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Theory of Energy Absorption

Enidine Incorporated_

Equally as important, automotive-style industrial shock absorbers are designed to absorb only □ specific amount of input energy. This means that, for any given geometric size of automotive shock absorber, ¡1 will have a limited amount of absorption capability com pared to the industrial type.

This is explained by observing the structural design of the automotive type and the lower strength of materials commonly used. These materials can withstand the lower pressures commonly found in this type. The Industrie: shock absorber uses higher strength materials, enabling it to function at higher damping forces.

Shock Absorber Performance When Weight or Impact Velocity Vary

When conditions change from the original calculated data or actual input, o shock absorber's performance can be greatly affected, causing failure or degradation of performance. Variations in input conditions after a shock absorber has been installed can cause internal damage, or at the very least, can result in unwanted damping performance. Variations in weight or impact velocity can be seen by examining the following energy curves:

Varying Impact Weight: Increasing the impact weight (impact velocity remains unchanged), without rearificing or readjustment will result in increased damping force at the end of the stroke. Figure 1 depicts this undesirable bottoming peak force. This force is then transferred to the mounting structure and impacting load.

Adjustment Techniques

A properly adjusted shock absorber ' 'issipates energy, reducing

For optimum adjustment setting see useable adjustment setting graphs. Watching and "listening" to a shock absorber as it functions aids in proper adjustment. To correctly adjust a shock absorber, set the adjustment knob at zero (0) prior to system engagement. Cycle the mechanism and observe deceleration of the system, if damping appears too soft (unit strokes with no visual deceleration and bangs at end of stroke), move indicator to next largest number. Adjustments must be made in gradual increments to avoid internal damage to the unit (e.g., adjust from 0 to 1, not 0 to 4).

Increase adjustment setting until smooth deceleration or

control is achieved and negligible noise is heard when the

system starts either to decelerate or comes to rest.

When abrupt deceleration occurs at the beginning of the stroke

(banging at impact], the adjustment setting must be moved to a

lower number to allow smooth deceleration.

If the shock absorber adjustment knob is set at the high end of

:!r: odjuslri-cnl scok ond obrup' deceleration occurs at the end

of the stroke, a larger unit may be required.

Figure Ì

Varying Impact Velocity: Increasing impact velocity (weight remains the some) results in a radical change in the resultant shock force. Shock absorbers are velocity conscious products; therefore, the critico! relationship to impact velocity must be carefully monitored. Figure 2 depicts the substantial change in shock force that occurs when the velocity is increased. Variations from original design data or errors in original data may cause damage to mounting industrial structures and systems, or result in shock absorber failure if the shock force limits are exceeded.

1-8O0-852-85OB ext. Ill Fa*: 1-716-662-0406