FATIGUE ANALYSIS OF AN AUTOMOBILE WHEEL RIM Sayed Noamanul Haque 1 & Krupal Pawar 2 M.Tech (Design), Research Scholar, Sandip University, Nashik 1 Assistant Professor, Sandip University, Nashik 2 Abstract: Automotive wheel is very critical component in the vehicle which has to meet the strict requirements of driving safety. It is very vital for durability assessment of mechanical components early in the design phase. Traditionally, this has been performed mainly with prototype tests like dynamic cornering fatigue test, radial fatigue test etc. But it is difficult to understand fatigue failure mechanisms various loading conditions. The new designed wheel is tested in the lab for its fatigue life through an accelerated fatigue test before the actual production starts. However, a physical prototype test time takes at least 7 days and an average design period is 6 months or more depending on the requirement, it is very time consuming process. At the same time, because steel wheel is designed for variation in style and has very complex shape, it is difficult to assess fatigue life by using analytical methods. Every wheel have to pass Dynamic cornering fatigue test. In this paper we are studying Fatigue analysis of an Automobile rim using FEA software on DCFT, the data which will be used to optimize the wheel on weight or mass base criteria with different materials. Here we have used Aluminum alloy and Magnesium alloy to replace the steel wheels. Keywords: Automobile wheel Rim, Dynamic Cornering Fatigue Test, FEA software. 1. INTRODUCTION Wheel producers are using new materials and manufacturing technologies in order to improve the wheel’s aesthetic appearance and design. Steel wheels are widely used for wheels due to their excellent properties, such as lightweight, good forge ability, high wear resistance and mechanical strength. Ensuring the reliability and safety of automobile wheel rim is very important [1]. Analysis of the rims consists of numerically analyzing the stress levels that rims experience during operating conditions. The load bearing capacity of the bolt pattern will be evaluated for conditions of severe loading. The finite element (FE) method is implemented for all automobile wheel rim analysis. The reliability of FEA approach is based on their previous experience in fatigue analysis studies .The magnitude of the static load and pressure contributes to increasing the stresses on the rim components. The traditional fatigue test of wheel depend on the radial and cornering fatigue tests cannot simulate the real stress state of wheel well. In this paper, a new method is proposed to calculate the fatigue life of commercial vehicle wheel, in which the finite element model of biaxial wheel fatigue test rig is established based on the standard so fEUWAES3.23 and SAEJ2562, and the simulation of biaxial wheel test and fatigue life estimation considering the effects of tire and wheel camber is performed by applying the whole load spectrum specified inES3.23 to the wheel.[1]The (FEM) results of a pavement structure are wont to AEGAEUM JOURNAL Volume 8, Issue 5, 2020 ISSN NO: 0776-3808 http://aegaeum.com/ Page No: 375
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FATIGUE ANALYSIS OF AN AUTOMOBILE WHEEL RIM
Sayed Noamanul Haque1 & Krupal Pawar2
M.Tech (Design), Research Scholar, Sandip University, Nashik1
Assistant Professor, Sandip University, Nashik2
Abstract: Automotive wheel is very critical component in the vehicle which has to meet the strict
requirements of driving safety. It is very vital for durability assessment of mechanical components early in the
design phase. Traditionally, this has been performed mainly with prototype tests like dynamic cornering fatigue
test, radial fatigue test etc. But it is difficult to understand fatigue failure mechanisms various loading
conditions. The new designed wheel is tested in the lab for its fatigue life through an accelerated fatigue test
before the actual production starts. However, a physical prototype test time takes at least 7 days and an
average design period is 6 months or more depending on the requirement, it is very time consuming process. At
the same time, because steel wheel is designed for variation in style and has very complex shape, it is difficult to
assess fatigue life by using analytical methods. Every wheel have to pass Dynamic cornering fatigue test. In this
paper we are studying Fatigue analysis of an Automobile rim using FEA software on DCFT, the data which will
be used to optimize the wheel on weight or mass base criteria with different materials. Here we have used
Aluminum alloy and Magnesium alloy to replace the steel wheels.
Table No. 1.3 Outcome from Finite Element Analysis
From above analysis it is clear that Experiment no.4 have Maximum equivalent stress 2.049
X108 also Experiment No.8 have Maximum equivalent stress 2.040 X108 which is greater
than Tensile Strength of Magnesium 1.93X108 so these two combination Fails under given
boundary conditions. Whereas experiments 1, 2, 3,5,6,7 are safe. It is clear that experiment
number 4 and 8 are associated with design number 2 is unsafe. Also Design 1 is safe with
both materials therefore design 1 is checked with AL alloy and Mg alloy on weight or mass
basis. Mg alloy rim have less weight which is the optimize level.
8. CONCLUSION
A Multi-objective analysis concept is carried out to optimize the weight of the Rim. Also to
determine whether the moment is applied at mounting holes or at Hub also. Work is carried
out in steps by step manner. We found that:
1. Design 1 is suitable for the vehicle considered.
2. Design 2 has some issues related to strength and moment carrying capacity.
3. Magnesium alloy is suitable with Design 1 & It’s weighs only 6.39 Kgs.
4. Earlier rim weighs was 15.3 Kgs.
5. So reduction in mass is 15.3-6.39 =8.91 Kg.
Expt. No Design
No. Material
Mass
(Kg.) Case Remark
1 D1 Al Alloy 9.84 C1
2 D2 Al Alloy 9.30 C1
3 D1 Mg Alloy 6.39 C1 OPTIMIZE LEVEL
5 D1 Al Alloy 9.84 C2
6 D2 Al Alloy 9.30 C2
7 D1 Mg Alloy 6.39 C2 OPTIMIZE LEVEL
AEGAEUM JOURNAL
Volume 8, Issue 5, 2020
ISSN NO: 0776-3808
http://aegaeum.com/ Page No: 383
Acknowledgement
I am very thankful to Dr.K.P.Pawar, Assistant Professor, Sandip University, Nashik for their guidance and Prof. Dr. A.Gangele, Head of Mechanical Engineering, School of Engineering & Technology, Sandip University, Nashik for their technical support.
REFERENCES
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