International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056

Volume: 04 Issue: 04 | Apr -2017 www.irjet.net p-ISSN: 2395-0072

“DESIGN AND ANALYSIS OF HELICAL COMPRESSION SPRING USED IN

SUSPENSION SYSTEM BY FINITE ELEMENT ANALYSIS METHOD”

Singh Pankaj1, Amilkanthwar Rushikesh2, Walli Sanket3, Jasoliya Viraj4, Patel Kaushal5

1,2,3,4UG Student, Mechanical Engineering, MGITER, Navsari, India

5Assistant Professor, Mechanical Department, MGITER, Navsari, India

-----------------------------------------------------------------***----------------------------------------------------------------

ABSTRACT - Suspension spring are the spring shock Spring has a multiple area of application, with their

absorbs and linkage which are used to connect vehicle and different types. They are widely used for diff-diff

allow relative motion between them, spring is an purpose, their basic types are given below as follows,

important element in rear suspension system. During 1. Helical spring

loaded condition the weight of the vehicle acts on the 2. Conical or volute spring
spring, pushes it down where its springing action enables 3. Disc or Belleville springs
it to come back to its normal position and hence provide 4. Leaf or laminated spring
stability to vehicle and comfort to rider. The suspension
Among all these types of springs, leaf springs and helical
system reduces the amplitude of disturbance by absorbing
springs are mostly used in automobile suspension
and handling shock impulses and dissipating kinetic
system. Out of which helical spring is mostly used in
energy generated due to improper road conditions and
motorcycle suspension because the coil spring are used
bumps where the design of spring plays a crucial role. The
to deliver more comfort as compared to leaf spring and
project work is based on design and 3D modeling of helical
the load on two wheelers or the motorcycle is less
compression spring used in suspension system of vehicle.
compare to the heavy vehicle. In the suspension system
The statistical structure analysis would be done by Finite
of two wheeler, damper is used along with the helical
Element Analysis method in Ansys for different spring
coil spring. When the load or shock vibrations are
material and varying wire diameter of spring. Spring is to
exerted on the spring it compresses and absorbs the
be design in Creo. The result would be compared and
vibration and reduces the amplitude of disturbances. As
discussed to conclude the better one.
a result of absorption of shock vibration, the spring in
Keywords: Helical suspension spring, mono suspension, turn starts to oscillate and here the damper is used for
Creo model, Ansys v15, Finite element analysis, changing progressively diminishing these oscillation of the spring
material and wire diameter or else it will continuously oscillate. In this Project, the
mono suspension system of unicorn bike is to be
1. INTRODUCTION
considered. A Creo model of the helical spring of the

Spring is an elastic or resilient body, whose function is to unicorn bike’s mono suspension is been created while

deflect or deform when load is applied and recover its the analysis is done in Ansys.

original shape when load is removed.[1]

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Table-1.1: Composition of 1095[2]

Iron (Fe) 98.4 to 98.8 %

Carbon (C) 0.9 to 1.0 %
Manganese (Mn) 0.3 to 0.5 %
Sulfur (S) 0 to 0.050 %
Phosphorus (P) 0 to 0.040 %

Table-1.2: Mechanical properties of 1095[2]

Density 7850 kg/m3
Elastic Modulus 2.08 × 1011 Pa
Poisson's Ratio 0.3

5160:-

Table-1.3: Composition of 5160[3]

Iron (Fe) 97.1 to 97.8 %

Manganese (Mn) 0.75 to 1.0 %
Chromium (Cr) 0.7 to 0.9 %
Fig-1: Creo model of helical spring
Carbon (C) 0.56 to 0.61 %
1.1 Material:- Silicon (Si) 0.15 to 0.35 %
Sulfur (S) 0 to 0.040 %
To ensure that we are having a good result and doing
things correctly we came across few materials and did Phosphorus (P) 0 to 0.035 %

analysis on them, by designing spring of the same. To

carry on with the good one within them.

Following are few of them Density 7861.1 kg/m3

Elastic Modulus 2 × 1011 Pa
1. 1095
Poisson's Ratio 0.3
2. 5160
Table-1.4: Mechanical properties of 5160[3]
3. Carbon steel
4. Cobalt chrome Carbon steel:-
5. Chrome vanadium
6. Beryllium copper Table-1.5: Composition of Low carbon steel[4]
Carbon (C) up to 0.3% approx.
1095:-
Manganese (Mn) up to 1.5%

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Table-1.6: Composition of Medium-carbon steels (Mild Carbon (C) 0.50%

Steel)[4] Silicon (Si) 0.30%

Carbon (C) 0.30 to 0.60%

Manganese (Mn) 0.60 to 1.65%. Beryllium copper

Table-1.12: Mechanical properties of Beryllium

Table-1.7: Composition of High-carbon steel[4] copper[6]

Carbon (C) 0.60 to 1.00% Density 8250 kg/m3

Manganese (Mn) 0.30 to 0.90%. Elastic Modulus 1.25×1011 Pa

Poisson’s ratio 0.3

Table-1.8: Mechanical properties of High-carbon steel[4]

Density 7850 kg/m3 Table-1.13: Chemical properties of wrought high

Elastic Modulus 2.1 × 1011 Pa strength alloys[6]
Poisson’s ratio 0.295
Beryllium 1.6 to 2.0%
Cobalt 0.3% approx.
Cobalt chrome:- .

Table-1.9: Mechanical properties of Cobalt chrome Table-1.14: Chemical composition of Cast, high-strength
alloys[6]
Density 8400 kg/m3
Elastic Modulus 2.5 × 1011 Pa Beryllium 2.7%.
Poisson’s ratio 0.29

Table-1.15: Chemical composition of High conductivity

alloys[6]
Chrome vanadium:-
Beryllium 0.2-0.7%
Table-1.10: Mechanical properties of Chrome
Higher amounts of nickel and cobalt.
vanadium[5]

Density 7860kg/m3
Elastic Modulus 2.07×1011 Pa 2. Force calculation
Poisson’s ratio 0.37
For the purpose of force calculation we assume that our
vehicle is in motion and then the base is considered to be
excited by a sinusoidal motion of y=Ysin ωt, further the
Table-1.11: Composition of Chrome vanadium[5]
analysis is carried out by considering absolute amplitude
Chromium (Cr) 0.80-1.10 % of mass with respect to the support of chassis. The
Vanadium 0.18% approx. material that is being used in manufacturing of spring is
Manganese (Mn) 0.70 to 0.90%. carbon steel so we will find the forces and the stresses

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that is induced in carbon steel material which we will f= =

use to apply on other material springs.
ω= rad/sec
 The natural frequency of the vehicle is given
by

ωn = √ = √ = 20.57 rad/sec

 Frequency ratio (r) = = =0.422

 Amplitude ratio or Displacement

transmissibility(X):

√
X= *Y
√ ( )

√
* 0.2 = 0.0236 m
√ ( )

Fig-2.1: Schematic of suspension spring on sinusoidal Thus the displacement of vehicle at 5 km/hr is 0.0236 m.
curve[7]
which shows that for excitation of 20mm the deflection
This shows that in motion the vehicle can vibrate in
in spring is 23.6mm.
vertical direction while travelling over a rough road.
 Force(F) exerted on the spring
Mass of vehicle = 145 kg
Sr. Speed ω ωn Force (N)
Sprung weight = 65 % of mass of vehicle
no. (km/h) (rad/s) (rad/s)
= 94.25
Supposing 2 passenger of each 80kg are riding on the
1 5 8.72 20.57 2524.64
bike than,
2 10 17.45 20.57 3157.80
The total weight on the coil spring
3 25 43.63 20.57 1242.20
= 94.25+80+80 = 254.25 kg
4 40 69.81 20.57 692.76
Considering damping ratio (ξ) = 0.5
Amplitude = 20mm F= = = 2524.64 N
Spring constant (K) = Gd4
Similarly the calculations have been carried out for
8nD3
different speeds like 10, 25 and 40 km/h.
= 0.81×105 ×124
8×10×583 Table-2.1: Forces at different speeds

= 107.60 N-mm-1

2.2 Deformation and Stress in Materials:-

1. For 5km/hr
The analytical result for different speed and forces
The frequency ‘f’ of the base excitation can be found
at the corresponding speed has been carried out on
by dividing the vehicle speed ‘v’ km/hr by the length
of one cycle of road roughness. different materials like carbon steel, 1095, 5160,
 ω= 2πf chrome vanadium, cobalt chrome and beryllium

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copper in Ansys and the result obtained is

presented in below table.

Table-2.2: Ansys result at different speed. 25 1242.20 Carbon steel 1.1945 146.43
1095 1.2103 146.45
Speed Force Material Deformatio Shear 5160 1.2587 146.45
(km/h (N) n (cm) (MPa) Chrome 1.2762 146.78
) vanadium
5 2524.64 Carbon 2.4277 297.6 Cobalt 0.9997 146.41
steel chrome
1095 2.4598 297.6 Beryllium 2.0139 146.45
4 copper
5160 2.5581 297.6
4
Chrome 2.5937 298.3
vanadiu 1
m
Cobalt 2.0319 297.5
chrome 6
Berylliu 4.093 297.6
m 4
copper Fig-2.2: Carbon steel deformation at speed 10 km/h

10 3157.8 Carbon steel 3.0365 372.24

0 40 692.76 Carbon steel 0.6661 81.662
1095 3.0766 372.29
1095 0.6749 81.674
5160 3.1997 372.29
5160 0.7019 81.674
Chrome 3.2441 373.13 Chrome 0.7117 81.857
vanadium vanadium
Cobalt 0.5575 81.651
Cobalt 2.5415 372.19 chrome
chrome Beryllium 1.1231 81.674
copper
Beryllium 5.1195 372.29
copper

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Based on the above results we’ll choose two materials

for further analysis by changing the wire diameter of the
coil spring. The first one is Cobalt chrome as it shows the
optimum results and the second one being the Chrome
Vanadium because of its high corrosive resistance.

3.5
3

deformation
Fig-2.3: Carbon steel shear stress at speed 10 km/h 2.5 Carbon steel
2
1.5 Chrome
1
vanadium
0.5
0 Cobalt
chrome

3157.8

1242.2

692.76
2524.64
force

Fig-2.4: Chrome vanadium deformation at speed 10

km/h Fig-2.8: Deflection of spring at various loads at different
speeds

400
350
300
250 Carbon steel
200
150
Chrome
100
Fig-2.5: Chrome vanadium shear stress at speed 10 vanadium
50
km/h 0 Cobalt
chrome
3157.8

1242.2

692.76
2524.64

force

Fig-2.9: Shear stress at respective speeds

Theoretical Result:-
To validate the above result theoretical calculation is
Fig-2.6: Cobalt chrome deformation at speed 10 km/h
been carried out below for cobalt chrome, chrome
vanadium and carbon steel.
Calculation for carbon steel:-
Spring constant (K) = Gd4
8nD3
= 0.81×105 ×124
8×10×583
= 107.60 N-mm-1
Fig-2.7: Cobalt chrome shear stress at speed 10 km/h
For 5 km/h
Maximum deflection (δ) = F/k
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= 2524.64/ 107.60 3.5

= 23.463 mm 3
= 2.3463 cm 2.5 Theoretical
2 Deformation
Similarly calculations have been carried out at 10, 25 and (cm)
1.5
40 km/h and for cobalt chrome and chrome vanadium at 1 Ansys
similar speed. 0.5 Deformation
0 (cm)
The spring’s Index (C) = D/d Carbon Chrome Cobalt
= 58/12 steel vanadium chrome

= 4.833
Fig-2.11: Comparison of theoretical and Ansys value of
Wahl correction factor (W) = 4C – 1 + 0.615 deformation at 10kmph
4C – 4 C
= 1.322 1.4
1.2
For 5 km/h
1 Theoretical
Maximum shear stress (τ) = 8WDF 0.8 Deformation
Π × d3 (cm)
0.6
= 8×1.322×58×2524.64 0.4 Ansys
Π × 123
0.2 Deformation
= 285.26 MPa 0 (cm)
Carbon Chrome Cobalt
Similarly calculations have been carried out at 10, 25 and steel vanadium chrome
40 km/h and for cobalt chrome and chrome vanadium at
similar speed. Fig-2.12: Comparison of theoretical and Ansys value of
deformation at 25kmph
2.3 Comparison of Theoretical and Ansys values
0.8
0.7
3 0.6 Theoretical
2.5 0.5 Deformation
Theoretical 0.4 (cm)
2 0.3
Deformation
1.5 0.2 Ansys
(cm)
0.1 Deformation
1
Ansys 0 (cm)
0.5 Deformation Carbon Chrome Cobalt
0 (cm) steel vanadium chrome
Carbon Chrome Cobalt
steel vanadium chrome Fig-2.13: Comparison of theoretical and Ansys value of
deformation at 40kmph
Fig-2.10: Comparison of theoretical and Ansys value of
deformation at 5kmph 2.3 Change in Wire diameter:-

For reduction in stress, change in structure is to be

carried out as stress is depend on structure. Change in
wire diameter or mean diameter can reduce stress, here
we are changing wire diameter as shear stress is
inversely proportional to fourth power of wire diameter.
Change in wire diameter means increase or decrease in
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wire diameter from its original size, here for reducing 300
stress increase in wire diameter is required as shear 250
200
stress is inversely proportional to fourth power of wire 150
Chrome
diameter. 100
vanadium
50
As per standard dimension, the first preference is 14mm 0 Cobalt chrome

3157.8

1242.2

692.76
2524.64
after 12mm which is been selected here for further
analysis.
force
The new dimension of spring will be,
Free Length (Lfree) = 210 mm Fig-2.15: Ansys result of shear stress at different speed
Mean diameter (D) = 58mm
Wire diameter (d) = 14mm
Pitch (p) = up to 100 mm of Lfree pitch is 30mm and then
17mm
Number of active turns (n) = 9
Solid length (Lsolid) = 154mm
Spring index (c) = D/d = 4.14
for 14mm wire diameter.
Spring type – helical compression spring with closed and
ground ends. Fig-2.16: Chrome vanadium deformation of 14 mm wire
diameter at speed 10 km/h
Based on the new dimension the analytical result for
different speed and forces at the corresponding speeds is
carried out on chrome vanadium and cobalt chrome in
Ansys and result obtained is presented in below graph.

2
1.5
1
Chrome
0.5 vanadium
0 Cobalt Fig-2.17: Chrome vanadium shear stress of 14 mm wire
diameter at speed 10 km/h.
3157.8

1242.2

692.76
2524.64

chrome

force
Fig-2.14: Ansys results of deformation at different speed
for 14mm wire diameter.

Fig-2.18: Cobalt chrome deformation of 14 mm wire

diameter at speed 10 km/h

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= 187.52 MPa

Similarly calculations have been carried out at 10, 25 and

40 km/h and for cobalt chrome at different speed.

2.4 Comparison of Theoretical and Ansys values of

14mm wire diameter

1.4
1.2
1 Theoretical
0.8 Deformation
Fig-2.19 Cobalt chrome shear stress of 14 mm wire 0.6 (cm)
diameter at speed 10 km/h. 0.4 Ansys
Theoretical result:- 0.2 Deformation
0 (cm)
To validate the above result theoretical calculation is Chrome Cobalt chrome
vanadium
been carried out below for cobalt chrome and chrome
vanadium. Fig-2.20: Comparison of theoretical and Ansys value of
deformation at 5kmph
Calculation for chrome vanadium:-
2
Spring constant (K) = Gd4
8nD3 1.5

= 0.75×105 ×144 1 Chrome

8×9×583 vanadium
0.5
= 205.09 N-mm-1 Cobalt chrome
For 5 km/h 0
Theoretical Ansys
Maximum deflection (δ) = F/k Deformation Deformation
= 2524.64/205.09 (cm) (cm)
= 12.309 mm
Fig-2.21: Comparison of theoretical and Ansys value of
= 1.2309 cm deformation at 10kmph
Similarly calculations have been carried out at 10, 25 and
0.7
40 km/h and for cobalt chrome at similar speed. 0.6
0.5
The spring’s Index (C) = D/d 0.4 Chrome
0.3 vanadium
= 58/14 = 4.142 0.2
0.1 Cobalt chrome
Wahl correction factor (W) = 4C – 1 + 0.615
4C – 4 C 0
Theoretical Ansys
= 1.38
Deformation Deformation
For 5 km/h (cm) (cm)
Maximum shear stress (τ) = 8WDF
Π × d3 Fig-2.22: Comparison of theoretical and Ansys value of
deformation at 25kmph
= 8×1.38×58×2524.64
Π × 143

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0.4 The stated problem of corrosion and the hydrogen

0.35 embrittlement is sorted out by the use of chromium
0.3
0.25 element in the steel grade and in cobalt chrome alloy.
0.2 Chrome
vanadium Chromium is highly corrosion resistive.
0.15
0.1
0.05 Cobalt chrome The increase in the ultimate tensile strength of the
0
material helps the material to withstand the applied
Theoretical Ansys
Deformation Deformation forces and to endure the stresses induced in them, so the
(cm) (cm) material to be chosen should be such that it has high
corrosion resisting properties and thus having greater
Fig-2.23: Comparison of theoretical and Ansys value of
deformation at 40kmph strength to overcome hertzian contact stress.

3. Result and Discussion 4. Conclusion

3.5 From the obtained result of the analysis on Ansys we can

3
2.5 conclude that for 14mm wire diameter coil spring cobalt
2 Carbon steel
chrome and chrome vanadium are better material than
1.5
1
Chrome 12 mm wire diameter carbon steel which is currently
0.5
0 vanadium used. Chrome vanadium and cobalt chrome both have
3157.8

1242.2

692.76
2524.64

Cobalt high resistivity against corrosion, but cobalt chrome

chrome
shows less deformation and also the induced stress is
force comparatively less than chrome vanadium. Thus cobalt
chrome is the better one among the 6 material that were
Fig-3.1: Comparison of original spring and modified
analyzed.
spring deformation

400 5. Acknowledgements
350
300 We express our sincere gratitude to our guide Asst. Prof.
250 Carbon steel
200 Kaushal Patel and Asst. Prof. Gautam Vardhe and also to
150
100 Chrome Asst. Prof. Jay Patel, Asst. Prof. Hirak Patel and Asst. Prof.
50
0 vanadium
Hardik Tandel for their technical support which made
3157.8

1242.2

692.76
2524.64

Cobalt chrome
this project possible. This could not have been possible
without the participation and assistance of so many
force people whose names may not be all enumerated. Their
constant suggestion and ideas have been invaluable to
Fig-3.2: Comparison of original spring and modified
spring shear stress our work and their thoroughness and work ethic are
The above figure shows the comparison between carbon laudable and worthy of emulation. Also for this project
steel of 12mm wire diameter and 14mm wire diameter work information has been collected from various
of chrome vanadium and cobalt chrome. The comparison sources such as textbooks, research papers, journals,
is carried out at speed 5 km/h, 10km/h, 25 km/h and 40 articles and patents, so we also express our gratitude to
km/h. their authors and publishers for their valuable material.

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6. References
[1] Machine design by V.B. Bhandari

[2]http://www.makeitfrom.com/material-

properties/SAE-AISI-1095-SUP4-1.1274-C100S-G10950-
Carbon-Steel
[3]http://www.makeitfrom.com/material-

properties/SAE-AISI-5160-1.7177-60Cr3-G51600-
Chromium-Steel
[4] http://www.totalmateria.com/articles/Art62.htm
[5]https://www.techwalla.com/articles/properties-of-

chrome-vanadium
[6]https://www.copper.org/resources/properties/micro

structure/be_cu.html
[7]P.R. Jadhav, “Analysis of Helical Spring in
Monosuspension System Used in Motorcycle”
International Journal of Research in Advent Technology,
Vol 2, No. 10, October 2014 E-ISSN: 2321-9637

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