Desing And Analysis Of Alloy Wheels By Using Ansys(3) (4) (4) (1) 3p2q6t

DESIGN AND STRUCTURAL ANALYSIS OF ALLOY WHEEL A project report submitted in partial fulfillment of the requirement for the award of degree of BACHELOR OF TECNOLOGY IN MECHINCAL ENGINEERING BY K.RAVITEJA

158R5A0308

MD.AIJAZ

148R1A03I1

CH.ANILKUMAR

158R5A0308

T JOSHI RAVITEJA

148R1A03K7

Under the esteemed guidance of Mr. HARSHA VARDHAN ASSISTANT PROFESSOR

DEPARTMENT OF MECHANICAL ENGINNERING CMR ENGINEERING COLLEGE (D TO JNTU-HYD, APPROVED BY AICTE) KANDALAKOYA, MEDCHAL ROAD, HYDERABAD-501401

CERTIFICATE This is to certify that the project report entitled “Design and structural

analysis of alloy wheel” submitted by K.RAVITEJA

158R5A0308

MD.AIJAZ

148R1A03I1

CH.ANILKUMAR

158R5A0305

Department of Mechanical Engineering, CMR ENGINEERING COLLEGE in the partial fulfillment of the requirements for the award of Bachelor of Technology in MECHANICAL ENGINEERING, is a record of the bonafide work carried out by them during the academic year2017-2018. Certified further that the results presented in this thesis have been verified and have been found to be satisfactory. The work in this dissertation has not been submitted to any other University or Institute for the award of any degree.

Internal Guide

Head of the Department

MR.HARSHA VARDHAN

Prof N.JEEVAN KUMAR

DECLARATION We, students of IV Btech, Department of Mechanical Engineering, CMR ENGINEERING COLLEGE, Kandlakoya, Hyderabad, hereby declare that under the supervision of internal guide, Mr.HARSHA VARDHAN ,Asso.Prof.We have carried out the project titled “DESIGN AND STRUCTURAL ANALYSIS OF ALLOY WHEEL” and submitted the report in partial fulfillment of the requirement for the award of Bachelor of Technology in Mechanical Engineering by the Jawaharlal Nehru Technological University, Hyderabad (JNTUH) during the academic year 2017-18.

K.RAVITEJA

158R5A0308

MD.AIJAZ

148R1A03I1

CH.ANILKUMAR

158R5A0305

DATE: PLACE: HYDERAB

ACKNOWLEDGEMENT

With great pleasure we want to take this opportunity to express our heartfelt gratitude to all the people who helped in making this project work a grand success. We extend our sincere and deep sense of gratitude, pleasure, gratefulness and indebtedness to acknowledge of Prof N.JEEVAN KUMAR, HOD, Department of Mechanical Engineering for his unstinted , guidance and for keen interest evinced at all stages of our project. We convey our sincere and earnest thanks for his continuous guidance and encouragement for the project.

ABSTRACT Importance of wheel in the automobile is obvious. The vehicle (car) may be towed without the engine but at the same time even that is not possible with out the wheels, the wheels along the tyre has to carry the vehicle load provide cushionining effect and cope steering control.The main requirement of automobile wheel it must be strong and perfom all operations above functions. It should be balanced both statically as well as dynamically. It should be lightest possible so that the unsprung weight is least.The wheel has to three types of test before going production,they are cornering fatigue test. Radial fatigue test and Impact test. In this thesis radial fatigue analysis is done to find the number of cycles at which the wheel is going to fail. The wheel is meshed using SOLID 45 element. A load of 2500N was applied on the hub

area of the wheel and a pressure of 0.207N/mm2 is applied on the surface of rim.

CHAPTER I INTRODUCTION The wheel is perhaps the most significant discovery of old times. Wheel is an important structural member of vehicle suspension system that s the static and dynamic load encountered during vehicle operation. A wheel is a circular device that is capable of rotating on its axis. The wheels are made up of steel, magnesium alloy and cast/forge aluminum alloys.

1.1 ALLOY WHEELS: An alloy is a material which consists of two or more metals. It is used to increase the strength of material. Alloy wheel are made up of aluminum or magnesium. Alloys are mixtures of metal and other elements. They provide strength on pure metals, which are usually much softer. The metals of aluminum or magnesium are lighter and have same strength, it also provide better heat conduction. The material used in wheel production, is an alloy of iron and carbon. Alloy wheels are more attractive.

Fig: 1.1 Alloy wheel In early the alloy wheels were made of magnesium. These wheels were having many failures to vehicles, but they were popular in 1960s. In 1960s, aluminum-casting allowed the manufacture of safer wheels. Until that, the aluminum wheels which were made with low ductility, the enlongation was 23%.

1.2 Properties of Alloy: The properties of alloys are follows: 1. Alloys have strength, malleability, attractive etc. 2. The copper is a material which hardens the alloy. Whereas the bronze is made up of copper and tin. 3. Alloy is attractively due to its quality and it utilizes pure metals. 1.3 CHARACTERSTICS OF ALLOY WHEEL: Alloy wheels are expensive and which produce the standard steel wheels. The alloy wheels were considered since 2000. Alloy wheels have long been included in higher-priced luxury or sports cars, with larger-sized. The cost of alloy wheel is high which makes attractive to thieves; the automakers and dealers often use locking lug nuts. Mostly alloy wheels are manufactured by casting process and other are made up of forged. Forged wheels are lighter, stronger, and more expensive than cast wheels. There are two types of forged wheels: a. One piece. b. Modular.

Modular forged wheels make two- or three-piece design. Typical multi-piece wheels consist of the inner rim base, outer rim lip and wheel center piece with openings for lug nuts. The parts of a modular wheel are held with bolts. 1.4 PARTS OF ALLOY WHEEL:

Fig 1.2 Parts of alloy wheel

1. Rim 2. Disk 3. Center Bore 4. Hub-Mount Plate 5. Flange 6. Well 7. Hump 8. Bead Seats

1.5 MATERIALS USED IN ALLOY WHEEL: 1. Aluminum Alloy: Aluminum alloys are alloys in which aluminum is the predominant metal. The typical alloying elements are copper, magnesium, etc. The alloys are classified in to two types, namely A. casting alloys B. wrought alloys, Whereas the casting alloy and wrought alloy are sub divided in to two types namely A. Heat-treatable B. non-heat-treatable About 85% of aluminum is used for wrought products, for example rolled plate, foils etc. The surface of Aluminum alloy has white, which is protected by the layer of aluminum oxide. The galvanic corrosion is occurred when the aluminum alloy is placed in electrical with other metals. The metal corrosion, process can occur as exfoliation or intergranular corrosion.

Fig: 1.3 Aluminum wheel alloy 2. Magnesium Alloy: Magnesium wheels are the first die-cast wheels which were produced, and were namely as"mag wheels. These wheels were used for racing. But they were popular during 1960s. The term "mag wheels" became synonymous with die-cast wheels made from any material, from modern aluminum alloy wheels to plastic and composite wheels used on items like bicycles, wheelchairs, and skateboards. Now a day’s pure magnesium wheels are not produced, the pure magnesium wheels are being found only on classic cars. Pure magnesium has a lot of problems in it. The Vintage magnesium rims were used for pitting, cracking and corrosion. Magnesium wheels are hard to ignite, where as in pure magnesium wheels it can be ignited by a burning tire or puncture. The Alloys of magnesium were later developed to alleviate most of these problems. The Modern surface treatment technologies provide protection from corrosion and significantly extend the average lifecycle of magnesium rims.

Fig: 1.4 Magnesium alloy wheel.

1.6 ADVANTAGES OF ALLOY WHEEL: 1. Alloy wheels looks better than the steel wheels . 2. This alloy wheels have better heat conduction and dissipation. 3. Alloy wheels decrease unsparing weight and therefore transmit less inertia to the springs. 4. Better performances and gives better fuel economy. 5. Better braking and increase tyre life. 6. Less likely to corrode and protest from the rust. 7. The Alloy wheel resale value of the car is increased. 8. It adds classy look to your vehicle. 9. Aluminum alloys are less likely to corrode than steel ones. 10. Alloy wheels conduct heat better than steel so brakes are less likely to fail in winter conditions.

DISADVANTAGES OF ALLOY WHEEL: 1. It does not have high-strength compared to steel wheels. 2. More expensive to produce, cost and maintenance. 3. More attractive to thieves. 4. Soft alloy wheels are prone to dents, scuffs and scratches. 5. Due to the higher risk of the car being stolen, insurance may go up by as much as 80%.

6. The alloy wheels are damaged performance of the vehicle will suffer and fuel consumption will increase.

CHAPTER II LITERATURE REVIEW T.Shiva Prasad et al [1], he proposed about the stress analysis of car wheel rim. This is done by CATIA and ANSYS. The stress can be reducing by the modification and the deg of wheel rim. For the preparation of wheel the aluminum and forged steel with the relative performance. In this wheel dynamic and static analysis are obtained. Sourav Das et al [2], he proposed the design of aluminum alloy wheel and the automobile applications which is to optimize the mass of wheel. The mass optimize from the wheel rim can be reduced from 26kg to 12.15kg.The analysis of FE shows that the stress of the alloy is actual to yield. The stress distribution and resulted displacement of the alloy wheel is under the radial

fatigue load. The damage of wheel is found only 0.2%. The damage is found on the flange portion of the wheel rim. Rajarethinam et al [3], he proposed the laterial stiffness and the radial stiffness of the vehicle that depends upon the bending inertia, torsion inertia and spoke geometry. The spoke of wheel where instrumented with the strain gauge. In order to know about the strain and fatigue resistance properties on wheel. Ganesh et al [4], he proposed, that the wheel is made by aluminum and magnesium alloy or sometimes it is made up of the mixture of both magnesium and aluminum alloy. Now a day’s four wheels are made up of aluminum alloy. The alloy wheel is design by the parametric model for four wheeler by collecting data from the reverse engineering process. By deg and analyzing the model to change the design of rim to make it strong and balanced.

Alexandra Valentin et al [5], he proposed about the life of wheel. The car rim is analyzed by using load test of 400. The static stress is studied for finding the zone and also at which position the stress concentration is taking place. By using fatigue method and regression analysis method the result of experiment can be taken. The current design is 60% which is lighter compared to original design. The stress of 4 spoke is less where has compared to 5 spoke alloy. Sanjay Chaudhary et al [6], he proposed the design analysis of aluminum alloy wheel by using the peek material. In the industries the design of automobiles is explored to the polymeric material in order to obtain the reduction of weight without the decrease in vehicle quality. W hen the weight of the vehicle decreases the fuel consumption increases. The designs of two wheeler were chosen by applying the different load and redesign the wheel for reduction of deformation.

CHAPTER III MODELLING AND ANALYSIS

CREO SOFTWARE: Creo is a family of deg software which s the product of design for the manufacturing and developing by PTC. Creo apps are available in English, French, Koreanetc. Creo is part of broader product which is developed by PTC. Creo software is also connected to the other solution such as wind chill, MathCAD and arbor text for publishing software. The initial of creo in 2011.Creo used for design cad software. Creo runs on Microsoft windows which provide apps such as 3D parametric 2D technical illustration. Whereas Creo elements and parametric are complete direct

With CATIA. PTC Creo is also known as pro engineer. It has features of 3D CAM/CAD/CAE. PTC Creo develops the solid and assembly modeling, finite element analysis. Creo parametric created by parametric Technology Corporation. PTC Creo started 2009. 1. PTC released creo 1.0 in 2011. 2. PTC released creo 2.0 in 2012. 3. PTC released creo 3.0 in 2013. 4. PTC released creo 4.0 in 2014. Easily use non-PTC CAD data from customers and suppliers. Get instant access to loads of tutorials and other learning materials that are sure to improve your skills. The software is designed to help s solve, capture and share engineering calculation both quickly and easily. After selecting the plane the first interface of cero is shown in fig.3.1

Fig 3.1 PTC creo interface

3.2 DESIGN OF ALLOY WHEEL 3.2.1 STEPS INVOLVED IN MODELLING: The Modeling part of the alloy wheel was done in PTC Cero Parametric 3.0 software. The points at which the centre part of alloy wheel are located by using the datum axis. Draw a line at the centre with dimension as mentioned in the table below. Table: Dimensions of alloy wheel Stud diameter

15mm

Pitch circle diameter

70mm

Offset wheel rim

Positive offset(46.38)mm

Nominal wheel diameter

432mm

Inside rim width

128mm

Centre bore diameter

36mm

Hub mount plate diameter

50mm

Fig 3.2.1 Basic sketch 

Using the mirror command with the x- axis the above part is drawn on the below of it



Using the revolve command by selecting the object we got solid part as shown in fig

Fig 3.2.2 solid part of an alloy wheel 

Using the line command a required shape is drawn with the required dimension on the solid part and then using the command extrude the solid part is made to remove about required dimension then the shape of the solid part is shown in fig.

Fig 3.2.3 wheel formation



Using the pattern command with the use of angle with the dimension of first removed part 8 more parts are drawn it is shown in the below fig



With the use of circle command at the centre of the solid part with the required radius is drawn and then using extrude command solid part is made to remove about required dimension then the shape of the solid part is shown in fig.

Fig 3.2.4 Alloy wheel 

This is how the alloy wheel with the required dimension is drawn.

Fig 3.2.5 Sketch view of alloy wheel

3.3 Finite Element Analysis (FEM) The finite element method (FEM) is a numerical method for solving problems of engineering and mathematical physics. It is also referred to as finite element analysis (FEA). Finite element analysis (FEA), is a computational technique used to obtain approximate solution of boundary valve problems in engineering. Boundary valve problems are also called field problems. The field is the domain of interest and most often represents a physical structure.

FEM is best understood from its practical application, known as finite element analysis (FEA). FEA as applied in engineering is a computational tool for performing engineering analysis. It includes the use of mesh generation techniques for dividing a complex problem into small elements, as well as the use of software program coded with FEM algorithm. In applying FEA, the

complex problem is usually a physical system with the underlying physics such as the Euler-Bernoulli beam equation.

FEA is a good choice for analyzing problems over complicated domains (like cars and oil pipelines), when the domain changes (as during a solid state reaction with a moving boundary), when the desired precision varies over the entire domain, or when the solution lacks smoothness. For instance, in a frontal crash simulation it is possible to increase prediction accuracy in important areas like the front of the car and reduce it in its rear (thus reducing cost of the simulation).

3.4 ANSYS

ANSYS is general purpose software, used to simulate interactions of all disciplines of physics, structural, vibration, fluid dynamics, heat transfer and electromagnetic for engineers.

ANSYS software with its modular structure as seen in the table below gives an opportunity for taking only needed features. ANSYS can work integrated with other used engineering software on desktop by adding CAD and FEA connection modules.

So ANSYS, which enables to simulate tests or working conditions, enables to test in virtual environment before manufacturing prototypes of products. Determining and improving weak points, computing life and foreseeing probable problem are 3d simulation in virtual environment. It can carry out advanced engineering analyses quickly, safely and practically by its variety of algorithms, time based loading features and nonlinear material models.

ANSYS Workbench is a platform in which integrate simulation technologies and parametric CAD systems with unique automation and performance. The power of ANSYS workbench comes from ANSYS solver algorithms with years of experience. Furthermore, the object of ANSYS Workbench is verification and improving of the product in virtual environment. 

In ANSYS firstly we select static structural option in left side bar.



After selecting static structural option we inserting the engineering data and we import the file with extension (.STP) in the geometry as shown in fig.

Fig 3.4.1 Work bench GUI lay out

Fig 3.4.2 Import alloy wheel in ANSYS

3.5. MESHING Meshing: It represents the discretization of component into number of elements. Mesh generation: A face mapped mesh is generated that approximates a geometric structure. It is important to maintain the quality of the mesh near to value 1.Also the Aspect ratio is ranged in between 1 and 5. One of the factors for determining the quality of mesh, Jacobian ratio should also be near to value 1. Hence these three factors while mesh generation should be considered and optimized for good quality of mesh as shown in fig.

Fig 3.5.1 Meshing of alloy wheel

Table 1: Mesh statistics Nodes

58210

Elements

57293

Element quality

0.7606

Type of mesh

Hex dominant

Element size

5 mm

Table 2: Units of the parameters Units

SI(mks)

Length

Mm

Weight

Newton

MATERIAL PROPERTIES: Table 3: Material Properties Materials

Aluminium

Magnesium

Structural steel

Density

2670

1800

7850

7.24E+10

4.5E+10

2E+11

0.33

0.35

0.30

(kg/m^3) Young’s Modulus (pa) Poisson Ratio

3.6. BOUNDARY CONDITIONS: For finding deformation and stress of the alloy wheel applied force and the pressure to fix the of the shaft inserting the wheel. The force of 2500N is applied on alloy wheel which is shown in the fig below.

Fig 3.6.1 Force applied on alloy wheel

LOAD APPLIED: Gross weight of the vehicle: 619+5*70+50=1500kg 619--------- Kreb weight of vehicle. 5

---------No of person in the car.

70 ---------Weight of the each person. 50 --------Overages added. Load on each wheel: 1019/4=254.4kg (2500N)

PRESSURE LOAD: Consider 30psi of air pressure load acting on the outer surface of the wheel. The pressure load acting on the alloy wheel is calculated below

30=30*0.4535*9.81(25.4) ^2=0.207N/mm^2 (or) 0.207Mpa.

Fig 3.6.2 Pressure applied on alloy wheel

FIXED : The fixed is applied at the center of the alloy wheel in order to make the wheel fixed for applying various loads and pressures to know the deformations on the wheel

Fig 3.6.3 Fixed s of alloy wheel

CHAPTER IV RESULTS AND DISCUSSIONS Alloy wheel is the component of an automobile vehicle wheel. Alloy wheel is designed for the static and dynamic loading. Alloy wheel part different type of material we use different types of load force pressure applied on the surface of the wheel.

4.1. ALUMINIUM: When force of 2500N is applied on the alloy wheel, the maximum deformation is 0.11891.

Fig 4.1.1 Total deformation of aluminum alloy wheel

When

pressure of

0.207Mpa applied on the alloy wheel surface, the

maximum equivalent (von-misses) stress on the wheel is 21.428 as shown in the fig below.

Fig 4.1.2 Equivalent stress of aluminum alloy wheel

4.2. MAGNESIUM: When force of 2500N applied on the alloy wheel, the maximum deformation is 0.2727.

Fig 4.2.1Total deformation of magnesium alloy wheel

When pressure 0.207Mpa apllied on the alloy wheel surface, the maximum equivalent (von-misses) stress on the wheel is 15.799 as shown in the fig below

Fig 4.2.2 Equivalent stress of magnesium alloy wheel

4.3. STRUCTURAL STEEL: When force of 2500N applied on the alloy wheel, the maximum deformation is 0.070297.

Fig 4.3.1 Total deformation of structural steel wheel When we apply pressure 0.207Mpa on the alloy wheel surface, the maximum equivalent (von-misses) stress on the wheel is 21.367 as shown in the fig below

Fig 4.3.2 Equivalent stress of structural steel wheel

GRAPH ANALYSIS:

Chart Title 25

0.3 0.25

20

0.15 10 0.1 5

0

0.05

Aluminium

Magnesium

Structural steel

Max deformation

0.11891

0.2727

0.07029

Von-misses stress

21.428

15.799

21.367

0

Axis Title

0.2 15

CHAPTER V CONCLUSION In these project the case of an automobile wheel maximum load is applied on the alloy wheel. Analysis of the wheel plays an important role for the safety of the enger cars. This project deals with the fatigue analysis of the wheel, as explained in the previous chapters. The drafting package and the exported file ANSYS, the finite element package using IGES file to transfer where applied load of 2500N was applied on the hub area of the wheel and pressure of 0.207N/mm^2 is applied on the outer surface of the rim. The pitch circle holes are constrained in all degrees of freedom.Various numbers of cycles the analysis has been done. The minimum stress is 0.041x1e6 Pa. and the deformation is observed as the 0.515x1e-1 mm after running the fatigue cycles we found that the infinite life at 1.0x109 cycles. Same analysis can be performed with alternate materials by applying load at different areas on the wheel, to reduce the weight, which ultimately reduces the overall cost with increase in lifetime and we can find the failure by changing loads by increasing or decreasing according to our requirements of that particular wheels we also change the models or design of the wheel and to test for the fatigue and comparing with the two models which will give the more life we can identify and we can develop that model. The applied pressure and force is wheel outer face wheel deformation and stresses

Taking

different

three

types

of

materials

aluminum,magnesium,structural steel having different type of properties varies deformation and stress zones is different.

REFERENCES: [1]. J.Stearns, P.C.Lam, and T.S.Srivastsans “An analysis of stress and displacement in rotating rim subjected to pressure and radial loads" Divisions of advanced product and procesd Technology. The Good year Tyre Rubber company. Akron,Oho,U. S .A. April 14,2000. [2] Smithers Scientific Services, Inc.”Wheel Test centre"Smithers scientific services, Inc. 425 West Market Street, Akron, OH U. S.A. 1997. [3] Pottinger, M.G., Arnold, G.A., Marhall,K.D. [1976]"The effect of test speed and surface curvature on cornering properties of wheel ". [4] Ering Tonuk, Y.samin Unlusoy [2001] , "prediction of automobile tyre concerning force characteristics by finite modeling and analysis ". [5] Wright,D.H. [1983] “Test Method for Automotive Wheels, Institute of Mechanical Engineering” Paper No.c278/83,in Automobile Wheels and Tyres. [6] Cameron. Lonsdale and Francois. Demility. [1999]"wheel rim residual strees.