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A STUDY OF MODELING AND FINITE ELEMENT ANALYSIS OF AUTOMOTIVE

VEHICLE WHEEL RIM ASSEMBLY FOR THE DEFORMATION AND VARIOUS
STRESS DISTRIBUTION

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 Dhandapani et al., International Journal of Advanced Engineering Technology E-ISSN 0976-3945

Research Paper
A STUDY OF MODELING AND FINITE ELEMENT ANALYSIS OF
AUTOMOTIVE VEHICLE WHEEL RIM ASSEMBLY FOR THE
DEFORMATION AND VARIOUS STRESS DISTRIBUTION
Thangarasu Subramaniam¹, Dhandapani Velliangiri²*, Sureshkannan Gurusamy3

Address for Correspondence

¹Professor, Department of Mechanical Engineering, Nehru Institute of Engineering and Technology,
Coimbatore – 641105
2
Professor, Department of Mechanical Engineering, Karpagam College of Engineering, Coimbatore – 641032.
3
Associate Professor, Department of Mechanical Engineering, Coimbatore Institute of Technology,
Coimbatore – 641014.
ABSTRACT
This paper which deals with wheel rim modelling and finite element analysis of various stress distribution. When the human
race starting to use the log to transport heavy objects. The original wheels were the round slices of a log and it was gradually
re–in-forced and used in this form for centuries on both carts and wagons. The distribution of stresses from the wheel hub
and wheel rim is properly distributed to entire portion of wheel rim. The net result of larger deformation and more stress in a
one particular area, due do this failure occur. This failure can be avoided by introducing the wedge band between the hub
and rim. During the finite element analysis of the wedge band, the net result of the stress distribution within the standard and
recommended value of throughout the wheel rim with minimum deformation. The main objective is to determine the stress
distribution and deformation on each part of the wheel rim assembly under radial load condition with linear and non - linear
analysis and find out the factor of safety of the wheel rim.
KEYWORDS: Vehicle, wheel rim, FEA, Stress distribution, ANSYS simulation.
1.1 INTRODUCTION TO WHEEL RIM wheels. “MacCormack C & Monghan J, Journal of
The wheel is a device that enables efficient Mater Process Technology. “Bil H & Tekkaya A E &
movement of an object across a surface where there Kilic S E, 2D finite element analysis [13]”, Study
is a force pressing the object to the surface. Wheels about the modeling of Machining A Comparison of
are components working under a cyclic loading Different Approaches with Experiments. “As
where it heavily undergoes both static loads as well explained about Asnafi N, Vazquez V & Altan [14,
as fatigue loads as wheel rim travels different load 15]”, design and analysis of wheel rim assembly.
profile or terrain. Wheel is defined as a rotating load- 1.2 WHEEL RIM WITH DIMENSIONS
carrying member between the tire and the hub.
The main components of a wheel are the rim, the tire,
the disc or the spokes. The importance of wheel and
tires in the automobile cannot be challenged. Without
engine, vehicle may tow but without the wheels, this
is not possible. The wheel with tires takes full load
condition and reduces friction and provides
cushioning effects by absorbing vibration due to road
surface unevenness and assist in steering control.
1.1.1 Literature Review
This review deals with the expert members, “As
discussed by Awoto Y., Ikeda M., Manville S.K. and
Nishikawa [1]” regarding automotive suspension
1.3 3D MODEL OF WHEEL RIM
design and analysis. “Bayarakceken H., Tasgetiren S.
and Yavuz, Conle F. A. and Chu C I [2, 3]”
explained about the two cases of failure in the power
transmission system of vehicles a universal joint
yoke and a drive shaft. “Points discussed by
Hobbacher A Jiang Y., Hertel O. and Vormwald M
[4, 5]”, Recommendations for fatigue strength of
welded components. Experimental evaluation of
three critical plane multi axial fatigue criteria. Figure 1.1: Assembly of wheel rim
“Lagoda L., Macha E. and Nieslony A [6]”, study Steps:
about the fatigue life calculation by means of the 1. Go to assembly mode in CATIA. Click on
cycle counting and spectral methods under multi existing component icon and click on
axial random loading. “Discussed by E Pedersen product in the specification tree. Now select
M.M, Mouritsen O.Ø., Hansen M.R., Andersen J.G. wheel rim base.
and Wenderby J [7, 8]“, Re-analysis of fatigue data 2. Wheel rim base is imported. Fix the
for welded joints.”Xiaofeng W, Zhao L, Xiaoge Z component.
[8]”, finite element analysis of a wheel based on the 3. Now get the bead seat band and apply
wheel dynamic cornering fatigue test. “Ramamurty coincident constraint and contact constraint
Raju P, Satyanarayana B, Ramji K, Suresh Badu K to assemble wheel rim base and bead seat
[9]”, study about the Evaluation of fatigue life of band.
aluminum alloy wheels under radial loads. 4. Now get the back flange and apply
“M.V.Prabha and Pendyala veera raju[10,11]”, coincident constraint and contact constraint
explained design and development of aluminum alloy
Int J Adv Engg Tech/Vol. VII/Issue I/Jan.-March.,2016/29-33
 Dhandapani et al., International Journal of Advanced Engineering Technology E-ISSN 0976-3945

to assemble wheel rim base and bead seat Geometry:

band and back flange.
5. Now get the wedge band and apply
coincident constraint and contact constraint
to assemble wheel rim base, bead seat band,
back flange and wedge band.
1.4 LINEAR STATIC ANALYSIS
In linear analysis, the behavior of the structure is
assumed to be completely reversible; that is, the body
returns to its original deformed state upon the
removal of applied loads and solutions for various Figure 1.2: Geometry of wheel rim
load cases can be superimposed. The model created in CATIA is imported to ANSYS.
The assumptions in linear analysis are: 1.7 MESHING:
1) Displacements are assumed to be linearly
dependent on the applied load.
2) A linear relationship is assumed between
stress and strain.
3) Changes in geometry due to displacement
are assumed to be small and hence ignored.
4) Loading sequence is not important and the
final state is not affected by the load history.
The load is applied in one go with no Figure 1.3: Wheel rim after meshing
iterations. Now, the model is meshed.
1.5 NON LINEAR STATIC ANALYSIS LOADING:
In many engineering problems, the behavior of the
structure may depend on the load history or may
result in large deformations beyond the elastic limit.
The assumptions/ features in nonlinear analysis are:
1) The load-displacement relationships are
usually nonlinear.
2) In problems involving material non-
linearity, the stress-strain relationship is a
Figure 1.4: Wheel rim after application of load
nonlinear function of stress, strain, and/or
Rotational velocity 0.275rad/sec is applied at the
time.
center of wheel rim and the pressure 0.395Mpa is
3) Displacements may not be small; hence an
applied to 1200.
updated reference state may be needed.
4) The behavior of the structure may depend on EQUIVALENT STRESS:
the load history; hence the load may have to
be applied in small increments with
iterations performed to ensure that
equilibrium is satisfied at every load
increment.
1.6 ANALYSIS OF WHEEL RIM
The wheel rim modeled in CATIA is saved as an
.IGES file. It is then imported into ANSYS using Figure 1.5: Equivalent stress at wheel rim
the import file command. The import file Equivalent stress at the wheel rim is 16.901mpa
command in ANSYS can import models from maximum and 0.036968mpa minimum.
CATIA in the .IGES file mode. TOTAL DEFORMATION:
The element type used for the model is chosen as 8
nodded tetra elements from ANSYS element menu.
The model is then assigned the material properties
like Young’s Modulus (E=2.1X105 N/mm2),
Poisson’s ratio (µ=.33) and Density of steel
(ρ=7.85Xe-6 N/mm2). The meshing is done with the
‘mesh tool’ option in ANSYS. The total number of
elements created as a result of the meshing process is
25000. Then the loading and the boundary conditions Figure 1.6: Total deformation of wheel rim
are applied to the model. The model is restrained in Maximum deformation at the wheel rim is
all degrees of freedom. 0.088372mm and minimum deformation is
1.7 LINEAR ANALYSIS 0.00121mm.
A linear FEA analysis is undertaken when a structure 1.8 Non Linear Analysis
is expected to behave linearly, i.e. obeys Hook’s A non-linear FEA is used to predict the behavior of a
Law. The stress is proportional to the strain, and the structure that is loaded beyond the elastic limits of
structure will return to its original configuration once the material of interest. The structure experiences
the load has been removed. A structure is a load Plastic deformation and will not return to its original
bearing member and can normally be classified as a configuration or shape.
bar, beam, column, or shaft.

Int J Adv Engg Tech/Vol. VII/Issue I/Jan.-March.,2016/29-33

 Dhandapani et al., International Journal of Advanced Engineering Technology E-ISSN 0976-3945

GEOMETRY: The deformation takes place in Z-Direction is -

25.131mm maximum and -27.379mm minimum.
Calculation
Material Properties
Table 1.1: Material properties
Structured steel grade
Material used – II C1002 BEML
standard
Yield strength 350MPa
Tensile strength 540MPa
Modulus of elasticity 2X105 N/mm
Figure 1.7: Geometry Density 7850 Kg/m3
The model created in CATIA is imported to ANSYS Mass and mass distribution:
and spring is inserted between wheel rim center to Net Vehicle Mass 74,000kg
road surface to find out stiffness and critical Rated Pay Load 91,500kg
damping. Gross Vehicle Mass 1, 65,500kg
MESHING: Table 1.2: Mass distribution
Mass Distribution Empty Loaded
34,780 54,450
Front Axle, kg
(47%) (33%)
39,220 1,11,050
Rear Axle, kg
(53%) (67%)
Free body diagram:
W = 1623.555 KN

Figure 1.8: Wheel rim after meshing

Now, the model is meshed.
LOADING:
∑H=0
∑V=0
Resolving Vertical Forces:
RBX3720-1623.555 1860=0
RBX3720 = 1623.555 1860
RB =

RB = 811.7775 KN
To find RA:
Figure 1.9: Wheel rim with loading
RA+RB-1623.555 = 0
Loads are applied at the center of the wheel rim and it
RA = 1623.555-811.7775
is acting downwards and at the road and is acting
RA = 811.7775 KN
upward.
DIAGRAM:
EQUIVALENT STRESS:

Figure 2.0: Wheel rim with loading Gross vehicle mass of the dump truck is 165500kg
Equivalent stress at the wheel rim is 32.341Mpa and it is acted at the centre of the axle the rear axle
maximum and 0.00068335Mpa minimum. carries 67% of the load when it is fully loaded.
Directional deformation: So
RB = 165500X0.67
RB = 110885kg
Two wheel on each side of the wheel end so divide
by 2.
RB =
RB = 55442.5kg
RB = 55442.5X9.81
RB = 543890.925N
TO FIND VELOCITY:
The maximum speed of the BH100 ton rear
Figure 2.1: Total deformation dump truck is 60km/hr
Int J Adv Engg Tech/Vol. VII/Issue I/Jan.-March.,2016/29-33
 Dhandapani et al., International Journal of Advanced Engineering Technology E-ISSN 0976-3945

N = 60km/hr
N= m/sec

V = 16.67m/sec
AREA OF THE WHEEL RIM:
Area = Area of (wedge band + rim base +
bead seat band + back flange)
Area =
315446+314402.6+349138+198469+19846
9 Curve 1.2: Fatigue: Stress Vs Time
Area = 1375924.6mm2
TO FIND PRESSURE:
P= ......... (6.1)
P=
P = 0.395N/mm2
TO FIND THE ROTATIONAL VELOCITY:
V=R ......... (6.2)
= =
= 0.0275rad/sec
TO FIND THE STIFFNESS (K):
Curve 1.3: Cyclic Load
F=K .......... (1.1)
K=
Where K is stiffness, F = load, =
displacement, minimum displacement
assumed is 50mm.
K=
K = 10877.8N/mm
TO FIND CRITICAL DAMPING (CC):
Cc = 2 ......... (1.2) Curve 1.4: S – N curve
Cc = 2 CONCLUSION
This paper was discussed about the linear and non
Cc = 153835.5N-s/mm
linear finite element analysis of wheel rim assembly
TO FIND STIFFNESS (K): was carried out by using FEA package. The 3D
K= .......... (1.3) model of wheel rim assembly was designed and
Where = 80mm assumed maximum created by using CATIA software. Then the 3D
displacement of tire model was imported into ANSYS in IGES format.
K= The analysis was performed in a static condition. The
model is constrained in all degree of freedom and
K = 6798.6N/mm boundary and loading conditions are applied on the
Find the factor of safety: wheel rim.
Yield strength of the material is 350Mpa In linear finite element analysis, the obtained total
Working stress of the material is 64.682Mpa deformation of wheel rim is 0.088372mm and the
FOS = 350 / 64 obtained maximum equivalent stress is 16.901Mpa.
FOS = 5.4 In non linear finite element analysis, the obtained
Dump trucks are heavy structure, so according to equivalent stress at the wedge band is 32.341Mpa
standard the FOS should be and the obtained equivalent stress at the wheel rim is
1. For static analysis the factor of safety should 32.341Mpa. So the stress at the wedge band is
be more than 4 equally distributed to all parts of the wheel rim. The
2. For dynamic analysis the factor of safety in obtained working stress from the analysis is
between 1.5 to 2.5 64.682Mpa and deformation 27.3 mm.
The factor of safety should be above four so the The obtained factor of safety from the analysis is 5.4
wheel rim is safe. for the structured steel grade – II material. According
to ISO standard for static analysis FOS should be
more than 4 and for dynamic analysis FOS should be
lies 1.5 to 2.5. So the wheel rim is safe.
REFERENCES
1. Awoto Y., Ikeda M., Manville S.K. and Nishikawa A.
“Automotive suspension design and analysis”,
Engineering Failure Analysis, Vol. 15 pp. 1111-1129,
2008.
2. Bayarakceken H., Tasgetiren S. and Yavuz I. “Two
cases of failure in the power transmission system of
vehicles a universal joint yoke and a drive shaft”,
International Journal of Engineering Failure Analysis,
Curve 1.1: Deformation and stress distribution Vol. 14, pp. 716-724, 2007.
Int J Adv Engg Tech/Vol. VII/Issue I/Jan.-March.,2016/29-33
 Dhandapani et al., International Journal of Advanced Engineering Technology E-ISSN 0976-3945

3. Conle F. A. and Chu C, “Fatigue Analysis of Local

Stress strain Approach in Complex Vehicular
Structures”, Inter J of Fatigue, Vol. 19, pp. 317-323,
2003.
4. Hobbacher, “Recommendations for fatigue strength of
welded components”, Inter J of Fatigue, Vol. 31, pp.
50-58, 2009.
5. Jiang Y., Hertel O. and Vormwald M., “A Experimental
evaluation of three critical plane multi axial fatigue
criteria”, International Journal of Fatigue Analysis,
Vol.29, pp.1490-1502, 2007.
6. Lagoda L., Macha E. and Nieslony A., “ Fatigue life
calculation by means of the cycle counting and spectral
methods”, Fatigue and Fracture of engineering
materials and structures, Vol. 28, pp. 409-420, 2005.
7. Pedersen M.M, Mouritsen O.Ø., Hansen M.R.,
Andersen J.G. and Wenderby J., “Re-analysis of fatigue
data for welded joints using the notch stress approach”,
International Journal of Fatigue, Vol. 32, pp. 1620–
1626, 2010.
8. Xiaofeng W, Zhao L, Xiaoge Z, (2007) Finite element
analysis of a wheel based on the wheel dynamic
cornering fatigue test, volume 34, number 1.
9. Ramamurty Raju P, Satyanarayana B, Ramji K, Suresh
Badu K, (2007) Evaluation of fatigue life of aluminum
alloy wheels under radial loads. Failure analysis,
volume 14, page 791-800.
10. M.V.Prabha and Pendyala veera raju, Department of
Mechanical, Godavari institute of engineering college,
Rajahmundry, A.P, India. December 2012 “Design and
development of aluminum alloy wheels”.
11. Kobayashi S & Oh S I & Altan T, Metal forming and
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Technol, 117 (2001) 209-215.
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Matchining : A Comparison of Different Approaches
with Experiments,
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335.
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Process Technology, 118(2001) 286-292.

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