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Materials Today: Proceedings 24 (2020) 628–640 www.materialstoday.com/proceedings

IConAMMA_2018

Identification of Damping Characteristics of EPDM-RUBBER with

applications to sandwiched beams and considerations to Engine
Mounts for Performance Evaluation
V.B.S.Rajendra Prasada, Dr.G.VenkataRaoa, Mohammed Idreesa
Vasavi college of Engineering, Ibrahimbagh, Hyderabad,India

Abstract

Vibrations are undesirable in many fields owing to its adverse effects therefore as a control procedure, methods have
been developed to prevent these vibrations. One of the methods is using dampers. Rubbers are widely used for
damping the vibrations of various structures because of its low elastic modulus and high bulk modulus. Behavior of
rubber can be classified as Hyper-elastic and Visco-elastic. In FEA rubbers or more precisely elastomers are
modeled as Hyper-elastic. Hyper-elastic is a type of constitutive model for rubber like materials and provides a
means of specifying their behavior which cannot be exactly specified by linear elastic models. In view of this an
attempt is made to identify the damping characteristics of EPDM-RUBBER-rubber, which were identified by using
sandwiched structures. Then the engine mount was modeled using this EPDM-RUBBER-rubber as a Hyper-elastic
rubber, using the best fit Hyper-elastic material model, and then the performance of selected engine mounts with
EPDM-RUBBER as their core rubber was studied for static, harmonic and time varying loads.

© 2018 Elsevier Ltd. All rights reserved.

Selection and peer-review under responsibility of the scientific committee of the International Conference on Advances in Materials and
Manufacturing Applications, IConAMMA 2018.

Keywords: Hyper-Elastic; EPDM-RUBBER-rubber(Ethylene Propylene Diene Monomer Rubber) ; Sandwiched structures; Engine mounts;

1. Introduction

Vibration is one of the worst things for a machine because of the reason that when machine parts vibrate they can
create effects that are dangerous to the machine itself. To overcome the problem of vibrations in engineering
systems, many methods have been developed. One is active method that uses sensors and actuators to control the
transfer of vibrations. Other is passive method that relies on damping properties of a particular material. In passive

2214-7853© 2017 Elsevier Ltd. All rights reserved.

Selection and/or Peer-review under responsibility of International Conference on Advances in Materials and Manufacturing Applications
[IConAMMA 2018].
 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640 629

vibration control natural rubbers and other variety of rubbers are most widely used for damping the vibrations of
various structures because of their low elastic modulus and high bulk modulus. The reason for selecting this passive
method of damping is its simplicity or the complexity of active methods.
An investigation on the effect of dynamic loading was carried out by Gregory Szuladzinski et al. [1] and he
suggested that a system or a body is affected more by a dynamic load compared to a static load. E.W Parkes et al. [2]
investigated on the deformation of a cantilever due to dynamic loads and concluded that in case of dynamic loading
various factors such as mass, velocity and drop height of impacting body may play a vital role in process. Citing
these as problem statement Damith Mohotti et al. [3] investigated on how to reduce the effect of dynamic or impact
loads by using material coatings.
Similarly T.Sreekantha Reddy et al. [4] investigated on the energy absorption capability of two material coatings
namely E-glass and dyneema. Silvia Caldari et al. [5] investigated on the performance of engine mounts by
replacing the rubber in them with ethylene propylene rubber and he concluded that although not best but good
damping properties were observed when natural rubber in engine mounts was replaced with some other rubber.
This work aims at identifying the damping characteristics of EPDM-RUBBER by firstly working on sandwiched
structures. Static and dynamic analysis of sandwiched structures is carried out in Ansys 18.1 to identify these
characteristics and also to identify the best suited Hyper-elastic material model for EPDM-RUBBER. Further the
engine mounts are modelled using this rubber as a Hyper-elastic rubber using the best fit Hyper-elastic material
model then their performance when subjected to various conditions is studied using Ansys 18.1.

1.1. Relevance of rubber in damping

Damping of vibration in automotive and other industrial fields has been an area of focus for improving the life of
a particular component. The damping materials are usually made of natural rubber with some reinforcement because
of its tendency of increased elastic modulus, tensile strength and hysteresis. The behaviour of this rubber is
generally hyper-elastic which is characterized by large deformations and strains. [6]
A no. of mathematical models has been developed by many researchers to model the hyper-elastic behaviour of
rubber. These Hyper-elastic models are based on strain energy density function that relates strain energy density of a
material to its deformation gradient. Rubbers can withstand high strains without failing because they have long
molecular chains and properties such as extensibility, resilience, and durability.

1.2. Sandwiched structures as optimum structures to identify damping

Sandwiched structures are the most optimized structures to identify the damping characteristics of a particular
material. The reason for this is when damping is applied it gives as some type of contact between the member and
material to be damped.
Similarly if material is applied on both sides of a member it becomes a sandwiched structure. According to
Bhimaraddi. [7] The most effective and accurate way of analyzing damping is by using sandwich beam theory.

1.3. Objectives and methodology of the work

The main objective of this work is to identify the damping characteristics of EPDM-RUBBER-rubber by firstly
working on sandwiched structures and also to identify the best-fit Hyper-elastic material model for EPDM-
RUBBER-rubber. Then engine mounts are modeled using this EPDM-RUBBER as Hyper-elastic rubber using the
best-fit material model and then the performance of engine mounts is studied for static, harmonic and time varying
loads. The methodology of this work can be divided into two parts, the first part deals with sandwiched structures
and the second part deals with analysis of engine mounts.

1.3.1 Work on sandwiched structures

In order to identify the damping properties of EPDM-RUBBER-rubber two cases of sandwiched structures were
considered in which EPDM-RUBBER is embedded as the core in the first case and as top-up layers, with varied
thickness in second case.
630 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640

1.3.1.1 Structural steel sandwiched between EPDM-RUBBER-Rubber

In the first case structural steel was sandwiched between EPDM-RUBBER in various configurations in which the
dimensions of structural steel were kept constant as (l*b*h) = (100*10*10) cm, and dimensions of EPDM-RUBBER
was varied and different cases were considered which is given below.
Cases considered: - 0.5, 1, 1.5 and 2 cm thickness of EPDM-RUBBER-rubber.
Analysis carried out: - Static analysis, Dynamic analysis, Modal analysis, Transient analysis and Harmonic analysis.
Hyper-elastic material models considered: - Mooney- Rivlin, Ogden, Neo-Hookean, Polynomial and Yeoh.

1.3.1.2 EPDM-RUBBER sandwiched between Structural steel

In the second case EPDM-RUBBER was sandwiched between structural steel in various configurations in which
the dimensions of structural steel placed at top and bottom were kept constant as (l*b*h) = (100*10*1) cm, and
dimensions of EPDM-RUBBER was varied and different cases were considered which is given below.
Cases considered: - 8, 9 and 10 cm thickness of EPDM-RUBBER.
Analysis carried out: - Static analysis, Dynamic analysis, Modal analysis, Transient analysis and Harmonic analysis.
Hyper-elastic material models considered: - Mooney- Rivlin, Ogden, Neo-Hookean, Polynomial and Yeoh.

2. Analysis of sandwiched structures

A set of experiments are performed on sandwiched structures with EPDM-RUBBER by subjecting the
sandwiched structures to various types of loadings to assess the behaviour of sandwiched structure in each of these
case and to particularly identify how EPDM-RUBBER behaves and tries to dampen the loads in each of the case.

2.1 Static Analysis ( for cantilever beam)

The main objective is to observe the behaviour of sandwiched structures with EPDM-RUBBER as top up layers
and as core, when subjected to static loads i.e. how particularly EPDM-RUBBER behaves to the static loadings. For
the analysis of a load of 20N was applied at the free end of the sandwiched structures at the nodes and the other end
was fixed to make the sandwiched structure a cantilever structure. The graphs as shown in figure 1, shows variation
in deformation for different cases i.e. when structural steel was sandwiched between EPDM-RUBBER and when
EPDM-RUBBER was sandwiched between structural steel for variation of structures using different Hyper-elastic
material models.
a b
15
Deformation (mm)

Mooney
10 Rivlin - 2
parameter.
Ogden 1st
5 order.

0
Solid + (1…

Solid + (2…
only…
Solid +…

Solid +…

Fig. 1.. Values of deformation (mm) in (a) Structural steel sandwiched between EPDM-RUBBER (b) EPDM-RUBBER sandwiched between
Structural steel .( The beam is considered to be cantilver)
2.2 Impact Analysis
Here the main objective is to observe the behaviour of sandwiched structures with EPDM-RUBBER as top up
layers and as core, when subjected to dynamic loads i.e. how particularly EPDM-RUBBER damps the dynamic
loads. For the purpose of analysis different cases were considered such as variation of mass, velocity of impacting
body and variation of impacting height, because these parameters play a vital role in the dynamic loading problems,
to assess the behaviour of EPDM-RUBBER in each of these cases. The different considered cases are mentioned
below in figure 2 and figure 3. 1) Variation of drop height (0.5m,0.75m,1m) . 2) Variation of mass.(5kg,6kg) 3)
Variation of Velocity (15m/sec,20m/sec)
 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640 631

25
Deformation (mm)

M ooney Rivlin - 2
para me ter
20 M ooney Rivlin - 3
para me ter
15 Ogden 1st order

10 Ogden 2nd order

5 Ogden 3rd order

0 Ne o- H ookean
Solid + (1.5 cm)…
Solid + (2 cm)…
Solid + (1 cm )…
Solid + (0.5cm)…
Structural steel

Ye oh 1st order

Ye oh 2nd order

Ye oh 3rd orde r
632 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640

Fig. 2. Variation of deformation (mm) for various cases of Structural steel sandwiched between EPDM using different Hyper-elastic material
models for cases of impact (1a) Drop height = 0.5m. (1b) Drop height = 0.75m, (2a) Mass = 5kg. (2b) Mass = 6kg, (3a) Velocity = 15 m/s.
(3b) Velocity = 20 m/s.

1a 1b

1c 2a
 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640 633

2b 3a

140
120 Mooney Rivlin - 2
Deformation (mm)

parameter(cm)
100 Mooney Rivlin - 3
parameter
80
Neo- Hookean
60
Ogden 1st order
40
20 Yeoh 1st order

0 3b
8cm of Epdm 9cm of Epdm 10cm of Epdm

Fig.3. Variation of deformation (mm) for various cases of EPDM sandwiched between Structural steel using different Hyper-elastic material
models for cases of impact (1a) Drop height = 0.5m. (1b) Drop height = 0.75m, (2a) Mass = 5kg. (2b) Mass = 6kg, (3a) Velocity = 15 m/s.
(3b) Velocity = 20 m/s.

2.3 Modal Analysis

The main objective of performing Modal analysis is to calculate the first natural frequency of the sandwiched
structures with EPDM-RUBBER as core and top-up layers as shown in figure 4. In order to perform modal analysis
we will need constraints or boundary conditions. The boundary conditions for sandwiched structures were given as
fixed at one end and free at the other end to resemble a cantilever.

a b

Fig. 4. Variation of 1st natural frequency in (a) Structural steel sandwiched between EPDM-rubber (b) EPDM-rubber sandwiched between
Structural steel .
634 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640

2.4 Harmonic response

The main objective is to calculate response of sandwiched structures with EPDM-RUBBER as core and as top-up
layers, when subjected to harmonically time varying loads. i.e. how particularly EPDM-RUBBER damps the
Harmonic loads. In order to perform harmonic response it is needed to proceed with a harmonic load and specify a
maximum range of frequency for which the load will act. Here harmonic response was calculated for load of 40N
applied at the free end and first natural frequency was specified as the maximum range of frequency as shown in
figure 5.

a b

Fig. 5. Variation of maximum amplitude of deformation, stress and strain for (a) Structural steel sandwiched between EPDM-rubber (b)
EPDM-rubber sandwiched between Structural steel.

2.5 Transient response

The main objective of Transient Analysis is to study the response of sandwiched structures modelled with
EPDM-RUBBER as the top-up layers and as a core, when subjected to time varying loads. i.e. how particularly
EPDM-RUBBER tries to damp the time varying loads. In order to perform Transient Analysis the sandwiched
structures were subjected to time varying loads in the patterns mentioned below, and response was calculated in
terms of deformations of the sandwiched structures whose variation is shown in the figure 6 and figure 7 below.

1] Load applied for 0.1sec and immediately removed for next 0.1 sec and the excitation is maintained for next 1 sec.
2] Load applied from 0.1 to 0.2 sec and removed for next 0.1 sec and the excitation is maintained for next 1 sec.
3] Load applied for 0.1sec and immediately removed for next 0.1 sec and the excitation is maintained for next 5 sec.
4] Load applied from 0.1 to 0.2 sec and removed for next 0.1 sec and the excitation is maintained for next 5 sec.

1 2
 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640 635

8
St uructural steel
10 St ructural steel
Deformation (mm)

Deformation (mm)
6 3
solid + 0.5 cm 4 Sol id + (0.5cm)

4
Epdm
5 Epdm

solid + 1 cm Sol id + (1 cm )
Epdm Epdm
2
solid + 1.5 cm Sol id + (1.5 cm)
0 Epdm 0 Epdm

solid + 2 cm Sol id + (2 cm)

Time (s) Epdm Time (s) Epdm

Fig. 6. Variation of deformation (mm) for various cases of Structural steel sandwiched between EPDM-rubber for
loading patterns1 to 4.

1 2
3
Deformation (mm)

3
2
8cm of Epdm

1 9cm of Epdm
10cm of Epdm

0
Time (s)

6
DEformation (mm)

4
8cm of Epdm

2 9cm of Epdm
10cm of Epdm

0
Time (s)

Fig. 7 Variation of deformation (mm) for various cases of EPDM-rubber sandwiched between Structural steel for loading patterns1 to 4.
636 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640

2.6 Discussions of the results of sandwiched structures

If we look t the results of sandwiched structures in the first case i.e. when structural steel is sandwiched between
EPDM-RUBBER in that case with increase in thickness of EPDM-RUBBER which is placed at the top and bottom,
there was a considerable reduction in the various performance parameters suggesting or indicting the damping
properties of EPDM-RUBBER. whereas in the second case i.e. when EPDM-RUBBER is sandwiched between
structural steel in that case with increase in thickness of EPDM-RUBBER which is placed as a core, a varied
relation was observed i.e. increase in some response parameters and decrease in some response parameters, the
reason for this may be since the rubber is occupying a larger part of the structure there are chances that it may have
undergone huge amount of change in response parameters in some analysis and small amount of change in response
parameters in other analysis. As far as best-suited material model is concerned Yeoh 1st order was identified as the
best-suited material model for EPDM-RUBBER because it showed considerable amount of reduction in all the
response parameters for different cases and analysis.

3. Considerations on engine mounts

Engine mounts re those with the help of which an engine is mounted on the chassis of the vehicle Its basic function
is to rightly hold the engine, then to isolate the engine vibrations due to engine disturbances and then to isolate the
transfer of vibrations from engine to chassis and vice-versa. In a heavy vehicle, engine rests on four engine mounts
so ¼ of engine weight is taken by each mount. For the sake of analysis we considered two different engine mounts
of different origin for a heavy commercial vehicle such as commercial trucks and busses. After the damping
characteristics of EPDM-RUBBER was identified then the engine mounts were modeled using this EPDM-
RUBBER as Hyper-elastic rubber using Yeoh 1st order as the best-fit Hyper-elastic material model. Then the
performance of engine when subjected to various conditions was studied as shown in figure 8.

Fig. 8. Geometrical configuration of engine mountings (a) Engine mounting 1 (b) Engine mounting 2.

3.3 Static Analysis

This analysis is mainly concerned when the vehicle is ideal position. According to company specifications the
weight of engine which rests on 4 engine mount may vary from 1.2 to 1.5 tones, therefore 1/4th of that weight will
act on each engine mount.
Here the objective is to study the deformation underwent by engine mounts with EPDM-RUBBER, under static
loading conditions as shown in figure 9.
∴ for static analysis the applied force/ load was varied from 1tonne to 1.5tonne.
∴ 1tonne (1000 kg) / 4 = 250 kg (2500 N) will be acting on each engine mount.
The parameter calculated in static analysis are deformation, stress and strains with applied
load varied from 2500N (1000kg/4) to 3750 N (1500kg/4) in intervals of 50kg.
 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640 637

30

mm, Mpa, mm/mm

25 Total
20 deformatio
n of engine
15 mounting
10 2 (mm)
5 Equivalent
Von –
0 Mises

2500
2750
3000
3250
3500
3750
stress
(Mpa)
a b Load(N)

Fig. 9. Variation of deformation stresses and strains for static loads (a) Engine mounting 1 (b) Engine mounting 2.

3.4 Modal Analysis

The main objective is to observe and calculate the natural frequencies of the engine mountings, with EPDM-
RUBBER. In order to perform modal analysis we will need constraints or boundary conditions. The boundary
conditions for engine mounts are, the bottom face of the engine mount will be fixed to the chassis and the top face
will be connected to the engine.
Therefore the first natural frequencies for engine mounts are given below.
1) First natural frequency for engine mounting 1 = 109.57Hz.
2) First natural frequency for engine mounting 2 = 151.92 Hz.

3.5 Harmonic Response

This analysis is concerned when the vehicle is running or the engine of the vehicle is running. The main
objective is to calculate response of engine mountings having EPDM-RUBBER as their core rubber, when subjected
to harmonically time varying loads.
In order to perform harmonic response it is needed to proceed with a harmonic load and specify a maximum
range of frequency for which the load will act.
Here harmonic response was calculated for the case when the engine runs and the engine Rpm being
converted into frequency to be specified as the maximum range of frequency for varied intervals.
For the analysis part a load of 3000N was applied as a harmonic load, and since the case of running engine is
considered harmonic response was calculated for two scenarios
1) Harmonic response for maximum torque of the engine.
2) Harmonic response for maximum power of the engine.

According to company specifications for a heavy commercial vehicles such as commercial trucks Lorries and busses
such as made by Ashok Leyland and Eicher motors
Maximum torque = 615N-m @ 1600-1800RPM. (Engine speed)
Maximum power = 180BHP @ 2400RPM. (Engine speed)

Therefore Harmonic response is calculated for a harmonic load of 3000N and engine speed varied in intervals of
100RPM, till the maximum engine RPM to have maximum power or maximum torque. The parameters calculated
are Maximum Amplitude of Deformation, Acceleration, Velocity, Stress, and Strain; whose values are tabulated in
the tables below.
With the S.NO’s 1-9 representing the values of harmonic response for maximum torque of the engine and the
S.NO’s 1-24 representing the values of harmonic response for maximum power of the engine.
638 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640

The objective is to study the response of two engine mountings modeled with EPDM-RUBBER,when
subjected to time varying loads. During the running of a vehicle there may be road surface excitation such as the
vehicle hitting a bump or a speed breaker, or in the cases of small disturbances on the road, the mount may
experience changes. Transient response is used to calculate response of the engine mounts to such time varying
loads. Response is calculated in terms of parameters deformation, acceleration, velocity, stresses and strains.

Table 1. Harmonic response of engine mounting 1 for maximum torque and maximum power of the engine.
Sl. Engine Frequency Max Max stress Max strain Max Max
NO speed (HZ) deformation (Mpa) (mm/mm) Velocity acceleration
(Rpm) (mm) (mm/s) (mm/s2)

1 100 1.6667 0.5022 0.79141 0.014605 5.2592 55.075

2 200 3.3333 0.50222 0.79143 0.014606 10.518 220.3
3 300 5 0.50226 0.79148 0.014607 15.779 495.71
4 400 6.6667 0.5023 0.79154 0.014608 21.04 881.34
5 500 8.3333 0.50236 0.79162 0.014609 26.303 1377.2
6 600 10 0.50243 0.79172 0.014611 31.569 1983.5
7 700 11.6667 0.50251 0.79183 0.014614 36.836 2700.2
8 800 13.3333 0.50261 0.79197 0.014616 42.106 3527.5
9 900 15 0.50272 0.79212 0.014619 47.38 4465.5

Table 2. Harmonic response of engine mounting 2 for maximum torque and maximum power of the engine.
S.N Engine Frequency Max.deformati Max stress Max strain Max Max
O speed (HZ) on (mm) (Mpa) (mm/mm) Velocity acceleration
(Rpm) (mm/s) (mm/s2)

1 100 1.6667 0.46036 0.48967 0.013364 4.821 50.486

2 200 3.3333 0.46038 0.48968 0.013365 9.6421 201.94
3 300 5 0.46041 0.48971 0.013366 14.464 454.41
4 400 6.6667 0.46046 0.48975 0.013367 19.288 807.93
5 500 8.3333 0.46052 0.48981 0.013369 24.113 1262.5
6 600 10 0.4606 0.48987 0.013371 28.94 1818.4
7 700 11.6667 0.46069 0.48994 0.013373 33.77 2475.5
8 800 13.3333 0.46079 0.49003 0.013376 38.603 3234
9 900 15 0.46091 0.49013 0.01338 43.439 4094.1

The loading patterns considered are mentioned below, these are very similar to the real scenario of vehicle
subjected to road surface excitations. For example when a vehicle is subjected to road surface excitations the load of
the engine may act on the engine mount for a fraction of second such as 0.1sec and is immediately removed the next
fraction of section persumbly next 0.1sec, but because of these kind of loads the engine mount may experience a
huge amount of changes and transient response is aimed at studying the performance of engine mounts when it is
subjected to such kind of loads. The harmonic responses of engine mounting 1 and 2 have been shown in table 1 and
table2

The considered loading patterns are given below,

i) Load applied for 0.1s and removed for next 0.1s, and the excitation is maintained for next 1s, with response being
calculated for time intervals of 0.1s.
ii) Load applied for 0.1s and removed for next 0.1s, and the excitation is maintained for next 5s, with response being
calculated for time intervals of 0.1s.
iii) Load applied from 0.1sto 0.2s and removed for next 0.1s, and the excitation is maintained for next 5s, with
response being calculated for time intervals of 0.1s.
 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640 639

The response of engine mounts in terms of parameters deformation, velocity, acceleration, stresses and strains with
respect to time for above loading patterns are shown below figure 10

Fig.10. Response of engine mountings in terms of considered parameters for loading patterns i -iii (a)-(c) Engine mounting 1 (d)-(f) Engine
mounting 2.

3.7 Discussions of engine mounts

Two elastomeric engine mounts for a heavy commercial vehicle were taken and modeled using EPDM-
RUBBER and their performance was studied for static, dynamic, harmonic, and time varying loading conditions. i.e.
The performance of engine mounts when EPDM-RUBBER is placed in them instead of some other material was
studied for various conditions.

4. Conclusions

The present work is aimed at identifying the damping characteristics of a Hyper-elastic rubber- EPDM-RUBBER,
some of the conclusions that were made can be stated as,
• Firstly the characteristic properties of EPDM-RUBBER with main emphasis on its damping properties and
vibration isolation characteristics were identified by using two separate cases of sandwiched structures.
• In the analysis of sandwiched structures Yeoh 1st order was identified as the best suited Hyper-elastic
material model for EPDM-RUBBER, using which EPDM-RUBBER was modeled and incorporated in two
separate engine mounts.
• Using Yeoh 1st order the performance and behaviour of engine mounts was studied for static and dynamic
cases by carrying out various analyses.
• If the comparison factor is taken into account, the engine mounting 2 is better than engine mounting 1; for
the considered cases.
• And it can also be concluded that EPDM-RUBBER exhibits damping properties and it can be used in cases
such as vibration isolation or reducing the transfer of vibrations.
640 V.B.S. Rajendra Prasad et al. / Materials Today: Proceedings 24 (2020) 628–640

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