Carbon fiber reinforced polymers (CFRP), which can be used to strengthen and repair damaged steel structures, have gained popularity in recent years. On the one hand, CFRP has demonstrated substantial advantages over conventional reinforcing techniques like welding and bolting, such as light weight, high strength, and corrosion resistance. Additionally, the CFRP application process is relatively easy, rapid, and labor-intensive. On the other hand, failure is more likely to happen at the bond interface due to the high strength characteristics of steel and CFRP. Thus, studying the bond behavior and failure mechanism of CFRP strengthened steel structures as well as the variables that are crucial to the bond quality. Prior to implementing these elements in an actual construction, it is necessary to thoroughly study the factors affecting this bond strength. Despite the fact that some theoretical predictive modeling for the strength between steel/CFRP joints under various loading situations has been published, in this work, by using finite element modelling, one may compute the failure loads and effective length of the steel/CFRP specimens quickly, simply and accurately. Additionally, factors affecting these parameters are also investigated in this study. / Master of Science / Structural Steel deteriorates over time. Due to this, engineers are constantly on the look-out for cheap and easy ways to repair and maintain these structures. One of the methods is the use of carbon fibred polymer or CFRP. In the literature, it has been frequently documented that CFRPs can make existing structures stronger. Additionally, CFRP has the advantages of not corroding and prevents the structure from becoming significantly heavier. Due to this high strength of CFRP, the failure occurs at the steel-CFRP interface and thus this bond and the factors affecting this bond needs to be studied. One way to do this is experimental testing and another way is finite element modelling which can give you data that is harder to get using experimental testing. Thus, this study focuses on finite element modelling of these joints and how it can be used for studying these joints.

Quasi-isotropic (QI) structure for multi-layer fabric panel is believed to be a promising construction to manufacture soft body armour with higher efficiency of ballistic protection based on two hypotheses. The first one is that QI structure panel could involve more secondary yarns in transverse deformation, and the second one is that the more involvement of the secondary yarns could result in the corresponding increase of the energy absorption. However, recent study found that the advantage of QI panel made from Dyneema® woven fabrics was very limited over the aligned panel and potential reasons have not been identified for the lack of systematic studies. Accordingly, this research aims to provide explicit guidance on how to improve the QI structure panels for ballistic protection by studying the mechanisms of aligned and QI panels of multi-layer Dyneema® woven fabrics. The two hypotheses were tested to identify the mechanisms. The ballistic performance of the aligned and QI panels of 2-layer, 3-layer and 4-layer Dyneema® woven fabrics were experimentally investigated using a ballistic test apparatus and a panel clamping system to evaluate the energy absorption of specimens. In order to further study the response of the ballistic panel, a yarn-level Dyneema® woven fabric model was developed. The shear moduli of the yarn (G13 and G23) was found to be the most important elastic constants in simulating ballistic fabrics using orthogonal experiments in this study, and were identified to 0.27GPa and 0.80GPa. The model was agreeably validated by comparing the FE modelling results of multi-layer panels under ballistic impact with the experimental counterparts. Based on this validated model, the areas, shapes of the transverse deformation bases were specifically evaluated. The first hypothesis was verified that the areas of the deformation bases of the back layer fabrics in QI panels of 2-layer, 3-layer, and 4-layer fabric models were more than 10% larger than the areas of the corresponding parts in aligned panel models, especially at medium and late stages. Moreover, the increases of the areas were attributed to the more involvements of the secondary yarns in the deformation, and more circular shapes of the deformation bases of the fabrics in QI panels were identified by using a mathematic measurement method created in this study. The kinetic energy (KE) and total strain energy (IE) evolution of primary yarns and secondary yarns in two panels were further specified. It was found that altering the aligned panel to QI panel not only changed the energy absorption of secondary yarns, also significantly changed that of primary yarns. This indicated that the second hypothesis was not suitable for the cases of panels of the Dyneema® woven fabrics for the influence of the primary yarns after the panel structure changed were neglected. The reason of the alterations of the primary yarns was that the slip-off time or failure time of most primary yarns was changed. The morphology evolution of primary yarns in 2-layer aligned and QI panels were investigated and the results showed that the space between adjacent warp or weft primary yarns and the interactions between some primary yarns and the adjacent primary yarns in another layer significantly affected the slip-off time and failure time of most primary yarns. The influence of these two factors derived from the feature of woven fabrics, which was the crimp. In order to verify the new understanding of the QI ballistic panels from the numerical analysis, a non-crimp fabric, namely Dyneema® SB51, was used to investigate the ballistic performance of the aligned and QI panels. It was found that the energy taken by QI panels was approximately 25% higher than the energy taken by the corresponding aligned panels. This result verifies the analysis conclusion and paves the solid way for further investigation of QI structure panels made up of biaxial fabrics.

The aim of the project presented in this thesis is to demonstrate a modelling method for predicting the variability in the ultimate load of stiffened panel under axial compression due to manufacturing variability. Bulking is sensitive to imperfections. In the case of a post-buckled panel, manu-facturing variability produces a scatter in the ultimate load. Thus, reasonable leeway for imperfections and inherent variability must be allowed in their design. Firstly, a finite element model of a particular stiffened panel was developed, and all nonlinearities within the material, boundary condition and geometry were considered. Verification and validation were performed to examine the accuracy of the buckling behaviour prediction, especially ultimate load. Experiments on 5 identical panels in design were performed to determine the level of panel-panel variation in geometry and collapse load. A data reduction programme based on the practical geometry scanning was developed, in addi-tion to which, the procedure of importing measured imperfection into Finite Ele-ment model was introduced. To identify and apply representative imperfections to the panel model, a double Fourier series representation of the random geometric distributions is attempt-ed, and was used thereby to derive a series of shapes representing random ge-ometry scatters. With these newly generated geometric imperfections, the variation in collapse load was determined, using the validated FE analysis. And also, the probability of these predicted loads was generalized.

In this thesis six different models of IPE240 have been created in order to study their behavior undershear, bending and torsion. These models simulate IPE240 but differ in the boundary conditions, inthe loading and the length of the beam and in some connections which connect certain elements. Inthis study the modeling and simulation of the steel member is executed in ABAQUS Finite ElementAnalysis software with the creation of input files. When developing a model for the finite elementanalysis a typical analysis process is followed. All the parameters that are required to perform theanalysis are defined initially to geometry which is half the beam due to symmetry, and the materialproperties of each model are defined too. Then a mesh is generated for each model, the loads of eachmodel are applied which are expressed as initial displacement. Subsequently, the boundary conditionsfor each model are defined and finally the model is submitted to the solver when the kind of analysishas been defined. Namely, the analysis which is performed in this thesis is static stress analysis.When the ABAQUS has run the models, the contour plots for the von Mises stresses for each modelare studied. In these contour plots, a large concentration of stresses and problems which arise in eachone of the models are notified. As it has been observed in all models, the beam yields at the flangesof the mid-span and collapses at the mid-span. Therefore, the failure at the mid-span is more criticalthan the failure at the support. Moreover, the beams are weak in bending due to the fact that theytwist almost 60-90 degrees under a large initial displacement at the control node. Additionally, much localized failure and buckling occurred at the mid-span, and local concentrated stresses also occurredat the bottom flange at the support due to the boundary conditions details.Thereafter, a verification of the results of the ABAQUS through the simple analytical handcalculations is performed. It is concluded that the error appearing in most selected points is small.However, in some points in the web of the mid-span the error is greater. Additionally, whilecomparing the load-displacement curves of the two different plastic behaviors, it is observed that themodel with an elastic-plastic with a yielding plateau slope behavior has smaller maximum loadresistance than the model with a true stress-strain curve with strain hardening behavior.Finally, some errors and warning messages have occurred during the creation of the input files of themodels and a way of solving them is suggested.

During ice voyages, level ice and iceberg with huge inertia force can cause large deformation and even damage on the ship hull structure. Hence the hull structure for ice voyage requires higher strength than it for open water voyages. A container ship will be re-designed for ice voyages in the thesis. Generally, the ice strength is evaluated in ice class rules. IACS polar class and FSICR are adopted in this thesis. Ice class rules are based on experience and experiment data, but there has been no exact formula or parameters to described the ice properties so far. In other words, the results from ice class rules include uncertainties. In order to improve physical understanding, non-linear FE simulations will be processed after the re-design. In the simulations, the ship has a collision with different ice scenarios. The simulations are carried on ANSYS Workbench Explicit Dynamic using the solver of Auto-dyna. Afterwards, the results from the two designs schemes are compared and analysed.

La durabilité des composants mécaniques en général et leur résistance à la corrosion en particulier ont une importance primordiale dans l’industrie moderne, qu’elle concerne la production d’énergie, les produits chimiques, le transport, les machines, les matériels médicaux, ou même les composants électroniques. Pour des pièces obtenues par usinage, il est donc nécessaire d’améliorer leur durée de vie et de réduire le risque de défaillance prématurée en améliorant leur intégrité de surface. Ainsi, une compréhension de l’effet du procédé sur l’intégrité de surface induite par usinage et ses conséquences au niveau de sa résistance à la corrosion sont les clés pour relever ces défis.Cette thèse traite le cas particulier de l’usinage de finition du cuivre Cu-c2 et son impact sur la résistance à la corrosion. D’abord, une étude expérimentale comparative du tournage et de la coupe orthogonale est effectuée. Ensuite, vu sa simplicité, la coupe orthogonale fait l’objet de la suite de l’étude. Un modèle numérique est développé pour la prédiction de l’intégrité de surface induite par la coupe. Il utilise une nouvelle loi constitutive du Cu-c2 tenant en compte les transformations microstructurales et l’état des contraintes dans le matériau. Enfin, les résultats issus des études expérimentales ainsi que des simulations numériques concernant l’intégrité de surface sont statistiquement traités dans une analyse multi-physique, dans la perspective d’établir le lien entre la résistance à la corrosion, l’intégrité des surfaces et la physique de la coupe. / The functional performance and life of mechanical components in general and their corrosion resistance in particular are of prime importance in the modern industry, as far as energy production, transportation, machines, medical and even electronic components are concerned. In the case of machined components, it is essential to improve their life and to reduce the premature failure by improving their surface integrity. So, a comprehension of the effect of the machining process mechanics on surface integrity and its consequences on corrosion resistance are essential.This thesis deals with the particular case of finishing machining of oxygen free high conductivity copper (OFHC) and its impact on the surface integrity and corrosion resistance. Firstly, a comparative experimental study between turning and orthogonal cutting is performed. Then, due to its simplicity, orthogonal cutting makes the object of the pursuit of the study. A numerical model is developed to predict the surface integrity induced by the cutting process. It uses a new constitutive model for OFHC copper taking into account microstructural transformations and the state of stress in the work material. Finally, the results issued from experimental studies and the numerical simulations are statistically treated in a multi-physical analysis with the objective of establishing the relationship between corrosion resistance, surface integrity and cutting physics.

I samband med att intresset för att bygga högre trähus har ökat så krävs nya lösningar för att t.ex. kunna möta efterfrågan på stora öppna ytor och långa spännvidder. Träbjälklag med lång spännvidd har dock oftast svårigheter med att klara kraven på svikt och vibrationer. Ett nyutvecklat förslag på träbjälklag som förmodas klara dessa krav bättre än traditionella träbjälklag har varit utgångspunkten för detta examensarbete där syftet har varit att undersöka bjälklagets styvhet. Detta gjordes laborativt genom att bygga och testa en prototyp av det föreslagna bjälklaget och genom att en numerisk modell baserad på finita element metoden togs fram och användes för att studera hur olika parametrar påverkar bjälklagets styvhetsegenskaper. Bjälklagets design bygger på fackverksprincipen i primärriktningen och på balkverkan i sekundärriktningen. De ingående komponenterna har kommit prefabricerade till Växjö universitet där de har monterats ihop till ett fullskaligt bjälklagselement. Elementet har sedan utsatts för ett antal belastningsfall där nedböjningarna uppmätts vilka sedan givit underlag för att få värden på bjälklagets effektiva styvhetsegenskaper. Både de laborativa och de simulerade resultaten visar på en hög böjstyvhet i primärriktningen d.v.s. 18,9•106 Nm2/m [EI/b] respektive 18,6•106 Nm2/m [EI/b]. Även böjstyvheten i sekundärriktningen är hög d.v.s. motsvarar 21,2 % respektive 17,1 % av styvheten i primärriktningen. I beräkningsmodellen har det dessutom undersökts hur ett övre lager av spånskivor inverkar på bjälklagets styvhet. / The interest for building higher and larger wooden houses has increased in Sweden during the last decade resulting in higher requirements on the technical performance of such structures in order to met demands on large open surfaces and large spans of floors. Wooden floor systems with large spans often have difficulties, however, to meet the vibration requirements. A novel floor system, likely to handle the vibration requirements better than traditional wooden floor systems, is the basis for this master thesis. The purpose is to examine the stiffness of the floor by building and testing a prototype and by producing a numerical model based on the finite element method. In the longitudinal, main load-bearing direction the floor system works as a truss with flanges of longitudinal oriented timber members and web diagonals of transversely oriented members. In the transverse direction the web diagonals work as beams. The components were prefabricated elsewhere and assembled at Växjö University into a prototype. The prototype was then exposed to a number of different load cases. Deflections were measured and stiffness properties of the floor were derived. In addition to the experimental analysis the numerical model was used to calculate deflections when subjected to different load cases and for evaluating the principal stiffness properties of the floor. Both the experimental and the calculated results using the numerical model show high bending stiffness in the longitudinal direction, EI/b = 18,9•106 Nm2/m and 18,6•106 Nm2/m respectively. Also the bending stiffness in the transversal direction is high and equivalent to 21,2 % or 17,1 % (testing and simulation respectively) of the bending stiffness in the longitudinal direction. Using numerical analysis, also the effect on the stiffness of adding an upper layer of a 22 mm particleboard was examined.

<p>Today’s bridge design work in many cases demands a trustworthy dynamic analysis instead of using the traditional dynamic amplification factors. In this thesis a reliable 3D Bernoulli-Euler beam finite element model of the New Årsta Railway Bridge was prepared for thorough dynamic analysis using in situ bridge monitoring for correlation. The bridge is of the concrete box girder type with a heavily reinforced and prestressed bridge deck. The monitoring system was designed for long term monitoring with strain transducers embedded in the concrete and accelerometers mounted inside the edge beams and at the lower edge of the track slab.</p><p>The global finite element model used the exact bridge geometry but was simplified regarding prestressing cables and the two railway tracks. The prestressing cables and the tracks were consequently not included and an equivalent pure concrete model was identified.</p><p>A static macadam train load was eccentrically placed on one of the bridge’s two tracks. By using Vlasov’s torsional theory and thereby including constrained warping a realistic modulus of elasticity for the concrete without prestressing cables and stiffness contribution from the railway tracks was found. This was allowed by comparing measured strain from strain transducers with the linear elastic finite element model’s axial stresses. Mainly three monitoring bridge sections were used, each of which was modelled with plane strain finite elements subjected to sectional forces/moments from a static macadam train load and a separately calculated torsional curvature.</p><p>From the identified modulus of elasticity the global finite element model was updated for Poisson’s ratio and material density (mass) to correspond with natural frequencies from the performed signal analysis of accelerometer signals. The influence of warping on the natural frequencies of the global finite element model was assumed small and the bridge’s torsional behaviour was modelled to follow Saint-Venant’s torsional theory.</p><p>A first preliminary estimation of modal damping ratios was included. The results indicated that natural frequencies were in accordance between modelling and signal analysis results, especially concerning high energy modes. Estimated damping ratios for the first vibration modes far exceeded the lower limit value specified in bridge design codes and railway bridge dynamic analysis recommendations.</p>

<p>I samband med att intresset för att bygga högre trähus har ökat så krävs nya lösningar för att t.ex. kunna möta efterfrågan på stora öppna ytor och långa spännvidder. Träbjälklag med lång spännvidd har dock oftast svårigheter med att klara kraven på svikt och vibrationer. Ett nyutvecklat förslag på träbjälklag som förmodas klara dessa krav bättre än traditionella träbjälklag har varit utgångspunkten för detta examensarbete där syftet har varit att undersöka bjälklagets styvhet. Detta gjordes laborativt genom att bygga och testa en prototyp av det föreslagna bjälklaget och genom att en numerisk modell baserad på finita element metoden togs fram och användes för att studera hur olika parametrar påverkar bjälklagets styvhetsegenskaper.</p><p>Bjälklagets design bygger på fackverksprincipen i primärriktningen och på balkverkan i sekundärriktningen. De ingående komponenterna har kommit prefabricerade till Växjö universitet där de har monterats ihop till ett fullskaligt bjälklagselement. Elementet har sedan utsatts för ett antal belastningsfall där nedböjningarna uppmätts vilka sedan givit underlag för att få värden på bjälklagets effektiva styvhetsegenskaper.</p><p>Både de laborativa och de simulerade resultaten visar på en hög böjstyvhet i primärriktningen d.v.s. 18,9•106 Nm2/m [EI/b] respektive 18,6•106 Nm2/m [EI/b]. Även böjstyvheten i sekundärriktningen är hög d.v.s. motsvarar 21,2 % respektive 17,1 % av styvheten i primärriktningen.</p><p>I beräkningsmodellen har det dessutom undersökts hur ett övre lager av spånskivor inverkar på bjälklagets styvhet.</p> / <p>The interest for building higher and larger wooden houses has increased in Sweden during the last decade resulting in higher requirements on the technical performance of such structures in order to met demands on large open surfaces and large spans of floors. Wooden floor systems with large spans often have difficulties, however, to meet the vibration requirements. A novel floor system, likely to handle the vibration requirements better than traditional wooden floor systems, is the basis for this master thesis. The purpose is to examine the stiffness of the floor by building and testing a prototype and by producing a numerical model based on the finite element method.</p><p>In the longitudinal, main load-bearing direction the floor system works as a truss with flanges of longitudinal oriented timber members and web diagonals of transversely oriented members. In the transverse direction the web diagonals work as beams. The components were prefabricated elsewhere and assembled at Växjö University into a prototype. The prototype was then exposed to a number of different load cases. Deflections were measured and stiffness properties of the floor were derived. In addition to the experimental analysis the numerical model was used to calculate deflections when subjected to different load cases and for evaluating the principal stiffness properties of the floor.</p><p>Both the experimental and the calculated results using the numerical model show high bending stiffness in the longitudinal direction, EI/b = 18,9•106 Nm2/m and 18,6•106 Nm2/m respectively. Also the bending stiffness in the transversal direction is high and equivalent to 21,2 % or 17,1 % (testing and simulation respectively) of the bending stiffness in the longitudinal direction. Using numerical analysis, also the effect on the stiffness of adding an upper layer of a 22 mm particleboard was examined.</p>

Today’s bridge design work in many cases demands a trustworthy dynamic analysis instead of using the traditional dynamic amplification factors. In this thesis a reliable 3D Bernoulli-Euler beam finite element model of the New Årsta Railway Bridge was prepared for thorough dynamic analysis using in situ bridge monitoring for correlation. The bridge is of the concrete box girder type with a heavily reinforced and prestressed bridge deck. The monitoring system was designed for long term monitoring with strain transducers embedded in the concrete and accelerometers mounted inside the edge beams and at the lower edge of the track slab. The global finite element model used the exact bridge geometry but was simplified regarding prestressing cables and the two railway tracks. The prestressing cables and the tracks were consequently not included and an equivalent pure concrete model was identified. A static macadam train load was eccentrically placed on one of the bridge’s two tracks. By using Vlasov’s torsional theory and thereby including constrained warping a realistic modulus of elasticity for the concrete without prestressing cables and stiffness contribution from the railway tracks was found. This was allowed by comparing measured strain from strain transducers with the linear elastic finite element model’s axial stresses. Mainly three monitoring bridge sections were used, each of which was modelled with plane strain finite elements subjected to sectional forces/moments from a static macadam train load and a separately calculated torsional curvature. From the identified modulus of elasticity the global finite element model was updated for Poisson’s ratio and material density (mass) to correspond with natural frequencies from the performed signal analysis of accelerometer signals. The influence of warping on the natural frequencies of the global finite element model was assumed small and the bridge’s torsional behaviour was modelled to follow Saint-Venant’s torsional theory. A first preliminary estimation of modal damping ratios was included. The results indicated that natural frequencies were in accordance between modelling and signal analysis results, especially concerning high energy modes. Estimated damping ratios for the first vibration modes far exceeded the lower limit value specified in bridge design codes and railway bridge dynamic analysis recommendations. / QC 20101124