Fundações por estacas escavadas com trado mecânico têm sido largamente empregadas para cargas de pequeno e médio porte. Como o processo executivo não consegue evitar a deterioração das propriedades do solo in situ no fundo da escavação, a única parcela confiável de resistência é aquela referente ao atrito lateral. No entanto, a ponta dessas estacas, muitas vezes, atinge estratos com resistência relativamente elevada e não consegue aproveitar as qualidades do estrato. O presente trabalho visou o estudo do comportamento desse tipo de estaca no perfil geotécnico típico da cidade de Londrina, através da execução de provas de carga dinâmica em 16 estacas de 0,25 m de diâmetro e 12 m de comprimento, sendo três estacas tradicionais e 13 estacas com ponta modificada. Foram feitas, também, provas de carga estática em duas estacas tradicionais, inspeção das pontas de todas as estacas e determinação dos parâmetros de resistência do solo. Os resultados mostraram que todas as modificações pesquisadas permitiram a utilização da carga estrutural nominal das estacas e que a mais eficiente foi a do tipo que promoveu a melhoria do solo na ponta com a adição de um estabilizante de solo. / Auger pile foundations have been widely employed for light to medium loads. As the executive process can’t avoid the degradation of the bottom excavation in situ soil properties, the only reliable resistance is a lateral friction parcel. However, these tip piles, many times, reaches relatively resistant strata and can’t take advantage from these strata qualities. The present paper seems study the performance of this kind of piles in typical geotechnical profile of Londrina, by dynamic load tests on 16 piles with diameter equal 0,25 m and length of 12 m, when three traditional piles and on thirteen kinds with tip modification. Were made, also, static load tests on three traditional piles, tip investigation on all piles and soil resistance parameters determination. The results shaw that all modifications researched was able to use the nominal structural load of piles and that the more efficient of them was the soil improvement by soil stabilizer addition.

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Few aircraft engine manufacturers are able to consistently achieve high levels of performance reliability in newly manufactured engines. Much of the variation in performance reliability is due to the combined effect of tolerances of key engine components, including tip clearances of rotating components and flow areas in turbine nozzles. This research presents system analysis methods for determining the maximum possible tolerances of these key components that will allow a turbine engine to pass a number of specified performance constraints at a selected level of reliability. Through the combined use of a state-of-the-art engine performance code, component clearance loss models, and stochastic simulations, regions of feasible design space can be explored that allow for a pre-determined level of engine reliability. As expected, constraints such as spool speed and fuel consumption that are highly sensitive to certain component tolerances can significantly limit the feasible design space of the component in question. Discussed are methods for determining the bounds of any components feasible design space and for selecting the most economical combinations of component tolerances. Unique to this research is the method that determines the tolerances of engine components as a system while maintaining the geometric constraints of individual components. The methods presented in this work allow for any number of component tolerances to be varied or held fixed while providing solutions that satisfy all performance criteria. The algorithms presented in this research also allow for an individual specification of reliability on any number of performance parameters and geometric constraints. This work also serves as a foundation for an even larger algorithm that can include stochastic simulations and reliability prediction of an engine over its entire life cycle. By incorporating information such as time dependent performance data, known mission profiles, and the influence of maintenance into the component models, it would be possible to predict the reliability of an engine over time. Ultimately, a time-variant simulation such as this could help predict the timing and levels of maintenance that will maximize the life of an engine for a minimum cost. / Master of Science

Yes / Solutions for dam-break flow mainly developed for rectangular channels are not applicable to prediction of the propagation of the dam-break wave in frictional triangular channels. This study presents an approximate solution considering the frictional effect on the dam-break flow in a dry horizontal triangular channel. Wave tip velocity is solved by an implicit formula for the product of time and resistance coefficients. All other hydraulic properties in the wave tip region can be expressed as explicit functions of wave tip velocity. Meanwhile, laboratory experiments have been performed for obtaining water surface profiles of dam-break flow from which the position and velocity of the wave tip front have been derived. Results show that retardation of the wave front position is more significant with the increases in both resistance and time. The proposed analytical solution shows satisfactory agreement with measurements, and clarifies how the behavior of the dam-break wave tip is affected by channel geometry.

For the characterization of crack advance in mechanical components and specimens under monotonic and fatigue loading, many engineering approaches use the assumption that the plastic deformation at the crack tip is isotropic. There are situations when this assumption is not correct, and the modeling efforts require additional correction factors that account for this simplification. The goal of this work is to study two cases where the plastic anisotropy at the crack tip is predominant and influences the magnitude crack-tip parameters, which in turn determine the amount of crack advance under applied loading. At the microstructural level, the small crack issue it is a long-standing problem in the fatigue community. Most of the small crack models consider that the plastic deformation at the crack tip is isotropic. The proposed approached for analyzing small crack growth is to perform finite element simulation of small cracks growing in a material that is assigned single crystal plastic properties. The nature of the plastic deformation of the material at the crack tip in the intra-granular regions could be accurately described and used for modeling small crack growth. By employing finite element analyses for stationary and growing cracks, the main characteristics of the plastic deformation at the crack tip, such as plastic zone sizes and shapes, crack-tip opening displacements, crack-tip opening stresses, are quantified and crack growth rates are determined. Ultimately, by using this crystal plasticity model calibrated for different microstructures, important time and financial resources for real experiments for the study of small cracks can be spared by employing finite element simulations. At macroscale, it is widely known that the manufacturing processes for aluminum alloys results in highly anisotropic microstructures, known as textures. The plastic behavior of these types of materials is far from isotropic and even the use of classical anisotropic yield criteria, such as that on Hill (Hill, 1950), is far from producing accurate results for describing the plastic deformation. Two of these anisotropic yield functions are implemented into finite element code ANSYS and stationary cracks are studied in a wide variety of textures. Significant variations of the plastic deformation at the crack due to the anisotropy are revealed.

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