ISSN: 0975 -766X CODEN: IJPTFI Available Online through ......S. Sathishkumar*et al. /International Journal of Pharmacy & Technology IJPT| June -2017| Vol. 9 | Issue No.2 | 301 29

S. Sathishkumar*et al. /International Journal of Pharmacy & Technology

IJPT| June-2017| Vol. 9 | Issue No.2 | 30129-30146 Page 30129

ISSN: 0975-766X

CODEN: IJPTFI

Available Online through Research Article

www.ijptonline.com DESIGN, FABRICATION AND ANALYSIS OF E-GLASS/ALEOVERA FIBRE COMPOSITE MONO LEAF

SPRING FOR LIGHT VEHICLE

S. Sathishkumar*1, L. Narayanan

2, R. Mohammad Giyahudeen

3, I .Jeyakumar

4

1Assistant professor (Manufacturing Engineering), Department of Mechanical Engineering, Maha Barathi Engineering

College, Chinna Salem, Tamilnadu, India. 2Assistant professor, M.E (Manufacturing Engineering), Department of Mechanical Engineering, Maha Barathi

Engineering College, Chinna Salem, Tamilnadu, India. 3Associate professor, M.E (Design Engineering), Department of Mechanical Engineering, Maha Barathi Engineering

College, Chinna Salem, Tamilnadu, India. 4Associate professor, M.E (Manufacturing Engineering), Department of Mechanical Engineering, Maha Barathi

Engineering College, Chinna Salem, Tamilnadu, India.

Email: [email protected]

Received on: 22-05-2017 Accepted on: 28-06-2017

Abstract

This project deals with design, analysis and fabrication of “Mono Composite Leaf Spring Using E-Glass and Aleovera

Fibre”. The composite materials are increasingly being used in the transport, aerospace, marine, automobile industries

owing to their improved strength, stiffness and weight reduction. In this project work it is aimed to use E Glass (UD

Mat1250) and Aleovera fibre reinforcement material to design, analysis and present the experimental results of the

studies taking into account tensile strength, tensile modulus, elongation of composite material. The optimum selection of

material is very important in manufacturing industries as these determine surface quality, dimensional precision etc.

Thus, it is necessary to know the properties relating to quality and dimensions precision by means of experimental

investigation and also taking into account the material characteristics such as cost, high strength-to-weight ratio,

storage capacity etc.

The main objective of this project work is to consider E Glass and Aleovera reinforced composite material. The

designed composite leaf spring has also achieved its acceptable fatigue life. This particular design is made

specifically for light weight vehicles. Its prototype is also produced using hand lay-up method.

Keywords: Composite material, leaf spring, UD Mat.

Introduction

In order to conserve natural resources and economize energy, weight reduction has been the main focus of automobile

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manufacturer in the present scenario. Weight reduction can be achieved primarily by the introduction of better

material, design optimization and better manufacturing processes. The suspension leaf spring is one of the potential

items for weight reduction in automobile as it accounts for ten to twenty percent of the un spring weight. The

introduction of composite materials was made it possible to reduce the weight of the leaf spring without any reduction

on load carrying capacity and stiffness since; the composite materials have more elastic strain energy storage

capacity and high strength -to- weight ratio as compared to those of steel.

In surface transportation, reinforced plastics are the kind of composites used because of their huge size. Their stiffness

and cost effectiveness offered, apart from easy availability of raw materials, make them the obvious choice for

applications in surface transportation. In heavy transport vehicles, the composites are used in processing of component

parts with cost-effectiveness.

In such a case, other qualities must necessarily justify the high expenditure. Mechanical properties of the parts, which

affect the thickness and weight, must offer enough savings to render them more effective than steel. It however shows

a higher machining waste than reinforced plastics. 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. So, increasing the energy storage capability of a leaf spring ensures a more

compliant suspension system. According to the studies made a material with maximum strength and minimum

modulus of elasticity in the longitudinal direction is the most suitable material for a leaf spring. Fortunately,

composites have these characteristics. 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 unsprung

mass of the automobile. The fatigue behavior of Glass Fiber Reinforced Plastic (GFRP) epoxy composite materials

has been studied in the past. Theoretical equation for predicting fatigue life is formulated using fatigue modulus and

its degrading rate. This relation is simplified by strain failure criterion for practical application.

Leaf Spring:

A leaf spring is a simple form of spring commonly used for the suspension in wheeled vehicles. Originally called a

http://en.wikipedia.org/wiki/Spring_%28device%29

http://en.wikipedia.org/wiki/Suspension_%28vehicle%29

http://en.wikipedia.org/wiki/Wheel



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

manufacturers have experi mented with 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

swivelling member. There were a variety of leaf springs, usually employing the word "elliptical". "Elliptical" or "full

elliptical" leaf springs referred to two circular arcs linked at their tips. This was joined to the frame at the top center

of the upper arc; the bottom center was joined to the "live" suspension components, such as a solid front axle.

Additional suspension components, such as trailing arms, would be needed for this design, but not for "semi-elliptical"

leaf springs as used in the Hotchkiss drive. That employed the lower arc, hence its name. "Quarter - elliptic"

springs often had the thickest part of the stack of leaves stuck into the rear end of the side pieces of a short ladder

frame, with the free end attached to the differential, as in the Austin Seven of the 1920s. As an example of non-elliptic

leaf springs, the Ford Model T had multiple leaf springs over its differential that were curved in the shape of a yoke. As

a substitute for dampers (shock absorbers), some manufacturers laid non-metallic sheets in between the metal leaves,

such as wood.

Types of Leaf Spring:

There are four basic designs of leaf spring that are used in stock car racing. They are:

Multi-Leaf Springs: Multi-leaf springs are just as described, made up of multiple leaves of varying length. These tend

to be increasing rate springs in bump and decreasing rate in rebound and are useful for supporting the car as well as

controlling axle wrap-up.

http://en.wikipedia.org/wiki/Ellipse

http://en.wikipedia.org/wiki/Middle_Ages

http://en.wikipedia.org/wiki/Arc_%28geometry%29

http://en.wikipedia.org/wiki/Spring_steel

http://en.wikipedia.org/wiki/Rectangle

http://en.wikipedia.org/wiki/Axle

http://en.wikipedia.org/w/index.php?title=Tie_holes&action=edit&redlink=1

http://en.wikipedia.org/wiki/Stiction

http://en.wikipedia.org/wiki/Frame_%28vehicle%29

http://en.wikipedia.org/wiki/Trailing_arm

http://en.wikipedia.org/wiki/Hotchkiss_drive

http://en.wikipedia.org/wiki/Austin_7

http://en.wikipedia.org/wiki/Ford_Model_T

http://en.wikipedia.org/wiki/Yoke

http://en.wikipedia.org/wiki/Shock_absorber



Parabolic Leaf Springs: Parabolic leaf springs can be a single-leaf or multi-leaf design whereas the leaves are thicker

near the axle and have a tapered thickness design out to the eyes. These too support the weight of the car without the

need for extra springs and do a fair job of controlling axle rotation under acceleration and braking. They can provide a

much smoother ride due to the fact that the leaves don’t develop the friction associated with standard multi-leaf designs.

Elliptical Leaf Spring: Leaf springs are commonly called elliptical or semi-elliptical, as they are shaped like a section

from an ellipse. Held at both ends and loaded in the center, when the three points are in line the leaf spring which

started out as an elliptical section will be flat and straight, which is the desired end condition, which is why they are

shaped like an ellipse to begin with. The typical vintage design leaf spring has a leaf or leaves that are made from flat

strip stock, equal thickness and equal width for the full length. When a leaf like this is bent by opposing force at three

points, it sees highest stress at the center point and lowest stress at the end points.

The Mono-Leaf Spring: The mono-leaf spring is usually characterized by being a low rate, thinner spring that serves

to locate the rear-end fore to aft and laterally. It basically replaces the trailing arms and the Pan hard bar used in

three- and four-link systems. It offers little spring rate to hold the car up nor much stiffness to bending to help control

axle wrap-up. The design of the car must include additional springs to support the car plus a third link or lift bar system

for controlling accelerating forces that will try to rotate the rear-ends.

Composite Leaf Springs:

Composite leaf springs are a fairly new product in racing that has been further refined recently. They’re made of

fiberglass instead of steel. The mounting portions are composed of steel that is bolted to the fiberglassleaf. These

leaves come in various rates and, with the lower rates, ma y need additional coil springs to support the weight of the

car.

Diagram:



Steel vs. Composite:

The newest innovation in racing leaf spring technology is the composite design, or what some would call a fiberglass

leaf, although there are other materials involved in the construction of these products. Composite leaf springs are not a

new concept. The Chevrolet Corvette has been using this design of spring for quite some time now.

The composite leaf spring is made of a resin and fiberglass type of material. The primary advantages of using a

composite leaf spring are a 60-70 percent weight savings over steel springs and the tendency of the composite

spring to maintain its shape. The composite leaves, just like the steel, come in various rates from 35 to 250 pounds.

They can be used as a “single” leaf in low rates or as a “stack” leaf, still a mono-design but thicker like a stacked steel

spring.

It’s the characteristic of maintaining a constant arc and shape that most appeals to current users of composite leaves,

not necessarily the weight savings. The minus we discovered was that the composite must be protected from heat and

contact with anything that would chip it, starting a process that might lead to failure. Failure with a composite

leaf means breaking whereas a steel leaf will definitely bend, but seldom break. For the hobbyist racer who doesn’t

have the time or patience to decipher all of the complexities of the three- or four-bar systems, much less afford

all of that “mess,” the leaf car offers a good system for a reasonable price that can, and does, win races.

Modeling

Specification of a fiber sheet:

1. Name of the Fiber Sheet = UD Matt 1250 GSM(E-Glass)

2. Density (ρ) = 1.6 – 2 Mg/ m3

3. Tensile strength (𝞼t) = 410 – 1180 MN / m2

4. Tensile Modulus (Et) = 21 – 41 GN / m2

5. Compressive Strength (𝞼c) = 210 – 480 MN / m2

6. Flextural Strength (𝞼b) = 690 – 1240 MN / m2

7. Flextural Modulus (𝞼b) = 27 – 41 GN / m2



Modeling is done by using a Pro – E software a

Front View of Mono Composite Leaf Spring

Side View of Mono Composite Leaf Spring

Model Generation:

In ANSYS terminology, model generation usually takes on the narrower meaning of generating the nodes and

elements that represent the spatial volume and connectivity of the actual system. Thus, model generation in this

discussion means the process of defining the geometric configurations of the model’s nodes and elements. The ANSYS

program offers the following approaches of model generation. Creating a solid model within ANSYS using direct

generation of the component within the software itself or importing model created in any other computer aided

design software which is compatible with Ansys software. Direct generation of solid in Ansys software is somewhat

tedious because the person who knows completely about Ansys software can create few parts in software. Some parts

with complicated structure and dimensions cannot be created by this software. In these cases, it is better to model the

problem in any other computer aided design software and import the component for analysis into this Ansys



software, because created a complete component in Ansys software is somewhat time consuming processes.

Analysis of Leaf Spring:

Structural analysis is the most common application of the finite element engineering structures such as bridges and



buildings, but also naval, aeronautical, and mechanical structures such as ship hulls, aircraft bodies, and machine

housings, as well as mechanical components such as pistons, machine parts, and tools. The seven types of structural

analyses available in the ANSYS family of products are explained below. The primary unknowns (nodal degrees of

freedom) calculated in a structural analysis are displacements. Other quantities, such as strains, stresses, and

reaction forces, are then derived from the nodal displacements. Structural analyses are available in the ANSYS

Multi physics, ANSYS Mechanical, ANSYS Structural, and ANSYS Professional programs only. You can perform the

following types of structural analyses. Each of these analysis types are discussed in detail in this manual.

1. Static Analysis

Used to determine displacements, stresses, etc. under static loading conditions both linear and nonlinear static

analyses. Nonlinearities can include plasticity, stress stiffening, large deflection, large strain, hyper elasticity, contact

surfaces, and creep.

2. Modal Analysis

Used to calculate the natural frequencies and mode shapes of a structure. Different mode extraction methods are

available.

3. Harmonic Analysis

Used to determine the response of a structure to harmonically time-varying loads.

4. Transient Dynamic Analysis

Used to determine the response of a structure to arbitrarily time varying loads. All nonlinearities mentioned under

Static Analysis above are allowed.

5. Spectrum Analysis

An extension of the modal analysis, used to calculate stresses and strains due to a response spectrum or a PSD input

(random vibrations).

6. Buckling Analysis

Used to calculate the buckling loads and determine the buckling mode shape. Both linear (Eigen value) buckling and

nonlinear buckling analyses are possible.

7. Explicit Dynamic Analysis

This type of structural analysis is only available in the ANSYS LS-DYNA program. ANSYS LS-DYNA



provides an interface to the LS-DYNA explicit finite element program. In addition to the above analysis types, several

special-purpose.

Strain Analysis

Deformation of Leaf



There are numerous methods for fabricating composite components. Some methods have been borrowed (injection

molding, for example), but many were developed to meet specific design or manufacturing challenges. Selection of

a method for a particular part, therefore, will depend on the materials, the part design and end-use or application.

Hand lay-up method.

Open molding

Resin infusion processes

Vacuum-assisted resin transfer molding

Resin film infusion

In this project we have to fabricate the leaf spring by using the hand layout method.

A release agent, usually in either wax or liquid form, is applied to the chosen mold. This will allow the finished product

to be removed cleanly from the mold. Resin typically a 2-part polyester, vinyl or epoxy is mixed with its hardener and

applied to the surface. Sheets of fiber glass matting are laid into the mold, then more resin mixture is added using a

brush or roller.

The material must conform to the mold, and air must not be trapped between the fiberglass and the mold. Additional

resin is applied and possibly additional sheets of fiberglass. Hand pressure, vacuum or rollers are used to make sure the

resin saturates and fully wets all layers, and any air pockets are removed. The work must be done quickly enough

to complete the job before the resin starts to cure, unless high temperature resins are used which will not cure until the

part is warmed in an oven. In some cases, the work is covered with plastic sheets and vacuum is drawn on the work to

remove air bubbles and press the fiberglass to the shape of the mould.

Fiberglass hand lay-up operation:

Epoxy:

Epoxy resins were first commercialized in 1946 and are widely used in industry as protective coating and for

structural applications, such as laminates and composites, tooling, molding, casting, bonding and adhesives, and

others.

Epoxies have improved strength and stiffness properties over polyesters. Epoxies offer excellent corrosion

resistance and resistance to solvents and alkalis. Cure cycles are usually longer than polyesters, however no

by- products are produced.

The characteristics of epoxy resins are high chemical and corrosion resistance, good mechanical and thermal

properties.

Flexibility and improved performance is also achieved by the utilization of additives and fillers.



Fabrication Process:

At first we are preparing the moulds as per the shape of the leaf spring and the setup by using the wood.

Preparing the stiffener and clamping plates on the wood.

After that cutting the glass and aleovera fiber sheet for our required dimensions.

Applying wax / gel/ polythene on the bottom side of the fiber sheet for their easy removal.

Preparing the mixture of epoxy resin and polyamine hardener. For each 50ml epoxy mixing a hardener of 7.5ml

respectively.

Image of UD Matt Cutting Process of UD Matt

Layer Of UD Matt Mixing of Epoxy resin

Assembling of Layer

Final View of Fabrication



Applying the mixture just above the wax / polythene.

Start laying up the first ply and apply the matrix on it again repeat the same procedure up to the desired thickness.

Apply the matrix well on the top most layers and cover the upper mould after the wax flim is done on its fiber

side.

Put the stiffener on the covered mould and clamp tightly using the plates and c- clamps.

Allow the composite leaf spring to cure enough at the room temperature.

After fabricating remove it from the setup and trim the excess materials.

Testing Procedures:

Flexural test

Flexural strength also known as modulus of rupture, bend strength, or fracture strength a mechanical parameter for

brittle material is defined as a material's ability to resist deformation under load. The transverse bending test is most

frequently employed, in which a specimen having either a circular or rectangular cross-section is bent until fracture

or yielding using a three point flexural test technique. The flexural strength represents the highest stress experienced

within the material at its moment of rupture. It is measured in terms of stress, here given the symbol.

Working Procedure

When an object formed of a single material, like a wooden beam or a steel rod, is bent i t experiences a range of stresses

across its depth. At the edge of the object on the inside of the bend (concave face) the stress will be at its maximum

compressive stress value. At the outside of the bend (convex face) the stress will be at its maximum tensile value. These

inner and outer edges of the beam or rod are known as the 'extreme fibers'. Most materials fail under tensile stress

before they fail under compressive stress, so the maximum tensile stress value that can be sustained before the beam or

rod fails is its flexural strength. Operation of the machines is by hydraulic transmission of load from the test specimen

to a separately housed load indicator. The hydraulic system is ideal since it replaces transmission of load through

levers and knife edges, which are prone to wear and damage due to shock on rupture of test pieces.

Specification of the Problem

Multi leaf structure creates problems such as producing squeaking sound, fretting corrosion thereby decreasing the

fatigue life. The objective of the present work is to design and analyze mono leaf natural composite leaf spring.

http://en.wikipedia.org/wiki/Three_point_flexural_test

http://en.wikipedia.org/wiki/Three_point_flexural_test



For this purpose, Glass Fiber/Epoxy & Natural fiber Glass composite leaf springs we remanufactured using hand-layup

technique. Then they are experimentally tested for static load conditions and the results are compared with FEA

results. The fatigue factors and natural frequencies are computed for the NFRC leaf spring. Considering several types of

vehicles that have leaf springs and different loads on them, various kinds of composite leaf spring have been

developed. The following cross-sections of mono-leaf spring for manufacturing easiness are considered.

Constant thickness, constant width design

Constant thickness, varying width design

Varying width, varying width design.

In the present work, only a mono leaf spring with constant thickness, constant width design is analyzed. As leaf spring

contributes considerable amount of weight to the vehicle and needs to be strong enough, a mono E-glass/Epoxy leaf

spring is designed and simulated following the design rules of the composite materials. Due to catastrophic failure

nature of materials already used in automotive leaf spring, it is considerably replaced by high strength, high stiffness

composite material. For the suspension of three wheeler vehicle. The leaf spring model is created by modeling

software like pro-E and it is imported in to the analysis software and the loading, boundary conditions are given to

the imported model and result are evaluated by post processor. The different comparative results of steel leaf

spring and composite leaf spring are obtained to predict the advantages of composite leaf spring for a vehicle.

Diagram

Testing of composite leaf by using UTM machine.



Load is applied by a hydrostatically lubricated ram. Main cylinder pressure is transmitted to the cylinder of the

pendulum dynamometer system housed in the control panel. The cylinder of the dynamometer is also of self-

lubricating design. The load transmitted to the cylinder of the dynamometer is transferred through a lever system to a

pendulum. Displacement of the pendulum actuates the rack and pinion mechanism which operates the load indicator

pointer and the autographic recorder.

The deflection of the pendulum represents the absolute load applied on the test specimen. Return movement of the

pendulum is effectively damped to absorb energy in the event of sudden breakage of a specimen. FIE Electronic

Universal Testing Machine is designed for testing metals and other materials under tension, compression bending,

transverse and shear loads. Hardness test on metals can also be conducted.

Observed Values:

S.No.

Specification

Thickness in mm

6 8 10

01. Material E- Glass-UD matt (1250 GSM)

02. Load applied in KN 4.25 8.50 13.02

03.

Change in length in mm

1072

1070

1068

04. Original length in mm 1000 1000 1000

05. Breadth in mm 60 60 60

06. Young’s Modulus 2.1 x 10

5 N/mm

2

Observed Values Of Testing Methods.

Experimental Testing Results:

S.No

Material

Used

Thickness

(mm)

Load applied

(W) in KN

Stress

induced

(𝞼) in

MPa

Deflection

in mm

01. E-Glass and

Aleovera

Material

6 4.25 1357.63 269.37

02. 8 8.50 763.67 85.23

03. 10 13.02 488.75 34.91



Experimental Testing Result Izod Impact Testing:

Izod impact testing is an ASTM standard method of determining the impact resistance of materials. An arm held at a

specific height is released. The arm hits the sample and breaks it. From the energy absorbed by the sample, its impact

energy is determined. A notched sample is generally used to determine impact energy and notch sensitivity. The test is

similar to the Charpy impact test but uses a different arrangement of the specimen under test. The Izod impact test

differs from the Charpy impact test in that the sample is held in a cantilevered beam configuration as opposed to a

three-point bending configuration.

Impact Energy:

Impact is a very important phenomenon in governing the life of a structure. For example, in the case of an aircraft,

impact can take place by a bird hitting a plane while it is cruising, or during take off and landing the aircraft may be

struck by debris that is present on the runway, and as well as other causes. Impact tests are used in studying the

toughness of material.

A material's toughness is a factor of its ability to absorb energy during plastic deformation. Brittle materials have low

toughness as a result of the small amount of plastic deformation that they can endure. The impact value of a

material can also change with temperature. Generally, at lower temperatures, the impact energy of a material is

decreased. The size of the specimen may also affect the value of the Izod impact test because it may allow a

different number of imperfections in the material, which can act as stress risers and lower the impact energy.

Working Procedure:

Raise the swinging pendulum weight and lock it.

Release the trigger and allow the pendulum to swing.

This actuates the pointer to move in the dial.

Note down the frictional energy absorbed by the bearing.

Raise the pendulum weight again and lock it in position.

Place the specimen in between the simple anvil support keeping the U notch in the direction opposite to the

striking edge of hammer arrangement.

http://en.wikipedia.org/wiki/ASTM

http://en.wikipedia.org/wiki/Charpy_impact_test





Experimental Testing Results:

S.No

Material

Used

Thickness

Energy

absorbed by

force (A)

J

Energy

spent to

break the

specimen

(B)

J

Energy

absorbed

by the

specimen (A

- B)

J

Impact

strength

J/mm2

01. E-Glass and

Aleovera

Material

6 0 20 20 0.055

02. 8 0 40 40 0.083

03. 10 0 60 60 0.100

Table 5.3 Experimental Testing Results for Impact Test.

Advantages:

It reduce unstrung weight & suspension weight by 85%.

The strength-weight ratio & stiffness is is higher than other materials.

The composite material has more elastic strain energy, storage capacity and excellent corrosion resistance.

It reduces the fuel consumption over leaf spring using steel.

Disadvantages:

High cost than leaf spring using steel.

Complex repair occur.

Applications:

It is used in Automobile,

Aircraft,

Ship building.

Conclusion

Steel Leaf Spring can be successfully replaced by composite materials for weight reduction, improved strength, and

improved ride comfort without any modifications in the existing attachment to the vehicle. Different reinforcing fibers

are available such as E-glass, C-glass, S- glass for strengthening the composite structures. Out of these materials E-glass

(UD Mat1025) fibers gives better results with minimum cost. Therefore, generally it is selected as reinforcing fiber

material in addition of aleovera. Similarly, Epoxy Resin have better properties such as high tensile strength, flexural

strength, adhesion strength at low cost as compared to other resins. Therefore, generally it is used with reinforcing



fibers. The lifetime of composite material is much higher than steel with a large weight reduction. Process used for

manufacturing is very simple and chief and so manufacturing cost is less. The following conclusions are made.

S. NO. PARAMETERS STEEL COMPOSITE FIBRE

01. Maximum Deflection(mm) 107.5 269.37

02. Maximum Stress(MPa) 503.3 488.75

03. Load(N) 3980 4250

04. Weight(kg) 3.690 0.807

Result Comparison of Steel and E-Glass/Epoxy

By changing the thickness and number of leaf we shall get the stress and deflection in limit.

1. To use the composite material instead of steel, we have to change dimensions. Here we have changed the

thickness from 6 mm, 8 mm and 10 mm.

2. The weight reduction is 85%.

3. It is concluded that composite Mono leaf spring is an effective replacement for the Existing steel leaf

spring in light passenger vehicles.

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Documents

ISSN: 0975 -766X CODEN: IJPTFI Available Online through ......S. Sathishkumar*et al. /International Journal of Pharmacy & Technology IJPT| June -2017| Vol. 9 | Issue No.2 | 301 29