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Meccanica

, Volume 52, Issue 9, pp 2023–2034 | Cite as

Twilight of the EUSAMA diagnostic methodology

  • Milan KlapkaEmail author
  • Ivan Mazůrek
  • Ondřej Macháček
  • Michal Kubík
Article

Abstract

The article deals with recent failures of the EUSAMA methodology which is used for non-destructive testing of the car chassis without disassembling. Using simulated data, we perform an analysis of false-negative evaluation of car condition which occurs often on cars, which are actually in good technical shape. Suggested analysis is able to evaluate the changes introduced to the testing methodology directly on this particular group of chassis designs. The excitation stroke is identified as one of the main causes of methodology failure. The authors suggest that the stroke does not match the roughness profile of current roads. The authors propose certain adjustments of the EUSAMA methodology which should eliminate growing set of tests with contradictory diagnosis result. Suggested adjustments are tested by simulation as well. These adjustments involve changes either in software or hardware section of methodology. Significantly, the proposed adjustments can be easily applied to most EUSAMA testers already produced. However, it is assumed that the suggested methodology changes will be so significant, that new methodology cannot be labeled as EUSAMA anymore.

Keywords

Car suspension Diagnostics EUSAMA methodology Shock absorber Simulation 

List of symbols

A1–A5

Auxiliary criterion for estimation of damping ratio

c

Viscous damping (Ns/mm)

\({F}_{\mathrm{dyn}}\)

Dynamic force acting on the oscillating platform (N)

\({F_{dynmax}}\)

Maximum dynamic force acting on the oscillating platform (N)

\({F}_{\mathrm{min}}\)

Minimum force acting on the oscillating platform (N)

\({F}_{\mathrm{st}}\)

Static force acting on the standstill platform (N)

\({f}_{2}\)

Natural frequency of sprung mass (Hz)

g

Gravitational acceleration (\(\hbox {m}/\hbox {s}^{2}\))

h

Instantaneous excitation stroke (mm)

\({h}_{0}\)

Amplitude of excitation stroke (mm)

i

Imaginary unit

\({k}_{1}\)

Linearized tyre stiffness (N/mm)

\({k}_{2}\)

Linearized suspension stiffness (N/mm)

\({m}_{1}\)

Unsprung mass (kg)

\({m}_{2}\)

Sprung mass (kg)

n

Exponent of line negative slope

\(\textit{p}_{\mathrm{m}}\)

Ratio of sprung and unsprung masses

\({S}_{\mathrm{h}}(\varOmega\))

Power spectral density of road roughness (\(\hbox {cm}^{2}\))

sbt

Static deformation of tire (mm)

\({W}_{\mathrm{def}}\)

Transfer function between tire and platform

\({z}_{1}\)

Displacement of unsprung mass in z axis (mm)

\({z}_{2}\)

Displacement of sprung mass in z axis (mm)

\(\xi _{1}\)

Damping ratio of unsprung mass

\(\xi _{2}\)

Damping ratio of sprung mass

\(\xi _{\mathrm{lim}}\)

designed minimum damping ratio

\(\varPhi\)

Phase shift between instantaneous stroke and acting downforce (rad)

\(\varOmega\)

Spatial frequency of road roughness (\(\hbox {m}^{3}/\hbox {cycle}\))

\(\varOmega _{0}\)

Reference spatial frequency of road roughness (\(\hbox {m}^{3}/\hbox {cycle}\))

\(\omega\)

Angular frequency of excitation signal; radian spatial frequency (rad/s; rad/m)

Notes

Acknowledgements

The research leading to these results has received funding from the MEYS under the National Sustainability Programme I (Project LO1202) and project FSI-S-14-2329.

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Copyright information

© Springer Science+Business Media Dordrecht 2016

Authors and Affiliations

  1. 1.Faculty of Mechanical engineeringBrno University of TechnologyBrnoCzech Republic

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