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Nitro Shock Absorbers

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National Student Conference On “Advances in Electrical & Information Communication Technology”AEICT-2014

Nitro-Shock Absorber- Potential and Challenges
Abhishek Dixit1, Sachin Bhatia2, Nitin Srivastava3 Research Scholar, Professor
1

abhishek48a@gmail.com, 2sachin.form@gmail.com,3nitin.srivastava@gmail.com

Mechanical Engineering Department Pranveer Singh Institute of Technology, Kanpur, India.

Abstract—The disturbing forces must be eliminated or reduced considerably by using some devices for a smooth and comfortable ride. The present scenario of competition compels the automobile industry manufacturers to produce comfortable and safe vehicles which the consumers can utilize to the full extent and potential. Keywords— Acceleration Sensitive Damping, Position

Sensitive Damping, Joint Light Tactical Vehicle (JLTV), Shock Absorber, Suspension System.

I.

INTRODUCTION

Shock absorbers are devices which isolate the vibrations by absorbing some disturbing energy themselves [2]. The gas filled shock absorbers are designed to reduce foaming of the oil and provide a smooth ride for a long period. Nitro Shock Absorbers are high quality, nitrogen filled shocks designed and gas charged specifically for each vehicle application. The addition of nitrogen under pressure limits the foaming effect and increases efficiency [3]. These first shock absorbers were simply two arms connected by a bolt with a friction disk between them. Resistance was adjusted by tightening or loosening the bolt [5].

Shock absorber can be regarded as a damping element of the vehicle suspension [1]. Springs alone cannot provide a satisfactorily smooth ride. Therefore an additional device called “shock absorber” is used with each spring [6]. It controls spring movements in both directions: when the spring is compressed and when it is extended, the amount of resistance needed in each direction is determined by the type of vehicle, the type of suspension, the location of the shock absorber in the suspension system and the position in which it is mounted.

Fig. 2 Shock Absorber

III.

PRINCIPLE & THEORY OF OPERATION

Fig. 1 First Shock Absorber

Primary purpose is to control spring and suspension movement which is accomplished by converting the kinetic energy of suspension movement into thermal energy, to be dissipated through the hydraulic fluid. The damping force is opposite to the direction of velocity. Therefore, the shock absorber reduces the rate of: A. Bounce, B. Brake dive, and C. Acceleration squat.

II.

NEED FOR SHOCK ABSORBER

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Mechanism

The shock absorbers works on basic two cycles. They are as follows:
1) Compression Cycle (Bump Stroke)

During compression cycle, some fluid flows through the piston from chamber B to chamber A and some through the compression valve into the reserve tube. At slow piston speeds, the first stage bleeds come into play and restrict the amount of oil flow. This allows a controlled flow of fluid from chamber B to chamber A. At faster piston speeds, the increase in fluid pressure below the piston in chamber B causes the discs to open up away from the valve seat. At high speeds, the limit of the second stage discs phases into the third stage orifice restrictions. Compression control, then, is the force that results from a higher pressure present in chamber B, which acts on the bottom of the piston and the piston rod area.

greatly increasing its volume. Thus, the volume of fluid from chamber A is insufficient to fill chamber B. The pressure in the reserve tube is now greater than that in chamber B, forcing the compression intake valve to unseat. Fluid then flows from the reserve tube into chamber B, keeping the pressure tube full. Extension control is a force present as a result of the higher pressure in chamber A, acting on the topside of the piston area.

Fig.4 Rebound Stroke

IV.

DESIGNS OF SHOCK ABSORBERS

All modern day shock absorbers are velocity sensitive hydraulic damping devices - meaning the faster the suspension moves, the more resistance the shock absorber provides [9]. There are several shock absorber designs in use today:
A. Acceleration Sensitive Damping Design (ASD)
Fig. 3 Bump Stroke

2) Extension Cycle (Rebound Stroke)

As the piston and rod move upward toward the top of the pressure tube, the volume of chamber A is reduced and thus is at a higher pressure than chamber B. Because of this higher pressure, fluid flows down through the piston's 3-stage extension valve into chamber B. However, the piston rod volume has been withdrawn from chamber B

Twin tube ASD shocker brings the benefits of both the comfort and the control. Twin tube ASD design shocker uses the compression valve which provides a bypass to fluid flow around the compression valve. The compression valve is designed in such a way that it senses a bump in the road and adjusts the shock automatically to absorb the impact thereby giving greater control to the shock.

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B. Position Sensitive Damping Design (PSD)

E. Gas Charged Design

In this twin shock absorber, the position of the valve within the pressure tube is taken into account. The pressure tube contains the tapered grooves which enables optimal ride comfort and added control. The groove in effect creates the two zones within the pressure tubes. In the first zone, the tapered grooves allow hydraulic fluid to pass freely around and through the piston thereby reducing the resistance on the piston and ensuring a smooth, comfortable ride. The first zone is utilized in case of normal ride. In case of demanding situations, second zone called as control zone is utilized.
C. Mono Tube Design

Mono tube shock absorber or mono-tube shock regulates the flow of the oil between the compression and compensation chambers by using mechanically fixed base valve. The use of base valve and the compressible bladder together eliminate the need for pressurized gas and a floating piston which were the important features of the traditional mono-tube dampers. Mono-tube shock absorber consists of two chambers which are stacked on each other and are separated by a "floating piston". Both the pistons are filled with oil and gas respectively. In the oil filled chamber damping forces are created. The gas chamber is separated by a floating piston. The pushing of piston rod also forces the floating piston towards downwards thereby increasing pressure in both gas and oil section. This also results in the flow of the oil through the piston. This type of resistance generates the bump damping. Rebound damping is produced when the oil between piston and guide is forced to flow through the piston.
D. Twin Tube Design

This design has twin tube gas charged shock absorbers with low pressure nitrogen gas in the reserve tube. The pressure varies from 100 to 150 psi, depending on the amount of fluid in the reserve tube. The prime function of gas charging is to minimize aeration of the hydraulic fluid. With aeration reduced, the shock is able to react faster and more predictably, allowing for quicker response time and helping keep the tire firmly planted on the road surface. The pressure of the nitrogen gas compresses air bubbles in the hydraulic fluid. This prevents the oil and air from mixing and creating foam. Foam affects performance because it can be compressed while fluid cannot. An additional benefit of gas charging is that it creates a mild boost in spring rate to the vehicle.
V. NITRO-SHOCK ABSORBER

It has a piston and oil chamber similar to other shock absorbers. The difference is that instead of a double tube with a reserve chamber, a dividing piston separates the oil chamber from the gas chamber. The oil chamber contains special hydraulic oil and the gas chamber contains nitrogen at 25 times atmospheric pressure [4]. There are two types of shock absorber. They are:
A. High Pressure Single- Tube Shock absorber

Pressure is approximately 25 bars.
B. Low Pressure Twin- Tube absorber

Pressure varies from 2.5 to 5 bars.

A Twin Tube Shock Absorber is a low pressure shock having tube inside the outer shock body which contains the piston assembly. The twin tube design has an inner tube known as the working or pressure tube and an outer tube known as the reserve tube. The outer tube is used to store excess hydraulic fluid. The movement of the fluid is controlled by the base valve which is located at the bottom of the pressure tube.

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The rate of change of work per cycle i.e., energy dissipated. = =

Let us assume the simple harmonic motion of the type:

Fig. 5 Components of Shock Absorber

VI.

WORKING

When the piston rod is moved into the shock absorber, oil is displaced as in double tube principle. This oil displacement causes the dividing piston to press in the gas chamber, thus reducing it in size. With the return of the piston rod the gas pressure returns the dividing piston to its starting position. Whenever the oil column is held at a static pressure of approximately 25 times atmospheric pressure, the pressure decreases behind. Consequently, the gas filled shock absorber operates without foaming [8].
Energy dissipation in viscous damping

This shows that the energy dissipation per cycle is proportional to the square of the amplitude of motion. The total energy of a vibrating system can be either maximum of its potential or kinetic energy [7]. The maximum kinetic energy of the system can be written as:

VI.

ADVANTAGES OF NITRO-SHOCK

A. Instantaneous

response: As the high pressure eliminates aeration (foaming).

For a vibratory body some amount of energy is dissipated because of damping. This energy B. Better fade resistance: Cooling is much better as no outer tube is there that gives a drastic reduction dissipation can be per cycle. Rate of change of in fade. work W , is called energy. For a viscously damped system, the force, F is expressed as: C. Better durability: Better cooling results in lower operating temperatures and thus longer life. Single-tube construction also allows for a larger internal working area, reducing stress and where fatigue for better durability [10]. Work done,
D. No need for re-adjustment: The high pressure gas

compensates immediately and automatically for changes in viscosity.

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The World is facing the energy crisis so what about a shock absorber that harnesses energy from VII. RECENT ADVANCEMENT small bumps in the road, generating electricity Many uncertain parameters which are induced by while it smoothens the ride more effectively than the manufacturing error often cause some conventional shocks [11]. deterioration of vehicle performance. To optimize A Research is in progress for the same. the ride even when the shock absorber includes Researchers allege that these kinds of shock uncertain parameters, the robust design method is absorbers can produce up to a 10 % improvement in used. In this, a Twin Tube shock absorber fluid overall vehicle fuel efficiency by using the system model has established on the multi-domain regenerative shock absorber mechanism. This modeling environment. This model comprises of technology will help give an edge to the military the commonly used parameters of the shock vehicle companies for the new army vehicle called absorber along with structure parameters of various the Joint Light Tactical Vehicle, or JLTV. Along valves, which are more detailed and accurate than with smooth and better ride, improved fuel those models in the past [12]. The co-simulation efficiency will be a big plus [10]. technique is used for the robust approach which in turn improves the ride comfort performance of the REFERENCES AND CITATIONS vehicle [13].
[1]

VIII.

CONCLUSION
[2]

In the current scenario of automobile industry the need for vehicles which provides smooth and comfort ride is growing. Nitro shock absorbers are designed to be ultimate in performance and comfort. In a country like ours where roads are not up to the international standards, the need for automotive components like nitro shocks are necessary. It goes without saying that if the right choice is made, the improvements in vehicles ride and handling can be shocking.
IX. FUTURE SCOPE

[3]

[4] [5] [6] [7] [8] [9] [10]

The “structure-borne” noise of the shock absorber is often responsible for undesirable noise in the car interior cabin. This attributes to the friction and other complex phenomena. From noise and vibration analysis point of view the work is to build a double tube shock absorber model correlated up to 700 Hz. The model includes the fluid compressible behavior, non-linear flow-rate pressure relationship and spring valve dynamics. The numerical results are compared to the experiment, which suggests its suitability in the local non-linear phenomena. This confirms our hypothesis and improves our knowledge of the potential noise sources in the shock absorber [3].

[11] [12] [13] [14]

Mraz, Stephen; Mini shock absorber; Machine Design; 9/5/2002; Vol. 74 Issue 17, p60. Yang J. G., Choi J. W., Choi J. H., Chang D. I.,Bengtson, Roger D; Adjustable Industrial Shock Absorber; Product Design & Development; Oct2007, Vol. 62 Issue 10, p45. Benaziz, M., Nacivet, S., Deak, J., and Thouverez, F.; "Double Tube Shock Absorber Model for Noise and Vibration Analysis," SAE Int. J. Passenger Cars - Mechanical System. 6(2):1177-1185, 2013, doi: 10.4271 2013-01-1912. Walker, Matt; Nitro-charger sport shocks; NZ 4WD; Aug 2012, p44. PHALEN, TONY; Shock absorbing pad; Plant & Works Engineering; Sep2012, Issue 366, p20. Wagner, Siobhan; Shock tactics; Engineer (00137758); 7/26/2010, Vol. 295 Issue 7799, p8. Murray, Charles J.; ‘Smart’ shock absorbers need no electronics; Design News; 12/20/99, Vol. 55 Issue 24, p75. Greenblatt, Tyler; “SS Series shock absorbers”; Indian Textile Journal; Jan2009, Vol. 119 Issue 4, p104. Greenblatt, Tyler; Mid-range Shock absorbers; Product Design & Development; Jan2000, Vol. 55 Issue 1, p1. (2014) The SAE website. [Online]. Availabe: http://www.saepapers.org/ Phalen, Tony; Eco-friendly hydraulic shock absorbers; Machine Design; 8/15/2013, Vol. 85 Issue 10, p12. Walker, Matt; Absorbing the slow bounce; DEMM: Engineering & Manufacturing; Nov2008, p12. Tobolt, Johnson, “Automotive ncyclopedia”. Beohar S.B.L, “In For A Shock”, Mechanical Systems and Signal Processing.

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