scholarly journals Empirical Design Method for the Damping Force Characteristics of Shock Absorbers

2011 ◽  
Vol 15 (4) ◽  
pp. 11-18
Author(s):  
W.K. Baek ◽  
C.M. Kim
Keyword(s):  
Design Method ◽  
Damping Force ◽  
Shock Absorbers ◽  
Force Characteristics ◽  
Empirical Design

Optimization of Two-State Adjustable Damping Shock Absorber

2011 ◽  
Vol 464 ◽  
pp. 332-335 ◽  
Author(s):  
Jiu Chen Fan ◽  
Xue Mei Sun ◽  
Ya Xu Chu ◽  
Xue Li
Keyword(s):  
Shock Absorber ◽  
Design Method ◽  
Optimal Solution ◽  
Damping Force ◽  
Design And Optimization ◽  
Shock Absorbers ◽  
Piston Speed ◽  
Resistance Curves ◽  
Optimal Design Method ◽  
Good Agreement

To improve the damping effect of vehicle shock absorber, a two-state adjustable damping shock absorber was designed using optimal design method. The size of the shock absorber damping hole and the valve parameters were optimized to obtain the optimal solution. According to optimal results, the piston speed and corresponding damping force of soft and hard damping conditions of the shock absorber were analyzed using MATLAB software. The results show that the simulated resistance curves and the ideal curves are in good agreement, which could provide guidance for the design and optimization of shock absorbers.

Double Adjustable Shock Absorbers Utilizing Electrorheological and Magnetorheological Fluids

2000 ◽  
Author(s):  
Jason E. Lindler ◽  
Norman M. Wereley
Keyword(s):  
Shock Absorber ◽  
Force Measurements ◽  
Damping Force ◽  
University Of Maryland ◽  
Shock Absorbers ◽  
Piston Head ◽  
Performance Requirements ◽  
Velocity Response ◽  
The University ◽  
Yield Force

Abstract Double adjustable shock absorbers allow for independent adjustment of the yield force and post-yield damping in the force versus velocity response. To emulate the performance of a conventional double adjustable shock absorber, an electrorheological (ER) and magnetorheological (MR) automotive shock absorber were designed and fabricated at the University of Maryland. For the ER shock absorber, an applied electric field between two tubular electrodes, located in the piston head, increases the force required for a given piston rod velocity. For the MR shock absorber, an applied magnetic field between the core and flux return increases the force required for a given piston rod velocity. For each shock absorber, two different shaped gaps meet the controllable performance requirements of a double adjustable shock absorber. A uniform gap allows for control of the yield force of the shock absorber, while a non-uniform gap allows for control of the post-yield damping. Force measurements from sinusoidal displacement cycles, recorded on a mechanical damper dynamometer, validate the performance of uniform and non-uniform gaps for adjustment of the yield force and post-yield damping, respectively.

Electromagnetic Shock Absorbers for Automotive Suspensions: Electromechanical Design

2006 ◽  
Author(s):  
Nicola Amati ◽  
Aldo Canova ◽  
Fabio Cavalli ◽  
Stefano Carabelli ◽  
Andrea Festini ◽  
...  
Keyword(s):  
Shock Absorber ◽  
Dynamic Performance ◽  
Integrated Design ◽  
Design Procedure ◽  
Resistive Load ◽  
Added Resistance ◽  
Damping Force ◽  
Quarter Car Model ◽  
Car Model ◽  
Shock Absorbers

This article illustrates the modeling and design of electromechanical shock absorbers for automotive applications. Relative to the commonly used hydraulic shock absorbers, electromechanical ones are based on the use of linear or rotative electric motors. If electric motor is of the DC-brushless type, the shock absorber can be devised by shunting its electric terminals with a resistive load. The damping force can be modified by acting on the added resistance. An integrated design procedure of the electrical and mechanical parameters is presented in the article. The dynamic performance that can be obtained by a vehicle with electromechanical dampers is verified on a quarter car model.

Magnitude of Axle Tramp Response to Partially Detreaded Tire Imbalance in Highway-Speed Driving

2012 ◽  
Author(s):  
Paul T. Semones ◽  
David A. Renfroe
Keyword(s):  
High Speed ◽  
Rear Axle ◽  
Shock Absorber ◽  
The United States ◽  
Damping Force ◽  
Shock Absorbers ◽  
Light Trucks ◽  
Single Vehicle ◽  
Frontal Collisions ◽  
Rear Tire

Tire tread separations on light trucks and SUVs have resulted in numerous catastrophic highway accidents over the past two decades in the United States. These accidents frequently involve single-vehicle rollovers or deviations of the impaired vehicle into oncoming traffic, where high speed frontal collisions may ensue. On light trucks and SUVs equipped with a Hotchkiss rear suspension, one explanation for the loss of driver control during an in-process rear tire tread separation is solid axle tramp response to the imbalanced separating tire. This explanation has met with some controversy. The present study will demonstrate that the imbalance forces generated at highway speeds from a partially detreaded tire are sufficient to induce continuous cyclical axle tramp, and can even be sufficient to completely elevate rear-axle tires out of contact with the paved roadway. This imbalance-induced tramping action may be exacerbated during braking and the vehicle’s terminal yaw, when rear traction is crucial to avoiding a catastrophic accident. In addition to test data, several field examples of such events are presented. A key metric of solid axle response to an imbalanced, partially detreaded tire is shock absorber motion. In the present study, shock absorber displacement on the test vehicles, as measured during highway speed tread separation axle tramp events, is found to oscillate through a stroke generally less than one inch (2.5 cm) in length at a frequency in excess of 10 Hz. Peak instantaneous velocities of the shock absorber have been observed as high as 40 in/s (16 cm/s) or more during straight driving under axle tramp conditions. Confirming several previously published findings, the present study shows that increasing shock damping force at the higher operational velocities of the shock absorber reduces the magnitude of axle tramp and assists in keeping the rear axle tires in contact with the ground. Additionally, increasing the distance between the shock absorbers by moving them closer to the wheels provides the same advantage.

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