DYNAMIC BEHAVIOUR OF AN AIR SPRING ELEMENT

ДИНАМИЧНОТО ПОВЕДЕНИЕ НА ВЪЗДУШНОПРУЖИНЕН

ПНЕВМАТИЧЕН ДЕМФЕРЕН ЕЛЕМЕНТ

Assis. prof. dr. Gavriloski V.1,MEng. Jovanova J.2

Faculty of Mechanical Engineering – Skopje, Macedonia 1,2

Abstract: Air springs are well-known for their low transmissibility coefficients and their ability to vary load capacities easily by changing
only the gas pressure within the springs. Air springs can be used for a mechatronic approach in suspension design because of their ability to
provide a controlled variable spring rate and they offer simple and inexpensive automatic levelling. Air spring dynamic model with
frequency dependent characteristics has been developed for the purpose of this research. The mathematical model enables application of the
model in simulation without many experimentally obtained parameters. Frequency dependence of the stiffness characteristic implemented in
the new model is the main difference between the classical models and the new dynamic model. The verification of the dynamic air spring
model is done by an experiment. The experimental results and results obtained by simulation in Matlab/Simulink are compared.

Keywords: AIR SPRING, DYNAMIC MODEL, VEHICLE SUSPENSION SYSTEM, MECHATRONICS

the construction of the pipeline there is a phase difference between

1. Introduction the pressures in the two volumes.
The major purpose of any vehicle suspension system is to
isolate the body from road unevenness disturbances and to maintain
the contact between road and the wheel. Therefore, the suspension 3 3
system is responsible for the ride quality and driving stability. The
design of a classical passive suspension system is a compromise
between this conflict demands. However, the improvement in
4
vertical vehicle dynamics is possible by developing an air spring 2
suspension system.
The air spring is mainly used in commercial vehicles, but lately
6
is also used in higher classes of passenger vehicles. The main
advantages of the air spring suspension system to the classical one 1
are:
• Simple stiffness decreasing for obtaining soft suspension for
increased comfort and decreased transfer of shocks; M 5
• Constant natural frequencies of the system for the normal
loading rank;
• Constant suspension space between the sprung and unsprung
mass independent of load; fig.1 Air spring system
• Regulation opportunity of the stiffness and achieving an 1.Air balloon; 2.Additional volume; 3.Electromagnetic valve;
adaptive stiffness coefficient to the conditions. 4.Pipeline; 5.Compressor; 6.Levelling sensor
Despite the fact, that the air springs for passenger cars are
commercially available, there are not enough researches devoted on
their dynamic characteristics. Quaglia and Sorly [3] discuss the Modelling of an air spring is based on the basics of
vehicular air suspensions from design aspects, but not from control thermodynamics and fluid dynamics. Although the process itself is
viewpoint. The research in this area is mostly for commercial quite complex, in the literature the air springs are usually presented
vehicles. In [2], detailed overview of the constructive characteristics with simplified equivalent mechanical models.
and the theoretical assumptions for the processes in the air springs The modelling of an air spring, presented here, does not take in
is given. There are also some results from experimental analyses. consideration the levelling system because these changes are very
PresthusIn [3] develops few dynamic air spring models for rail slow. Here the mathematical models incorporate the stiffness and
vehicles. In his paper nonlinear mathematical air spring model is the damping characteristics of air spring.
developed and the results are compared with the experimental Under the vibrations, the behaviour of the compressed air
results. But this paper can not be used for air springs in passenger within the air spring system is polytrophic. The minimal stiffness is
vehicles. when there is an isothermal change of the gas state (for frequencies
Therefore, a new dynamic model of an air spring was f<0,1Hz), and maximal stiffness is with adiabatic state change (for
developed. The new dynamic model with frequency dependent frequencies f>3 Hz).
characteristics was verified by experiment. Analyses of the vehicle vertical dynamics show special interest
around the frequency domain from 0 to 20 Hz. Classical dynamic
models, as well as the manufacturer’s technical data is for very low
2. Modelling of air spring frequencies from 0 to 1 Hz. But the experimental analyses show
nonlinear frequency dependence of the mechanical characteristics
The air spring system, figure 1, consists of an air balloon
(primary volume) connected to a reservoir (additional volume) by a of the air spring. The change of the stiffness of the air spring is
present when there is an additional volume and it depends from the
pipeline system. Since the stiffness of the air spring depends on the
total volume, with an electromagnetic valve the additional volume size of the balloon, the volume of the additional reservoir and the
length and the diameter of the pipeline connecting the two volumes.
can be included or excluded from the system, and the stiffness can
be changed. When the system is disposed to vibrations, the gas gets The difference between the classical and new dynamic model is
compressed or expanded, and the pressure becomes equal in the presented on the following figure 2. From the figure can be
primary and the additional volume. Considering the dimensions and concluded that the classical model is only valid for low frequencies.

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 2.2. New dynamic model of an air spring
4
10
x 10 The derivation of a new mathematical model of an air spring is
9
done with a physical model of a simplified air spring. The model
8
consists of two gas volumes connected with a pipeline. In order to
take in consideration the change in gas state in the two volumes, a
(N/m)

7
mechanical barrier has been introduced in the pipeline as a fictive
Stiffness [N/m]

6
piston. The mechanical barrier is considered to be with neglected
5 mass, and to the barrier is added equivalent fluid mass that is
Stiffness

new
New dynamic
air springmodel
model
4 Classical air
classical spring model
model oscillating along the pipeline. The barrier displacement causes
3 pressure change in the two volumes. The gas state change is
2 polytrophic. Considerable assumptions for small changes for the gas
1 state and appropriate linearization are applied for the simplified air
0
spring model.
0 5 10 15 20 25 Fz
Frequency [Hz]
Frequency (Hz)

fig.2 Comparison of classical and new dynamic model

Aef z
2.1. Classical model of an air spring
The absolute pressure in the air spring and the force coming zp
from the elastic element are: p B , VB p R , VR
(1) p0 = p B + p at Ap
(2) Fz = ( p0 − pat ) Aef = pB Aef
where p0 is the absolute pressure in the air spring, pat is the Fig.4. Air spring physical model
pressure of the atmosphere, pB is the measured pressure in the air
spring, Aef is the effective area and Fz is the vertical force.
The stiffness characteristic of the pneumatic element can be From the force balance that acts on the mechanical barrier from
determined form the equations above: the cylinder and from the motion equation of the fiction piston,
dAef dp B dAef dp 0 come out the following equations:
dFz
cz = = pB + Aef = p B + Aef
(3) dz dz dz dz dz Fz = Aef p B − Aef p at
m &z&p = (Δp B − Δp R ) A p − b pp A p z& p
2
If the gas condition change is determined that it is polytrophic, the
(7)
following equation is valid:

(4) p V n = const where: pat is the outside ambient pressure, bpp is the coefficient
for the pressure fall from the flow resistance in the pipeline, and the
where n is the polytrophic coefficient. pressure fall is taken in consideration with quadratic change. The
The equation (4) is differentiated: bpp reduced to the surface of the barrier Ap gives the damping
d
(
p 0 V n = p 0 n V n −1
dV dp0 n
dz
+
dz
)
V =0
coefficient bp= bpp Ap.
By rearranging the expressions the result is following equations:
(5) dz 2
p 0 n Aef p0 n Aef A p
Fz = ( p0 − p at ) Aef + z− zp
From the equations above, follows that: VB 0 VB 0
2
p 0 n Aef dAef p0 n Aef A p p0 n Ap
2
p0 n Ap
2
cz = + pB = c z1 + c z 2 m &z&p = z− zp − z p − b p z& p
2

(6) V dz (8)
VB 0 VB 0 VR 0
The equivalent mechanical model according the classical The equivalent mechanical model that is implemented is shown
approach is presented at figure 3, consisting of 2 springs with on figure 5.
stiffness cz1 and cz2.
Fz
Fz

z
z Fst
cz2

cz2 cz1 cz1 M

z1

bz

fig.3. Classical model fig.5. New dynamic model

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 To fit the equivalent model, equations (8) need to be scaled for represent the stiffness of the spring; a non linear spring cz3 that
the piston displacement from the pipelines by scaling factor k1: describe change of area due to deflection; a mass M, a nonlinear
viscous damper bz and a friction damper Ffr which describe the
inertia of the air in the pipe between air bag and auxiliary volumes.
⎧ A p ⎛ VB 0 + VR 0 ⎞
⎪ k1 ⎜⎜ ⎟⎟ = 1 Fz
⎪ Aef ⎝ V R0 ⎠
⎨
⎪ k 2 p 0 n Aef A p k1 p 0 n Aef A p
⎪ = z
(9) ⎩ VB 0 VB 0 Fst
cz2
The solution of this linear system of equations is:
⎧ Aef VR 0
⎪ k1 = cz3 cz1 Ffr
A p (V B 0 + V R 0 )
M
⎨ z1
⎪k =k
(10) ⎩ 2 1 bz

By replacing for the constants k1 and k2:

fig.6. New full dynamic model
Fz = Fst + z c z1 + ( z − z1 ) c z 2
3. Experimental verification
M &z&1 = (z − z1 ) c z 2 − bz z&1
2
The verification of the dynamic air spring model is done by an
(11)
experiment. Experimental results and results obtained by simulation
where: in Matlab/Simulink are compared, and a graphical representation of
Fst = ( p 0 − p at ) Aef the results is given in Figure 7 and Figure 8.
Experimental results and simulation results in Matlab/Simulink
2 are obtained for two different additional volumes and for two
p 0 n Aef different pressures:
c z1 = - VR0=0,00094 m3, pB=302 kPa (labelled as V1p1),
VB 0 + VR 0 - VR0=0,00094 m3, pB=508 kPa (labelled as V1p2),
2 - VR0=0,0074 m3 , pB=297 kPa (labelled as V2p1),
p 0 n Aef VR 0 - VR0=0,0074 m3 , pB=508 kPa (labelled as V2p2).
cz2 =
VB 0 + VR 0 VB 0
4
x 10
8

3 Simulation-V1p1
⎛ Aef ⎞
7.5
Simulation-V1p2
VR 0
bz = b p ⎜ ⎟ Measurement-V1p1
⎜ A (V + V ) ⎟ 7 Measurement-V1p2
⎝ p B0 R0 ⎠
6.5
2
⎛ Aef VR 0 ⎞
M = m⎜ ⎟ 6

⎜ A (V + V ) ⎟
⎝ p B0 R0 ⎠ 5.5

In this dynamical model, the change of the effective area is 5

neglected, because for the air spring the experiments were made for,
4.5
this change is very small. But for certain types of air springs, this
change cannot be neglected. In the new complete dynamic model a 4
0 5 10 15 20 25
nonlinear spring was implemented with stiffness cz3: Frequency (Hz)
fig.7. Frequency dependent stiffness characteristics for additional volume 1
dAef
c z3 = pB x 10
4

(12) dz 14

In the new full dynamic model, friction force, experimentally 12

determined, could also be implemented to enable more precise
definition of the curve “force-displacement”. The force is 10
considered to grow slowly till it reaches maximum value following
the expression: 8
z
F fr = F fr max 6
zs
4
z s = z z& =0 Simulation-V2p1
Simulation-V2p2
(13)
2 Measurement-V2p1
Measurement-V2p2
The value zs, changes every time the direction of the displacement
0
changes, z& = 0 . 0 5 10 15 20 25
The new dynamic model of an air spring with frequency Frequency (Hz)
dependent characteristics is shown on figure 6. The new full
fig.8. Frequency dependent stiffness characteristics for additional volume 2
dynamic model consists of: two linear springs cz1 and cz2 that

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 The diagrams show that the simulation results match the
experimental results. This verifies the new dynamic model for air
spring suspension system.

4. Conclusions
Air springs are well-known for their low transmissibility
coefficients and their ability to vary load capacities easily by
changing only the gas pressure within the springs.
This paper has outlined improvements of the classical model
with a new dynamic model of an air spring with frequency
dependent characteristics.
It is shown that connecting an additional volume to the air
spring gives two values of the stiffness property and the design
parameters of the surge pipe that connects two volumes influence
the frequency dependence of the stiffness properties. The stiffness
frequency dependence could enable design of an air spring with
lower stiffness for lower frequencies and higher stiffness for higher
frequencies, which will improve road holding and riding comfort at
the frequencies near the sprung mass natural frequency. The
proposed air spring with additional volumes has two main benefits:
possibility for vehicle level control and possibility for suspension
stiffness control. With the design of surge pipe that connect the
volumes a possibility is given to tune the frequency range where the
additional volume is operating.

5. References
[1] Gavriloski V. Improvement of the vehicle dynamic behaviour
by implementation of a semi-active suspension and air spring
with integrated mechatronic approach. Doctoral thesis,
Faculty of Mechanical Engineering, Skopje November, 2005.
[2] Karnopp D. Active and Semi-active Vibration Isolation.
Journal of Vibrations and Acoustics, Vol. 117, No. 3B, pp.
177-185, June 1995.
[3] Quaglia G., Sorli M. Analysis of vehicular air suspensions.
Proc. of Fourth JHPS International Symposium on Fluid
Power, pp. 389-384, Tokyo, November 1996
[4] Presthus, M. Derivation of Air Spring Model Parameters for
Train Simulation. Master Thesis, Lulea University of
Technology, 2002.
[5] AkopÔn, R.A. Pnevmaticeskoe podressorivanie
avtotransportnìh sredstv. Viça Skola, LÝvov, 1980.

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