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Volume 5, Issue 2 DEC 2015

DESIGN AND ANALYSIS OF HELICAL SPRINGS IN TWO WHEELER SUSPENSION


SYSTEM
1
K.VINAY KUMAR, 2R.RUDRABHIRAMU
1
PG Scholar, Department of Mechanical, Vignan’s Institute of Information Technology, Visakhapatnam, A.P, India.
2
Associate Professor, Department of Mechchanical,Vignan’s Institute of Information Technology, Visakhapatnam,
A.P, India.

Abstract: The main part for a vehicle suspension mass centralization concept may antiquate the
is the shock absorber, which is manufactured for present telescopic forks
reducing shock impulse. Shock absorber work on
1. INTRODUCTION
the principle of fluid displacement on
compression and expansion cycle. They are used The suspension system is the main part of
in motorcycles for providing better handling, the vehicle, where the shock absorber is designed
prompt braking, safety and comfort by keeping mechanically to handle shock impulse and
the passengers isolated from road noise, bumps dissipate kinetic energy. In a vehicle, shock
and vibration. The common type of the front absorbers reduce the effect of traveling over rough
suspension in motorcycle is Telescopic forks ground, leading to improved ride quality and
which are replaced by the Mono Shocks that vehicle handling. While shock absorbers serve the
gives a superior vehicle handling and provides purpose of limiting excessive suspension
safety while braking. Mono shock also allows the movement, their intended sole purpose is to damp
rider to fine tune the machine to give better spring oscillations. Hysteresis is the tendency for
control over the machine when riding. The otherwise elastic materials to rebound with less
springs in Mono Shock have been designed by force than was required to deform them. Hence,
taking considerations of many practical the designing of suspension system is very crucial.
conditions like dynamic resistances, road tracks In modeling the time is spent in drawing the coil
and aerodynamic properties. In this design the spring model and the front suspension system,
uneven vibrations in the telescopic forks have where risk involved in design and manufacturing
been balanced by using the Mass Centralization process can be easily minimized. So the modeling
concept in the pivoted centre point of the front of the coil spring is made by using SOLID
suspension in the motorcycle using Mono WORKS. Later the model is imported to ANSYS
Shocks. The Mono Shock geometry gives a rising for the analysis work.
rate of damping characteristics to the front
suspensions and the designed springs used to
restrict a downgraded dynamics when it returns
to the immobility state posterior to humps and
bumps. This design of front suspension using

Fig1: Spring Suspension System

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1.1 SPRING SUSPENSION SYSTEM


1.1.1 Explanation 1.1.3 Vehicle suspension

The shock absorbers duty is to absorb or


dissipate energy. One design consideration, when
designing or choosing a shock absorber, is where
that energy will go. In most dashpots, energy is
converted to heat inside the viscous fluid. In
hydraulic cylinders, the hydraulic fluid will heat
up, while in air cylinders, the hot air is usually Fig2: Vehicle Suspension System
exhausted to the atmosphere. In other types of In a vehicle, it reduces the effect of
dashpots, such as electromagnetic ones, the traveling over rough ground, leading to improved
dissipated energy can be stored and used later. In ridequality, and increase in comfort due to
general terms, shock absorbers help cushion cars substantially reduced amplitude of disturbances.
on uneven roads. Without shock absorbers, the vehicle would have a
1.1.2 Front suspension bouncing ride, as energy is stored in the spring and
Motorcycle's suspension serves a dual then released to the vehicle, possibly exceeding the
purpose: contributing to the vehicle's handling and allowed range of suspension movement. Control of
braking, and providing safety and comfort by excessive suspension movement without shock
keeping the vehicle's passengers comfortably absorption requires stiffer (higher rate) springs,
isolated from road noise, bumps and vibrations. which would in turn give a harsh ride. Shock
The typical motorcycle has a pair of fork tubes for absorbers allow the use of soft (lower rate) springs
the front suspension. The most common form of while controlling the rate of suspension movement
front suspension for a modern motorcycle is the in response to bumps. They also, along with
telescopic fork. Other fork designs are girder hysteresis in the tire itself, damp the motion of the
forks, suspended on sprung parallel links and unspring weight up and down on the springiness of
bottom leading link designs. Some manufacturers the tire. Since the tire is not as soft as the springs,
used a version of the swinging arm for front effective wheel bounce damping may require
suspension on their motocross designs. The top of stiffer shocks than would be ideal for the vehicle
the forks are connected to the motorcycle's frame motion alone. Spring-based shock absorbers
in a triple tree clamp which allows the forks to be commonly use coil springs or leaf springs, though
turned in order to steer the motorcycle. torsion bars can be used in tensional shocks as
well. Ideal springs alone, however, are not shock
absorbers as springs only store and do not dissipate
or absorb energy. Vehicles typically employ
springs and torsion bars as well as hydraulic shock
absorbers. In this combination, "shock absorber" is

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reserved specifically for the hydraulic piston that Fig3: Spring model
absorbs and dissipates vibration. 1.4 Introduction to Ansys
Many problems in engineering and
1.2 Introduction to Solid Works: applied science are governed by differential or
Solid works mechanical design integral equations. The solutions to these equations
automation software is a feature-based, parametric would provide an exact, closed form solution to
solid modeling design tool which advantage of the the particular problem being studied. However,
easy to learn windows graphical user interface. We complexities in the geometry, properties and in the
can create fully associate 3-D solid models with or boundary conditions that are seen in most real
without while utilizing automatic or user defined world problems usually means that an exact
relations to capture design intent. solution cannot be obtained in a reasonable
Parameters refer to constraints whose amount of time. They are content to obtain
values determine the shape or geometry of the approximate solutions that can be readily obtained
model or assembly. Parameters can be either in a reasonable time frame and with reasonable
numeric parameters, such as line lengths or circle effort. The FEM is one such approximate solution
diameters, or geometric parameters, such as technique.
tangent, parallel, concentric, horizontal or vertical, The FEM is a numerical procedure for
etc. Numeric parameters can be associated with obtaining approximate solutions to many of the
each other through the use of relations, which problems encountered in engineering analysis. In
allow them to capture design intent. the FEM, a complex region defining a continuum
1.3 Different Modules in Solid Works is discretised into simple geometric shapes called
 PART DESIGN elements. The properties and the governing
 ASSEMBLY relationships are assumed over these elements and
 DRAWING expressed mathematically in terms of unknown
 SHEETMETAL values at specific points in the elements called
 ANALYSIS nodes. An assembly process is used to link the
By using the solid works software was designed individual elements to the linked system. When the
the 3D model of solid and spring because effects of loads and boundary conditions are
compared to the other 3D software’s solid works is considered, a set of linear or nonlinear algebraic
easy to design. equations is usually obtained. Solution of these
equations gives the approximate behavior of the
continuum or system. The continuum has an
infinite number of degrees of freedom (DOF),
while the discredited model has a finite number of
DOF. This is the origin of the name, finite element
method.

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reduces. By comparing the results for both


2. LITRETATURE REVIEW materials, the stress value is less for Spring Steel
For providing the best design of spring than Beryllium Copper. By comparing the results
coil to the suspension system of two wheeler for present design and modified design, the stress
vehicles. A lot of technical papers and reduction and displacement values are less for modified
processes were studied before deciding upon the design. So they c concluded that as per our
most feasible process for project. The following analysis using material spring steel for spring is
list presents a gist of the main papers referred to, best and also their modified design is safe.
throughout the duration of the project.
N.Lavanya[1] The present work is C.Madan Mohan Reddy [3] The
optimum design and analysis of a suspension comparative study has been carried out in between
spring for motor vehicle subjected to static the theoretical values to the experimental values
analysis of helical spring the work shows the strain and the analytical values. The maximum shear
and strain response of spring behaviour will be stress of chrome vanadium steel spring has 13-
observed under prescribed or expected loads and 17% less with compare to hard drawn steel spring.
the induced stress and strains values for low The deflection pattern of the chrome vanadium
carbon structural steel is less compared to chrome steel spring 10%less at specified weight with
vanadium material also it enhances the cyclic compare to the hard drawn steel spring. It is
fatigue of helical spring. observed that 95% of the similarity in deflection
Kommalapati.Rameshbabu [2] In this pattern and 97% similarity in shear stress pattern
project they have designed a shock absorber used between experimental values to the analytical
in a 150cc bike and modeled the shock absorber by values. It is observed that 60%similarity in
using 3D parametric software Pro/Engineer. To between theoretical values of deflection to the
validate the strength of design, structural analysis experimental values and 85% similarity in
and modal analysis on the shock absorber was maximum shear stress of spring.
done. The analysis was done by varying spring
material Spring Steel and Beryllium Copper. By S. S. Gaikwad, [4] To prevent the
observing the analysis results, the analyzed stress accident and to safeguard the occupants from
values are less than their respective yield stress accident, horn system is necessary to be analyzed
values. The design is safe. By comparing the in context of the maximum safe load of a helical
results for both materials, the stress value is less compression spring. In the present work, helical
for Spring Steel than Beryllium Copper. Also the compression spring is modeled and static analysis
shock absorber design is modified by reducing the is carried out by using NASTRAN software. It is
diameter of spring by 2mm and structural, modal observed that the maximum stress is developed at
analysis is done on the shock absorber. By the inner side of the spring coil. From the
reducing the diameter, the weight of the spring theoretical and the NASTRAN, the allowable

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design stress is found between the corresponding  The program automatically creates a mixed mesh
loads 3 to 6 N. It is seen that at 7N load, it crosses when different geometries (solid, shell, structural
the yield stress (yield stress is 903 N/mm2). By members etc.) exist in the model.
considering the factor of safety 1.5 to 2. It is  Define component contact and contact sets.
obvious that the allowable design stress is 419 to  Mesh the model to divide the model into many
838 N/mm2. So the corresponding loads are 3 to 6 small pieces called elements. Fatigue and
N. Therefore it is concluded that the maximum optimization studies use the meshes in referenced
safe pay load for the given specification of the studies.
helical compression spring is 4 N. At lower loads  Run the study.
both theoretical and NASTRAN results are very  View results.
close, but when load increases the NASTRAN 3.3 Theoretical Calculations
results are uniformly reduced compared to W= load applied
theoretical results. D= mean diameter
d = spring wire diameter
3. METHODOLOGIES G= modulus of rigidity
3.1 Design Procedure At LOAD =850 N
3.1.1 Spring Specifications

spring wire diameter (d) =8 mm, Spring Index, (C) = = =5

Coil mean diameter (D) =40 mm, Shear Stress Factor (K) = 1 +

Coil free height (h) =180 mm, 1


=1+
2×5
No. of active coils (n) =12,
(K) = 1.1
Pitch (P) =15 mm.
×
3.2 Analysis Steps: Maximum Shear Stress (τ) =
π

The steps needed to perform an analysis depend on 1.1X8X850X40


=
the study type. You complete a study by πX(8)
performing the following steps:
(τ) = 186.01 Mpa
 Create a study defining its analysis type and
options. Deflection of spring (δ) = ×
 If needed, define parameters of your study. A
= angular deflection
parameter can be a model dimension, material
property, force value, or any other input. = =
/2
 Define material properties.
τ
 Specify restraints and loads. =

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2
J = Polar moment of inertia of a spring wire Tensile 723.826N/ 94 N/mm 513.61N/m
2 2
Strength mm m
J= × Elastic 210000N/m 2100 200000N/
2 2 2
Modulus m N/mm mm
J= ×8 Poisson’ 0.28 0.394 0.28
s Ratio
3 3
J=0.785 Mass 7700 g/cm 7800 7800 g/cm
3
Density g/cm
G= modulus of rigidity of the material Shear 79000 318.9N/m 77000
2 2 2
τ
Modulus N/mm m N/mm
Angular deflection =
Thermal 1.3e-005 1.18e-007 1.1e-005
Expansi /Kelvin /Kelvin /Kelvin
186.01 × 180 on
=
0.785 × 87500 Coeffici
ent
=0.4874
4.2 SIMULATIONS ON SPRING MODEL
Deflection of spring = ×
Material—Alloy Steel
δ = 0.4874 ×

δ =9.74mm

Similarly for other Loads


TABULAR FORM FOR THEORITICAL
VALUES
S.no Load Maximum Deflection
(N) shear stress (δ)
(τ) MPa mm
Fig4 shows Maximum Shear Stress for Alloy
1 850 186.01 9.74 Steel at 850 N
2 1050 229.77 12.04
3 1550 339.19 17.77
4 2050 448.61 23.51
5 2550 558.03 29.24

4. RESULTS AND DISCUSSIONS


4.1 Material Properties
Materi Alloy Chromi Stainless Fig5 shows Maximum Deflection for Alloy Steel
al Steel um Steel
Vanadiu at 850 N
m Steel MATERIAL—CHROMIUM VANADIUM
Yield 620.422N/ 615 172.34N/m STEEL
2 2 2
Strength mm N/mm m

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Fig6 shows Maximum Shear Stress for Fig9 shows Maximum Deflection for Alloy Steel
Chromium Vanadium Steel at 850 N at 850 N

Below Table Shows Maximum Shear Stress and


Deflectionfor the Above Three Material
Material Load Maximum Deflection
Type (N) shear stress (δ)
(τ) MPa mm
Alloy
Steel 850 185.88 9.12
Chromium
Vanadium
Fig7 shows Maximum Deflection for Chromium Steel 850 185.97 939.88
Vanadium Steel at 850 N Stainless
Steel 850 185.89 9.59
MATERIAL – STAINLESS STEEL

1000
900
800
700
600
500
400
300
200
100
0
Alloy Steel Chromium Stain less
Vanadium Steel
Fig8 shows Maximum Shear Stress for Stain Steeel
less Steel at 850 N
Maximum Shear Stress Deflection

Graph1 shows Maximum Shear Stress And

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Deflection for the Three Materials.


2 1050 232.35 11.5
From the above graph it shows that alloy
3 1550 346.63 17.21
steel material is having less stress and deflection.
4 2050 464.69 22.80
Now that alloy steel material is under gone
5 2550 580.87 28.50
analysis under different loads.
Below shows analysis reports for alloy steel
Comparison between Theoretical and
material at different loads.
Analytical Values for Maximum Shear Stress
At Load 1050 N
S.no Load Maximum Maximum
(N) shear stress shear stress
(τ) MPa (τ) MPa
(Analytical) (Theoretical)
185.88
1 850 186.01
2 1050 232.35 229.77
3 1550 346.63 339.19
4 2050 464.69 448.61
5 2550 580.87 558.03
Fig10 shows Maximum Shear Stress for Alloy
Steel at 1050 N

Maximum Shear Stress


700
600
500
400
300
200
100
0
850 N 1050 N 1550 N 2050 N 2550 N

THEORTICAL ANALYTICAL
Fig11 shows Maximum Deflection for Alloy
Steel at 1050 N Graph2 Shows Comparison of Maximum Shear

Similarly for other Loads Stress At different loads For Theoretical and

ANALYTICAL VALUES Analytical values


Comparison between Theoretical and
S.no Load Maximum Deflection
(N) shear stress (δ) Analytical Values for Maximum Deflection
(τ) MPa mm
185.88 9.12
1 850

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S.no Load Deflection Deflection Therefore, from the above practical results alloy
(N) (δ) (δ) steel material is more stable and gives good
mm mm efficiency compared to other two material .
(Analytical) (Theoretical)
9.12 6. REFERENCES:
1 850 9.74
1. N.Lavanya, P.Sampath Rao, M.Pramod Reddy “
2 1050 11.5 12.04 Design and Analysis of A Suspension Coil
3 1550 17.21 17.77 Spring For Automotive Vehicle,” Int. Journal of
Engineering Research and Applications
4 2050 22.80 23.51 www.ijera.com ISSN : 2248-9622, Vol. 4, Issue 9
5 2550 28.50 29.24 (Version 5), September 2014, pp.151-157.
2. Kommalapati.Rameshbabu , Tippa Bhimasankara
Rao “ Design Evaluation of a Two Wheeler
Deformation Suspension System for Variable Load Conditions
”International Journal of Computational
40
Engineering Research||Vol, 03||Issue, 4||
3. C.Madan Mohan Reddy,D.Ravindra Naik, Dr
20
M.Lakshmi Kantha Reddy had done “ Analysis
0 And Testing Of Two Wheeler Suspension Helical
Compression Spring”, IOSR Journal of
850 N 1050 N 1550 N 2050 N 2550 N
Engineering (IOSRJEN) www.iosrjen.org ISSN
THEORTICAL ANALYTICAL (e): 2250-3021, ISSN (p): 2278-8719 Vol. 04,
Issue 06 (June. 2014), ||V1|| PP 55-60
4. S. S. Gaikwad, P. S. Kachare“Static Analysis of
Graph3 Shows Comparison of Maximum
Helical Compression Spring Used in Two-Wheeler
Deflection At different loads For Theoretical and Horn”International Journal of Engineering and
Analytical values Advanced Technology (IJEAT)ISSN: 2249 –
8958, Volume-2, Issue-3 February 2013
5. Reza N. Jazar (2008). Vehicle Dynamics: Theory
5. CONCLUSION:
and Applications. Spring. p. 455. Retrieved 2012-
In this suspension spring, three different 06-24.
materials like alloy steel, chromium vanadium 6. "Suspension Basics 1 - Why We Need It". Initial
Dave. Retrieved 2015-01-29.
steel, stainless steel were used with a constant load
7. Adams, William Bridges (1837). English Pleasure
of 850N. Among the above materials alloy steel Carriages. London: Charles Knight & Co.
material give the better stress and deformation 8. "Suspension Basics 3 - Leaf Springs". Initial
Dave. Retrieved 2015-01-29.
values comparing to other two materials. Mostly
9. "wagon and carriage".
prefer alloy steel material for bike suspension 10. "The Washington Times, Sunday 30 June 1901".
spring due it its material stability and ductility by Chroniclingamerica.loc.gov. Retrieved2012-08-16.
observing those analysis stress and deformation 11. Jain, K.K.; Asthana, R.B. Automobile
Engineering. London: Tata McGraw-Hill. pp. 293–
values. Alloy steel material is staying stable up to 294. ISBN 0-07-044529-X.
load2550N. Later, by increasing loads the stress 12. Pages 617-620 (particularly page 619) of "Race
was crossing the yield strength of the material due Car Vehicle Dynamics" by William and Douglas
Milliken
to that the breaking of spring will be takes place.

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13. http://www.bmw.com/com/en/insights/technology/
technology_guide/articles/self_levelling.html?sour
ce=categories&article=self_levelling
14. "Suspension Basics 4 - Torsion Bar
Springs". Initial Dave. Retrieved 2015-01-29.
15. "Suspension Basics 5 - Coil Springs". Initial
Dave. Retrieved 2015-01-29.
16. "Suspension Basics 6 - Rubber Springs". Initial
Dave. Retrieved 2015-01-29.
17. "Suspension Basics 8 - Air Springs". Initial Dave.
Retrieved 2015-01-29.
18. "Suspension Basics 9 - Hydro pneumatic
Springs". Initial Dave. Retrieved 2015-01-29.
19. "Mitsubishi Galant", Mitsubishi Motors South
Africa website
20. "Mitsubishi Motors history 1981-1990",
Mitsubishi Motors South Africa website
21. "Technology DNA of MMC", pdf file, Mitsubishi
Motors technical review 2005
22. "MMC's new Galant.", Malay Mail, Byline: Asian
Auto, Asia Africa Intelligence Wire, 16-SEP-02
(registration required)
23. "Mitsubishi Motors Web Museum", Mitsubishi
Motors website
24. "Electromagnetic suspension". Amt.nl. 2008-11-
19. Retrieved 2012-08-16.

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