It is known that the air suspension of vehicles, in which diaphragm-type air springs are used as an elastic element, do not provide the necessary vibration damping. The reason for this is that such air springs have a relatively large passive part. As a result, a relatively small mass of compressed air crosses through the throttle installed between the air spring and the additional reservoir. This mass of air contains thermal energy, into which the energy of vibrations, which enters through the walls of the additional reservoir into the environment, has turned. This is interpreted as vibration damping, which is insufficient due to the low air mass. Therefore, hydraulic vibration dampers are installed parallel to the diaphragm air springs, which complicates and increases the cost of the vehicle. Increasing the damping properties of such air suspensions could eliminate these hydraulic vibration dampers, which would reduce costs and simplify operation. An air suspension with an improved air spring has been proposed, which has an increased effective area and a reduced "passive" capacity, an empirical formula has been built to determine its damping coefficient, as well as an expression for the stiffness coefficient. Mathematical modeling of oscillations of vehicles with different designs of pneumatic springs was carried out in order to improve their damping. The mathematical model takes into account the change in the parameters of the air spring during vibrations. The study was carried out for the diesel train DL-02. Using mathematical modeling, the effectiveness of the air suspension with an improved air spring has been proven: its damping index reaches 0.263, and the vibration damping coefficient is 45,859 kg/s, which corresponds to the values recommended for vehicles.
This paper reports the comparison of two physical principles of action of suspension damping devices based on their influence on the mobility indicators for an 8×8 wheeled machine. A radical difference between these principles of action is the dependence of resistance forces on the speed of the relative movement of working bodies (internal friction: hydraulic shock absorbers) or on the relative movement of working bodies (external friction: friction shock absorbers). Widespread hydraulic shock absorbers have certain disadvantages that do not make it possible to further increase the mobility of wheeled or tracked vehicles without the use of control and recuperation systems. In turn, in friction shock absorbers, the use of new materials has eliminated many of their shortcomings and thus can provide significant advantages. It was established that the application of friction shock absorbers for a given wheeled vehicle did not significantly affect the speed compared to hydraulic ones. The main factor that prevented the implementation of the advantages of friction shock absorbers was the insufficient suspension travel. However, friction shock absorbers absorbed 1.76...2.3 times less power, which reduced the load on nodes and increased efficiency (autonomy). In addition, a more uniform load on suspensions was ensured, which improved their resource, and, due to the prevailing vertical oscillations of the suspended body over the longitudinal-angular ones, the geometric passability improved as well. The comparison of two physical principles of action of damper suspension devices in a wheeled vehicle has shown that the use of friction shock absorbers could provide significant advantages in resolving the task relates to improving the mobility and would fundamentally affect the choice of the suspension energy recuperation system if it is applied.
характеристики взрывного действия на окружающую среду (почву), взаимодействие последнего с элементом ограждающей конструкции; физико-механические свойства материала элемента ограждающей конструкции и представляет собой краевую задачу для нелинейного дифференциального уравнения гиперболического типа. Получены аналитические зависимости, описывающие законы изменения параметров динамики элемента ограждающей конструкции. Они служат базой для оценки ее прочностных характеристик и выбора основных параметров элементов ограждающих конструкций, которые надежно защищали объекты от взрывного действия. Предложено изменение конструкции взаимодействия защитного элемента и внешней среды. Показано, что в отличии от элементов защитных конструкцій, упругие характеристики которых удовлетворяют линейному закону упругости для рассматриваемого случая, собственная частота их колебаний зависит от амплитуды; динамическое перемещение точек защитного элемента (для постоянных характеристик взрыва и почвы) меньше для случаев материалов с меньшим значением параметра и большим значением модуля упругости. С целью уменьшения динамического воздействия взрыва на элементы ограждающей конструкции целесообразно ее плоскости опоры делать наклоненными к горизонту. Путем использования последнего можно уменьшить амплитуду колебаний защитного элемента, следовательно максимальные динамические нагрузки, обусловленные влиянием внешнего взрывного действия. Основные результаты работы могут бить обобщены и на случай непосредственного действия взрыва на защитную конструкцию, а их достоверность подтверждается получением в предельном случае известных в научных источниках результатов, касающихся линейно-упругих характеристик элементов защитных сооружений.
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