GEOMETRICAL AND MATERIAL OPTIMIZATION OF ALLOY WHEEL FOR FOUR WHEELER USING HONEY-COMB TECHNOLOGY

ABSTRACT

Alloy wheels are automobile wheels which are made from an alloy of aluminum or

magnesium metals or sometimes a mixture of both. Alloy wheels differ from normal steel

wheels because of their lighter weight, which improves the steering and the speed of the car.

Alloy wheels will reduce the unstrung weight of a vehicle compared to one fitted with

standard steel wheels. The benefit of reduced unstrung weight is more precise steering as well

as a nominal reduction in fuel consumption.

At present four wheeler wheels are made of Aluminum Alloys or steel. In this

Aluminum alloy wheel will be replaced with different alloys like ZAMAK and magnesium.

In this a parametric model will be made to design for Alloy wheel used in four

wheeler by collecting data from reverse engineering process from existing model. Design has

to be evaluated by analyzing the model by considering the constraints as ultimate stresses and

variables as different materials and different loads.

The main aim of the project is to suggest best geometric shape along with material,

for geometrical optimization four different shapes of straight, inclined, Y-shape, and HONEY

COMB-shape are analyzed with above described materials by applying loads.

Structural analysis will be done at maximum load conditions to determine structural

characteristics. Buckle analysis will be done to determine the buckle factors for all above

models and material.

INTRODUCTION TO WHEELS CHAPTER-I

A wheel is a circular device that is capable of rotating on its axis, facilitating

movement or transportation while supporting a load (mass), or performing labour in

machines. Common examples are found in transport applications. A wheel, together with an

axle overcomes friction by facilitating motion by rolling. In order for wheels to rotate, a

moment needs to be applied to the wheel about its axis, either by way of gravity, or by

application of another external force. More generally the term is also used for other circular

objects that rotate or turn, such as a ship's wheel, steering wheel and flywheel.

1.1 TYPES OF WHEELS:

There are only a few types of wheels still in use in the automotive industry today.

They vary significantly in size, shape, and materials used, but all follow the same basic

principles.

1.1.1 STEEL WHEEL:

The first type of wheel worth mentioning, and by far the most-used wheel, is the steel

wheel. This kind of wheel consists of several sheets of steel, stamped into shape and typically

welded together. This type of wheel is strong, but heavy. They are found on every kind of

vehicle from sports cars to the larger pickup trucks; the wheels look different but are

essentially the same device.

1.1.2RALLY WHEEL:

The second type of wheel to be mentioned is the rally wheel. These are essentially

steel wheels but they are made somewhat differently, and tend to consist of a heavier gauge

of steel. While the inner portion of a steel wheel is generally welded to the rim along its

entire circumference, a steel wheel's inner portion is cut to resemble the spokes of a mag

wheel, and is welded accordingly.

1.1.3 MAG WHEEL:

Mag wheels are cast and/or milled wheels typically made from aluminum or an alloy

thereof. They used to be made of magnesium for their light weight and strength, but

magnesium catches fire somewhat easily and is very difficult to put out. This is unfortunate,

because it is superior to aluminum in every other way. This tendency also makes it a

dangerous metal to work with, because piles of shavings tend to burst into flame and burn

through concrete surfaces when they get too hot.

1.1.4SPOKE WHEEL:

As previously mentioned, spoke wheels (sometimes with more than 100 spokes) are

still in use today and are popular on roadsters and low-riders. They tend to be fairly low in

weight, and are reasonably strong. They have an "old school" appearance and style which is

often highly sought after.

1.1.5 Centerline Wheel

Various combinations of these technologies can be used to produce other, more

unusual wheels. Large earth-moving vehicles such as the more gargantuan dump trucks often

have some degree of the vehicle's suspension actually built into the wheel itself, lying

between the hub and rim in place of spokes. Also, various companies make wheels which are

designed like steel wheels but are made of aluminum -- The most famous of these are made

by centerline, and the style is actually called the centerline wheel.

1.1.6 Mounting

Wheels are mounted to the hub by a combination of lug bolts, or studs, and lug nuts.

The studs are mounted to the hub, which is attached to a hub carrier or suspension upright.

The wheel has holes to match these studs, and is placed over them. The lug nuts are then

applied and tightened to the proper tension.

1.1.7 Hub- And Lug- Centricism

Automobile wheels are considered to be either hub-centric or lug-centric, the

difference being how the wheel is centered. If a wheel is off-center, the result is a lack of

balance and a tendency for that wheel to bounce as the radius changes. Hub-centric wheels

are centered by the center bore of the wheel matching the protruding portion of the hub, and

lug-centric wheels are centered simply by the position and diameter of the lug bolts. Adapter

rings are available for some wheels to center them to the hub, though it is generally not

necessary. Some lug-centric wheels are centered by a beveled edge on the lug nuts matching

a bevel on the wheel's holes.

1.2. INTRODUCTION TO ALLOY WHEEL

Alloy wheels are automobile (car, motorcycle and truck) wheels which are made from an

alloy of aluminum or magnesium metals (or sometimes a mixture of both).

Alloy wheels differ from steel wheels in a number of ways:

Typically lighter weight for the same strength

Better conductors of heat

Improved cosmetic appearance

Lighter wheels can improve handling by reducing unsprung mass, allowing suspension to

follow the terrain more closely and thus provide more grip, however it's not always true that

alloy wheels are lighter than the equivalent size steel wheel. Reduction in overall vehicle

mass can also help to reduce fuel consumption.

Better heat conduction can help dissipate heat from the brakes, which improves braking

performance in more demanding driving conditions and reduces the chance of brake failure

due to overheating.

Fig: 1.1. Aluminum Alloy Wheel

Alloy wheels are not only for improved driving performance, they are also for cosmetic

purposes. The alloys used are largely corrosion-resistant, permitting an attractive bare-metal

finish, with no need for paint or wheel covers, and the manufacturing processes allow

intricate, bold designs. In contrast, steel wheels are usually pressed from sheet metal, and

then welded together (often leaving unsightly bumps) and must be painted (as they corrode

otherwise) and/or hidden with wheel covers / hub caps.

Alloy wheels are prone to galvanic corrosion if appropriate preventative measures are not

taken, which can in turn cause the tires to leak air. Also, alloy wheels are more difficult to

repair than steel wheels when bent, but their higher price usually makes repairs cheaper than

replacement and even severely damaged wheels can often be repaired to like new, though this

depends on how badly the owner wishes to salvage the wheel and its intrinsic worth or

availability.

Alloy wheels are more expensive to produce than standard steel wheels, and thus are

often not included as standard equipment, instead being marketed as optional add-ons or as

part of a more expensive trim package. However, alloy wheels have become considerably

more common since 2000, now being offered on economy and subcompact cars, compared to

a decade earlier where alloy wheels were often not factory options on inexpensive vehicles.

Alloy wheels have long been included as standard equipment on higher-priced luxury or

sports cars, with larger-sized or "exclusive" alloy wheels being options. The high cost of

alloy wheels makes them attractive to thieves; to counter this, automakers and dealers often

use locking wheel nuts which require a special key to remove.

Most alloy wheels are manufactured using casting, but some are forged. Forged wheels

are usually lighter, stronger, but much more expensive than cast wheels.

1.2.1 Aftermarket wheels:

A sizeable selection of alloy wheels are available to automobile owners who want lighter,

prettier, rarer, and/or larger wheels on their cars, in order to increase performance, manipulate

handling and suspension, and/or signify luxury, sportiness, or wealth. These wheels have

become a part of pop culture.

1.2.2 Magnesium alloy wheels:

Fig: 1.2 Magnesium alloy wheel on a Porsche Carrera GT

Magnesium alloy wheels, or "mag wheels", are sometimes used on racing cars, in place of

heavier steel or aluminium wheels, for better performance. The wheels are produced by one-

step hot forging from a magnesium alloy known as ZK60, AZ31 or AZ91 (MA14 in Russia).

Cast magnesium disks are used in motorcycle wheels.

The mass of a typical magnesium automotive wheel is about 5–9 kg (depending on size).

Magnesium wheels are flammable and have been banned in some forms of motorsport in

the UK following fires which are very difficult to extinguish. Mag wheels have been known

to catch fire in competition use after a punctured tire has allowed prolonged scraping of the

wheel on the road surface. Some variants of Magnesium alloy wheels may have low

corrosion resistance.

They have the disadvantages of being expensive and not practical for most road vehicles.

1.2.3 Magnesium alloys:

Magnesium alloy developments have traditionally been driven by aerospace industry

requirements for lightweight materials to operate under increasingly demanding conditions.

Magnesium alloys have always been attractive to designers due to their low density, only two

thirds that of aluminum. This has been a major factor in the widespread use of magnesium

alloy castings and wrought products.

A further requirement in recent years has been for superior corrosion performance and

dramatic improvements have been demonstrated for new magnesium alloys. Improvements in

mechanical properties and corrosion resistance have led to greater interest in magnesium

alloys for aerospace and specialty applications, and alloys are now being specified on

programs such as the McDonnell Douglas MD 500 helicopter.

Key Properties:

Light weight

Low density (two thirds that of aluminum)

Good high temperature mechanical properties

Good to excellent corrosion resistance

1.2.4 Applications:

Aerospace:

For many years, RZ5 alloy has been the preferred material for helicopter transmission

casings due to the combination of low density and good mechanical properties. More

recently, however, the requirement for longer intervals between overhauls and hence

improved corrosion properties has caused manufacturers to reconsider material choice.

In the past, RZ5 was generally used for gearbox casings but many new programs will

use WE43 instead including the main rotor gearbox castings. For this application, an

aluminium transmission would have been used but for the exceptional corrosion resistance of

WE43. The Eurocopter EC 120 and NH90 helicopters have also flown with WE43

transmission casings and WE43 is specified for the Sikorsky S92. Further applications for

WE43 will go ahead in the future both on new programs and also to replace RZ5 on older

helicopters.

RZ5, ZRE1, MSR and EQ21 alloys are widely used for aircraft engine and gearbox

casings. This will continue although it is likely that WE43 will be used increasingly for its

corrosion and high temperature properties. Very large magnesium castings can be made, such

as intermediate compressor casings for turbine engines. These include the Rolls Royce Tay

casing in MSR, which weighs 130kg and the BMW Rolls Royce BR710 casing in RZ5. Other

aerospace applications include auxiliary gearboxes (F16, Eurofighter 2000, Tornado) in MSR

or RZ5, generator housings (A320 Airbus, Tornado and Concorde in MSR or EQ21) and

canopies, generally in RZ5.

Magnesium alloy forgings are also used in aerospace applications including critical

gearbox parts for the Westland Sea King helicopter and aircraft wheels, both in ZW3. Forged

magnesium parts are also used in aero engine applications. In the future, magnesium forgings

are most likely to be used in higher temperature applications

Automotive – motor racing

In motor racing, RZ5 is generally used for gearbox casings although MSR/EQ21

alloys are also being used increasingly due to their superior ambient temperature properties or

because of increased operating temperatures. RZ5 wheels have been shown to have

significantly better performance than Mg-Al-Zn alloy wheels under arduous racing

conditions. Due to the high operating temperature of racing engines, WE54 castings have

been used for a variety of Formula 1 engine parts and are used for engine components for a

limited edition road car. Forged WE54 pistons offer great future potential for motor racing

and other applications will exist for other wrought products.

Magnesium alloys are also used in many other engineering applications where having

light weight is a significant advantage. Magnesium-zirconium alloys tend to be used in

relatively low volume applications where they are processed by sand or investment casting,

or wrought products by extrusion or forging. Zirconium-free alloys, principally AZ91 but

also other alloys, are used in automotive and various other high volume applications.

Bicycles:

As mentioned above Melram 072, the metal matrix composite is used in the bicycle

industry due to its excellent stiffness and reduced weight compared to aluminum.

1.2.5 OVERVIEW OF ZAMAK:

Eastern Alloys manufactures the complete range of zinc die casting alloys. ZAMAK

alloys were first developed during the 1920's by The New Jersey Zinc Company. The name

ZAMAK draws upon the basic metallurgy of the alloy group: Z-Zinc, A-Aluminum, MA-

Magnesium, and K-Kopper (e.g., German). In the United States, ZAMAK 3 is the most

common alloy for hot chamber die casting. With a combination of superior mechanical

properties and low melting/manufacturing costs, it fulfills the needs for most die casting

applications. Other ZAMAK alloys include ZAMAK 2, ZAMAK 5, and ZAMAK 7.

Common to each alloy is a consistent Aluminum content range; however, the alloys differ in

specification by varying amounts of copper, magnesium, and nickel - resulting in different

mechanical and physical properties.

Eastern Alloys is the global leader in ZA alloy manufacturing and process technology.

High strength ZA alloys were originally engineered for gravity casting, but now own an

increasing percentage of the die casting market. Today, there are three ZA alloys: ZA8,

ZA12, ZA27. ZA8 is the only ZA alloy that can be HOT chamber die cast due to the

relatively low melting temperature (708-759 F). ZA12 and ZA27 can be COLD chamber die

cast at higher melting temperatures (875-1050 F).

The ACuZinc is another zinc die casting alloy-, developed by General Motors

Research and Development engineers. At the outset ACuZinc alloys were limited to

production of GM-specific parts. More recently, however, the GM licensing agreement

allows for a broader scope of applications. With the addition of high percentages of copper,

ACuZinc alloys were developed to improve the wear resistance and creep properties in the

zinc alloy family. Today there are two ACuZinc alloys: ACuZinc 5 (5% Copper), and

ACuZinc 10 (10% Copper), and are used in a variety of automotive applications. ACuZinc 5

is HOT chamber die cast due to its lower melting temperature, whereas ACuZinc 10 is COLD

chamber die cast. The process of casting these zinc die casting alloys utilizesa hydraulic press

that allows metal to be injected into a cavity at extremely high pressures. The term "HOT" (as

in HOT chamber) refers to the fact the metal pump (gooseneck) is immersed in the hot metal.

In COLD chamber die casting, the metal is ladled into a holding sleeve until a plunger forces

the metal into the cavity. These processes are designed for high volume applications, and are

cast at "net-shaped" precision.

1.2.6 Alloy Description:

Alloy Description

#3 No. 3 alloy is usually the first choice when considering zinc die casting. Its

excellent balance of desirable physical and mechanical properties, superb

cast ability and long-term dimensional stability are the reasons why over

70% of all North American zinc die castings are in No. 3 alloy. It is,

therefore, the most widely available alloy from die casting sources. ZAMAK

No. 3 also offers excellent finishing characteristics for plating, painting and

chromate treatments. It is the "standard" by which other zinc alloys are rated

in terms of die casting.

#5 No. 5 alloy castings are marginally stronger and harder than No. 3. However,

these improvements are tempered with a reduction in ductility which can

affect formability during secondary bending, riveting, swaging or crimping

operations. No. 5 contains an addition of 1% copper which accounts for

these property changes. The alloy is widely die cast in Europe and does

exhibit excellent cast ability characteristics, as well as, improved creep

performance over No. 3.

Because of No. 3's wide availability, material specifies often strengthen

components by design modifications instead of using No. 5. However, when

an extra measure of tensile performance is needed, No. 5 alloy castings are

recommended. The alloy is readily plated, finished and machined,

comparable to No. 3 alloy.

#7 No. 7 alloy is a modification of #3 alloy in which lower magnesium content

is specified in order to increase the fluidity. To avoid problems with inter-

granular corrosion lower levels of impurities are called for and a small

quantity of nickel is specified. Alloy #7 has slightly better ductility than #3

with other properties remaining at the same level.

The alloy is therefore popular for those special cases where the die caster is

making thin walled components requiring a good surface finish. However,

research testing has shown that metal and die temperatures have a bigger

effect than changing alloys. Close attention to control of the die casting

process parameters is important so as to eliminate defects and achieve

consistent quality.

#2 No. 2 is the only ZAMAK alloy which is used for gravity casting; mainly for

metal forming dies or plastic injection tools. This alloy is sometimes referred

to as Kirksite. For die casting, No. 2 offers the highest strength and hardness

of the ZAMAK family. However, its high copper content (3%) results in

property changes upon long term aging. These changes include slight

dimensional growth (0.0014 in/in/after 20 yrs.), lower elongation and

reduced impact performance (to levels similar to aluminum alloys) for die

cast products.

Although No. 2 alloy exhibits excellent castability, it has seen limited use by

die casters in North America. It does, however, provide some interesting

characteristics which may assist designers. Its creep performance is rated

higher than the other ZAMAKs and No. 2 maintains higher strength and

hardness levels after long term aging. Also, preliminary investigations

suggest No. 2 alloy is a good bearing material, and may eliminate bushings

and wear inserts in die cast designs.

ZA-8 A good gravity casting alloy, ZA-8 is rapidly growing for pressure die

casting. ZA-8 can be hot chamber die cast, with improved strength, hardness

and creep properties over ZAMAK's, with the exception of a No. 2 alloy

which is very similar in performance. ZA-8 is readily plated and finished

using standard procedures for ZAMAK. When the performance of standard

No. 3 or No. 5 is in question, ZA-8 is often the die casting choice because of

high strength and creep properties and efficient hot chamber cast ability.

ZA-12 ZA-12 is the most versatile zinc alloy in terms of combining high

performance properties and ease of fabrication using either gravity or

pressure die casting. ZA-12 is the best gravity casting alloy for sand,

permanent mold and the new graphite mold casting process. It is also a good

pressure die casting alloy (cold chamber) which provides a sounder structure

than ZA-27, as well as higher die cast elongation and impact properties. For

these reasons, die cast ZA-12 often competes with ZA-27 for strength

application. An excellent bearing alloy, ZA-12 is also platable, although

plating adhesion is reduced compared to the ZAMAK alloys.

ZA-27 ZA-27 is the high strength performer of the zinc alloys whether for gravity

or pressure die casting (cold chamber). It is also the lightest alloy and offers

excellent bearing and wears resistance properties. ZA-27, however, requires

care during melting and casting to assure sound internal structure,

particularly for heavy wall sections. It may also need a stabilization heat

treatment when tight dimensional tolerances are required. ZA-27 is not

recommended for plating. However, when brute strength or wear resistant

properties are needed, ZA-27 has demonstrated extraordinary performance.

1.2.7 Mechanical Properties

  #3 #5 #7 #2 ZA-

8

ZA-

12

ZA-

27

Ultimate Tensile Strength: psi x

103 (MPa)

41

(283)

48

(328)

41

(283)

52

(359)

54

(374)

58

(400)

61 

(421)

Yield Strength - 0.2% Offset:

psi x 103 (MPa)

32

(221)

39

(269)

32

(221)

41

(283)

42

(290)

46

(317)

55 

(379)

Elongation: % in 2" 10 7 13 7 6-10 4-7 1-3

Shear Strength: psi x 103 (MPa) 31

(214)

38

(262)

31

(214)

46

(317)

40

(275)

43

(296)

47 

(325)

Hardness: Brinell 82 91 80 100 95-

110

95-

115

105-

125

Impact Strength: ft-lb (J) 432

(58)

482

(65)

432

(58)

352

(48)

313

(42)

213

(29)

93

(5)

Fatigue Strength Rotary Bend -

5x108 cycles: psi x 103 (MPa)

6.9

(48)

8.2

(57)

6.8

(47)

8.5

(59)

15

(103)

17

(117)

21 

(145)

Compressive Yield Strength

0.1% Offset:

psi x 103 (MPa)

604

(414)

874

(600)

604

(414)

934

(641)

37

(252)

39

(269)

52 

(385)

Modulus of Elasticity - psi x 106

(MPa x 103)

12.46

(85.5)

12.46

(85.5

)

12.46

(85.5)

12.46

(85.5)

- - -

Poisson's Ratio 0.27 0.27 0.27 0.27 0.29 0.30 0.32

1.2.8 Physical Properties

  #3 #5 #7 #2 ZA-8 ZA-12 ZA-27

Density: lb/cu in (g/cm3).24

(6.6)

.24

(6.6)

.24

(6.6)

.24

(6.6)

.227

(6.3)

.218

(6.0)

.181

(5.0)

Melting Range: °F (°C) 718-

728

717-

727

718-

728

715-

734

707-

759

710-

810

708-

903

(381-

387)

(380-

386)

(381-

387)

(379-

390)

(375-

404)

(377-

432)

(376-

484)

Electrical Conductivity: %IACS 27 26 27 25 27.7 28.3 29.7

Thermal Conductivity:

BTU/ft/hr/°F (W/m/hr/°C)

65.3

(113.0)

62.9

(108.9)

65.3

(113.0)

60.5

(104.7)

66.3

(114.7)

67.1

(116.1)

72.5 

(125.5)

Coefficient of Thermal

Expansion:

68-212°F µin/in/°F (100-200°C

µm/mm/°C)

15.2

(27.4)

15.2

(27.4)

15.2

(27.4)

15.4

(27.8)

12.9

(23.3)

13.4

(24.2)

14.4

(26.0)

Specific Heat: BTU/lb/°F

(J/kg/°C)

.10

(419)

.10

(419)

.10

(419)

.10

(419)

.104

(435)

.107

(448)

.125

(534)

Pattern of Die Shrinkage: in/in .007 .007 .007 .007 .007 .0075 .008

1.2.9 Compositions

 Chemical Specification (per ASTM) (% by Weight) for ZAMAK Alloys

#3 #5 #7 #2

Ingot Casting Ingot Casting Ingot Casting Ingot Casting

Al 3.9-4.33.5-

4.33.9-4.3

3.5-

4.33.9-4.3

3.5-

4.3 3.9-4.3

3.5-

4.3

Mg  .03-.06  .020-.05 .03-.0

6

 .03-

.08

 .01-.0

20

 .005-.02

0

 .025-.

05

 .020-.05

0

Cu .10

max.25 max9  .7-1.1  .75-1.25

 .10

max .25 max

 2.7-

3.3

 2.5-

3.0

Fe (max)  .035  .10  .035  .10  .075  .075  .035  .10

Pb (max)  .0040  .005  .0040  .005  .0020  .003  .0040  .005

Cd (max)  .0030  .004  .0030  .004  .0020  .002  .0030  .004

Sn (max)  .0015  .003  .0015  .003 .0010  .001  .0015  .003

Ni

(other)x10 -  -  -  -

 .005-.

020

 .005-.02

0 -  -

Zn Bal. Bal. Bal. Bal. Bal. Bal. Bal. Bal.

Color Code

ASTM B908

None Black Brown Green

1.2.10 Applications:

Fig: 1.4aluminum counterparts

With ZA-27 alloy cast in the same dies as its 380 aluminum counterparts, Super winch was

able to cut project development time for its medium-load electric winch from 18 months to

six months. Die-casting supplier: Kennedy D.C., Inc.

Fig: 1.5 Connecters

The connector shield geometry is complex, containing pin grooves, cored holes in two

directions and connector slots in both legs. Die-casting supplier: Dynacast, Inc.

Fig: 1.6 Faucets

The zinc cover on the faucet - manufactured by Delta Faucets - provides an excellent base

for plating and finishing. Die-casting supplier: Gamco Products, Inc.

1.2.11 Overview of Aluminum Alloy:

The 8xxx series is used for those alloys with lesser used alloying elements such as Fe,

Ni and Li. Each is used for the particular characteristics it provides the alloys: Fe and Ni

provide strength with little loss in electrical conductivity and so are used in a series of alloys

represented by 8017 for conductors. Li in alloy 8090 provides exceptionally high strength and

modulus, and so this alloy is used for aerospace applications where increases in stiffness

combined with high strength Reduces component weight.

1.2.12 Cast Alloys

In comparison with wrought alloys, casting alloys contain larger proportions of

alloying elements such as silicon and copper. This results in a largely heterogeneous cast

structure, i.e. one having a substantial volume of second phases. This second phase material

warrants careful study, since any coarse, sharp and brittle constituent can create harmful

internal notches and nucleate cracks when the component is later put under load. The fatigue

properties are very sensitive to large heterogeneities. As will be shown later, good

metallurgical and foundry practice can largely prevent such defects. The elongation and

strength, especially in fatigue, of most cast products are relatively lower than those of

wrought products. This is because current casting practice is as yet unable to reliably prevent

casting defects. In recent years however, innovations in casting processes have brought about

considerable improvements, which should be taken into account in any new edition of the

relevant standards.

1.2.13 Al-Cu Alloys

Heat treatable/sand and permanent mold castings

High strength at room and elevated temperatures; some high toughness alloys

Aircraft, automotive applications/engines

Representative alloys: 201.0, 203.0

Approximate ultimate tensile strength range:19-65 ksi

The strongest of the common casting alloys is heat-treated 201.0/AlCu4Ti. Its cast ability

is somewhat limited by a tendency to micro porosity and hot tearing, so that it is best suited

to investment casting. Its high toughness makes it particularly suitable for highly stressed

components in machine tool construction, in electrical engineering (pressurized switchgear

casings), and in aircraft construction. Besides the standard aluminum casting alloys, there are

special alloys for particular components, for instance, for engine piston heads, integral engine

blocks, or bearings.

For these applications the chosen alloy needs good wear resistance and a low friction

coefficient, as well as adequate strength at elevated service temperatures.

A good example is the alloy 203.0/AlCu5NiCo which to date is the aluminum casting

alloy with the highest strength at around 200°C.Landing flap mountings and other aircraft

components are made in alloys of the 201.0 or in A356.0 types.

Fig 1.7. Al-Cu Alloys

1.2.14 Al-Si+Cu or Mg Alloys

Heat treatable/sand, permanent mold, and die castings

Excellent fluidity/high strength/some high-toughness alloys

Automotive and applications/pistons/pumps/electrical

Representative alloys:356.0, A356.0,359.0, A360.0

Approximate ultimate tensile strength range:19-40 ksi

The 3xx.x series of castings are one of the most widely used because of the flexibility

provided by the high silicon contents and its contribution to fluidity plus their response to

heat treatment which provides a variety of high-strength Options. Further the 3xx.x series

may be cast by a variety of techniques ranging from relatively simple sand or die casting to

very intricate permanent mold, lost foam/lost wax type castings, and the new erthixo casting

and squeeze casting technologies. Among the workhorse alloys are 319.0 and 356.0/A356.0

for sand and permanent mold casting, 360.0, 380.0/A380.0 and 390.0 for die casting, and

357.0/A357.0 for many type of casting including especially the squeeze/forge cast

technologies. Alloy 332.0 is also one of the most frequently used aluminum casting alloys

because it can be made almost exclusively from recycled scrap. Among the illustrative

applications are:

Inner turbo frame for a Mercedes truck

Gearbox casing for a passenger car in alloy pressure die cast

Fig:1.8 Al-Si+ Cu or Mg Alloys

Aluminum: Technology, Applications, and Environment, by Dr. Dietrich G.

Altenpohl, the Aluminum Association and TMS,1998.

Aluminum Standards & Data, the Aluminum Association,1997.

The Aluminum Design Manual, the Aluminum Association,1994.

1.2.15 EN19T Alloy Steel:

EN19T steel stockholders and suppliers, delivering to the whole of the UK. A

high quality alloy steel specification usually supplied as a high tensile steel grade to EN19T

or EN19U. This grade offers good ductility and shock resisting properties combined with

resistance to wear. With these characteristics it is a popular high tensile engineering steel

with a tensile of 850/1000 N/mm². At low temperatures EN19T has reasonably good impact

properties. It is also suitable for a variety of elevated temperature applications. For maximum

wear and abrasion resistance EN19T can be nitrided to give a shallow depth wear resistant

case. Flame or induction hardening can give a case hardness of 50 HRc or higher.

1.2.16 Analysis:

Carbon 0.35-0.45%

Manganese 0.50-0.80%

Chromium 0.90-1.50%

Molybdenum 0.20-0.40%

Silicon 0.10-0.35%

Phosphorous 0.035% max

Sulphur 0.050% max

Form of Supply:

West Yorkshire Steel are stockholders and suppliers of EN19T round bar. Diameters

in EN19T can be sawn to your required lengths as one offs or multiple cut pieces. EN19T

ground steel bar can be supplied, providing a high tensile steel precision ground bar to tight

toleran

1.2.17 Applications:

EN19T was originally introduced for the use in the machine tool and motor industries

for gears, pinions, shafts, spindles and the like. Later its applications became much more

extended and it is now widely used in areas such as the oil and gas industries. EN19T is

suitable for applications such as gears, bolts, studs and a wide variety of applications where a

good quality high tensile steel grade is suited

Forging:

Pre heat carefully, and then raise temperature to 850-1200°C for forging. Do not forge

below 850°C. After forging cool slowly in still air.

Hardening:

This steel grade is commonly supplied ready heat treated. If further heat treatment is

required annealed EN19 should be heated slowly to 860-890°C and after adequate soaking at

this temperature quench in oil. Temper as soon as tools reach room temperature.

Annealing: Heat the EN19T slowly to 680-700°C. Cool in air.

Heat-resistant high-alloy steel: These castings are extensively used for applications

involving service temperatures in excess of 650 0C.

1.3. Introduction to Solid Works

Solid Works is a 3D mechanical CAD (computer-aided design) program that runs on

Microsoft Windows and is being developed by Dassault Systems Solid Works Corp., a

subsidiary of Dassault Systems, S. A. (Vélizy, France). Solid Works is currently used by over

1.3 million engineers and designers at more than 130,000 companies worldwide. FY2009

revenue for Solid Works was 366 million dollars up to 2011.

Solid Works is a Para solid-based solid modeler, and utilizes a parametric feature-

based approach to create models and assemblies.

Parameters refer to constraints whose values determine the shape or geometry of the

model or assembly. Parameters can be either numeric parameters, such as line lengths or

circle diameters, or geometric parameters such as tangent, parallel, concentric, horizontal or

vertical, etc. Numeric parameters can be associated with each other through the use of

relations, which allow them to capture design intent.

Design intent is how the creator of the part wants it to respond to changes and

updates. For example, you want the hole at the top of a beverage can to stay at the top

surface, regardless of the height or size of the can, solid Works allows you to specify that the

hole is a feature on the top surface and will then honour your design intent no matter what the

height you later gave to the can. Features refer to the building blocks of the part. They are the

shapes and operations that construct the part. Shape-based features typically begin with a 2D

or 3D sketch of shapes such as bosses, holes, slots, etc. This shape is then extruded or cut to

add or remove material from the part. Operation-based features are not sketch-based, and

include features such as fillets, chamfers, shells, applying draft to the faces of a part, etc.

Building a model in Solid Works usually starts with a 2D sketch (although 3D

sketches are available for power users). The sketch consists of geometry such as points, lines,

arcs, conics (except the hyperbola), and spines. Dimensions are added to the sketch to define

the size and location of the geometry. Relations are used to define attributes such as

tangency, parallelism, perpendicularity, and concentricity. The parametric nature of Solid

Works means that the dimensions and relations drive the geometry, not the other way around.

The dimensions in the sketch can be controlled independently or by relationships to other

parameters inside or outside of the sketch.

Finally, drawings can be created either from parts or assemblies. Views are

automatically generated from the solid model, notes, dimensions and tolerances can then be

easily added to the drawing as needed. The drawing module includes most paper sizes and

standards (ANSI, ISO, DIN, GOST, JIS, BSI and SAC).

1.4 COSMOS

COSMOS Works is a design analysis automation application fully integrated with

Solid Works. This software uses the Finite Element Method (FEM) to simulate the working

conditions of your designs and predict their behavior. FEM requires the solution of large

systems of equations. Powered by fast solvers, COSMOS Works makes it possible for

designers to quickly check the integrity of their designs and search for the optimum solution.

COSMOS Works comes in several bundles to satisfy your analysis needs. It shortens

time to marketbytestingyourdesignsonthecomputerinsteadofexpensiveandtime- consuming

field tests.

COSMOS Works uses the Finite Element Method (FEM). FEM is a numerical

technique for analyzing engineering designs. FEM is accepted as the standard analysis method

due to its generality and suitability for computer implementation. FEM divides the model into

many small pieces of simple shapes called elements effectively replacing a complex

problem by many simple problems that need to be solved simultaneously.

Elements share common points called nodes. The process of dividing the model into

small pieces is called meshing. The behavior of each element is well-known under all possible

support and load scenarios. The finite element method uses elements with different shapes. The

response at any point in an element is interpolated from the response at the element nodes.

Each node is fully described by a number of parameters depending on the analysis type and

element used. For example, the temperature of a node fully describes its response

in thermal analysis. For structural analyses using shells, the response of a node is described by

three translations and three rotations. For structural analyses using tetrahedral elements, the

response of a node is described by three translations. These are called degrees of freedom

(DOFs). Analysis using FEM is called Finite Element Analysis (FEA).

LITERATURE SURVEY CHAPTER-II

HIGH CYCLE FATIGUE OF A DIE CAST AZ91E-T4 MAGNESIUM ALLOY

M.F. Horstemeyer a,*, N. Yang b, Ken Gall c, D.L. McDowell d, J. Fan e, P.M. Gullett b.

3 July 2003; accepted 11 November 2003

ABSTRACT:

This study reveals the micro-mechanisms of fatigue crack nucleation and growth in a

commercial high-pressure die cast automotiveAZ91E-T4 Mg component. Mechanical fatigue

tests were conducted under R ¼ _1 conditions on specimens machined at different locations

in the casting at total strain amplitudes ranging from 0.02% to 0.5%. Fracture surfaces of

specimens that failed in the high cycle fatigue regime with lives spanning two orders of

magnitude were examined using a scanning electron microscope. The difference in lives for

the Mg specimens was primarily attributed to a drastic difference in nucleation site sizes,

which ranged from several hundred lm’s to several mm’s. A secondary effect may include the

influence of average secondary dendrite arm spacing and average grain size. At low crack tip

driving forces (Kmax< 3:5 MPa) intact particles and boundaries act as barriers to fatigue

crack propagation, and consequently the cracks tended to avoid the interdendritic regions and

progress through the cells, leaving a fine striated pattern in this single-phase region. At high

driving forces (Kmax> 3:5 MPa) fractured particles and boundary de-cohesion created weak

paths for fatigue crack propagation, and consequently the cracks followed the interdendritic

regions, leaving serrated markings as the crack progressed through this heterogeneous region.

The ramifications of the results on future modeling efforts are discussed in detail.

Samples of cast Mg machined from a commercial high-pressure automotive die-

casting were tested until failure under completely reversed cycling in laboratory air at room

temperature at strain amplitudes ranging from 0.02% to 0.5%. Initial microstructures and

fracture surfaces of the failed samples were examined with SEM, and the following

observations support these primary

CONCLUSIONS:

(I) The variability in the fatigue life data in the HCF regime spans over two orders of

magnitude. The difference in lives for the specimens machined from the casting is primarily

attributed to a difference in the inclusion size that start fatigue cracks, which range from

several mm to several hundred lm. Secondary effects may include the influence of average

secondary dendrite arm spacing and average grain size, which were found to vary from 15–22

and105–140 lm, respectively. The average secondary dendrite arm spacing and grain size can

influence fatigue crack propagation rates, particularly in the micro structurally small fatigue

crack regime.

(II) At low crack tip driving forces for completely reversed straining (Kmax< 3:5 MPa),

intact particles and boundaries can act as barriers to fatigue crack propagation, and

consequently the cracks will tend to avoid the interdendritic regions and progress through the

relatively homogeneous dendrite cell interiors, leaving a fine striated pattern in this single-

phase region. At high driving forces that correspond to overload conditions (Kmax> 3:5MPa

fmp), fractured particles and inclusion de-bonding can create weak paths for fatigue crack

propagation, and consequently the cracks will follow the interdendritic regions and leave

serrated markings.

WHEELS AUTO MODELING USING FINITE ELEMENT METHOD

Amalia Ana DASCĂL, 2.Daniel CĂRĂULEANU

Year 2011.

The question always arises buying rims "steel or alloy wheels?". In addition to the

rims look more appealing than those of alloy steel, there are technical reasons why it tends to

use them: reduced weight, starting and braking, rigidity, rapid cooling. Although it can

produce sheet steel or cast alloy wheels profile is adopted depending on the specifics of the

construction vehicles and the stress faced by their wheels. In this paper we studied the

tensions that arise when a wheel is subjected to aerodynamic loading conditions, trying to

play the best areas in which attention must be enhanced in order to prevent premature

destruction. Using CATIA V5, we designed a concept of light and have undergone a finite

element method using different forces and accelerations restrictions in areas where problems

occur during use. Calculating the diagrams thus playing rim is observed when the material

behavior is tensed and so we can correct the areas that present a danger of destruction. At the

end of the method could draw the conclusion which shows the success of the concept, but

also design new technologies for observation and verification of parts or assemblies. This

approach is useful for any product development needs of Class A-surfacing. CATIA V5 users

can implement and practice the same technique, without adding any costly hardware. As a

personal opinion I add, as a matter of fact, over time, the need to design a new model of the

rimin a short period of time can be achieved only with computers, specialized software

specifically with these dedicated engineers today.

NUMERICAL SIMULATION OF DYNAMIC SIDE IMPACT TEST FOR

AN ALUMINIUM ALLOY WHEEL

Scientific Research and Essays Vol. 5(18), pp. 2694-2701, 18 September, 2010

Available online at http://www.academicjournals.org/SRE

ISSN 1992-2248 ©2010 Academic Journals

A great number of wheel test are requited in designing and manufacturing of wheels

to meet the safety requirements. The impact performance of wheel is a major concern of a

new design. The test procedure has to comply with international standards, which establishes

minimum mechanical requirements, evaluates axial curb and impact collision characteristics

of wheels. Numerical implementation of impact test is essential to shorten the design time,

enhance the mechanical performance and lower development cost. This study deals with the

simulation of impact test for a cast aluminium alloy wheel by using 3–D explicit finite

element methods. A numerical model of the wheel with its tire and striker were developed

taking account of the nonlinearity material properties, large deformation and contact.

Simulation was conducted to investigate the stress and displacement distributions during

wheel impact test. The analyses results are presented as a function of time. The maximum

value of the displacement and stress on the wheel and tire are shown. As a result, the use of

explicit finite element method to predict the performance of new products design is replacing

the use of physical test.

The dynamic response of a wheel–tire assembly during the impact test is a highly

nonlinear phenomenon. In this paper, a numerical study of impact test of the wheel–tire

assembly was the dynamic response of a wheel–tire assembly during the impact test is a

highly nonlinear phenomenon. In this paper, a numerical study of impact test of the wheel–

tire assembly was performed using explicit finite element code. 3–D finite element analysis

with a reasonable mesh size and time step can reliably estimate the dynamic response. Such

results will help to predict the locations, in which the failure may take place during impact

test and improve the design of a wheel with required mechanical performance. The result

showed that the maximum stress takes place in the lug region of the wheel. This is primarily

due to the fact that the lug hole forms geometrical complexities and irregularities in this

region. Moreover, the moment generated by the striker is highest with respect to an axis

passing through lug region. As a result, non linear simulation can be very useful in the

optimization phase in the design of the wheel.

FINITE ELEMENT SIMULATION OF WHEEL IMPACT TEST

VOLUME 28

ISSUE 2

June

2008

C.L. Chang*, S.H. Yang

Mechanical Engineering Department, National Yunlin University of Science and

Technology, Yunlin, 640, Taiwan, R.O.C.

Purpose: In order to achieve better performance and quality, the wheel design and

manufacturing use a number of wheel tests (rotating bending test, radial fatigue test, and

impact test) to insure that the wheel meets the safety requirements. The test is very time

consuming and expensive. Computer simulation of these tests can significantly reduce the

time and cost required to perform a wheel design. In this study, nonlinear dynamic finite

element is used to simulate the SAE wheel impact test.

Design/methodology/approach: The test fixture used for the impact test consists of a striker

with specified weight. The test is intended to simulate actual vehicle impact conditions. The

tire-wheel assembly is mounted at 13° angle to the vertical plane with the edge of the weight

in line with outer radius of the rim. The striker is dropped from a specified height above the

highest point of the tire-wheel assembly and contacts the outboard flange of the wheel.

Because of the irregular geometry of the wheel, the finite element model of an aluminium

wheel is constructed by tetrahedral element. A mesh convergence study is carried out to

ensure the convergence of the mesh model. The striker is assumed to be rigid elements.

Initially, the striker contacts the highest area of the wheel, and the initial velocity of the

striker is calculated from the impact height. The simulated strains at two locations on the disc

are verified by experimental measurements by strain gages. The damage parameter of a wheel

during the impact test is a strain energy density from the calculated result.

Findings: The prediction of a wheel failure at impact is based on the condition that fracture

will occur if the maximum strain energy density of the wheel during the impact test exceeds

the total plastic work of the wheel material from tensile test. The simulated results in this

work show that the total plastic work can be effectively employed as a fracture criterion to

predict a wheel fracture of forged aluminum wheel during impact test.

Research limitations/implications: A standard impact load is used to carry out the test. For

future study, a heavier striker or higher impact can be used to perform the test in order to

produce the rupture at impact.

Originality/value: In this study, the nonlinear dynamic finite element analysis is performed

to simulate a forged aluminium wheel during SAE impact test. The structural damage

parameter of the wheel is estimated by the strain energy density, and the fracture criterion is

based on the total plastic work of the wheel material. Computer simulation of wheel impact

test can significantly reduce the time and cost required to finalize a wheel design.

Keywords: Computational mechanics; Nonlinear dynamic finite element; Total plastic work;

Wheel impact test the dynamic response of a wheel during the impact test is highly nonlinear.

Nonlinear dynamic finite element with a reasonable mesh size and time step can reliably

calculate the dynamic response. The dynamic finite element result can be verified by

comparing the calculated strain with the measured strain from the strain gage. The total

plastic work of a wheel material, which can be obtained by the material properties from a

tensile test, is utilized as a ductile fracture criterion. The prediction of a wheel failure is based

on the condition that fracture will occur if the maximum strain energy density exceeds the

total plastic work. The simulated results in this work show that the total plastic work can be

effectively employed as a fracture criterion to predict a wheel fracture of forged aluminium

wheel during impact test.

PROBLEM DESCRIPTION CHAPTER-II

PROBLEM DESCRIPTION:

Previously steel wheels are used to manufacture wheels for the higher strength, but

these alloy wheels are heavily due to its density and also giving trouble to manufacture

because of its higher melting point and hard to forge it. Weight is also playing crucial role in

mileage. After that aluminum and magnesium took the place for the manufacturing of alloy

wheel, but these alloy wheels are not giving good life due to its low compressive and yield

strength.

As above these aluminum and magnesium wheels getting yield (bends) at the larger

run and also these types of materials are not permitting heavy loads.

METHEDOLOGY:

As observed above problem and literature survey new type of alloy wheels are not

permitting heavy loads and also getting yield (bend) during bumps and pits in long

run.

Hence in this project geometric optimization and material optimization used to solve

the above said problems.

New type of composite zamak is implemented in this thesis.

MODELLING CHAPTER-III

3.1 SECTION VIEWS OF ALLOY WHEEL

STRAIGHT CROSS MEMBER

Fig: 3.1. Straight cross member

INCLINED CROSS MEMBER

Fig:3.2. Inclined cross member

Y - SHAPE CROSS MEMBER

Fig: 3.3. Y-shape cross member

Fig:3.4. Honey comb Shape cross member

3.2 2D SKETCH:

Fig:3.5 Sketch

3.3. FIRST MODEL:

Fig:3.6First Model

3.4 3D MODEL FOR STRAIGHT CROSS MEMBER:

Fig:3.7. 3D model for straight cross member

3.5 3D MODELS FOR INCLINED CROSS MEMBER:

Fig:3.8. 3D model for inclined cross member

3.6 3D MODEL FOR Y-SHAPE CROSS MEMBER:

Fig:3.9. 3D model for Y-shape cross member

3.7 3D MODEL FOR HONEY COMB-SHAPE CROSS MEMBER:

fig:3.10. 3D model for honey comp-shape cross member

CALCULATIONS CHAPTER - IV

4.1 LOAD CALCULATIONS

Type of vehicle: Mercedes benz c250

1.8let,201 HP, torque 1.5789mpa at 2000rpm

Car weight – (wc) = 1944 kg’s

5 passengers + luggage - (wp) = 500 kg’s

Area (A) = 128738.66 mm2

Pressure:

w cA

= 1944×9.81128738.66

= 19070.64128738.66

= 148.13 = 0.148 N/mm2

Case 2

w c+wpA

= (1944+500)×9.81

128738.66 =

23975.64128738.66

= 186 = 0.186 N/mm2

4.2 MATERIAL PROPERTIES

Aluminum

Yield strength: 3.49e+008 N/m^2Tensile strength: 3.59e+008 N/m2

Mass density: 2800 kg/m^3Elastic modulus: 7.1e+010 N/m2

Poisson's ratio: 0.33 Thermal expansion coefficient: 3.5e-005 /Kelvin

Cast Alloy Steel

Yield strength:2.41275e+008 N/m2

Tensile strength: 4.48083e+008 N/m2

Mass density: 7300 kg/m3

Elastic modulus: 1.9e+011 N/m2

Poisson's ratio: 0.26

Thermal expansion coefficient: 1.5e-005 /Kelvin

Magnesium Alloy

Yield strength: 1.05e+008 N/m2

Mass density: 1700 kg/m3

Elastic modulus: 4.5e+010 N/m2

Poisson's ratio: 0.35 Thermal expansion coefficient: 2.5e-005 /Kelvin

Zamak material

Model type: Linear Elastic IsotropicDefault failure criterion: Max von MisesStressYield strength: 2.68e+008 N/m^2Tensile strength: 3e+007 N/m^2Mass density: 6040 kg/m^3Elastic modulus: 8.3e+010 N/m^2Poisson's ratio: 0.3

ANALYSIS CHAPTER - V

5.1 STRUCTURAL ANALYSIS

5.1.1 Straight Cross Member Type Wheel with Aluminum Material

Fig. 5.1.The above image shows the loads applied

Fig.5.2. The above image is showing meshed component.

STRESS

Fig.5.3.The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 16.0883 n/mm2

DISPLACEMENT

Fig.5.4. The above image is showing displacement value red indicates max value on object max value is about 0.0273815 mm

STRAIN

Fig. 5.5.The above image shows the strain max value is about 0.000166758

5.1.2 Straight Cross Member Type Wheel with Steel Material

STRESS

Fig.5.6. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about15.0051 n/mm^2

DISPLACEMENT

Fig.5.7. The above image is showing displacement value red indicates max value on object max value is about0.0103362 mm

STRAIN

Fig.5.8. The above image shows a strain MAX VALUE IS ABOUT 5.98774e-005

5.1.3 Straight Cross Member Type Wheel with Magnesium Material

STRESS

Fig.5.9. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 16.618 n/mm2

DISPLACEMENT

Fig.5.10 The above image is showing displacement value red indicates max value on object max value is about 0.043015 mm

STRAIN

Fig.5.11. The above image shows the strain MAX VALUE IS ABOUT 0.000268224

5.1.4 Straight Cross Member Type Wheel with Zamak Material

STRESS

Fig.5.12 The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 15.5894 n/mm^2

DISPLACEMENT

Fig.5.13. The above image is showing displacement value red indicates max value on object max value is about 0.0235479 mm

STRAIN

Fig.5.14. The above image shows the strain MAX VALUE IS ABOUT 0.000139443

5.1.5 Inclined Cross Member Type Wheel with Aluminum Material

Fig. 5.15.The above image shows the loads applied

Fig.5.16. The above image is showing meshed component

STRESS

Fig.5.17. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 24.5466 n/mm2

DISPLACEMENT

Fig.5.18. The above image is showing displacement value red indicates max value on object max value is about 0.0277233 mm

STRAIN

Fig. 5.19.The above image shows the strain max value is about 0.000202928

5.1.6 Inclined Cross Member Type Wheel with Steel Material

STRESS

Fig.5.20.The image is showing von-misses stress value it depends on von-misses theory of failure, max value is about25.5087 n/mm2

DISPLACEMENT

Fig.5.21. The image is showing displacement value red indicates max value on object max value is about0.0104004 mm

STRAIN

Fig. 5.22.The above image shows a strain MAX VALUE IS ABOUT 7.74009e-005

5.1.7 Inclined Cross Member Type Wheel with Magnesium Material

STRESS

Fig .5.23. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 24.4902 n/mm^2

DISPLACEMENT

Fig.5.24. The above image is showing displacement value red indicates max value on object max value is about 0.0436577 mm

STRAIN

Fig.5.25. The above image shows the strain max value is about 0.000317877

5.1.8 Inclined Cross Member Type Wheel with Zamak Material

STRESS

Fig.5.26.The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 24.8723 n/mm^2

DISPLACEMENT

Fig.5.27. The above image is showing displacement value red indicates max value on object max value is about 0.0237676 mm

STRAIN

Fig.5.28. The above image shows the strain max value is about 0.000175194

5.1.9 Y-Shape Cross Member Type Wheel with Aluminum Material

Fig.5.29. The above image shows the loads applied

Fig.5.30.The above image is showing meshed component mesh is used to divide the object into no. of elements to de-construct the complex problem into small problem

STRESS

Fig.5.31. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 17.0821 n/mm^2

DISPLACEMENT

Fig.5.32.The above image is showing displacement value red indicates max value on object max value is about 0.0238971 mm

STRAIN

Fig.5.33. The above image shows the strainmax value is about 0.000142738

5.1.10 Y-Shape Cross Member Type Wheel with Steel Material

STRESS

Fig.5.34. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about17.5281 n/mm^

DISPLACEMENT

Fig.5.35.The above image is showing displacement value red indicates max value on objectmax value is about0.00897626 mm

STRAIN

Fig.5.36. The above image shows a strainMAX VALUE IS ABOUT 5.19134e-005

5.1.11 Y-Shape Cross Member Type Wheel with Magnesium Material

STRESS

Fig.5.37. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 17.0135 n/mm^2

DISPLACEMENT:

Fig.5.38.The above image is showing displacement value red indicates max value on object max value is about 0.0376351 mm

STRAIN

Fig.5.39. The above image shows the strain max value is about 0.000226803

5.1.12 Y-Shape Cross Member Type Wheel with Zamak Material

STRESS

Fig.5.40. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 17.2278 n/mm^2

DISPLACEMENT

Fig.5.41. The above image is showing displacement value red indicates max value on object max value is about 0.0204995 mm

STRAIN

Fig.5.42. The above image shows the strain max value is about 0.000120639

5.1.13 Honey Comb - Shape Cross Member Type Wheel with Aluminum

Material

Fig. 5.43.The above image shows the loads applied

Fig.5.44. The above image is showing meshed

STRESS

Fig.5.45. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 5.20554 n/mm^2

DISPLACEMENT

Fig.5.46. The above image is showing displacement value red indicates max value on object Max value is about 0.023931 mm

STRAIN

Fig.5.47. The above image shows the strainmax value is about 2.76276e-005

5.1.14 Honey Comb - Shape Cross Member Type Wheel with Steel Material

STRESS

Fig.5.48. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 5.88082 n/mm2

DISPLACEMENT

Fig.5.49. The above image is showing displacement value red indicates max value on object max value is about0.00896603 mm

STRAIN

Fig.5.50. The above image shows a strainMAX VALUE IS ABOUT 1.04632e-005

5.1.15 Honey Comb - Shape Cross Member Type Wheel with Magnesium Material

STRESS

Fig.5.51. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 5.00034 n/mm^2

DISPLACEMENT

Fig.5.52.The above image is showing displacement value red indicates max value on object max value is about 0.0377355 mm

STRAIN

Fig. 5.53.The above image shows the strain max value is about 4.33859e-005

5.1.16 Honey Comb - Shape Cross Member Type Wheel with Zamak Material

STRESS

Fig.5.54. The above image is showing von-misses stress value it depends on von-misses theory of failure, max value is about 5.50315 n/mm^2

DISPLACEMENT

Fig.5.55. The above image is showing displacement value red indicates max value on object max value is about 0.0204909 mm

STRAIN

Fig. 5.56.The above image shows the strain max value is about 0.000139443

5.2 BUCKLE ANALYSIS

5.2.1 Straight Cross Member Type Wheel with Aluminum Material

Fig.5.57.The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.2 Straight Cross Member Type Wheel with Steel Material

Fig.5.58. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.3 Straight Cross Member Type Wheel with Magnesium Material

Fig.5.59. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.4 Straight Cross Member Type Wheel with Zamak material

Fig.5.60. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.5 Inclined Cross Member Type Wheel With Aluminum Material

Fig.5.61. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.6 Inclined cross member type wheel with steel material

Fig. 5.62.The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.7 Inclined Cross Member Type Wheel With Magnesium material

Fig.5.63. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.8 Inclined Cross Member Type Wheel with Zamak Material

Fig.5.64. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.9. Y-Shape Cross Member Type Wheel with Aluminum Material

Fig.5.65. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.10. Y-Shape cross member type wheel with steel material

Fig. 5.66.The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.11. Y-Shape Cross Member Type Wheel with Magnesium

Fig.5.67. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.12. Y-Shape Cross Member Type Wheel with Zamak Material

Fig. 5.68.The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.13 Honeycomb–Shape cross Member Type Wheel with Aluminum Wheel

Fig.5.69. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.14 Honeycomb–Shape cross Member Type Wheel with Steel material

Fig. 5.70.The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.15 Honeycomb–Shape cross Member Type Wheel with Magnesium material

Fig.5.71. The Above Image Is Showing Mode Shape Of Component At Shape-1

5.2.16 Honeycomb–Shape Cross Member Type Wheel with Zamak Material

Fig.5.72. The Above Image Is Showing Mode Shape Of Component At Shape-1

RESULT TABLES AND GRAPHS CHAPTER - VI

6. Structural Analysis of cast alloy steel for four different materials

Cast alloy steel

Model StressIn N/mm2

Displacement In mm

Strain

Straight 15.0051 0.0103362 0.00005987

Inclined 25.5087 0.0104004 0.00007740

Y - shape 17.5281 0.00897626 0.00005191

Honeycomb

5.88082 0.00896603 0.00001046

Structural Analysis of magnesium for four different materials

Magnesium

Model StressIn N/mm2

Displacement In mm

Strain

Straight 16.618 0.043015 0.000268224

Inclined 24.4902 0.0436577 0.000317877

Y - shape 17.0535 0.0376351 0.000226803

Honeycomb 5.00034 0.0377355 0.00004338

Structural Analysis of ZAMAK for four different materials

Structural Analysis of ALUMINIUM for four different materials

ALUMINIUM

Model Stress In N/mm2

Displacement In mm

Strain

Straight 16.0883 0.0273815 0.000166758

Inclined 24.5466 0.0277233 0.000202928

Y - shape 17.0821 0.0238971 0.000142738

Honeycomb 5.20534 0.023931 0.000027627

ZAMAK

Model StressIn N/mm2

Displacement In mm

Strain

Straight 15.5894 0.0235479 0.000139443

Inclined 24.8723 0.0237676 0.000175194

Y - shape 17.2278 0.0204995 0.000120639

Honeycomb 5.50315 0.0204909 0.0000237

BUCKLE ANALYSIS RESULTS:

Material/ Model Aluminum Steel Magnesium ZAMAK

Straight 144.24 382.24 91.782 167.78

Inclined 156 415.84 990.092 181.93

Y – shape145.78

387.31 92.692 169.76

Honeycomb 297.11 806.31 187.84 349.09

STRESS GRAPH

Straight Inclined Y - shape Honeycomb0

5

10

15

20

25

30

Cast alloy steelMagnesium ZAMAKALUMINIUM

DISPLACEMENT GRAPH

Straight Inclined Y - shape Honeycomb0

0.005

0.01

0.015

0.02

0.025

0.03

0.035

0.04

0.045

0.05

Cast alloy steelMagnesium ZAMAKALUMINIUM

STRAIN GRAPH

Straight Inclined Y - shape Honeycomb0

0.00005

0.0001

0.00015

0.0002

0.00025

0.0003

0.00035

Cast alloy steelMagnesium ZAMAKALUMINIUM

FOS table:

FOS0

5

10

15

20

25

30

35

40

SteelMegZAMAKAlu

The above graph is showing factor of safety for honey comb type wheel the minimum value for wheel parts should be 3 or more.

CONCLUSION CHAPTER - VII

This paper presents optimized alloy wheel for car by simulating alloy wheel on different geometric shapes with different materials. Modeling of alloy wheel was done using solid works and simulation works was done in simulation works.

Simulation is done on alloy wheel with Straight, Slant and Y-shaped cross members and honey-comb structure for two load conditions to find the structural characteristics.

Simulation is a done using steel, aluminum A360, and Magnesium and ZAMAK materials.

As per the factor of safety ZAMAK is giving maximum factor of safety with in low cost the minimum FOS value for wheel parts should be 3 or more.

While comparing geometric shape honeycomb model is showing good results than other models.

As per the above results ZAMAK material along with honey-comb structures better. While comparing with other materials ZAMAK is having some higher stress and displacement but the values had negligible difference. ZAMAK is the right choice due to its higher tensile and yield strength

1. Aluminum Yield strength:3.49e+007 N/m^22. Cast Alloy Steel Yield strength:2.41e+008 N/m^23. Magnesium Alloy Yield strength:1.05e+008 N/m^24. ZAMAK Yield strength:2.68e+008 N/m^2

As per the buckle analysis also ZAMAK is the right choice due to low deflections in buckle consideration.

Advantage of using ZAMAK: we can manufacture ZAMAK alloy wheels using metal injection molding machines so that we can increase production rate and also we can reduce cost of production while comparing with steel and magnesium wheels.

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