Finita elementmetoden (FEM) utvärderas för att i framtiden kunna undvika mycket av den fysiska provning som idag används vid optimering av maskininställningar, både vid införandet av nya maskiner men även på befintliga. Fräsmaskinen som granskas grovbearbetar fyrcylindriga vevaxlar under åtta bearbetningstempon. Resonansfrekvenser skulle kunna identifieras med hjälp av en FEM-modell och sedan undvikas genom att justera skärhastigheten. Litteraturstudien innefattar skärande bearbetning, vibrationer, svängningsteori och FEM. Modeller av vevaxlar ges av arbetsgivaren och egenfrekvensanalyser utförs i programvaran Abaqus för samtliga bearbetningstempon. Egenfrekvenser jämförs med den drivande frekvensen från fräsverktyget. Fräsning i vevaxelns egenfrekvens inträffar vid ett tillfälle, bearbetningstempo två. Vibrationerna antas inte påverkas i stor utsträckning på grund av fräsverktygets differentialdelade skär som gör att fräsning i egenfrekvens endast inträffar var sjätte skär. Vibrationsdata från arbetsgivaren visar även att vibrationerna är låga för bearbetningstempot. FEM-modellerna verifieras med fysiska experiment (slagimpulsprov) på fritt upphängd vevaxel och jämförs med resultat från FEM-analys för fri axel. Skillnaden i egenfrekvens mellan experiment och FEM-simulering är maximalt 5 %, vilket bekräftar modellernas tillförlitlighet. Vidare skapas en förenklad modell av fräsverktyget som analyseras angående egenfrekvenser i Abaqus. Egenfrekvenserna visar sig vara betydligt högre än högsta skärfrekvensen, vilket verifierar att bearbetning inte sker i verktygets egenfrekvens. Finita elementmetoden är en mycket lämplig metod för att fastställa egenfrekvenser och därmed undvika bearbetningsvibrationer som uppstår p.g.a. resonans. Fräsverktygens differentialdelade skär ger dock en ständigt varierande frekvens, vilket tyder på att vibrationerna i fräsmaskinen troligtvis inte orsakas av resonansfenomenet. / The finite element method (FEM) is evaluated with the purpose of avoiding time consuming physical testing which is currently used for optimizing machine settings, both in new and existing machines. The studied milling machine machines crankshafts through eight machining steps. Resonance frequencies could be identified with a FEM-model and then be avoided by adjusting the cutting speed. The literature study includes machining through cutting, vibrations, oscillation theory and FEM. Crankshaft models are provided by the employer and eigenfrequency analyses are carried out with the software Abaqus, simulating the crankshaft mounted in the milling machine during all machining steps. The eigenfrequencies are compared to the cutting frequency from the milling tool. Milling with eigenfrequency occurs during machining step two. The influence on the vibrations is assumed to be small due to the variable teeth spacing on the tool. The machine will therefore only be machining in eigenfrequency every sixth cut. Vibration data created by the employer also indicate that vibrations are low during the machining step. Verification of the FEM-models is conducted through physical experiments with impact hammer testing. The test is carried out on a freely hinged crankshaft and compared to the FEM-results for a constraint-free crankshaft. The difference in eigenfrequency between the impact hammer test and the FEM-analysis is a maximum of 5 %, which demonstrates the reliability of the model. Furthermore a simplified model of the cutting tool is made and analyzed for eigenfrequencies in Abaqus. The eigenfrequencies are shown to be higher than the highest possible cutting frequency which confirms that the cutting tool is not machining in its own eigenfrequency. FEM is a useful method for determining eigenfrequencies and thereby avoiding machining vibrations caused by resonance. However, due to the variable teeth spacing the cutting frequency is constantly changing for the operation, which indicates that the vibrations are not caused by the resonance phenomena.

In the year 2006, only 10 years after the steel- concrete composite bridge, Vårby bridge was built, fatigue cracks were found during an inspection. To further investigate the reasons and the potential danger of the cracks, an investigation under the commission of the Swedish Transport Administration was issued in 2009. After the detection of fatigue cracks, several measurements were carried out in order to monitor the static behavior by the use of strain gauges at selected positions along the bridge. The measurements from the strain gauges monitoring the global behavior were then used to calibrate an finite element model.   The present report is part of the research of understanding the behavior of steel-concrete composite bridges. Numerical analysis and model updating have been used in order to understand and determine how different parameters affects the strain range and the global behavior. The numerical analysis and parameter study were performed in the Finite Element software Abaqus and programming language Python. The outcome of the parameter study was then used to perform the model updating by the method of falsification in MATLAB.   The results from the parameter study and the model updating showed that the measured strains could be reached with a wide range of parameter combinations. Even with unreasonable parameter values, the measured strains were obtained. To investigate the reason for this, a multiple linear regression analysis was performed which showed that the strain range is strongly correlated to the Young’s modulus of steel and concrete and also to the connector elasticity, which resembles the studs in the real bridge.   Two different finite element models, with two completely different input parameter values, obtain the same strain range for the global behavior. It is therefore not certain to assume that a model is accurate and valid based on the fact that the predicted strain range from the finite element model is close to the measured strain range since the global behavior of a steel- concrete composite bridge can be modeled by many different sets of parameters.

Indiana University-Purdue University Indianapolis (IUPUI) / Topology Optimization is an optimization technique used to synthesize models without any preconceived shape. These structures are synthesized keeping in mind the minimum compliance problems. With the rapid improvement in advanced manufacturing technology and increased need for lightweight high strength designs topology optimization is being used more than ever. There exist a number of commercially available software's that can be used for optimizing a product. These software have a robust Finite Element Solver and can produce good results. However, these software offers little to no choice to the user when it comes to selecting the type of optimization method used. It is possible to use a programming language like MATLAB to develop algorithms that use a specific type of optimization method but the user himself will be responsible for writing the FEA algorithms too. This leads to a situation where the flexibility over the optimization method is achieved but the robust FEA of the commercial FEA tool is lost. There have been works done in the past that links ABAQUS with MATLAB but they are primarily used as a tool for finite element post-processing. Through this thesis, the aim is to develop an interface that can be used for solving optimization problems using different methods like hard-kill as well as the material penalization (SIMP) method. By doing so it's possible to harness the potential of a commercial FEA software and gives the user the requires flexibility to write or modify the codes to have an optimization method of his or her choice. Also, by implementing this interface, it can also be potentially used to unlock the capabilities of other Dassault Systèmes software's as the firm is implementing a tighter integration between all its products using the 3DExperience platform. This thesis as described uses this interface to implement BESO and HCA based topology optimization. Since hybrid cellular atomata is the only other method other than equivalent static load method that can be used for crashworthiness optimization this work suits well for the role when extended into a non-linear region.

Stålbroars approximativa livslängd bestäms av stålets utmattningshållfasthet, då utmattning är en av de främsta anledningarna till att livslängden begränsas. I Sverige existerar ett antal broar som närmar sig slutet av sin livslängd, samtidigt som behovet för kapacitet och kraven på broarna ökar. Flertalet av dessa broar är i behov av upprustning. Däremot är det inte möjligt ur vare sig ett ekonomiskt- eller miljöperspektiv att byta ut alla broar, och därför behöver de broar som är mest kritiska prioriteras. Vid utmattningsdimensionering av stålbroar beaktas hela spänningsvidden, oavsett om spänningarna är i drag eller tryck. En spricka propagerar endast vid dragspänningar, vilket innebär att tryck- spänningar egentligen inte bör vägas in i samband med dimensionering. Detta innebär att en del stålbroar skulle kunna ha en längre livslängd än vad den traditionella dimensioneringen ger. Spänningsintensitetsfaktorn 𝐾 används inom brottmekaniken för att förutspå spänningsintensiteten i närheten av sprickspetsen, och appliceras till linjärelastiska material. Det finita elementprogrammet Abaqus användes när brodetaljen modellerades och analyserades. Brodetaljen representerar en balk med en påsvetsad anslutningsplåt, som utsätts för trafiklasten på en bro och en temperaturlast för att simulera egenspänningar. Detaljen representerar problematiken med utmattning i stålkonstruktionsdelar. Motivet för denna studie är att inga sprickor har hittats under inspektioner av liknande detaljer, det till trots att en del stålbroar teoretiskt sett förbrukat sin livslängd. Studien genomfördes med en mer avancerad modell än vad som vanligtvis skapas för bedömning av utmattning, med syftet att modellera verkligheten mer korrekt. Resultaten visar hur egenspänningarna bidrar till dragspänningar, vilket leder till sprickpropagering i modellen. Vid spricklängden 9,5 mm övergår spänningarna från drag till tryck, och då upphör spricktillväxten. Resultaten visar även att utmattningssprickor kan växa i stålkonstruktionsdelar som i huvudsak utsätts för nominella tryckspänningar, ifall höga egenspänningar uppstår vid anslutningsplåten. / Steel bridges estimated service life is determined by the fatigue strength of the steel, since fatigue is one of the main reasons for limiting the service life. In Sweden there is a number of bridges that approach the end of their service life, while the need of increasing the capacity and demands on bridges grows. The majority of these bridges is in need of reparation. On the other hand, it is not possible either from a financial- or environmental perspective to replace all bridges, and therefore the bridges that are most critical needs priority. In the case of fatigue design calculation of steel bridges, the entire stress range is taken into account, regardless of whether the stresses are in tension or pressure. A crack propagates only at tensile stresses, which means that pressure should not really be considered in the design calculations. This means that some steel bridges could have a longer life span than the traditional design calculation gives. The stress intensity factor K is used within the fracture mechanism to predict the stress intensity near crack tip, and is applied to linear elastic materials. The finite element program Abaqus was used when the bridge detail was modeled and analyzed. The bridge detail represents a beam with a welded connection plate, which is exposed to traffic load at the bridge and a temperature load to simulate residual stresses. The detail represents the problem of fatigue in steel structural parts. The motive for this study is that no cracks have been found during inspections of similar details, despite the fact that some steel bridges theoretically have consumed their longevity. The study is conducted with a more advanced model than usually created for assessment of fatigue, with the purpose of modeling the reality more correctly. The results show how the residual stresses cause tensile stresses, which leads to crack propagation in the model. At a crack length of 9,5 mm, the stresses change from tension to compression, and then the crack growth ceases. The results also indicate that fatigue cracking can grow in steel structural parts that are mainly exposed to compressive nominal stresses, if tensile residual stresses appear at the connection plate.

Aluminium har flera fördelar inom konstruktion och produktframtagning. Aimpoint AB har resonerat för kostnad samt viktreducering i sikteshuset Micro T-2. Syftet med rapporten var att undersöka möjligheterna att implementera polymera material som tillfredsställer framlagd kravspecifikation för Aimpoint AB. Målet med arbetet var att identifiera lämpligt material i form av polymer, med lämplig tillverkningsmetod som kan appliceras för sikteshuset utan att påverka de mekaniska egenskaperna negativt.  Lämpliga material som identifierades under litteraturstudien i arbetet var termoplasterna polyfenylensulfid (PPS) och polyetereterketon (PEEK) med implementerat kolfiber. Valet av polymerbaserade material utgjorde ett mindre omfång av lämpliga tillverkningsmetoder, som med hjälp av leverantörer och kostnadskalkylscenarier i Excel jämfördes.  Med hjälp av tredimensionella verktyg utfördes FEM-analyser i ABAQUS CAE® av det exemplifierade sikteshuset. Baserat på simuleringarna i ABAQUS CAE®, presenterar arbetet en jämförelse mellan befintligt sikteshus av Al6082-T6 och sikteshus av polymera material med implementerad förstärkning för modellen Micro T-2. Simuleringarna konstaterade deformation vid det dynamiska explicita fallet mot en konstruerad laminatskiva enligt standarden MIL-STD-810G.  För att bekräfta material och tillverkningsmetod krävs vidare undersökning. Detta för att med säkerhet besvara arbetets frågeställningar då FEM - analyser är en approximativ lösning. / SvenskaAluminum has several advantages in construction and product development. Aimpoint AB requires to reduce both the costs and the weight of their aluminum reflex sight of model Micro T-2.   The aim with the report was to investigate the possibility to implement polymeric materials as a substitute to aluminum that fulfills the requirements specification set by the manufacturer Aimpoint AB.   In addition to that, the aim was also to find suitable polymeric materials with an alternative production technique that is applicable for the reflex sight without compromising the mechanical integrity.  Suitable materials identified during the literature part of this report were two types of thermoplastic materials, polyphenylene sulfide (PPS) and polyetheretherketone (PEEK), both with addition of carbon fiber. The selection process of the polymeric materials was based on several factors and together with contractors, different cost estimation scenarios were compared in Excel. By help from three dimensional tools, FEM-analysis of the sight were performed in ABAQUS CAE®. Based on the results from the simulations performed in ABAQUS CAE®, the report presents a comparison between the original aluminum sight with the two types of carbon fiber reinforced thermoplastic sights. During the dynamic explicit case the simulation was performed as a drop test against a laminate board according to standard MIL-STD-810G. The results of the simulation presented a deformation of the tested sight. To confirm the material and manufacturing method, further investigation is required. This is necessary to address the questions posed in the current project since the FEM - analysis is an approximate solution. / <p>2023-06-28</p>

Dans ce travail de thèse, le comportement des composites stratifiés est étudié en utilisant des développements d'ordres élevés ou de type layer wise. Un modèle layer wise LS1 (et l'élément fini à huit nœuds qui lui est associé) a été développé en premier lieu pour l'analyse spécifique des contraintes entre les couches pour des problèmes de bords libres ou bien pour l'étude des liaisons entre les couches. Il est fondé sur un modèle de type layer wise qui considère le stratifié comme une superposition de plaques de Reissner couplées les unes aux autres par des efforts d'interfaces. Cet élément a 5n degrés de liberté par noeud (n étant le nombre de couches) et donne une prédiction des contraintes d'interface. Les travaux précédents se concentraient sur la précision et l'utilisation de l'estimation de ces contraintes d'interface. Mais le modèle permet aussi de calculer les déplacements et les déflexions ainsi que d'extraire les contraintes dans l'épaisseur avec ou sans post-traitement. Dans ce mémoire, la précision et la validité du calcul des déplacements et des contraintes ont été établies à partir d'un nombre important de benchmarks en flexion de composites et des plaques sandwich. Le but de cette étude est aussi de mieux positionner et de promouvoir cette approche en contraintes issue des travaux de Pagano peu utilisés et mal référencés. Ce modèle est ensuite développé et implémenté dans le code de calcul par éléments finis Abaqus via la routine utilisateur User-Element (UEL). Pour démontrer l'efficacité du modèle et du code de calcul, des exemples qui comprennent des plaques isotropes et anisotropes sont traités

The goal of this thesis is to develop more effective quantitative procedures to evaluate the stability of deteriorated metal culverts and a better understanding of the deteriorated culverts' behaviour through non-destructive testing, full scale experiments and numerical analyses. First, three design cases were examined using numerical analysis to study the effects of corrosion, burial depth and staged construction on the capacity of deteriorated steel culverts. Then, a method to measure the remaining wall thickness of two 1.8 m diameter corroded metal culverts using ultrasonic device was developed. Both culverts were then buried in the test pit at Queen's University and tested under nominal and working vehicle loads at 0.9m cover and 0.6m cover. The more heavily corroded structure (CSP1) was tested up to its ultimate limit state, inducing local bending across the crown, as well as local buckling of the remnants of the corrugated steel wall between perforations at the haunches. The results suggest that the single axle pads interact to influence the culvert's behaviour despite the shallow cover used in these experiments. CSP1 was able to carry the working load and did not fail until reaching 340 kN, which was equal to 90% of the fully factored load. The experiment suggests that less deteriorated metal culverts (as compared to CSP1) may have the required capacity. Two finite element packages, CANDE and ABAQUS, were used to perform the numerical investigation and the AASHTO and CHBDC approaches were then used to calculate the thrust force in the culverts. Although the numerical analysis produced conservative values for the thrust forces, it failed to capture the non-linear behaviour of both specimens in the experiments. Both the AASHTO and the CHBDC approaches produced unconservative thrust forces compared to experimental results while numerical analysis using Moore's spreading factor produced the most conservative results in terms of thrust. The analysis suggests that CANDE could be used to predict thrust forces in less deteriorated metal culverts. A procedure to assess the stability of deteriorated corrugated metal culverts based on quantitative data was developed using the numerical analysis and experimental results. / Thesis (Master, Civil Engineering) -- Queen's University, 2013-01-30 12:56:17.945

Plusieurs types d'interactions existent entre un emballage (contenant) et le produit emballé (contenu). L'inertie d'un emballage est rarement totale, ce qui peut engendrer par exemple une altération des propriétés du produit emballé. Ce contact contenant/contenu peut également influencer les propriétés thermomécaniques de l'emballage. L'objectif général du travail de cette thèse consiste à développer une méthodologie expérimentale rigoureuse et pertinente pour caractériser les phénomènes observés et ainsi modéliser le système matériau/produit. Cette démarche a pour but la mise au point d'un outil d'aide à la conception des emballages en polymère, permettant la prédiction et la simulation de résistance mécanique de ces emballages, afin notamment d'améliorer leurs performances. Dans le cadre de ce travail, nous avons caractérisé la sorption de l'acétate d'amyle dans des flacons en polypropylène par les techniques de gravimétrie et de spectrométrie infrarouge à transformée de Fourier avec différentes concentrations aux températures de contact de 23°C et de 40°C. Nous avons pu constater, à l'aide de ces deux techniques, que la quantité d'ester dans le polymère augmente en fonction de la température de vieillissement et de la concentration en ester. L'étude thermique par la technique de DSC a montré que la température de fusion augmentait et que le taux de cristallisation du polypropylène diminuait en fonction de la concentration d'acétate d'amyle, ce dernier jouant le rôle de plastifiant. Nous avons également identifié, à l'aide du logiciel SiDoLo, un modèle analytique de type sigmoïdal pour modéliser la sorption de l'acétate d'amyle dans le polypropylène Pour corréler l'évolution du module d'élasticité et de la RCV des flacons avec le vieillissement du polymère, nous avons réalisé des essais de traction simple sur des éprouvettes prélevées sur les flacons, ainsi que des essais de compression verticale sur des flacons. Pour identifier les paramètres de la loi de comportement des polymères solides, nous avons utilisé la méthode d'identification inverse sur les essais de compression verticale, en couplant le logiciel d'optimisation SiDoLo et le logiciel de calcul des structures par la méthode des éléments finis ABAQUS®. Cette approche nous notamment permis de proposer une évolution de ces paramètres en fonction de la concentration d'acétate d'amyle

Over the last decade it has become increasingly clear that the traditional methods of fire safety design can be unnecessarily conservative and therefore expensive. In 1995 a series of fire tests were carried out at Cardington, UK on a full-scale eight storey steel-concrete composite building. These tests produced an extensive body of data about the response of such structures to fire conditions and it is intended that this data be used to develop a clearer understanding of the structural behaviour involved. This thesis presents a method of analysing the behaviour of structures such as the Cardington frame using the commercial finite element package ABAQUS, with the addition of user defined subroutines; applies the method to two of the Cardington tests and analyses the results. FEAST, a suite of computer programmes that defines the behaviour of shell finite elements using a stress-resultant approach, was programmed for use with ABAQUS. The FEAST suite consists of two main programmes. The first, SRAS, is designed to model the behaviour of orthotropic plate sections at elevated temperatures. The second, FEAI, interfaces with the finite element package ABAQUS and allows realistic models of the behaviour of whole structures in fire conditions to be obtained. Phenomena modelled by FEAST include non-linear thermal gradients, non-linear material behaviour and coupling between membrane and bending forces. FEAST was used to analyse the behaviour of the Cardington Restrained Beam Test and the Cardington Corner Test. In both cases it was possible to produce a comprehensive set of results showing the variation of forces, moments and deflections in the structure under fire conditions. In addition, a number of parametric studies were performed to determine the effect of factors such as slab temperature and coefficient of thermal expansion on the behaviour of the structure. Special attention was given to the role of tensile mebrane action. The results showed that the behaviour of the heated structure was very different to that of an unheated structure. The response of the structure was shown to be very strongly governed by restrained thermal expansion and by thermal gradients. Degradation of material properties were found to have only a secondary effect on the structural behaviour.

Due to the competitive nature of airline industry and the desire to minimise aircraft weight, there is a continual drive to develop lightweight, reliable and more comfortable seating solutions, in particular, a new generation slim economy seat. The key design challenge is to maximise the “living space” for the passenger, with strict adherence to the ‘Crash Safety Regulations’. Cranfield University is addressing the needs of airliners, seat manufactures and safety regulating bodies by designing a completely novel seat structure coined as “Sleep Seat”. A generous angle of recline (40 degree), movement of “Seat Pan” along the gradient, fixed outer shell of the backrest, and a unique single “Forward Beam” design distinguishes “Sleep Seat” form current generation seats. It is an ultra-lightweight design weighing 8kg (typical seat weight is 11kg). It has to sustain the static (CS 25.561) and dynamic (CS25.562) “Emergency landing” loads as specified by “Certification Specifications (CS). Apart from maintaining structural integrity; a seat-structure must not deform, which would impede evacuation, should absorb energy so that the loads transferred to Occupants are within human tolerance limits and should always maintain survivable space around the Occupant. All these parameters, which increase a life-expectancy in a ‘survivable’ crash, can be estimated using either experimental testing or virtual simulation tools such as “Finite Element Analysis (FEA). Design of the “Sleep Seat” is still in its conceptual phase and therefore experimental testing for all the design iterations involved is unrealistic, given a measure of the costs and timescales involved. Therefore focus of research is to develop practical and robust FE methodologies to assess static and dynamic performances of a seat-structure so as to compare different design concepts based on their strength, seat interface loads (a limit defined by strength of aircraft-floor), maximum deformations and cross-sectional forces ... [cont.].