Abstract: Nowadays, a passenger car suspension must has high
performance criteria with light weight, low cost, and low energy
consumption. Pilot controlled proportional valve is designed and
analyzed to get small pressure change rate after blow-off, and to get a
fast response of the damper, a reverse damping mechanism is adapted.
The reverse continuous variable damper is designed as a HS-SH
damper which offers good body control with reduced transferred input
force from the tire, compared with any other type of suspension
system. The damper structure is designed, so that rebound and
compression damping forces can be tuned independently, of which the
variable valve is placed externally. The rate of pressure change with
respect to the flow rate after blow-off becomes smooth when the fixed
orifice size increases, which means that the blow-off slope is
controllable using the fixed orifice size. Damping forces are measured
with the change of the solenoid current at the different piston
velocities to confirm the maximum hysteresis of 20 N, linearity, and
variance of damping force. The damping force variance is wide and
continuous, and is controlled by the spool opening, of which scheme is
usually adapted in proportional valves. The reverse continuous
variable damper developed in this study is expected to be utilized in
the semi-active suspension systems in passenger cars after its
performance and simplicity of the design is confirmed through a real
car test.
Abstract: A numerical study on the turbulent flow and heat
transfer characteristics in the rectangular channel with different types
of baffles is carried out. The inclined baffles have the width of 19.8
cm, the square diamond type hole having one side length of 2.55 cm,
and the inclination angle of 5o. Reynolds number is varied between
23,000 and 57,000. The SST turbulence model is applied in the
calculation. The validity of the numerical results is examined by the
experimental data. The numerical results of the flow field depict that
the flow patterns around the different baffle type are entirely different
and these significantly affect the local heat transfer characteristics.
The heat transfer and friction factor characteristics are significantly
affected by the perforation density of the baffle plate. It is found that
the heat transfer enhancement of baffle type II (3 hole baffle) has the
best values.