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

Volume: 07 Issue: 11 | Nov 2020 www.irjet.net p-ISSN: 2395-0072

Design and Analysis of Shock Absorber for 150cc Bike

Abu Sufyan Malik1, A. Aravind Reddy2, Mohammed Rizwanuddin3

1Student, Mahaveer Institute of Science and Technology Hyderabad
2Student, Vasavi College of Engineering Hyderabad
3Student, Mahaveer Institute of Science and Technology Hyderabad

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Abstract - Shock absorber is a mechanical device designed First hydraulic damper to go into production was the
to damp shock impulses and dissipate kinetic energy. It Telesco Shock Absorber, exhibited at the 1912 Olympia
reduces the effect of traveling over rough ground which leads Motor Show and marketed by Polyrhoe Carburettors Ltd. [3]
to improved ride quality and increase in comfort because it This contained a spring inside the telescopic unit like the
substantially reduced amplitude of disturbances. pure spring type 'shock absorbers’, but also contain oil and
an internal valve so that the oil damped in the rebound
In this project, a shock absorber is designed and a 3D direction. The Telesco unit was fitted at the rear end of the
model is created using Pro-E. Analysis is done by varying loads leaf spring, in place of the rear spring to chassis mount, so
and materials at different conditions. Structural analysis is that it formed part of the springing system, albeit a
done to determine total deformation, stress and strain hydraulically damped part. [4]
variations. Modal analysis is done to determine the
displacements for different frequencies for different number of 1.1 Theoretical Approaches of Shock Absorber
modes. In the end results are compared for two materials to
verify the best one for the given suspension system. The commonly used approaches towards shock
absorption are Hysteresis, Dry friction, Fluid friction,
Key Words: Shock absorber, Structural and Modal Compression of gas, Magnetic effect and Composite hydro
Analysis, Pro-E and Ansys pneumatic. Hysteresis is the tendency for elastic materials to
rebound with less force than was required to deform them.
1. INTRODUCTION Simple vehicles with no separate shock absorbers are
damped, to some extent, by the hysteresis of their springs
A shock absorber (shock "damper") is a mechanical or and frames. Dry friction as used in wheel brakes, by using
hydraulic device designed to absorb and damp shock disks (classically made of leather) at the pivot of a lever, with
impulses. It does this by converting the kinetic energy of the friction forced by springs. In fluid friction the flow of fluid is
shock into heat which is later dissipated. Usually the shock through narrow orifice which constitutes the vast majority of
absorbers are with fluid or air based heat dissipation system. automotive shock absorbers. Using a special internal valve
Conventional shock absorbers consist of nested cylindrical the absorber may be made relatively soft to compression
tubes, an inner tube that is called the "working tube" or the (allowing a soft response to a bump) and relatively stiff to
"pressure tube", and an outer tube called the "reserve tube". extension, controlling "jounce", which is the vehicle response
At the bottom of the device, inside there is a compression to energy stored in the springs, Similarly a series of valves
valve or base valve. When the piston is forced up or down by controlled by springs can change the degree of stiffness
bumps on the road, hydraulic fluid moves between different according to the velocity of the impact or rebound.
chambers via small holes or "orifices" in the piston and via Pneumatic shock absorbers, which can act like springs as the
the valve, converting the "shock" energy into heat which is air pressure is building to resist the force on it. Once the air
dissipated into environment. pressure reaches the necessary maximum, air dashpots will
act like hydraulic dashpots. In magnetic effects, Eddy current
Earlier in motor vehicles leaf springs are used. One of dampers are dashpots that are constructed out of a large
the features of these springs was that the friction between magnet inside of a non-magnetic, electrically conductive
the leaves offered a degree of damping. In 1912 review of tube. Conventional shock absorbers combined with
vehicle suspension due to the lack of damping in helical composite pneumatic springs which allow ride on height
springs. It was "impossible" to use them as main springs [2]. adjustment or even ride height control. Ride height control is
The amount of damping provided by leaf spring friction is especially desirable in highway vehicles intended for
limited, variable and depends upon their wet and dry occasional rough road use, as a means of improving handling
conditions. C.L. Horock came up with a design in 1901 that and reducing aerodynamic drag by lowering the vehicle
had hydraulic damping; it worked in one direction only. when operating on improved high speed roads. It is mostly
These used a belt coiled inside a device such that it freely seen in some large trucks and luxury sedans. The different
wound in under the action of a coiled spring, but met friction methods of converting an impact /collision into relatively
when drawn out. It does not seem to have gone into smooth are Cushioned contact, Elastomeric shock absorber,
production right way. Hydraulic dashpot, Collapsing safety shock absorbers, Air
(Pneumatic) springs and Self compensating hydraulics.
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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 07 Issue: 11 | Nov 2020 www.irjet.net p-ISSN: 2395-0072

Failure of the hydraulic system will cause a drop in ride

height and decrease in braking power. However, an acute
failure will not lead to acute brake failure as the accumulator
sphere holds enough reserve pressure to ensure safe braking
far beyond that needed to bring a vehicle with a failed
system to a standstill.

2. Design Consideration

We have considered a shock absorber made up of Structural

steel and Beryllium copper. Different loading conditions are Fig -1: Bottom Parts of Shock Absorber
incorporated on the shock absorber and structural and
modal analysis is performed on the shock absorber using
Ansys.

2.1 Design Calculation

Modulus of Rigidity (Steel), G=78600 N/mm2

Mean diameter of coil, D=33.3mm
Diameter of wire, d=6.7mm
Total number of coils, N1 =17
Height, h=210mm Fig -2: Exploded View and Inner Assembly
Outer diameter of spring coil, Do=D+d=40mm
Number of active turns, N=15
Weight of bike=131Kg
Let the weight of one person=75Kg
Weight of two person=2×75=150Kg
Total Weight of Bike and Persons=263Kg
Rear Suspension=65% of weight=171Kg
Considering Dynamic loads, it weight will be double,
w=342Kg=3355N
For single shock absorber weight, W=w/2=1677N
Compression of spring, δ=WD3.n/G.d4
Structural Steel, δ=49.61 Beryllium Copper, δ=73 Fig -3: Assembly
Spring Index, C=D/d=5
Solid Length, Ls=N1×d=17×6.7=113.9mm 3. Analysis Using Ansys
Free length of the spring, Lf =Solid length + Maximum
Compression + Clearance between adjustable We have done structural and modal analysis on structural
coil=113.9+46.91+ (46.91×0.15)=167.8mm steel and Beryllium copper with different loading conditions.
Spring Rate, K=W/δ=35.74 The model is meshed with an auto generated mesh model in
Pitch of coil, P= (Lf -Ls)/N1+d=10mm Ansys. Stress, strain and deformation of both the materials
are described in the section 3.1 and 3.2. The different load
2.2 Design of Shock Absorber using PRO-E calculations for structural analysis are shown in the below
table.
We have designed and assembled all the parts of shock
absorber using Pro-E. Designing of every part is done by Table -1: Load Calculations
considering the dimensions calculated in design calculation
section. Features like Extrude, Helical Sweep, Round and Load on Load on Load Pressure
Draft are used to design the parts as shown below. Two Shocks Single shock Conversion (MPa)
113 Kg 56.5Kg 554.265N 0.144MPa
118 kg 94Kg 922.14N 0.239MPa
263Kg 131.5Kg 1290.015N 0.335Mpa

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
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3.1 Structural Steel The numerical values of stress, strain and total deformation
are listed in the below table.
3.1.1 Material Properties
Table -2: Numerical Values of Structural Analysis
Density: 7850kg/m3
Ultimate Tensile Strength: 515-827Mpa Von –Mises Stress Von-Mises Strain Total
Yield Tensile Strength: 207-552Mpa (MPa) Deformation
Young’s Modulus: 190-210Gpa (mm)
Poisson’s Ratio: 0.30 113 188 263 113 188 263 113 18 263
Percentage of elongation: 12-40 Kg Kg Kg Kg Kg Kg Kg 8 Kg
Shear Modulus: 78.6Gpa Kg
227. 377. 529. 0.0015 0.0025 0.00 13. 22. 31.
3.1.2 Structural Analysis at Various Loads
68 89 68 35 702 74 875
The stress induced at various loads are shown in the below
figures.
3.1.3 Modal Analysis
Modal analysis is a technique to study the dynamic
characteristics of a structure under vibrational excitation.
Natural frequencies, mode shapes and mode vectors of a
structure can be determined using modal analysis. We have
determined the natural frequencies and the total
deformations using modal analysis.

Fig -4: Stress Induced at Different Loads

The change in the dimensions can be given by strain.

Following figures represents the strain occurred at different
loads.
Fig -7: Total Deformation and Frequencies

Table -3: Numerical values of Modal Analysis

Mode Numbers Frequency (Hz) Total Deformation
(mm)
Mode 1 5.1808 36.15

Mode 2 5.1969 36.171

Mode 3 17.776 27.993

Fig -5: Strain Induced at Different Loads

The total deformation at various load conditions is shown 3.2 Beryllium Copper
below.
3.2.1 Material Properties
Density: 8260 Kg/m3
Ultimate Tensile Strength: 483-810Mpa
Yield Tensile Strength: 221-1172Mpa
Young’s Modulus: 115Gpa
Poisson’s Ratio: 0.30
Shear Modulus: 50Gpa

Fig -6: Total Deformation at Different Loads

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 07 Issue: 11 | Nov 2020 www.irjet.net p-ISSN: 2395-0072

3.2.2 Structural Analysis at Various Loads 3.2.3 Modal Analysis

The stress induced in beryllium copper at various loading The total deformation and natural frequencies is shown in
conditions is shown in figure. the figure.

Fig -8: Stress Induced at Different Loads Fig -11: Total Deformation and Frequencies

Following figures shows the strain at different loading Table -3: Numerical values of Modal Analysis
conditions. Mode Numbers Frequency (Hz) Total Deformation
(mm)
Mode 1 3.8298 35.241

Mode 2 3.8417 35.261

Mode 3 13.14 27.29

4. CONCLUSIONS
Fig -9: Strain Induced at Different Loads
The conclusions made after the structural and modal
Total deformations are shown at various load are shown in analysis on both the materials are listed here.
below figures.
 The average stresses induced in structural steel and
beryllium copper is 378.4166MPa and 387.64MPa.
The percentage difference between both the
materials is approximately 1.2%.
 The maximum total deformation in both the
materials is 31.875mm and 55.355mm. At different
loading conditions we have seen that beryllium
copper has more total deformation than the
structural steel.
Fig -10: Total Deformation at Different Loads
 The (Lf-Ls) value from design calculation is 53.9mm
but the deformation in beryllium copper is
The numerical values of stress, strain and total deformation
55.35mm. Therefore, it can be concluded that
are listed in the below table.
Beryllium copper will not give Shock absorbing
Table -2: Numerical Values of Structural Analysis affect after 53.9mm of compression. Hence we can
say structural steel is suitable to use here.
Mode Numbers Frequency (Hz) Total Deformation
 From the modal analysis, the frequency at different
(mm)
deformation values of structural steel is more in
113 188 263 113 188 263 113 188 263 comparison to beryllium copper, hence we can
Kg Kg Kg Kg Kg Kg Kg Kg Kg conclude that structural steel is more suitable on
233 387. 542. 0.0 0.0 0.0 23.7 39.4 55.35 uneven roads.
.23 1 59 026 044 062 94 92 5

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 07 Issue: 11 | Nov 2020 www.irjet.net p-ISSN: 2395-0072

REFERENCES

[1]. Ch. Venkateswarareddy, R. Shankapal, M.H. Manish

Gowda, “Modelling and simulation of hydro pneumatic
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[2]. L.bertmanis, E. Kronbergs et.al, “Hydro pneumatic

suspension for tractor implement”, Engineering for rural
development, Pg-24 25-02-2012.

[3]. P.J. Christopher, Pavendhan R, “Design and analysis of

two wheeler shock absorber coil spring”, International Open
Access Journal of Modern Engineering Research.

[4]. P.Poornamohan, L.Kishore et.al, “Design and analysis of

shock absorber”, International Journal of Research in
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