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: Results Displacement

FEACaseStudyResultsDiplacement

SmallLHArrow Knowing where the FEA displacements take place, it's not always intuitive SmallRHArrow

Wheel: Above left, displacement range from 99.9mm to 100mm! This is due to the spring element 'absorbing' all the load and displacing (compressing) itslef by 100mm. This is exactly how much it should be compressing for a 10kN load, hence we know the entire load is being reacted through the wheel. The difference of 0.1mm is due to the strains taking place within the wheel under load. These strains give the stresses, both compressive and tensile.

Tyre: Above right, displacement from 55.9mm to 210mm. This is due to large deformations of the rubber under load. All measurements are relative to the part co-ordinate system, hence the measurement or total deflection is dependant on the vector of the displacement, some are negative and some positive. The side wall of the tyre looks too stiff due to the load forming a 'trough' in the tyre, rather than the complete tyre 'flattening' upon loading, hence a better linear statics approximation should be derived, which could change stresses in the wheel rim.