Abstract:Methods have been developed to reduce the side load and friction force acting on the shock absorber inherent in the MacPherson strut system, popularly used in vehicle suspension systems. Reducing this friction force is one of the most important issues in improving the ride comfort of a car. The side load of the shock absorber can be reduced by controlling the force line of the coil spring. To reduce the side load, we designed an S-shaped coil spring. For the design of the side load spring, we also developed an… Show more
“…There are some studies describing the application of FEM/FEA in the field of virtual spring testing for SA shear force minimisation or spring force line (SFL) optimisation (Choi et al, 2018a, 2018b; Gotoh and Imaizumi, 2000; Hamano et al, 2001; Liu et al, 2008; Nishizawa et al, 2006; Ryu et al, 2010; Suzuki et al, 1996; Wünsche et al, 1994). But only few actually describe the experimental analysis of multiaxial spring properties (Frendo et al, 2006; Gotoh and Imaizumi, 2000; Liu et al, 2008; Ryu et al, 2010; Wünsche et al, 1994). For the experimental analysis, the hydropulser test rig was equipped with a six-axis load cell, see Figure 6.Figure 6.Six-axis spring property testing with coordinate convention.…”
Section: Development Of a Test Scenario To Consider The Realistic Loa...mentioning
Due to the specific layout of MacPherson suspension systems, the shock absorber is subject to a varying amount of load perpendicular to its own axis of displacement and is therefore generating a certain amount of friction. Especially at the presence of lateral forces at the tire contact patch, for example, in cornering situations, additional friction is generated. In order to accurately consider the actual amount of friction regarding vehicle dynamics and comfort, it is crucial to study shock absorber friction depending on the acting shear force. However, there is a shortage of knowledge considering realistic load situations of the shock absorber as present in the vehicle. Consequently, no commonly established test method exists to take the shear force into account. With the help of a static finite element analysis a test rig set-up is developed to investigate shock absorber friction replicating the suspension mounting situation. In the first step, a full suspension is transferred to a finite element model by a reverse engineering approach. Special attention is given to the spring forces, which show to be strongly multiaxial in terms of shear force reduction. Subsequently, the stress characteristics of the shock absorber tube, piston and the inner housing of the twin-tube shock absorber are investigated. Regarding various possible load cases for shock absorber testing under shear force, it becomes evident that one specific test set-up is able to reproduce the real load situation accurately. This test layout is implemented on a hydropulser test rig and allows the study of load-dependent friction characteristics.
“…There are some studies describing the application of FEM/FEA in the field of virtual spring testing for SA shear force minimisation or spring force line (SFL) optimisation (Choi et al, 2018a, 2018b; Gotoh and Imaizumi, 2000; Hamano et al, 2001; Liu et al, 2008; Nishizawa et al, 2006; Ryu et al, 2010; Suzuki et al, 1996; Wünsche et al, 1994). But only few actually describe the experimental analysis of multiaxial spring properties (Frendo et al, 2006; Gotoh and Imaizumi, 2000; Liu et al, 2008; Ryu et al, 2010; Wünsche et al, 1994). For the experimental analysis, the hydropulser test rig was equipped with a six-axis load cell, see Figure 6.Figure 6.Six-axis spring property testing with coordinate convention.…”
Section: Development Of a Test Scenario To Consider The Realistic Loa...mentioning
Due to the specific layout of MacPherson suspension systems, the shock absorber is subject to a varying amount of load perpendicular to its own axis of displacement and is therefore generating a certain amount of friction. Especially at the presence of lateral forces at the tire contact patch, for example, in cornering situations, additional friction is generated. In order to accurately consider the actual amount of friction regarding vehicle dynamics and comfort, it is crucial to study shock absorber friction depending on the acting shear force. However, there is a shortage of knowledge considering realistic load situations of the shock absorber as present in the vehicle. Consequently, no commonly established test method exists to take the shear force into account. With the help of a static finite element analysis a test rig set-up is developed to investigate shock absorber friction replicating the suspension mounting situation. In the first step, a full suspension is transferred to a finite element model by a reverse engineering approach. Special attention is given to the spring forces, which show to be strongly multiaxial in terms of shear force reduction. Subsequently, the stress characteristics of the shock absorber tube, piston and the inner housing of the twin-tube shock absorber are investigated. Regarding various possible load cases for shock absorber testing under shear force, it becomes evident that one specific test set-up is able to reproduce the real load situation accurately. This test layout is implemented on a hydropulser test rig and allows the study of load-dependent friction characteristics.
“…13 for the acicular ferrite approximates 326±20.4 MPa. Loading for the stud of steering rod can approach up to 500 N [49], 1540 N [50] or even 2000 N [11].…”
Section: Operational Conditions For the Analysed Stud Of The Steering...mentioning
confidence: 99%
“…The boundary conditions were as follow: C 1 is the top, and the neighbouring cylindrical surfaces of the ball stud end could move only perpendicular to the axis of the stud, C 2 the cylindrical surface of the steel body was fixed, and C 3 the conical surface of the stood was loaded by the constant horizontal force F. Such a force can reach values up to 500 N [49], 1540 N [50] or even 2000 N [11].…”
Section: Wear Model For the Stud Of The Steering Rodmentioning
This study aimed to determine the wear intensity of the bearing mating with the ball stud in the tie rod end. The course of the vehicle driving during the period between repairs of the steering assembly was assumed. The modelled scheme of cornering was assumed to be close to the real one. The model of steering mechanism allowing determination of the load of the stud of the tie rod end as a function of the steering angle was elaborated and presented. The model of the ball stud was realized and described. The values of wear intensity for components were calculated and presented.
“…A lateral load B, assumed constant in this analysis to simplify the modeling, with a value of 500N and applied at the end of the element. This load value was used according to the experimental study of Ryu et al [9], who found a value of lateral load of approximately 500N for a suspension system similar to the one studied here, so it is considered that this value of load represents a realistic estimate of the load applied to the element. 3.…”
Section: Finite Elements Analysis Of the Ball Jointmentioning
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