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Mechanism and Machine Theory 43 (2008) 1832

Mechanism and Machine Theory

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Design, test and modelling evaluation approach of a novel Si-oil shock absorber for protection of electronic equipment in moving vehicles
Ping Yang *, Ninbo Liao, Jianbo Yang
Laboratory of Advanced Design and Manufacturing, School of Mechanical Engineering, Jiangsu University, Zhenjiang 212013, China Received 28 March 2006; received in revised form 18 May 2007; accepted 4 June 2007 Available online 31 July 2007

Abstract Electronic equipment systems are precision system. There are some vibrations and impact in moving vehicles for road environments. Therefore, shock absorber is signicant in protection of electronic equipment in moving vehicles. The objective of this paper is to provide a systematic investigation to design or evaluation of a shock absorber for protection of electronic equipment system in harsh vibration-impact environment. A novel Si-oil coupling damping shock absorber is designed and manufactured through coupling Si-oil, rubber ball and spring by ingenious tactics. The physical mechanism of a prototype shock absorber is systematically investigated by dynamic test. A nonlinear dynamic model for the shock absorber is presented by analyzing the internal uid dynamic phenomenon with respect to the prototype. Comparisons between experimental data and simulation result conrm the validity of the model. In the meantime, evaluation of the importance of some key factors by using the mathematical model for designing is discussed. It shows amplitude and frequency of excitation, as well as uid viscosity, ratio of damping area are the key factors to ensure the performances of the shock absorber. The change of these factors will change the working characteristics and performances of the shock absorber. 2007 Elsevier Ltd. All rights reserved.
Keywords: Electronic equipment; Si-oil coupling shock absorber; Dynamics; Model; Simulation and evaluation

1. Introduction There are some vibrations and impact in moving vehicles for road environments, so electronic equipment must be designed for safety. For example, vibrations come from the road, motion interfere by other instruments, gravitation of the sun and the moon, etc. The frequency of vibrations from these vibration fountains is maybe in 02000 Hz. For example, the computer in moving vehicles will be acted by vibrations and impact. So it must be reinforced in actual applying processing. Research on design of shock absorbers to improve the
*

Corresponding author. Tel.: +86 511 8790779. E-mail addresses: yangpingdm@ujs.edu.cn, yangping1964@163.com (P. Yang).

0094-114X/$ - see front matter 2007 Elsevier Ltd. All rights reserved. doi:10.1016/j.mechmachtheory.2007.06.001

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Nomenclature Q Cd d m Ca n a1a a3a a1o a3o c1 c2 Ag q An L Ff the oil owrate between the two oil chambers dynamic discharge coecient (oil) diameter of the oil orice kinematic viscosity of oil estimating coecient of the additional damping number of orice experimental estimation value of linear stiness coecient of air ball elastic property experimental estimation value of cubic stiness coecient of air ball elastic property experimental estimation value of linear stiness coecient of oil elastic property experimental estimation value of cubic stiness coecient of oil elastic property correspond coecient of the area of the orice when circumuence correspond coecient of the diameter of the orice when circumuence average area of piston by considering the rod hydraulic oil density orice area (oil) length of the oil orice estimation of the friction of the system

dynamic characteristics of electronic equipment system in harsh environment is a very important technology problem. Most designs include a shock absorber to moderate violent impacts and to attenuate vibrations so as to improve vibration-impact safety. An accurate characterization of the shock absorber is of paramount importance for suciently precise mathematical models of the shock absorber for design purposes [19]. More recently, some literatures have discussed the characteristics of vibration isolator or shock absorber in theoretical aspect or in test investigation. For example, Yang Ping [14] discussed the performance and response of a shock absorber or vibration isolator with combined Coulomb damping, viscous damping quadratic damping and Dung spring in humorous or random vibration excitations in theoretical and experimental aspect. A mathematical model of the multi-medium vibration isolator is presented. An approximate solution was implemented to analyze numerical characteristics of the multi-medium coupling vibration system. Some numerical characteristics of the system are shown by changing the parameters. Yang [5], discussed development of a design curve for particle impact dampers. A power measurement technique enabled time-ecient measurement of the damping properties of the PID. Using the power measurement technique, a large number of experiments were conducted to determine the eects of vibration amplitude, excitation frequency, gap size, nominal particle diameter, and particle mass on the dissipated power and eective mass of the PID. A physical interpretation of the design curves is given. The performance of a PID on a structure veried the predictive capabilities. Lee and Moon [6] discussed a new mathematical dynamic model of a displacement-sensitive shock absorber to predict the dynamic characteristics of an automotive shock absorber. The proposed model of the DSSA is considered as two modes of the damping force (i.e. soft and hard) according to the position of the piston. The analytical results of the damping force characteristics are compared with the experimental results to prove the eectiveness. The results reported provided a better understanding of the shock absorber. Evelson and Rafalovskaya [7] discussed a method of calculation of quasistatic deformation of metal-elastomer elements of shock absorbers. Information about methods, algorithm and software for FEM analysis of quasistatic deformation of elastomer in metal-elastomer elements of shock absorbers is presented in the study. The geometrical nonlinearity of the process and incompressibility of elastomer as well as complicated boundary conditions (including dry friction) are taken into account. Kostek et al. [8] discussed an eigenvector analysis of an active vibration control system. In this paper active vibration control is studied via the system eigenvectors. The specic control system analyzed uses a single actuator-sensor pair in a one-dimensional system. The results illustrate the complexity that is overlooked by focusing exclusively on attenuation at a single point.

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The objective of this paper is to provide a systematic investigation to design or evaluation for protection of electronic equipments system in harsh vibration and impact environment (for example, the computer system in moving vehicles). A micro-structure oil damping shock absorber is designed through coupling oil and air ball. In fact, damping forces of the shock absorber show complex nonlinear characteristics in dynamic test. On the basis of the geometric construction and physical construction of a prototype, adopting dierent degrees of simplication regarding uid-dynamic phenomena, this paper will develop a mathematical model to describe the nonlinear phenomena occurring within the shock absorber. The results obtained by numerical simulation are then compared with experimental results to conrm the validity of the model. In the last, evaluation of the importance of some key factors by using the mathematical model for designing is discussed. So the research work establishes theoretical and experimental foundation for design of the shock absorber. 2. Description of reinforcement for electronic equipment system Fig. 1 shows a system scheme of protection design for electronic equipments in moving vehicle. The system must package many types of electronic equipment in moving vehicle. The shock absorber were xed on the base packaging board if there are some vibrations or impacts applied on straight direction because road environment, and the other side will be xed by some shock absorbers in order to resist the vibrations if vibrations being in other side. In general, the straight direction is the leading vibration direction. It must be considered chiey in reinforcement design for system. In fact, reinforcement design is the most economic measure if applying the general electronic equipments to work in harsh environment. In Fig. 1, shock absorber is the key factor for the dynamics of the reinforcement system. So the dynamics of the shock absorber must be designed well-connected. 3. Description of physical structure and mechanical model of the novel oil coupled shock absorber Fig. 2 shows a cross-section of the novel oil coupled shock absorber and its mechanical model. A novel damping structure is designed to achieve oil damping function. There are some orices on low-ring of the damping pot 4 (damping structure). The oil will ow in a pressing state and dissipate energy by extrusion

Fig. 1. Protection design for electronic equipments in moving vehicle.

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Fig. 2. Physical structure and mechanical model of the prototype shock absorber.

of the piston 5 reciprocating motion for external vibration excitation. In oil ow process, it will press air ball 3 and shows adjustment for elastic property of the system. 4. Experimental results of the working characteristics of the shock absorber 4.1. Experimental set-up Fig. 3 shows the experimental set-up. The performances of the novel shock absorber can be tested by this system. The shock absorber is mounted on an electrodynamic shaker; the lower end is xed to the vibrating table of the shaker and the opposite end to the mass block. The signal producer and the power amplier in Fig. 3a are used to control the shaker, while the time histories of input state variables and output state variables are acquired by means of two accelerometer sensors and a acquisition system (a two-channel data collecting instrument). The electrograph is used to observe the natural state of the signal. The picture of the dynamic testing system is showed in Fig. 3b. Large amounts of experimental data have been gathered regarding the shock absorber lled with hydraulic oil and air. The inuence of amplitude and frequency of sine excitation, as well as the inuence of uid viscosity, ratio of damping area, additional damping force and friction were investigated. 4.2. Processing of damping force by measure data One of the basic assumptions made in this test is that the shock absorber behaves as a Single-Degree-ofFreedom (SDOF) system. Under this assumption, because one end of the absorber is held xed to the shaker and an external time-varying displacement xt or acceleration t is applied to the this end, the equation of x motion of the free end is given by Newton second law, mt f z; z a1a a1o zt a3a a3o z3 t 0 y _ 1

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P. Yang et al. / Mechanism and Machine Theory 43 (2008) 1832

Fig. 3. Experimental set-up for dynamic testing.

Where m is the mass which xed to the another end of the shock absorber (it represents the mass of equipment), a1 ; a3 is the nonlinear coecient of the spring, and f z; z is the coupling damping force of the shock _ absorber. Based on above equation we can get, f z; z mt a1a a1o zt a3a a3o z3 t _ y Because zt yt xt So we can get, f z; z mt a1a a1o yt xt a3a a3o yt xt3 _ y 3 2

In the experimental set-up, we can test the data of t; t. They are the input data and output data in the y x experimental set-up. So we can get the coupling damping force by applying Eq. (3). 4.3. Performance of the shock absorber Fig. 4a illustrates the performance of the shock absorber in vibration test. It can be evaluated by absolute acceleration transmissibility vs. frequency of the excitation. The absolute acceleration transmissibility is dened as the ratio of maximum acceleration of the mass block to that of the base motion (the motion of the vibrating table of the shaker). In Fig. 4a, every one of the curves shows two-frequency bands, which has distinct characteristic of acceleration transmissibility. One is named resonance band. In resonance band, the shock absorber shows a high-level damping characteristic. It can make the acceleration transmissibility approach 1, which means the resonance hump can be silenced. All the absolute acceleration transmissibility in vibration is less than 2.5. The other is named isolation band. It has a quick drop. In Fig. 4b, it is the description of performance of the shock absorber in impact experimental test. It can be evaluated by input and output absolute acceleration on mass vs. impulse time when the base is acted by impact excitation. The curves show the output absolute acceleration amplitude is less than input absolute acceleration amplitude in marked situation and the ratio between output and input falls in 0.40.6. This shows the novel shock absorber can resist violent impact.

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3 1--400cst 2--600cst 3--900cst

23

Absolute acceleration transmissibility

2.5

1.5

0.5

10

15

20

25

30

35

40

45

50

Frequency of the excitation f-Hz

(a) The acceleration transmissibility under vibration
300

250

200

Acceleration a-m/s2

150

100

50

-50

0.005

0.01

0.015

0.02

0.025

0.03

Time t-s (b) The output and input curves under impact
Fig. 4. The performances of the novel oil shock absorber.

All of above show the novel oil coupling shock absorber has a good dynamic performance for resisting violent impact and attenuating vibration and controllable design-capability, for example we can design the shock absorber with non-resonance peak and a good performance of resisting impact. Figs. 5 and 6 illustrate the working characteristics of the shock absorber. The curves are presented as damping force versus relative velocity and relative displacement to clearly show the eect of the sine excitation. Comparing Figs. 5 and 6 shows that the nonlinear eect changed as the excitation frequency increased with the higher frequency giving lower output force at the maximum velocity point. The test results show that the shock absorber provides a good repeatable performance. The experimental results were used as basis for the engineering model.

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80 60 40

P. Yang et al. / Mechanism and Machine Theory 43 (2008) 1832

Damping force F-N

20 0 -20 -40 -60 -80 -200

-150

-100

-50

50

100

150

200

Relative velocity v -mm/s

(a) Coupling damping forcerelative velocity
60

40

Damping force F-N

20

-20

-40

-60 -2.5

-2

-1.5

-1

-0.5

0.5

1.5

2.5

Relative displacement z-mm

(b) Coupling damping forcerelative displacement
Fig. 5. Damping force variations sine excitation, frequency of 12 Hz.

5. Mathematical model and simulation 5.1. Oil damping During shock absorber motion, the oil ow through the orices varies with time, not only in value but also in sign. The various damping eects of the hydraulic oil were included in the model. Assuming that the oil is incompressible, the oil damping force is given by

P. Yang et al. / Mechanism and Machine Theory 43 (2008) 1832

60 The first amplitude The second amplitude

25

40

Coupling damping force F -N

20

-20

-40

-60

-80 -250

-200

-150

-100

-50

50

100

150

200

250

Relative velocity v-mm/s (a) Coupling damping forcerelative velocity

60 The first amplitude The second amplitude

40

Coupling damping force F -N

20

-20

-40

-60

-80 -2.5

-2

-1.5

-1

-0.5

0.5

1.5

2.5

Relative displacement z-mm

(b) Coupling damping forcerelative displacement
Fig. 6. Damping force variations sine excitation, frequency of 15 Hz.

(1) Throttling damping force along the ow path Q Ag zt _ 4

Laminar ow theory yields Poiseuilles equation, where the pressure drop for the throttling loss can be calculated by s 2jDP 1 j 5 Q C d c 1 An signDP 1 q

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P. Yang et al. / Mechanism and Machine Theory 43 (2008) 1832

So the throttling damping force along the ow path can be calculated as q A3 z2 t g _ sign_ t z F 1 Ag DP 1 2 2C d c2 A2 1 n

(2) Laminar ow damping force along the ow path Using the same principle, the pressure drop for the laminar ow losses through the orices can be calculated as Qn Therefore DP 2 128Lqm Ag npc2 d
4

pd 4 DP 2 128Lqm

zt _

So the oil damping force along the ow path due to the laminar ow losses can be calculated as A2 g F 2 Ag DP 2 128Lqm zt _ npc2 d4 (3) Inertia ow damping force along the ow path The pressure drop due to the inertia ow loss can be calculated as Ag DP 3 Lq t z c 1 An F 3 Ag DP 3 Lq A2 g t z An

10 11

5.2. Structural damping force The system will produce additional damping forces as the relative displacement changes. Harris and Crede showed that a system with micro-damping material will express a strong damping force as the amplitude increases which can be evaluated as F 4 C a zt 5.3. Friction damping force The friction damping force is given by F 5 F f sign_ t z 5.4. Mathematical model Combining these ve forces into a mathematical model of the shock absorber dynamics gives mt z q A3 z2 t g _ 2C 2 c2 A2 1 n d sign_ t 128Lqm z
3

12

13

A2 g npc2 d

zt Lq _ 4

A2 g t C a zt F f sign_ t z z c 1 An 14

x a1a a1o zt a3a a3o z t mt

The model contains all the physical parameters of the shock absorbers, so it can be used for shock absorber design.

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5.5. Comparison between the experimental results and simulation Fig. 7 is the comparison between one of the test results and simulation, the numerical simulation can be obtained by using Eq. (14) in MATLAB, t is the actual input signal. x The numerical simulation can simulate the actual characteristics of the shock absorber in approximate by contrasting the experimental results and the numerical simulation. There is a light distortion in simulating results that may be caused without introducing the compressibility of oil or other errors (metrical and data managing error). The research on more accurate mathematical model of the shock absorber is a future work.

60 simulation test data

40

Damping force F-N

20

-20

-40

-60

-80 -150

-100

-50

50

100

150

Relative velocity v-mm/s

(a) Damping forcerelative velocity
60 simulation test data

40

20

Damping force F-N

-20

-40

-60

-80 -2

-1.5

-1

-0.5

0.5

1.5

Relative displacement z-mm

(b) Damping forcerelative displacement
Fig. 7. Comparison between the test results and simulation with the third amplitude in Fig. 5.

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6. Evaluation of the importance of some key factors by using the mathematical model for designing In general, uid viscosity, ratio of oil damping area, as well as amplitude and frequency of excitation are the key factors to ensure the performances of the shock absorber. It is necessary to discuss the inuence of these factors with the mathematical model to get some the theoretical reference for actual designing. 6.1. Change of oil viscosity During shock absorber operations, the oil ow through the orice is notably time varying, not only in value but also in sign. Fig. 8 shows the curves of characteristics under the change of oil viscosity. The model has been used to investigate the inuence of oil viscosity on damping forcerelative velocity cycle shape. The other
100 80 100

Coupling damping force F-N

60 40 20 0 -20 -40 -60 -80 -500

a=25 m/s 2 f=20(Hz) viscidity is 400

80 60 40 20 0 -20 -40 -60 -80 -500

a=25 m/s 2 f=20(Hz) viscidity is 600

100 80 60 40 20 0 -20 -40 -60 -80 -500

a=25 m/s 2 f=20(Hz) viscidity is 800

500

500

500

Relative velocity v-mm/s

100 80 60 40 20 0 -20 -40 -60 -80 -5 viscidity is 400 100 80 60 40 20 0 -20 -40 -60 -80 -5 viscidity is 600 100 80 60 40 20 0 -20 -40 -60 -80 -5 viscidity is 800

Coupling damping force F-N

Relative displacement z-mm

Fig. 8. The inuence of oil viscosity on damping forcerelative velocity.

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parameters were xed and oil viscosity was varied from 400 mm2/s to 800 mm2/s. The results obtained for sine excitation are shown in Fig. 8. It is clear that by increasing oil viscosity, the area of the cycle remains unchanged and become steeper. The maximum relative velocity decrease grows with oil viscosity. 6.2. Change of the number of oil orices (the ratio of oil damping area) Fig. 9 shows the curves of characteristics under change of the number of oil orices. The model has been used to investigate the inuence of ratio of oil damping area on damping forcerelative velocity cycle shape. The other parameters were xed and the number of orices was varied from 20 to 80. The results obtained for sine excitation (at acceleration amplitude = 25 m/s2, frequency = 20 Hz) are shown in Fig. 9. It is clear that by increasing the number of oil orices, the area of the cycle increase and
150 150 150

a=25 m/s 2 f=20Hz n=20

a=25 m/s 2 f=20Hz n=40

100 100

a=25 m/s 2 f=20Hz n=60

Coupling damping force F-N

100

50

50

50

-50

-50

-50

-100 -500

500

-100 -500

-100 500 -500

500

Relative velocity v-mm/s

150 150 150

a=25 m/s 2 f=20Hz n=20

a=25 m/s f=20Hz n=40

100

a=25 m/s 2 f=20Hz n=40

100

Coupling damping force F-N

100

50

50

50

-50

-50

-50

-100 -5

-100 -5

-100 -5

Relative displacement z-mm

Fig. 9. The inuence of the number of oil orices on damping forcerelative velocity.

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P. Yang et al. / Mechanism and Machine Theory 43 (2008) 1832

become more gently, the damping force obtained at maximum relative velocity decreases. The maximum relative velocity increases, grows with the number of oil orice. 6.3. Change of amplitude of the excitation The model has been used to investigate the inuence of excitation amplitude on damping forcerelative velocity cycle shape. The other parameters were xed and acceleration amplitude was varied from 15 m/s2 to 35 m/s2. The results obtained for sine excitation are shown in Fig. 10. It is clear that by increasing the acceleration amplitude of excitation, the area of the cycle increase and the damping force obtained at maximum relative velocity increase. The maximum relative velocity increases, grows with the acceleration amplitude.

150

150

150

a=15 m/s 2
100 100

a=25 m/s 2
100

a=35 m/s 2

Coupling damping force F-N

50

50

50

-50

-50

-50

-100

-100

-100

-150 -500

500

-150 -500

500

-150 -500

500

Relative velocity v-mm/s

60 150 150

a =15 m/s 2 f=20(Hz)

40 100

a=25 m/s f=20(Hz)

a=35 m/s 2 f=20(Hz)

100

Coupling damping force F-N

20 50 0 0 -20

50

-50

-40

-50

-100

-60 -2

-100 -5

-150 -5

Relative displacement z-mm

Fig. 10. The inuence of excitation amplitude on damping forcerelative velocity.

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6.4. Change of frequency of the excitation Fig. 11 shows the curves of characteristic under change of frequency of the excitation. The model has been used to investigate the inuence of excitation frequency on damping forcerelative velocity cycle shape. The other parameters were xed and frequency was varied from 8 Hz to 15 Hz (the acceleration amplitude is 25 m/s2). The results obtained for sine excitation are shown in Fig. 11. It is clear that by increasing the frequency of excitation, the area of the cycle decrease and the damping force obtained at maximum relative velocity decrease.

80 60 40 20

80

80

a=25 m/s 2 f=8(Hz)

60

a=25 m/s f=15(Hz)

60 40 20

a=25 m/s 2 f=20(Hz)

Coupling damping force F-N

40

20 0 0 -20 -40 -60 -80 -200 -20 -20 -40 -60 -80 -200 0

-40

200

-60 -200

200

200

Relative velocity v-mm/s

60 80 60

a=25 m/s 2 f=8(Hz)

40

60

a=25 m/s 2 f=15(Hz)

40

a=25 m/s 2 f=20(Hz)

Coupling damping force F-N

40 20 20 0 0 -20 -20 -40 -40 -20 0 20

-40

-60 -5

-60 -2

-60 -2

Relative displacement z-mm

Fig. 11. The inuence of excitation frequency on damping forcerelative velocity.

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7. Conclusions and future work (1) A novel oil coupling shock absorber was investigated for reinforcement of electronic in system. It has a good dynamic performance and controllable design-capability. (2) A mathematical model of the dynamic behavior of the shock absorber has been developed in order to describe the characteristics occurring within the shock absorber, the numerical simulation show the model can simulate the actual shock absorber in approximate. The model will be the academic basis for a future work, for example, optimum design and application for engineering. (3) By contrasting the experimental results and the numerical simulation, there is a light distortion that may be caused modeling error, test error and experimental estimation value of some parameters, for example the air or oil elastic property in the model. The research on more accurate mathematical model of the shock absorber is a future work. (4) Evaluation of the importance of some key factors by using the mathematical model for designing is discussed. It shows amplitude and frequency of excitation, as well as oil viscosity, ratio of damping area are the key factor to ensure the performance of the shock absorber. The change of these factors will change working characteristics and performance of the shock absorber. So it establishes theoretical foundation for the design of the shock absorber.

Acknowledgements The author acknowledge the support of National Natural Science Foundation of China, National Defense Natural Science Foundation of China (No. 00J16.2.5.DZ0502), Special Science Foundation for MiddleYoung academic leader of Jiangsu high education in China (Qinglan Gongcheng Project), the support of Natural Science Foundation of Gangxi province of China (No. 0339037), the Natural Science Foundation for Qualied Personnel of Jiangsu University (04JDG027) and the Science Foundation of Jiangsu Higher Education Institution (06KJD460044), Special Science Foundation for Middle-Young academic leader of Guangxi high education in China during the course of this work. References
[1] Ping Yang, Yonghong Tan, Jianming Yang, et al., Simulation on dynamic characteristics of a wire gauze-uid damping shock absorber, Mech. Syst. Sig. Process. 20 (3) (2006) 745756. [2] Yang Ping, Experimental and mathematical evaluation of dynamic behaviour of an oil-air coupling shock absorber, Mech. Syst. Sig. Process. 17 (6) (2003) 13671379. [3] Ping Yang, Numerical characteristics analysis of multi-medium coupling vibration isolator, J. Mech. Eng. 56 (5) (2005) 289305. [4] Ping Yang, Approximate solution of a multi-medium coupling nonlinear isolator under random vibration excitation, Eng. Mech. 23 (7) (2006) 170175, In Chinese. [5] M.Y. Yang, G.A. Lesieutre, S.A. Hambric, G.H. Koopmann, Development of a design curve for particle impact dampers, Noise Control Eng. J. 53 (1) (2005) 513. [6] Choon-Tae Lee, Byung-young Moon, Study of the simulation model of a displacement-sensitive shock absorber of a vehicle by considering the uid force, Proc. Institut. Mech. Eng. Part D (Journal of Automobile Engineering) 219 (8) (2005) 965975. [7] L.I. Evelson, M.Ya. Rafalovskaya, Method of calculation of quasistatic deformation of metal-elastomer elements of shock absorbers, Kauchuk i Rezina 2 (2005) 5058. [8] Theodore M. Kostek, Charles Krousgrill, Matthew A. Franchek, Eigenvector analysis of an active vibration control system, Noise Control Eng. J. 52 (4) (2004) 169178. [9] C.M. Harris, C.E. Crede, Shock and Vibration Handbook, MC-Graw-Hill, 1990. Yang Ping: He is currently a professor in Jiangsu University in China, also is currently a director of China Precision Machine Society and a senior member of Chinese Institute of Electronics. He received his Ph.D in mechanical engineering from Huazhong University of Science and Technology (HUST) in 2001. He engaged in sciences research in Concordia University. His research interests focus on the theoretical aspect and CAD of mechanical system for the purposes of design and control.