This document deals with the development of drilling tools by means of CAD and CAE technologies. At first, a brief overview of various design procedures of 3D drill models is presented, possibilities of measurement of force and moment loading during drilling are mentioned, a chip formation mechanism is briefly described and then a list of commonly used explicit (mesh) finite element methods used for cutting simulations is presented. A meshless SPH method have been selected for this work. Although it is able to handle the large deformations easily, it has been used for cutting simulations very rarely and only an orthogonal cutting simulations related information can be found in scientific databases. It has been demonstrated on the orthogonal cutting simulation of A2024-T351 alloy that was also the starting point for SPH simulation of drilling. The following is a decription of the design, simulation and prototyping of new drilling tools - drills with three and two cutting edges and an internal chip channel. This document is focused in detail on the variant with two cutting edges for which SPH drilling simulation has also been performed. Some drawbacks related to more precise chip simulation demands have been revealed, especially a rapid increase in number of SPH elements followed with prolongation of a computational time. Information related to the design of the drilling head with two cutting edges were then used to create the patent application.

<p>U EN1998-1 i EN1998-2 su propisane metode za određivanje seizmičkih<br />uticaja koje koriste linearno-elastične modele u modalnoj analizi sa<br />spektrima odgovora. Za regularne konstrukcije, se može primeniti i<br />ekvivalentna statička metoda u slučaju da ne postoji značajan<br />doprinos viših tonova na odgovor sistema. U EN1998-2 su propisane,<br />kao alternativa linearno-elastičnim metodama analize, nelinearna<br />statička analiza i nelinearna dinamička analiza. U ovom radu su<br />primenjene linearne i nelinearne statičke i dinamičke analize<br />armiranobetonskih grednih mostova sa različitim kombinacijama<br />dužina stubova u cilju procene seizmičkih performansi.</p> / <p>The EN 1998-1 and EN1998-2 prescribed methods for the determination of<br />seismic action using linear-elastic models for modal analysis with response<br />spectrum. For regular structures, can be applied to the equivalent static<br />method in the action that there is a significant contribution to higher modes<br />on the response of the system. The EN1998-2 are prescribed as an<br />alternative to linear-elastic methods of analysis, nonlinear static analysis and<br />nonlinear dynamic analysis. This study applied linear and nonlinear static<br />and dynamic analysis of reinforced concrete girder bridges with different<br />combinations of length piers in order to assess the seismic performance.</p>

The infrastructure of today is getting older and problems caused by deterioration over time is affecting the service life of these structures. In Sweden most of the existing bridges were constructed 60 to 70 years ago, rising the need to determine the state of health of the bridges as the maintenance costs will increase heavily. Part of the above-mentioned cut of the bridges owned by Trafikverket (The Swedish Transport Administration) that was constructed 60 – 70 years ago are pre-stressed concrete bridges. Pre-stressing of concrete structures is today a commonly used technology that utilizes the beneficial characteristic of concrete, the compressive strength, to a further extent than reinforced concrete.     This report will focus on the problems with pre-stressed concrete bridges and particularly on the thermal effects on the Abiskojokk railway bridge located in the northern part of Sweden. The pre-stressed box girder bridge spans in total 86 m in three lengths of 30 m, 35 m respectively 21 m starting from the east abutment and is part of the Iron-Ore Line starting in Kiruna and ending in Narvik, Norway. In an ocular(särskild) inspection of the bridge carried out the 18th of August in 2016 several crack patterns were mapped on the inside of the box girder along with some cracks about the top of the first column support starting from the east abutment. This thesis is focusing on the cracks that was mapped along the tendon positions on the inside of the box girder in the first span starting from the east abutment. The hypothesis is that the cracks are caused by temperature loads and normal forces obtained from the tendons at the thickening of the cross-sections. The research questions are; what the monitoring program shows and if it is possible to prove the hypothesis by using of a FE-model considering the gravity loads, temperature loads and the pre-stressing.     In order to determine the cause of the cracks on the inside of the box girder and investigate the behaviour of the bridge a monitoring program was installed, measuring the crack development over time along with the acceleration and temperatures of the bridge. Example data from the program were later used to analyse the behaviour of the bridge.     The results from the temperature data shows that the bridge has a slowness to temperature changes outside. This gives rise to temperature gradient acting over the bridge parts that may contribute to crack propagation. It also showed that the temperature correlates well with the strain of the cracks. The LVDT’s showed that the largest crack openings during train loading occurred in the second span of the bridge. The data also showed relatively large and unexpected negative peaks during the train loads. The strain gauges also show that the largest strain is occurring in the second span of the bridge. The crack envelopment during a train loads are more expected here and may prove that the negative peaks from the LVDT’s and accelerometers are caused by vibrations. The accelerometers showed that the largest transversal accelerations take place in the first and third span. This may be due to more restricted supports conditions at the column supports than the abutments. The accelerometer also showed correlating negative peaks with the LVDT’s that may be caused by vibrations in the bridge.     The conclusion from the monitoring program so far is that is not possible to prove the cause of the cracks so far, but it may be in the future.     The results from the non-linear FE-model showed that the thermal action of the Eurocode gradient was not enough to crack the concrete along with the pre-stressing load. However, the effects of the hypothesis were proven right.

Considering the hypothetical core melt down scenario for a light water reactor (LWR) a possible failure mode of the reactor pressure vessel (RPV) and its failure time has to be investigated for a determination of the loadings on the containment. Numerous experiments have been performed accompanied with material properties evaluation, theoretical, and numerical work /REM 1993/, /THF 1997/, /CHU 1999/. For pre- and post-test calculations of Lower Head Failure experiments like OLHF or FOREVER it is necessary to model creep and plasticity processes. Therefore a Fi-nite Element Model is developed at the FZR using a numerical approach which avoids the use of a single creep law employing constants derived from the data for a limited stress and temperature range. Instead of this a numerical creep data base (CDB) is developed where the creep strain rate is evaluated in dependence on the current total strain, temperature and equivalent stress. A main task for this approach is the generation and validation of the CDB. Additionally the implementation of all relevant temperature dependent material properties has been performed. For an evaluation of the failure times a damage model according to an approach of Lemaitre is applied. The validation of the numerical model is performed by the simulation of and com-parison with experiments. This is done in 3 levels: starting with the simulation of sin-gle uniaxial creep tests, which is considered as a 1D-problem. In the next level so called "tube-failure-experiments" are modeled: the RUPTHER-14 and the "MPA-Meppen"-experiment. These experiments are considered as 2D-problems. Finally the numerical model is applied to scaled 3D-experiments, where the lower head of a PWR is represented in its hemispherical shape, like in the FOREVER-experiments. This report deals with the 1D- and 2D-simulations. An interesting question to be solved in this frame is the comparability of the French 16MND5 and the German 20MnMoNi55 RPV-steels, which are chemically nearly identical. Since these 2 steels show a similar behavior, it should be allowed on a lim-ited scale to transfer experimental and numerical data from one to the other.

On vessel wall injury the complex process of blood coagulation is set off. It is composed of vasoconstriction, primary hemostasis, secondary hemostasis and fibrinolysis. This work enriches current model of primary hemostasis of Storti. The previous model used ALE formalism for tracing of development of platelet plug. The phase field method is used for tracing of the development of interface blood-thrombus. Storti's primary hemostasis was extended to capture the fact, that the platelets can be activated in the blood flow in the area of reactive surface not only by influence of chemical agents like thromboxane, ADP and thrombin but also by their exposure to elevated values of shear stress. In our first approach we deal the emerging thrombus as a fluid with very high viscosity. In the second approach it was assumed, that platelet plug develops as a viscoelastic material according to constitutive equations of clot introduced by Kempen. In this manner platelet clot matures into blood clot. In both approaches the blood is represented as a non-Newtonian fluid. The framework of the phase field method was applied also to the model of high shear rate thrombosis of Weller. Weller's original model of Weller took advantage of the cylindrical symmetry of computational domains for its computations, hence the...

Being able to supply larger parts of the world with renewable energy and satisfy the increasing energy demand requires larger and more efficient power transformers. Larger transformers are causing problems within the transport area since most of the railway in Sweden has a maximal width that must not be exceeded. In order to lift up to 600 tons and at the same time stay within the load profile, requires innovative solutions to the lifting lugs that are being used to lift the transformers. The aim with this study is to design a lifting lug that will be used to lift ABB: s transformers. Several requirements and wishes were first established for the new design of the lifting lug. These were then used to generate concepts. Pugh´s matrix was used to compare the concepts to each other as well as the current lifting lug. The concepts with the highest points were chosen for further development. The chosen concepts were then constructed together with a representation of the transformer in CAD which were used for FEM simulations in Creo. In the end one concept was chosen for further development. Continuous FEM analyses were performed during the study to ensure that the right design and the right dimensions were used to develop the best possible concept at the end. The best selected concept met all the requirements and most of the wishes for the lifting lug. In addition, the final dimensions were optimized to meet the weight classes 30-, 40-, 70-, 100- and 150 tons represented in two different tables in the result section of the study. Unfortunately, a / För att kunna förse större delar av världen med förnybar energi och tillfredsställa det ökande energibehovet krävs större och bättre transformatorer. Större transformatorer leder till problem med transport då många av järnvägarna i Sverige har en maximal bredd som inte får överstigas. För att kunna lyfta upp emot 600 ton och samtidigt hålla sig inom lastprofilen behövs innovativa lösningar på lyftöglorna som används för att lyfta transformatorerna.   Syftet med denna studie är skapa ett koncept för en lyftögla som kan använda både syntetiska- och stålvajrar för att lyfta ABB:s transformatorer. Först fastställdes ett antal krav och önskemål för designen av lyftöglan. Dessa användes sedan vid konceptgenereringen. Med hjälp av Pughs matris jämfördes koncepten med varandra samt med den nuvarande lyftöglan som valdes som referens. De koncepten som hade högst poäng valdes för vidareutveckling. Koncepten konstruerades i CAD tillsammans med en representation av transformatorn som användes vid simuleringar i Creo. Slutligen valdes ett koncept för att vidareutvecklas. För att konceptet skulle klara alla krav som ställts utfördes rullande FEM analyser under studiens gång för att kunna testa olika dimensioner och designer av konceptet för att komma fram till ett så bra koncept som möjligt.   Resultatet av studien blev att det slutvalda konceptet uppfyllde alla ställda krav samt de flesta önskemålen. Konceptets slutgiltiga dimensioner optimerades dessutom för att klara viktklasserna 30-, 40-, 70-, 100- och 150 ton som redovisas med hjälp av två tabeller i studiens resultatavsnitt. På grund av tidsbrist i studien kunde inte en prototyp av konceptet tillverkas.

This study is based on an analysis of a foundation slab where calculations are done to find the minimum amount of reinforcement needed. The purpose of this thesis is to find a balance between time-cost, carbon dioxide emissions and the working environment. One way to minimize time-cost is by using FEM-software. In some cases, FEM-software is more exact than manual calculations, since manual calculations usually approximate. For this reason, manual calculations are compared to FEM-Design. FEM-software is commonly used for other parts of construction, which saves time-cost and materials compared to manual calculations. The use of FEM-software for foundation slabs could improve the dimensioning process in the same manner. The slab that is analysed in this thesis is part of an industrial building. The slab has two parts with different prerequisites in forms of area, thickness and point loads. Shrinkage- and creep-deformations are common causes for cracks in concrete. The results show that FEM-Design saves time for both parts of the slab but requires more reinforcement for the bigger of the two dimensions, which entails higher carbon dioxide emissions. Both calculation-methods met the maximum distance of 150 mm between the reinforcement bars which is the requirement for the workplace environment. / Detta examensarbete handlar om att analysera en grundplatta genom att hitta en balans mellan tid, arbetsmiljö och minimering av koldioxidutsläpp. Sweco presenterade utmaningen att beräkna den optimala ameringsmängden med hänsyn till dessa aspekter och erbjöd resurser för analysen. Plattan som analyseras är en del av en industribyggnad. Den är uppdelad i två delplattor som har olika förutsättningar för tjocklek och laststorlek. Ett sätt att minimera tid kan vara att använda sig av FEM-beräkningsprogram. I vissa fall är FEM-beräkningsprogram mer säkra än handberäkningar då handberäkningar approximerar. Av dessa anledningar jämförs handberäkningar med FEM-Design. Grundplattor är intressanta konstruktionsdelar som utsätts för krymp- samt krypdeformationer utöver externa laster. Dessa deformationer kan orsaka sprickbildning i armerade grundplattor. Momentfördelningen för grundplattor skiljer sig avsevärt jämfört med betongplattor som vilar på stöd. Resultaten visar att FEM-Design tar mindre tid, men utifrån avgränsningar kräver större armeringsmängd för större dimensioner av grundplattor. Större mängdarmering innebär negativ miljöpåverkan, eftersom större koldioxidutsläpp uppstår vid tillverkning. Båda metoderna klarar arbetsmiljökravet på maximalt 150 mm i centrumavstånd.

Heat treatment processes are used to develop the desired mechanical properties for steels. Unfortunately, heat treatment, especially quenching, can cause distortion. Failure to meet geometry specifications can result in extensive rework or rejection of the parts. A series of quenching simulations, using DANTE, have been conducted on an AISI 4140 steel Navy C-ring distortion coupon and a WPI designed plate with a hole to determine the effects of quenching process parameters including part geometry, agitation during quenching, and quench start temperatures on distortion. The heat transfer coefficients (HTC) of the quenchant with selected pump speeds were measured by CHTE quench probe system, which is the key input for heat treatment simulation. The maximum HTC of the quenching oil was increased from 2350 W/m2K to 2666 W/m2K with higher pump speed. Quenching experiments were also conducted. It was found that the experimental measured gap opening of the standard Navy C-rings increased from 0.307mm without agitation to 0.536mm at a high agitation. Quench start temperature does not have a significant effect on the gap opening. The experimental results showed good agreement with simulation results. The important processing parameter identification was conducted using design of experiments (DoE) coupled with analysis of variance (ANOVA). The effect of processing parameters in decreasing order of importance were determined to be: quenchant type, part geometry, agitation speed, quenching orientation, quenchant temperature, immersion rates, and quench starts temperature. Based on the simulation and experimental results, it was found that the two most import parameters are: 1. The part geometry and size (product design) 2. The temperature dependent heat transfer coefficients between the part and the quenchant (process design) The coupling of these product and process parameters is necessary to apply the systems analysis that must be accomplished to understand the interaction between the part design and process design parameters. This coupling can be accomplished by locally applying the well-known Biot number. Bi (T) = h(T) * L / k(T) Where h(T) = film coefficient or convective heat transfer coefficient [W/m2*K]. LC = characteristic length, which is generally described as the volume of the body divided by the surface area of the body [m]. k(T) = thermal conductivity of the body [W/m*k] The concept of a local Biot number is introduced to quantify the local variations of part size, geometry and heat transfer coefficient. First, a large Bi indicates large temperature gradients within the part. Second, large local (geometry dependent) variations in Bi number will lead to large lateral temperature gradients. Therefore, variations in local Bi can lead to large temperature gradients and therefore high stress during quenching and finally distortion. This local Bi concept can be used in a systems approach to designing a part and the quenching system. This systems approach can be designated as design for heat treating.

This master thesis deals with the estimation of magnet losses in a Permanent Magnet(PM) motor inserted in a nut-runner. This type of machine has interesting featuressuch as being slot-less and running at a very high speed (30000 rpm). An extensiveliterature review was performed in order to investigate the state of the art in estimationof the losses in magnets of a PM machine. Analytical models to calculate the no-loadback-emf and the magnetic ux density in the air-gap due to the currents in the statorare presented rst. Furthermore, several of the analytical models for calculating lossesin magnets described in the literature were tested and adapted to the case of a slotlessmachine with a parallel-magnetized ring. Then, a numerical estimation of thelosses with nite element method (FEM) 2D was carried out. In addition, a detailedinvestigation of the eect of simulation settings (e.g., mesh size, time-step, remanentmagnetic ux density in the magnet, superposition of the losses, etc.) was performed.Finally, calculation of losses with 3D FEM are also included in order to compare thecalculated losses with both analytical and FEM 2D results. The estimation of thelosses includes the variation of these with frequency for a range of frequencies between10 and 100 kHz. / Detta examensarbete handlar om uppskattningen av magnetforluster i en permanentmagnetmotor (PM) inford i en mutterdragare. Denna typ av maskin har intressantafunktioner, som att den ar slot-less och att den kors i en hog hastighet (30000rpm). En omfattande litteraturstudie utfordes for att kunna uppskatta forluster imagneterna pa basta satt. Forst presenteras analytiska modeller for att berakna denelektromotoriska kraften (EMK) och den magnetiska odestatheten i luftgapet somuppkommer pa grund av strommarna i statorn. Dessutom har era av de analytiskamodellerna for berakning av forlusterna som beskrivits i litteraturen testats och anpassatstill en slot-less maskin med en parallelmagnetiserad ring. En numerisk uppskattningav forlusterna har sedan utforts med hjalp av nita elementmetoden (FEM) 2D.Dartill har en detaljerad undersokning genomforts hur olika parameterinstallningarpaverka utfallet. De FEM parametrar som har undersokts har bland annat bestattav berakningsnatets storlek, tidssteg, remanens odestatheten i magneten och om superpositionav forlusterna galler. Till sist har berakningar for forluster med 3D FEMutforts och jamforts med resultaten for bade de analytiska och FEM 2D resultaten.Uppskattning av forluster innefattar variationen av dessa med ett frekvensomrade mellan10 och 100 kHz.

Labyrinth seals are widely used in rotating machinery and have been shown to experience aeroelastic instabilities. The rapid development of computational fluid dynamics now provides a high fidelity approach for predicting the aeroelastic behavior of labyrinth seals in three dimension and exhibits great potential within industrial application, especially during the detailed design stages. In the current publication a time-marching unsteady Reynolds- averaged Navier-Stokes solver was employed to study the various historically identified parameters that have essential influence on the stability of labyrinth seals. Advances in understanding of the related aeroelastic (flutter) phenomenon were achieved based on extensive yet economical numerical analysis of a simplified seal model. Further, application of the same methodology to several realistic gas turbine labyrinth seal designs confirmed the perceived knowledge and received agreements from experimental indications. Abbott’s criteria in describing the labyrinth seal aeroelastic behaviors were reaffirmed and further developed.