nitro shock absorber seminars pdf
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I want research paper on nitro shock absorber
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A shock absorber is basically a hydraulic damping mechanism to control the vibrations of the spring. It controls the movements of the spring in both directions: when the spring is compressed and when it is extended, the amount of resistance required in each direction is determined by the type of vehicle, the type of suspension, the location of the damper in the suspension system Y The position in which it is mounted. Shock absorbers are a critical product that determines the character of a car not only by improving the quality of driving but also by operating to control the attitude and stability of the car body.

Operating principle :-

The damping mechanism of a damper is viscous damping. Viscosity is the property of a fluid by virtue of which it offers resistance to the movement of one layer over the adjacent one. The main components of a viscous damper are the cylinder, the piston and the viscous fluid. There is a play between the cylinder walls and the piston. The further the distance will be the velocity of the piston in the viscous fluid and will offer less value of coefficient of viscous damping. The basic system is shown below. The damping force is opposite to the speed direction.

In common with railway wagons and locomotives, most early motor vehicles used leaf springs. One of the features of these springs was that friction between the blades offered some degree of damping and in a 1912 revision of the vehicle suspension the lack of this feature in helical springs was the reason why it was "impossible" to use them as Main springs. However, the amount of damping provided by the friction of the leaf spring was limited and variable depending on the conditions of the springs, whether wet or dry. It also worked in both directions. The front motorcycle suspension adopted Spring Druid forks coiled around 1906, and similar designs later added rotary drag cushions, which cushioned both ways - but were adjustable (eg, forks Webb 1924). These friction disc dampers were also installed in many cars.

One of the problems with cars was the large variation in weight of the spring between slightly loaded and fully loaded, especially for the rear springs. When they were heavily loaded, the springs could protrude and, apart from the rubber "bumpers", there were attempts to use heavy springs with auxiliary springs to soften the ride when they were lightly loaded, often called "shock absorbers". Realizing that the spring and combination of vehicles rebounded with a characteristic frequency, these auxiliary springs were designed with a different period, but were not a solution to the problem that the spring bounce after hitting a blow could pull his seat . What was called for was a damping that operated on the rebound.

Although C.L. Horock arrived with a design in 1901 that had hydraulic cushioning, which worked in only one direction. It does not seem to have entered production immediately, while mechanical shock absorbers like the Gabriel Snubber began to be installed in the late 1900s (also the Stromberg Anti-Shox similar). These used a belt wound inside a device in such a way that it wound freely under the action of a spiral spring, but resisted the friction when it was excised. Gabriel Snubbers were installed in an 11.9HP Arrol-Johnston car that broke the 6-hour Class B record at Brooklands in late 1912, and the Automotive daily noted that this shock absorber might have a great future to compete because of its weight Lightweight and easy fit.

One of the earliest hydraulic cushions to come into production was the Telesco shock absorber, exhibited at the 1912 Olympia Motor Show and circulated by Carburadores Polyrhoe Ltd.  This contained a spring inside the telescopic unit Such as the pure spring type shock absorbers mentioned above, but also oil and an internal valve so that the oil would cushion in the rebound direction. The Telesco unit was installed at the rear end of the leaf spring, instead of the rear spring to the chassis mount, so that it was part of the spring system, albeit a hydraulically damped part.  This arrangement was presumably selected because it was easy to apply to existing vehicles, but meant that hydraulic damping was not applied to the action of the main leaf spring, but only to the action of the auxiliary spring in the unit itself.
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