Les optiques multicouches pour rayons-X sont généralement constituées de centaines de périodes de couches alternées. L'épaisseur d'une période est de quelques nanomètres. Une multicouche est souvent déposée sur un substrat de silicium avec une taille typique de 60 × 60 × (60~300) mm3. Le rapport de dimensions (~107) entre la taille de l'optique et de l'épaisseur de l'empilement est très élevé et il peut conduire à un très grand nombre d'éléments (~1016). Certains éléments spéciaux avec fonctions de couche sont disponibles dans ANSYS (de 2011), ce qui signifie que les propriétés de chaque couche peuvent être définies. Par l'utilisation des éléments nommés « layer-functioned », le modèle d'analyse thermique-structurelle a été mise en œuvre pour les optiques multicouches. Le nombre d'éléments est réduit par un facteur supérieur à 30 et le nombre effectif de sous-couches gérables par les ordinateurs actuels augmente beaucoup. Basé sur la modèle d'éléments finis de l'optique multicouche, la distribution tridimensionnelle non-uniforme de température peut être simulée avec des paramètres variables de charge thermique, de conditions de refroidissement, de propriétés des matériaux, de géométries du substrat et des films de revêtement. Les contraintes et déformations thermiques peuvent être résolues quantitativement.Des miroirs à réflexion totale et des monochromateurs multicouches refroidis à l'eau et à l'azote liquide ont été étudiés avec des paramètres typiques de charge thermique, de refroidissement et de géométrie. Les effets de refroidissement de l'optique et de la charge thermique du faisceau de rayons-X ont été décrits. Il est montré que les influences de la température sur le revêtement et la déformation sont négligeables. La contrainte dans le substrat n'est que légèrement augmentée (<0.1%). Cependant, des fortes contraintes sont induites dans les couches en raison de la différence de CTE, ce qui peut être critique pour la survie de l'optique. Pour la condition de refroidissement à l'eau, la couche est sous contrainte de compression de plusieurs dizaines de MPa, ce qui est normalement inférieur à la résistance du matériau de la couche. Pour la condition de refroidissement à l'azote liquide, cependant, une grosse contrainte de traction de plusieurs centaines de MPa apparait dans la couche lorsque l'optique est refroidie jusqu'à la température de l'azote liquide (80 K). Cette contrainte de traction peut dépasser la résistance à la traction (UTS) pour certains types de matériaux de couche. La contrainte thermique dans l'optique multicouche dépend de la différence de CTE entre le matériau de la couche et le matériau du substrat, mais elle est indépendante de la différence des CTE entre les différentes sous-couches. En principe, pour minimiser la contrainte thermique, le matériau de revêtement doit avoir un CTE proche de celle du substrat, un module de Young et un coefficient de Poisson plus petits. En outre, une grande résistance du matériau de la couche est bénéfique pour sa capacité à résister à la contrainte thermique.Pour obtenir des informations appropriées sur le comportement des multicouches sous l'influence de la charge thermique, des propriétés telles que le module de Young, le ratio entre CTE et module de Poisson des multicouches sont déterminés indirectement en mesurant la variation de la courbure due au changement de température. Des couches simples de B4C, Pd et Cr et des multicouches [Pd/B4C] d'épaisseurs de l'ordre du nanomètre sont préparées et mesurées. Les résultats expérimentaux montrent que tous les matériaux étudiés présentent un CTE et/ou un module de Young inférieur par rapport aux données dans la littérature. Cela est particulièrement vrai pour les couches minces de B4C. Par conséquent, la contrainte thermique réelle et la contrainte dans les couches de revêtement d'un miroir ou de multicouches optiques sont sensiblement plus petites que les résultats calculés avec les propriétés des matériaux massifs. / Multilayer optics for X-rays typically consists of hundreds of periods of alternating sub-layers coated on a silicon substrate. The thickness of one period of sub-layers is a few nanometers. The silicon substrate is typically a block of 60 mm large, 60 mm wide and 60 to 300 mm long. The high aspect ratio (~107) between the size of the optics and the thickness of the multilayer can lead to a very large number of elements (~1016) for the numerical simulation (by FEA). Some special layer-functioned elements have been developed recently (in 2011) in ANSYS, which means the properties of each layer can be explicitly defined. In this work, the thermal-structural analysis model has been implemented for multilayer optics by use of these layer-functioned elements. The number of meshed elements is considerably reduced by a factor of more than 30 and the number of sub-layers feasible for the present computers is increased significantly. Based on the finite element model of multilayer optics, the non-uniform three-dimensional temperature distribution can be simulated with variable heat load parameters, cooling conditions, material properties and geometries of the substrate and the coating films. The thermal stress and deformation can be solved quantitatively.Single layer coated mirrors and multilayer monochromators cooled by water or liquid-nitrogen are studied with typical parameters of heat-load, cooling, and geometry. The effects of cooling-down of the optics and the X-ray beam heat-load are described. It is shown that the influences from the coating on temperature and deformation are negligible. The stress in the substrate is only slightly increased (<0.1%). However, large layer stresses are induced due to the different thermal expansion coefficients (CTE) between the layer and substrate materials, which are the critical issues for the survival of the optics. For the water cooling condition, the layer is under compressive stress of tens of MPa which is normally less than the strength of the layer material. For the liquid-nitrogen cooling condition, however, large tensile stress of several hundreds of MPa is formed in the layer as the optics is cooled more than 200 K down to the liquid-nitrogen temperature (80K). This tensile stress can exceed the ultimate tensile strength (UTS) for some kinds of layer materials. The thermal stress in multilayer optics depends on the difference in CTE between the layer material and the substrate material, but it is independent on the CTE difference between different sub-layers. In principle, to minimize the thermal stress, the coating material should have a CTE closer to that of the substrate, smaller Young's modulus and Poisson's ratio. Moreover, a higher strength of the layer material is beneficial for its ability to withstand the thermal stress.To acquire appropriate information about the behaviour of thin multilayer films under the influence of thermal loading, material properties such as Young's modulus, Poisson's ratio and CTE, of thin multilayer films are determined indirectly by measuring the curvature change due to uniform temperature change. B4C, Pd and Cr single layers and [Pd/B4C] multilayers of thicknesses in the nanometer range are prepared and measured. The experimental results show that all of the studied materials exhibit lower CTE and/or Young's modulus than expected from bulk data in the literature. This is particularly true for the thin B4C films. Therefore, the real thermal stress and strain in the coating layers of a mirror or multilayer optics are significantly smaller than the calculated results with bulk material properties.results with bulk material properties.

Detta examensarbete går ut på att konstruera en upphängningsanordning för en provrigg på Scania. Scania har i dagsläget ett flertal olika provriggar, en provrigg de har är T22. Syftet med detta arbete är att utveckla en fixtur som har egenskapen att stödja en tung växellåda så den utgående axeln på växellådan kan provas i provriggen T22. Metoden som används för denna utveckling består av flera moment där den första delen är att mäta nuvarande mått på växellådan och modellera en fixtur med hjälp av de mått som tagits i CAD-programmet CATIA. Därefter kan fixturen som konstruerats i CATIA sammanställas ihop med växellådan för att se om dimensionerna stämmer. När sammanställningen har genomförts kan mekaniska analyser utföras och sedan avslutas med tester. Resultatet av projektet blev en upphängningsanordning som monteras på Scanias växellådor som i sin tur kopplas ihop med provrigg T22. Scanias befintliga komponenter som lyftbalk och cirkulär konsol användes och kompletterades med armar som möjliggör att montera växellådan bakifrån i provrigg T22. Av det här resultatet kan vi dra slutsatsen att Scania kan montera fixturen på de allra flesta GW växellådorna och utföra mätningar via provriggen T22. / This thesis is about designing a suspension device for a test rig at Scania. Scania currently has several different test rigs, one test rig they have is T22. The purpose of this work is to develop a fixture that has the property of supporting a large gearbox so that the output shaft of the gearbox can be tested in the test rig T22. The method used for this development consists of several parts where the first part is to measure the current dimensions of the gearbox and then create a fixture in the CAD program CATIA V5 adapted to the dimensions taken before on the gearbox. Then the fixture constructed in CATIA V5 can be assembled with the gearbox to check if the dimensions are correct and fits together. Once the compilation has been completed, mechanical analyzes can be performed and then conclude with tests.The result of the project was a suspension device that is mounted on Scania's gearboxes which in turn are connected to test rig T22. Scania's existing components such as lifting beam and circular adapter were used and supplemented with arms that allow the gearbox to be mounted from behind in test rig T22.From this result we can conclude that Scania can mount the fixture on most GW gearboxes and perform measurements using the test rig T22.

Denna produktutvecklingsstudie beskriver utvecklingen av en skolstol, specialdesignad för elever på gymnasieskolor. Syftet med studien är att utveckla en stol utifrån användarens behov och krav, då det finns en brist på stolar utformade efter användarens behov för denna målgrupp. Utvecklingen är uppdelad i fem steg, introduktion till projektet, projektplan och metoder, en litteraturstudie på fakta och information som behövs för att möjliggöra denna produkt design, en design utvecklingsprocessen, bestående av skisser, en CAD-modell och FEA, och sedan resultatet och slutligen en diskussionsdel om vad som uppnåddes samt vad som kan vidareutvecklas, och stödja en vidareutveckling av skolstolar i framtiden. Resultatet av slutprodukten är en funktionell stol som uppfyller målgruppens krav och behov, samt standarder och krav på skolstolar. De viktigaste målen var att uppnå en hållbar, prisvärd och bekväm stol för elever att använda, och skolor att ha råd med, vilket den slutliga produkten uppnår. / This product development study describes the development of a school chair, specially designed for high school students. This due to the lack of chairs designed after the need of the user in this subject group. The development is split up into five stages, the introduction to the project, the project plan and methods, information (facts) needed to make the product design possible, the design development process, consisting of sketches, a CAD model and FEA, and then the result and finally a conclusionon what was achieved as well as what could be further developed, and support a further development of school chairs in the future. The result of the final product is a functional chair that achieves the requirements from the users, as well as the standards and requirements for school chairs. The key goals were to achieve a sustainable, affordable and comfortable chair for students to use, and schools to afford, in which the final product achieves.

Operating temperature range is one of the primary design considerations for developing effective disc brake system performance. Very high braking temperatures can introduce effects detrimental to performance such as brake fade, premature wear, brake fluid vaporization, bearing failure, thermal cracks, and thermally-excited vibration [2]. This project is concerned with investigating deficiencies and proposing improvements in brake system Finite Element (FE) models in order to provide high quality descriptions of thermal behaviour during braking events. The work focuses on brake disc/pad models and the degree of rotational freedom allowed for the pad. Conventional models [10] allow no motion/or free motion of the pad. The present work investigates the effect on disc/pad interface temperature and pressure distributions of limited relaxations of this rotational restriction. Models are proposed, developed and validated that facilitate different rotational degrees of freedom (DoF) of the pad. An important influencing factor in friction brake performance is the development of an interface tribo-layer (ITL). It is reasonable to assume that allowing limited rotational motion of the pad will impact the development of the ITL (e.g. due to different friction force distributions) and hence influence temperature. Here the ITL is modelled in the numerical simulations as a function of its thickness distribution and thermal conductivity. Different levels of ITL thermal conductivity are defined in this work and results show that conductivity significantly a1qwffects interface temperature and heat partition ratio. The work is based around a set of test-rig experiments and FE model developments and simulations. For the experimental work, a small-scale test rig is used to investigate the friction induced bending moment effect on the pad/disc temperature. Significant non-uniform wear is observed across the friction surface of the pad, and reasons for the different wear rates are proposed and analyzed together with their effect on surface temperature. Following on from experiment a suite of models is developed in order to evidence the importance of limited pad motion and ITL behaviours. A 2D coupled temperature-displacement FE model is used to quantify the influence of different pad rotational degrees of freedom and so provide evidence for proposing realistic pad boundary settings for 3D models. Normal and high interface thermal conductance is used in 2D models and results show that the ITL thermal conductivity is an important factor influencing the maximum temperature of contact surfaces and therefore brake performance. The interface heat partition ratio is calculated by using the heat flux results and it is confirmed that this value is neither constant nor uniform across the interface surfaces. Key conclusions from the work are (i) that ITL thermal conductivity is an important factor influencing the interface temperature/heat flux distribution and their maximum values, (ii) that allowed motion of the pad significantly affects the interface pressure distribution and subsequently the temperature distribution, (iii) that the transient heat partition in friction braking is clearly quite different to the conventional friction-pair steady heat partition (the heat partition ratio is not uniformly distributed along the interface) and (iv) that the thickness of the ITL increases through braking events, reducing the heat transfer to the disc, and so providing a possible explanation for increasing pad temperature observed over the life time of a brake pad.

In dem Vortrag wird die Entwicklung einer Finiten-Elemente-App für Android dargelegt, sowie die Vorteile im Postprozessing von einfachen Strukturen bei der Verwendung der Gestensteuerung erörtert.

Die simulative Absicherung von Produkten in den frühen Phasen der Produktentwicklung wird immer wichtiger, um den Anforderungen nach steigender Effizienz gerecht zu werden. Da das Angebot an erfahrenen Berechnungsingenieuren mit langjähriger Berufserfahrung begrenzt ist gilt es weniger erfahrene Simulationsanwender bei der Durchführung von aussagekräftigen Finite-Elemente-Simulationen zu unterstützen. Die Autoren stellen im Rahmen des Beitrags das Konzept des Analyseteils FEdelM eines FEA-Assistenzsystems vor, welches strukturmechanische Finite-Elemente (FE) Simulationen auf Plausibilität überprüft und auftretende Fehler möglichst automatisiert zu erkennt und behebt. Hierbei werden die einzelnen Module und deren Verknüpfungen untereinander und zu anderen Anwendungen vorgestellt.

In dem Vortrag wird die Entwicklung einer Finiten-Elemente-App für Android dargelegt, sowie die Vorteile im Postprozessing von einfachen Strukturen bei der Verwendung der Gestensteuerung erörtert.

Punching shear is a failure mechanism caused by concentrated loads, creating a crack pattern that resembles a cone shape or piece of pie starting from the top surface of the slab and prolongs downwards. When the total shear force is greater than the shear resistance of the slab, it may eventually lead to punching shear failure. It can be visualized as the column punches through the slab. Punching shear is very brittle and occurs all of a sudden. It is believed that the slab is subjected to hogging moments over the column in both directions, i.e. parallel and perpendicular to the free edge. Non-linear finite element analyses (NLFEA) has been used to study the cracking and failure mechanism for the reinforced slab. It is a slab over the edge support without clamping stiffness, therefore simulating the slab shear mechanism over a slender steel column is carried out in this study. The analyses has been performed using the software ATENA 3D Engineering developed by Červenka Consulting. Since the symmetry has been taken into account over an edge column, only one half of the cross-section has been modeled, with a symmetry line passing vertically through the slab and column. It can be summarized that the failure encountered around the column has a conical shape crack pattern similar to the ones encountered when punching shear occurs. However, it is important to note that this failure is not due to classic punching shear, but instead due to shear cracks developing around the column in both directions, both parallel and perpendicular to the free-edge. Three models (C1, C2, and C3) are studied to evaluate the impact that the length of the lower leg of the c-bar reinforcement has during failure. As mentioned earlier above, the crack propagation during punching shear begins from the upper surface of the slab and prolongs downwards diagonally towards the bottom of the slab and adjacent to the column. However, the crack propagation in the strip perpendicular to the free edge in all three models initiate from the bottom and propagate upwards. It can be concluded that the length reduction of the lower leg of the c-bars as a consequence reduced the shear strength capacity of the slab around the steel-plate. The reason for this is due to a reduction in maximum peak load when the lower leg of the c-bars were reduced. Consequently, this leads to a decrease in shear strength capacity of the slab and an earlier failure, where the inner-span was not able to take additional loads which could have led to greater deflections. / Genomstansning är en brottmekanism orsakad av koncentrerade laster, vilket skapar ett sprickmönster i likhet med en konfrom ellet en bit av paj som börjar från den övre ytan av plattan och förlängs nedåt. När den totala skjuvkraften är större än skjuvmotståndet i plattan , kan det så småningom leda till ett genomstansningsbrott. Det kan visualiseras som att pelaren stansar eller slår igenom plattan. Genomstansning är ett mycket sprött brott och inträffar helt plötsligt. Det antas att plattan utsätts för negativt moment ovanför pelaren i båda riktningarna, d.v.s såväl parallellt som vinkelrät mot den fria kanten. Icke-linjära finita elementanalyser (NLFEA) har använts för att studera sprickbildnings och brottmekanismen för den förstärkta plattan. Det är en platta över kantstödet utan någon fast inspänd styvhet, därför simuleras skjuvmekanismen för plattan över en slank stålpelare i denna studie. Analyserna har utförts med programvaran ATENA 3D Engineering som utvecklats av Červenka Consulting. Eftersom hänsyn har tagits till symmetrin över en kantpelare har endast halva tvärsnittet modellerats, med en symmetrilinje som går vertikalt genom plattan och pelaren. Det kan sammanfattas att brottet som påträffas runt pelaren har en konisk form med ett sprickamönster som liknar de som påträffas vid genomstansning. Det är dock viktigt att notera att detta brott inte orsakats av klassisk genomstansning, utan istället på grund av skjuvsprickor som utvecklast runt pelaren i båda riktningarna, såväl parallellt som vinkelrät mot den fria kanten. Som det tidigare nämnts ovanför börjar sprickan vid genomstansning från plattans övre yta och förlängs nedåt diagonalt mot bottenplattan och intill pelaren. Sprickmönstret i remsan vinkelrät mot den fria kanten i alla tre modellerna (C1, C2 och C3) initierar dock från botten och sprids uppåt. Slutsatsen kan dras att längdminskningen av c-stängernas underben minskade skjuvhållfastheten hos betongplattan runt pelaren. Anledningen till detta beror på en minskning av maximal toppbelastning när c-stängernas underben reducerades. Följaktligen leder detta till en minskning av skjuvhållfastheten och ett tidigare brott, där den inre spännvidden inte kunda ta ytterligare belastningar som kunde ha lett till större nedböjningar.

Impact induced injury to the human head is a major cause of death and disability; this has driven considerable research in this field. Despite this, the methods by which the brain is damaged following non-penetrative (blunt) impact, where the skull remains intact, are not well understood. The mechanisms which give rise to brain trauma as a result of blunt head impact are frequently explored using indirect methods, such as finite element simulation. Finite element models are often created manually, but the complex anatomy of the head and its internal structures makes the manual creation of a model with a high level of geometric accuracy intractable. Generally, approximate models are created, thereby introducing large simplifications and user subjectivity. Previous work purports that blunt head impacts of short duration give rise to large dynamic transients of both positive and negative pressure in the brain. Here, three finite element models of the human head, of increasing biofidelity, were employed to investigate this phenomenon. A novel approach to generating finite element models of arbitrary complexity directly from three-dimensional image data was exploited in the development of these models, and eventually a highly realistic model of the whole head and neck was constructed and validated against a widely used experimental benchmark. The head models were subjected to a variety of simulated impacts, ranging from comparatively long duration to very short duration collisions. The dynamic intracranial pressure response, characterised by large transients of both positive and negative pressure in the brain, was observed following short duration impacts in all three of the models used in this study. The dynamic intracranial response was also recorded following short duration impacts of high energy, involving large impact forces, which were deemed to be realistic representations of actual impact scenarios. With the aid of an approximate analytical solution, analysis of the simulations revealed that the dynamic response is caused by localised skull deflection, which induces flexural waves in the skull. The implications of these magnified pressures are discussed, with particular regard to the potential for intracranial cavitation.

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.