BigLHArrow S E R V I C E S BigRHArrow

 

ENGINEERING DESIGN SERVICES

  Engineering Design Services Overview SmallArrowRH

 

     ENGINEERING MATERIALS & MANUFACTURING:  

 SmallArrowRH Castings

 SmallArrowRH Extrusions

 SmallArrowRH CNC Parts

 SmallArrowRH Plastics & Injection Moulding

 SmallArrowRH Elastomers

 SmallArrowRH Sheet Metal & Fabrication

 

     ENGINEERING COMPONENTS:

 SmallArrowRH Gears & Springs

 SmallArrowRH Hydraulics & Pneumatics

 SmallArrowRH Jigs & Fixtures

 

     ENGINEERING ANALYSIS:

 SmallArrowRH Tolerance Analysis

 SmallArrowRH Mechanims

 SmallArrowRH Kinematics

 

     ENGINEERING SYSTEMATIC DESIGN:

 SmallArrowRH ElectroMechanical

 SmallArrowRH Machine Design

 SmallArrowRH Precision Engineering

 

 

BigRHArrowBigRHArrowComputer Aided Engineering (CAE)  BigRHArrowFEA Case Study: Boundary Conditions

FEACaseStudyBoundaryConditions

SmallLHArrow Boundary conditions complete the FEA model SmallRHArrow

Loads: Using Newtonian principles, an impact produced an acceleration of 100m/s/s of the total unsrpung mass (50Kg), giving a 5kN load. Plus the static mass of the car (500Kg) - another 5kN giving total load of 10kN. This was applied as a total pressure (which act at surface normals) onto the tyre contact patch - bottom of the picture above. To simulate air pressure of 32lb/in^2, applied as an intensity to all the inside wheel and tyre surfaces, after first converting to the units of this simulation which are mN/mm^2. In this case 32lb/in^2 = 225.454 mN/mm^2.

Contraints: The wheel's mating surface with the hub was contrained in Z (depth) translation and rotation. This was used for the base of the spring element, where it meets the coincident point of the rigid elements, generating an infinitely stiff pseudo hub. (Impossible, but will generate more loads in the wheel, which is good). The top of the spring element was constrained in all 6 degrees of freedom, simulating an infinitely stiff chassis. (Good, as before).