Steel spring mattresses (lay on type)

1947 ◽  
Keyword(s):  
Steel Spring

Application of Steel Spring on the ZnO Nanorods Self-Powered Triboelectric Nanogenerator for Efficient Energy Harvest in Transformers

2021 ◽  
Author(s):  
Agnes Nascimento Simoes ◽  
Danilo Jose Carvalho ◽  
Eugenio de Souza Morita ◽  
Helen Veloso Vendrameto ◽  
Li Fu ◽  
...  
Keyword(s):  
Zno Nanorods ◽  
Energy Harvest ◽  
Triboelectric Nanogenerator ◽  
Steel Spring ◽  
Efficient Energy ◽  
Self Powered

Fracture Analysis of 50CrVA Steel Spring

2014 ◽  
Vol 3 (3) ◽  
pp. 197-199
Author(s):  
Yong-Qiang Sui ◽  
Li-Na Jiang ◽  
Hong-Qing Song ◽  
Jun Wang ◽  
Hai-Ping Gao
Keyword(s):  
Fracture Analysis ◽  
Steel Spring

scholarly journals Vertical Dynamic Analysis of Ballastless Tracks on Train-Track- Bridge System

2020 ◽  
Vol 306 ◽  
pp. 02003
Author(s):  
Haoran Xie ◽  
Bin Yan ◽  
Jie Huang
Keyword(s):  
Track Structure ◽  
Vertical Acceleration ◽  
Train Track ◽  
Steel Spring ◽  
Slab Track ◽  
Ballastless Track ◽  
Track System ◽  
Train Speed ◽  
Track Bridge ◽  
Bridge System

In order to investigate the vertical dynamic response characteristics of train-track-bridge system on CWR (Continunously Welded Rail) under dynamic load of train on HSR (High-Speed Railway) bridge. Based on the principle of vehicle train-track-bridge coupling dynamics, taking the 32m simply supported bridge of a section of Zhengzhou-Xuzhou Passenger Dedicated Line as an example, the finite element software ANSYS and the dynamic analysis software SIMPACK are used for co-simulation, and bridge model of the steel spring floating slab track and the CRTSIII ballastless track (China Railway Track System) considering the shock absorbing steel spring, the limit barricade and the contact characteristics of track structure layers are established. On this basis, in order to study the dynamic response laws of the design of ballastless track structure parameters to the system when the train crosses the bridge and provide the basis for the design and construction, by studying the influence of the speed of train on the bridge, the damage of fasteners and the parameters of track structure on the train-track-bridge system, the displacement of rail, vertical vibration acceleration and wheel-rail force response performance are analyzed. Studies have shown that: At the train speed of 40 km/h, the displacement and acceleration of the rail and track slab in the CRTSIII ballastless track are smaller than the floating slab track structure, but the floating slab track structure has better vibration reduction performance for bridges. The acceleration of rail, track slab and bridge increases obviously with the increase of train speed, the rail structure has the largest increasement. Reducing the stiffness of fasteners could decrease the vertical acceleration response of the steel spring floating slab track system, the ability to absorb shock can be enhanceed by reducing the stiffness of the fastener appropriately. Increasing the density of the floating slab can increase the vertical acceleration of the floating slab and the bridge, thereby decreasing the vibration amplitude of the system.

The Shock-Absorbing Quality of Rubber

1935 ◽  
Vol 8 (4) ◽  
pp. 528-547
Author(s):  
L. Frumkin ◽  
V. Margaritov
Keyword(s):  
Shock Loading ◽  
Shock Absorber ◽  
Static Load ◽  
Original Form ◽  
Steel Spring ◽  
Easy Calculation ◽  
Absorbing Material ◽  
The Difference ◽  
The Impact

Abstract The extensive use of rubber as a shock-absorbing and vibration-absorbing material makes necessary a definite criterion for this property of rubber. In his work on the problem of the shock-absorbing quality of rubber, Morrison states: “To make possible an easy calculation of the rubber buffer, it is necessary to know (1) the permissible working strain at the static loading for a given rubber, (2) the maximum strain permissible at the shock loading, and (3) the energy absorbed by a unit volume of rubber in tile transition from static to shock loading.” Reference to static load is made because, in this calculation, it is necessary to consider those static forces which act on the rubber before shock. The energy absorbed by the rubber in the transition from the static to the shock load is supposed by Morrison to be that energy which is absorbed by the rubber in its deformation by the shock. The question of the energy returned by the rubber in resuming its original form is not considered by him. Vetchinkin in his study of the work of shock-absorbing aeroplane cords fails also to take into consideration the energy returned by the cord on resuming its original form, and bases his calculation only on the absorption by the rubber of a definite quantity of energy during stretching caused by the impact of the aeroplane against the ground. He mentions only casually that, by increasing the preliminary tautness of tile cords, their hysteresis losses of energy are increased. However, such a concept of the work of a rubber shock-absorber seem to us inadequate. In fact, let us distinguish clearly between the work of shock-absorption of rubber and a steel spring. Of course it should be noted that for deformations by the highest possible stresses for rubber and for a steel spring, the former requires more energy per unit of weight. Thus, according to the above quoted paper by Morrison, 1 kg. of rubber absorbs 172 kg. of energy and 1 kg. of steel only 119 kg., i.e., 44% less. According to Geer (cf. “The Reign of Rubber” the difference is many times greater, viz., 10,000 kg. for rubber and 230 kg. for steel.

Sign in / Sign up

Export Citation Format

Share Document