National Student Conference On “Advances in Electrical & Information Communication Technology”AEICT-2014

Nitro-Shock Absorber- Potential and Challenges

Abhishek Dixit1, Sachin Bhatia2, Nitin Srivastava3
Research Scholar, Professor
Mechanical Engineering Department
Pranveer Singh Institute of Technology, Kanpur, India.
1
abhishek48a@gmail.com, 2sachin.form@gmail.com,3nitin.srivastava@gmail.com

Abstract—The disturbing forces must be eliminated or reduced Shock absorber can be regarded as a damping
considerably by using some devices for a smooth and
comfortable ride. The present scenario of competition compels
element of the vehicle suspension [1]. Springs alone
the automobile industry manufacturers to produce comfortable cannot provide a satisfactorily smooth ride.
and safe vehicles which the consumers can utilize to the full Therefore an additional device called “shock
extent and potential.
absorber” is used with each spring [6]. It controls
Keywords— Acceleration Sensitive Damping, Position spring movements in both directions: when the
Sensitive Damping, Joint Light Tactical Vehicle (JLTV), spring is compressed and when it is extended, the
Shock Absorber, Suspension System. amount of resistance needed in each direction is
determined by the type of vehicle, the type of
suspension, the location of the shock absorber in the
I. INTRODUCTION suspension system and the position in which it is
Shock absorbers are devices which isolate the mounted.
vibrations by absorbing some disturbing energy
themselves [2]. The gas filled shock absorbers are
designed to reduce foaming of the oil and provide a
smooth ride for a long period. Nitro Shock
Absorbers are high quality, nitrogen filled shocks
designed and gas charged specifically for each
vehicle application. The addition of nitrogen under
pressure limits the foaming effect and increases
efficiency [3]. These first shock absorbers were
simply two arms connected by a bolt with a friction
disk between them. Resistance was adjusted by
tightening or loosening the bolt [5]. Fig. 2 Shock Absorber

III. PRINCIPLE & THEORY OF OPERATION

Primary purpose is to control spring and
suspension movement which is accomplished by
converting the kinetic energy of suspension
movement into thermal energy, to be dissipated
through the hydraulic fluid.
The damping force is opposite to the direction of
velocity. Therefore, the shock absorber reduces the
Fig. 1 First Shock Absorber rate of:
A. Bounce,
B. Brake dive, and
II. NEED FOR SHOCK ABSORBER
C. Acceleration squat.

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Mechanism
The shock absorbers works on basic two cycles.
They are as follows:
1) Compression Cycle (Bump Stroke)
During compression cycle, some fluid flows
through the piston from chamber B to chamber A
and some through the compression valve into the
reserve tube.
At slow piston speeds, the first stage bleeds come
into play and restrict the amount of oil flow. This
allows a controlled flow of fluid from chamber B to
chamber A.
At faster piston speeds, the increase in fluid
pressure below the piston in chamber B causes the
discs to open up away from the valve seat.
At high speeds, the limit of the second stage discs
phases into the third stage orifice restrictions.
Compression control, then, is the force that results
from a higher pressure present in chamber B, which
acts on the bottom of the piston and the piston rod
area.
Fig. 3 Bump Stroke
2) Extension Cycle (Rebound Stroke)
As the piston and rod move upward toward the
top of the pressure tube, the volume of chamber A
is reduced and thus is at a higher pressure than
chamber B. Because of this higher pressure, fluid
flows down through the piston's 3-stage extension
valve into chamber B. However, the piston rod
volume has been withdrawn from chamber B
Department of Electronics & communication Engineering PSIT‖PSIT College of Engineering, Kanpur
greatly increasing its volume. Thus, the volume of
fluid from chamber A is insufficient to fill chamber
B.
The pressure in the reserve tube is now greater
than that in chamber B, forcing the compression
intake valve to unseat. Fluid then flows from the
reserve tube into chamber B, keeping the pressure
tube full. Extension control is a force present as a
result of the higher pressure in chamber A, acting
on the topside of the piston area.
Fig.4 Rebound Stroke
IV. DESIGNS OF SHOCK ABSORBERS
All modern day shock absorbers are velocity
sensitive hydraulic damping devices - meaning the
faster the suspension moves, the more resistance the
shock absorber provides [9]. There are several shock
absorber designs in use today:
A. Acceleration Sensitive Damping Design (ASD)
Twin tube ASD shocker brings the benefits of
both the comfort and the control. Twin tube ASD
design shocker uses the compression valve which
provides a bypass to fluid flow around the
compression valve. The compression valve is
designed in such a way that it senses a bump in the
road and adjusts the shock automatically to absorb
the impact thereby giving greater control to the
shock.
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B. Position Sensitive Damping Design (PSD)
In this twin shock absorber, the position of the
valve within the pressure tube is taken into account.
The pressure tube contains the tapered grooves
which enables optimal ride comfort and added
control. The groove in effect creates the two zones
within the pressure tubes. In the first zone, the
tapered grooves allow hydraulic fluid to pass freely
around and through the piston thereby reducing the
resistance on the piston and ensuring a smooth,
comfortable ride. The first zone is utilized in case
of normal ride. In case of demanding situations,
second zone called as control zone is utilized.
C. Mono Tube Design
Mono tube shock absorber or mono-tube shock
regulates the flow of the oil between the
compression and compensation chambers by using
mechanically fixed base valve.
The use of base valve and the compressible
bladder together eliminate the need for pressurized
gas and a floating piston which were the important
features of the traditional mono-tube dampers.
Mono-tube shock absorber consists of two
chambers which are stacked on each other and are
separated by a "floating piston". Both the pistons
are filled with oil and gas respectively. In the oil
filled chamber damping forces are created. The gas
chamber is separated by a floating piston.
The pushing of piston rod also forces the floating
piston towards downwards thereby increasing
pressure in both gas and oil section. This also
results in the flow of the oil through the piston. This
type of resistance generates the bump damping.
Rebound damping is produced when the oil
between piston and guide is forced to flow through
the piston.
D. Twin Tube Design
A Twin Tube Shock Absorber is a low pressure
shock having tube inside the outer shock body
which contains the piston assembly. The twin tube
design has an inner tube known as the working or
pressure tube and an outer tube known as the
reserve tube. The outer tube is used to store excess
hydraulic fluid. The movement of the fluid is
controlled by the base valve which is located at the
bottom of the pressure tube.
Department of Electronics & communication Engineering PSIT‖PSIT College of Engineering, Kanpur
E. Gas Charged Design
This design has twin tube gas charged shock
absorbers with low pressure nitrogen gas in the
reserve tube. The pressure varies from 100 to 150
psi, depending on the amount of fluid in the reserve
tube. The prime function of gas charging is to
minimize aeration of the hydraulic fluid. With
aeration reduced, the shock is able to react faster
and more predictably, allowing for quicker response
time and helping keep the tire firmly planted on the
road surface. The pressure of the nitrogen gas
compresses air bubbles in the hydraulic fluid. This
prevents the oil and air from mixing and creating
foam. Foam affects performance because it can be
compressed while fluid cannot. An additional
benefit of gas charging is that it creates a mild boost
in spring rate to the vehicle.
V. NITRO-SHOCK ABSORBER
It has a piston and oil chamber similar to other
shock absorbers. The difference is that instead of a
double tube with a reserve chamber, a dividing
piston separates the oil chamber from the gas
chamber. The oil chamber contains special
hydraulic oil and the gas chamber contains nitrogen
at 25 times atmospheric pressure [4].
There are two types of shock absorber. They are:
A. High Pressure Single- Tube Shock absorber
Pressure is approximately 25 bars.
B. Low Pressure Twin- Tube absorber
Pressure varies from 2.5 to 5 bars.
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The rate of change of work per cycle i.e., energy

dissipated.

= =

Let us assume the simple harmonic motion of the

type:

Fig. 5 Components of Shock Absorber

VI. WORKING
This shows that the energy dissipation per cycle
is proportional to the square of the amplitude of
When the piston rod is moved into the shock
motion.
absorber, oil is displaced as in double tube
The total energy of a vibrating system can be
principle. This oil displacement causes the dividing
either maximum of its potential or kinetic energy [7].
piston to press in the gas chamber, thus reducing it
The maximum kinetic energy of the system can be
in size. With the return of the piston rod the gas
written as:
pressure returns the dividing piston to its starting
position.
Whenever the oil column is held at a static
pressure of approximately 25 times atmospheric
pressure, the pressure decreases behind.
Consequently, the gas filled shock absorber
operates without foaming [8]. VI. ADVANTAGES OF NITRO-SHOCK

Energy dissipation in viscous damping A. Instantaneous response: As the high pressure

eliminates aeration (foaming).
For a vibratory body some amount of energy is
dissipated because of damping. This energy B. Better fade resistance: Cooling is much better as no
dissipation can be per cycle. Rate of change of outer tube is there that gives a drastic reduction
work W , is called energy. For a viscously damped in fade.
system, the force, F is expressed as:
C. Better durability: Better cooling results in lower
operating temperatures and thus longer life.
Single-tube construction also allows for a larger
internal working area, reducing stress and
where
fatigue for better durability [10].

Work done, D. No need for re-adjustment: The high pressure gas

compensates immediately and automatically for
changes in viscosity.

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The World is facing the energy crisis so what

VII. RECENT ADVANCEMENT about a shock absorber that harnesses energy from
small bumps in the road, generating electricity
Many uncertain parameters which are induced by
while it smoothens the ride more effectively than
the manufacturing error often cause some
conventional shocks [11].
deterioration of vehicle performance. To optimize
A Research is in progress for the same.
the ride even when the shock absorber includes
Researchers allege that these kinds of shock
uncertain parameters, the robust design method is
absorbers can produce up to a 10 % improvement in
used. In this, a Twin Tube shock absorber fluid
overall vehicle fuel efficiency by using the
system model has established on the multi-domain
regenerative shock absorber mechanism. This
modeling environment. This model comprises of
technology will help give an edge to the military
the commonly used parameters of the shock
vehicle companies for the new army vehicle called
absorber along with structure parameters of various
the Joint Light Tactical Vehicle, or JLTV. Along
valves, which are more detailed and accurate than
with smooth and better ride, improved fuel
those models in the past [12]. The co-simulation
efficiency will be a big plus [10].
technique is used for the robust approach which in
turn improves the ride comfort performance of the
vehicle [13]. REFERENCES AND CITATIONS

[1]
VIII. CONCLUSION
[2]
In the current scenario of automobile industry the
[3]
need for vehicles which provides smooth and
comfort ride is growing. Nitro shock absorbers are
designed to be ultimate in performance and [4]
comfort. In a country like ours where roads are not [5]
up to the international standards, the need for [6]
automotive components like nitro shocks are
[7]
necessary. It goes without saying that if the right
choice is made, the improvements in vehicles ride [8]
and handling can be shocking. [9]
[10]
IX. FUTURE SCOPE
[11]
The “structure-borne” noise of the shock absorber
[12]
is often responsible for undesirable noise in the car
interior cabin. This attributes to the friction and [13]
[14]
other complex phenomena. From noise and
vibration analysis point of view the work is to build
a double tube shock absorber model correlated up
to 700 Hz. The model includes the fluid
compressible behavior, non-linear flow-rate
pressure relationship and spring valve dynamics.
The numerical results are compared to the
experiment, which suggests its suitability in the
local non-linear phenomena. This confirms our
hypothesis and improves our knowledge of the
potential noise sources in the shock absorber [3].
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