Experimental and Computational Studies of Mono Composite Leaf Spring

This article discusses the importance of lightweight in automobile development and how composite materials can be used to reduce the weight of leaf springs without reducing load carrying capacity and stiffness. It also covers the literature survey on fibre reinforced composite compared steel leaf springs based on endurance rig tests.

Imperial Journal of Interdisciplinary Research (IJIR)
Vol-3, Issue-4, 2017
ISSN: 2454-1362, http://www.onlinejournal.in
Imperial Journal of Interdisciplinary Research (IJIR) Page 820
Experimental and Computational Studies
of Mono Composite Leaf Spring
Jaydip Popatrao Patil1 & Prof. V. J. Shinde2
1Bharati Vidyapeeth Deemed University's, College of Engineering, Pune
2Associate Professor, Bharati Vidyapeeth Deemed University's, College of
Engineering, Pune
Abstract: Safety, energy saving and environmental
protection square measure the vital trends just in
case of an automobile. Light-weight has become a
crucial goal of auto development. The spring is
concerning five-hitter to 100% of the overall mass of
vehicles because the vehicle suspension elastic
component. Thus spring is one amongst the vital
parts to attain vehicle light-weight. It will be simply
determined that material having lower modulus and
density can have a larger specific strain energy
capability. The introduction of composite materials
created it potential to cut back the burden of the
spring while not reduction of load carrying
capability and stiffness because of a lot of elastic
strain energy storage capability and high strength to
weight magnitude relation. A material with maximum
strength and minimum modulus of elasticity within
the longitudinal direction are going to be the
foremost appropriate material for a spring. To fulfill
the requirement of natural resources conservation,
automobile makers are trying to cut back the weight
of vehicles in recent years. Weight reduction will be
achieved primarily by the introduction of better
material, design optimization and better producing
processes. The suspension spring is one amongst the
potential things for weight reduction in vehicles
unsprung weight. This achieves the vehicle with a lot
of fuel efficiency and improved riding qualities. The
introduction of composite materials has created it
potential to cut back the weight of leaf spring with
none reduction on load carrying capability and
stiffness
Keywords- Leaf Spring, Composite Material,
Weight Reduction, Modulus of Elasticity, Elastic
Strain Energy
I. INTRODUCTION
Initially called “laminated” or “carriage spring”, a
leaf spring is a basic type of spring generally utilized
for the suspension in wheeled vehicles. It is
additionally one of the most established types of
springing, going back to medieval circumstances.
Now and then alluded to as a semi-elliptical spring or
cart spring, it appears as a slim curve molded length
of spring steel of rectangular cross-area. The center
point of the circular segment gives area to the hub,
while tie gaps are given at either end to connecting to
the vehicle body. For overwhelming vehicles, a leaf
spring can be produced using a few leaves stacked on
top of each other in a few layers, frequently with
continuously shorter takes off. Leaf springs can serve
finding and to some degree damping and additionally
springing capacities. While the interleaf friction
gives a damping activity, it is not very much
controlled furthermore, brings about stiction in the
movement of the suspension. Consequently
producers have tried different things with mono-leaf
springs.
A leaf spring can either be appended
specifically to the casing at both finishes or joined
straightforwardly toward one side, for the most part
the front, with the flip side connected to a shackle, a
short swinging arm. The shackle takes up the
inclination of the leaf spring to lengthen when
packed and along these lines makes for gentler
springiness. A few springs ended in an inward end,
called a spoon end (seldom utilized now), to convey
a swiveling part.
Fig. Conventional leaf spring
II. LITERATURE SURVEY
Kong et al. [1] have reproduced the fatigue life of
an parabolic leaf spring design under variable
amplitude loading (VAL). VALs convey the street
flag that incites fatigue disappointment on leaf
spring. With a specific end goal to look for thorough
leaf spring fatigue appraisal, VALs flag were
accumulated through estimations from different
street conditions, for example, expressway, bend
mountain street and harsh provincial region street.
Along these lines, fatigue life of specific leaf spring
configuration was anticipated utilizing finite

Imperial Journal of Interdisciplinary Research (IJIR)
Vol-3, Issue-4, 2017
ISSN: 2454-1362, http://www.onlinejournal.in
Imperial Journal of Interdisciplinary Research (IJIR) Page 821
dynamic (FE) stress–strain show together with VALs
motion as load information. For more moderate way,
Morrow and Smith Watson To per (SWT) mean
stress concentration techniques were additionally
connected. The outcomes demonstrate that fatigue
life of leaf spring is least amid harsh street mission,
trailed by bend Mountain Street and smooth
expressway street individually. Extra design
adjustment to drag out the fatigue life of the
parabolic leaf spring is mandatory. The street VALs
has given significantly more reasonable fatigue life
estimation of parabolic leaf spring design when
compared with traditionally controlled research
facility strategy. Parabolic leaf spring encounters
rehashed cyclic stacking amid working condition.
Fatigue life appraisal of the parabolic leaf spring is a
critical perspective amid the segment configuration
organize.
Malaga et al. [2] have concentrated the
substitution of multi-leaf steel spring with mono
composite leaf spring. Suspension system in a car
decides the riding comfort of travelers and the
measure of harm to the vehicle. The fundamental
capacity of leaf spring get together as suspension
component is to support vertical load, as well as to
isolate street actuated vibrations. The conduct of leaf
spring is complicated because of its clamping
impacts and between leaf contact and so forth. Since
the composite materials have more flexible strain
energy storing limit and high strength-to-weight
proportion when compared with those of steel. It is
conceivable to diminish the weight of the leaf spring
with no reduction on load conveying limit and
stiffness. Modeling and analysis of both the steel and
composite leaf springs have been done utilizing
analysis software.
The presentation of composite materials was made it
conceivable to decrease the weight of the leaf spring
with no reduction on load conveying limit and
firmness. Since, the composite materials have more
flexible strain energy storage limit and high strength
to-weight proportion when compared with those of
steel. The presentation of fibre reinforced plastics
made it conceivable to reduce the weight of a
machine component with no decrease of the load
conveying limit.
Murathan et al. [3] have concentrated the fibre
reinforced composite compared steel leaf springs
based on endurance rig tests. The traditional leaf
springs, intended for the improved performance
together with wellbeing dynamics, are made of steel.
However, it is viewed as that the steel leaf springs
are replaceed by lighter ones so as to satisfy the
predetermined prerequisites. Fibre reinforced
composite materials with polymer based matrix offer
an awesome potential for assembling leaf springs
with lightweight, high mechanical and fatigue
performance. Thusly, leaf spring makers have
extraordinary enthusiasm on those materials to
replace steel parts with the composite ones and an
expanding number of studies have been published in
literature in recent years. Leaf spring system
influences the weight of the vehicle notwithstanding
driving performance and security. Looking for
materials, which are lightweight and elite, rather than
steel has been proceeded as of late and it has been
quickened in most recent couple of years everywhere
throughout the world because of late directions.
Composite materials have the most astounding
potential to wind up distinctly an option applicant
material for this reason. Notwithstanding their
lightweight, composite materials are suited to
produce leaf springs because of their excellent
fatigue performance, higher corrosion and chemical
resistance and their procedure adaptability when
compared with steel.
Abdul Rahim Abu Talib et al. [4] showed that
composite elliptical springs can be utilized for light
and overwhelming trucks with substantial weight
reduction. Suspension system is intended to give
both safety and comfort to the vehicle occupants. In
this review, finite dynamic models were produced to
enhance the material and geometry of the composite
elliptical spring in light of the spring rate, log life
and shear push parameters. Fibre-reinforced
polymers have been vigorously created for some
applications, for the most part as a result of the
potential for weight savings. Different points of
utilizing fibre-reinforced polymers rather than steel
are: (a) the likelihood of decreasing noise, vibrations
and ride brutality because of their high damping
variables; (b) the nonattendance of corrosion issues,
which implies bring down upkeep expenses; and (c)
bring down tooling costs, which has good effect on
the assembling costs.
Mahmood and Rezaei [5] have examined
approach to acquire a spring with least weight that is
fit for conveying given static outer strengths without
failure. The finite dynamic comes about indicating
stresses and deflections checked the existing
analytical and experimental solutions. Utilizing the
result of the steel leaf spring, a composite one
produced using fibreglass with epoxy resin is
designed and optimized utilizing ANSYS. Principle
thought is given to the enhancement of the spring
geometry.. The design imperatives were stresses
(Tsai– Wu failure criterion) and displacements. The
outcomes demonstrated that an ideal spring width
decreases hyperbolically and the thickness
increments straightly from the spring eyes towards
the axial seat. Compared with the steel spring, the
improved composite spring has stresses that are
much lower, the natural frequency is higher and the
spring weight without eye units is about 80% lower.

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Gary and Khoa [6] have concentrated the
essentials of multi-leaf spring design as decided
through beam theory offers a general viewpoint on
how finite dynamic analysis functions. Furthermore,
the essentials of joining dissimilar materials require a
fundamental learning of how the consolidated
equivalent modulus influences the general stiffness
attributes of multi-leaf design. By catching these
essential things into finite dynamic modelling, an
analysis of a steel-composite multi-leaf contact
demonstrate with respect to an admired steel-
composite multi-leaf show demonstrates the
significance of contact demonstrating. The outcomes
exhibit the important difference between a idealized
non-contact models with respect to an entire contact
model.
S. Rajesh et al. [7] demonstrated that by
appropriately choosing the % of reinforcement and
its introduction it is conceivable to accomplish
higher order stiffness and thus higher natural
frequency. Actually not at all like homogenous
metallic material. GFRP composite will show
expanded stiffness with load application. At the point
when a seven leafs spring was replaced by mono
composite leaf spring under the static state of design
parameters and optimization, considerable weight-
reduction was accounted for. The joint strength
assumes an essential part in the working of leaf
spring in vehicle suspension. Leaf springs were
molded by short, and long glass fibre reinforced
polypropylene and unreinforced polypropylene and
the joint performance in both static and dynamic
conditions was surveyed. This review designs that
the likelihood of replacing existing traditional steel-
leaf spring by the leaf spring made by fitting the
layup of composite covers. The measurements of the
current traditional middle leaf (spring) of a business
vehicle were decided for the design and fabricate of
bite the dust for trim the composite takes off. In like
manner, suspension springs of composites of various
layups with glass and carbon were manufactured and
tried for flexure response. It is to be noted here that
the cross sectional region of the composite leaf
spring was the same as of the traditional leaf spring.
By utilizing universal testing machine, load per
deflection and greatest load for each of the composite
leaf springs were assessed. The low frequency affect
on the composite leafs was affected with a research
facility loading set-up in a milling machine. Test
comes about demonstrated the prevalent flexure
response of the hybrid composites and recommended
conceivable option on comparison with the
traditional spring.
Franklin and Edward [8] have explored the
conventional steel multi-leaf spring pack which has
been a minimal cost generally used suspension
system in vehicles for quite a long time. Applications
are commonly load conveying orientated, from light
trucks to overwhelming development gear. Upgrades
to the fundamental design as far as stress reduction,
fatigue resistance and noteworthy weight reduction
can be accomplished through the cladding of
composite material to the current steel spring Testing
was directed utilizing standard test strategies where
accessible to think about the strength of a standard
Multi leaf Steel Pack to a Hybrid Mono Leaf Spring.
The Hybrid Spring exhibited huge upgrades in the
area of extreme deflection, fatigue and creep
resistance. Testing to date affirms the advantage of
the lessened worry in the external most strands that is
a characteristic dynamic of the Fibreglass Mono-leaf
Hybrid Spring. In the area of car fluid presentation
the covering faired well, brake fluid bringing on the
most debasement. The gravel meter testing when
contrasting painted composite with the elastomeric
covering displayed enhanced outcomes.
Gulur and Sambagam [9] have concentrated
expanded enthusiasm of car industry in the replacing
of steel spring with fibreglass composite leaf spring
because of high strength to weight proportion. This
analysis contemplate designs to introduce a minimal
cost creation of finish mono composite leaf spring
and mono composite leaf spring with reinforced end
joints. Likewise, general review on the analysis and
design. A single leaf with variable thickness and
width for consistent cross sectional range of
unidirectional glass fibre reinforced plastic (GFRP)
with comparative mechanical and geometrical
properties to the multi-leaf spring, was designed,
created (hand-layup method) and tested. Computer
algorithm utilizing C-language has been utilized for
the design of steady cross-segment leaf spring. The
outcomes demonstrated that a spring width
diminishes hyperbolically and thickness increments
straightly from the spring eyes towards the hub seat.
The finite elements result about utilizing ANSYS
software demonstrating stresses and deflections were
checked with analytical and experimental outcomes.
The design imperatives were stresses (Tsai-Wu
failure criterion) and displacement. Compared with
the steel spring, the composite spring has stresses
that are much lower, the normal frequency is higher
and the spring weight is about 85 % bring down with
reinforced end joint and with finish eye unit.
J.P. Hou et al. [10] have depicted three designs
of eye-end connection for composite leaf springs.
The material utilized is glass fibre reinforced
polyester. Static testing and finite element analysis
have been completed to acquire the attributes of the
spring. Load– deflection curves and strain estimation
as a component of load for the three designs tried
have been plotted for correlation with FEA
anticipated values. The fundamental concern related
with the main design is the delamination failure at

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the interface of the fibres that have gone around the
eye and the spring body, despite the fact that the
design can withstand 150 KN static confirmation
load and one million cycles’ fatigue load. FEA
comes about affirmed that there is a high bury
laminar shear stress focus in that district. The second
design highlight is an extra transverse gauze around
the district inclined to delamination. Delamination
was contained yet not totally anticipated. The third
design defeats the issue by consummation the strands
toward the finish of the eye segment.
Mahadi and Hamouda [11] have examined that
the fibre sort and ellipticity proportion fundamentally
affected the spring stiffness. After 1.15 million
fatigue cycles, composite semi-elliptical suspension
spring's helpful stroke is lessened. The unwinding of
the composite elliptic spring observed to be
exceptionally touchy to the pressure rate. Among the
body segments, the principal major basic use of
fibre-reinforced composites is the back leaf spring;
presented first in 1981. For spring, for example, in
cars or trucks, the administration life would likely be
founded on a specific least level of stiffness. This
review presents another composite semi-elliptical
suspension spring by using fibre reinforced
composite strength in principal direction rather than
shear direction. Three types of composites were
tried. Run of the mill practices of their compression,
tension, torsion and cyclic tests are examined in this
research study.
Kueh and Faris [12] have concentrated the
impacts of material composition and its fibre
introduction on the static and fatigue behaviors of
leaf spring. The design requirements were bending
stresses, deflection and fatigue life. Compared with
the steel leaf spring, the designed composite spring
has much lower bending stresses and deflections and
higher fatigue life cycles. The reduction in unsprung
weight can enhance the riding strength and increment
fuel efficiency essentially. Since fibre reinforced
plastics (FRPs) composite material has a high
versatile strain energy storage limit, it is conceivable
to utilize FRP material to replace the routine multi-
leaf steel spring so as to accomplish weight decrease
with no reduction of the load conveying limit.
Accordingly, this exploration study is gone for the
design of streamlined leaf spring where better
firmness and toughness speak to the genuine points
of interest in the utilization of composite leaf spring.
Likewise examine has been done on static and
fatigue practices of steel and composite multi-leaf
spring utilizing analysis software. The measurements
of a current routine leaf spring of a light business
vehicle were utilized. Similar measurements were
utilized to design composite multi-leaf spring for the
two materials.
Jiashi Wang et al. [13] have concentrated the
composite leaf spring with the rectangular cross
segment intended for the business vehicle and was
investigated by utilizing the finite dynamic software
and the trial tests had been led to affirm the finite
dynamic analysis. Weight reduction can be
accomplished essentially by the presentation of better
material, design improvement and better assembling
forms. As a result of the higher strength to-weight
proportion, predominant fatigue strength and
amazing consumption resistance, the fibre strengthen
plastics (FRP) has indicated expanded enthusiasm for
the substitution of steel spring. At the point when the
spring is made of FRP, for example, E-Glass/Epoxy,
the weight of the spring can decrease 60–70 %,
which can prompts reduction of the unsprung weight.
The decrease of the unsprung weight could help in
accomplishing the vehicle with enhanced riding
qualities and expanded the fuel proficiency.
Accordingly, the utilizing of composite leaf spring
prompts the weight reduction, as well as enhances
the riding qualities. In this review composite leaf
spring with rectangle cross segment with consistent
thickness and width is 28 × 80 mm is intended for
the Commercial vehicle with 15,000 N full load for
one spring. The finite dynamic (FE) technique is
utilized for the analysis of stress state, calculation of
numerical spring rate and the most extreme load
limit. Interim, for the legitimacy of the designed
spring, the test is led on the composite leaf spring
created by the hot embellishment handle. The
deliberate spring rate and the greatest load limit are
compared and the FE analysis results and it can be
seen that the blunder is 1.56 % for the spring rate and
0.82 % for the most extreme limit stack, and the
primary exhibitions of created composite leaf spring
meet the designed prerequisites.
Ekbote et al. [14] have proposed to replace the
current steel spring with composite spring. With the
after effects of the steel leaf spring, a mono leaf
composite spring made and its geometry is improved
by finite element analysis. The design factors are the
width and the thickness of the composite spring. The
design limitations were stress and displacement. The
goal was to acquire a spring with least weight
equipped for conveying proposed static outer compel
without disappointment. The improved spring will
have its width diminishing and thickness expanding
hyperbolically from the spring eye towards the pivot
situate. An estimated spring model is accepted and
its logical arrangement is additionally introduced.
Compared with steel spring, the optimized composite
mono leaf spring has much lower stress and the
spring weight without eye units is about 65% lower
than steel spring. This analysis study is intended to
build up a double decreased polymer fibre reinforced
composite mono leaf spring to replace the current
nine leaf steel spring utilized as a part of the back

Imperial Journal of Interdisciplinary Research (IJIR)
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Imperial Journal of Interdisciplinary Research (IJIR) Page 824
suspension arrangement of a small traveler vehicle
(Ambassador). The fundamental thought is given to
the ideal design of the composite leaf spring
geometry by accommodating the establishment
requirements.
Stephan Krall and Richard Zemann [15] have
researched and looked at three changed composite
leaf springs. The composite leaf spring design is
figured by means of classical lamination theory and
the assembling was finished by hand lay-up and
autoclave. A critical viewpoint for spring
components is the conduct at various warm
conditions. In this manner one of the test bodies was
examined at low temperature. Finally the
reasonableness of the systematic count of the Euler –
Bernoulli beam theory was researched and compared
and the test comes about. In this exploration
concentrate the analysis of the dynamic behaviour of
composite leaf springs shell uncover the capability of
such items. Another oddity for leaf springs is the
utilization of CFRP rather than GFRP, which is the
standard work piece material for this sort of use. This
circumstance depends on the higher breaking strain
of glass fibre and the related higher go of the spring.
Higher stiffness of carbon fibre would diminish the
volume of the part in contrast with glass fibre along
these lines prompting less weight. An imperative
viewpoint is that aside from of the cost for the raw
material, there are no extra costs for the preparing of
carbon fibre rather than glass fibres.
III. CHARACHTERISTICS OF
LEAF SPRING
[1] The leaf spring goes about as a linkage for
holding the hub in position and along these
lines seperate linkage are a bit much. It
makes the development of the suspension
simple and solid.
[2] As the situating of the axle is completed by
the leaf springs so it makes disadvantageous
to utilize soft springs i.e. a spring with low
spring constant.
[3] Therefore, this sort of suspension does not
give great riding comfort.
[4] The inter leaf contact between the leaf
springs influences the riding comfort.
[5] Acceleration and braking torque cause wind
up and vibration. Likewise wind up causes
backside squat and nose jumping.
[6] The inter leaf spring damps the spring's
movement and lessens bounce back, which
until safeguards were broadly embraced was
an awesome favourable position over
helical springs.
The suspension leaf spring is one of the
potential things for weight reduction in car
as it records for 10-20% of the un-sprung
weight. The presentation of composites
helps in designing a superior suspension
system with better ride strength on the off
chance that it can be accomplished without
much increment in cost and reduction in
strength and reliability. The relationship of
the particular strain energy can be
communicated as it is notable that springs,
are intended to retain and store energy and
afterward discharge it gradually. Capacity to
store and assimilate more measure of strain
energy guarantees the agreeable suspension
system. Henceforth, the strain energy of the
material turns into a central point in
designing the springs. The relationship of the
particular strain energy can be
communicated as,
U= σ 2/2ρE
Where,
σ is the strength in… … N/mm2
ρ is the density in… … ..
kg/mm3
E is the Young's Modulus of the spring
material… … . MPa
IV. SPRING STIFFNESS OF
COMPOSITE SPRING
The quick development in use of composite materials
and structures can be credited to their properties
which have accomplished superior and fitting ability
in aviation and other building applications where
most extreme performance list and legitimacy rating
can be accomplished. Advance considerable
development is required to be in the general business
Application segments where the high strength and
stiffness to weight proportions and in addition the
auxiliary adequacy can be of favourable position.
Fibre reinforced composite springs have been
considered as feasible swaps for steel springs in the
vehicle business [1]. The trial leaf springs of
Robertson et al. [2] and the Lit flex composite leaf
spring of Frommann and Kirkham [3] speak to some
early analysis led by vehicle producers for weight
sparing purposes. The former springs were tried both
in the research facility and on a Ford Econoline van
and satisfactory fatigue results were accounted for.
The Lit flex springs were additionally observed to be
fruitful and have been connected in the front and back
suspensions of the Chevrolet Corvette. In spite of the
fact that fibre reinforced plastic composites have
higher energy storage limit than steel, they have, by
and large, poor resistance against shear stresses.
Hence, coordinate use of these materials in loop
springs would require an expansion in curl
measurement. This may abrogate the weight sparing
preferred standpoint of a composite curl spring over
its steel partner. Keeping in mind the end goal to beat

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this drawback, the Sulcated Spring'' was presented
and the test information indicated it to be an
exceptionally encouraging idea [4,5]. In the
meantime, composite elliptic springs were likewise
being contemplated [6]. A few elliptic spring
components built from unidirectional E-glass fibre
reinforced epoxy tapes were mounted in arrangement
and tried in semi static pressure. It was watched that
the essential disappointment was because of
interlaminar shear [7].
Keeping in mind the end goal to use the high
elasticity of the fibre reinforced plastic in spring
systems, which must working a similar vertical
redirection mode and inside a similar space of a steel
curl spring, loop spring in meshed carbon fibre
reinforced plastics were produced by National
Engineering Laboratory [8]. In any case, complex
meshing system and gear are of fundamental
significance. A logical review utilizing the energy
technique to assess the spring constants of elliptic
composite rings was attempted by Akasaka et al. [9].
Spring constants in the bearings of the important
tomahawks and for twisting shear and bowing torsion
were measured for elliptic rings made of carbon fibre
reinforced thermoplastics. Great understanding was
gotten amongst trial and the anticipated outcomes.
Simultaneously, the mechanical conduct of composite
tube shaped springs with mid-surface symmetry has
been researched [10]. The hypothesis was created on
the premise of a straight flexibility, and the stress–
strain disseminations around the ring were assessed.
The spring consistent in the polar bearing was
precisely anticipated. Most as of late, investigations
of the polar, Ky , the in-designed twisting shear, Kxy
, and the bowing torsional, Kxz, spring constants of
fibre wound composite roundabout rings were
additionally researched [11]. Shut shape arrangements
from correlative strain energy were inferred for the
spring stiffness’s of midsurface symmetric, 45 and 75
of odd quantities of spreads E-glass/epoxy fibre
wound, composite roundabout rings under
unidirectional stacking. A three-dimensional finite
dynamic analysis including the impacts of transverse
shear has likewise been connected to concentrate the
issue.
The diametrical stiffness and stress–strain attributes
of mid-surface symmetric, overlaid woven
roundabout springs with expanded level contact
surfaces under uniform-end-shortening stacking setup
were examined and checked by exploratory testing
[12]. Keeping in mind the end goal to misuse
completely the capability of composite springs with
augmented level contact surfaces, it is important to
portray the spring constants in the other two headings
and under various stacking setups. In the present
work, a hypothesis is created from correlative strain
energy and Castiglione’s second hypothesis to
anticipate the spring stiffness' of mid-surface
symmetric, woven composite roundabout springs
with amplified level contact surfaces under
unidirectional line and surface stacking designs. A
three-dimensional finite dynamic demonstrate
contemplating of transverse shear misshaping impacts
has additionally been utilized to research the
mechanical qualities of the hopeful springs. The
diagnostic and numerical outcomes are compared and
trial information. The connections between the spring
stiffness' of woven composite springs with amplified
level contact surfaces under various stacking designs
and geometry are additionally shown.
V. CONCLUSION
In the current reviews it is found that a near review
ought to be done amongst steel and composite leaf
spring as for strength and weight. Above review
demonstrates that composite mono leaf spring
decreases theweightof vehicle suspension system by
85% for various composite materials for e.g. E-
Glass/Epoxy, 94.18% for Graphite/Epoxy, and 92.94
% for Carbon/Epoxy over routine leaf spring. While
the worries in the composite leaf spring are much
lower than that of the steel spring. Perceptions made
demonstrates that compared with the steel leaf spring
(9.2 kg) the advanced composite leaf spring without
eye unit's weights about 80% not as much as the steel
spring. From the outcomes, it is watched that the
composite leaf spring is lighter and more sparing than
the routine steel spring with comparative design
determinations. Adhesively reinforced end joints
upgrade the performance of composite leaf spring for
delamination and stress focus toward the end in
contrast and darted joints.
ACKNOWLEDGMENT
I am thankful to all those who have contributed in
completion of paper work. I would like to express my
sincere thanks to Prof. V. J. Shinde who has
encouraged me to work & study and guided me
whenever required. I wish to express my thanks to
Mechanical Engineering Department (Cad/Cam) and
the faculty members of P.G. (Mechanical
Engineering) for their precious support and the help
extended.
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ISSN: 2454-1362, http://www.onlinejournal.in
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