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Lathes are frequently used in industrial production. It is an important parameter to calculate the force exerted by the cutter head on the raw material. Knowing the force acting on the cutting tool will aid in predicting the displacement of the cutting edge as well as predict displacement of the workpiece. The main purpose of this paper is to find a way to calculate the force exerted on the cutting tool tip. The magnitude of the tooltip force is estimated without the use of a force sensor. Instead, strain sensors are used to collect strain signals, and acceleration sensors are used to collect acceleration signals. Combine these two signals to calculate the magnitude of force. The force-strain frequency response function is calculated. The force-strain FRF acts as a bridge connecting force and strain signals. Calculate the input force signal on the cutting tool tip using the strain signal. In this way, is available to obtain the force time-image. Changes in force can be predicted by looking for force-time laws. In this thesis using MATLAB software for simulation and actual experimental measurements. Verify the reliability of the calculation method. The method and MATLAB code for calculating force-strain FRF are researched and written. Simulate the cutting tool input-output model in MATLAB. Combined with the actual experimental measurement results, the accuracy and limitations of this calculation method are analyzed. Discuss directions for future work.

In dynamic substructuring, a complex structure is divided into multiple substructures that can be analysed individually and these individual component responses are coupled together to obtain the global response of the whole structure. Dynamic substructuring can be performed on substructure models that are identified either experimentally or analytically. For dynamic substructuring to be successful, it is very essential to have the precise information of the connection points or the interfaces between the substructures. The method has been extensively used with analytical models in most of the available standard finite element software packages where the information about all degrees of freedom is known. However, it is difficult to get the information about all connection degrees of freedom from the measurements and experimental substructuring is thus limited in its use compared to analytical substructuring. In order to overcome these difficulties, the Transmission Simulator method commonly also known as Modal Constraints for Fixture and Subsystem method can be used. In this method, an additional fixture called Transmission Simulator which is available both physically and analytically, is attached to the substructures at the interfaces and their respective responses are measured. The substructures could be analytical as well as experimental. The coupling is done by constraining the transmission simulator on the substructures to have the same motion and the effect of the transmission simulator is later removed from the coupled structure by subtracting the analytical transmission simulator model. This method has been successfully implemented for Component Mode Synthesis and Frequency Based Substructuring for structures with multiple connection points at a single location. In this thesis work, frequency response function based experimental–analytical dynamic substructuring using the transmission simulator is performed on a rear subframe and rear differential unit assembly of a Volvo XC90 car where the differential unit is connected to the subframe at three locations. The aim of this work is to verify the Transmission Simulator Method for multiple location connection points using the frequency response functions and build confidence on the methodology in order to be used for future work at Volvo Car Corporation.

The idea of performing power systems dynamic analysis in the power-angle domain has been hinted at by previous researchers, but this may be the first published document to develop detailed techniques by which entire power systems can be represented and solved in the power-angle domain. With the widespread deployment of phasor measurement units and frequency data recorders the industry is looking for more real-time analytical tools to turn real-time wide-area measurements into useful information. Applications based on power-angle domain analysis are simple enough that they may be used online. Power-angle domain analysis is similar to DC load-flow techniques in that a flat voltage profile is used and it is assumed that real power and voltage angle are completely decoupled from reactive power and voltage magnitude. The linearized equations for the dynamics of generators and loads are included in the model, which allows the electromechanical response to be solved using conventional circuit analysis techniques. The effect of generation trips, load switching, and line switching can be quickly approximated with nodal analysis or mesh analysis in the power-angle domain. The analysis techniques developed here are not intended to be as accurate as time-domain simulation, but they are simpler and fast enough to be put online, and they also provide a better analytical insight into the system. Power-angle domain analysis enables applications that are not readily available with conventional techniques, such as the estimation of electromechanical propagation delays based on system parameters, the formulation of electromechanical equivalents, modal analysis, stability analysis, and event location and identification based on a small number of angle or frequency measurements. Fault studies and contingency analysis are typically performed with detailed time-domain simulations, where the electromechanical response of the system is a function of every machine in the interconnection and the lines connecting them. All of this information is rarely known for the entire system for each operating condition; as a result, for many applications it may be more suitable to compute an approximation of the system response based on the current operating state of only the major lines and generators. Power-angle domain analysis is adept at performing such approximations. / Ph. D.

The presented research examined three areas: best practices in high quality dynamic testing of in-situ floor systems, extensive dynamic testing of three bare (non-fit out) in-situ multi-bay steel composite floors to estimate their dynamic parameters/response and to identify trends in dynamic behavior, and development of a set of fundamental finite element (FE) modeling techniques to adequately represent the dynamic response of steel composite floors for the purpose of evaluating vibration serviceability. The measurement, analysis, and computation of a floor's accelerance frequency response function (FRF) is the core premise linking all areas of the presented research. The burst chirp signal using an electrodynamic shaker is recommended as the most accurate and consistent source of excitation for acquiring high quality measurements suitable for use in parameter estimation, operating deflection shape animation, and calibration/validation of FE models. A reduced mid-bay testing scheme is recommended as a time-saving alternative to modal testing over a full coverage area, provided the only desired estimated parameters are frequencies, damping, and mid-bay acceleration response. Accelerance FRFs were measured with an electrodynamic shaker located within 23 unique bays on the three tested floors. Dominant frequencies ranged from 4.85 Hz to 9 Hz and measured estimates of damping varied considerably, ranging from 0.44% to 2.4% of critical (0.5%-1.15% was typical). Testing showed several mode shapes were localized to just a few bays and not all modes were adequately excited by forcing at a single location. The quality of the estimated mode shapes was significantly improved using multi-reference modal testing. FE models for the tested floors were developed based on high quality measured data and were shown to provide adequate representations of measured floor behavior. Fundamental techniques are presented for modeling mass, stiffness, boundary conditions, and performing dynamic analysis. A method of evaluating vibration serviceability was proposed using the FE model's computed accelerance FRF for comparison with a design accelerance curve that represents an acceleration response threshold in the frequency domain. An example design accelerance curve is presented based on current serviceability guidelines for acceleration tolerance and effective harmonic forces due to human activities such as walking. / Ph. D.

The traditional approach to damp inter-area oscillations is through the installation of Power System Stabilizers (PSSs) which provide damping control action through excitation control systems of the generating units. However, study of recent blackouts has shown that the control action provided by a PSS alone is not sufficient for damping oscillations in modern power systems which operate under stressed conditions. An integrated form of control using remote measurements to coordinate the different control elements present in the system is the need of the hour. One way of implementing such a coordinated control is through the development of a Linear Matrix Inequality (LMI)-based polytopic model of the system that guarantees pole placement for a variety of operating conditions. The size of the polytopic formulation is an issue for application of LMIs to large systems. The use of Selective Modal Analysis (SMA) alleviates this problem by reducing the size of the system. The previous attempts have used a model containing all the and modes, with SMA being used to eliminate all the other states. In practical applications the resulting system was still found to be too large to use in a polytopic model. This thesis presents an algorithm to reduce the size of the system to the relevant modes of oscillations. A 16 machine, 68 bus equivalent model of the New England-New York interconnected power system is used as the test case with DC lines and SVCs acting as the control. The algorithm is then applied to a 127-bus equivalent model of the WECC System. The use of ESDs as a form of control is also demonstrated. The results indicate that the proposed control successfully damps the relevant modes of oscillations without negatively damping the other modes. The control is then transferred to a more detailed 4000+ bus model of the WECC system to realize its performance on real-world systems. / Master of Science

With the electrification of the automotive industry, vehicles tend to be quieter than their internal combustion engine counterparts. Because of this phenomenon, noises and vibrations that were initially imperceptible appear and affect the overall comfort level of the driver and the passengers. It can also lead to structural fatigue witch results in an increase of maintenance and repair costs. In the case of the BlueBus 6m IT3, a disturbance is encountered with the Scroll compressor, placed atop of the driver’s cabin, which supplies the braking system and the suspensions. When running at low speed, it vibrates and enters in resonance with the bus structure. This thesis aims to reduce the resonance between the bus frame and the compressor by focusing on the characteristics frequencies of both systems. The vibrations of the compressor and the bus roof were measured for distinct stiffnesses and positions of the anti-vibration mounts and at the two compressor running speeds: 2000 rpm and 2900 rpm. The Sound Pressure Level (SPL) inside the driver’s cabin and close to the compressor was also acquired to evaluate and compare the different configurations. A reduction of 2 dBA was achieved by increasing the stability of the motor-compressor assembly with a new support made up of wider mounts. The anti-vibration mounts of a shore hardness of 40 Sh were the more efficient with another 2 dBA decrease and a vibration of the roof quartered. A modal analysis confirmed the presence of a coupling between the compressor and the first cavity mode of the bus structure at low speed leading to amplified noise in the bus. Another analysis was performed on a modified compressor structure including the evolutions resulting from the tests. It results in a decoupling between the compressor and the bus frame and reduced bracket vibrations under loads at low speed. / Med elektrifieringen av fordonsindustrin tenderar fordonen att bli tystare än sina motsvarigheter med förbränningsmotorer. På grund av detta fenomen uppstår ljud och vibrationer som från början var omöjliga att uppfatta, vilket påverkar den allmänna komfortnivån för föraren och passagerarna. Det kan också leda till strukturell utmattning, vilket i sin tur leder till ökade underhålls- och reparationskostnader. I fallet med BlueBus 6m IT3 har en störning uppstått i scroll-kompressorn, som är placerad ovanför förarhytten och försörjer bromssystemet och fjädringarna. När den körs med låg hastighet vibrerar den och går i resonans med bussens struktur. Denna avhandling syftar till att minska resonansen mellan bussramen och kompressorn genom att fokusera på de karakteristiska frekvenserna för båda systemen. Vibrationerna från kompressorn och bussens tak mättes för olika styvheter och positioner för antivibrationsfästena och vid de två kompressorhastigheterna: 2000 rpm och 2900 rpm. Ljudtrycksnivån i förarhytten och i närheten av kompressorn mättes också för att utvärdera och jämföra de olika konfigurationerna. En minskning med 2 dBA uppnåddes genom att öka stabiliteten hos motorkompressorenheten med ett nytt stöd som bestod av bredare fasten. De vibrationsdämpande fästena med en shore-hårdhet på 40 Sh var mest effektiva med ytterligare en minskning på 2 dBA och en vibration av taket på en fjärdedel. En modalanalys bekräftade förekomsten av en koppling mellan kompressorn och den första kavitetsmodusen i bussstrukturen vid låga varvtal, vilket ledde till förstärkt buller i bussen. En annan analys utfördes på en modifierad kompressorstruktur som inkluderade de utvecklingar som framkom vid testerna. Det resulterade i en frikoppling mellan kompressorn och bussramen och minskade vibrationer i konsolen under belastning vid låga hastigheter.

Floors have traditionally been designed only for strength and deflection serviceability. As technological advances have been made in medical, scientific and micro-electronics manufacturing, many types of equipment have become sensitive to vibration of the supporting floor. Thus, vibration serviceability has become a routinely evaluated limit state for floors supporting sensitive equipment. Equipment vibration tolerance limits are sometimes expressed as waveform peak acceleration, and are more often expressed as narrowband spectral acceleration, or one-third octave spectral velocity. Current floor vibration prediction methods, such as those found in the American Institute of Steel Construction Design Guide 11, Floor Vibrations Due to Human Activity, the British Steel Construction Institute P354, Design of Floors for Vibration: a New Approach and the British Concrete Centre CCIP-016 A Design Guide for Footfall Induced Vibration of Structures, have limitations. It has been observed that non-structural components such as light-weight partitions could significantly change floor dynamic properties. Current prediction methods do not provide a fundamental frequency manual prediction method nor finite element modeling guidance for floors with non-structural components. Current prediction methods only predict waveform peak acceleration and do not provide predictions for frequency domain response including narrowband spectral acceleration or one-third octave spectral velocity. Also, current methods are not calibrated to provide a specific level of conservatism. This research project provides (1) a fundamental frequency manual prediction method for floors with lightweight partitions; (2) an improved finite element modeling procedure for floors with light-weight partitions; (3) a procedure to predict the vibration response in narrow-band spectrum and one-third octave band spectrum which can be directly compared with vibration tolerance limits; and (4) a simplified experimental procedure to estimate the floor natural frequencies. An experimental program including four steel-framed building floors and a concrete was completed. Modal tests were performed on two of the steel-framed buildings and the concrete building using an electrodynamic shaker. Experimental modal analysis techniques were used to estimate the modal properties: natural frequencies, mode shapes, and damping ratios. Responses to walking excitation were measured several times in each tested bay for individuals walking at different walking speeds. During each test, the walker crossed the middle of the bay using a metronome to help maintain the intended cadence. The proposed method was used to predict the modal properties and responses to walking. The measurements are used to assess the precision of the proposed methods and to calibrate the prediction methods to provide a specific probability that the actual response will exceed the predicted response. Comparison of measurements and predictions shows the proposed methods are sufficiently accurate for design usage.