Thesis (MScEng (Civil Engineering))--University of Stellenbosch, 2010. / ENGLISH ABSTRACT: End stop impact forces are horizontal longitudinal forces imposed by the crane on the end stops. Both the previous South African loading code SABS 0160:1989 and the current South African loading code SANS 10160 , classify end stop impact force as an accidental load case , hence they are not expected to occur within the expected lifetime when the guide lines for crane operation are strictly adhered to. In the estimation of end stop impact force, the previous South African loading code SABS 0160:1989 gives two guidelines for estimating the end stop impact force. The first guideline is simplistic in its approach and it’s based on the assumption that the crane and its supporting structure act as rigid bodies; hence calculation is based on rigid body mechanics. Literature reviewed reveals that this is not correct. The second guideline is more explicit in its approach as it takes into account the crane speed, resilience of the buffers and resilience of the end stops. The current South African loading code, SANS 10160 gives a better representation of the dynamics of the crane movement. However, the dynamic factor recommended for the estimation of end stop impact force is empirical in nature and thus lacks adequate scientific backing. One of the purposes of this research was to investigate the influence of the stiffness of the crane bridge on the end stop impact force. This was achieved by conducting a series of FEA simulations on the double bridge EOHTC fitted with elastomeric buffers. For this set of simulations, the effect of each influencing parameter on the end stop impact force was investigated, and the maximum end stop impact force was obtained using a constraint optimization technique. From the results obtained, comparison was then made with the existing maximum end stop impact force for a single bridge EOHTC fitted with elastomeric buffers. Another purpose of this research was to investigate the end stop impact force for an electric overhead travelling cranes (EOHTC) fitted with hydraulic buffers taking into account the dynamics involved in the movement of the EOHTC. This was achieved by a series of experimental and numerical investigation. The numerical investigation was conducted using an existing numerical model of an EOHTC which captures the crane and its supporting structure as a coupled system. Finite element analysis (FEA) impact force histories obtained were calibrated to the base experimental impact force histories. Thereafter, a series of FEA simulations were conducted by changing the parameters which have a substantial effect on the end stop impact forces. This yielded various maximum impact peaks for various parameters. The maximum impact force was then mathematical obtained from the FEA impact force histories for a given level of reliability using a constraint optimization technique. Also, codified end stop impact forces were calculated for the SABS 0160:1989 and SANS 10160-6:2010. From the results obtained, comparison was made between the codified end stop impact force and the maximum impact force obtained from the constraint optimization technique. / AFRIKAANSE OPSOMMING: Ent buffer impak kragte is horisontale kragte wat deur die kraan op die entbuffers aangewend word. Beide die Suid Afrikaanse las kode SABS 0160:1989 en die voorgestelde Suid Afrikaanse las kode SANS 10160, klasifisseer die entbuffer impak kragte as ‘n ongeluks las geval, dus word die kragte nie verwag tydens die verwagte leeftyd van die kraan wanneer die riglyne van die kraan prosedures streng gevolg word nie. Volgens die Suid-Afrikaanse las kode SABS 0160:1989 word daar twee riglyne voorgestel om die entbuffer kragte te bepaal. Die eerste riglyn is ‘n eenvoudige riglyn en word gebaseer op die aaname dat die kraan en die ondersteunende struktuur as ‘n starre ligame reageer en dus word die kragte bereken deur star ligaam meganika, alhoewel, uit die literatuur word dit bewys as inkorrek. Die tweede riglyn is ‘n meer implisiete benadering aangesien dit die kraan snelheid, elastisiteit van die buffers sowel as die elastisiteit van die end stoppe in ag neem. SANS 10160-6:2019 gee ‘n beter benadering van die dinamiese beweging van die kraan. Die voorgestelde dinamiese faktor waarmee die ent_buffer_kragte bereken word, is empiries van natuur . Een van die doelstellings vir die navorsings projek was om te bepaal wat die invloed van die kraan brug se styfheid op die entbuffer kragte is. ‘n Aantal Eindige Element Analise (FEA) simulasies is uitgevoer op ‘n dubbel brug elektriese aangedrewe oorhoofse kraan met elastomeriese buffers. Van die stel FEA simulasies kan die invloed van elke parameter op die entbuffer impak_kragte bepaal word. Die maksimum entbuffer impak_kragte is bepaal met behulp van ‘n beperking optimiserings tegniek. Vanaf hierdie resultate is ‘n vergelyking gemaak met die bestaande maksimum ent_buffer impak_kragte vir ‘n enkel brug elektriese oorhoofse aangdrewe kraan met elastomeriese buffers. ‘n Tweede doel rede vir die navorsing was om te bepaal wat die ent buffer impak_kragte op ‘n elektriese aangedrewe oorhoofse kraan met hidrouliese buffers is. Dit is bepaal deur ‘n aantal eksperimentele en numeriese toetse uit te voer. Die numeriese toetse is uitgevoer deur gebruik te maak van ‘n huidige numeriese model van ‘n elektriese aangedrewe oorhoofse kraan wat die kraan en die ondersteunende struktuur as ‘n. Die Eindige Element Analise impak_kragte is gekalibreer teen die eksperimenteel bepaalde impak- kragte. Daarna is ‘n reeks Eindige Element Analise simulasies uitgevoer en sodoende die parameters te verander wat die mees beduidende invloed op die end stop impak_kragte het. Dit het verskeie impak_krag pieke vir verskillende parameters meegebring. Die maksimum impak kragte is bepaal van die impak kragte van die Eindige Element Analise vir ‘n gegewe vlak van betroubaarheid deur gebruik te maak van die beperking optimiserings tegniek. Daarmee saam is die gekodifiseerde ent buffer impak kragte bereken volgen SABS 0160:1989 en die SANS 10160- 6:2010. Vanaf hierdie resultate is ‘n vergelyking gemaak tussen die gekodifiseerde entbuffer impak_kragte en die maksimum impak_kragte wat bepaal is deur die (beperking optimiserings tegniek).

Microelectromechanical systems (MEMS) devices have been increasing in popularity for radio frequency (RF) and microwave communication systems due to the ability of MEMS devices to improve the performance of these circuits and systems. This interdisciplinary field combines the aspects of lithographic fabrication, mechanics, materials science, and RF/microwave circuit technology to produce moving structures with feature dimensions on the micron scale (micro-structures). MEMS technology has been used to improve switches, varactors, and inductors to name a few specific examples. Most MEMS devices have been fabricated using planar micro fabrication techniques that are similar to current integrated circuit (IC) fabrication techniques. These techniques limit the thickness of individual layers to a few microns, and restrict the structures to have planar and not vertical features. One micro fabrication technology that has not seen much application to microwave MEMS devices is LIGA, a German acronym for X-ray lithography, electroforming, and moulding. LIGA uses X-ray lithography to produce very tall structures (hundreds of microns) with excellent structural quality, and with lateral feature sizes smaller than a micron. These unique properties have led to an increased interest in LIGA for the development of high performance microwave devices, particularly as operating frequencies increase and physical device size decreases. Existing work using LIGA for microwave devices has concentrated on statically operating structures such as transmission lines, filters, couplers, and antennas. This research uses these unique fabrication capabilities to develop dynamically operating microwave devices with high frequency performance. This thesis documents the design, fabrication and testing of LIGA-MEMS variable capacitors that exploit the vertical dimension. Also included are methods to improve both the reliable fabrication and operation of these devices as well as material property characterization. Variable capacitors can be found in systems such as voltage-controlled oscillators, filters, impedance matching networks and phase shifters. Important figures-of-merit for these devices include the quality factor (Q), tuning range and tuning voltage. Two different types of variable capacitors are presented, a pull-away design and a design based on the principle of leveraged bending. The pull-away style variable capacitors were found to have high Q-factors, especially the devices fabricated using a thick gold device layer. As an example, the small gold half capacitance electrode design features a Q-factor of 95 at an operating frequency of 5.6 GHz and a tuning ratio of 1.36:1 with a tuning voltage range of 0 to 7.8 V. The design based on leveraged bending significantly improves the tuning ratio to a value of 1.9:1 while still maintaining a high Q-factor similar to those found in the pull-away style designs. A further increase in tuning ratio to a value of approximately 2.7:1 would be possible, based on simulated results, by simply changing the angle of the capacitance electrode in the layout. To improve device performance and fabrication reliability, modifications were made to both the fabrication process and the device layout. In the fabrication process the exposure step, electroplating step, and the etching process were modified to improve the quality of the resulting devices. In the layout, anti-stiction measures were introduced that reduce the contact area during collapse. To improve device characterization as well as the feedback link between simulation and fabrication, a set of test structures called VM-TEST was developed to accurately determine the important mechanical material properties of thick electroplated layers. These structures utilize the measurement of the pull-in voltage in cantilever and fixed-fixed beams, along with measured structure dimensions, to accurately extract the mechanical properties. Both nickel and gold test structures were analyzed with extracted Young’s modulus values of 186.2 and 60.8 GPa respectively. Also presented is a study of the gap shape in cantilever and fixed-fixed beams that significantly reduces the pull-in voltage while still maintaining a required maximum actuator displacement. It was shown that in the case of cantilever beam actuators, an approximately 40% reduction in pull-in voltage is possible, and in the case of fixed-fixed beam actuators, an approximately 30% reduction is possible by simply varying the shape of the gap between the beam and actuator electrode. These results can be used to significantly reduce the pull-in voltage of future designs. These promising results show that the LIGA fabrication process is capable of producing high performance dynamically operating RF MEMS devices, by exploiting the vertical dimension, not typically performed in most existing RF MEMS designs.

The Rollover of heavy vehicles operating in the construction, mining and agricultural sectors is a common occurrence that may result in death or severe injury for the vehicle occupants. Safety frames called ROPS (Rollover Protective Structures) that enclose the vehicle cabin, have been used by heavy vehicle manufacturers to provide protection to vehicle occupants during rollover accidents. The design of a ROPS requires that a dual criteria be fulfilled that ensures that the ROPS has sufficient stiffness to offer protection, whilst possessing an appropriate level of flexibility to absorb some or most of the impact energy during a roll. Over the last four decades significant research has been performed on these types of safety devices which has resulted in the generation of performance standards that may be used to assess the adequacy of a ROPS design for a particular vehicle type. At present these performance standards require that destructive full scale testing methods be used to assess the adequacy of a ROPS. This method of ROPS certification can be extremely expensive given the size and weight of many vehicles that operate in these sectors. The use of analytical methods to assess the performance of a ROPS is currently prohibited by these standards. Reasons for this are attributed to a lack of available fundamental research information on the nonlinear inelastic response of safety frame structures such as this. The main aim of this project was to therefore generate fundamental research information on the nonlinear response behaviour of ROPS subjected to both static and dynamic loading conditions that could be used to contribute towards the development of an efficient analytical design procedure that may lessen the need for destructive full scale testing. In addition to this, the project also aspired to develop methods for promoting increased levels of operator safety during vehicle rollover through enhancing the level of energy absorbed by the ROPS. The methods used to fulfil these aims involved the implementation of an extensive analytical modelling program using Finite Element Analysis (FEA) in association with a detailed experimental testing program. From these studies comprehensive research information was developed on both the dynamic impact response and energy absorption capabilities of these types of structures. The established finite element models were then used to extend the investigation further and to carry out parametric studies. Important parameters such as ROPS post stiffness, rollslope inclination and impact duration were identified and their effects quantified. The final stage of the project examined the enhancement of the energy absorption capabilities of a ROPS through the incorporation of a supplementary energy absorbing device within the frame work of the ROPS. The device that was chosen for numerical evaluation was a thin walled tapered tube known as frusta that was designed to crush under a sidewards rollover and hence lessen the energy absorption demand placed upon the ROPS. The inclusion of this device was found to be beneficial in absorbing energy and enhancing the level of safety afforded to the vehicle occupants.

<p>Naturally-occurring biological materials with stiff mineralized reinforcement embedded in a ductile matrix are commonly known to achieve excellent balance between stiffness, strength and ductility. Interestingly, nature offers a broad diversity of architectural motifs, exemplify the multitude of ways in which exceptional mechanical properties can be achieved. Such diversity is the source of bio-inspiration and its translation to synthetic material systems. In particular, the helicoid and the “brick and mortar” architectured materials are two key architectural motifs we are going to study and to synthesize new bio-inspired materials. </p> <p>Due to geometry mismatch(misorientation) and incompatibilities of mechanical properties between fiber and matrix materials, it is acknowledged that misoriented stiff fibers would rotate in compliant matrix beneath uniaxial deformation. However, the role of fiber reorientation inside the flexible matrix of helicoid composites on their mechanical behaviors have not yet been extensively investigated. In the present project, fiber reorientation values of single misoriented laminae, mono-balanced laminates and helicoid architectures under uniaxial tensile are calculated and compared. In the present work, we introduce a Discontinuous Fiber Helicoid (DFH) composite inspired by both the helicoid microstructure in the cuticle of mantis shrimp and the nacreous architecture of the red abalone shell. We employ 3D printed specimens, analytical models and finite element models to analyze and quantify in-plane fiber reorientation in helicoid architectures with different geometrical features. We also introduce additional architectures, i.e., single unidirectional lamina and mono-balanced architectures, for comparison purposes. Compared with associated mono-balanced architectures, helicoid architectures exhibit less fiber reorientation values and lower values of strain stiffening. The explanation for this difference is addressed in terms of the measured in-plane deformation, due to uniaxial tensile of the laminae, correlated to lamina misorientation with respect to the loading direction and lay-up sequence.</p> <p>In addition to fiber, rod-like, reinforced laminate, platelet reinforced composite materials, “brick and mortar” architectures, are going to be discussed as well, since it can provide in-plane isotropic behavior on elastic modulus that helicoid architecture can offer as well, but with different geometries of reinforcement. Previous “brick and mortar” models available in the literature have provided insightful information on how these structures promote certain mechanisms that lead to significant improvement in toughness without sacrificing strength. In this work, we present a detailed comparative analysis that looks at the three-dimensional geometries of the platelet-like and rod-like structures. However, most of these previous analyses have been focused on two-dimensional representations. We 3D print and test rod-like and tablet-like architectures and analyze the results employing a computational and analytical micromechanical model under a dimensional analysis framework. In particular, we focus on the stiffness, strength and toughness of the resulting structures. It is revealed that besides volume fraction and aspect ratio of reinforcement, the effective shear and tension area in the matrix governs the mechanical behavior as well. In turns, this leads to the conclusion that rod-like microstructures exhibit better performance than tablet-like microstructures when the architecture is subjected to uniaxial load. However, rod-like microstructures tend to be much weaker and brittle in the transverse direction. On the other hand, tablet-like architectures tend to be a much better choice for situations where biaxial load is expected.</p> <p>Through varying the geometry of reinforcement and changing the orientation of reinforcement, different architectural motifs can promote in-plane mechanical properties, such as strain stiffening under uniaxial tensile, strength and toughness under biaxial tensile loading. On the other hand, the various out-of-plane orientation of the reinforcement leads to functionally graded effective indentation stiffness. The external layer of nacre shell is composed of calcite prisms with graded orientation from surface to interior. This orientation gradient leads to functionally graded Young’s modulus, which is confirmed to have higher fracture resistance than homogenous materials under mode I fracture loading act.</p> <p>Similar as graded prism orientation in calcite layer of nacre, the helicoid architecture found in nature exhibits gradients on geometrical parameters as well. The pitch distance of helicoid architecture is found to be functionally graded through the thickness of biological materials, including the dactyl club of mantis shrimp and the fish scale of coelacanth. This can be partially explained by the long-term evolution and selection of living organisms to create high performance biological materials from limited physical, chemical and geometrical elements. This naturally “design” procedure can provide us a spectrum of design motifs on architectural materials. </p> <p>In the present work, linear gradient on pitch distance of helicoid architectures, denoted by functionally graded helicoid (FGH), is chose to be the initial pathway to understand the functionality of graded pitch distance, associated with changing pitch angle. Three-point bending on short beam and low-velocity impact tests are employed in FEA to analyze the mechanical properties of composite materials simultaneously. Both static(three-point bending) and dynamic(low-velocity impact) tests reveal that FGH with pitch angle increasing from surface to interior can provide multiple superior properties at the same time, such as peak load and toughness, while the helicoid architectures with constant pitch angle can only provide one competitive property at one time. Specifically, helicoid architectures with smaller pitch angle, such as 15-degree, show higher values on toughness, but less competitive peak load under static three-point bending loading condition, while helicoid architectures with middle pitch angle, larger than or equal to 22.5-degree and smaller than 45-degree, exhibit less value of toughness, but higher peak load. The explanation on this trend and the benefits of FGH is addressed by analyzing the transverse shear stresses distribution through the thickness in FEA, combined with analytical prediction. In low-velocity impact tests, the projected delamination area of helicoid architectures is observed to increase when the pitch angle is decreasing. Besides, laminates with specific pitch angles, such as 45-degree, classical quasi-isotropic laminate, 60-degree, specific angle ply, and 90-degree, cross-ply, are designed to compare with helicoid architectures and FGH.</p>

The thesis presents deals with the design, analysis, test and control of permanent magnetsynchronous motor(PMSM). An analytical model was carried out based on the d-q frame and the equivalent circuit of PMSM, theanalytical model gives an approximation value of the machine parameters and is carried out byequations from the listed references. this phase includes many iteration steps, once the results wereobtained they were compared with the motor specifications and if they don’t match the requiredspecifications the process must be done again until the desired design is obtained. Once the analytical model is obtained a Finite Element Simulation was carried out using FEMMsoftware to validate the design, in this phase the designed machine in the analytical model isanalyzed and validated, once the simulation is done the results from both models are compared anddiscussed in the results chapter. It’s important to mark that during the design phase some design parameters were affected andlimited by some factors, for example, the air gap length has been magnified due to manufacturinglimits. The manufacturing process and the prototype building have been started once the optimal designwas selected, the manufacturing process was explained and a comparison study was made to selectthe best manufacturing process suitable and available for this thesis.

<p>The Mechanics of Structural Genome (MSG) is a unified homogenization theory used to find equivalent constitutive models for beam, plate, and solid structures. It has been proven accurate for periodic structures. However, for certain applications such as non-prismatic wind turbine blades and helicopter flexbeams featuring ply drop-off, where there is no repeating structure and the periodic boundary condition cannot be used, MSG's accuracy is limited. In this work, we aim to extend MSG to find element stiffness matrices directly for aperiodic structures, instead of beam properties or three-dimensional (3D) solid material properties. Two finite elements based on MSG have been developed: Heterogeneous Beam Element (HBE) and Heterogeneous Solid Element (HSE).</p> <p><br></p> <p>For beam modeling, the beam-like structure is homogenized into a series of 3-node Heterogeneous Beam Elements (HBE) with 18×18 effective beam element stiffness matrices. These matrices are used as input for one-dimensional (1D) beam analysis using the Abaqus User Element subroutine (UEL). Using the macroscopic beam analysis results as input, we can also perform dehomogenization to predict the stresses and strains in the original structure. We use three examples (a prismatic composite beam, an isotropic homogeneous tapered beam, and a composite tapered beam) to demonstrate the capability of HBE and show its advantages over the MSG cross-sectional analysis approach. HBE can capture macroscopic behavior and detailed stresses due to non-prismatic geometry.</p> <p><br></p> <p>The Heterogeneous Solid Element (HSE) is developed based on MSG to model a heterogeneous body as an equivalent solid element using an effective element stiffness matrix. HSE modeling includes homogenization, macroscopic global analysis, and dehomogenization to recover local strains/stresses. HSE avoids the local periodicity assumption for traditional multiscale modeling techniques for composite structures that compute effective material properties instead. Abaqus composite solid element and MSG-based traditional multiscale modeling are used to validate the accuracy of HSE. All example results show that HSE is more accurate in predicting global structural behavior and local strains/stresses.</p> <p><br></p> <p>HBE and HSE provide a new concept for modeling aperiodic composite structures by modeling structures into equivalent beam or solid elements instead of beam properties of the reference line in 1D beam analysis or material properties of material points in solid structural analysis.</p>

The purpose of this research is to develop and architect a preliminary multidisciplinary design optimization (MDO) tool that creates multiple types of generalized rocket fairing models. These models are sized relative to input geometric models and are analyzed and optimized, taking into account the primary objectives, namely the structural, thermal, and aerodynamic aspects of standard rocket flights. A variety of standard nose cone shapes is used as optimization proof of concept examples, being sized and compared to determine optimal choices based on the input specifications, such as the rocket body geometry and the specified trajectory paths. Any input models can be optimized to their respective best nose cone style or optimized to each of the cone styles individually, depending on the desired constraints. Two proof of concept example rocket model studies are included with varying sizes and speeds. Both have been optimized using the processes described to provide delineative instances into how results are improved and time saved. This is done by optimizing shape and thickness of the fairings while ascertaining if the remaining length downstream on the designated rocket model remains within specified stress and temperature ranges. The first optimized example exhibits a region of high stress downstream on the rocket body model that champions how these tools can be used to catch weaknesses and improve the overall integrity of a rocket design. The second example demonstrates how more established rocket designs can decrease their weight and drag through optimization of the fairing design.

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Detta examensarbete har utförts åt Ålö, som är en tillverkare av frontlastare och redskap till dessa. Ett av deras redskap, vars syfte är snöröjning, är utrustat med hydrauliskt justerbara sidoklaffar som kan fällas bakåt och nyttjas som plogblad. De fyller dock inte denna uppgift tillfredsställande då snö tenderar falla tillbaka bakom dem. Det bildas även en triangulär spalt mellan klaffarna och underlaget vid plogning, detta lämnar kvar en sträng av snö, utöver det som faller ner bakom klaffarna. Målet i detta projekt var att utveckla en plogklaff som löser tidigare nämnda problem genom att ersätta den högra sidoklaffen till skopan. Utvecklingen har initierats med en studie av rapporter, existerande plogar, kontakt med brukare och fastställande av de begränsningar som råder. Detta har sedan utgjort grunden för en rad koncept, av vilka de mest lovande sammanfogades till en prototyp. Kraftberäkningar utifrån det lastfall som uppstår vid plogning har sedan använts för att bl.a. dimensionera skruvförband och skapa randvillkoren för en finita element-analys. Finita element-analysen har sedan nyttjats för att göra en uppskattning av antalet cykler med momentan maximal belastning plogklaffen klarar innan utmattningsbrott sker. Kraftberäkningarna visade att hydraulcylinderns tryckbegränsare öppnar redan innan maximal belastning uppnås. Finita element-analys och kraftberäkningar till skruvförband förutsätter likväl att maximal belastning kan erhållas momentant i syfte att ge konservativa resultat. Under denna förutsättning skiljer belastningen i skruvförbanden endast ca 7-10 % mellan finita element-analys och handberäkningar. Samtliga beräkningar är inom spannen för skruvförbandens hållfasthet. Utmattningsberäkningarna visade att antalet cykler plogklaffen klarar vid maximal belastning uppgår till ca 346 000. Detta avser områden av intresse och inkluderar således ej delar vilka redan utvärderats i originalklaffen. Svetsförband, som i regel är dimensionerande i situationer som dessa, har ej sett någon utmattningsmässig utvärdering utan kommer istället behandlas vid tester av prototypen. Prototypen uppfyller de utsatta målen och tillverkningsunderlag i form av 3D-CAD modeller och 2D-ritningar (inklusive svetsritningar) har levererats. En fysisk prototyp är även beställd och kommer tillverkas av Vännäs Verkstads AB, planerat leveransdatum är 2017-06-08. Den kommer utvärderas under vintern 2017/2018. / This thesis work has been carried out for Ålö, a manufacturer of front loaders and implements for these. One of their implements, whose purpose is snow clearing, is equipped with hydraulically adjustable flaps that can be folded backwards and used as plows. However, they do not fill this task satisfactorily as snow tends to fall down behind them. A triangular gap between the flaps and the ground is also formed during plowing. This leaves a string of snow behind, aside from the snowmass already falling down behind the flaps. The goal for this project was to develop a plow that solves the aforementioned problems by replacing the right side flap on the bucket. The development was initiated with a study of reports, existing plows, contact with users and determining existing constraints. This has since provided the basis for a series of concepts, of which the most promising ones were joined to a prototype. Force calculations based on the load scenario that occurs during plowing have been used to find appropriate fasteners and create boundary conditions for a finite element analysis. The finite element analysis has then been used to estimate the number of cycles with maximum load the plow can be subjected to before it succumbs to fatigue failure. Force calculations showed that the pressure limiter for the hydraulic cylinder opens even before maximum load is reached. Despite this, finite element analysis and force calculations for fasteners were still based on the condition that maximum load is achieved momentarily to produce convervative results. Under this condition, the load on fasteners differs only ca 7-10 % between finite element analysis and calculations made by hand. All calculations are within the span for the fasteners proof strength. Fatigue calculations showed that the number of cycles the plow can handle with maximum load amounts to approximately 346 000. This refers to areas of interest and thus does not include parts already evaluated in the original flap. Welds, which usually dictate minimum strength in situations like these, have not seen any fatigue evaluations, but will instead be addressed while testing the prototype. The prototype meets the set goals and production documentation in the form of 3D-CAD models and 2D drawings (including weldment drawings) have been delivered. A physical prototype is also ordered and will be manufactured by Vännäs Verkstads AB, scheduled delivery date is 2017-06-08. It will be evaluated during the winter of 2017/2018.

Analisa o comportamento tribológico do pneumático. Discute o coeficiente de atrito do pneu, a influência do pavimento e os avanços na modelagem. Apresenta uma metodologia para estimativa do desgaste de pneus pelo método dos elementos finitos. Usa o conceito de trabalho de abrasão. Considera nas condições de contorno do modelo de pneu o efeito do camber e do ângulo de deriva. Investiga a interação vibracional entre o pneu e a suspensão como causa de desgaste irregular. Utiliza modelagem de ônibus rodoviário por multicorpos com eixo flexível. Emprega técnica tempo-freqüência para análise do acoplamento modal entre pneu e suspensão. Propõe novos modelos para estudo do desgaste em pneus analisando-se um modelo completo de veículo pelo método dos elementos finitos. Sugere análises de sensibilidade considerando os parâmetros de regulagem da suspensão e condições operacionais dos componentes. Propõe análises estocásticas da especificação do pneu para otimização do sistema pneu-suspensão. / The tire tribological behavior is analyzed. The friction coefficient of rubbers is presented, and its inherent modeling difficulties regarding the operational condition dependence during measurements are discussed. The influence of the pavement roughness and the advances in friction modeling are presented. A predictive methodology to evaluate the tread wear using finite element method and the concept of frictional energy was used. Camber, lateral forces and slip angles are taken into account as boundary conditions for the tire simulations in steady state. The vibrational interaction between tire and suspension concerning irregular wear on front axle truck tires was investigated. A multibody bus model with flexible front axle was used for modal analysis purposes. A time-frequency methodology was applied to identify modal vibrations of the tire and suspension assemblage. A new simulation model for the tire wear was proposed intending to analyze the whole vehicle with under the finite element method. Sensitivity analysis of the vehicle suspension setup and operational conditions of components was suggested. Stochastic analysis of tire specification is recommended to optimize the tire-suspension system.