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SAE TECHNICAL
PAPER SERIES 2004-01-1581

Clamp Load Consideration in Fatigue Life

Prediction of a Cast Aluminum Wheel Using
Finite Element Analysis
Mike Guo, Ram Bhandarkar and Barry Lin
DaimlerChrysler Corporation

Reprinted From: ABS/TCS, Brake Technology and Foundation Brake NVH,

and Tire and Wheel Technology
(SP-1866)

2004 SAE World Congress

Detroit, Michigan
March 8-11, 2004

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 Web: www.sae.org
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2004-01-1581

Clamp Load Consideration in Fatigue Life Prediction of

a Cast Aluminum Wheel Using Finite Element Analysis
Mike Guo, Ram Bhandarkar and Barry Lin
DaimlerChrysler Corporation

Copyright © 2004 SAE International

ABSTRACT
2
Loads generated during assembly may cause significant ROTARY FATIGUE TEST
stress levels in components. Under test conditions,
these stresses alter the mean stress which in turn, alters In a rotary fatigue test, the wheel is mounted on a
the fatigue life and critical stress area of the components rotating table. A shaft is attached to the center of the
as well. wheel where a constant normal force is applied as
shown in Fig.1.
This paper describes the Finite Element Analysis (FEA)
procedure to evaluate behavior of a cast aluminum
wheel subjected to the rotary fatigue test condition as
specified in the SAE test procedure (SAE J328 JUN94).
Fatigue life of the wheel is determined using the S-N
approach for a constant reversed loading condition. In
addition, fatigue life predictions with and without clamp
loads are compared. It is concluded that the inclusion of
clamp load is necessary for better prediction of the
critical stress areas and fatigue life of the wheel.

INTRODUCTION

Bolted joint is one of the most commonly used

connections between components. Clamp loads
generated when the joint is fastened during assembly
normally induce high stress in the components. These
stresses may contribute significantly to the mean stress
which is an important factor influencing fatigue life and
critical stress area of the component1. Connection of
wheel disc to rotor is a typical bolted joint where high
levels of stress are generated by clamping loads. Fig. 1 LAYOUT OF WHEEL ROTARY FATIGUE TEST2

This paper describes the Finite Element Analysis
procedure to evaluate behavior of a cast aluminum
wheel subjected to the rotary fatigue test condition as
specified in the SAE test procedure (SAE J328 JUN94)
Stress analysis is performed using an implicit
commercial FEA software; clamp loads, contacts and
plasticity of material are considered. Fatigue life and
critical stress area under constant reversed loading
conditions are predicted using a commercial fatigue FEA
software. Mean stress and notch effects are included in
the analyses. In addition, fatigue life predictions with and
without clamp loads are compared.
FINITE ELEMENT ANALYSIS PLAN
• All bolts in the wheel assembly will be clamped to
include the effect of mean stresses caused due to
clamping on fatigue life.
• Fatigue life of the wheel will be predicted using
stresses from static analysis. To find the most critical
loading angle, sixteen static stress analyses will be
carried out at an increment of 22.5 degrees.
• Since geometry and material details are critical to
the accuracy of the clamping simulation, the model
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will be built using hex dominant three-dimensional

solid elements. The stress analysis will include
contact simulation and nonlinear material properties.

MODEL DETAILS

The wheel, bolts, nuts and hub are meshed using hex
dominant elements, and the shaft is modeled using bar
elements. Fine and high quality mesh is generated
around bolt holes, Fig. 2. Matching mesh pattern is used
in the contact pair between the tapered nut and nut seat
on the wheel. This will prevent high stresses caused by
the differences in mesh patterns, and will make initial
convergence easier.

The bolt details are as follows: M14x2, class 10.9, lug

torque 150 N-m to 200 N-m, and clamp load 71.6 kN;
tensile strength1,040 MPa, and yield strength 832 MPa.

The material properties of the cast aluminum (from

material test) are as listed below: tensile strength 290
MPa, yield strength 190 MPa, and elongation 10%,
3
density 2.7e-6 kg/mm , modulus of elasticity 7.2e4 MPa,
and Poisson ratio 0.33. Fig. 3 LOADS AND BOUNDARY CONDITIONS

Fig. 2 MODEL DETAILS
LOADS AND BOUNDARY CONDITIONS
In the FEA model, loading and boundary conditions are
set up similar to that in the test. The wheel is
constrained around flange edge of the rim and loaded
with a constant force at the end of the shaft, see Fig. 3.
The magnitude of concentrated force is determined
based on the required moment. From the sixteen
loadcases analyzed the loadcase at 135 degrees is
identified as the most critical, Fig 3.
STRESS ANALYSIS
The clamp load of the bolt is applied using a prescribed
assembly load function in the software. All the contacts,
namely, nut to nut seat in the disc, disc to rotor and rotor
to bolt head, are simulated using surface to surface
contact pair. Nonlinear material properties are used for
cast aluminum wheel and for the steel bolts and nuts.
Two load steps are set up in the analysis. All the eight
clamp loads are applied in the first load step while the
test load is applied in the second load step. Under all
test loading conditions, the clamp loads are retained in
the bolts to begin with. This will change to maintain
equilibrium when subjected to test loads. The most
critical load case (at 135 degree angle) and the reversed
load case (at 315 degree angle) are analyzed separately
to provide stresses for the constant reversed fatigue
analysis.
To prevent rigid body motions before convergence of
initial contact, spring elements with small stiffness
values are added into the model. These spring elements
are removed during the second loading step.
FATIGUE ANALYSIS
S-N approach with a constant reversed loading condition
is used for this stress-life analysis. The nodal stresses
from the stress analysis are used. Plasticity and contact
effects are included in the stresses. Constant reversed
loading analysis is conducted using stresses in 135
degree and 315 degree loading cases. Mean stress
effect, stress gradient and surface roughness are
considered in the analyses.
ANALYSIS AND TEST CORRELATIONS
A. BASELINE DESIGN
Under clamp and test loads, von Mises stresses are
higher than the yield strength at bolting areas on both
inboard and outboard faces of the disc.
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Distribution of von Mises stress shows that the area

Table 2- Fatigue Life Ratio of Improved Design
between the bell pocket and bolt hole is weaker than
other areas, and this correlates with the fatigue test, Fig.
FEA / Test
4a. The maximum fatigue damage occurs at the corner
of the bell pocket, Fig. 4b. The fatigue damage contour
Test # 1 0.50
in the figure indicates the same location as the weaker
one. The predicted fatigue life also correlates with the
Test # 2 0.55
physical test results, Table 1.
Test # 3 0.41
Table 1 – Fatigue Life Ratio of Baseline Design
Test # 4 0.55
FEA / Test

Test # 1 0.85

Test # 2 0.88

Max stress

(a) Stress Distribution

Max stress

(a) Stress Distribution

Max damage

(b) Fatigue Damage Pattern

Fig.5 FEA RESULTS OF IMPROVED DESIGN

Max damage
EFFECT OF CLAMP LOADS
An analysis of baseline design excluding clamping is
done to evaluate the effect of clamp load on fatigue life
(b) Fatigue Damage Pattern prediction of the same aluminum wheel. Results of this
analysis and the one with clamp load are listed in Table
FIG. 4 FEA RESULTS OF BASELINE DESIGN 3.
B. IMPROVED DESIGN In the case without clamp load, high stress areas around
bolt hole are much smaller than that with clamp forces,
In the improved design, all the bell pockets are filled and and the stress distribution pattern is different, Figs. 4a
the wheel disc is 1.5 mm thicker. Results in Table 2, Fig. and 6a. Consequently, the maximum fatigue damage
5 show that the FEA fatigue simulation predicts the location changes from the bell pocket corner, Fig. 4b, to
fatigue life and critical area after the design changes the bolt hole, Fig. 6b. In addition, the FEA/Test fatigue
have been made. life ratios increase from 0.85 and 0.89 with clamp loads
to 2.19 and 2.27 without clamp loads respectively, see
Table 3.
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Table 3 – Fatigue Life Ratio with and without Clamp

Load of Baseline Design

FEA / Test FEA / Test

with Clamp Loads without Clamp Loads

Test # 1 0.85 2.19

Test # 2 0.89 2.27

Max damage

(b) Fatigue Damage Pattern

Fig. 6 FEA RESULTS OF BASELINE DESIGN

WITHOUT CLAMP LOADS

CONCLUSIONS

To predict fatigue life close to bolt locations it is critical to

Max stress include the effect of mean stress change caused due to
clamping. This provides a more accurate fatigue life
prediction and a more accurate location of highly
stressed areas as observed with bench tests..
(a) Stress Distribution
REFERENCES

1. Bannantine, J. A., Comer, J. J., Handrock, J. L.,

“Fundamentals of Metal Fatigue Analysis”,
Prentice Hall, Englewood Cliffs, New Jersey
07632, 1990

2. SAE J328 Revised JUN94 : Wheels- Passenger

car and truck performance requirements and
test procedures.