By :-

PIYUSH MALVIYA
(172090013)
 INTRODUCTION
 LITERATURE REVIEW
 HOW DOES DAMPER WORK?
 DAMPER SPECIFICATIONS
 RESULTS
 CONCLUSION
 REFERENCES
Damper is a device that deadens, restrains, or depresses shocks or
vibrations.
 Problem Statement- Study of development of a parametric model
of an automotive damper .
 Scope- In design, tools that increase productivity or decrease
necessary testing are crucial for success. Hence a valid design tool
could aid in the choice of dampers and save hours of trial and error
testing.
 Methodology - The present methodology for designing damper
is based on testing a large number of prototypes and hence a large
number of prototypes are needed to be manufactured. Hence here
we are concerned on the methodology establishment for analysis
and obtaining characteristics curves.
 Lang was one of the first to examine the
internal physics of a damper in an attempt to model
their behavior.
 Reybrouck presented a parametric model of an mono
tube damper to account for the hysteretic effects of
automotive damper.
 Talbott’s presented a physical model for monotube
racing damper. One major goal of this model was to
correlate the model to the real physics of the damper
to avoid experimental correction factors used in
earlier models.
TANNER GEN 2 DAMPER
Compression Stroke Flow Diagram Rebound Stroke Flow
Diagram
 • The damper used is a
Tanner Externally
Adjustable Generation 2 .
• It is a gas charged
monotube configuration
with a floating piston
which separates the gas
and oil chambers.
Tanner Generation 2 Damper
 CASE 1
AMPLITUDE =12.7 mm

300 F max F min X max X min Frequenc

y
200
100 -75.3318 12.7 -12.7 1.599
100
1.599Hz

0 2.49
184.7743 -161.225 12.7 -12.7 2.49
-20 -10 0 10 20 3.15
-100 x axis
1unit=5
270.6064 -247.057 12.7 -12.7 3.15
mm
-200
y axis
1
-300 unit=100
 CASE 2
AMPLITUDE =25.4 mm

F max F min X max X min Frequency

251.463 -252.686 25.4 -25.4 1.599

611.786 -587.776 25.4 -25.4 2.49

946.786 -922.781 25.4 -25.4 3.15

 FORCE VS. DISPLACEMENT CURVE FOR VARYING
NUMBER OF PISTON ORIFICES

150
F max F min X max X min Frequenc No. of
100 y holes

50 90.34786 -66.7668 12.7 -12.7 1.59 4

1 hole

0 2 holes
-20 -10 0 10 20
109.6472 -86.0664 12.7 -12.7 1.59 2
4 holes
-50
x axis
-100
1unit=5 127.2011 -103.62 12.7 -12.7 1.59 1
mm
y axis
-150
 150

F max F min X max X min Frequency No. of

100 holes

111.8392 -88.7072 12.7 -12.7 1.59 1

50
1 Hole

2 Holes
98.06591 -75.068 12.7 -12.7 1.59 2
0 4 Holes
-200 -100 0 100 200
x axis
1unit=50 82.8 -59.82 12.7 -12.7 1.59 4
-50
mm/s
y axis
1
-100

Force vs. Velocity curve for 1 hole, 2 holes, 3 holes

 • Case 1
FREQUENCY 1.59 HZ

300
F max F min X max X min Frequency
200

98.1673 -74.5865 12.7 -12.7 1.59

100
12.7 mm

0 19.05 mm
171.7962 -148.215 19.05 -19.05 1.59
-40 -20 0 20 40 25.4 mm
-100 x axis
1unit=10mm
y axis
272.8294 -249.249 25.4 -25.4 1.59
-200 1 unit=100N

-300
 FORCE VS DISPLACEMENT FOR CONSTANT FREQUENCY
AND VARYING AMPLITUDE.

• Case 2
FREQUENCY 3.15
HZ
F max F min X max X min Frequency
1500

1000 182.9903 -159.41 12.7 -12.7 2.49

500
12.7 mm
359.6509 -336.07 19.05 -19.05 2.49
0 19.05 mm
-40 -20 0 20 40 25.4 mm
-500
x axis 602.6923 -579.112 25.4 -25.4 2.49
1unit=10m
-1000
m
y axis
-1500
 FORCE VS. VELOCITY FOR VARYING DENSITY

200
F max F min X max X min Frequenc Density
150 y

100 915.3 kg/m3

98.1673 -74.5865 12.7 -12.7 1.59 915.3

50
457.67 kg/m3

0 68.20371 -44.6229 12.7 -12.7 1.59 457.67

-200 -100 0 100 200 1830.61
-50 x axis
kg/m3
1 unit=50 156.2656 -132.685 12.7 -12.7 1.59 1830.61
-100 m/s
y axis
-150
 The model produces FV and FD plots with good agreement
with respect to the magnitude of the force and the nonlinear
trend of the forces.
 The model does not predict hysteresis. The exclusion of
compressibility of the fluid may be one cause of its absence.
 Reducing piston orifice size or number have a large impact on
damping force.
 Model can be used as a design tool in suspension design and is
of great importance in reducing the damper testing time.
 Lang H.H., A Study of the Characteristics of Automotive Hydraulic
Dampers at High Stroking Frequencies, Ph.D. Dissertation, University of
Michigan, Ann Arbor, 1997.
 Reybrouck K.G., A Non Linear Parametric Model of an Automotive Shock
Absorber, SAE Technical Paper Series 940869, 1994.
 Kim D., Analysis of Hydraulic Shock – Absorber and Implementation on
the Vehicle Suspension Systems, M.S. Thesis, Seoul National University,
S. Korea, 1993.
 Talbott M.S., Starkey J., An Experimentally Validated Physical Model of a
High Performance Mono-Tube Damper, SAE Technical Paper Series 2002-
01-3337, 2002.
 Mollica R,.Youcef-Toumi K.,A Nonlinear Dynamic Model of a Monotube
Shock Absorber,Proceedings of the American Control
Conference,Albuquerque,NM,June 1997,pp. 704-708.
 Mollica R., Nonlinear Dynamic Model and Simulation of a High Pressure
Monotube Shock Absorber Using the Bond Graph Method, M.S.
Thesis,Massachusetts Institute of Technology, Cambridge, MA, 1997
 Talbott M.S., An Experimentally Validated Physical Model of a High
Performance Automotive Damper, M.S. Thesis, Purdue University,
Lafayette,IN, 2002
 Talbott M.S., Starkey J., An Experimentally Validated Physical Model of a
High Performance Mono-Tube Damper, SAE Technical Paper Series 2002-
01-3337,2002.
 Tanner Racing Products, 2006, “G2 Carbon Shim Kit 85602”, 15 May,
2006. http://www.tannerracing.com
 Roark R.J., Young W.C., Formulas for Stress and Strain, 5th Edition,
McGraw-Hill, New York, pp.324-343, 1975
THANK YOU