Shock Absorber Test Rig
Shock Absorber Test Rig
Shock Absorber Test Rig
1. INTRODUCTION
Suspension system is an assembly used to support weight, absorb and dampen road
shock, and help maintain tire contact as well as proper wheel to chassis relationship.
A vehicle in motion is more than wheels turning. As the wheel revolves, the
suspension system is in a dynamic state of balance, continuously compensating and
adjusting for changing driving conditions. Suspension of vehicle need to analyse
before be manufacturing. This is because to make sure components in shock absorber
system remain in good conditions. On the other hand, shock absorber system need to
analyse how shock to see how they going to perform in worst-case scenario.[1]
A safe vehicle must be able to stop and man over a wide range of road conditions.
Good contact between the tires and the road will able to stop and man oeuvre quickly.
Suspension is the term given to the system of springs, shock absorbers and linkages
that connects a vehicle to its wheels. Shock absorber is an important part of
automotive suspension system which has an effect on ride characteristics. Shock
absorbers are also critical for tire to road contact which to reduce the tendency of a
tire to lift off the road. This affects braking, steering, cornering and overall stability.
The removal of the shock absorber from suspension can cause the vehicle bounce up
and down.[2]
It is possible for the vehicle to be driven, but if the suspension drops from the driving
over a severe bump, the rear spring can fall out. Basically, the shock absorbers must
be replaced after driving exceeds certain distance. But this actually not should have
been followed if there are no defective. To ensure there are no defective, the
consideration to check the condition of the shock absorber is the best way. There are
several methods to test the condition of the shock absorber. One of the tests is
endurance test use frequency response method which applied to the suspension and
tire. But this test is very complicated and costly because the machine is very
expensive.[3]
The other method to check the shock absorber without removing from the vehicle is
by using the bounce test. In the workshop, some mechanics will perform bounce test
which is push down each corner of the car several times to check the condition of
shock absorber. However, the result of this test is not very accurate to indicate the
condition of shock absorbers. The objectives of this paper are to determine the
dynamic characteristics of automotive shock absorber systems. Running vehicles are
exposed to almost constant vibration excitation; shock (i.e. Vibration) absorbers are
consequently required for reasons of driving safety and riding comfort. These aims
partly conflict, because a taut suspension prevents wheel hopping and thus a loss of
road contact, whereas a soft suspension is supposed to reduce body vibration and thus
the annoying effects of acceleration on the occupants. For many years, the semi-
elliptic leaf springs used on carts and carriages were the most common method of
providing suspension springing. This was a neat and simple arrangement, but it
2.LITERATURE REVIEW
Before starting our work we have undergone through many research papers which
indicates that for a production based industries machine installation is a tricky task as
many factor being associated with it such as power consumption (electricity bill per
machine), maintenance cost, no of units produced per machine i.e. capacity of machine,
time consumption and many more.
Some research papers which have led us to approach to the idea of a machine which may
give solution to all these factors are as follows:
1 ]Y.Ping.”Experimental and mathematical evaluation of dynamic behaviour of an
oil-air coupling shock absorber”, Elseveir, vol.17, Issue no.6,pp.1367-79,20032.
3 A.K.Samantray,”Modelling and analysis of preloaded liquid spring/damper shock
absorber”, Simulation modelling practice and theory, vol.17,pp. 309-325,2009
[4]Peng et al., ”The force transmissibility of MDOF structures with a non linear
viscous damping device”, International journal of non linear mechanics, Elsevier,
vol.46, pp.1305-14,2011
[5]W.J.Hsueh.”Vibration transmissibility of a unidirectional multidegree of freedom
system and multiple dynamic behaviour”, Journal of sound and vibration, vol.229,
Issue no.4, pp793-05, 2000
[6]C.Lee, B.Y.Moon,”Simulation and experimental validation of vehicle dynamic
characteristics for displacement sensitive shock absorber using fluid flow”,
Sciencedirect, vol. 20,pp. 373-88,2006
3.1.1 DC motor
Specification: power = 0.5 HP =0.37 KW (1HP=746 Watt) Speed = 1500 rpm
3.2.1Maximum force acting on the roller: Motor Power = P = 0.5 HP= 0.37 KW
Motor is run at 1500 rpm so that it can lift the shock absorber and also produces
maximum torque.
Therefore,
(0.37×103)=(2π×1500×T)(60)
T= 70.66 Nm
As total force acting downwards (Weight of the bushes +Max dead weight can be added)
= 5+4 = 9 kg= 90 Newton is less than the force acting upwards (1360 Newton). So that
shock absorber is easily lifted upwards by the disc.
3.2.2Selection of Bearing
The deep groove ball bearing is selected to convert the rotary motion of the disc into the
linear motion of the shock absorber. The protruded rod of the disc is fitted into the inner
race of the bearing and outer race rotates and converts the rotary motion of the disc into
linear motion of the shock absorber simultaneously.
Now from equation 3,
Radial load (Fr) = 1360 N, Axial load (fa) = 0 N
Assuming static load carrying capacity Co = 3550
Fa / Fr = 0 & Fa / Co = 0 X= Radial factor Y = Axial factor
So taking X = 1 & Y= 0 P = X Fr + Y Fa
Effective load = P =1360 N
Assuming bearing life
Lh = 8000 Hrs Life L = 60 n Lh / 106
L = 60×150×8000 / 106 = 72 L = ( C / P)3
For ball bearing Therefore,
C= (1360 × 72 1/3) ×1.2
C= 6789.39 N < 7800 N So design is safe.
So we selected the bearing no. SKF-6202.
4.DESIGN OF MODEL
As the maximum torque to be transmitted by the motor and gearbox is 50Nm Based
upon which we selected a jaw coupling from the catalogue having dimensions as follows:
Input shaft 14.5
i.diameter = mm
Output shaft
ii.diameter =20 mm
Outer diameter of
iii.hub = 32 mm
Torque: T= F x r
= (mg) x r
Where,
T - Torque required.
F - Force at the damper.
r - Moment arm or torque arm.
Thus, for a 100 kg force acting at a moment arm of 0mm the torque required is:- T = F x r
P = 2ΠNT
60 =1.08678 KW
Where,
P - Minimum motor power. N - Motor speed in RPM. T - Torque required.
For maximum motor speed of 300 rpm we get,
Based on the above requirements the different components selected in the drive system
are as follows:-
2.5.2 DC Motor:
Taking into consideration the possibility of testing dampers with a greater
damping force at higher velocities the motor with the following specifications has been
selected.
Speed:-Maximum speed available 3000 rpm which can be controlled using speed
regulator (dimmer stat)
Power:-1.5 HP (1.12 KW). Shaft size: 15 mm.
Advantages:
i.DC motor provides us with more Flexibility as we can operate the test rigs at a required
speed.
ii.Due to higher power capacity (1.5 HP) motor, Dampers with high Damping coefficient
can also be tested with ease.
When the axes of the first gear and the last gear (i.e. last driven or follower)
are co-axial then, the gear train is known as riverted gear train.
Input Data:
i.Shaft diameter = 20 mm
ii.Pressure angle of spur gear = Φ20
= 1000
iii.Input speed = N1 rpm
= 200
iv.Output speed =N4 rpm
v.Module of gears = 1.5 mm
vi.Distance between two shaft=R = 120 mm
Solution:
We know that circular
pitch,
Pc = 2πR = πM or R = MT
T 2
R1 = MT1 , R2 = MT2 , R3 = MT3 , R4 = MT4
2 2 2 2
MT1 + MT2 = MT3 + MT4
2 2 2 2
Therefore, T1 + T2 = T3 + T4
Since the speed ratio between the gears a & b and between the gears c & d are to be same.,
therefore ,
Tb = 2.24
Since,
Ta + 2.24 Ta = 160
3.24Ta = 160
Ta = 49.38 say 50
Tb = 160-50 = 110
And From
equation Td = 2.2 Tc
Tc + 2.24
Tc = 160
Tc = 160
3.24
49.36 Say
Tc = 50
Td = 160 -
50 = 110
By Checking,
Na = Tb * Td
Nd Ta * Tc
Ra = m Ta
2
= 1.5 x 50
2
Ra = 37.5 mm
Da = 75 mm
Therefore,
Rb = 82.5 mm
Rc = 37.5 mm
Rd = 82.5 mm
5. OPERATIONS PERFORMED
6. EXPECTED OUTCOMES
1) We reduce the machining time for drilling considerably
2) We reduce the machining time for sawing considerably
3) We reduce the machining time for grinding considerably
4) We reduce floor space area at much extent
5) We reduce cost of separate machine
6) We increase efficiency
7. ACTIVITY CHART
Sr. Aug Sept- Oct Nov Dec Jan Feb- Mar Apr May
No Activity Plan -18 18 -18 -18 -18 -19 19 -19 -19 -19
Decision of
1 Work
2 Topic Selection
3 Data Collection
Literature
4 Survey
Design
5 Calculation
6 Fabrication
Validation Of
7 Result
8 Report making
Work Completed
Work Remaining