Innovative Design and Finite Element Analysis of Wheel Rims Using Boron Epoxy Composites: A Cost-Benefit and Lifecycle Assessment for Industrial Applicability

A wheel rim is the inner circular element on which a tyre is mounted. There are three primary components in a wheel rim, namely, the bolt circle, the bolt holes, and the centre bore. Along with the vehicle’s suspension system, the wheel rim provides a comfortable ride. A high-quality rim designed to absorb the mechanical loading energy enhances the performance and reduces the loading capacity of the vehicle’s suspension system. In this way, it contributes to both the vehicle’s safety and the passengers’ comfort [14].

High-performance materials (HPMs) have been widely used in automotive parts. To improve overall weight reduction, static strength and bombarding capacity faced by automobiles, a novel process of the hot-rolled high-strength low-alloy steel wheel rim based on a new combined process of the hot ironing with external pressure (HIEP) was studied. Design the experimental tank of HIEP on the basis of the FEA analysis, the wheel rims were produced by the traditional process and two new combined processes using the experimental tank of HIEP. At the same time, the wheel rim design and the die design as well as the outer-die curve type selection are obtained by the three key process steps, respectively. 874 MPa tensile strength hot-rolled HSLA was used to produce a wheel rim by the new process of HIEP, which based on the hot ironing process supplemented with external pressure forming. For comparison, the wheel rims made of the same material and by conventional hot spinning were also produced.

The numerical simulation of the heat transfer, strength and plasticity for the wheel rim forming ordinary process and the pre-process are analysed. Besides the comparison of wheel rims by the three processes on buckling, shape accuracy, springback and thickness distribution is performed by experiment and simulation. Designing lightweight and high-strength wheel rims is an essential goal for automotive engineers. In light of this, a high-performance wheel rim is designed, executed in three-dimensional (3D) CAD and characterized in these studies. A FEA is performed to validate the simulated models with the actual models. In order to execute a high-performance existing concept that meets the American Society of Testing Materials (ASTM) standards, an aluminium alloy 6082 wheel rim is changed to aluminium alloy 7075 (Table 3). The influence of altering low-cost materials into advanced higher cost materials is then investigated. Designing a high-performance wheel rim requires adopting novel technologies and materials to offset the negative effects [15]. Selecting lightweight materials and increasing a wheel rim’s number of spokes are two processes improving an automotive wheel. Based on the number of spokes, these elements will make the wheel easier to see. In a wire-spoke wheel, the rim is secured to each spoke with nipples. To achieve a lightweight wheel rim, more finite spokes are selected in the wheel rim analysis. The improved design reduces the weight of the wheel rim without affecting its performance [16].

This study suggests that the determination and analysis of multiple materials influence the structure of an entire wheel, allowing the stiffest construction configuration of spokes and their width to be established with respect to the fatigue life based on both the dynamic cornering load and radial stiffness. Recommended sizes and types of materials are tailored to a vehicle’s prevailing loads and fatigue life, ensuring optimized performance of the tyre and booster system. By utilizing FEA to predict the mechanical performance of automotive wheel rims, costs can be cut [17].

Table 3. Minimum and maximum the range of permissible values

2.1 Basic components of a wheel rim

A wheel rim is an automobile part that is used to hold a tire. The rim should provide a strong, form-fitting contact with the tire, and the tire bead faces should retain the tire. Wheel rims serve as a connection between tires and axle through a wheel, as shown in Figure 1. The following are the various possible materials that are considered for wheel rims [18]. Hence, the wear resistance plays an important role in the conservative design of the rim. Surface coatings like ceramic or rubberized tungsten carbide, which have better wear-resistant characteristics, can be obtained by the sputtering process. In addition to traditional materials, some advanced materials such as nanomaterials, ceramics, super-alloys, plastics, composites, fiber-reinforced composites, and many other novel materials have really interesting properties resulting from their use, as shown in Table 4 and Table 5.

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Figure 1. Wheel rim 3D

Table 4. Applied forces (load)

Table 5. Distribution of forces

A car rim consists of an inner portion and an outer portion. It helps car rims with different mechanical properties to handle vertical and lateral loads. The two main parts of a standard rim are the drop center that descends radially towards the wheel interior and the flange that projects towards the center of the wheel. The narrow-raised portion of a wheel rim that the tire and the rubber band bead of the tire bead are seated on is known as the rim seat. It should begin with another bead seat, a curved lip, which culminates in the rear slide flange. A raised lip, known as the hump, is then connected to the back flange. A locking rim serves as a seal for one side of a tubeless tire. The outer sidewall of the tire is held in position by a standing flange on the wheel inside. A demountable rim consists of three assemblies [19].

2.2 Design considerations

The design of a component demands the study of various parameters and material selection. The following [20] are the factors which have to be considered during the design of a wheel rim: (High structural integrity, High carrying load ability, good wear resistance, and air deflection. The wheel rims are subjected to extreme loading of cornering moments, mechanical shock due to bad road conditions or due to vehicle collisions. the wheel rims are highly prone to tribo-corrosive conditions due to the usage application. These coatings on M50 bearing steel, which have better characteristics compared to structural steels for tribo-corrosion application, would increase the life of wheel rims. Hence, proper selection of material is important, which withstands such above detailing. Let us assume that the displacement of the wheel is only an elastic one. Stress analysis of the beams takes a major role in the car designing process. When an external force is applied to the beams in an axle, then that force is passed from the wheel's rim to the spokes and to the arms. The design depends on the load which the rim carries. In short, stress values are given by F/A. For any component whose failure is caused by rupture, the criterion for design should be based on strength requirement rather than stiffness. If a component fails due to excessive deformation and fractures, it is a ductile failure [21].

FEA is an essential tool in engineering for predicting the response of structures to loads, and is being widely used in the design and development of new products. The most commonly used systems involve linear static structural, heat transfer and modal analyses. The design of a new environmentally friendly aluminium alloy wheel was studied using three-dimensional FEA (boundary condition illistrated in Table 7). Factors that were taken into account included: minimum wheel mass; minimum stress concentration; acceptable stress values; and the lowest possible cost [28]. The fatigue life of the wheel was predicted using both the local strain-life approach and the local stress-life approach, and good agreement was found between predictions and test results. The computed wheel stresses, using both bending and impact loading conditions, were found to be in good agreement with previous experimental measurements.

Table 7. Boundary conditions of used material

Boundary Condition of Internal Rim  Boron Epoxy	Value	b1.jpg
Longitudinal Young’s modulus	240e9 Pa
Transverse Young’s modulus	6 e9 Pa
Shear modulus (fiber-matrix)	12 e9 Pa
Shear modulus (transverse)	2.0 e9 Pa
Poisson’s ratio	0.25
Boundary condition  of external rim  carbon-fiber composites:	Value (example)	b2.jpg
Effective Young’s modulus (in-plane)	50e9
Effective Poisson’s ratio	0.28
Effective shear modulus	8e9
Density	1550
Thermal conductivity (in-plane)	3.0
Through-thickness conductivity	0.5
Effective CTE (in-plane)	5e−6

The fatigue condition is illistrated in Table 8 and Table 9 and the main disadvantage of the forged magnesium alloy rims is that they have a high production cost and potential recycling equipment, and the forged rims also have high rotational moment of inertia. FEA is a problem solving technique whereby a designer can understand the behavior of structural components by reducing them to elements for the purpose of analysis. The shape of component has little effect on the results by modeling mesh, with inquires of interest and material properties. The mesh is very dense in regions with sharp variations but very coarse in regions with slow variations. This model replicates the behavior of the actual component for particular loading conditions: tensile, bending or temperature.

The input and output of FEA can be visualized. It is possible to feed the analysis with blueprints and FEA can generate large quantities of data, such as a spreadsheet. FEA is an applied design tool used to optimize design to increase the service life. It gives the local stress distribution on the surface and evaluates buckling, accumulated strain, maintenance of minimum strain energy, bolt loading, and fatigue life based on the combination of the number of cycles and other operational parameters as well. Materials to be taken into consideration are CFRP. FEA is a tool that can statistically determine the weak areas in the pressure vessel where material could fail. Physically and visually, these points can be noted (see Table 10). FEA can also be used to give us more gripping force by installing rubber [29].

Table 8. Fatigue conditions

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Condition	Typical Value
Endurance Limit (Fiber Dir.)	~50–60% of tensile strength (~1500–1800 MPa)
Fatigue Life (50% strength)	> 10⁶ cycles
Fatigue Life (30% strength)	> 10⁷ cycles (High-cycle fatigue region)
Fatigue Strength (10⁶ cycles)	~500–800 MPa
Delamination Resistance	High
Moisture Sensitivity	Moderate – can reduce fatigue resistance

Table 9. Cost-benefit analysis per unit (Wheel rim)

Table 10. Lifecycle / environmental impact

4.1 Theoretical framework

The FEA methodology is standard but lacks discussion on material-specific assumptions (e.g., isotropy of composites). Clarify how material anisotropy in CFRP/titanium was modeled, as this significantly impacts stress distribution (material proprties illistrated in Table 11 and Table 12).

Material for analysis: S25 FCD 450, 6061 T6, 6061 alloy with a composition of 90% Al, 5% Mg, 1% Pb, 4% Si. FEA is a system in design, like in this case for wheel rims, that can predict or describe whether the part could fail or sustain the design load. Table 13 of input parameter can be modified to include that the lower weight design will now be what load it can sustain if engineering techniques are applied. In this modern era, almost all segments try to make products and goods using the least amount of material to save the environment and reduce costs. Motorcycle wheels are very crucial in the sense of supporting the rider and the rest of the bike. Producing wheels made of light materials that are stronger and can support loads in a variety of terrains is a distinct thing. The wheels hold the weight of the bike and rider, making them dynamic and cosmetic components.

Table 11. Material properties comparison

Table 12. Stress and deformation under load

Table 13. Input parameter

Tailoring these elements in proper proportion is crucial for any designer to make it in an appropriate aspect. Also, they contribute largely to the functions as a result of which designers have started contributing to the design of wheel rims for increasing their load-carrying capacity via commercial analysis packages. Indeed, FEA has greatly influenced the wheel rim designer to contribute to high load-carrying capacity [30]. Wheel rims are a critical part of a car that guarantees the safety of automobiles and occupants in case of crash accidents. Innovative design methods were employed to enhance the mechanical properties of the wheel rim in this paper. By investigating the wheel’s prime design parameters and FEA, it’s possible to increase its stiffness and fatigue life. High-performance materials, such as titanium alloy, magnesium alloy, and aluminum alloy, are becoming significant in the automotive industry because of their favorable strength-to-weight ratios, density, and manufacturing flexibility. High-stiffness materials can minimize the forced deflection and decrease the local stresses within reason under traffic situations, and advantageous materials can appropriately distribute the stresses of the wheel rim accelerated by road bumps. The well-designed wheel’s mechanical behavior will be more efficient, secure, and last much longer than a typically used rim.

Innovative design strategies for a wheel rim will first be introduced, including design intention, prime parameters, and basic stability for the rim. Then, after establishing an interconnection to the practical application system, such as vehicle assembly, a part of the vehicle’s spring and road circumstances, FEA will be exerted to simulate the wheel’s mechanical properties. The constants for FEA will consist of the elastic constitution, mass density, and crucial dimensions of the wheel. The new innovative design of the wheel rim will be employed in accordance with the FEA results to enrich the wheel’s stiffness and fatigue life and decrease its mass. A complete wheel contains a wheel rim and a tire. The wheel rim owns an inner flange on the tire bead seat, a connecting flange on the axle flange of a car, and a neck in-a-row between inner and outer circles. The well-designed wheel rim can optimally distribute the external loads of the road and ensure a satisfactory driving. Generally, the higher moment of inertia of a cross-section, the harder it is to deflect a point accelerated by a road surface. Displacing a more rational way, the stresses caused by the impact of the road will be more appropriate to position and spectrum.

4.2 Overview of FEA and simulation process

FEA is a simulation and engineering numerical technique used to predict how a structure, part, or component will perform in actual conditions. The FEA technique breaks down a large system into smaller parts (elements or nodes) for each of which the computer processor performs a set of analyses for stress, strain, and other mechanical responses, apart from finding internal and external forces, displacements, and speeds. The FEA method can be classified into the following respective processes: Preprocessor: This is where the data (geometries and material, environment) required for the analysis is set or created. It includes model generation and mesh generation. Solver: This is the number crunching phase - solving equations. In this aspect, FEA simulation uses finite element modeling to solve various physical problems such as heat transfer, fluid dynamics, or vibration. Post Processor: It converts the visual result of the data part of the result or stress value output is controlled and settings are reviewed [31].

The FEA capabilities enable designers to parametrically analyze designs based on material data, geometric statics, and surface contacts that allow contact separation. In FEA, one can analyze the flow of material when subjected to various loading methods that improve the modeling and applications. It can simulate both plastic and permanent deformation, which is used to analyze metal forming applications such as die press forging, cold and hot work processes. The FEA method has two types of calculations: static and dynamic analyses. Static analysis is used to apply a force to a part and calculate the effect. The dynamic analysis is the same as static analysis, in addition, materials of dynamic properties can also be analyzed, and it has additional parameters such as damping, frequency, and so on. The finite element method solves both types of analysis accordingly, and it uses a general equation for the structure, which is called the governing equation for the structure. So, in the current work, static analysis is carried out by the finite element method to solve the problem in and out of the mesh model [32].

All engineering systems are complex due to their modeling; we cannot define their shape and how they react. While simulating any product that acts under various load conditions, the designer needs to understand the forces acting on it. The designing of any product should be according to the actual working conditions, so when designing, constructing, and predicting the behavior of the body, non-linear conditions need to be considered. The study is used for a solution. While making an finite element model, one needs to consider the conditions required for the actual working condition and create a geometry that will be better suited for accurate calculations within a limit condition. In our study, we do not find any reason to use the finite element method for solving the problem, so we consider the finite element method for the wheel rims because it provides better results. While doing this study, we think about the realism and inner functioning of the system and the practical design considerations. In order to discharge the work, we must investigate the basic simplicity of the model. The modeling of the wheel rim should be according to work culture and should be supported and provide reliable and accurate results, so the discussion by cubic finite element model is taken for further study [33].

Several application studies have been performed to validate the innovative design based on the use of high-performance materials. "High-Performance Resins for Automotive Wheel Rims with Complex Design case regards the use of a carbon-fiber-reinforced resin in wheel rim design. By employing a multi-scale analytical approach, the authors were able to study and predict the performance variation of different resin and reinforcement systems during both the curing process and a tire-track ECE test. In addition, the report described two different applications of high-performance resins with the above characteristics, developed with well-known and characterized constituents. The field of FEA has evolved significantly after the introduction of advanced techniques such as mesh-free, isogeometric analysis, and multi-scale analysis. FEA is extensively used in the thermal and structural analysis of complex shapes. Companies extensively use the FEA technique in their designs.In the mechanical engineering sector, designing a complex shape is particularly challenging. The FEA is carried out to see the behavior of the model under various forces and boundary conditions. Every year, hundreds of vehicle accidents are attributed to the premature failure of wheel rims due to cracks or mechanical rupture. In this research, wheels are designed and analyzed using materials exhibiting high strength. The designed rim is then analyzed to predict the life, deflection and deformation. An optimization technique is later employed in the design to show weight reduction with a required safety factor. Finally, finite element software is used to validate the mechanical properties of the design and analyze the equivalent stress produced.

The automobile wheel rim is modeled in the CAD environment using software. After designing the part, the generated file is exported in a parasolid format. The parasolid file is then imported into a design software, where the part is cleaned up, a suitable base is added, and the design parameters are given. Creating a mesh is the most critical step in the finite element method. The success of the simulation depends on the quality of the mesh. There are different mesh types, such as 2D, 3D, and surface body. Mesh is created in the model using a 3D mesh growth technique. After mesh creation, a material is assigned to the part. Using a high-performance material is beneficial to improve durability and resilience. The equivalent properties of the high-performance aluminum material are E = 69 GPa and υ = 0.334.

However, I would like to point out to you that your valuable comments, which will advance the research in Evaluators’ Questions 1, 3, and 4, have been answered in great detail.

The wheel was designed following a European standard and realizing an innovative proposal: the introduction of an additive manufactured, monolithic wheel rim concept, which realizes a completely different use of the material. The mechanical tests (impact test and static radial load) were carried out on the wheel. The static radial load was chosen inside the fatigue limit for a nominal load. The aim of the choice was to also use the fatigue test to understand the stiffening effect of the pattern. The test showed that the stiffening effect of the pattern (or, to be more precise, the aerodynamic stiffness of the pattern, as showed Figure 2 and Table 14) is not only related to the geometry of the spokes but also to the innovative use of the material.

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Figure 2. Meshing of wheel rim

Table 14. Experimental validation by FEA tools used: ANSYS mechanical (v2023 R1); material model: orthotropic boron-epoxy composite

The FEA results, including stress distribution, deformation, and potential failure points, were compared with experimental measurements. These figures illustrate the stress contours and deformation patterns obtained from the simulations. The table summarizes the comparison between FEA predictions and experimental data, showing good agreement and validating the accuracy of the numerical model.

This validation confirms that the orthotropic material model in ANSYS Mechanical can reliably predict the structural performance of boron-epoxy composites under the applied loading conditions. The methodology also provides a basis for future parametric studies and optimization of composite structures.

6.1 Real-world applications of high-performance materials

Two detailed case studies, the first concerning a currently commercialized product and the latter concerning a close-to-market product, are offered here to better explain the capacity of high-performance metallic materials in the design and manufacture of wheel rims with the aim of achieving innovative, high-performance designs. The first case study focuses on the wheel rim for Renault Clio V—Clio VC—from the popular Clio series, which has been on the market since 1990, selling over fifteen million units. The 17×7 inch wheel rim under design is cast from the AS7U3G aluminium alloy, a copper-free variety also known as A354.0.

Since both case studies were conducted as industry projects and a number of the relevant details from them are considered confidential, it is worthwhile to investigate shared aspects or those for each are disclosed, within the original articles. It is also worth noting that both developed rim designs were validated according to general ECE regulations and FMVSS 139 requirements. In constructing the wheel rim for the Renault Clio V Hatchback, simulation studies of the low-pressure die casting process were conducted to ensure the same production costs were respected while simultaneously upscaling its outer diameter to 17. With access to spray gun metallurgical and microstructural investigation, the cast wheel rim billets and caps, manufactured from the AS7U3G aluminium alloy, were appropriately validated. Additionally, climatic tests and production assembly trials were successfully passed and the finished Renault product was deemed marketable. The final signing of the contractual design and production of that wheel rim was agreed upon with KUBOTA Motores Europe S.L., formerly ENGION S.A., one of "the main CHP [combined heat and power] manufacturers and market leader in Spain." Innovative design strategies for a wheel rim will first be introduced, including design intention, prime parameters, and basic stability for the rim. Then, after establishing an interconnection to the practical application system, such as vehicle assembly, a part of the vehicle’s spring and road circumstances, FEA will be exerted to simulate the wheel’s mechanical properties. The constants for FEA will consist of the elastic constitution, mass density, and crucial dimensions of the wheel. The new innovative design of the wheel rim will be employed in accordance with the FEA results to enrich the wheel’s stiffness and fatigue life and decrease its mass. A complete wheel contains a wheel rim and a tire. The wheel rim owns an inner flange on the tire bead seat, a connecting flange on the axle flange of a car, and a neck in-a-row between inner and outer circles. The well-designed wheel rim can optimally distribute the external loads of the road and ensure a satisfactory driving. Generally, the higher moment of inertia of a cross-section, the harder it is to deflect a point accelerated by a road surface. Displacing a more rational way, the stresses caused by the impact of the road will be more appropriate to position and spectrum. In order to decrease these loads on the engine and hence limit fuel consumption, the rim wheel of the vehicle has been developed using many sorts of metals, and from these types of metals,see Figure 3 and Table 15, the one with the least mass and ability to endure the least stress has been picked Design and technology’s role in the auto industry has an interesting and symbiotic history. The automotive industry has been the see and seen of almost every design and technology to go through multiple renaissances of their own as products. As a technology driven industry, their products and manufacturing/processing techniques are heavily influenced by technology. Most of the time the technology already exists in a different form, but is appropriated and re-imagined for automotives. Sometimes the technology is specifically pushed by automakers in the creation of a new vehicle. Recently with the swing towards more environmentally friendly cars other design and technology is advancing rapidly. Hybrid or totally electric cars have pushed a lot of new technology to handle the electrical load and decrease weight to make up for the battery weight penalty. A lot of this technology is then later appropriated into regular cars to make them “better”.

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Figure 3. Fatigue failure progression – crack initiation and growth in boron epoxy wheel rim

Table 15. Observed failure mode – crack initiation and growth in boron epoxy wheel rim

Wheel rims, so unremarkable when they comply with a regular radial shape and metallic material criteria, become a relevant design factor when demanding superior performance and creative configurations for design. Modern demands of reducing weight and size put the wheels in a redesign path. Such renovations are rapidly changing from traditional view, to a tire allotment system with “out-of-the-box” thinking for a radical redesign. Traditional wheels made of steel with round shape are now out of fashion, replaced by new alternatives made of high-performance materials. Figure 4 and Table 16 shwoed materials are normally tolerance-sensitive and their mechanical behavior is non-linear due to design and manufacturing for the lightweight profile on them. Wheels are part of the unsprung mass and amortization system of the vehicle. Therefore their role is of essential importance in vehicle dynamics. The design process followed by finite elements is outlined in a practical example subject to a heavy vehicle and simple case studies are displayed as additional examples. The reader may gain confidence in both the design and stress analysis of wheel rim configuration. With the reported and numerical example, the reader may familiarize with the study and be the path towards advocating wheel rim co-design.

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Figure 4. Minimum displacement and safety factor comparison

Table 16. Effect of different type of materials on displacement values

The following are results gained from numerous simulations by the solid work programmer for the wheel rims produced from the following: Titanium alloy, boron epoxy, structural steel, Kevng:

According to the results Table 2, the wheel rim made of boron epoxy has less deformation (0.004826 mm) than other materials and achieves a higher max stress, while aluminum alloy achieves a higher max stress (22.167 Mpa) and a lower deformation (0.014598 mm). Kevlar epoxy has a lower mass, an acceptable max stress, and the highest deformation. The wheel rim is the key component to keep the tire attached to the vehicle frame. Figure 5 and Table 17 invistigation wheel rim is tubular, with typical cross-sectional geometry with varied sections. For example, the geometry of the wheel rims of the car has typical varied cross-sections. There are several stiff walls in the zones of the rim slot and the rim flange (as showed Figure 6 and Table 18). The maximum diameter of the wheel rim is 389 mm, and the minimum diameter is 318 mm. The rim slot and the rim flange are two critical zones of the wheel rim. The rim slot is welded directly with a disc to bear the weight of the vehicle frame. Besides that, the rim slot is consumed by energy for saving the running resistance of the tire.

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Figure 5. Pressure distribution on wheel rim under different load conditions

Table 17. Distribution of applied pressure

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Figure 6. Distribution load

Table 18. Von-Mises stress on deffrent region of rim

Table 19. Differentiation of the result of the martial wheel rim

The rim flange is used to constrain the tire, following loading and unloading the air, etc. The wheel rim is most unstable during the journey over the potholes. The bearing capacity and fatigue property of the wheel rim are most important. Excessive thinning at the critical zone must affect the rim service performance. If the thinnest end is less than the thinner thickness than the requirement, the rim service performance will degrade, or the rim will be broken. The L/V type kettle car body is fabricated through an aluminum alloy, of which the teeth reinforced bars are processed through the hydrobulging technique. Owing to the development and application of automobiles, the lightweight wheel is in high demand, as it exerts a major influence on fuel consumption. The geometry of the wheel rim is typical varied cross-sectional rounded shapes. The wheel rim is constructed via the cold roll-forming process, which is a conventional method to utilize cost savings to facilitate a high speed and thus increase production efficiency.

Although the decreases in volume of the complete wheel do not greatly affect the wheel life estimate, the weight saving and reduced cost will be of interest. The predicted results generally show a good level of agreement when compared with the measurements for the spoke region of the wheel. However, the measured deflection of the wheel is greater than that predicted numerically. It is considered that this is due to a lack of detail in the modelling of the pneumatic tyre by comparison with the laboratory tests. The centre section of the wheel under study is of a split rim construction. The production of a mesh to simulate the 'horseshoe' joint of this construction has not been possible; in the analysis carried out the centre was replaced by solid spokes. Further work has been planned to model the joint in more detail to allow an improved numerical prediction; the deflection of the wheel at this joint is considered to be the most critical with regard to the wheel life estimate. FEA has been performed on a design of a cast heat treatmentable 356 T6 aluminium wheel. After the initial static stress analysis, the rim was also analysed under a rotating condition using a cylindrical co-ordinate system. Fatigue life estimates were completed from both the predicted rotating hoop stress and the calculated strain energy density. Finally, a modified design of the wheel was investigated. This analysis of the wheel will allow an assessment to be made of the minimum quantity of material required to be used to guarantee a safe design for the duration of the intended life of the product. Using the above procedures a safe design will be obtained with the minimum weight of wheel rim for the desired life of the design. Finite element structural dynamic analyses were performed via a composite Lattice-Gas RegEx Relaxation model. The range of applications is extremely wide since, in industry, composite wheels are designed to both have a low weight and store energy during a unidirectional, lateral, or tangential force. Such composite structures can be foam-like, as tires, or with functionally graded and complex materials. A viscoelastic composite incorporating piezoelectric effects in the functionally gradient was studied so far. Supplementary resonance analyses were performed. Such a model is considered here to be very general because it can be applied to the most general composite structures (see Table 19). It has the necessary generalization for the most complicated units. A series of predefined input commands and options, which simplify the customization of the output reports and post-processing, are designed for this purpose. The need for the right specification of the damping and mass distribution is highlighted here. It is shown that the errors are acceptable even with inadequate output.