Wheel Rim Research Articles

Deformation behaviour analysis of different offset rim under different loading using finite element method

Finite element analysis was conducted to study the behaviour of the car wheel rim with different offset with different loading condition. The tire in the vehicle is supported by the rim. The wheel and its design and dimensions should be according to a specified tire. This paper, comparative research of different offset rims (positive, negative, or zero offsets) has been investigated under different boundary condition such as load, air pressure. The automobile rims have been designed by using modelling software CATIA and obey the manufacturer standard design and dimension of the vehicle wheel rims. Machine design is the most important factor of industrial operations is used to identify the industrial problem and maintain product quality. The design optimization reduces the risk of damage involved in the industrial process. In this research, ANSYS simulation software is used to identify the various types of forces and stress acting upon the rim. The research shows the use of two different type materials structural steel and aluminium. The final outcome of the overall analysis is present in the form of a graphical representation of maximum stress and maximum displacement at a different type of loading condition. It has been found that the positive offset wheel rim produced high-stress value at 1620 Nm. This concludes the positive offset rim is not good at the high moment. And the central rim and negative offset rim gives the best result. The central rim and negative offset rim has capability sand at a higher moment.

Computational modelling of a solid and deformed automotive rotating wheel in contact with the ground

An advanced computational framework is proposed for the load and force estimations of isolated rotating wheel-tyre systems. The framework is constituted by a computational structured dynamics solver and a computational fluid dynamics solver that effectively simulated the flow around the wheel including tyre deformation. Two finite element analysis models of the tyre are built, where the multilayer hyperelastic approach provides a more representative response compared with the linear elasticity model. The flow around the wheel is captured through the overset grid method where the zero-gap approach enables desirable computational performance near the contact patch area. Computational solutions are compared with experimental data and other computational works demonstrating good agreement on the non-deformed tyre model in terms of aerodynamic forces. A grid sensitivity analysis is performed to quantify the level of discretisation uncertainty as well as a comparison with unsteady and steady state solutions. The work demonstrates that current computer-aided engineering software are able to tackle more realistic and accurate simulations of wheel rim tyre systems, opening the field to future research and development in rotating mechanical systems.

Investigation of the crack initiation of subsurface rolling contact fatigue in railway wheels

To investigate the crack initiation behaviour of the subsurface rolling contact fatigue (RCF) of railway wheels, a novel experimental procedure was developed to determine the actual shapes and sizes of macroscopic defects in the wheel rim. The experimental results show that the macroscopic defect can be approximated as an ellipse with an axis ratio of 2.5–7. Most of the macroscopic defects in the wheel rim are composed of different oxides, which is in accordance with observations for scrapped wheels subjected to subsurface RCF. The mode II threshold stress intensity factor range ΔKII,th of the wheel steel was measured using a double cantilever specimen. Finally, the initiation behaviour of subsurface RCF crack was evaluated based on a fracture mechanics approach, considering the morphologies of the macroscopic defects. The evaluation results show that the subsurface RCF is unlikely to occur in railway wheels that satisfy the requirements of relevant standards under the straight condition, while it will likely occur under the limited condition. For a given defect size, the initiation of subsurface RCF crack is the least likely when the axis ratio of the macroscopic defect is controlled to be a/b = 2.

Modelling of the diagnostic station operation process to identify damage to the wheel rim structure

This paper presents a method of constructing a mathematical model of a diagnostic station to identify the vibration spectrum of wheel rims in order to identify their technical condition. The method for diagnosing the technical state of a wheel rim is based on comparative analysis of time runs and a change in the natural frequencies in relation to the model runs. During the tests carried out according the developed method, the vibration spectrum was obtained through dynamic excitement of vibrations of the examined rim mounted on the diagnostic station by using a mechanical exciter of known impact energy. As a part of the mathematical model construction, a structural analysis was carried out and the stiffness coefficient, necessary for the description of the phenomenon, was determined using Sobol’s grid. The obtained simulation results were compared to the results obtained in empirical tests on the diagnostic station for the wheel rim, which confirmed the correctness of the proposed model, as well as the method for identifying the technical condition of the wheel rim.

Dynamical Model for Determination of Horizontal Forces on Crane Runway during Motion of the Crane

During a motion of an overhead travelling crane on the crane runway, horizontal forces between the crane and the crane runway girder occur. The reason of these forces can be the acceleration or deceleration of the crane and then most significant part of these horizontal forces is skewing of the crane. There are several methods for calculation of these forces. These methods depend mainly on the chosen computational model. Some comparison of these methods was made in a past conference by the author of this article. The most significant load caused by motion of crane is the skewing. In the past, the cause of the skewing was considered to be caused by different speeds of the end-carriages of the crane which result to the horizontal transverse loads of the crane runway. In the present, the skewing of crane is defined as the motion of the overhead bridge crane with the constant velocity, but with the angle relative to the crane runway. It means that the overhead bridge crane is angled relative to the crane runway and moves with constant velocity. During this motion, the crane wheels are angled relative to the rail of the crane runway and the transverse forces occur on crane wheels. But this situation can occur also during the acceleration or deceleration of the crane. Present standards do not take into account this situation. A dynamical model is presented in this paper, describing the motion of the overhead double bridge crane during its acceleration. The dynamical model includes things which can influence the motion of the crane, the forces acting on crane wheels. The model thus describes the behaviour of the crane during acceleration in general and enables to determinate the horizontal transverse forces. The basic assumption of this model is that there is no contact between the rim of the crane wheel and the rail of the crane runway.

On-road vehicle measurements of brake wear particle emissions

Brake wear emissions are investigated during on-road driving with a midsize passenger car on a closed test track. A novel sampling system is designed that aims at monitoring the entire aspiration of brake wear particles. The wear particles are collected by a cone-shaped sampler, which is attached at the outer side of the wheel rim. Thus, the air flow direction penetrating the brake assembly from the vehicle underbody to the vehicle outside is preserved. For analysis, the wear aerosol is routed to the trunk of the car. In addition to the emission measurements, the setup flow is monitored, which enables quantification of the acquired emission data. A 3 h subsection of the Los Angeles City Traffic (LACT) cycle, representative for realistic driving behavior, is used as test cycle. For two different brake materials, PM10 emission factors are ranging from 1.4 mg km−1 brake−1 to 2.1 mg km−1 brake−1, while one material is found to be 18% less emissive. Due to high brake disc temperatures exceeding 170 °C, high particle number emissions occur through ultrafine particle generation. The unrealistic temperatures are caused by the limited brake cooling in the semi-closed measurement setup. In contrast, the reference brake temperature does not exceed 153 °C during the same test, thus ultrafine brake particle emissions are not expected during normal driving. Furthermore, well run-in brake material shows emission factors near the lower measurement limit at the unrealistic temperatures, suggesting that ultrafine particle emissions are characteristic for brand-new materials in combination with high brake temperatures observed due to the semi-closed housing of the measurement setup.

Influence of the Elevated Contents of Silicon and Manganese on the Operating Characteristics of High-Strength Wheel Steel

We study the temperature dependences of strength and plasticity, the cyclic crack-growth resistance after the thermal and force loading in the course of braking, and the wear and damage resistances of wheel steels with elevated contents of silicon and manganese and lowered contents of carbon and compare these characteristics with the earlier determined characteristics for standard 2 and T steels. It is shown that silicon and manganese promote the leveling of cyclic fracture toughness of steels in different zones of the wheel rim and the decrease in the high-temperature (above 500°С) plasticity (elongation), which reduces the susceptibility of steel to the formation of slid flats on the rolling surface of the wheel. However, the solid-solution hardening of these steels observed for relatively high (∼ 0.6%) carbon contents results in a low crack-growth resistance under cyclic loading in the initial state and under the influence of thermal and force factors under the conditions of braking, as well as in the low damage resistance under the conditions of contact fatigue. We recommend to reduce the carbon content in these steels down to 0.52–0.53%.

Critical internal defect size for subsurface crack initiation in heavy haul car wheels

Rolling contact fatigue failure is one of the very common causes for the replacement of heavy haul car wheels. There are two crack initiation modes in rolling contact fatigue failures, which are surface and subsurface crack initiation modes. Internal defects such as voids and non–metallic inclusions are known to be the possible origins of subsurface cracks. In this study, torsion and axial fatigue tests are conducted on railway wheel steel with artificial defects, and finite element analyses of heavy haul car wheels are performed to study the subsurface crack initiation due to cyclic rolling contact. The fatigue limits of the wheel steel decrease with an increase in the artificial defect size. The shear and axial fatigue limits with different defect sizes agree well the El–Haddad formula. Based on the finite element analysis considering the multiaxial stress state, the critical defect size for subsurface crack initiation is estimated to be 1.1 mm. This indicates that subsurface cracks might be initiated in service conditions as the critical size is less than 1.6 mm, which is the maximum permissible size of an internal defect in the wheel rim as per Association of American Railroads specifications. Therefore, higher–cleanliness wheels would be required to prevent subsurface cracks.

Effect of shoe braking on wear and fatigue damage of various railway wheel steels for high speed applications

The effect of shoe braking on three railway wheel steels was studied by means of bi-disc tests, in order to evaluate the applicability of shoe braking as an emergency stop braking system in high-speed passenger trains. Disc-shaped specimens, extracted from real wheels, were initially paired with discs extracted from cast iron brake blocks, in condition of rolling and sliding such to reach the typical temperature of the surface of a wheel rim during stop braking. Subsequently, the wheel discs were coupled with rail steel discs in rolling and sliding dry contact. Some of them were cut and analysed; other ones were subsequently subjected to rolling and sliding contact with rail specimens in wet condition, with various test duration. Measurements of the coefficient of friction and of the weight loss were carried out during the tests; at the end of the tests, hardness measurements and microstructure observation were made on the disc cross-sections. The main damage phenomena observed in the specimens subjected to wheel-brake contact and dry wheel-rail contact were ratcheting, wear and nucleation of surface cracks. Traces of cast iron, previously transferred from the brake specimens to the wheel ones, were detected. The main damage phenomenon observed in the specimens subjected to wheel-brake, dry wheel-rail and wet wheel-rail contact was rolling contact fatigue, developing by the propagation of surface cracks due to the pressurization of the water entrapped inside the cracks. All these phenomena were found to be similar to those observed in wheel specimens subjected to wheel-rail contact only. The effect of the cast iron traces on surface crack propagation was evaluated by means of finite element simulations and it was found to be limited. Therefore, the application of shoe braking as emergency stop braking system to high speed trains did not show any relevant contraindications.

Three-dimensional numerical simulation for resin transfer molding of automotive wheel

Resin transfer molding (RTM) is a manufacturing process that uses liquid resin to saturate a fiber preform placed in a closed mold cavity. For robust fabrication of the composite, fiber preform needs to be completely impregnated with polymer resin during mold filling. Hence, the understanding of resin flow and void formation in RTM is very important to design the mold and processing conditions for successful production of composite parts. In this study, three-dimensional (3D) numerical simulation was carried out to investigate the resin flow behavior in a complicated mold. An automotive wheel rim was designed and fabricated using carbon fiber preform and epoxy resin. Case studies were performed to minimize the void formation during processing.

Stress distributions of a grouser wheel on loose soil

Measurement of stress distribution at the contact patch is the best way to understand the wheel–soil interaction on loose soil because the wheel only interacts with the terrain at the contact patch. Grousers attached to the wheel rim upgrade the mobility performance of the wheel on loose soil; however, the stress distribution of the grouser wheel has not yet been elucidated. Understanding of the interaction between the grouser wheel and the soil contributes to the improvement in the mechanical model of the grouser wheel, and will be helpful to estimate the terrain parameters beneath the wheel. In conventional approaches, it is assumed that the traction of the grouser wheel can be expressed by merely adding bulldozing effects of the grousers into the rigid wheel model, or can be addressed as the enlargement of the wheel diameter; however, the experimental investigations are not enough. For more appropriate modeling and design of a grouser wheel, the stress distribution of a grouser wheel should be revealed. Therefore, this article addresses the experimental investigation of the stress distribution on a grouser wheel. Experimental results reveal that almost all tractive components of the grouser wheel are exerted at the grousers, unlike in the conventional model.

Design and Feasibility Test of an Indigenous Motorized Wheel for Manual Wheelchair

The wheelchair is essential for people with either spinal injury, limb injury, or trauma patients. The need at present is to customize the wheelchair based on the requirements of the disabled person. The maintenance and customization of a manual wheelchair is both simple and cost-effective when compared to powered wheelchairs, which are expensive and difficult to maintain in the long run. Accordingly, in this article, an attempt has been made to bring the facilities available in a powered wheelchair into the manual wheelchair, making it affordable to common people. Feasibility of a distinct manual wheelchair rear wheel rim is examined for various hub motor weights. The rear wheel of the manual wheelchair was replaced with an in-wheel direct drive hub-motor system. The proposed wheel model was designed using CATIA – V5 and an analysis was done using ANSYS software. A structural analysis was carried out to check the reliability and durability of the proposed wheel for different materials by changing hub-motor weights at various loading conditions. The nature of vibrations with respect to natural mode frequencies are found through modal analysis. Finally, the dynamic behavior of the proposed motorized wheel was examined using harmonic response analysis. Simulation results show the robustness of the proposed design and viability for real-time implementation.

Effect of periodic wheel tread reprofiling on wheel gauge evolution in the wheelsets of tread-braked coaches: Finite element modeling and field observations

Field statistics of the wheelsets of gauge-widened coaches in the Indian Railways show higher tendency for excessive wheel gauge widening for lower diameter wheelsets. Additionally, the axial flange deflection in gauge-widened wheelsets increases nearly linearly with the radial distance. In this work, a finite element model is developed to investigate the reasons behind these field observations. The model considers heat generation during braking, heat loss to rail, brake blocks, ambient air, residual stresses generated during wheel manufacturing, and material removal during wheel reprofiling. Wheel gauge evolution is studied for different braking histories, including those that span the entire life period of the wheel, i.e. as the wheel diameter reduces from its initial to minimum allowable size. Simulations show that higher wheel rim temperatures and lower wheel stiffness, for lower diameter wheels, result in higher wheel gauge widening for these wheelsets. Wheel gauge widening occurs primarily due to bending at the hub–disc interface; consequently, the axial flange deflection increases linearly with the radial distance.

DESAIN GAMBAR ALAT PELEPAS BAN SEPEDA MOTOR DENGAN SOFTWARE AUTOCAD

The development of science and technology covers all fields and has a huge impact on society. Technology demands will bring people to think of creating something new. One of the human creations that is an important part of human life is machines, these machines have many models, shapes and benefits, one of which is a motor vehicle tire removal and installation machine, in general the motorized tire removal and installation machines are widely used in small and medium enterprises, the main drivers are usually using air pressure or pneumatics. The objective to be achieved in this research is to realize the design of a motorcycle tire release tool with the AutoCAD 2012 software. By designing a drawing design to release a motorcycle tire, and a tool support frame. The Planning Stage by determining the title and subject matter and software needed and then making the plot, the implementation phase begins to determine the frame design, then designs the framework and documents the activities carried out during the research. Checking the validity of the data Checking the validity of the data is done by displaying the results of the design of motorcycle tire release machines in accordance with the research plan. Analysis of research data is by collecting data, reducing data, presenting data. Preparation of this stage report all documentation collected and compiled into a research report. The design results are chuck, bottom frame, release hook arm, release hook, release device design with installed wheels, conclusions Concave wheel rim clamp has three sides that serve to clamp to all sides of the rim, each clamping clamp has a stretch setting on each side.

Thermal comparison of heavy vehicle wheel assemblies under alpine braking

Overheating brakes cause brake fade, tyre blowouts and vehicle fires, but no study has investigated the influence of wheel configuration or rim material on these catastrophic failures. Laboratory measurements of the transient thermal response of heavy vehicle wheel assemblies to [Formula: see text] of alpine friction braking are presented; comparing brake and tyre temperature when using dual and single wheels with steel and aluminium rims. Under an averaged braking power of [Formula: see text], the final temperature increase of the brake was [Formula: see text] (3.7%) higher when using steel versus aluminium rims. The final increase in maximum tyre temperature was [Formula: see text] (16%) higher when using aluminium versus steel rims and [Formula: see text] (76%) higher when using single versus dual wheels. The greater thermal conductivity and cross-sectional area of the aluminium rims relative to the steel rims reduce the thermal resistance of braking heat flowing into the tyre; leading to higher tyre temperature when using aluminium rims. Dual rims and tyres have larger surface areas than singles which convect more heat to the air at lower temperatures; leading to cooler tyres when using dual wheels. The higher thermal diffusivity of aluminium and lower thermal capacities of single wheels also cause tyre temperature to rise more rapidly than when using steel rims or dual wheels. These results indicate that the risk of tyres overheating (which could lead to blowout) from extended use of the brakes is increased when using single wheels compared to dual wheels and further exacerbated by using aluminium rims compared to steel rims.

Evaluation of temperature‐sensitive fatigue crack propagation of a high‐speed railway wheel rim material

AbstractThe fatigue crack growth rate (FCGR) of ER8C high‐speed railway wheel rim material was tested at various service temperatures. The temperature sensitivity of fatigue crack propagation was evaluated, and the effect of temperature on the crack propagation mechanism was analyzed. The obtained results indicate a fatigue ductile‐to‐brittle transition (FDBT) point at −20°C for the ER8C wheel rim materials. A reverse relationship was found between FCGR and temperature for the near threshold and Paris regimes when the temperature was below the FDBT point. However, no evident changing rule was found when the temperature was above this transition point. An evident fatigue crack propagation mode transition was found from lamellar tearing to intergranular cracks, which was related to the FDBT for the near‐threshold regime.

Experimental Studies of Optimization of Automotive wheel Rim using ANSYS

Experimental Studies of Optimization of Automotive wheel Rim using ANSYS

The Effects of Wheel Design on the Aerodynamic Drag of Passenger Vehicles

<div class="section abstract"><div class="htmlview paragraph">Approximately 25 % of a passenger vehicle’s aerodynamic drag comes directly or indirectly from its wheels, indicating that the rim geometry is highly relevant for increasing the vehicle’s overall energy efficiency. An extensive experimental study is presented where a parametric model of the rim design was developed, and statistical methods were employed to isolate the aerodynamic effects of certain geometric rim parameters. In addition to wind tunnel force measurements, this study employed the flowfield measurement techniques of wake surveys, wheelhouse pressure measurements, and base pressure measurements to investigate and explain the most important parameters’ effects on the flowfield. In addition, a numerical model of the vehicle with various rim geometries was developed and used to further elucidate the effects of certain geometric parameters on the flow field. The results showed that the most important parameter was the coverage area, and it was found to have a linear effect on the aerodynamic drag. Interestingly, parameters associated with the outer radial region of wheel (rim cover) were also found to be significant, along with the wheel depth of center (flatness). The flowfield measurements showed, again, that the coverage area had the most significant effect, with it directly affecting how much flow passes through the front rim and subsequently affecting features like the near-ground jetting vortex and vortices out of the wheelhouse. In addition, the coverage area also affected the pressure recovery at the base of the vehicle and the wheelhouse pressure. The effects of other parameters are also detailed in the paper. The effects of different coverage area at the front and rear rims on the drag coefficient were investigated, where having a high coverage at the rear reduced drag the most.</div></div>

Life and Failure of Aircraft Wheels – A Review

Aircraft wheels mounted with tires support the entire weight of an aircraft during ground operations and landing. Very stringent demands are placed on performance and reliability of landing gear components. The present day wheel is a split type forged aluminium alloy with an internal cold mounted bearing and the brake design energies have increased two fold over the last few decades. The check up for integrity of aircraft wheels are carried out using various techniques by trained and competent personals at regular inspection intervals. From literature we can see that most failures of aircraft rims have been due to high cycle fatigue. Corrosion has played a significant role in fatigue crack nucleation. Braking and high landing loads contribute to the fatigue crack growth. Aircraft’s vertical velocity, runway friction coefficient and the asphalts elastic modulus play a significant role in the crack propagation in aircraft wheels. Pitting also serves as a site for stress concentration and hence, nucleation of fatigue cracks. Over-inflation or under-inflation can cause an increase in the stress levels on aircraft wheels.The present review critically analyses the published work on the fatigue fracture of aircraft wheel rim, current inspection techniques to detect fatigue crack nucleation and growth.

Cracking phenomena in automotive wheels: An insight

In an automotive, wheels form a very critical and important part with respect to application. Wheels with as less number of flaws as possible are a must to make them fit for application in field. The norms of wheel quality parameters are becoming stringent day by day, thereby increasing the onus on raw material suppliers i.e. – steelmakers to improve the soundness of sheet steel. During their manufacturing (through cold forming, welding etc. of hot rolled sheets) cracking of wheel rim or disc is a major issue encountered at the production line. Surface crack, bore crack and flange crack are common types of failures which lead to rejection. This paper discusses a compilation of metallurgical studies of various such defects and their probable root causes, as conducted by authors. Metallography and advanced characterization techniques have been used in analysing the root cause of the defects. Presence of non-metallic foreign material in steel is one of the major causes leading to surface cracks in wheels. In some cases, it has been found that segregation of elements like Carbon, Phosphorous in steel sheets can lead to poor performance of material during deep drawing or forming at the wheel-maker's end. There are also evidences that bad shearing process at the wheel maker's end can also initiate cracking in wheel.