“…1,15,16 and the drum-elasto- plastic terrain in Refs. [1,2,4,17], as shown in Figure 2(a) and (b). The symbols and parameters in Figure 2 are listed in “Abbreviations”.Figure 2.The interaction models of the tire/drum-deformable soil ground.…”
To decrease the operator’s seat vibration and control the cab’s shaking of the soil compactor, the seat’s control isolation (SCI) added by the QZS structure (SCI-QZS) and the cab’s control isolations (CCI) combined are proposed and investigated. A three-dimensional dynamic model of the soil compactor under the interaction of the tire and drum on the deformable terrain is established to calculate the vibration equation of the soil compactor. The vehicle’s experimental study with the seat’s isolation added by the QZS structure is also given to verify the mathematical model and study result. The isolation efficiency and stability of the SCI-QZS and CCI combined are evaluated based on the root mean square accelerations of the operator’s seat ( aws) and cab’s pitching angle ( a wφc) under the various conditions of the soil compactor. The research shows that with the isolation systems of the soil compactor seat and cab without the QZS structure and control, the operator’s ride comfort and the cab’s shaking are strongly affected under various operating conditions. With the soil compactor using the SCI-QZS and CCI combined, both the operator’s ride comfort and the cab’s shaking are greatly reduced under all the various operating conditions. Especially, the aws and a wφc are remarkably reduced by 67.8% and 59.8% in comparison with the isolation systems of the soil compactor seat and cab without the QZS structure and control. Therefore, the SCI-QZS and CCI combined should be applied on the soil compactor to improve the operator’s ride comfort and control the cab’s shaking of the soil compactors or other off-road vehicles.
“…1,15,16 and the drum-elasto- plastic terrain in Refs. [1,2,4,17], as shown in Figure 2(a) and (b). The symbols and parameters in Figure 2 are listed in “Abbreviations”.Figure 2.The interaction models of the tire/drum-deformable soil ground.…”
To decrease the operator’s seat vibration and control the cab’s shaking of the soil compactor, the seat’s control isolation (SCI) added by the QZS structure (SCI-QZS) and the cab’s control isolations (CCI) combined are proposed and investigated. A three-dimensional dynamic model of the soil compactor under the interaction of the tire and drum on the deformable terrain is established to calculate the vibration equation of the soil compactor. The vehicle’s experimental study with the seat’s isolation added by the QZS structure is also given to verify the mathematical model and study result. The isolation efficiency and stability of the SCI-QZS and CCI combined are evaluated based on the root mean square accelerations of the operator’s seat ( aws) and cab’s pitching angle ( a wφc) under the various conditions of the soil compactor. The research shows that with the isolation systems of the soil compactor seat and cab without the QZS structure and control, the operator’s ride comfort and the cab’s shaking are strongly affected under various operating conditions. With the soil compactor using the SCI-QZS and CCI combined, both the operator’s ride comfort and the cab’s shaking are greatly reduced under all the various operating conditions. Especially, the aws and a wφc are remarkably reduced by 67.8% and 59.8% in comparison with the isolation systems of the soil compactor seat and cab without the QZS structure and control. Therefore, the SCI-QZS and CCI combined should be applied on the soil compactor to improve the operator’s ride comfort and control the cab’s shaking of the soil compactors or other off-road vehicles.
“…To assess the suspension system of the vehicle or the driver's ride comfort, the road surface roughness was established via the power spectrum density (PSD) S(n 0 ) of ISO-8068 27 and the white noise signal W had been mainly applied. 3,28,29 To assess the ride comfort of the driver with the QZS-HS, QZS-AP, and QZS-RS, the PSD of the road surface S(f ) = S(n 0 )n 2 0 v/f 2 calculated by the S(n 0 ) in the frequency region was also built based on the W as follows: 28,29 q + 2πn 0 v 2 q = 2πn 0 S(f )vw(t); n 0 = 0.1.…”
Section: Vibration Excitations Of Vehiclementioning
confidence: 99%
“…To assess the efficiency of the vehicle's suspension system, the ride comfort of the vehicle, the deformation of the suspension system, and the road friendliness of the vehicle's wheel on the road surface were mainly used. 10,19,29 With the seat suspension, its efficiency in improving the ride quality was evaluated via the RMS value of the vertical displacement and acceleration responses of the driver's seat in the time domain, 10,19 as described in Eq. (32).…”
Section: Evaluation Indicators Of Isolation Efficiencymentioning
confidence: 99%
“…The ratio of the geometrical dimensions (α 1,2 ) and stiffness ratio β of the QZS structure greatly affected the isolation efficiency of the QZS structure and the seat suspension. 11,17,18,29 In addition, based on the ratio of geometrical dimensions and the stiffness ratio in Eqs. ( 6), (24), and (28), their ratios are rewritten as:…”
Section: Sensitivity Of Qzs's Parametersmentioning
confidence: 99%
“…The above analysis results show that the isolation efficiency of the different QZS models is affected not only by the ratios of α 1,2 and β provided in Refs. [11,[17][18]29] but also by a, k s , and k a of the different QZS models. However, based on the analysis results of the z ws and a ws , it is difficult to compare the isolation efficiency of three different QZS models.…”
Section: Sensitivity Of Qzs's Parametersmentioning
This study proposes three different models of the quasi-zero stiffness (QZS) using the horizontal spring (QZS-HS), air piston (QZS-AP), and roller spring (QZS-RS) for the seat suspension of the vehicle to improve ride comfort. A dynamic model of the two-axle vehicle with the seat suspension added by the different QZS models has been established under the various excitations of the road surface. The design parameters of the different QZS models have been optimized to enhance the isolation efficiency and ride comfort. The indexes of the root mean square of the displacement (z_ws), acceleration (a_ws), and power spectral density acceleration (maximum PSD) of the driver's seat have been chosen to evaluate the vehicle's ride comfort and the isolation efficiency of three different QZS models. The results indicate that the seat suspension equipped with the different QZS models greatly improves the ride comfort in comparison with the seat suspension without the QZS. Also, the isolation efficiency of three different QZS models has been greatly affected by their design parameters. With the design parameters of the different QZS models optimized by the genetic algorithm, the stable value of the dimensionless restoring force of the optimal QZS-AP is lower than that of both the optimal QZS-HS and optimal QZS-RS. Particularly, under the random excitation of the road surface, the z_ws, a_ws, and maximum PSD have been greatly decreased by 41.4%, 73.8%, and 94.4% in comparison with the seat suspension without the QZS, respectively. Therefore, the optimal QZS-AP should be applied to enhance the driver's ride comfort and health.
Three models of seat suspension using the negative stiffness structure including steel springs (SS), roller springs (RS), and tuned mass damper (TMD) are proposed and studied to improve the driver's seat ride comfort. Based on the dynamic models of the SS, RS, and TMD, their isolation efficiency and driver’s ride comfort are evaluated via two indexes of the root mean square displacement and acceleration of the seat (zws and aws) under two excitations of the random road surface and bumpy road surface. The results show that under the random road surface, the zws and aws with the seat's RS are reduced by 10.31 % and 20.32 % in comparison with the seat’s SS; whereas the zws and aws with the seat's TMD are smaller than that of the seat's RS by 19.15 % and 26.13 %; and the seat’s SS by 27.49 % and 41.15 %, respectively. Besides, the seat's displacement and acceleration responses with the seat’s TMD are also lower than that of both the SS and RS under the bumpy road surface. Therefore, the structure of the TMD should be designed and added to the seat suspension to enhance the driver’s seat ride comfort.
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