Pre-stressed rubber material constant estimation for resilient wheel application

Šulc, Petr; Pešek, Luděk; Bula, Vítězslav; Cibulka, Jan; Boháč, Tomáš; Tašek, Hubert

doi:10.1016/j.advengsoft.2016.07.009

Cited by 9 publications

(7 citation statements)

References 10 publications

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“…In their paper [10], the authors presented a solution based on introducing one metre of viscoelastic inserts in the wheel structure which disperse the energy of vibrations due to deformations. In another paper [11], the authors examined properties of rubber materials used as inserts pressed between discs and rims of rail vehicle wheels in order to reduce vibrations. Conclusions resulting from these studies show that using springy wheels with elastic inserts has a positive impact on reduction of vibrations by dispersing their energy.…”

Section: Fig 3 Wheel Assembly Of a Roller Coastermentioning

confidence: 99%

Design and dynamic testing of a roller coaster running wheel with a passive vibration damping system

Gierlak¹,

Szybicki²,

Kurc³

et al. 2018

J. vibroeng.

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This paper presents a design, a numerical analysis, a build-up and dynamic testing of an engineered and fabricated wheel with a passive vibration damping system designed for a roller coaster system. Taking into account the limited amount of space for fixing a wheel to a roller-coaster, this study shows an approach in which a special wheel design and viscoelastic inserts are used to reduce vibrations. A wheel comprises a rim and hub separated by a viscoelastic material and simultaneously connected by using spring steel fasteners with contractions ensuring elasticity. The dynamic tests of the wheel with a passive vibration damping system were completed with an assessment of the vibration reduction ratio in comparison to conventional roller coaster wheel types currently operated at the amusement park Energylandia located in Zator, Poland. Laboratory test results show reduction of vibrations by 36 % in the low frequency range, by 63 % in the medium frequency range and by 45 % in the high frequency range.

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Section: Fig 3 Wheel Assembly Of a Roller Coastermentioning

confidence: 99%

Design and dynamic testing of a roller coaster running wheel with a passive vibration damping system

Gierlak¹,

Szybicki²,

Kurc³

et al. 2018

J. vibroeng.

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“…. , σ n ] T is the vector of experimental shear stresses and the matrix A consists of the coefficients of σ 12 given by (10) for different values of measured γ. The vector c = [C 10 , .…”

Section: Green's Approach To Deformation Expressionmentioning

confidence: 99%

“…The loss factor is a material constant that measures a dissipated energy converted to heat during a harmonic cycle. The methodology of the evaluation is presented in [10,12]. The dependences of the shear modulus on strain is shown on Fig.…”

Section: Experimental Observationsmentioning

confidence: 99%

“…Unlike conventional structural materials, rubber materials under dynamic loading exhibit a non-linear time-varying behaviour due to the size of straining, creep, temperature and aging [8] and [9]. Tests of rubbers with higher hardness Sh 50-80 [5] were performed in the laboratories of IT AS CR in recent years [10]. The dynamic tests of hard rubbers require usually a costly longterm operation of heavy hydraulic machines.…”

Section: Introductionmentioning

confidence: 99%

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Torsion dissipated energy of hard rubbers as function of hyperelastic deformation energy of the Yeoh model

Šulc

Pešek

Bula

et al. 2018

ACM

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In this paper, we are proposing a new formulation of dissipated energy of hard rubbers as a function of the deformation energy expressed by the Yeoh hyperelastic model. Torsion deformation is considered as a planar deformation of a simple shear on the surface of a cylinder. Thus the deformation energy is dependent only on the first invariant of strain. Based on the experiment, a "hyperelastic proportional damping" (HPD) is proposed for hard rubbers under finite strains. Such damping is analogical to the model of proportional damping in the linear theory of viscoelasticity, i.e. the dissipated energy is proportional to the deformation energy multiplied by the frequency of dynamic harmonic loading. To obtain the experimental data, samples of hard EPDM rubbers of different harnesses were dynamically tested on a torsional test rig for different frequencies and amplitudes. The Yeoh model is chosen since the deformation function is dependent only on the first strain invariant for the description of the simple shear of a surface cylinder. The Yeoh constants are evaluated by curve fitting of the analytical stress function to the experimental torsion stress-deformation curve. The constants are used to express the deformation energy of the Yeoh model for specific cases of tested rubbers. The coefficients of hyperelastic proportional damping are evaluated on the basis of experimental results.

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“…In addition, more theoretical and experimental studies on resilient wheels have been conducted by several scholars. 3–5 However, the longitudinal vibration problems have not been given attention for a long time.…”

Section: Introductionmentioning

confidence: 99%

Longitudinal vibration of a resilient wheel under the adhesion limit

Yang

Ding

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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In order to study the longitudinal vibration law of a resilient wheel under the adhesion limit of different working conditions, two longitudinal vibration models of the resilient wheel of a motor vehicle are established, and the vibration laws and influencing factors of the resilient wheel under different operating conditions are studied by simulation. The model of the resilient wheel under low-speed driving and low adhesive operating conditions is established based on the Fastsim wheel/rail contact theory, and the other high-speed model of the resilient wheel is established by considering adhesion curve negative slope characteristics based on the Polach wheel/rail contact theory. The results show that at low-speed driving conditions, the longitudinal vibration of the resilient wheel is more violent than that of the solid wheel, and the sliding vibration of the resilient wheel at the adhesion limit is far greater than the nonadhesion limit at low-speed driving conditions. When the rail surface is polluted and the adhesion coefficient is low, with the speed increasing to 80 km/h, stick-slip vibration occurs on the resilient wheel due to the increased vibration between the wheel rim and the wheel hub. Under high-speed conditions, owing to the negative slope characteristic of the adhesion curve, the wheel adhesion recovery time decreases with the reduction of driving torque. The amplitude of vibration for the above two conditions increases with the increase in the stiffness of the motor boom and the longitudinal stiffness of the primary suspension. With the increase in the value of the radial stiffness and torsional stiffness of the resilient wheel, the vibration amplitude of the resilient wheel becomes smaller or suppressed. The vibration of the resilient wheel is transmitted to the frame through the primary suspension, which has little effect on the vibration of the vehicle body.

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Pre-stressed rubber material constant estimation for resilient wheel application

Cited by 9 publications

References 10 publications

Design and dynamic testing of a roller coaster running wheel with a passive vibration damping system

Design and dynamic testing of a roller coaster running wheel with a passive vibration damping system

Torsion dissipated energy of hard rubbers as function of hyperelastic deformation energy of the Yeoh model

Longitudinal vibration of a resilient wheel under the adhesion limit

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