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Master of Science / Department of Civil Engineering / Hayder A. Rasheed / Damage detection and structural health monitoring are topics that have been receiving increased attention from researchers around the world. A structure can accumulate damage during its service life, which in turn can impair the structure’s safety. Currently, visual inspection is performed by experienced personnel in order to evaluate damage in structures. This approach is affected by the constraints of time and availability of qualified personnel. This study aims to facilitate damage evaluation and detection in concrete bridge girders without the need for visual inspection while minimizing field measurements. Simply-supported beams with different geometric, material and cracking parameters (cracks’ depth, width and location) were modeled in three phases using Abaqus finite element analysis software in order to obtain stiffness values at specified nodes. In the first two phases, beams were modeled using beam elements. Phase I included beams with a single crack, while phase II included beams with up to two cracks. For phase III, beams with a single crack were modeled using plane stress elements. The resulting damage databases from the three phases were then used to train two types of Artificial Neural Networks (ANNs). The first network type (ANNf) solves the forward problem of providing a health index parameter based on the predicted stiffness values. The second network type (ANNi) solves the inverse problem of predicting the most probable cracking pattern, where a unique analytical solution is not attainable. In phase I, beams with 3, 5, 7 and 9 stiffness nodes and a single crack were modeled. For the forward problem, ANNIf had the geometric, material and cracking parameters as inputs and stiffness values as outputs. This network provided excellent prediction accuracy measures (R2 > 99%). For the inverse problem, ANNIi had the geometric and material parameters as well as stiffness values as inputs and the cracking parameters as outputs. Better prediction accuracy measures were achieved when more stiffness nodes were utilized in the ANN modeling process. It was also observed that decreasing the number of required outputs immensely improved the quality of predictions provided by the ANN. This network provided less accurate predictions (R2 = 68%) compared to ANNIf, however, ANNIi still provided reasonable results, considering the non-uniqueness of this problem’s solution. In phase II, beams with 9 stiffness nodes and two cracks were modeled following the same procedure. ANNIIf provided excellent results (R2 > 99%) while ANNIIi had less accurate (R2 = 65%) but still reasonable predictions. Finally, in phase III, simple span beams with 3, 5, 7 and 9 stiffness nodes and a single crack were modeled using plane stress elements. ANNIIIf (R2 > 99%) provided excellent results while ANNIIIi had less accurate (R2 = 65%) but still reasonable predictions. Predictions in this phase were very accurate for the crack depth and location parameters (R2 = 97% and 99%, respectively). Further inspection showed that ANNIIIi provided more accurate predictions when compared with ANNIi. Overall, the obtained results were reasonable and showed good agreement with the actual values. This indicates that using ANNs is an excellent approach to damage evaluation, and a viable approach to obtain the, analytically unattainable, solution of the inverse damage detection problem.

Doctor of Philosophy / Department of Mechanical and Nuclear Engineering / Youqi Wang / Textile fabrics and textile composite materials demonstrate exceptional mechanical properties, including high stiffness, high strength to weight ratio, damage tolerance, chemical resistance, high temperature tolerance and low thermal expansion. Recent advances in weaving techniques have caused various textile fabrics to gain applications in high performance products, such as aircrafts frames, aircrafts engine blades, ballistic panels, helmets, aerospace components, racing car bodies, net-shape joints and blood vessels. Fabric mechanical properties are determined by fabric internal architectures and fabric micro-geometries are determined by the textile manufacturing process. As the need for high performance textile materials increases, textile preforms with improved thickness and more complex structures are designed and manufactured. Therefore, the study of textile fabrics requires a reliable and efficient CAD/CAM tool that models fabric micro-geometry through computer simulation and links the manufacturing process with fabric micro-geometry, mechanical properties and weavability. Dynamic Weaving Process Simulation is developed to simulate the entire textile process. It employs the digital element approach to simulate weaving actions, reed motion, boundary tension and fiber-to-fiber contact and friction. Dynamic Weaving Process Simulation models a Jacquard loom machine, in which the weaving process primarily consists of four steps: weft insertion, beating up, weaving and taking up. Dynamic Weaving Process Simulation simulates these steps according to the underlying loom kinematics and kinetics. First, a weft yarn moves to the fell position under displacement constraints, followed by a beating-up action performed by reed elements. Warp yarns then change positions according to the yarn interlacing pattern defined by a weaving matrix, and taking-up action is simulated to collect woven fabric for continuous weaving process simulation. A Jacquard loom machine individually controls each warp yarn for maximum flexibility of warp motion, managed by the weaving matrix in simulation. Constant boundary tension is implemented to simulate the spring at each warp end. In addition, process simulation adopts re-mesh function to store woven fabric and add new weft yarns for continuous weaving simulation. Dynamic Weaving Process Simulation fully models loom kinetics and kinematics involved in the weaving process. However, the step-by-step simulation of the 3D weaving process requires additional calculation time and computer resource. In order to promote simulation efficiency, enable finer yarn discretization and improve accuracy of fabric micro geometry, parallel computing is implemented in this research and efficiency promotion is presented in this dissertation. The Dynamic Weaving Process Simulation model links fabric micro-geometry with the manufacturing process, allowing determination of weavability of specific weaving pattern and process design. Effects of various weaving process parameters on fabric micro-geometry, fabric mechanical properties and weavability can be investigated with the simulation method.

Posterior lumbar spinal dynamic stabilisation devices are intended to relieve the pain of spinal segments while prolonging the lifespan of adjacent intervertebral discs. This study focuses on the design of such a device, one that has the correct stiffness to stabilise the spinal segment by the correct amount. An initial literature survey covers contemporary topics related to the lumbar spine. Included topics are lumbar anatomy and kinematics, pathology of degenerative disc disease and treatment thereof, other spinal disorders such as spondylolisthesis and spinal stenosis, as well as the complications associated with lumbar dynamic stabilisation. The influence of factors such as fatigue and wear, as well as the properties of appropriate biomaterials are considered when determining the basis of the device design and development. Stabilising the spinal segment begins with correct material selection and design. Various designs and biomaterials are evaluated for their stiffness values and other user requirements. The simplest design, a U-shaped spring composed of carbon fibre-reinforced poly-ether-ether-ketone (CFR-PEEK) and anchored by polyaxial titanium pedicle screws, satisfies the most critical user requirements. Acceptable stiffness is achieved, fatigue life of the material is excellent and the device is very imaging-friendly. Due to financial constraints, however, a simpler concept that is cheaper and easier to rapid prototype was chosen. This concept involves a construct primarily manufactured from the titanium alloy Ti6Al4V extra-low interstitial (ELI) and cobalt-chrome-molybdenum (CCM) alloys. The first rapid prototype was manufactured using an additive manufacturing process (3D-printing). The development of the device was performed in three main stages: design, verification and validation. The main goal of the design was to achieve an acceptable stiffness to limit the spinal segmental range of motion (ROM) by a determined amount. The device stiffness was verified through simple calculations. The first prototype’s stiffness was validated in force-displacement tests. Further validation, beyond the scope of this study, will include fatigue tests to validate the fatigue life of the production-ready device. / MIng (Mechanical Engineering), North-West University, Potchefstroom Campus, 2014

Finite element analysis with explicit time integration is widely used in commercial crash solvers to accurately simulate transient structural problems involving large-deformation and nonlinearity. Technological advances in computer software and hardware have expanded the boundaries of computational expense, allowing designers to analyse increasingly complex structures on desktop computers. This dissertation is a review of the use of finite element analysis for crash simulation, the principles of crashworthy design and a practical application of these methods and principles in the development of a concept energy absorber for a sailplane. Explicit nonlinear finite element analysis was used to do crash simulations of the glass, carbon and aramid fibre cockpit during the development of concept absorbers. The SOL700 solution sequence in MSC Nastran, which invokes the LS-Dyna solver for structural solution, was used. Single finite elements with Hughes-Liu shell formulation were loaded to failure in pure tension and compression and validated against material properties. Further, a simple composite crash box in a mass drop experiment was simulated and compared to experimental results. FEA was used for various crash simulations of the JS1 sailplane cockpit to determine its crashworthiness. Then, variants of a concept energy absorber with cellular aluminium sandwich construction were simulated. Two more variants constructed only of fibre-laminate materials were modelled for comparison. Energy absorption and specific energy absorption were analysed over the first 515 mm of crushing. Simulation results indicate that the existing JS1 cockpit is able to absorb energy through progressive crushing of the frontal structure without collapse of the main cockpit volume. Simulated energy absorption over the first 515 mm was improved from 2232 J for the existing structure, to 9 363 J by the addition of an energy absorber. Specific energy absorption during the simulation was increased from 1063 J/kg to 2035 J/kg. / MIng (Mechanical Engineering), North-West University, Potchefstroom Campus, 2015

The AHRLAC aircraft is a high performance light aircraft that is developed and manufactured in South Africa by Aerosud ITC in partnership with Paramount. This aircraft is the first of its kind to originate from South Africa. The aircraft has a twin boom, tandem pilot seating configuration, with a Pratt and Whitney turbine-propeller engine in a pusher configuration. The main structure of the aircraft is a conventional metallic structure, while the fairings and some secondary structures are composite. This study will focus on the design and development of the composite ventral fin of the first prototype aircraft, the experimental demonstrator model (XDM). It is crucial to ensure that the ventral fin can function safely within the design requirements of the aircraft under the loads which the fin is likely to encounter. Preceding the design process, a critical overview of composite materials used in aircraft applications is provided. This will include the materials, manufacturing methods, analysis and similar work done in this field of study. The literature will be used in the study for decision-making and validation of proven concepts and methodologies. The first part of this study entailed choosing a suitable composite material and manufacturing method for this specific application. The manufacturing method and materials used had to suit the aircraft prototype application. The limitations of using composite materials were researched as to recognize bad practice and limit design flaws on the ventral fin. Once the material and manufacturing methods were chosen, ventral fin concepts were evaluated using computer aided finite element analysis (FEA) with mass, stiffness and strength being the main parameters of concern. The load cases used in this evaluation were given by the lead structural engineer and aerodynamicist. The calculations of these loads are not covered in detail in this study. The FEA input material properties used, were determined by material testing by the relevant test methods. The ventral fin concept started as the minimal design with the lowest mass. The deflections, composite failure and fastener failure were then evaluated against the required values. The concept was modified by adding stiffening elements, such as ribs and spars, until satisfactory results were obtained. In this way a minimal mass component is designed and verified that it can adequately perform its designed tasks under the expected load conditions. Each part used in the ventral fin assembly was not individually optimized for mass, but rather the assembly as a whole. The final concept was modelled using the computer aided design software, CATIA. This model used in combination with a ply book made it possible to manufacture the ventral fin in a repeatable manner. A test ventral fin was manufactured using the selected materials and manufacturing methods to validate the design methodology. In the next step the selected load cases were used in static testing to validate the FEM through comparison. The result of the study is a composite ventral fin of which the mass, stiffness and strength are suitable to perform its function safely on the first prototype AHRLAC aircraft. The study concludes on the process followed from material selection to FEA and detail design, in order for this same method to be used on other AHRLAC XDM composite parts. / M (Mechanical Engineering), North-West University, Potchefstroom Campus, 2015

Posterior lumbar spinal dynamic stabilisation devices are intended to relieve the pain of spinal segments while prolonging the lifespan of adjacent intervertebral discs. This study focuses on the design of such a device, one that has the correct stiffness to stabilise the spinal segment by the correct amount. An initial literature survey covers contemporary topics related to the lumbar spine. Included topics are lumbar anatomy and kinematics, pathology of degenerative disc disease and treatment thereof, other spinal disorders such as spondylolisthesis and spinal stenosis, as well as the complications associated with lumbar dynamic stabilisation. The influence of factors such as fatigue and wear, as well as the properties of appropriate biomaterials are considered when determining the basis of the device design and development. Stabilising the spinal segment begins with correct material selection and design. Various designs and biomaterials are evaluated for their stiffness values and other user requirements. The simplest design, a U-shaped spring composed of carbon fibre-reinforced poly-ether-ether-ketone (CFR-PEEK) and anchored by polyaxial titanium pedicle screws, satisfies the most critical user requirements. Acceptable stiffness is achieved, fatigue life of the material is excellent and the device is very imaging-friendly. Due to financial constraints, however, a simpler concept that is cheaper and easier to rapid prototype was chosen. This concept involves a construct primarily manufactured from the titanium alloy Ti6Al4V extra-low interstitial (ELI) and cobalt-chrome-molybdenum (CCM) alloys. The first rapid prototype was manufactured using an additive manufacturing process (3D-printing). The development of the device was performed in three main stages: design, verification and validation. The main goal of the design was to achieve an acceptable stiffness to limit the spinal segmental range of motion (ROM) by a determined amount. The device stiffness was verified through simple calculations. The first prototype’s stiffness was validated in force-displacement tests. Further validation, beyond the scope of this study, will include fatigue tests to validate the fatigue life of the production-ready device. / MIng (Mechanical Engineering), North-West University, Potchefstroom Campus, 2014

Finite element analysis with explicit time integration is widely used in commercial crash solvers to accurately simulate transient structural problems involving large-deformation and nonlinearity. Technological advances in computer software and hardware have expanded the boundaries of computational expense, allowing designers to analyse increasingly complex structures on desktop computers. This dissertation is a review of the use of finite element analysis for crash simulation, the principles of crashworthy design and a practical application of these methods and principles in the development of a concept energy absorber for a sailplane. Explicit nonlinear finite element analysis was used to do crash simulations of the glass, carbon and aramid fibre cockpit during the development of concept absorbers. The SOL700 solution sequence in MSC Nastran, which invokes the LS-Dyna solver for structural solution, was used. Single finite elements with Hughes-Liu shell formulation were loaded to failure in pure tension and compression and validated against material properties. Further, a simple composite crash box in a mass drop experiment was simulated and compared to experimental results. FEA was used for various crash simulations of the JS1 sailplane cockpit to determine its crashworthiness. Then, variants of a concept energy absorber with cellular aluminium sandwich construction were simulated. Two more variants constructed only of fibre-laminate materials were modelled for comparison. Energy absorption and specific energy absorption were analysed over the first 515 mm of crushing. Simulation results indicate that the existing JS1 cockpit is able to absorb energy through progressive crushing of the frontal structure without collapse of the main cockpit volume. Simulated energy absorption over the first 515 mm was improved from 2232 J for the existing structure, to 9 363 J by the addition of an energy absorber. Specific energy absorption during the simulation was increased from 1063 J/kg to 2035 J/kg. / MIng (Mechanical Engineering), North-West University, Potchefstroom Campus, 2015

The AHRLAC aircraft is a high performance light aircraft that is developed and manufactured in South Africa by Aerosud ITC in partnership with Paramount. This aircraft is the first of its kind to originate from South Africa. The aircraft has a twin boom, tandem pilot seating configuration, with a Pratt and Whitney turbine-propeller engine in a pusher configuration. The main structure of the aircraft is a conventional metallic structure, while the fairings and some secondary structures are composite. This study will focus on the design and development of the composite ventral fin of the first prototype aircraft, the experimental demonstrator model (XDM). It is crucial to ensure that the ventral fin can function safely within the design requirements of the aircraft under the loads which the fin is likely to encounter. Preceding the design process, a critical overview of composite materials used in aircraft applications is provided. This will include the materials, manufacturing methods, analysis and similar work done in this field of study. The literature will be used in the study for decision-making and validation of proven concepts and methodologies. The first part of this study entailed choosing a suitable composite material and manufacturing method for this specific application. The manufacturing method and materials used had to suit the aircraft prototype application. The limitations of using composite materials were researched as to recognize bad practice and limit design flaws on the ventral fin. Once the material and manufacturing methods were chosen, ventral fin concepts were evaluated using computer aided finite element analysis (FEA) with mass, stiffness and strength being the main parameters of concern. The load cases used in this evaluation were given by the lead structural engineer and aerodynamicist. The calculations of these loads are not covered in detail in this study. The FEA input material properties used, were determined by material testing by the relevant test methods. The ventral fin concept started as the minimal design with the lowest mass. The deflections, composite failure and fastener failure were then evaluated against the required values. The concept was modified by adding stiffening elements, such as ribs and spars, until satisfactory results were obtained. In this way a minimal mass component is designed and verified that it can adequately perform its designed tasks under the expected load conditions. Each part used in the ventral fin assembly was not individually optimized for mass, but rather the assembly as a whole. The final concept was modelled using the computer aided design software, CATIA. This model used in combination with a ply book made it possible to manufacture the ventral fin in a repeatable manner. A test ventral fin was manufactured using the selected materials and manufacturing methods to validate the design methodology. In the next step the selected load cases were used in static testing to validate the FEM through comparison. The result of the study is a composite ventral fin of which the mass, stiffness and strength are suitable to perform its function safely on the first prototype AHRLAC aircraft. The study concludes on the process followed from material selection to FEA and detail design, in order for this same method to be used on other AHRLAC XDM composite parts. / M (Mechanical Engineering), North-West University, Potchefstroom Campus, 2015

Published Article / The simulation of an exhaust manifold's thermal behaviour is an important concern for various reasons. Amongst them is the need to minimise catalyst light-offtime as significant exhaust emissions are generated within this period. Modelling such behaviour is not simplistic as it is governed by complex interactions between exhaust gas flow and the manifold itself. Computational fluid dynamics (CFD) is a powerful tool for such simulations. However its applicability for transient simulations is limited by high central processing unit (CPU) demands. The present study proposes an alternative computational method to assess and rank the relative impact of the manifold's thermal properties on its exterior temperature. The results show that stainless steel manifolds potentially minimise heat loss from the exhaust gas when compared with their cast iron counterparts. This may result in an increase in thermal energy being available to heat the catalyst.