DESIGN ANALYSIS FABRICATION AND TESTING OF A

COMPOSITE LEAF SPRING

A TECHNICAL SEMINAR REPORT SUBMITTED IN PARTIAL

FULFILLMENT OF THE REQUIREMENTS FOR THE AWARD OF
DEGREE

MASTER OF TECHNOLOGY
IN
MECHANICAL ENGINEERING

SPECIALIZATION IN
CAD/CAM
BY
K VENKATESHWARAN
Regd. No. 20071D0403

UNDER THE GUIDANCE OF

Dr. G. RAGHU BABU

PROFESSOR

Estd.1995

DEPARTMENT OF MECHANICAL ENGINEERING

VALLURUPALLI NAGESWARA RAO VIGNANA JYOTHI

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 INSTITUTE OF ENGINEERING & TECHNOLOGY
BACHUPALLY, NIZAMPET (S.O),
HYDERABAD - 500 090
DECEMBER– 2019

VALLURUPALLI NAGESWARA RAO

VIGNANA JYOTHI
INSTITUTE OF ENGINEERING AND
TECHNOLOGY
An Autonomous Institute, NAAC Accredited with ‘A++’ Grade
NBA Accredited for CE, EEE, ME, ECE, CSE, EIE, IT B. Tech
Courses
Approved by AICTE, New Delhi, Affiliated to JNTUH
Estd.1995
Recognized as “College with Potential for Excellence” by UGC
Vignana Jyothi Nagar, Pragathi Nagar, Nizampet (S.O), Hyderabad – 500
090, TS, India.
Telephone No: 040-2304 2758/59/60, Fax: 040-23042761
E-mail: postbox@vnrvjiet.ac.in, Website: www.vnrvjiet.ac.in

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the Technical Seminar report entitled “DESIGN, ANALYSIS,
FABRICATION and TESTING of a COMPOSITE LEAF SPRING” being
submitted by K VENKATESHWARAN, Redg. No. 20071D0403 in partial fulfilment
for the award of MASTER OF TECHNOLOGY in MECHANICAL
ENGINEERING with specialization in "CAD/CAM" to the Jawaharlal Nehru
Technological University Hyderabad at VALLURUPALLI NAGESWARA RAO
VIGNANA JYOTHI INSTITUTE OF ENGINEERING & TECHNOLOGY,
HYDERABAD, is a record of bonafide work carried out by him under our guidance
and supervision.

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Signature of Supervisor
Dr.G. RAGHU BABU
Coordinator – Technical Seminar
Dept. of Mechanical Engineering
VNR VJIET, Hyderabad
Signature of HOD
Dr. G. SRINIVASA GUPTA
Professor & HOD
Dept. of Mechanical Engineering
VNR VJIET, Hyderabad

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 APPROVAL CERTIFICATE

Technical Seminar evaluation entitled “DESIGN, ANALYSIS, FABRICATION,

AND TESTING OF A COMPOSITE LEAF SPRING”
Being submitted by K VENKATESHWARAN is conducted on......................

Signature of HOD

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Signature of Supervisor
Dr.G. RAGHU BABU Dr. G. SRINIVASA GUPTA
Coordinator – Technical Seminar Professor & HOD
Dept. of Mechanical Engineering Dept. of Mechanical Engineering
VNR VJIET, Hyderabad VNR VJIET, Hyderabad

ACKNOWLEDGEMENTS

I would like to express my heartfelt thanks to my institution VNRVJIET,

Hyderabad, which has created a great platform to attain profound technical skills
in the field of Mechanical Engineering, thereby fulfilling my most cherished
goal. I would like to convey my sincere thanks to Dr.G. RAGHU BABU,
Coordinator – Technical Seminar and professor in Mechanical Engineering,
for his precious guidance, constant inspiration and kind co-operation at every
step of this technical seminar work.
I would like to convey my sincere thanks to Dr.G. SRINIVASA GUPTA,
Professor, Head of the Department of Mechanical Engineering, for his
inspiration, and constructive suggestions.
I would also like to thank all of them who have helped me either directly or
indirectly in the preparation of technical seminar report.

K VENKATESHWARAN
20071D0403
M.TECH. (CAD/CAM)

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 INDEX

1. Introduction

2. Literature Survey

3. Material Selection

4. Design Analysis

5. Fabrication

6. Experimentation

7. Case Study

8. Advantages and Disadvantages

9. Applications

10.Conclusion

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 ABSTRACT

In an automobile system the main suspension element are leaf spring. This represents
the comparison of analysis of conventional leaf spring with composite leaf spring as per
the literature survey. In this paper the design, experimental testing and numerical
analysis of a composite leaf spring are described. These composite leaf springs are
fabricated by using Epoxy resin and E-Glass fiber of both Uni and Bi-directional
laminates. 3D modelling of the leaf spring is created in Catia V5. The structural and
analysis are done on ANSYS 17.0 workbench for both conventional and composite leaf
spring. Static load testing of conventional and composite leaf spring is performed by
using strain gauge. So as per the experimental results the leaf spring made of glass fiber
has shown the higher strength and life of composite leaf spring when compared to
conventional leaf spring.

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 1. INTRODUCTION

Preserving natural resources and being more economical in the automobile industry and

slenderize the part is the most important scenario in the present circumstances.

Reducing the part size for design and manufacturing process can be optimized by

introducing new materials. The purpose of the leaf spring in rear suspension is the prior

role of weight reduction in automobile industry. Hence by using composite leaf spring

vehicle achieves more fuel efficiency, which can resist huge loads and improve ride

quality. Development of these composite materials made easier in reducing weight

without any change in load capacity. By utilizing composite leaf springs which has high

strength, resist elastic strength, can undergo strain energy when compared to steel and

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multi-leaf spring. The composite material offers opportunities for substantial weight

saving but not always cost effective over their steel counter parts. Hence, they have

more elasticity.

2. LITERATURE REVIEW

H.A Al-Qureshi.et.al [1]:

In this paper the author gives an information regarding the use of composite materials.

As mentioned by author the is done with conventional leaf spring in the place of

composite leaf spring in light motor vehicle. Conventional spring is replaced with

composite leaf spring which reduces overall weight additionally it increases the

efficiency of the vehicle. The author has proved and done an experiment by using the

composite leaf spring fixed in jeep and gone for road testing by using Glass Fiber

Reinforced Polymer as composite and undergone a static testing using a hydraulic

testing machine, proves that in the place of conventional leaf spring composite are used

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for better results and for long life. The suggestion given by the author is that in future

scope we can use hybrid composites.

Erol Sancaktar and Matheiu Gratton.et.al [2]:

In this published paper Mr. Sancaktar used the composites leaf spring for his solar

powered light weight vehicles as the replacement for the front suspensions, the material

he used in the fabrication of leaf spring is unidirectional roving Glass fiber

reinforcement polymer, which is a bit weak in holding the polymer and he has done

complete finite element analysis, but according to his design of the vehicle the

composite leaf spring was perfectly compatible and it met all the targets of his design

and the publisher shows a possibilities for the future changes and improvements of the

composites leaf springs. After doing the literature survey on the leaf spring we have

come to an conclusion that all the publishers has successfully fabricated the composite

leaf spring by using GFRP and carbon fiber and they have also tested the leaf spring by

attaching it to a vehicle and they have also done static testing and analysis on the

conventional and composite leaf springs. Future analysis can be done by analysing the

fatigue strength of composite leaf spring and comparing the analysis with existing leaf

spring.

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 3. MATERIAL SELECTION

Composite materials reduce the weight of vehicle nearly 60 % to 70% and give more

quality which can offer higher efficiency to the vehicle. Amount of weight reduction

increases the efficiency of the vehicle. Composite leaf spring are the substitutes used

in the current scenario which produce higher efficiency and resist heavy load

condition. Design of this type of composite spring can be suitable in a refine way

which occupy lesser area in vehicles.

Fiber Selection: -

Carbon, Glass, Kevlar etc are the fibers used in composite leaf spring for better

solution in the present situation. For our study we have used glass fiber based on cost

factor and strength. Basically, we have three types of glass fiber which are E-Glass

fiber, C-Glass fiber, S-Glass fiber, for better surface finish we always prefer with C-

Glass fiber. In aeronautical industries we use S-Glass fiber for accurate design which

has high modular. The E-Glass fiber is used in standard reinforcement which has

higher quality of glass which is being used in present system which acts accordingly

with mechanical properties. As per the literature survey they have taken E-Glass fiber

for fiber selection.

Resin Selection: -

In resin selection method FRP spring, inter laminar strength can be controlled by

using matrix system. These fibers are thickness reinforcement in direction and they

won’t have interlaminar shear strength. The matrix system used in resin selection

must have interlaminar shear strength attributes which are adaptable for selected fiber.

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Thermo set resin like polyester, vinyl ester, epoxy resin are utilized in fiber

reinforcement plastics fabrication. As mentioned in a group of resin systems epoxy

have high quality interlaminar shear strength with good mechanical properties.

Among these grades epoxy resin has hardener combination are classification based on

mechanical properties.

The epoxy resin selected according to literature survey is Dobeckot 520 F with

hardener 758 is selected. Dobeckot 520 F has a less epoxy resin solvent which is

mixed with Hardener 758 to form a resin. Hardener 758 has low viscosity polyamine.

When the both resins are mixed with each other the combination are characterized by

 Undergo good mechanical and electrical properties

 Faster curing under room temperature

 They have good chemical resistance properties

Properties of E-Glass / Epoxy Composite:

In the property variation improper bonding and curing is held in tapered system. The

property values are reduced from calculated values by using some equations. After

that we have got 60% of properties volume which is discussed in below tabulation

Properties (MPA) Values

Tensile modulus along X-direction (EX) 14000

Tensile modulus along Y-direction (EY) 6030
Tensile modulus along Z-direction (EZ) 1530
Tensile strength of material 800
Compressive strength of material 450
Shear modulus along XY-direction (GXY) 2433
Shear modulus along YZ-direction (GXY) 1600
Shear modulus along ZX-direction (GXY) 2433
Flexural modulus of material 40,000
Flexural strength of material 1000
Poisson ratio along XY direction(NUXY) 0.217
Poisson ratio along YZ direction(NUYZ) 0.366

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 Poisson ratio along ZX direction(NUZX) 0.217
Mass density of material (ρ), Kg/mm³ 2*10

4. DESIGN ANALYSIS

In the design selection method composite leaf spring acts as simply supported beam

and flexural analysis is considered according to it. Simply supported beam consists

both bending stress and transverse shear stress. The leaf spring design prominently

depends on flexural rigidity and should be calculated from ends to the centre.

Constant thickness varying width design:

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In this design width ranges from minimum of two ends to maximum at the centre and

the thickness is kept constant all over the length of the leaf spring.

Constant width varying thickness design:

In this design the thickness ranges from minimum of two ends to the maximum at

centre and the width is made constant for this design.

Constant cross-section design:

Here the thickness and width are mixed on the entire leaf spring while the cross-

section is kept constant along the entire length of leaf spring.

On the above-mentioned design concepts, the cross-section design methods are

classified as follows: -

 According to its capability the mass production and accommodation of

continuous reinforcement of fibers.

 The cross-section area is constant over the entire leaf spring exact quantity of

reinforcement fibre and resin can exist during manufacturing.

 This can be used in filament winding process.

According to the material selection and design procedure for selecting the

manufacturing process also affect the quality and cost of the product. Hence the

process of manufacturing is as follows: -

 The process is capable for mass production

 The process should produce a greater number of continuous reinforcements

fiber.

For the above condition we are selecting the filament winding process. Filament

winding techniques are selected by using above requirements, continuous finer drawn

from spools is mounted on creel stand which is wetted by the resin. This process is

halted when the desired thickness is achieved and the mould is transferred for curing

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to achieve good surface finish. This process is less expensive when compared with

other processes.

5. FABRICATION

Mould Fabrication: -

In the mould fabrication the mould is fabricated on FRP leaf spring and it should

satisfy the requirement as follows: -

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  There is no change in the shape and dimension for the leaf spring undergone

this fabrication

 The mould should have continuous positive surface of

 This can be designed in way such that it can also be moved about an axis of

rotation.

The mould is designed as per the dimension of the constant cross-section of the leaf

spring for the above requirement. The dimension of the mould is created using the

wooden pattern. Hence the mould is created, after adding some of the wooden pieces

to the mould a composite leaf spring is created.

Filament winding machine: -

The resin is the main component for the winding setup. The actual process of leaf

spring is operated in the winding machine. Before starting the process of the machine

epoxy resin and hardener combination is placed in the resin bath. The resin bath is the

main component for the winding set-up. By starting the process winding machine

provides the necessary matrix is soaked to fibres before they are placed over the

mould surface.

Hence the resin should follow given conditions: -

 The wet fiber should be uniformly distributed with a limited amount of resin.

 Capacity of the resin must be used completely if we pour more or less amount

of resin.

 Resin poured in the bath must suit constant temperature and viscosity.

 It should not break the fiber during uniformly distribution.

In the resin bath number of rollers are used to guide the fiber which passes from the

creel stand inside the resin bath. This enables the fibers to soak in the resin

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completely. Soaked fiber is passed to rollers which are rotating in opposite direction.

By this method the fiber is found from the resin by using filament winding machine.

Mould is mounted on the filament winding machine and fabrication is started and the

machine tend to rotate in speed of 15RPM.

Resin Preparation: -

The selected epoxy resin is Dobeckot 520 F mixed with hardener 758. For every 100

parts of Dobeckot 520 F, 10- 12parts weight hardener 758 is mixed well at

temperature of 20℃-40℃. The result obtained in the form of Gel and used within 30-

40 min.

Winding Process: -

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The preparation of resin is poured into the bath and the fiber is immersed in the creel

stand and tends to move by the rollers in the bath. After the fiber is soaked it is sent to

the mould, the process is continued until the accurate thickness is achieved.

Metallic eye: -

It is very difficult to fabricate the leaf spring with one eye portion by filament

winding process, a separate metallic eye is created and fixed to the leaf spring.

6. Experimentation

In the experimentation a detailed discussion is based on testing of

composite leaf spring which has undergone two types are testing

which are Static and Fatigue testing.

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Testing machine: -

The main problem is faced in the testing for a material is the displacement. The units

of displacement are measured in microns. For measuring the displacement in the leaf

spring, the machine should measure and save the data in order of centimetre. It also

has a capacity for calculating heavy loads ranging from tonnes. The machines will be

arranged with the fixture for correct positioning of the leaf springs in the automobiles

which leads to the leads of servo hydraulic testing machines. The hydraulic testing

machine is a device used to test the designed and fabricated leaf spring as shown in

the figure.

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Composite leaf spring testing: -

Testing the leaf spring is done by following standard procedures recommended by

SAE. Testing the leaf spring can examine the cracks, defects, surface abnormality etc.

For fixing the strain gauges the surface should be cleaned from dust, rust and any

greases. Cyano-Acrylate adhesive solution is applied in the surface before fixing the

strain gauge.

Static Test: -

Basic process for a spring is to connect the load at the hook for Example 2kg is placed

in the hook it elongates to some value connected in a scale after removal it come to its

exact shape. The load applied in the spring is measured at the centre of the clamp and

vertical deflection also noted. The minimum of 4 readings are taken by using the

strain gauges fixed at the experimental set-up. The varied bending stress with load at

1 and 4 points are shown in a figure. The graphs are plotted between the applied load

and removal load. The FEA and experimental results are noted at a the 42000KN are

tabulated below: -

Points Parameter (MPA) FEM Value EXP Value

1. Bending stress 269.1 298

2. Bending stress 242.5 274

3. Bending stress 194.8 219

4. Bending stress 132.5 148

5. Bending stress 145.0 150

Fatigue Test: -

Fatigue test is done using hydraulic-fatigue testing machine. In this set-up the design

and fabricated leaf spring is placed over the testing machine and very few switches

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are fixed at distance of 50mm in a vertical direction. The amplitude cycle is loaded at

high level and the frequency per cycle is 66mhz which we receive is low. By the

discussion itself it proves higher amplitude and lower frequency rate. The maximum

stress value obtained for first cycle is 299 mpa and minimum obtained stress is 202

mpa. By increasing the number of cycle levels stress values have a fluctuates by

continuing this at a certain level the values obtain constant and we may get repeated

values then we can stop the process. Under the suggestion the maximum stress is

obtained as 310 mpa and minimum stress values obtained is 208 mpa, by the process

done by fatigue test the composite material stress value obtained as 900 mpa as the

operating stress level is 0.33 is considered as low and safe for the further process. The

higher amplitude and lower frequency failed to provide the accurate results in a

shorter life span. Hence by increasing number cycles does not prove the exact results

hence we can have a better choice to change the calculation in a different way by

producing the analytical process for the remaining cycles of fatigue.

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 7. CASE STUDY

Comparison with steel leaf spring: -

The study tells us that evaluation of sutability of composite leaf spring in automobiles

will reduce the cost and by using this spring it can resist heavy load. Hence

comparison is done on multi and mono leaf spring is made same for similar

conditions. The comparison mainly done on weight, comfort, mount, cost, power

etc…

Comparison of weight: -

Comparison is done because the composite leaf spring weight is 5kg including the

metal eye were as the steel spring alone ranges around 15kg. composite leaf spring

weight is reduced more than 70% of reducing the spring less objective to achieve the

mass in larger extent.

Comparison based on rigid qualities: -

Weight reduction of springless mass vehicle achieves better driving quality. By using

springless mass the vehicle suspension ranges from 10 – 20%. Composite leaf spring

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weight is 3 times reduced than steel leaf spring. By achieving better driving quality

and more comfort is possible by using composite leaf spring. By using composite leaf

spring vehicle can achieve power, mileage, speed and comfort. Steel leaf spring is

multi leaf spring which do not satisfy the demand where as the composite leaf spring

is a mono leaf spring which satisfies all the customer needs. Composite leaf spring is

suitable for rigid qualities.

Cost comparison: -

The cost of composite leaf spring is very less because we need to invest for the fibers

where as for the steel leaf spring we need to bear more then 3 to 4 times of composite

leaf spring. For manufacturing steel has more parts than composite and does not gives

more advantages but makes us to bear more charges. Hence using composite leaf

spring has more advantages and gives better life span.

Material to manufacture: -

Material Quality
E glass fibre 4.5
Dobeckot 520 F Epoxy resin 1.5
Resin hardener 0.22

Mould cost: -

Cost invested for the mould is 1400rs. Mould can be used for minimum of

15000cycles for manufacturing at least 1lakh leaf spring by using filament winding

process. Hence by producing 1 lakh leaf spring using composite materials the cost rate

per composite leaf spring is 0.14.

Machine hour rate of filament winding machine: -

The rate of filament winding machine used per hour is 140rs and the time taken to

manufacture two leaf spring is about 30 min and exact cost is 35rs.

Labour and miscellaneous cost: -

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The cost given to the skilled labour must be paid the total cost. Whether there is no

labour involvement labour and miscellaneous cost combined for making the two-leaf

spring is same as the previous 35rs only the electricity charges may be higher.

Cost on conventional leaf spring: -

Conventional leaf spring assembly is available for 1000rs in the market. Assumption

of profit margin of 25 % of the leaf spring cost would be 750rs. Hence the cost of

composite and convectional is similar at development stage. If the mass production is

achieved cost is reduced to 20-30% for conventional leaf spring.

Strength Comparison: -

In the strength comparison static test is performed for steel and composite leaf spring.

The properties are specified below: -

Parameter Steel Composite

Maximum stress [mpa] 745 300
Safety factor 1.3 – 2.0 3.0-4.0
Spring rate [N/mm] 25-28 25-28

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 8. ADVANTAGES AND DISADVANTAGES

Advantages: -

1. Composite leaf springs are used in the place of conventional leaf

springs for achieving weight reduction, tough strength, achieve ride

comfort, for vehicle without any changes made to the spring

2. Composite leaf spring is manufactured by using wooden mould for

which investment cost is less.

3. Composite leaf spring has no maintenance, less stretched, and no

deformation occurs.

4. Hence by overtaking the heavy load conditions such as vibration, jerks,

shocks the wear, tear and tyre body parts are reduced.

5. Better riding qualities and lower noise reduction using damping

characteristics.

6. Superb corrosion resistance against atmospheric conditions.

Disadvantages: -

1. Interleaf friction between each leaf makes the ride uncomfortable.

2. Sagging of springs is also a major drawback which tends to lose its

shape.

3. This uneven sagging alters the cross weight which i turn changes the

axle to mount angle.

4. The main drawback of composite leaf spring is cost and acceptance.

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5. Depending upon the road condition there will be loss of capability in

sharing flexural stiffness.

6. The composite leaf spring when exposed to poor road condition it

releases chip. This leads to breakage of lower portion of the spring.

9. APPLICATION

1. A leaf spring commonly use for the suspension in wheeled vehicles.

2. Originally, they are to be called as laminated or carriage spring.

3. Sometimes they prefer semi-elliptical spring or cart spring, which is one

of the oldest forms of spring, dating back to medieval times.

4. A leaf spring made in a form of a slender arc-shaped with rectangular

cross-section.

5. The centre of the arc provides location for the axle, while tie holes are

provided at either end for attaching to the vehicle body.

6. For heavy vehicles, a leaf spring can be made from several leaves

stacked on top of each other in several layers, often with progressively

shorter leaves.

7. Leaf springs can serve locating and to some extent damping as well as

springing functions.

8. While the interleaf friction provides a damping action, the results of

suspension is not as expected.

9. For this reason, some of have gone for mono-leaf springs.

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 10. CONCLUSION

 Composite materials increase elastic strain energy, storage capacity, high

strength and weight ratio as compared to conventional leaf spring.

 Therefore, it is concluded that composite leaf spring is an effective

replacement for the existing steel leaf spring in automobile industry.

SCOPE FOR FUTURE WORK

 In the future scope the problem of the chip may be minimised and overall cost

is reduced by using different composite materials.

 Comparison study can also be done for changing the number of measurements

with composite leaf spring.

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