Mechanics of Composite Materials, Vol. 50, No. 1, March, 2014 (Russian Original Vol. 50, No.

1, January-February, 2014)

DESIGN, FABRICATION, AND ANALYSIS OF A HYBRID

Fiber COMPOSITE MONOLEAF SPRING USING

CARBON AND E-GLASS FIBERS FOR AUTOMOTIVE

SUSPENSION APPLICATIONS

M. Sureshkumar,1 P. Tamilselvam,1* R. Kumaravelan,2 and R. Dharmalingam1

Keywords: hybrid composite leaf spring, fatigue load, carbon and glass fibers, automobile suspension

The leaf spring is an important component that provides suspension and plays a vital role in automotive
applications. As a vehicle travels, a tremendous force, mostly in terms of a fatigue load, is applied to the leaf
spring assembly, particularly to the eye point of the rear axle. In a vehicle with rear-wheel drive, the leaf
spring is subject to twisting forces that are opposite in direction and magnitude during the acceleration of drive
wheels. A multileaf spring provides an additional strength, but lacks the flexibility and increases the overall
weight of the vehicle. Considering the loading conditions, the availability of space in a vehicle, and geometrical
considerations, a composite monoleaf spring is designed. In due consideration of the tensile behavior, fatigue
resistance, chipping resistance, and base part resistance, a hybrid laminated spring is constructed for the
purpose. The present study focuses on an analysis and behavior of a monoleaf spring made of hybrid composite
materials, i.e., carbon and E-glass fibers. It is observed that the natural frequency of a hybrid composite leaf
spring is twice the frequency of a conventional leaf spring, particularly in the vertical direction, which means
that the occurrences of resonance will be less. Also, it is observed that the stress produced in it is lower than
that in a conventional leaf spring. The hybrid composite monoleaf spring proved to have better impact and
tensile behavior than a steel one.

1
Department of Mechanical Engineering, SNS College of Technology, Coimbatore - 641035, Tamilnadu, India
2
Department of Mechanical Engineering, Velalar College of Engineering and Technology, Erode - 638 012, Tamilnadu, India
*
Corresponding author; e-mail: uptamil@gmail.com

Russian translation published in Mekhanika Kompozitnykh Materialov, Vol. 50, No. 1, pp. 159-168, January-
February, 2014. Original article submitted February 7, 2013.

0191-5665/14/5001-0115 © 2014 Springer Science+Business Media New York 115

1. Introduction

In recent years, investigations into the area of automobile components have been receiving considerable attention
focused on decreasing the weight of vehicles. The introduction of composite materials, such as FRPs, makes it possible to
reduce the weight of leaf springs without any drop in their load-carrying capacity and stiffness. Hence, the strain energy of the
material becomes the major factor in designing springs. The specific strain energy can be expressed as [1]

1 σ2
U= ⋅ ,
2 ρΕ

where s is the strength, r is the density, and E is Young’s modulus of the spring material.
The investigation of composite leaf springs in the early 60’s failed to yield a production facility because of the incon-
sistent fatigue performance and absence of a strong need for their mass production. But the fatigue strength can be increased
by incorporating woven carbon fibers and continuous E-glass fibers to reinforce a polymeric matrix. The E-glass fiber is a
high-quality glass, which is used as a standard reinforcing fiber for all the present systems well complying with the mechanical
property requirements. The woven carbon fiber is a material consisting of extremely thin filaments about 0.005-0.010 mm in
diameter and composed of carbon atoms. The carbon atoms are bonded together in microscopic crystals that are aligned parallel
to the long axis of the fiber. The crystal alignment becomes an important parameter determining the load-carrying capacity in
the fiber direction. X-ray and electron diffraction studies have shown that, in the high-modulus fiber, the crystals are arranged
around the longitudinal axis of the fiber with layer planes highly oriented parallel to the axis.
As to the inherent properties of a carbon fiber, its density is considerably lower than that of steel, making it ideal for
applications requiring a low weight. Its tensile strength and modulus can be raised significantly by carbonization under a strain
when a moderate stabilization is used. In general, the strength of a carbon fiber depends on the type of precursor, processing
conditions, the heat treatment temperature, and the presence of flaws and defects.
In this work, continuous E-glass fibers (13 to 23 μm) and carbon fibers (5 to 10 μm) in amounts of 10 to 15 wt.% is
used as reinforcement in a polymeric matrix. The matrix resin, generally epoxy, though it plays only a secondary role in form-
ing the mechanical properties of the spring, governs such its properties as the toughness, heat resistance, moisture resistance,
oil resistance, and fatigue resistance. Most of literature sources report that the cost of a composite leaf spring is higher than
that of a steel leaf one. Hence, an attempt has been made to fabricate a hybrid composite leaf spring with the same cost as that
of a steel leaf spring.
Papers with more emphasis on composite leaf springs are reviewed in this work. According to [2], it is essential for
composites to control their failure by utilizing the strength in the principal direction instead of the shear strength during sus-
pension. In due consideration of the flexural rigidity as an important parameter in the design of a leaf spring, it is suggested
in [3] that, amongst different possibilities, a constant-cross section design can be selected to accommodate the continuous
reinforcement of fibers. In [4] an experimental modal analysis of a composite-based elliptic spring is carried out to determine
the natural shapes and frequencies of an object or a structure. This method is an alternative to solving the full set of equations
for n unknown displacements. To reduce the strain of outer fibers by a total of four leaves, two on each side of the strut, a new
model is proposed in [5]. Leaves tapered in the thickness direction, as well as in the width direction towards the ends, provide
an even distribution of stresses and also offer an efficient use of materials. In [6], the utilization of a glass-reinforced epoxy
resin for composite leaf spring applications is investigated.
In [7], the influence of length of a reinforcing fiber on the performance of an injection-molded thermoplastic leaf spring
joint and also in the notch sensitivity characteristics is studied. It is found in [8] that the stress induced in a composite spring
with a bonded end joint and a complete eye unit is much smaller, its natural frequency is higher, and the weight is nearly by
85% lower. The leaf spring model in [9] was assumed to be a symmetrical parabolically tapered constant-width beam carry-
ing a concentrated load, with different cord lengths for the two limbs of the spring in order to enhance the fatigue behavior by
hybridization. According to different loading conditions of leaf springs, a longitudinal doubly tapered GRP leaf spring was

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designed and investigated in [1]. The spring exhibited superior endurance and failure-resistance characteristics. In [10], the
hybrid effects of polyethylene/carbon fiber composites in monotonic tensile testing are studied. Various eye end attachments
for composite leaf springs are explored in [11] relative to their delamination characteristics. In the design, the curvature of
springs and the fiber misalignment in the width and thickness direction are neglected. A general discussion about the analysis
and design of constant-width, variable thickness composite leaf springs is presented.
The conventional leaf springs satisfy the design requirements allowing them to withstand heavy loads and fatigue.
The fulfillment of these requirements is often complicated and expensive and adds a significant amount of weight to a
vehicle. The weight reduction is an important factor in the cases of sports vehicles and medium- and light-motor ones.
But suspension systems should provide a high strength to weight ratio while being simple, inexpensive, and readily inter-
changeable to alter the suspension qualities of an assembly. Moreover, many researchers have looked into the possibility
of replacing the existing systems with new ones made of composite monoleaf springs. But achieving the fatigue behavior
by using a composite material is still beyond the reach. In this work, a hybrid composite monoleaf spring is used in a
polymeric matrix, which would improve the fatigue property of the spring due to the presence of carbon fibers and also
reduce the cost owing to the presence of glass fibers. The combination of both the types of fibers increases the tensile and
impact strengths and reduces the weight of the system. In this work, a hybrid composite monoleaf spring is designed and
analyzed using the FEM.

2. Design of a Hybrid Composite Monoleaf Spring

A hybrid composite monoleaf spring is composed of two or more fiber materials in suitable proportions to attain
desirable characteristics. In this study, 10-15 wt.% of carbon fibers are added to E-glass fibers to examine various material
properties for particular fiber orientations and fabrication methods by using experiments.
In a composite monoleaf spring, the width is taken constant, but the thickness is decreased linearly from the center
towards spring eyes. The maximum static load W applied to the eye piece is assumed to be 3550 N; the distance 2L between
both eye pieces (span length) is taken to be 1000 mm. In designing an equivalent steel spring, the maximum design stress for
the steel material was 799 MPa, and the maximum allowable deflection was 120 mm. The maximum bending stress can be
expressed as [5]
1.5WL
σb = .
nbt 2
The deflection d of a leaf spring can be calculated by using the relation

4WL3
δb = ,
nΕ bt 3
where n = 1 for a monoleaf spring.
The thickness t of the spring was 28 mm at the center 7 mm at the end, and the width b = 45 mm. But the width of
the leaf must be double the thickness to withstand shock loading and strain in the lateral direction. Therefore the maximum
width was chosen equal to 45 mm (nominal value). For a hybrid composite leaf spring, the maximum design stress is 462 MPa,
thereby the thickness at centre tc is 28 mm and the nominal value of width is 69 mm.
It is recommended that a balanced and symmetrical laminate with fiber orientation angles of 0 and 90° be used to
withstand fluctuating loads. The glass and carbon fibers were placed layer by layer. The outermost three layers (15%) were
made from carbon fibers, but the inner ones (85%) — from glass fibers.

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 TABLE 1. The First Five Natural Frequencies of the Hybrid Composite and a Steel Leaf Spring

Frequency, Hz
Suspension
1 2 3 4 5
Steel leaf spring 29.6 51.8 94.9 102.5 134.3
Hybrid composite leaf spring 89.34 90.95 188.9 203.11 236.8

3. Fabrication Procedure

Different techniques are employed for the fabrication of composite leaf springs. In the present work, the hand lay-up
technique was employed. A PVA (Polyvinyl acetate) solution was applied to the mold, which acted as a good releasing agent.
The resin was a hydrocarbon — a viscous compound that can be hardened by an appropriate treatment. It is an adhesive
that creates a good bonding strength. In this study, an LY 556/HY 951 hardener was used, which ensures a high bonding
strength. After 10 min of treatment with PVA, an epoxy resin was applied to the mold for obtaining good surface finish and a
high bonding strength between the layers of fibers. Then, the splitted mold was arranged to form the shape of the leaf spring,
and the carbon fibers were placed to form the outermost layers, and the E-glass fibers were stacked to form the inner ones. To
release the air bubbles occurring between layers of the fibers, a roller was used.

4. Results and Discussion

4.1. Natural frequencies

The maximum frequency of 12 Hz is expected due to road irregularities, so the leaf spring should have higher natural
frequencies to avoid resonance. The stiffness of the composite leaf spring was the same as that of the steel one, but its weight
was lower. Using ANSYS, the first five natural frequencies of steel and hybrid composite leaf springs were found. They are
compared in Table 1. As seen, the first natural frequency of the composite leaf spring is nearly eight times the road frequency,
which means that resonance will not occur.
Figure 1 shows the natural frequencies of the hybrid composite leaf spring. The first natural frequency obtained from
ANSYS is given in Fig. 2, where steel and hybrid composites are compared. Due to static and bumping loads, the spring is
subjected both to tensile and compressive stresses above and below the neutral axis. The deflections of steel and hybrid com-
posite leaf springs are plotted in Fig. 3. The maximum stresses produced in the steel and hybrid composite leaf springs are
shown in Fig. 4. The maximum stresses and deflections obtained from the FEA analysis is within the limits of design values,
which attests that the design is safe and can be used for actual fabrication.

4.2. Testing of the hybrid leaf Spring

4.2.1. Experimental analysis of stresses. For an experimental analysis, a special attachment was made to a tensile
testing machine, as shown in Fig. 5. The load was applied to the eye piece by lifting the bottom jaw.
The load vs deformation curve is shown in Fig. 6. The maximum stress obtained by using the FEM (315.3 MPa) was
found to be close to the experimental one (326.85 MPa).

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 250 f, Hz
2
200

150
1
100

50
Мode
0 1 2 3 4 5

Fig. 1. Natural frequency of a hybrid composite spring.

Fig. 2. Natural frequencies f of steel (1) and hybrid composite (2) springs.

а b

Fig. 3. Deflections of steel (a) and hybrid composite (b) leaf springs.

а b

Fig. 4. Stress distribution in steel (a) and hybrid composite (b) leaf springs.

4.2.2. Impact test analysis. An impact test (Izod) was carried out according to the ASTM standard in order to calculate
the toughness of steel and hybrid composite test specimens and the energy absorbed during their plastic deformation. The
values of 24 and 35 J were obtained for the steel and composite, respectively.

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 Fig. 5. Experimental setup for testing hybrid composite leaf springs.

1200 W, kgf

1000

800

600

400

200
, mm
0 20 40 60 80 100 120

Fig. 6. Experimental load–deformation curve W–d hybrid of a leaf spring.

M, , МPa
350 1 1

250

150
2
2
50
0
I II
Fig. 7. Von Mises sM (I) and shear t (II) stresses of steel (1) and hybrid (2) composites.

In Fig. 7, the equivalent von Mises stresses and shear stresses are compared. As can be seen, the stresses produced in
the composite leaf spring are considerably lower than those in the steel one.
The mechanical properties of the hybrids were also investigated by tensile tests at room temperature. The tests were
performed on a Zwick 1474 universal testing machine equipped with an extensometer. The specimens were loaded monotoni-
cally to failure at a crosshead speed of 0.5 mm/min. The load–displacement curves of steel and the hybrid composite are shown
in Fig. 8. The maximum strengths of steel and the hybrid composite were 387.6 and 697.68 MPa, but the proof strengths —

120
 80
W, kN
70
60
50 1
40
30 2
20
10
, mm
0 5 10 15 20 25
Fig. 8. Tensile load–deformation curves W–d of steel (1) and hybrid (2) composites.

238 and 428.4 MPa, respectively. The values are averages of at least three test results. In no hybrids a multiple fracture was
observed, and the stress–strain curves were all linear up to the total fracture. The carbon fibers were able to withstand a higher
stress only when they were placed around glass fibers.

5. Conclusion

A hybrid composite monoleaf spring has been designed and analyzed using the FEM. Thus, the advantage of the com-
posite material over steel has been proved and clearly explained by means of corresponding analyses. No hybrid effects were
observed for the sandwich composites. Finite-element calculations were performed on a model to calculate stress concentra-
tions in a hybrid leaf spring, which can be used to optimize the design. The report proves that the composite material chosen
(glass- and carbon-fiber-reinforced plastic) can withstand the maximum load, the maximum deformation, and the maximum
stress and can be used to create compact suspension systems.

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