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

本文将汽车悬架和汽车保险杠作为胶体阻尼器的两种可能的实际应用，从实用的角度研究了胶体阻尼器的动力特性。具体地说，基于光盘的紧凑设计，制造了用于车辆悬挂和/或保险杠的真正产品。为了提高减振器的使用寿命，将胶体溶液引入由过滤器与主缸隔开的仅供水的油箱中。一方面，为了研究这种新型机械元件的减振性能，本文考虑了用于车辆悬架的3种类型的减振器：使用过的减振器(行驶10万公里后)、未使用的减振器(行驶距离为0公里)和新设计的CD。首先，在经典疲劳试验台上进行了正弦振动试验。结果表明，该光盘可以成功地使用…有和没有平行安装的压缩螺旋弹簧的车辆悬架都有更多的动力；当然，当弹簧被省略时，车辆的悬架变得更简单和更轻。然后，将上述3种减振器安装在实车车身上，并安装了振动测量设备。进行了该车在喜悦台阶和半正弦台阶上的行驶试验，评价了该车的平顺性系数以及振动从凹凸不平的路面到传动轴的传递系数。结果表明，油压减振器的老化过程使轿车的平顺性系数和传动率系数均有所提高。对于在这项工作中接受测试的CD，所获得的结果与未使用和已使用的油阻尼器所获得的结果是中间的。然而，对于三种类型的减振器，在不同的行驶速度下，汽车的平顺性系数在10-100之间变化，相应地，当行驶时间间隔增加超过1小时时，车辆的乘客可能会感到不适，注意力集中能力受到严重影响。在这里，只进行了CD与压缩螺旋弹簧平行安装的测试，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并通过调整预加压来实现阻尼率的有效控制，人们预计汽车的乘坐舒适性系数将在1-10的范围内降低，即在没有振动引起的疾病的间隔内。另一方面，在本工作中，设计并制造了在其结构中结合CD的碰撞试验台(障碍型)。使用的不是真正的车辆，而是配备了汽油发动机的无线电控制汽车(车重5.8公斤，最高行驶速度：60公里/小时)。这样的微型车辆通过钢琴钢丝被引导到碰撞试验台。安装了科里森测量装置，估算了Cd相对于汽车动能的减振能力。基于这样的结果，有可能计算测试车辆在正面碰撞时的安全系数。较少

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