Log In

Come Join Us!

Are you an
Engineering professional?
Join Eng-Tips Forums!
  • Talk With Other Members
  • Be Notified Of Responses
    To Your Posts
  • Keyword Search
  • One-Click Access To Your
    Favorite Forums
  • Automated Signatures
    On Your Posts
  • Best Of All, It's Free!
  • Students Click Here

*Eng-Tips's functionality depends on members receiving e-mail. By joining you are opting in to receive e-mail.

Posting Guidelines

Promoting, selling, recruiting, coursework and thesis posting is forbidden.

Students Click Here

Rim design upper limit (steel)

Rim design upper limit (steel)

Rim design upper limit (steel)


I am these days busy with designing a wheel using FEA. I use a steel where yield strength of 235 MPa and UTS of 340 MPa.
According to FEA, I see some regions with stresses above 235MPa (somewhere around 240 MPa) and those regions are moved to elastic-plastic region. In rim designs what is the strength limit usually take into account at design stage? Yield strength of 235MPa at 0 plastic strain or UTS of 340 MPa at non zero plastic strain?


RE: Rim design upper limit (steel)

the point is that i wouldn't even consider going anywhere near the yield stress.

Yield strength of 235MPa at 0 plastic strain or UTS of 340 MPa at non zero plastic strain?

RE: Rim design upper limit (steel)

It is not correct to state that steel wheels (or wheels made of any material) are designed to "function" beyond the yield point of the material. As with the design of many other safety critical automotive components, the wheel is designed such that it will not suffer a fracture failure under certain crash or impact situations. But it is acceptable for the wheel to plastically deform. After an impact that deforms the wheel it is assumed that the wheel would be replaced. Thus a deformed wheel would not be expected to "function" after such an event.

RE: Rim design upper limit (steel)

Well, it goes round and it maintains pressure. Whether that is functioning or not depends on who writes the spec. In our book, if you can drive it to the workshop it is still functioning. More to the point it is a design load case that is part of the design of the wheel, and I can assure you that wheels that do not perform acceptably in this (a) cause customer concerns (b) cause warranty and (c) get redesigned until they do pass. BTDT got the T shirt. Alloy wheels are much harder to design for the same test.


Greg Locock

New here? Try reading these, they might help FAQ731-376: Eng-Tips.com Forum Policies http://eng-tips.com/market.cfm?

RE: Rim design upper limit (steel)

In modern steel wheels you have the very high strength alloys and the cold work put in during forming.
You need to preserve enough ductility for some damage tolerance (fail gracefully).
I was shopping for new wheels recently, and found that steel ones were both stronger and lighter than Al ones that I could buy.
I have seen racing Mg wheels come apart in use. Very not fun.

= = = = = = = = = = = = = = = = = = = =
Plymouth Tube

RE: Rim design upper limit (steel)

When working in Ghana during the 70's I was initially surprised that our fleet of 6 Peugeot 504's often returned to base with wheel rims sufficiently buckled they would have lost air if not shod with tubed radials

Careful examination of the suspension showed no ill affects whatsoever other than occasionally defective "o" rings in the repairable shocks

Clearly those wily French Engineers knew a thing or two about pot holed African roads, and designed the rims to serve as a "mechanical fuse"

Removing the tyre, belting the rims "straight" with a solid rubber mallet, and rebuilding the shock with new "o" rings used to take less than an hour

Of course, we sometimes held the vehicle for a day or two for disciplinary reasons, but one hour's labour and less than 5 bucks worth of "o" rings and oil was a damned economical fix

Keeping our 4 dozen GMC 3/4 ton pickups running however was far more ardurous


Red Flag This Post

Please let us know here why this post is inappropriate. Reasons such as off-topic, duplicates, flames, illegal, vulgar, or students posting their homework.

Red Flag Submitted

Thank you for helping keep Eng-Tips Forums free from inappropriate posts.
The Eng-Tips staff will check this out and take appropriate action.

Reply To This Thread

Posting in the Eng-Tips forums is a member-only feature.

Click Here to join Eng-Tips and talk with other members! Already a Member? Login


White Paper - Addressing Tooling and Casting Requirements at the Design Stage
Several of the tooling and casting requirements of a part can be addressed at the design stage. If these requirements are not addressed at the design stage, lot of time is spent in design iteration when the design reaches the die caster. These design issues lead to increase in time and cost of production leading to delay in time to market and reduced profits for the organization. Download Now
White Paper - The Other Side of Design for Assembly
Assembly level constraints need to be satisfied before the design can move downstream. This white paper will go through the various assembly level issues, which need to be tackled by various organizations on a regular basis. Know more about DFMPro, a design for assembly software. Download Now

Close Box

Join Eng-Tips® Today!

Join your peers on the Internet's largest technical engineering professional community.
It's easy to join and it's free.

Here's Why Members Love Eng-Tips Forums:

Register now while it's still free!

Already a member? Close this window and log in.

Join Us             Close