Proceedings of the International Conference on “Sustainable Manufacturing”

MAGNETO RHEOLOGICAL FLUID DAMPERS IN VEHICLE SUSPENSION SYSTEM

Ashfak. A1, J. Abdul Jaleel2, Shamnad. M3 and Sooraj. S4

1,2
Professor, 3Associate Professor, 4Student
1,3,4
Dept. of Mechanical Engineering
2
Dept. of Electrical and Electronics Engineering
TKM College of Engineering, Kollam, 691005; India
soorajs054@gmail.com

Abstract: The ideal vehicle suspension system should have the capability to reduce the displacement and
acceleration of the vehicle body, maximizing ride comfort. It should also aim to minimize the dynamic deflection
of the tyre to maintain tyre-terrain contact.
Magnetorheological suspensions are formed by micron-sized ferromagnetic particles dispersed in a non-
magnetic carrier fluid. In the absence of an external field, and at low volume fractions, these suspensions behave
as Newtonian-like fluids. However, when a magnetic field is applied, a magnetic dipole moment is induced in the
particles. The magnetic interaction between the resulting induced dipoles causes the particle to aggregate
forming chains aligned in the field direction. These structures restrict the motion of the fluid, thereby increasing
the viscosity of the suspension. The apparent deformation resistance and the rheological properties of these
fluids can be altered significantly and continuously within milliseconds
The performance of automobile suspension system, using Quarter vehicle suspension incorporating The
Bingham and The modified BoucWen MR damper models is studied and analysed by incorporating the
respective models in two degree of freedom Quarter vehicle models. The quarter vehicle models are tested for
step excitation

Keywords: MR dampers, Bingham model, Modified Boucwen model, Quarter vehicle

carrier liquids like silicone oil, petroleum based oils,

1.0 INTRODUCTION
Vehicles are provided with suspension system for
riding comfort and safety. The system mainly consists
of springs and shock absorbers. Ideal vehicle system
should minimize the displacement and acceleration of
the vehicle body maximizing the ride comfort. The
suspension spring carries the weight of the vehicle
body and isolates the body from the road disturbances
acting on the wheels and axle; thereby providing ride
comfort. Vehicle ride stability depends on the tyre
terrain contact, and is a crucial goal of suspension
system. Road isolation, road holding, cornering are
the major goals aimed by the suspension system. Ride
quality and drive stability are conflicting since low
suspension damping provides good stability and high
damping force provides good stability [5].
MR dampers belongs to the semi active class
suspension system with variable stiffness and
damping characteristics.MR fluids are smart
suspensions containing ferromagnetic, magnetically
active particulates suspended in organic or aqueous
synthetic or semisynthetic oils, polar organic liquids
etc.MR fluids displays the phenomenon of
magnetorheological effect ie; a rapid and distinctive
reversible transition from the Newtonian like fluid to
the behavior of a semisolid by the application of
magnetic field.
MR dampers provide continuously variable control of
damping, quick response time of the order of
milliseconds, high dissipative force less dependent on
the velocity, greater energy density, and consistent
efficiency across extreme temperature variations etc.
2.0 BINGHAM MODEL MR DAMPER
The most simple and commonly used model to
describe the behavior of MR fluid dampers is
Bingham plastic model. The model describes the
input output relationship between the damper
displacement and the force delivered by the damper.
This model combines the Viscous and Coloumbs
friction by incorporating their corresponding

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mechanical analogues viz. viscous dashpot and

Coloumb friction element in parallel.

Fig.1.Bingham model
TheBingham model that combines viscous and Fig.2 Modified Boucwen model
Coulomb friction. The mechanical analogue, a
Coulomb friction element in parallel with a viscous In this model, the accumulator stiffness is represented
dashpot, is shown in Figure 1. In this model, the force by ݇ଵ and the viscous damping observed at larger
F generated by the ER or MR fluid device is given by velocities is represented byܿ଴ . A dashpot, represented
‫ ܨ‬ൌ ݂௖ ‫݊݃ݏ‬ሺ‫ݔ‬ሶ)+ܿ଴ ‫ݔ‬ሶ(1) byܿଵ , is included in the model to produce the roll-off
that was observed in the experimental data at low
where ‫ݔ‬ሶdenotes the velocity attributed to the external velocities, is present to control the stiffness at large
excitation, and whereܿ଴ is the damping coefficient velocities, and is the initial displacement of spring ݇ଵ
associatedwith the nominal damper force due to the
                                          ! "

viscosity and the field dependent yield stress accumulator.

respectively.[2]
ሶ ൅ ݇଴ ሺ‫ ݔ‬െ ‫ݕ‬ሻ ൅ ݇ଵ ሺ‫ ݔ‬െ
‫ ܨ‬ൌ ߙ‫ ݖ‬൅ ܿ଴ ሾሺ‫ݔ‬ሶሻ െ ሺ‫ݕ‬ሻሿ
The Bingham model accounts for electro- and ‫ݔ‬଴ ሻ(2)
magnetorheological fluid behaviour beyond the yield
point, ie. for fully developed fluid flow or sufficiently where
high shear rates. However, it assumes that the fluid
remains rigid in the pre-yield region. Thus, the
ሾ‫ݖ‬ሿሶ ൌ െߛȁ‫ݔ‬ሶ െ ȁ‫ݖ‬ȁ‫ݖ‬ȁ
‫ݕ‬ሶ ௡ିଵ െ ߚሺ‫ݔ‬ሶ െ  ሻȁ‫ݖ‬ȁ
‫ݕ‬ሶ ௡ ൅
Bingham model does not descri         ! "    "   

ߜሺ‫ݔ‬ሶ െ  ሻ‫ݕ‬ሶ(3)
#

properties at small deformations and low shear rates

which is necessary for dynamic applications.[1]
Although the force-displacement behavior appears to
be reasonably modeled, examination of the force-
velocity response and the temporal variation of the
force shows that the behavior of the damper is not
captured, especially for velocities that are near zero.
In particular, this model does not exhibit the nonlinear
force-velocity response observed in the data for the
case when the acceleration and velocity have opposite
signs (or alternatively, when the velocity and the
displacement have the same sign) and the magnitude
of the velocities are small.[2]
At zero velocity, the measured force has a positive
value when the acceleration is negative (positive
displacements), and a negative value when the
acceleration is positive (negative displacement).This
behavior must be captured in a mathematical model to
adequately characterize the device for control
applications.[1]
3.0 MODIFIED
DAMPER
Extended Boucwen model also called Spencer model
predicts the response of the MR damper in the region
of yield point.
and
ଵ
‫ݕ‬ሶ ൌ ሾߙ‫ ݖ‬൅ ܿ଴ ‫ݔ‬ሶ ൅ ଴݇ሺ‫ ݔ‬െ ‫ݕ‬ሻሿ(4)
ሺ௖బ ା௖భ ሻ
The proposed model for the damper predicts the
behavior of the damper very well in all regions,
including in the region where the acceleration and
velocity have opposite signs and the magnitude of the
velocities are small.
4.0 QUARTER VEHICLE MODEL
A vehicle suspension system basically consists of
springs and dampers. The basic function of the spring
is to support the static weight of the vehicle body and
moderately isolate it from the wheels. Spring selection
is based on the weight and ride height of the vehicle.
The damper is used to dissipate energy transmitted to
BOUCWEN MODEL MR the vehicle body from the wheels due to the road
profile disturbance. A low suspension damping force
(soft damper) gives good ride comfort, while a high
suspension damping force (hard damper) provides
good stability (also referred to as vehicle
handling/road holding).[6]

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ሾ‫ݖ‬ሿሶ ൌ െߛȁ‫ݑ‬ଶሶ െ ȁ‫ݖ‬ȁ‫ݖ‬ȁ

‫ݕ‬ሶ ௡ିଵ െ ߚሺ‫ݑ‬ଶሶ െ  ሻȁ‫ݖ‬ȁ
‫ݕ‬ሶ ௡ ൅ ߜሺ‫ݑ‬ଶሶ  െ
‫ݕ‬ሶ)(10)
the parameters in this model have been chosen
according to the data presented by Spencer et al.
[2]thus, c0 = 5300 Ns/m,
ܿଵ = 93000 Ns/m, ݇଴ = 1400 N/m, ݇ଵ = 540 N/m,ߙ =
96300 N/m,ߚ= 2000000 ݉ିଶ , n = 2, ߜ = 207 and‫ݔ‬଴
=0

5.0 HALF AND FULL VEHICLE MODELS

Fig.3 Quarter vehicle suspension with MR damper
Here ݉ଵ and ݉ଶ are the masses of the axle and the
vehicle body,‫ݑ‬ଵ and ‫ݑ‬ଶ denote their vertical
displacement, and ‫ݑ‬଴ is the road disturbance.
Furthermore, K and C represent the spring and
damping constants of wheel and tyre, k denotes the
Stiffness of the suspension, and‫ܨ‬௥௛ is the force
exerted by the MRF damper.[1]
ሺ‫ݑ‬଴ െ ‫ݑ‬ଵ ሻ ൅ ‫ܥ‬ሺ‫ݑ‬଴ሶ  െ ଵ‫ݑ‬
݉ଵ ‫ݑ‬ଵሷ ൌ ‫ܭ‬ ሶሻ ൅ ݇ሺ‫ݑ‬ଶ െ ‫ݑ‬ଵ ሻ ൅
‫ܨ‬௥௛ (5)
ሺ‫ݑ‬ଶ െ  ‫ݑ‬ଵ ሻ െ ‫ܨ‬௥௛ (6)
݉ଶ ‫ݑ‬ଶሷ ൌ െ݇
The mass parameters ݉ଵ = 250 kg and݉ଶ = 1300 kg
used for the following simulations correspond to the he
values of a small bus or utility vehicle; the stiffness K
= 650000 N/m and the damping rate C = 800 Ns/m of
the tyre, as well as the spring constant k = 110000
N/m of the suspension have been adapted as for a
typical ground vehicle [1]
The force generated by the Bingham model MR
Damper is modeled mathematically by the equation.
ሶሻ ൅ ܿ଴ ሺ‫ݑ‬ଶሶ െ ଵ‫ݑ‬
‫ܨ‬௥௛ ൌ  ݂௖ ‫݊݃ݏ‬ሺ‫ݑ‬ଶሶ  െ ଵ‫ݑ‬ ሶ ሻ(7)
The parameter values used in the simulations
correspond to the experimental data presented by
Spencer et al.[2] for the prototype of a
magnetorheological fluid damper. Thus, the
8    9     "     
The quarter vehicle suspension system incorporated
with the Bingham and the modified Boucwen model
is modeled in SIMULINK/MATLAB.
The half vehicle suspension system is modeled by the
vector addition of quarter vehicle system using
(MUX) block in SIMULINK.
The full vehicle suspension system is modeled by
adding the corresponding half vehicle systems (front
and rear) by (SUM) block in SIMULINK. This model
is capable of simulating the suspension system for
different road disturbances for four separate wheels.
6.0 FULL VEHICLE SIMULATION RESULTS
The full vehicle suspension is simulated for the time
delayed pulse road input in the front half and a step
input in the rear half.
The
Th road input to the front half is of pulse generator
with parameters;amplitude =0.1m,period = 10s,pulse
width
widt =2,phasedelay =0.2.The road input to the rear
half is a step input with height of 0.1m at time t = 0
The results for
displacement(m),velocity(m/s),acceleration(m/‫ ݏ‬ଶ ሻ of
the axle and body,their relative velocity,damper
force(N) with respect to time(s) are similar inthe full
vehicle suspensions incorporating theBingham and
the Modified Boucwen model MR Dampers and are
as shown.
           ! " :  "   "   ;      

‫ݑ‬ଵ
yield stress have been chosen asܿ଴ = 5000 Ns/m and
fc = 670 N.
The force generated by the Modified Boucwen model
MR damper in Quarter vehicle suspension is modeled
mathematically by the equation

ሶሻ ൅ ݇ଵ ሾሺ‫ݑ‬ଶ െ ‫ݑ‬ଵ ሻ െ ‫ݔ‬଴ ሿ (8)

‫ܨ‬௥௛ ൌ ܿଵ ሺ‫ݕ‬ሶ  െ ଵ‫ݑ‬ t
ଵ
‫ݕ‬ሶ ൌ ሾߙ‫ ݖ‬൅ ܿ଴ ‫ݑ‬ଶሶ ൅ ଵܿ‫ݑ‬ଵሶ ൅ ଴݇ሺ‫ݑ‬ଶ െ ‫ݕ‬ሻሿ(9)
ሺ௖బ ା௖భ ሻ

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‫ݑ‬ଶሷ
‫ݑ‬ሶଵ

‫ݑ‬ଶሶ t
‫ݑ‬ଵሷ -
‫ݑ‬ଵሶ

t t

‫ܨ‬௥௛
‫ݑ‬ଶ ͳͲସ

t t

7.0 CONCLUSION
The vehicle suspension with MR damper
dissipates the shock the vehicle undergo while
nning over the road disturbances minimizing the
running
‫ݑ‬ଶሶ splaceme and velocity of the body providing ride
displacement
mfort. The axle is also stabilized since its
comfort.
displacement is controlled by the damping thereby
providing proper tyre terrain contact on rugged roads.

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8.0 REFERENCES
1. Butz, T.; von Stryk, O paper Modelling and
Simulation of Electro- and Magnetorheological
Fluid Dampers 1998 ZAMM ,Z. angew. Math.
Mech. 78 pp 1 22
P World Academy of Science, Engineering and
2. B.F. Spencer Jr.;S.J. Dyke,;M.K. Sain and
J.D.Carlson Phenomenological Model of a
Magnetorheological Damper;ASCE journal of
Engineering Mechanics 1997.
3. Z. Yao, F.F. Yap, G. Chen, W.H. Li, S.H. Yeo
MR damper and its application for semi-active
control of vehicle suspension sys
system 2012
International Future Energy,
ional Conference on Fu
Environment, and Materials.
4. Ashfak, A. Saheed, K. K. Abdul Rasheed, and J.
Abdul Jaleel The design, fabrication and
evaluation of magneto-rheological damper 2009,
Technology 53.
5. Hassan ahmed metered, Modelling and control
of Magnetorheological dampers for vehicle
suspension systems 2010, Phd. Thesis,
University of Manchester.
6. Dariush Ghorbany, MR Damper hysteresis
characterization for the semi-active suspension
system 2011, Master Thesis, Faculty of
Engineering and Science, University of Agder.

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DESIGN, ANALYSIS AND CALCULATION OF TOOL LIFE OF FLAT END MILL

Kalyani Abhinav1, Md Asif Chand2 and S.Sivarajan3

1
M.Tech student, 2B.Tech student, 3Professor

1,2,3
School of Mechanical & Building Sciences, VIT University, Chennai, India-600 048.
Kalyaniabhinav99@gmail.com, 2mdasifchand@gmail.com, 3sivarajan.s@vit.ac.in
e

Abstract: f new tools with advanced mechanical features are being developed
g h i j k l m n h j o p q m n r s t q u v g m s v w x

with more strength and resistance to last for longer time. The increase in competition in the market alerts
various manufacturers and researchers to constantly develop many high performance cutting tools to get huge
demand in various aspects of engineering which can speed up the processes, production time and reduce the
labour cost. Although there are many different cutting tools available to perform various required operations in
the engineering industries, they have common problems which do not meet the requirements. The objective of
this paper is to design an end milling cutter of different materials and alloys and to analyze the parameters like
h v y l v n m h p n v x i v m h z q p { m g u h t o m q o p q m h v h i v h t t q q j z v t z v m o i o p h h j g s h t t q p k j g s | m } q t n ~ k v { l m g k j t g 

Keywords: g u y j q q x u v k j s g x m g m q } k j k x h t t q q j z v x | m } q t n ~ k v { l m g k j t g 

1.0 INTRODUCTION formulated to allow the workpiece/table to move

and axes remains constant.
The past half century has witnessed tremendous
advancements in manufacturing technology and The proper selection of cutting tool material results
most of them were of cutting tool engineering. in good quality, more productivity and reduces cost.
Three important properties must be considered
In metal cutting industry, end mill plays an
while manufacturing end mills. They are hardness,
important role in cutting metal to get various
wear resistance, toughness and strength.
required shapes and sizes. It is an essential cutting
tool for engineering production in various aspects End mills are multiple-tooth cutters which are
of industries such as metal stamping, aerospace, designed for removing material by feeding the work
precision engineering and automobiles. Cutting piece to a rotating cutter and are majorly used in
tools must withstand heavy mechanical loads and industrial applications. End mill can generally cut
high temperatures of around 7000C or even more. in all directions, except axial direction. So these
Additionally, on one hand, the friction between end mills are used for face milling, plunging,
removed chip and tool and on the other tool against profile milling and tracer milling. The factors
the new machined surface is very severe. By which determine cutting condition are material to
considering the entire factors one should design and be cut, surface finish required, depth of cut and tool
manufacture the cutting tool which can serve better. life.
So tool fabrication is an important aspect for
Selection and use of end mills is important with
application of milling technology.
machining centers and lathes as they come in
Milling is the process of cutting away material by variety of styles and different materials are used to
feeding a workpiece to a rotating multiple tooth make these tools just to perform the required job.
cutter. The cutting action of many teeth around the Various coatings can be done over the tool or
cutter gives the fast method of machining. Many cooling agents can be passed while the job is in
different configurations of machine tools exist. process to increase the tool life as well as reduce
Some machines have workpiece/table stationary the operating temperature. End mill should be
while the X, Y and Z axes move and others may be firmly held by the tool holder otherwise poor cuts

244 Q R S T U V W R X Y Z [ \ W S W ] W Y R ^ _ Y ` a [ R b R c d

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