how a thorough understanding of the relationship between the 'static' and 'damage' components contributes *Manuscript Click here to download Manuscript: Manuscript RevC.doc Click here to view linked References 2 to establish if damage has occurred and to provide an estimation of its location and severity.The findings are corroborated using accelerations from a planar finite element simulation model where the effects of force velocity and bridge span are examined.

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Section: Use Of the Beam Acceleration Due To A 2-axle Sprung Model Onmentioning

confidence: 93%

An investigation into the acceleration response of a damaged beam-type structure to a moving force

González

Hester

2013

Journal of Sound and Vibration

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“…Furthermore, it is noted that whilst the non-linearities associated with suspension component behaviour, such as Coulomb friction between linkages and the adiabatic compression of fluid in the air spring, are not considered, a linearised ride model still provides a useful tool for assessing the performance potential of a vehicle suspension [22]. As such, the model is considered sufficient for the demonstration of the concept of the bridge-friendly suspension presented herein.…”

Section: Vehicle Modelmentioning

confidence: 99%

“…As previously stated, the formulation is based on the 6 degree-of-freedom vehicle model used by El-Madany [22] and utilises the same compatibility conditions as follows: Given these constraints, the mass matrix, M, may then be expressed as: …”

Section: Appendix A: Mass Stiffness and Damping Matrices For Vehiclementioning

confidence: 99%

Reduction of bridge dynamic amplification through adjustment of vehicle suspension damping

Harris

O’Brien

González

2007

Journal of Sound and Vibration

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Publication informationJournal of Sound and Vibration, 302 (3): 471-485 Publisher ElsevierLink to online version http://dx.doi.org/10.1016/j.jsv.2006.11.020Item record/more information http://hdl.handle.net/10197/2531Publisher's statement All rights reserved. Publisher's version (DOI)10. 1016/j.jsv.2006.11.020 Downloaded 2019-03-25T00:10:59ZThe UCD community has made this article openly available. Please share how this access benefits you. Your story matters! (@ucd_oa) Some rights reserved. For more information, please see the item record link above. AbstractThis paper presents a novel approach to the reduction of short-span bridge dynamic responses to heavy vehicle crossing events. The reductions are achieved through adjustment of the vehicle suspension damping coefficient just before the crossing.Given pre-calculations of the response of a vehicle-bridge system to a set of 'unit' road disturbances, it is shown that a single optimum damping coefficient may be determined for a given velocity and any specified road profile. This approach can facilitate implementation since the optimum damping is selected prior to the bridge and there is no need to continuously vary the damping coefficient during the crossing.The concept is numerically validated using a bridge-vehicle interaction model with several road profiles, both measured and artificially generated. The bridge-friendly damping control strategy is shown to reduce bridge dynamics across a typical range of vehicle velocities, proving most effective for road profiles that induce large vibrations in the vehicle-bridge system.

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“…The motion of the entire system is defined by the tractor sprung mass vertical displacement y T , pitch θ T and roll γ T rotations, the trailer pitch θ S and roll γ S , and one additional vertical displacement for each considered wheel y i . Note that, due to the articulation between the tractor and trailer, there is a geometric relationship given by equation (1), resulting in one dependent degree of freedom, i.e., the trailer vertical displacement y S , which can be expressed in terms of the system rotations and tractor vertical displacement [25].…”

Section: Equations Of Motion Of the Vehiclementioning

confidence: 99%