ME8682 DESIGN AND FABRICATION PROJECT

DESIGN AND FABRICATION OF IMPROVISED

TESLA TURBINE

A DESIGN AND FABRICATION PROJECT REPORT

Submitted by
MOHAMMED AFROZ ALI (111719114043)
MADHUSUDHNAN (111719114041)
KANNAN.P (111719114033)

in partial fulfillment of the award of the degree

of

BACHELOR OF ENGINEERING
IN

MECHANICAL ENGINEERING

R.M.K. ENGINEERING COLLEGE

(An Autonomous Institution)
R.S.M. Nagar, Kavaraipettai-601 206
 BONAFIDE CERTIFICATE

Certified that this project report “DESIGN AND FABRICATION OF FRONT

WHEEL HUB” is the bonafide work of MOHAMMED AFROZ ALI

(111719114043), MADHUSUDHNAN.R (111719114041), KANNAN.P

(111719114033) who carried out the project work under my supervision.

SIGNATURE SIGNATURE

Dr. K.R.Senthil Kumar, M.E., Ph.D., Mr. K.Sengottaiyan, M.E., (Ph.D.),

Professor and Head,
Dept. of Mechanical Engineering,
R.M.K. Engineering College,
R.S.M. Nagar, Kavaraipettai, Tiruvallur
District601206.
SUPERVISOR, Assistant Professor,
Dept. of Mechanical Engineering,
R.M.K. Engineering College,
R.S.M. Nagar, Kavaraipettai,
Tiruvallur District– 601206.

Submitted for the Project Viva–Voce held on …………… at R.M.K. Engineering College,
Kavaraipettai, Tiruvallur District– 601206.

Internal Examiner External Examiner

 ACKNOWLEDGEMENT

The success of any project depends largely on the people associated with it. We
are indebted to everyone who has made a valuable contribution towards the
success of the project. We would like to take this opportunity to acknowledge the
enthusiasm rendered from all the Personalities.

We would express our gratitude to our beloved Chairman

Shri. R.S. MUNIRATHINAM, R.M.K. Group of Institutions for having
arranged to do this project work.

We wish to express our sincere thanks to our beloved Principal Dr. K.A.
MOHAMED JUNAID for granting permission to undertake the project.

We also thank our Head of the Department of Mechanical Engineering

Prof. Dr. K . R . S E N T H I L K U M A R , M . E . P h . D . for h i s k i n d
encouragement.

We wish to record thanks to the encouragement that we received from our guide
Mr. K. SENGOTTAIYAN, M.E. (Ph.D.) who gave us valuable guidance and
follow-up during each stage of our project.
 ABSTRACT

Our project describes the design and fabrication of front wheel hub of ATV

vehicle. The objectives of this project are to develop structural modeling, finite

element analysis, optimization and final design validation of the wheel hub.

Topology optimization technique is used for performing optimization of wheel

hub. It helps in the reduction of unwanted material and thereby mass of the

component decreases respectively. The structure of wheel hub was modeled

utilized CREO software and analysis was performed using ANSYS Workbench

software. Optimization was performed with minimize mass as objective function.

Based on the obtained FEA result, an optimized and enhanced design for high

strength – low weight was obtained. Through this project, we have arrived at an

optimized design of a front wheel hub, that is both strong and light weight with

reduced material for best performance. Keywords: CAD Model, Front wheel hub,

Finite Element Analysis, ANSYS, CREO, Topology Optimization.

 TABLE OF CONTENTS

CHAPTER NO. TITLE PAGE NO.

ABSTRACT iv
LIST OF TABLES vii
LIST OF FIGURES viii
1 INTRODUCTION 1
1.1 About Tesla Turbine 1
1.2 Basic Working of Tesla Turbine 1
1.3 Purpose of the Project 2
2 LITERATURE SURVEY 3
3 GOALS AND REQUIREMENTS 5
3.1 Design Goals 5
3.2 Requirements 5
3.2.1 Functional Requirements 5
3.2.2 Fabrication Requirements 6
3.2.3 Assembly Requirements 6
3.2.4 Safety Requirements 6
4 COMPONENTS OF THE TURBINE 7
4.1 Plates 7
4.2 Rotor 7
4.3 Casing 8
4.4 Spacer 9
4.5 Bearing 9
5 DESIGN 10
5.1 Design Methodology 10
5.2 Conceptual Design 10
5.3 Design of Components 10
 5.3.1 Design of Plate 10
5.3.2 Design of Rotor 12
5.3.3 Design of Casing 12
5.3.4 Design of Spacer 13
6 CALCULATIONS 14
7 ANALYSIS 17
8 FABRICATION 20
8.1 Fused Deposition Modeling 20
8.2 Polylactic Acid (PLA) 21
8.3 Fabrication of Plates 25
9 ASSEMBLY 27
9.1 CAD Assembly 27
9.2 Manual Assembly 29
10 SPECIFICATIONS 30
10.1 Plate Specifications 30
10.2 Rotor Specifications 31
10.3 Casing Specifications 32
10.4 Casing Lid Specifications 33
10.5 Spacer Specifications 34
10.6 Final Parameters 35
11 BILL OF MATERIALS 36
11.1 Costing 36
12 CONCLUSION 37
REFERENCES 38

LIST OF TABLES
TABLE NO. DESCRIPTION PAGE NO.
6.1 List of Parameters 14
6.2 List of Units 16
6.3 List of Values 16
7.1 Analysis Model Constants 18
7.2 Spatial Discretization 18
10.1 Plate Specifications 30
10.2 Rotor Specifications 31
10.3 Casing Specifications 32
10.4 Casing Lid Specifications 33
10.5 Spacer Specifications 34
10.6 Final Parameters 35
11.1 Cost Accounting 36

LIST OF FIGURES

FIGURE NO. DESCRIPTION PAGE NO.

4.1 Plates 7
4.2 Rotor 7
4.3.1 Casing 1 8
4.3.2 Casing 2 8
4.4 Spacer 9
4.5 6004 Bearing 9
5.1 Plate Design 11
5.2 Rotor Design 11
5.3 Casing Design 12
5.4 Spacer Design 13
7.1 Velocity Analysis 17
7.2 Pressure Contour 18
7.3 Pressure Contour 19
7.4 Volume Rendering 19
8.1 Rotor Fabrication 22
8.2 Casing 1 Fabrication 22
8.3 Casing 2 Fabrication 23
8.4 Spacer Fabrication 23
8.5 Casing Printing 24
8.6 Spacer Printing 24
8.7 Fabricated Plates 25
8.8 Fabricated Components 26
9.1 Rotor Assembly 27
9.2 Final Assembly 28
9.3 Manual Rotor Assembly 29
9.4 Manual Final Assembly 29
10.1 Plate Drawing 30
10.2 Rotor Drawing 31
10.3 Casing Drawing 32
10.4 Casing Lid Drawing 33
10.5 Spacer Drawing 34

CHAPTER 1

INTRODUCTION

Wheel Hub is an automotive part used in most cars, passenger

vehicles and light and heavy trucks. A wheel hub is a mounting
assembly for the wheel of vehicle; it houses the wheel bearing as
well as supports the lugs. It is located between the brake drums or
 discs and the drive axle. The wheel is mounted to the bolts of the
wheel Hub. The function of wheel hub is to keep the wheel
spinning freely on the bearing while keeping it attached to the
vehicle. The wheel hub is the only part that holds the wheels to the
car.

1.1 OBJECTIVE
* To analyze the design and improve the design of Front wheel Hub
of ATV vehicle for high strength and light weight.
* To understand the loading conditions, boundary conditions and
the environment the component is subjected to.
* Perform Finite element analysis to find out stress concentrations,
there by finding areas to improve design.
* Give final design with design and the fabricated product.

1.2 BASIC WORKING OF WHEEL HUB

Hub is a main component in wheel assembly. The wheel hub spins
along with the wheels bolted to it and provide the power to the
wheels to rotate. This wheel hub is designed according to Pitch
circle diameter of the selected rim. On the other side of hub, brake
disk is mounted which generates required torque to stop the rotating
hub as a result stopping the rotation of wheels. Due to failure of
hub, there will be chances of fetal accidents hence hub is a very
crucial component of the vehicle hence it is necessary to use best
material and must be design to avoid failure. The weight of hub is
considered under unsprung mass of vehicle. Unsprung mass affects
the performance of vehicle to a large extent Casing.
1.3 PURPOSE OF THE PROJECT
The purpose of this project is to design and fabricate a micro
turbine called Tesla turbine which is ascertained to have the
maximum efficiency among the turbines. It is aimed to be used in
micro applications where the power required is very less. The
purpose of this project is to design and fabricate the wheel hub
which is keeps the vehicle attached to your wheel and allows the
wheels to freely turn enabling you to safely steer. Our main motto is
to fabricate the hub in a lighter weight which serves as a critical
part in anti-lock braking system (ABS) and the traction control
system (TCS)
 CHAPTER 2
LITERATURE SURVEY

[1] An extensive literature review was performed on different

optimization techniques used for redesign of mechanical
components. Idris Karen, Ferruh Ozturk presented a paper in
which, a failed clutch fork was completely re-designed using
topology and shape optimization approach. Stress life fatigue
analysis was conducted to correlate the crack location between the
failed component and the simulation model. The mass reduction
obtained was 24%, maximum stress reduction of 9% was achieved
and rigidity was improved up to 37% in comparison to the original
clutch fork provided a detailed summary of previous studies
reporting that the Poiseuille number increases with surface
roughness. The primary motivation for almost all of this previous
research has been to analyze frictional loss; however, this
substantial body of work also raises the possibility of performance
enhancement for the Tesla rotor, which is moved by shear force.

[2] Gerhard Fischer, Vatroslov V. Grubisic says that the design

of wheel hub must be based on stress generated under customer
usage through operational loads acting on wheels. Wheel hubs are
highly steered safety components which must not fail under the
applied loading conditions. The main parameters for design of
wheel hub assembly are loading conditions, manufacturing process
and material behavior. The influence of these parameters are
interactive so material fatigue behavior will be changed depending
upon the wheel hub design and loading conditions.

[3] Grubesic, V., Fischer, G., and Heinritz, M. performed a

design Optimization of Forged Wheel Hub. The authors show on
the example of a forged front wheel hub how weight savings of up
to 30% may be achieved on a standard hub forging. The weight
savings are achieved through a design methodology called “Service
Strength Analysis,” whereby both structural analysis and testing are
done under simulated service loadings. The wheel hub is a highly
stressed safety component on which the function of other
components such as axles, wheels and brakes depend. Service
Strength Analysis allows lightweight design to be carried out
without sacrifices of reliability; it also allows an effective
evaluation of the influence of new low-cost manufacturing
techniques on the service strength of parts.

[4] The author says that a catastrophic failure of wheel hub

occurred during service. The nature of crack was a corner crack. An
analytical investigation was carried out using tool of linear elastic
fracture mechanics to establish the cause of failure. The non – linear
behavior is due to the presence of material in homogeneities and
discontinuities. An analytical estimation was carried out to calculate
the minimum no. of cycles carried by wheel hub in service. The
initiation of crack growth is complex because the heterogeneity and
morphology of fracture surface. Fractographic and metallographic
studies are carried out to assist the understanding of corner cracking
problem. Shang, Shixian (Robert) say that numerical investigation
of wheel dynamics impact and cornering fatigue performance is
essential to shorten design time, enhance mechanism performance
and lower development costs

CHAPTER 3
METHODLOGY AND REQUIREMENTS

3.1 DESIGN FLOW METHODLOGY

The approach to our design problem is elaborated through the flow-

chart given below: -
3.2 REQUIREMENTS
The following requirements are the factors that influenced the
Wheel Hub.
3.2.1 FUNCTIONAL REQUIREMENTS
 The Wheel Hub should be highly efficient.

 The Wheel Hub should possess high Yield Strength and

loading capacity.

3.2.2 DESIGN REQUIREMENTS

 The product to be designed should have proper and

unique dimensions.

 The perfect CAD model gives the perfect product,

therefore the calculations and the dimensions to be
given precisely to CAD model.

3.2.3 FABRICATION REQUIREMENTS

 The material for the wheel hub must be light in weight
and easy to fabricate.
 It should be done through readily available materials
and processes.
 Lathe and CNC processing should be carried out.

3.2.3 SAFETY REQUIREMENTS

 The product should be designed and fabricated as per the
calculation and based on the analysis report. The product
should avoid the sharp edges.
 CHAPTER 4

COMPONENTS OF THE WHEEL HUB

4.1 HUB

The main component is wheel hub which is the part to hold the
wheel and the arm

Figure 1.1 Hub

4.2 BEARING

The bearing is used to provide support to the spindle and help the
wheel to rotate and hence here the bearing used is 6006 2RZ.
 Figure 1.2 Bearing

CHAPTER 5

MATERIAL SELECTION

5.1 ALUMINIUM 6061-T6

Various types of materials are currently used for the component

of the Wheel hub like grey cast iron, white cast iron. These
materials have high yield strength, but the weight of the material
is more which is the limitation of ATV. Hence searching for the
alternate material with nearest yield strength and light in weight,
for this factor and cost consideration the Aluminum alloy 606 l
-T6 is used.

5.1.1 CHEMICAL PROPERTIES

Magnesium Silicon Iron Copper Manganese Chromium Zinc Titanium Others

0.8 - 1.2 0.4- 0.7(max) 0.15- 0.15(max) 0.04-0.35 0.25(max) 0.15(max) 0.15(max)

0.8 0.4

(Table 1.1)

5.1.2 PHYSICAL PROPERTIES

 Modulus of Elasticity 68.9 GPa
Poisson's Ratio 0.33
Density 2.70 glee
Ultimate tensile strength 310 MPa
Yield Strength 276 Mpa

(Table 1.2)

5.1.3 Characteristics:

• 6061 is highly weldable. After welding, the

material can naturally age and restore some of
its strength as well.

• It has high strength to weight ratio

• It has good corrosion resistance
• It will deflect more easily than steel, but springs back to its original
shape
• 6061 has adequate machinability
 CHAPTER 6
CALCULATION

6.1 Braking Torque:

When brake is applied breaking force will applied on the disc which resist the
rotation of wheel, ultimately the hub. That torque is directly passes through the
wheel hub as the hub and break disc are firmly bolted to each other. The Disc
Brake block represents a brake arranged as a cylinder applying pressure to one
or more pads that can contact the shaft rotor. Pressure from the cylinder causes
the pads to exert friction torque on the shaft. The friction torque resists shaft
rotation.

6.1.1. The force applied on the pedal is assumed to be 294.3 N(30kgf)

6.1.2. Pedal ratio = 6:1

6.1.3. Force max= force* pedal ratio= 294.3 * 6= 1765.8 N

 (fmax= force applied onto the master cylinder)
Hence, P = fmax/ (π/4) * d2 (P =hydrostatic pressure, d = diameter of master
cylinder’piston) Fmax = (P * π/4) * D2 [by Pascal's Law]

(Fmax = force acting on each piston of the caliper,

D = diameter of the piston in the caliper) By solving,

6.1.4. Fmax = fmax * (D / d)2 = (1912.95) *(.029 / .019)2 = 4074.98 N

6.1.5. Torque acting on the disc:

T = Fmax * μ * Re * number of pistons per calliper

= 4074.8 * 0.3 * 0.097 * 4

= 474.33 N-m Where,

μ = Coefficient of friction between brake pad and disc (0.3)
Re = effective radius of the disc (97mm).

6.1.6 Bump Force:

Similarly, vehicle be capable to take the bumping force from road. In Off road
terrains condition due to rough road surface or uneven road condition the bump
force is acting. This bump is transfer to the wheel through tyre and hub. This
bumping will applies in vertical direction.

Normally its magnitude is considered as 3g of weight of vehicle.When vehicle

comes across bump, vertical force acts at the contact of road and tyre. This
force is greater than the static force i.e. force due to self-weight, due dynamic
nature of suspension system. This force is taken as three times of gravitational
acceleration for our analysis. As front to rear weight distribution weight is
considered as 50:50
 Max velocity of Vehicle = 60kmph.
Mass of the vehicle=420kg
From Newton’s second law of motion: F=ma
F=420*3*g
F=420*3*9.81
F=12,360.6N i.e.,
Force applied on each wheel is (12,360.6/4) + (474.33/0.25) = 5000N.

6.1.7 The Vehicle at the instant of Cornering:

When a car is in a steady state turn with constant speed on banking, the load is
transferred from the inside to the outside pair of wheels.

cornering force which results from the speed V, the radius of the bend R and the
total weight of the vehicle is: m = 50 % 1650 kg

m = 1650/2 kg = turning radius = 10 m v = 35kmph

= 35 × 1000/3600 = 9.7 m/s

Cornering Force: F= m v2/r = (1650/2) × (9.7)2 10

Cornering Force = 7762.42 N

 CHAPTER 7
DESIGN

7.1 DESIGN METHODOLOGY

The Design methodology starts with a conceptual design that gives shape to the
four decided design goals. This conceptual design is then iterated in terms of
practicality and balancing the design to make it in line with the design goals. The
design is then analyzed with the load conditions. If the design fails, then again, the
design is modified. Similarly, the design is iterated also due to cost reduction in
part, to reduce manufacturing complexities, etc. Finally, an optimized design that
satisfies all the design goals, load conditions and other factors is derived.

7.2 CONCEPTUAL DESIGN

The entire modeling of the wheel hub is carried out in CAD Software – Creo
Parametric 7.0, due to its handy design features and assembling features. The
Design is done with a concept based on the design goals explained before.
7.3 DESIGN OF COMPONENTS

The design of Wheel hub and bearing.

7.4 DESIGN OF WHEEL HUB

The plate is a thin circular plate that is used to convert hydraulic energy into
mechanical energy. It consists of a center hole that has a diameter of 30 mm and
has four holes with 10 mm diameter which is used to place it in the rotor. The
thickness of the plate is 1 mm.

7.4.1 CAD MODEL OF HUB

Figure 1.3 ISOMETRIC VIEW

 Figure 1.4 FRONT VIEW

CHAPTER 8

ANALYSIS

8.1 FINITE ELEMENT ANALYSIS OF WHEEL HUB

The analysis of the final design is done using ANSYS 2021 R1 Academic software
package. Analysis for the velocity and the contour pressure for the entire assembly
was carried out and all values were found to be satisfactory.

The model was first meshed in the software package and then it was solved for
streamline flow velocity and pressure contour. The images and the tabulated details
are shown below. Finally, volume rendering is shown for visualizing purposes.
8.2 STATIC STRUCTURAL ANALYSIS

The material has assigned in engineering data. In Finite Element Analysis.

CHAPTER 9

FABRICATION

As per FEA result it is observed that aluminum alloy will give us good life and reduced
weight. The manufacturing of hub is carried out and the cyclic loading testing for hub
standard will be done for FEA correlation for 4000 cycles of loading and unloading. The
wheel hub was fabricated on their machines such as lathe, drilling and milling machine.
The operation steps show us the process sheet operation that is carried out on the three
respective machines for the wheel hub fabrication
 Figure 1.6 VMC Process

CHAPTER 10

ASSEMBLY

10.1 CAD ASSEMBLY

CAD Assembly was done with the help of the software - Creo Parametric 7.0. The
assembled are shown in the below figures. Firstly, the plates are mounted on the
forks of the rotor as shown in figure 9.1
 CHAPTER 11

BILL OF MATERIALS

11.1 COSTING

WEIGHT
S.N
COMPONENTS QUANTITY (in COST
O
grams)
1 Al 6061T6

2 CNC

3 VMC

4 Ball Bearing

5 Fasteners

6 Labour Cost

TOTAL (INR)
 TABLE 1.3 COST ACCOUNTING

The above costing is the overall simplified cost breakdown of Wheel Hub. The
cost had been tracked from the beginning of the design and always there is a trade-
off analysis between cost and designed structures, materials. From design to
manufacturing the cost of every part is analyzed in terms of Make or Buy
decisions, Manufacturing time, Labour cost, Machine cost, Tooling cost and
extends till fasteners cost.

CHAPTER 12

CONCLUSION

The following conclusions can be drawn from the analysis

conducted on Front Wheel Hub

1) FEM analysis results an efficient and simple method of achieving stresses for
different loading conditions according to forces applied to the wheel hub from
the dynamic analysis.
2) The new optimized design of wheel hub is validated with original load
conditions and constraints, and it is found to be safe.
3) CAE analysis and optimization tools save development time and reduce costs in
the conceptual design phase for new parts. The product development process
becomes faster and more efficient using optimization tools.

Sr. No Parameter value

1. Mass
2. Stress
3. Deformation
 4. Material Cost
5. Stress safety factor
6. Fatigue safety factor

CHAPTER 13

REFERENCES

[1] Idris Karen, Ferruh Ozturk “Re-design of a failed clutch fork using topology
and shape optimization” Elsevier, Material and design 31;2010;3008-1014
[2] Gerhard Fischer , Vatroslov V. Grubisic “Design criteria and durability
approval of wheel hub” SAE international, USA 11-16-1998 technical paper,pp
4-8
[3] Grubisic, V., Fischer, G., and Heinritz, M “Design Optimization of Forged
Wheel Hubs For Commercial Vehicles”, SAE Technical Paper 841706, 1984,
doi:10.4271/841706 pp 2-7
[4] S.Dhar “Fracture analysis of wheel hub fabricated from pressure die aluminum
assembly theoretical and applied fracture mechanics” , vol 9 feb 1988,pp 5-11
[5] Shang, Shixian (Robert) “Finite element modeling of dynamic impact and
cornering fatigue of cast aluminum and forged magnesium road wheels”
Proquest dissertation and thesis 2006
[6] Thomas D. Gillespie “Fundamentals of vehicle dynamics Society of automotive
engineers”,2008,pp.21-40,45-75,795-831
[7] CATIA V5 R19 Users Guide:2010
[8] Ansys 14 Users guide.
[9] S.S Rao “Introduction to optimization in Engineering Optimization Theory and
practices”, New age International Publication,2003,pp.1-10