A limited number of studies have been conducted in the literature in order to investigate the behaviour of high-strength fibre-reinforced concrete (HSFRC) structural components subjected to blast loads. This study summarizes the results of a research program investigating the potential of using steel fibres to improve the blast performance of high-strength reinforced concrete beams. As part of the experimental investigation twenty beams were tested, including nine beams tested under static four-point bending, and eleven beams tested under dynamic blast loads using a shock-tube. Parameters considered in the study include the effect of concrete strength, steel fibres, fibre content, fibre type, longitudinal reinforcement ratio, and presence of shear reinforcement. All beams in the study have identical dimensions, with a cross-section of 125 x 250 mm and length of 2440 mm. To manufacture the specimens, two beams were cast with normal-strength self-consolidate concrete (SCC), with a specified strength of 50 MPa, while the remaining beams were cast with either plain or fibre-reinforced high-strength concrete having a compressive strength which varied between 95-110 MPa. The steel fibre content in the HSFRC beams varied between 0.5 and 1.0%, by volume of concrete. To investigate the effect of reinforcement ratio (ρ), the beams were reinforced with 2-#4 (American size) bars, 2-15M bars or 2-20M bars (ρ = 1.02%, 1.59%, and 2.41%, respectively). The majority of the plain concrete beams had transverse reinforcement which consisted of 6 mm stirrups arranged at a spacing of 100 mm in the shear spans, while most of the HSFRC beams were built without stirrups. The results indicate that all the parameters in this study (reinforcement ratio, presence of stirrups, concrete strength, steel fibres, fibre content and fibre type) affected the static and blast response of the beams, however, the results demonstrate that steel fibres have a more remarkable effect when compared to the other parameters. The provision of fibres is found to improve the blast performance of the HSC beams by increasing shear capacity, reducing maximum and residual mid-span displacements, reducing blast fragments and increasing damage tolerance.

The content of the thesis is familiarization with the aircraft TL4000 and technical parameters wings. The work includes calculation of flight envelopes as prescribed CS 23 in three weight configurations and load calculation for all points of the envelope. The work is carried out structural design wings and its elements. The stress analysis of individual design elements wing is designed to specific parts of the reserve factor. Part of the thesis is the design and methodology for the static strength test wing that required a prescription for that category of aircraft (CS 23).

Made available in DSpace on 2015-05-08T15:00:10Z (GMT). No. of bitstreams: 1 parte1.pdf: 2464209 bytes, checksum: 983291ff02a154d08eaacd514bfd9d61 (MD5) Previous issue date: 2010-03-26 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / The bond on tubular steel coated with cementitious material, such as oil wells is quite complex. These are subject to change in temperature, pumping, steam injection, vibration caused by explosive charges, which can harm the interface of the tube cement paste through the loss of bond. Pullout tests in the laboratory are used for verification of the bond. However, this technique does not contemplate the life of the structural integrity of the well. This work aimed to contribute to the improvement of the technical verification of the bond through static and dynamic loading. For this, first using pullout tests has been proposed a study to test an improved speed of application loading. For this we used tubes coated partially of cement paste. Simulating the two contact conditions: no treatment on the surface of the tubes, and treatment with NaCl. It was observed that the presence of NaCl and a slower rate of load application positively influenced the bond stress. For the quasi-static dynamic test, by counting the number of cycles, it was felt that this substance in the interface showed a greater number of cycles. Thus it was concluded that this technique is feasible to evaluate the useful life of the well oil. / A aderência em estruturas tubulares metálicas revestidas com material cimentício, tais como, poço de petróleo é bastante complexa. Estes estão sujeitos a variação de temperatura, bombeamento, injeção de vapor, vibrações provocadas por cargas explosivas, que podem vir a prejudicar a interface do conjunto tubo-pasta de cimento, através da perda da aderência. Ensaios de arrancamento em laboratório são utilizados para verificação desta aderência. No entanto, esta técnica não contempla a vida útil da integridade estrutural do poço. O presente trabalho tem como objetivo contribuir para o aperfeiçoamento da técnica de verificação da aderência através de carregamento estático e dinâmico. Para isto, utilizou-se primeiro testes de arrancamento para verificação de uma melhor velocidade de aplicação de carga. Para isto utilizou-se tubos metálicos revestidos parcialmente por pasta de cimento. Simulou-se duas condições de contato: sem tratamento na superfície dos tubos, e com tratamento NaCl. Observou-se que a presença do NaCl e uma menor velocidade de aplicação de carga influenciaram de forma positiva a tensão de aderência. Para o ensaio dinâmico quase estático, através da contagem do número de ciclos, percebeu-se que a presença desta substância na interface apresentou um maior número de ciclos. Desta forma concluiu-se que esta técnica é viável para avaliação da vida útil do poço de petróleo.

Durch die Einführung der Systemarchitektur AUTOSAR im automobilen Umfeld, können Applikationen unabhängig von der verwendeten Hardware oder der genutzten Kommunikationssysteme entwickelt werden. Dadurch können Funktionen wieder verwendet werden, was Zeit und Ressourcen einsparen kann. So können Funktionen, die sich etabliert haben, in späteren Entwicklungen durch Anpassung in der Konfiguration genutzt werden ohne dabei den Quellcode zu ändern. Jedoch stellt die große Zahl an Parametern in der AUTOSAR Architektur große Herausforderungen an die Absicherung eines Steuergerätes. Dieser Aspekt wird durch eine meist heterogene Toollandschaft verstärkt. Umso wichtiger ist es, dass während der Entwicklung von AUTOSAR Steuergeräten statische Analysen die Software und die Konfiguration überprüfen, um so die Softwarequalität sicherstellen zu können. In der Masterarbeit werden eine Menge von AUTOSAR spezifischen statischen Analysen für die einzelnen Schichten eines AUTOSAR Steuergerätes entwickelt. Für die Analyse werden Einstellungsdateien (nach Standard und Firmenspezifische) und der Quellcode an sich genutzt. Die Analysen geben optional Korrekturvorschläge an den Entwickler. Die Umsetzung erfolgt in einem C# Prototyp und wird an der Lichtsteuerung des Automotive Demonstrator YellowCar angewendet werden.

As a new pediatric dummy family, the Q-family, is suggested for the European childsafety regulations (R44) and the updated EuroNCAP, it needed to be tested andcompared to the older pediatric dummy family, Hybrid III, used in testing at Autolivtoday.In this study, tests were performed with the Q6 and the Hybrid III 6-year-old. Bothdummies were subjected to eight sled tests using a EuroNCAP acceleration pulse. The sled represented the interior of a Volvo V70, with integrated booster cushions mounted onto the car body through a rigid fixture. Standard belt were used for all tests, except one where pretensioning was used. Static tests investigated how the chest deflection on Q6 was affected by the shoulder belt geometry. Large difference in belt interaction was observed between the dummies. The beltslipped off the Hybrid III’s shoulder for all tests except one, while the belt on the Qdummy’swas hard to provoke off the shoulder. The overall kinematic behavior, beforethe belt slipped off the Hybrid III’s shoulder, were similar for both dummies. Differences in chest deflection on the Q6, depending on the belt geometry, were observed in both the dynamic and the static tests; a shoulder belt geometry closer to theneck resulted in minor displacement than a mid-shoulder belt geometry. After testing, five different damages were observed on the Q6. / Då en ny familj av barnkrockdockor, Q-familjen, är föreslagen för det europeiskalagkravet som reglerar barnsäkerhet (R44), uppstod ett behov av att testa och jämföradessa mot den äldre familjen av barnkrockdockor som används vid testning på Autoliv idag, Hybrid III. I den här studien utfördes tester på Q6 och Hybrid III 6 år. Båda dockorna utsattes föråtta stycken slädtest i en accelerationspuls enligt EuroNCAP. Släden representerade enVolvo V70 med integrerade barnkuddar som monterats i riggen via en stel fixtur. I alla test utom ett användes standardbälten (i undantagsfallet användes försträckare). Statiska tester gjordes för att undersöka hur Q6 påverkades av olika geometrier på axelbältet. Stora skillnader observerades mellan dockornas bältesinteraktion. Bältet gled av HybridIII:s axel i alla test förutom ett, medan det istället var svårt att provocera av bältet från Q-dockans axel. Innan Hybrid III gled ur bältet var dockornas kinematik liknande. I både statiska och dynamiska tester observerades skillnader i bröstintryckning på Q6, beroende på bältesgeometrin; en geometri där axelbältet var placerat nära nackenresulterade i en mindre intryckning än då axelbältet var placerat mitt på axeln. Efte ravslutad testning upptäcktes fem skador på Q6.

This diploma thesis deal with safety components of trailer and semitrailer technology, especially the elements for underrun protection. The first part deals with the legislative requirements on which safety elements are based. In another part are mentioned the construction solutions of underrun protection devices from the portfolio of company SVAN Chrudim s.r.o. Finally, the computational part is processed to verify sufficient strength of underpass protections.

This diploma thesis deals with Formula Student Impact Attenuator design. The aim of the thesis is to select suitable material and put it to the test of deformation. From results to suggest dimensions of Impact Attenuator and then perform its test. Next aim of the thesis is to perform FEM analysis of Anti-Intrusion plate and supporting rack.

Durch die Einführung der Systemarchitektur AUTOSAR im automobilen Umfeld, können Applikationen unabhängig von der verwendeten Hardware oder der genutzten Kommunikationssysteme entwickelt werden. Dadurch können Funktionen wieder verwendet werden, was Zeit und Ressourcen einsparen kann. So können Funktionen, die sich etabliert haben, in späteren Entwicklungen durch Anpassung in der Konfiguration genutzt werden ohne dabei den Quellcode zu ändern. Jedoch stellt die große Zahl an Parametern in der AUTOSAR Architektur große Herausforderungen an die Absicherung eines Steuergerätes. Dieser Aspekt wird durch eine meist heterogene Toollandschaft verstärkt. Umso wichtiger ist es, dass während der Entwicklung von AUTOSAR Steuergeräten statische Analysen die Software und die Konfiguration überprüfen, um so die Softwarequalität sicherstellen zu können. In der Masterarbeit werden eine Menge von AUTOSAR spezifischen statischen Analysen für die einzelnen Schichten eines AUTOSAR Steuergerätes entwickelt. Für die Analyse werden Einstellungsdateien (nach Standard und Firmenspezifische) und der Quellcode an sich genutzt. Die Analysen geben optional Korrekturvorschläge an den Entwickler. Die Umsetzung erfolgt in einem C# Prototyp und wird an der Lichtsteuerung des Automotive Demonstrator YellowCar angewendet werden.

The subject of this thesis is to design safety components for the Formula Student car. The aim is to handle the driver’s safety proposals regarding the competition rules. The main point of interest is focused on the impact attenuator issue, which is designed and tested by appropriate method. In addition are designed other security features such as seat belts, seat belts installation and driver equipment are.

Résumé : Ce projet de maîtrise s’intéresse au comportement ultime d’une structure en acier, contrôlée sismiquement par des amortisseurs élastomères et des contreventements en chevron. Les séismes peuvent causer des dommages considérables quand les infrastructures et les bâtiments ne sont pas construits selon les normes et les techniques appropriées. Par conséquent, réduire l’impact des séismes revient particulièrement à construire des ouvrages sécuritaires en tenant compte bien entendu du paramètre économique. Ainsi Gauron, Girard, Paultre et Proulx ont étudié en 2009, un système de reprise de forces latérales, constitué uniquement de treventements en chevron montés en série avec des amortisseurs en caoutchouc naturel fibré ayant de nombreux avantages. Premièrement, le système reste élastique sous le séisme de design en réduisant les efforts sismiques linéaires par un facteur supérieur à R[indice inférieur d] = 3 par rapport à un cadre conventionnel. Deuxièmement, il est capable de contrôler les déplacements sous la limite du CNBC 2010 (Code National du Bâtiment du Canada 2010), et même de réduire ces derniers dans certains cas. Par conséquent, il permet de réduire les sections des poutres et des poteaux des cadres par rapport à une structure conventionnelle ainsi que les coûts de réparation après un séisme. Toutefois, le comportement à l’état limite ultime d’un tel système, ses limites et ses réserves de sécurité restaient à déterminer. Ainsi, l’objectif global de ce projet de recherche est de déterminer les différents mécanismes de ruine possibles de ce système, d’établir des limites et réserves de sécurité, et de préciser, après avoir formulé certaines recommandations, à quelles conditions il peut être utilisé dans le dimensionnement de nouvelles structures. Pour atteindre les objectifs fixés, deux essais quasi statiques ont été réalisés sur deux cadres en acier dimensionnés avec le système. Des essais dynamiques ont aussi été réalisés afin d’avoir les propriétés viscoélastiques des amortisseurs. Le premier essai a mis en évidence un mécanisme de ruine inattendu et prématuré qui a souligné un défaut majeur dans les connexions des diagonales avec l’amortisseur. Le second essai a révélé un des mécanismes de ruine envisagés initialement où le caoutchouc se déchire après l’initiation du flambement dans la diagonale comprimée. Les résultats expérimentaux ont montré que l’amortisseur constitue le maillon faible du système, et que des efforts parasites peuvent réduire significativement la capacité portante des structures dimensionnées avec un tel système. Dans les deux cas, les résultats ont montré que la méthode de dimensionnement du système tel qu’elle est définie actuellement mérite d’être améliorée. En ce sens, des recommandations relatives au dimensionnement des différents éléments des structures dimensionnées avec le système ont été élaborées, particulièrement en ce qui concerne le caoutchouc et les connexions. // Abstract : This thesis focuses on the ultimate behavior of steel structures, controlled seismically by elastomeric dampers and chevron bracings. Earthquakes can cause considerable damages when infrastructures and buildings are not built considering appropriate standards and technics. Therefore, mitigating the impact of earthquakes means essentially building safe structures by taking account of economic parameters too. Thus Gauron, Girard, Paultre and Proulx studied in 2009 a seismic force resisting system consisting only of chevron braces connected in series with fiber-reinforced natural rubber dampers that offers many benefits. First, the system remains elastic under the design earthquake by reducing linear seismic efforts by a factor of R[subscript d] = 3 compared to a conventional frame. Secondly, it allows to control the displacements under the limits of NBCC 2010 (National Building Code of Canada 2010), and even to reduce them in some cases. Therefore, it allows a reduction of sections of beams and columns of conventional frames and it prevents repairing costs of the structure after an earthquake. However, the ultimate limit state behavior of this system, its limitations and safety reserves have not been determined yet. Thus, the overall objective of this project is to determine the different possible failure mechanisms of the system, to set its limits and safety reserves, and to state after some recommendations, how it can be used in the design of new structures. To achieve these objectives, two quasi static tests were performed on two steel frames designed with the new system. Dynamic tests were also conducted to get the viscoelastic properties of the damping material. The first quasi static test revealed an unexpected and premature failure mechanism that pointed out a major flaw in the connections of the braces with the damper. The second test revealed one of the failure mechanisms originally expected where the rubber tears after buckling of the compression brace. The experimental results have shown that the damper is the weak element in the system, and that additional forces can significantly reduce the structural capacity of structures designed with the system. In both cases, the results have shown that the actual design method of the system should be improved. Thus, recommendations for the design of elements of structures designed with this system have been developed, particularly with regard to the rubber and brace connections.