ABSTRACT

A suspension system or shock absorber is a mechanical device designed to smooth

out or damp shock impulse, and dissipate kinetic energy. In a vehicle, it reduces the effect
of traveling over rough ground, leading to improved ride quality, and increase in comfort.
When a vehicle is traveling on a level road and the wheels strike a bump, the spring is
compressed quickly. The compressed spring will attempt to return to its normal loaded
length and, in so doing, will rebound past its normal height, causing the body to be lifted.
The weight of the vehicle will then push the spring down below its normal loaded height.
This, in turn, causes the spring to rebound again.

This bouncing process is repeated over and over, a little less each time, until the
up-and-down movement finally stops. If bouncing is allowed to go uncontrolled, it will not
only cause an uncomfortable ride but will make handling of the vehicle very difficult. The
design and material selection for spring in suspension system is very important. In this
project a shock absorber is modeled using Creo 6.0.

The materials used for spring are Stainless steel AISI 302, Inconel 718, Spring
steel ASTM A227, Beryllium copper ASTM B197. Comparison is done for four materials
to verify best material for spring of a Shock absorber. Also, the spring diameter has been
varied based on the results to check for scope of improved performance. The Structural
analysis is performed by considering loads, bike weight and single person, bike weight and
two persons.

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Table of Contents Page No
Abstract Ⅴ

List of Figures Ⅷ
List of Tables Ⅹ
1. INTRODUCTION 1
1.1 Shock Absorber types 3
1.1.1 Elastomeric shock absorbers 3
1.1.2 Hydraulic Dashpot 3
1.1.3 Collapsing safety shock absorbers 4
1.1.4 Self compensating Hydraulic 4
1.1.5 Metal Spring 4
1.1.6 Air (Pneumatic) Spring 5
1.2 Approaches to Shock Absorbers 6
1.3 Applications 6
2. LITERATURE REVIEW 7
2.1 Specification of Problem 9
2.2 Problem Objective 9
3. MATERIALS USED FOR SPRING 10
3.1 Spring 10
3.2 Stainless steel 11
3.3 Inconel 12
3.4 Spring Steel 13
3.5 Beryllium Copper 14
4. MODELING OF SHOCK ABSORBER 16
4.1 Design 16
4.2 Introduction to Creo 16
4.3 Features of Creo 16
4.4 Modelling 17
4.4.1 Spring Calculations 17
4.4.2 Design of Piston Rod 18

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 4.4.3 Design of Upper Mount 19
4.4.4 Design of Lower Mount 19
4.5 Assembly of Shock Absorber in Creo 20
5. ANSYS WORKBENCH 21
5.1 Overview of Ansys Workbench 21
5.1.1 Importing Files 21
5.1.2 Structural analysis 22
5.1.3 Exporting Materials 23
5.1.4 Geometry 23
5.1.5 Meshing 23
5.2 Structural Boundary Conditions 24
5.3 Loads/Supports/Conditions Enhancements 24
6. STRUCTURAL ANALYSIS OF SHOCK ABSORBER 25
6.1 Load Calculations for analysis 25
6.2 Material used for spring is Stainless steel at a load of 654N 28
6.3 Material used for spring is Inconel at a load of 654N 29
6.4 Material used for spring is Spring steel at a load of 654N 30
6.5 Material used for spring is Beryllium Copper at a load of 654N 32
6.6 Wire diameter of spring 10mm 33
6.7 Material used for spring is Stainless steel at a load of 654N 33
6.8 Material used for spring is Inconel at a load of 654N 35
6.9 Material used for spring is Spring steel at a load of 654N 36
6.10 Material used for spring is Beryllium copper at a load of 654N 37
6.11 Results and discussions 39
CONCLUSIONS 45
REFERENCES 46

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List of figures Page. No
Fig 1.1 Shock Absorber 1

Fig 1.2 Elastomeric Shock Absorber 3

Fig 1.3 Hydraulic dash pot 4

Fig 1.4 Metal Spring 5

Fig 4.1 Helical coil spring 18

Fig 4.2 Model of piston rod 18

Fig 4.3 Model of upper mount 19

Fig 4.4 Model of lower mount 19

Fig 4.5 Assembly of shock Absorber 20

Fig 6.1 Standard layout of Ansys 26

Fig 6.2 Meshing of shock absorber 27

Fig 6.3 Applying load and fixed support 27

Fig 6.4 Equivalent Stresses 28

Fig 6.5 Total Deformation 28

Fig 6.6 Equivalent Stresses 28

Fig 6.7 Total Deformation 29

Fig 6.8 Equivalent Stresses 29

Fig 6.9 Total Deformation 29

Fig 6.10 Equivalent Stresses 30

Fig 6.11 Total Deformation 30

Fig 6.12 Equivalent Stresses 30

Fig 6.13 Total Deformation 31

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Fig 6.14 Equivalent Stresses 31

Fig 6.15 Total Deformation 31

Fig 6.16 Equivalent Stresses 32

Fig 6.17 Total Deformation 32

Fig 6.20 Equivalent Stresses 33

Fig 6.21 Total Deformation 33

Fig 6.24 Equivalent Stresses 35

Fig 6.25 Total Deformation 35

Fig 6.26 Equivalent Stresses 35

Fig 6.27 Total Deformation 36

Fig 6.28 Equivalent Stresses 36

Fig 6.29 Total Deformation 36

Fig 6.32 Equivalent Stresses 37

Fig 6.33 Total Deformation 38

Fig 6.34 Equivalent Stresses 38

Fig 6.35 Total Deformation 38

Fig 6.36 Stresses produced at 654N load 39

Fig 6.37 Total Deformation at 654N Load 40

Fig 6.38 Stresses produced at 893N load 40

Fig 6.39 Total Deformation at 893N load 41

Fig 6.40 Stresses produced at 654N load 42

Fig 6.41 Total Deformation at 654N Load 43

Fig 6.42 Stresses produced at 893N load 43

Fig 6.43 Total Deformation at 893N Load 44

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List Of Tables Page. No
Table 3.1 Properties of Stainless Steel 12

Table 3.2 Properties of Inconel 13

Table 3.3 Properties of Spring steel 14

Table 3.4 Properties of Beryllium Copper 15

Table 6.1 Analysis results of 8mm spring diameter 39

Table 6.2 Analysis results of 10mm spring diameter 42

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 CHAPTER 1

INTRODUCTION
Shock absorbers are a critical part of a suspension system, connecting the vehicle
to its wheels. The need for dampers arises because of the roll and pitches associated with
vehicle maneuvering, and from the roughness of roads. Shock absorbers are devices that
smooth out an impulse experienced by a vehicle, and appropriately dissipate or absorb the
kinetic energy. A safe vehicle must be able to stop and maneuver over a wide range of road
conditions. Good contact between the tires and the road will able to stop and maneuver
quickly. Suspension is the term given to the system of springs, shock absorbers and linkages
that connects a vehicle to its wheels. Shock absorber is an important part of automotive
suspension system which has an effect on ride characteristics. Shock absorbers are also
critical for tire to road contact which to reduce the tendency of a tire to lift off the road. This
affects braking, steering, cornering and overall stability.

Fig1.1 Shock absorber

In a vehicle, it reduces the effect of traveling over rough ground, leading to

improved ride quality, and increase in comfort due to substantially reduced amplitude of
disturbances. When a vehicle is traveling on a level road and the wheels strike a bump, the
spring is compressed quickly. The compressed spring will attempt to return to its normal
loaded length and, in so doing, will rebound past its normal height, causing the body to be
lifted. The weight of the vehicle will then push the spring down below its normal loaded
height. This, in turn, causes the spring to rebound again. This bouncing process is repeated

1
over and over, a little less each time, until the up and-down movement finally stops. If
bouncing is allowed to go uncontrolled, it will not only cause an uncomfortable ride but will
make handling of the vehicle very difficult. So, the design of spring is important for the
rider’s safety.

Pneumatic and hydraulic shock absorbers commonly take the form of a cylinder with a
sliding piston inside. The cylinder is filled with a fluid (such as hydraulic fluid) or air. This
fluid-filled piston/cylinder combination is a dashpot. The shock absorbers duty is to absorb
or dissipate energy. These are an important part of automobile suspensions, aircraft landing
gear, and the supports for many industrial machines. Large shock absorbers have also been
used in structural engineering to reduce the susceptibility of structures to earthquake damage
and resonance. A transverse mounted shock absorber, called a yaw damper, helps keep
railcars from swaying excessively from side to side and are important in commuter railroads
and rapid transit systems because they prevent railcars from damage station platforms. In a
vehicle, it reduces the effect of traveling over rough ground, leading to improved ride
quality, and increase comfort due to substantially reduced amplitude of disturbances.
Without shock absorbers, the vehicle would have a bouncing ride, as energy is stored in the
spring and then released to the vehicle, possibly exceeding the allowed range of suspension
movement.

Control of excessive suspension movement without shock absorption requires stiffer

(higher rate) springs, which would in turn give a harsh ride. Shock absorbers allow the use
of soft (lower rate) springs while controlling the rate of suspension movement in response
to bumps. Damp the motion of the upspring weight up and down on the springiness of the
tire. Since the tire is not as soft as the springs, effective wheel bounce damping may require
stiffer shocks than would be ideal for the vehicle motion alone. Spring-based shock
absorbers commonly use coil springs or leaf springs, though 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.

2
1.1 Shock Absorber Types

There are a number of different methods of converting an impact /collision into relatively
smooth cushioned contact.

• Rubber Buffer
• Elastomeric shock absorbers
• Hydraulic Dashpot
• Collapsing safety Shock Absorbers
• Self compensating Hydraulic
• Metal Spring
• Pneumatic Springs
1.1.1 Elastomeric shock absorbers

Fig1.2 Elastomeric shock absorbers

These are low cost options for reducing the collision speed and reducing the shock
loading and providing system damping. They are conveniently moulded to suitable shapes.
These devices have high stopping forces at end of stroke with significant internal damping.
Elastomeric dampers are very widely used because of the associated advantages of low cost
and mouldability together with performance benefits. The inherent damping of elastomers
is useful in preventing excessive vibration amplitude at resonance – much reduced
compared to metal springs. However elastomeric based shock absorbers are limited in being
affected by high and low temperatures. And are subject to chemical attack.

1.1.2 Hydraulic Dashpot

This type of shock absorber is based on a simple hydraulic cylinder. As the piston
rod is moved hydraulic fluid is forced through an orifice which restricts flow and
consequently provides a controlled resistance to movement of the piston rod.

3
 Fig1.3 Hydraulic dash pot

With only one metering orifice the moving load is abruptly slowed down at the
start of the stroke. The braking force rises to a very high peak at the start of the stroke and
then falls away rapidly. On completion of the stroke the system is stable - the energy being
dissipated in the hydraulic fluid as heat. This type of shock absorbers are provided with
Springs sufficient to return the actuator to its initial position after the impacting load is
removed.

1.1.3 Collapsing Safety Shock Absorbers

These are single use units which are generally specially designed for specific duties.
They are designed such that at impact they collapse and the impact energy is absorbed as
the materials distort in their inelastic/yield range. They therefore are more compact
compared to devices based on deflections within their elastic range.

1.1.4 Self compensating Hydraulic

These devices are similar to the hydraulic dashpot type except that a number of
orifices are provided allowing different degrees of restriction throughout the stroke. These
devices are engineered to bring the moving load is smoothly and gently to rest by a constant
resisting force throughout the entire shock absorber stroke. The load is decelerated with the
lowest possible force in the shortest possible time eliminating damaging force peaks and
shock damage to machines and equipment. These type of shock absorbers are provided with
springs sufficient to return the actuator to its initial position after the impacting load is
removed.

1.1.5 Metal springs

Simply locating metal springs to absorb the impact loads are a low cost method of
reducing the collision speed and reducing the shock loading. They are able to operate in
very arduous conditions under a wide range of temperatures. These devices have high

4
stopping forces at end of stroke. Metal springs store energy rather than dissipating it. If
metal sprint type shock absorbers are used then measures should be provided to limit
Oscillations. Metal springs are often used with viscous dampers. There are a number of
different types of metal springs including helical springs, bevel washers(cone-springs), leaf
springs, ring springs, mesh springs etc etc. Each spring type has its own operating
characteristics.

Fig1.4 Metal spring

Air (Pneumatic) spring These devices use air as the resilient medium. Air has a
high energy storage capacity compared to metal or elastomer materials. For duties with
high loads and deflections the air spring is generally far more compact that the equivalent
metal or elastomer device. Due to the compressibility of air these have a sharply rising
force characteristic towards the end of the stroke. The majority of the energy is absorbed
near the end of the stroke. Air springs require more maintenance than meal or elastomer-
based springs and the temperature range is restricted compared to metal springs.

1.1.6 Air (Pneumatic) Springs

These devices use air as the resilient medium. Air has a high energy storage
capacity compared to metal or elastomer materials. For duties with high loads and
deflections the air spring is generally far more compact that the equivalent metal or
elastomer device. Due to the compressibility of air these have a sharply rising force
characteristic towards the end of the stroke. The majority of the energy is absorbed near the
end of the stroke. The force on an air cylinder buffer is determined by the relationship
PV^n= constant. Air springs require more maintenance than meal or elastomer-based
springs and the temperature range is restricted compared to metal spring.

5
1.3 Approaches to shock absorption

There are several commonly-used approaches to shock absorption:

• Compression of a gas, for example pneumatic shock absorbers, which can act like
springs as the air pressure is building to resist the force on it. Once the air pressure
reaches the necessary maximum, air dashpots will act like hydraulic dashpots. In
aircraft landing gear air dashpots may be combined with hydraulic damping to reduce
bounce. Such struts are called oleo struts (combining oil and air).
• Magnetic effects. Eddy current dampers are dashpots that are constructed out of a large
magnet inside of a non-magnetic, electrically conductive tube.
• Conventional shock absorbers combined with composite pneumatic springs with which
allow ride height adjustment or even ride height control, seen in some large trucks and
luxury sedans such as certain Lincoln and most Land Rover automobiles. Ride height
control is especially desirable in highway vehicles intended for occasional rough road
use, as a means of improving handling and reducing aerodynamic drag by lowering the
vehicle when operating on improved high speed roads.
• The heavier the object or the faster it travels, the more energy it has. Methods of energy
absorption include rubber buffers, metal springs, air springs, and hydraulic shock
absorbers. When the systems have to continuously operate under the influence of shock
loads the shock isolation system generally includes spring-dashpot isolation systems.
For simple shock absorber applications required to mitigate the effect of a single events
then viscous dampers which dissipate the energy, as heat rise of a fluid, are often
preferred. In normal everyday life simple examples of shock absorber systems include
crash helmets, steel toe caps in industrial boots, collapsible bumpers on cars, motor way
barriers.
1.4 Applications:
Shock absorbers are an important part of automobile and motorcycle suspensions,
aircraft landing gear, and the supports for many industrial machines. Large shock absorbers
have also been used in structural engineering to reduce the susceptibility of structures to
earthquake damage and resonance. A transverse mounted shock absorber, called a yaw
damper, helps keep railcars from swaying excessively from side to side and are important
in passenger railroads.

6
 CHAPTER 2

LITERATURE REVIEW
For providing the best design of spring coil to the suspension system of two-
wheeler vehicles. A lot of technical papers and reduction processes were studied before
deciding upon the most feasible process for project. The following list presents a list of the
main papers referred to, throughout the duration of the project.

N. Lavanya The present work is optimum design and analysis of a suspension spring for
motor vehicle subjected to static analysis of helical spring the work shows the strain and
strain response of spring behaviour will be observed under prescribed or expected loads
and the induced stress and strains values for low carbon structural steel is less compared to
chrome vanadium material also it enhances the cyclic fatigue of helical spring.

Kartik A. S. at el studied the shock absorbers for automobile of capacity 150cc by varying
material for spring using NX UNIGRAPHICS 10. They then compare the models by
analysing structural and modal analysis of the models of Structural Steel, Titanium alloy,
Copper alloy and Aluminium alloy material on ANSYS 14.5. They considered the loads,
bike weight with single person and 2 persons for the analysis.

Rahul Tekade and ChinmayPatil, designed a shock absorber to improve the comfort and
safety of the passengers of the vehicle and also sustain the vibrations. They performed the
structural and modal analysis of the shock absorber of the vehicle. They concluded that for
the spring ASTM A228 (high carbon spring wire) will provide optimum results.

P. Karunakar et al (2014), performed the comparative design analysis of the two-wheeler

shock absorber and designed the models of shock absorbers by varying material for spring
using Creo. Also, they compared the models by analysing structural and modal analysis of
the models of Structural Steel (ATM-A316), Inconel X750 and Nickel 2000 material on
ANSYS. They conclude that Inconel X750 is best suited material for the spring of shock
absorber.

Jerome Christopher J. and Pavendhan R., designed and performed analysis of Shock
Absorber performance by varying diameter of the coil spring. By considering bike mass,
loads, and number of persons seated on a bike, comparison is done to verify best dimension
of spring in the shock absorber. They used ProE and ANSYS for the modelling and analysis
respectively.

7
In a project by Mr. A.C. Basha, a Shock Absorber was selected and analyzed by changing
the materials for the springs by Structural analysis alone and the results were presented.
Vijayeshwar BV. et al. In this research paper they evaluated the manufacturing of helical
coil suspension springs as per requirement. The objective of this work is a comparative study
and analysis of suspension helical coil spring with two different materials like Chrome
Silicon and Hard drawn carbon steel. They designed the shock absorber model using solid
works and analysis of stress and deflection they used ANSYS 15.0. After the theoretical and
ANSYS results shows that Chrome silicon spring steel is the optimum suitable material with
low weight and high stiffness for helical spring applications like mono shock suspensions in
bikes and many more.

N. Sai Kumar and Prof. R. Vijay Prakash in this research paper they have design and analyze
the performance of the shock absorber by varying the wire diameter of the coil spring. They
explain all types of shock absorber properties and using metal spring wire. They consider
various types of motorbike spring specification and modeling of suspension springs. They
used alloy steel. Chrome vanadium steel of spring materials. They determine the analysis of
maximum shear stress, maximum principal stress, normal stress, strain, maximum principle
strain, normal strain, total deformation are noted. The results of alloy steel are showing the
best results in three vehicles (Among there for Yamaha alloy steel got the least stress). The
alloy steel is preferable compared to chrome vanadium steel.

Suraj R. Bhosle et al. In this research paper the comparative study of suspension helical coil
spring with different materials using finite element analysis. They create the shock absorber
model in Creo Parametric 2.0 and structural analysis of the same is done using ANSYS 17.0.
The comparative study shows the optimum material to be used for the spring by proper
analysis of the deflection and stresses of the helical spring. They used four different material
of spring are Chrome vanadium, Hard drawn spring wire, steel, Oil tempered carbon steel
and Stainless steel. After the analysis the chrome vanadium stands out to be efficient
material for spring especially at higher loads.

8
2.1 Specification of the Problem
Past research data and studies had shown that there are number of materials that
are used to manufacture springs for two-wheeler shock absorbers or suspension systems by
different manufacturing industries in India and abroad. Different researches that have been
conducted show different materials as the best material for manufacturing springs for two-
wheeler shock absorbers. We have taken four such materials for analysis which were
considered as best materials for manufacturing springs for two-wheeler shock absorbers.
We aim to find the best material among the four by comparing deformations, stresses and
factor of safety produced in each material.

The important problem that is faced by the automotive industry is that the vehicle
handling becomes difficult and leads to uncomfortable ride when spring bouncing is
uncontrolled. This is based on a number of parameters such as load applied and the duration
of it. Therefore, the existing material is stainless steel, the main problem is developed more
stresses, deformations, finally change the material find out the stress, deformation, and
which material is suitable for shock absorber spring selected based on Ansys results.

2.2 Objective of the project

• Analyze a two-wheeler shock absorber spring to find out the deformations and stresses
produced in the shock absorber.

• CAD model of a two-wheeler suspension system will be created in CREO 6.0 and the
FEA analysis is done to determine the deformations and stresses produced under
different loading conditions using Finite Element Analysis software (ANSYS).

• In this project the existing diameter of spring is 8mm it will be designed and analysis is
performed on this design. Analysis is also performed on the spring by increasing the
diameter by 2mm.

• To find out the best material for a two-wheeler suspension system among the
four materials such that deformation and stress produced in it are minimum under
identical loading conditions.

9
 CHAPTER-3
MATERIALS USED FOR SPRING
3.1 Spring

A coil spring is a mechanical device which is typically used to store energy and
subsequently release it, to absorb shock, or to maintain a force between contacting surfaces.
They are made of an elastic material formed into the shape of a helix which returns to its
natural length when unloaded. Under tension or compression, the material (wire) of a coil
spring undergoes torsion.

Coil springs are commonly used in vehicle suspension. These springs are
compression springs and can differ greatly in strength and in size depending on application.
A coil spring suspension can be stiff to soft depending on the vehicle it is used on. Coil
spring can be either mounted with a shock absorber or mounted separately. Coil springs in
trucks allow them to ride smoothly when unloaded and once loaded the spring compresses
and becomes stiff. This allows the vehicle to bounce less when loaded. Coil spring
suspension is also used high performance cars so that the car can absorb bumps and have
low body roll. In off-road vehicles they are used because of their range of travel they allow
at the wheel. Coil springs used in the engine are compression springs and play an important
role in closing the valves that feed air and let exhaust gasses out of the combustion chamber.
Springs are also mainly used in shock absorbers. The spring is attached to a rocker that is
connected to the valve.

Tension and extension coil springs of a given material, wire diameter and coil
diameter exert the same force when fully loaded; increased number of coils merely (linearly)
increases free length and compressed/extended length.

3.1.1 Manufacturing of a Spring

Metal coil springs are made by winding a wire around a shaped former – a cylinder
is used to form cylindrical coil springs. Coil springs for vehicles are typically made
of hardened steel and stainless steel. A machine called an auto-coiler takes spring wire that
has been heated so it can easily be shaped. It is then fed onto a lathe that has a metal rod
with the desired coil spring size. The machine takes the wire and guides it onto the spinning
rod as well as pushing it across the rod to form multiple coils. The spring is then ejected

10
from the machine and an operator will put it in oil to cool off. The spring is then tempered to
lose the brittleness from being cooled. The coil size and strength can be controlled by the
lathe rod size and material used. Different alloys are used to get certain characteristics out
of the spring, such as stiffness, dampening and strength.

The different types of materials used for springs are

Stainless Steel

Spring steel

Inconel

Beryllium copper

3.2 Stainless steel AISI 302 (conventional material for spring)

Alloy 302 is a variations of the 18% chromium / 8% nickel austenitic alloy, which
is the most familiar and the most frequently used in the stainless steel family. Alloy 302 is
a slightly higher carbon version of 304, often found in strip and wire forms. It is a tough,
ductile grade that demonstrates comparable corrosion resistance, is non-magnetic, and is not
hardenable by heat treatment. Alloy 302 is usually used in its annealed condition and has a
high ease of fabrication and formability. Resistance to corrosion and staining, low
maintenance, and familiar luster make stainless steel an ideal material for many applications
where both the strength of steel and corrosion resistance are required. Moreover, stainless
steel can be rolled into sheets, plates, bars, wire, and tubing.

3.2.1 Manufacturing process

Grade 302 steel requires slow speeds, and high feeds will aid in overcoming this
alloy’s tendency to work harden. It is recommended that chip breakers are used on all
tooling due to the occurrence of gummy chips. While welding grade 302, it is recommended
that resistance or shielded fusion methods are used. Post weld annealing is performed when
the chromium carbide needs to be dissolved so as to provide maximum resistance to inter-
granular attack. Forging is ideally performed at these temperatures - 1149-1260°C (2100-
2300°F). It is advisable not to forge below 927°C (1700°F). Forgings should be fully
annealed after all operations so as to maintain full corrosion resistance. cold working helps
to increase the hardness of this material. Grade 302 is quite ductile and can be readily drawn,
spun and upset. Cold working causes this alloy to gain magnetic properties, and hence post-
fabrication annealing is required to recover maximum corrosion resistance.

11
 Table 3.1 properties of Stainless Steel

Cr = 17-19 %, Ni = 8-10%

Young’s Modulus 193Gpa

Tensile strength 830Mpa

Yeild Strength 620Mpa

Density 7750 kg/m3

Poison’s Ratio 0.31

Elongation 55%

3.3 Inconel 718 (High temp. alloy)

Inconel 718 is a nickel-based super alloy that is well suited for applications
requiring high strength in temperature ranges from cryogenic up to 1400°F. Inconel 718
also exhibits excellent tensile and impact strength. The ease and economy with which
INCONEL alloy 718 can be fabricated, combined with good tensile, fatigue, creep, and
rupture strength, have resulted in its use in a wide range of applications.

3.3.1 Manufacturing process of Inconel 718

Two heat treatments are generally utilized for INCONEL alloy 718:

Anneal at 1700-1850°F followed by rapid cooling, usually in water, plus precipitation

hardening at 1325°F for 8 hours, furnace cool to 1150°F, hold at 1150°F for a total aging
time of 18 hours, followed by air cooling.

Anneal at 1900-1950°F followed by rapid cooling, usually in water, plus precipitation

hardening at 1400°F for 10 hours, furnace cool to 1200°F, hold at 1200°F for a total aging
time of 20 hours, followed by air cooling. If the material is to be machined, formed, or
welded, it typically is purchased in the mill annealed or stress relieved condition.

The material is then fabricated in its most malleable condition. After fabrication, it can be
heat treated as required per the applicable specification.

12
 Table 3.2 Properties of Inconel 718

Ni = 52.5%, Cr = 18.6%, Fe = 18.5%

Young’s Modulus 150Gpa

Tensile strength 1240Mpa

Yeild Strength 1035Mpa

Density 8200 kg/m3

Poison’s Ratio 0.29

Elongation 12%

3.4 ASTM A227 Spring Steel (High carbon spring steel)

Spring steel is a name given to a wide range of steels used in the manufacture of
different products, including swords, saw blades, springs and many more. These steels are
generally low-alloy manganese, medium-carbon steel or high-carbon steel with a very
high yield strength. This allows objects made of spring steel to return to their original shape
despite significant deflection or twisting.

Spring steels feature a tensile strength and fatigue strength favorable for the
application, a high elongation at fracture and area reduction at fracture and are particularly
elastic. They can be bent up to the elastic limit and return to their original position after the
load is removed without being permanently deformed. The high elastic limit is achieved by
a special alloy containing silicon, manganese, chrome, vanadium, molybdenum and nickel.
The tensile strength is obtained by the final heat treatment.

3.4.1 Manufacturing of Spring Steel

The two manufacturing processes:

1. Hardening by heat treatment

2. Work hardening

Hardening by heat treatment

Hardening by heat treatment is achieved by heating the steel, then quenching it,
which rapidly brings it down to room temperature. The steel must also be expertly tempered

13
to relieve its stresses and ensure that it does not become brittle. This process is commonly
used to produce items such as flat springs and saw blades.

Work hardening
Work hardening, on the other hand, increases the tensile strength of the material by
rolling it and reducing its thickness. This process is used to create spring steel sheets, strips,
rods, and bars.

Table 3.3 properties of Spring Steel

C = 0.85-1.3 %, Mn=0 .6-1.6%

Young’s Modulus 190Gpa

Tensile strength 2000Mpa

Yeild Strength 1600Mpa

Density 7800 kg/m3

Poison’s Ratio 0.29

Elongation 12%

3.5 Beryllium Copper ASTM B197 (non-ferrous alloy)

Beryllium copper(becu) also known as copper beryllium (CuBe), beryllium
bronze and spring copper, is a copper alloy with 0.5–3% beryllium and sometimes other
elements. Beryllium copper combines high strength with non-magnetic and non-sparking
qualities. It has excellent metalworking, forming and machining properties.

Beryllium copper is a ductile, weldable, and machinable alloy. Like pure copper,
it is resistant to non-oxidizing acids like hydrochloric acid and carbonic acid, to plastic
decomposition products, to abrasive wear, and to galling. It can be heat treated for increased
strength, durability, and electrical conductivity. Beryllium copper attains the greatest
strength (to 1,400 MPa of any copper-based alloy). It has good thermal conductivity. 3-5
times more than tool steel. It has a solid melting point of 1590 °F (866 °C)and 1800 °F (982
°C) liquid melting point. It has an excellent capacity for being hot formed.

14
 Table 3.4 Properties of Beryllium Copper
Cu= 98%, Be= 2%

Young’s Modulus 128Gpa

Tensile strength 1140Mpa

Yeild Strength 1000Mpa

Density 8260 kg/m3

Poison’s Ratio 0.25

Elongation 12%

15
 CHAPTER 4
MODELING OF SHOCK ABSORBER
4.1 Design

Computer-aided design (CAD) is the use of computer systems to assist in the

creation, modification, analysis, or optimization of a design. CAD software is used to
increase the productivity of the designer, improve the quality of design, improve
communications through documentation, and to create a database for manufacturing. CAD
output is often in the form of electronic files for print, machining, or other manufacturing
operations.

CAD software for mechanical design uses either vector-based graphics to depict the
objects of traditional drafting, or may also produce raster graphics showing the overall
appearance of designed objects. However, it involves more than just shapes. As in the
manual drafting of technical and engineering drawings, the output of CAD must convey
information, such as materials, processes, dimensions, and tolerances, according to
application- specific conventions.

4.2 Introduction to Creo

Creo is a family of computer aided design(CAD) apps supporting product
design for discrete manufacturers and is developed by PTC.

Creo runs on Microsoft Windows and provides apps for 3D CAD parametric
feature solid modeling, 3D direct modeling, 2D orthographic views, Finite Element
Analysis and simulation, schematic design, technical illustrations, and viewing and
visualization. Creo can also be paired with Mastercam (Machining based software) to
machine any designed model in a minimal timeframe, Creo has increased the rate of rapid
prototyping in the industry tremendously.

4.3 Features of Creo

Creo contains many features that facilitate the engineers to easily create and manage
designs. Some of the important features of Creo are as follows

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4.3.1 Parametric:

The dimensions and relations used to create a feature are captured and stored in the model.
This enables not only to capture your design intent, but also to quickly and make changes
to the model in the revolved body. Whole size is reduced parametrically since all the circles
are driven by relation and dimension. A change in one hole reflects the others.

4.3.2 Solid Modeling

A solid model is the most complete type of geometry model used in CAD systems.
It contains all the wire frame and surface geometry necessary. To fully describe the edges
and the faces of the model.

4.3.3 Constraints

Geometric relations such as parallel, perpendicular, horizontal, vertical, concentric,

and coincident are some of the constraints supported by Creo.

4.4 Modeling

The shock Absorber is modeled by considering the existing dimensions of a shock

absorber. In Creo the parts of shock absorber are designed and assembly is done.

4.4.1 Spring Calculations

Diameter of the spring wire d = 8 mm

Spring index C= 6
Number of active turns of the coils N=15
Mean diameter of the spring coil D = C×d = 6×8 = 48 mm
Total number of turns Nt = 15+2=17
Free length of the spring LF=230mm
Pitch of the coil P = Free Length /Nt−1
=230/16
P=14.4mm

The below diagram represents the designing procedure of spring using Creo
design tool. Select the helical sweep command and select a front plane and draw a line in

17
downward direction of 230mm and the distance from the center line is 25mm. select sketch
draw a circle with diameter of 8mm. click on ok. Then the required spring will be obtained.

Fig 4.1 Helical coil spring

4.4.2 Modeling of Piston Rod

Fig 4.2 Model of piston rod

The above piston rod is modeled by selecting a front plane and sketch. Draw
a circle of 10mm and extrude by a length of 90mm.

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4.4.3 Modeling of Upper Mount

Fig 4.3 Model of Upper Mount

Select a sketch plane and draw circle of 50mm diameter and extrude it by a depth
of 2.50mm. Now, select a plane draw a circle of 10mm diameter and the depth is 2.00mm.
On the other plane draw a circle of 30mm diameter and extrude it by 15mm by selecting the
depth of extrude on both sides of sketch plane by half the specified depth value in each
direction. Select the line command and construct the lines over the circle and delete the
circle which are in the lines by using delete segment. Again, draw a circle a circle of 15mm
diameter and extrude it.

4.4.4 Modeling of Lower Mount

Fig 4.4 Model of lower mount

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 Select a front plane and draw a circle of 50mm diameter and extrude it to a depth of
3.50mm. On the plane of circle select the circle command and 28mm of outer diameter,
26mm as inner diameter and extrude to a length of 128mm. Now, on the other side of the
construct a circle of 28mm. Select the right plane and take the reference line where a circle
is constructed of 28mm diameter and the inner diameter is 12mm.Extrude it to a depth of
20mm.

4.5 Assembly of Shock Absorber in Creo

Fig 4.5 Assembly of shock Absorber

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 CHAPTER 5

ANSYS WORKBENCH

5.1 Overview of Ansys Workbench

The company was founded in 1970 by John A. Swanson as Swanson Analysis

Systems, Inc. (SASI). Its primary purpose was to develop and market finite element analysis
software for structural physics that could simulate static (stationary), dynamic (moving) and
thermal (heat transfer) problems. SASI developed its business in parallel with the growth in
computer technology and engineering needs. The company grew by 10 percent to 20 percent
each year, and in 1994 it was sold to TA Associates. The new owners took SASI’s leading
software, called ANSYS, as their flagship product and designated ANSYS, Inc. as the new
company name. The actual communication between the ANSYS applications and Flex Net
occurs through an intermediary process called the ANSYS Licensing Interconnect. The
Licensing Interconnect is nearly transparent; one should not see any noticeable difference
in your day-to-day operation of ANSYS products. To get the full set of files necessary to
run as a server, you will need to run the license manager installation. The general licensing
process is explained here; for detailed installation instructions, see Installing the ANSYS
License Manager. All files necessary to run as a client are automatically installed during the
product installation.

5.1.1 Importing Files

When working in ANSYS Workbench, there is a need to import files, such as input
files, existing mesh files, geometries, etc. When you edit an imported file, ANSYS
Workbench saves a copy of the file to the project directory, rather than overwriting the
original file. This process ensures that your original files are never compromised. Most files
from previous releases can be imported using File> Import. The import operation will create
systems, cells, and links to represent the previous release project. For more information on
importing legacy databases, see Importing Legacy Databases.

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5.1.2 Structural Analysis

The Structural template defines a basic structural simulation process that can be
used to simulate and evaluate the displacements, stresses, strains, and forces in structures or
components caused by loads that do not induce significant inertia and damping effects.
Before you create the simulation process, the options in this template are:

Physics:

• Select Structural to determine the displacements, stresses, strains, and forces in

structures or components caused by loads that do not induce significant inertia and damping
effects.

• Select Structural and thermal when you want to model situations where the
temperature field introduces thermal strains in the structural field, which, in turn result in
thermal expansion and stresses.

• Select Structural and electric conduction when your simulation requires structural
and electric conduction loads on a system or component.

• Select Structural, thermal, and electric conduction when you need to model
situations where electric effects create thermal effects, and where thermal effects cause
structural strains and deformation.

5.1.3 Exporting Materials

Material Assignment You can export a material for use in another project. Exporting
materials is only supported for files. Follow the procedure below:

1. In the Material Assignment panel, click the link to the material.

2. Click the library icon to show the source information of the material which includes the
library name, material name, and library location.

3. Click Export this material to a library.

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5.1.4 Geometry

A simulation process typically requires a geometry that represents a physical object

that you want to apply to your engineering simulation. ANSYS enables to import various
geometric and CAD file types. The geometry provided will be used as the basis for the
subsequent assignment of mesh generation, physics, and results properties and tasks. Import
one or more geometry files into your study, or configure various aspects of the simulation
ahead of time for instance, can import a single geometry that represents both a fluid and
structural region, or can import more than one geometry file: one that represents a fluid flow
region, and the other that represents a structural region.

5.1.5 Meshing

ANSYS provides meshing capabilities for various geometric models. When the
imported geometry represents a structural region (or solid part), or when the imported
geometry represents a fluid region (or fluid flow volume), use part-based meshing to create
a mesh. Part-based meshing can be used to create separate meshes for fluid regions and
structural regions when you import multiple geometry files. When the imported geometry
represents solid parts and a flow volume needs to be extracted, use a volume creation task,
along with flow volume meshing, to create a mesh. In this case, meshing the flow volume
involves identifying the location of the flow volume, generating a surface wrap mesh for
the extracted volume, and then meshing the volume itself. When the imported geometry
represents multiple solid parts that you want to unite to create a single flow region, or to
simplify a body with many surface patches, use a volume creation task to simplify the
geometry and generate the surface mesh, and then use flow volume meshing to create the
volume mesh.

5.1.6 Boundary Conditions

Depending on the type of physics involved (fluid flow, structural, steady-state

thermal), or electric conduction, ANSYS workbench provides several means to control the
solution of the physics simulation. ANSYS workbench allows to specify physical conditions
at the boundaries of the model and apply them to simulation.

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5.2 Structural Boundary Conditions

Boundary conditions for structural physics include:

• Externally applied forces, pressures, and moments

• Supports
• Steady-state inertial forces
• Zero and nonzero displacements
• Temperature Conditions (for thermal strain)

5.3 Loads/Supports/Conditions Enhancements

• Complex Frequency Dependent Force & Pressure Loading.

When used in a Harmonic Response Analysis (Full, linked MSUP, or standalone),

the Force and Pressure boundary conditions can now be defined using tabular data to be
fully frequency dependent. In addition to Magnitude, the Phase Angle can now be frequency
dependent.

• Rotating Force.

The new Rotating Force boundary condition is available for Harmonic Response
analyses using the Full Solution Method option. This boundary condition enables you to
create forces that rotate synchronously or asynchronously.

• Nodal Force.

Harmonic Response and Transient Structural analyses that use a linked Modal
Analysis System now support the Nodal Force boundary condition.

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 CHAPTER 6

STRUCTURAL ANALYSIS OF SHOCK ABSORBER

The Static Structural analysis is performed on the shock absorber by applying two
different types of loads weight of bike and one person, weight of bike and two weight
persons. To find the stresses and deformation formed on the shock absorber. The spring
material is varied by using four different kinds of materials stainless steel, Inconel, Spring
Steel, beryllium Copper. The loads are applied on the top mount of shock absorber and the
fixed support is placed at the bottom mount. Load is applied the z-direction.

6.1 Load calculations used for analysis

Let Weight of bike = 130kgf

Let weight of one person = 75Kgf

Weight of two persons = 75×2=150Kgf

Weight of bike and one person = 205Kgf

Weight of bike and two persons = 280Kgf

Load on rear suspension = 65% of the total load

6.1.1 Weight of bike and one person = 205kgf

Total load = 205*9.81 = 2011.05 N

Load on rear suspension = 65% of 2011.05 = 1307.18 N

This much load acts on two shock absorbers.

For single shock absorber, load = 1307.18/2 = 654 N

6.1.2 Weight of bike and two persons = 280Kgf

Total load = 280*9.81 = 2746.8 N

Load on rear suspension = 65% of 2746.8 = 1785.42 N

This much load acts on two shock absorbers.

For single shock absorber, load = 1785.42/2 = 893 N

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• Click on ANSYS workbench tool.

Fig 6.1 Standard layout of Ansys

• Double click on static structural.

• Double click on the engineering data → Click on Add new material→ Add the material
properties.
• Go to project → right click on the geometry → click on the import geometry → click
on the browse → enter the saved file in igs format.
• Right click on the model → click on the edit.
• Open the model in ANSYS workbench static structural.

26
APPLY MESH

• Click on the mesh → click on the generate mesh

Fig 6.2 Meshing of Shock Absorber

• Applying fixed support and Load

Fig 6.3 Applying load and fixed support

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 6.2 Material used for spring is stainless steel AISI 302 at a load of
654N (weight of bike and one person)(8mm)

Fig 6.4 Equivalent Stresses

Fig 6.5 Total Deformation

6.2.1 Material Used for spring is Stainless Steel AISI 302 at a load of
893N (weight of bike and two persons)

Fig 6.6 Equivalent stresses

28
 Fig 6.7 Total Deformation

6.3 Material Used for spring is Inconel 718 at a load of 654N (weight of
bike and one person)

Fig 6.8 Equivalent Stresses

Fig 6.9 Total deformation

29
6.3.1 Material Used for spring is Inconel 718 at a load of 893N (weight of
bike and two persons)

Fig 6.10 Equivalent Stresses

Fig 6.11 Total deformation

6.4 Material Used for spring is Spring Steel ASTM A227 at a load of 654N
(weight of bike and one person)

Fig 6.12 Equivalent stresses

30
 Fig 6.13 Total deformation

6.4.1 Material Used for spring is Spring Steel ASTM A227 at a load of
893N (weight of bike and two persons)

Fig 6.14 Equivalent stresses

Fig 6.15 Total deformation

31
6.5 Material Used for spring is Beryllium Copper ASTM B197 at a load
of 654N (weight of bike and one person)

Fig 6.16 Equivalent stresses

Fig 6.17 Total deformation

6.5.1 Material Used for spring is Beryllium Copper ASTM B197 at a

load of 893N (weight of bike and two persons)

Fig 6.18 Equivalent stresses

32
 Fig 6.19 Total deformation

6.6 Wire Diameter of spring 10mm

The existing diameter of spring is 8mm which has been increased by 2mm i.e.,
10mm. The spring diameter is changed in Creo and the saved igs file is imported to Ansys
and analysis is performed on the shock absorber by applying two different loads by varying
four types of materials for spring.

6.7 Material Used for spring is Stainless Steel AISI 302 at a load of 654N
(weight of bike and one person)

Fig 6.20 Equivalent stresses

33
 Fig 6.21 Total deformation

6.7.1 Material Used for spring is Stainless Steel AISI 302 at a load of
893N (weight of bike and two persons)

Fig 6.22 Equivalent stresses

Fig 6.23 Total deformation

34
6.8 Material Used for spring is Inconel 718 at a load of 654N (weight of
bike and one person)

Fig 6.24 Equivalent stresses

Fig 6.25 Total deformation

6.8.1 Material Used for spring is Inconel 718 at a load of 893N (weight of
bike and two persons)

Fig 6.26 Equivalent stresses

35
 Fig 6.27 Total deformation

6.9 Material Used for spring is Spring steel ASTM A227 at a load of
654N (weight of bike and one person)

Fig 6.28 Equivalent stresses

Fig 6.29 Total deformation

36
6.9.1 Material Used for spring is Spring steel ASTM A227at a load of
893N (weight of bike and two persons)

Fig 6.30 Equivalent stresses

Fig 6.31 Total deformation

6.10 Material Used for spring is Beryllium Copper ASTM B197 at a load
of 654N (weight of bike and one person)

Fig 6.32 Equivalent stresses

37
 Fig 6.33 Total deformation

6.10.1 Material Used for spring is Beryllium Copper ASTM B197 at a load
of 893N (weight of bike and two persons)

Fig 6.34 Equivalent stresses

Fig 6.35 Total deformation

38
 6.11 RESULTS AND DISCUSSIONS
The Equivalent stresses and total deformation of four materials are tabulated in the
below table 6.1
Existing Diameter of spring 8mm
Table 6.1 Analysis Results of 8mm spring diameter
Materials Load Applied(N) Maximum Maximum Total
(Weight of bike and Equivalent Stress Deformation(mm)
one person (von misses)
& (Mpa)
Weight of bike and
two person)

Stainless steel AISI 654N 334.09 19.214

302

893N 456.18 26.235

Inconel 718 654N 342.96 24.315

893N 468.3 33.201

Spring steel 654N 330.03 17.653
ASTM A227

893N 450.63 24.104

Beryllium copper 654N 350.24 27.62
ASTM B197

893N 478.24 37.713

Stresses produced at a load of 654N

360
355
Stresses(Mpa)

350
345
340
335
330
325
320
Stainless steel AISI 302 inconel 718 Spring steel ASTM Beryllium copper ASTM
A227 B197
Materials

Fig 6.36 Stresses produced at 654N load

39
 Total deformation at 654N load
30

Total deformation(mm)
25
20
15
10
5
0
Stainless steel AISI 302 Inconel 718 Spring steel ASTM beryllium copper
A227 ASTM B197
Materials

Fig 6.37 Total deformation at 654N load

The figures 7.1 and 7.2 shows the stresses produced and total deformation for
the applied load of weight of bike and one person of 654N and 8mm spring diameter.
The stresses and deformations are maximum in Inconel 718 and Beryllium Copper
ASTM A227. In Stainless steel AISI 302 and Spring steel ASTM A227 the observed
stress and deformation is less. Maximum stress and deformation in beryllium copper
ASTM B197is 350.24 and 27.62. Spring steel ASTM A227 has lower stresses and
deformation i.e., 330.03 and 17.653 when compared to other materials.

Stresses Produced at 893N load

490
485
480
475
Stresses(Mpa)

470
465
460
455
450
445
440
Stainless steel AISI 302 Inconel 718 Spring steel ASTM A227 beryllium Copper ASTM
B197
Materials

Fig 6.38 Stresses produced at 893N load

40
 Total Deformation at 893N load
40
35

Total Deformation(mm) 30
25
20
15
10
5
0
Stainless Steel AISI 302 Inconel 718 Spring steel ASTM A227 Beryllium Copper ASTM
B197
Materials

Fig 6.39 Total deformation at 893N load

On comparing the stress and total deformation for a applied load of 893N.The
minimum stress and deformation values are observed in spring steel ASTM A227.

41
Diameter of spring: 10mm
The Equivalent stresses and total deformation of four materials are tabulated in
the below table 6.2

Table 6.2 Analysis Results of 10mm spring diameter

Materials Load Applied(N) Maximum Equivalent Maximum Total

Stress (von misses) Deformation(mm)
(Mpa)

Stainless steel 654 205.93 7.8042

AISI 302

893 281.19 10.656

Inconel 718 654 208.5 9.8719

893 284.69 13.479

Spring steel 654 198.53 7.2587
ASTM A227

893 271.08 9.9113

Beryllium 654 214.86 11.19
copper ASTM
B197
893 293.37 15.729

Stresses produced at 654N load

230

220
Stresses(Mpa)

210

200

190

180
stainless steel AISI inconel 718 spring steel ASTM breyllium copper
302 A227 ASTM B197
Materials

Fig 6.40 Stresses produced at 654N load

42
 Total Deformation at a load of 654N
12

Total Deformation(mm)
10
8
6
4
2
0
stainless steel AISI inconel 718 Spring steel ASTM Beryllium Copper
302 A227 ASTM B197
Materials

Fig 6.41 Total Deformation at a load of 654N

The figures 7.5 and 7.6 shows the stresses produced and total deformation
for the applied load of weight of bike and one person of 654N and 10mm spring
diameter. The stresses and deformations are maximum in Inconel 718 and Beryllium
Copper ASTM B197. Maximum stress and deformation in beryllium copper ASTM
B197 is 214.86 and 11.19, Spring steel ASTM A227 has lower stresses and
deformation i.e., 330.03 and 17.653 when compared to other materials.

Stresses Produced at 654N load

300
295
290
285
Stresses(Mpa)

280
275
270
265
260
255
250
stainless steel AISI inconel 718 Spring steel ASTM Beryllium copper
302 A227 ASTM B197
Materials

Fig 6.42 Stresses Produced at 654N load

43
 Total Deformation at 893N load
18

Total Deformation(mm)
16
14
12
10
8
6
4
2
0
stainless steel AISI 302 Inconel 718 Spring steel ASTM Beryllium Copper
A227 ASTM B197
Materials

Fig 6.43 Total Deformation at 893N load

The Fig 6.7 and Fig 6.8 are the graphs plotted for the wire diameter of 10mm
spring. In which the values of stress and total deformation are 271.08Mpa and 9.9113mm
for spring steel ASTM A227 are lower when compared to materials of stainless steel
AISI 302, Inconel 718, Beryllium Copper ASTM B197.

44
 CONCLUSIONS

In this project, an existing model of a Two-wheeler shock absorber has been

modelled using Creo6.0. Four different types of materials Stainless steel AISI 302, Inconel
718, Spring steel ASTM A227, Beryllium Copper ASTM B197 are used for the helical
spring and the analysis is performed. The diameter of the spring is considered as 8mm and
10mm. From the results, the following conclusions are made

• The Spring material is varied by four types of materials by applying two different loads
of 654N and 893N. By comparing the stresses and total deformation in the spring. The
spring material is proposed.

• For spring diameter of 8mm, Spring steel ASTM A227 has lower stress and total
deformation of 450.63Mpa and 24.104mm at a load of 893N. When compared to the
materials of stainless steel AISI 302, Inconel 718, Beryllium Copper ASTM B197. So,
the spring steel ASTM A227 is proposed as the best material for spring.

• From the analysis results, it is observed that the spring with 10mm wire diameter made
with Spring steel ASTM A227 at a load of 893N results in less stress value 271.08Mpa
and less total deformation 9.9113mm. when compared to spring with 8mm wire
diameter made of stainless steel AISI 302, Inconel 718, Beryllium Copper ASTM
B197.

• As per the above values observed, wire diameter of spring with 10mm and material for
spring as spring steel ASTM A227 is found to be a better choice for the spring of the
shock absorber as when compared to the existing model.

45
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2. Akshat Jain,SheelamMisra, Arun Jindal, Prateek Lakhian (2017) “Structural Analysis
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(2017) “Design and analysis of helical compression spring used in suspension system
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