See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/330480157

Performance analysis of the hydro-pneumatic suspension system of heavy

truck

Article · December 2018

CITATIONS READS

9 577

4 authors:

Le Xuan Long T.T. Hong

Thainguyen University of Technology Nguyen Tat Thanh University
14 PUBLICATIONS   39 CITATIONS    7 PUBLICATIONS   32 CITATIONS   

SEE PROFILE SEE PROFILE

Le Van Quynh Bui Van Cuong

Thainguyen University of Technology Thainguyen University of Technology
57 PUBLICATIONS   247 CITATIONS    13 PUBLICATIONS   39 CITATIONS   

SEE PROFILE SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Vehicle ride comfort View project

Research hydropneumatic suspension system View project

All content following this page was uploaded by Le Van Quynh on 06 February 2019.

The user has requested enhancement of the downloaded file.

International Journal of Mechanical Engineering and Technology (IJMET)
Volume 9, Issue 13, December 2018, pp. 1128–1139, Article ID: IJMET_09_13_118
Available online at http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=9&IType=13
ISSN Print: 0976-6340 and ISSN Online: 0976-6359

© IAEME Publication Scopus Indexed

PERFORMANCE ANALYSIS OF THE HYDRO-

PNEUMATIC SUSPENSION SYSTEM OF HEAVY
TRUCK
Le Xuan Long
Faculty of Automotive and Power Machinery Engineering,
Thai Nguyen University of Technology, Thai Nguyen, Vietnam

Tran Thi Hong

Center of Excellence for Automation and Precision Mechanical Engineering,
Nguyen Tat Thanh University, Ho Chi Minh City, Vietnam

Le Van Quynh
Faculty of Automotive and Power Machinery Engineering,
Thai Nguyen University of Technology, Thai Nguyen, Vietnam

Bui Van Cuong

Faculty of Automotive and Power Machinery Engineering,
Thai Nguyen University of Technology, Thai Nguyen, Vietnam
*Corresponding Author E-mail: lequynhdl@yahoo.com

ABSTRACT
The purpose of this paper is to analyze the performance of the hydro-pneumatic
suspension system of heavy truck on the ride quality of road surfaces. A full dynamic
model of a heavy vehicle equipped with three different suspension systems is
established to evaluate the effect of suspension characteristics on dynamic load
coefficient (DLC). A Matlab Simulink model of fifteen degrees of freedom (DOF) full
vehicle model is set up to solve the differential equations describing the vertical
motion. The performance of the hydro-pneumatic suspension system compared to the
rubber and air spring suspension systems is analyzed when vehicle operates under the
different conditions such as road surface roughness, vehicle speeds, vehicle loads. The
obtained results indicated that, for the hydro-pneumatic suspension system, the values
of DLC at 3rd axle of vehicle are reduced by 388.9 %, 392.4 %, 381.2 %, 355.6 %,
and 410.6%, respectively in comparison with the rubber suspension system with the
different road conditions and significantly reduced by 313.9%, 550.1%, 381.8%,
369%, 407.3% and 427% at the vehicle speed conditions, which reduces more the
negative impact on road surface in comparing to the rubber suspension system.
Vehicle's stability and control of the steering system with the hydro-pneumatic
suspension system are much better than the air suspension system and especially when
vehicle operates under the off-road conditions.

http://www.iaeme.com/IJMET/index.asp 1128 editor@iaeme.com

 Performance Analysis of the Hydro-Pneumatic Suspension System of Heavy Truck

Key words: Heavy truck; Hydro-pneumatic suspension; Rubber spring; Air

spring, Dynamic load coefficient.
Cite this Article: Le Xuan Long, Tran Thi Hong, Le Van Quynh, Bui Van Cuong,
Performance Analysis of the Hydro-Pneumatic Suspension System of Heavy Truck,
International Journal of Mechanical Engineering and Technology 9(13), 2018, pp.
1128–1139.
http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=9&IType=13

1. INTRODUCTION
Hydro-pneumatic suspension system is used widely in civil and engineering fields because the
oil is nonlinear elasticity and good vibration damping perforation while the gas absorbs
excessive force. Study of the hydro-pneumatic suspension was developed by many
researchers in the world. The new hydro-pneumatic suspension with the interconnection type
about right and left was improved and the structure parameters and mathematical model of the
new system was established by [1]. Simulation and control of a hydro-pneumatic suspension
system was studied by [2]. A multi body co-simulation approach is used to investigate the
effects of hydro-pneumatic parameters on the ride safety and aid with design optimization and
tuning of the suspension system was developed by [3]. A semi-active hydro-pneumatic
suspension system based on the electro-hydraulic proportional valve control is proposed, and
fuzzy control is used as the control strategy to adjust the damping force of the semi-active
hydro-pneumatic suspension was studied by [4]. The parameters of the hydro-pneumatic
suspension which are initial gas volume, piston area, and orifice area are optimized to obtain
the best ride comfort was developed by [5]. A hydro-pneumatic suspension model based on
fractional order is built with the advantage of fractional order in viscoelastic material
modeling considering the mechanics property of multiphase medium of hydro-pneumatic
suspension system was researched by [6]. The semi-active hydro-gas suspension was
proposed for a tracked vehicle to improve ride comfort performance, without compromising
the road holding and load carrying capabilities of the passive suspension [17]. The artificial
intelligence models for predicting the performance of hydro-pneumatic suspension struts in
large capacity dump trucks was presented by[15]. The nonlinear stiffness and damping
properties of a simple and low-cost design of a hydropneumatic suspension (HPS) strut that
permits entrapment of gas into the hydraulic oil are characterized experimentally and
analytically by [16].
This paper is organized as follows: in section 2, the three-dimensional dynamic model of
heavy truck with 15 d.o.f is established based on zhou changfeng model [7] and three
dynamic models of suspension systems are proposed to compare their effect which consists of
the hydro- pneumatic, rubber and air suspension systems. In section 3, the dynamic tire forces
are characterized by a dynamic load coefficient (DLC) defined as a ratio of the root mean
square of the vertical dynamic tire force over static load. In section 4 presents the numerical
simulation results and discussion about the efficiency of the hydro-pneumatic suspension
system compared to different suspension systems and the conclusions are given in section 5.

2. VEHICLE DYNAMIC MODEL

2.1. Full vehicle dynamic model
The dynamic model of AD250 articulated dump truck in Fig.1(a),(b) consists of 15 degrees of
freedom, six bounce, pitch and roll motions of vehicle body and cab, two pitch and one roll
motions of the balance beam of the rear suspension systems and six bounce and roll motions
of three axles. Fig.1(a),(b), ktij, kij, kcnj and ctij, cij, ccnj are the stiffness and damping

http://www.iaeme.com/IJMET/index.asp 1129 editor@iaeme.com

 Le Xuan Long, Tran Thi Hong, Le Van Quynh, Bui Van Cuong

coefficients of the tires, suspension systems and cab’s suspension systems, respectively; mai,
mb, mc are the unsprung mass of the vehicle axles, the sprung mass of the vehicle body and
the sprung mass of the cab, respectively; Iai, Ibx, Irx, Icx and Iby, Iry1, Iry2, Icy are the moment of
inertia with respect to the x and y of the axles, vehicle body, the balance beam, cab,
respectively; lk are the distances; zai, zb, and zc are the vertical displacements of the axles,
vehicle body and cab, respectively; ai, b, r, c and b, r1, ry2, c are the roll and pitch
angle displacements of the axles, vehicle body, the balance beam, cab, respectively (i=1,2,3,
n=1÷2, k= 1÷10 and j=left, right). The dynamic models of the suspension systems are shown
in Fig.1(c), (d), (e), where, kh, ka, kr1, kr2 and ch, c are the stiffness and damping coefficients
of the hydro-pneumatic, air and rubber suspension systems, respectively; za and zb are the
vertical displacements of the axle and body of vehicle.
zc
c rear body c
cx
I cy mc
l6 k l 10
cc1r c2r zb mb cc1l cc1r k c1r
kc1r cc2r l5 l3 k c1l
l2 b I by b b  bx rx
r1
r2
front body
l1 l4
c3r
c1r k1r c2r k  r1y r2y
 k3r
c1l k 1l c1r k1r
z a1 z a2 z a3

ma1 ma2 ma3  a1a2


a3 a1 a2
a3
l 8 --- l 9
qlr q3r ct1l
ct1r kt1r
kt2rq2r
ct2r ct3r q1l kt1l ct1r q
kt3r kt1r lr
l7

(a) Side view (b) Front view

zb zb zb

 kr1
ch kh c ka c
za za kr2 z a

(c) Hydro-pneumatic suspension system (d) Air suspension system (e)Rubber suspension system

Figure 1. Vehicle and three suspension systems dynamic model

The equations of motion of full-truck model: there are many methods for establishing the
differential equations that describe the motion of the multi-body system of the whole vehicle.
However, To facilitate the description of vehicle dynamic systems using computer simulation,
a combined method of the multi-body system theory and D'Alembert's principle is chosen in
this study. The multi-body theory is used to separate the system into subsystems which are
linked by the force and moment equations. D'Alembert's principle is used to set up force and
moment equations to describe vehicle dynamic subsystems.
The general dynamic differential equation for the 3-axle heavy truck is given by the
following matrix form:
[M] z  [C] z  [ K ] z  [Ct ]q  [ Kt ]q )1(

where [M], [C], and [K] are the mass, damping, and stiffness coefficient matrices of the
suspension systems, respectively; [Ct] and [Kt] are damping and stiffness coefficient matrices
of the wheel systems, respectively; {z} is the vector of displacement; {q} is the vector of
excitation of road surface.

http://www.iaeme.com/IJMET/index.asp 1130 editor@iaeme.com

 Performance Analysis of the Hydro-Pneumatic Suspension System of Heavy Truck

2.2. Modelling of the suspension systems

In order to analyze the performance of the hydro-pneumatic suspension system of heavy truck
on the ride quality of road surfaces, three dynamic models of the different suspension systems
are proposed to determine the vertical forces of the suspension systems which is shown
below.
Hydro-pneumatic suspension system
In this study, the structural schematic of the hydro-pneumatic suspension system was
suggested by Na Jiao, Jiaojuan Guo and Shulin Liu [12] and the model of the hydro-
pneumatic suspension system is shown in Fig. 1 (c), the hydro-pneumatic can be analyzed as
follows:
When the damper is compressed the adjusted gas chamber pressure is given by
p0V0k  pV k )2(
where, p0 and V0 are the initial pressure and volume in air chamber, p and V are the
pressure and volume in air chamber when the damper is compressed, k is the polytrophic rate
(1< k <1.4).
The flow rate through the orifice is given by equations:
( p2  p1 ) )3(
Q  Cd A 2 sgn(zb  za )

)4(
Q  ( As  Ap )(zb  za )

where, Cd is coefficient of discharge, A, As, and Ap are the area of the orifice, cylinder and
floating piston, p1 and p2 are pressure in the main and ring oil chamber.
From Eq. (3) and Eq.(4), the pressure in the ring oil chamber can be determined by
 ( As  Ap )2 (zb  z a )2 )5(
p2  p1  sgn(zb  z a )
2Cd2 A2

The form of the differential equation of motion of the floating piston:

mD zD  ( p  p1 ) Ap  mD g )6(

zD  zb  za )7(
where, mD and Ap are the mass and area of the floating piston.
From Eq. (6) and Eq.(7), the pressure in the main chamber can be inferred by

The pressure in air chamber is derived from Eq.(2):

k
 V0 
p  p0 
 V  A (z  z ) 
 0 p b a 

In which:
V  V0  Ap (zb  za )
From Eq. (5), (8), (9) and Eq. (10), thus, the values of p1 and p2 can be found by
k
 V0  mD (zb  za  g )
p1  p0  
 V  A (z  z )  Ap
 0 p b a 

http://www.iaeme.com/IJMET/index.asp 1131 editor@iaeme.com

 Le Xuan Long, Tran Thi Hong, Le Van Quynh, Bui Van Cuong

k
 V0 
p2  p0 
 V  A (z  z ) 
 0 p b a 

m (z  z  g)
 D b a
Ap
 ( As  Ap ) 2 (zb  za ) 2
 .sgn(z b  za )
2Cd2 A2
The vertical dynamic force of hydro-pneumatic suspension system can be computed by
mD g
FH  p1 As  p2 ( As  Ap )  ( p0  ) Ap
Ap
 ( As  Ap )3 (z b  za ) 2
 .sgn(z b  za )
2Cd2 A2
 V0 
k

 p0     1 Ap  mD ( zb  za )
 
  V0  Ap (z b  za )  
 
Air suspension system
The air suspension dynamic model has been proposed by many researchers such as
Nishimura, VAMPIRE, SIPPAC. In this study, the dynamic model of the traditional air
suspension system is shown in Fig. 1(c). The vertical force of the air suspension is defined
as[18,19]
F  ka ( zb  za )  c( zb  za )
(14)
where, the air spring stiffness coefficient ka is determined based on the laws of
thermodynamics method and the air spring stiffness coefficient is developed a new method
based on the variation of the volume, area, and other structural parameters of the air spring.
Therefore, the interior air pressure of the air spring is also changed to calculate the air spring
stiffness. The air spring stiffness can be obtained by the derivative of ratio elastic force and
displacement of the air spring, as follows:
d  pe Ae  dAe 1 dVe
ka   pe  nAe  p0  pa 
dz d  zb  za  Ve d  zb  za 
(15)
The effective volume and area are defined as
Ve  V0  1  zb  za 
 (16)
 Ae  A0   2  zb  za 
Based on the laws of thermodynamics, if the compression or the expansion stroke of the
air spring is rapid enough, it can be regarded as an adiabatic process. Thus, the air state of the
air spring can be defined as:
 pe  pa Ven   p0  pa V0n (17)
where, V0, A0 are the initial effective volume and area; 1 and 2 are the change of the
effective volume and area with respect to za-zb, pa is the standard atmospheric pressure (0.1
MPa), n is specific heat ratio (n=1.33). Substituting Eq.(16), (17) into Eq.(15) and the
stiffness of air spring are achieved by Eq. (15).
Rubber suspension system
A model of the non-linear rubber spring suspension system[7] is shown in Fig.1(e) and the
vertical nonlinear dynamic force of the rubber spring suspension system is determined by

http://www.iaeme.com/IJMET/index.asp 1132 editor@iaeme.com

 Performance Analysis of the Hydro-Pneumatic Suspension System of Heavy Truck

FR   kr1s  kr 2 s 3   kr1  zb  za  s  

  1  sgn( zb  za ) 
 k r 2  zb  z a  s   c  z b  z a  
3

 2


 1  sgn( zb  za ) 
c  zb  za   
 2 
Where kr1, kr2 are stiffness of rubber spring, c is damping coefficient, s is the displacement
of rubber spring when the vehicle is static, zb and za are vertical displcement of sprung and
unsprung mass,  is the ratio of compression to tensile damping.

2.3. Road excitations

Road surface roughness is an important factor that affects the dynamic responses of the
vehicle. It is simulated in space domain and acts as an input to the vehicle- road coupled
model. The random excitation of road surface roughness can be represented with a periodic
modulated random process. Random road roughness classification according to the standard
ISO 8068 [13,19,20]can be determined in terms of roughness coefficient Gq which is defined
road roughness classification from class A very good to class H very poor according to
different values Gq(n0). The road surface roughness is assumed to be a zero-mean stationary
Gaussian random process. It can be generated through an inverse Fourier transformation
N
q (t )   2Gq  nk  n cos  2 nk t  k  (19)
k 1

where k is the random phase uniformly distributed from 0 to2π; Gq(nk) is the power
spectral density (PSD) function (m3/cycle) for the road surface elevation; nk is the wave
number (cycle/m).
In order to solve Eq.18, a program is written in Matlab with different road surface data
according to the standard ISO 8068[8].The results of the typical road surface roughness are
shown in fig.2.

Figure 2. Typical road surface roughness according to the standard ISO 8068

3. DYNAMIC LOAD COEFFICIENT (DLC)

In this paper, in order to analyze the performance of the hydro-pneumatic suspension system
comparing with the rubber and air spring suspension system of heavy truck, the DLC is
chosen as objective function which is defined by a ratio of the root mean square of the vertical
dynamic tire force over static load [10], [11] as follows:

http://www.iaeme.com/IJMET/index.asp 1133 editor@iaeme.com

 Le Xuan Long, Tran Thi Hong, Le Van Quynh, Bui Van Cuong

FT , RMS
DLC 
Fs

where FT,RMS and FS are the root mean square of the vertical dynamic and the static tire
force.
The value of the DLC is in range of 0.05 to 0.3 under normal operating conditions. It may
reach zezo when the wheels move on a special smooth road or increase up to 0.4 when the
tires of the axles spend a significant proportion of their time disconnecting the road surface
[11].

4. SIMULATION AND ANALYSIS RESULTS

Matlab/Simulink software is used to simulate and analyze the performance of the hydro-
pneumatic suspension system with the rubber and air spring suspension system of heavy truck
and with the parameters of the heavy truck [7]. The dynamic load coefficient (DLC) was
chosen as the objective function to evaluate the performance of the hydro-pneumatic
suspension system when vehicle moves under the different operating conditions. The
simulation results of the vertical dynamic tire load at 3rd axle with three suspension systems
such as rubber, hydro-pneumatic and air suspensions are shown in fig.3 when vehicle moves
on the different road conditions such ISO class C, D and C and the speed of 11,1 m/s with
full load.

Figure 3. The vertical dynamic tire forces at 3rd axle acting on road surface
From the simulation results for the vehicle different operating conditions, it is shown that
the values of the vertical dynamic tire force acting on road surface at 3rd axle are maximum

http://www.iaeme.com/IJMET/index.asp 1134 editor@iaeme.com

 Performance Analysis of the Hydro-Pneumatic Suspension System of Heavy Truck

values which have negatively effects on the road surface, therefore the DLC value at 3rd axle
was selected to analyze.
The values of root mean square of the vertical dynamic tire force and DLC at 3rd axle are
shown in Table.1 when vehicle moves on the different road conditions and the speed of 11,1
m/s with full load. From the results in Table 1, it is shown that the values of FTr3,RMS and DLC
at 3rd axle with hydro-pneumatic suspension system were increased by 236.4% and 223.5%
compared to the air spring suspension system, respectively, however they were decreased by
381.9% and 381.8% compared to the rubber spring suspension system, respectively, when
vehicle moves under the same operating conditions. The value of DLC at 3rd axle of vehicle
increases quickly when vehicle moves on the bad road surface conditions, making the
negative effects on the road surface. In order to analyze the performance of the hydro-
pneumatic suspension when vehicle moves under the different operating conditions such as
road surface roughness, vehicle speed, sprung, discussions will be presented in the following
section.

Table.1. The values of FTr3,RMS and DLC at 3rd axle when vehicle moves on different road surface
conditions and the speed of 11,1 m/s with full load.

Rubber Hydro-
ISO road surface Air spring
spring pneumatic
FTr3,RMS (N) 5.26.1. 5.2412 4.4616
ISO level C
CLD 41.756 0.0928 0.2075
FTr3,RMS (N) 38615 4840.1 10861
ISO level D
CLD 1.2995 0.1629 0.3655
FTr3,RMS (N) 80781 8760.9 19674
ISO level E
CLD 2.7185 0.2948 0.6621
4.1. Different road surface conditions
Road surface roughness not only affects the ride comfort as well as the durability of the part
of vehicle, but also affects the dynamic wheel load. In order to analyze the performance of the
hydro-pneumatic suspension system comparing with the rubber and air spring suspension
system of heavy truck, five road conditions from ISO class A (very good) to ISO class E (very
poor) in ISO/TC 80686 are used when vehicle moves at the speed of 11,1 m/s with full load.
The values of the DLC at 3rd axle of vehicle when vehicle moves under the different road
surface conditions are shown in Fig.4.
Fig.4 shows the results of DLC at 3rd axle for three suspension systems quickly increasing
with the bad road surface conditions. The values of DLC at 3rd axle of vehicle with the hydro-
pneumatic suspension system are reduced by 388.9 %, 392.4 %, 381.2 %, 355.6 %, and
410.6%, respectively in comparison with the rubber suspension system with the identical
operating conditions. This proves that the effectiveness of the hydro-pneumatic suspension
system reduces negative impacts on road surface much better than the rubber suspension and
especially when vehicle moves on the poor and very poor road surface conditions. The values
of DLC at 3rd axle of vehicle with the hydro-pneumatic suspension system are increased by
240.1%, 223.9 %, 223.7 %, 224.4 % and 224.6 %, respectively in comparison with the air
suspension system with the identical operating conditions. However, vehicle's stability and
control characteristics with the air suspension system are much less of the hydro-pneumatic
suspension system and especially when vehicle operates on off-road condition.

http://www.iaeme.com/IJMET/index.asp 1135 editor@iaeme.com

 Le Xuan Long, Tran Thi Hong, Le Van Quynh, Bui Van Cuong

Figure 4. Comparing of the DLC values at 3rd axle of vehicle with three suspension systems when
vehicle moves on the different road surface conditions

4.2. Different speed conditions

The vehicle speeds of 20 km/h, 30 km/h, 40 km/h, 50 km/h, 60 km/h, and 70 km/h were
considered to compare the performance of three types of the suspension systems for reducing
the negative impacts on the road surface when vehicle moves on the ISO class C road surface
and full load. The values of DLC at 3rd axle of vehicle with the hydro-pneumatic suspension
system in comparing with the rubber and air suspension systems when vehicle moves at the
different vehicle speeds are shown in Fig.5.

Figure 5. Comparing of the DLC values at 3rd axle of vehicle with three suspension systems when
vehicle moves at the different vehicle speeds.
Fig.5 shows that the values of DLC at 3rd axle with the hydro-pneumatic suspension
system are significantly reduced by 313.9%, 550.1%, 381.8%, 369%, 407.3% and 427.% at
the vehicle speed conditions in comparison with the rubber suspension system and they
negligibly increase at the vehicle speed conditions in comparison with the air suspension
system. These achieved results show that the performance of the hydro-pneumatic suspension
system for the reducing the negative impacts on the road surface are relatively good at the
different speeds of vehicle in comparison with rubber and air spring suspension system. On
the other hand, the result of Fig.5 shows that when vehicle speed value is v30km/h, the
values of DLC at 3rd axle of vehicle increase the most quickly in the direction of the un-
friendly road surface and then when the vehicle speed increases from 60 to 70 km/h, the
values of the DLC at 3rd axle of vehicle increases increased very slowly with three suspension
systems.

4.3. Different sprung mass m7

http://www.iaeme.com/IJMET/index.asp 1136 editor@iaeme.com

 Performance Analysis of the Hydro-Pneumatic Suspension System of Heavy Truck

Vehicle load not only affects the durability of the part of vehicle, but also affects the fatigue
life of road surface. In order to analyze the performance of the hydro-pneumatic suspension
system for reducing the negative impact on road surface in comparing with the rubber and air
suspension systems, the load values of the truck including [25, 50, 75, 100, 125, 150, 175]%
m7 in reference [7] are discussed when vehicle moves on the ISO class C road surface at
v=11.1m/s and the values of 3rd axle of vehicle with three suspension system are shown in
Fig.6.

Figure 6. Comparing of the DLC values at 3rd axle of vehicle with three suspension systems when
vehicle moves with the different sprung mass m7
From the results of Fig.6 show that the DLC values of 3rd right axle of vehicle with the
hydro-pneumatic suspension system are also significantly reduced under the different vehicle
load in comparison with the rubber suspension system and they also negligibly increase in
comparison with the air suspension system. In view of the change in vehicle load, the result of
Fig.6 shows that the values of DLC at 3rd axle of vehicle increase most quickly when
vehicle move under 25 % m7 load condition and 75% m7 load condition and this problem has
a negatively effect on road surface. However, when the vehicle's load increases over 75% m7
load, the values of DLC at 3rd axle of vehicle reduce gradually, which has a benefit effect on
road surface. However it has no benefit to the durability of the part of vehicle and the safe
movement of vehicle.

5. CONCLUSIONS
In this paper, a 3D dynamic model of AD250 articulated dump truck is developed with three
dynamic models of the suspension systems to compare the performance of the hydro-
pneumatic suspension system with the rubber and air suspension systems for reducing the
negative impacts on the road surface when vehicle operates under the different conditions.
The major conclusions can be drawn from the analysis results as follows:
i) The results of DLC at 3rd axle for three suspension systems quickly increase with the bad
road surface conditions. The values of DLC at 3rd axle of vehicle with the hydro-pneumatic
suspension system are reduced by 388.9 %, 392.4 %, 381.2 %, 355.6 %, and 410.6%,
respectively in comparison with the rubber suspension system with the identical operating
conditions. The value of DLC at 3rd axle of vehicle increases quickly when vehicle moves on
the bad road surface conditions, making the negative effects on the road surface.
ii)The values of DLC at 3rd axle with the hydro-pneumatic suspension system are significantly
reduced by 313.9%, 550.1%, 381.8%, 369%, 407.3% and 427.% at the vehicle speed
conditions in comparison with the rubber suspension system and they negligibly increase at
the vehicle speed conditions in comparison with the air suspension system.

http://www.iaeme.com/IJMET/index.asp 1137 editor@iaeme.com

 Le Xuan Long, Tran Thi Hong, Le Van Quynh, Bui Van Cuong

iii) The vehicle's load increases over 75% m7 load, the values of DLC at 3rd axle of vehicle
reduce gradually, causing benefit effects on the road surface. However, it has no benefit to the
durability of the part of vehicle and the safe movement of vehicle.

ACKNOWLEDGMENTS
The work described in this paper was supported by Thai Nguyen University of Technology
for a scientific project (Code: T2017-B30)

REFERENCES
[1] Tian-hong Luo, Ting-qiong Cui, Wen-jun Luo, Xun-jia Zheng, Chao Lin, Cai-xia
Yang, Qi-guo Hu, A Improved Hydro-Pneumatic Suspension: Mathematical
Modeling and Simulation, International Journal of research In Mechanical
engineering & Technology, IJRMET Vol. 5, Issue 1, November 2014 - April
2015:37-42
[2] Ibrahim A. Badway, Mohamed Ib. Sokar, Saber Abd Raboo, Simulation and
Control of a Hydro-pneumatic Suspension system, International Journal of
Scientific & Engineering Research Volume 8, Issue 9, September-2017: 930-935
[3] Shousong Han, Zhiqiang Chao, and Xiangbo Liu, Research on the effects of
hydropneumatic parameters on tracked vehicle ride safety based on cosimulation,
Shock and Vibration,Volume 2017
[4] Wenchao Yue, Shoucheng Li, Xiaojun Zou, Investigation of Semi-Active Hydro-
Pneumatic Suspension for a Heavy Vehicle Based on Electro-Hydraulic
Proportional Valve, World Journal of Engineering and Technology, 2017:696-706
[5] Ferhat Saglam, Y. Samim Unlusoy, Analysis of Interconnected Hydro-Pneumatic
Suspension System for Load Sharing among Heavy Vehicle Axles, Proceedings
of the 3rd International Conference on Control, Dynamic Systems, and Robotics
(CDSR’16), Ottawa, Canada, May 9 -10, 2016
[6] Junwei Zhang, Sizhong Chen, Yuzhuang Zhao, Jianbo Feng, Chang Liu, and Ying
Fan, Research on modeling of hydropneumatic suspension based on fractional
order, Mathematical Problems in Engineering, Volume 2015
[7] Zhou Changfeng, Dynamic modeling, optimization and experimental research of
rubber suspension system of off-road vehicle, A dissertation submitted to
Southeast University for the academic degree of doctor of engineering, 2007
[8] Dodds C J, Robson J D. The description of road surface roughness. Journal of
Sound and Vibration, 1973, Vol.31(2):175–183
[9] Mechanical vibration, Road surface profiles, Reporting of measured data, 1995.
[10] Cole D. J., Cebon D. Truck suspension design to minimise road damage, The
Journal of Automobile Engineering, Vol. 210, 1996: 95-107
[11] Rosnawati Buhari, Munzilah Md Rohani, et al. Dynamic load coefficient of tyre
forces from truck axles. Applied Mechanics and Materials, Vol. 405, Issue 408,
2013: 1900-1911
[12] Na Jiao, Jianjuan Guo, and Shulin Liu, Hydro-Pneumatic Suspension System
Hybrid Reliability Modeling Considering the Temperature Influence, IEEE Acess,
Vol. 5, 2017: 19144-19153
[13] Le Van Quynh, Zhang Jianrun, Liu Xiaobo, Wang Yuan Nonlinear dynamics
model and analysis of interaction between vehicle and road surfaces for 5-axle
heavy truck, Journal of Southeast University, Vol. 27, Issue 4, 2011: 452-457

http://www.iaeme.com/IJMET/index.asp 1138 editor@iaeme.com

 Performance Analysis of the Hydro-Pneumatic Suspension System of Heavy Truck

[14] Lu Yongjie, Yang Shaopu, et al. Numerical and experimental investigation on

stochastic dynamic load of a heavy duty vehicle. Applied Mathematical
Modeling, Vol. 34, Issue 1, 2010: 2698-2710
[15] Danish Ali, Samuel Frimpong, Artificial intelligence models for predicting the
performance of hydro-pneumatic suspension struts in large capacity dump trucks.
International Journal of Industrial Ergonomics, Vol.67, 2018: 283-295.
[16] Yuming Yin, Subhash Rakheja, Jue Yang, Paul-Emile Boileau, Characterization
of a hydro-pneumatic suspension strut with gas-oil emulsion, Mechanical Systems
and Signal Processing, Vol.106, 2018:319-333.
[17] U.Solomon, Chandramouli Padmanabhan. Semi-active hydro-gas suspension
system for a tracked vehicle, Journal of Terramechanics, Vol.48, No.4, 2011: 225-
239.
[18] Nguyen Van Liem,Zhang Jianrun, Le Van Quynh, Jiao Renqiang, Liao Xin.
Performance analysis of air suspension system of heavy truck with semi-active
fuzzy control, Journal of Southeast University (English Edition), Vol.33, No.2,
2017: 159-165.
[19] Le Van Quynh, Comparing the performance of suspension system of semi-trailer
truck with two air suspension systems, Vibroengineering PROCEDIA, Vol. 14,
2017: 220-226
[20] Mohamed A.A. Abdelkareem, Lin Xu, Xuexun Guo, et al. , Energy harvesting
sensitivity analysis and assessment of the potential power and full car dynamics
for different road modes, Mechanical Systems and Signal Processing, Vol.110,
2018: 307-332.

)7(

http://www.iaeme.com/IJMET/index.asp 1139 editor@iaeme.com

View publication stats