ANALYSIS OF HYDRO PNEUMATIC

SUSPENSION

SEMINAR REPORT

DEPARTMENT OF MECHANICAL ENGINEERING

AMAL JYOTHI COLLEGE OF ENGINEERING
KOOVAPALLY, KANJIRAPALLY, KERALA
SEPTEMBER 2011

ANALYSIS OF HYDRO PNEUMATIC

SUSPENSION

SEMINAR REPORT
Submitted by

VARUN JOY MOONJELI

REGISTER NO: 66949

DEPARTMENT OF MECHANICAL ENGINEERING

AMAL JYOTHI COLLEGE OF ENGINEERING
KOOVAPALLY, KANJIRAPALLY, KERALA
OCTOBER 2011

ACKNOWLEDGEMENT

The satisfaction and the euphoria that accompany the successful

completion of any task would not complete without the mention of the people who
made this dream in to a reality whose constant encouragement and inspiration has
crowned this effort with success. I thank and praise GOD ALMIGHTY who has
been an unfailing source of strength and inspiration for the grace he has showered
upon me in the completion of this seminar.
I wish to express my sincere thanks to Rev. Fr. Jose Kannampuzha,
Principal of the College, for providing me with all the necessary facilities and
support.
I have much pleasure in thanking Mr. Jippu Jacob, Head of the
Department of Mechanical Engineering, for his support and encouragement.
I would like to express my heartfelt gratitude to my faculty guide Mr.
Reynold Jose, Assistant Professor, Department of Automobile Engineering for the
efforts he have taken in guiding me through every phase of my seminar.
I avail this opportunity to express my sincere gratitude to seminar
coordinator Mr. Binu Skariah, Assistant Professor, Department of Mechanical
Engineering , for his assistance and guidance.
I am thankful to all the faculty of Mechanical Engineering Department
for offering their valuable suggestions.
Last but not the least, I express my thanks to all my friends and my
parents for their enthusiastic encouragement and complete support.

AMAL JYOTHI COLLEGE OF ENGINEERING

KANJIRAPALLY

CERTIFICATE
This is to certify that the report entitled ANALYSIS OF
HYDRO PNEUMATIC SUSPENSION submitted by VARUN
JOY MOONJELI, (Reg.No:66949), in partial fulfillment of the
requirements for the award of the degree of Bachelor of Technology in
MECHANICAL ENGINEERING from Mahatma Gandhi University,
Kottayam, Kerala is an authentic report of the seminar presented by him.

Seminar Guide
Mr. Reynold Jose
Assistant Professor, Dept of AUE

Seminar Coordinator
Mr. Binu Skariah
Assistant Professor, Dept of ME

Head of the Department

Prof. Jippu Jacob
Dept. of ME

Department of Mechanical Engineering

ABSTRACT

Comfort is one of prime factor that has to be considered while

designing a vehicle. And this comfort very much depends on the loads acting on their
axles. For heavy vehicles, loads acting on their axles are more compared to the normal
ones. Unlike the Mc Pherson Struts, Multi Link Suspension, Trailing Arm
Suspension, 4 bar suspension etc cannot be used for heavy vehicles as it needs to
sustain more loads compared to normal vehicles. Hydro pneumatic Suspension is one
of the commonly used suspension systems in heavy load vehicles. Hydro pneumatic
Suspension system makes use of fundamentals from hydraulics. Its working principle
is based on the interaction of fluid with pressurized gas. This seminar does a study on
Hydro pneumatic spring stiffness behaviour, and various factors and parameters that
influence the same. Hydro pneumatic suspension system, when used in heavy
vehicles, takes an asset in providing a better load distribution per axle, decreasing the
overload problem and thereby increasing the ride comfort. Also this system is
compared with a conventional leaf spring suspension system. Knowing more about
these factors, influencing the system helps the engineers to improve the efficiency of
the vehicle & simultaneously increasing the ride comfort.

CONTENTS

Page
CHAPTER 1
INTRODUCTION
1.1Background and Scope.... (1)
1.2Objectives.. (2)
1.3Methodology.. (3)
CHAPTER 2
LITERATURE SURVEY
2.1 Basic about Suspension system....(4)
2.2 The Hydro pneumatic Suspension System.. (5)
2.3 Working of System....... (7)
2.4 Advantages of Hydro pneumatic Suspension...... (9)

CHAPTER 3
CASE STUDY
3.1 Mathematical Analysis... (12)
A) Determination of Stiffness of spring. .(13)
B) Determination of Initial Gas Volume.. .(13)
C) Results... ..(14)

Page
3.2Comparison With Leaf Spring...(19)
A) Test Vehicle...(19)
B) Test Roads.(20)
C) Test Speeds..(20)
D) Test Loads.(20)
E) Results...(22)
CHAPTER 4
RESULTS AND CONCLUSIONS.. (24)
REFERENCE. (25)

LIST OF FIGURES
Page
Figure (2.1): Hydro pneumatic suspension(6)
Figure (2.2): Working of Sphere(7)
Figure (2.3): Rolling of vehicle.(11)
Figure (2.4): Zero Roll...(11)
Figure (3.1): Mathematical Model.(14)
Figure (3.2): Setup to define initial volume.(16)
Figure (3.3): Stiffness Variation (17)
Figure (3.4): Vehicle with leaf spring....(19)
Figure (3.5): Vehicle with Hydro pneumatic system.(19)
Figure (3.6): Overloaded Vehicle..(21)
Figure (3.7): RMS Value at Good Road(22)
Figure (3.8): RMS Value at Bad Road..(22)

NOMENCLATURE
Po Initial Volume
Vo... Initial Pressure
P. Final Pressure
V Final Volume
VdDisplaced Volume
T Temperature of Gas
R Universal gas constant
n No of moles of Gas
AcArea of Piston
X Piston displacement
XsPiston displacement due static load
Xm..Piston displacement due dynamic load
PsPressure due static Load
PmPressure due to dynamic load
VsVolume change due static load
VmVolume change due to dynamic load
FForce acting on piston
KSpring Stiffness

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CHAPTER 1
INTRODUCTION
The primary function of a suspension system is to isolate the vehicle as far as
practicable from shock loading and vibrations due to irregularities of the road surface.
Besides, it should do this without impairing the stability, steering or general handling
qualities of the vehicle. Vibrations in vehicles have many

detrimental effects such as

damage to the vehicle itself, discomfort to the driver and passengers and damage to the
cargo transported. Vehicles expose the human body to vibration, which may cause
discomfort and annoyance, interference with activities, and present a risk to health.
Heavy vehicles as they move through the roads experience lots forces due to the bumpy
roads and also due sudden cornering. Conventional suspension systems cannot decrease
axle load acting on the vehicle. As a result the loads acting on the vehicle creates
vibrations and their uneven riding experience. Hydro pneumatic suspension which was
developed by the Citroen Company in 1950s was initially used in their 4 wheelers.
These systems was later found to be effective in Heavy load vehicles as it is capable of
even distribution of load per axle, thereby decreasing the overload problem and
simultaneously increasing the efficiency and comfort levels.

1.1 Background and Scope

Hydro pneumatic suspension system was later used in some heavy vehicles
initially being used at Citroen cars. It was found to be effective in such vehicles. Studies
have been done in the past to evaluate the different factors that influence the working of
the suspension system. Previous studies were done such as comparing the leaf spring
suspension with Hydro pneumatic suspensions, spring and damper characteristics, valve
response times for both the semi-active spring and semi-active damper.
This suspension system uses core technology and mainstay of its functionality
is hydraulics. Superbly smooth suspension is provided by the fluids interaction with a
pressurized gas. This system is powered by a large hydraulic pump operated directly by
the engine in much the same way as an alternator or an air- conditioner is, and provides
fluid to an accumulator at a pressure, where it is stored ready to be delivered to servo a
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system. Its capable of giving better riding comfort at different load conditions.
Mathematical analysis of the spring stiffness of the Hydro pneumatic system and its
effects enable us to improve the design of suspension system of the vehicle and the riding
comfort. A mechanical advantage of hydraulic suspension is that the car is able to link its
braking effort to the weight on the wheels. As the weight travels forward under braking,
there is less pressure on the back suspension. This suspension is the able to exert less
pressure on its fluid, and as weight and grip diminish on the wheels, so does the braking
effort, thus the Hydro pneumatic system prevents rear wheel lock ups. This flexibility in
operation is one of the outstanding advantages of the Hydro pneumatic suspension
system.

Previous seminar studies done on the topic are listed below:

Study on Semi active Hydro pneumatic spring & damper system (P.S.Els)

Heat transfer Effects on Hydro pneumatic System(P.S. Els)

Comparison between Leaf spring & hydro pneumatic suspension(C.Sujatha &

P.Tejasu)

Heat transfer effects on hydro pneumatic suspension systems(U.Solomon)

1.2 Objectives
This paper has the following objectives:
To give a general idea about the system
define the stiffness of the hydro pneumatic suspension spring
Compare the stiffness value at different static and dynamic loads
Relevance of using this system in heavy load vehicles instead of leaf spring
suspension by comparing both in a road test.

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1.3 Methodology
Initially the Hydro pneumatic spring characteristics are theoretically
determined. Here the gas is considered to be inert so that it would not react with the sides
and thereby change its characteristics during working. The ideal gas model is considered
and an isothermal process as well. Using the basic PV=nRT relation spring stiffness
function which represents a force (F) done by the hydraulic cylinder as a function of
displacement (x) is developed. Parameters that changes the spring stiffness is found out
using theses relations and their variations are also considered. Classic and New approach
for the determination of Hydro pneumatic spring characteristics are also discussed.
Using graphs the stiffness variation on different load conditions is analyzed and
conclusions are obtained. Also the performance of hydro pneumatic suspension with a
leaf spring is compared using a speed test.

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CHAPTER 2
LITERATURE SURVEY
2.1Basics About Suspension System
Suspension is the term given to the system of springs, shock absorbers and
linkages that connects a vehicle to its wheels. Suspension systems are one of the
important components of any automobile whether its a 4wheeler or a 2 wheeler. Its
prime functions are as follows:

To make maximum friction between tires and the road surfaces

To provide steering stability with good handling and to ensure the comfort of the

passengers

To protect the vehicle itself and any cargo or luggage from damage and wear.
These goals are generally at odds, so the tuning of suspensions involves finding

the right compromise. It is important for the suspension to keep the road wheel in contact
with the road surface as much as possible, because all the forces acting on the vehicle do
so through the contact patches of the tires. The suspension also protects the vehicle itself
and any cargo or luggage from damage and wear. The design of front and rear
suspension of a car may be different.

Any suspension has got two main components. They are springs and dampers
which is necessary for its proper working. Commonly used suspension systems are:

Mc Pherson Struts

Multi Link Suspension

Hydro pneumatic Suspension

Trailing Arm Suspension

4- bar suspension

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2.2 The Hydro pneumatic Suspension System

Hydro pneumatic suspension is a type of automotive suspension system, invented
by Citroen, and fitted to Citroen cars, as well as being used under license by other car
manufacturers, notably Rolls-Royce, and Peugeot. It was also used on Berliet trucks and
is since recently used on Mercedes-Benz cars. Similar systems are also used on some
military vehicles. The suspension was referred to as oleo pneumatique in early literature,
pointing to oil and air as its main components.
The purpose of this system is to provide a sensitive, dynamic and high-capacity
suspension that offers superior ride quality. A nitrogen reservoir with variable volume
yields a spring with non-linear force-deflection characteristics. In this way the resulting
system does not possess any Eigen frequencies and associated dynamic instabilities,
which need to be suppressed through extensive damping in conventional suspension
systems. The actuation of the nitrogen spring reservoir is performed through an
incompressible hydraulic fluid inside a suspension cylinder. By adjusting the filled fluid
volume within the cylinder, a leveling functionality is implemented. The nitrogen gas
within the suspension sphere is separated from the hydraulic oil through a rubber
membrane. The nitrogen gas as spring medium is approximately six times more flexible
than conventional steel, so self-leveling is incorporated to allow the vehicle to cope with
the extraordinary suppleness provided.
This system uses a belt or camshaft driven pump from the engine to pressurize a
special hydraulic fluid, which then powers the brakes, suspension and power steering. It
can also power any number of features such as the clutch, turning headlamps and even
power windows. The suspension system usually features driver-variable ride height, to
provide extra clearance in rough terrain.

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Figure (2.1)

Hydro pneumatic Suspension System

While the system has inherent advantages over steel springs, generally recognized
in the auto industry, it also has a perceived element of complexity, so automakers like
Mercedes-Benz, British Leyland (Hydrolastic, Hydragas), and Lincoln have sought to
create simpler variants using a compressed air suspension. The system of the inventor
Citroen had as immanent disadvantage that only garages equipped with special tools and
knowhow were qualified to work on the cars, making them seem radically different from
ordinary cars with common mechanicals.
There have been many improvements to this system over the years, including
variable ride firmness (Hydractive) and active control of body roll (Citroen Activa). The
latest incarnation features a simplified single pump-accumulator sphere combination.
Auto manufacturers are still trying to catch up with the combination of features offered
by this 1954 suspension system, typically by adding layers of complexity to an ordinary
steel spring mechanical system.

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2.3 Working
The spheres are like the springs on the normal cars, and the struts and the
hydraulic components that make the fluid act like a spring. There is a hydraulic
component called an accumulator, which is gas under pressure in a bottle contained
within a diaphragm, effectively a balloon which allows pressurized fluid to compress the
gas, and then as pressure drops the gas pushes the fluid back to keep the system's pressure
up. As you can see in the drawing, the pink gas (Nitrogen) is compressed when the
pressure in the green fluid overcomes the gas pressure and pushes back the diaphragm,
which compresses the gas. Then as the pressure of the fluid decreases, the gas pushes
back the diaphragm and as the gas overcomes the fluid, it expels the fluid from the
sphere, returning gas and fluid to equilibrium.

Figure (2.2)
Working of suspension sphere

Here the gas acts as spring medium and the fluid as damper medium. The most
important item of this system is the gas chamber, therefore the stiffness will be defined
basically, by the pressure and volume contained within the chamber. In some vehicle, the
chamber is built from two different parts that then join to take the shape of a sphere, and
the gas is separated hydraulic fluid by a flexible diaphragm. This diaphragm avoids gas
leaks even having hydraulic fluid losses, if the system is not sealed perfectly. The
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hydraulic fluid that drains out of the system is stored in a reservoir and thereby returned
to the system using a hydraulic pump, keeping the vehicle height constant throughout. A
semi active control can be done through an adjustable valve that increases or decreases
the damping. Controlling the level of the hydraulic fluid either manually or automatically
may do an active suspension. At the heart of the system, acting as pressure sink as well as
suspension elements, are the so called spheres, five or six in all; one per wheel and one
main accumulator as well as a dedicated brake accumulator on some models. On later
cars fitted with Hydractive or Activa suspension, there may be as many as ten spheres.
Spheres consist of a hollow metal ball, open to the bottom, with a flexible desmopan
rubber membrane, fixed at the 'equator' inside, separating top and bottom. The top is
filled with nitrogen at high pressure, up to 75 bars, the bottom connects to the car's
hydraulic fluid circuit. The high pressure pump, powered by the engine, pressurizes the
hydraulic fluid (LHM) and an accumulator sphere maintains a reserve of hydraulic
power. This part of the circuit is at between 150 and 180 bars. It powers the front brakes
first, prioritized via a security valve, and depending on type of vehicle, can power the
steering, clutch, gear selector, etc.
Pressure flows from the hydraulic circuit to the suspension cylinders, pressurizing
the bottom part of the spheres and suspension cylinders. Suspension works by means of a
piston forcing LHM into the sphere, compacting the nitrogen in the upper part of the
sphere; damping is provided by a two-way 'leaf valve' in the opening of the sphere. LHM
has to squeeze back and forth through this valve which causes resistance and controls the
suspension movements. It is the simplest damper and one of the most efficient. Ride
height correction (self- leveling) is achieved by height corrector valves connected to the
anti-roll bar, front and rear. When the car is too low, the height corrector valve opens to
allow more fluid into the suspension cylinder (e.g., the car is loaded). When the car is too
high (e.g. after unloading) fluid is returned to the system reservoir via low-pressure return
lines. Height correctors act with some delay in order not to correct regular suspension
movements. The rear brakes are powered from the rear suspension circuit. Because the
pressure there is proportional to the load, so is the braking power.

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2.4 Advantages of Hydro pneumatic Suspension

Hydro pneumatics have a number of natural advantages over steel springs that are
poorly understood, leading to general public perception that hydro pneumatics are merely
"good for comfort". They actually also have great advantages related to car handling and
control efficiency, solving a number of problems inherent with using steel springs that
suspension designers have always dreamt they could eliminate.

Hydro pneumatic is naturally a progressive spring-rate suspension; i.e., the more it is

compressed, the harder it becomes. This results in the suspension being extremely
soft around its initial course (softer than a steel spring) but getting harder and harder
as compressed (more than a steel spring). This is because of the properties of gas:
halve its volume, and its pressure doubles. When the suspension operates, the ram is
pushing oil into the sphere altering its gas volume (and therefore the pressure). This
natural principle of hydro pneumatics has not been met so far by any other type of
suspension. The nearest is steel springs with a softer course and a harder course (two
different spring rates, while hydro pneumatics offer an infinite number of rates).
Usually steel-sprung cars are either too soft ("comfortable"), or too stiff ("sporty"), or
some intermediate compromise, while hydro pneumatics offer "two cars in one".

The self-leveling system makes it such that there's always and at any time an equal
travel available for suspension compression and extension, no matter the car's load.
Citron have calculated that the ideal suspension should have at least about 18 cm of
motion range, i.e. 9 cm each way, for achieving effective continuous contact between
pavement and tyres (by absorbing any road unevenness). With a "height corrector" for
each axle, the car suspension always remains at its ideal middle position, providing a
steady compression and extension course, no matter the car's load. As you load a
steel-sprung car, its bump absorption capability becomes totally asymmetrical (too
small a compression margin and too much of an extension course available, and the
suspension moves far from its ideal operating angles, reducing lateral/longitudinal
grip, etc.).

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Very importantly, the continuous self-leveling function also rids suspension design of
a number of unwanted compromises that commonly designers of steel-sprung cars
have to incorporate: as the suspension is always functioning around one
predetermined position, no matter the car's load, the various suspension-geometry
issues become a much simpler equation to solve. A hydro pneumatic suspension
operates from its ideal angles at all times and conditions.

The suspension being self-leveling, the possibility opens for dynamic height control.
This has actually been implemented in Citroens from the C5 I and onwards: the cars
are programmed to lower by about 1 cm above a specified speed, thus reducing
aerodynamic resistance, improving fuel economy and increasing high-speed stability.

Ride height is manually adjustable (in all hydro pneumatic and Hydractive Citroens)
in 4 positions: "low", "drive", "mid-high", "highest". "Low" is only for service's
purpose and should never be used in normal driving. "Mid-high" or "Highest" may be
selected to tackle some road obstruction (flooding, pavements, off-road, etc.) at very
low speed.

Because the suspension doesn't need to be set stiff to overcome all sorts of restrictions
imposed by the steel spring, the ride comfort is excellent (the ride is described as
floating above the road surface), with the difference that the suspension never
'wallows' uncontrollably like an equally soft car on springs would do. This preserves
precise handling and road-holding (like a sports car). Orthopaedic doctors advise that
patients with spinal injury or disk problems can only drive Citroens with hydro
pneumatic suspension. The legendary Rolls-Royce comfort is partly due to this
system equally fitted to millions of Citroens sold to this day since 1955 with the In
other words, it is relatively much more neutral, more inactive. Think of a leaf-spring
being compressed: leave it free and it will pop and spend some time vibrating around
its centre position till it comes to rest. This is due to its internal mechanical friction
(due to the material), and this is why cars need shock absorbing dampers. A coil or
torsion bar steel spring performs much better, (which is why it has long replaced leafsprings in cars). Gas however behaves even better than the spring, in fact it represents
a leap in effectiveness: compress a gas and release it: the gas will want to only return

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to its initial volume, not much more. Thus damping can be also reduced, resulting in
an unearthly softness.

The vehicle provides zero rolling in sharp corners and turnings.

Figure (2.3)
Rolling of vehicle at sharp turns

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Figure (2.4)
Zero Rolling In Citreon

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It is a matter of minutes for the home mechanic to replace an old spherewhich

includes the "spring" and "damper" in oneusing a simple tool that can be homemade. Also, one is free to try various sphere combinations on his car, selecting from
the several varieties available for the various Citron models, thus going for a more
"comfortable" or more "sporty" set up.

Compact suspension design, lies horizontally under the rear of the car avoiding
suspension turrets taking up luggage space

Maintenance, for a do-it-yourselfer, is relatively easy, once you know what you are
doing. It doesn't require any specific tools.

Replacement of a suspension sphere is much easier and safer than replacing a

conventional spring and shock-absorber arrangement.

Inexpensive in mass production; for vehicles that would otherwise have a

conventional power steering pump; hydro pneumatic suspension adds no new
equipment and in many cases results in a lower unsprung mass. Also, the same
system pressure produced from one central pump is used for braking (up to and
including the Xantia).

Upon body roll, the pressure exerted between the tires of the same axle is not subject
to the same differential as on some other cars. The pressure in one suspension strut
equals the pressure in the other through Pascal's law, potentially giving the 'light' tire
more footprint pressure.

Can be conveniently interconnected in the roll plane to improve roll stiffness and thus
roll stability limit, especially for heavy vehicles.

Can be connected in the pitch plane to improve braking dive and traction squat.

If they are interconnected in the three-dimensional full car model, the interconnected
hydro-pneumatic suspension could realize enhanced roll and pitch control during
excitations arising from steering, braking/traction, road input and crosswind, as with
the Hydractive arrangement

Anti-dive behavior of the vehicle is another advantage.

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CHAPTER 3
CASE STUDY
3.1 Mathematical Analysis
A) Determination of Stiffness of Suspension spring
For a hydro pneumatic suspension system the gas is considered as the spring.
Hence its stiffness will be defined on the basics of the pressure and the initial volume
present in the sphere. Initially gas is considered to be inert so that it would not react with
the sides and thereby change its characteristics during working. The ideal gas model is
considered and an isothermal process as well. This assumption does not represent exactly
the realistic conditions due to the heating of gas during the process. If the system is
running at a very high frequency, there isnt time to allow heat exchange with the
environment, and a hysteresis phenomenon will occur. This effect will not be considered
once the energy starts to dissipate from the system. According to the hypothesis
mentioned above,
PV=nRT

.(1)

PV=constant

.(2)

Where P is the pressure, V is the volume and T is the temperature of the gas.
To find the spring stiffness function which represents a force (F) done by the hydraulic
cylinder as a function of displacement (x) must be developed. The initial state is where
the force is zero for null displacement. This condition only occurs when the gas pressure
inside the chamber is equal to the atmospheric pressure. The figures (3.1) show the forces
and pressures for the initial condition and generic condition respectively.
Using the setup, the stiffness is derived mathematically.

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(b)
Figure (3.1)

Let the initial volume of the gas be V0. To each piston displacement, due to force
acting on the vehicle wheel an oil volume will be displaced to inside or outside the
chamber, which will decrease or increase the gas volume.
Let the volume displaced be Vd,
(3)

Vd=Acx
Where Ac is the piston area, the final gas volume V inside the chamber is
V=V0-Acx

(4)

From equations (2) & (4)

PoVo=P (Vo-xAc)

(5)

The force acting on the wheel changes the gas pressure inside the chamber to
P=Po+

F
Ac

(6)

From equations (5) & (6)

F
PoVo
+Po=
Ac
Vo x. Ac

(7)

PoAc .X
(Vo - Ac.X)

(8)

F=

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This equation shows that force as a function of piston displacement has a nonlinear behavior. Therefore the spring stiffness co-efficient is not constant, as in the
conventional systems.
PoAc
(Vo - Ac.X)

K (x) =

(9)

B) Define the Initial Gas Volume

The geometric suspensions of all components are keys to the suspension system
design. These parameters, including other like tire stiffness, mass of wheel define the
vehicle response to external stimulation. In order to optimize the configuration the
manufacturers usually confront responses from systems empirically adjusted. For hydro
pneumatic suspensions, the non-linear stiffness is a function of pressure and volume of
gas and the area of the cylinder. Assuming the cylinder area as already specified, the gas
volume at the atmospheric pressure will define the stiffness of the system.
Ps =

W
Ac

Ps =

PoVo
Vs

&

(10)
(11)

Where W is the load on each wheel, Ps is the pressure in static equilibrium and Vs
is the corresponding volume. The criteria used in this study to define the Hydro
pneumatic spring stiffness and the initial gas volume assume a maximum axle
displacement Xm, relatively to the vehicle frame, at the maximum attended load. The
most severe load condition considered happens when the vehicle has its maximum static
load. The figure (3.2) shows the initial, transition and final states.

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(ii)

(iii)

Figure (3.2)
The condition (i) means zero force is acting on the suspension. In other words the
pressure acting inside the cylinder is atmospheric. At condition (ii) the maximum static
load that the vehicle will transport is acting, resulting in a pressure Ps & volume Vs. the
static displacement in this condition is Xs. At condition (iii), the dynamic load condition
is acting that result in a pressure Pm and a volume of gas Vm inside the chamber. The
displacement Xm is considered to be maximum as it allows the maximum displacement of
the axle.
Considering conditions (i) & (ii) and equation (2), we obtained:
PoVo = PsVs = Ps(Vo-Acxs) &
Vo=

AsXsPs
( Ps Po )

(12)
(13)

To determine the Xs, the condition (i) & (iii) must be considered, since Xm is known,
PoVo =PmVm = Pm (Vo-Ac(Xs+Xm))

(14)

Isolating Xs of equation (14) and from equation (13), the initial volume is obtained as,
Vo=

AcPmPsXm
[ Po ( Pm Ps )]

Ps =

W
Ac

&

(15)

Pm =

Wm
Ac

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..(16)

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C) Results
Figure (3.3) shows the theoretical curves of hydro pneumatic spring stiffness
considering 4 different load conditions as function of displacement in the range 50mm
to 150mm. The parameters used to define the initial volume are: diameter of cylinder as
0.05m, Maximum Vehicle static load (W) = 8829 N, Maximum allowed displacement
(Xm) as 0.05m and dynamic load factor (fd) as 3. Equation (15) gives an initial volume
Vo = 0.0067 m3.
Figure (3.3)(a) shows stiffness obtained when vehicle is empty. Figure (3.3)(d) when the
vehicle is fully loaded and figures (b) & (c) at intermediate conditions. The cylinder
displacement equals zero means that its at equilibrium position (the vehicle is at correct
height). Positive values mean that the gas is being compressed and expanded for negative
values.

(a)

(b)

(c)

(d)
Figure (3.3)

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In practice, for each increase of vehicle static load and consequent displacement
of piston to new position, the oil volume must be increased to make the piston come back
to zero. Another important point is the addition of oil in the system does not change its
stiffness, since this will not change the pressure and volume of gas inside the chamber.
The stiffness rises drastically when the piston is achieving its end as the volume becomes
very small. This is an advantage because if theres a displacement of the wheel bigger
than previewed the suspension becomes tight very fast, avoiding the piston achieve its
end, which can result in damage to the vehicle.
The following conclusions can be made for the graphs:

Stiffness increases with increase in piston displacement (gutters and humps in

roads).

Stiffness increases at higher rate when static load (addition of passengers or

cargo) increases with the increase in piston displacement.

More stiffness means the system gives more resistance to the variation or
deformation, and the response is high.

Therefore the system can provide better ride comfort.

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3.2 Comparison of Hydro pneumatic with Leaf Spring Suspension

Here a road test is conducted on two vehicles for comparing the performance of
hydro pneumatic suspension with that of leaf spring suspension. By comparing the results
obtained the system which is more suitable for heavy load application is found out.

A) Test Vehicles
Vehicle 1: Heavy vehicle with conventional leaf springs at the front (11 leaves) and rear
(15 leaves). The suspension has a span of 1500 mm, leaf width of 75 mm and leaf
thickness of 10 mm. The leaf springs have been anchored at their front ends and shackled
at their rear ends [Figure (3.4)].

Figure (3.4)
Vehicle with leaf spring suspension
Vehicle 2: Heavy vehicle with conventional leaf springs (11 leaves) at the front and
hydro pneumatic suspension charged to 17.5 bars at the rear [figure (3.5)]. The hydro
pneumatic struts have been rigidly fixed both at the front and rear ends.

Figure (3.5)
Vehicle with hydro pneumatic suspension at rear axle
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B) Test Roads
Good road: 1 km stretch of a premixed bituminous carpet road of mean roughness index
of 2810 mm/km. This is characteristic of a good road within the city limits.
Bad road: 1 km stretch of a water bound macadam gravel road of mean roughness index
of 5230 mm/km. This is characteristic of a village road.

C) Test Speeds
The study encompassed the speed range of 20 to 60 kmph, covering the normal
operating speeds in urban and suburban areas in India. For the bad road, tests were
conducted at 20 and 30 kmph. It was not possible to test at higher speeds due to the
extremely bumpy nature of the road. For the good tests were conducted at 20, 40 and 60
kmph.
D) Test Loads
The vibration levels were measured at various load conditions namely:
No load condition of the vehicle corresponding to a gross weight of the
vehicle of 6.77 tonnes.
Vehicle loaded to 1/3 of full load capacity. For this 64 sand bags of weight
400 N each were loaded on the floor of the vehicle, increasing the weight of
the vehicle by 2.56 tonnes to a value of 9.33 tonnes.
Vehicle loaded to 2/3 of full load capacity by adding another set of 64 sand
bags amounting to a total external loading of 5.12 tonnes and to a gross
weight of 11.89 tonnes.
Vehicle loaded to full load capacity by the addition of a total of 192 bags of
sand. This corresponds to a load of 7.68 tonnes and gross weight of 14.45
tonnes.
To simulate the condition of extra passenger or cargo weight on one side of
the vehicle, namely the left side of the vehicle, 30 bags were shifted to the
left side and an extra 13 bags were loaded taking the gross weight to 14.97
tonnes [figure (3.6)].

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Figure (3.6)
Overloaded vehicle
Test is conducted and acceleration levels were measured at eight locations in the
vertical direction by means of inductive type of accelerometers rigidly fixed to the points
of measurement by appropriate clamps. Its RMS values are taken and are plotted with
RMS value (in g) on Y-Axis and Load on X-Axis. The graph shows variation of RMS
values at different speed of vehicle at different road conditions.

The figure (3.7) and figure (3.8) shows the graphs obtained on the test.

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E) Results
The following graph shows the variation of RMS acceleration along with the load
on good road conditions.

Figure (3.7)
RMS value at Good Road

The below graph shows the variation of RMS value with load on Bad road
conditions:

Figure (3.8)
RMS Value at Bad Road

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The following conclusions can be made from the graphs obtained:

RMS acceleration for vehicle with hydro pneumatic suspension is low for
1/3rd of rated load and more in good road conditions.

RMS acceleration for vehicle with hydro pneumatic suspension is low for
2/3rd of rated load and more for bad road conditions.

Lower value of RMS acceleration of the sprung mass increase the ride
comfort, handling and the performance of the vehicle (Ref No: 7, Pg 474).

Hence this system is advisable for heavy load conditions for better
performance and ride comfort.

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CHAPTER 4

RESULTS AND CONCLUSIONS

From the two case studies done we can come to conclusions that hydro pneumatic
suspension is very much advantageous in using in vehicle with heavy load applications.
The following conclusions are obtained;

Stiffness of the system was derived.

Stiffness increases with increase in load.

More stiffness gives more ride comfort.

RMs acceleration is less for hydro pneumatic suspension at heavy load.

Less RMS value of acceleration gives more ride comfort.

Thus hydro pneumatic system was compared with leaf spring suspension.

Using this suspension system in heavy vehicles is desirable as it can decrease axle
load acting on it.

This system is being used in heavy duty vehicles such as:

1) Arjun Tanks:-Manufactured in 1972 by Indian Defence
2) ETF Mining trucks
3) Turkish Military Utility vehicle called PASP.

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References
Journals
1. P.S. Els ,B. Grobbelaar (October 1999), Heat Transfer Effects on
Hydropneumatic Suspension System, Pergamon, Volume 36,Issue 4, pgs 197205
2. C.Sujatha, P.Tejesu(2002), Heavy vehicle dynamics- comparison between leaf
spring and Hydropnuematic suspensions
3. C.L Giliomee and P.S Els(April 1998), Semi-active Hydropnuematic spring
and damper system , Pergamon, volume 35, Issue 2, pgs 109-117
4. U.Solomon and Chandramouli Padmanabhan (January 2011),Semi-active
hydro-gas suspension system for a tracked vehicle

Books
5. Hydro pneumatic Suspension System by Wolfgang Bauer ISBN 978-3-64215146-0 DOI 10.1007/978-3-642-15147-7, Springer Heidelberg Dordrechdt
London
6. Dr.Kirpal Singh., Automobile Engineering Vol-2, A.K.Jain Publishers
7. Theory of Ground Vehicles, 3rd Edition by J.Y.Wong

Web
8. http://www.actwin.com/toaph/citroen/work/work.html
9. http://en.wikipedia.org/wiki/Hydropneumatic_suspension
10. http://www.citroenet.org.uk/miscellaneous/hydraulics/hydraulics-1.html
11. http://www.springer.com/engineering/mechanical+eng/book/978-3-64215146-0
12. http://www.citroen-ds-id.com/xm/Hydractive2.pdf

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