Studies on the Practical Use of a Colloidal Damper, a Machine Element Based on a Novel Principle of Energy Dissipation

本文提出了汽车悬架和汽车保险杠两种可能的实际应用，并从实际角度研究了胶体阻尼器的动态特性。具体而言，基于CD的紧凑设计，制造了用于车辆悬架和/或保险杠的真正产品。为了增加阻尼器的寿命，胶体溶液被引入到一个由过滤器与主缸分离的水箱中，主缸中只提供水。一方面，为了研究这种新型机械元件的阻尼能力，本工作考虑了3种用于汽车悬架的减振器：使用过的减振器（行驶距离为10万公里）、未使用的减振器（行驶距离为0公里）和新设计的减振器。首先，在经典疲劳试验台上对所有减振器进行了正弦振动试验。结果表明，无论是否并联安装压缩弹簧，CD都可以成功地应用于车辆悬架；当然，当弹簧被省略时，车辆的悬架变得更简单，更轻。然后，将上述三种类型的吸振器安装在一辆真实的汽车上，并安装了振动测量设备。进行了汽车在欢乐阶和半正弦阶上的行驶试验，评估了汽车的乘坐舒适性以及粗糙路面对汽车传动轴的振动传递系数。结果表明，油减振器的老化过程使汽车的平顺性系数和传递性系数增大。对于本工作中测试的CD，所获得的结果与未使用和使用过的油阻尼器所获得的结果是中间的。然而，对于所有三种类型的减震器，在不同的行驶速度下，汽车的乘坐舒适系数在10-100范围内变化；因此，当乘坐时间间隔增加到1小时以上时，车内乘客可能会生病，注意力集中能力受到严重影响。在这里，只进行了与压缩线圈弹簧平行安装的CD测试，但在这项工作的未来发展中，CD将在没有通常附加弹簧的情况下进行测试。此外，通过尝试不同类型的硅胶和调整预增压以实现对阻尼率的有效控制，人们期望在1-10范围内降低汽车的乘坐舒适系数，即在没有振动引起的疾病的间隔内。另一方面，在本工作中，设计并制造了一个包含CD结构的碰撞试验台（屏障型）。代替真正的车辆，使用了装有汽油发动机型（车重5.8公斤，最大行驶速度60公里/小时）的无线电控制汽车。利用钢琴线引导小车走向碰撞试验台。安装了碰撞测量设备，并估算了相对于汽车动能的CD阻尼能力。基于这些结果，计算被试车辆正面碰撞时的安全系数成为可能。少

In this work, the vehicle suspension and the vehicle bumper are proposed as two possible practical applications of the colloidal damper (CD), and its dynamic characteristics are investigated from a practical point of view. Concretely, based on a compact design of the CD, the real product destined to vehicle suspensions and/or bumpers was manufactured. In order to increase the damper's life, the colloidal solution is introduced inside of a tank that is separated by a filter from the main cylinder, in which only water was supplied.On one hand, in order to investigate the damping abilities of such novel machine element, in this work, 3 types of absorbers destined to vehicle suspension are considered: used oil damper (after 100,000 km travel distance), unused oil damper (0 km travel distance) and the new designed CD. Firstly, all these absorbers were experimented under sinusoidal vibrations on a classical fatigue test rig. Results obtained demonstrate that the CD can be successfully employ … More ed for vehicle suspensions both with and without a compression coil-spring mounted in parallel; certainly, when the spring is omitted, the vehicle's suspension becomes simpler and lighter. Then, all 3 types of absorbers described previously were mounted on the body of a real car and the vibration measurement equipment was installed. Travel tests of the auto-vehicle on joy-steps and half-sinusoidal steps were performed, and the car's ride-comfort factors, as well as the transmissibility factor of vibrations from the rough pavement to the car's drive-shafts were evaluated. Results obtained demonstrate that the aging-process of the oil damper produces an augmentation of the car's ride-comfort factor and also of the transmissibility factor. For the CD subjected to tests in this work, the results obtained were intermediate to those obtained for the unused and used oil dampers. However, for all 3 types of absorbers, subjected to various travel speeds, the car's ride-comfort factor varied in the range 10-100; accordingly, when the riding-time interval increases over 1hour, the vehicle's passengers might fell sick and their concentration abilities are badly affected. Here, only tests with the CD mounted in parallel to a compression coil-spring were performed, but during the future developments of this work, CD will be tested without the usual attached spring. Moreover, by trying different types of silica gel and by adjusting the pre-pressurization to achieve an efficient control of the damping rates one expects a reduction of the car's riding-comfort factor in the range 1-10, i.e., in the interval without vibration-induced sickness.On the other hand, in this work a collision test rig (barrier type) that incorporates in its structure a CD was designed and manufactured. Instead of a real vehicle a radio-controlled car equipped with a gasoline engine type (car weight: 5.8kg, maximum travel speed: 60km/h) was employed. Such mini-vehicle was guided toward the collision test rig by using a piano-wire. Collison measurement equipment was installed and the CD damping ability relative to the kinetic energy of the car was estimated. Based on such results it became possible to calculate the safety factor of tested vehicle at frontal collision. Less