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Prof (Dr) B

Dayal

SUSPENSION/SPRINGING SYSTEM OF
TANK
It is the combination of the parts connecting the tank hull
with the axles of the road wheels.

Purpose
Total realization of the engine power to combat
Ensure fighting efficiency of the crew
Proper observation of the battle field
Accuracy of delivery of fire on move.
The parameters to be considered
Periods
Amplitude
Speeds
The acceleration of vertical and longitudinal angular
oscillations of the tank hull.

SUSPENSION/SPRINGING SYSTEM OF
TANK
the main parts
springs. they cushion the jerks and shocks transmitted
to the hull
dampers / shock absorbers. they absorb hull oscillations
caused due to external actions during tank motion.
types of tracked suspension
bogie suspension. consists of system of links, arms and
springs interconnected in a manner to permit two or more
road wheels to function in tandem.
was used extensively on earlier tracked vehicles.
the suspension provides an effect that devides the load equally
between a pair of tandem wheels.

BOGIE WHEEL SUSPENSION

SUSPENSION/SPRINGING SYSTEM OF
TANK
when one of the wheels is displaced or subjected to a
vertical track force, an equal force is reflected on the
wheel of the bogie unit.
the suspension behaves in this manner only for speeds
upto 10mph and above it the effect is lost.

independent suspension. it employs separate


elastic element for each road wheel. the vertical
displacement of one road wheel does not change
the spring force of the remaining suspension
springs except through an influence on the
sprung mass.

INDEPENDENT TRAILING
ARM SUSPENSION

SUSPENSION/SPRINGING SYSTEM OF
TANK
Independet suspension

1. The displacement of one or several


road wheels does not change the
displacement of remaining road wheels.

Bogie suspension

1.

The maximum displacement of


single road wheel is greater than
the maximum simultaneous
displacement of all the wheels of
the entire bogie unit.

Changing the loading of one road wheel


2. Changes the loading of other road
does not change the loading of others on a wheels of bogie unit.
stationary hull.
3. On terrain irregularities the impact
received by one road wheel

3. All wheels of particular bogie unit.

4. Dismantling one road wheel does not


effect function of other wheels

4.Impairs functioning of entire bogie


unit.

SUSPENSION/SPRINGING SYSTEM OF
TANK
Independet suspension

Bogie suspension

Large diameter road wheels are usually


employed

Numerous small diameter road wheels


are usually used.

Mechanically less complex

5. More complex.

6. Easy to maintain

3. More malfunctioning and


maintenance problems.

4. More protected from damage by


enemy action and terrain debris.

4. More exposed to ballistic attack

Softer suspension with high reserve of


energy absorption and road wheel
deflection.

Harder suspension leading to harsh


jolting ride.

Used for high speeds over 10 mph

Inferior for high speeds.

SUSPENSION/SPRINGING SYSTEM OF
TANK
terrain induced dynamic loads
three basic approaches are used:
to write the equation of motion of vehicular
system, and then assuming a deterministic terrain
function, which is representative of real
configuration of the terrain.
similar to above but actual terrain profile is used
as input.
using empirical methods from structural and
experimental technique of actual vehicles.

SUSPENSION/SPRINGING SYSTEM OF
TANK
THE FIRST APPROACH:
Classical deterministic approach.
Assume a terrain profile in terms of a series of periodic
functions such as in sine waves, with any numbers of
frequency components.
Differential equation to be made for such idealised system
and solved.

IDEALISED SYSTEM OF
WHEEL TYRE - SPRINGING

SUSPENSION/SPRINGING SYSTEM OF
TANK
the periodic displacement will be:
x1 = x1 sin t
(1)
where,x1 vertical displacement of tyre at any time in m
x1 amplitude of the wave in m
frequency of ground wave in rad/sec
t time in sec
the differential equation of the system, assuming viscous
damping is:
mx2 + cx2 + (k + k0) x2 = k0x1 sin t
(2)
where,
m unsprung mass of the vehicle
x2 vertical displacement of the mass in m
k spring rate of the suspension spring, kg/m
k0 spring rate for tyre kg/m

SUSPENSION/SPRINGING SYSTEM OF
TANK
c DAMPING CONSTANT
THE DYNAMIC FORCE Fdy1 (kg) developed at the point of tyre
and ground contact is:
Fdy1 = k0 (x1 x2)
(3)
The second approach:
Geomewtric terrain profile is used as input to the equation
of motion.
Profilometer is used to measure the ground profile.
In profilometer the horizontal component x and vertical
component y are to be determined assuming the
following relationship:
y y0 = 0s sin ds
x = 0s cos ds
Where,
y0 elevation at the beginning of the run
y instantaneous elevation at any point along
the run.

SUSPENSION/SPRINGING SYSTEM OF
TANK
slope angle relative to the horizontal
reference at distance s from the origin.
In order to solve above equations, it is necessary to
make a continuous measurement of and s.
The third approach:
In order to evaluate most complex dynamic
system of road loads, a semi empirical system
does exists.
It is based on the data collected from actual
vehicle by means of oil pressure readings, strain
gauge and accelerometer measurements taken
under motion.

LOAD FACTORS FOR


ESTIMATING THE ROAD
LOAD

SUSPENSION/SPRINGING SYSTEM OF
TANK
select the vehicle classification and operation category by
selecting the appropriate cureve.
determine the load factor n corresponding to the inter
section of the selected curve with gross weight w of the
vehicle. tis represents the maximum acceleration in gs
experienced by the front end of the tank. at successive
stations it will decrease (n/2)g at the vehicle cg and remain
constant at the stations behind.
horizontal and vertical design loads on forward sprocket
will be: = 0.15n w in newtons
vertical load on no. 1 road wheel: = 0.1 n w kg
vertical load on no. 2 and successive road wheels
= 0.05 n w kg
vertical and horizontal load on rear sprocket = 0.07nw kg
transverse load acting horizontally down below of road
wheel = w/2 kg.

SUSPENSION/SPRINGING SYSTEM OF
TANK

Example:
Assume that a tracked combat vehicle under
consideration, which is expected to have 5
road wheels per side and a gross weight
23000 kg.

SUSPENSION/SPRINGING SYSTEM OF
TANK
Example:
Assume that a tracked combat vehicle under
consideration, which is expected to have 5 road
wheels per side and a gross weight 23000 kg.
SOLUTION:
From the graph:n = 33
Load on forward idler wheel 0.15 x 33 x 23000 g =
113850g Newton
Load on no.1 road wheel = 0.1 x 33 x 23000g =
75900g newton
Load on no,2, 3, 4 and 5 road wheel = 0.05 x 33 x
23000g = 37950g newton
Load on sprocket = 0.07 x 33 x 23000g = 53130g
Transverse load on each wheel = 23000/2 = 11500g

SUSPENSION/SPRINGING SYSTEM OF
TANK
Apparent ground contact area:
Aa = 2. L. T
The actual ground contact area of tracked vehicle is
a finction of track tension, suspension design and
soil properties.
Apparent average ground pressure (NGP):
NGP = W/Aa
= W/2LT
Where,
W gross weight in newton
L length of track bearing surface
between centre lines of extreme road wheels.
T over all track width

STATIC LOAD ON ROAD WHEELS


Assume a vehicle with three equidistance road wheels on
each side with a rigid suspension and loose track.
W1 + w2 + w3 w = 0
W.L/2 - w2.L - w3. 2l = 0
An additional assumption of sinkage of wheels is
considered. Sinkage will be such that the centres of the
road wheels will remain in straight line.
The left wheel will sink more than the right wheel
Z1 z2 = z2 z3
Sinkage for road wheel is given by
Zi = (wi/AK)1/n
Where,
wi loading on each wheel
A area of ground contact of each
wheel

STATIC LOAD ON ROAD WHEELS


K soil constant
Taking value of n = ,
w32 = 2w22 w12
The solution is
W1 = 0.556 w
W2 = 0.390 w
W3 = 0.054 w
Consider the vehicle possessing 5 road wheels on each side.
The deflection of spring is f1, f2, f3, ---fn
W1 = cf1; w2 = cf2; w3 = cf3; -----wn = cfn
Where, w1, w2, ---wn load acting on each wheel
C rate of individual springs (assumed equal)
kg/cm
F2 = f1 + l2 tan

STATIC LOAD ON ROAD WHEELS


F3 = f1 + l3 tan
Fn = f1 + ln tan
Finally two more equations can be written
W1 + w2 + w3 + ------ wn = w
W2l2 + w3l3 + ---------wnln = w l0
Since total equations are (2n + 1) and unknowns are
also (2n + 1), i.E., N forces w, n deflections f, and
angle . This permits the determination of
unknowns by algebric manipulation.

STATIC LOADS ON ROAD


WHEELS

LOADS ON ROAD WHEELS

Dynamic loads on the road


wheels

The configuration of torsion bar springs used in combat


vehicles are straight bars of circular cross section, splined
at each end.
For a round bar in torsion, the relationships are as under:
Wind up angle = 32 tl/ (. D4. G) = 2sl/dg rad
Torsional rate t = t/ = . D4. G/ 32.L kg m/rad
Shear stress s = 16t/ d3 = dg/2l kg/m2
Stress rate = s/ = dg/2l kg/m2/rad
Design load p = . D3. Sv/ 16 r kg
Resilience u = pf/2 = sv2. V/4g kgm
Where,
t torque applied to the bar kgm
l active length of the bar
D diameter of the bar
G shear modulus of elasticity kg/m2
R length of moment arm in m
F deflection at the end of moment arm

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