This report is a bachelor thesis at Mälardalens University in Eskilstuna on the behalf of Scandinavian pile Driving AB in Sala.Scandinavian pile Driving AB is a relatively small company with high competitiveness that develops and manufactures drilling rigs and foundation mast in its factory in Sala.This report has investigated the development possibilities of Scandinavian Pile Driving AB's machine MD40, which is a smaller drilling rig which is usually used in smaller and special drilling operations. Where the company asks to find out what requirements the market demands and design suggestions on how their new machine can be designed.The work process in this report has strived to follow the six phases of the product development process presented in the book "Product Design and Development" by Karl T. Ulrich and Steven D. Eppinger up to and including Phase 3. Thereby, the work has completed market research in the form of benchmarking of competing companies drilling rigs and interviewing users of the MD40 drilling rig.With this reason, the work could have resulted in 11 concepts where one of the concepts has been transferred to a 3D CAD model with associated drawings. The goal of development has been to minimize the total volumes of the machine, maximize mobility and space controlsystem and make it as stable as possible. / Den här rapportenär ett examensarbete för högskoleexamen på grundnivå, det vill säga 15 hp på 50 procent arbetstakt. Arbetet görs vidMälardalens högskola i Eskilstuna mot Scandinavian pile Driving AB i Sala. Scandinavianpile Driving AB är relativt litet företag med hög konkurrenskraftighetsom utvecklar och tillverkar borriggar och borrmaster i sin fabrik i Sala. Denna rapport har undersök utvecklingsmöjligheter av Scandinavian pile Driving AB ́s maskin MD40 somär mindre borriggsomvanligen används vid mindre och speciella borrningsarbeten. Därföretaget efterfrågaratt ta reda på vilkakrav som marknaden efterfrågar och designförslag på hur deras nya maskin kan vara utformad.Arbetsprocessen hos denna rapport har strävat att följa den produktutvecklingsprocessens sex faser som presenteras i boken ”Product Design and Develepmonent” av Karl T. Ulrich och Steven D. Eppingersfram till och med fas 3. Där med har arbetet fullföljt en marknadsundersökningi form av benchmarking av konkurrerande företags borriggar och intervju med användare av MD40 borrigg.Med den grunden kunde arbetet resulterat i 11 stycket konceptdär ett av de koncepten har blivit överfört till en 3D CAD-modell med till hörande ritningar. Där målet av utvecklingen har varit att minimeraden totala volymen hos maskinen,maximera mobilitetochutrymme regleringssystemoch göra den så stabil som möjligt.

The company Falcken Forshaga are manufacturing lifting tools for the steel, paper and concrete industry. The company wants a lifting tool for L-supports which they want to be able to sell to the concrete industry. The reason for this is that todays ways of lifting and rotation of the supports are done by slings which are time consuming to use because the process is done in multiple steps. The reason why the supports are rotated is because they are casted lying down and are transported standing up which means that the supports needs to be lifted and then rotated. The purpose of this project is to simplify the process between casting and transport as well as learn to work on a project at a company. The goal of the work is to design a lifting tool which follows the requirements set by Falcken for the lifting tool and so it can gain CE-mark in the future. To design a lifting tool the product development process was used as it best fits this project. The work started with status analysis to be able to study the steps which occur in the process today from casting to transport. This is today made possible in three steps lift, rotation and movement to make it ready for transportation. A project plan was developed where the project was divided into different parts with goals to always have something to work against which brings the work forward. A risk analysis over the project was constructed at the beginning to analyze potential risks with the aim to minimize them. The biggest risk that was analyzed was that the project will become delayed, to counter this the project plan needs to be up to date as well as to get help if in need. The next step in the process is to list all the specifications and requests from Falcken and summarize them to be able to generate concepts. A second risk analysis was made to analyze the potential risks with or around the lifting tool during lift where the biggest risks is those who involve people getting injured and are the most important to minimize. To generate the concepts the 6-3-5-method was used and resulted in five different concepts which was analyzed further and filtered through an elimination matrix where the best concept was selected. The concept that was chosen and was designed in Autodesk Inventor was a support arm lift which locks in the sides of the L-support and has beams which run along the sides of the support and in underneath the lower edge of the support with plates. The tool is designed to lift in front of the center of gravity of the support which means that when the support is lifted the whole thing will rotate by itself which means that the steps from casting to transport will be done in one step instead of three. To ensure the strength of the construction it is calculated against safety factor of three as well as it is controlled with a FEM-analyze in Creo parametric 5 and inventor 2019 on details with are too complicated to calculate by hand. The tool which was designed meets all the requirement that was set but to achieve a tool which is sellable and is CE-marked more risks must be analyzed according to SS-EN ISO 12100:2010 and its life span has to be calculated via fatigue calculations as well as it must be manufactured and tested.

Optimering av prestanda görs på FEM ½” koppling på Parker Hannifin AB med hjälp av finita element analyser (FEA). De kritiska komponenterna som är styrningen, kulhållaren och nippelhuset är i fokus. En noggrannare materialanalys genomförs för att få mer verklighetbaserande materialdata på kopplingen.  Hela nippelhuset antas härdas efter varit i kontakt med företaget som utför härdningen på komponenten. För att få mer information om materialdata utförs statiska trycktester på en koppling. De uppmätta töjningarna från testerna jämförs med töjningarna i simuleringarna. Sträckgränsen och hårdnadskoefficienten på styrningen och kulhållaren kan justeras något från testerna men resultatet har flera osäkerheter.  Antalet kulor i kopplingen mellan 15 och 12 kulor undersöks efter önskemål från företaget. Analyser om hur en härdning påverkar styrningen görs samt hur nippelhuset påverkas av en ythärdning i form av sätthärdning. Vid härdning av styrningen uppkom de minsta deformationerna och spänningarna. Kulhållaren visade tydligt på mindre deformationer och spänningar om antalet kulor minskas från 15 till 12 kulor i kopplingen. För att minska kulintrycket på nippelhuset rekommenderas att ythärda komponenten med en 27 % hårdare yta än den nuvarande. På grund av uppskattade värden på materialdata på ythärdningen behöver mer information införskaffas. Detta för att kunna avgöra vilken tjocklek på ytans härdning som krävs för 12 kulor i kopplingen. / Optimizing the burst pressure with finite element analysis is done on the FEM ½” coupling at Parker Hannifin AB. The critical components which is the ball cage, guide and plug housing are in focus. A more accurate material analysis is done to make a more real-based data of the material in the coupling.   After being in contact with the company that performs the hardening of the component, the entire plug housing is assumed to be hardened. For more information about material data, static pressure test is performed on a coupling. The measured strains from the tests are compared to the strains in the simulations. The tensile strength and hardness coefficient on the guide and ball cage can be adjusted slightly from the tests, but the result has several uncertainties.  The number of balls can be reduced, numbers of balls between 15 and 12 are investigated at request from the company. Analysis of how hardening of the material for the guide is done and hardening of the surface for the plug housing.  The smallest deformation occurs when hardening the guide. The ball cage clearly demonstrated minor deformations and stresses as the number of balls is reduced from 15 to 12 balls in the coupling. To reduce the burst pressure on the plug housing, it is recommended to harden the surface with a 27 % harder surface than the current. Due to estimated values of material data on hardened surface, more information is needed to determine the thickness needed on the surface of the hardening when having 12 balls in the coupling.

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The work conducted in this project proposes a method to determine the location of fracture initiation for non-load carrying fillet welds based on continuous geometry measurements. Measurements were carried out on welded specimens using a laser line triangluator together with the weld quality evaluation software qWeld from Winteria®. The 119 specimens produced were after scanning fatigue tested until failure. The fracture surfaces have been investigated in order to find the most probable location(s) of fracture initiation. This data was then used to fit the proposed model parameters used to analytically predict the point(s) of fracture initiation. Local weld geometry measurements were extracted from the predicted fracture initiation location(s) in an effort to analyse the correlation between local weld geometry and fatigue life. This showed that fatigue life and leg length were positively correlated and that strong correlations exists between the individual geometrical parameters. New specimens were produced to test the fitted data of the proposed model, this data was however inconclusive as the new specimens had a high ratio of weld defects. / Arbetet i detta projekt föreslår en metod för att bestämma punkten/punkterna för sprickinitiering för icke-lastbärande kälsvetsar baserat på kontinuerliga mätmetoder. Mätningar utfördes på svetsade prover med hjälp av en laserlinjetriangluator tillsammans med utvärderingsprogrammet qWeld från Winteria®. De 119 provstavar som producerades testades efter mätningarna med en cyklisk belastning till de gick till brott. Brottytorna undersöktes sedan för att hitta platsen/platserna för de mest sannolika startpunkterna. Dessa punkter användes sedan för att passa de föreslagna modellparametrarna som användes för att förutsäga startpunkten. Lokal svetsgeometri extraherades från de förutsagda sprickinitieringsplatserna i ett försök att analysera korrelationen mellan lokal svetsgeometri och antalet cykler till brott. Detta visade att antalet cykler och katetlängden var positivt korrelerade och att det finns starka korrelationer mellan de enskilda geometriska parametrarna. Nya provbitar framställdes för att testa de anpassade parametrarna i den framtagna metoden, dessa gav dock inga tydliga resultat då en hög andel svetsdefekter upptäcktes efter att de provats.

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<p>THIS THESIS EXPLORES novel CAD modeling methods for design reuse and tomation realization. It will be demonstrated that by applying the described methods, CAD models can be utilized as framework integrators in order to generate geometric input for various engineering analysis tools. Multidisciplinary design can as a result be facilitated in early design due to decreased manual model re-definitions. Furthermore, due to the complex dependency between analysis tools, certain product characteristics can only be evaluated by applying a holistic design approach. Therefore, by applying multidisciplinary design, the level of knowledge about the product will increase.</p><p>To simulate and evaluate the properties and behavior of an engineering product during design, the geometry has to be constantly re-estimated. CAD tools can be employed to produce the requested geometry. However simplifications introduced in the geometry, due to incomplete and imprecise knowledge available in early design, result in inaccurate geometries. Thus re-modeling has to occur in a frequent rate in order to achieve sufficiently accurate models. Hence CAD tool are traditionally applied in later stages of design when the geometry of the product is more or less defined and CAD is applied to generate drafting and technical drawings for manufacturing purposes</p><p>It is therefore proposed that geometries for repetitive components are stored in so called high level templates and instantiated in the CAD model parametrically. Upon instantiation, each instance can be modified parametrically. Given the fact that the instantiation process is automated, the deletion and replacement procedures are also automatic, enabling easier model modifications in the design process.</p><p>To estimate the gained advantage when applying the proposed methods, holistic design frameworks are implemented. The frameworks consist of a combination of various engineering tools which are integrated through a user interface. Given that an information flow between the design tools is implemented, many aspects of design is computed and optimized concurrently. Consequently in order to draw general conclusion concerning geometric modeling, two different design applications with dissimilar requirements are studied in this work, namely aircraft and industrial robots.</p>

Vibration induced High Cycle Fatigue (HCF) is a major consideration in designing gas turbines. Indeed, the Gas Turbine manufacturer must demonstrate that the vibration level of the turbomachinery blading is acceptably low, usually by using an engine strain gauge test. If the test shows unacceptable vibration levels then a redesign is required which adds cost and time to the engine development programme. It is highly desirable, therefore to develop a capability which can predict the vibration level of the blade to ensure that it will be robust. The High-Pressure Turbine is of particular interest because of the harshness of the environment in which it operates (high mechanical speed and high air temperatures and pressures) so friction dampers are routinely introduced to control the vibration level. The friction dampers can introduce a degree of non-linearity into the structure which affects not only the vibration amplitude, but also the resonant frequency. The resonant frequency, amplitude, damper behaviour and aerodynamic forcing are all inter-related such that they must be considered as a single system. This thesis describes the development of two new approaches to predict the vibration behaviour of a High-Pressure Turbine blade including the effect of friction dampers. The first utilises existing prediction tools for modelling of the fluid, the structure and the friction behaviour, but uses a novel method for coupling the various aspects together. This approach is based on modelling an ‘engine acceleration’ across a wide speed range and prescribing the variation of all the relevant parameters with shaft speed. For example, both the excitation force on the blade and the centrifugal load of the damper vary strongly with rotor speed so these effects must be included in the analysis. The second approach extends the first approach by using a new iterative ‘resonance tracking’ methodology in which the aerodynamic boundary conditions are adjusted based on the shaft speed at resonance until convergence is reached. Both methodologies calculate the resonant frequency, amplitude and operating condition of each mode of interest as an output of the analysis. The engine acceleration methodology has been investigated in detail and has been validated against several High-Pressure Turbine cases. It has been found to be reliable: the amplitude predictions were in broad agreement with the available engine strain gauge results and the frequency shift introduced by the damper was in very good agreement. The methodology captures some important features of the physical system such as (a) the amplitude dependence of the damper, (b) the sudden drop in frequency when approaching the second flap resonance because the damper starts to slide, and (c) the effect of the damper on the ratio between stress and tip displacement. One rather surprising result was that in certain cases, where the forcing level was low, the damper increased the blade response because it moved the resonance to a higher shaft speed where the forcing level was larger. The main advantage of the method is its speed, which allows optimisation of key parameters within design timescales. The resonance tracking methodology has been compared directly with the engine acceleration approach on one of the test cases and it produced very similar results. Convergence was achieved quickly, in two or three iterations for the chosen test case, mainly because the blade surface pressure distribution was consistent across a broad speed range. The method showed that the first torsion resonance was more sensitive to aerodynamic conditions than the second flap mode, and may offer an explanation for the scatter seen in engine test results. The approach offers the advantage that it is more generally applicable, because it can deal with cases where the pressure distribution is sensitive to shaft speed, but it can only converge to a single mode and requires significantly more computational effort. The methodologies have been used to explore vibration reduction strategies such as wake shaping, damper optimisation and defining acceptance limits for the orientation of the single crystal material used in turbine manufacture. Overall these provided almost an order of magnitude reduction in blade response. / QC 20100824

Engine research and development is to a large extent driven by the quest of lowering exhaust emissions and fuel consumption. The combination of low emissions and low fuel consumption is not the simultaneous characteristic of the world’s primary engine concepts, the diesel and the spark-ignited (SI) engine. However, such a concept do exist, it is commonly called Homogeneous Charge Compression Ignition (HCCI). The HCCI combustion concept is when a premixed air and fuel mixture is ignited by the heat of compression. The operation is unthrottled, like the diesel engine, which is advantageous for its efficiency. The premixed air / fuel mixture preclude soot formation, like the SI engine. An exclusive feature of HCCI combustion is extremely low NOX production due to low-temperature combustion. The mixture preparation of the typical gasoline HCCI engine is similar to the SI engine, via port-injection, which results in a well homogenized mixture. Port injection of diesel fuel is however very difficult since the environment is too cold for the fuel to vaporise. A better alternative is therefore direct-injection. However, injection must occur in a way where a homogeneous mixture is formed, while contact of the liquid fuel with cold walls is avoided. There are many approaches to direct-injected mixture formation. This thesis focuses on exploring the concept of impinging sprays; its characteristics and its impact on combustion and emissions. The work comprises unique information regarding impinging sprays, as well as results regarding engine performance. It is concluded that impinging sprays are well suited for early direct-injection. / QC 20100824