CHARACTERISTIC STUDY OF A NON-LINEAR

VIBRATION PASSIVE SUSPENSION SYSTEM

A THESIS

Submitted by

KAMALESH KUMAR A K
(Reg. No. 2016214026)

in partial fulfilment for the award of the degree of

MASTER OF ENGINEERING IN
ENGINEERING DESIGN

ENGINEERING DESIGN DIVISION

DEPARTMENT OF MECHANICAL ENGINEERING
ANNA UNIVERSITY, CHENNAI

MAY 2018
 ii

ANNA UNIVERSITY CHENNAI 600 025

BONAFIDE CERTIFICATE

Certified that this Thesis titled “CHARACTERISTIC STUDY OF A NON-

LINEAR VIBRATION PASSIVE SUSPENSION SYSTEM” is the bonafide work

of KAMALESH KUMAR A K (Reg.No.2016214026) who carried out the work

under my supervision. Certified further that to the best of my knowledge the work

reported herein does not form part of any other thesis or dissertation on the basis of

which a degree or an award was conferred on an earlier occasion on this or any other

candidate.

Dr. B. MOHAN Dr. K. MALARMOHAN

Professor and Head, Assistant Professor and Guide,

Department of Mechanical Engg., Department of Mechanical Engg.,

Anna University, Anna University,

Chennai – 600 025. Chennai – 600 025.

 iii

அண்ணாபல் கலலக்கழகம்
சென்லன - 600 025

திட்டப் பணிெ் சுருக்கம்

பட்டம் மற் றும் பிரிவு : முதுநிலலப் சபாறியியல்

(பபொறியியல்
வடிவமமப் பியல் )

சமர்பிக்கும் மொதம் : சித்தமர விளம் பி ஆண்டு,

2018

திட்டப்பணி தமலப்பு : நநர்பாங் கில் லா பாசிவ்

ெஸ்சபன்ஷன்

அலமப் பின்
பண்புகலை ஆய் வு

செய் தல் .

மொணவர்பபயர் : கமலலஷ் குமொர் அ க

பதிவுஎண் : 2016214026

திட்டப்பணியின்லமற் பொர்மவயொளர் : முலனவர்

நக.மலர்நமாகன்
பபயரும் , பதவியும்
உதவி லபரொசிரியர்
AUFRG CAD/CAM நிறுவனம்
இயந்திரவியல் துமற
கிண்டி பபொறியியல்
கல் லூரி
அண்ணொ
பல் கமலக்கழகம்
பசன்மன - 600 025.
 iv

சஸ்பபன்ஷன் அமமப்பு வொகனத்தின் முக்கிய கூறுகளில்

ஒன்றொகும் . இந்த திட்டத்தின் லநொக்கம் லநரிலொப் பண்புமடய

சஸ்பபன்ஷன் அமமப்மப நம் நண்மமக்கு பயன்படுத்தி

பகொள் வது ஆகும் . பபௌரியர் பசயல் பொட்மட பகொண்டு லநரிலொப்

பண்புமடய சமன்பொட்மட தீர்க்கலொம் . சஸ்பபன்ஷன் அமமப்பு

இரண்டு சக்கர வொகனங் களுக்கொக வடிவமமக்க உள் லளொம் .

எலதனும் ஒரு அளவுமர நிமலயொக பகொண்டு பிற அளவுமரகமல

மொற் றி சஸ்பபன்ஷன் அமமப்பின் பண்புகமள மட்லொப் என்னும்

நிரலொக்க பமொழிமய பகொண்டு ஆரொய உள் லளொம் .

இந்த திட்டத்தில் லநரிலொப் பண்புமடய அடுக்குகுறி திருகு

சுருள் வில் விமசமயயும் , டொம் பர் விமசமயயும் 'எம் ' மற் றும் 'என்'

என அமழக்கலொம் . இவற் மற பகொண்டு டிரொன்ஸ்மிசிபிலிடி

விகிதத்மத குமறவொக இருக்குமொறு வடிவமமக்க உள் லளொம் .

நொம் பபறுகின்ற சமன்பொடு சரியொனதுதொனொ என உறுதிப்படுத்தி

பகொள் ள லநரிலொப் பண்புமடய சமன்பொட்மட லநரொன

சமன்பொடொக மொற் றி சரிபொர்க்க உள் லளொம் .

மொணவர் மகபயொப்பம்

இடம் :

லததி : கமலலஷ் குமொர் அ க

 v

ANNA UNIVERSITY

CHENNAI- 600 025

ABSTRACT

Degree & Branch : MASTER OF ENGINEERING

(Engineering Design)

Month and year of Submission : MAY 2018

Title of the project work : CHARACTERISTIC STUDY OF A NON-

LINEAR VIBRATION PASSIVE
SUSPENSION SYSTEM.

Name of the student : KAMALESH KUMAR A K

Roll No : 2016214026

Name and designation of Guide : Dr.K. MALARMOHAN

Assistant Professor,

AUFRG institute for CAD/CAM,

Department of Mechanical Engineering,

College of Engineering, Guindy,

Anna University,

Chennai – 600 025.

 vi

The suspension system is one of the important components of the

vehicle. The purpose of this project is to use non-linearity of suspension system

for our advantage in automotive suspension systems. The Fourier functions can

be used to solve such non-linear equation. The suspension is designed for a two

wheeler. Based on keeping one parameter constant the characteristics of

suspension are studied using MATLAB programming.

In this project the power of non-linearity for spring force is assigned as’

m’ and damper force is assigned as ‘n’ respectively. The purpose of this project

is to find values of ‘m’ and ‘n’ such that it has less transmissibility ratio. In

addition to this solution for non-linear differential equation involves more steps

and we need to check if our solution is right. So by converting the non-linear

equation solution into linear we can confirm the correctness of the solution

provided. The conceptual level of design for the components of non-linear

suspension system is also done.

Signature of the Student

Place: Chennai

Date: (KAMALESH KUMAR A K)

 ACKNOWLEDGEMENT

I wish to express my deep sense of gratitude to my guide

Dr.K. MALARMOHAN, Assistant Professor, AU-FRG institute for

CAD/CAM, College of Engineering, Guindy, Anna University, Chennai for

supporting me in this project work. I am deeply indebted for their valuable

guidance and suggestions throughout my project.

I also wish to express my sincere thanks and gratitude to

Dr. K. SHANMUGASUNDARAM, Professor and Division Head, Engineering

Design Division, College of Engineering Guindy, Anna University, Chennai for

his encouragement throughout this project work.

I express my sincere thanks to Dr. VELAMURALI, Professor and

Review member, Engineering Design Division, College of Engineering Guindy,

Anna University, and Chennai who gave me adequate time to complete my

project and motivated me to bring the best in me.

I am grateful to Dr. B. MOHAN, Professor and Head, Department of

Mechanical Engineering, College of Engineering Guindy, Anna University,

Chennai for permitting me to do this project.

KAMALESH KUMAR A K
 viii

TABLE OF CONTENTS

CHAPTER NO TITLE PAGE NO.

ABSTRACT (TAMIL) iii
ABSTRACT (ENGLISH) v
vii
ACKNOWLEDGEMENT
xi
LIST OF FIGURES
xiii
LIST OF TABLES
ix
LIST OF SYMBOLS, ABBREVIATIONS
1
INTRODUCTION
1.1 CLASSIFICATION OF SUSPENSION 1
SYSTEM
1.1.1 Passive system 1
1.1.2 Active system 2
1.1.3 Semi-active system 2
1.2 COMPONENTS OF SUSPENSION 2
1.2.1 Spring 2
1.2.2 Damper 2
1.3 VIBRATION 3
1.3.1 Elementary Parts of vibrating 3
system
1.3.2 Classification of vibration 3
1.4 STEPS FOR VIBRATION ANALYSIS 4
1.5 DEVELOPMENT OF EQUATION OF 5
MOTION FOR NONLINEAR
VIBRATING SYSTEMS
 ix

1.6 APPROXIMATE METHODS FOR 5

SOLVING NONLINEAR EQUATION
1.7 NUMERICAL METHODS FOR 6
SOLVING NONLINEAR EQUATION
1.8 TYPES OF SPRINGS 6
1.8.1 Soft spring 6
1.8.2 Hard spring 6
2
LITERATURE REVIEW 7
2.1 NONLINEAR SUSPENSION DESIGN 7
2.2 MODELING AND DESIGN OF 8
DAMPER
2.3 RESEARCH GAP 9
3
METHODOLOGY AND PRESENT 10
WORK
3.1 PROBLEM IDENTIFICATION 10
3.2 OBJECTIVE OF THIS WORK 10
3.3 SCOPE 11
3.4 METHODOLOGY 11
3.5 DERIVATION OF 12
TRANSMISSIBILITY FOR NON
LINEAR SYSTEM
3.5.1 Linearization of non-linear 12
equation
3.5.2 Solution of the governing 16
equation
3.5.3 Natural frequency of the system 18
3.6 DESIGN OF SUSPENSION SYSTEM 18
 x

3.6.1 Load due to bumps 19

3.6.2 Amount of force on suspension 22
3.6.3 To find the stiffness of the 23
spring
3.6.4 Design of piston rod diameter 24
3.6.5 Design of spring 25
3.7 PROGRAMS AND RESULTS 28
3.7.1 Change in natural frequency 28
with respect to amplitude for
various values of power of
spring stiffness 'm'
3.7.2 Change in transmissibility with 29
respect to frequency ratio for
various values of power of
spring stiffness 'm'
3.7.3 Change in transmissibility with 30
respect to frequency ratio for
various values of power of
damper 'n'
3.7.4 Change in transmissibility with 31
respect to frequency ratio for
various values of amplitude (x)
3.7.5 Comparison of linear and 32
nonlinear transmissibility
curves
3.8 DESIGN OF NON-LINEAR DAMPER 33
3.8.1 Steps in designing damper 33
3.8.2 To find the damping coefficient 34
3.8.3 Finding area of piston rod 34
3.8.4 Finding the area of piston 35
 xi

valves
3.8.5 Computational fluid dynamics 39
analysis
3.8.6 CFD Results 44
3.8.7 Calculation of force 45
4
CONCLUSION 47
7.1 OBSERVATION 47
7.2 FUTURE WORK 47
REFERENCES 48
 xi

LIST OF FIGURES

FIG. NO. TITLE PAGE NO.

1.1 Passive suspension system 1

3.1 Methodology 11
3.2 Mathematical Model of Suspension System 12
3.3 Phase Diagram 17
3.4 Trajectory before bump and after bump 19
3.5 wheel velocity versus time 20
3.6 Profile of bump 22
3.7 Suspension Setup 22
3.8 Layout of Suspension System 23
3.9 Angular frequencies vs. Amplitude 28
3.10 Transmissibility vs. frequency ratio for various m 29
values
3.11 Transmissibility vs. frequency ratio for various n 30
values
3.12 Transmissibility vs. frequency ratio for various 31
amplitudes (X) values
3.13 Transmissibility vs. frequency ratio for linear and 32
nonlinear vibration
3.14 Transmissibility vs. frequency ratio for linear and 32
nonlinear vibration at beginning
3.15 Steps in designing damper 33
3.16 Layout diagram of damper 35
 xii

LIST OF FIGURES

FIG. NO. TITLE PAGE.NO.

3.17 Diameter of valve vs. Distance along piston movement 38

3.18 Boundary condition of the system 42
3.19 Mesh of the Axisymmetric model 42
3.20 Result and pressure finding using probe before valve 44
3.21 Result and pressure finding using probe after valve 44
3.22 Comparison of CFD vs. Theoretical calculation and 46
curve fitting
 xiii

LIST OF TABLES

TABLE NO. TITLE PAGE NO.

3.1 Length along piston corresponding diameter of 38
valve and velocity of piston
3.2 Properties of suspension oil 43
3.3 Comparison of CFD vs. Theoretical calculation 45
 ix

LIST OF SYMBOLS AND ABBREVIATIONS

Mass of the system

̈ Acceleration of the system
̇ Velocity of the system
Displacement of the system
Damping coefficient of the system
Stiffness of the system
Time period
Initial amplitude of the system
Angular frequency of vehicle
Phase lag of the system
Power belong to displacement due to stiffness
Power belong to velocity due to damping coefficient
Radius of wheel
Height of bump
Velocity of vehicle
F Bump force
Angular acceleration
Linear acceleration
A Horizontal length from hinge
B Vertical length from hinge
ϕ Rake angle
Buckling load
Young's modulus
Effective length
 x

Constant in buckling due to boundary conditions

r Frequency ratio( ⁄ )
TR Transmissibility ratio
Diameter of suspension pison rod
I Area moment of inertia
D Coil diameter of spring
d Wire diameter of spring
G Modulus of rigidity
Deflection of spring
Number of turns in spring
Ss Shear strength of the material
K Wahl’s factor
C Spring index
X amplitude
Induced shear stress
Natural angular frequencies
u Initial velocity of vehicle
Damping coefficient of damper
Velocity of piston inside damper
Density of suspension fluid
Difference in pressure between regions.
Area of valve in damper
Linear acceleration of piston inside damper
Final velocity
Force acting on damper
Correction factor for direct shear stress
 xi

Mean load
Amplitude load
Mean shear stress
Amplitude shear stress
Endurance limit of the material
Yield strength of the material
Factor of safety
Head at respective regions
 1

CHAPTER 1

INTRODUCTION

Suspension is the system which consists of springs, shock absorbers and

linkages that connects a vehicle to its axle and allows relative motion between the
vehicle chassis and axle [4].

Purpose:
 It provides a smooth comfortable ride absorbing bumps and imperfections in
the road.
 It keeps the tire and road in contact thus providing perfect control over
vehicle.

1.1 CLASSIFICATION OF SUSPENSION SYSTEM:

1.1.1 Passive system

A passive suspension system is one in which the characteristics of the
components (springs and dampers) are fixed [6]. These characteristics are
determined by the designer of the suspension, according to the design goals and the
intended application. Passive suspension design is a compromise between vehicle
handling and ride comfort.

Fig 1.1 Passive suspension system

 2

1.1.2 Active system:

In an active suspension, the passive damper or both the passive
damper and spring are replaced with a force actuator. The force actuator is able to
both add and dissipate energy from the system, unlike a passive damper, which can
only dissipate energy. With an active suspension, the force actuator can apply force
independent of the relative displacement or velocity across the suspension. Given
that correct control strategy, this result in a better compromise between ride
comfort and vehicle stability as compared to a passive system.

1.1.3 Semi-active system:

Semi active suspension systems were first proposed in the early 1970’s. In
this type of system, the conventional spring element is retained, but the damper is
replaced with a controllable damper

1.2 COMPONENTS OF SUSPENSION:

1.2.1 Spring:
The spring rate (or suspension rate) is a component in setting the vehicle's
ride height or its location in the suspension stroke. The spring rate or spring
constant of a spring is the change in the force it exerts, divided by the change in
deflection of the spring [4]. The reason why transporting passengers in load
carrying truck is prohibited is riding in an empty truck used for carrying loads can
be uncomfortable for passengers.

1.2.2 Damper:
In vibrating systems, the effect of friction is referred to as damping. The
damping provided by fluid resistance is known as viscous damping. Damping
controls the travel speed and resistance of the vehicle's suspension. The resistance
to the motion of the body is provided partly by the medium in which the vibration
takes place and partly by the internal friction, and in some cases partly by a dash
pot or other external damping device.
 3

1.3 VIBRATION:

Any motion that repeats itself after an interval of time is called vibration or
oscillation. The swinging of a pendulum and the motion of a plucked string are
typical examples of vibration. The theory of vibration deals with the study of
oscillatory motion of bodies and forces associated with them.

1.3.1 Elementary Parts of vibrating system [6]:

 A means of storing potential energy (Spring or elasticity)
 A means of storing kinetic energy (Mass or inertia)
 A means by which energy is gradually lost (damper)

The forces acting on the systems are

 Disturbing forces
 Restoring force
 Inertia force
 Damping force

1.3.2 Classification of vibration:

 Free and forced
 Damped and undamped
 Linear and nonlinear
 Deterministic and Random

1.3.2.1 Free and forced vibration:

If a system after initial disturbance is left to vibrate on its own, the ensuing
vibration is called free vibration. If the system is subjected to an external force
(often a repeating type of force) the resulting vibration is known as forced
vibration.

1.3.2.2 Damped and undamped:

If damping is present, then the resulting vibration is damped vibration and

when damping is absent it is undamped vibration. The damped vibration can again
 4

be classified as under-damped, critically-damped and over-damped system

depending on the damping ratio of the system.

1.3.2.3 Linear vibration and nonlinear vibration:

If all the basic components of a vibratory system – the spring the mass and
the damper behave linearly, the resulting vibration is known as linear vibration.
Principle of superposition is valid in this case. If one or more basic components of
a vibratory system are not linear then the system is nonlinear.

1.3.2.4 Deterministic and random:

If the value or magnitude of the excitation (force or motion) acting on a

vibratory system is known at any given time, the excitation is called deterministic.
The resulting vibration is known as deterministic vibration. In some cases where
the value of the excitation at any given time cannot be predicted. Ex. Wind
velocity, road roughness and ground motion during earth quake

1.4 STEPS FOR VIBRATION ANALYSIS:

 Convert the physical system to simplified mathematical model
 Determine the equation of motion of the system
 Solve the equation of motion to obtain the response
 Interpretation of the result for the physical system.

To convert the physical system into simpler models one may use the concept
of equivalent system. To determine the equation of motion basically one may use
either the vector approach with the Newtonian approach or d’Alembert principle
based on free body diagram or one may go for scalar approach using the energy
concept [6]. In scalar approach one may use Lagrange method, which is a
differential procedure or extended Hamilton’s principle based on integral
procedure. Different methods/laws/principle used to determine the equations of
motion of the vibrating systems.
 5

1.5 DEVELOPMENT OF EQUATION OF MOTION FOR NONLINEAR

VIBRATING SYSTEMS:
Force and moment based approach

 Newton’s 2nd Law

 Generalized d’Alembert’s Principle

Energy based Approach

 Lagrange Principle
 Extended Hamilton’s Principle

Temporal equation using Galerkin’s method for continuous system Ordering

techniques, scaling parameters, book-keeping parameter [6].Examples of
Commonly used nonlinear equations: Duffing equation, Van der Pol’s oscillator,
Mathieu’s and Hill’s equations.

1.6 APPROXIMATE METHODS FOR SOLVING NONLINEAR

EQUATION:
Different approximate perturbation methods will be used to solve the
nonlinear equations of motions already derived [6]. Initially the straight forward
expansion method will be used and the following listed methods will be discussed.

 Straight forward Expansion

 Lindstedt Poincare’ Method
 Modified Lindstedt-Poincare method
 Method of Multiple Scales
 Method of Averaging
 Harmonic Balance method
 Finite difference method, etc.
 6

1.7 NUMERICAL METHODS FOR SOLVING NONLINEAR EQUATION:

The basic numerical tools used in the study of nonlinear dynamics of a
system will be briefly reviewed. It is not always possible to use simple expressions
or closed form analytical solutions and hence, one requires numerical operations to
solve the problems. Generally following numerical tools are required.

 Numerical differentiation
 Numerical integration
 Finding roots of the algebraic or transcendental equation
 Solving differential equation, etc.,

Application of nonlinear vibration:

Dynamic systems can behave non-linearly due to diverse reasons, including

large displacements, large rotations, impacts, friction, fluid-structure interaction,
non-linear control and non-linear constitutive behavior.

1.8 TYPES OF SPRINGS:

1.8.1 Soft spring:

For civil use vehicles riding quality and safety is important [5]. A softer
suspension will offer more mechanical grip as it will do a better job of keeping the
tires on the ground versus a stiff suspension when it comes to depressions, bumps,
and surface irregularities in the road.

1.8.2 Hard spring:

Harder springs give you better luck on rough terrain. They are useful in race
car because there is a need to decrease the ride height of the vehicle to get more
stability. So based on the application soft and hard springs are used.
 7

CHAPTER 2

LITERATURE REVIEW

2.1 NONLINEAR SUSPENSION DESIGN

Dinçer Özcan et al. performed "Optimisation of the Nonlinear Suspension

Characteristics of a Light Commercial Vehicle", found the optimum functional
characteristics of suspension components, namely, linear/nonlinear spring and
nonlinear damper characteristic functions are determined using simple lumped
parameter models. The dynamics of the quarter car and the half car rear axle
suspension models are governed by nonlinear differential equations of motion.

A. G. Mohite and A. C. Mitra, "Development and Validation of Non-linear

Suspension System" analyzed the nonlinear suspension system analytically using
MATLAB-SIMULINK model. The passive suspension has been studied with
introducing Non-linearity approach to the system. A mathematical model is also
developed for suspension system using Equilibrium of Motions.

Amat Amir Basari et al. "Control of a quarter car nonlinear active

suspension system", performed investigation of performance of a quarter car
nonlinear active suspension system with a backstepping control strategy. Dynamic
model of a suspension system is highly nonlinear. With an active suspension
designed with a proper controller. Variable control strategies have been proposed
by him to control an active suspension system.
 8

M. S. Fallah et al. "New nonlinear model of Macpherson suspension system

for ride Control applications" performed a new nonlinear model of Macpherson
strut suspension system for ride Control. This model includes the vertical
acceleration of the sprung mass and the motions of the unsprung mass subjected to
control arm rotation.

2.2 MODELING AND DESIGN OF DAMPER

A.K. Samantaray et al. "Modeling and analysis of preloaded liquid

spring/damper shock absorbers" developed mathematical models for passive liquid
spring shock absorbers. The preloading is achieved by mounting the load between
two liquid spring/dampers. Dynamics of such shock absorbers involving coupled
hydrodynamic and thermodynamic phenomena is modeled. The energy dissipated
through orifice due to hydrodynamic losses heats up the working fluid and
consequently the heat is dissipated to environment.

R.Ben Mead et al., (The Ford Company) "Nonlinear Dynamic Modeling of

an Automobile Hydraulic Active Suspension System" modeled a system such that
based on the type of terrain the damper characteristics change in a quarter car
model. This is one of the early works in nonlinear vibration because of inadequacy
of linear models.

Lalit kumar et al. "Fluid flow modeling and experimental investigation on

automobile damper" did CFD (computation fluid dynamics) analysis by varying
the number of orifices in the damper piston. The simple mono tube shock absorber
is modeled and simulated in this paper.

W.L. Wang et al. "Fluid formulae for damping changeability conceptual

design of railway semi-active hydraulic dampers" performed the theoretical
 9

calculation for the design of damper. The comparison is made between different
control modes using solenoid valve. The conclusion that he made high speed
solenoid valves have wide range of changeability.

2.3 RESEARCH GAP

The previous work mostly deals car which have some space to suspension
components. In case of two wheelers the space constraint is more hence we cannot
add addition components as of car. The simplified suspension for two wheelers
using nonlinearity is lacking. Also most of the dampers work nonlinearly by the
design changes in piston. An attempt is made to achieve nonlinearity by cylinder
design.
 10

CHAPTER 3

METHODOLOGY AND PRESENT WORK

3.1 PROBLEM IDENTIFICATION

 Uncomfortable ride at lower speeds

 Cost of damper
 Lack of wide range of changeability in suspension
 Occurrence of resonance with high amplitude.

3.2 OBJECTIVE OF THIS WORK

 The purpose of this work nonlinearity of suspension system for our

advantage to get less transmissibility.
 The degree of nonlinearity is to be found.
 By finding amount of force the suspension system experience we need to
optimize the parameters such as damping ratio, stiffness etc.
 Decreasing the number of parts required for damper so that the cost of the
damper can be decreased considerably.
 To study the effect of geometry on nonlinearity on the spring and damper
 11

3.3 SCOPE

 By reducing the cost of damper, it is possible avoid back pain of two

wheelers
 By using the nonlinear dampers in active suspension system, better results
can be achieved.
 By characteristic studies effects of parameters on suspension system can be
learnt.

3.4 METHODOLOGY

Fig 3.1 Methodology

 12

3.5 DERIVATION OF TRANSMISSIBILITY FOR NON LINEAR

SYSTEM

3.5.1 Linearization of non-linear equation

Consider the spring-mass-damper system with the damper and spring terms
of the power law type is present. Damped forced vibration in linear systems leads
to the familiar resonance curve. But in case of non-linear vibration resonance
occurs comes across many cases.

Figure 3.2 Mathematical Model of Suspension System

The equation of motion is,

𝑀𝑥̈ + 𝑐1 𝑥 𝑛̇ + 𝑘1 𝑥 𝑚 = 𝑃 sin 𝜔𝑡 (3.1)

Assume that steady state response is a harmonic motion is given by,

𝑥 = 𝑋 sin(𝜔𝑡 − 𝜑) (3.2)

𝑥̇ = 𝑋ωcos(ωt − φ) (3.3)

𝑥̈ = −𝑋𝜔2 sin(𝜔𝑡 − 𝜑) (3.4)

 13

To study the characteristics, we assume that it is possible to replace the

actual damping term by fictitious but simple equivalent terms c1x. The criteria of
equivalence chosen for purpose of linearization will be the one of equal dissipative
work per quarter cycle of the system under study.

Similarly, the energy absorbed by the spring per quarter cycle is equal to
energy released per quarter cycle.

For Quarter cycle energy absorbed is given by

𝜋
∫0 𝑘𝑚 𝑥 𝑚 𝑑𝑥
2𝜔 (3.5)

For quarter cycle energy released is given by

𝜋
∫02𝜔 𝑘1 𝑥𝑑𝑥 (3.6)

Substitute (3.2) in equation (3.5) and (3.6) then equating them

𝜋
2𝜔
∫ 𝑘𝑚 𝑋 𝑚 sin(𝜔𝑡 − 𝜑)× 𝜔 cos(𝜔𝑡 − 𝜑)𝑑𝑡
0
𝜋
2𝜔
= ∫ 𝑘1 𝑋 sin(𝜔𝑡 − 𝜑) × 𝜔 cos(𝜔𝑡 − 𝜑) 𝑑𝑡
0

(3.7)
𝜋
2𝜔
𝑘𝑚 𝑋 𝑚+1 𝜔 ∫ sin(𝜔𝑡 − 𝜑)× cos(𝜔𝑡 − 𝜑)𝑑𝑡
0
𝜋
2𝜔
= 𝑘1 𝑋 2 𝜔 ∫ sin(𝜔𝑡 − 𝜑) × cos(𝜔𝑡 − 𝜑) 𝑑𝑡
0

(3.8)

Remove 𝜑 because we are going to integrate with respect to t

 14

𝜋 𝜋
2𝜔 2𝜔
𝑘𝑚 𝑋 𝑚+1 𝜔 ∫ sin(𝜔𝑡 )× cos(𝜔𝑡 )𝑑𝑡 = 𝑘1 𝑋 2 𝜔 ∫ sin(𝜔𝑡 ) × cos(𝜔𝑡 ) 𝑑𝑡
0 0

Integrating and rearranging terms equation becomes

𝑘1 = 𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚 (3.9)

𝜋
Where 𝛾𝑚 = ∫02𝜔 −4 sin 𝜔𝑡 𝑚 cos 𝜔𝑡

Now the quarter cycle of the assumed motion is given by

𝜋
∫0 𝑐𝑛 𝑥 𝑛̇ 𝑑𝑥
2𝜔 (3.10)

The dissipative work per quarter cycle of the equivalent system is given by
𝜋
∫0 𝑐1 𝑥̇ 𝑑𝑥
2𝜔 (3.11)

Substituting the equation (3.3) in (3.10), (3.11) and equating them

𝜋 𝜋
𝑐𝑛 𝑋 𝑛+1 𝜔𝑛+1 ∫02𝜔 cos(𝜔𝑡 − 𝜑)𝑛+1 𝑑𝑡=𝑐1 𝑋 2 𝜔2 ∫02𝜔 cos(𝜔𝑡 − 𝜑)2 𝑑𝑡

Since the values of these integrals do not depend on 𝜑 we can omit them

Then rearranging the terms, we get

𝑐1 = 𝑐𝑛 𝑋 𝑛−1 𝜔𝑛−1 𝛾𝑛 (3.12)

𝜋
4𝜔
Where 𝛾𝑛 =
𝜋
∫02𝜔 cos 𝜔𝑡 𝑛+1 𝑑𝑡

The governing equation is obtained by substituting (3.12), (3.9), in (3.1)

𝑀𝑥̈ + (𝑐𝑛 𝛾𝑛 𝑋 𝑛−1 𝜔𝑛−1 )𝑥̇ + (𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚 )𝑥 = 𝑃 sin 𝜔𝑡 (3.13)

To check whether the equations are correct substitute m=n=1 i.e. convert the
non-linear equation into linear equation.
 15

𝑘1 = 𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚
𝜋
Where 𝛾𝑚 = ∫02𝜔 −4 sin 𝜔𝑡 𝑚 cos 𝜔𝑡

𝜋
Integral of ∫02𝜔 −4 sin 𝜔𝑡 𝑚 cos 𝜔𝑡 = 1

Substitute in (i)

𝑘1 = 𝑘𝑚

Similarly

𝑐1 = 𝑐𝑛 𝑋 𝑛−1 𝜔𝑛−1 𝛾𝑛
𝜋
4𝜔
Where 𝛾𝑛 =
𝜋
∫0 cos 𝜔𝑡 𝑛+1 𝑑𝑡
2𝜔

𝜋
4𝜔
Integral of
𝜋
∫02𝜔 cos 𝜔𝑡 𝑛+1 𝑑𝑡 = 1

Substitute in (j)

𝑐1 = 𝑐𝑛

Substitute (p) and (q) in (a)

𝑀𝑥̈ + 𝑐𝑥̇ + 𝑘𝑥 = 𝑃 sin 𝜔𝑡

The governing equation becomes linear therefore linearization is correct.

 16

3.5.2 Solution of the governing equation

𝑀𝑥̈ + (𝑐𝑛 𝛾𝑛 𝑋 𝑛−1 𝜔𝑛−1 )𝑥̇ + (𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚 )𝑥 = 𝑃 sin 𝜔𝑡

This governing differential equation is solved by methods used to solve ordinary

differential equation (ODE).

Substituting (3.2), (3.3), and (3.4) in (3.13).

−𝑀𝑋𝜔2 sin(𝜔𝑡 − 𝜑) + (𝑐𝑛 𝛾𝑛 𝑋 𝑛−1 𝜔𝑛−1 )𝑋𝜔 cos(𝜔𝑡 − 𝜑)

+ (𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚 )𝑋 sin(𝜔𝑡 − 𝜑) = 𝑃 sin 𝜔𝑡

𝜋
−𝑀𝑋𝜔2 cos { + (𝜔𝑡 − 𝜑)} + (𝑐𝑛 𝛾𝑛 𝑋 𝑛−1 𝜔𝑛−1 )𝑋𝜔 cos(𝜔𝑡 − 𝜑)
2
𝜋 𝜋
+ (𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚 )𝑋 𝑐𝑜𝑠 { + (𝜔𝑡 − 𝜑)} = 𝑃 cos { + (𝜔𝑡 − 𝜑)}
2 2

3𝜋
𝑀𝑋𝜔2 cos { + (𝜔𝑡 − 𝜑)} + (𝑐𝑛 𝛾𝑛 𝑋 𝑛 𝜔𝑛 ) cos(𝜔𝑡 − 𝜑)
2
𝜋 𝜋
+ (𝑘𝑚 𝑋 𝑚 𝜔𝛾𝑚 ) 𝑐𝑜𝑠 { + (𝜔𝑡 − 𝜑)} = 𝑃 cos { + (𝜔𝑡 − 𝜑)}
2 2

𝑐𝑛 𝛾𝑛 𝑋 𝑛 𝜔𝑛 𝑐𝑛 𝛾𝑛 𝑋 𝑛−1 𝜔 𝑛
tan 𝜑 = (𝑘 𝑚 𝜔𝛾 − 𝑀𝑋𝜔 2)
= (𝑘 𝑚−1 𝜔𝛾 − 𝑀𝜔 2 )
(3.14)
𝑚𝑋 𝑚 𝑚𝑋 𝑚

𝑂𝑁 2 = 𝑃2 = (𝑘𝑚 𝑋 𝑚 𝜔𝛾𝑚 − 𝑀𝑋𝜔2 )2 + (𝑐𝑛 𝛾𝑛 𝑋 𝑛 𝜔𝑛 )2 (3.15)

 17

Figure 3.3 Phase Diagram

𝑃 = √(𝑘𝑚 𝑋 𝑚 𝜔𝛾𝑚 − 𝑀𝑋𝜔 2 )2 + (𝑐𝑛 𝛾𝑛 𝑋 𝑛 𝜔 𝑛 )2

𝑓𝑜𝑟𝑐𝑒 𝑡𝑟𝑎𝑛𝑠𝑚𝑖𝑡𝑡𝑒𝑑
Force transmissibility=
𝑓𝑜𝑟𝑐𝑒 𝑎𝑝𝑝𝑙𝑖𝑒𝑑
 18

(𝑐𝑛 𝛾𝑛 𝑋 𝑛 𝜔𝑛 )2 +(𝑘𝑚 𝑋 𝑚 𝜔𝛾𝑚 )2

Force transmissibility=√(𝑘 𝑚 𝜔𝛾 − 𝑀𝑋𝜔 2 )2 +(𝑐 𝛾 𝑋 𝑛 𝜔𝑛 )2
(3.16)
𝑚𝑋 𝑚 𝑛 𝑛

3.5.3 Natural frequency of the system:

𝑀𝑥̈ + (𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚 )𝑥 = 0

(𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚 )𝑥

̈
𝑥+ =0
𝑀

(𝑘𝑚 𝑋 𝑚−1 𝜔𝛾𝑚 )

𝜔𝑛 = √ (3.17)
𝑀

3.6 DESIGN OF SUSPENSION SYSTEM

Weight of the vehicle=113 kg

Weight of the single person=100 kg

Since this weight is going to be shared by front and rear wheel. It is reasonable to
assume half of the load is carried by rear wheel.

Therefore load in rear wheel= (56.5 + 50) × 9.81 ≈ 1060𝑁

Weight of the co-passenger=100 kg

Therefore total load in rear wheel= 1060 + (100 ∗ 9.81) ≈ 2060𝑁

Diameter of wheel=17” =431.8 mm

 19

3.6.1 Load due to bumps:

Case 1-Sudden bump:

When the wheel rolls over a square edge bump the hub follows an arc path.
That arc path is defined by the wheel radius and bump height. The geometric
relationships describing that arc path give the suspension velocity as a function of
bump height using the simplified assumption of a rigid wheel.

A B

Figure 3.4 Trajectory before bump (A) and after bump (B)

Wheel hub initial position:

𝑦0 = 𝑟 − 𝑌

𝑟 2 = 𝑥0 2 + 𝑦0 2

𝑥0 = √𝑟 2 − 𝑦0 2

Find y at time t:

𝑥 = 𝑥0 − (𝑣 × 𝑡 )

𝑟2 = 𝑥2 + 𝑦2

𝑦 = √𝑟 2 − 𝑥 2
 20

𝑦 = √𝑟 2 − (𝑥0 − 𝑣 × 𝑡 )2

Hub velocity

𝑑𝑦 (𝑣 × 𝑡 − 𝑥0 )𝑣
=𝑢=
𝑑𝑡 √𝑟 2 − (𝑥0 − 𝑣 × 𝑡 )2

Figure 3.5 Wheel velocities versus time

 21

Worst case scenario is

𝑘𝑚 𝑚
Velocity of vehicle=45 =12.5
ℎ𝑟 𝑠

Time of contact=0.006

Height of bump=127 mm
𝑚
u=8.45
𝑠

By using the relation

𝑣 = 𝑢 + 𝑎𝑡
𝑚
a=675
𝑠2

By newton second law

F =m*a

F =139050+2060 =141110 N.

Case 2-Gradual bump (SHM)

According IRC (Indian roads congress) the standard size of the speed bump
is 3.7 metre width and 0.10 metre height.

ℎ 𝜋𝜔 2
Maximum acceleration of the follower= ( )
2 𝜃

𝑣 = 𝑟𝜔

1000
𝜔 = 12.5 ∗ ( )=57.87 𝑟𝑎𝑑/𝑠
216
 22

Figure 3.6 Profile of bump with height 100 mm

2
100 𝜋 × 57.87 𝑟𝑎𝑑
𝛼= ( 𝜋 ) = 1339.57 2
1000 𝑠
2

a=r 𝛼=289.35m/s2

F =m*a=206*289.35=59605.72+2060=61665.72 N

3.6.2 Amount of force on suspension:

Figure 3.7 Suspension Setup

 23

Horizontal length from hinge (A) =10 cm.

Total height of suspension (B) =30 cm.

The rake angle of suspension = ϕ.

Cos ϕ=10/30≈70°.

From vertical (ϕ) =90-70=20°.

Load acting on the suspension system=61665.72 N/ sin 20=180.3 KN

3.6.3 To find the stiffness of the spring:

Figure 3.8 Layout of Suspension System

 24

Spring force=stiffness× deflection𝑚

180.3 KN=k× 5.673

𝑁
k=1000 .
𝑚𝑚

3.6.4 Design of piston rod diameter:

The boundary conditions are fixed and sliding end. By Euler theory of
buckling we can able to find the minimum diameter of piston rod.

𝐶𝜋 2 𝐸𝐼
𝑃𝑐 =
𝑙𝑒 2

Where 𝑃𝑐 = 𝑐𝑟𝑢𝑠ℎ𝑖𝑛𝑔 𝑙𝑜𝑎𝑑

𝐸 = 𝑦𝑜𝑢𝑛𝑔𝑠 𝑚𝑜𝑑𝑢𝑙𝑢𝑠 𝑜𝑓 𝐶𝑜𝑏𝑎𝑙𝑡 − 𝑐ℎ𝑟𝑜𝑚𝑒 (𝐶𝑜𝐶𝑟) 𝑎𝑙𝑙𝑜𝑦

𝐼 = 𝑎𝑟𝑒𝑎 𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝑖𝑛𝑒𝑟𝑡𝑖𝑎 𝑜𝑓 𝑐𝑖𝑟𝑐𝑙𝑒

𝑙𝑒 = 𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑙𝑜𝑢𝑚𝑛

𝑇 = 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑑𝑢𝑒 𝑡𝑜 𝑏𝑢𝑢𝑛𝑑𝑎𝑟𝑦 𝑐𝑜𝑛𝑑𝑖𝑡𝑖𝑜𝑛𝑠(2)

𝜋 2 × 2 × 258 × 103 × 𝐼
270.45𝐾𝑁 =
1002

𝜋𝑑𝑟𝑜𝑑 4
𝐼=
64

𝑑𝑟𝑜𝑑 = 9.89 ≈ 10𝑚𝑚.

 25

3.6.5 Design of spring:

In case of design of nonlinear spring the wire diameter is constant and mean
diameter of the spring is variable.

8𝑝𝐷 3 𝑛
𝛿=
𝐺𝑑 4

3
𝐺𝑑 4
𝐷 =
8𝑛𝑘

Where,

𝛿 = 𝑑𝑒𝑓𝑙𝑒𝑐𝑡𝑖𝑜𝑛 𝑜𝑓 𝑠𝑝𝑟𝑖𝑛𝑔

𝑝 = 𝑙𝑜𝑎𝑑 𝑜𝑛 𝑠𝑝𝑟𝑖𝑛𝑔

𝐷 = 𝑚𝑒𝑎𝑛 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑠𝑝𝑟𝑖𝑛𝑔(𝑚𝑚)

𝑑 = 𝑤𝑖𝑟𝑒 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑠𝑝𝑟𝑖𝑛𝑔 = 12.7𝑚𝑚 𝑆𝑊𝐺 7/0

𝐺 = 𝑚𝑜𝑑𝑢𝑙𝑢𝑠 𝑜𝑓 𝑟𝑖𝑔𝑖𝑑𝑖𝑡𝑦 𝑜𝑓 𝐼𝑛𝑐𝑜𝑛𝑒𝑙 𝑥 750 𝐴𝑀𝑆 5698, 56998 = 82700𝑚𝑝𝑎

𝑁 = 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑡𝑢𝑟𝑛𝑠 = 5

The formulae are programmed by the MATLAB and mean diameter

corresponding to the number of turns are 32.1469 16.0729 13.8469 12.6751
11.9002 in mm.

To check whether the spring is safe at static load condition

Shear strength of the material Ss= 793000𝑀𝑃𝑎

4𝐶−1 0.615
Wahl’s factor K= +
4𝐶−4 𝐶
 26

𝐷
Minimum C value= = 0.93
𝑑

Maximum Wahl’s factor=10

8𝑝𝐷 8×180.3×1000×11.9
𝜏=𝐾 ( )=10 ( )
𝜋𝑑3 𝜋×12.73

𝜏 = 338746.9 MPa.

𝜏 < 𝑆𝑠 Factor of safety=2.34.

Hence spring is safe.

Check for fatigue in spring:

Maximum load on the suspension=180.3 KN

Minimum load on the suspension=2060 N

Spring index c=minimum 1.5565 and maximum 2.9484

0.5
Correction factor for direct shear stress Ks=1 + =1.32
𝑐

4𝑐−1 0.615
Maximum Wahl factor K= + =2.743
4𝑐−4 𝑐

1
Mean load Pm= (𝑃𝑚𝑎𝑥 + 𝑃𝑚𝑖𝑛 )
2

1
Amplitude load Pa= (𝑃𝑚𝑎𝑥 − 𝑃𝑚𝑖𝑛 )
2

8𝑃𝑚 𝐷
Mean shear stress τm= Ks =5602.656 MPa
𝜋𝑑3

8𝑃𝑎 𝐷
Amplitude shear stress τa= Ks = 11379.45 MPa
𝜋𝑑3
 27

Endurance limit of spring material (𝐼𝑛𝑐𝑜𝑛𝑒𝑙 𝑥 750 𝐴𝑀𝑆 5698, 56998)

Sse=79300MPa

Yield strength Ssy=1110200 MPa

To find the factor of safety in fatigue:

1
𝜏𝑎 𝑆
2 𝑠𝑒
𝑆𝑠𝑦 = 1
( ) − 𝜏𝑚 𝑆𝑠𝑦 − 𝑆𝑠𝑒
𝑓𝑠 2

Substituting the above values, we get

The factor of safety fs= 7.2

Hence the design is safe.

 28

3.7 PROGRAMS AND RESULTS

3.7.1 Change in natural frequency with respect to amplitude for various

values of power of spring stiffness 'm':

Figure 3.9 Natural angular frequencies vs. Amplitude

From the diagram at m=1 the nonlinear equation becomes linear. The
natural frequency is constant because the non-dependency of amplitude in linear
vibrations.
 29

3.7.2 Change in transmissibility with respect to frequency ratio for

various values of power of spring stiffness 'm':

Figure 3.10 Transmissibility vs. frequency ratio for various m

At m=3 the system becomes stable and the resonance region is obtained.
The power with respect to damping is n=1 for this system. The value of m can be
increased but the there is a manufacturing constraint occurs while generating the
mean diameter of spring.
 30

3.7.3 Change in transmissibility with respect to frequency ratio for

various values of power of damper 'n':

Figure 3.11 Transmissibility vs. frequency ratio for various n

At n=0.2 the transmissibility ratio is decreasing. The power with respect to

damping is m=1 for this system.

3.7.4 Change in transmissibility with respect to frequency ratio for

various values of amplitude(X):
The 'for loop' is initiated in the program to study the characteristics of the
transmissibility with frequency ratio for amplitudes. When the amplitude is low the
transmissibility ratio is high and vice versa.
 31

Figure 3.12 Transmissibility vs. frequency ratio for various amplitudes (X)

3.7.5 Comparison of linear and nonlinear transmissibility curves:

The nonlinear curve has resonance region left to the resonance region of
linear curve. So the unavoidable resonance is shifted to low speeds and with less
amplitude compared to the linear. In addition to this the transmissibility ratio at
resonance region is less compared to linear curve.
 32

Figure 3.13 Transmissibility vs. frequency ratio for linear and nonlinear
vibration

Figure 3.14 Transmissibility vs. frequency ratio for linear and nonlinear
vibration at beginning
 33

3.8 DESIGN OF NON-LINEAR DAMPER

3.8.1 Steps in designing damper:

• Study and collection of relevant data.

1

• Finding the damping coefficient needed for this application

2

• Finding area of piston rod for the designing load

3

• Finding area of piston valves

4

• Curve fitting of non-linear area of valves

5

• Designing cross section area of cylinder and piston

6

• CFD analysis and post processing

7

• Altering the design based on CFD analysis because valves are designed
8 for laminar flow.

• Finalizing the dimensions of damper

9

Figure 3.15 Steps in designing damper

 34

3.8.2 To find the damping coefficient:

𝐹𝑑𝑎𝑚𝑝𝑒𝑟 = 𝐶𝑑 × 𝑉𝑑 0.8

𝑚
𝑉𝑑 = 2 𝑎𝑡 𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑙𝑜𝑎𝑑
𝑠

𝑁𝑠
𝐶𝑑 = 103555.16
𝑚

3.8.3 Finding area of piston rod:

Force acting on suspension=180.3 KN (calculated in first phase)

According to Euler criteria:

2𝜋 2 𝐸𝐼
𝐹𝑑𝑎𝑚𝑝𝑒𝑟 = for one end hinged and other end fixed
𝑙2

E=young’s modulus of Cobalt-Chrome CoCr alloy

I=area moment of inertia of circle

l=effective length of the column

2𝜋 2 × 258 × 103 × 𝐼
1.5 × 150.3𝐾𝑁 =
1002
𝜋 4
𝐼= 𝑑
64

𝐴𝑟𝑜𝑑 = 7.7136 × 10−3

𝑑𝑟𝑜𝑑 = 10𝑚𝑚.
 35

3.8.4 Finding the area of piston valves:

Ac=Area of cylinder

Arod=Area of piston rod

Avalve=Area of valve

Figure 3.16 Layout diagram of damper

Assumptions:

• Flow inside the piston is laminar flow.

• Flow is incompressible.

• Frictional loss is zero.

• Minor loss due to enter and exit of valve is neglected

𝐹𝑑𝑎𝑚𝑝𝑒𝑟 = 𝐶𝑑 × 𝑉𝑑 (3.18)

𝑃
𝐹𝑑𝑎𝑚𝑝𝑒𝑟 = (3.19)
𝐴𝑟𝑜𝑑
 36

Substitute 3.19 in 3.18

𝐶𝑑 ×𝑉𝑑
P= (3.20)
𝐴𝑟𝑜𝑑

Apply Bernoulli’s theorem:

𝑉1 2 𝑉2 2
𝑃1 + + 𝑍1 = 𝑃2 + + 𝑍2 (3.21)
2𝑔 2𝑔

𝑉1 = 0

2∆𝑃
𝑉2 = √ (3.22)
𝜌

Flow rate=Q=𝑉2 × 𝐴𝑣𝑎𝑙𝑣𝑒 = 𝐴𝑟𝑜𝑑 × 𝑉𝑑𝑎𝑚𝑝𝑒𝑟 (3.23)

Substitute 3.20 and 3.22 in 3.23

2𝐴3𝑟𝑜𝑑 𝑉𝑑𝑎𝑚𝑝𝑒𝑟
𝐴𝑣𝑎𝑙𝑣𝑒 = √ (3.24)
2𝐶𝑑

From Newton’s 2nd law we know that

𝐹 = 𝑚 × 𝑎𝑝 (3.25)

The maximum force acting on the suspension system is 180.3KN.

The load including persons and mass of the vehicle is 2060 N. From this the mass
of the vehicle is 206 kg.

After substituting we get acceleration as 𝑎𝑝 =875.24 m/s2.

From the kinematic equations of motion

𝑠 = 𝑢𝑡 + 0.5𝑎𝑝 𝑡 2 (3.26)

Substitute s=100mm=0.1m and ‘a’ in equation find the time of travel of piston and
‘u’ as 2m/s.
 37

431.621𝑡 2 + 2𝑡 − 0.1 = 0 (3.27)

After solving this quadratic equation, we get time of travel as 0.015 seconds.

We also know that

𝑣𝑓 = 𝑢 + 𝑎𝑝 𝑡 (3.28)

From this equation we can find the velocity at different time as well as
position.

By substituting 3.24 this velocity of damper in the equation where the area
of valve can be found.

2𝐴3𝑟𝑜𝑑 𝑉𝑑𝑎𝑚𝑝𝑒𝑟
𝐴𝑣𝑎𝑙𝑣𝑒 = √
2𝐶𝑑

For each time the distance is different and in each area valve diameter
should be different. Since it is an iterative process the calculation is done on the
MATLAB script.

From the plot of transmissibility vs. power ‘n’ it is necessary to choose the n
as minimum as possible.

But the diameter of piston rod is 10mm so there is need to consider the
accommodation and assembly constraints before choosing the n.

The n=0.8 is selected and corresponding diameter, velocity and piston travel
length are tabulated.

Also the some of the programs are made to calculate the parameters of the
damper and that would be useful in designing the damper in future.
 38

Table 3.1 Length along piston corresponding diameter of valve and velocity of
piston

Diameter of valve(mm) Length along piston(mm) Velocity along piston(m)

2.36 0 2.0000
2.29 0.80 1.75
2.20 3.203 1.51
2.11 7.20 1.28
2.01 12.81 1.05
1.90 20.01 0.841
1.77 28.81 0.636
1.60 39.21 0.444
1.43 51.22 0.267
1.15 64.83 0.112

Figure 3.17 Diameter of valve vs. Distance along piston movement

 39

3.8.5 Computational Fluid Dynamic analysis:

The current scenario is to be simulated in ANSYS Fluent. It is assumed that
the flow is laminar inside the damper but in actual case the flow changes from
laminar to turbulent. Also the simulation is to be transient, then minor and major
losses inside the valve are not considered. Therefore, it is important to check in
CFD software’s. Since the Fluid does not flow outside the cylinder the system is
considered to be closed system there are two approaches in which this problem can
be attacked.

1. The motion of piston is simulated by rigid body dynamics and then it is

coupled with fluent. But the coupler is not available in the version which is
being used.
2. The motion is programmed separately and then imported into the software.
This approach is used for this application. This programming is called user
defined function (UDF). User defined functions (UDF) allow the user to
modify the behavior of ANSYS Fluent to satisfy particular modeling needs.
For example, these modifications may be used to impose desired initial and
boundary, material models as well as various physical and chemical
transformations such as heat transfer, chemical reactions or phase change.
UDFs are flexible and powerful, and allow you to use ANSYS Fluent as a
framework to implement new models. One-way fluid structure interaction
(FSI) is carried out. The motion of the piston is programmed as profile file
with the initial and final time, velocity parameters.

The pressure based solver is used. The analysis is transient and simulated
for 0.0015 seconds. The gravity is also considered. For initial design 2-d analysis
with axisymmetric consideration is done. The viscous k-e model with realizable
wall function is used to solve. The mesh consists of triangular elements. There are
648 triangular elements and 384 nodes.
 40

 Minimum Orthogonal Quality = 6.56151e-01

(Orthogonal Quality ranges from 0 to 1, where values close to 0 correspond
to low quality.)
 Maximum Ortho Skew = 2.01731e-01
(Ortho Skew ranges from 0 to 1, where values close to 1 correspond to low
quality.)
 Maximum Aspect Ratio = 3.82669e+00
 Overall element quality=0.7 to 1.

There is a need for dynamic mesh. There are 3 modes in dynamic mesh.

• smoothing methods

• Dynamic layering

• Local Remeshing methods

Smoothing methods:
When smoothing is used to adjust the mesh of a zone with a moving and/or
deforming boundary, the interior nodes of the mesh move, but the number of nodes
and their connectivity does not change. In this way, the interior nodes “absorb” the
movement of the boundary.

Dynamic layering:
In prismatic (hexahedral and/or wedge) mesh zones, you can use dynamic
layering to add or remove layers of cells adjacent to a moving boundary, based on
the height of the layer adjacent to the moving surface. The dynamic mesh model in
ANSYS Fluent allows you to specify an ideal layer height on each moving
boundary. The layer of cells adjacent to the moving boundary is split or merged
with the layer of cells next to it.
 41

Remeshing Methods:
On zones with a triangular or tetrahedral mesh, the spring-based smoothing
method is normally used. When the boundary displacement is large compared to
the local cell sizes, the cell quality can deteriorate or the cells can become
degenerate. This will invalidate the mesh (for example, result in negative cell
volumes) and consequently, will lead to convergence problems when the solution is
updated to the next time step. To circumvent this problem, ANSYS Fluent
agglomerates cells that violate the skewness or size criteria and locally remeshes
the agglomerated cells or faces. If the new cells or faces satisfy the skewness
criterion, the mesh is locally updated with the new cells. Otherwise, the new cells
are discarded and the old cells are retained.

Profiles:

ANSYS FLUENT provides a very flexible profile definition mechanism.

This feature allows you to use experimental data, data calculated by an external
program, or data written from a previous solution using the Write Profile dialog
box as the boundary condition for a variable.

• Point profiles

• Line profiles (2-D)

• Mesh profiles (3-D)

• Radial profiles (Axisymmetric) **

In this simulation 2-D Axisymmetric analysis is carried out also it is

important to ensure the direction of axis is along the X-axis in the ANSYS
workbench for the simulation to work.
 42

Boundary conditions:

Figure 3.18 Boundary condition of the system

Mesh:

Figure 3.19 Mesh of the axisymmetric model

Settings:
• Pressure based

• Transient
 43

• Axisymmetric

• Realizable k-e, standard wall function

• Energy is off

Material:
Castrol fork oil-20W

Properties:
Table 3.2 Properties of suspension oil

Time step size: 1.5e-7(s)

Number of time steps: 100

Total time of simulation=1.5e-7*100=1.5e-5 seconds.

 44

3.8.6 CFD Results:

Figure 3.20 Result and pressure finding using probe before valve.

Figure 3.21 Result and pressure finding using probe after valve.
 45

3.8.7 Calculation of force:

Radius of piston=15mm

𝑝1 = 4.34 × 107

𝑝1 = 2.87 × 106

𝑓𝑜𝑟𝑐𝑒 = 𝑐ℎ𝑎𝑛𝑔𝑒 𝑖𝑛 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒 × 𝑝𝑖𝑠𝑡𝑜𝑛 𝑎𝑟𝑒𝑎

𝑓 = 40530000 × 𝜋 × 152

𝑓 = 28648.96𝑁

Similarly based on the results at various velocities at the most approximate

time steps the force and velocities at various positions and time at particular
positions are computed. And the respective velocity and force are interpolated as
shown in the table.

Table 3.3 Comparison of CFD vs. Theoretical calculation

Theoretical Solution Computation Fluid Dynamics Solution

Velocity Force Velocity Force
2 180300 1.85 183903.3
1.75 162270 1.6 94711.62
1.51 144240 1 91396.78
1.28 126210 0.65 32403.4
1.06 108180 0.2 28648.96
0.841 90150
0.636 72120
0.444 54090
0.2675 36060
0.1125 18030
 46

From the damper equation:

(𝑓𝑑𝑎𝑚𝑝𝑒𝑟 ) × 𝐶𝑓 = (𝑓𝑑𝑎𝑚𝑝𝑒𝑟 )𝐶𝐹𝐷

𝑡ℎ𝑒𝑜𝑟𝑒𝑐𝑡𝑖𝑐𝑎𝑙

Wherec 𝐶𝑓 =Co-efficient of Fluid discharge.

(𝐶𝑑 × 𝑉𝑑 0.8 )𝑡ℎ𝑒𝑜𝑟𝑒𝑐𝑡𝑖𝑐𝑎𝑙 × 𝐶𝑓 = (𝐶𝑑 × 𝑉𝑑 0.8 )𝐶𝐹𝐷

From the plot

𝐶𝑓 =0.764.

Figure 3.22 Comparison of CFD vs. Theoretical calculation and curve fitting.

After the consideration of 𝐶𝑓 =Co-efficient of Fluid discharge the damping

coefficient will be increased.

𝑁𝑠 𝑁𝑠
(𝐶𝑑 )𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 = 135502.332 to have 𝐶𝑑 = 103555.16 .
𝑚 𝑚
 47

CHAPTER 4

CONCLUSION

4.1 OBSERVATION:

The nonlinear suspension system gives better results than the linear
suspension system. The amplitude is inversely proportional to the transmissibility
ratio. Good results are obtained when the damping coefficient power is less than
one and stiffness power is more. Also there is a need for compromise between
these parameters because they are contradicting each other and its
manufacturability. In addition to this a non-linear damper with change in internal
diameter with respect to the motion of piston distance is observed.

4.2 FUTURE WORK:

The damper is to be designed such that there are better suspension properties
and its manufacturability. Also different profiles can be tried for change in internal
diameter of the cylinder by doing design of experiments it will be easy to
understand the effects of geometric changes which contribute to the change in
damping coefficient as well as change in non-linear character of the damper.
 48

REFERENCES

1. A.K.Samantaray* “Modelling and analysis of preloaded liquid spring/damper

shock absorbers” Simulation Modelling Practice and Theory, 2009, Vol. 17, pp.
309–325.

2. R.Ben Mrad and J.A.Levitt (1993) “Nonlinear Dynamic Modelling of an

Automobile hydraulic Active Suspension System "Mechanical Systems and
Signal Processing, 1994 Vol. 8(5), pp. 485-517.

3. Lalitkumar Maikulal Jugulkar, Shankar Singh, Suresh M. Sawant (2016) “Fluid

flow modeling and experimental investigation on automobile damper”
Construction and Building Materials, 2016, Vol. 121, pp. 760–772.

4. J. J. Stoker "Nonlinear Vibrations in Mechanical and Electrical Systems"

Wiley-Interscience first edition, reprint (2010).

5. P. Srinivasan "Nonlinear Mechanical Vibrations" Wiley-illustrated edition

(1996).

6. Prof. S.K. Dwivedy "Nonlinear Vibrations" NPTEL – Mechanical Engineering

– Nonlinear Vibration.

7. Stevenson et al."Elastomeric Spring with Nonlinear Force/Deflection

Characteristics" United States Patent (5118086).