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\title{Evaluation the Dissipated Energy by the Automobile Dampers}
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\begin{document}

             \author[1]{Veronel-George  Jacota}

             \affil[1]{  Politehnica University of Bucharest}

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\date{\small \em Received: 9 December 2015 Accepted: 2 January 2016 Published: 15 January 2016}

\maketitle


\begin{abstract}
        


Simulation of suspension system and evaluation of dissipated energy by the system highlights the potential of the car operation mode, where the suspension can provide a significant amount of power. A roughness road profile and a car with elastic suspension springs and stiff dampers can provide significant energy. This energy varies between 4% and 8% of the energy consumed by the engine vehicle, considering the road speed profiles below 60 km/h and a vehicle with reduced rolling resistance and drag coefficient.

\end{abstract}


\keywords{simulation, suspension, stiffness, damping, road profiles, dissipated energy.}

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\let\tabcellsep& 	 	 		 \par
I. Introduction haracterization of automotive suspensions, in terms of energy dissipated by the suspension dampers while running, is a complex process that takes into account a number of factors, such as road profile, vehicle characteristics, running speed. All these factors contribute to determining the conditions under which the dampers dissipate a large amount of possible energy. In order to simulate the systems suspension operation and to evaluate the dissipated energy by the system, there were considered the following parameters:\par
? road profile; ? mass parameters and general organization of the car; ? operating parameters of the suspension; ? simulation conditions. 
\section[{II. Road Profile}]{II. Road Profile}\par
The road profile is comprised of two components: ? the road microstructure; ? the road macrostructure.\par
The road microstructure road represents the uneven humps of tread, felt by the vehicle driver as vibrations or small oscillations. This is divided into four classes, depending on the variation of high road irregularities (Î?"h) in relation with theoretical nominal profile, measured in mm, \hyperref[b0]{[1]}:  Depending on the mentioned macrostructures parameters, there were defined eight road profiles, whose design speeds are in the range 25 km/h -120 km/h, with the following characteristics: Following the conditions from the table 1, it results a sequence of road characteristics used in simulation:  ? ISO A-B, Î?"h = ± 
\section[{B}]{B}\par
The road profile sequences with a concave and convex radius, will be repeated until the length of road, in horizontally profile, will have the value of 1 km (distance used in simulation).  
\section[{V. Conditions of Simulation}]{V. Conditions of Simulation}\par
The conditions required for vehicle during the simulation are: ? simulation performed in two conditions, the car's unladed weight and with total weight; ? straight displacement at a constant speed; ? all the profiles road used in simulation have a length of 1 km;\par
? the cross profile of the road is symmetrical. 
\section[{VI. Suspension Mathematical Model}]{VI. Suspension Mathematical Model}\par
Each suspension vehicle consists of: ? the suspension itself; ? the tyres. The suspension itself includes the springs, the dampers and the arms of the car body. Here it was defined the suspension mass (m s ), vehicle sprung mass (m 1 ), the suspension spring rate (k s ) and the suspension damping (c s ).The tire was defined as an independent suspension with the same elements, spring and damper. It was considered the tire stiffness (k t ) and tire damping (c t ).The suspension excitation is characteristic for every road profile (X r ) and is identical between the front and rear axle, but out of phase with the length of the wheelbase.      For a qualitative representation of dissipated energy by the dampers, in relation to the energy consumed by the car in order to cover the distance of 1 km, it is considered the car has tires rolling resistance coefficient f = 0.008, the drag coefficient cx = 0.28 and the frontal area A x = 2 m 2 . The resistances who acts on the car are: rolling resistance and aerodynamic drag. The results are presented in the figure  {\ref 7}   ) ( ) ( 1 1 1 1 1 1 1 1 = ? ? ? ? S S S S x x k x x c x m ? ? ? ? (1.a) 0 ) ( ) ( ) ( ) ( 1 1 1 1 1 1 1 1 1 1 1 1 1 1 = ? ? ? ? ? + ? + r S t r S t S S S S S S x x k x x c x x k x x c x m ? ? ? ? ? ? (1.b) 0 ) ( ) ( 2 2 2 2 2 2 2 2 = ? ? ? ? S S S S x x k x x c x m ? ? ? ? (2.a) 0 ) ( ) ( ) ( ) ( 2 2 2 2 2 2 2 2 2 2 2 2 2 2 = ? ? ? ? ? + ? + r S t r S t S S S S S S x x k x x c x x k x x c x m ? ? ? ? ? ?\begin{figure}[htbp]
\noindent\textbf{}\includegraphics[]{image-2.png}
\caption{\label{fig_0}}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{12}\includegraphics[]{image-3.png}
\caption{\label{fig_1}Figure 1 :Figure 2 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{3}\includegraphics[]{image-4.png}
\caption{\label{fig_2}Figure 3 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{43}\includegraphics[]{image-5.png}
\caption{\label{fig_3}Figure 4 :Table 3 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{5}\includegraphics[]{image-6.png}
\caption{\label{fig_4}Figure 5 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{}\includegraphics[]{image-7.png}
\caption{\label{fig_5}}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{2}\includegraphics[]{image-8.png}
\caption{\label{fig_6}( 2 B}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{6}\includegraphics[]{image-9.png}
\caption{\label{fig_7}Figure 6 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{}\includegraphics[]{image-10.png}
\caption{\label{fig_8}}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{78}\includegraphics[]{image-11.png}
\caption{\label{fig_9}Figure 7 :Figure 8 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{1} \par 
\begin{longtable}{P{0.24695945945945944\textwidth}P{0.10912162162162162\textwidth}P{0.25270270270270273\textwidth}P{0.2412162162162162\textwidth}}
Road profile speed [km/h]\tabcellsep ? [ ° ]\tabcellsep R convex [m]\tabcellsep R concav [m]\\
25\tabcellsep 8\tabcellsep 500\tabcellsep 300\\
30\tabcellsep 7,5\tabcellsep 800\tabcellsep 500\\
40\tabcellsep 7\tabcellsep 1000\tabcellsep 1000\\
50\tabcellsep 7\tabcellsep 1300\tabcellsep 1000\\
60\tabcellsep 6,5\tabcellsep 1600\tabcellsep 1500\\
80\tabcellsep 6\tabcellsep 4500\tabcellsep 2200\\
100\tabcellsep 5\tabcellsep 10000\tabcellsep 3000\\
120\tabcellsep 5\tabcellsep 18000\tabcellsep 6500\end{longtable} \par
 
\caption{\label{tab_0}Table 1 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{2} \par 
\begin{longtable}{P{0.23132911392405064\textwidth}P{0.16139240506329114\textwidth}P{0.1560126582278481\textwidth}P{0.1560126582278481\textwidth}P{0.14525316455696202\textwidth}}
Road profile speed [km/h]\tabcellsep H [m]\tabcellsep h [m]\tabcellsep D [m]\tabcellsep d [m]\\
25\tabcellsep 1.6\tabcellsep 0.9\tabcellsep 80\tabcellsep 48\\
30\tabcellsep 2.2\tabcellsep 1.4\tabcellsep 120\tabcellsep 75\\
40\tabcellsep 2.4\tabcellsep 2.4\tabcellsep 140\tabcellsep 140\\
50\tabcellsep 3.1\tabcellsep 2.4\tabcellsep 181\tabcellsep 140\\
60\tabcellsep 3.3\tabcellsep 3.2\tabcellsep 207\tabcellsep 196\\
80\tabcellsep 8.1\tabcellsep 3.9\tabcellsep 538\tabcellsep 224\\
100\tabcellsep 7.1\tabcellsep 2.1\tabcellsep 748\tabcellsep 263\\
120\tabcellsep 12.2\tabcellsep 4.5\tabcellsep 1330\tabcellsep 480\end{longtable} \par
  {\small\itshape [Note: Global Journal of Researches in Engineering ( ) Volume XVI Issue I Version I 6 Year 2016]} 
\caption{\label{tab_1}Table 2 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{4} \par 
\begin{longtable}{P{0.24773869346733665\textwidth}P{0.1665829145728643\textwidth}P{0.15376884422110554\textwidth}P{0.14095477386934674\textwidth}P{0.14095477386934674\textwidth}}
\tabcellsep ISO A-B\tabcellsep ISO B-C\tabcellsep ISO C-D\tabcellsep ISO D-E\\
25 km/h\tabcellsep 8877\tabcellsep 8011\tabcellsep 8444\tabcellsep 8852\\
30 km/h\tabcellsep 8610\tabcellsep 8491\tabcellsep 9920\tabcellsep 9905\\
40 km/h\tabcellsep 6567\tabcellsep 6151\tabcellsep 8198\tabcellsep 8519\\
50 km/h\tabcellsep 6525\tabcellsep 6322\tabcellsep 7956\tabcellsep 7905\\
60 km/h\tabcellsep 5914\tabcellsep 5954\tabcellsep 6755\tabcellsep 8125\\
80 km/h\tabcellsep 5351\tabcellsep 5341\tabcellsep 6290\tabcellsep 6771\\
100 km/h\tabcellsep 4222\tabcellsep 3792\tabcellsep -\tabcellsep -\\
120 km/h\tabcellsep 3062\tabcellsep -\tabcellsep -\tabcellsep -\end{longtable} \par
 
\caption{\label{tab_2}Table 4 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{5} \par 
\begin{longtable}{P{0.23254716981132073\textwidth}P{0.1643867924528302\textwidth}P{0.15235849056603773\textwidth}P{0.14834905660377357\textwidth}P{0.15235849056603773\textwidth}}
\tabcellsep ISO A-B\tabcellsep ISO B-C\tabcellsep ISO C-D\tabcellsep ISO D-E\\
25 km/h\tabcellsep 13930\tabcellsep 12380\tabcellsep 14760\tabcellsep 13650\\
30 km/h\tabcellsep 13000\tabcellsep 12730\tabcellsep 15000\tabcellsep 15490\\
40 km/h\tabcellsep 9328\tabcellsep 9577\tabcellsep 12240\tabcellsep 12880\\
50 km/h\tabcellsep 9363\tabcellsep 9482\tabcellsep 11960\tabcellsep 11670\\
60 km/h\tabcellsep 8502\tabcellsep 8339\tabcellsep 9830\tabcellsep 11300\\
80 km/h\tabcellsep 7592\tabcellsep 7323\tabcellsep 8855\tabcellsep 9553\\
100 km/h\tabcellsep 5735\tabcellsep 5449\tabcellsep -\tabcellsep -\\
120 km/h\tabcellsep 4297\tabcellsep -\tabcellsep -\tabcellsep -\end{longtable} \par
 
\caption{\label{tab_3}Table 5 :}\end{figure}
 			\footnote{© 2016 Global Journals Inc. (US)} 			\footnote{© 2016 Global Journals Inc. (US) Evaluation the Dissipated Energy by the Automobile Dampers} 		 		\backmatter  			 
\subsection[{VIII. Conclusions}]{VIII. Conclusions}\par
The simulation of system suspension shows a relation between the energy dissipated by the damping car and vehicle and road profile properties. Among the properties of the car, it results that the mass of the car (m), the suspension spring (k s ) and the suspension damping (c s ) are the elements that influence the dissipated energy. An increase of mass vehicle and damping coefficient, corroborated with a decrease of spring rate, will produce a higher energy dissipation for the dampers. The road profile subcomponent who have the biggest influence on the suspension excitation is the microstructure. The macrostructure has an important role only if the road profile speeds is below 60 km/h. Thus, a car loaded, with elastic suspension and stiff dampers, will require to dissipate more energy through the dampers. However, macrostructure profiles of road categories with maximum speeds between 25 km/h -60 km/h and microstructures profiles of road categories ISO C-D and ISO D-E contributes to increased suspension load.			 			  				\begin{bibitemlist}{1}
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\end{document}
