Whelhub Design
Whelhub Design
Whelhub Design
Research Article
Received 24 Jan 2020, Accepted 25 March 2020, Available online 29 March 2020, Vol.10, No.2 (March/April 2020)
Abstract
A wheel assembly system joins the chassis and the wheels through the suspension system. Any failure in the Wheel
assembly is catastrophic to human life, which is why it is vital to develop a safe design. The primary purpose of this
project was to design, optimize, and manufacture the wheel assembly system, focused primarily on improving the
previous design and reducing the un-sprung weight of the vehicle. The design was to be analyzed and implemented,
taking into consideration the various forces acting on the entire wheel assembly system under different conditions
such as braking, acceleration, and cornering. Designing and optimization were carried out by using SolidWorks. This
paper illustrates in its entirety all the processes, including design, optimization, and manufacturing undertaken by us.
Keywords: Uprights, Clevis, Hub, Formula SAE, Wheel Assembly, Un-sprung, Brake caliper
3) Ease of maintenance for enhancing serviceability acceleration. Thus a brittle material is not suitable for
and setup repeatability. this application. Consequently, it was decided to take a
tensile material called Aluminium-6061 T6. It has a
The front upright connects the steering arm, which high strength to weight ratio. Thus with a much lower
allows the driver to change the direction of the vehicle. weight, one could produce sturdy uprights.
There lies a bearing between the hub and the upright The Endurance limit of this material is much more
which allows the upright to be stationary relative to than that of other aluminum series. The material
the chassis. The hub rotates with the wheel by the properties are as follows:
power transmitted from the transmission assembly.
Typically, the hub and the bearing is press-fitted inside Syt = 276MPa
the upright. In addition, the caliper is also supported by Endurance Limit =96.5MPa
the upright. Any failure in the wheel assembly can Density = 2700 kg/m3
result in severe consequences for the driver. Thus, the
wheel assembly system must be designed and analyzed First, the caster angle was selected. It was decided to
carefully. have a 7-degree caster angle. Then, the proper length
of the upright was selected, so the suspension points lie
2. Methodology within it. Subsequently, the central boring size was
decided which is dependent on the bearing outside
In the research phase, we first understood basic diameter as bearing has to be press-fit inside that bore.
parameters like camber, caster, kingpin inclination The boring thickness depends on bearing thickness,
and toe angle. and a step was provided inside to restrict the
Designs of various other teams and the various movement of the bearing. Two bearings have been
values used by them were evaluated. press-fitted on the opposite side of the step. Internal
At the same time we began learning softwares such circlips have been added to prevent movement of the
as Solidworks and Ansys which helped us complete bearings in the axial direction. Next caliper position
the design phase with ease. was mounted according to the dimensions received
The design phase was completed along with some from the brakes department. Then the steering point
calculations which would help us keep the overall was mounted according to points given by the steering
stresses low. These calculations included various department. Proper fillet and weight reduction were
load transfers in dynamic conditions keeping in given.
mind various FSAE rules.
All of the design was later completed on
Solidworks and the simulations were done.
During the manufacturing phase, various materials
were taken into consideration along with the
market survey for availability and cost of the
materials.
Taking all of these factors into consideration a
suitable material was chosen.
Once the design was completed, then we studied
the various manufacturing process available and
other components such as nut, bolts, bearings and
other essential items.
Upright, hub and brackets were manufactured with
Fig 01 – Front Upright in SolidWorks
the help of CNC turning, VMC and WATER JET
machining to get the necessary accuracy.
3.2 Clevis (Camber shims) insertion of the tripod. Subsequently, slotting is done
according to the tripod spline in the hub. Also, proper
Clevis is the part which joins the upright to the A-Arms fillet was put in to avoid stress concentration.
and is also useful to vary the camber angle. These were
manufactured from the same material as the upright
that is Aluminium-6061 T6 due to its various
advantages as mentioned above.
The four primary forces acting on the hub are: Fig 05 - Front Hub in SolidWorks
1) Force due to acceleration or deceleration 3.4 Bearing Calculations
2) Cornering
3) Wheel travel or bump In order to ensure free rotation of the hub, it was
4) Brake torque or torque from the axles necessary to select an appropriate bearing by
conducting the necessary research. Thus it was decided
The design of the hub was bounded by various to use deep groove ball bearings between the upright
conditions such as track width, bearing size, rotor and the hub due to the following reasons:
dimensions, and the bolt pattern on the wheel. First,
the boss diameter of the rim was measured which was
found to be 63.5 mm. So, in order to avoid wobbling, They can carry radial and axial loads.
the hub boss diameter was taken as 63.5 mm. Then They create less friction torque which lowers
according to the PCD and stud diameter of the rim, the operating temperature and extends the life of the
first flange of the hub was drawn which attaches to the bearing.
rim from inside. Because of their simple design, low operating
For weight reduction purpose, petal-type shape was temperature, and low friction, deep groove ball
decided for the flange. Later for disc mounting, the float bearings have a longer expected shelf life than
for floating disc was designed having PCD 100 mm and other bearings. They do not require additional
according to floater button design and disc design, the lubrication after installation, which also means less
second flange of the hub was made. Also, it was maintenance downtime.
essential to keep the disc in the centre of the 2 pads of
calliper, so accordingly a step was made. Furthermore, Given ahead are the calculations for bearings and the
the last step of 40 mm diameter, which is according to forces acting on them.
bearing inner race for bearing mounting on the hub
was made. Then hole from bearing side was made for Forces Acting on Bearings in Upright
220| International Journal of Current Engineering and Technology, Vol.10, No.2 (March/April 2020)
Atharv Dalvi et al Design, Optimization and Manufacturing of Wheel Assembly System of Formula Society of Automotive Engineers (FSAE) Car
P = 4000N = 4kN
L = 1000 hrs
N = 408 rpm
{Engine Power=2πNT/60000
For KTM 390, Max power = 43 HP at 9000rpm
Therefore,
32 = 2*π*(N)*750/60000
N=408r rpm}
Step 1: Life in mR
Life in mR = Lh*60*N/10^6
=1000*60*408/10^
=24.5mR
Fig 07 - F.B.D. of front bearings Therefore, Bearing is safe as design dynamic capacity
on the bearing is less than the available max dynamic
capacity of the bearing.
R1 + R2 + 2538=265.62
R1 + R2 = -2272.38N…. (I)
3.5 Upright Analysis
Also
3.5.1 Longitudinal
88.82*R1 + 103.8*R2 = -2538*6.73+265.62*34.6
R1=-15201 N Forces during Braking
R2=1292.5 N
While braking, the weight of the rear side tends to
Based on above calculations bearing numbers (61910- transfer to the front side of the vehicle so there is a
2RS) for front and (61814-2RS) for rear were selected. load transfer that is taking place from the rear to the
221| International Journal of Current Engineering and Technology, Vol.10, No.2 (March/April 2020)
Atharv Dalvi et al Design, Optimization and Manufacturing of Wheel Assembly System of Formula Society of Automotive Engineers (FSAE) Car
3.5.2 Force on the Steering Arm Fig 10 Factor of safety of front upright
According to the steering effort, the force on steering
arm was found out to be 689N
Force on steering arm = 689 N
Fig 08 - Stress analysis of front upright Fig 12 Displacement Analysis of rear upright
222| International Journal of Current Engineering and Technology, Vol.10, No.2 (March/April 2020)
Atharv Dalvi et al Design, Optimization and Manufacturing of Wheel Assembly System of Formula Society of Automotive Engineers (FSAE) Car
a. Torque on the Rear Brake Disk Petal is taken as that Fig 16 Factor of safety of front hub (braking torque
of front: - 350 Nm applied)
A torque of 350 Nm is acting on the Brake Disk Petal.
The Force acting on each hole = 350 ⁄ (6 x 0.05) =
1166.667 N
Thus force acting on each hole of rear hub due to brake
disc = 1166.667 N
Fig 21 - Factor of safety of rear Hub (applying ground Fig 22 Front Wheel assembly in SolidWorks (including
reactions and braking torque) rims and caliper)
224| International Journal of Current Engineering and Technology, Vol.10, No.2 (March/April 2020)
Atharv Dalvi et al Design, Optimization and Manufacturing of Wheel Assembly System of Formula Society of Automotive Engineers (FSAE) Car
SR38 (2016-17)
Weight Weight
(grams) (grams)
Front 523.09 Rear Upright 463.35
Hub
Front 715.14 Rear Toe Link 46.13
Upright Arm
Front 291.41 Rear LBJ Clevis 85.62
Clevis
Spindle 327 Rear UBJ Clevis 111.06
Fig 31 Hub Cap in SolidWorks Total Rear Wheel Assembly Weight = 1.45 kg
Total Front Wheel Assembly Weight = 1.856 kg
4. Final assembly Overall weight = 3.306 kg
References
Professor, Lokmanya Tilak College of Engineering (2019). G. Fisher,V. V. Graubisic, (1998), Design consideration and
Design and optimzation of vehicle dynamics systems of durability approval of wheel hub, SAE international,11-16-
formula society of automotive engineers (fsae) car. 1998.
http://ssrn.com/link/2019-CTFC.html S.Dhar, (1988), Fracturer analysis of wheel hub fabricated
Tune to win - Carroll Smith from pressure die aluminium assembly, Theoretical and
Race car vehicle dynamics -- William F Milliken & Douglas L. applied fracturer mechanics, vol 09- 02-1988.
Milliken. S. Li, Z. Lindu, (2009), Research on Optimization of Hub-And-
Automotive Suspensions (Fundamentals, Selection, Design Spoke Logistics Network Design with Impedance Effect,
and Application) Gisbert Lechner & Harald Naunheimer, POMS 20th Annual Conference Orlando, Florida, U.S.A,
Formula SAE rules 2019. 011-0370.
P. Vishwakarma, M. Kanungoo, (2014), Finite Element Designing and Optimization of Wheel Assembly of a Formula
Analysis Of Chervolet Front Hub With The Help Of Student Car Joijode Vrushabh Umesh and Yadav Abhishek,
Inventer, International Journal in IT and Engineering, vol.2, Mechanical Engineering Department, Vishwakarma
Issue 2, ISSN: 2321-1776. Institute of Technology, 666, Upper Indira Nagar, Pune-37,
India
227| International Journal of Current Engineering and Technology, Vol.10, No.2 (March/April 2020)