Failure analysis of Steel Wheel by using ﬁnite Elem ent Method

INTERNATIONAL JOURNAL OF RESEARCH IN AERONAUTICAL AND MECHANICAL ENGINEERING

Vol.2 Issue.6,

June 2014.

Pgs: 106-115

Hement Patel, Rajesh Kumar Satankar 106

ISSN (ONLINE): 2321-3051


Failure analysis of Steel Wheel by using finite Element Method

Hement Patel1, Rajesh Kumar Satankar2 1 Research Scholars,

2 Asst. Prof., JEC Jabalpur.(M.P.) Email id; [email protected]

Abstract:

To improve the quality of steel wheels, an analysis for evaluating the fatigue life of wheels is proposed in this paper. The ANSSYS 13.1 software is used to build the static load finite element model of steel wheels for simulating. There is two type of material used whose are structural steel and Aluminium. The equivalent stress amplitude is calculated based on the nominal stress method by considering the effects of mean load, size, fatigue notch, surface finish and scatter factors. The fatigue life of aluminium wheels and structural steel are predicted by using the equivalent stress amplitude. The analysis showed that the baseline wheel failed the test and its crack initiation was around the hub bolt hole area that agreed with the simulation. The results from the analysis is shows that Steel wheel rim is subjected to more stress compared to aluminium. In both cases von-misses stresses are less than ultimate strength. Deflections in aluminium are more when compared to steel. The results indicated that the proposed method of integrating finite element analysis and nominal stress method was a good and efficient method to predict the fatigue life of steel wheels. Key words: Rim analysis, ANSYS, Structural steel, Aluminum, Simulation.

1. Introduction:

The rim of a wheel is the outer circular design of the metal on which the inside edge of the tire is mounted on vehicles such as automobiles. Different materials have different effects on the strength, stability and life of the wheel rim. Similarly even changing the thickness of the wheel by a few inches can drastically affect the properties of the wheel rim. In this paper, we have analysed a wheel rim by varying the thickness of the wheel and also by applying different materials.


Vol.2 Issue.6,

June 2014.

Pgs: 106-115


Characteristics Design Considerations � Diameter(effective): distance between the bead seats (for the tire), as measured in the plane of the rim and

through the axis of the hub which is or will be attached, or which is integral with the rim. � Width(effective): separation distance between opposed rim flanges. � Type: Depends on the type of vehicle and tire. There are various rim profiles, as well as the number of rim

components.

Fig 1.Wheel model of Present work

Modern passenger vehicles and tubeless tires typically use one-piece rims with a “safety” rim profile. The safety feature helps keep the tire bead held to the rim under adverse conditions by having a pair of safety humps extending inwardly of the rim toward the other tire bead seat from an outer contoured surface of the rim.

Heavy vehicles and some trucks may have a removable multi-piece rim assembly consisting of a base that mounts to the wheel and axle. They then have either a side ring or a side and lock ring combination. These parts are removable from one side for tire mounting, while the opposite side attached to the base has a fixed flange.

Vehicle performance: Because the rim is where the tire resides on the wheel and the rim supports the tire shape, the dimensions of the rims are a factor in the handling characteristics of an automobile. For example:

Overly wide rims in relation to the tire width for a particular car may result in more vibration and less comfortable ride because the sidewalls of the tire have insufficient curvature to flex properly over rough driving surfaces. Oversized rims will cause the tire to rub when turning.

Overly narrow rims in relation to the tire width may cause poor handling as the tire may distort sideways under fast cornering. On motorcycles, a narrow rim will alter the tire profile, concentrating tire wear in a very small area during cornering, with a smaller contact patch during braking.

Different types of materials used At present work basically focused on two types of materials i.e. Aluminium alloy and Stainless Steel


Vol.2 Issue.6,

June 2014.

Pgs: 106-115


Aluminium Alloy: Aluminium alloys are alloys in which aluminium (Al) is the predominant metal.

There are two principal classifications, namely casting alloys and wrought alloys, both of which are further subdivided into the categories heat-treatable and non-heat-treatable. About 85% of aluminium is used for wrought products, for example rolled plate, foils and extrusions. Cast aluminium alloys yield cost effective products due to the low melting point, although they generally have lower tensile strengths than wrought alloys. The most important cast aluminium alloy system is Al-Si, where the high levels of silicon (4.0% to 13%) contribute to give good casting characteristics.

Aluminium alloys are widely used in engineering structures and components where light weight or corrosion resistance is required.

Aluminium has a unique set of properties that make it so essential to the modern world. It is ductile, strong (in alloys), lightweight, highly conductive, and extremely reflective. Prominent material used in the making of wheel rims.

General Properties of Aluminium Alloy

Material Yield

strength (MPa)

Ultimate strength (MPa)

Density (kg/m³)

Aluminium alloy 2014-T6 420 810 2804

Stainless Steel

Stainless steel does not stain, corrode, or rust as easily as ordinary steel, but it is not stain-proof.It is also called corrosion-resistant steel or CRES when the alloy type and grade are not detailed, particularly in the aviation industry. There are different grades and surface finishes of stainless steel to suit the environment the alloy must endure. Stainless steel is used where both the properties of steel and resistance to corrosion are required.

Stainless steel differs from carbon steel by the amount of chromium present. Unprotected carbon steel rusts readily when exposed to air and moisture. This iron oxide film (the rust) is active and accelerates corrosion by forming more iron oxide. Stainless steels contain sufficient chromium to form a passive film of chromium oxide, which prevents further surface corrosion and blocks corrosion from spreading into the metal's internal structure.


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June 2014.

Pgs: 106-115


Properties of Stainless Steel

Fig 2 Relations between different material properties

2. Analysis platform

At present work basically used Autodesk inventor for design and ANSYS Explicit Dynamics 13.1 for simulation purpose.

Autodesk Inventor is a 3-dimensional modeling package that allows the user to select a wide range of options in order to create and design mechanically sound and competent models. Inventor is a true 3-D modeling package. It allows the user to create life like 3D models and then use certain features in order to create an overall assembly.

ANSYS LS-DYNA combines the LS-DYNA explicit finite element program with the powerful pre and post-processing capabilities of the ANSYS program. The explicit method of solution used by LS-DYNA provides fast solutions for short-time, large deformation dynamics, quasi-static problems with large deformations and multiple nonlinearities, and complex contact/impact problems.


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June 2014.

Pgs: 106-115


Material

Yield

strength

(MPa)

Ultimate

strength

(MPa)

Density

(kg/m³)

Structur

al Steel 520 860 7850

Analysis – Using ANSYS

We have done two types of analysis based on

1) Material of the rim

a) Aluminium Alloy

b) Stainless Steel

2) Width of the outer rim

a) 152.4 mm

b) 162.4mm

Analysis due to different materials

Aluminium Alloy

The aluminium alloy used here as hardness of 420 MPa and density of 2804 Kg/m3. The light weight of aluminium is due the low density [when compared to many other metals]. It has just 27 protons and neutrons in the nucleus which is comparatively less than many materials.

Initially a uniform pressure of 10 MPa was applied throughout the rim. Stresses ranging from 1 MPa to 20 MPa where applied and the analysis was done. From these pressures the optimum value was found by trial and analysis basis.

Fig 3 Wheel Mesh model of present work


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3. Results and Discussion 1 Aluminium Alloy wheel (static analysis) (1) Maximum Inflation pressure on rim circumference 2000 KPa (2) Hub fix (3) Cylindrical support on outer hub area (4) Compression only support on rim circumference

Fig 4 Mesh model of Aluminium Alloy wheel materials.

Fig 5 Total Deformation for Aluminium Alloy wheel


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Fig 6.Total equivalent stress Aluminium Alloy wheel Table 1 Analysis of materials.

Deformation Stress MPa

Maximum 64 759 Minimum 0 0

2. Steel Alloy wheel (static analysis)

(1) Maximum Inflation pressure on rim circumference 20MPa (2) Hub fix (3) Cylindrical support on outer hub area (4) Compression only support on rim circumference

Fig7 Mesh model of Steel Alloy wheel materials.


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Fig8 Total equivalent stress for Steel Alloy wheel

Fig 9 Total Deformation for Steel Alloy wheel

Table 2 Analysis of materials.

Deformation Stress MPa Maximum 3.9 3326 Minimum 0 0


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Pgs: 106-115


Fig 10 shows S-N curves for Aluminium

4. Conclusion CAD model of the wheel rim is generated in INVENTOR and this model is imported to ANSYS (.iges) for processing work. An amount of pressure 20 MPa (Load and tyre) is applied along the circumference of the wheel rims made of both ALUMINIUM alloy & STEEL and bolt circle of wheel rim is fixed. Following are the conclusions from the results obtained:

1. Steel wheel rim is subjected to more stress compared to aluminium. 2. In both cases von-mises stresses are less than ultimate strength. 3. Deflections in aluminium are more when compared to steel. 4. Since in both the cases von-mises stresses is less than the ultimate strength, talking deflections into

account, steel is preferred as best material for designed wheel rim.

Stainless Steel Aluminium Alloy

It is stronger than Al alloys

Not as strong as Stainless Steel

Heavier than Aluminium Alloy

Lighter and so has a positive impact on balance, stability ,


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June 2014.

Pgs: 106-115


speed etc.

Steel Alloys are less likely to fail due to fatigue and so this increases the life of the wheel

Tend to fatigue a bit faster and so life is less

Has a lesser coefficient of thermal expansion

Higher coefficient of thermal expansion

Cost effective Higher costs

Not as corrosion efficient as Aluminium alloy

Corrosion Efficient

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Failure analysis of Steel Wheel by using ﬁnite Elem ent Method