International Journal of Application or Innovation in Engineering& Management (IJAIEM)

Web Site: www.ijaiem.org Email: [email protected], [email protected]

Volume 2, Issue 8, August 2013 ISSN 2319 - 4847

Volume 2, Issue 8, August 2013 Page 14


Abstract
The purpose of the car wheel rim provides a firm base on which to fit the tire. Its dimensions, shape should be suitable to
adequately accommodate the particular tire required for the vehicle. In this study a tire of car wheel rim belonging to the disc
wheel category is considered. Design in an important industrial activity which influences the quality of the product. The wheel
rim is designed by using modelling software catiav5r18. In modelling the time spent in producing the complex 3-D models and
the risk involved in design and manufacturing process can be easily minimised. So the modelling of the wheel ri m is made by
using CATIA. Later this CATIA model is imported to ANSYS for analysis work. ANSYS software is the latest used for simulating
the different forces, pressure acting on the component and also for calculating and viewing the results. A solver mode in ANSYS
software calculates the stresses, deflections, bending moments and their relations without manual interventions, reduces the time
compared with the method of mathematical calculations by a human. ANSYS static analysis work is carried out by consi dered two
different materials namely aluminium and forged steel and their relative performances have been observed respectively. In
addition to this rim is subjected to vibration analysis (modal analysis), a part of dynamic analysis is carried out its performance is
observed. In this paper by observing the results of both static and modal analysis obtained forged steel is suggested as best
material.
Keywords: ANSYS, CATIA V5, Stress Analysis, Wheel Rim.

1. INTRODUCTION
Archaeologies and historians of today see the introduction of the wheel as the real genesis of any old civilisation. The
wheel is perhaps the most significant discovery of old times. The wheel has developed from nothing more than an
oversized bearing to a fully integral part of any modem transportation vehicle. The modern vehicle is also seen today a
fashion item to complement peoples individual requirements. Motor vehicles are produced according to very strict rules
to ensure the safety of the passengers. Every component is therefore designed according to the criticality of the
component. Wheels are classified as a safety critical component and international cods and criteria are used or design a
wheel.
Materials to produce these wheels have become has sophisticated as a design and materials can range from steel to non-
ferrous alloys like magnesium and aluminium. Automotive wheels have evolved over the decades from early spoke
designs of wood and steel. Carry overs from wagon and bicycle technology, to flat steel discs and finally to the stamped
metal configurations and modern cast and forged aluminium alloys rims of todays modern vehicles historically
successful designs arrived after years of experience and extensive field testing. Since the 1970s several innovative
methods of testing well aided with experimental stress measurements have been initiated [1].
In recent years, the procedures have been improved by a variety of experimental and analytical methods for structural
analysis is (strain gauge and finite element methods). Within the past 10 years, durability analysis (fatigue life
predication) and reliability method for dealing with variations inherent in engineering structure have been applied to the
automotive wheel. Wheel rims affect the braking performance of a vehicle as result of the following for parameters: size,
weight, design or ventilation, materials. The size of the wheel rim governs how much space there is between the rim and
the brake rotor. By moving up to a higher diameter wheel rim there will be more scope for air flow around the brakes and
therefore better cooling. The weight of the wheel rim is an obvious issue. The mass is not only important in terms of the
overall weight of the wheel, the rotational inertia of the wheel goes up with more weight as well, causing even more work
for the brakes.
The handling of a vehicle is always improved with light weight. As in case of ride, the lighter the unsprung weights are
more easily controlled in the motion of the tire wheel and the better the adhesion to the road surface. Another factor in
handling has to do with wheel strength and flex. A more rigid wheel will reduced wheel flex during cohering and
improve tire performance. This is especially important with low aspect ratio, high performance tires that can be generate
high cornering forces.
Car wheels are divided in to two main groups, steel wheels and alloy wheels. Alloy wheels are frequently fitted typical
during the manufacturing of modern vehicles. All steel wheels to be made up of two pressed components, the rim and the
wheel disc, which are joined (welded) together.
Design and Analysis of Wheel Rim using
CATIA & ANSYS

P. Meghashyam
1
, S. Girivardhan Naidu
2
and N. Sayed Baba
3

1,2,3
Scholar

/Department of Mechanical Engineering,
J NTUA/Madanapalle Institute of Technology & Science
International Journal of Application or Innovation in Engineering& Management (IJAIEM)
Web Site: www.ijaiem.org Email: [email protected], [email protected]
Volume 2, Issue 8, August 2013 ISSN 2319 - 4847

Volume 2, Issue 8, August 2013 Page 15

2. Theory of Wheels
The tire works as a wheel only after it is set up on the rim and is inflated therefore; the tire and wheel assembly effects the
function and performance of the vehicle. The tire is designed and manufactured to suit a usual rim and once installed on
the correct rim the tire will perform up to its preferred level. It is needless to say that the life of the tire will be reduced if
it is installed on an unsuitable rim. The rim is actually the name for the cylindrical part where the tire is installed. A
wheel is the name for grouping between rim and disc plate. Once the disc plate is fixed inside the cylinder this assembly
becomes a wheel [2].
2.1 Rim Nomenclature
1. Wheel: Wheel is generally composed of rim and disc.
2. Rim: This is a part where the tire is installed.
3. Disc: This is a part of the rim where it is fixed to the axle hub.
4. Offset: This is a space between wheel mounting surface where it is bolted to hub and centre line of rim.

Fig 1: Rim Nomenclature
5. Flange: The flange is a part of rim which holds the both beds of the tire.
6. Bead Seat: Bead seat approaches in contact with the bead face and it is a part of rim which holds the tire in a radial
direction.
7. Hump: It is a bump what was put on the bed seat for the bead to prevent the tire from sliding off the rim while the
vehicle is moving.
8. Well: This is a part of rim with depth and width to facilitate tire mounting and removal from the rim.

2.2 Type of Wheel/Rim: (Dimensional)
2.2.1 Shape of Rim
Typical rim shape vehicles are made up of the following.
a) Drop centre rim (DC)
Drop centre rim (DC rim) is shaped so there is fine between the bead seat parts which is placed on both sides of the rim.
This is to make the mounting and dismounting of the tire easy. In most circumstances there is a taper of 5 degrees in the
bead seat area [3].

Fig 2: Drop Centre (Dc) Rim
b) Wide drop centre rim (WDC)
Wide drop centre (WDC rim) is mostly the same as DC rim. To expand the width of the rim, with a slighter well and a
lower flange height, this rim is mostly applied to low aspect ratio tires. This design is presently applied to rims for tires of
most passenger vehicles.
International Journal of Application or Innovation in Engineering& Management (IJAIEM)
Web Site: www.ijaiem.org Email: [email protected], [email protected]
Volume 2, Issue 8, August 2013 ISSN 2319 - 4847

Volume 2, Issue 8, August 2013 Page 16

c) Wide Drop Centre Rim With Hump
In addition, this design has a bump, on the beginning of the bead seat area. This hump is to prevent the bead sliding
down and air outflow from the rim due to the horizontal force applied to the tire when a vehicle tubeless tires runs at high
speed.

Fig 3:- WDC with Hump
2.2.2 Types of Wheel/Rim (Material)
Steel and light alloy are the foremost materials used in a wheel rim however some composite materials together with
glass-fibre are being used for special wheels [4].
a) Wire Spoke Wheel
Wire spoke wheel is an essential where the exterior edge part of the wheel (rim) and the axle mounting part are linked by
numerous wires called spokes. Todays automobiles with their high horsepower have made this type of wheel manufacture
obsolete. This type of wheel is still used on classic vehicles. Light alloy wheels have developing in recent years, a design
to give emphasis to this spoke effect to fulfil users fashion requirements.
b) Steel Disc Wheel
This is a rim which practices the steel-made rim and the wheel into one by joining (welding), and it is used mainly for
passenger vehicles especially original equipment tires.
c) Light Alloy Wheel
These wheels are based on the use of light metals, such as aluminium and magnesium has come to be popular in the
market. This wheel rapidly become standard for the original equipment vehicle in Europe in 1960s and for the
replacement tire in United States in 1970s. The advantages of each light alloy wheel are explained as below.
i. Aluminium Alloy Wheel
Aluminium is a metal with features of excellent lightness, thermal conductivity, rust confrontation, physical
characteristics of casting, low heat, machine processing and reutilizing, etc. This metals main advantage is decreased
weight, high precision and design choices of the wheel. This metal is useful for energy preservation because it is possible
to re-cycle aluminium easily.
ii. Magnesium alloy wheel
Magnesium is about 30% lighter than aluminium and also admirable as for size stability and impact resistance. However,
its use is mainly restricted to racing, which needs the features of weightlessness and high strength at the expense of
weathering resistance and design choice, etc. Compared with aluminium.
iii. Titanium alloy wheel
Titanium is an admirable metal for corrosion resistance and strength (about 2.5 times) compared with aluminium, but it
is inferior due to machine processing, designing and more cost. It is still in the development stage even though there is
some use in the field of racing.
iv. Composite material wheel
The composite material wheel is different from the light alloy wheel, and it is developed mainly for low weight. However
this wheel has inadequate consistency against heat and for best strength. Development is continuing.
3. Modelling of Wheel Rim
CATIA is software which is used for creation and modifications of the objects. In CATIA and design and modelling
feature is available. Design means the process of creating a new object or modifying the existing one. Drafting means the
representation or idea of the object. Modelling means create and converting 2D to 3D. By using CATIA software, create
the model of the wheel rim [5].
International Journal of Application or Innovation in Engineering& Management (IJAIEM)
Web Site: www.ijaiem.org Email: [email protected], [email protected]
Volume 2, Issue 8, August 2013 ISSN 2319 - 4847

Volume 2, Issue 8, August 2013 Page 17

_____________________________
Specifications of Model Wheel Rim
Tire diameter (approx.) =560 mm
Wheel size =14 inches
Length =86 mm
Flange shape =J
Rim width =5 inches
Wheel type =disc wheel
Flange height =0.68 inches
Tire type =radial
Aspect ratio =65
Offset =80.54
________________________________
3.1 Steps Involved In Design
1. Draw the profile diagram of the wheel rim.


2. Now revolve the profile body with respect to y-axis. then we obtain the wheel rim body as

3. By selecting the face of wheel, the required design is drawn on the surface is removed by using POCKET operation.

4. By using circular pattern the specific design is obtained all over the rim.
5. Once again selecting the face draw the circle for and rotate them using circular pattern.
6. From holes using POCKET option.
7. And finally using the EDGE FILLET option the side edges are made filleted for final finishing.
International Journal of Application or Innovation in Engineering& Management (IJAIEM)
Web Site: www.ijaiem.org Email: [email protected], [email protected]
Volume 2, Issue 8, August 2013 ISSN 2319 - 4847

Volume 2, Issue 8, August 2013 Page 18

3.2 Final view of wheel rim

4. Result Analysis
1. After preparing the model in CATIA it is improved to ANSYS. the file is imported from CATIA by file>import>IGES
2. The imported model is meshed by using TETRA mesh. the meshed model is as follows:

3. Later this meshed model is defined with two different materials namely ALUMINIUM and FORGED STEEL and
subjected to static analysis.
4.1 AT PREPROCESSOR STAGE:
Input data for ALUMINIUM:
Youngs modulus: 0.71e5N/mm
Poissons ratio =0.33
Density =2800kg/m
Circumferential pressure =200 kpa
Input data for FORGED STEEL:
Youngs modulus: 2.1e5N/mm
Poissons ratio =0.3
Density =7600kg/m
Circumferential pressure =200 kpa
1. After this meshed model is constrained at holes by all DOF where the bolts has to be placed.
2. After constraining the meshed model, the model is subjected to a circumferential load of 200 kpa.
3. Later the results were obtained in the SOLVER module.
4. Later in the SOLVER module, analysis type is changed from static command to modal command and solution in done
in solution window.
5. Next solution results such as stress, displacement, von mises, ultimate strength etc., it can be observed in
GENERALPOST-PROCESSOR.

4.1.1 Results for Aluminium Wheel Rim
(a) Displacement result

International Journal of Application or Innovation in Engineering& Management (IJAIEM)
Web Site: www.ijaiem.org Email: [email protected], [email protected]
Volume 2, Issue 8, August 2013 ISSN 2319 - 4847

Volume 2, Issue 8, August 2013 Page 19

(b) Von-Mises Stresses

(c) Stress Intensity


4.1.2 Results for results for forged steel wheel rim:
(a) Displacement Result

(b) Von-Mises Stresses

(c) Stress Intensity

International Journal of Application or Innovation in Engineering& Management (IJAIEM)
Web Site: www.ijaiem.org Email: [email protected], [email protected]
Volume 2, Issue 8, August 2013 ISSN 2319 - 4847

Volume 2, Issue 8, August 2013 Page 20

4.1.3 STRESS RESULTS:
TYPE OF RESULT FOR ALUMINIUM FOR FORGED
STEEL
DISPLACEMENT (DMX
VALUE)
334.176 112.3
VON-MISES STRESSES 131801 141265
ULTIMATE STRESS
VALUE
152092 162957

5. Conclusion and future work:
CAD model of the wheel rim is generated in CATIA and this model is imported to ANSYS for processing work. An
amount of pressure 200 kpa is applied along the circumference of the wheel rims made of both ALUMINIUM &
FORGED STEEL and bolt circle of wheel rim is fixed. Following are the conclusions from the results obtained:
Aluminium wheel rim is subjected to more stress compared to Forged steel.
In both cases von-mises stresses are less than ultimate strength.
Deflections in aluminium are more when compared to forged steel.
Since in both the cases von-mises stresses is less than the ultimate strength, talking deflections into account, forged
steel is preferred as best material for designed wheel rim.
5.1 Scope for Future Work
In the above proposed work only pressure acting circumferentially on the wheel rim is only considered, this can be
extended to other forces that act on the wheel rim and structural analysis is carried out, this can be extended to transient
analysis.
REFERENCES
[1.] Fatigue Analysis of Aluminium Alloy Wheel Under Radial Load, International Journal of Mechanical and Industrial
Engineering (IJMIE), ISSN No. 2231 6477, Vol-2, Issue-1, 2012.
[2.] An analysis of stress and displacement distribution in a rotating rim subjected to pressure and radial loads by
P.C.Lam and T.S.Srivastam.
[3.] THE TIRE AND RIM ASSOCIATION, INC (1996), 50 Drop Centre Rim Contours, J (ISO) Contour for
14,15,16,18 and 20 diameter Designation, pp7.05.
[4.] Stress Anlasis Of Wheel Rim International Journal of Mechanical Engineering and Research Volume 1 Issue 1
(Page, 34-37), ISSN: 2277-8128.
[5.] CATIA V5 Fundamentals, www. http://handbook5.com/c/catia-v5-fundamentals-w3524.html.


AUTHOR
P. Meghashyam receeived the B.tech degree in Mechanical Engg. From Sri kalahasteeswara institute of
technology & science. Srikalahasthi ,Chittor Yr. 2012. Presently purusuing M.tech in Advance manufacturing
Systems. From Madanapalle institute of Technology & science.