Professional Documents
Culture Documents
A SEMINAR REPORT
On
“Research on New Automobile Power Hydraulic Braking System by
Vibratory Energy”
In partial Fulfillment for the award of B.E degree in Mechanical Engineering
By
ABHISHEK B HOSAMATH
1DS15ME003
VIII SEMESTER
This is to Certify that the seminar report entitled “Research on New Automobile
Power Hydraulic Braking System by Vibratory Energy” carried out by Mr.
ABHISHEK B HOSAMATH, bearing the USN 1DS15ME003, a bonafide
student of DAYANANDA SAGAR COLLEGE OF ENGINEERING in partial
fulfillment for the award of Bachelor of Engineering in Department of Mechanical
Engineering during the year 2018 -2019.
ABHISHEK B HOSAMATH
1DS15ME003
ACKNOWLEDGEMENT
Thirdly, I would like to thank my friends who helped me to make my work more
organized and well stacked till the end.
ABSTRACT
ACKNOWLEDGEMENT
ABSTRACT
CHAPTER 1: INTRODUCTION
Nowadays, automobile’s comfortableness and safety are more and more important. With
development of the expressway network, speed of automobile is increased to a large extend.
Demand of automobile’s suspension system is not only to ensure its basic performance, but only
to improve its ride comfort and safety. The suspension system develops to be high value-added,
high-performance and high-quality. For now, hydraulic damping system compels oil to flow
between cavities by some tiny holes time and again. Vibratory energy is converted to thermal
energy of shell of dampers and oils by flow resistance. Automobile vibration will consume its
kinetic energy. So oil consumption is increased and ride comfort is lowered. Traditional
hydraulic damping system can’t recycle vibratory energy and just converts all of it to thermal
energy. The new automobile power hydraulic braking system by vibratory energy can recycle
some vibratory energy and convert to hydraulic energy which is used for automobile power
braking system. It can reduce brake pedal force, lower fatigue of drive, shorten retardation time
of braking, and enhance safety of braking.
CHAPTER 02:
SUSPENSION COMPONENTS
To begin the discussion of automotive damper analysis, there must first be insight to the
suspension system as a whole, and the role that the damper plays in the area of ride and handling.
Once the desirable properties of a damper are understood, then the design of dampers may be
explored. Understanding damper construction will help to understand the possible failure modes.
A deteriorating or failed damper will respond to certain inputs in predictable manners. The type
of response expected for a failed damper will assist in the development process for a new
methodology to assess the wear of the automotive damper. The ambition is to create a method of
suspension testing that can be used in a repair shop situation to detect worn automotive dampers.
Automobiles have many inputs that contribute to their performance and the comfort of the
passengers. The first automobiles had merely a rigid frame which, coupled with the poor roads at
the time, provided for a very rough ride. As the decades passed the linkages between the tires
and the chassis became more and more complex. Today, every land vehicle incorporates
components to smooth out the ride, and the main components of a suspension that improve
handling, noise, vibrations, and harshness (NVH), and passenger comfort are the tires, springs,
and the damper. The main function of the tires is to maintain a frictional force at the road to
prevent sliding and improve acceleration. The shocks and springs are present to further help the
tire maintain contact with the ground. The springs can be used to control where the sprung mass
resonance falls in the frequency spectrum. Generally, this is kept low, about 1 Hz, so the
resonance will occur at low speeds, which is dynamically a more stable situation. The suspension
damper is of great concern for maintaining a safe level of adhesion and reducing perception of
road harshness. The damper works by dissipating the kinetic energy between the sprung and un-
sprung masses. This energy is converted to heat by the internal pressurized oil passing through
the valves’ orifices, which creates fluid shear, and thus friction. There are several main
constructions for automotive dampers. Figure 1 shows the two dominant types, mono-tube and
twin-tube. The former has only one chamber filled with oil, and a valve separating the oil and
gas. The latter has a reserve chamber that contains the gas and permits the oil to flow through
two valves. This is more work done, thus faster energy dissipation. Also, the extra surface of the
twin-tube provides for improved thermal conductivity properties. It is universal for the dampers
to use an inert gas to pressurize the fluid chambers. This gas serves two purposes. First and
foremost, the gas acts to keep the oil from aerating. When the oil contains bubbles, it can be
compressed. As the oil compresses, less is going to flow through the valves, which will reduce
damper performance. A secondary function of the gas charge is to add a spring effect to the
damper, which will improve, slightly, the overall spring rate.
FIGURE 1: FROM LEFT TO RIGHT, MONO TUBE, TWIN TUBE AND
TYPICAL VALVE CONSTRUCTION.
Figure 1 also shows an acceleration sensitive valve system. This valve will open a bypass to
allow more fluid flow in response to harsh road conditions. The response is instant, giving
greater control in severe situations, and maintains a good level of comfort in normal situations.
The lifespan of a damper will see heavy cyclic loading. The extreme conditions of most
undercarriages provide numerous fatigue accelerating influences, such as water, salt, dirt, dust,
and loose gravel. As a damper wears, its performance is jeopardized. Oil may leak out of the
chamber causing a reduced ability to dampen vibrations. If contaminants enter the oil reservoir,
the orifices can become blocked or worn which will alter the performance. Also, there is
potential for mechanical failure. The valve systems can break down causing changes in the
orifice flow. The piston can become detached from the rod causing the damper to be ineffective
in extension or rebound. If the damper is worn the suspension will not perform appropriately,
thus the ride comfort will suffer, adhesion will be compromised, high speed maneuvers could be
dangerous, and braking distances could be longer. With an idea of damper construction, function,
and failure modes various test methods may be explored to pioneer a new suspension tester
methodology.
CHAPTER 03:
DEFINITION OF AUTOMOBILE BRAKE SYSTEM.
Actually, vehicle can be regard as energy conversion device, which transfers the momentum into
heat, in other words, which transfers the kinetic energy into thermal energy. The brakes are used
to reduce the speed of the vehicle, and the speed of conversion determines the rate of the vehicle
slows down.
CHAPTER 3.1:
CHPTER 3.2:
LEVERAGE
As the picture below shows, there is a force applied on the left end of the lever. The length of the
left end is twice (2X) as long as the right end (X). Therefore, there is a force 2F on the right end.
And it acts via the distance (Y), while the left end moves twice (2Y) as long as the right ends.
Consequently, with the change of the relative lengths of the left and right ends of the lever, the
multipliers are also changing.
HYDRAULICS SYSTEM
In addition, a hydraulic system is applied the brakes. The hydraulic system connects the brake
pedal to the brake parts at each wheel. The basic hydraulic system principle is simple. We can
regard it as a process that force applied at one point is transmitted to another point by using an
impressible fluid, which almost always is an oil of some sort.
FRICTION
Friction is measured on how hard it is to slide one object over another. In the figure blow, both
of the blocks are made from the same material, but the heavier one is harder to pull for the
bulldozer.
FIGURE 7: FRICTION
To understand why this is, let's take a close look at one of the blocks and the table. The blocks
look smooth to the naked eye, but actually they are quite rough at the microscopic level. When
the block is set down on the table, the little peaks and valleys get squished together, and some of
them may actually weld together. The weight of the heavier block causes it to squish together
more, so it is even harder to slide.
The brake system is composed of the following basic components: the energy-supplying device,
the control device, the transmission device, the brake and additional retarder device, brake line
(connecting different devices), and ABS (Anti-lock Braking System) in some cases.
CHAPTER 4.1:
CHAPTER 4.2:
CHAPTER 4.3:
CHAPTER 4.4:
CHAPTER 4.6:
It is showed as figure 13 which is composed of nitrogen cavity, piston, piston rod, shell, rebound
valve, compression valve, inlet tube, outlet tube and so on. When automobile is vibrating and
vibration damper is being compressed, Piston 2 moves down, nitrogen cavity 1 is compressed
which being pressurized. Volume of oil cavity 3 above piston is increased and its pressure
decreased. Oil from storage tank enters into oil cavity 3 by inlet tube 6 and compression valve 5.
Damping force against suspension’s compression is engendered by compression valve 5’s
throttling to oil. Construction of compression valve 5 is special that its spring is rather soft and
its hole is rather tiny. Damping force against oil flow is not too high. Elastic elements produce
the best possible results of buffer function. When suspension and vibration damper are being
rebounded, piston 2 moves up. Volume of oil cavity 3 is decreased and its pressure increased.
Compression valve 5 is closed. Oil enters into energy accumulator by rebound valve 8 and outlet
tube 9. Rigidity and preload of rebound valve 8 is bigger than compression valve 5 and oil flow’s
section area in rebound travel is smaller than in compression travel. So maximum damping force
in is rebound travel vastly bigger than in compression travel. With pressure increasing in energy
accumulator, resistance against oil outlet is increased, and damping force is increased more and
more. Vibration damper give full play to its damping effect to protect elastic element from being
destroyed. N2 in nitrogen cavity 1 can decrease higher-mode vibration of wheels encountering
force of impact and decrease noise. It also has a certain buffer function.
FIGURE 14: MODIFIED DESIGN OF DAMPER SYSTEM
CHAPTER 6
CONCEPTUAL DESIGN OF NEW AUTOMOBILE POWER
HYDRAULIC BRAKING SYSTEM BY VIBRATORY ENERGY
CHAPTER 6.1
ANALYSIS OF FEATURES
The new automobile power hydraulic braking system by vibratory energy can recycle some
vibratory energy and convert to hydraulic energy which is used for automobile power braking
system. It can reduce brake pedal force, lower fatigue of drive, shorten retardation time of
braking, and enhance safety of braking. Comparing with existing technologies, the system has
the following features:
4) Structure of the system is simple and easy to use. Its cost is low.
CHAPTER 6.3:
CONCLUSIONS
A new automobile power hydraulic braking system by vibratory energy is introduced which
includes four vibration dampers, four energy accumulators, hydraulic booster, one storage tank,
four wheel cylinders, four electromagnetic one way valves, brake master cylinder, vacuum
booster, brake pedal and loading sensing pressure proportioning valve(LSPV). Vibration damper
is composed of nitrogen cavity, piston, piston rod, shell, rebound valve, compression valve, inlet
tube, out let tube and so on. Energy accumulator contains relief valve and oil return tube. The
electromagnetic one-way valves are controlled by brake pedal. Hydraulic booster is composed of
piston, pushrod, inlet valve, oil return valve and so on. The braking system can recycle some
vibratory energy and convert to hydraulic energy which is used for automobile power braking
system. It can reduce brake pedal force, lower fatigue of drive, shorten retardation time of
braking, and enhance safety of braking.
APPENDICES
REFERENCES
Ding Zhi-hua, Lei Zheng-bao, Lei Mu-xi “Research on New Automobile Power
Hydraulic Braking System by Vibratory Energy”. 978-1-61284-459-6/11/$26.00
©2017 IEEE, pp.658-660.
TANG Chuan-yin, ZHANG Tian-xia, “Evaluation of Ride Comfort of a vehicle”.
Journal of Vibration and Shock, pp. 158-161, September 2008.
SHENSHEN SHI Fin al Thesis “AUTOMOBILE BRAKE SYSTEM” UAS.
PLAGARISM REPORT