Imperial Journal of Interdisciplinary Research (IJIR)

Vol-3, Issue-4, 2017

ISSN: 2454-1362, http://www.onlinejournal.in

Design of Helical Spring Suspension

Ragupathi.P1, Dhayanidhi. E2, Arunachalam. S3, Jegadeshwaran. A4,
Kamal Hassan. P5
1
Asst.Professor, Department of Mechanical Engineering, Muthayammal Engineering College,
Rasipuram, Namakkal (D.T), TamilNadu
2, 3, 4,5
UG Students, Department of Mechanical Engineering, Muthayammal Engineering
College, Rasipuram, Namakkal (D.T), TamilNadu

Abstract-In a Vehicle; problems were happen while or luggage from damage and wear. The design of
driving on bumping road condition. The prime front and rear suspension of a car may be
moto of this paper is to model and analyze the differentia coil spring, also known as a helical
performance of shock absorber by changing the spring, is a mechanical device which is typically
wire diameter and material of the coil spring. The used to store energy and subsequently release it, to
shock absorbers duty is to absorb or dissipate absorb shocks, or to maintain a force between
energy. It reduces the effect of travelling over contacting surfaces. They are made of an elastic
rough ground, leading to improved ride quality and material formed into the shape of as helix which
increase in comfort due to substantially reduced returns to its natural length when unloaded. Under
amplitude of disturbance. When a vehicle is riding tension or compression, the material of a coil
on a level road and the wheels strikes a bump, then spring undergoes torsion. The spring characteristics
the spring compressed quickly. The compressed therefore depend only on its shears modulus not on
spring will regain its original length and causing its young’s modulus.
the body to be lifted. Then the weight of vehicle will A coil spring may also be used as a torsion
then push the spring down below its normal loaded spring in this case the spring as a whole is
height. This in turns causes the spring to rebound subjected to torsion about its helical axis. The
again. This process occurs over and over by each material of the spring is thereby subjected to a
time, until the up and down movement stops. bending moment, either reducing or increasing the
Hence, the spring design in a suspension system is helical radius. In this mode, it is the young’s
utmost crucial. The analysis is performed by modulus of the material. Some types of coil spring
considering the mass of Hybrid vehicle car and are tension or extension spring, compression coil
with person seated on it. This Hybrid vehicle car is spring, volute spring, and Torsion spring. The
made by our team for a challenge organized by tension coil springs, are designed to resist
Imperial Society of Innovative Engineers stretching. They are usually having a hook or eye
(ISIE).The comparison is done by changing the form at the each end for attachment. The
wire diameter of the coil spring to check the best compression coil spring, are designed to resist
dimension for the spring in shock absorber. being compressed. A typical use for compression
Keywords: Shock Absorber, Helical Spring, coil springs is in car suspension system. The Volute
Deflection, Analysis, Creo Parametric 3.0, ANSYS springs are used as heavy load compression
Workbench 14.5 springs. A strip of plate is rolled into the shape of
both helix and a spiral. When compressed, the strip
I.INTRODUCTION is stiffer edge on than a wire coil, but the spiral
arrangement allows the turns to overlap rather than
bottoming out an each other. The torsion spring,
Suspension is the system of tires, tire air, are designed to resist the twisting actions. Often
springs, shock absorbers and linkages that connects associated to clothes pegs or up and over garage
a vehicle to its wheels and allows relative motion doors. Creo is a family of design software
between the two. This system us support both road supporting product design for discrete
holding or handling and ride quality, which are at manufacturers and is developed by PTC. The suite
odds with each other. The tuning suspension consist of apps, each delivers a distinct set of
involves finding the right compromise. It is capabilities for a user role within product
important for the for the suspension to keep the development. It runs on Microsoft Windows and
road wheels in contact with the road surface as provides application for 3D CAD parametric
much as possible, because all the road or ground features solid modeling, 3D Direct modeling, 2D
forces acting on the vehicle do so through the orthographical Views, Finite Element Analysis and
contact patches of the vehicle itself and any cargo its Simulation, Schematic Design, Technical

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Imperial Journal of Interdisciplinary Research (IJIR)
Vol-3, Issue-4, 2017
ISSN: 2454-1362, http://www.onlinejournal.in

Illustrations, and Viewing and Visualizing.Creo individual elements to the linked system. When the
elements and Creo parametric compete directly effects of loads and boundary conditions are
with CATIA, Siemens NX/Solid edge and Solid considered, a set of linear or nonlinear algebraic
works. The creo suite of application replaces and equations is usually obtained. Solution of these
supersedes PTC’s Products formerly known as Pro equations gives the approximate behavior of the
ENGINEERS, CoCreate, and product View. It has continuum or system. The continuum has an
many software package solutions and features. By infinite number of degrees of freedom (DOF),
using the software Creo Parametric 3.0 we have while the discredited model has a finite number of
designed the 3D solid model and spring. When DOF. This is the origin of the name, finite element
compared to other 3D modeling software Creo 1.1 OBJECTIVE
parametric is easy to design and for assembly The objective of the work is as follows:
process. The detailed view is shown in fig.1 and 2.
1. The selection of material for helical spring
suspension.
2. To construct the suitable helical spring
suspension for a comfort driving.
3. To determine the maximum stress and
deflection.

II. LITRETATURE REVIEW

For providing the best design of spring
coil for the suspension system of Hybrid Vehicle
Fig 1. Spring Model car, a lot of technical papers and journals were
studied. The following list presents the grids of
main papers which are referred throughout the
project duration.
K.Vinay Kumar et.al [1] used three
different materials like alloy steel, chromium
vanadium steel; stainless steel was used with a
constant load of 850N. Among the above materials
alloy steel material gave the better stress and
deformation values. Mostly prefer alloy steel
Fig 2. Spring with Shock Absorber material for bike suspension spring due it its
material stability and ductility by observing those
Many problems in engineering and analysis stress and deformation values. Alloy steel
applied science are governed by differential or material is staying stable up to load 2550N. Later,
integral equations. The solutions to these equations by increasing loads the stress was crossing the
would provide an exact, closed form solution to the yield strength of the material due to that the
particular problem being studied. However, breaking of spring will be takes place. Therefore,
complexities in the geometry, properties and in the from the above practical result alloy steel material
boundary conditions that are seen in most real is more stable and gives good efficiency compared
world problems usually means that an exact to other two materials.
solution cannot be obtained in a reasonable amount
of time. They are content to obtain approximate Prince Jerome Christopher et.al. [2]
solutions that can be readily obtained in a designed a Shock Absorber used for 160 cc bike
reasonable time frame and with reasonable Effort. and they have modeled it by using 3D parametric
The FEM is one such approximate solution software, Pro/Engineer. The shock absorber design
technique. The FEM is a numerical procedure for is modified by reducing the diameter and stress
obtaining approximate solutions to many of the analysis is performed. The stress value is lesser in
problems encountered in engineering analysis. In the designed spring then in original which adds an
the FEM, a complex region defining continuums advantage to the design. By comparing the results
discredited into simple geometric shapes called in the table they could analyze that the modified
elements. The properties and the governing spring has reduced in weight and is safe.
relationships are assumed over these elements and
N.Lavanya et.al. [3] Discussed about the
expressed mathematically in terms of unknown
vonmises stress and strain induced in chromium
Values at specific points in the elements called
vanadium steel and low carbon structural steel in
nodes. An assembly process is used to link the
various condition. The total mechanical stress and

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Imperial Journal of Interdisciplinary Research (IJIR)
Vol-3, Issue-4, 2017
ISSN: 2454-1362, http://www.onlinejournal.in

strain values obtained for chromium vanadium is 4. No.of.Turn n 9

best suitable for the production of helical spring 5. Pitch at start - 15 mm
when compared with the low carbon structural 6. Pitch at end - 10 mm
steel. 7. Pitch by value - 20 mm
Logavigneshwaran et.al. [4] Redesigned
that the stress acting on the shock absorber is
reduced. The proposed redesign will reduce the 3.2 Theoretical Calculations:
deformation an induced stress magnitude for the The sample calculation for the helical
same applied loading conditions when compared spring is carried out for the various loading
with the existing design. This in turns increases the condition and is tabulated below in table.2.
life of shock absorber by reducing its failures. The
analytical result conforms to the simulation result W = Load applied
from the ANSYS.
D = Mean diameter
III.METHODOLOGY
d = spring wire diameter
3.1 Design Procedure G = Modulus of rigidity
The spring has been modeled by using Table.2 Different Loading Condition
creo parametric 3.0, and analyzed by using ansys
workbench 14.5.The helical spring has been Loads
designed by using options such as sketch, extrude, S.No. Condition
Kg N
helical sweep these are been carried out in a single Chassis
part modeling and the assembly is done. Later on 1. 350 3432.3
weight
the solid model of helical spring is transferred to Entire
ansys workbench in the format of (.iges). the 2. Weight 450 4413
defining of various process and parameters to the (fittings)
component is carried out such as selection material, Weight with
meshing and its parameters, fixing the support, 3. 500 4903.3
single person
applying loads and finally the result was executed
under these contrains.The spring description has
been shown in fig. and the dimension is tabulated For Load = 3432.3N
below in table.1.
Spring Index (C)
= ÷𝑑
= . ÷ .
=
Shear Stress factor (K)

=( − ÷ − )+ . ÷

= ( 𝑥 − )÷( 𝑥 − )

+ . ÷
= .
Fig.3 Specification of spring Maximum Shear Stress (τ)
Table.1 Dimension for helical spring = 𝐾𝑥 𝑥𝑊𝑥 ÷ 𝜋𝑥𝑑
S.No Dimension Symbol Value = . 𝑥 𝑥 . 𝑥 ÷ 𝜋𝑥 .
Wire
1.
Diameter
d 9.49 mm = . 𝑃𝑎
Coil Mean Deflection (δ)
2. D 56.94 mm
Diameter
3. Coil Free Length l 152 mm =( 𝑊𝑥 𝑥 𝑥 ÷ 𝐺𝑥𝑑 )

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=( . 𝑥 𝑥 𝑥 ÷ 𝑥 . ) Strength
8. Specific Heat J/kg k 480
= . 𝑚𝑚
Similarly, theoretical calculation is carried out for Table.7 Properties of Chromium Vanadium AISI
different loads and materials. The values obtained 6150
are tabulated as below in table.3, 4, and 5.
Table.3 for Stainless Steel S.No. Properties Units Values
Maximum
Load Deflection 1. Density Kg/mm3 7.8e-6
S.no Shear Stress
(N) (δ) mm
(τ) MPa
Young’s
1. 3432.3 727.87 73.12 2. MPa 2.1e5
Modulus
2. 4413 935.84 94.01 3. Poisson Ratio - 0.29
3. 4903.3 1039.3 104.46 Bulk
Table.4 for Chromium Vanadium AISI 6150 4. MPa 1.6667e5
Modulus
Maximum Shear
Load Deflection 5. MPa 81395
S.no Shear Stress Modulus
(N) (δ) mm
(τ) MPa
1. 3432.3 727.87 69.10 Tensile Yield
6. Strength MPa 620
2. 4413 935.84 88.84
3. 4903.3 1039.3 98.72
Ultimate
Table.5 for Low Carbon Steel AISI 1018 7. Yield MPa 940
Maximum Strength
Load Deflection 8. Specific Heat J/kg k 450
S.No. Shear Stress
(N) (δ) mm
(τ) MPa
1. 3432.3 727.87 70.79 Table.8 Properties of Low Carbon Steel AISI
2. 4413 935.84 91.01 1018
3. 4903.3 1039.3 101.12
S.No. Properties Units Values

3.3 Material Properties: 1. Density Kg/mm3 7.87e-6

The mechanical properties such as density, Young’s
young’s modulus, and tensile strength, etc., for the 2. MPa 2.05e5
Modulus
materials Stainless steel, Chromium vanadium 3. Poisson Ratio 0.29
AISI 6150, and Low Carbon Steel AISI 1018 are Bulk
tabulated as below in table.6, 7 and 8 4. MPa 1.627e5
Modulus
Table.6 Properties for Stainless Steel Shear
5. MPa 79457
Modulus
Tensile Yield
6. MPa 370
S.No. Properties Units Values Strength
Ultimate
7. Yield MPa 440
1. Density Kg/mm3 7.85e-6
Strength
Young’s 8. Specific Heat J/kg k -
2. MPa 2e5
Modulus
3. Poisson Ratio - 0.31
Bulk 3.4 Meshing View:
4. MPa 1.6667e5
Modulus
Meshing is most important part in any of
Shear
5. MPa 76923 the simulations because it can only show the drastic
Modulus
changes in result. Here we have used triangular
Tensile Yield
6. MPa 250 mesh which will provide the result with high
Strength
accuracy. The mesh view is shown in fig.4 and 5.
Ultimate
7. MPa 460 The mesh properties are also tabulated for both in
Yield
table.9 and 10.

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Imperial Journal of Interdisciplinary Research (IJIR)
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Table.9 Mesh Properties of Helical Spring

Relevance 100
Statistics Nodes 9490
Elements 4407
Specific 1.2382 39.236
Mesh
Ratio (min) (max)
Metric
Average 2.69210170183798
(Aspect
Standard 1.8832048017774
Ratio)
Deviation
Fig.4 Meshing View of spring
Table.10 Mesh Properties of Helical Spring of
Shock Absorber
100
Relevance
Statistics
Nodes 9075
Elements 4031
1.2235 22.956
Specific
Mesh (min) (max)
Ratio
Metric Fig.6.a Maximum Deformation obtained for
(Aspect Average 2.54458504093277 load 3432.3 N
Ratio) Standard 1.50331732661413
Deviation

Fig.6.b Maximum Shear Stress Obtained for

load 3432.3 N
Fig.5 Meshing View of spring with shock
absorber 2) For load = 4413 N
IV. RESULT AND DISCUSSION:
4.1 Simulations process:
The simulation process for the helical spring
and spring with shock absorber is carried out in
ansys 14.5.Here, we have found the result
Deformation and Stress for both the components
under different loads i.e., for the chassis weight,
Entire weight and the weight along with a single Fig.7.a Maximum Deformation obtained for
person these defines the life and withstand load 4413 N
capacity of the spring. These are shown in the
chapter 4.1.1 and 4.1.2.

4.1.1. Simulation for Helical Spring

(Deformation and Shear Stress):
For Stainless Steel
1) For load = 3432.3 N

Fig.7.b Maximum Stress obtained for load 4413

N

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3) For load = 4903.3 N

Fig.10.a Maximum Deformation obtained for

load 4413 N
Fig.8.a Maximum Deformation obtained for
load 4903.3 N

Fig.10.b Maximum Stress obtained for load

4413 N
Fig.8.b Maximum Stress obtained for load
4903.3 N 3) For load = 4903.3 N
For Chromium Vanadium AISI 6150

1) For load = 3432.3 N

Fig.11.a Maximum Deformation obtained for

load 4903.3 N

Fig.9.a Maximum Deformation obtained for

load 3432.3 N

Fig.11.b Maximum Shear Stress obtained for

load 4903.3 N

For Low Carbon Steel AISI 1018

1) For load = 3432.3 N

Fig.9.b Maximum Shear Stress obtained for
load 3432.3 N

2) For load = 4413 N

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Imperial Journal of Interdisciplinary Research (IJIR)
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Fig.14.a Maximum Deformation obtained for

Fig.12.a Maximum Deformation obtained for load 4903.3 N
load 3432.3 N

Fig.14.b Maximum Shear Stress obtained for

load 4903.3 N
Fig.12.b Maximum Shear Stress obtained for
load 3432.3 N 4.1.2. Simulation process for Helical
Spring with Shock Absorber (Deflection
2) For load = 4413 N and Stress)
For Stainless Steel
1) For load = 3432.3 N

Fig.13.a Maximum Deformation obtained for

load 4413 N

Fig.15.a Maximum Deformation obtained for

load 3432.3 N

Fig.13.b Maximum Stress obtained for load

4413 N

3) For load = 4903.N Fig.15.b Maximum Stress obtained for load

3432.3 N

2) For load = 4413 N

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Imperial Journal of Interdisciplinary Research (IJIR)
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Fig.16.a Maximum Deformation obtained for

Fig.18.a Maximum Deformation obtained for
load 4413 N
load 3432.3 N

Fig.16.b Maximum Stress obtained for load Fig.18.b Maximum Stress obtained for load
4413 N 3432.3 N
3) For load = 4903.3 N
2) For load = 4413 N

Fig.17.a Maximum Deformation obtained for Fig.19.a Maximum Deformation obtained for
load 4903.3 N load 4413 N

Fig.19.b Maximum Stress obtained for load

4413 N
Fig.17.b Maximum Stress obtained for load
3) For load = 4903.3 N
4903.3 N

For Chromium Vanadium AISI 6150

1) For load = 3432.3 N

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Imperial Journal of Interdisciplinary Research (IJIR)
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Fig.20.a Maximum Deformation obtained for

load 4903.3 N

Fig.22.b Maximum Stress obtained for load

4413 N

Fig.20.b Maximum Stress obtained for load 3) For load = 4903.3 N

4903.3 N

For Low Carbon Steel AISI 1018

1) For load = 3432.3 N

Fig.23.a Maximum Deformation obtained for

load 4903.3 N

Fig.21.a Maximum Deformation obtained for

load 3432.3 N

Fig.23.b Maximum Stress obtained for load

4903.3 N

4.2 Analytical Value of Helical spring

Table.11 for Stainless Steel
Maximum
Loads Maximum
S.No. Deformation
(N) stress(τ)
(δ)
Fig.21.b Maximum Stress obtained for load 1. 3432.3 2.928 2.8664
2. 4413 3.7646 3.6855
3432.3 N 3. 4903.3 4.1829 4.095
2) For load = 4413 N Table.12 for Chromium Vanadium AISI 6150
Maximum
Loads Maximum
S.No. Deformation
(N) stress(τ)
(δ)
1. 3432.3 2650.4 2.8671
2. 4413 3407.7 3.6863
3. 4903.3 3786.3 4.0959

Table.13 for Low Carbon Steel AISI 1018

Fig.22.a Maximum Deformation obtained for

load 4413 N

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Maximum 120
Loads Maximum Stainless
S.No. Deformation
(N) stress(τ) 100 Steel
(δ)
1. 3432.3 80
2.7151 2.8671
Chromium
60
2. 4413 Vanadium
3.4908 3.6863
40 AISI 6150
3. 4903.3
3.8787 4.0959 20 Low Carbon
0 Steel AISI
1018
4.3 Analytical Value of Helical spring 3432.3 4413 4903.3
with Shock Absorber
Table.14 for Stainless Steel Fig.24 The theoretical values of Deformation is
Maximum graphically plotted between Stainless Steel,
Loads Maximum Chromium Vanadium AISI 6150 and Low
S.No. Deformation
(N) stress(τ)
(δ) Carbon Steel AISI 1018

1. 3432.3 0.012556 40.047 4.5 Graph Plotting of Deformation for

spring by using the Analytical Values
2. 4413 0.016042 60.091 for Stainless steel, Chromium
Vanadium AISI 6150 and Low Carbon
3. 4903.3 0.017824 66.767
steel AISI 1018.
Table.15 for Chromium Vanadium AISI 6150 20
Low Carbon
Maximum Steel AISI
Loads Maximum 15
S.No. Deformation 1018
(N) stress(τ)
(δ)
Chromium
10
1. 3432.3 11.473 46.825 Vanadium
AISI 6150
5
2. 4413 14.751 60.204 Stainless
0 Steel
3. 4903.3 16.49 57.215
3432.3 4413 4903.3

Table.16 for Low Carbon Steel AISI 1018

Fig.25 The analytical values of Deformation for
Maximum spring is graphically plotted between Stainless
Loads Maximum
S.No. Deformation
(N) stress(τ) Steel, Chromium Vanadium AISI 6150 and Low
(δ) Carbon Steel AISI 1018
1. 3432.3
0.011752 46.825 4.6 Graph Plotting of Stress for spring
2. 4413
0.11511 60.204 with shock absorber by using the
Analytical Values for Stainless steel,
3. 4903.3
0.01678 66.893 Chromium Vanadium AISI 6150 and
Low Carbon steel AISI 1018.
4.4 Graph Plotting of Deformation for
Spring by using the Theorotical Values
for Stainless steel, Chromium
Vanadium AISI 6150 and Low Carbon
steel AISI 1018.

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Imperial Journal of Interdisciplinary Research (IJIR)
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[3] Prince Jerome Christopher.J, Pavendhan.R

250 “Design and Analysis of Two Wheeler Shock Absorber
Low Coil Spring”, International Journal of Modern
200 Engineering Research (IJMER) Open Access
Carbon
Steel AISI [4] Mr. Harshad B. Pawar, prof. Amol R. Patil, Dr.
150 Sanjay B. Zope “Analysis and Optimization of a Helical
1018
Compression Coil Spring Used for TWV”, Vol -2 Issue –
100 1 2016, IJARIIE-ISSN (O) -2395-4396
Chromium
Vanadium [5] K.Vinay Kumar, R. Rudrabhhiramu “Design
50 and Analysis of Helical Springs in Two Wheeler
AISI 6150 Suspension System”, Volume 5, Issue 2 DEC 2015,
0 International journal of Research
3432.3 4413 4903.3 [6] Satbeer Singh Bhatia, Ajeet bergaley,
“Analysis of the Design of Helical Compression Spring
to Study the Behavior of Steel and Composites Used as
Fig.26 The analytical values of Stress for spring is Spring Materials”, ISSN: 2277-9655, Scientific Journal
graphically plotted between Stainless Steel, Impact Factor: 3.449 (ISRA), Impact Factor: 1.852
Chromium Vanadium AISI 6150 and Low [7] Suresh Raddy, Thontaraj Urs T.S,
Carbon Steel AISI 1018 “Comparative Study of Static Structural Analysis of a
Shock Absorber for Different Material”, Vol.3, Issue 6,
V.CONCLUSION November 2014 ISSN: 2319-5967 ISO 9001:2008
Certified IJESRIT
Basically, In Spring it should withstand [8] N.Lavanya, P.Sampth Rao, M.Pramod Reddy,
the load which is subjected to it.Then only the “Design and Analysis of a Suspension Coil Spring for
system will be safe enough for the confort journey Automotive vehicle”, ISSN: 2248-9622. Vol.4, Issue
in the wheel.So here in this we have compared the 9(Version 5), September 2014, pp.151-157.
analytical result of Deformation and Stress for the
material stainless steel, Chromium Vanadium AISI
6150 and Low Carbon Steel AISI 1018.
i) Fig.25 shows the analytical result of deformation
in the spring.The maximum deformation obtained
for stainless steel is higher when compared with the
Chromium Vanadium AISI 6150 and Low Carbon
Steel AISI 1018.
ii) Fig.26 shows the analytical result of Stress in
the spring.The maximum stress obtained for
different loading condition in Stainless Steel is
higher and efficient when compared with stress
obtained for Chromium Vanadium AISI 6150 and
Low Carbon Steel AISI 1018.
Finally, We have came to an conclude that
by using the Stainless Steel in the spring, the
withstanding capacity of it will be higher and more
efficient for the domestic pyurpose.So that the
journey will be more comfort in vehicle while
riding on the bumped road.

VI.REFERENCE
[1] Logavigneshwaran.S, Sriram.G,
Arunprakash.R “Design and Analysis of Helical Coil
Spring in Suspension System”, Volume 9 issue 1-
September 2015 – ISSN: 2349-9303, International
Journal for Trends in Engineering and Technology
[2] C.Madan Mohan Reddy, D.Ravindra Naik,
Dr.M.Lakshmi Kantha Reddy “Analysis and Testing of
Two Wheeler Suspension Helical Compression Spring”,
ISSN (e):2250-3021, ISSN (p):2278-8719 Vol.4, Issue
06 (June 2014).║VI║PP 55-60.IOSR Journal of
Engineering (IOSRJEN)

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