9 XI November 2021

https://doi.org/10.22214/ijraset.2021.39000
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.429
Volume 9 Issue XI Nov 2021- Available at www.ijraset.com

Design Optimization of Leaf Spring Using FEM

and RSM
Dilkhush Kumar, Prof. Rahul Shrivastava
1
Oriental Institute of Science and Technology
2
Guide

Abstract: The prime objective of this design and analysis work is to design a Pressure vessel by following the standards of
American Society of Mechanical Engineers (ASME). Pressure vessel as a subject matter was opted for the design and analysis
with a principal aim to minimize the stress being produced within the structure by structural modification in the Pressure vessel
by using analytical approach. ASME (BPVC) Sec-VIII Div- I and Div-II was used to follow the Design by Rule (DBR) and
Design by Analysis (DBA) approach. Along with that ASME (BPVC) Sec-II Part- A and Part- D was followed. Cylindrical,
Horizontal bullet type Pressure vessel with Hemispherical head was used for this analysis .This work was intended for Stress
Minimization within the structure as a principal aim, which is being caused by the exertion of pressure of the fluid on the
internal wall and for this SA516Gr65 and SA537 CL 1 material was selected form ASTM Library.
This designed Pressure vessel to be used for the LPG gas storage under the internal design pressure of 1.55MPa at 55°C. The
design and analysis work was carried out in two sections Design by Rule (DBR) which is a conventional design, for that
empirical formula was used to calculate the value of stress being produced under the given conditions and for the required
thickness of the shell, head and nozzle to sustain the applied pressure of fluid by following the standards of ASME (BPVC) Sec-
VIII Div- I and Deign by Analysis (DBA), which is a analytical design approach, here Finite Element Method (FEM) was opted
for the analysis of the designed model, which was done in the CATIA V5, here in the CATIA two models, Model 1 and Model 2
were created and a structural modification was done in the model 2 and then analysis was performed in the Ansys Workbench
16.0. The comparison was made for both the design approach for the minimized stress values of Hoop Stress and Longitudinal
Stress by structural modification and the required thickness under the alternative materials selections criteria was discussed. Up
to 25% less stress value was seen in comparative structural analysis of Model 1 and Model 2. This report also discusses the use
of SA537 CL 1 material as an alternative options which helps to reduce the thickness of the vessel when compared to the existing
materials because this material can sustain the same amount of pressure under given condition at a thinner shell also, this is
numerically proved here in this work.
Keywords: Pressure Vessel, ASME, Stress Minimization, LPG, FEM, DBR, DBA, Optimum Design.

I. INTRODUCTION
A. General
Increasing competition and innovation in the automotive industry leads to the modification or replacement of the current goods with
new innovative and sophisticated material products. In the current era of fast depletion of natural resources, the primary emphasis
among the vehicle manufacturers is to reduce the weight the weight of the vehicles. Less weight is directly proportional to less
consumption of the fuel (natural resources) and save energy. Weight loss may be accomplished mainly via the use of innovative
mixtures of alternative materials, design optimization, and improved manufacturing methods.
Vehicle suspension systems is yet another field where these advancements are made on a regular basis. More efforts are centered to
user's comfort. A satisfactory equilibrium among the comfort and budget in the manufacturing of leaf springs has become the need
of the hour. Numerous changes have been already incorporated to the suspension system in last few decades to enhance the
productivity in the vehicles. The suspension leaf spring, which accounts for 10% to 20% of the unsprung weight in vehicles, is one
of the targeted areas for weight reduction. The consequences of weight reduction are improved fuel efficiency and better ride
characteristics of vehicle. The invention of parabolic leaf springs and the usage of composite materials for these springs are some of
the most recent suspension system improvements. This addresses the primary focus on the use of composite materials to replace
steel from the traditional suspension leaf springs. Steel leaf springs have been revealed to be inferior than composite leaf springs.
With less weight and less fatigue, the later has shown better strength and weight-bearing characteristics. They have a higher capacity
for storing elastic strain energy.

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The sole stumbling block is the composite structure's complicated structure. The main leaf spring utilised in the research is a part of
an electric trolley (used in industries for internal transportation) suspension system. The problem with the available leaf spring was
its weight and low fatigue life. To solve the problem, different composite fibres were studied from available literature. Finally a
Carbon Fibre Reinforced Polymer (CFRP)composite (woven fibre) material was selected as a material to replace the Steel Society
of Automative Engineers (SAE) 5160. In this research work, various models of main leaf spring were designed, analyzed and in last
optimized to get better design.

B. Leaf Spring
An elastic body that performs the function of distorting when it is loaded and returns to its initial form when the load is removed is
called a spring. Theoretically, a leaf spring is also known as a carriage spring or laminated. It is an elementary kind of spring that is
frequently used as suspension in wheel rolled vehicles. In automotives such as heavy duty carriage, light motor vehicles and rail
systems, to absorb shock loads leaf springs are primarily utilised in suspension systems.

Fig. 1.1: Leaf spring

1) Construction of Leaf Spring

a) Semi-elliptical leaf springs are utilised in automotive.
b) These leaves are comprised of a number of plates varying in length.
c) The Master leaf is the main leaf, which is the longest, while all other smaller leaves are called graded leaves.
d) Ubolts are used to secure the spring to the axle.
e) The leaves are held together by rebound clips.
f) The central clampis used to securethe leaf spring to the wheel axle .

Fig.1.2: Leaf spring parts

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C. Composites
Composites are a broad group of materials that are distinguished by the fact that they are made up of two or more different
components. The current study will focus on a kind of composite known as Fiber-Reinforced Plastics (FRP). FRPs are epoxy resin-
based composites with fibrous high-strength components. FRPs have great strength and stiffness while being extremely light, and
are often used as a substitute for metals in buildings where high performance and low weight are desired. FRPs are often used as
low-weight, high-strength materials in the aerospace, automotive, and marine sectors. Both the matrix and the fibre contribute to the
durability, making them much more robust than the fibres alone. The fibres on the other hand, have a greater effect on the strength,
making them very strong in stress. FRPs are utilised in civil infrastructure for concrete patching, bridge cable reinforcement, and
entire bridges. FRPs provide a number of benefits over steel, including the flexibility to adapt the material to the system's demands,
corrosion resistance, increased material lifespan and durability, and reduced construction time and cost. Unfortunately, very little
long-term testing has been done to determine the materials' ageing properties and limits. Furthermore, the environmental ageing of
FRP in the short and long term is yet unknown. The capacity to insert strong stiff fibres in the correct location, in the right
orientation, and in the proper volume fraction is the core of fiber-reinforced composite technology
The focus of this study will be on bidirectional reinforced polymers. The fibres in a FRP may take one of two forms: unidirectional
reinforcement, in which the fibres are continuous along one direction of the composite, or bidirectional reinforcement, also known
as woven, in which the fibres are knitted in a fabric shape and span two directions of the composite.
A composite material may take on a laminar shape, which means it is made up of a certain number of layers, also known as plies or
laminates, each of which has a matrix and five fibre constituents. The fibre orientation, as well as the fibre and matrix percentages
and materials, may vary from laminate to laminate. The composite material has a specific ply sequence defined by the various fibre
orientations in the plies, and all laminates combined make up the laminate or ply stack (Fig. 1). The final characteristics of the
composite structure are determined by the ply, or stacking, sequence, volume percentages of the components, and number of
laminates in the laminate. The number of plies may be even or odd, resulting in anti-symmetric or symmetric laminates (Fig. 2),
which will influence the composite structure's performance and characteristics.

Fig.1.3: Laminate composites

II. LITERATURE REVIEW

A. Literature Review
1) James N Foote et al. (2016) Controlled shot peening is well known and acknowledgedas a method of increasing fatigue
strength, according to the findings. The majority of the research ignores the impact of internal damping under different shot
peening settings. Dampening thought will lead to a better grasp of the actual causes for the apparent decrease in fretting
weariness. The majority of studies focused on improving fatigue life via shot peeing, which imparts compressive residual stress
in the material's top layer, complicating the nucleation and propagation of fatigue fractures. The majority of them used the
fracture mechanics model, while a few [3, 34, 42, 54, 67, 90, 120] tried to increase fatigue life using the stress approach model.
Researchers that are interested in fatigue behaviour attempted to determine the impacts of surface roughness. The importance of
surface roughness when evaluating the surface contact between two bodies cannot be overstated. Because crack initiation is
influenced by surface characteristics, the local stress field created by surface roughness is critical. There may be goals of
infinite life, zero weight, infinite strength, or 100 percent dependability when designing any mechanical component for fatigue
failure, or even all four at the same time. After shot peening, a component's fatigue life improves, which raises additional
problems such component design, size, and material, which should be changed for economy and efficiency
[3,27,51,63,84,90,110]. Designers prefer accurate fatigue estimates for real components, although they are still susceptible to
errors.

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2) Taehong Kim et al. (2019) The impact of leaf form was studied using a semi-analytic model based on Euler beam theory and a
FEM model. The position of contact points changes as the form of the leaf changes. Experiments have indicated that the noise
is caused by a tiny collision between the leaves, based on this study. In order to examine the impact of shape change, the Euler
beam model is found to be more effective.
3) Pagani, A., R. et al. (2019) The static and dynamic behaviours of composite leaf spring landing gears during the landing phase
of an aeroplane are investigated in this article. In order to assess the forces that occur on the fuselage during the impact of the
aircraft on the ground, an exact simulation of the entire landing gear system must be conducted. The Finite Element Method
(FEM) was used to create a model of the leaf spring landing gear, which was then used to evaluate its motion using a Multibody
Simulation (MBS). The findings illustrate how straight and curved leaf springs transfer force to the fuselage. In order to assess
design sensitivity, several thickness and material values were considered. Finally, graphs and tables depict the connection
between the geometry and material properties of composite landing gear and the force on the fuselage, which may be utilised in
future landing gear design and development.
4) Loganathan, et al. (2020) In order to reduce fuel consumption and improve efficiency, the automotive and aviation industries
are looking for a superior alternative material that has excellent specific strength, is light in weight, and is extremely durable.
The automobile leaf spring is a component that promotes vehicle dynamics and, as a result, travel comfort by providing the
necessary stiffness. The study of automobile leaf springs in terms of material change from conventional SAE 5160 steel
(Chromium steel) to CFRP (Carbon Reinforced Polymer Composite) to achieve significant strength, associated weight
reduction with reduced fuel consumption, and improved vehicle performance is the focus of this work. The findings of flexural
fatigue life and damage suffered for both materials are presented in this paper using FE Analysis. Various ply orientations are
also taken into account in order to improve the fatigue life of composite materials.
5) Raju, B. et al. (2020) Leaf springs are a kind of spring that is utilised in car suspension systems. A leaf spring's primary purpose
is to sustain vertical loads while also isolating road-induced vibrations. A typical leaf spring design from a commercial small
load carrier vehicle was selected for research in this project. The research is looking for a novel leaf spring material. Materials
such as Silicon Manganese Steel, Carbon Fiber, Silicon Carbide, Co-Cr-Ni alloy, Al oxide (99% alumina), and Beryllium Alloy
are compared to standard materials to determine their compatibility. SOLIDWORKS is used to model the leaf spring, while
ANSYS 16.0 Workbench is used to perform static analysis. The goal of this research is to compare the stresses and deformation
of different types of materials. Different materials are subjected to static analysis and compared to one another in order to find
the best material for manufacturing. Carbon fibre, when compared to other materials, has superior characteristics, according to
the findings of the static study. Furthermore, the loading circumstances and material selection have a significant impact on the
functioning of the leaf spring. As a consequence, the Taguchi technique may be used to verify the findings obtained for the
material Carbon fibre. Carbon Fiber, which is a composite material, may be regarded an excellent material for the building of
leaf springs, according to the total static analysis and validation via the Taguchi Method.

B. Research Gap
Based on the above history and literature, as well as research articles by various researchers and professionals, it has been
determined that there are some areas in which research has not been focused in relation to leaf springs, and it has been proposed to
focus on those areas with this current work.
The research gaps discovered throughout the literature evaluation are as follows:

1) Many different types of composite materials are used for replacing steel leaf spring but woven fibre i.e. bidirectional fibres
reinforced polymer composites are comparatively not evaluated properly whereas these woven fibres eliminates the problem of
chipping of outer layer of composite fibres in leaf spring application and can play an important role in solving the weight
problem of metallic leaf spring.
2) Very few researchers have considered the impact of more than one variables in designing the leaf spring, mostly mass was
reduced by using new material but various other factors like fatigue life etc are not taken into considerations which is very
important while replacing one material with another.
3) A small number of researchers focused on using computer optimization techniques like RSM etc to optimize different leaf
spring design characteristics.

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C. Research Objectives
The following are the primary goals for this research project:
1) Minimizing the weight of spring
2) Cost saving
3) Optimized design
The above-mentioned research goals may be met by altering the leaf spring design, as well as the material and/or material
characteristics of the leaf spring. The advantages that may be gained by fully completing this study effort are as follows:
Material and time saving
a) Precision & Accuracy
b) New and improved design
c) Increased analysis speed

III. METHODOLOGY
A. Research Design, Procedures and Tools Used
After selection of material, various softwares were used in a sequence to get the desired outcome. As described earlier, CATIA was
used for CAD Modeling of all leaf spring models (described in chapter 4). Ansys was used for modeling and simulation work.
Response Surface methodology software “Design Expert” is used for optimization of leaf spring.
After CAD modeling, all models are imported from CATIA to ANSYS Software. ANSYS software works on the principle of Finite
Element Analysis (FEA). FEA is a numerical technique which is mostly used to get the approximated result by the solution of
partial differential equations which is developed by using various boundary conditions, external applied loads etc. A comprehensive
layout of the modeling part in ANSYS is shown in figure 3.2.

Fig3.2: layout of the modeling part in ANSYS

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In our study FEA has been done in simulation software ANSYS workbench 2021R1 for steel as well as Carbon Fibre Reinforced
Polymer (CFRP) springs.

ANSYS modeling is divided into mainly 3 parts:

1) Modeling (Pre-processing)
2) Ansys workbench solving/Analysis of results
3) Post processing (interpretation of results)

The detailed work of modeling and Analysis is discussed in chapter 4.

For optimization part, Response Surface Methodology (RSM) is used as it conducts large number of experiments in a very short
span of time which enables researchers to save time and money. RSM is world recognized statistical and mathematical tool which
calculates the effect of various factors on the certain number of responses of interests. It is a tool which calculates and identifies the
optimal responses by doing various numbers of experiments in short span of time. In this research, Design Expert Software used the
ANSYS results data to optimize the design of Leaf Spring. Width and thickness of leaf spring are optimized through RSM technique
considering various constraints of responses chosen i.e fatigue life, deflection, Von misses stress, mass etc.
For optimization through RSM, firstly we need to identify the independent factors and responses variables. Independent factor’s
lower and upper limit should be inputted in Design Expert software with respect to which alpha and face values of factors will be
decided by software itself. Selection of responses is equally important as responses will play very important role in optimizing the
factors. In this research work, width and thickness are taken as independent factors and 4 parameters i.e. stress, displacement
(deformation), fatigue cycle and mass of leaf spring models are considered as responses. All the experimental data required for
modeling of various RSM model in Design expert software is taken from the result part of ANSYS model. Values of all 4 responses
with respect to independent factors are taken and inputted to create mathematical model for all the responses. Model selection
(linear, quadratic, 2F1, cubic) is done on the basis of ANOVA, F test, Adjusted and predicted R² values difference and adequate
precision ratio. After selection of particular model for all responses, mathematical equations are derived in terms of actual factors
and coded factors. Modal graphs can also be generated using Design expert software.
A flow diagram describing the processing of RSM is shown in figure 3.3

Fig 3.3: Flow Diagram Describing the Processing of RSM

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Equations of responses generated in RSM modeling in terms of actual factors are:

 Stress Max =1026.45160 - 46.41854*thickness -3.29042*width,

 Displacement = +1.05015 - 0.107720*thickness - 0.006903*width - 0.000360*thickness*width + 0.004802*thickness²
+0.000080*width²
 Fatigue Cycles = 1904000 + 756800 * thickness + 377000 * width
 Mass = -1.11125 + 0.111256 * thickness + 0.015213 * width + 0.003718* thickness * width - 0.006154* thickness² -
0.000157* width²

After obtaining mathematical equations and models for all the responses, various constraints are set for all the responses to optimize
the independent factors.
In this part, design expert software conducts various numbers of experiments (109 in this research) considering random values of
independent factors (width and thickness) within range to get the optimized solution. A detailed discussion of RSM modeling and
optimization is discussed in chapter 5.

B. Data Analysis
The results obtained from ANSYS are used in RSM software for creation of mathematical modeling of selected responses. Various
statistical tools like ANOVA (Analysis of Variance), standard deviation etc are examined for obtained ANSYS data. Subsequently
results of all 9 models of CFRP composites are analyzed and compared separately with result data of Steel leaf spring. The data
analysis is done through various bar graphs and charts which are explained in chapter 6. Main outcomes of the analysis are:

1) Maximum Stresses developed in all CFRP leaf springs are compared with the help of bar graphs.
2) Masses of all 9 CFRP leaf springs are compared to the steel leaf spring mass.
3) Deflection and Fatigue cycle in all leaf springs is compared and analyzed using charts.
4) All these parameters of optimized CFRP leaf spring is compared with existing SAE5160 Steel leaf Spring.

IV. MODELING AND ANALYSIS

A. Drafting of Leaf Spring Models
Drafting of the Leaf models is carried out in Computer Aided Three-dimensional Interactive Application (CATIA) software which
is multi platform for Computer Aided Engineering (CAE), 3D Modelling, Computer Aided Design etc.
CATIA is a French company Dassault Systems developed software and is mostly preferred in design analysis as it supports multiple
stages of product designing and development be it in initial stages of drafting or final stage of analysis. But in our study, we have
used CATIA as drafting software only and created 9 models of leaf springs varying in thickness and width.

B. Finite Element Modeling and Analysis

The Finite Element Analysis is a numerical technique which is mostly used to get the approximated result by the solution of partial
differential equations which is developed by using various boundary conditions, external applied loads etc. In our study Finite
element analysis has been done in simulation software ANSYS workbench 2021R1 for steel as well as Carbon Fibre Reinforced
Polymer (CFRP) springs.
Ansys workbench 2021 is recently developed version. As mentioned earlier, these simulation softwares works on Finite Element
Analysis techniques which is nothing but a mathematical representation of physical system comprising model, material properties ,
boundary conditions. All these are parts of pre-processing only. Similarly working of Ansys is divided into 3 main parts which is

1) Modeling (Pre-processing)
2) Ansys workbench solving/Analysis of results
3) Post processing (interpretation of results)

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C. Result of Steel SAE5160 leaf Spring Model

 Mass-11.1033 Kg
 Stress max259
 Fatigue life1.00e+006 cycles
 Deformation 0.07 m
 Equivalent Strain 0.00136

Fig: 4.7 Analysis of Steel SAE5160 leaf spring (Deformation, Stress, Strain and Fatigue life)

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D. Result of Carbon Fibre Reinforced Polymer 12.5_65 Model

• Mass-2.6634 Kg •Stress max-235

• Fatigue life-2.4129e+006 cycles •Deformation-0.0519 m
• Equivalent Strain-0.01260

Fig: 4.10 Analysis of CFRP 12.5_65 Model leaf spring (Deformation, Stress, Strain and Fatigue life)

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E. Result Matrix of all Models

There are 10 models for which FEM analysis is performed.
The table no. 4.3 shows the results obtained by using Ansys WorkBench 2021 R1. The various parameters dealt under the study are
stress max (Von-Misses stress), Fatigue life (minimum no. of cycles before failure), Deformation, Equvalent strain, masses of
spring.

Table no 4.3: Results of various parameters in all models of Leaf Spring by Ansys
Stress
Mass Equivalent
Sl. No Models Material max (M. Fatigue life (min) Deformation
(Kg) Strain max
Pa)
12_65
1 SAE 5160 11.1033 259 1.00e+006 cycles 0.070 m 0.00136
SAE5160
2 12_65 CFRP CFRP 2.5623 254 2.0039e+006 cycles 0.0585m 0.01370
3 12.5_65 CFRP CFRP 2.6634 235 2.4129e+006 cycles 0.0519m 0.01260
4 12.4_67 CFRP CFRP 2.7242 231 2.501e+006 cycles 0.0516m 0.01240
5 12.2_63 CFRP CFRP 2.5218 254 2.0051e+006 cycles 0.0577m 0.01360
6 11.8_63 CFRP CFRP 2.4420 267 1.7794e+006 cycles 0.0640m 0.01430
7 11.5_60 CFRP CFRP 2.2666 295 1.4068e+006 cycles 0.0728m 0.01580
8 11.4_62 CFRP CFRP 2.3246 290 1.4615e+006 cycles 0.0723m 0.01560
9 11.2_68 CFRP CFRP 2.5018 284 1.5471e+006 cycles 0.0737m 0.01530
10 11_60 CFRP CFRP 2.1681 322 1.0327e+006 cycles 0.0835m 0.01730

V. CONCLUSION
A. ANSYS Results verses Analytical model calculation
Deformation parameter is also checked for both the models and there was 10-12 percent variation which may be because of different
approaches and various assumptions taken during development of both the models (like Leaf is semi-elliptical shape but considered
as straight cantilever beam while developing Analytical model). Also as FEM is a statistical tools which calculates approximate
values, it is absolutely clear that the Ansys model is perfectly developed.

Validation of Models
Stress (Ansys) Stress (Analytical)

309.07
322
350
279.24
283.5
295

290

263.77
284
256.5

300
267
259

254

254
239.9
240

240

221.5
235

218.4
231

250
Stress( M.pa)

200

150

100

50

0
12_65 12_65 12.5_65 12.4_67 12.2_63 11.8_63 11.5_60 11.4_62 11.2_68 11_60
SAE5160 CFRP CFRP CFRP CFRP CFRP CFRP CFRP CFRP CFRP
Leaf Spring Models

Fig. 5.1 Bar-graph representation of Analytical stress and Von Misses stress (ANSYS).

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B. Deformation
Deformation in all the leaf springs are compared and it is found that deformation in CFRP is less as compared to steel leaf spring for
the same dimension which convey that CFRP composite is stiffer and harder than that of steel and can replace it very well but the
ride quality will be on stiffer side although difference in deformation is not so much.

Figure 5.2- Deformation in all leaf spring Models

C. Stress Maximum

Maximum Stress in all Leaf Springs Models

295 322
350 259 267 290 284
254 254
Stress Max (M.Pa)

300 235 231

250
200
150
100
50
0
12_65 12_65 12.5_65 12.4_67 12.2_63 11.8_63 11.5_60 11.4_62 11.2_68 11_60
SAE5160 CFRP CFRP CFRP CFRP CFRP CFRP CFRP CFRP CFRP

Leaf Spring Models

Fig 5.3: Max Stress induced in all Leaf Spring Models.

D. Fatigue Life

Fatigue life (Min No of Cycles)

3000000
2501000
Min. no. of Cycles

2500000 2412900
2000000 1779400 1547100
2003900 2005100
1500000
1406800 1461500
1000000 1000000
500000 1032700
0

Leaf Spring Models

Fig5.4: Fatigue life of all Leaf Spring Models.

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E. Mass of all Leaf Spring Model

11.1033
Masses of leaf Springs
12.0000
10.0000
Mass (in Kg)

8.0000

2.7242
2.6634
2.5623

2.5218

2.5018
2.4420

2.3246
2.2666

2.1681
6.0000
4.0000
2.0000
0.0000

Leaf Spring Models

Fig 5.5: Mass of all Leaf Spring Models.

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