Thin films that are functionally gradient improve the mechanical properties of film-substrate layered materials. Mechanical properties of such materials are found by using indentation tests. In this study, finite element models are developed to simulate the indentation test. The models are based on an axisymmetric half space of a specimen subjected to spherical indentation. The film layer through the thickness is modeled to have either homogeneous material properties or nonhomogeneous material properties that vary linearly. Maximum indenter displacement, and maximum normal and shear stresses at the interface are compared between the homogeneous model and the nonhomogeneous model for pragmatic contact length to film thickness ratios of 0.2 to 0.4, and film to substrate moduli ratios of 1 to 200 to 1. Additionally, a coefficient is derived from regression of the stress data produced by these models and compared to that used to define the pressure field in the axisymmetric Hertzian contact model. The results of this study suggest that a displacement boundary condition to an indenter produces the same results as a pressure distribution boundary condition. The critical normal stresses that occur between modeling a film as a nonhomogeneous and as a homogeneous material vary from 19% for a modulus ratio of 2.5:1 to as high as 66% for a modulus ratio of 200:1 indicating that the modeling techniques produced very different maximum normal stresses. The difference in the maximum shear stress between the nonhomogeneous and the homogeneous models varied from 19% for a 2.5:1 modulus ratio to 57% for the 200:1 modulus ratio but reached values as low as 6% for the 50:1 modulus ratio. The maximum contact depth between the nonhomogeneous and the homogeneous models varied from 14% for the 2.5:1 case to as much as 75% in the 200:1 case. The results from the reapplication of the pressure field derived from the regression coefficients and the R2 values from these regression models indicate the correctness of the regression model used as well as its ability to replicate the normal stresses in the contact area and maximum indenter displacements in a FEA model for both the homogeneous and the nonhomogeneous models for modulus ratios ranging from 2.5:1 to 200:1. The agreement between the regression based coefficients and the force based coefficients suggests the validity for the use of the theoretical axisymmetric Hertzian contact model for defining the pressure field in the contact area and displacements for both the homogeneous case and the nonhomogeneous case for the considered film to substrate moduli ratios and contact length to film thickness ratios.

In this research, nonlinear structural analysis along with finite element analysis were carried out for a pretensioned concrete beam at different levels of pretension in order to examine the effect of the change in the tendon force on the geometric stiffness of the beam. Several results were obtained for deflection, horizontal displacement and surface strains to investigate how they are affected by the level of pretension under the application of the same load in each case. These computations were compared with the tendon force to conclude whether they can be used to estimate the pretension level by means of simple measurements. The purpose was to develop a methodology for quantifying the prestress losses by taking advantage of the dependence of the prestressed concrete beam stiffness on the tendon force. / text

Το ζήτημα της σταδιακής κατάρρευσης ήρθε στο προσκήνιο με την κατάρρευση του κτηρίου Ronan Point Apartment Building στο Ηνωμένο Βασίλειο, το 1968. Με αφορμή το γεγονός αυτό, σχεδόν το σύνολο των κανονισμών οπλισμένου σκυροδέματος ανά τον κόσμο απέκτησε διατάξεις σχετικά με την προστασία κατασκευών από σταδιακή κατάρρευση. Στα πλαίσια αυτού, εξετάζονται δύο διατάξεις πλακολωρίδας δύο ανοιγμάτων υπό το σενάριο της κατάρρευσης της ακραίας στήριξης. Η πρώτη διάταξη είναι οπλισμένη κατά τα συνήθη πρότυπα, ενώ η δεύτερη περιλαμβάνει επιπλέον οπλισμό στο άνω πέλμα των ανοιγμάτων. Οι αναλύσεις διεξάγονται σε περιβάλλον πεπερασμένων στοιχείων ANSYS και συγκρίνονται με αντίστοιχα πειραματικά αποτελέσματα. Συμπεραίνεται ότι οι συνήθεις πλάκες δεν έχουν την δυνατότητα ανάπτυξης μεγάλων μετατοπίσεων και ότι η προσθήκη οπλισμού στο άνω πέλμα των ανοιγμάτων των πλακών προσδίδει σε αυτές την απαραίτητη πλαστιμότητα, ώστε να μπορούν να αναπτύξουν μεγάλεις μετακινήσεις και να αναπτύσσονται δυνάμεις ελκυστήρα. / The issue of progressive collapse came to the foreground with the collapse of the Ronan Point Building in the UK, in 1968. In response to this event, most reinforced concrete codes around the work integrated regulations in regard to protection of buildings against progressive collapse. Two two-span slab assemblies are analysed for the collapse of the outer support. The first assembly is reinforce according to the common practice, while the second has added reinforced to the top end of the spans. The analyses are performed with ANSYS and compared with experimental results. It is concluded that commonly reinforced slabs do not have the ability to withstand large deflections. Additional top end reinforcement gives slabs the necessary plasticity in order for large deflections to be developed and tension (tie) forces to build up in the section.

ANSYS Packaging Thermal/Mechanical Calculator (APTMC) is an interface program developed for use with ANSYS and specially designed to handle thermal and thermally induced stress modeling/simulation of Level 1 and Level 2 VLSI packaging structures and assemblies. APTMC is written in PASCAL and operates in an interactive I/O format mode. This user-friendly tool leads an analyst/designer through the process of creating appropriate thermal and thermally induced stress models and other operations necessary to run ANSYS. It includes such steps as the following: (1) construction of ANSYS commands through the string process; (2) creation of a dynamic data structure which expands and contracts during program execution based on the data storage requirements of the program sets to control model generation; (3) access of material data and model parameters from the developed INTERNAL DATABANK which contains: (a) material data list; (b) heat transfer modes; and (c) library of structures; (4) forming ANSYS PREP7 and POSTn command files. (Abstract shortened with permission of author.)

No description available.

With a new range of water jet assemblies under development, CWF Hamilton & Co. Ltd. highlighted the need to establish a validated model for predicting critical speeds. A review of the relevant literature revealed a significant lack of information concerning the operating properties of a lightly loaded, water lubricated marine bearing. Therefore, an instrumented test rig based on a CWF Hamilton & Co. Ltd. ‘HJ364’ water jet assembly was established to evaluate critical speeds and validate the predictive models. A number of analytical and numerical models for predicting critical speeds were investigated. Geometric modifications were made to the test rig and the changes in critical speeds were observed. The ability of the predictive models to measure these observed critical speeds was examined. Driveline mass and driveline overhang were found to have the most significant effects on critical speeds. Modifications to the thrust bearing housing, the impeller mass, the tailpipe stiffness and the marine bearing resulted in no significant shift in critical speeds. However, a change to the geometry of the thrust bearing resulted in a significant shift. This indicated that the thrust bearing was not performing ideally in the test rig. All three models predicted changes in critical speeds relatively accurately. However, the estimates of the critical speeds themselves were somewhat conservative; approximately 10 to 15 percent lower than those measured. Linearisation of the thrust bearing geometry is recommended if greater accuracy is to be achieved. Of all the predictive methods, the Myklestad-Prohl transfer-matrix and the Isolated-Mainshaft finite-element were deemed to be the most flexible and suitable for CWF Hamilton & Co. Ltd.

Zugl.: Dresden, Techn. Univ., Diss., 2003

Thesis (M.S.) -- Mississippi State University. Department of Civil Engineering. / Title from title screen. Includes bibliographical references.

Techn. Universiẗat, Diss., 2006--Darmstadt.

Volvo Car Corporation (VCC) uses Computational Fluid Dynamics (CFD) and wind tunnel during the aerodynamic development of new vehicles. In the past VCC main focus has been on the drag force correlation to the wind tunnel measurements but in recent years improved methods for lift force correlations has been highly wanted. Three objectives were considered in this study to improve the lift force correlation between the CFD simulations and wind tunnel measurements for geometrical configurations of the V60 and S60 models.Poor mesh resolution for the wall bounded flow existed for the VCC mesh method and therefore prisms layers were considered in this thesis to increase the mesh resolution inside the boundary layer.As slick tyres generally were used in the CFD simulations better geometrical correlation was wanted to be studied as it could improve the lift force correlation between CFD simulations and wind tunnel measurements. Therefore detailed tyres were considered in this study.As the coarsest surface mesh size was used for the underbody and the components inside the engine bay, where some of the highest flow velocities occurred, mesh refinements were investigated for engine bay and underbody in this study.The prisms layers improved the predicted behavior for the boundary layer as it captured the large velocity gradients more accurately. Due to this, the skin friction prediction was also improved. Different flow behavior around the front wheels and rear wake occurred due to earlier separation. The different flow field caused an improved correlation for the lift force but worsened correlation for the drag force due to increased pressure at the rear of the cars. However, the front lift force trend correlation for the considered configurations was improved with the prisms layer mesh method.The detailed tyres caused slight more disturbances for the underbody flow which caused more attached flow around the rear of the car hence lowered pressure. Earlier separation around the front wheels also occurred for the detailed tyre geometry as the disturbed flow around the wheels was increased. Slight improved correlation for the front and rear lift forces to the wind tunnel measurements could be seen with the detailed tyre compared to the slick tyre.The mesh refinements for the engine bay and underbody showed significant differences for the flow at the underbody which had significant impact on the flow at the rear wake for the V60 model. Minor differences could be seen for the aerodynamic forces for the baseline configuration for the V60 model while great differences occurred for the configurations affecting the underbody. Due to this significant improved correlation for the front and rear lift force trends were achieved for the underbody configurations with the refined engine bay and underbody mesh method.Conclusions could be drawn that the prisms layer caused earlier separation due to its increased mesh resolution for the wall bounded flow. However, finer mesh resolution was needed inside the boundary layer to ensure consistent separation behavior for both the considered models. Improved correlation for the front lift force could however be seen. The detailed tyre only had minor effects on the flow field and aerodynamic forces and therefore not so important to include for further studies. The refined engine bay and underbody caused significant improved lift force trend correlation to the wind tunnel measurements and should be considered for future studies. To improve the correlation between CFD simulations and wind tunnel measurements increased mesh resolution for the wall bounded flow should be considered to better capture the large velocity gradients close to the wall.