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Simulation and Optimization of wheel Hub and Upright of Vehicle: A Review

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DOI: 10.9790/1684-1401034250

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IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE)
e-ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 14, Issue 1 Ver. III (Jan. - Feb. 2017), PP 42-50
www.iosrjournals.org

Simulation and Optimization of wheel Hub and Upright of

Vehicle: A Review
Gaurav Saxena1, Ankit Singh Chauhan1, Rohit Jain1, Ishwar Gupta2
1
Department of Automobile Engineering, Rustam Ji Institute of Technology, BSF Academy, Tekanpur, Gwalior
(M. P.) 475005, India
2
Department of Mechanical Engineering, Institute of Technology and Management, Gwalior, Madhya
Pradesh, 475001, India

Abstract: This paper deals with various methodologies adopted by present researcher for
analysis of wheel hub and upright assembly with main objective of analysis and optimization of the
vehicle. This review will assist researchers working in the field of development of the structural
design and mass reduction of vehicle through optimization methods conducted by FEA software viz.
Cre0 1.0 and HyperWorks. The review includes key areas of researches as shape optimization, static
load analysis and fatigue load analysis using FEA. This literature progressively discusses about the research
methodology, softwares and the outcomes of the discussed researches and is intended to give the readers
a brief variety of the researches carried out on the wheel hub and upright assembly.
Keywords: wheel hub and upright, FEA, Factor of safety, materials.

I. Introduction
Wheel hub and upright assembly is a very critical part of the vehicle suspension system which
allows the steering arm to turn the front wheels and support the vertical weight of the vehicle [2, 20].
Upright is also known as the knuckle. It assembles with the front tire and a spindle that rotates in a stable plane
of motion by a suspension assembly. The force exerted on hub and upright assembly are of the cyclic nature as
the steering arm turned [26]. To have the maximum speed for the sports car the weight has to be minimized,
therefore while designing the sports car the designers keep this as key factor and design the vehicle for
minimum weight and maximum stress and force sustaining ability [9].
The design of wheel hub and upright are one of the important parameters in optimizing the weight of
the vehicle. In fig.1 basic type of hub is shown. The mass reduction without compensating the strength of the
wheel hub and upright assembly is done by the researchers to optimize the weight of the vehicle. Weight or
mass of the vehicle can be reduced by improving technology such as material selections, design and analysis
method and optimization method [10]. Steering upright subjected to time varying load during service life,
leading to fatigue loads [13]. The hub and upright assembly also transfers the whole weight of the vehicle into
wheels, which lead to stress on mountings. Wheel hub and upright can be analysed without due
consideration to bearing design [3].

II. Brief Description To Hub And Upright

In automotive suspension, a steering upright is that part which contains the wheel hub or spindle, and
attaches to the suspension components, variously it is known as steering knuckle, spindle, upright or hub.

Fig. 1. Basic Type of Hub as reported by ref. [4]

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 Simulation and Optimization of wheel Hub and Upright of Vehicle: A Review

The wheel and tire assembly attach to the hub or spindle of the knuckle where the tire/wheel rotates while being
held in a stable plane of motion by the knuckle/suspension assembly [3]. As shown in fig.2 of double- wishbone
suspension, the knuckle is attached to the upper control arm at the top and the lower control arm at the bottom.
The wheel assembly is shown attached to the knuckle at its centre point. Suspension systems in any vehicles
uses different types of links, arms, and joint to let the wheels move freely, front suspensions also have to
allow the front wheel to turn [27]. Steering knuckle/spindle assembly, which have two separate or one complete
parts attached together in one of these links. Hub is the part attached to upright, the purpose of a wheel hub is to
attach a wheel to a motor shaft. Hubs are also used to attach lifting arms, release doors and pulleys to motor
shafts [28]. Wheels are typically attached to hubs via the wheels face or its centre. The wheel is
attached through fasteners to hub due to a good strength and can be easily removed for storage or
servicing. Hubs are typically attached to the motors by closely sliding over and locking into engagement with

Fig. 2.Component of wheel hub and upright as reported by ref. [26]

their shafts transferring torque from the motor, through the hub and to the wheel. Hub must be capable of
rigidly supporting its share of the total weight of a vehicle without failure during its expected life span. If the
hub geometry and material selection are inadequate, it will break assembly which cannot be repaired [29].

III. Previous Researches

3.1 Introduction
The hub and upright assembly is a complex structure to examine [9]. The hub and upright are stressed
throughout their life during load. In the process of operation, hub and upright assembly is subjected to
fatigue, cornering force, braking force, bump, impact load and combination of all forces due to bump and
cornering process, whereas it is subjected to shock load due to excessive vibrations in the hub and upright in off
road conditions [20]. So it is necessary to study about the stress-strain distribution, fatigue and vibration
characteristics of the hub and upright assembly under above mentioned conditions [17]. Most of the researches
on the hub and upright in past few years are done using Finite Element Methods (FEM). Several researchers
have conducted a variety of different analysis on the hub and upright assembly using different FEA tools. The
primary aim of this article is to provide a comprehensive literature review of researches conducted on the hub
and up- right assembly which emphasis on design, structural analysis, fatigue life prediction, and structural
optimization through CAD/CAE system integration of the hub and upright assembly with the focus on analysis
technique employed.

3.2 Work carried out on the design on hub and upright

For the selection of a hub and upright assembly, weight is an important parameter. Fuel
consumption can be reduced by using light weight design approach while keeping the required strength same.
Some researcher attempted to reduce the weight of the hub and upright, in this field first significant study to

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 Simulation and Optimization of wheel Hub and Upright of Vehicle: A Review

Fig. 3.Steering Knuckle System as presented by ref.[17]

reduce the upright weight, was done by Suhaimi [1],through static analysis some parts of upright were
eliminated maintaining permissible structural strength through stages such as designing, analysis, fabrication and
fitting and 55.82 percent of weight reduction was achieved. Similarly, Kulkarni and Tambe [2] developed
Finite Element Model in HyperWorks and the Model was solved using RADIOSS solver. OptiStruct solver
was used for performing topology optimization to minimize the amount of material to be used and setting
geometric parameters as design variables. They reduced the mass of the existing steering knuckle to 53.33%.
The maximum stresses and displacement were within the permissible limit and yield- ing factor of safety
around 2.8 to 3.
Razak et al. [3], carried out analysis for lightweight and optimized design of steering knuckle using
aluminium 6061- t5 alloy (yield strength 276 mPa). They concluded Aluminium 6061-t5 alloy to be the best
material for the component due to better physical and mechanical properties as well as lightweight nature.
They reduced weight of existing knuckle by 45.8%, while conforming the desired strength requirement.
Dyapa and Shenoy [4] carried out modal analysis using unsprung mass, to improve the dynamics
of the vehicle. They concluded that the steel upright can definitely replace aluminium without affecting the
performance and making the cars very economical. Research in similar context was carried out Gill et al. [5],
they proposed new design using adapter plates which meets all the requirements of design maintaining
stresses well below the yield strength of the material. Later manufacturing through 7075-t6 aluminium was
carried out using velocity machining. The research provides the new design as a replacement for conventional
design of upright.
3.3 Work carried o u t on the structural a n a l y s i s of hub and upright assembly
The hub and upright assembly is subjected to complex stress due to carrying load reacted by the
wheels, which are transmitted to the chassis through the A-arms indirectly from the upright. Hence, nature of
the load is bending [1]. In this process, a variety of force act on the hub and upright assembly [20]. Therefore, it
is necessary to make the strength calculation of hub and upright assembly under load condition [26]. Structural
analysis determines the area under high stresses and provides a basis for structural optimization which improves
service life.
Song and Lee [6] discussed Reliability-Based Design Optimization (RBDO) of an automotive
knuckle component under bump and brake loading conditions. The probabilistic design minimized the weight of
a knuckle component subjected to stresses, deformations, and frequency constraints in order to meet the given
target reliability. Later on Babu et al. [7] achieved load analysis in two steps, first modeling of steering
knuckle as per design parameters and also analysis considering the loads and boundary conditions. They find out
the minimum stress area. In another research Rangababu et al. [8] carried out analysis on three materials
viz. GCR15, Steel and Low Alloy Martensitic Chrome Steel, with conventional model and Fiat model. They
upgrade both conventional model and Fiat model. The results obtained for von misses stress, strain and total
deformation values were compared as shown in table 2. GCR15 (alloy steel) was suggest as most suitable
material.Statical analysis and optimization of upright was done by Prajwal [9] through FEA software
Hypermesh. After optimiza- tion the weight was reduced up to 5% and stress concentration was reduced up to
15%. In similar context researchers, Tagade et al [10] extended the scope of static analysis of previous
researchers. In analysis geometric modeling was done on CREO 2.0 and ANSYS. The analysis concluded with
mass reduction of knuckle by 67% maintaining factory of safety between 3 to 4.

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 Simulation and Optimization of wheel Hub and Upright of Vehicle: A Review

Using similar methodology Sharma [11] used CREO2.0 for geometric modeling and later carried out
Static analysis on ANSYS WORKBENCH.In analysis of upright, load applied due to braking torque on caliper
mounting, longitudinal reac- tion due to traction, vertical reaction due to vehicle weight and steering reaction
were considered as applied boundary condi- tions. The final reduction in mass was 19.35%, maintaining factor
of safety 3 to 4.Fig. 4 shown detail and meshing of upright model.
Das [12] did static analysis and dynamic analysis on hub and upright using FEA solver
SOLIDWORK. Finite Element Analysis was performed on the front hubs to validate their design. Braking force
of 1.4g was applied to the brake rotor fastener holes. Also, a cornering force of 1.3 g was simulated by
applying a force of 4469.9 N on the bottom lug hole and 3024.2 N on the top lug hole in opposite
directions while constraining the brake rotor fingers from translating. In analysis factor of safety of hub was
maintained under 3.7. Fig. 5 and 6 shows design of hub and its stress analysis respectively.

Fig. 4. Detail And Meshing of Upright Model as reported by ref. [11]

Fig. 5. Design Of Hub as presented by ref.[12]

Fig. 6. Stress Analysis On Hub presented by ref.[12]

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 Simulation and Optimization of wheel Hub and Upright of Vehicle: A Review

TABLE I: Comparison of Results of Fiat Model and Conventional Model With New Fiat Model and Upgrade
Conventional Model as Reported by Ref.[8]
Material GCR15 STEEL Low Alloy Martensitic
Fiat Model Total Deformation 0.41341 .041739 Chrome Steel
.043409
Stress Intensity 1355 1355 1355
Fiat Upgraded Model Total Deformation .041111 .041506 .043166
Stress Intensity 1351 1351 1351
Conventional Model Total Deformation .042004 .042008 .044104
Stress Intensity 1356 1356 1356
Conventional Upgraded Model Total Deformation .041389 .041787 .043409
Stress Intensity 1357 1357 1357

3.4. Work carried out on the fatigue analysis of hub and upright assembly
The hub and upright are subjected to cyclic loading con- ditions, which results in generation of cyclic
stress and ultimately fatigue failure [11, 14]. Therefore, it is necessary to analyze the fatigue of hub and upright
assembly to prevent premature breakdown, failures or fractures. It takes place when applied stress get so large
that material can no longer endure stresses and strains. In classic structural analyses, failure predictions were
based solely on material strength or yield strength. Durability analysis goes beyond this, evaluating failure based
on repeated simple or complex loading [26].
An experimental analysis of fatigue load on material was done by Zoroufi and Fatemi [13]. Three
materials of different manufacturing processes viz. forged steel, cast aluminium, and cast iron were used
as knuckles. The monotonic and cyclic specimen tests were performed by a 50 KN closed-loop servo-
hydraulic uniaxial testing machine with computer control and hydraulic-wedge grips. Tensile tests and
monotonic deformation curves concluded that cast aluminum and cast iron reached 37% and 57% ultimate
tensile strength, respectively as compared to forged steel. The percent elongation of cast aluminum and cast
iron were 24% and 48% of the forged steel, respectively. The superimposed curve between SWT and life in
cycles is shown in fig.-7.
Later, Chandrakar et al. [14] investigated vehicle steering knuckle undergoing time varying loadings
during its service life. They accessed fatigue life and compared fatigue performance of steering knuckles. The
better S-N fatigue resistance observed for forged steel, as compared with the two cast materials. Long-life
fatigue strengths of cast aluminium and cast iron are only 35% and 72% of the forged steel.
Azrulhisham et al. [15] used MATLAB statistical toolbox for calculating probability density
function of the Beta distribution of steering knuckle. The function between probability density and fatigue life
is shown in fig.-8. They predicted fatigue life reliability for considering the variations in material properties.
The shortest life appeared to be in the vertical load direction with the lowest fatigue life reliability between
1400016000 cycles. The results obtained for the highest reliability recorded for cycles between 10000 and
12000 cycles which included the 10891 cycles as calculated by the mean value of material property.

Fig. 7. Superimposed SWT parameter versus life curves based on the strain- life approach for the forged steel,
cast aluminum and cast iron knuckles as reported by ref. [13].

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 Simulation and Optimization of wheel Hub and Upright of Vehicle: A Review

Fig. 8. Probability Density Function of the steering knuckle, presented by [15].

Muhamad et al. [16] reduced mass of an existing steering knuckle component of a local car model by
applying shape optimization technique using FEM. Through analysis 8.37% reduction of mass was obtained in
improved design. Even though there were volume reduction and shape changes, maximum stress had not
changed significantly. Analysis on Deflection-Strain in steering knuckle was done by Bhokare et al. [17]
through experimentation, the gradually increasing load was applied and corresponding deformations were
determined. The load v/s defection or load v/s stress is concluded by the help of simulation software used in
UTM machine. Geometric model of the machined component was prepared using CATIA V5. The overall
weight of the vehicle was reduced and a new variant which was 5% better than the previous was introduced.

3.5. Work carried out on the optimization of the hub and upright assembly
As from the analytical point of view, it is well understood that the optimization of any structure is a
very important work for a researcher performing analysis in his field. A significant work in optimization of
upright was done by Shelar and Prof. Khairnar [18] by using methodology based on durability and
optimized design through probabilistic models of design variables (doe. The obtained data give reduction in
weight by 9.195% with stress 23.67%. Another experimental analysis of optimization through fatigue life was
done by Sivananth [19], geometric model developed on SOLIDWORK and analysis carried out on
HYPERMESH. In analysis comparison of two material SG (iron alloy) and Al alloy steering arm was done.
Regional impact force of 17.5 KN and 35 KN was applied at varying speed. For the velocity of 2 m/s the
deflection varies between 3.5 mm to 4.39mm ,which does not affect knuckle ,but in case of SG iron for
velocity of 4m/s, 8.6mm deflection was obtained similary 12 mm of deflection was obtained for Al alloy
which largely affect steering knuckle. Dumbre et al. [20] studied steering knuckle by using FEM software
HYPERMESH, OptiStruct and Radioss for optimization of the shape of steering knuckle. 11% of mass
reduction without compromising on its structural strength was achieved. Fig.-9 shows the presented
displacement contours.
Pawar and Pathak [21] used Catia for CAD modeling and HyperMesh for structural analysis. Various
structural parameters such as nodal displacements, stress distribution and fatigue parameters like damage and
fatigue life were analyzed on the same FEA solver. S-N curves were analyzed at high cycle fatigue, where
the material is subject to cyclical stresses that are predominantly within the elastic range. Test cycle constraint
of material survival for more than 1000 cycles was applied to evaluate results.

3.6. Work carried out on the CAD/ CAE technology integration

Design and development of a wheel hub and upright require lightweight and sturdy components to
move fast [7]. Optimization through CAD/CAE is a process to simplify a design to reduce the weight,
manufacturing cost without reducing the initial strength of a part [12].

Fig. 9.Displacement Contour Of Modified Model as presented by ref. [20]

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 Simulation and Optimization of wheel Hub and Upright of Vehicle: A Review

Fig. 10. Design Optimization Flowchart

Fig-10 shows the design optimization flow chart adopted by most of the researchers. Kojima [22]
analysed the rear knuckle for the racing car and proposed a new knuckle that was light as well as sturdy. Four
methodologies of optimization process namely topology, shape, size and topography optimization were applied.
Shape and size optimization was done to obtain final optimum fillets, outer dimensions and thickness of the
rear knuckle design.Yuan And Linbo [23] worked on the control arms of knuckle and the steering component
which modeled as rigid bodies with software ADAMs, the inertia release method was used to calculate
stress/strain of the component. Another researcher Premraj and Palpandi [24] used topology optimization.
Analysis was carried out in HyperWorks with the help of OptiStruct solver. Analysis for two different loads
were made and maximum stress and deformation was evaluated to carry out topology optimization.They
achieved weight reduction upto 2.84% of the steering knuckle.
Later, Premraj et al. [25] analyzed geometric model of steering knuckle using Catia v5 as modeling
tool and HyperWorks 12 as discertization tool later the analysis was carried out on RADIOSS. Different
conditions of load were applied to the steering arm. Free vibration modal analysis was done to find natural
frequencies and mode shapes of vibration. From the analysis results of design parameters were compared for
SG Iron and MDI knuckle. They concluded natural frequency of MDI steering knuckle is less than SG Iron
knuckle.

TABLE II: FEA SO LV E R, TY P E S O F ANA LY S I S AN D MA I N FI N D I N G O F RE V I E W

S.NO AUTHOR FEA SOLVER TYPES OF ANALYSIS MAIN FINDING
1 Kulkarni and Tambe HYPERMESH Structure analysis, Reduced mass by 53.3%
[2] Modal analysis Factor of safety 2.8 to 3.
2 Razak I.H.A et al. SOLIDWORK Design optimized Weight reduction of knuckle by 45.8%
[3][30] SOLIDTHINKING
3 Dyapa [4] CATIA V5 STATIC ANALYSIS Comparison between two material
HYPERMESH
4 Babu et al.[7] CATIA Digitizing steering Stress concentration,
knuckle geometry, Nodal displacements, Stress distribution
Stress (FEA) Analysis,
Modal Analysis
5 Rangababu et al. [8] PRO-E /CREO 2.0 Static analysis Total deformation,
Material Comparison
6 Prajwal et al. [9] HYPERMESH Static analysis Weight optimization of the upright
Weight is reduced up to 5%,
Stress concentration is reduced up to
15%,
7 Tagade et al. [10] CREO 2.0 ANSYS Static analysis Reduced mass of knuckle by 67%.
Factory of safety is between 3 to 4.
8 Sharma et al. [11] ANSYS CREO Static analysis Mass reduction by 19.35%
Factor of safety 3 to 4.

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 Simulation and Optimization of wheel Hub and Upright of Vehicle: A Review
9 Das [12] SOLIDWORK Static analysis, Dynamic Design Validation
analysis Factor of safety 3.7of hub
10 Muhammad et al.[16] HYPERMESH Modelanalysis, numerical Mass reduction by 8.4%
analysis
11 Shelar et al.[18] SOLIDWORK Static analysis Dynamic Mass reduction by 9.195%,
NFX NAXTRAN analysis
12 Sivanath et al.[19] HYPERMESH Fatigue analysis, Impact Steering arm region hit by an impact
ANSYS analysis force of 17.5 KN and 35 KN:-
• at 2m/s, deflection:- 3.5 mm to 4.39
mm
• at 4m/s, deflection:- 8.6mm for
SG,12mm for Al.
13 Dumbre et al.[20] CATIA Structural analysis Mass reduction by11%
HYPERMESH
14 Pawar et al. [21] CATIA ANSYS Static analysis Fatigue Maximum displacement for control arm
analysis is 0.3mm
15 R.Prem Raj et al.[24] CATIA Static analysis Mass reduction by 2.84%
HYPERWORK
16 R.Premraj et al. [25] CATIA Vibration analysis Natural frequency of MDI steering
HYPERMESH knuckle is less than SG Iron knuckle.

.
IV. Conclusion
This work has provided a comprehensive literature review of existing research carried out in terms of
design, stress, fatigue, optimization analysis of the hub and upright assembly. An effort has been made to
comprise all the important contributions to this area and highlighting the most pertinent literature available for
investigating the hub and upright assembly. The concluding remarks and future work from the current literature
survey are as follows:-
• From the review of available research on hub and upright assembly, it is apparent that most of the research
conducted is purely simulation based on finite element method.
• The FEA is a useful tool since it provides accurate results to access strength and fatigue life of the hub and
upright. The same can also be applied for shape optimization of hub and upright
• Mostly FEA of hub and upright assembly were done on mentioned five objectives, simulating actual
working conditions in software.
• The review shows that hub and upright are designed for different types of vehicle according to their use.
Applied boundary conditions are calculated analytically.

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DOI: 10.9790/1684-1401034250 www.iosrjournals.org 50 | Page

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