Analysis on Influence of Dynamic Stiffness of Primary Suspension on Vehicle-track Coupled Vibration

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Journal of Vibration and Shock ›› 2015, Vol. 34 ›› Issue (5) : 49-55.

The dynamic model of helical spring in axle box of primary suspension, which is solved with dynamic stiffness matrix method, is established to get its dynamic stiffness for studying the effect of waves propagating in helical spring on vibration isolation performance of primary suspension. Then, the dynamic stiffness characteristics are introduced into the vehicle-track coupled dynamic model solving with Green’s function method for comparing the dynamic performance difference between constant stiffness and dynamic stiffness models. Results show that the frequency-dependent stiffness could be calculated efficiently by dynamic stiffness matrix method and the spring stiffness shows dramatic changes in the thousand fold after the first modal vibration frequency. This result is verified with finite element method. This change results in high vibration displacement transmission rate of both car body and bogie from wheel at high frequencies, which are about 1 and 10-3 respectively. There are lots of vibration peaks at high frequencies for car body and bogie during vehicle-track coupled dynamic simulation, which are much stronger than wheel or rail. Vehicle model including dynamic stiffness of primary suspension spring is more realistic. Therefore, as for reducing vehicle vibration, the modal frequency of spring should be improved and the change of dynamic stiffness amplitude should be lower.

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Abstract

The dynamic model of helical spring in axle box of primary suspension, which is solved with dynamic stiffness matrix method, is established to get its dynamic stiffness for studying the effect of waves propagating in helical spring on vibration isolation performance of primary suspension. Then, the dynamic stiffness characteristics are introduced into the vehicle-track coupled dynamic model solving with Green’s function method for comparing the dynamic performance difference between constant stiffness and dynamic stiffness models. Results show that the frequency-dependent stiffness could be calculated efficiently by dynamic stiffness matrix method and the spring stiffness shows dramatic changes in the thousand fold after the first modal vibration frequency. This result is verified with finite element method. This change results in high vibration displacement transmission rate of both car body and bogie from wheel at high frequencies, which are about 1 and 10-3 respectively. There are lots of vibration peaks at high frequencies for car body and bogie during vehicle-track coupled dynamic simulation, which are much stronger than wheel or rail. Vehicle model including dynamic stiffness of primary suspension spring is more realistic. Therefore, as for reducing vehicle vibration, the modal frequency of spring should be improved and the change of dynamic stiffness amplitude should be lower.

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Primary suspension / Helical spring / Dynamic stiffness matrix method / Frequency-dependent dynamic stiffness / Vehicle-track coupled vibration.

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SUN Wenjing1,2 GONG Dao2, ZHOU Jinsong2, LI Zhuo3. Analysis on Influence of Dynamic Stiffness of Primary Suspension on Vehicle-track Coupled Vibration[J]. Journal of Vibration and Shock, 2015, 34(5): 49-55

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