FAILURE ANALYSIS OF MOTOR

VEHICLE COIL SPRING

NAME: SHOAIB ISHAQ QAZI

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 TABLE OF CONTENTS

STATEMENT…………………………………………..3

INTRODUCTION……………………………………...3

FORCES AND STRESSES ANALYSIS……..……….5

FATIQUE ANALYSIS…………………………………7

SPRING MATERIAL ANALYSIS……………………8

MICROSCOPIC ANALYSIS …………………………9

RESULTS AND DISCUSSION………………………..10

CONCLUSION AND DISCUSSION………………….11

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STATEMENT:

We have a vehicle coil spring. A mechanical spring is an elastic body which has primary
function is to deflect under load and return to its original shape when load is removed. Shocks
and vibrations generated from the road surface are detached from structure to the passengers by
automobile suspension [Link] main purpose of this experiment is to enlight some point
related to the analysis of failure of spring used in automobile suspension system. Its analysis is
carried out Theoretically, experimentally and numerically with the help of software.

INTRODUCTION:

In vehicle suspension system, helical compression spring is one of the primary elastic member.
They attach vehicle body with wheel elastically and smooth out shocks which are received
from wheel. This shocks generated due to the road irregularities. When spring is compressed
due to the force then energy is store in it and it return to its original position after removal of
force. Spring rate indicates energy absorption capacity. Coil spring rate depend upon various
factors like coil wire material , coil wire thickness and length of active coil[16]. Modern
passenger vehicles generally use light coil springs. Light commercial vehicles have heavier
springs than passenger vehicles, and can have coil springs at the front and leaf springs at the
rear. Each side of the vehicle wheels connected by solid or beam, axles. Then the movement of
a wheel on one side of the vehicle is transferred to the other wheel with independent suspension,
the wheel can move independently of each other, which reduce body movement. And it is also
prevents the other wheel being affected by movement of the wheel on the opposite side and
reduces body movement.

The fatigue failure of the suspension spring in a variety of ways Raw materials defect, surface
imperfections, improper heat treatment, corrosion and decarburization are generally recognized
causes of fatigue failure of suspension spring[8]. In this experiment the review of the work done
in failure analysis of helical compression coil spring is enlisted. From this, we are able to
understand the fatigue failure and its causes.

A motor vehicle’s front suspension coil spring fractured after 145.000 km and 7 years of service,
at the transition point from the lower bearing coil to the first upper coil. Geometry and dimensions
of considered closed-end compression spring.

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Its shows specimens cut from fractured coil spring with the fracture surface oriented at 45º to the
wire centerline, typical of torsional fatigue failure under cyclic loading. Polymer-based paint layer
protects spring surface against corrosion, but wear scar damaged the protective layer around the
fracture surface. Wear scar was probably result of contact between the bearing and first active
coil. Spring has been exposed to corrosion at this area and heavily corroded rugose surface of the
wire can be observed.

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ANALYSIS OF FORCES AND STRESSES:
Consider a helical compression spring of circular wire and subjected to an axial load W, as shown
in fig.1. Let D: Mean diameter of the spring coil, d: Diameter of the spring wire, n : Number of
active coils, G: Modulus of rigidity for the spring material, W
Maximum shear stress induced in the wire, C: Spring index is D/d, p:
Deflection of the spring, as a result of an axial load W.

Free body diagram

Now consider a part of the compression spring as shown The load W tends to rotate the wire due
to the twisting moment ( T ) set up in the wire. Thus torsional shear stress is induced in the wire.
We know that the twisting moment equation from that torsional shear stress equation will b

𝜏1=8𝑊𝐷/𝜋𝑑3

In addition to the torsional shear stress induced in the wire, the following stresses also act on the
wire: Direct shear stress due to the load W, and Stress due to curvature of wire

𝜏2 =4𝑊/𝜋𝑑3 .

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 Fig.3: Superposition of stresses in a helical spring[18].

The resultant shear stress induced in the wire,

𝜏= 8𝑊𝐷/𝜋𝑑3 ± 4𝑊/𝜋𝑑3

The positive sign is used for the inner edge of the wire and negative sign is used for the outer edge
of the wire. Since the stress is maximum at the inner edge of the wire, therefore Maximum shear
stress induced in the wire,

𝜏=𝐾× 8𝑊𝐷/𝜋𝑑3

Effects of both direct shear as well as curvature of the wire, a Wahl’s stress factor (K) introduced
by A.M. Wahl

𝜏𝑚𝑎𝑥 =8𝑊𝐷/𝜋𝑑3 *(4𝐶−1/4𝐶−4+0.615/𝐶)

τmin =8WD/πd3*( 4𝐶−14/𝐶−4−0.615/𝐶)

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Equations are usually used by the design engineer for coil springs when neglecting the
curvature[8]. Also, since the equations were derived by over simplification, the larger the pitch
angle, the more error that will result. The equations require the design engineer to input the coil
diameter, design height, design load, spring rate, etc. The equation able to compute the optimum
possible shape and dimension of the coil. After this step, for more accurate stress distribution.

Deflection of spring

we know

𝜃= 𝑇𝑙/𝐺𝐽

Axial deflection of the spring, δ = θ × D/2

𝛿=8𝑊𝐶3𝑛/𝐺𝑑

and the stiffness of the spring or spring rate

FATIGUE FAILURE:

In many application ,force acting on the spring is not constant, it varies with respect to time. the
spring is subjected to fluctuating load design on two criteria design for infinite life and design for
finite life. Consider spring is subjected to fluctuating force which change in magnitude from
Wmax. to Wmin. in load cycle.

Mean force Wm and force amplitude

𝑊𝑚= 1/2(𝑊𝑚𝑎𝑥+𝑊𝑚𝑖𝑛)
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𝑊𝑎 = 1/2(𝑊𝑚𝑎𝑥−𝑊𝑚𝑖𝑛)

Torsional endurance limits of spring steels are given by Zimmerli. He discovered the fact that the
size, material and tensile strength have no effect on the endurance limits (infinite life only) of
spring steels in sizes under 10mm(3/8 inches). For all the spring steels in table the corrected values
of torsional endurance limit can be taken as: 310 Mpa (45.0 kpsi) for un peened springs, 465 Mpa
(67.5 kpsi) for peened springs.

The mean stress

𝜏𝑚=𝐾𝑠 (8𝑊𝑚𝐷/𝜋𝑑3)

where Ks is shear stress correction factor.

For torsional stress amplitude

𝜏𝑎= ( 8𝑊𝑎𝐷/𝜋𝑑3)

where K is Wahl factor.

By using values of τm and τa fatigue diagram of spring is drawn as abscissa and ordinate
respectively. With help of Soderberg and Goodman lines fatigue analysis is carried out.

SPRING MATERIAL ANALYSIS:

Chemical composition of spring material was determined using glow discharge spectrometer
(GDS) LECO GDS500A,

Table 1. Chemical composition of spring material (wt%).

C Mn Si P S Mo Ni Cr V W Cu
0.612 0.698 1.78 0.018 0.016 0.013 0.107 0.59 0.013 0.0565
5 3 8 9 0.14
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Al Ti Co Nb Pb Sn As Sb Zr Rest
0.003 0.013 0.049 0.070 0.002 0.146 0.021 0,00 0.008 95.6
6 4 7 4 9 3 3 7

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 Composition of tested material is adequate to the chromium-silicon steel 61SiCr7. It is a spring
steel typically used in manufacturing of light and heavy vehicle leaf springs and coil springs,
safety valve springs, shock absorbers on heavy machinery, instrument springs, friction plates, etc.
Comparing the composition of the tested steel to standard EN 10089-2002, it can be noted that
the percentage of manganese is just below the standard range (0.7-1 %), while chromium exceeds
the maximum standard value (0.2-0.45 %). Additionally, hardness test was performed using
Struers hardness tester Duramin-2. Mean hardness value was found to be 590 HV (Vickers
hardness number). Maximum tensile strength of the steel derived from the hardness value,
according to Boyer and Gall (1985), is:

TS= 3.2HV =1888 MPa

Value of maximum tensile strength is slightly higher than standard for steel 61SiCr7 which is
supposed to be maximum 1850 MPa.

MICROSCOPE ANALYSIS:

Fracture surfaces on the specimens cut from coil spring, Fig. 2 (a), were examined using optical
and scanning electron microscope. Optical microscopy was done using Olympus SZX10 stereo
microscope and fracture surface investigation was concentrated around the area of probable crack
initiation point

Three corrosion pits can be observed at the edge of the fracture surface, in the area of damaged
protective paint layer. These three pits served as crack initiation points from which crack
propagated ultimately reaching opposite edge of fracture surface and causing final failure. Fig. 4
shows image of the crack initiation area obtained by FEI Quanta 250 scanning electron
microscope (SEM) under suitable magnification.

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SEM analysis was difficult to perform because the fracture surface was damaged by corrosion.
Examination of the fracture surface at 80x magnification revealed a heavily oxidized and corroded
surface which obscured fracture surface details. Although an attempt was made to remove the
corrosion layer using more aggressive cleaning agent, corrosion products could still be seen on
SEM images.

RESULTS AND DISCUSSION:

 Microstructure met specifications, and the chemical composition of spring steel

 Crescent shaped region, beach marks and radiating ridges on the fracture
surface ascertained that the fracture of the spring was caused by metal fatigue and the
crack origin was located at the right hand side of the wear scar between the bearing coil
and the first active coil.

 Visual and SEM analyses revealed that dynamic service loading resulted in disbond of
surface painting and worn out of the phosphate layer due to the closed ends design.

 Corrosion pits were formed as a result of metal exposure to the environment atmosphere
and collection of fluid at the small gap between bearing coil and the first active coil.
Corrosion pits acted as local stress raiser that accelerated fatigue crack initiation and
propagation.

 Contact stress analysis showed that stress singularities presented at the edges of the contact
zone, and it was the severer shear stress at these locations that facilitated cycle slip and
resulted in crack nucleation. This result interpreted the observation that fatigue initiated at
the right hand side of the wear scar.

 In view of the above analyses, it can be concluded that it was the closed ends design that
resulted in worn of the coil surface and corrosion due to collection of fluid at the contact
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 region. The corrosion pits, in turn, acted as local stress raiser that promoted fatigue
initiation and the stress singularities exhibited at the edges of the non-Hertzian contact
facilitated cycle slip and determined crack initiation site. Once the initial crack was
formed, it propagated by the act of the maximum principal tensile stress, whose direction
subtended an angle of approximately 45° with the spring wire axis [5]. At last, the
suspension spring failed due to over loading of the remained section of the wire.

 Visual examination of fractured coil spring revealed that the protective paint layer around
the fracture was mechanically damaged. This damage was probably caused by the
continuous contact between the lower bearing coil and first adjacent active coil. Thus,
surface of spring wire was exposed to corrosive environment making way to formation of
corrosion pits, Fig 2 (b). Three such pits served as crack initiation points under cyclic
loading from the vehicle. Fig. 2 (c) clearly shows primary fracture zone colored in darker
tone where the crack propagation was slower and opened surface was exposed to corrosion
for a longer time. Crack propagated towards opposite edge of the spring wire following
paths of radiating ridges. Finally, near the opposite edge of the spring wire fast fracture
zone can be observed. As the analysis showed, spring was made of spring steel 61SiCr7.
It is a steel with somewhat elevated content of silicone and chromium. Chromium at steels
tends to increase tensile strength, hardness, toughness, resistance to wear and corrosion,
while silicon is used as a deoxidizer in the manufacture of steel. It slightly increases tensile
strength and can help in increasing the toughness and hardness levels. Nevertheless,
undamaged paint layer comes as a must in protecting springs against long term exposure
to corrosive environment. Optical and scanning electron microscopy images revealed
damage to the wire surface caused by corrosion pits. This is the point form which fracture
emanated. Heavily oxidized and corroded fracture surface limited SEM examination so
deeper insight into the fracture surface could not be obtained.

CONCLUSION AND SUGGESTION:

 It was the concurrent acts of the wear, corrosion together with stress singularities at the
contact zone of the closed ends that resulted in fatigue crack initiation of the suspension
spring.

 Once the initial crack was formed, it was the maximum principal tensile stress that forced
the crack to propagate along the direction of 45° with the spring wire axis.

 It is strongly recommended to adopt a non-closed ends design in order to avoid wear and
corrosion of the suspension spring.

 Solid lubrication film, if possible, can be used in the closed ends to greatly reduce the
fretting and corrosion.

 Local hard facing to enhance the wear resistance of the end coils can be done if necessary.

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 The above discussion elaborate that springs used in automobile suspension system, in
which essential to do its analysis. Spring analysis includes maximum displacement, stress
distribution analysis, and different mode of failure. Spring undergoes different types of
loading in its life span. ANSYS, NASTRAN, CATIA, SolidWork, etc. software used for
analysis of spring. Analysis of spring includes calculation of fatigue stress, shear stress
and maximum displacement. Mean diameter and number of active coil are main parameter
of spring calculated by shear stress and deflection equations. For large coil diameter spring
initial crack propagate along 45° with the spring wire axis due to the maximum principal
tensile stress. For small wire diameter generally crack initiate at inner side of coil except
end turns. Shear stress equations gives analytical results. FEM results obtained provides
better solution for currently available.

 Research presented in this experiment was concerned with possible causes of motor
vehicle coil spring failure. Fractured spring was examined using experimental methods;
namely, visual observation of fractured surface, determination of chemical composition
using glow discharge spectrometer, hardness testing, optical and scanning electron
microscope analysis of fractured surface. Findings suggest that this is an example of
corrosion fatigue failure. Protective paint layer of the wire was damaged what opened the
possibility of corrosion pits appearance. This pits served as crack initiation points from
which fracture propagated towards the opposite edge of the surface under the influence of
cycling loading. Radiating ridges on the fracture surface show the path of crack
advancement. Obtained results can be used in understanding the fracture behavior of coil
spring in motor vehicle suspension system and further improvement of spring performance
in order to reduce failures. Further analysis would include employing finite element
method to determine stress levels in undamaged and damaged coil spring along with
numerical estimation of fatigue life.

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