Journal of Mechanical Science and Technology 33 (9) (2019) 4129~4138

www.springerlink.com/content/1738-494x(Print)/1976-3824(Online)
DOI 10.1007/s12206-019-0808-x

Modelling of the diagnostic station operation process to

identify damage to the wheel rim structure†
Arkadiusz Rychlik1, Oleksandr Vrublevskyi1,* and Andrey Prokhorenko2
1
Faculty of Technical Sciences, University of Warmia and Mazury, 11 Oczapowskiego Str, Olsztyn, Poland
2
Department of Internal Combustion Engines, National Technical University “Kharkiv Polytechnic Institute”,
2 Kyrpychova Str., Kharkiv, Ukraine

(Manuscript Received January 24, 2019; Revised April 3, 2019; Accepted May 23, 2019)

Abstract

This paper presents a method of constructing a mathematical model of a diagnostic station to identify the vibration spectrum of
wheel rims in order to identify their technical condition. The method for diagnosing the technical state of a wheel rim is based on
comparative analysis of time runs and a change in the natural frequencies in relation to the model runs. During the tests carried out
according the de- veloped method, the vibration spectrum was obtained through dynamic excitement of vibrations of the examined
rim mounted on the diagnostic station by using a mechanical exciter of known impact energy. As a part of the mathematical model
construction, a structural analysis was carried out and the stiffness coefficient, necessary for the description of the phenomenon, was
determined using Sobol’s grid. The obtained simulation results were compared to the results obtained in empirical tests on the diagnostic
station for the wheel rim, which confirmed the correctness of the proposed model, as well as the method for identifying the technical
condition of the wheel rim.
Keywords: Mathematical model; Wheel rim; Damage modelling; Dynamic characteristics; Natural frequencies; Sobol’s grid

of the processes during the identification of the wheel struc-

1. Introduction
The process of diagnosing technical objects has recently
started to include, increasingly frequently, methods of
identi- fying, locating and gathering knowledge on damage
to ele- ments and structures of machines. In Ref. [1], a
detailed de- scription concerning methods for detecting
damage based on the analysis of change in dynamics of
characteristics of the observed structures is presented. In
turn, Refs. [2, 3] provides an analysis of methods for
identifying damage, using the re- sults of numerical studies
and the knowledge from experimen- tal research concerning
undamaged and damaged objects iden- tified through
dynamic characteristics.
An effective method of identifying damage to technical
ob- jects usually requires identification of a mathematical
model in the physical sense of the phenomenon, as well as
the struc- ture producing this phenomenon. Through
application of such a research model, it is possible to
identify and describe the following process parameters: A
change in the natural fre- quencies, mode shapes, measured
modal flexibility, frequency response function or a
combination of these methods. To overcome these problems
it is possible to carry out modeling
*
Corresponding author. Tel.: +48 538536132, Fax.: +48 89 523 34 63
E-mail address: aleksander.wroblewski@uwm.edu.pl
†
Recommended by Associate Editor Doo Ho Lee
© KSME & Springer 2019
ture. In this case, it is necessary that the model additionally
takes into account the heterogeneity of the structure, which
is determined by the presence of permanent welded joints of
the wheel elements which might be subject of damage.
Determin- ing the quality of the connection requires
mathematical de- scription of the elasticity of the structural
element, including the weld.
The combination of the knowledge obtained from the
analysis of the mathematical model with the knowledge ob-
tained in the process of experimental studies permits to pre-
cisely identify and describe these phenomena, and the thus
obtained knowledge can be effectively used in the research
process itself.
The concept of developing the wheel structure identification
method involves use of an online decision-making algorithm
evaluating the quality of the product. This algorithm uses
online analysis of the frequency characteristics of the object
and the comparison of these characteristics with the
reference sample characteristic of the product. Such
characteristics can be obtained in the database or as a result
of express calculation. Consequently, an additional feature of
the mathematical model is the possibility of calculating the
amplitude-frequency characteristics of an object in a limited
time. This imposes a number of restrictions while using the
FEA. The proposed
413 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019)
4129~4138

calculation model, unlike the FEA, does not require

expensive software, a detailed 3D model and it is time saver.
The limitations in the process of identifying damages in
the field of frequency are related to the fact that natural
frequen- cies of structure are not sensitive to small or local
damage and the fact that mode shapes of higher orders are
usually hardly available for measurement, due to the
measurement process itself and its uncertainty, as well as a
limited number of meas- urement points.
Among the many structural techniques of damage detection,
the approach based on the analysis of dynamic responses of
the examined structures has been developing very
intensively for the last several years. The literature presents
various non- destructive methods of damage detection
through analysis of responses of the structure identified in
the time domain. Ob- servation of obtained, subsequent
time histories of vibration response to identify damage in
smart structures has been pre- sented in Ref. [4]. On the
other hand, Refs. [5, 6] present the method for identifying
damage based on the analysis of the response sensitivity
analysis in time domain. Identification of structure damage
in the time domain uses a large amount of data and can
bring desirable effects, but it should be remem- bered that it
can also be characterized by high ambiguity (no damage
identified) in the evaluation of damaged and undam- aged
structures.
Using a large amount of measurement or simulation data,
it is possible to apply the method based on the frequency
do- main analysis. Such an approach is proposed in Ref.
[7], where damage is identified on the basis of the analysis
of the power spectral density of the structure. Relative
changes in energy between the input and output are treated
as the occur- rence of damage. Damage in this method is
located through identification of the sum of all mode
shapes, which are weighted pro rata in relation to changes
caused by damage [6]. For many methods developed for
identifying structural damage, their verification requires
comparison of the response of real and simulated (described
by the mathematical model) structures, based on the theory
of limited modal data. Com- parison of the updated model
with the original (real) model can provide information about
the type of damage, its location
and significance for the structure under examination.
This paper presents a method of constructing a
mathemati- cal model of a diagnostic station to identify the
vibration spec- trum of a wheel rim in order to identify its
technical condition. The method for diagnosing the technical
condition of a wheel rim is based on a comparative analysis
of time runs and a change in the natural frequencies in
relation to the model runs. The image of natural frequency
was determined through dy- namic excitement of vibrations
of the examined rim mounted on the diagnostic station using
a mechanical exciter of known impact energy. A structural
analysis was used to determine the mathematical model and
the stiffness coefficients, necessary for the description of the
phenomenon, were determined using Sobol’s grid. The
obtained simulation results were compared to the results of
empirical tests on the diagnostic station. Those
Fig. 1. General scheme of the diagnostic station ZRTOK and place-
ment of weld joint of the centre with the wheel rim 12x4.25.
results confirmed the proper functioning of the proposed
model and the method for identifying the technical
condition of a wheel rim.
2. Diagnostic station and method tests of the wheel rim
The scheme of the diagnostic station and the construction
of the wheel rim, specifying the location of a weld joint
between the wheel center and the hoop, is presented in Fig.
1.
The diagnostic station was equipped with two
piezoelectric acceleration sensors (ICP series - 100 mV/g)
located on the front A and the rear B housing of bearings of
the station spin- dle (Fig. 1), direction of vibration recording
- vertical plane. The angle of initial inclination of the
pendulum and its mass ensured the impact of the pendulum
in the wheel rim with the force of 90±5 (N). The mass of
the 12x4.25 wheel rim was
6.25 kg. Sampling frequency during the recording of meas-
urement signals was 2 kHz.
Experimental tests of dynamic parameters of the wheel
rim were conducted on a station adapted for such purposes,
re- ferred to as ZRTOK, constructed on a base of a serial
balanc- ing machine for vehicle wheels. Tests were
performed on 12x4.25 steel wheel rims. This is a wheel rim
used in agricul- tural machines and working machinery, of
disk construction, with four center arms jointed to the hoop
with fillet welds.
As a research tool to obtain modal characteristics of a
wheel rim, a method of exciting vibrations by mechanical
impact with the use of a pendulum was applied.
During the tests, wheel rims were mounted with the
central hole of the wheel centre to the shaft of the ZTROK
diagnostic station, using a cantering cone and the pressure
nut, just like for mounting the wheels on a wheel balancing
machine. Pre- liminary tests confirmed recurrence of
diagnostic signals re- gardless of the wheel mounting trial,
provided that the canter- ing hole of the wheel centre was
not damaged and the mount- ing procedure pursuant to the
requirements of the balancing machine manufacturer was
followed.
During these tests, nominal natural frequencies of the
diag- nostic station and the wheel rim were also established.
The vibration frequencies were determined with the
experimental method and confirmed with the analytical
method and with the use of the FEA analysis. The
knowledge of nominal natu- ral frequencies was aimed at
facilitating identification of indi-
 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019)
Fig. 2. Time-frequency spectral of vibrations obtained from sensor A for the 12x4.25 wheel rim in experimental tests, angle of the examined wheel
0°, description in the text.
vidual structures on the vibration spectrum obtained on the
diagnostic station.
The course of the experiment was as follows: After
mount- ing the wheel rim on the spindle of the diagnostic
station, the impact of a pendulum hammer on the ridge of
the wheel rim was induced and the response of the system
was recorded. The measurements were repeated four times,
every 90°, establish- ing the position by turning the
examined wheel rim on the station shaft supported by the
bearing. The location of the first measurement, marked as 0º,
started in the geometrical centre of the first seam of the
weld located after the valve stem hole made in the wheel
rim. The exciting stroke was aimed to cause mechanical
vibrations of the wheel rim, which were received by the
measurement sensors located on the station spindle. In turn,
measurements at the subsequent angle of the rim position
make it possible to identify the distribution of modal
parameters of the rim in various directions and planes.
Together with triggering off a hammer motion, the proce-
dure of recording signals was launched, implemented in the
LabVIEW environment.
As a result of conducted tests, time runs of accelerations
of wheel rim vibrations were obtained, which were then
subject to the FFT analysis. Fig. 2 presents a sample time-
frequency spectral of the 12x4.25 wheel rim obtained from
sensor A of the ZRTOK diagnostic station. Illustration of the
rim response in the form of the spectrum provides a clearer
image of the structure of vibrations of the examined wheel
rim. In analyz- ing it, it is possible to identify not only
amplitudes and fre- quencies of prevailing vibrations, but
also the dynamics of their damping. Fig. 2 identifies selected
characteristic frequen- cies useful in the process of diagnosing
the technical condition of wheel rims with the use of modal
parameters.
4
As results from the analysis of the run in Fig. 2, two
groups of organized vibration amplitudes (peaks) can be
distinguished in the vibration spectrum structure. The first
one is related to the construction of the diagnostic station (NF
of shaft ZRTOK), and the second one to the examined wheel
rim, e.g. NF of wheel rim and its next harmonics.
Frequencies related to the diagnostic station are characterized
by high damping of vibra- tion amplitudes. In turn, vibration
amplitudes on frequencies related to the examined wheel rim
vibrate much longer due to significantly lower damping of
the wheel rim structure in rela- tion to damping of the
diagnostic station structure.
The highest value of the acceleration amplitude is not ob-
served on the natural frequency of wheel rim (NF of wheel
rim) but on its second harmonic. In turn, the highest (almost
linear) damping is observed for this frequency. A similar
run is recorded for the frequency marked in the figure as NF
of wheel rim (sound of hoop), apparently being the second
har- monic of NF of wheel rim. On this frequency, the
process of vibration of the hoop only occurs. This process is
identified not only through vibrations, but also acoustically,
as a charac- teristic noise (sound) which lasts the longest
and is clearly heard during the tests. As the tests
demonstrated, the forms and the run of vibration amplitudes
on this frequency are directly related to the condition of the
hoop and its joint with the wheel center. In turn, the
frequency NF of wheel rim pro- vides information on the
general condition of the wheel rim, in particular with regard
to measurements in relation to sub- sequent angles of
rotation of the examined rim. Due to the fact that the
damping phenomenon is not taken into account in the
mathematical model presented, in this paper, damping is not
discussed in more detail in the analysis of experimental test
results.
413 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019)
4129~4138

Fig. 3. Scheme of the physical structure of the diagnostic station.

3. Formulation of the problem

Fig. 4. Dynamical interpretation model of the analyzed system in the
The aim of this paper is to develop a mathematical model 2D and 3D view.
describing operation of a diagnostic station to identify the
dynamics of wheel rim vibrations in order to evaluate its
Movement of single masses of the dynamic system is de-
tech- nical condition. The analysis of the technical condition
scribed with the following differential Eq. (1):
of the examined wheel rim is carried out on the basis of
comparison of time and frequency runs of its structure, d x
2
dx
obtained from the
diagnostic station bearings as a result of impulse exciting of m D  Cx  F (t) , (1)
dt dt
the examined rim with a mechanical vibration exciter. The 2

mathematical model developed is to be used in the process
of identifying the modal parameters of the diagnostic station
and wheel rims examined on this station through, e.g.
identifica- tion of the features of diagnostic signals applied
in the process of evaluating their technical condition.
To achieve this goal, a one-dimensional solution is pro-
posed using the position of modelling objects with lumped
parameters. In this case, the object is not only the wheel, but
also the shaft of the diagnostic test stand, on which the
wheel is fixed. The vibration sensors are mounted on its
supports. Creation of the model must be accompanied by
proposing a new approach to determining the quality of the
wheel element, taking into account the heterogeneity of its
structure. The im- plementation of these provisions
determines the originality of this work.
4. Structure of the mathematical model
The general structural scheme of the diagnostic station re-
ferred to as ZRTOK is presented in Fig. 1 of this study, and
where m is mass, x is the displacement, D and C are
damping factor and stiffness coefficient, F(t) is exciting
force.
The shaft of the post, of the length of Lval, was decom-
posed to n = 10 equal elements of the length equal to l. In
addition, the entire mass of the shaft was divided into n = 10
equal masses mn. Supports A and B are situated on the third
and the tenth elementary mass of the shaft, respectively. It
was as- sumed that the beginning of the first elementary
area of the wheel rim is indicated by the valve hole. The
direction of sub- sequent wheel rim segments is clockwise.
In the model, the number of elements making up each of the
element of the structure can be freely defined by the user.
The model of the station with the examined rim is
presented in Fig. 4.
Considering the above limitations, differential Eq. (2)
tak- ing into account mass and structure stiffness take the
follow- ing form:
 2
m d xa  D dxa  C  x  x1   C2 a  ax  bx  C d x a x   F (t);
 a dt 2
 dt 1a a
2d

Fig. 3 presents the physical structure of the diagnostic

station m

b
D b
 C  x  x   C  x  x   C  x  x   F (t);
 b dtd22 x dx 1b b 1c 2b b 2a a b
 dt
system, specifying its main structural elements (shaft, supports,  d 2 xc dx
m  D c  C  x  x   C  x  x   C  x  x   F (t);
wheel rim). 
 c dt 2
dt 1c c
1 2c c d 2b b c

m d
 D d  C  x  x   C  x  x   C  x  x   F (t);
The model of the test station features the shaft shown as
2
 d dtd x dx
1d d
1 2d d 2c c d
dt c

concentrated
A masses mn mounted on two supports, the front  d x
2 2
dx
m
1
D 1
 C  x  x   C  x  x   C  x  x   C (x  x )  C (x  x )  0;
(closer
the to the wheel rim) and the rear B. It is assumed that 1
 dt
2
1 1b b 1 1c c 1 1d d 1 e 1 2

1a a
2 dt
d x dx
support mounting mass mop is absolutely stiff and the sup- m 2 2  D 2 2  C e x 2  x   Ce (x1  x )  0;
 d xd dx
ports themselves have an infinitesimal susceptibility to dis- (m  m ) 3
 D 3  C  x  x   C x  C (x  x )  0;
placement. The wheel rim was divided into z equal segments dt 2
A 3 e 2 3

a,
e 3 4
 d 2x dt
3 sup
dx
m4 2  D
4 4
 C  x  x   C (x  x )  0;
b,
the… z of equal masses (m , m , … m ). The description of  dt e 4 5
e 3 4
dt
a b z ...
wheel rim model distinguishes the wheel centre and the hoop. 
 d 2 x10 dx
(m  m )  D 10  C x  C (x  x )  0,
Both of those elements are joined to each other with a 10 sup
dt 2 dt B 10
e 9 10

defined joint (e.g. welded joint). In this case, the number of (2)
segments can be determined by the number of seams, the
stiffness and
damping of which for the first segment are determined by where СA and СB are stiffness coefficients, msup is a shaft sup-
coefficients С1а, С2а and factor Da, respectively. For the port mass, m1 - m10 are equal masses of the shaft element, Ce is
wheel under study (Fig. 1), therefore there are four such stiffness of shaft elements, x2 - x10 are displacement of equal
segments.
 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019) 4
masses of shaft, .x1 is distance between wheel rim and m1,
xa, xb, xc, xd are elementary wheel rim elements.
After converting the equations described by Eq. (2) to a
normal for taking into account Newton damping, the
follow- ing is obtained:

dxa dt  x&a ;
dx & dt
1
C  m ((C   C )x  Dx&  C x  C x  C x )  F (t) m ;
 a
...
a
1a 2 2a a a 2a 2d 1a 1 a

 d b d

dxd dt  x&d Fig. 5. Structural scheme of the dynamic system described with the
; 1
dx& dt  m ((C  C  C )x  Dx&  C x  C x  C x )  F (t) m ;
 d d 1d 2c 2d d d 2d
a 2c c 1d 1
d
form of the status variables.
dx1 dt  x&11;
dx& dt  m ((C  C  C  C )x  Dx&  C x  C x  C x x );
C
 1 1a 1b 1c 1d 1 1 2a 2b b 2c c 2d d The proposed mathematical model of the system, taking
dx dt  x& ; a

 2 2
1
dx& dt  m (2C x  Dx&  C x  C x into account differential Eq. (3), can be described with Eq. (7):
);
e 2 2 e 1 e 3
2
...

 &

dx dt  x& ;
1
 Dx& ).
 X (t)  A(t)  X(t)  B(t)  U(t); (7)
)x10 m (C x  (C  C
dt
dx
& 10 e 9 e B 10 10

(3) Y(t)  C(t)  X(t)  P(t)  U(t),

where X(t) is vector of the dynamic status of the system, Y(t)

The parameters of the elementary shaft elements are de- is output vector, U(t) is input vector, A(t) is dynamic system
scribed as follows: own matrix, B(t) is operation matrix, C(t) is output matrix,
P(t) is simple relation matrix.
E f E 2d The structural scheme of the model in the status area is
C  9 (4)
l Ls pre- sented in Fig. 5.

e s
,
d 2s L s 4 The system's own matrix is a sparse diameter of 28x28,
m    , (5) di- luted by a square matrix, and has the next appearance
4 10
(ob- tained from a normalized system of Eq. (3)). As a result
calcu-
where E is Yung module, ρ is shaft material density, Ls and lation, we receive A matrix with non-zero elements, where:
ds
are shaft length and diameter. 1; 2) 
A(1; A(2;1,
C 2,3, 7,9)  (C  
,CC ) / m , D / m / m ,C / m ,C / m ;
 1a 2a 2d a a 2a 2d a 1a a

For elementary areas of the wheel rim, the following pa- a

,C 4)  1; A(4;1,3, 4,5,9)  C / m , (C  C  C ) / m , D / m / m ,C / m ;

A(3;
 2 a b 1b 2b 2a b b 2b b 1b b 
rameters of the structure were assumed: ma = mb = mc = md = A(5;5)  1; A(6;3,5, 6, 7,9)  C2b / mc , (C1c  C2c  C2b ) / mc , D / mc ,C2c / mc , C1c / mc ;

mdisk is elementary mass of the wheel rim, C1a = C1b = C1c = A(7;8)  1; A(8;1,5, 7,8,9)  C2 d / md , C 2c / md , (C1d  C2 d  C2c ) / md , D / md ,C1d / md ;

C1 = 3.43·106 N/m is stiffness coefficient between A(9;10)  1; A(10;1,3,5, 7,9,10,11)  C2 d / md , C 2c / md , (C1d  C2 d  C2c ) / md , D / md ,C1d / md
;
d individual A(11;12)  1; A(12;9,11,12,13)  C / m, 2C / m, D / m,C / m;
 
segments of the wheel center in a circumferential direction e e e

A(13;14)  1; A(14;11,13,14,15)  Ce / m, 2(Ce  C A ) / m, D / m,Ce /

(Fig. 4), C2a = C2b = C2c = C2d = 2.34·107 N/m is stiffness m; A(15;16)  1; A(16;13,15,16,17)  Ce / m, 2Ce / m, D / m,Ce /
coef- m;

ficient between hoop segments and the center segments in a A(17;18)  1; A(18;15,17,18,19)  C e / m, 2Ce / m, D / m,Ce / m;
A(19; 20)  1; A(20;17,19, 20, 21)  Ce / m, 2Ce / m, D / m,Ce /
radial direction (Fig. 4).
m; A(21; 22)  1; A(22;19, 21, 22, 23)  Ce / m, 2Ce / m, D /
Defined system stiffness parameters are empirical values. m,Ce / m; A(23; 24)  1; A(24; 21, 23, 24, 25)  C e / m, 2Ce / m,
In the subsequent stage of research, those parameters were D / m,Ce / m;
A(25; 26)  1; A(26; 23, 25, 26, 27)  C / m, 2C / m, D / m,C / m;
ex-  e e e 
perimentally determined on the ZRTOK diagnostic station and A(27; 28)  1; A(28; 25, 27, 28)  C e / m, 2(Ce  C B ) / m, D /
m.
then introduced to the nominal model [8, 9]. An assumption (8)
was made that stiffness coefficients of the wheel centre
(С1a,
С1b, С1c, С1d) are the function of the displacement xa, xb, xc, In matrix A, taking into account Eq. (6), the following equa-
xd. Such a description of the model was converted to the tions for roughness of rim bodies are used:
nonlin- ear forms of Eq. (2).
C1a(t)  0.5  C1a [1  Qa  (1  aQ )sign(x
*
The relation between stiffness and displacement is de- a
(t))].
scribed with the following Eq. (6): C (t)  0.5  C [1  Q  (1  Q )sign(x (t))].
*

1b 1b b b b

(t)  0.5  C [1  Q  (1  Q )sign(x

*
C
(t))]. C (t)  0.5  C [1  Q  (1  Q )sign(x (t))].
*
(6)
k k k k k 1c 1c c c c
C (t)  0.5  C [1  Q  (1  Q )sign(x (t))].
*

1d 1d d d d

In Eq. (6), Qk is relative performance quality of the k-th

413 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019)
4129~4138
welded joint between the centre and the hoop (measure of As a result of calculations, we receive a 28x14 matrix
the centre - hoop joint quality), Сk is stiffness of the welded with non-zero elements, where: B(2;1) = 1/ma; B(4;2) =
joint between the centre and the hoop. 1/mb; B(6;3) = 1/mc; B(8;4) = 1/md.
 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019)
Therefore, input vector has the form: U(t) = (F(t),
F(t),F(t),F(t),0,0,0,0,0,0,0,0,0,0)T.
The output matrix Z is an identity matrix, while the matrix
of a simple relation P is a zero matrix.
Therefore, the model described with Eq. (7) is simplified
and its output vector is equal to the status vector:
 X& (t)  A(t)  X(t)  B(t) 
U(t);

 y(t)  x(t).

Therefore, we obtain:
&
 X (t)  A(t)  X(t)  B(t) 
(10)
U(t);
 coordinates (parameters) is evenly distributed in the form of V
 X(t  t)  X(t)  X& (t)  t.

A result of such a calculation is matrix X, where even
rows which contain dynamic elements of the system are
velocity dxk/dt, and odd rows - displacements xk(t).
5. Simulation tests of the mathematical model of the
diagnostic station
5.1 Identifying selected physical parameters of the model
Stiffness coefficient parameters taken into account in the
model, described with variables: С1a = С1b = С1c = С1d reflect
in the physical sense the stiffness between individual
elements (segments) of the wheel center, including the
stiffness of the welded joint between the center and the
hoop in the circum- ferential direction. In turn, variables С2a
= С2b = С2c = С2d illustrate stiffness coefficient of the joint
between the rim and the shaft in the radial direction. Another
physical parameter of the system is stiffness coefficient of
supports (frames) of the shaft in the form of a front support
CA (A) and the rear support CB (B). Those system
parameters are not subject to precise a priori determination
and are the data requiring identification.
In order to determine the value of four unknowns (Сe, С1,
С2 and СA), vector identification was applied, using the
method of parameter area examination with the LPτ-
sequence (Sobol’s grid) [10].
Regular grids are currently the most popular method to
evaluate a multidimensional cube. However, even scanning
of a multidimensional cube is optimal only in a one-
dimensional case, at the dimension of the area v = 1. Already
at v = 2, regu- lar grids do not provide such good results. A
precise model of a technical object includes in its
description a large number of parameters. It is known a
priori that a great part of those pa- rameters insignificantly
affects the process; therefore a thesis can be put forward on
the plausibility of identifying parame- ters with “low
impact” on the examined structure. In an ex- treme
situation, which often occurs, the process is signifi-
cantly affected by only one status parameter, while other pa-
rameters for a given evaluation criterion are negligible.
The distribution of V testing points, in which each of the
4
(9)
Fig. 6. Regular and improved grid at v = 2 (V = 16).
points in a section, is considered the optimum solution. Regu-
lar grids do not satisfy this condition. Fig. 6 presents a
regular grid composed of V = 16 points. One grid point is
placed in each of V small squares. A drawback of such a
distribution is obvious. While examining function f(z1, z2),
which closely depends on one argument, we can obtain only
four different meanings. In a multidimensional case, regular
grids can pro- vide even worse results, since “information
loss” while calcu- lating f(z1…zn) increases. Determining
partial decisions for the analysed problem will be made
possible through the applica- tion of random generators.
In Ref. [11], the authors proposed a quite effective
distribu- tion of points in the parameter area. Just like in the
quoted example, in a two-dimensional distribution
composed of V = 16 points, one point is placed in each
small square (Fig. 6). However, in this case, while
calculating the function in grid points, we will obtain 16
answers, which provides a better idea of the scale of function
transformation. An optimum sequence contains V = 2u
points, where u is a total positive number. An additional
advantage of such a sequence is the possibility to double the
number of testing points.
In Ref. [11], the authors proposed a quite effective
distribu- tion of points in the parameter area. Just like in the
quoted example, in a two-dimensional distribution
composed of V = 16 points, one point is placed in each
small square (Fig. 6). However, in this case, while
calculating the function in grid points, we will obtain 16
answers, which provides a better idea of the scale of function
transformation. An optimum sequence contains V = 2u
points, where u is a total positive number. An additional
advantage of such a sequence is the possibility to double the
number of testing points.
In Ref. [12], this distribution is referred to as LPτ-
sequence. For calculating LPτ-sequence, they are Sobol and
Statnikov used the following arithmetical algorithm. The
value of rj(p) is defined from the numerator chart. The value
of the parameter is calculated from the Eq. (11):
v
  2i2 p   2 r j( p ) 2k 1 p (11)

v
qi1, j  k
2 k 1 k 1
.
413 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019)
4129~4138

A description of variables in the Eq. (11) is as follows: M Table 1. Optimized values of stiffness coefficients for the function of
= 1+ln(i)/ln(2), r(p)j is number, determined from the objective “first harmonic frequency” using the LP τ-sequence (Sobol’s
numerator chart [10], i is a number of the testing point, j is a grid) of the modelled structure.
parameter number {} - fractional part of the number, [ ] -
integer of the number.
In the examined case, the evaluation of the characteristics
of the first harmonic of the frequency spectrum was
indicated as a criterion. Calculations were carried out in
1024 points in a four-dimensional space. The range of the
searched parameters is C1, C2, Ce, CA = 20 ± 20 MN/m.
Normalization is made according to the Eq. (11), which
generates a set of relative results from a defined range of
pa- rameters.
The transfer to absolute values is made according to the
Eq. (12):
 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019) 4
Stiffness
i,j
 qi , jcoefficient
j max  (1  qi , j ) Next
j minharmonics of vibrations (Hz)
(12)
(MN/m)
,
C1 C2 Ce CA 1 2 3 4 5 6
3.43 23.43 30.31 24.68 151.39 369.14 728.51 992.14 1236.5 1412.11
where j max and j min are range of parameters.
A graphic interpretation of sample results of simulation in
search for optimum values of stiffness coefficients of the
modelled structure according to the presented method is
illus- trated in Fig. 7.
Fig. 7. Determining the values of C1, C2, Ce, CA parameters of the
Analyzing the scatter chart obtained by examining the
model with the “first harmonic of vibrations” criterion. The horizontal
area of parameters with the use of LP τ-sequence (Sobol’s line indicates the frequency of the first harmonic of the test stand ob-
grid), it can be claimed that points describing stiffness tained during the experimental tests.
coefficients CA and Ce “arrange themselves” in a series of
organized points. In turn, points describing C1 and C2
station, based on the geometrical distribution of the
coefficients are distributed on the chart plane in a random
structure, elementary masses and stiffness coefficients joining
manner.
them.
Such a distribution of the resulting point structure is
In order to verify the mathematical model presented for the
caused by the fact that the first harmonic frequency
wheel rim structure and the diagnostic station, it was neces-
identified on the vibration spectrum is, in fact, the vibration
sary to compare responses of characteristic frequencies of the
frequency of the shaft upon which the wheel is mounted.
structure for both research objects. The frequency runs ob-
Therefore, it is logical that points describing the stiffness
tained from the mathematical model and runs obtained from
coefficients of supports (frames) of the shaft are organized.
experimental measurements of the 12x4.25 wheel rim on the
In turn, the distribution of points describing stiffness
diagnostic station according to parameters described in
coefficient of wheel rim C1 and C2 are random, since for
Subsec.
this frequency of system vibration, rim vibration does not
5.1 were identified. A sample result of those tests, measure-
occur.
ments and calculation is presented in Fig. 8.
Since, each of the 1.024 calculations strictly corresponds
Comparing calculated frequency response and measured
to its vector of input stiffness coefficients, with a known
frequency response spectra obtained, it can be claimed that the
empiri- cal value of the “first harmonic of vibration”
spectra are similar to each other (overlap).
criterion, Ce, C1, C2, CA can be determined (Fig. 7 and Table
Table 2 lists and compares selected parameters of
1).
vibration frequency runs. On the basis of the conducted
Carrying out a series of simulations for various functions
analysis, six points were selected (from f 1 to f6 in Fig. 8), in
of the objective, it was found that the best convergence of
which high self-arrangement of vibration amplitudes
har- monic frequencies obtained from the simulation and
occurs. For the points indicated, values of vibration
experi- mental tests is obtained at the values of stiffness
frequencies and ampli- tudes obtained in experimental and
coefficients of the structure elements presented in Table 1.
simulation tests were iden- tified. The value of relative error
was determined between the values of the selected features
5.2 Comparison of simulation and experimental test results of the signal. For the value of the vibration frequency of the
analyzed points of the chart from f1 to f6, the value of the
Following the assumptions that the technical condition of
error amounts to 0.40 %, 0.37 %,
the structure of the examined wheel rim is determined by
-0.14 %, 0.34 %, 0.20 % and 1.46 %, respectively.
the distribution and the mode shape of vibration in the time
Analyzing the obtained results, it can be claimed that the
and frequency domain, a mathematical model was
maximum rela- tive error in the examined cases does not
developed de- scribing the modal structure of wheel rim and
exceed 1.46 %, which proves the convergence of the results
the diagnostic
obtained from the
413 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019)
4129~4138

Table 2. Comparison of characteristic frequencies and vibration amplitudes obtained in experimental and simulation tests.

Characteristic points of f1 f2 f3 f4 f5 f6
the spectra f (Hz) A (m/s2) f (Hz) A (m/s2) f (Hz) A (m/s2) f (Hz) A (m/s2) f (Hz) A (m/s2) f (Hz) A (m/s2)
Experimental tests 152 0.28 370.51 0.85 727.51 2.55 995.49 0.29 1239.05 0.14 1433 0.11
Mathematical model 151.39 0.3 369.14 0.9 728.51 2.44 992.14 0.26 1236.5 0.12 1412.11 0.12
Relative error (%) 0.4 -7.14 0.37 -5.88 -0.14 4.31 0.34 10.35 0.2 14.29 1.46 -9.09

Fig. 8. Frequency responses of the structures obtained from experimental tests and the mathematical model.

mathematical model with the experimental results.
In analyzing the relative errors of the vibration amplitude
for the examined frequencies, amounting to -7.14 %, -5.88
%,
4.31 %, 10.35 %, 14.29 % and -9.09 %, respectively,
signifi- cantly higher values of errors between the analyzed
values can be observed. The results show that an increase in
the error value is directly related to an increase in frequency.
Such high errors obtained in comparison to the value of
errors for the frequency analysis are related to the fact that the
mathematical model did not take into detailed account the
phenomena of damping, which has a crucial effect on the
amplitude of model point displacement [13, 14]. In other
words, in order to reach a better match of the vibration
amplitude values from the mathematical model in
comparison to the results of experi- mental tests, the
mathematical model should include an ex- tended element
responsible for damping. In view of the aim of developing
the mathematical model, which was identification of
vibration frequencies a priori, it was assumed that the phe-
nomenon of damping will not be taken into detailed account
in the mathematical model.
Such an approach definitely simplified the construction of
the model and its mathematical solution, and at the same
time made it possible to reach the aim of its construction.
6. Results of simulation tests and their analysis
As a part of the conducted simulation, geometric and
mass parameters of the actual shaft and the wheel rim of the
weight
of 6.25 kg and size 12’ were introduced to the developed
mathematical model. During the tests, a series of
simulations was carried out with various parameters, aimed
at identifica- tion of the behavior of the model with various
values of model parameters and the number of
decompositions of the shaft structure and wheel rim
elements.
In the simulation variant presented below, it was assumed
that the welded joint of the hoop with the center at the 0°
an- gle is weaker by 50 % than other weld joints. The
exciting force of the examined rim during the simulation
was estab- lished at the level of 90 N. The obtained
simulation results are presented in Table 3.
Calculation results show that basic harmonic frequencies
are constant, regardless of the vibration excitement (impact)
place. Amplitudes resulting from increased dumping in the
location of the modelled damage to the joint between the
hoop and the wheel centre are reduced. The obtained results
are consistent and logical, which permits us to make an
assump- tion about the correctness of the operation of the
developed model and its positive verification.
As a result of the simulation, shaft vibration (oscillation)
forms and runs after providing the impact force at the edge
of the hoop were also obtained. Based on the obtained
vibration runs, an analysis of the optimum location of
vibration sensors and supports (frames) in the constructed
diagnostic station was made, a model of which will be used
as the source of informa- tion about physical and mechanical
parameters of the frame of the diagnostic station and the
wheel rim.
 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019) 4
Table 3. Result of simulation tests of 12’ wheel rim for the modelled damage to the weld joint between the hoop and the center at the 0° angle, de-
scription according to Fig. 1.

Force impact Amplitude and frequency run of the signal, obtained as a result of
Shaft vibration mode shape
point simulation - source of the signal: Front frame of the shaft (sensor A)

0°

90°

180°

270°

7. Conclusions the examined structure for the purposes of the mathematical

This paper presents a mathematical model of the
diagnostic station with a wheel rim for identification of modal
parameters of the structure for the needs of further
identification of the technical condition of the examined
wheel rim.
The mathematical model presented takes into account the
real structure of the diagnostic station and the mounted
wheel rim, described by: Mass distribution, geometric
dimensions and identified stiffness coefficients of the wheel
rim structure.
Sobol’s grid was used to determine stiffness coefficients
of
model.
In order to validate the mathematical model developed,
an experimental test of the actual wheel rim was conducted.
Validation consisted in comparing the value of the
relative error between selected points of frequency runs
obtained from mathematical modelling and the research
experiment.
These tests demonstrated that the mathematical model
highly matches the real run in the frequency domain.
However, along with the growth of vibration frequency, the
value of vibration amplitude error in compared runs
increases, to the
414 A. Rychlik et al. / Journal of Mechanical Science and Technology 33 (9) (2019)
4129~4138
disadvantage of the mathematical model. This feature of the
model is related to the fact that the mathematical model
does not take into detailed account the phenomenon of
damping, which has a crucial effect on the amplitude of the
model point displacement.
The obtained research results and their analysis
demonstrate that the presented model presented is effective
for modelling the structure of the diagnostic station and the
examined wheel rim, which may enable modelling and
identifying damage to the wheel rim based on selected
modal parameters for the proposed method and the
diagnostic station.
Such an approach definitely simplified the construction of
the model and its mathematical solution, and at the same
time made it possible to reach the aim of its construction.
Comparing calculated frequency response and measured
frequency response spectra obtained, it can be claimed that the
spectra are similar to each other (overlap).
Acknowledgments
This research was conducted under NCBR project no.
POIR.01.01.01-00-1746/15 by POLKAR Warmia Sp. z o.,
ul.
Fabryczna 21, 11-040 Dobre Miasto, Poland.
Nomenclature--- - -- - - -- - -- - - - - - - -- - -- - - -- - -- - - -- -
-- - - --
A : Amplitudes
C : Stiffness coefficient
D : Damping factor
d : Diameter
E : Yung module
F : Force
L : Shaft length
m : Mass
n : Number element
Q : Relative performance quality
t : Time
x : Displacement
ρ : Density
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Arkadiusz Rychlik, Ph.D., Engineer,
is an employee of the Department of
Vehi- cle and Machine Design and
Operation of the University of Warmia
and Mazury in Olsztyn, Poland.
Oleksandr Vrublevskyi, D.Sc.,
D.Eng., is Adjunct in the Department
of Vehicle and Machine Design and
Operation of the University of Warmia
and Mazury in Olsztyn, Poland.
Andriy Prokhorenko, DSc., D.Eng., is
a Professor in the Department of Inter-
nal Combustion Engines at National
Technical University “Kharkiv Poly-
technic Institute”, Ukraine.