Savitribai Phule Pune University

Div. - T.E. “A” Roll. No. - 09

A
SEMINAR
ON

“MEASUREMENT OF SHOCK
ABSORBER CHARACTERISTICS”

Submitted By:
Mr. Shaikh Afsar A. Rashid
Exam Seat No –T120090973

In partial fulfillment of
Third Year Mechanical Engineering

Under the Guidance of

Prof. A.D. Kachare
Department Of Mechanical Engineering

Padmashri Dr.VithalraoVikhePatil
College of Engineering, Ahmednagar.
[2015-16]
 Savitribai Phule Pune University

PADMASHRI DR. VITHALRAO VIKHE PATIL COLLEGE OF

ENGINEERING, AHMEDNAGAR.

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

T h i s i s t o c e r t i f y t h a t M r . ShaikhAfsarA.Rashid

has successfully completed the seminar work entitled

“MEASUREMENT OF SHOCK ABSORBER

CHARACTERISTICS” under my Supervision in the
partial fulfillment of Bachelor of Engineering –
Mechanical Engineering of SavitribaiPhule Pune
University, during academic year 2015-16.
Date:

Place: Ahmednagar

Prof.A.D.Kachare Dr.K.B.Kale

(Seminar Guide) (H.O.D.)

(External Examiner) Dr. H. N. Kudal

(Principal)
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INDEX

Chapter No. Chapter Name Page No.

Acknowledgement III
List Of Figures IV

List Of Table V
List of Graph VI
Abstract VII
1 Introduction 1
2
Literatature Suevey 5
3
Shock Absorber test rig 6
4
Specification of test rig 11
5 Experimentation and calculation 12
6
Result and Discussion 15
Conclusion 18
References 19
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ACKNOWLEDGEMENT

Every orientation work has imprint of many people and this work is no different.This work
gives me an opportunity to express deep gratitude for the same.

While preparing seminar work received endless help from number of people.This report
would be incomplete if I dont convey my sincere thanks to all those who were involved.

First and foremost I would like to thank my respected guide Prof.A.D.Kachare &
Dr.K.B.Kale (H.O.D., Department of Mechanical Engineering) for giving me an opportunity
to present this seminar and his indispensable support, priceless suggestions and valuable time.

Finally, I wish to thank my friends and my family for being supportive, without whom this
seminar would not have seen the light of day.

Every work is an outcome of full-proof planning, continuous hard work and Organized
effort.This work is a combination of all the three put together sincerely.

Mr. Shaikh Afsar A. Rashid

(T.E.Mechanical)
Exam Seat No-T120090973

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LIST OF FIGURES

Figure No. Name Of Figure Page No.

3.1 Design of Shock Absorber Test Rig 10

3.2 Accelerometer 11

3.3 Wire Displacement Sensor 14

3.4 Signal Conditioning 8 Channel 16

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LIST OF TABLES

Table No. Name Of Table Page No.

4 Specification of test rig 11

6.1 Input data to test rig and displacement 15

obtained at strip chart recorder
6.2 Practical and theoretical transmissibility 15-16

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LIST OF GRAPH

Graph No. Name of Graph Page No.

6.1 Graph of Load vs. Transmissibility 17

6.2 Graph of Speed vs. transmissibility 17

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ABSTRACT

Shock absorber, an example of under damped vibrationsystem is the key element in the
suspension system ofany automobile vehicles which aim to absorb a maximum amount of kinetic
energy and sometimes potential energy. This seminar mainly focuses on the measurement of
transmissibility of shock absorber andits analysis at various loads and speeds. Transmissibility is
a measure of effectiveness of the vibration isolating material. For the measurement ofthe
transmissibility of the shock absorber a test rig is designed and developed. An experiment on the
test rigis carried out at different speeds and loads which lead to the output in terms of sinusoidal
waveform on strip chart recorder. The waveform is used to find out the transmissibility at
different load-speed combination. The results obtained are used to find out the behavior of
transmissibility at different speed and loads.

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1. INRODUCTION

Driving comfort and maneuverability are the primary design objectives in

development of an automobile’s shock-isolation system which transmits fewer
amounts of vibrations to the person sitting on the vehicle. Shock absorber subjected to
the vibratory forces is a necessary component in the vehicle suspension system. It is
an example of under damped vibration system; creating the vibrations under the
external loading on it. It absorbs some amount of force, motion and transmits
remaining amount of force and motion to the person sitting on the vehicle. According
to experiment to produce actual damping condition of shock absorber in room, it is
necessary to construct a device which can produce up and down movement of shock
absorber. Shock absorber tester is developed for this purpose which issued to collect
experimental data. Attempts have been made previously to find out the various shock
absorber properties by various approaches. Rao and Greenberg carried experiment for
measurement of equivalent stiffness and damping properties of shock absorber.
Y. Pingstudied dynamic behavior of an oil-air coupling shock absorber. A K
Samantray developed preloading mechanism for liquid spring /damper shock absorber
and studied the shock isolation properties. For nonlinear viscous damping device
force transmissibility of multi degree of freedom is also studied by Peng and others.
Also simulation and experimental validation of vehicle dynamic characteristic for
displacement sensitive shock absorber with fluid flow modeling. An extensive work
has been done on transmissibility of vibration isolator like SALIM vibration isolator,
Pneumatic Vibration Isolator which is used in various stationary applications.Yang
Ping and other researched on dynamic transmissibility of complex nonlinear coupling
isolator.
From the above literature review it is found that very limited work has been done on
the shock absorber test rig, so far as the loading condition is concerned. This research
paper presents a model test setup to calculate the characteristics of shock absorber at
various loading conditions. The principle mechanism for the basis of this test rig
designed to measure the characteristics is single slider crank mechanism. This
mechanism converts rotary motion of the circulating disc into the linear motion of the
shock absorber. At various loads and speeds combinations the readings on the test rig

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is taken with the help of various sensors mounting on test rig and by using the data,
characteristics of shock absorber is calculated. Testing of shock absorber may be
categorized under two main headings:-
(1) Rig testing of part or whole of the shock absorber;
(2) Road testing of the shock absorber on the vehicle;
Rig testing of complete shock absorbers or their separate parts may be placed under
three further headings:
(1) To measure performance;
(2) To check durability;
(3) To test theoretical models.
Testing of theory is required to validate methods of analysis and to give confidence in
theory for design work. This is likely to involve testing of individual parts or testing
of complete shock absorber to relate damping characteristics, to investigate piston or
rod seal friction effects, etc.Performance testing is required to check that prototypes or
samples of production dampers meet their specifications within tolerance, and are
adequately consistent one to another. Incompetition, performance testing is required
to check that a given valve set-up gives the expected behavior and, again, that
dampers are consistent and in matched pairs. Consistency tests and matching tests are
frequently disappointing because of the sensitivity of the dampers to small
dimensional discrepancies in the valves and to small leakage paths. Adjustable are
frequently inconsistent one to another in their response to the adjustment setting.
Testing may therefore be used to select matched pairs or to refine manufacture and
assembly to the necessary level.
Durability testing is sometimes performed by rig testing, and this can be useful for
initial testing of new materials or production methods, but the primary durability
testing is by road testing.
Road testing may be divided into four main categories
(1) Long-distance testing of durability on public roads;
(2) short-distance durability testing on severe test roads;
(3) Ride and handling testing on public roads;
(4) Ride and handling testing on special test roads.
Long-distance road testing of dampers alone would generally be uneconomic, but is
undertaken in conjunction with reliability testing of all the other parts of complete

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vehicles. Short-distance severe testing of complete vehicles is sometimes used,

driving over pave´ type surfaces or similar. Testing of handling is mainly undertaken
on special circuits; for safety reasons, public roads are not generally suitable for
extreme cornering testing. Ride testing is of course viable on public roads, but special
roads with particular surface conditions obviously offer some advantages. Testing of
the complete vehicle may be intended to assess the suitability of proposed dampers
for a particular vehicle, or to relate actual vehicle behavior in ride and handling to
theoretical predictions in order to validate vehicle dynamics theory for design
purposes. Following are typical plots of interest for shock absorber to characterize it.
(1) Position vs. Time;
(2) Velocity vs. Time;
(3) Acceleration vs. Time;
(4)Force vs. Time;
(5)Force vs. Position;
(6) Force vs. Velocity;
For obtaining such parameters, test rig should be properly design.
There are three main types of testing methodology adopted according to technology
applied and value of damping force.
a) Transient Testing
b) Electromechanical Testers
c)Hydraulic Tester
The transmission of the vibration can be specified by the term force transmissibility.
In order to reduce as much as possible the amount offorce transmitted to the seat of
the vehicle due to the vibration of the vehicle because of interaction with the roads,
vehicles are usually isolated from the roads by means of wheels and suspension
system which involves the shock absorber and the spring damper system in it.
As a result the force transmitted to the seat of vehicle is the sum of the spring & the
damper force of the shock absorber i.e. Ft = kx + cx Force transmissibility is defined
as the amplitude ratio of the transmitted force to the impressed force. The formula for
the force transmissibility is given as per equation(1)
Tr =√{1+(2𝜉𝜔 /𝜔𝑛 )^2}/ √{[1−(2𝜉𝜔 /𝜔𝑛 )^2]^2+[2𝜉𝜔 /𝜔𝑛 ]^2}…………(1)
Where, r = (ω / ω n) = frequency ratio,
ξ = damping factors [1][2]

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2. LITERATURE SURVEY
Attempts have been made previously to find out the various shock absorber properties
by various approaches.Rao and Greenberg carried experiment for measurement of
equivalent stiffness and damping properties of shock absorber. Y. Ping studied
dynamic behavior of an oil-air coupling shock absorber. A K Samantray developed
preloadingmechanism for liquid spring /damper shock absorber and studied the shock
isolation properties. For nonlinear viscous damping device force transmissibility of
multi degree of freedom is also studied by Peng and others. Also simulation and
experimental validation of vehicle dynamic characteristic for displacement sensitive
shock absorber with fluid flow modelling. An extensive work has been done on
transmissibility of vibration isolator like SALIM vibration isolator Pneumatic
Vibration Isolator which is used in various stationary applications. Yang Ping and
other researched on dynamic transmissibility of complex nonlinear coupling isolator.
From the above literature review it is found that very limited work has been done on
the force transmissibility of the shock absorber so far as the loading condition is
concerned. This experimental research work presents a model to calculate the force
Transmissibility of shock absorber at various loading conditions. The principle
mechanism for the basis of this test rig designed to measure the force transmissibility
is scotch yoke mechanism. This mechanism converts rotary motion of the circulating
disc into the linear motion of the shock absorber. At various loads and speeds
combinations the readings on the test rig is taken with the help of bar graph recorder
and by using the data available from the graphs in terms of amplitude the
transmissibility at various load-speed combinations is calculated. [3]

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3. SHOCK ABSORBER TEST RIG

The design of shock absorber test rig has been developed for vibration measurement
System. This product actually developed to test and indicates the condition of shock
Absorber in automotive vehicle. As it functioning, this product can be used as a tool
to verify the capability of shock absorber. Figure 3.1 shows the complete of the design
of shock absorber test rig. This shock absorber test rig is a rigid structure with two
main components connected vertical. The upper vertical is the shock absorber while
the lower connection to the base structure is the pneumatic cylinder. The upper and
lower component is divided by the middle plate. This middle plate is supported with
two units of guide shaft for smooth movement. The shaft holder is placed at each end
of the guide shaft for protecting and secures the guide shaft joints. The complete
shock absorber test rig is system consist of a few important parts which are: shock
absorber, guide shaft, linear guide bushes, air cylinder, air regulator and air pilot
valve. This test rig is design for interchangeable shock absorber testing. Therefore, it
can be used to test the shock absorber according to: vehicle 850ccand 1600cc
capacity. In order to collect signals generated from the test rig components, there are
the sensors positioned on the test rig. The unit of accelerometer is secured on the
middle plate to record signal from the vibration caused from the cylinder when
activated to compress the shock absorber. The accelerometer is low impedance,
voltage mode designed for vibration measurement.

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Fig 3. 1: Design of shock absorber test rig

The sensing element (accelerometer) actually is in contact with the process and
Gives an output which depends in some way on the variable to be measured. Than
The element that take the output of accelerometer and convert it into more suitable for
further processing is a signal conditioning elements. Therefore, it is suitably
processed and modified in the signal conditioning element so as to obtain the output

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in desired form. Figure 3.2shows the picture of accelerometer. As vibration can be

express as a function of displacement, a unit of wire displacement sensor is installed
at the middle plate. This wire is pulled and secured to the top plate. So, the
compression of shock absorber from the activation of cylinder will show the
displacement. The picture of wire displacement sensor is show in Figure 3.3.

Fig3.2: Accelerometer

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Fig.3.3: Wire displacement sensor

Furthermore, one unit of force sensor is mounted to the cylinder shaft at middle plate.
This is to measure the force generated from the cylinder when activated to push up the
shock absorber. The data acquisition system used is the digital type using a digital
computer and has multiple channels for measurement of various physical variables.
The computer controls the addressing, data input and processes the signals as desired
for display and storage. The computer, control the addressing and data input and
processes the signal as desired for display and storage. Data acquisition system
consists of the components which are:
a) Personal Computer
b) 8 channels signal analyzer
c) Analog to digital acquisition card
d) Software (DEWESoft 6.3)
e) Amplifiers
Figure 3.4 shows the 8 channel rack signal analyzer. The sensors that are secured on
The shock absorber test rig are connected to the computer using this 8 channel rack.
This 8 channel rack is a signal conditioning element. The output from the sensors is
converted into more suitable output for further processing. It is because the output of
the transducers or sensors element is usually too small to operate an indicator or a
recorder. Therefore, it is suitably processed and modified in signal conditioning
element to obtain the outputting desired form.

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Fig 3. 4: Signal Conditioning 8 Channel

This shock absorber test rig is designed for vibration measurement to analyze the
Capability of shock absorber. Before the analysis on the shock absorber is done, this
test rig must be tested. In order to perform testing on shock absorber test rig, the
shock absorber was mounted on the test rig. For activation of the cylinder, the
minimum of air supply from 2 to 7 bars is required. This air is directly supplied to air
regulator then to solenoid valve. The right button is pressed to activate the pneumatic
Cylinder to compress the shock absorber. The other button was pressed to bring back
The pneumatic cylinder to home position. When the test rig is at home position, the
Cylinder piston is retracted.
The input signal of all sensors is recorded by the Data Acquisition System after
generated from the test rig. The force generated from the cylinder is measured by the
load cell. The displacement of the shock absorber is measured by wire displacement
sensor while the vibration of the middle plate is measured by accelerometer. All the
input signal from the sensor than were processed to get the output data. [2]

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4. SPECIFICATION OF TEST RIG

Sr. Component Quantity Specification

No:
1 DC Motor 1 P=0.5HP, 1500 RPM
2 Circular disc 1 d= 195 mm, t= 12 mm
3 Bearing 1 SKF 6202
4 Shock Absorber 1 BajajM80(Moped),
k=17000 N/m
5 Bushes 2 I.D.= 37mm, O.D.=
42mm,
h= 76mm
6 Pillar 2 d= 37 mm, h=960mm
7 Connecting 2 l=410 mm, h=76 mm
Plates
8 C-Channel 1 L= 920mm, b=
(base) 600mm,
h= 78mm
9 Solid 1 d= 43mm, h=450mm
bar(For back
bush)
10 Rectangular 1 L= 160mm, h=
Slot 50mm,t= 6mm
11 Eccentricity - e=40mm
12 Disc - d =13mm, l=40 mm
Protrusion

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5. EXPERIMENTATION AND CALCULATION

Following steps are followed while conducting an experiment
1. Connect all the set up equipment.
2. Connect the motor to dimmer stat and the strip chart recorder to voltage eliminator.
3. Assure the proper connection and check it once again.
4. Now take the weights (in kg) and place it on the top of the bush on weight stand.
5. Start the motor with the help of power supply through dimmer stat and measure the
speed of the motor in RPM using the tachometer.
6. Start the strip chart recorder and maintain the constant speed of it.
7. Obtain the readings (Sinusoidal wave) on the recorder and record the speed and the
load at which it is obtained.
8. Repeat the same procedure for various speed and load combinations and obtain the
readings.
Calculation
The readings on the strip chart recorder for various load-speed combinations are
obtained. The reading for the 49.05 N load and 120 rpm speed is shown below in
Figure 5.1

Fig.5.1 Reading for load 49.5N & 120 RPM

Similar readings are obtained for different loading and speed conditions with different
peak to peak amplitude.

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A) Theoretical approach to transmissibility caWe knowthe following standard values

for the Bajaj M80 shock absorber as follows:

K=17000 N/m
Cc=320 N/ms

Deflection of the spring(x) can be recorded on the graph at various load-speed

combinations.

Now,

Sample calculation for load (W) = 49.05N and

Speed (n) =120 RPM is given as below.
Fdw= Dead Weight (Bush+ Shock absorber weight)………… (2)
= (3.5+1.5)*9.81
= 49.05 N
F1 = K*X1 …………….. (3)
= 17000*0.00294
= 49.98 N
F2= F1+Fdw …………….. (4)
= 49.98+49.05
= 99.03
ω = 2*(π)*n/60 …………….. (5)
= 12.57 RPS
K’= [K^2 + (c ω) ^2] ^ (1/2) …………….. (6)
= [170002 + (31.94*12.57) ^2] ^ (1/2)
= 17004.74 N/m
Ftr = K’ * X2 = 49.82 N ……………….. (7)
(Tr)Theoretical= Ftr / F2
= 0.5031

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Where-
F1= Dynamic force due to spring
F2= Total dynamic force = F1+ Fdw
Fdw= Dead weight (Weight of shock absorber=1.5 kg and weight of bush=3.5 kg is
added while calculating the dead weight as it also contributes in the to the total
weight.)
Ftr= Transmitted force
X1=Deflection of spring without dashpot.
X2=Deflection of spring with dashpot.
B) Practical approach to transmissibility calculation: Readings on the strip chart
recorder in the form of sinusoidal waveform are taken. These readings are nothing but
the representation of the force transmission. Line AB is supposed to be the center line
of the waveform but due to the application of load and speed the center transfers to
the upwards and the new centerline will be the CD. Hence from the readings obtained
We can calculate the transmissibility practically using equation

Tr(practical) =

𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒𝑓𝑟𝑜𝑚𝑡ℎ𝑒𝑢𝑝𝑝𝑒𝑟𝑝𝑒𝑎𝑘𝑡𝑜𝑡ℎ𝑒𝑐𝑒𝑛𝑡𝑟𝑒𝑜𝑓𝑡ℎ𝑒𝑤𝑎𝑣𝑒𝑓𝑜𝑟𝑚
(𝐿𝑖𝑛𝑒𝐶𝐷)
𝑝𝑒𝑎𝑘𝑡𝑜𝑝𝑒𝑎𝑘𝑎𝑚𝑝𝑙𝑖𝑡𝑢𝑑𝑒 /2

………………………………. (8)
For W= 49.01N and
n= 120 rpm
(Tr)Practical= 18/24

=0.75

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6. RESULT AND DISCUSSION

The results for the loads 49.05N (0 kg), 68.67N (2 Kg),88.29N (4 Kg) and speeds 120
RPM, 150RPM, and 180RPM with their combinations is take. Results for practical
and theoretical transmissibility are obtained. Table 6.1 shows the values of the inputs
given to the test rig and table 6.2 shows the results obtained.

Table 6.1 Input data to test rig and displacements obtained at strip charrecorder

LOAD SPEED FDW (N) X1(m) X2(m)

(RPM)
0KG 120 49.05 0.00294 0.00293
150 49.05 0.00295 0.00295
180 49.05 0.00298 0.00298
2KG 120 68.67 0.00409 0.00409
150 68.67 0.00413 0.00412
180 68.67 0.00417 0.00417
4KG 120 88.29 0.00526 0.00526
150 88.29 0.00530 0.00531
180 88.29 0.00535 0.00536

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Table 6.2 Practical and theoretical Transmissibility

F1 (N) F2 (N) FTR TR TR

(N) (Pract.) (Theo,)
49.98 99.03 99.82 0.75 0.5031
50.15 99.2 50.17 0.76 0.5057
50.66 99.71 50.69 0.78 0.5084
69.53 138.2 69.55 0.68 0.5033
70.21 138.88 70.09 0.69 0.5045
70.89 139.59 70.93 0.71 0.5082
89.42 177.71 89.44 0.64 0.5033
90.1 178.39 90.31 0.66 0.5062
90.95 179.24 91.18 0.67 0.5087

From the data obtained in Table 6.1 and Table 6.2 graphs can be plotted for the
speed verses Transmissibility and Load verses Transmissibility. The graphs are given
in
Figure 6.1 and Figure 6.2

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Fig 6.1. Graph of Load vs. Transmissibility

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Fig 6.2 Graph of Speed vs. transmissibility

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CONCLUSION

1) From Fig.6.1 it is clear that as load increases at constant speed, the transmissibility
of the system goes on decreasing practically. There is increase in transmissibility
calculated by theory but it is nearly negligible.
2) From Fig.6.2 it can be concluded that when speed increases at constant load, the
transmissibility of the system goes on increasing. Practically it shows the increase in
distinct manner while theoretically it shows very small increase.

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REFRENCES
[1] H.R.Sapramer,Dr.G.D.Acharya’’Test Rig Design for Measurement of Shock
Absorber Characteristics.’ Afro - Asian International Conference on Science,
Engineering & Technology
AAICSET-2015
ISBN: 9-780993-909238y”.
[2]M.S.M.Sani, M.M.Raheman, M.M.Noor, K.Kadirgama and M.R.M.Rejab”Study
on Dynamic Characteristics of Automotive Shock Absorber System” Malaysian
Science and Technology Congress, MSTC08, 16~17 Dec, KLCC, Malaysia, 2008.
[3] Nikhil S. Kothawade1,Amol D. Halwar1,Ajay I. Chaudhari1,Bhushan
R.Mahajan2’’Design of Shock Absorber Test Rig for Measurement and Analysis
ofTransmissibility’’International Journal of Engineering Research &
Technology(IJERT)Vol. 3 Issue 1, January - 2014

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