CHAPTER 1: INTRODUCTION

1.1

INTRODUCTION
Shock absorber is a mechanical device designed to smooth out or damp shock
impulse. The shock absorber consist of some parts that useful in order to absorb shock
directly, which are spring and hydraulic liquid in the shaft. It also converts the kinetic
energy to another form of energy of the shock which is then dissipated.
A truck needs a suspension system to give additional protection from damage. It is
a medium size of the local truck that available to see around the country that used to carry
load. A truck needed at least four suspension components in order to protect it from
serious damage that caused by the road problem.
The required design in our evaluation is from observation of major problems from
the user. For example spring is elastic, where we know it can carry or absorb load that
applied. But the characteristic from the spring itself need to be analyzing as well.
Therefore, the calculation had been done in the design development part.
The scope of the mini project is from the analysis of 4x4 wheel drive, and we
choose truck as our reference source. We chose truck because the dimension of the
components is big, so it is easily to be measured.
Shock absorbers are parts of suspension that works in conjunction with cushions
and springs. Its also helps to damp impact and vibration while driving. As all knows
where the situations that an increased level of ground variation for example racing for or
off road driving for 4x4 car require shocks that are built for significantly greater impact
dampening. To make sure that the tires is always in contact with the ground. Such as the
1

shock absorber minimize the impact and vibration to the suspension system while driving
all over the uneven surfaces on the ground, bumps and lumps. A working set of shock
absorber successfully reduce the wear of your suspension, wheels, and tires.
Efficiency and effectiveness of the absorber depend almost entirely on the leakage
path between the two sides of the cylinder. But energy-absorbing capacity depends on the
size of the shock absorber and the method of returning the piston to its rest position.

1.2

OVERVIEW
A shock absorber in a loaded truck suspension system which includes spring,
shaft and fasteners using bolt and nut is to be design in this mini project. A shock
absorber was chosen to understand how the spring works to perform the compression
simulation. Furthermore, we can learn about how to find out the theoretical specifications
for the parts to make it work. The shock absorber consists of the absorption of impact
mechanism that gives protection against direct force to the truck. It was also chosen to
consider the requirement needed to overcome heavy load. This mini project is completed
with calculation, sing the formulas and logical theory with the aid of drawing.
The performance of the truck suspension system is determined from the
specification that had been chosen. The formula used to determine the quality of spring is
referred using the spring index formula:
Mean Coil Diameter , D
Wire Diameter , d

Spring Index, C =

A truck needed at least 4 suspension components in order to protect it from

serious damage that caused by the road problem. It also needs a suspension system to
give additional protection from damage. The weight used for the truck in this mini project
is 23.3kN. It is a medium size for a local truck or known as the 4x4 cars that used to carry
load. The analysis is done to gain results for the effect after some improvement by
changing some parameters for the shock absorber.

1.3

OBJECTIVES
1. To study the critical problem and solution occurs on a loaded truck shock
absorber (Ford F-150).
2. To select the best material to be used for the absorber components for a good
mechanical properties and performance.
3. To improve and make some comparisons for part performance from an
existing truck shock absorber.
4. To make an analysis from the calculations of the helical spring, bolt and nut,
and shaft for shock absorber.

1.4

SCOPE OF PROJECT
A Gantt chart is a bar chart that illustrates the beginning and end period of tasks in
a project. Gantt chart was used as a planning tool for this mini project. It clearly
visualizes the structure of the project broken down into several elements.

The project is started with brainstorming for ideas to propose as the mini project
title. We unanimously proposed the one of the system which is the loaded truck shock
absorber specifically for a 4x4 car. We choose this component because it was not too
complex in the case of the analysis and related to the syllabus for the Mechanical
Component Design subject.
Next, after the proposal was accepted, a study on the calculations for analysis was
conducted carefully through reference books and the web. The calculations are very
important for the analysis. Besides that, the proper methods of drawing absorber using
CATIA was studied through helpful tutorials on the web.
Calculation and analysis was analyzed in detail for each equations and data from
multi sources gathered. Then, the most probable, logical and relevant values for
calculation was chosen. The web helps a lot in searching for the guideline to draw using
CATIA software.
In the process of CATIA drawing, the drawing of the components together gives
out a quite challenge as tutorials about it were not easy to be found on the web. Besides
that, the versions of the CATIA for the tutorial itself and among us were found to be
incompatible with each other which caused inconvenience in the drawing process.
Furthermore, there were problems simulating all the components together. For example,
the spring compressed is the most difficult part in the drawing process.
At last, the editing parts of the reports are to be done. The calculations and
drawings are analyzed to see if they were valid in the results. Besides that, final touchups
were done on the organization of the report of the mini project. The project was amended
according to the cooperation and feedback and comments from all of the team members.

The project submission and presentation is at the final week of the study. Editing
and analysis were been done and conclusions for a research are to be known.

1.4.1

PLANNING (GANTT CHART)

Week

Progress

Project
Submission

Calculation

and

and Analysis

Presentation

Drawing
Process
(CATIA)

Proposal
Accepted

Research
on Mini
Project

5
6

10
11
12

13

14

Table 1.0: Gantt chart

CHAPTER 2: DESIGN DEVELOPMENT

2.1

CALCULATIONS
6

Group
Brainstorming

The calculations for an existing and improved spring, shaft and fasteners (bolt and nuts) are to be
analyzed.
2.1.1 Spring
a. Stress in helical spring:
Material: Chrome Silicon A401
Specification: UNS G 92540, AISI 9254
Mean coil diameter, D = 103.99mm
Wire diameter, d = 12.06mm; r = 6.03mm
Spring index:
C = D/d = 103.99mm/12.06mm = 8.62
From table 10-4, we find A = 1974MPa.mmm, m = 0.108
Yield strength, Ssy = 0.5Sut
Sut = A/dm
Sut = 1974MPa.mmm/12.060.108
Sut = 1508.56MPa = 1508.56 N/mm2
Thus, Ssy = 0.5(1508.56) = 754.28MPa = 754.28 N/mm2
Load corresponding to the yield strength;
d 3 S sy
F=
8 KB D

Where; KB = (4C + 2) / (4C - 3)

KB = [4(8.62) + 2] / [4(8.62) 3]
KB = 1.16

(12.06 )(754.28)
F=
=4307.1 N
(8)(1.16)(103.99)

Torsional moment:
T=

FD (4307.1 N )(103.99 mm)

=
=223.95 kNmm
2
2

Maximum shear stress:

max =

8 FD 4 F
+
d3 d2

max =

8 ( 4307.1 N )( 103.99 mm ) 4 ( 4307.1 N )

+
(12.06 mm)3
(12.06 mm)2

max =687.95 MPa = 687.95 N/mm2

Shear stress correction factor:

Ks=

2 C+1 2 ( 8.62 )+ 1
=
=1.06
2C
2(8.62)

b. Calculation for Curvature effect of Helical Spring

The curvature correction factor:

K C=

K B 1.16
=
K S 1.06

K C =1.09

c. Calculation for Deflection of Helical Spring

T2 l
F2l
U=
+
The strain energy;
2 GJ 2 AG

Where l = 275mm
12.06 mm

d4
J=
=
32
12.06 mm

d2
A=
=
4

( 223.95 kNmm )2 (275 mm)

( 4307.1 N )2 (275 mm)

U=
+
2
2 ( 77.2 x 103 N /mm ) [2076.77 mm4 ] 2(144.23 mm )(77.2 x 10 N /mm )
U=43.302 kNmm

From Cashglianos theorem;

deflection , y=

8 F D 3 N 4 FDN
+ 2
d4 G
d G

Since C = D/d, equation above be arranged as;

103.99 mm

3( 8)

12.06 mm

4 (77.2 N /mm )
8 ( 4307.1 N )
3
8FD N
y=
=
d4 G

Solid Length, Ls = d (N + 1) = 12.06mm (10 + 1) = 132.66mm

Outer diameter, OD = D + d = 103.99mm + 12.06mm = 116.05mm
Inner diameter, ID = D d = 103.99mm 12.06mm = 91.93mm
d. Calculation for fatigue factor of safety in Helical Compression Spring
To get Fmax = Load, max *Gravitational Force
Fmax = 9000 x 9.81
Fmax = 88.90kN
To get Fmin = Load, min * Gravitational Force
Fmin = 5000 x 9.81
Fmin = 49.050kN
Now we define as;
Fa =

F max F min
2

Fa =

(88.2949.05) kN
2

Fa =19.62 kN

10

Fm =

F max + F min
2

Fm =

(88.29+49.05) kN
2

Fm =68.67 kN

To alternating shear stress component is formed from equation 10-32

a =K B

8 Fa D
d

m
12.06

( 1.16 )( 8 )( 19.62 kN ) ( 103.99 m)

a=

a =3435.95 MPa

The midrange shear stress component is;

m =K B

8 Fm D
d3
3

12.06 m

( 1.16 )( 8 )( 68.67 kN )( 103.99 m )

m=

m =12025.82 MPa

Now take value A and m from table 10-4, we get;

A = 1974MPa.mmm ; m = 0.108

Now we can find ultimate tensile strength:

11

S ut =

A
m
d

1974 MPa . mmm

S ut =
12.06 mm0.108
S ut =1508.56 MPa

Also the shearing ultimate strength is estimated from;

Ssu = 0.67 Sut
Ssu = 0.67 (1659.046MPa)
Ssu = 1010.74MPa
We can calculate load line slope, r;
r=

a
m

r=

3435.95 MPa
12025.82 MPa

r=0.29

The Gerber coordinate intercept for the Zimmerli data: (from equation 10-28)
S se =

S sa
S
1 sm
S ut

( )

From equation 10-29,

Ssa = 398MPa
Ssm = 534MPa
Thus;
S se =

398 MPa
534 MPa
1
1508.56 MPa

12

S se =455.01 MPa

The amplitude component of strength Ssa, from table 6-7

S sa =

( ( ))

r 2 S su 2
2 S se2
1+ 1+
2 S se
r S su

( (

( 0.29 )2 (1010.74 N /mm )2

2(455.01 N /mm ) 2
S sa =
1+ 1+
( 0.29 ) ( 1010.74 N /mm )
2 ( 455.01 N /mm )

))

S sa =3455.31 MPa

And the fatigue factor of safety nf is given by;

nf =

S sa
a

nf =

208.93 MPa
101.347 MP a

n f =2.06

**An improvement is to be analysis. The wire diameter, d is change to 8mm which is bigger
compared to original measurement.
a. Stress in helical spring:
Material: Chrome Vanadium A232
Specification: UNS G 61500, AISI 6150
Mean coil diameter, D = 150mm
Wire diameter, d = 15mm; r = 7.5mm
Spring index:
C = D/d = 103.99mm/15mm = 6.93

13

From table 10-4, we find A = 2005MPa.mmm, m = 0.168

Yield strength, Ssy = 0.5Sut
Sut = A/dm
Sut = 2005MPa.mm/150.168
Sut = 1272.13MPa
Thus, Ssy = 0.5(12.72.13MPa) = 636.07MPa
Load corresponding to the yield strength;
d 3 S sy
F=
8 KB D

Where; KB = (4C + 2) / (4C - 3)

KB = [4(6.93) + 2] / [4(6.93) 3]
KB = 1.20
F=

(15)(636.07)
=6755.63 N
(8)(1.20)(103.99)

Torsional moment:
T=

FD (6755.63 N )(103.99 m)
=
=351.26 Nm
2
2

Maximum shear stress:

max =

8 FD 4 F
+
d3 d2

max =

8 ( 6755.63 ) (103.99 ) 4 ( 6755.63 )

+
3
2
(15)
(15)

max =533.88 MPa

14

Shear stress correction factor:

Ks=

2 C+1 2 ( 6.93 ) +1
=
=1.07
2C
2(6.93)

b. Calculation for Curvature effect of Helical Spring

The curvature correction factor:

K C=

K C=

KB
KS

1.20
1.07

K C =1.12

c. Calculation for Deflection of Helical Spring

The strain energy;
2

U=

T l
F l
+
2 GJ 2 AG

Where l = 275mm
15 mm

d4
J=
=
32
15 mm

d2
A=
=
4
15

( 351.26 Nm )2 (275 mm)

( 6755.63 N )2 (275 mm)

U=
+
2
3
2 ( 77.2 x 103 N /mm ) [4970.14 m4 ] 2(176.71 mm )(77.2 x 10 N /mm )
U=24.189 Nm

From Castglianos theorem;

deflection , y=

8 F D 3 N 4 FDN
+ 2
d4 G
d G

Since C = D/d, equation above be arranged as;

103.99 mm

3(8)

0.008 m

4 (77.2GPa)
8 ( 6755.63 N )
8 F D3 N
y=
=
d4 G

Solid Length, Ls = d (N + 1) = 15mm (10 + 1) = 165mm

Outer diameter, OD = D + d = 103.99mm + 15mm = 118.99mm
Inner diameter, ID = D d = 103.99mm 15mm = 88.99mm
d. Calculation for fatigue factor of safety in Helical Compression Spring
To get Fmax = Load, max *Gravitational Force
Fmax = 9000 x 9.81
Fmax = 88.29kN
To get Fmin = Load, min * Gravitational Force
16

Fmin = 5000 x 9.81

Fmin = 49.05kN
Now we define as;
Fa =

F max F min
2

Fa =

(88.2949.05) kN
2

Fa =19.62 kN

Fm =

F max + F min
2

Fm =

(88.29+49.05) kN
2

Fm =68.67 kN

To alternating shear stress component is formed from equation 10-32

a =K B

8 Fa D
d3

m
15 m

( 1.20 )( 8 ) ( 19.62 kN ) ( 103.99mm )

a=

a =1847.30 MPa

The midrange shear stress component is;

m =K B

8 Fm D
d3

17

15 mm

( 1.20 )( 8 )( 68.67 kN )( 103.99 m )

m=

m =6465.56 GPa

Now take value A and m from table 10-4, we get;

A = 2005MPa.mmm ; m = 0.168
Now we can find ultimate tensile strength:
S ut =

A
dm

S ut =

2005 MPa . mm
15 mm0.168

S ut =1272.13 MPa

Also the shearing ultimate strength is estimated from;

Sut = 0.67 Sut
Sut = 0.67 (1272.13MPa)
Sut = 852.33MPa
We can calculate load line slope, r;
r=

a
m

r=

1847.30 GPa
6465.56 GPa

r=0.29

The Gerber coordinate intercept for the Zimmerli data: (from equation 10-28)

18

S se =

S sa
S
1 sm
S ut

( )

From equation 10-29,

Ssa = 398MPa
Ssm = 534MPa
Thus;
S se =

398 MPa
534 MPa
1
852.33 MPa

S se =655.17 MPa

The amplitude component of strength Ssa, from table 6-7

2

S sa =

r S su
2S
1+ 1+( se )
2 S se
r S su

( (

( 0.29 )2 (1056.54 MPa )2

2( 655.17 MPa)
S sa =
1+ 1+
2 ( 655.17 MPa )
( 0.29 ) ( 1056.54 MPa )
S sa=2443.11 MPa

And the fatigue factor of safety nf is given by;

nf =

S sa
a

nf=

2443.11 MPa
3435.95 MPa

n f =0.71

2.1.2

Bolts and Nuts

19

))
2

From the specification of the one bolt:

Lt = 24.5 mm
L = 53.1 mm
d = 10 mm
l = 38.8 mm
Length of unthreaded portion in grip:
l d =LLi
l d =( 53.124.5 ) mm
l d =28.6 mm

Length of threaded portion in grip:

l i=ll d
l i=( 38.828.6) mm
l i=10.2 mm

Area of unthreaded portion:

mm
10

2

d2
Ad=
=
4
A d =78.54 mm

Area of threaded portion:

20

A t =61.2 mm

, for d = 10mm (table 8-1)

Fastener stiffness:

Kd=

Ad At E
A d l i+ A t ld

where E = 30 x 106 Pa = 30 N/mm2

78.54 mm
61.2 mm
( 2)(30 N / mm )
( 2)
=56.52 N /mm
2
(78.54 mm )(10.2 mm)+(61.2 mm2 )(28.6 mm)

K d =

Next, we calculate member spring rate, Km.

Because both plates are steel, so we use equation (8-23);
(Km/Ed) = A exp (Bd/l)
For steel, value A and B from table 8-81:
A = 0.78715
B = 0.62873
Thus;
Km = Ed A exp (Bd/l)
Km = (30)(10)(0.78715) exp [(0.62873)(10/38.8)]
Km = 277.69 N/mm

C=

KD
K D+ K m

21

C=

56.52
56.52+277.69

C=0.17

Equation 8-30 gives preload as:

Fi = 0.75, Fp = 0.75 At Sp ; from table 8-9, Sp = 65kpsi = 447.85MPa
Thus,
Fi = (0.75)(61.2mm2)(447.85MPa)
Fi = 20.56 kN
Factor of safety:
np =

Sp A t
where we used P=5(cap screw )
CP+ Fi

np=

(447.85 MPa)(61.2 mm2)

( 0.17 ) ( 5 ) +20.56 kPa

n p =1.3331

Condition is safe.

**An improvement of the bolt is done the diameter was changed to 20mm
From the specification of the one bolt:
Lt = 24.5 mm
L = 53.1 mm
d = 20 mm
l = 38.8 mm
22

Length of unthreaded portion in grip:

l d =LLi
l d =( 53.124.5 ) mm
l d =28.6 mm

Length of threaded portion in grip:

l i=ll d
l i=( 38.828.6) mm
l i=10.2 mm

Area of unthreaded portion:

mm
20

2

d2
Ad=
=
4
A d =314.16 mm

Area of threaded portion:

A t =272 mm2 , for d = 20mm (table 8-1)

Fastener stiffness:

23

Kd=

Ad At E
A d l i+ A t ld

( 2)

where E = 30 x 106 Pa = 30 N/mm2

314.16 mm
272 mm
2
( 2)(30 N / mm )
2

(314.16 mm )(10.2 mm)+(272 mm )(28.6 mm)

K d =

=233.4 N / mm

Next, we calculate member spring rate, Km.

Because both plates are steel, so we use equation (8-23);
(Km/Ed) = A exp (Bd/l)
For steel, value A and B from table 8-81:
A = 0.78715
B = 0.62873
Thus;
Km = Ed A exp (Bd/l)
Km = (30)(20)(0.78715) exp [(0.62873)(20/38.8)]
Km = 653.07 N/mm

C=

KD
K D+ K m

C=

233.4
233.4 +653.07

C=0.26

Equation 8-30 gives preload as:

24

Fi = 0.75, Fp = 0.75 At Sp ; from table 8-9, Sp = 65kpsi = 447.85MPa

Thus,
Fi = (0.75)(272mm2)(447.85MPa)
Fi = 91.36kN

Factor of safety:
np =

Sp A t
where we used P=5(cap screw )
CP+ Fi

(447.85 MPa)(272mm 2)
np =
( 0.26 ) ( 5 ) +91.36 kPa
n p =1.3333

Condition is safe.

2.1.3

Shaft

Specification
Material: Carbon Steel
E = 207 GPa
Sy = 370 MPa
Column length, l = 255mm
Diameter of inner shaft, d = 7mm
Weight of a truck = 5236 lb = 2375.01 kg
Mass for one absorber receive from the truck, m = 2375.01 kg /4 = 593.7525kg
Calculation for critical load
F = mg = 593.7525kg (9.81ms-2) = kN
Design factor:
S
nd =

25

nd =

nd =

S
F
r2
370 MPa
5.825 kN
(0.0035 m)2

nd =2.44
Maximum Critical Load that Can be Achieved,
Pcr = ndF
Pcr = (2.44)(5.825kN)
Pcr = 14.213kN
Radius of gyration:
d
k=
4
k=

0.007 m
4

k =0.00175 m

Critical load that we have now:

EI
Pcr = 2
l
( 207 GPa )
Pcr =

( 64 ( 0.007 m ) )
4

( 0.255m )2

Pcr =1.18 kN
Factor of Safety:
P
n f = cr
F
nf =

1.18 kN
5.825 kN

n f =0.202
**We improve the design by increase the diameter of inner shaft to 10mm:
Radius of Gyration:
26

k=

d
4

k=

0.01 m
= 0.0025 m
4

Critical load that we have now:

EI
Pcr = 2
l
( 207 GPa )
Pcr =

( 64 ( 0.0025 m ) )
4

( 0.255 m )2

Pcr =4.91 kN
Factor of Safety:
P
n f = cr
F
nf =

4.91 kN
5.825 kN

n f =0.843

2.2

COMPONENTS DIMENSION
2.2.1 Spring
COMPARISON

Original

Improvement

12.06mm
1508.56 N/mm2
4307.1N

15 mm
1272.13 MPa
6755.63 N

687.95MPa

533.88 MPa

43.302 kNmm
189 mm
2.06

44.67 kNmm
124.41 mm
0.71

PARAMETER
Wire Diameter, d
Ultimate Tensile Strength, Sut
Load corresponding to yield
strength, F
Maximum Shear Stress,
Strain Energy, U
Deflection, y
Fatigue Factor of Safety, nf

max

27

Table 1.1: Spring component dimension

2.2.2

Bolt and nut

COMPARISON

Original

Improvement

10 mm

20 mm

Fastener Stiffness, Kd

56.52 N/mm

233.4 N/mm

Member Spring Rate, Km

277.69 N/mm

653.07 N/mm

0.17

0.26

Preload, Fi

128.98 kN

91.36kN

Factor of Safety, nD

1.3330

1.3333

PARAMETER
D

Table 1.2: Bolt and nut component dimension

2.2.3

Shaft

COMPARISON

Original

Improvement

7mm
0.00175m
1.18kN
0.202

10mm
0.0025m
4.91kN
0.843

PARAMETER
Inner Shaft Diameter, d
Radius Of Gyration, k
Critical Load, Pcr
Safety Factor, nf

Table 1.3: Shaft component dimension

28

2.3

DESIGN CONSIDERATIONS
A shock absorber is a mechanical device designed for the suspension system 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 due to substantially reduced amplitude of disturbances. The components
included in a shock absorber are the spring, inner and outer shaft, bolts and nuts, as well
as the lower and upper case.
The most important component in a shock absorber is the spring. 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. Therefore, the design of spring in suspension
system is very important. In this project, the diameter and the material is to be changed
and analysed.
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
stopping forces at end of stroke. Metal springs store energy rather than dissipating it. If
metal sprint type shock absorbers are used then the measures should be provided to limit
Oscillations. Metal springs are often used with viscous dampers. There are a number of
29

different types of metal springs used in a shock absorber. The type to be used in this
project is the helical spring.
Other components in this project are to be determined and observe its behavior
and material selections. Redesign an existing shock absorber for truck consist on giving a
suitable parameters for all the parts of component. Changing the parameters for a
component should be in the required specifications in order for safety factor. The
diameter of bolt and nuts and shaft are changed in this project. Thus, calculations are
required to determine suitable parameters for each component.

2.4

ASSUMPTIONS

30

For this project, we have made some analysis to improve the performance of truck
shock absorber. First, we try to make an improvement for the spring. We try to change the
diameter from 12.06mm to 15mm and the material from Chrome Silicon to Chrome
Vanadium. Based on the calculation the load corresponding ( max) to yield strength and
the strain energy (U) will increase while the ultimate tensile strength, maximum shear
stress and deflection will decrease. The fatigue factor of safety will also decrease. These
results show that the change of parameter is not needed for spring improvement.
Next, we try making improvement for bolt and nut. We increase the diameter from
10mm to 20 mm. the results shows an increment for fastener stiffness, member spring
rate, and factor of safety. Therefore an increment of diameter of bolt and nut will improve
the performance of the shock absorber.
Lastly, shaft is to be improving by changing by diameter from 7 mm to 10 mm.
based on the results the radius of gyration, critical load and safety factor shows an
increment. Therefore, we can make an improvement for shaft by changing its diameter.
As a conclusion changing some parameters for certain component may affect the
performance for the shock absorber.

CHAPTER 3: DETAIL DRAWING

31

3.0

ORTOGRAPHIC AND ISOMETRIC DRAWING

The details drawing of all part are attached at Appendix A.

a) Bolt

Figure 1.0: Bolt part drawing.

b) Nut

Figure 1.1: Nut part drawing.

c) Shaft

32

Figure 1.2: Shaft part drawing.

d) Bushing

Figure 1.3: Bushing part drawing

e) Cover strut
33

Figure 1.4: Cover strut part drawing.

f) Cover suspension

Figure 1.5: Cover suspension drawing.

g) Spring
34

Figure 1.6: Spring part drawing.

h) Spring bumper

Figure 1.7: Spring bumper drawing.

i) Shock absorber

35

Figure 1.8: Shock absorber drawing.

3.1

ASSEMBLY DRAWING

The details drawing of all part are attached at Appendix A.

a) Orthographic assembly part drawing.

Figure 1.9: Orthographic assembly part drawing.

b) Isometric assembly part drawing.

36

Figure 2.0: Isometric assembly part drawing

37

CHAPTER 4: DESIGN EVALUATION

4.0

PERFORMANCE
Shock absorbers are basically hydraulic units that are inherently velocity
sensitive. That means that as the suspension is compressed at a faster rate, the chassis
needs a device that can apply progressively more force to dampen the additional spring
energy as it expands in rebound. Nonadjustable shock absorbers are created with a certain
bump and rebound rate as defined by the manufacturer to create a given suspension
control and a comfortable ride all in one package. But when we get into highperformance automobiles, this compromise is usually less than ideal. This is especially
important with specialized applications like drag racing or road-course racing that
demand specific bump and rebound curves in order for the shock absorbers to work best.
Through the analysis of changing diameters, the performance of the shock
absorber would be changed as well. If the replacement of material spring with lower
properties is done, the performance will decrease. A better performance of shock absorber
makes it economic, also improve handling and appearance of the original can be
maintained more than most car ride comfort. But if the new spring materials have low
properties, then it must match the shock absorbers to ensure that the performance of the
system can give full play, and does not affect traffic safety. Because when the spring is
stronger than the damping time, the shock absorber damping function cannot play, the
vehicle handling will become frivolous and dull, but if it is stronger than the spring
damping will affect spring cushioning effect, while reducing the damping is life.

38

To remind everyone that, in the modified spring suspension system is the main
character, which should first decide the intensity and length of the spring, the other
accessories such as shock absorbers are used to fit. Another strength of the spring before
the individual has a great influence on the dynamic balance of the car, when converted to
pay special attention. Meanwhile based on the calculation s by changing the diameter of
shaft and bolt and nuts will increase the performance of the shock absorber. Therefore, a
performance of a shock absorber could be increase by changing the parameters of
components.
4.1

SAFETY FACTOR
Factors of safety also known as safety factor, is a term describing the load
carrying capacity of a system beyond the expected or actual loads. Essentially, the factor
of safety is how much stronger the system is than it usually needs to be for an intended
load. Safety factors are often calculated using detailed analysis because comprehensive
testing is impractical on many projects, such as bridges and buildings, but the structure's
ability to carry load must be determined to a reasonable accuracy.
As some parameters were changed in this project, the safety factor of components
will also change. We tried to analysis the effect of diameter to the components. The result
shows an increment in the safety factor. However, when the diameter of the spring was
changed as well as the material, the safety factor will decrease. The changing of material
gives an effect to the safety factor. To avoid a decrease in safety factor, a research on the
best material should be done. The properties of material should be considered to make an
improvement of the components thus the shock absorber itself.

39

4.2

DISCUSSION
There are many factors that will effect into the design either the material, size
and shape of the design itself. The result of the calculation of shaft, bolt and nut and the
spring show that the modification of the spring shock absorber will be more effective
than stock spring shock absorber. The result shows that that all the calculation is based on
the parts parameter because the parameter of part is based on the working or the main
function of the part. If we can see the variable of the product at the market, for example
there have same product with same function with brand A and brand B but the difference
of product are quality based on parameter of the product.
The result show from the calculation of the part that been improve that the
important of increasing the safety of factor from improvement of parameter of the part
design. The safety of factor defined as load carrying capacity of the system beyond of
expected or actual loads. This how that the increase of safety factor parameter of the part
design will have good impact of the ratio of absolute strength or structural capacity of
actual loads. The safety of factor will be constant regarding of the standard specification,
law and custom. For example, the bolt and nut will be used to changing by the
specification standard such as American National (Unified) thread standard. So, the
improvement of the part nut and bolt must refer to the table.
The material changing from the original part will be more effective or the result
will be much different from the original. So, the material selection from the original part
is one of aim of this shock absorber improvement. The material selection must be refer to

40

the Youngs Modulus (Young Modulus E versus density pfor various materials) and other
that relate to material.
Purpose the parameter of modification of the shock absorber is to improve
loading while carrying the load because the uses of truck more than off road and trail
since the truck relatively heavy the shock absorber part will need more quality and
efficient instead to safety to the user. By the modification the parameter of the part the
user will be experience far much good from the stock shock absorber and less possibility
to fail.

REFERRENCES

41

1. Book
a. Budynas, R. G., Nisbett, J. K., & Shigley, J. E. (2011). Shigley's mechanical
engineering design. New York: McGraw-Hill, 10th. Ed, pp.166 559.
b. "Springs - A simple study of car suspension", The Automotor Journal, (August
10th), 1912, p.936-937
c. Setright, L. J. K. "Dampers: Smoothing Out the Bumps", in Northey,
Tom,ed. World of Automobiles (London: Orbis, 1974), Volume 5, p.490.
2. Internet
a. Coil Spring Technical Information. (n.d.). Retrieved November 6, 2016, from
https://landrumspring.com/technical/coil-spring-technical-information/
b. Types of Springs for Your Vehicle - Meineke. (2016). Retrieved November 9,
2016, from http://www.meineke.com/blog/types-of-springs-for-your-vehicle/
c. KBY-Suspension. (2008). Suspension overview.
Retrieved from http://www.kyb-europe.com/suspension.html
d. Kevin Clemen. (2010, April). How a Shock Absorber Works for Trucks and
SUVs [Online]. Available: https://mobiloil.com/en/article/car-maintenancearchieve/how-shock-absorber-work-for-trucks-and-suvs

APPENDIX A

42