DESIGN OF WHEEL RIM AND TYRE ASSEMBLY

AbstractThe essence of car wheel rim provides a firm base on which to fit the tire. Its
dimensions, shape should be suitable to adequately accommodate the particular
tire required for the vehicle. In this project a tire of car wheel rim belonging to
the disc wheel category is considered. Design is an important industrial activity
which influences the quality of the product. The wheel rim is modeled by using
modeling software catiav5r20. By using this software the time spent in producing
the complex 3- D models and the risk involved in the design and manufacturing
process can be easily minimized. So the modeling of the wheel rim is made by
using CATIA
In recent years, competition in the automobile market is getting increase with
restpect to fuel economy, especially for the light commercial vehicles. Moreover,
there is a significant necessity about reducing fuel consumption level for
automobile companies. The weight of a vehicle is one of the most important
factor that affecting the fuel economy. The weight minimization of wheel has
more effective than the weight minimization of elsewhere in a vehicle due to the
rotational moment of inertia effect during motion. Therefore, the wheel design
should be optimized by considering fundamental attributes of a light commercial
vehicle such as NVH, Durability and Weight.
After completing the design of rim in catia v5 part design workbench, assembly
is done using assembly workbench for rim and tyre.
Design work is done under required dimension and assembled in assembly
workbench using constrain tools.

INTRODUCTION

I. INTRODUCTION
Archaeologies and historians of today see the introduction of the wheel as
the real genesis of any old civilization. The wheel is the most significant discovery of old
times. The Wheel has developed from an oversized bearing to a fully integral part of any
modern transportation vehicle. The modern motor vehicles are produced according to very
strict Rules to ensure the safety of passengers.
In recent years, the procedures have been improved by a variety of
experimental and analytical methods for structural analysis (finite element method). Within
the past 10 years, durability analysis (fatigue life predication) and reliability method for
dealing with variation inherent in engineering structure have been applied to the automotive
wheel Braking performance shows effect on the wheel rim parameters: size, weight, design
and Materials.
The size of the wheel rim governs how much space there is between the rim and
brake rotor. If the diameter of the wheel rim is higher there will be more scope for air flow
around the brakes and therefore better cooling. The weight of the wheel rim is also an
important issue .The handling of a vehicle is always improved with light weight. The
rotational inertia is also obvious factor goes up with more weights as well, causing even more
work for the brakes.

Another factor in handling has to do with wheel strength and flex. A more rigid
wheel will reduce wheel flex. This is essentially important with low aspect ratio, high
performance tires that can be generate high cornering forces. Car wheels are classified in to
two main groups, steel wheels and alloy wheels. Alloy wheels are frequently fitted typical
During the manufacturing of modern vehicles. All steel wheels to be made up of two pressed
components, the rim and the wheel disc, which are welded together.

1.2 Nomenclature of Wheel Rim

Fig 1.1: Rim Nomenclature

1.Wheel: Wheel is generally composed of rim and disc.
2. Rim: This is a part where the tire is installed.
3. Disc: This is a part of the rim where it is fixed to the axle hub.
4. Offset: This is a space between wheel mounting surface where it is bolted to hub and
centre line of rim.
5. Flange: The flange is a part of rim which holds the both beds of the tire.
6. Bead Seat: Bead seat approaches in contact with the bead face and it is a part of rim which
holds the tire in a radial direction.
7. Hump: It is a bump what was put on the bed seat for the bead to prevent the tire from
sliding off the rim while thevehicle is moving.

8. Well: This is a part of rim with depth and width to facilitate tire mounting and removal
from the rim.

1.3 Wheel rim description

The rim of a wheel is the outer circular design of the metal on which
the inside edge of the tire is mounted on vehicles such as automobiles. For example, in a four
wheeler the rim is a hoop attached to the outer ends of the spokes-arm of the wheel that holds
the tire and tube.
A standard automotive steel wheel rim is made from a rectangular sheet metal.
The metal plate is bent to produce a cylindrical sleeve with the two free edges of the sleeve
welded together. At least one cylindrical flow spinning operation is carried out to obtain a
given thickness profile of the sleeve in particular comprising in the zone intended to
constitute the outer seat an angle of inclination relative to the axial direction. The sleeve is
then shaped to obtain the rims on each side with a radially inner cylindrical wall in the zone
of the outer seat and with a radially outer frusta-conical wall inclined at an angle
corresponding to the standard inclination of the rim seats. The rim is then calibrated.
To support the cylindrical rim structure, a disc is made by stamping a
metal plate. It has to have appropriate holes for the center hub and lug nuts. The radial outer
surface of the wheel disk has a cylindrical geometry to fit inside the rim. The rim and wheel
disk are assembled by fitting together under the outer seat of the rim and the assembly welded
together.
Wheel rim is the part of automotive where it heavily undergoes both
static loads as well as fatigue loads as wheel rim travels different road profile.

CHAPTER-2
2.1Types of Wheel Rims:
2.1.1 According to Shape of Rim
Typical rim shape vehicles are made up of the following.
a) Drop centre rim (DC)
Drop centre rim (DC rim) is shaped so there is fine between
the bead seat parts which is placed on both sides of the rim. This is to make the
mounting and dismounting of the tire easy. In most circumstances there is a
taper of 5 degrees in the bead seat area.

Fig 2.1: Drop Centre (Dc) Rim

b) Wide drop centre rim (WDC)
Wide drop centre (WDC rim) is mostly the same as DC rim. To
expand the width of the rim, with a slighter well and a lower flange height, this

rim is mostly applied to low aspect ratio tires. This design is presently applied to
rims for tires of most passenger vehicles.
c) Wide Drop Centre Rim with Hum :In addition, this design has a bump, on
the beginning of the bead seat area. This hump is to prevent the bead sliding
down and air outflow from the rim due to the horizontal force applied to the tire
when a vehicle tubeless tires runs at high speed.

Fig 2.2 WDCwith Hump

2.1.2 According to the Material

Steel and light alloy are the foremost materials used in a
wheel rim however some composite materials together with glass-fibre are being
used for special wheels
a) Wire Spoke Wheel
Wire spoke wheel is an essential where the exterior edge part
of the wheel (rim) and the axle mounting part are linked bynumerous wires
called spokes. Todays automobiles with their high horsepower have made this
type of wheel manufactureobsolete. This type of wheel is still used on classic
vehicles. Light alloy wheels have developing in recent years, a designto give
emphasis to this spoke effect to fulfil users fashion requirements.
b) Steel Disc Wheel

This is a rim which practices the steel-made rim and the

wheel into one by joining (welding), and it is used mainly for passenger vehicles
especially original equipment tires.

Fig.2.3 Steel Wheel

c) Light Alloy Wheel
These wheels are based on the use of light metals, such as
aluminium and magnesium has come to be popular in the market. This wheel
rapidly become standard for the original equipment vehicle in Europe in 1960s
and for the replacement tire in United States in 1970s. The advantages of each
light alloy wheel are explained as below.
i. Aluminium Alloy Wheel
Aluminium is a metal with features of excellent lightness,
thermal conductivity, rust confrontation, physicalcharacteristics of casting, low
heat, machine processing and reutilizing, etc. This metals main advantage is
decreasedweight, high precision and design choices of the wheel. This metal is
useful for energy preservation because it is possibleto re-cycle aluminium easily.

Fig.2.4 Aluminium alloy Wheel

ii. Magnesium alloy wheel
Magnesium is about 30% lighter than aluminium and also
admirable as for size stability and impact resistance. However,its use is mainly
restricted to racing, which needs the features of weightlessness and high
strength at the expense ofweathering resistance and design choice, etc.
compared with aluminium.
Recently, the technology for casting and forging is improved, and the
corrosion resistance of magnesium is also improving. This material is receiving
special attention due to the renewed interest in energy conservation.

iii. Titanium alloy wheel

Titanium is an admirable metal for corrosion resistance and
strength (about 2.5 times) compared with aluminium, but itis inferior due to
machine processing, designing and more cost. It is still in the development stage
even though there issome use in the field of racing.
iv. Composite material wheel
The composite material wheel is different from the light alloy
wheel, and it is developed mainly for low weight. Howeverthis wheel has
inadequate consistency against heat and for best strength. Development is
continuing.

2.2 Manufacturing Methods of Wheel Rim

The steel disk wheel and the light alloy wheel are the most typical
installation. The method of manufacturing the light alloy wheel, which has become popular in

recent years, is explained here. The manufacturing method for the light alloy wheel is
classified into two. They are cast metal or the forged manufacturing methods.
The aluminum alloy wheel is manufactured both ways, and the casting
manufacturing method is used as for the magnesium alloy wheel. There are the following
three methods of manufacturing the aluminum alloy wheel.
(a) One Piece Rim
This is a method of the casting or the forge at the same time by one as for the rim and disc.
(b) Two Pieces Rim
This is the methods which separately manufacture the rim and disc
similar to the manufacture of the steel wheel and these components are welded afterwards.
(c) Three Pieces Rim
This is a method to manufacture each flange separately, and combining
later to the disc by welding.Each method is shown below.
(d) Forging Method (for One Piece Rim)

Fig. 2.5 Forging of one piece Method

(e) Forging Method (for Two Pieces Rim)

(f) Forging Method (for Three Pieces Rim)

Fig.2.7. Forging Three Piece Method

(g) Casting Method

Fig.2.8. Casting Method

2.3 Test of Wheel Rims
Wheels are part of a vehicle and as such subjected to a high load. The
durability of the wheel is important for the safe operation of the vehicle. Therefore, it is
necessary to examine a wheel for both strength and fatigue resistance.
(a) Endurance Test in Direction of Radius of Rim
The tire on the test rim is rotated under high pressure condition on steel
drum and the durability of the rim is examined. Sometimes, test is done giving camber angle
and adding a side force.
(b) Test of Disc
The rim flange is tested by applying a load from an arm
mounted to the hub. A bending moment is applied while the rim rotates.
(c) Impact Test
The case where the wheel collides with curb of the road or a large obstacle is assumed
and the fall impact examination is done.

(d) Others
The test for welding between rim and disc and the nut seat
tightening etc. are provided in the vehicle test standard. Moreover,
nondestructive testing such as X- ray and color check, etc. is adapted to
the light alloy wheel to detect the defects in the casting process. Bead
Unseating Test, provided in the tire safety standards, for a mounted tire
and the rim is also applied.In addition tests are carried out in the field
with the assembly mounted on a vehicle under various road surfaces.
3.3.1 Use Limit of the Wheel
Though we think it is possible to permanently use a wheel until it rusts
away there is a limit to a wheels useful life. If a rim is used in severe operations such as
racing or rallying hidden damage is caused. This may result in an accident or sudden rim
failure whilst damage is caused. This may result in an accident or sudden rim failure whilst
the vehicle is in service. The life of a rim is varied according to using conditions. A rim
normally lasts longer than a tire so at time of a tire change a rim should be checked for
damage or sign of failure. If any are found the rim should be scrapped. In the case of steel
wheel, cracks and corrosions by rust at the joint parts of rim and disc, nut seats, between
decoration holes of the rim or the flange is bent, you should scrap the rim.
2.3.2Maintaining rims
Very necessary but often overlooked, it is vitally important to inspect
your motorcycle rims and clean them on a regular basis to help prevent spoke failure or
corrosion weak points. You can definitely suffer flat tires if a few spokes fail on your
motorcycle rims. This can happen under ordinary everyday conditions. The broken spoke
pushes into the wheel and punctures the tube. So always keep your wheels clean and check
them for signs of corrosion or other damage. It may only take one bad spoke to ruin your ride.
The aluminum motorcycle rims are usually coated. Some chemicals used for bike
maintenance of other systems (like brake fluid) can damage that coating. Once the bare
aluminum on the motorcycle rim is exposed to air it can begin to corrode. Wheels can come
under a lot of stress and even small areas of corrosion can become a point of failure.
Rim locks are used on wheels to prevent your tire from
slipping around your motorcycle rims. This can occur if you are running your tires
at very low pressures. They are quite common when bikers take to riding off
road. If your tire turns on the rim it can pull the valve stem through the wheel or
tear it off completely leaving you with a flat. They are fairly simple to install but

it requires removal of the tires and tubes and this can be more work than the rim
lock installation. The rear is the more critical of the motorcycle rims to lock as it
is subjected to the forces of driving the bike forward. Install them opposite the
valve stem to minimize the affect they will have on wheel balance

2.4 Failure of a Wheel rim

a. Motorcycle Rims Problems
If you have been in an accident or purchased a bike with unknown
history it is possible that your motorcycle wheel could be out of true. The wheel might seem
to oscillate laterally (side to side) or appear to move up and down (out of round). Motorcycle
rims can be casually inspected by supporting the bike on the centre stand or other stand and
spinning them while viewing side on or edgewise. A really bad wobble will be obvious even
to someone like me!. You can secure a sharp pencil to the fork or swing arm to help measure
smaller variations. If the wheel is badly out of true, especially if the cause is from an
accident, you may want to let a professional motorcycle rims shop or dealers do the repair.
Sometimes the cause is just from lazy spoke maintenance (shame on you)!
b. New Tire, new wobble?
If you have just had new tires installed and you feel or see a wobble it
is more likely that the tire is the cause not bent rims. What can happen when mounting a new
tire is the installer fails to get the new tire fully seated on the motorcycle rims. It may be close
and because the tire has a tube in it there will be no leak to give it away. What you need to do
is this.

Examine the sidewall of the tire where it meets the rim to see if there is any indication
that the tire is not fully seated. This might show up as a slight variation in the measurement
between a mould line on the tire and the rims. This is best done on a centre stand if you
have one.

Have the installer correct any problem you find. Sometimes stock rims can be difficult
to seat properly (or unseat for that matter).

Sometimes what the tire installer will do to correct the problem is overinflate the tire
to force the tire to seat. TAKE CARE! I am not suggesting you try this yourself, it can be
very dangerous.

Also make sure the tire is installed correctly, arrow pointing in the direction of travel.

Fig 3.9 Failure of a Wheel rim

The goal of a failure analysis is to understand the root cause of the failure so
as to prevent similar failures in the future common causes of failure

CHAPTER 3

LITERATURE
SURVEY
A wheel rim is a highly stressed component in an automobile
that is subjected to bending and torsional loads. Because of the long life and
high stresses, as well as the need for weight reduction, material and
manufacturing process selection is important in rim design. There are
competitions among materials and manufacturing processes, due to cost
performance, and weight. This is a direct result of industry demand for
components that are lighter, to increase efficiency, and cheaper to produce,

while at the same time maintaining fatigue strength and other functional
requirements.
A paper published in the year 2009,which is about the fatigue
analysis of aluminium wheel rim by Liangmo Wang* - Yufa Chen - Chenzhi Wang Qingzheng WangSchool of Mechanical Engineering, Nanjing University of Science
& Technology, China.
To improve the quality of aluminum wheels, a new method for evaluating
the fatigue life of aluminum wheels is proposed in that paper. The ABAQUS
software was used to build the static load finiteelement model of aluminum
wheels for rotary fatigue test. Using the method proposed in this paper, the
wheellife cycle was improved to over 1.010 5 and satisfied the design
requirement. The results indicated that theproposed method of integrating finite
element analysis and nominal stress method was a good and efficientmethod to
predict the fatigue life of aluminum wheels.
In this paper, for predicting the wheelfatigue life, the nominal
stress method wasintegrated into the CAD / CAE technology tosimulate the
rotary fatigue test. In addition, anactual prototype of the test was done to verify
theanalysis.
In the rotary fatigue test, a wheel wasspun to bear a moment to
simulate the process of turning corner continued the wheels abilitybearing the
moment, a wheel was mounted
on a rotatingtable. A shaft was attached to the center of thewheel where a
constant normal force was appliedas shown in Fig.3.1.

Fig 3.1. Layout of wheel rotary fatigue test

M = (R + d)F_,
Where,M is the moment (Nm), it is thestrengthening moment the real vehicle
bears;
isthe friction coefficient between tires and the road and set as 0.7;
R is the tire static load radius (m);
Dis the offset of wheel (m);
F is the maximum ratedload (N), which can be obtained by standards;
is the strength coefficient and set as 1.5.
It isnecessary to bear such a cycle load 1.0105 timeswith no visible crack.
Static analysis
The wheel was constrained aroundflange edge of the rim and
loaded with a constantforce at the end of the shaft, see Fig4.2. The loadshaft and
wheel were connected by bolts. Due tothe main concern being wheel
deformation, theload shaft in the FEA analysis was defined as arigid body, using
tie connection with wheel. J areaunder the wheel rim was under full constraints .

Fig3.2 Finite element model

In aluminum alloy wheel fatigue test, failure occurs at 110 5 cycles
In the above static analysis constraints are applied on the
circumference of the rim, and got fatigue strength of 1*10 5cycles inwheel rotary
fatigue test. To improve the results we are applying constraints on the wheel bolt
holes of the rim. Fatigue analysis is done in MSC fatigue software, as it has
following benefits.

MSC Fatigue Basic is a module of the MSC. Fatigueproduct

line which uses stress or strain results from finiteelement (FE) models, variations
in loading and cyclicmaterial properties to estimate life to failure. Both
thetraditional S-N and the more state-of-the-art local strain orcrack initiation
methods are available.Usage of MSC Fatigue brings fatigue analysis up front in
thedesign-to-manufacturing process and creates an MCAEenvironment for
integrated durability management
We are also doing analysis on other materials like steel alloy,
forged steel, and magnesium alloy for fatigue strength and comparing the
results. According to the FEA results of the baseline design, the aluminum alloy
wheel design could be improved by reinforcing the weaker area

CHAPTER 4

DESIGN OF WHELL RIM USING

CATIA
INTRODUCTION TO CATIA
CATIA

(Computer

Aided

Three-dimensional

Interactive

Application) is a multi-platform CAD/CAM/CAE commercial software suite

developed by the French company Assault Systems. Written in the C++
programming language, CATIA is the cornerstone of the Assault Systems product
lifecycle management software suite.
CATIA competes in the CAD/CAM/CAE market with Siemens
NX, Pro/E, Autodesk Inventor, and Solid Edge as well as many others.
Developer(s)

DassaultSystems

Stable release

V6R2011x / November 23,

2010

Operating

Unix / Windows

system
Type

CAD software

License

Proprietary

Website

WWW.3ds.com

TABLE 4.1 DETAILS OF CATIA

4.1 HISTORY OF CATIA
CATIA started as an in-house development in 1977 by French
aircraft manufacturer Avions Marcel Dassault, at that time customer of the
CADAM CAD software to develop Dassault's Mirage fighter jet, and then was
adopted in the aerospace, automotive, shipbuilding, and other industries.

Initially named CATI (Conception Assisted Tridimensionnelle

Interactive - French for Interactive Aided Three-dimensional Design) - it was
renamed CATIA in 1981, when Dassault created a subsidiary to develop and sell
the software, and signed a non-exclusive distribution agreement with IBM.
In 1984, the Boeing Company chose CATIA as its main 3D CAD tool,
becoming its largest customer.
In 1988, CATIA version 3 was ported from mainframe computers to UNIX.
In 1990, General Dynamics Electric Boat Corp chose CATIA as its main 3D
CAD tool, to design the U.S. Navy's Virginia class submarine.
In 1992, CADAM was purchased from IBM and the next year CATIA CADAM
V4 was published. In 1996, it was ported from one to four UNIX operating
systems, including IBM AIX, Silicon Graphics IRIX, Sun Microsystems SunOS
and Hewlett-Packard HP-UX.
In 1998, an entirely rewritten version of CATIA, CATIA V5 was released,
with support for UNIX, Windows NT and Windows XP since 2001.
In 2008, Dassault announced and released CATIA V6. While the server can
run on Microsoft Windows, Linux or AIX, client support for any operating
system other than Microsoft Windows is dropped.
4.1.1 Release History

Name/Versio

Latest

Build Original

n
CATIA v4
CATIA v5
CATIA v6

Number
R25
R20
R2012

Release Latest

Date
1993
1998
29/05/2008

Release

Date
January 2007
February 2010
May 2011

Table 4.2: Versions of CATIA

4.2 SCOPE OF APPLICATION

Commonly referred to as 3D Product Lifecycle Management
software suite, CATIA supports multiple stages of product development (from
conceptualization, design (CAD), manufacturing (CAM), and engineering (CAE).
CATIA facilitates collaborative engineering across disciplines, including surfacing
& shape design, mechanical engineering, equipment and systems engineering.

4.2.1 Surfacing & Shape Design

CATIA provides a suite of surfacing, reverse engineering, and
visualization solutions to create, modify, and validate complex innovative
shapes. From subdivision, styling, and Class A surfaces to mechanical functional
surfaces.

4.2.2 Mechanical Engineering

CATIA enables the creation of 3D parts, from 3D sketches,
sheet metal, composites, and molded, forged or tooling parts up to the definition
of mechanical assemblies. It provides tools to complete product definition,
including functional tolerances, as well as kinematics definition.
4.2.3 Equipment Design
CATIA facilitates the design of electronic, electrical as well as
distributed systems such as fluid and HVAC systems, all the way to the
production of documentation for manufacturing.
4.2.4 Systems Engineering
CATIA offers a solution to model complex and intelligent
products through the systems engineering approach. It covers the requirements
definition, the systems architecture, the behavior modeling and the virtual
product or embedded software generation. CATIA can be customized via
application programming interfaces (API). CATIA V5 & V6 can be adapted using
Visual Basic and C++ programming languages via CAA (Component Application
Architecture); a component object model (COM)-like interface.
Although later versions of CATIA V4 implemented NURBS, V4
principally used piecewise polynomial surface. CATIA V4 uses a non-manifold
solid engine.

Catia V5 features a parametric solid/surface-based package which uses

NURBS as the core surface representation and has several workbenches
that provide KBE support.

V5 can work with other applications, including Enova, Smarteam, and

various CAE Analysis applications.

4.3 SUPPORTED OPERATING SYSTEMS AND PLATFORMS

CATIA V6 runs only on Microsoft Windows and Mac OS with limited
products.
CATIA V5 runs on Microsoft Windows (both 32-bit and 64-bit), and as of
Release 18Service Pack4 on Windows Vista 64.IBM AIX, Hewlett Packard
HP-UX and Sun Microsystems Solaris are supported.
CATIA V4 is supported for those Unixes and IBM MVS and VM/CMS
mainframe platforms up to release 1.7.
CATIA V3 and earlier run on the mainframe platforms.

4.4APPLICATIONS OF CATIA
CATIA can be applied to a wide variety of industries, from
aerospace and defense, automotive, and industrial equipment, to high tech,
shipbuilding, consumer goods, plant design, consumer packaged goods, life
sciences, architecture and construction, process power and petroleum, and
services. CATIA V4, CATIA V5, Pro/E, NX (formerly Unigraphics), and Solid Works
are the dominant systems.
.4.1 Aerospace
The Boeing Company used CATIA V3 to develop its777
airliner, and is currently using CATIA V5 for the787 series aircraft. They have
employed the full range of Dassault Systems' 3D PLM products CATIA, DELMIA,
and ENOVIALCA supplemented by Boeing developed applications.

The development of the Indian Light Combat Aircraft has been using CATIA

V5.
Chinese Xian JH-7 A is the first aircraft developed by CATIA V5, when the

design was completed on September 26, 2000.

European aerospace giant Airbus has been using CATIA since 2001.
Canadian aircraft maker Bombardier Aerospace has done all of its aircraft
design on CATIA.

The Brazilian aircraft company, EMBRAER, use Catia V4 and V5 to build all

airplanes.
Vought Aircraft Industries use CATIA V4 and V5 to produce its parts.
The British Helicopter company, Westland, use CATIA V4 and V5 to
produce all their aircraft. Westland is now part of an Italian company called
Finmeccanica the joined company calls themselves AgustaWestland

4.4.2 Automotive
Many automotive companies use CATIA to varying degrees,
including BMW, Porsche, Daimler AG, Chrysler, Honda, Audi, Jaguar Land
RoverVolkswagen, Bentley Motors Limited, Volvo, Fiat, Benteler AG, PSA Peugeot
Citron, Renault, Toyota, Ford, Scania, Hyundai, Skoda Auto, Tesla Motors, Valmet
Automotive, Proton, Tata motors and Mahindra & Mahindra Limited.
Goodyear uses it in making tires for automotive and
aerospace and also uses a customized CATIA for its design and development.
Many automotive companies use CATIA for car structures door beams, IP
supports, bumper beams, roof rails, side rails, body components because
CATIA is very good in surface creation and Computer representation of surfaces.
Bombardier Transportation, Canada is using CATIA software to design its entire
fleet of Train engines, Coaches.
4.4.3 Ship building
Dassault Systems has begun serving shipbuilders with CATIA
V5 release 8, which includes special features useful to shipbuilders. GD Electric
Boat used CATIA to design the latest fast attack submarine class for the United
States Navy, the Virginia class. Northrop Grumman Newport News also used
CATIA to design the GeraldR. Ford class of super carriers for the US Navy.

4.4.4 Industrial Equipment

CATIA has a strong presence in the Industrial Equipment
industry. Industrial Manufacturing machinery companies like Schuler and Metso
use CATIA , as well as heavy mobile machinery and equipment companies like

Claas, and also various industrial equipment product companies like Alstom
Power and ABB Group
4.4.5 Other
Architect Frank Gehry has used the software, through the CCubed Virtual Architecture company, now virtual Build Team, to design his awardwinning curvilinear buildings. His technology arm, Gehry Technologies, has been
developing software based on CATIA V5 named Digital Project. Digital Project has
been used to design buildings and has successfully completed a handful of
projects.
4.4.6 Wheel rim nomenclature

Fig.5.1
rim

nomenclature
5.5. 2D Model of the wheel rim

Wheel

Initially the 2D drawing of wheel rim is done by using CATIA

according to dimensions specified.

Specifications of Model Wheel Rim

4.6 Steps Involved In Design of wheel rim: