A

SEMINAR REPORT ENTITLED

“DESIGN AND ANALYSIS OF COMPOSITE LEAF SPRING

FOR LIGHT VEHICLES”
Submitted
In partial fulfillment of the Requirements for the Award of Degree of

MASTER OF TECHNOLOGY
In

MECHANICAL ENGINEERING (CAD-CAM)

Submitted By

RAVI KRISHNA GUPTA

(P18CC014)

Supervised by

Mr. NIKUNJ G. PATEL

Assistant Professor, MED

MECHANICAL ENGINEERING DEPARTMENT

SARDAR VALLABHBHAI NATIONAL INSTITUTE OF TECHNOLOGY SURAT –
395007, GUJARAT, INDIA.

DEC 2019

MECHANICAL ENGINEERING DEPARTMENT

 S.V.NATIONAL INSTITUTE OF TECHNOLOGY, SURAT

CERTIFICATE

This is to certify that the Seminar report entitled “DESIGN AND ANALYSIS OF COMPOSITE
LEAF SPRING FOR LIGHT VEHICLES” submitted and presented by RAVI KRISHNA GUPTA
bearing Roll No. P18CC014 in partial fulfillment of the requirement for the award of the degree in
Master of Technology in Mechanical Engineering (CAD-CAM) at Sardar Vallabhbhai National
Institute of Technology, Surat is a record of her own work carried out under my supervision and
guidance. To the best of my knowledge, the matter embodied in the report has not been submitted
elsewhere for the award of any degree or diploma.

Mr. Nikunj G.Patel P. G. In-charge

Supervisor and Assistant professor CAD-CAM

Section Head Head of Departmemt

CAD-CAM Mechanical Engineering

Dec 2109
 ACKNOWLEDGEMENT

I would like to take this opportunity to express my profound sense of gratitude and sincere thanks
to our guide Mr. Nikunj G.Patel, Department of Mechanical Engineering, SVNIT Surat, for
being helpful and a great source of inspiration. His keen interest and constant encouragement gave
me the confidence to complete my work. I wish to extend my sincere thanks for their excellent
guidance and suggestions for the successful completion of my seminar work.

RAVI KRISHNA GUPTA

(P18CC014)
 ABSTRACT

A suspension system of vehicle is also an area where these innovations are carried out regularly.
To improve the suspension system many modification have taken place over the time. Leaf
springs are one of the oldest suspension components they are still frequently used, especially in
commercial vehicles. Inventions of parabolic leaf spring, use of composite materials for these
springs are some of these latest modifications in suspension systems. Composite materials are
one of the material families which are attracting researchers and being solutions of such issue.
Reducing weight while increasing or maintaining strength of products is getting to be highly
important research issue in this modern world.
In this project the design and analysis of composite leaf spring is described. The objective is to
compare the stresses and weight saving of composite leaf spring with that of steel leaf spring.
The design constraint is stiffness. The Automobile Industry has great interest for replacement of
steel leaf spring with that of composite leaf spring, since the composite materials has high
strength to weight ratio, good corrosion resistance. The material selected was glass fiber
reinforced polymer (E-glass/epoxy), carbon epoxy and graphite epoxy is used against
conventional steel. The design parameters were selected and analyzed with the objective of
minimizing weight of the composite leaf spring as compared to the steel leaf spring. This project
describes design and FEA analysis of composite leaf spring made of glass fiber reinforced
polymer. The dimensions of an existing conventional steel leaf spring of a light commercial
vehicle are taken for evaluation of results.
INTRODUCTION:

Increasing competition and innovations

in automobile
sector tends to modify the existing
products or replacing
old products by new and advanced
material products
Increasing competition and innovations
in automobile
sector tends to modify the existing
products or replacing
old products by new and advanced
material products
Increasing competition and innovations
in automobile
sector tends to modify the existing
products or replacing
old products by new and advanced
material products
Increasing competition and innovations in automobile sector tends to modify the existing

products or replacing old products by new and advanced material products. A suspension
system of vehicle is also an area where these innovations are carried out regularly. More efforts
are taken in order to increase the comfort of user. Appropriate balance of comfort riding qualities
and economy in manufacturing of leaf spring becomes an obvious necessity. To improve the
suspension system many modification have taken place over the time.
In order to conserve natural energy resources weight reduction in an economical manner without
compromising the strength, comfort level and performance of the vehicle has become one of the
main target of all automobile industries. Weight reduction also gives additional advantages in
terms of increased pay load and enhanced fuel efficiency to the end customer. Weight could be
reduced by optimizing design, material and manufacturing process of the components. Leaf
spring suspension assembly is a system which not only damps the road shocks and assure
comfortable ride but also acts as a structural member and absorbs breaking torque, driving torque
and lateral loads. Inventions of parabolic leaf spring, use of composite materials for these springs
are some of these latest modifications in suspension systems.
LEAF SPRING:
A leaf spring is a simple form of spring commonly used for the suspension in wheeled vehicles.
The use of composite materials for suspension leaf spring reduces the weight of conventional
multi leaf steel leaf spring by nearly 75%.This achieves the vehicle with more fuel efficiency and
improved riding qualities. For more compliant suspension system (i.e. energy storage
capability),the leaf spring should absorb the vertical vibrations and impacts due to road
irregularities by means of variations in the spring deflection so that the potential Energy is stored
in spring as strain energy and then released slowly. A material with maximum strength and
minimum modulus of elasticity in the longitudinal direction is the most suitable material for a
leaf spring. The composite materials have more elastic strain energy storage capacity, excellent
corrosion resistance, high strength to weight ratio as compared with those of steel. Conventional
Multi-leaf steel springs are being replaced by mono-leaf composite springs.
Fatigue failure is the predominant mode of in-service failure of many automobile components.
This is due to the fact that the automobile components are subjected to variety of fatigue loads
like shocks caused due to road irregularities traced by the road wheels, the sudden loads due to
the wheel travelling over the bumps etc. The leaf springs are more affected due to fatigue loads,
as they are a part of the unstrung mass of the automobile.

APPLICATIONS OF LEAF SPRING:

A leaf spring is a simple form of spring commonly use for the suspension in wheeled vehicles.
Originally called a laminated or carriage spring, and sometimes referred to as a semi-elliptical
spring or cart spring, it is one of the oldest forms of springing, dating back to medieval times.
A leaf spring takes the form of a slender arc-shaped length of spring steel of rectangular cross-
section. The center of the arc provides location for the axle, while tie holes are provided at either
end for attaching to the vehicle body. For very 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. Leaf springs can serve locating and to some extent damping as well as springing
functions. While the interleaf friction provides a damping action, it is not well controlled and
results in stiction in the motion of the suspension. For this reason some manufacturers have used
mono-leaf springs.
A leaf spring can either be attached directly to the frame at both ends or attached directly at one
end, usually the front, with the other end attached through a shackle, a short swinging arm. The
shackle takes up the tendency of the leaf spring to elongate when compressed and thus makes for
softer springiness. Some springs terminated in a concave end, called a spoon end (seldom used
now), to carry a swiveling member.
CHARECTERISTICS OF LEAF SPRING:
1. The leaf spring acts as a linkage for holding the axle in position and thus separate linkage
are not necessary. It makes the construction of the suspension simple and strong.
2. As the positioning of the axle is carried out by the leaf springs so it makes it
disadvantageous to use soft springs i.e. a spring with low spring constant.
3. Therefore, this type of suspension does not provide good riding comfort. The inter-leaf
friction between the leaf springs affects the riding comfort.
4. Acceleration and braking torque cause wind-up and vibration. Also wind-up causes rear-
end squat and nose-diving.
5. The inter-leaf friction damps the spring's motion and reduces rebound, which until shock
absorbers were widely adopted was a great advantage over helical springs
TYPES OF LEAF SPRINGS:
The Fig 1 shows a laminated semi- elliptic spring. The top leaf is known as the master leaf. The
eye is provided for attaching the spring with another machine member. The amount of bend that
is given to the spring from the central line, passing through the eyes, is known as camber. The
camber is provided so that even at the maximum load the deflected spring should not touch the
machine member to which it is attached. The camber shown in the figure is known as positive
camber. The central clamp is required to hold the leaves of the spring. However, the bolt holes
required to engage the bolts to clamp the leaves weaken the spring to some extent. Rebound clips
help to share the load from the master leaf to the graduated leaf.
 Figure 1 LAMINATED LEAF SPRING
The leaf spring acts as a flexible beam on self-propelled vehicles and transmits the driving and
breaking forces to the frame from the axle assembly. Leaf springs are semi-elliptical in shape.
There are two types of leaf springs-
1. SINGLE LEAF:  The single leaf spring, or monoleaf, is a single layer spring that is thick
in the center and tapers down at each end. Single leaf springs are used in lighter
suspension systems that do not carry great loads.

Figure 2 SINGLE LEAF SPRING

2. MULTI LEAF: A multi-leaf spring is made up of a single leaf with additional leaves
attached to the single leaf using spring clips (or rebound clips). The additional leaves
make the spring stiffer, allowing it to carry greater loads. This is the most common type
that is in use.
a. The clips allow the springs to slide, but prevent them from separating and causing the
entire rebound stress to act on the master leaf.
b. The multi-leaf spring uses an insulator (frictional material) between the leaves to
reduce wear and eliminate any squeaks that might develop.
c. To keep the leaves equally spaced lengthwise, use a center bolt for the multi-leaf
spring. The center bolt rigidly holds the leaves together in the middle of the spring,
preventing the leaves from moving off center.
 d. Each end of the largest leaf is rolled into an eye, which serves as a means of attaching
the spring to the vehicle.
e. Leaf springs are attached to the vehicle using a spring hanger that is rigidly mounted
to the frame in the front and the spring shackle in the rear, which allows the spring to
expand and contract without binding as it moves through its arc.
f.  Bushings and pins provide the bearing or support points for the vehicle. Spring
bushings may be made of bronze or rubber and are pressed into the spring eye. The
pin that pass through may be plain or threaded. Threaded bushings and pins offer a
greater bearing surface and are equipped with lubrication fittings.

Figure 3 MULTILEAF SPRING

Leaf springs are used on the front and rear of heavy-duty trucks and the rear of passenger
vehicles and light trucks. 
MATERIALUSED IN MANUFACTURING OF LEAF SPRING:
Generally leaf springs are manufactured from steel, these are called conventional steel leaf
spring. Further advance has led to the use of composite material in manufacturing, which are
known as composite leaf spring.
A composite material is defined as a material composed of two or more constituents combined
on a macroscopic scale by mechanical and chemical bonds. Composites are combinations of two
materials in which one of the material is called the “matrix phase” is in the form of fibers, sheets,
or particles and is embedded in the other material called the “reinforcing phase”. Many
composite materials offer a combination of strength and modulus that are either comparable to or
better than any traditional metallic metals. Because of their low specific gravities, the strength to
weight-ratio and modulus to weight-ratios of these composite materials are markedly superior to
those of metallic materials. The fatigue strength weight ratios as well as fatigue damage
tolerances of many composite laminates are excellent. For these reasons, fiber composite have
emerged as a major class of structural material and are either used or being considered as
substitutions for metal in many weight-critical components in aerospace, automotive and other
industries. Another unique characteristic of many fiber reinforced composites is their high
internal damping capacity. This leads to better vibration energy absorption within the material
and results in reduced transmission of noise to neighboring structures. High damping capacity of
composite materials can be beneficial in many automotive applications in which noise, vibration,
and hardness is a critical issue for passenger comfort.
The ability to absorb and store more amount of energy ensures the comfortable operation of a
suspension system. However, the problem of heavy weight of spring is still persistent when using
steel leaf spring. This can be remedied by introducing composite material instead of steel which
is normally used in the conventional leaf spring. It is well known that springs are designed to
absorb and store energy and then release it.
Hence, the strain energy of the material becomes a major factor in designing the springs. It can
be easily observed that material having lower modulus and density will have a greater specific
strain energy capacity. Research has indicated that E-Glass/Epoxy has good characteristics for
storing specific strain energy. Hence, E Glass/Epoxy is selected as the composite material.
DEMERITS OF CONVENTIONAL STEEL LEAF SPRING:
1. They have less specific modulus and strength.
2. Increased weight.
3. Conventional leaf springs are usually manufactured and assembled by using number of
leafs made of steel and hence the weight is more.
4. Its corrosion resistance is less compared to composite materials.
5. Steel leaf springs have less damping capacity.
ADVANTAGES OF COMPOSITE LEAF SPRING:
1. Minimum wear and tear of body parts and tyre due to delicate tendency of absorbing road
shocks, jerks and vibrations.
2. Softer ride, lower noise level, excellent stability due to better damping characteristics.
3. Excellent corrosion resistance against atmospheric pollutants.
4. Approximately five times stronger than conventional spring without any modifications.
5. Increase in fuel efficiency due to better aerodynamics and around 60% reduction in
weight.
6. No cracking sound since mono leaf and hence no inter-leaf friction and no greasing
required.
7. Fatigue life 1 million cycles as compared to only 2 lakhs cycles of a steel leaf spring.
DESIGN OF LEAF SPRING:
From the above discussion it can be found that strain energy of the material is a major factor in
designing of a leaf spring. The relationship of the specific strain energy can be expressed as it is
well known that springs, are designed to absorb and store energy and then release it slowly.
Ability to store and absorb more amount of strain energy ensures the comfortable suspension
system.
 Figure 4 PARABOLIC AND STANDARD LEAF SPRING
Terms Involved:
1. Span: Horizontal Distance between the Eyes of spring.
2. Main Leaf: The Long leaf fastened to the supports is called main leaf or master leaf.
3. Eye: Main leaf ends are bent to form the Eyes.
4. Camber: Distance b/w horizontal axis joining 2 eyes and main leaf.
5. Auxiliary Leaves: Other leaves below main spring are called Graduated leaves.
 Figure 5 TERMINOLOGY LEAF SPRING
The relationship of the specific strain energy can be expressed as,
U=σ2/ρ*E
Where,
σ= Strength
ρ= Density of spring material
E= Modulus of elasticity of spring material
From the above equation, the material which is having low density and low Young’s modulus
will have high strain energy storage capacity. This purpose will be served by Composites.
PROCEDURE FOLLOWED:
In the present work comparative study is been carried out to understand the working principle of
multi-leaf steel spring used in passenger cars. The multi-leaf steel spring is replaced with a
composite single leaf spring made of E glass/ epoxy and Jute-Glass fiber composite. The stresses
for both steel leaf spring and composite leaf springs are considered for the study. The primary
objective is to compare their load carrying capacity, stiffness and weight savings of composite
leaf spring.
Modelling and Analysis of Laminated Composite Leaf Spring under the Static Load
Conditions by using FEA:
In the present work, the dimensions of an existing mono steel leaf spring of a TATA SUMO
passenger vehicle is taken for modelling and analysis of a laminated composite mono leaf spring
with three different composite materials namely, E-glass/Epoxy, S-glass/Epoxy and
Carbon/Epoxy subjected to the same load as that of a steel spring. The design constraints were
stresses and deflections. The three different composite mono leaf springs have been modelled by
considering uniform cross-section, with unidirectional fiber orientation angle for each lamina of
a laminate. Static analysis of a 3-D model has been performed using ANSYS 15.0.
The specifications of the existing leaf spring are given below

Table 1 SPECIFICATION OF TATA SUMO LEAF SPRING

PARAMETERS VALUE

Total length of the spring (eye 1540 mm

to eye)
Free camber (at no loading 136 mm
condition)
No. of full length leaves 01
(Master Leaf)
Thickness of leaf 13 mm

Width of leaf spring 70 mm

Maximum load given on spring 25 kg

Young’s Modulus of spring 22426.09 kgf/mm2

Weight of the leaf spring 23 kg

REFERENCES:
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