An ER Long-Stroke Damper: Performance Modelling Under Quasi-Steady Conditions

1995 ◽  
Author(s):  
David J. Peel ◽  
Roger Stanway ◽  
John L. Sproston ◽  
William A. Bullough
Keyword(s):  
Temperature Effects ◽  
Excitation Frequency ◽  
Fluid Inertia ◽  
Vibration Damper ◽  
Performance Modelling ◽  
Piston Cylinder ◽  
Force Velocity ◽  
Long Stroke

Abstract A hydraulic piston/cylinder arrangement is connected to an externally located ER valve to provide a controllable vibration damper. This arrangement is analysed and a technique developed to predict the force/velocity characteristics under quasi-steady conditions. The basis of the technique is a generalised non-dimensional presentation of fluid-alone data. In the work described here fluid inertia, compressibility and temperature effects are not included. This limits the application of the results to cases where the excitation frequency is low whilst allowing a clear portrayal of the potential controllability of a long-stroke damping device.

Experimental study of an ER long-stroke vibration damper

1997 ◽  
Author(s):  
David J. Peel ◽  
Roger Stanway ◽  
William A. Bullough
Keyword(s):  
Experimental Study ◽  
Vibration Damper ◽  
Long Stroke

Improved nonlinear model of a yaw damper for simulating the dynamics of a high-speed train

2018 ◽  
Vol 233 (7) ◽  
pp. 651-665 ◽  
Author(s):  
Wanxiu Teng ◽  
Huailong Shi ◽  
Ren Luo ◽  
Jing Zeng ◽  
Caihong Huang
Keyword(s):  
Nonlinear Model ◽  
High Speed ◽  
Piecewise Linear ◽  
Excitation Frequency ◽  
Maxwell Model ◽  
Railway Vehicle ◽  
High Speed Train ◽  
Force Velocity ◽  
Linear Force ◽  
Force Displacement

The aim of this paper is to establish a simple and accurate nonlinear model of a yaw damper for the dynamic numerical simulation of high-speed trains. An improved nonlinear yaw damper model is proposed based on the traditional Maxwell model. It comprises a piecewise linear force–displacement spring and a piecewise linear force–velocity damper in series. These nonlinear inputs for the model are retrieved from the dynamic performance tests of the damper, and the force–displacement and force–velocity curves are further modified to improve the modelling accuracy according to the test results. The proposed model can accurately simulate the damper's dynamic stiffness and dynamic damping characteristics with respect to the excitation frequency or displacement, which cannot be reproduced when using the traditional Maxwell model. Both the traditional Maxwell model and the improved nonlinear model presented in this work are integrated into a multibody dynamics railway vehicle model to simulate the typical dynamic problems of a high-speed train operating at 250 km/h in northeast China. Through comparative analysis, it was found that the numerical simulations are consistent with the field measurements. It can be concluded that the proposed nonlinear damper model is more suitable for studying railway vehicle system dynamics under various operating cases. By contrast, the input parameters of the traditional Maxwell model must be modified artificially according to the vehicle responses and the dynamic characteristics of the yaw damper.

Modeling and control of an ER long-stroke vibration damper

1998 ◽  
Author(s):  
David J. Peel ◽  
Roger Stanway ◽  
William A. Bullough
Keyword(s):  
Vibration Damper ◽  
Modeling And Control ◽  
Long Stroke ◽  
And Control

Feedback control of an electrorheological long-stroke vibration damper

1999 ◽  
Author(s):  
Neil D. Sims ◽  
Roger Stanway ◽  
Andrew R. Johnson ◽  
David J. Peel ◽  
William A. Bullough
Keyword(s):  
Feedback Control ◽  
Vibration Damper ◽  
Long Stroke

Experimental testing and control of an ER long-stroke vibration damper

2001 ◽  
Author(s):  
Neil D. Sims ◽  
Roger Stanway ◽  
Andrew R. Johnson
Keyword(s):  
Experimental Testing ◽  
Vibration Damper ◽  
Long Stroke ◽  
And Control

A Comparative Study of the Damping Force and Energy Absorbtion Capacity of Regenerative and Conventional-Viscous Shock Absorber of Vehicle Suspension

2015 ◽  
Vol 758 ◽  
pp. 45-50
Author(s):  
Harus Laksana Guntur ◽  
Wiwiek Hendrowati
Keyword(s):  
Comparative Study ◽  
Shock Absorber ◽  
Excitation Frequency ◽  
Vehicle Suspension ◽  
Friction Damper ◽  
Damping Force ◽  
Force Velocity ◽  
Elliptical Area ◽  
Regenerative Shock Absorber ◽  
Force Displacement

This paper presents a comparative study of the damping force and energy absorbtion capacity of a typical conventional-viscous and a regenerative shock absorber for vehicle suspension. Regenerative shock absorber (RSA) is a shock absorber which can regenerate the dissipated vibration energy from vehicle suspension into electricity. In this research, a prototype of regenerative shock absorber was developed, its damping force and energy absorbtion capacity were tested, and the results were analized and compared with those of a typical conventional-viscous shock absorber. The regenerative and viscous shock absorber were compressed and extended in various excitation frequency using damping force testing equipment to obtain force-velocity and the force-displacement curves. The force-velocity and force-displacement curves indicate the damping force and energy absorbtion capacity of the shock absorber. The results show that the damping force of the typical-viscous shock absorber closed to linear at all exciation frequencies. For regenerative shock absorber, nonlinearity and large hysteresis area of the damping force occur at all excitation frequencies. Further, the energy absorbtion capacity of the typical-viscous shock absorber shows an elliptical area with the compression part bigger than the extension one, while those of the regenerative shock absorber shows an asymmetric square area, which indicates a smaller energy absorbtion capacity. These phenomena indicate the significant effect of implementing dry friction damper and elctrical damper to the characteristics of regenerative shock absorber.

Characterization of carbides in M50NiL

1991 ◽  
Vol 49 ◽  
pp. 606-607
Author(s):  
L. S. Lin ◽  
K. P. Gumz ◽  
A. V. Karg ◽  
C. C. Law
Keyword(s):  
Temperature Effects ◽  
Base Composition ◽  
Lattice Parameter ◽  
Control Surface ◽  
Carbide Formation ◽  
Particle Sizes ◽  
Low Carbon ◽  
Fee Structure ◽  
Heat Treated

Carbon and temperature effects on carbide formation in the carburized zone of M50NiL are of great importance because they can be used to control surface properties of bearings. A series of homogeneous alloys (with M50NiL as base composition) containing various levels of carbon in the range of 0.15% to 1.5% (in wt.%) and heat treated at temperatures between 650°C to 1100°C were selected for characterizations. Eleven samples were chosen for carbide characterization and chemical analysis and their identifications are listed in Table 1.Five different carbides consisting of M6C, M2C, M7C3 and M23C6 were found in all eleven samples examined as shown in Table 1. M6C carbides (with least carbon) were found to be the major carbide in low carbon alloys (<0.3% C) and their amounts decreased as the carbon content increased. In sample C (0.3% C), most particles (95%) encountered were M6C carbide with a particle sizes range between 0.05 to 0.25 um. The M6C carbide are enriched in both Mo and Fe and have a fee structure with lattice parameter a=1.105 nm (Figure 1).

Electrical vibration damper

1982 ◽  
Vol 129 (5) ◽  
pp. 182 ◽  
Author(s):  
Hiroshi Kurokui ◽  
Michio Nakano
Keyword(s):  
Vibration Damper
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