Research On The Vertical Stiffness And Damping Of The Air Spring With Auxiliary Chamber By Test

In order to improve the adaptability of the air-suspension system of the vehicle to run in different situation, an auxiliary chamber can be used to adjust the stiffness and damping of the suspension, based on the air-spring (main chamber), an auxiliary chamber is added, and a throttle is fixed between the main chamber and the auxiliary chamber to adjust the stiffness and damping of the air-spring by adjusting the size of the throttle. When the size of the orifice changed, how the stiffness and damping of the air-spring is changing? With auxiliary chamber, how the pressure influences on the stiffness and damping of the air-spring? In other words, what is the regularity of the stiffness and damping of the air-spring changing with the size of the throttle and the inner pressure? By analyzing the existing research results synthetically, a conclusion can be reached, the research on the air-spring is not sufficient, and it is difficult to supply the reliable basis to design and control of the air-spring with auxiliary chamber. Based on 1T15M-2 reversible sleeve air spring manufactured by Firestone corp. and an auxiliary chamber with the volume 22L, an air-spring with auxiliary chamber was built in this paper. The vertical stiffness and damping influenced by inner pressure, diameter of the throttle orifice were researched by using the methods of free vibration with damping. Further more, a device with continuous-adjustable orifice fixed between the air-spring and auxiliary chamber is designed. The vertical stiffness and damping of the air-spring with auxiliary chamber influenced by inner pressure, area of the throttle orifice and exciting frequency were further researched by using the methods of free vibration with damping and excitation. Finally, an experiment of control to the air-spring vibration system is carried out by using the developed controlling software.The research results show, the vertical stiffness and damping of the air-spring can be changed obviously by adjusting the size of the throttle orifice fixed between the air-spring(main chamber) and an auxiliary chamber. Under the same inner pressure, the orifice changed from closedown to opening up. When the diameter of the orifice is less than 3mm, the vertical stiffness of the air-spring reaches the maximum. When the diameter of the orifice changes from 3mm to 10mm, the stiffness of the air-spring decreases rapidly.