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of this control model is shown in fig.3.12 below. The main idea in this control strategy is based on stiffness variation, and a schematic

Figure 3 of this control model is shown in fig.3.12 below. The main idea in this control strategy is based on stiffness variation, and a schematic

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considered to certify the result of simulation
considered to certify the result of simulation
Figure 2.1: The compromise present in passive suspension design [5]. comfort.
Figure 2.1: The compromise present in passive suspension design [5]. comfort.
between comfort and stability is always achieved. wheel are continuously adjusted in real time to ensure that the best compromise
between comfort and stability is always achieved. wheel are continuously adjusted in real time to ensure that the best compromise
Figure 2.3: Air-suspension height adjusts in a race care, increasing ride stability [13]
Figure 2.3: Air-suspension height adjusts in a race care, increasing ride stability [13]
Figure 2.4: A sample of air-spring in air-suspension system.
Figure 2.4: A sample of air-spring in air-suspension system.
Figure 2.5: Diagrams of fully active and active suspension systems. force function F (t) applies on the suspension system is show in fig.2.5 below.
Figure 2.5: Diagrams of fully active and active suspension systems. force function F (t) applies on the suspension system is show in fig.2.5 below.
Figure 2.6: Bose suspension, an electromagnetic suspension [14].
Figure 2.6: Bose suspension, an electromagnetic suspension [14].
Figure 2.7: An active air-suspension system [15].
Figure 2.7: An active air-suspension system [15].
shows below in fig.3.1. Figure 3.1: Schematic of quarter-car suspension model. consisting of tire, wheel and body masses, air-spring and a shock-absorber as it
shows below in fig.3.1. Figure 3.1: Schematic of quarter-car suspension model. consisting of tire, wheel and body masses, air-spring and a shock-absorber as it
Figure 3.2: Schematic of quarter-car suspension model. absorber and a mass considered as body.
Figure 3.2: Schematic of quarter-car suspension model. absorber and a mass considered as body.
Figure 3.3: Simulink model of suspension equation, simulating passive suspension. software and it’s shown in fig.3.3 below.
Figure 3.3: Simulink model of suspension equation, simulating passive suspension. software and it’s shown in fig.3.3 below.
Figure 3.4: The Schematic of suspension simulation with force in MATLAB- Simulink. acceleration and tire load to present suspension performance in comfort and stability.
Figure 3.4: The Schematic of suspension simulation with force in MATLAB- Simulink. acceleration and tire load to present suspension performance in comfort and stability.
Figure 3.5: Diagram of wheel and body displacement passing a speed hump in passive suspension.
Figure 3.5: Diagram of wheel and body displacement passing a speed hump in passive suspension.
Figure 3.6: Diagram of wheel and body displacement passing a speed hump and noises in passive suspension.
Figure 3.6: Diagram of wheel and body displacement passing a speed hump and noises in passive suspension.
Figure 3.7: Simulink model of suspension equation is receiving suspension features and calculating force.
Figure 3.7: Simulink model of suspension equation is receiving suspension features and calculating force.
Figure 3.8: The force between wheel and body.
Figure 3.8: The force between wheel and body.
Figure 3.10: The tire model was used for the experiment. characteristics. It can be simulate a system consist of structural damping and the tire
Figure 3.10: The tire model was used for the experiment. characteristics. It can be simulate a system consist of structural damping and the tire
Figure 3.11: Schematic representation of the tire in suspension model [19].
Figure 3.11: Schematic representation of the tire in suspension model [19].
from the force. And the simulation approach here is suspension behaviour analysis
from the force. And the simulation approach here is suspension behaviour analysis
Figure 3.14: Simulink model of stiffness simulation from the force. And its control schematic in Simulink is shown below. The air-valve was simulated in two segments of electric solenoid and flow throttle.
Figure 3.14: Simulink model of stiffness simulation from the force. And its control schematic in Simulink is shown below. The air-valve was simulated in two segments of electric solenoid and flow throttle.
Figure 3.15: Schematic of control model in MATLAB-Simulink.
Figure 3.15: Schematic of control model in MATLAB-Simulink.
Figure 3.16: A schematic in Simulink, Calculating pressure part in air suspension equation.
Figure 3.16: A schematic in Simulink, Calculating pressure part in air suspension equation.
Figure 3.17: A schematic in Simulink, Calculating pressure from the force.
Figure 3.17: A schematic in Simulink, Calculating pressure from the force.
Figure 3.19: The pneumatic air-valve used for exprimental study. response time. The solenoid valve part was modelled with a delay. The features of the valve used are shown below and it helps to find solenoid delay or
Figure 3.19: The pneumatic air-valve used for exprimental study. response time. The solenoid valve part was modelled with a delay. The features of the valve used are shown below and it helps to find solenoid delay or
Figure 3.21: The control schematic for valves activation in simulink.
Figure 3.21: The control schematic for valves activation in simulink.
resistance and displacement. Figure 3.24: Flex sensor used for experimental model. The length of this spring tape is the number can specify the relation between
resistance and displacement. Figure 3.24: Flex sensor used for experimental model. The length of this spring tape is the number can specify the relation between
Figure 3.26: pressure sensor used in the experimental model. Pressure Sensor
Figure 3.26: pressure sensor used in the experimental model. Pressure Sensor
experimental model. Figure 3.27: Schematic of electronic board, converting resistance to voltage. zero point for sensors. Fig.3.26 and fig.3.27 are showing interface board used for
experimental model. Figure 3.27: Schematic of electronic board, converting resistance to voltage. zero point for sensors. Fig.3.26 and fig.3.27 are showing interface board used for
Figure 3.28: interface board include solid relay, convertor and DAQ card.
Figure 3.28: interface board include solid relay, convertor and DAQ card.
Figure 3.29: DAQ card used in the experimental study. were connected to Analog input ports from zero to three.
Figure 3.29: DAQ card used in the experimental study. were connected to Analog input ports from zero to three.
Figure 3.30: The solid relay used in the experimental study.
Figure 3.30: The solid relay used in the experimental study.
suspension performance improvement.
suspension performance improvement.
Figure 4.1: Schematic of test design for experimental study. superior performance of the active air-spring.
Figure 4.1: Schematic of test design for experimental study. superior performance of the active air-spring.
Figure 4.2: Schematic of validation evaluation design for this study. in order to specify the percentage of model validation.
Figure 4.2: Schematic of validation evaluation design for this study. in order to specify the percentage of model validation.
Figure 4.3: Diagram of tire deflection in passive experimental test. evaluate the suspension stability.
Figure 4.3: Diagram of tire deflection in passive experimental test. evaluate the suspension stability.
Figure 4.4: Diagram of suspension travel, amplitude (cm)-time(s), in active experimental test. between minimum from maximum value of data and it’s defined as:
Figure 4.4: Diagram of suspension travel, amplitude (cm)-time(s), in active experimental test. between minimum from maximum value of data and it’s defined as:
Table 4.2: Suspension travels were prepared by lab-view in active experimental study. By taking pick to pick numbers, 0.37-(-0.22) =0.59 cm so, MPTP=0.059 m, and the
Table 4.2: Suspension travels were prepared by lab-view in active experimental study. By taking pick to pick numbers, 0.37-(-0.22) =0.59 cm so, MPTP=0.059 m, and the
Table 4.3: Final results and inaccuracies defined in passive and active mode.
Table 4.3: Final results and inaccuracies defined in passive and active mode.
are shown in one diagram below in fig.4.5. Figure 4.5: Simulink Diagram for body acceleration in active and passive mode during 1400ms simulation test. imulink simulation and the comparison was based on RMP number. Both of results
are shown in one diagram below in fig.4.5. Figure 4.5: Simulink Diagram for body acceleration in active and passive mode during 1400ms simulation test. imulink simulation and the comparison was based on RMP number. Both of results
Figure 4.6: Diagram for body acceleration in passive mode during 2160ms simulation test. diagram of acceleration in 2160ms of experimental study in passive mode.
Figure 4.6: Diagram for body acceleration in passive mode during 2160ms simulation test. diagram of acceleration in 2160ms of experimental study in passive mode.
Table 4.4: Body acceleration results obtained from passive experimental study.
Table 4.4: Body acceleration results obtained from passive experimental study.
Table 4.5: Body accelerations were prepared by lab-view in active experimental study.
Table 4.5: Body accelerations were prepared by lab-view in active experimental study.
Table 4.6: Simulate and experiment RMS results of body accelerations for active and passive suspension. Table 4.6: Simulate and experiment RMS results of body accelerations for active and As it shows the simulation result has better improvement in comfort, and the control
Table 4.6: Simulate and experiment RMS results of body accelerations for active and passive suspension. Table 4.6: Simulate and experiment RMS results of body accelerations for active and As it shows the simulation result has better improvement in comfort, and the control
Figure 4.8: Diagram of tire force in passive and active simulation test. simulation. These tire loads in active and passive mode both are shown fig.4.8
Figure 4.8: Diagram of tire force in passive and active simulation test. simulation. These tire loads in active and passive mode both are shown fig.4.8
Figure 4.10: Diagram of tire deflection in active experimental test. excitation to investigate tire deflection between active and passive.
Figure 4.10: Diagram of tire deflection in active experimental test. excitation to investigate tire deflection between active and passive.
Table 4.7: Simulate and experiment RMS results of tire forces for active and passive suspension. The result shows handling performance of new suspension didn’t reduce but also it
Table 4.7: Simulate and experiment RMS results of tire forces for active and passive suspension. The result shows handling performance of new suspension didn’t reduce but also it
Figure 4.11: Suspension travel in passive simulation test.
Figure 4.11: Suspension travel in passive simulation test.
Figure 4.12: Suspension travel in active simulation test.
Figure 4.12: Suspension travel in active simulation test.
Figure 4.13: Suspension travel (decimetre) in passive experimental test. table of results are available in appendix A, tables A-5 and A-6.
Figure 4.13: Suspension travel (decimetre) in passive experimental test. table of results are available in appendix A, tables A-5 and A-6.
Figure 4.14: Suspension travel (decimetre) in active experimental test.
Figure 4.14: Suspension travel (decimetre) in active experimental test.
Table 4.8: Simulation and experimental based RMS results of suspension travel for active and passive modes. results are shown in table 4.8 below.
Table 4.8: Simulation and experimental based RMS results of suspension travel for active and passive modes. results are shown in table 4.8 below.
Figure 5.1: Chart for inaccuracy of simulation.
Figure 5.1: Chart for inaccuracy of simulation.
Following are notes from the ITP Flex Sensor Workshop "The impedance buffer in the [Basic Flex Sensor Circuit] (above) is a single sided operational amplifier, used with these sensors because the low bias current of the op amp reduces errer due to source impedance of the flex sensor as voltage divider. Suggested op amps are the LM358 or LM324."
Following are notes from the ITP Flex Sensor Workshop "The impedance buffer in the [Basic Flex Sensor Circuit] (above) is a single sided operational amplifier, used with these sensors because the low bias current of the op amp reduces errer due to source impedance of the flex sensor as voltage divider. Suggested op amps are the LM358 or LM324."
"You can also test your flex sensor using the simplest circut, and skip the op amp."
"You can also test your flex sensor using the simplest circut, and skip the op amp."
Datasheet B-2: Example of datasheet helps for stiffness calculation in air-spring.
Datasheet B-2: Example of datasheet helps for stiffness calculation in air-spring.
Opto 22 + 43044 Business Park Drive » Temecula, CA 92590 » Phone: (909) 695-3000 + (800) 321-OPTO + Fax: (909) 695-3095 « Internet: www.opto22.com
Opto 22 + 43044 Business Park Drive » Temecula, CA 92590 » Phone: (909) 695-3000 + (800) 321-OPTO + Fax: (909) 695-3095 « Internet: www.opto22.com
---- 4V230C-08 Solenoid Valve Specification of 4V230C-08 Series Solenoid Valve:
---- 4V230C-08 Solenoid Valve Specification of 4V230C-08 Series Solenoid Valve:
4V230c-08, with same port size of 4V210-08 and 4V220-08 Solenoid valve, is however, three position, five way type solenoid valve. 4V230C-08 solenoid valves have applications in medical industry like Oxygen Concentrators, Blood Pressure Testing Equipment, CPR Devices, Angioplasty Devices, Anesthesiology Delivery Systems, Optical Grinding Equipment. Ordering Code of 4V230 Series Solenoid Valve:
4V230c-08, with same port size of 4V210-08 and 4V220-08 Solenoid valve, is however, three position, five way type solenoid valve. 4V230C-08 solenoid valves have applications in medical industry like Oxygen Concentrators, Blood Pressure Testing Equipment, CPR Devices, Angioplasty Devices, Anesthesiology Delivery Systems, Optical Grinding Equipment. Ordering Code of 4V230 Series Solenoid Valve:
Figure 2. Block Diagram of the DT9812-2.5V, DT9812-10V, DT9812-10V-OEM, and DT9812A Modules.
Figure 2. Block Diagram of the DT9812-2.5V, DT9812-10V, DT9812-10V-OEM, and DT9812A Modules.
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U.S. Toll-free: 800-323-4340 + Outside the U.S.: 847-549-7600 + www.coleparmer.com Canada 800-363-5900 + India 91-22-6716-2222 + UK 0500-345-300
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EngineeringMechanical EngineeringVibration İsolationAir SuspensionMechanism in Biology
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