Historical stanley transformer gaulard and john dixon gibbs
Good handling requires a suspension setting somewhere between it. Due to these conflicting demands, suspension design has to be something that can compromise of these two problems. A passive suspension has the ability to store energy via a spring and to dissipate it via a damper.
Its parameters are generally fixed, being chosen to achieve a certain level of compromise between road handling, load carrying and ride comfort. An active suspension system has the ability to store, dissipate and to introduce energy to the system. It may vary its parameters depending upon operating conditions. Suspension consists of the system of springs, shock absorbers and linkages that connects a vehicle to its wheels.
Controller will calculate either add or dissipate energy from the system, from the help of sensors as an input. Sensors will give the data of road profile to the controller. Therefore, an active suspension system shown is needed where there is an active element inside the system to give both conditions so that it can improve the performance of the suspension system. In this project the main objective is to observe the performance of active by using LQR controller and passive suspension only. 1.2
PRESENT WORK An electronic controlled suspension system detects a load on the fluid actuators and calculates a torsion load on the vehicle. Responsive to the calculated torsional load, corrective control is executed on the fluid flow to and from the fluid actuators, eliminating torsion load on the vehicle. Therefore, the driving characteristic is prevented from changing due to an unbalanced load on the vehicle.
An electronic controlled suspension system detects a load on the fluid actuators and calculates a torsional load on the vehicle. Responsive to the calculated torsional load, corrective control is executed on the fluid flow to and from the fluid actuators, eliminating torsional load on the vehicle. Therefore, the driving characteristic is prevented from changing due to an unbalanced load on the vehicle.
On the other hand, the electronic controlled suspension system detects a vehicle's cornering state. Responsive to the cornering state detected, control signals are output to increase the roll stiffness distribution to the front wheels. As a result, the roll stiffness distribution to the front wheels while the vehicle is about to corner becomes larger than that while the vehicle is steadily cornering.
OBJECTIVES The objectives of designing vehicle suspension are to minimize the vertical forces transmitted to the passengers for passenger comfort and to maximize the tire-to-road contact for handling and the safety of the vehicle. A high quality suspension system should have capability to reduce the car body displacement and acceleration, and maintain in the right contact between tire and terrain. In order to develop a good suspension system, there are few performance characteristics to be considered.
These desired characteristics include the regulation of body movement, regulation of suspension movement and the distribution of force. Ideally the suspension should isolate the body from the road disturbances and inertial disturbances associated with cornering; that cause body roll and braking or acceleration; that cause body pitch.
It contains design of the system theory project construction component used and the component of the electrically controlled suspension system. Chapter four includes design and development of the system. Design of the components and the assembly & model development along with the summary of the invention. Chapter five discusses the testing and data collection.
It contains specifications and measurements of the system prototype along with the working of the suspension system. At last in chapter six we have results conclusion and remarks for the electrically controlled suspension system. Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 6 CHAPTER 2 LITERATURE REVIEW 2.1 INTRODUCTION 1.An electronic controlled fluid suspension system for a vehicle to reduce diving during braking and squatting during acceleration comprising a fluid suspension (M2) provided for a wheel (M1) of the vehicle flow control means (M3) for controlling fluid flow to and form the fluid suspension (M2) based on a control parameter acceleration detection means (M4) for detecting longitudinal acceleration of the vehicle difference calculation means (M5) for calculating a difference between a maximum value and a minimum value of detected longitudinal acceleration during a predetermined time interval and attitude control means (M6) for generating the control parameter based on the difference calculated in the difference calculation means (M5) so as to cause a longitudinal attitude of the vehicle to approach a predetermined optimum target attitude that is lower at both a front part and a rear part of the vehicle than an original attitude. 2.
The electronic controlled fluid suspension system according to claim 5, the fluid suspension system further comprises a vehicle speed sensor, a lateral acceleration sensor, a brake switch for sensing brake pedal operation, a steering angle sensor, and an anti-dive control condition determination means for generating an anti-dive control signal when a vehicle speed detected by the vehicle speed sensor is greater than a first preset value, a lateral acceleration detected by the lateral acceleration sensor is smaller than a second preset value, the brake pedal is operated, a steering angle detected by the steering angle sensor is smaller than a third preset value and a steering angle change rate calculated from the detected steering angle is smaller than a fourth preset value and the attitude control means (M6) generates the control parameter when the anti-dive Electrically Controlled Suspension System 2014 Dept.
Of Mech,FET,MRIU,Faridabad 8 control signal is generated at the anti-dive control condition determination means and when the difference calculated by the difference calculation means is greater than the predetermined value. 7. The electronic controlled fluid suspension system according to claim 5 the fluid suspension system further comprises a throttle opening sensor, a plurality of vehicle height sensors each provided for a wheel, a lateral acceleration sensor, a steering angle sensor, and an anti-squat control condition determination means for generating an anti-squat control signal when a throttle opening change rate calculated room a throttle opening detected by the throttle opening sensor is greater than a first preset value, a maximum difference among vehicle heights detected by the plurality of vehicle height sensors is less than a second preset value, a lateral acceleration detected by the lateral acceleration sensor is smaller than a third preset value, a steering angle detected by the steering angle sensor is smaller than a fourth preset value and a steering angle change rate calculated from the detected steering angle is smaller than a fifth preset value; and the attitude control means (M6) generates the control parameter when the anti-squat control signal is generated at the anti-squat control condition determination means and when the difference calculated by the difference calculation means is greater than the predetermined value. 8.
The improvement to an electronically-controlled fluid suspension system of claim 10, wherein the acceleration detection means detects the longitudinal acceleration repeatedly at a first preset time interval and the difference calculation means comprises averaging means for calculating an average value of the detected longitudinal acceleration within a second preset time interval, the second preset time interval being longer than the first preset time interval, and difference calculator means for calculating a difference between a maximum and Electrically Controlled Suspension System 2014 Dept.
Of Mech,FET,MRIU,Faridabad 10 a minimum of the average values during the predetermined time interval, the predetermined time interval being longer than the second preset time interval. 13. The improvement to an electronically-controlled fluid suspension system according to claim 12, wherein the fluid suspension system further comprises: a vehicle speed sensor; a lateral acceleration sensor; a brake switch for sensing brake pedal operation; a steering angle sensor anti-dive control condition determination means for generating an anti-dive control signal when vehicle speed is greater than a first preset value, lateral acceleration is smaller than a second preset value, the brake pedal is operated, a steering angle detected is smaller than a third preset value, and a steering angle change rate calculated from the detected steering angle is smaller than a fourth preset value; and wherein additionally the attitude control means generates the control parameter when the anti-dive control signal is generated at the anti-dive control condition determination means and when the difference calculated by the difference calculation means is greater than the pre-determined value. 2.2
CONCLUSION FROM LITERATURE REVIEW We work closely with both large vehicle manufacturers and smaller customers, using a modular system developed for the air suspension vehicle conversion market using standard parts. We now have systems available for most light commercial vehicles on the market today. We can also provide a complete bespoke system for your application, including all pneumatic fittings and a standard wiring harness.
Although it's better and safer for both racing cars and standard cars to have all of their wheels in contact with the track or road at all times, and both use independent suspensions, the reasons they use them differ. The race car driver wants all four wheels to be on the track for stability, and so the wheels take advantage of the engine's power.
The barrel is closed on each end by the cylinder bottom (also called the cap end) and by the cylinder head where the piston rod comes out of the cylinder. The piston has sliding rings and seals. The piston divides the inside of the cylinder in two chambers, the bottom chamber (cap end) and the piston rod side chamber (rod end).
The hydraulic pressure acts on the piston to do linear work and Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 13 motion. Flanges, reunions, and/or clevises are mounted to the cylinder body. The piston rod also has mounting attachments to connect the cylinder to the object or machine component that it is pushing.
(c) Cylinder Head The cylinder head is sometimes connected to the barrel with a sort of a simple lock (for simple cylinders). In general however the connection is screwed or flanged. Flange connections are the best, but also the most expensive. A flange Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 14 has to be welded to the pipe before machining.
The advantage is that the connection is bolted and always simple to remove. For larger cylinder sizes, the disconnection of a screw with a diameter of 300 to 600 mm is a huge problem as well as the alignment during mounting. (d) Piston The piston is a short, cylinder-shaped metal component that separates the two sides of the cylinder barrel internally.
This area is called the rod gland. It often has another seal called a rod wiper which prevents contaminants from Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 15 entering the cylinder when the extended rod retracts back into the cylinder. The rod gland also has a rod bearing. This bearing supports the weight of the piston rod and guides it as it passes back and forth through the rod gland.
In some cases, especially in small hydraulic cylinders, the rod gland and the rod bearing are made from a single integral machined part. Other parts ? Cylinder bottom connection ? Seals ? Cushions A hydraulic cylinder should be used for pushing and pulling only. No bending moments or side loads should be transmitted to the piston rod or the cylinder.
Welded cylinders do not suffer from failure due to tie rod stretch at high pressures and long strokes. The welded design also lends itself to customization. Special features are easily added to the cylinder body. These may include special ports, custom mounts, valve manifolds, and so on. The smooth outer body of welded cylinders also enables the design of multi-stage telescopic cylinders.
Welded body hydraulic cylinders dominate the mobile hydraulic equipment market such as construction equipment (excavators, bulldozers, and road graders) and material handling equipment (forklift trucks, telehandlers, and lift-gates). They are also used in heavy industry such as cranes, oil rigs, and large off-road vehicles in above- ground mining. 3.2.4
As the common rods have a soft or mild steel core, their ends can be welded or machined for a screw thread. (d) Special hydraulic cylinders ? Telescopic cylinder The length of a hydraulic cylinder is the total of the stroke, the thickness of the piston, the thickness of bottom and head and the length of the connections. Often this length does not fit in the machine.
In that case the piston rod is also used as a piston barrel and a second piston rod is used. These kind of cylinders are called telescopic cylinders. If we call a normal rod cylinder single stage, telescopic cylinders are multi-stage units of two, three, four, five and even six stages. In general telescopic cylinders are much more expensive than normal cylinders. Most telescopic cylinders are single acting (push).
This hydraulic synchronization of rod positions eliminates the need for a flow divider in the hydraulic system, or any type of mechanical connection between the cylinder rods to achieve synchronization. (e) Position Sensing "Smart" Hydraulic Cylinder Position sensing hydraulic cylinders eliminate the need for a hollow cylinder rod.
Instead, an external sens ing utizHall -Effect technology senses the posion the ylis on. is ished y plact a Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 19 permanent magnet within the piston. The magnet propagates a magnetic field through the steel wall of the cylinder, providing a locating signal to the sensor.
A three way solenoid valve has three ports; one port is common, one is normally open and the third is normally closed. Laboratory automation makes frequent use of solenoid valves. The system controller can send an electrical signal (usually low voltage DC for small valves) to actuate the solenoid.
In the case of a two- way valve, actuation can allow liquid to flow, and then remove the signal will close the solenoid valve and stop the flow of liquid. A gripper for grasping items Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 20 on a device can be an air controlled device, powered by a solenoid valve to allow air pressure to close the gripper, and a second solenoid valve to open the gripper. If a three way solenoid valve is used, two separate valves are not needed.
(c) Materials All materials used in the construction of the valves are carefully selected according to the varying types of applications. Body material, seal material, and solenoid material must be chosen to optimize functional reliability, fluid compatibility, service life and cost. (d) Body Materials Polyamide material is used for economic reasons in various plastic valves. Neutral fluid valve bodies are made of brass and bronze.
For fluids with high temperatures, e.g., steam, corrosion-resistant steel is available. In addition, (e) Solenoid materials Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 22 For laboratory environments, all parts of the solenoid actuator which come into contact with the fluid must be made of a material suitable for the given applications chemical, temperature and pressure environment.
Normally Closed: Valve stays Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 23 closed in de-energized state; opens when energized. Normally Open: Valve stays open in de-energized state; closes when energized. 3. Pressure Differential or Pressure Drop: The difference between the inlet and the outlet pressure through a valve.
The outlet pressure is lower than the inlet pressure due to the restriction caused by the valve 4. Response times: The small volumes and relatively high magnetic forces involved with solenoid valves enable rapid response times to be obtained. Valves with various response times are available for special applications.
Smaller and lighter: The electric fuel pump systems are much smaller and lighter as compared to it's mechanical counterparts. This electric pump is generally placed inside the fuel tank. This is extremely useful because it helps to keep the pump cold from time to time and it ensures an ample amount of fuel supply which is steady and reliable as well.
Since electric fuel pump systems are lighter, they are widely used and they justify the portability factor which otherwise would have raised a Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 25 great sense of concern among people. It delivers fuel at higher pressures. The basic transition to fuel injections from carburettors has totally contributed to the downfall of mechanical pumps.
Overheated engines in mechanical fuel pump systems often lead to engine failure and hindered the progress of vehicles.When the armature becomes horizontally Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 26 aligned, the commentator reverses the direction of current through the coil, reversing the magnetic field. The process then repeats.
3.3.7 A Brief Introduction To Microcontroller Microcontrollers, as the name suggests, are small controllers. They are like single chip computers that are often embedded into other systems to function as processing/controlling unit. For example, the remote control you are using probably has microcontrollers inside that do decoding and other controlling functions.
By combining a versatile 8-bit CPU with Flash on a monolithic chip, the Atmel AT89S52 is a powerful microcomputer, which provides a highly flexible and cost-effective solution to many embedded control applications. (c) The 8051 registers: The most widely used registers of the 8051 are A (accumulator), B, R0, R1, R2, R3, R4, R5, R6, R7, DPTR (data pointer), and PC (program counter).
All of the above registers are 8-bits, except DPTR and the program counter. The 8 bots of a register are shown below from the MSB (most significant bit) D7 to the LSB (least significant bit) D0. D7 D6 D5 D4 D3 D2 D1 D0 (d) Program counter: The program counter points to the address of the next instruction to be executed.
3.2.8 Ram Memory Space Allocation In The 8051 There are 128 bytes of RAM in the 8051, which are assigned addresses 00 to 7FH. These 128 bytes are divided into three different groups: 1. A total of 32 bytes from locations 00 to 1H hex are set aside for register banks and the stack. Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 29 2.
A total of 16 bytes from locations 20H to 2FH are set aside for bit- addressable read/write memory. 3. A total of 80 bytes from locations 30H to 7FH are used for read and write storage, or what is normally called a scratch pad. These 80 locations of RAM are widely used for the purpose of storing data and parameters by 8051 programmers.
In other words, a register is pushed onto the stack to save it and popped off the stack to retrieve it. (c) Pushing onto the stack: In the 8051 the stack pointer (SP) is pointing to the last used location of the stack. As data is pushed onto the stack, the stack pointer (SP) is incremented by one and the contents of the register are saved on the stack.
To push the registers onto the stack, RAM addresses are used. (d) Popping from the stack: Popping the contents of the stack back into a given register is the opposite process of pushing. With every pop, the top byte of the stack is copied to the register specified by the instruction and the stack pointer is decremented once.
For example, some instructions always operate on the Accumulator, so no address byte is needed to point to it. In these cases, the opcode itself points to the correct register. 5. Immediate constants The value of a constant can follow the code in program memory. For example, MOV A, #100 Loads the Accumulator with the decimal number 100. The same number could be specified in hex digits as 64H. 6.
Indexed addressing Program memory can only be accessed via indexed addressing. This addressing mode is intended for reading look-up labels in program memory. A 16-bit base register (either DPTR or the Program Counter) points to the base of the table, and the accumulator is set up with the table entry number. The address of the table entry in program memory is formed by adding the accumulator data to the base pointer.
For example a low voltage battery circuit can use a relay to switch a 230V AC mains circuit. There is no electrical connection inside the relay between the two circuits, the link is magnetic and mechanical. The coil of a relay passes a relatively large current, typically 30mA for a 12V relay, but it can be as much as 100mA for relays designed to operate from lower voltages.
Most ICs (chips) cannot provide this current and a transistor is usually used to amplify the small IC current to the larger value required for the relay coil. The maximum output current for the popular 555 timer IC is 200mA so these devices can supply relay coils directly without amplification. Relays are usually SPDT or DPDT but they can have many more sets of switch contacts, for example relays with 4 sets of changeover contacts are readily available.
(a) Choosing a relay You need to consider several features when choosing a relay: 1. Physical size and pin arrangement If you are choosing a relay for an existing PCB you will need to ensure that its dimensions and pin arrangement are suitable. You should find this information in the supplier's catalogue. 2.
Coil voltage The relay's coil voltage rating and resistance must suit the circuit powering the relay coil. Many relays have a coil rated for a 12V supply but 5V and 24V relays are also readily available. Some relays operate perfectly well with a supply voltage which is a little lower than their rated value. 3.
But when its anode is negative with respect to the cathode, it is reverse biased and does not allow current to flow. This unidirectional property of the diode is useful for rectification. A single diode arranged back-to-back might allow the electrons to flow during positive half cycles only and suppress the negative half cycles.
Double diodes arranged back-to-back might act as full wave rectifiers as they may allow the electron flow during both positive and negative half cycles. Four diodes can be arranged to make a full wave bridge rectifier. Different types of filter circuits are used to smooth out the pulsations in amplitude of the output voltage from a rectifier.
This part of the equipment is called Power Supply. In general, at the input of the power supply, there is a power transformer. It is followed by a diode circuit called Rectifier. The output of the rectifier goes to a smoothing filter, and then to a voltage regulator circuit. The rectifier circuit is the heart of a power supply.
(C) Rectification Rectification is a process of rendering an alternating current or voltage into a unidional The used recton call‘Rectiier’. rectifier permits current to flow only during the positive half cycles of the applied AC voltage by eliminating the negative half cycles or alternations of the applied AC voltage. Thus pulsating DC is obtained. To obtain smooth DC power, additional filter circuits are required. A diode can be used as rectifier.
There is conduction then by either D1 or D2 during the entire input-voltage cycle. Since the two diodes have a common-cathode load resistor RL, the output voltage across RL will result from the alternate conduction of D1 and D2. The output waveform vout across RL, therefore has no gaps as in the case of the half-wave rectifier.
The output of a full-wave rectifier is also pulsating direct current. In the diagram, the two equal resistors R across the input voltage are necessary to provide a voltage midpoint C for circuit connection and zero reference. Note that the load resistor RL is connected from the cathodes to this centre reference point C.
This should be removed out before the output voltage can be supplied to any circuit. This smoothing is done by incorporating filter networks. The filter network consists of inductors and capacitors. The inductors or choke coils are generally connected in series with the rectifier output and the load. The inductors oppose any change in the magnitude of a current flowing through them by storing up energy in a magnetic field.
An inductor offers very low resistance for DC whereas; it offers very high resistance to AC. Thus, a series connected choke coil in a rectifier circuit helps to reduce the pulsations or ripples to a great extent in the output voltage. The fitter capacitors are usually connected in parallel with the rectifier output and the load.
A transformer comprises two or more coupled windings, or a single tapped winding and, in most cases, a magnetic core to concentrate magnetic flux. A changing current in one winding creates a time-varying magnetic flux in the core, which induces a voltage in the other windings. Michael Faraday built the first transformer, although he used it only to demonstrate the principle of electromagnetic induction and did not foresee the use to which it would eventually be put. A historical Stanley transformer.
Lucien Gaulard and John Dixon Gibbs, who first exhibited a device called a 'secondary generator' in London in 1881 and then sold the idea to American company Westinghouse. This may have been the first practical power transformer. They also exhibited the invention in Turin in 1884, where it was adopted for an electric lighting system. Their early devices used an open iron Electrically Controlled Suspension System 2014 Dept.
Single phase pole mounted step-down transformer Transformers alone cannot do the following: Convert DC to AC or vice versa Change the voltage or current of DC Change the AC supply frequency. However, transformers are components of the systems that perform all these functions. An analogy Electrically Controlled Suspension System 2014 Dept.
Of Mech,FET,MRIU,Faridabad 42 The transformer may be considered as a simple two-wheel 'gearbox' for electrical voltage and current. The primary winding is analogous to the input shaft and the secondary winding to the output shaft. In this analogy, current is equivalent to shaft speed, voltage to shaft torque.
The primary MMF produces a varying magnetic flux in the core, and, with an open circuit secondary winding, induces a back electromotive force (EMF) in opposition to . In accordance with Faraday's law of induction, the voltage induced across the primary winding is proportional to the rate of change of flux: Electrically Controlled Suspension System 2014 Dept.
Of Mech,FET,MRIU,Faridabad 43 and where vP and vS are the voltages across the primary winding and secondary winding, NP and NS are the numbers of turns in the primary winding and secondary winding, d F P / dt and d F S / dt are the derivatives of the flux with respect to time of the primary and secondary windings. Saying that the primary and secondary windings are perfectly coupled is equivalent to saying that .
P = EI (power = electromotive force × current) 50 W = 2 V × 25 A in the primary circuit if the load is a resistive load. (See note 1) Now with transformer change: 50 W = 25 V × 2 A in the secondary circuit. Analysis of the ideal transformer This treats the windings as a pair of mutually coupled coils with both primary and secondary windings passing currents and with each coil linked with the same magnetic flux. In an ideal transformer the core requires no MMF.
The primary and secondary MMFs, acting in opposite directions, are exactly balancing each other and hence, there is no overall resultant MMF acting on the core. There is, however, no need for any MMF acting on the core of an ideal transformer to create a magnetic flux. The flux in the core is unambiguously determined by the applied primary voltage in accordance with Faraday's law of induction, or rather by an integration of the aforesaid law. In the ideal transformer at no load, i.e.
The amount of power being dissipated in the winding will be limited solely by the winding resistance. It is possible to draw DC current from a transformer, as a DC current merely represents a constant offset to the flux in the core. DC currents are caused by some non-linear loads (e.g. a half-wave rectifier).
Most transformers are designed to be driven to near saturation without any DC current components, so having a DC current will make the transformer saturate more easily. Full-wave rectifiers do not have this issue, since the current they draw has no DC component. The universal EMF equation If the flux in the core is sinusoidal, the relationship for either winding between its number of turns, voltage, magnetic flux density and core cross-sectional area is given by the universal emf equation (from Faraday's law): where E is the sinusoidal rms or root mean square voltage of the winding, f is the frequency in hertz, N is the number of turns of wire on the winding, a is the cross-sectional area of the core in square metres B is the peak magnetic flux density in teslas, Other consistent systems of units can be used with the appropriate conversions in the equation.
Of Mech,FET,MRIU,Faridabad 47 Transformer with electrostatic screen, which prevents capacitive coupling between the windings. 3.2.12 PCB A printed circuit board (PCB) mechanically supports and electrically connects electronic components using conductive tracks, pads and other features etched from copper sheets laminated onto a non-conductive substrate. PCBs can be single sided (one copper layer), double sided (two copper layers) or multi-layer.
Conductors on different layers are connected with plated-through holes called vies. Advanced PCBs may contain components - capacitors, resistors or active devices - embedded in the substrate. Printed circuit boards are used in all but the simplest electronic products. Alternatives to PCBs include wire wrap and point-to-point construction.
Of Mech,FET,MRIU,Faridabad 48 between devices were made with self-adhesive tape. The finished layout "artwork" was then photographically reproduced on the resist layers of the blank coated copper-clad boards. Printed circuit board artwork generation was initially a fully manual process done on clear mylar sheets at a scale of usually 2 or 4 times the desired size.
The schematic diagram was first converted into a layout of components pin pads, then traces were routed to provide the required interconnections. Pre-printed non-reproducing Mylar grids assisted in layout, and rub-on dry transfers of common arrangements of circuit elements (pads, contact fingers, integrated circuit profiles, and so on) helped standardize the layout. Traces between devices were made with self-adhesive tape.
Of Mech,FET,MRIU,Faridabad 49 held in place by a spring so that when the relay is de-energized there is an air gap in the magnetic circuit. In this condition, one of the two sets of contacts in the relay pictured is closed, and the other set is open. Other relays may have more or fewer sets of contacts depending on their function. The relay in the picture also has a wire connecting the armature to the yoke.
This ensures continuity of the circuit between the moving contacts on the armature, and the circuit track on the printed circuit board (PCB) via the yoke, which is soldered to the PCB. When an electric current is passed through the coil it generates a magnetic field that activates the armature and the consequent movement of the movable contact either makes or breaks (depending upon construction) a connection with a fixed contact.
BENEFITS OF ELECTRICALLY CONTROLLED SUSPENSION SYSTEM A car's suspension system allows for a smooth ride over rough roads, while ensuring the tires remain in contact with the ground and that body roll is minimized. It allows the car to travel smoothly over bumps in the road by absorbing and dissipating kinetic energy from the point of contact.
Furthermore, a suspension system allows the car to turn corners without rolling by shifting the car's centre of gravity to maintain balance. A key part of the suspension system is the shock absorber. Its job is to convert kinetic energy into heat that can be absorbed by the shock's hydraulic fluid. Another key component of the suspension is the anti-sway bar (also known as an anti-roll bar), which connects the two sides of a car's suspension along the axle.
Of Mech,FET,MRIU,Faridabad 51 CHAPTER 4 DESIGN AND DEVELOPMENT 4.1 PROJECT CONSTRUCTION Following are the animated figures that will show the project construction and every aspect that is involved in the construction of electrically controlled suspension system. STEP 1 Figure 3 TYRE AND AXLE FRAME STEP 2 Figure 4 AXLE MOUNTED ON HINGE Electrically Controlled Suspension System 2014 Dept.
Of Mech,FET,MRIU,Faridabad 52 STEP 3 Figure 5 INSTALLATION OF DOUBLE ACTING CYLINDER STEP 4 Figure 6 SOLONOID VALVE AND OIL PUMP SET UP Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 53 STEP 5 This step is the most important step of project; we take an oil tank and fix it on body frame of the project and insert one oil pump in it, this oil pump pass oil to 4 solenoid valves, these valve pass oil to 2 cylinders by controlling small circuit.
Result: vehicle body frame lift up from left side to equalized 900 angles Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 58 Condition-3 Figure 13 OFF ROAD LEFT SIDE CONDITION Relay 2 (ON) to open valve for fluid inlet and relay 3 (ON) to open valve for passes fluid to reserved tank. Result: vehicle body frame lift down from left side to equalized 900 angles Electrically Controlled Suspension System 2014 Dept.
Of Mech,FET,MRIU,Faridabad 59 4.2 PROCESS CHART Figure 14 PROCESS DIAGRAM Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 60 4.3 DESIGN OF COMPONENTS Figure 15 DESIGN OF AXLE AND FRAME Figure 16 DESIGN OF FRAME AND BASE PARTS Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 61 Figure 17 BASE FRAME AND CYLINDERS Figure 18 FRAME AND SOLENOID SETUP Electrically Controlled Suspension System 2014 Dept.
For example, a system, disclosed in Japan published unexamined utility model application, prevents a vehicle from rolling by supplying and discharging fluid to and from fluid actuators. The valve energizing time interval for the fluid supply and discharge is obtained based on a map of vehicle speed and steering angle predetermined in response to steering speed, or a map of vehicle speed and steering speed.
Another type of system, disclosed in Japan published unexamined patent application No, controls vehicle attitude, namely, prevents the vehicle from rolling and pitching by supplying and discharging fluid to and from fluid actuators. Relative sprung and unsprung displacement is detected, and feedback control is executed so that the actual displacement should conform with target displacement.
In order to change steering characteristic by altering the distribution of roll stiffness among the wheels of a vehicle through suspension control when a vehicle corners, various suspension systems have been proposed the cornering power and the load on the inner and outer wheels of a cornering vehicle have a non-linear relationship. When the load moving between the inner and outer wheels is small as shown by an arrow a, the sum of inner-wheel side load and outer-wheel side load corresponds to the cornering power On the other hand, when the load moving between inner and outer wheels is large as shown by an arrow b, the cornering power is the sum of inner wheel side load and outer-wheel side load.
The object of the present invention is to provide an electronic controlled fluid suspension system for realizing quick-responsive steering control when a steering wheel is operated. Another object of the present invention is to provide an electronic controlled fluid suspension system for preventing the running condition from worsening due to an unbalanced load on fluid actuators and torsional force being applied on a vehicle.
There are two fundamental purposes of testing: verifying procurement specifications and managing risk. First, testing is about verifying that what was specified is what was delivered: it verifies that the product (system) meets the functional, performance, design, and implementation requirements identified in the procurement specifications. Second, testing is ab out ng forboth quiring y ystem’s vendor/developer/integrator.
The testing program is used to identify when the work has been“eted” o the e vendopand system shifted by the agency into the warranty and maintenance phase of the project. A good testing program is a tool for both the agency and the integrator/supplier; it ty the d the ent” of project, lithe criteria for project acceptance, and establishes the start of the warranty period. Electrically Controlled Suspension System 2014 Dept. Of Mech,FET,MRIU,Faridabad 66 5.2
Of Mech,FET,MRIU,Faridabad 68 Now to calculate pressure exerted in fluid pipes: Force = pressure * area Pressure = mass * velocity of fluid Mass = volume * density Mass = 150.72 * .860 (density of tar pin oil= .860) Mass = 129.6192 mg Pressure of fluid in piston: Fluid velocity=12cm/sec Pressure= 129.6192 * 12 =155.54 pa Force exerted = 155.54 * 12.56= 1953.5 mgcm2/sec. 5.3
DATA COLLECTION Data collection is the process of gathering and measuring information on variables of interest, in an established systematic fashion that enables one to answer stated research questions, test hypotheses, and evaluate outcomes. The data collection component of research is common to all fields of study including physical and social sciences, humanities, business, etc.
Of Mech,FET,MRIU,Faridabad 70 CHAPTER 6 CONCLUSION AND FUTURE ENHANCEMENTS 6.1 CONCLUSION The concept of this project is the development of smooth driving technique vehicles in off riding condition. We named it electrically controlled suspension system. This system is basically employed in the vehicles that have a very high range of cost and class.
So we look forward to create this system at a low cost and maintaining its reliability. Thus after all the possibilities we did it good. This system will be helpful in creating a smooth ride in vehicles of low and middle class range. This system is at most employed in Mercedes 4 matic series and that cost in crores. We established our concept and made it possible to provide it in small cars.
Of Mech,FET,MRIU,Faridabad 71 ? Stable steering and handling. The suspension keeps the car or truck body from tipping or rolling in a corner. ? Passenger comfort. Keeps the cabin isolated from the bumps on the road. Suspensions absorb that up-and-down energy and disperse it without too many bobbles. The entire suspension has many parts, including the springs, shocks and/or struts, and their connections to the steering and the chassis.
The whole thing has to balance the different jobs of steering and comfort for a given car or truck. A luxury car, like a mps in the road more. 6.2 FUTURE ENHANCEMENT Work study that has been done, electrically controlled suspension system in an future initiative that can be taken to provide comfort to the cars that have lower class range. As we have just shown the prototype of the system that makes it necessary to carry out this project on the commercial basis.
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