ANALYSIS AND FABRICATION OF MAGNETO

RHEOLOGICAL DAMPER

A PROJECT REPORT
Submitted by

KRISHNAKUMAR.D

(21109101301)

RAJASELVAM.R

(21109101041)

ARUL DINESH.L

(21109101007)

in partial fulfillment for the award of the degree of

BACHELOR OF ENGINEERING
in

AERONAUTICAL ENGINEERING

RAJALAKSHMI ENGINEERING COLLEGE, THANDALAM 602105

ANNA UNIVERSITY: CHENNAI 600 025
APRIL - MAY 2013

ANNA UNIVERSITY: CHENNAI 600 025

BONAFIDE CERTIFICATE

Certified that this project report ANALYSIS AND FABRICATION OF

MAGNETO

RHEOLOGICAL

DAMPER

is

the

bonafide

work

of

KRISHNAKUMAR.D (21109101301), RAJASELVAM.R (21109101041) &

ARULDINESH.L (21109101007) who carried out the project work under my
supervision.

SIGNATURE

SIGNATURE

Mr. Yogesh Kumar Sinha

Mr.S.Sivakumar

HEAD OF THE DEPARTMENT

ASSOCIATE PROFESSOR

Department of Aeronautical Engineering

Department of Aeronautical Engineering

Rajalakshmi Engineering College

Rajalakshmi Engineering College

Thandalam, Chennai - 602105

Thandalam, Chennai - 602105

INTERNAL EXAMINER

EXTERNAL EXAMINER

ACKNOWLEDGEMENT

We express our gratitude to our guide, Mr. S. Sivakumar for suggesting,

encouraging and guiding us to doing the project for Analysis and fabrication of
magneto rheological fluid.
We

also

like

to

convey

our

heart-full

thanks

to

our

H.O.D, Mr.Yogesh kumar sinha, for his continuous support, involvement and
back up throughout the project.
We would like to extend our gratefulness to Mr. S. Sivakumar for
invaluable guidance to fabricate and testing the MR damper through UTM
machine.
We thank all the teaching and non-teaching faculty members for their
complete support and encouragement. We like to thank our management and
chairperson, for their support and promise in the realization our tunnel design.
We also thank our parents and friends for their continuous encouragement
and support.

(i)

ABSTRACT

Magneto Rheological fluids possess its properties to be changed in a

controlled way. These rheological changes are reversible and dependent on the
strength of an excitation magnetic field. We have fully completed fabrication work
and made the MR fluid by mixing of some Ammonia & iron particles. Also this
damper to be carried out all the tests by UTM machine and plotted its various
graphs.

Magneto rheological dampers, or as they are more commonly called, MR

dampers, are being developed for a wide variety of applications where
controllable damping is desired.

These applications include dampers for

automobiles, heavy trucks, bicycles, prosthetic limbs, gun recoil systems, and
possibly others. This thesis first introduces MR technology through a discussion
of MR fluid and then by giving a broad overview of MR devices that are being
developed.

After giving the reader an understanding of MR technology and

devices, MR damper basics are presented. This section includes a discussion of

MR damper types, mathematical fundamentals, and an approach to magnetic
circuit design.

(ii)

NOMENCLATURE

SYMBOL

DESCRIPTION

UNIT

Diameter of the cylinder (shock-strut)

mm

Df

Differential Force

Dp

Differential Pressure

psi

Fa

Air spring Force

FD

Damping Force

FF

Frictional Force

FS

Total Force

Po

Pressure inside the cylinder

psi

Area of the piston

mm

Ys

Stroke length

mm

V0

Volume of the upper chamber

mm3

Polytrophic constant

No unit

Density

Kg/m3

Orifice co-efficient

No unit
(iii)

A0

Area of the orifice

mm2

Viscosity of the oil

Ns/m2

Stiffness

N/mm

Natural frequency of the system

Rad/sec

Mass

Kg

Frequency

Hertz

Stroke velocity

m/sec

time

sec

ABBREVIATIONS

UTM

UNIVERSAL TESTING MACHINE

D.O.F

DEGREE OF FREEDOM

W.R.T

WITH RESPECT TO

(iv)

LIST OF FIGURES

Fig:1.1

Single degree of freedom

Fig:2.1

Landing gear configuration

Fig:3.1

Without magnetic field effect

Fig:3.2

With magnetic field effect

Fig:3.3

Basic working concept of MR fluid

Fig:3.4

MR fluid working system

Fig:3.5

Iron powder grade sizes

Fig:4.1

UTM setup

Fig:4.2

MR damper testing

Fig:4.3

Dial gauge

Fig:5.1

Model view of landing gear and MR fluid

Fig:5.2

MR fluid chemicals

Fig:5.3

Making of MR fluid

Fig:5.4

Factory views

Fig:5.5

Schematic diagram for MR damper

Fig:5.6

Fabricated model(MR damper)

Fig:5.7

piston(with magnetic coil) and cylinder

(v)

LIST OF TABLES
Table: 2.1

Fixed and retractable landing gear

Table: 3.1

Modes of operation

Table: 3.2

MR fluid properties

Table: 3.3

Comparison of iron powder grade sizes

Table: 5.1

Properties of MR fluid

Table: 5.2

Hydraulic oil(hydro 68) properties

Table: 6.1

WITHOUT MAGNET EFFECT READINGS

Table: 6.1.1

Air-spring force calculation results

Table: 6.1.2

Damping force calculation results

Table: 6.1.3

Frictional force calculation results

Table: 6.1.4

Total force calculation results

Table: 6.1.5

Stiffness calculation results

Table: 6.1.6

Frequency calculation results

Table: 6.2

WITH MAGNET EFFECT READINGS

Table: 6.2.1

Air-spring force calculation results

Table: 6.2.2

Damping force calculation results

Table: 6.2.3

Frictional force calculation results

Table: 6.2.4

Total force calculation results with magnetic effect

Table: 6.2.5

Stiffness calculation results

Table: 6.2.6

Frequency calculation results

(vi)

LIST OF PLOTS
Plot: 7.1

Load Vs Pressure

Plot: 7.2

Load Vs Deflection

Plot: 7.3

Load Vs Air - spring force

Plot: 7.4

Load Vs Frictional force

Plot: 7.5

Load Vs Damping force

Plot: 7.6

Load Vs Total force

Plot: 7.7

Load Vs Stiffness

Plot: 7.8

Load Vs Natural frequency

Plot: 7.9

Load Vs Time

(vii)

CONTENTS

PAGE NO

ACKNOWLEDGEMENT

(i)

ABSTRACT

(ii)

NOMENCLATURE

(iii)

ABBREVIATIONS

(iv)

LIST OF FIGURES

(v)

LIST OF TABLES

(vi)

LIST OF PLOTS

(vii)

CONTENTS

(viii)

CHAPTERS
1. INTRODUCTION
1.2:MR DAMPER

1.3: MR FLUID

2. AIRCRAFT LANDING GEAR

2.1: LANDING GEAR

2.2: LANDING GEAR CONFIGURATION

2.3: FIXED & RETRACTABLE LANDING GEAR

14

2.4: TYPES OF SHOCK STRUT

17

2.4.1: AIR-OLEO

17

2.4.2: SPRING OLEO

18

3. MAGNETO-RHEOLOGICAL FLUID
3.1: INTRODUCTION TO MR FLUID

19

3.2: MR FLUID WORKING PROCEDURE

20

3.2.1: WITHOUT APPLYING MAGNETIC FIELD

3.2.2: WITH APPLYING MAGNETIC FIELD
3.3: BACK GROUND TO MAGNETIC FLUID TECHNOLOGY 22
3.4: MODES OF OPERATION

24

3.5: PROPERTIES OF MR FLUID

26

3.6: SCANNING OF IRON POWDER

27

3.7: APPLICATION OF MR FLUID

28

3.8: ADVANTAGES OF MR FLUID

31

4. UNIVERSAL TESTING MACHINE

4.1: UTM INTRODUCTION

33

4.2: COMPONENTS
4.3: DESCRIPTION OF UTM
4.3.1: THE HYDRAULIC POWER UNIT

34
35

4.3.2: THE LOAD MEASUREMENT UNIT

4.4: CONTROL DEVICES

36

4.5: UTM TEST

37

4.5.1: GAP TESTS

4.5.2: ANGULAR MOTION TESTS
4.5.3: COMPRESSION TESTS
4.5.4: LEAKAGE TESTS
4.6: TESTING PROCEDURE

38

4.7: USES

41

5. FABRICATION WORK
5.1: MAKING OF MR FLUID

42

5.1.1: CHEMICALS
5.1.2: PROCEDURE

43

5.1.3: SPECIFICATION

44

5.2: HYDRAULIC OIL (HYDRO 68)

45

5.2.1: MATERIAL SAFETY DATA SHEET FOR HYD OIL 68

5.2.2: ACCIDENTAL RELEASE MEASURES

46

5.2.3: HANDLIG AND STORAGE

47

5.2.4: PHYSICAL AND CHEMICAL PROPERTIES

5.3: MAKING OF MR DAMPER
5.3.1: FACTORY VIEW

48

5.3.2: PROCEDURE
5.3.3: FABRICATED MODEL

50

5.3.4: DIMENSIONS OF THE COMPONENTS

51

5.4: MILD STEEL

5.4.1: INTRODUCTION

52

5.4.2: PROPERTIES OF MILD STEEL

53

5.4.3: USES OF MILD STEEL

54

6. CALCULATIONS
6.1: WITHOUT MAGNETIC EFFECT OBSERVATION

55

6.1.1: AREA & VOLUME CALCULATION

56

6.2: FORCE CALCULATION

6.2.1: AIR-SPRING FORCE CALCULATION
6.2.2: DAMPING FORCE CALCULATION

58

6.2.3: FRICTIONAL FORCE CALCULATION

59

6.2.4: TOTAL FORCE CALCULATION

60

6.3: MODELING OF THE LANDING GEAR STRUT

61

6.3.1: PROCEDURE
6.3.2: STIFFNESS CALCULATION

62

6.3.3: FREQUENCY CALCULATION

63

6.4: WITH MAGNETIC EFFECT OBSERVATION

65

6.4.1: AIR-SPRING FORCE CALCULATION

66

6.4.2: DAMPING FORCE CALCULATION

67

6.4.3: FRICTIONAL FORCE CALCULATION

69

6.4.4: TOTAL FORCE CALCULATION

70

6.4.5: STIFFNESS CALCULATION

71

6.4.6: FREQUENCY CALCULATION

72

7. GRAPHS

74

8. CONCLUSION

80

9. REFERENCES

81

CHAPTER 1
1.1 INTRODUCTION
Landing gear is one of the essential part of an aircraft used during landing,
take off, taxing, towing etc. During the landing phase it is subjected to severe loads
and shocks. Moreover landing gears are designed based on the weight and impact
load of an aircraft, so it is important to measure the load on the landing gear and
analyze the same.

1.2 MR DAMPER:

Single degree of freedom:

In mechanics, the degree of freedom (DOF) of a mechanical system is the
number of independent parameters that define its configuration. It is the number of
parameters that determine the state of a physical system and is important to the
analysis

of

systems

of

bodies

in mechanical

engineering, aeronautical

engineering, robotics, and structural engineering.

Fig 1.1: single degree of freedom

1

The horizontal vibrations of a single-story building can be conveniently modeled as

a single degree of freedom system. The position of a single car (engine) moving
along a track has one degree of freedom, because the position of the car is defined
by the distance along the track. A train of rigid cars connected by hinges to an
engine still has only one degree of freedom because the positions of the cars behind
the engine are constrained by the shape of the track.
An automobile with highly stiff suspension can be considered to be a rigid body
traveling on a plane (a flat, two-dimensional space). This body has three
independent degrees of freedom consisting of two components of translation and
one angle of rotation. Skidding or drifting is a good example of an automobile's
three independent degrees of freedom.

The position of a rigid body in space is defined by three components

of translation and three components of rotation, which means that it has six degrees
of freedom. The Exact constraint mechanical design method manages the degrees
of freedom to neither under constrain nor over constrain a device.

An air-oleo strut is designed and fabricated with the known dimensions.

Testing is carried on the fabricated model by gradually applying load using
universal testing machine. The air spring force, damping force and frictional force
is calculated for four different loads applied using the UTM. Further the Air-oleo
strut is modeled as a spring mass system with single D.O.F and the natural
frequency, stiffness is calculated using known formulae. Graphs of different
quantities

are

plotted.(e.g.

load

vs

pressure,

load

vs

stroke

length).

1.3 MAGNETO-RHEOLOGICAL FLUID:

A Magneto rheological fluid commonly known as

MR fluids are

suspensions of solid in liquid whose properties changes drastically when exposed to

magnetic field. A magneto rheological fluid (MR fluid) is a type of smart fluid in a
carrier fluid, usually a type of oil. When subjected to a magnetic field, the fluid
greatly increases its apparent viscosity, to the point of becoming a visco elastic
solid.
Magneto rheological (MR) fluids are materials that respond to an applied field with
a dramatic change in their rheological behavior. The essential characteristic of these
fluids is their ability to reversibly change from a free-flowing, linear, viscous liquid
to a semi-solid with controllable yield strength in milliseconds when exposed to a
magnetic field.
MR fluids find a variety of applications in almost all the vibration control systems.
It is now widely used in automobile suspensions, seat suspensions, clutches,
robotics, design of buildings and bridges, home appliances like washing-machines.

CHAPTER 2

AIRCRAFT LANDING GEAR

2.1 LANDING GEAR:

Landing gear is one of the essential part of an aircraft used during landing, take
off, taxing, towing etc. During the land phase it is subjected to severe loads and
shocks. Moreover landing gears are designed based on the weight and impact load
of an aircraft, so it is important to measure the impact load on the landing gear and
analyze the same.

In order to allow for a landing gear to function effectively, the following design
requirements are established:
1. Ground clearance requirement
2. Steering requirement
3. Take-off rotation requirement
4. Tip back prevention requirement
5. Overturn prevention requirement
6. Touch-down requirement
7. Landing requirement
8. Static and dynamic load requirement
9. Aircraft structural integrity
10. Ground lateral stability
11. Low cost
12. Low weight
13. Maintainability
14. Manufacturability
4

2.2 LANDING GEAR CONFIGURATION:

Landing Gear Configuration The first job of an aircraft designer in the

landing gear design process is to select the landing gear configuration. Landing
gear functions may be performed through the application of various landing gear
types and configurations. Landing gear design requirements are parts of the aircraft
general design requirements including cost, aircraft performance, aircraft stability,
aircraft control, maintainability, producability and operational considerations.

In general, there are ten configurations for a landing gear as follows:

1. Conventional gear
2. Unconventional gear
3. Single main
4. Bicycle
5. Tail-gear
6. Tricycle or nose-gear
7. Quadricycle
8. Multi-bogey
9. Releasable rail
10. Skid
11. Seaplane landing device
12. Human leg

Fig 2.1 landing gear configurations

Conventional landing gear:

Conventional landing gear, or tail wheel-type landing gear, is an aircraft under

carriage consisting of two main wheels forward of the center of gravity and a small
wheel or skid to support the tail. The term conventional persists, having begun in
the time when the majority or conventional of airplanes was thus configured,
even though nowadays most aircraft are configured with Tricycle landing gear.
The term tail dragger is aviation jargon for an aircraft with a conventional
undercarriage, although some writers have argued that the term should refer only
to an aircraft with a tailskid and not a tail wheel.
In early aircraft, a tailskid made of metal or wood was used to support the tail on
the ground. In most modern aircraft, a small, articulated wheel assembly is
attached to the rearmost part of the airframe in place of the skid. This wheel is
steered by the pilot through a connection to the rudder pedals, allowing the rudder
and tail wheel to move together.

Advantages:

The tail wheel configuration offers several advantages over the tricycle
landing gear arrangement.

Due to its smaller size the tail wheel has less parasite than a nose wheel,
allowing the conventional geared aircraft to cruise at a higher speed on the
same power.
Tail wheels are less expensive to buy and maintain than a nose wheel. If a
tail wheel fails on landing, the damage to the aircraft will be minimal. This
is not the case in the event of a nose wheel failure, which usually results in
propeller damage.
7

 Due to the increased propeller clearance on tail wheel aircraft less stone chip
damage will result from operating a conventional geared aircraft on rough or
gravel airstrips
Because of the way airframe loads are distributed while operating an rough
ground, tail wheel aircraft are better able to sustain this type of use over a
long period of time, without cumulative airframe damage occurring.
Tail wheel aircraft are also more suitable for operating on skids.

Disadvantages:
Tail wheel aircraft are much more subject to nose-over accidents, due to
main wheels becoming stuck in holes or injudicious applications of brakes
by the pilot.
Tail wheel aircraft generally suffer from poorer forward visibility on the
ground, compared to nose wheel aircraft. In some cases this necessitates
S turning on the ground to allow the pilot to see while taxing.
Tail wheel aircraft are more difficult to taxi during high wind conditions,
due to the higher angle of attack on the wings. They also suffer from tower
cross wind capability and in some wind conditions may be unable to use
cross wind runways or single-runway airports.

Single Main:

The simplest configuration of landing gear is the single main includes one
large main gear that carries a large portion of the aircraft weight and load; plus a
very small gear under the nose. In terms of size, the main gear is much larger
(both strut and wheel) than the secondary one. Both of these gears are in the
aircraft symmetrical plane. The main gear is close to the aircraft cg, while the
other gear is far from it. In majority of cases, the main gear is located in front of
the aircraft cg and the other one is behind cg (under the tail section). In case,
where the main gear is aft of aircraft cg, the secondary gear is usually converted
to a skid under the fuselage nose. Majority of sailplanes are employing single
main landing gear because of its simplicity.

Bicycle:

Bicycle landing gear, as the name implies, has two main gears one aft and
one forward of aircraft cg; and both wheels have a similar size. To prevent the
aircraft from tipping sideways, two auxiliary small wheels are employed on the
wings. The distance between two gears to the aircraft cg is almost the same, thus,
both gears are carrying a similar load.

The bicycle landing gear has some similar features with single main and in
fact is an extension to the single main. This arrangement is not popular among
aircraft designers due to its ground instability. The main advantages of this
configuration are the design simplicity and the low weight.

Tail-gear:

Tail-gear landing gear has two main wheels forward of the aircraft cg and a
small wheel under the tail. The wheels in front of the aircraft cg is very close to it
(compared with aft wheel) and carries much of the aircraft weight and load; thus
is referred to as the main wheel. Two main gears are in the same distance from
the cg in the x-axis and the same distance in y-axis (in fact left and right sides);
thus both are carrying the same load. The aft wheel is far from cg (compared
with main gear); hence it carries much smaller load and then is called an
auxiliary gear. The share of the main gear from the total load is about 80 to 90
percent of the total load, so the tail gear is carrying about 10 to 20 percent.

Tricycle landing gear:

Tricycle gear is aircraft under carriage, or landing gear, arranged in a tricycle

fashion. The tricycle arrangement has one wheel in the front, called the nose
wheel, and two or more main wheels slightly aft of the center of gravity. Because
of ease of operating tricycle gear aircraft on the ground, the configuration is most
widely used on aircraft.
Tricycle gear is easier to land because the attitude required to land on the
main gear is the same as that required in the flare, and they are less vulnerable to
crosswinds. As a result, the majority of modern aircraft are fitted with tricycle
gear. Almost all jet-powered aircraft are fitted with tricycle landing gear, to
avoid the blast of hot, high speed gases causing damage to the ground surface, in
particular runways and taxiways. The few exceptions have included the
Yakovlev Yak-15, the super marine Attacker, and prototypes such as the Heinkel
He 178, the first four prototypes (VI through V4) of the Messerschmitt Me 262,
and the Nene powered version.
10

Quadricycle:

As the name implies a quadricycle landing gear utilizes four gears; similar to
a car conventional wheel system. Two wheels at each side where two wheels are
in front of aircraft cg and other two aft of cg. The load on each gear depends on
its distance to cg. If aft and forward wheels have the same distance to cg, they
will have to carry the same load. In this case, it is very hard to rotate the aircraft
during take-off and landing; so the aircraft will perform a flat take-off and
landing. This characteristics causes the aircraft to have a longer take-off run,
compared with tricycle configuration. This feature enables the aircraft to have a
very low floor which permits an easier loading and unloading.

Multi-bogey:

As the aircraft gets heavier, number of gears needs to be increased. A

landing gear configuration with multiple gears of more than four wheels also
improves take-off and landing safety. When multiple wheels are employed in
tandem, they are attached to a structural component referred to as bogey that is
connected to the end of the strut. An aircraft with multi- bogey landing gear is
very stable on the ground and also during taxiing. Among various landing gear
arrangement, a multi-bogey is the most expensive, and most complex for
manufacturing. When the aircraft weight is beyond 200,000 lb, multiple bogeys
each with four to six wheels are used. Large transport aircraft such as Boeing B747 and Airbus A- 380 utilize multi-bogey landing gear. Boeing B-747 is
equipped with a four four-wheel bogies main gear and a twin-wheel nose unit.

11

Releasable Rail:

For those aircraft which are designed to take-off while airborne and are not
expected to land on the ground or sea, there is a special type of gear. Rockets and
missiles are in the same category in terms of landing gear configuration. These
air vehicles are either launched, or released to get airborne. Take-off or launch
gear usually consists of two to three fixed pieces.
One piece is a flat plate of T-shape part that is attached to the mother vehicle
or launcher. The main function of this attachment is to hold the vehicle while
launched.

Skid:

Some vertical take-off and landing aircraft and helicopters do not need to
taxi on the ground, so they are equipped with a beam-type structure referred to as
skids instead of regular landing gear. The configuration of skids mainly
comprises of three to four fixed cantilever beams which are deflected outward
when a load (i.e. aircraft weight) is applied. The deflection of skids plays the role
of a shock absorber during landing operations. However, due to the nature of the
beams, they are not as efficient as oleo shock absorbers. The design of skids
compared with regular landing gear which are equipped with wheels is much
simpler.

Basic equations for beam deflection and bending stress might be employed in
the design and analysis of skids. In addition, fatigue loading and fatigue life must
be taken into account to predict the skid endurance.

12

Seaplane Landing:

Device Take-off and landing on the sea requires special landing gear
configuration. The technical features of the water runway are totally different
than a hard surface tarmac. Thus, a sea-plane is not able to employ the
advantages of wheels on the water. The sea-plane landing gear and the shape of
the hull are governed by the following design requirements:
1. Slipping
2. Water-impact load reduction
3. Floating
4. Lateral static stability
A sea-plane usually lands on the water first by its fuselage and then by
utilizing a special skid to remain stable. The fuselage (or hull) bottom shape
constitutes the primary part of a sea-plane landing gear. The fuselage shape must
be designed to satisfy above-going requirements as well the fuselage original
design requirements for accommodating payload. The slipping and the reduction
of the water-impact load requirements often influence the design of the fuselage
bottom shape.

Human Leg:
When an aircraft is very light and the cost is supposed to be as low as
possible, human leg can function as the landing gear. This is the case for hang
glider and paraglider. Pilot must use his/her leg to during take-off and landing
operation. Due to human physical weaknesses, the landing speed must be very
low (e.g. less than 10 knot) in order to have a safe landing. Pilot skill and
nimbleness is a requirement besides the leg for a successful landing. In such a
case, there is no need for landing gear design; just assume that it has been
designed and fabricated and is ready for flight.
13

2.3 FIXED, RETRACTABLE, OR SEPARABLE LANDING GEAR:

Another design aspect of the landing gear is to decide what to do with it

after take-off operation. In general, there are four alternatives as follows:

1. Landing gear is released after take-off.

2. Landing gear hangs underneath the aircraft (i.e. fixed).
3. Landing gear is fully retracted inside aircraft
(E.g. inside wing or fuselage).
4. Landing gear is partially retracted inside aircraft.

Each of these four alternatives has various advantages and disadvantages

which must be evaluated prior to decision making. In the first case, the landing
gear is released after take-off; so the aircraft does not have to carry it during
flight mission. Hence the aircraft weight will be reduced after take-off and it is
assumed as an advantage.
However, this alternative does not have anything to do with landing. It
means that the aircraft is not supposed to land; which is the case for drones that
are used as a target for missile test. Or, the aircraft must use another landing gear
to land safely. Such wheels are sometimes mounted onto axles that are part of a
separate dolly (for main wheels only) or trolley (for a three wheel set with a
nose-wheel) chassis. The major advantage of such arrangement is the weight
reduction which results is a higher performance. If the aircraft is planned to land
at the end of its mission, this option is not recommended, since landing on a
moving cart is not a safe operation. There is a very few number of aircraft with
such landing gear configuration.

14

In the case of a retractable landing gear, it folds after takeoff into the
fuselage where it is stored during flight until shortly before landing. Related
features of a retractable landing gear are:

1. Retracting system design,

2. Provision of sufficient room for landing gear after retraction.

Most mechanisms for landing gear retraction system are based upon a fourbar linkage, by using three members connected by pivots. The fourth bar is the
aircraft structure. A retraction mechanism clearly increases aircraft weight,
design complexity, and maintenance; and reduces the internal fuel volume.
The major options for main landing gear home are:
1. In the wing,
2. In the fuselage,
3. Wing-podded,
4. Fuselage-podded,
5. Wing-fuselage junction, and
6. In the nacelle.

In a high-wing configuration, retracting and locating landing gear in the

fuselage makes the strut shorter. In general, a retracted position inside aircraft
will chop up aircraft structure which consequently increases aircraft weight. The
examples are locating the landing gear in the wing, in the fuselage, on in the
wing-fuselage. On the other hand, a podded bay configuration tends to increase
aircraft frontal area that causes additional aerodynamic drag. The example is
locating the landing gear in a pod beside fuselage. In terms of aircraft structural
design complexity, a landing gear bay in the wing requires a wing cutout that
leads in stronger spars.
15

The best candidate for a bay in the wing is the room between main spar and
rear spar. A landing gear bay in the fuselage also requires a fuselage cutout that
leads in stronger frames and longerons. The aerodynamic benefits of in the wing
or in the fuselage bay arrangements outweigh the drawbacks for high-speed
aircraft.

Table 2.1fixed and retractable landing gear

Cost
Weight
Design

Fixed(non-retractable)
Landing
Cheaper
Lighter
Easier to design

Retractable Landing
Gear
Expensive
Heavier
Harder to design

Manufacturing

Easier to manufacture

Harder to manufacture

5
6

Maintenance
Drag

Aircraft
performance

Easier to maintain
More drag
Lower aircraft
performance(e.g.
maximum speed )

Longitudinal
stability

More stable (stabilizing)

Harder to maintain
Less drag
Higher aircraft
performance(e.g.
maximum speed)
less stable
(destabilizing)

Storing bay

Does not require a bay

No

Item

1
2
3

10 Retraction system
11

Fuel volume

12 Aircraft structure

Bay must be provided

Does not require a retraction Requires a retraction

System
system
More available internal fuel Less available internal
Volume
fuel volume
Structural elements need
Structure in un-interrupted reinforcement due to
cutout

16

2.4 TYPES OF SHOCK STRUT:

A strut is a structural component designed to resist longitudinal compression.

Struts provide outwards- facing support in their lengthwise direction, which can
be used to keep two other components separate, performing the opposite function
of the tie. They are commonly used in architecture and engineering, for instance
as components of an automobile chassis, where they can be passive braces to
reinforce the chassis and/or body, or active components of the suspension. In
piping, struts restrains movement of a component in one direction while allowing
movement or contraction in another direction.

An automotive suspension strut combines the primary function of a shock

absorber(as a damper), with the ability sideways loads not along its axis of
compression, somewhat similar to a sliding pillar suspension, thus eliminating
the need for an upper suspension arm. This means that a strut must have a more
rugged design, with mounting points near its middle for attachment of such
loads. A shock strut serves the purpose of a shock absorber by observing the
heavy loads and shock impacted during landing.
Shock strut is classified into,
Air-oleo
Spring-oleo

2.4.1 AIR-OLEO

An AIR-OLEO strut is an air-oil hydraulic shock absorber used on the landing

gear of most large aircraft and many smaller ones. It cushions the impacts of
landing and while taxing and damps out vertical oscillations.
17

OPERATION:
An oleo strut consists of an inner metal tube or piston, which is attached to
the wheel axle, and which moves up and down in an outer (or upper) metal tube,
or cylinder, that is attached to the airframe. The cavity within the strut and piston
is filled with air and oil (usually hydraulic fluid), and is divided into two
chambers that communicate through a small orifice. When the aircraft is
stationary on the ground, its weight is supported by the compressed air in the
cylinder.
During landing, or when the aircraft taxis over bumps, the piston slides up and
down. It compresses the air, which acts as a spring, and forces oil through the
orifice, which acts as a damper. A tapered rod may be used to uncover additional
orifice so that damping during compression is less than during rebound. Oleo
struts are often inflated with nitrogen instead of air, since it likely to cause
corrosion. The various parts of the strut are sealed with O-rin
gs or similar elastomeric seals, and a scraper ring is used to keep dust and grit
adhering to the piston from entering the strut.

2.4.2 SPRING OLEO:

It is one of the shock strut that wide application in the past. A spring oleo shock
strut uses a combination of spring and oil to absorb shock. Oleo in Greek means
oil.
Spring provides the cushioning effect
Oil acts as a damper
This combination is capable of observing heavy shocks and loan thereby
providing necessary cushion while landing. The shocks are observed in the
spring and the damper opposes the shock once the shock is observed it is
released during extension of spring.
18

CHAPTER 3

MAGNETO RHEOLOGICAL FLUID

3.1 Introduction:
A Magneto rheological fluid commonly known as

MR fluids are

suspensions of solid in liquid whose properties changes drastically when exposed to

magnetic field. A magneto rheological fluid (MR fluid) is a type of smart fluid in a
carrier fluid, usually a type of oil. When subjected to a magnetic field, the fluid
greatly increases its apparent viscosity, to the point of becoming a visco elastic
solid. Importantly, the yield stress of the fluid when in its active ("on") state can be
controlled very accurately by varying the magnetic field intensity. The upshot of
this is that the fluid's ability to transmit force can be controlled with an
electromagnet, which gives rise to its many possible control-based applications.
Magneto rheological (MR) fluids are materials that respond to an applied field
with a dramatic change in their rheological behavior. The essential characteristic of
these fluids is their ability to reversibly change from a free-flowing, linear, viscous
liquid to a semi-solid with controllable yield strength in milliseconds when exposed
to a magnetic field.
MR fluids find a variety of applications in almost all the vibration control systems.
It is now widely used in automobile suspensions, seat suspensions, clutches,
robotics, design of buildings and bridges, home appliances like washingmachines.The key to success in all of these implementations is the ability of MR
fluid to rapidly change its rheological properties upon exposure to an applied
magnetic field.
19

3.2 MR FLUID WORKING PROCEDURE:

3.2.1 WITHOUT APPLYING MAGNETIC FIELD:
In the absence of an applied field, MR fluids are reasonably well
approximated as Newtonian liquids. For most engineering applications a simple
Bingham plastic model is effective at describing the essential, field-dependent fluid
characteristics. A Bingham plastic is a non-Newtonian fluid whose yield stress
must be exceeded before flow can begin; thereafter, the rate-of-shear vs. shear
stress curve is linear. In this model, the total yield stress is given by,
Yield stress caused by the applied magnetic field,
Magnitude of magnetic field,
Shear rate,
Independent plastic viscosity defined as the slope of the measured Shear
stress Vs Shear strain relationship. i.e., at H=0.

Fig 3.1 without magnetic field effect

3.2.2 WHILE APPLYING MAGNETIC FIELD:
Applying a magnetic field to magneto rheological fluids causes particles in
the fluid to align into chains. When some low-density MR fluids are exposed
to rapidly alternating magnetic fields, their internal particles clump together.
Over time they settle into a pattern of shapes that look a bit like fish viewed
20

from the top of a tank. Such clumpy MR fluids don't stiffen as they should
when magnetized. The fish tank pattern is fragile and takes about an hour to
fully develop. The structure of particles in an MR fluid gradually changes
when an alternating magnetic field is applied.

Fig 3.2 with magnetic field effect

As the fluid flows through the MR valve, it is subjected to a magnetic field in
the active valve regions. Over this portion of MR valve, the fluid develops its
yield stress and allows for controllability in the force. As the fluid enters the
active valve region, the transition from Newtonian-like flow to Bingham
plastic flow occurs. Though it is known that MR fluid response to a magnetic
field occurs in a matter of milliseconds [2, 3], the degree of response
achieved by the fluid has yet to be addressed.

Fig 3.3 Basic working concept of MR fluid

21

3.3 BACK GROUND TO MAGNETIC FLUID TECHNOLOGY:

Present electric field based micro-electromechanical system (MEMS)
technology of solid capacitive structures can be extended to include magnetic eld
interactions with ferrouids and submicron size magnetic particles for micro/nanoelectromechanical system (MEMS/NEMS) devices. Ferrouids, which are
synthesized as a stable col-loidal suspension of permanently magnetized particles
such as magnetite of 10nm diameter, are an excellent choice for such NEMS
magnetic eld technology.
Brownian motion keeps the 10nm size particles from settling under gravity,
and a surfactant is placed around each particle to provide short range steric
repulsion between particles to prevent particle agglomeration in the presence of
non-uniform magnetic elds (Rosensweig, 1985). Conventional ferrouid
applications use DC magnetic elds from permanent magnets for use as a liquid Oring in rotary and exclusion seals, as dampers in stepper motors and shock
absorbers, and for heat transfer in loudspeakers (Berkovsky & Bashtovoy, 1996).
These applications concern macroscopic systems but because the ferrouid
particles have a particle diameter of order 10nm, there are also many potential new
MEMS/NEMS applications using ferrouid particles, with and without carrier
uid, for nano-duct ows, nano-motors, nano-generators, nano-pumps, nanoactuators, and other similar nano-scale devices (Gazeau et., 1997).
Ferrofluids also have very interesting lines, patterns, and structures that can
develop from ferrohydrodynamic instabilities as illustrated in Figures a and b for
the ferrofluid peaking behavior resulting from a magnetic field perpendicular to the
free surface of a ferrofluid layer; in Figure c for the gear-like structure resulting
from the radial perpendicular field instability when a small magnet is placed behind
a ferrofluid drop confined between closely spaced glass plates
22

Figure a: Hexagonal peaking patterns of about 1cm spacing result when a

perpendicular magnetic eld is applied to a layer of magnetic uid with saturation
magnetization of 400G. The peaks initiate when the magnetic surface force exceeds
the stabilizing effects of the uid weight and surface tension. The left picture shows
the chocolate-drop like shape with an applied perpendicular eld of about 200G
while the right picture shows the sharp peaks with a hexagonal base pattern with a
magnetic eld of about 330G.

Figure b: Another view of the perpendicular eld instability including a crown of

peaks

on

the

glass

container

wall

edge

when

a400Gmagneticeldisapplied.Thecontainingvesselhas15cm diameter.

23

Figure c: Gear-like structure that results when a small 5mm diameter permanent
magnet with strength of about 1200G is placed behind a small ferrouid droplet
conned between glass plates with 1mm gap.

3.4 MODES OF OPERATION

An MR fluid is used in one of three main modes of operation, these being
flow mode, shear mode and squeeze-flow mode.
These modes involve, respectively, fluid flowing as a result of pressure
gradient between two stationary plates; fluid between two plates moving
relative to one another; and fluid between two plates moving in the direction
perpendicular to their planes.
In all cases the magnetic field is perpendicular to the planes of the plates, so
as to restrict fluid in the direction parallel to the plates.

24

Table 3.1 modes of operation

Operational
mode

Valve mode

Shear mode

Squeeze mode

Functional
Principle

Fig 3.4 MR fluid working system

25

3.5 PROPERTIES OF MAGNETO RHEOLOGICAL FLUID:

Typical magneto rheological fluids are the suspensions of micron sized,
magnetizable particles suspended in an appropriate carrier liquid such as mineral
oil, synthetic oil, water or ethylene glycol. The carrier fluid serves as a dispersed
medium and ensures the homogeneity of particles in the fluid. A variety of
additives are used to prevent gravitational settling and promote stable particles
suspension, enhance lubricity and change initial viscosity of the MR fluids. The
stabilizers serve to keep the particles suspended in the fluid, whilst the surfactants
are adsorbed on the surface of the magnetic particles to enhance the polarization
induced in the suspended particles upon the application of a magnetic field.

Table 3.2 MR fluid properties

Property:

Typical value:

Maximum yield strength, y(field)

50-100 MPa

Maximum field strength

250 kAm-1 (0.3 Tesla)

Plastic viscosity, p

0.1-1.0 Pas

Operable temperature range

-40C to +150C(limited carrier fluid)

Contaminants

Unaffected by most impurities

Response time

< milliseconds

Density

3-4 g/cm3

p / y (field), figure of merit

10-10-10-11 s/Pa

Maximum energy density

0.1 J/cm3

Power supply (typical)

2-25 V @ 1-2 A (2-50 watts)

26

3.6 SCANNING OF IRON POWDER :

The carbonyl iron powder was obtained from ISP Technologies. Two kinds of Fe
powder were used which are referred as GRADE AS and 3700. GRADE A grade is
the reduced iron grade with an average particle size of 7 m.
This grade was reduced in hydrogen atmosphere, therefore carbon, oxygen, and
the nitrogen concentrations are lower than that of the GRADE B grade, known as
straight grade, which wasnt exposed to a reduction process. The average particle
size for GRADE B is ~ 2 m. The impurity contents of the powders are given in
The oxygen concentration in GRADE B is ~0.4 wt% which suggests that FeO,
Fe3O4, Fe2O3 may be formed.
Scanning electron micrographs which show the morphology of as-received iron
grades that were used in this research are given for GRADE A and GRADE B
grades, respectively.

GRADE A

GRADE B

Fig 3.5 Iron powder grade sizes

27

Table 3.3 Comparison of iron powder grade sizes

AVERAGE

GRADES

FE

SIZE (M)

GRADE A

GRADE B

%IRON

%CARBON

79

>99.5

<0.3

2.31

98.2

0.67

%OXYGEN

<0.4

0.43

%NITROGEN

<0.1

0.69

Although SEM analysis is not an adequate technique for particle size analysis, the
SEM studies revealed that the powders used had a relatively broad size distribution
of particles ranging from sub-micrometer to 2-3 m for GRADE B and particle
sizes ranging from 1 to 9 m for GRADE A.

3.7 APPLICATIONS OF MAGNETO RHEOLOGICAL FLUID:

Because the state of MR materials can be controlled by the strength of an

applied magnetic field, it is useful in applications where variable performance is
desired. Microprocessors, sensor technologies and increasing electronic content and
processing speeds have created real-time control possibilities of smart systems used
MR devices. Beginning of the commercialization of MR technology was year 1995
and use of rotary brakes in aerobic exercise equipment. From this moment
application of magneto- rheological material technology in real-world systems has
grown steadily.
28

 linear MR dampers for real-time active vibrational control systems in heavy

duty trucks,
linear and rotary brakes for low-cost, accurate, positional and velocity
control of pneumatic actuator systems,
rotary brakes to provide tactile force-feedback in steer-by- wire systems,
linear dampers for real-time gait control in advanced prosthetic devices,
adjustable real-time controlled shock absorbers for automobiles,
MR sponge dampers for washing machines,
Magneto rheological fluid polishing tools,
very large MR fluid dampers for seismic damage mitigation in civil
engineering structures,
Large MR fluid dampers to control wind-induced vibrations in cable-stayed
bridges.
The MR brake operates in a direct-shear mode, shearing the MR fluid filling the
gap between the two surfaces (housing and rotor) moving with respect to one
another. Rotor is fixed to the shaft, which is placed in bearings and can rotate in
relation to housing. Resistance torque in the MR brake depends on viscosity of the
MR fluid that can be changed by magnetic field. MR brake allows for continuous
control of torque.
When there is no magnetic field the torque is caused by viscosity of carrier
liquid, bearings and seals. MR brake is especially well suited for a variety of
applications including pneumatic actuator control, precision tension control and
hap tic force feedback in applications such as steer-by-wire [15]. MR clutch similar
to MR brake operates in a direct-shear mode and transfers torque between input and
output shaft.
29

3.7.1 Mechanical engineering:

Magneto rheological dampers of various applications have been and continue to be
developed. These dampers are mainly used in heavy industry with applications
such as heavy motor damping, operator seat/cab damping in construction vehicles,
and more.
As of 2006, materials scientists and mechanical engineers are collaborating to
develop stand-alone seismic dampers which, when positioned anywhere within a
building, will operate within the building's resonance frequency, absorbing
detrimental shock waves and oscillations within the structure, giving these dampers
the ability to make any building earthquake-proof, or at least earthquake-resistant.

3.7.2 Military and defense:

The U.S. Army Research Office is currently funding research into using MR fluid
to enhance body armor. In 2003, researchers stated they were five to ten years away
from making the fluid bullet resistant. In addition, Humvees, and various other allterrain vehicles employ dynamic MR shock absorbers and/or dampers.

3.7.3 Optics:
Magneto rheological finishing, a magneto rheological fluid-based optical polishing
method, has proven to be highly precise. It was used in the construction of the
Hubble Space Telescope's corrective lens
.30

3.7.4 Automotive and Aerospace:

If the shock absorbers of a vehicle's suspension are filled with magneto rheological
fluid instead of plain oil, and the whole device surrounded with an electromagnet,
the viscosity of the fluid, and hence the amount of damping provided by the shock
absorber, can be varied depending on driver preference or the weight being carried
by the vehicle. This is in effect a magneto rheological damper. For example, the
Magneride active suspension system permits the damping factor to be adjusted
once every millisecond in response to conditions.
General Motors (in a partnership with Delphi Corporation) has developed this
technology for automotive applications. It made its debut in both Cadillac (Seville
STS build date on or after 1/15/2002 with RPO F55) as "Magneride" (or "MR") and
Chevrolet passenger vehicles (All Corvettes made since 2003 with the F55 option
code) as part of the driver selectable "Magnetic Selective Ride Control (MSRC)"
system) in model year 2003. Other manufacturers have paid for the use of it in their
own vehicles. As of 2007, BMW manufactures cars using their own proprietary
version of this device, while Audi and Ferrari offer the MagneRide on various
models.
General Motors and other automotive companies are seeking to develop a magneto
rheological fluid based clutch system for push-button four wheel drive systems.
This clutch system would use electromagnets to solidify the fluid which would lock
the driveshaft into the drive train. Porsche has introduced magneto rheological
engine mounts in the 2010 Porsche GT3 and GT2. At high engine revolutions, the
magneto rheological engine mounts get stiffer to provide a more precise gearbox
shifter feel by reducing the relative motion between the power train and
chassis/body.
31

3.7.5 HUMAN PROSTHESIS:

Magneto rheological dampers are utilized in semi-active human prosthetic legs.
Much like those used in military and commercial helicopters, a damper in the
prosthetic leg decreases the shock delivered to the patients leg when jumping, for
example. This results in an increased mobility and agility for the patient.
3.8 ADVANTAGES OF MR FLUID:
Easy to control and have higher magnitude of yield stress.

Real-time, continuously variable control of Damping, Motion and position

control, Locking, Haptic feedback.

High dissipative force independent of velocity.

Greater energy density.

Simple design (few or no moving parts).

Quick response time (10 milliseconds).

Consistent efficacy across extreme temperature variations (range of 140C to

130 C).

Minimal power usage (typically 12V, 1 Amp max current; fail-safe to

battery backup, which can fail-safe to passive damping mode).

Inherent system stability (no active forces generated).

MR fluids can be operated directly from low-voltage power supplies. MR

technology can provide flexible, reliable control capabilities in designs.
32

CHAPTER 4

UNIVERSAL TESTING MACHINE

4.1 INTRODUCTION:

A universal testing machine, also known as universal tester, materials testing

machine test frame, is used to test the tensile stress and compressive strength of
materials. It is named after the fact that it can perform many standard tensile and
compression tests on materials, components, and structures.

Universal Testing Machine also known as a materials testing machine and can be
used to test the tensile and compressive properties of materials. This type of
machines are called Universal Testing Machine because it can perform all the tests
like compression, bending, tension etc to examine the material in all mechanical
properties. These machines generally have two columns but single column types
are also available. Load cells and extensometers measure the key parameters of
force and deformation which can also be presented in graphical mode in case of
computer operated machines.. These machines are widely used and would be found
in almost all materials testing laboratory.

4.2 COMPONENTS:
Load frame- usually consisting of two long supports for the machine. Some
small machines have a single support.
Load cell- A force transducer or other means of measuring the load is
required. Periodic calibration is called for.
33

 Cross head- A movable cross head (crosshead) is controlled to move to

move up or down. Usually this is at a constant speed: sometimes called as a
constant rate of extension (CRE) machine. Some machine can program the
cross head speed or conduct cylindrical testing, testing at constant force,
testing at constant deformation, etc. Electromechanical, servo-hydraulic,
linear drive and resonance drive are used.
Means of measuring extension or deformation- Many tests require a
measure of the response of the test specimen to the movement of the cross
head. Extensometers are sometimes used.
Output device- A means of providing the test result is needed. Some older
machines have dial or digital displays and chart recorders. Many newer
machines have a computer interface for analysis and printing.
Conditioning- Many test require controlled conditioning (temperature,
humidity, pressure,etc.). The machine can be in the controlled room or a
special environmental chamber can be placed around the test machine for
the test.
Text fixtures, specimen holding jaws, and related sample making
equipment are called for many test methods.
4.3 DESCRIPTION OF UTM :
The Universal Testing Machine consists of two main parts, viz. the loading
unit and the control panel. The loading unit consists of a robust base at the centre of
which is fitted the main cylinder and piston. A rigid frame consisting of the lower
table, the upper cross head and the two straight columns is connected to this piston
through a ball and socket joint. A pair of screwed columns mounted on the base
pass through the main nuts to support the lower cross-head.
34

Each cross-head has a tapering slot at the centre into which are inserted a
pair of racked jaws. These jaws are moved up or down by the operating handle on
the cross-head face and is intended to carry the plate (grip) jaws for the tensile test
specimen. An elongation scale, which measures the relative movement between the
lower table and the lower cross-head, is also provided with the loading unit.
The control panel contains the hydraulic power unit, the load measuring unit and
the control devices.
4.3.1 THE HYDRAULIC POWER UNIT:

The Hydraulic Power Unit consists of an oil pump driven by an electric motor and
a sump for the hydraulic oil. The pump is of the reciprocating type, having a set of
plungers which assures a continuous non-pulsating oil flow into the main cylinder
for a smooth application of the test load on the specimen. Hydraulic lines of the
unit are of a special design to enable them to perform various functions.
4.3.2 THE LOAD MEASURING UNIT:

The load measuring unit, in essence is a pendulum dynamometer unit. It has a small
cylinder in which a piston moves in phase with the main piston under the same oil
pressure. A simple pendulum connected with this small piston by a pivot lever thus
deflects in accordance with the load on the specimen and the pivot ratio. This
deflection is transmitted to the load pointer which indicates the test load on the dial.
The pivot lever has four fulcrum -knife-edges, giving fo4ir ranges of test load, (viz.
0-100 kN; 0-250 kN; 0-500 kN and 0-1000 kN). The required range can be selected
by just turning a knob provided for the purpose. The overall accuracy of the
machine depends mainly on the accuracy of the measuring unit.
35

4.4 CONTROL DEVICES :

These include the electric control devices, the hydraulic control devices and the
load indicating devices.
1.The Electric Control Devices are in the form of four switches set on the
left side of the panel face. The upper and lower push switches are for moving
the lower cross-head up and down respectively. The remaining two are the
ON and OFF switches for the hydraulic pump.

2.The Hydraulic Control Devices are a pair of control valves set on the
table or the control panel. The right control valve is the inlet valve. It is a
pressure compensated flow control valve and has a built-in overload relief
valve. If this valve is in the closed position, while the hydraulic system is on,
oil flows back into the sump. Opening of the valve now, cause the oil to flow
into the main cylinder in a continuous non-pulsating manner. The left control
valve is the return valve. If this valve is in the closed position, the oil
pumped into the main cylinder causes the main piston to move up. The
specimen resists this, movement, as soon as it gets loaded up. Oil pressure
inside the main cylinder (and elsewhere in the line) then starts growing up
until either the specimen breaks or the load reaches the maximum value of
the range selected. A slow opening of this valve now causes the oil to drain
back into the sump and the main piston to descent.

3.The Load indicating Devices consist of a range inflating dial placed

behind a load indicating dial. The former move and sets itself to the range
selected when the range adjusting knob is turned. The load .on the specimen
at any stage is indicated by the load pointer which moves over the load
indicating dial and harries forward with it a dummy.
36

4.5 UTM TEST:

A test set-up was designed to characterize the voltage output and power
output of the generator at various road conditions. Shock absorber testing
machine was made available by institute. The mechanism for variation of
amplitude & frequency of excitation to simulate road profiles.
The following tests will be conducted for normal landing gear.
4.5.1 GAP TESTS:
Caution should be taken when doing gap tests since using too much force
can damage the landing gears. When testing NLGs the first step is to lock the
steering so that the turn cylinder does not move freely. The gap tests are made by
manipulating the rotary actuator. The actuator is set to apply a torque of 100Nm
and the angular deviance is measured. This is done in both directions.

4.5.2 ANGULAR MOTION TESTS:

The angular motion tests are only made for the NLGs. First the weights
simulating the wheels are fastened if so required. Before any testing can take place
the angular movement restrictors must be checked. Then the NLG is driven through
the motions by the rotational actuator and the torque and angular displacement are
recorded.

4.5.3 COMPRESSION TESTS:

Before doing compression tests the force, speed and stroke restrictors must
be checked. If the tests requires the landing gear to be pressurised this must be done
before the test is started. During the test compression force and distance is
measured and the data saved and plotted.

37

4.5.4 LEAKAGE TESTS:

The landing gear pressurised are by either dry nitrogen ( Boeing ) or hydraulic fluid
(Messier-Dowty). The filling port on landing gear is connected to the appropriate
feeding port on the pressure port console. When the correct pressure is reached the
control valve is closed and the landing gear let to stand. The pressure is monitored
from the main control table. So there is no need for going into the room with the
landing gear.
But we are going to test the Magneto Rheological damper in UTM to find the
pressure, load, various forces, time and deflection by with magnetic effect and
without magnetic effect.

4.6 TESTING PROCEDURE:

Before doing the testing the pressure gauge in model and load indicator in
UTM should be in zero condition.
The dial gauge will be move after some amount of load that load is called
threshold weight, the reading should be taken after that threshold weight.
The fabricated model is placed precisely between the jaws of the universal
testing machine.
Load is applied slowly on the model by turns in UTM.
The initial deflection or the stroke is measured.
The load for which the pressure gauges starts to raise is noted down.
Once the load starts increasing the following are measured for
8KN,12KN,16KN,20KN..
a) Deflection or stroke length
b) Time
c) Pressure in the lower chamber
d) Final deflection.
38

 The jaws are raised and model is removed from jaws and allowed to extend.
The pressure in the chamber is noted from the pressure gauges fitted in the
lower chamber.
Same procedure to be carried out by passing 6V DC current in the MR fluid
to make the magnetic effect inside the cylinder.
Note the reading and plot the graph for both cases, without magnetic effect
and with magnetic effect.

Fig4.1 UTM setup

39

Fig4.2 MR Damper testing

Fig4.3 Dial Gauge

40

4.7 USE:

The set-up and usage are detailed in a test method, often published by the
standard organization. This specifies the sample preparation, fixturing, gauge
length (the length which is under study or observation), analysis etc.
The specimen is placed in the machine between the grips and the extensometer if
required can automatically record the change in gauge length during the test. If the
extensometer is not fitted, the machine itself can record the displacement between
its cross heads on which the specimen is held.

However, this method not only records the change in length of the specimen
but also all other extending/elastic components of the testing machine and its drive
systems including any slipping of the specimen in the grips. Once the machine is
started it begins to apply an increasing load on specimen. Throughout the test the
control system and its associated software record the load and extension or
compression of the specimen.

41

CHAPTER 5

FABRICATION WORK

Fig 5.1 model view of landing gear and MR fluid

5.1 MAKING OF MAGNETO-RHEOLOGICAL FLUID:

5.1.1 Chemicals:
Ammonia

-250 ml

Ferric chloride

-100ml (10gms)

Ferrous chloride

-50ml (5gms)

Oleic acid

-20ml

Kerosene

-100ml

Volume fraction for these solution to be making by 5gm ferrous chloride and
10gm ferric chloride contents. Add these content with proper ammonia to makes
the solution for 50ml ferrous chloride and 100ml ferric chloride.

42

Fig 5.2 MR fluid chemicals

5.1.2 PROCEDURE:

Fig5.3 making of MR fluid

First add ferric & ferrous chlorides. Mix it with Ammonia and heat at 20C. After
15 minutes add oleic acid. Shake or mix it properly by Safe condition. Oleic acid
reacts and makes the solution overflow in the test glass. After 30 minutes add
kerosene to that solution. Finally kerosene reacts with iron-acid solution resulting
in the formation of MR fluid.
43

5.1.3 SPECIFICATION:
Stroke length

: 2.5 cm

MR fluid

: 200 ml

Density

: 3.28g/cm

Magnetic field

: 0 to 200 KA/m

Current

: 6 volts and 4.5amp

Inductance

: 40 MHz

Coil Resistance

: 1.33

Temp range

: -40 to 150C

Force

: up to 20000N

Table 5.1 MR fluid properties:

PROPERTIES
Viscosity, temperature
@25 [C]

MR FLUID
0.240.85 [Pa.s]

Density

2.98 to 3.18 [g/cm3]

Solids content by weight

80.98%

Operating temperature

-40 to 130 [C]

Flash point

>150 [C]

Appearance

Dark grey

Yield point

50-100 (Kpa)

Magnetic field strength

150-250 (KA/m)

Reaction time

Few milliseconds

44

5.2 HYDRAULIC OIL (HYDRO 68):

Table 5.2 Hydraulic oil (hydro 68) Properties:

Property
Density at

Value in

Value in

Value

Value

metric unit

metric unit

in US unit

in US unit

0.880 *10

kg/m

54.9

lb/ft

68.0

cSt

68.0

cSt

10.2

cSt

10.2

cSt

60F (15.6C)
Kinematic
viscosity at
104F (40C)
Kinematic
viscosity at
212F
(100C)
Viscosity

135

135

index
Flash point

Pour Point
Aniline Point

Color

204

204

-40

-40

88

88

max.7.0

max.7.0

45

5.2.1 MATERIAL SAFETY DATA SHEET FOR HYD OIL 68:

Composition comments:
Refer to section eight for exposure limits on ingredients. Exposure limits regulated
as a mist. Chemical ingredients not regulated by osha or sara are treated
confidentially.

Health warnings:
INHALATION. Oil mist can irritate airways and lungs. Heating can generate
vapors that may cause respiratory irritation,nausea and headaches. Inhalation
hazard at room temperature is unlikely due to the low volatility of this product.
SKIN CONTACT.Slightly irritating. Repeated or prolonged contact can result in
drying of the skin. EYE CONTACT.Irritating.May cause slight eye irritation.May
cause very slight transient (temporary) corneal injury.INGESTION.Can cause
stomach ache and vomiting. Main hazard, if ingested, is aspiration into the lungs
and subsequent pneumonitis.

5.2.2 ACCIDENTAL RELEASE MEASURES:

Precautions to protect the environment:

Keep product out of sewers and watercourses by diking or impounding. Advise
authorities if product has entered or may entersewers, watercourses or extensive
land areas. Assure conformity with applicable government regulations.

Spill clean-up procedures:

Contain spill. Neutralize and absorb small amounts. Collect and return large
amounts to shipping container. Rinse spill area with water.
46

5.2.3 HANDLING AND STORAGE:

Handling precautions:

Do not reuse container. Keep lid closed when not in use. Keep away from heat,
sparks and open flame. Ventilate well, avoid breathing vapors. Use approved
respirator if air contamination is above accepted level.
Do not store or mix with strong oxidizers. Avoid spilling, skin and eye contact.
Eye wash station should be available at the work place.
Storage precautions:
Keep container closed when not in use. Keep away from heat, sparks and open
flame. Store separate from strong acids andoxidizers.

5.2.4 PHYSICAL AND CHEMICAL PROPERTIES:

Appearance/physical state: Liquid.
Color: amber.
Odor: mild (or faint). Petroleum.
Solubility description: insoluble in water.
Boiling point (f, interval): >500 pressure: 760mmhg
Density/specific gravity (g/ml): ~0.87 temperature (f): 61
Vapor density (air=1): >5
Vapor pressure: <1 mmhg temperature (f): 68
Evaporation rate: <1 reference:buac=1
Ph-value, conc. Solution: N/D

47

5.3 MAKING OF MR DAMPER:

Fabrication of the landing gear shock strut involves precise positioning and
accurate engineering even a small deviation from the original will result in
devastation. Generally moulding process is used for fabricating the landing gear
strut.
5.3.1 FACTORY VIEW:

Fig 5.4 factory views

5.3.2 PROCEDURE
1.The inner cylinder and the outer cylinder are fabricated to the dimension using
moulding process.
2.The piston head is now inserted into the hollow outer cylinder.
3.An orifice and a plate is placed inside the outer cylinder.
4.The inner cylinder is filled with oil and outer is filled with air.
5.Pressure gauge is fitted to the outer and the inner cylinder.
6.The inner and outer cylinder is sealed to avoid leakage of oil.

48

Fig 5.5 SCHEMATIC DIAGRAM FOR MR DAMPER

49

5.3.3 Fabricated model:

Fig 5.6 Fabricated model (MR damper)

Fig 5.7 piston(with magnetic coil) and cylinder

50

5.3.4 DIMENSIONS OF THE COMPONENTS:

PISTON
Piston diameter

: 98.6 mm

Piston rod diameter

: 50 mm

Piston thickness

: 50 mm

CYLINDER
Cylinder outer diameter

: 114 mm

Cylinder inner diameter

: 103 mm

Cylinder height

: 520 mm

SPRING
Spring diameter

: 46 mm

Spring height

: 212 mm

Number of springs

: 15 rolls

Space b/w two rolling

: 15 mm

SEAL
Seal thickness

: 60 mm

Outer diameter

: 114 mm

Inner diameter

: 52 mm

WINDING SETUP
Outer diameter

: 80 mm

Inner diameter

: 52 mm

Thickness

: 25 mm

Distance b/w layer

: 15 mm

Coil thickness

: 1 mm
51

BATTERY SPECIFICATIONS
Current

: 4.5 Amps

Voltage

: 6 volts

WEIGHT OF THE COMPONENTS

Cylinder wt

: 10.5 kg

Piston rod wt

: 8.1 kg

Spring wt

: 0.3 kg

Cylinder top seal wt

: 2.9 kg

Tyre wt

: 14 kg

5.4 MILD STEEL

5.4.1 INTRODUCTION:

Steel is derived from iron. Iron ore requires great thermal energy (around
1,500C) to reduce to its metallic form of iron. The iron is then alloyed with carbon
and metals such as nickel or tungsten to produce steel.
Steels are described as mild, medium- or high-carbon steels, according to the
percentage of carbon they contain.

Mild steel is a type of steel that only contains a small amount of carbon and
other elements. It is softer and more easily shaped than higher carbon steels. It also
bends a long way instead of breaking because it is ductile. Mild steel is an iron
alloy that contains less than 0.25% carbon. Mild steel is very reactive and will
readily revert back to iron oxide (rust) in the presence of water, oxygen and ions.
The readiness of steel to oxidize on exterior exposure means that it must be
adequately protected from the elements in order to meet and exceed its design life.
52

Prior to painting, new mild steel surfaces should be inspected for mill scale,
rust, sharp edges, laminations, burr marks and welding flux, forming or machine
oils, salts, chemical contamination or mortar splashes on them, all of which must be
removed. It is used in nails and some types of wire; it can be used to make bottle
openers, chairs, staplers, staples, railings and most common metal products. Its
name comes from the fact it only has less carbon than steel.

5.4.2 PROPERTIES OF MILD STEEL:

Mild Steel is one of the most common of all metals and one of the least
expensive steels used. It is to be found in almost every product created from
metal.
It is weldable, very durable (although it rusts), it is relatively hard and is
easily annealed.
Having less than 2 % carbon it will magnetize well and being relatively
inexpensive can be used in most projects requiring a lot of steel. However
when it comes to load bearing, its structural strength is not usually sufficient
to be used in structural beams and girders.
Most everyday items made of steel have some milder steel content. Anything
from cookware, motorcycle frames through to motor car chassis, use this
metal in their construction.
Because of its poor resistance to corrosion it must be protected by painting or
otherwise sealed to prevent it from rusting. At worst a coat of oil or grease
will help seal it from exposure, and help prevent rusting.
Being a softer metal it is easily welded. Its inherent properties allow
electrical current to flow easily through it without upsetting its structural
integrity.
53

 This mild variant of harder steel is thus far less brittle and can therefore give
and flex in its application where a harder more brittle material would simply
crack and break.
Mild steel is used in almost all forms of industrial applications and industrial
manufacturing. It is a cheaper alternative to steel, but still better than iron.

5.4.3 USES OF MILD STEEL:

Mild steel has a maximum limit of 0.2% carbon. The proportions of
manganese (1.65%), copper (0.6%) and silicon (0.6%) are approximately
fixed, while the proportions of cobalt, chromium, niobium, molybdenum,
titanium, nickel, tungsten, vanadium and zirconium are not.
A higher amount of carbon makes steels different from low carbon mild-type
steels. A greater amount of carbon makes steel stronger, harder and very
slightly stiffer than a low carbon steel. However, the strength and hardness
comes at the price of a decrease in the ductility of this alloy. Carbon atoms
get trapped in the interstitial sites of the iron lattice and make it stronger.
What is known as mildest grade of carbon steel or 'mild steel' is typically low
carbon steel with a comparatively low amount of carbon (0.16% to 0.2%). It
has ferromagnetic properties, which make it ideal for manufacture of many
products.
The calculated average industry grade mild steel density is 7.85 gm/cm3. Its
Young's modulus, which is a measure of its stiffness, is around 210,000
MPa.
Mild steel is the cheapest and most versatile form of steel and serves every
application which requires a bulk amount of steel.
54

CHAPTER 6

CALCULATIONS

6.1 WITHOUT MAGNETIC EFFECT OBSERVATION:

Without magnetic effect readings to be noted during the testing time and
those values are tabulated.

Table 6.1 without magnet effect readings

LOAD(KN) PRESSURE(PSI)

DEFLECTION(STROKE
LENGTH)mm

TIME(sec)

525

19

18.4

12

860

24

24.7

16

1210

33

29

20

1530

37

38.3

55

6.1.1 AREA & VOLUME CALCULATION:

Area of the cylinder = /4*D
Diameter of the cylinder = 103mm

Area = 103 106

4

A = 0.008332m

Volume of the cylinder =

= 51.5 520 109

V = 4.3327 103 3

[1PSI = 6894.5 N/m]

6.2 FORCE CALCULATIONS

6.2.1 AIR-SPRING FORCE CALCULATION:

1) For 8 KN

= P0 A

v0
v0 AyS

4.3327 103
= 525 6894.5 0.008332
4.3327 103 0.008332 19 103
= 31302.334 N

56

2) For 12 KN
4.3327 103
= 860 6894.5 0.008332
4.3327 103 0.008332 24 103
=51793.09 N

3) For 16 KN
4.3327 103
= 1210 6894.5 0.008332
4.3327 103 0.008332 33 103
= 74218.36 N

4) For 20 KN
4.3327 103
= 1530 6894.5 0.008332
4.3327 103 0.008332 37 103
= 94623.54 N

Table 6.2 air spring force calculation

S.NO

LOAD(KN)

AIR-SPRING
FORCE(N)

31302.33

12

51793.09

16

74218.36

20

94623.54
57

6.2.2 DAMPING FORCE CALCULATION:

3 2
= 0.5 2 2
0
1) For 8 KN
(0.008332)3 (0.00098)2
= 0.5 (912 + 1.225)
(0.4)2 (18 103 )2
= 4.893 106

2) For 12 KN
(0.008332)3 (0.00163)
= 0.5 (912 + 1.225)
(0.4)2 (18 103 )
= 1.3536 105

3) For 16 KN
(0.008332)3 (0.00279)
= 0.5 (912 + 1.225)
(0.4)2 (18 103 )
= 3.9658 105

4) For 20 KN
(0.008332)3 (0.0031)
= 0.5 (912 + 1.225)
(0.4)2 (18 103 )
= 4.8961 105

58

Table 6.3 damping force calculation

S.NO

LOAD(KN)

DAMPING FORCE(N)

1
2
3

8
12
16

20

4.893 106
1.3536 105
3.9658 105
4.8961 105

6.2.3 FRICTIONAL FORCE CALCULATION:

=
1) For 8 KN
= 0.38 31302.334
= 11894.88 N

2) For 12 KN
= 0.38 51793.09
= 19681.37 N

3) For 16 KN
= 0.38 74218.36
= 28202.97 N

59

4) For 20 KN
= 0.38 94623.54
=35956.94 N

Table 6.4 frictional forces calculation

S.NO

LOAD(KN)

1
2
3
4

8
12
16
20

FRICTIONAL
FORCE(N)
11894.88
19681.37
28202.97
35956.94

6.2.4 TOTAL FORCE CALCULATION:

= + +
1) For 8 KN
Total force F = 43197.214 N

2) For 12 KN
Total force F = 71474.46 N

3) For 16 KN
Total force F = 102421.33 N
60

4) For 20 KN
Total force F = 130580.48 N

Table 6.5 Total force calculation

S.NO
1
2
3
4

LOAD(KN)
8
12
16
20

TOTAL FORCE(N)
43197.214
71474.46
102421.33
130580.48

6.3 MODELING OF THE LANDING GEAR STRUT:

6.3.1 Procedure:
Modelling of the landing gear shock strut can be done with some with some valid
assumption such as,
The air and oil combination to act as a spring.
The oil to be damper.
Assuming both ends are fixed and load taken by the strut to be the
mass acting on the spring mass system with single degree of freedom.
Where,
Stiffness K = Force/Deflection

61

6.3.2 STIFFNESS CALCULATION:

Stiffness offered by the spring for four different loads can be calculated by,
Stiffness K = Force / Deflection (stroke length)

1. For 8 KN
8 103
Stiffness K =
19 103
= 421052.63
2. For 12 KN
12 103
Stiffness K =
24 103
3. For 16 KN

= 500000

16 103
Stiffness K =
33 103
4. For 20 KN

= 484848.48

20 103
Stiffness K =
37 103

= 540540.54
62

Table 6.6 stiffness calculation

S.NO

LOAD(KN)

STIFFNESS(N/m)

421052.63

12

500000

16

484848.48

20

540540.54

6.3.3 FREQUENCY CALCULATION:

Natural frequency of the system can be found by the formula,

1) For 8 KN
421052.63 9.81
= 22.72 /
=
8 103
=

22.72
2

= 3.616 Hertz

63

2) For 12 KN

500000 9.81
= 20.21 /
12 103

20.21
2

= 3.216 Hertz
3) For 16 KN
484848.48 9.81
=
= 17.24 /
16 103
=

17.24
2

= 2.74 Hertz

4) For 20 KN
540540.54 9.81
=
= 16.28 /
20 103
=

16.28
2

= 2.59 Hertz

64

Table 6.7 frequency calculation

S.NO

LOAD(KN)

FREQUENCY(Hertz)

3.616

12

3.216

16

2.74

20

2.59

6.4 WITH MAGNETIC EFFECT OBSERVATION:

With magnetic effect readings to be noted during the testing time and those
values are tabulated.

Table 6.8 with magnetic effect readings

LOAD(KN)

PRESSURE(PSI)

DEFLECTION(STROKE
LENGTH)mm

TIME(sec)

755

17

21.3

12

1170

22

29.7

16

1635

29

37.5

20

2280

34

44
65

6.4.1 AIR-SPRING FORCE CALCULATION:

= P0 A

v0
v0 AyS

1) For 8 KN
4.3327 103
= 755 6894.5 0.008332
4.3327 103 0.008332 21.3 103
= 45223.34 N

2) For 12 KN
4.3327 103
= 1170 6894.5 0.008332
4.3327 103 0.008332 29.7 103
=71281.85 N

3) For 16 KN
4.3327 103
= 1635 6894.5 0.008332
4.3327 103 0.008332 37.5 103
= 101222.102 N

66

4) For 20 KN
4.3327 103
= 2280 6894.5 0.008332
4.3327 103 0.008332 44 103
= 143081.24 N

Table 6.9 Air spring force calculation(MR Effect)

S.NO

LOAD(KN)

AIR-SPRING
FORCE(N)

45223.34

2
3

12
16

71281.85
101222.102

20

143081.24

6.4.2 DAMPING FORCE CALCULATION

3 2
= 0.5 2 2
0
1) For 8 KN
(0.008332)3 (0.0013)2
= 0.5 (912 + 1.225)
(0.4)2 (18 103 )2
= 8.6102 106

67

2) For 12 KN
(0.008332)3 (0.00198)
= 0.5 (912 + 1.225)
(0.4)2 (18 103 )
= 1.997 105

3) For 16 KN
(0.008332)3 (0.00333)
= 0.5 (912 + 1.225)
(0.4)2 (18 103 )
= 5.649 105

4) For 20 KN
(0.008332)3 (0.00475)
= 0.5 (912 + 1.225)
(0.4)2 (18 103 )
= 1.149 104

Table 6.10 Damping force calculation(MR Effect)

S.NO

LOAD(KN)

DAMPING FORCE(N)

12

8.6102 106

16

20

1.997 105
5.649 105
1.149 104

68

6.4.3 FRICTIONAL FORCE CALCULATION:

=
1) For 8 KN
= 0.38 45223.34
= 17184.86 N

2) For 12 KN
= 0.38 71281.85
= 27087.103 N

3) For 16 KN
= 0.38 101222.102
= 38464.39 N

4) For 20 KN
= 0.38 143081.24
=54370.87 N

Table 6.11 frictional force calculation(MR Effect)

S.NO

LOAD(KN)

FRICTIONAL
FORCE(N)

17184.86

12

27087.103

16

38464.39

20

54370.87
69

6.4.4 TOTAL FORCE CALCULATION:

= + +
1) For 8 KN
Total force F = 62408.2 N

2) For 12 KN
Total force F = 98368.95 N

3) For 16 KN
Total force F = 139686.49 N

4) For 20 KN
Total force F = 197452.11 N

Table 6.12 Total force calculation(MR Effect)

S.NO

LOAD(KN)

TOTAL FORCE(N)

62408.2

12

98368.95

16

139686.49

20

197452.11
70

6.4.5 STIFFNESS CALCULATION:

Stiffness offered by the spring for four different loads can be calculated by,

Stiffness K = Force / Deflection (stroke length)

1) For 8 KN
8 103
Stiffness K =
17 103
= 470588.23
2) For 12 KN
12 103
Stiffness K =
22 103
3) For 16 KN

= 545454.54

16 103
Stiffness K =
29 103

= 551724.13

4) For 20 KN
20 103
Stiffness K =
34 103

= 588235.29

71

Table 6.13 Stiffness calculation(MR Effect)

S.NO
LOAD(KN)

STIFFNESS(N/m)

470588.23

12

545454.54

16

551724.13

20

588235.29

6.4.6 FREQUENCY CALCULATION:

Natural frequency of the system can be found by the formula,

1) For 8 KN

470588.23 9.81
= 24.02 /
=
8 103
=

24.02
2

= 3.82 Hertz
2) For 12 KN
545454.54 9.81
=
= 21.11 /
12 103
=

21.11
2

= 3.36 Hertz

72

3) For 16 KN

551724.13 9.81
= 18.39 /
=
16 103
=

18.39
2

= 2.92 Hertz

4) For 20 KN

588235.29 9.81
= 16.98 /
=
20 103
=

16.98
2

= 2.70 Hertz

Table 6.14 frequency calculation(MR Effect)

S.NO

LOAD(KN)

FREQUENCY(Hertz)

3.82

12

3.36

16

2.92

20

2.70
73

CHAPTER 7

PLOTS

74

PLOT: 1.1

LOAD VS PRESSURE
PRESSURE(PSI)

2500
2000
1500
1000

PRESSURE(PSI)
PRESSURE(PSI)-(MR)

500
0
0

10

15

20

25

LOAD(KN)

PLOT: 1.2

DEFLECTION(STROKE LENGTH)mm

LOAD VS DEFLECTION
40
35
30
25
20
15
10
5
0

DEFLECTION(STROKE
LENGTH)mm
DEFLECTION(STROKE
LENGTH)mm-(MR)
0

10

15

20

25

LOAD(KN)

75

PLOT: 1.3

TIME(SEC)

LOAD VS TIME
50
45
40
35
30
25
20
15
10
5
0

TIME(sec)
TIME(sec)-(MR)

10

15

20

25

LOAD(KN)

PLOT: 1.4

AIR-SPRING FORCE(N)

LOAD VS AIRSPRING FORCE

160000
140000
120000
100000
80000
60000
40000
20000
0

AIR-SPRING FORCE(N)
AIR-SPRING FORCE(N)(MR)
0

10

15

20

25

LOAD(KN)

76

PLOT: 1.5

LOAD VS DAMPING FORCE

DAMPING FORCE(N)

14
12
10
8

DAMPING FORCE(N)

6
4

DAMPING FORCE(N)(MR)

2
0
0

10

15

20

25

LOAD(KN)

PLOT: 1.6

LOAD VS FRICTIONAL FORCE

FRICTIONAL FORCE(N)

60000
50000
40000
30000

FRICTIONAL FORCE(N)

20000

FRICTIONAL FORCE(N)(MR)

10000
0
0

10

15

20

25

LOAD(KN)

77

PLOT: 1.7

LOAD VS TOTAL FORCE

250000

TOTAL FORCE(N)

200000
150000
100000

TOTAL FORCE(N)
TOTAL FORCE(N)-(MR)

50000
0
0

10

15

20

25

LOAD(KN)

PLOT: 1.8

LOAD VS STIFFNESS
700000
STIFFNESS(N/m)

600000
500000
400000
300000

STIFFNESS(N/m)

200000

STIFFNESS(N/m)-(MR)

100000
0
0

10

15

20

25

LOAD(KN)

78

PLOT: 1.9

FREQUENCY(Hertz)

LOAD VS FREQUENCY
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0

FREQUENCY(Hertz)
FREQUENCY(Hertz)(MR)
0

10

15

20

25

LOAD(KN)

79

CHAPTER 8

CONCLUSION

A single degree of MR Damper shock strut which can be used as nose wheel
is designed. The designed model is fabricated and testing is carried out on the
fabricated model by gradually applying load using universal testing machine
(UTM).The air spring force, the damping force and the frictional force is calculated
for with magnetic effect and without magnetic effect to four different loads applied
using the UTM. Further the MR damper shock strut is modeled as a spring mass
system with single degree of freedom and the natural frequency, stiffness is
calculated. Graphs of different quantities are plotted (e.g. Load Vs pressure, Load
Vs stroke length) and these graphs are validated by comparing it with the
theoretical results calculated from the literature survey.

80

REFERENCES:

1. Thesis_James_Poynor Wereley, N. M. and Pang, L., Nondimensional analysis

of semi-active electrorheological and magnetorheological dampers using
approximate parallel plate models, Smart Materials and Structures 7, 732-743
(1997).
2. Zeuner A., R. Richter & I. Rehbeal Dampers", Proceedings of the IFAC
World Congress; San Francisco, CArg, 1999. On the consistencyof the standard
model for magnetoviscosity in an alternatingmagnetic field. J. Magnet. Mag.
Mat. 201, 191194.

3. Bacri J.-C., R. Perzynski, M.I. Shliomis& G.I. Burde, 1995.Negative

Viscosity effect in a magnetic fluid. Phys. Rev. Lett.75(11), 21282131.

4. http://ntrs.nasa.gov

5. http://deposite.ddb.de

6. S.J. Dyke, B.F. Spencer Jr., M.K. Sain, and J.D. Carlson, "Seismic Response
Reduction Using Magnetorheologic; June 30 July 5, 1996.

7. QED Technologies web page, http://www.qedmrf.com/.

8. "Designing with MR Fluids", Lord Corporation Engineering note, Thomas

Lord Research Center, Cary, NC, December 1999.

9. "Rheonetic RD-1005-3 MR damper", Lord Corporation product bulletin,

Cary, NC, 2001.

81

10. "Vibration and Seat Design", Lord Corporation white paper, Thomas Lord
Research Center, Cary, NC, 2001.

11. Gillespie, T. D., [Fundamentals of Vehicle Dynamics], Society of

Automotive Engineers, Warrendale, PA, (1992).

12. Elbeheiry, E. M., Karnopp, D. C., Elaraby, M. E. and Abdelraaouf, A. M.,

Advanced ground vehicle suspension systems - a classified bibliography,
Vehicle System Dynamics 24, 231-258 (1995).

13. Wereley, N. M. and Pang, L., Nondimensional analysis of semi-active

electrorheological and magnetorheological dampers using approximate parallel
plate models, Smart Materials and Structures 7, 732-743 (1997).

14. Carlson, J.D. and K.A. St. Clair, 1955. Commercial Magneto-Rheological
Fluid Devices. Proc. the 5th International Conf. on ER Fluids, MR Suspensions
and Associated Technology, Sheffield, UK, pp:20-28

15. N.S. Currey, Aircraft Landing Gear Design: Principles and Practices,
2nded., Wash-ington: AIAA Educational Series, 1988.

16. B.F. Spencer et al. , Phenomenological model of a Magnetorheological

Damper, Jour- nal of Engineering Mechanics, 1996.

82