This document describes the design and analysis of a shock absorber. It begins with an introduction that defines a shock absorber and discusses its purpose in a vehicle suspension system. It then provides acknowledgements and an abstract. The abstract indicates that a shock absorber was designed in AutoCAD and a 3D model was created. Structural and modal analyses were performed for different materials and loading conditions to determine the best material for the spring.
An automobile differential couples the drive shaft to the rear driving wheels. It allows the outer wheel to rotate faster than the inner wheel during a turn by splitting torque equally between the wheels. A differential consists of one input and two outputs for the two driving wheels. It allows the wheels to rotate at different speeds to accommodate turns while keeping the average rotational input equal to the drive shaft. Differentials are commonly used in automobiles but also have non-automotive applications like performing analog arithmetic or controlling gun aim. There are different types of differentials like epicyclic, spur gear, and bevel gear differentials.
UNIT IV STEERING, BRAKES AND SUSPENSION SYSTEMS karthi keyan
Steering geometry and types of steering gear box-Power Steering, Types of Front Axle, Types of Suspension Systems, Pneumatic and Hydraulic Braking Systems, Antilock Braking System (ABS), electronic brake force distribution (EBD) and Traction Control.
Automobile Engineering-Unit-III-Transmission system of Automobile Dr.S.SURESH
The document summarizes key components of an automobile's transmission system, including the propeller shaft, universal joints, differential, rear axle, and torque converter. It describes the purpose and basic functioning of each component. The propeller shaft transmits power from the engine to the rear axle, using universal joints to allow for flexibility. The differential splits power equally to the two rear wheels while allowing them to spin at different speeds. The rear axle houses the differential and transmits driving force to the wheels. A torque converter, like a clutch, connects the engine to the transmission and isolates the engine from load.
This document provides an overview of a summer training program at Triumph Motors on suspension systems. It discusses the history of Chevrolet, an introduction to suspension systems including their functions and components. The key components discussed are springs, dampers, and struts. Common types of springs like leaf springs and coil springs are described along with how dampers and struts work to absorb shocks and support vehicle weight.
Gearboxes are used in vehicles and machinery to change speed and torque from a power source to another component. A gearbox uses gears and gear trains to provide conversions from high speed, low torque inputs to lower speed, higher torque outputs. It allows an engine to operate at optimal speeds while providing different gear ratios for starting, stopping, and higher speed travel. The main components of a gearbox are the counter shaft, main shaft, gears, and bearings. Gears mesh to transfer power between the shafts and change the speed and torque ratios. Different types of gearboxes include sliding mesh, constant mesh, synchromesh, and epicyclic/planetary designs. Automatic transmissions use hydraulic and planetary gearing
Torsion bars are metal bars used in automobile suspension systems that perform the function of springs. One end of the bar is fixed to the vehicle frame, while the other end is attached to components like the axle or control arm. When forces from driving cause the attached components to twist the bar, it provides resistance like a spring, absorbing shocks from the road. Torsion bars offer benefits like a soft ride, long durability, easy adjustability of vehicle height, and a compact design requiring less interior space compared to coil springs. However, they do not provide progressive spring rates and ride quality can become harsh when adjusted to maximum height. Torsion bar suspension systems are commonly used on trucks, SUVs, and military vehicles.
The document discusses differentials and solid axles. It provides information on different types of differentials including their purpose, history, functional description, and traction-aiding devices. It also discusses live (solid) axles, describing their advantages as simplicity and lower cost, and disadvantages as reduced ride quality and handling due to the wheels not moving independently. Live axles remain common on trucks and other heavy vehicles due to their robustness.
1. The transmission system connects the engine to the wheels through components like the clutch, transmission, transfer case, propeller shaft, differential, and gears.
2. The transmission allows drivers to select between different gear ratios to optimize engine speed and torque based on the vehicle's speed and acceleration needs.
3. Key components include the clutch which connects and disconnects the engine from the transmission, while the transfer case distributes power from the transmission to the front and rear axles for 4-wheel drive vehicles.
An automobile differential couples the drive shaft to the rear driving wheels. It allows the outer wheel to rotate faster than the inner wheel during a turn by splitting torque equally between the wheels. A differential consists of one input and two outputs for the two driving wheels. It allows the wheels to rotate at different speeds to accommodate turns while keeping the average rotational input equal to the drive shaft. Differentials are commonly used in automobiles but also have non-automotive applications like performing analog arithmetic or controlling gun aim. There are different types of differentials like epicyclic, spur gear, and bevel gear differentials.
UNIT IV STEERING, BRAKES AND SUSPENSION SYSTEMS karthi keyan
Steering geometry and types of steering gear box-Power Steering, Types of Front Axle, Types of Suspension Systems, Pneumatic and Hydraulic Braking Systems, Antilock Braking System (ABS), electronic brake force distribution (EBD) and Traction Control.
Automobile Engineering-Unit-III-Transmission system of Automobile Dr.S.SURESH
The document summarizes key components of an automobile's transmission system, including the propeller shaft, universal joints, differential, rear axle, and torque converter. It describes the purpose and basic functioning of each component. The propeller shaft transmits power from the engine to the rear axle, using universal joints to allow for flexibility. The differential splits power equally to the two rear wheels while allowing them to spin at different speeds. The rear axle houses the differential and transmits driving force to the wheels. A torque converter, like a clutch, connects the engine to the transmission and isolates the engine from load.
This document provides an overview of a summer training program at Triumph Motors on suspension systems. It discusses the history of Chevrolet, an introduction to suspension systems including their functions and components. The key components discussed are springs, dampers, and struts. Common types of springs like leaf springs and coil springs are described along with how dampers and struts work to absorb shocks and support vehicle weight.
Gearboxes are used in vehicles and machinery to change speed and torque from a power source to another component. A gearbox uses gears and gear trains to provide conversions from high speed, low torque inputs to lower speed, higher torque outputs. It allows an engine to operate at optimal speeds while providing different gear ratios for starting, stopping, and higher speed travel. The main components of a gearbox are the counter shaft, main shaft, gears, and bearings. Gears mesh to transfer power between the shafts and change the speed and torque ratios. Different types of gearboxes include sliding mesh, constant mesh, synchromesh, and epicyclic/planetary designs. Automatic transmissions use hydraulic and planetary gearing
Torsion bars are metal bars used in automobile suspension systems that perform the function of springs. One end of the bar is fixed to the vehicle frame, while the other end is attached to components like the axle or control arm. When forces from driving cause the attached components to twist the bar, it provides resistance like a spring, absorbing shocks from the road. Torsion bars offer benefits like a soft ride, long durability, easy adjustability of vehicle height, and a compact design requiring less interior space compared to coil springs. However, they do not provide progressive spring rates and ride quality can become harsh when adjusted to maximum height. Torsion bar suspension systems are commonly used on trucks, SUVs, and military vehicles.
The document discusses differentials and solid axles. It provides information on different types of differentials including their purpose, history, functional description, and traction-aiding devices. It also discusses live (solid) axles, describing their advantages as simplicity and lower cost, and disadvantages as reduced ride quality and handling due to the wheels not moving independently. Live axles remain common on trucks and other heavy vehicles due to their robustness.
1. The transmission system connects the engine to the wheels through components like the clutch, transmission, transfer case, propeller shaft, differential, and gears.
2. The transmission allows drivers to select between different gear ratios to optimize engine speed and torque based on the vehicle's speed and acceleration needs.
3. Key components include the clutch which connects and disconnects the engine from the transmission, while the transfer case distributes power from the transmission to the front and rear axles for 4-wheel drive vehicles.
Universal joints and constant velocity joints allow a drive shaft to transmit power through a variable angle to accommodate different angles between the driving and driven shafts. A Rzeppa joint specifically consists of an inner and outer spherical shell with grooves that guide balls to allow angular movement between the input and output shafts up to 30 degrees.
The document discusses various components of the rear axle, final drive, and propeller shaft systems of an automobile. It describes the types of rear axle constructions including semi-floating, full-floating, and three-quarter floating axles. It also discusses the different types of gears used in the final drive such as straight bevel gears, spiral bevel gears, and hypoid gears. Additionally, it describes the function of the differential and types of universal joints and slip joints used in the propeller shaft.
The document discusses helical gears. Some key points:
- Helical gears have teeth cut at an angle (helix angle) ranging usually between 15-30 degrees, compared to spur gears which have straight teeth parallel to the shaft axis.
- Helical gears can be parallel, crossed, or herringbone. Herringbone gears cancel thrust loads by using two sets of teeth with opposite hands.
- Helical gears carry more load than equivalent spur gears because the teeth act over a larger effective area due to the helix angle. However, efficiency is lower for helical gears due to increased sliding contact.
- Additional geometry considerations are required for helical gears, including normal and transverse pit
The propeller shaft transmits power from the gearbox to the rear differential. It includes U-joints and a slip joint to adjust for length changes over bumps. There are two main types of propeller shaft: the torque tube type, which fully encloses the shaft in a hollow tube connected to the rear axle housing, and the Hotchkiss type, which absorbs torque through the rear leaf spring using a shaft with universal joints and a sliding joint. Propeller shafts must be dynamically balanced, made of hardened steel to withstand torque loads, and designed to avoid resonance at high speeds.
An axle is a central shaft that supports rotating wheels. On vehicles, the axle can be fixed to the wheels and rotate with them, or fixed to the vehicle with the wheels rotating around it. Bearings are provided where the axle is mounted. The document discusses different types of rear axles like full floating, semi floating, and three quarter floating axles. It also discusses front axles, describing them as either dead or live axles. Finally, it lists four types of stub axles used to connect front wheels to front axles: Elliot, reversed Elliot, Lamoine, and reversed Lamoine.
This document provides an overview of the syllabus for an Automobile Engineering course. The syllabus covers 6 units: introduction and drive train, axles wheels and tires, steering system, suspension and brake system, vehicle performance and safety, electrical system and vehicle maintenance, and electric and hybrid electric vehicles. Unit 1 provides details on the contents which will be covered, including introduction to automobiles, chassis and frames, and drive train. The drive train section will cover transmission systems, clutches, gearboxes, propeller shafts, differentials and final drive. References for the course are also provided.
The gear box which is also known as the transmission system. It is the second element of the power train in an automobile. It is used to change the speed and torque of vehicle according to variety of road and load conditions.
The document discusses the components and purpose of a clutch system. A clutch connects and disconnects two rotating shafts to allow a vehicle to start from a stop and change gears smoothly. The main components are the flywheel, clutch disc, pressure plate, and release bearing. The clutch disc is splined to the transmission input shaft. The pressure plate applies spring force to clamp the disc to the flywheel. Depressing the clutch pedal moves the release bearing to disengage the disc and allow gear changes. There are two main types - wet clutches which operate in fluid and dry clutches which run dry.
Suspension system is the most significant part which heavily affects the vehicle handling performance and ride quality. Because of its structures limit, the passive suspension system can hardly improve the two properties at the same time. Since the advent of active suspension system, it has become the research hot spot. In this review paper we shall see the advantages of the active suspension system over the passive suspensions systems and its incorporation in passenger vehicles.
The suspension System of an automobile is one which separates the wheel/axle assembly from the body. The primary function of the suspension system is to isolate the vehicle structure from shocks & vibration due to irregularities of the road surface.
It is intersecting topic in a mechanical engineering flied which will full fill the things relative to the air brake system and also doubt regarding the brake system in railways .
As we seen the brake system in rails in your day to day life.
This document describes an active suspension system for a vehicle. It discusses the objectives and methodology of the project. The methodology section covers properties of suspension systems like spring rate, wheel rate, weight transfer, travel and damping. It describes the fundamental components of any suspension system including springs, dampers and anti-sway bars. It provides diagrams of typical suspension parts and the contact patch deformation during cornering and over bumps. The document outlines the chapters on literature review, objectives, active suspension design and functions. In conclusion, it presents the abstract which states that the active suspension system aims to improve ride comfort and handling by reducing sprung mass acceleration and suspension deflection.
1. The document discusses different types of clutches used in vehicles, including friction clutches, centrifugal clutches, and positive clutches. It describes the basic workings and components of single plate, multi-plate, and cone plate clutches.
2. Centrifugal and semi-centrifugal clutches use centrifugal force rather than springs, allowing the engine to remain running when stopped without using the clutch pedal.
3. Positive clutches provide positive torque transmission without slip and use interlocking machine elements like gears or jaws to connect the driving and driven shafts.
The document discusses various components of an automobile steering system. It describes the purpose of a steering system as allowing the driver to guide the vehicle. It then explains different types of steering gears including worm and wheel, worm and sector, cam and lever, recirculating ball, and rack and pinion gears. Each type of steering gear is described in terms of its components and how it converts rotational motion of the steering wheel into linear motion to turn the front wheels.
Electronic Power Steering (EPS) by Gaurav RaikarGauravRaikar3
This document summarizes the history and types of electronic power steering systems. It discusses the early developments of power steering in vehicles in the late 19th century. Hydraulic power steering became common starting in the 1950s using hydraulic fluid and actuators to augment steering effort. More recently, electro-hydraulic and electronic power steering have been developed using electric motors and control units instead of hydraulic pumps and fluid. Electronic power steering systems provide variable assistance based on driving conditions and are more energy efficient than hydraulic systems. Future developments may include fully electronic "steer-by-wire" systems without any mechanical linkages between the steering wheel and wheels.
this project is design of bevel gear box
A Gearbox is a device that used for transmitting power from the Power source to
the output shaft. A gearbox has a set of gears that are enclosed in a casing. The gears are
mounted on shafts which rotate freely about their axis
The document describes a regenerative braking system that uses a spiral torsion spring to store kinetic energy during vehicle braking. When braking, the kinetic energy is transferred to the spring, causing it to wind and store potential energy. This stored energy can then be used to assist in accelerating the vehicle by allowing the spring to unwind and transfer rotational energy to the wheels. A mathematical model of the system is developed in MATLAB to analyze the spring deflection and stresses over time. The goal of the system is to improve fuel efficiency by recovering braking energy for reuse during acceleration.
This document provides details about a mechanical engineering project to design a gear box. It includes an introduction that defines gear boxes and their purpose in automobiles. It describes the background and types of gear boxes. It then discusses the various components of a gear box, including gears, shafts, bearings and materials. The document outlines the objectives, methodology and scope of the project to design a gear box that addresses problems with existing designs. It will analyze gear designs, shaft designs, bearing selection and housing design. The project aims to select appropriate materials and perform calculations to develop a safe gear box design that solves current issues.
Universal joints and constant velocity joints allow a drive shaft to transmit power through a variable angle to accommodate different angles between the driving and driven shafts. A Rzeppa joint specifically consists of an inner and outer spherical shell with grooves that guide balls to allow angular movement between the input and output shafts up to 30 degrees.
The document discusses various components of the rear axle, final drive, and propeller shaft systems of an automobile. It describes the types of rear axle constructions including semi-floating, full-floating, and three-quarter floating axles. It also discusses the different types of gears used in the final drive such as straight bevel gears, spiral bevel gears, and hypoid gears. Additionally, it describes the function of the differential and types of universal joints and slip joints used in the propeller shaft.
The document discusses helical gears. Some key points:
- Helical gears have teeth cut at an angle (helix angle) ranging usually between 15-30 degrees, compared to spur gears which have straight teeth parallel to the shaft axis.
- Helical gears can be parallel, crossed, or herringbone. Herringbone gears cancel thrust loads by using two sets of teeth with opposite hands.
- Helical gears carry more load than equivalent spur gears because the teeth act over a larger effective area due to the helix angle. However, efficiency is lower for helical gears due to increased sliding contact.
- Additional geometry considerations are required for helical gears, including normal and transverse pit
The propeller shaft transmits power from the gearbox to the rear differential. It includes U-joints and a slip joint to adjust for length changes over bumps. There are two main types of propeller shaft: the torque tube type, which fully encloses the shaft in a hollow tube connected to the rear axle housing, and the Hotchkiss type, which absorbs torque through the rear leaf spring using a shaft with universal joints and a sliding joint. Propeller shafts must be dynamically balanced, made of hardened steel to withstand torque loads, and designed to avoid resonance at high speeds.
An axle is a central shaft that supports rotating wheels. On vehicles, the axle can be fixed to the wheels and rotate with them, or fixed to the vehicle with the wheels rotating around it. Bearings are provided where the axle is mounted. The document discusses different types of rear axles like full floating, semi floating, and three quarter floating axles. It also discusses front axles, describing them as either dead or live axles. Finally, it lists four types of stub axles used to connect front wheels to front axles: Elliot, reversed Elliot, Lamoine, and reversed Lamoine.
This document provides an overview of the syllabus for an Automobile Engineering course. The syllabus covers 6 units: introduction and drive train, axles wheels and tires, steering system, suspension and brake system, vehicle performance and safety, electrical system and vehicle maintenance, and electric and hybrid electric vehicles. Unit 1 provides details on the contents which will be covered, including introduction to automobiles, chassis and frames, and drive train. The drive train section will cover transmission systems, clutches, gearboxes, propeller shafts, differentials and final drive. References for the course are also provided.
The gear box which is also known as the transmission system. It is the second element of the power train in an automobile. It is used to change the speed and torque of vehicle according to variety of road and load conditions.
The document discusses the components and purpose of a clutch system. A clutch connects and disconnects two rotating shafts to allow a vehicle to start from a stop and change gears smoothly. The main components are the flywheel, clutch disc, pressure plate, and release bearing. The clutch disc is splined to the transmission input shaft. The pressure plate applies spring force to clamp the disc to the flywheel. Depressing the clutch pedal moves the release bearing to disengage the disc and allow gear changes. There are two main types - wet clutches which operate in fluid and dry clutches which run dry.
Suspension system is the most significant part which heavily affects the vehicle handling performance and ride quality. Because of its structures limit, the passive suspension system can hardly improve the two properties at the same time. Since the advent of active suspension system, it has become the research hot spot. In this review paper we shall see the advantages of the active suspension system over the passive suspensions systems and its incorporation in passenger vehicles.
The suspension System of an automobile is one which separates the wheel/axle assembly from the body. The primary function of the suspension system is to isolate the vehicle structure from shocks & vibration due to irregularities of the road surface.
It is intersecting topic in a mechanical engineering flied which will full fill the things relative to the air brake system and also doubt regarding the brake system in railways .
As we seen the brake system in rails in your day to day life.
This document describes an active suspension system for a vehicle. It discusses the objectives and methodology of the project. The methodology section covers properties of suspension systems like spring rate, wheel rate, weight transfer, travel and damping. It describes the fundamental components of any suspension system including springs, dampers and anti-sway bars. It provides diagrams of typical suspension parts and the contact patch deformation during cornering and over bumps. The document outlines the chapters on literature review, objectives, active suspension design and functions. In conclusion, it presents the abstract which states that the active suspension system aims to improve ride comfort and handling by reducing sprung mass acceleration and suspension deflection.
1. The document discusses different types of clutches used in vehicles, including friction clutches, centrifugal clutches, and positive clutches. It describes the basic workings and components of single plate, multi-plate, and cone plate clutches.
2. Centrifugal and semi-centrifugal clutches use centrifugal force rather than springs, allowing the engine to remain running when stopped without using the clutch pedal.
3. Positive clutches provide positive torque transmission without slip and use interlocking machine elements like gears or jaws to connect the driving and driven shafts.
The document discusses various components of an automobile steering system. It describes the purpose of a steering system as allowing the driver to guide the vehicle. It then explains different types of steering gears including worm and wheel, worm and sector, cam and lever, recirculating ball, and rack and pinion gears. Each type of steering gear is described in terms of its components and how it converts rotational motion of the steering wheel into linear motion to turn the front wheels.
Electronic Power Steering (EPS) by Gaurav RaikarGauravRaikar3
This document summarizes the history and types of electronic power steering systems. It discusses the early developments of power steering in vehicles in the late 19th century. Hydraulic power steering became common starting in the 1950s using hydraulic fluid and actuators to augment steering effort. More recently, electro-hydraulic and electronic power steering have been developed using electric motors and control units instead of hydraulic pumps and fluid. Electronic power steering systems provide variable assistance based on driving conditions and are more energy efficient than hydraulic systems. Future developments may include fully electronic "steer-by-wire" systems without any mechanical linkages between the steering wheel and wheels.
this project is design of bevel gear box
A Gearbox is a device that used for transmitting power from the Power source to
the output shaft. A gearbox has a set of gears that are enclosed in a casing. The gears are
mounted on shafts which rotate freely about their axis
The document describes a regenerative braking system that uses a spiral torsion spring to store kinetic energy during vehicle braking. When braking, the kinetic energy is transferred to the spring, causing it to wind and store potential energy. This stored energy can then be used to assist in accelerating the vehicle by allowing the spring to unwind and transfer rotational energy to the wheels. A mathematical model of the system is developed in MATLAB to analyze the spring deflection and stresses over time. The goal of the system is to improve fuel efficiency by recovering braking energy for reuse during acceleration.
This document provides details about a mechanical engineering project to design a gear box. It includes an introduction that defines gear boxes and their purpose in automobiles. It describes the background and types of gear boxes. It then discusses the various components of a gear box, including gears, shafts, bearings and materials. The document outlines the objectives, methodology and scope of the project to design a gear box that addresses problems with existing designs. It will analyze gear designs, shaft designs, bearing selection and housing design. The project aims to select appropriate materials and perform calculations to develop a safe gear box design that solves current issues.
This document provides instructions on various AutoCAD commands for 2D drawing and editing, text and hatching, layers, dimensions, blocks, and external references. It consists of 7 chapters that explain tools for drawing lines, circles, arcs, and other objects; editing objects by moving, copying, rotating, mirroring, and arraying; adding text and hatch patterns; managing layers; creating dimensions; inserting blocks; and linking to external drawings. The goal is to teach civil engineering students how to use AutoCAD for 2D drafting.
This document summarizes a student project to design a hollow block making machine. It was submitted by three students - Fisseha Weldegebrial, Tekele Tesfay and Tesfay Gebrelibanos - to fulfill their degree requirements at Adigrat University in Ethiopia. The project was advised by Redae Haimanot. The machine is intended to produce hollow concrete blocks by compacting a mixture of cement, sand and water into a mold. The mold then vibrates until the mixture reaches the proper consistency and volume, after which the finished block is removed from the machine. The document includes chapters on literature review, material selection, geometric and stress analysis, cost analysis, and conclusions and recommendations.
This document summarizes a new set of models called DriveSE for sizing and estimating the cost of wind turbine hub and drivetrain components. It includes models for the hub, low speed shaft, main bearings, gearbox, bedplate, and yaw system. The models range from semi-empirical to physics-based and are validated against industry data. Validation results show the models reasonably capture first-order sizing but with some deviation from actual component sizes. The models provide a simple yet useful first-order design tool for wind turbine drivetrain analysis.
This document provides an introduction and manual for the design of hollow core slabs. It discusses the manufacturing of hollow core slabs and the materials used. It then covers advantages of hollow core slabs and common framing concepts. The bulk of the document focuses on guidelines for designing hollow core slabs, including flexural and shear design, camber and deflection, composite design, and strand development. It also covers special design considerations like load distribution, effects of openings, continuity, and cantilevers. Finally, it discusses using hollow core slabs as diaphragms to resist lateral loads. The manual is intended to provide design guidance and reference material for engineers and producers working with hollow core slab systems.
This document describes the American Society of Mechanical Engineers (ASME) B31.3-2008 standard for process piping. It provides requirements for materials, design, fabrication, and testing of process piping systems that operate at pressures above atmospheric but below the criteria for power piping. The standard aims to ensure piping systems can withstand all foreseeable internal and external loads and forces for their design life. It covers piping components, joints, flexibility and supports, and specific piping systems like fuel gas, lubricating oil, and compressed air. The document establishes national consensus requirements to help ensure the safe operation of process piping.
This manual provides guidelines for designing the Allan Block Fence system to withstand wind loads. It discusses how wind is measured and how this relates to design wind speeds and pressures. The manual also describes the key components of the Allan Block Fence system, including panels, posts, foundations, and how they work together structurally to transfer loads. Sample calculations are provided for determining required compressive strength, tensile strength, concrete shear capacity, and footing design for a given wind load and site configuration.
This document provides a manual for using the JOINTS add-on module for designing connections in steel and timber structures. It describes the module's features for inputting general data, defining nodes and members, applying loads and internal forces, and selecting national design annexes. It then gives guidance for using the module to analyze and design several common structural connection types, including steel column bases, tower joints, braced frames, and timber-to-steel connections. The document also reviews options for outputting results, evaluating designs, and printing reports and graphics.
This document provides guidelines for designing rural substations and is an update to previous guidelines. It contains information to assist in planning, designing, and constructing substations that are safe, reliable, and cost-effective. The document includes chapters on general design considerations, required documentation, and technical specifications. Appendices provide a checklist of typical substation drawings and an outline for a substation design summary report. The purpose is to give borrowers of the United States Department of Agriculture Rural Utilities Service the information needed to properly design rural substations.
ASME B16.9 (2013) - Factory Made Wrought Buttwelding fittings..pdfbarrantes1974
The document establishes standards for factory-made wrought buttwelding fittings, including:
1) It defines requirements for pressure ratings, sizes, marking, materials, fitting dimensions, surface contours, end preparations, and design proof and production tests.
2) Tables provide dimensional specifications for various fitting types including elbows, tees, crosses, reducers, and caps.
3) Tolerances for fitting dimensions and requirements for welding bevels and root faces are also specified.
Combined heat and power design guide by ASHRAEAli Hasimi Pane
The document provides a guide on implementing combined heat and power (CHP) systems. CHP systems generate electricity and capture waste heat to provide thermal energy in an integrated system. This improves efficiency over separate generation of heat and power. The guide covers CHP technologies, site assessment, system design, installation, operation and maintenance. It is intended to help engineers, architects and others evaluate, select, design and maintain these systems.
This document provides information about the Academic Press Series in Engineering, including:
- The series will include handbooks, textbooks, and professional reference books on cutting-edge engineering topics.
- It will also include single-authored books on state-of-the-art techniques and methods.
- The objective is to meet the needs of academic, industrial, and government engineers, as well as to provide instructional material for undergraduate and graduate teaching.
- The series editor is J. David Irwin, a well-known engineering educator who has been chairman of the electrical engineering department at Auburn University for 27 years.
This document is a report that analyzes replacing regular transmission line conductors with superconductors. It discusses the problems with current transmission lines, such as losses due to resistance, instability, and environmental/safety issues. The report proposes using superconducting cables cooled by liquid hydrogen in underground conduits as a solution. It evaluates the feasibility and costs/benefits of implementing this system compared to alternatives. The conclusion recommends superconducting cables as they would eliminate losses and provide a more efficient, reliable and environmentally friendly grid.
This document provides an overview of the settings, styles, and content included in the AutoCAD Civil 3D 2013 UK and Ireland Country Kit. It includes layers, reports, drawing settings, object styles for various Civil 3D objects, tool palettes, design criteria, and a pipe and structure catalog. The author introduces the kit and provides guidance on customizing the templates for different organizations.
This document is the ASME B31.3-2020 code for process piping. It contains standards and requirements for designing, fabricating, and inspecting process piping systems. The code addresses topics such as design conditions and criteria, pressure ratings of piping components, material selection, welding and joining methods, flexibility and support of piping, and inspection and testing. It is intended to ensure the safe design, fabrication, and operation of process piping systems.
This document outlines a final project to design a four-cylinder internal combustion engine. It discusses the history and development of the engine, from early innovators like Nikolaus Otto to Henry Ford and Rudolf Diesel. It also covers the main components of an engine like the piston, connecting rod, crankshaft, and camshaft. The document provides calculations for designing the engine block, piston group, connecting rod, and crankshaft mechanism. Materials selection and drawings are also included. The goal is to apply engineering principles to design a functional four-cylinder internal combustion engine.
This document provides recommendations for fatigue design of welded joints and components. It was prepared by the Joint Working Group XIII-XV of the International Institute of Welding and is a revision of previous documents from 1996 and 2002-2007. The document contains contributions from various professors and experts in the field and provides guidelines on determining fatigue actions, fatigue resistance of welded joints, and assessing joints with weld imperfections over multiple chapters and sections. Suggestions to further refine the document can be sent to the chairman.
Design and Fabrication of waste compactor SystemADNAN AHMAD
Waste compactor is a machine which is used for the compaction and easy transportation of municipal waste. Compactors were already functional in (Gujranwala waste management company) but they were suffering bending of shovel plate under severe pressure, high maintenance cost and less internal volume for compaction.
After examining all these problems we were designed a new compaction mechanism according to the specifications of a Bradford chess which was given to us by GWMC. 3D Model is made on PRO-E wildfire 4.0. Shovel plate thickness was increased by 1 mm. An Ejection plate was made at an angle of with best supporting features. Sliding mechanism was replaced by roller bearings so we have minimum friction and maintenance problems. 3 Ribs were inserted in shovel plate to strengthen it.
Circuitos elétricos em LaTex. Na pg 145 no pdf tem o código para inverter (invert) os eletrodos da tensão. E outros exemplos podem ser encontrados nesse pdf.
The document discusses the internal combustion engine and pneumatic shaper machine. It provides details on the components of a pneumatic system including the pneumatic cylinder, solenoid valve, air compressor, and their functions. It then describes the different types of shaper machines based on their mechanism, ram position, table design, and cutting stroke. The working principle, construction, and operations of a typical shaper machine are explained. Key advantages include precision, reliability, and ability to produce flat surfaces. Limitations are also outlined.
This document provides an overview of a student project report on the lathe machine. It includes an abstract, acknowledgements, table of contents, and 5 chapters that analyze the properties, characteristics, components, operations, and principles of how the lathe machine works. The first chapter introduces the objectives of studying the lathe machine. The second chapter reviews previous studies on lathes. The third chapter details the types and basic parts of lathes. The fourth chapter discusses lathe accessories and cutting tools. The fifth chapter describes the main operations performed on lathe machines, such as drilling, turning, and chamfering.
This document provides an overview of an internal combustion engine project submitted by three students at Somali National University. It includes an abstract discussing how internal combustion engines convert the chemical energy of fuel into mechanical energy. The document then lists the main parts of an internal combustion engine and describes different engine types, including classifications based on the number of strokes, fuel used, ignition method, number of cylinders, and cylinder arrangement. It discusses the history and development of engines and defines key terms like heat engine. Overall, the document serves as an assignment that covers the basic workings and components of internal combustion engines.
This document discusses the design and drawing of a tire in AutoCAD. It begins with background on the history and development of tires from early wooden wheels to the invention of the pneumatic tire in 1888. It then reviews tire components and classifications. The main body of the document describes the steps to draw a tire in AutoCAD, including using lines, circles, offsets, fillets, and revolve and polar array commands. It includes diagrams of the tire drawing process and the final rendered tire. In conclusion, the document demonstrates how to create a computer-aided design of a tire in AutoCAD.
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Shock absorber
1. SHOCK ABSORBER
ABDINASIR AHMED ABDIRAHMAN ID: 21
AYAN ABDI FARAH ID: 05
LIBAN XUSSEIN JIMCALE ID: 59
An assignment submitted in full filament of the
Requirements for the machine tool course
Faculty of Engineering
Department of electromechanical
SOMALI NATIONAL UNIVERSIT
DEC 2019 |
4. 2
ACKNOWLEDGEMENT
We would like to express our special thanks of gratitude to our teacher ENG. AHMED ALI ABDI who
gave us the golden opportunity to do this wonderful project on the topic SHOCK ABSORBER, which
also helped us in doing a lot of research and we came to know about so many new things.
We are really thankful to him.
Secondly we would also like to thank everyone who helped us a lot in finishing this project within the
limited time.
We are making this project not only for marks but to also increase our knowledge.
THANKS AGAIN TO ALL WHO HELPED US.
5. 3
ABSTRACT
A suspension system or shock absorber is a mechanical device designed to smooth out or damp shock
impulse, and dissipate kinetic energy. The shock absorbers duty is to absorb or dissipate energy. In a
vehicle, it reduces the effect of traveling over rough ground, leading to improved ride quality, and
increase in comfort due to substantially reduced amplitude of disturbances. When a vehicle is traveling
on a level road and the wheels strike a bump, the spring is compressed quickly. The compressed spring
will attempt to return to its normal loaded length and, in so doing, will rebound past its normal height,
causing the body to be lifted. The weight of the vehicle will then push the spring down below its normal
loaded height. This, in turn, causes the spring to rebound again. This bouncing process is repeated over
and over, a little less each time, until the up-and-down movement finally stops. If bouncing is allowed to
go uncontrolled, it will not only cause an uncomfortable ride but will make handling of the vehicle very
difficult. The design of spring in suspension system is very important. In this project a shock absorber is
designed and a 3D model is created using Auto Cad. The model is also changed by changing the
thickness of the spring. Structural analysis and modal analysis are done on the shock absorber by
varying material for spring, Spring Steel and Beryllium Copper. The analysis is done by considering
loads, bike weight, single person and 2 persons. Structural analysis is done to validate the strength and
modal analysis is done to determine the displacements for different frequencies for number of modes.
Comparison is done for two materials to verify best material for spring in Shock absorber. Modeling is
done in Auto Cad and Auto Cad is commercial computer-Aided design (CAD) and drafting software
application. Developed and marketed Autodesk.
Index Terms: damp shock, kinetic energy, Auto Cad, and 3D shock absorber
6. 4
List of figures page
Figure 1.1 “The horseless age”, March 1905, Truffault-Hartford advertisement...................................... 6
Figure 1.2 Drawing for the original shock absorber patent granted on March 18, 1902. ......................... 7
Figure 1.3All above from “The Horseless Age” November 7, 190 6 issue. ............................................. 7
Figure 1.4 “the horseless Age” October 26, 1906 issue, the”vestal shock absorber”................................ 8
Figure 1.5 Rear shock absorber and spring of a BMW R75/5 motorcycle. .............................................. 9
Figure 1.6 Twin tube shock absorber.................................................................................................... 10
Figure 1.7 Mono tube shock absorber................................................................................................... 11
Figure 1.8 Characteristic of the damping force ..................................................................................... 11
Figure 1.9 Parts of shock absorber........................................................................................................ 12
Figure 2.1 Picture showing the design of a twin-tube shock absorber, which is the type used in this
project.................................................................................................................................................. 13
Figure 2.2 Illustration of a shim stack valve ......................................................................................... 14
Figure 2.3 Shock absorber curve .......................................................................................................... 15
Figure 2.4 3. 1the detailed damper model from the Automotive Demos library..................................... 17
Figure 3.1 step one............................................................................................................................... 18
Figure 3.2 step two............................................................................................................................... 18
Figure 3.3 upper mount ........................................................................................................................ 19
Figure 3.4 inner parts ........................................................................................................................... 19
Figure 3.5 spring .................................................................................................................................. 20
Figure 3.6 Assembly ............................................................................................................................ 20
7. 5
Contents
ACKNOWLEDGEMENT ................................................................................................................................... 2
ABSTRACT........................................................................................................................................................ 3
List of figures...................................................................................................................................................... 4
1. INRODUCTION ............................................................................................................................................. 6
1.1 History of shock absorber........................................................................................................................ 6
1.2 Description............................................................................................................................................... 8
1.3 Explanation.............................................................................................................................................. 8
1.4 Applications ............................................................................................................................................. 9
1.5 Vehicle suspension ................................................................................................................................... 9
1.6 Structures and types shock absorber .....................................................................................................10
1.6.1 Twin tube type ...................................................................................................................................10
1.6.2 Mono tube type ..................................................................................................................................10
1.6.3 What are damping forces? ..................................................................................................................11
The same shape as the genuine shock absorber............................................................................................12
1.7 Design Calculations for Helical springs for Shock absorbers................................................................12
2 THEORIES AND LITERATURE STUDY......................................................................................................13
2.1 Shock absorber theory............................................................................................................................13
2.2 Overview .................................................................................................................................................16
3 DRAWING SHOCK ABSORBER IN AUTOCAD..........................................................................................18
3.1 Introduction to AutoCAD.......................................................................................................................18
3.2 Drawing in AutoCAD .............................................................................................................................18
3.3 Commands we use ....................................................................................................................................20
4 CONCLUSIONS.............................................................................................................................................21
5 REFERENCES................................................................................................................................................22
8. 6
1. INRODUCTION
A shock absorber or damper is a mechanical device designed to smooth out or damp shock impulse, and
dissipate kinetic energy.
1.1 History of shock absorber
Figure 1.1 “The horseless age”, March 1905, Truffault-Hartford advertisement.
In 1898, French cyclist J.M.M Truffault invented what appears to be the very first shock absorber to be used on
a vehicle, after installing it on a bicycle. It consisted of a front fork with a suspension that used coil springs and
a friction device that minimized vibration.
The next year Edward V.Hartford, an American, witnessed a motor-tricycle race in France that was won by a
Darracq ridden by Marcellin and powered by 12HP Buchet twin-cylinder engine.
It was equipped with a La fourche Truffautl, a sprung- fork built by the Frenchman with his new invention.
9. 7
Figure 1.2 Drawing for the original shock absorber patent granted on March 18, 1902.
The two soon became friends after Hartford had Truffault install a unit on his 21/4 HP de Dion tricycle with
what he described as most gratifying results. In the fall of 1900 he purchased one of the new 1901 curved-
dashed Oldsmobile’s and shipped it to France to have his friend experiment with and install a set of the device
on the little car. After the cars return to the states, the pair who was working together was unable to interest any
American manufactures in using the shock, other than one offer from one to buy the patent.
Negotiations back in France with Peugeot resulted in the automaker installing them on his own car and also
selling a few sets.
The first real marketing success of the friction dampers came when Leon Thery was able to see the merit of
using them and equipped his Richard-Brasier racing car with a set. The units in turn helped him as he went on to
win the 1904 Gordon Bennett Cup race.
Figure 1.3All above from “The Horseless Age” November 7, 190 6 issue.
Above is the earliest article we have been able to find covering the shock absorber and its development here is
this century. Shock absorber, written by E.S.Foljambe and found in The horseless Age October 26, 1906 issue,
covers the full range of friction, pneumatic, hydraulic and spring action devices that were available and being
applied at the time. It makes for an interesting read all about the use, testing and application of the subject at the
dawn of early motoring here in this country.
10. 8
Figure 1.4 “the horseless Age” October 26, 1906 issue, the”vestal shock absorber”
1.2 Description
Pneumatic and hydraulic shock absorbers commonly take the form of a cylinder with a sliding piston inside.
The cylinder is filled with a fluid (such as hydraulic fluid) or air. This fluid-filled piston/cylinder combination is
a dashpot.
1.3 Explanation
The shock absorbers duty is to absorb or dissipate energy. One design consideration, when designing or
choosing a shock absorber, is where that energy will go. In most dashpots, energy is converted to heat inside the
viscous fluid. In hydraulic cylinders, the hydraulic fluid will heat up, while in air cylinders, the hot air is usually
11. 9
exhausted to the atmosphere. In other types of dashpots, such as electromagnetic ones, the dissipated energy can
be stored and used later. In general terms, shock absorbers help cushion cars on uneven roads.
1.4 Applications
Shock absorbers are an important part of automobile and motorcycle suspensions, aircraft landing gear, and the
supports for many industrial machines. Large shock absorbers have also been used in structural engineering to
reduce the susceptibility of structures to earthquake damage and resonance. A transverse mounted shock
absorber, called a yaw damper, helps keep railcars from swaying excessively from side to side and are
important in passenger railroads, commuter rail and rapid transit systems because they prevent railcars from
damaging station platforms. The success of passive damping technologies in suppressing vibration amplitudes
could be ascertained with the fact that it has a market size of around $ 4.5 billion.
Figure 1.5 Rear shock absorber and spring of a BMW R75/5 motorcycle.
1.5 Vehicle suspension
In a vehicle, it reduces the effect of traveling over rough ground, leading to improved ride quality, and
increase in comfort due to substantially reduced amplitude of disturbances. Without shock absorbers, the
vehicle would have a bouncing ride, as energy is stored in the spring and then released to the vehicle,
possibly exceeding the allowed range of suspension movement. Control of excessive suspension movement
without shock absorption requires stiffer (higher rate) springs, which would in turn give a harsh ride. Shock
absorbers allow the use of soft (lower rate) springs while controlling the rate of suspension movement in
response to bumps. They also, along with hysteresis in the tire itself, damp the motion of the unspring
weight up and down on the springiness of the tire. Since the tire is not as soft as the springs, effective wheel
bounce damping may require stiffer shocks than would be ideal for the vehicle motion alone. Spring-based
shock absorbers commonly use coil springs or leaf springs, though torsion bars can be used in tensional
shocks as well. Ideal springs alone, however, are not shock absorbers as springs only store and do not
dissipate or absorb energy. Vehicles typically employ springs and torsion bars as well as hydraulic shock
absorbers. In this combination, "shock absorber" is reserved specifically for the hydraulic piston that
absorbs and dissipates vibration.
12. 10
1.6 Structures and types shock absorber
Today's automotive suspension systems incorporate cylinder-type shock absorbers, most of which are of the
double-acting type that generate damping forces in both the extending and contracting strokes.
These shock absorbers can be either the twin tube type or mono tube type, depending on the type of car and the
car's suspension.
1.6.1 Twin tube type
The twin tube type features a dual tube configuration. The piston valve generates damping forces in the
extending stroke, while the base valve generates damping forces in the contracting stroke.
This type offers a wide adjustment range for length and readily withstands minor chips from flying rock
particles. For this reason, it's widely used in automotive suspensions.
Figure 1.6 Twin tube shock absorber
1.6.2 Mono tube type
The mono tube type has an inline arrangement featuring an oil chamber and a gas chamber. The piston valve
generates damping forces in both the extending and contracting strokes.
Due to these characteristics, damping forces have a linear relationship to piston movement. In addition, this type
is easy to tune and offers good heat dissipation. They're often used in sport suspensions.
13. 11
Figure 1.7 Mono tube shock absorber
1.6.3 What are damping forces?
While the shock absorber's specific role is to limit spring motion and stabilize the car body, the damping forces
mentioned here refer to the force that damps the movement of the relatively massive frame of the car as quickly
as possible.
How are damping forces generated? As shown in the figure below and to the right, the piston moves inside a
barrel filled with oil.
The piston features a hole that passes through its length. As the car body pitches or bounces, moving the piston,
oil is forced through this hole against resistance. This resistance is the damping force.
That is a characteristic of the damping force. (See the figure below to the left.)
Figure 1.8 Characteristic of the damping force
The structure and types of shock absorber
14. 12
The same shape as the genuine shock absorber
The main body of the shock absorber has the same shape as the genuine part to enable use with the genuine
springs and other parts currently installed on your car. The genuine form type of shock absorber is ideal for
customers who want to replace worn main bodies or customers who want to use a combination of a genuine
form main body and a genuine form sport-type spring.
Another benefit is that maintenance procedures for the genuine form shock absorber are the same as for the
genuine part.
Figure 1.9 Parts of shock absorber
.
1.7 Design Calculations for Helical springs for Shock absorbers
Material: Steel (modulus of rigidity) G = 41000 Mean diameter of a coil D=62mm Diameter of
wire d = 8mm
Total no of coils n1= 18
Height h = 220mm
Outer diameter of spring coil D0 = D +d =70mm
No of active turns n= 14
Weight of bike = 125kgs
Let weight of 1 person = 75Kgs Weight of 2 persons = 75×2=150Kgs
15. 13
2 THEORIES AND LITERATURE STUDY
To be able to understand the problem and how others have approached it, a literature study was carried out
during the first weeks of the project. The basics of shock absorbers, earlier models of shock absorbers, modeling
in Auto Cad and validation and testing of earlier models were researched.
2.1 Shock absorber theory
The dampers that will be modeled in this project are twin-tube dampers. Twin-tube means that the shock
absorber consists of two chambers as can be seen in figure 2.1. The outer chamber contains, in addition to the
oil, pressurized gas on top. This gas is pressurized to keep the pressure of the oil from dropping too much,
which would result in cavitation. (Dixon, 2007)
The layout of the different parts of a twin-tube shock absorber can be seen in figure 2.1. The valves that control
the oil flow are located in the piston and in the base.
The damping during low speeds in the shock absorber is dominated by oil flow through channels in
the piston and base valves that are always open. These valves are commonly known as bleed valves
or low speed valves. When the speed increases a pressure difference occurs. Upon the pressure
difference the secondary valves start to open and the effective coefficient of damping decreases,
these valves commonly consists of shim stacks.
Figure 2.1 Picture showing the design of a twin-tube shock absorber, which is the type used in this project
16. 14
The piston and base valve consists of valves to control the oil flow. The configuration of the valves differ
between different shock absorbers, the shock absorbers modeled in this project use compression valves on both
the piston and base, a rebound valve on the piston and a check valve on the rebound side of the base. The most
common type of valve is the shim stack. A shim stack valve is a pile of thin discs on top of a channel, when a
pressure difference occurs on the top and bottom of the shim stack the discs deflect resulting in an increased
opening area. A schematic view of a shim stack can be seen in figure 2.2. To get satisfactory damping during
slow movements the shim stacks are often fitted with an orifice disc in the bottom, which acts as the low speed
valve. The orifice disc has cut-outs along the edge, providing a small area that is always open independent on
the pressure difference. Shim stacks may be set up in a number of different ways, with or without an orifice disc
and pyramidal or cylindrical are the most common differences. Some shim stacks use a spacer and a stop disc;
these are fitted on top of the stack and control the maximum deflection. The shock absorbers modeled in this
projects use a pre-tensioned spring on top of the shim stack that delay the opening of the valve, this is however
not very common. In Figure 2.2 the compression valve on the base of one of the shock absorbers used in this
project can be seen. The parts are, from the left hand side, the stop disc and spacer disc controlling the
maximum deflection, the four shims, the orifice disc and the base. Note the channels on the base leading up to
the shims.
Figure 2.2 Illustration of a shim stack valve
17. 15
The hysteresis phenomena that becomes obvious in the phase plot showing the force versus velocity curve
during higher frequencies, seen in figure 2.3 below, is one important reason that a simple damper model may
not adequately predict certain dynamic behavior. Hysteresis is the separation of the compression and expansion
lines in the force-velocity graph. The rebound part of the stroke displays as positive force and the compression
part as negative force in the diagram. During a stroke the curve is followed counter clockwise.
Figure 2.3 Shock absorber curve
The main causes for hysteresis are gas compression, oil compressibility, oil inertia and the expansion of the
cylinders. (Cossalter, Doria, Pegoraro, & Trombetta, 2010) Claesson contradicts this and states that the
expansion of the cylinders doesn’t have a significant effect. (Claesson, 2012)
18. 16
2.2 Overview
One very early model is described in H.H. Lang's doctoral dissertation. (Lang, 1977) Lang developed a model
of a twin-tube damper, and validated it over the frequency range of 1-10 Hz. The simulations were made on an
analogue computer with custom-made circuits representing each component.
In 2002 Talbott and Starkey developed a model of an Öhlins WCJ 22/6 mono-tube damper, designed for stock
car racing. One very interesting finding of their work is the shim stack modelling, they modelled the shim stack
as a pile of circular thin plates and found that it was a very accurate model. Areas of improvement that where
pointed out in this paper were to include fluid compressibility and temperature difference effects. However their
model is validated to be quite accurate when compared to the real damper. (Talbott & Starkey, 2002)
Chahine developed a model of the Ohlin’s TPX damper in his master's thesis using Simulink. (Chahine, 2011)
The model was very detailed but didn't match the performance of the real damper very well. Even though
Chahine's model turned out to not be valid his modeling procedure seemed to be good and will probably be
useful when creating the model. It is suggested to include temperature and pressure dependence in the bulk
modulus for the oil, which has not been done on Chahine's model.
An Öhlins damper with variable damping using a CES (Continuously controlled Electronic Suspension) system
was modelled in (Gällsjö & Johansson, 2012). Öhlins CES system uses an electrically controlled valve to adjust
the damper's stiffness dependent on the need. Even if the CES system differs from the damper modelled in this
thesis there are several similar components. The CES model was validated to be good. Areas identified to have
room for improvement are the check valves and the model for mechanical friction. It was also concluded that
the viscous friction might need to be different for compression and expansion.
In (Hou, Li, He, Zhang, & Chen, 2011) the authors develop a modular model that can be used for both mono-
and twin-tube dampers. They get good results when comparing to their test bench results of runs from several
shock absorbers. The most useful result from this report is probably the tests done to find the influence of
different parameters of the shock absorber. The influence is plotted for variations of, amongst others, fluid
compressibility.
Hou et al. developed a model of a shock absorber using the modelling language Modelica, which is the base for
Dymola. The shock absorber modelled was a twin-tube damper. Even if their model is probably over simplified
and is not validated against a real shock absorber it might be useful to look at, especially since the modelling
was done in Modelica. (Hou, Li, He, Zhang, & Chen, 2011)
In his master’s thesis Claesson developed a physical model of the Öhlins TTR damper, which is an adjustable
shock absorber used in motor cycle racing applications. The shock absorber has large number of adjustments
that can be done, both externally and internally by disassembling the damper. The model was created in Dymola
using components from Modelon’s hydraulics library. The model is one of the most complete models found
using a bulk modulus varying with pressure, temperature differences and heating of the damper. (Claesson,
2012)
19. 17
A detailed damper model can be found in the Dymola library AutomotiveDemos. The model is created using
the hydraulics and pneumatics libraries provided by Modelon. It is a mono-tube damper with check valves. The
layout of the damper model can be seen in figure 2.4.
Figure 2.4 the detailed damper model from the Automotive Demos library
20. 18
3 DRAWING SHOCK ABSORBER IN AUTOCAD
3.1 Introduction to AutoCAD
AutoCAD is a computer-aided drafting software program used to create blueprints for building, bridges, and
computer chips, among other things
To draw shock absorber we use 3D AutoCAD.
3.2 Drawing in AutoCAD
Step one: draw two circles as shown below.
Figure
Figure 3.1 step one
Step two: Add two perpendicular lines quadrants.
Figure 3.2 step two
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Step three: Make it revolve to complete upper mount.
Figure 3.3 upper mount
Step four: After some processes we get inner part of the shock absorber.
Figure 3.4 inner parts
Step five: Draw helix.
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Figure 3.5 spring
Step six: Assembly.
Figure 3.6 Assembly
3.3 Commands we use
Commands of top part
Circles, line, trim, extrude, revolve and etc.
Commands of inner part
Circle and extrusion only
.
Commands of spring
Helix circles and sweep.
Commands of bottom part
Circles and extrude.
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4 CONCLUSIONS
In this project we have designed a shock absorber used in AutoCAD 3D software.
To validate the strength of our design, we have done structural analysis and model analysis on the shock
absorber. We have done analysis by varying spring material spring steel and Beryllium copper.
By observing the analysis result, the analysed stress values are less than their respective yield stress values.
So our design is safe.
By comparing the result for both materials, the stress value is less for spring steel than beryllium.
Also the shock absorber design id modified by reducing the diameter of spring by 2mm and structural,
model analysis is done on the shock absorber. By reducing the diameter the weight of the spring reduces.
By comparing the result for both materials, the stress value is less for spring steel than beryllium.
By comparing the result for present design and modified design, the stress and displacement values are less
for modified design.
We can conclude that as per our analysis using material spring steel for spring is best and also our modified
is safe.
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5 REFERENCES
Machine design by R.S.Kurmi.
PSG, 2008 “DESING DATA” kalaikathir achachgram publishers, COIMBATORE, INDIA.
Automobile engineering by R.B Gupta.
Automobile engineering by G.B.S.Narang.
Automobile servicing and maintenance by K.Ashrif Ali.
Automotive Maintenance and Troupe shooting by Emest Venk,&Edward D.Specer.