Thursday 18 July 2013

MAGENN AIR ROTOR SYSTEM (M.A.R.S.)


MAGENN  AIR ROTOR SYSTEM (M.A.R.S.)
ABSTRACT
 Magenn Power Air Rotor System (M.A.R.S.), helium filled wind generator that rotates around a horizontal axis and sends electricity down a tether that can be used immediately, stored in a battery or routed to the power grid. The Magenn Power Air Rotor System (MARS) is a patented high altitude lighter-than-air tethered device that rotates about a horizontal axis in response to wind, efficiently generating clean renewable electrical energy at a lower cost than all competing systems. Airborne wind - turbines that fly in the sky and harvest energy from atmospheric wind has the potential, say proponents, of reducing the cost of wind power. In April of 2008, Magenn Power made history by having the world's first rotating airship. This paper presents an analysis of M.A.R.S and its developments. The physical behavior of machine is presented through its components. This system is a highly advanced one that is been not yet implemented till 2010.Now Canadian company is taking orders to distribute in 2011 in all the leading markets. This paper also presents a detail view of working and advantages.
                                


I.INRODUCTION
Wind is the fastest growing energy source in the world and one of the lowest priced renewable energy technologies today, at a cost of 4-6cents per killo watt hour."There is enough energy in high altitude winds to power civilization 100 times over; and sooner or later we're going to learn to tap into the power of winds and use it to run civilization."  Magenn Power's high altitude wind turbine called MARS, is a Wind Power solution with distinct advantages over existing Conventional Wind Turbines and Diesel Generating Systems including: global deployment, lower costs, better performance and environmental advantages operational 


.The wind is a completely renewable source that will last forever.  The life cycle for the energy gained from wind turbines is simply as long as the physical parts last. The generation of electricity from wind power takes place in several steps. It requires a rotor, usually consisting of 2-3 blades, mounted atop a tower; wiring; and "balance of power" components such as converters, inverters and batteries Wind turbines at ground level produce at a rate of 20-25%, but when placed at altitudes from 600-1000 feet, energy output can double. The Magenn Air Rotor System or MARS is a stationary blimp kept afloat with helium and tethered into place on an electrical grid. Centrifugal blades on the MARS can generate up to several megawatts of clean, renewable energy at a price well below our current grounded wind turbines. An airborne wind turbine is a design concept for a wind turbine that is supported in the air without a tower. Airborne wind turbines may operate in low or high altitudes; they are part of a wider class of Airborne Wind Energy systems (AWE) addressed by high altitude wind power. When the generator is on the ground, then the tethered aircraft need not carry the generator mass or have a conductive tether. When the generator is aloft, then a conductive tether would be used to transmit energy to the ground or used aloft or beamed to receivers using microwave or laser. Airborne turbine systems would have the advantage of tapping an almost constant wind, without requirements for slip rings or yaw mechanism, and without the expense of tower construction. As of 2010, no commercial airborne wind turbines are in regular operation.
 II.MAIN COMPONENTS OF M.A.R.S
A. Tether
A tether is a cord or fixture that anchors something movable to a reference point which may be fixed or moving. Energy generated by a high-altitude system may be used aloft or sent to the ground surface by conducting cables, mechanical force through a tether, rotation of endless line loop, movement of changed chemicals, flow of high pressure gases, flow of low-pressure gases, or laser or microwave power beams. A tether is a long cable usually made of thin strands of high-strength fibers or conducting wires. The tether can provide a mechanical connection between two space objects that enables the transfer of energy and momentum from one object to the other. The electrical current that is generated travels down the tethering lines to a transformer at the ground station, then is redirected to the power grid.




B. Helium balloon
A Helium balloon is a balloon that stays aloft due to being filled with a gas less dense than air or lighter than air. Today, balloons include large blimps and small rubber party balloons. Helium balloons work by the same law of buoyancy. As long as the helium plus the balloon is lighter than the air it displaces, the balloon will float in the air. Helium sustains the Magenn Air Rotor System, which ascends to an altitude as selected by the operator for the best winds
C. Helium
Helium is the chemical element with atomic number 2 and an atomic weight of 4.002602, which is represented by the symbol He. It is a colorless, odorless, tasteless, non-toxic, inert monatomic gas that heads the noble gas group in the periodic table. Its boiling and melting points are the lowest among the elements and it exists only as a gas except in extreme conditions.
D. Blade
The blades are relatively thin because this means they have a greater surface area to volume ratio and so are affected more by the wind.  For a simple demonstration, think of the difference between fanning yourself with a flat piece of paper and a rolled up piece of paper.  The flat piece causes a far greater movement of air and the same goes in reverse.  Air movement is going to affect the flat piece much more than the roll, although the weight is the same. The blades are also curved to increase their efficiency. 
As the blades move they cause a shaft in the body of the wind turbine to start turning.  This leads into a gearbox.  Gears transmit rotational energy in a similar manner to the cogs in an old fashioned clock.  The gears in the gearbox of a wind turbine end up spinning far faster than the blades were. Wind turbine blades turn at a speed of 10-50 revolutions per minute, and are equipped with regulators that shut the system down during hazardous weather to avoid having them spin out of control.
Blade Specifications: Obviously, this is the one variable that engineers can control. Longer, slimmer and lighter turbine blades can increase energy production. In his detailed May 5, 2010 article, Wind power Engineering Editor Paul Dvorak stresses the importance of turbine blades being as light as possible, yet durable enough to withstand high winds without breaking. Current blades range from 130-300 feet (40-90 meters), but future prototypes may be as big as 435 feet (145 meters).
E. Turbine
 There are two types of turbines. One is the vertical-axis type. It works like an egg beater. It works for small power uses: pumping water and grinding grain. This turbine cannot produce enough energy for electrical purposes. The second turbine is a horizontal axis, which has the capabilities of converting wind into electricity. This is the style used today on wind farms.
Turbines will generally last for around 120,000 hours, or about 20-25 years. Since they have moving parts, they require maintenance and repair, at a cost of about 1 cent per killo watt hour produced, or 1-2% annually of the original cost of the turbine.
The Honeywell turbine would measure 57 feet across and carry two one-megawatt turbines. In 34 MPH winds at 5,000 feet, the device would travel at 172 miles per hour and generate a megawatt of energy. The generator sits in the back of the device to add stability. This is done by the massive rotor blades, which form the visible part of a wind turbine. 
F. Generator
The wind turbine generator converts mechanical energy to electrical energy.
Wind turbine generators are a bit unusual, compared to other generating units you ordinarily find attached to the electrical grid. One reason is that the generator has to work with a power source (the wind turbine rotor) which supplies very fluctuating mechanical power (torque). A generator situated 500-1000 feet above ground level would enjoy much more consistent strong wind - which is why the Magenn MARS system makes so much sense. It's a helium-filled rotating airship that spins in the wind on the end of a variable-length tether that also acts as a power transmitter, and it's expected to operate at more like 50% of its rated capacity.
On large wind turbines (above 100-150 kW) the voltage (tension) generated by the turbine is usually 690 V three-phase alternating current (AC). The current is subsequently sent through a transformer next to the wind turbine (or inside the tower) to raise the voltage to somewhere between 10,000 and 30,000 volts, depending on the standard in the local electrical grid. Large manufacturers will supply both 50 Hz wind turbine models (for the electrical grids in most of the world) and 60 Hz models (for the electrical grid in America).
COOLING:
Generators need cooling while they work. On most turbines this is accomplished by encapsulating the generator in a duct, using a large fan for air cooling, but a few manufacturers use water cooled generators. Water cooled generators may be built more compactly, which also gives some electrical efficiency advantages, but they require a radiator in the nacelle to get rid of the heat from the liquid cooling system

 III.Working
Wind spins a turbine's blades, which, in turn, cause an attached generator to also spin.  The wind blows through blades (made of fiberglass-reinforced polyester – this makes the blades lightweight and yet strong enough to withstand the force of the wind).The blades change the wind's energy into a rotational shaft energy (think of a standard fan).The shaft connects to a drive train with a gear box that uses the rotation of the blades to Spin the magnets in the generator to produce mechanical energy This mechanical energy  is imparted to the shaft in the hub of the turbine and causes a great amount of torque to develop on the shaft. At the other end of the shaft, a gearbox transfers the energy to a secondary shaft. The step up gearing causes higher revolutions per minute (rpm) in the secondary shaft and consequently lower torque. A generator or alternator is mounted on the secondary shaft, and converts the mechanical energy originally imparted by the wind to the turbine. A protective cover, “nacelle”, houses the shaft, drive train and generator.
The generator then converts that moving energy of the wind into electricity using electromagnetic induction, which involves using the opposite charges of a magnet to create an electric current.  The generators are at each end of the rotor with a direct output power connection to the twin cables.  Outboard of the generators at each end of the rotor are wind vane stabilizers in the form of conical wheels. The deviation in the trajectory of a spinning projectile caused by the Magnus force. The deviation is toward the direction of the spin and results from pressure differentials in the spinning projectile. The Magnus effect is greatest when the axis of spin is perpendicular to the direction of relative fluid velocity The Magnus effect, associated with the rotor rotation, also provides additional lift, which stabilises the rotor position causing it to pull up overhead, rather than drift downwind on its tether.
wind power generation
Wind causes the blimp to rotate: That movement gets converted into electrical energy and is then transferred down the tether.
Instead of the large pinwheel blades that are typical of wind turbines though, the blades of the M.A.R.S turbine are actually part of the three-dimensional blimp itself. The blades catch the wind, causing the entire blimp to spin around. After the generator converts that movement into electricity, it's transferred down the turbine's long tether. ­Whereas most regular turbines capture winds at­ altitudes of 200 to 300 feet (61 to 91 meters), the MARS turbine can reach winds from 600 to 1,000 feet (183 to 305 meters) above ground level. Winds at these higher levels are significantly faster than low-level winds because they don't encounter as much resistance from objects on the ground like trees and buildings. Research shows that with each doubling of elevation, there is a 12 percent increase in wind speed with each doubling of wind speed there is an eightfold increase in wind power


The wind pushes the rotor blades, converting kinetic energy to rotary motion. This spins a low-speed shaft, which turns a gear at the lower end. The gear in turn drives a smaller gear on a high-speed shaft that runs through generator housing.
A magnetic rotor on the high-speed shaft spins inside loops of copper wire that are wound around an iron core. This creates "electromagnetic induction" through the coils and generates an electric current. The current must be regulated for the strength of current desired (110 w in the US for household AC current). It is then fed into a grid or routed into a battery bank for later use.
IV.INSIDE M.A.R.S
Magenn Power designed its turbine not only for easy deployment, but also for easy maintenance. Obviously, a blimp like object floating at 1,000 feet (305 meters) could receive quite a beating from the elements, but the company estimates the MARS should last at least 15 years before requiring maintenance. To achieve this longevity, the inflatable part of the turbine is made from an extremely durable fabric used by most current airships. The woven outer part is actually made from the same material used in bulletproof vests and is lined with a coating that protects it from UV rays and abrasion. The inner portion is coated with Mylar (the silver part you see in helium balloons) to prevent the helium gas from escaping. Since the MARS is located at such high altitudes, it was also designed to be able to withstand strong winds. While conventional turbines will shut down at wind speeds in excess of 45 mph, the MARS can function at speeds greater than 63 mph. At the other end of the spectrum, the MARS turbine can also convert wind energy into electricity at wind speeds as low as 7 mph
MARS turbine fabric

Part of what enables the MARS to stay vertical at high wind speeds is due to something called the Magnus effect. This refers to the lift created when a curved object spins while moving in a fluid medium like air. When the object spins, an area of high pressure forms beneath it and causes it to rise. Golf balls, when hit a certain way, and curveball pitches in baseball, have a back spin that causes them to lift in flight -- this is the Magnus effect. Since the effect increases as wind speed increases, the MARS is able to use it in combination with the lift from the helium to maintain a near vertical position and not lean in high winds.
The wide range of speeds at which it can operate means that the MARS can deliver output much closer to its rated capacity than standard designs can. This is because although wind energy can theoretically generate significant amounts of electricity, most generators only produce a fraction of that because of inconsistent winds.
V.ADVANTAGES
The Advantages of MARS over Conventional Wind Turbines are:
Low cost electricity - under 20 cents per kWh versus 50 cents to 99 cents per kWh for diesel
Bird and bat friendly Lower noise
Wide range of wind speeds - 3 meters/second to more than 28 meters/second Higher operating altitudes - from 500 feet to 1,000 feet above ground level are possible without expensive towers or cranes
Fewer limits on placement location - coast line placement is not necessary. Ability to install closer to the power grid Mobile Ideal for off grid applications or where power is not reliable.
                                                       VI.CONCLUSION
M.A.R.S is  first tested on April 2008 successfully by Fred Ferguson .Thus MARS is the most efficient, cost-effective, eco-friendly, mobile, low maintenance way of generate electrical energy out of wind energy. Due to inadequate supply of power production many private sector have turned their vision towards thermal power plant. In 2015 there could be around 9 thermal power plant in Tuticorin to meet the energy need. Due to the introduction of MARS many private sectors have turned their attention towards it because of its advantages over other systems.
 It would be ideal for the country like India which having vast verities in geographical landmarks to implement such power stations as it could be installed where it could be. It is the best solution for the power-crises faced by whole world.
                                                            



NITRO SHOCK ABSORBERS by moses dhilip kumar



Paper on
NITRO SHOCK ABSORBERS





                     
   



SYNOPSIS

In the present scenario of automobile industry manufacturers are trying to produce comfortable and safe vehicles which the consumers are looking for. A shock absorber is a damping element of the vehicle suspension, and its performance directly affects the comfortability, dynamic load of the wheel and dynamic stroke of the suspension. The conventional type of shock absorbers has got the main drawback that it causes foaming of the fluid at high speeds of operation. This results in a decrease of the damping forces and a loss of spring control. The gas filled shock absorbers are designed to reduce foaming of the oil and provide a smooth ride for a long period.


















  INTRODUCTION

For a smooth and comfortable ride the disturbing forces should be eliminated or reduced considerably by using some devices. Shock absorbers are such devices which isolate the vibrations by absorbing some disturbing energy themselves. Of the many types telescopic shocks are widely used which has got the draw back that the flow of oil in the cylinder can cause foam of oil and air to form. These limit the optimum throughout of the flow in the valves. Gas shocks represent an advance over traditional shocks. Nitrogen filled gas shock absorbers are the results of years of extensive research and development with top flight shock design engineers. They are designed for both lowered and stock vehicles to provide shock absorbers that would out perform anything on the market today. Nitro shock absorbers are high quality, nitrogen filled shocks designed and gas charged specifically for each vehicle application. The addition of nitrogen under pressure limits the foaming effect and increases efficiency.















NEED FOR SHOCK ABSORBERS

            Springs alone cannot provide a satisfactorily smooth ride. Therefore an additional device called a “shock absorber” is used with each spring. Consider the action of a coil spring. The spring is under an initial load provided by the weight of the vehicle. This gives the spring an original amount of compression. When the wheel passes over a bump, the spring becomes further compressed. After the bump is passed the spring attempts to return to its original position. However it over rides its original position and expands too much. This behaviour causes the vehicle frame to be thrown upward. Having expanded too much, the spring attempts to compress that it will return to its original position; but in compressing it again overrides. In doing this the wheel may be raised clear of the road and the frame consequently drops. The result is an oscillating motion of the spring that causes the wheel to rebound or bounce up and down several times, after a bump is encountered. If, in the mean time, another bump is encountered, a second series of rebounding will be started. On a bumpy road, and particularly in rounding a curve, the oscillations might be so serious as to cause the driver to lose control of the vehicle.
            A shock absorber is basically a hydraulic damping mechanism for controlling spring vibrations. It controls spring movements in both directions: when the spring is compressed and when it is extended, the amount of resistance needed in each direction is determined by the type of vehicle, the type of suspension, the location of the shock absorber in the suspension system and the position in which it is mounted. Shock absorbers are a critical product that determines an automobile’s character not only by improving ride quality but also by functioning to control the attitude and stability of the automobile body.




PRINCIPLE OF OPERATION

            The damping mechanism of a shock absorber is viscous damping. Viscosity is the property of a fluid by virtue of which it offers resistance to the motion of one layer over the adjacent on. The main components of a viscous damper are cylinder, piston and viscous fluid. There is a clearance between the cylinder walls and the piston. More the clearance more will be the velocity of the piston in the viscous fluid and it will offer less value of viscous damping coefficient. The basic system is shown below. The damping force is opposite to the direction of velocity.

                                    


                                                    I-CLEARNCE, II-PISTON, III-VISCOUS FLUID
            The damping resistance depends on the pressure difference on the both sides of the piston in the viscous medium. The figure shown below shows the example of free vibrations with viscous damping.
                                                               
The equation of motion for the system can be written as mx + cx +kx = 0  

Energy dissipation in viscous damping :
            For a vibratory body some amount of energy is dissipated because of damping. This energy dissipation can be per cycle. Rate of change of work W is called energy. For a viscously damped system the force F is expressed as
F= cx = cdx/dt,           where x = dx/dt
Work done W = Fx = (cdx/dt) x
The rate of change of work per cycle
i.e. Energy dissipated 
         

Let us assume the simple harmonic motion of the type x = Asinωt
                                                                              (dx/dt) ² = ω²A²cos²Ï‰t
The equation for


This shows that the energy dissipation per cycle is proportional to the square of the amplitude of motion.
The total energy of a vibrating system can be either maximum of its potential or kinetic energy. The maximum kinetic energy of the system can be written as E = (KE) max = 1/2mx²max
                                                   = 1/2mω²A²


 





SHOK ABSORBER ACTION

            Shock absorbers develop control or resistance by forcing fluid through restricted passages. A cross-sectional view of a typical shock absorber is shown below. Its main components and working is also given below.

            
           
                                The inside parts of a shock absorber

The upper mounting is attached to a piston rod. The piston rod is attached to a piston and rebound valve assembly. A rebound chamber is located above the piston and a compression chamber below the piston. These chambers are full of hydraulic fluid. A compression intake valve is positioned in the bottom of the cylinder and connected hydraulically to a reserve chamber also full of hydraulic fluid. The lower mounting is attached to the cylinder tube in which the piston operates.

                       
During compression, the movement of the shock absorber causes the piston to move downward with respect to the cylinder tube, transferring fluid from the compression chamber to the rebound chamber. This is accomplished by fluid moving through the outer piston hole and unseating the piston intake valve.
During rebound, the pressure in the compression chamber falls below that of the reserve chamber. As a result, the compression valve will unseat and allow fluid to flow from the reserve chamber into the compression chamber. At the same time, fluid in the rebound chamber will be transferred into the compression chamber through the inner piston holes and the rebound valve.


Spring
Schematic Diagram of the Interior of a Shock Absorber










FORMS OF SUSPENSIONS AND TYPES OF SHOCK ABSORBERS

            Various types of shock absorbers are available in the market. Out of that the widely used types and their characteristics are given below.

                 Type
               Product
        Characteristics









Double-wishbone
(Multilink)

Double-tube


The outer part of the double tube is used as a gas chamber, which is filled with low- pressure nitrogen gas. This type can provide stable damping force.

Single-tube


Separation between oil and nitrogen gas by a free piston provides stable damping force, as well as high performance.









      Strut

Double-tube


This type consists of double tubes that comprise part of the support structure of the suspension. Filled with low-pressure nitrogen gas, it provides stable damping force.

Inverted type


Structurally, this is a single-tube type placed upside down. Its large-diameter pipe provides sufficient rigidity to bear the heavy load from the car body, characteristic of a strut.

With a steering arm


When connected to the power steering system at a point higher than normal, this type allows the cabin space to be expanded and the maneuvering stability improved.



Type with separately mounted spring
(rigid axle, etc.)

Unit damper


Because the spring is mounted separately, this type features a simple structure comprised of a damping mechanism


WHY GAS FILLED SHOCK ABSORBERS?

            The rapid movement of the fluid between the chambers during the rebound and compression strokes can cause foaming of the fluid. Foaming is the mixing of free air and the shock fluid. When foaming occurs, the shock develops a lag because the piston is moving through an air pocket that offers up resistance. The foaming results in a decrease of the damping forces and a loss of spring control.
During the movement of the piston rod, the fluid id forced through the valuing of the piston. When the piston rod is moving quickly, the shock absorbers oil cannot get through the valuing fast enough, which causes pressure increases in front of the piston and pressure decreases behind the piston. The result is foaming and a loss of shock absorber control. The need for a gas filled shock absorber arises here.
GAS FILLED SHOCK ABSORBER
           
            The gas filed shock absorbers is designed to reduce the foaming of the oil. It uses a piston and oil chamber similar to other shock absorbers. The difference is that instead of a double tube with a reserve chamber, a dividing piston separates the oil chamber from the gas chamber. The oil chamber contains a special hydraulic oil and the gas chamber contains nitrogen at 25 times atmospheric pressure. The schematic diagram showing the inside parts of a gas filled shock absorber is shown below.
                       
                                   
                  The inside parts of a gas-filled shock absorber.
           
            When the piston rod is moved into the shock absorber, oil is displaced as in double tube principle. This oil displacement causes the dividing piston to press in the gas chamber, thus reducing it in size. With the return of the piston rod the gas pressure returns the dividing piston to its starting position.
Whenever the oil column is held at a static pressure of approximately 25 times atmospheric pressure, the pressure decreases behind, the working piston cannot be high enough for the gas to exit from the oil column. Consequently, the gas filled shock absorber operates without foaming.


TYPES OF GAS FILLED SHOCK ABSORBERS
  • Twin– tube with low pressure gas.
  • Single- tube with high pressure gas.

LOW PRESSURE TWIN- TUBE SHOCKS
            Twin- tube gas technology design retains the classical twin-tube while adding at the top of the reserve tube nitrogen under relatively low pressure 2.5- 5 bars instead of 25- 30 bars used in high pressure shock absorbers. This pressure is sufficient to radically improve the efficiency of the shock absorbers.

HIGH PRESSURE SINGLE- TUBE SHOCKS
            Gas shock absorbers operate in the same principle of movement of the piston in an oil filled tube but they contain at one end a small quantity of nitrogen under high pressure (25 bars). The gas is prevented from mixing with the oil by a floating piston. When the piston rod passes into the body and displaces oil, the oil compresses the nitrogen even further. The volume of gas changes playing the role as an equalization tube. The permanent pressure exerted on the oil by the gas guarantees an instantaneous response and the quieter piston valve operation. At the same time this constant pressure eliminates cavitations and foaming which could momentarily degrade the effectiveness of the shock absorber.




WORKING

TWIN– TUBE SHOCK ABSORBERS :
The main components are:
  • Outer tube, also called reservoir tube
  • Inner tube, also called cylinder
  • Piston connected to a piston rod
  • Bottom valve, also called foot valve
  • Upper and lower attachment

How does it work?
Bump Stroke:
            When the piston rod is pushed in oil flows without resistance from below the piston through the orifices and the non-return valve to the enlarged volume above the piston. Simultaneously, a quantity of oil is displaced by the volume of the rod entering the cylinder. This volume of oil is forced to flow through the bottom valve into the reservoir tube (filled with air (1 bar) or nitrogen gas (4-8 bar)). The resistance, encountered by the oil passing through the footvalve, generates the bump damping.
                                               
Rebound Stroke:
            When the piston rod is pulled out, the oil above the piston is pressurized and forced to flow through the piston. The resistance, encountered by the oil on passing through the piston, generates the rebound damping. Simultaneously, some oil flows back, without resistance, from the reservoir tube through the footvalve to the lower part of the cylinder to compensate for the volume of the piston rod emerging from the cylinder.

                                                           

                                       








MONO- TUBE SHOCK ABSORBERS :
The main components are:
  • Pressure cylinder, also called housing
  • Piston rod connected to a piston rod
  • Floating piston, also called separating piston
  • Piston rod guide
  • Upper and lower attachment
How does it work?
Bump Stroke:
            Unlike the bi-tube damper, the mono-tube has no reservoir tube. Still, a possibility is needed to store the oil that is displaced by the rod when entering the cylinder. This is achieved by making the oil capacity of the cylinder adaptable. Therefore the cylinder is not completely filled with oil; the lower part contains (nitrogen) gas under 20-30 bar. Gas and oil are separated by the floating piston. When the piston rod is pushed in, the floating piston is also forced down the displacement of the piston rod, thus slightly increasing pressure in both gas and oil section. Also, the oil below the piston is forced to flow through the piston. The resistance encountered in this manner generates the bump damping.
                                               
Rebound Stroke:
            When the piston rod is pulled out, the oil between piston and guide is forced to flow through the piston. The resistance encountered in this manner generates the rebound damping. At the same time, part of the piston rod will emerge from the cylinder and the free (floating) piston will move upwards.


ADVANTAGES OF NITRO SHOCKS
Instantaneous response :
  • Because the high pressure eliminates aeration (foaming), action is always is immediate.
  • The low mass of gas and the single tube further improves response time.

 Better fade resistance :
  • Since there is no outer tube, cooling is much better which gives a drastic reduction in fade. Thus more consistent handling and control.

            Better durability :
  • Single-tube construction also allows for a larger internal working area, reducing stress and fatigue for better durability.
  • De Carbon’s monodisc valving system features a single moving part that drastically reduces inertia and friction, to improve durability and performance.
  • Better cooling of the mono tube design results in lower operating temperatures and thus longer life.

No need for re-adjustment:
  • The viscosity of hydraulic fluid changes as temperature changes. This may because of climate, season (summer/winter) or heavy duty (motorway cruising). The high pressure gas compensates immediately and automatically for changes in viscosity.
TIPS BEFORE MOUNTING

            A stiff suspension does not necessarily mean good handling. Often the contrary. If still a stiff suspension is needed it should come from the springs. The function of the shock absorber is to dampen oscillations of the spring by converting energy to heat. Do not use shock absorbers to obtain a stiff suspension. Shock absorbers and springs each have their own function. Respect those functions.
            Do not use new shocks to compensate for old and tired springs. The shocks will soon fail when the springs are bad. Worn shocks do not only reduce safety and handling, they also increase the risk of having a broken spring as the spring is allowed to oscillate.

When to buy shocks?
Shock absorbers last a long time, but they tend to degrade slowly throughout their life. So when is it time to replace them?
            In some cases, a seal will rupture. A shock covered in oil is a good indication that it has failed. The age-old test of bouncing on a fender is really only a rough guide as to whether the vehicle needs new shocks. Usually the slow degradation in shock absorber's performance won't be noticed until it affects handling fairly dramatically. Depending on how rough the roads are, modern shocks can last 80-100,000 miles, but remember that a shock with 60,000 miles on it won't perform as well as a new one.

Which ones are right?
            Choosing which shocks to buy largely depends upon what kind of vehicle and the kind of driving. As with most automotive components, it is important the specific vehicle, since mismatched shocks can drastically affect handling and could even be dangerous. The best advice will probably come from a mechanic who is familiar with the vehicle.





CONCLUSION

In the current scenario of automobile industry the need for vehicles which provides smooth and comfort ride is growing. Nitro shock absorbers are designed to be ultimate in performance and comfort. In a country like ours whose roads are not up to world standards the need for automotive components like nitro shocks are necessary. It goes without saying that if the right choice is made the improvements in vehicles ride and handling can be shocking.