In cold-formed steel (CFS) construction, bolted connections without washers for either oversized or slotted holes may significantly expedite the installation process and lower the cost. However, the North American Specification (AISI S100, 2007) for the Design of Cold-Formed Steel Structural Members requires washers to be installed in bolted connections with oversized or slotted holes. A research project (Phase 1) sponsored by American Iron and Steel Institute (AISI) was recently completed at the University of North Texas (UNT) that investigated the performance and strength of bolted CFS connections with oversized and slotted holes without using washers. The research presented in this thesis is the Phase 2 project in which the bolted CFS connections were studied in a broader respect in terms of the failure mechanism, the material thickness, and the hole configurations. Single shear and double shear connections without washers using oversized holes, oversized combined with standard or slotted holes were experimentally examined. Combined with Phase 1 results, the Phase 2 gives a comprehensive evaluation of the behavior and strength of bolted CFS connections with oversized and slotted holes without using washers. Revisions to the existing AISI North American Specification requirements for bolted connections are proposed to account for the reduction in the connection strength caused by the oversized and slotted hole configurations without washers. Specific LRFD and LSD resistance factors and ASD safety factors for different hole configurations in terms of the new proposed methods were presented.

This thesis deals with junction points of construction used in transport infrastructure, which are made of FRP composite material. Main focus is on bonded joints. The material and geometrical criteria od FRP material and there influence to junctions are analyzed. In sequential steps the development of the design of joints applicable to reference constructions - pedestrian walkways is documented. There are also presented practical experiences from the tests of joints of overlapped and single-sided joints, as well as experience from the design, production and testing of two types of pedestrian bridges on a real scale. Furthermore, extensive comparison of joints, in particular T-joints with closed profiles for selected types of fasteners, is provided. From a simple connection, screws and rivets or plain bonding to combined joints. These are assessed both in terms of bearing capacity and their deformation behavior. These tests are performed for two material combinations, FRP-FRP and FRP-steel.

No description available.

Dans le dimensionnement des lanceurs spatiaux, la maîtrise de l'amortissement est une problématique majeure. Faute d'essais sur structure réelle très couteux avant la phase finale de qualification, la modélisation de l'amortissement peut conduire à un sur-dimensionnement de la structure alors que le but recherché est de diminuer le coût du lancement d'une fusée tout en garantissant le confort vibratoire de la charge utile.Nos contributions sont les suivantes. Premièrement, une méthode de prédiction par le calcul des niveaux vibratoires dans les structures de lanceurs en utilisant une stratégie d'essais virtuels qui permet de prédire les amortissements en basses fréquences, est proposée. Cette méthode est basée sur l'utilisation de méta-modèles construits à partir de plans d'expériences numériques à l'aide de modèles détaillés des liaisons. Ces méta-modèles peuvent être obtenus grâce à des calculs spécifiques utilisant une résolution 3D par éléments finis avec prise en compte du contact. En utilisant ces méta-modèles, l'amortissement modal dans un cycle de vibration peut être calculé comme étant le ratio entre l'énergie dissipée et l'énergie de déformation. L'approche utilisée donne une approximation précise et peu coûteuse de la solution. Le calcul non-linéaire global qui est inaccessible pour les structures complexes est rendu accessible en utilisant l'approche virtuelle basées sur les abaques.Deuxièmement, une validation des essais virtuels sur la structure du lanceur Ariane 5 a été élaborée en tenant compte des liaisons boulonnées entre les étages afin d'illustrer l'approche proposée. Lorsque la matrice d'amortissement généralisé n'est pas diagonale (car des dissipations localisées), ces méthodes modales ne permettent pas de calculer ou d'estimer les termes d'amortissement généralisé extra-diagonaux. La problématique posée est alors la quantification de l'erreur commise lorsque l'on néglige les termes extra-diagonaux dans le calcul des niveaux vibratoires ; avec un bon ratio précision / coût de calcul.Troisièmement, la validité de l'hypothèse de diagonalité de la matrice d'amortissement généralisée a été examinée et une méthode très peu coûteuse de quantification a posteriori de l'erreur d'estimation de l'amortissement modal par la méthodes des perturbations a été proposée.Finalement, la dernière contribution de cette thèse est la proposition d'un outil d'aide à la décision qui permet de quantifier l'impact des méconnaissances sur l'amortissement dans les liaisons sur le comportement global des lanceurs via l'utilisation de la méthode info-gap. / In the dimensioning of space launchers, controlling depreciation is a major problem. In the absence of very expensive real structural tests before the final qualification phase, damping modeling can lead to over-sizing of the structure while the aim is to reduce the cost of launching a rocket while guaranteeing the vibratory comfort of the payload.[...]

La maîtrise de la pré-tension revêt d’une grande importance pour garantir la tenue mécanique des assemblages boulonnés, et ce quel que soit le mode de sollicitations auquel ils sont soumis. En particulier, pour les chargements transverses et sous sollicitations de fatigue, un niveau de pré-tension insuffisant ne permet pas d’exploiter la capacité de transfert d’effort des interfaces entre pièces assemblées. Un niveau de pré-tension très important n’est pas souhaitable non plus, car cela génère des phénomènes de fatigue de contact ou de matage excessif sous tête qui ont un effet néfaste sur la durée de vie des assemblages et des structures aéronautiques. Le serrage contrôlé des fixations permet ainsi de produire et de maintenir un équilibre entre les modes de transfert d’effort, permettant ainsi d’exploiter pleinement leur potentiel et obtenir une tenue optimale de l’assemblage. L’objectif de ce travail est d’apporter une contribution à la compréhension et à l’exploitation des assemblages boulonnés à serrage contrôlé. Une approche hybride a été adoptée afin de démontrer l’effet bénéfique d’une pré-tension contrôlée. La modélisation numérique a permis de comprendre les mécanismes de transfert d’effort et de prédire la tenue mécanique des assemblages aéronautiques de façon satisfaisante. La démarche expérimentale a été exclusivement basée sur des techniques dites de serrages alternatifs. L’objectif est d’avoir une faible incertitude sur la valeur de la précontrainte installée, permettant d’évaluer la performance mécanique des assemblages boulonnés. La tenue en fatigue des assemblages boulonnés, travaillant en matage-cisaillement, est largement améliorée grâce à l’application d’une précontrainte précise. La maîtrise des paramètres intrinsèques au maintien de la force axiale de serrage tel que la nature de l’interface entre pièces assemblées, la rigidité des fixations et la nature de l’ajustement, permet également d’esquisser un potentiel d’optimisation non négligeable des assemblages boulonnés. / Axial preload is a fundamental parameter that needs to be correctly mastered in order to ensure the mechanical strength of bolted joints. In the case of bolted shear joints under fatigue solicitations, a low preload does not allow to exploit the load carrying capacity of the friction interfaces. A high preload is undesirable as it can generate fretting fatigue phenomena or excessive under head contact pressure that may lead to decrease fatigue lives of aeronautical joints and structures. Controlled preload application generates and maintains equilibrium of load transfer mechanisms, inducing a full use of their potential and leading to an optimal fatigue life of the joint. This study focuses on aeronautical preloaded joints with the objective of understanding the effects of controlled preload over the mechanics of shear joints and exploiting the contribution of preload to enhance their fatigue lives. For this purpose, a hybrid approach has been adopted to demonstrate the beneficial effect of controlled preload. Numerical modelling has been carried out to better understand the preload influence but also to predict the mechanical strength of bolted joints. The experimental database has been generated using exclusively alternative tightening techniques, in order to reduce the scatter on final preload and therefore evaluate the effect of controlled preload in a more accurate way. The fatigue strength of bolted shear joints has been significantly improved for most of tested configurations due to the application of accurate axial preload. The effects of many other parameters, as the nature of interface, the stiffness of fasteners or the radial adjustment has also been assessed and permits to identify an additional potential optimization of bolted joints.

Abstract not available

Bolted joints are often the most critical parts with respect to fatigue life of structures. Therefore, it is important to analyze these components and the forces they are subjected to. A one-dimensional nite element model of a bolted joint is created and implemented as a program module in the Saab software `DIM', together with a complete graphical user interface allowing the user to generate the structure freely, and to apply both mechanical and thermal loads. Available methods for calculating fastener exibility are reviewed. The ones derived by Grumman, Huth and Barrois are implemented in the module, and can thus be used when dening a geometry representing a bolted joint assembly. Investigations have shown that it cannot be said that either method is generally better than the other. Calculated properties of interest include the fastener forces, plate bearing and bypass loads, and - for simpler geometries without thermal loads - the load distribution between rows of fasteners. The program is fully functional and yields numerically accurate results for the most commonly used joints where fasteners connect two or three plates each. It has limited functionality on geometries with fasteners connecting four or more plates and for a certain loading combination also for three plates, due to the tilting of the fasteners not being accounted for in the model for these cases. Also, there is no explicit method available for nding an accurate value for the fastener exibility for these, less common, joint structures.

The difficulty in developing bolted connection designs lies in the limitations in existing methods to characterize their strength and typically nonlinear response due to the complex interaction of the bolts and structural components. Yet it is necessary for the engineer to be able to determine the three main connection response characteristics: stiffness, strength, and ductility to account for their influence on the overall structural response behavior. The need for better connection response characterization becomes even more crucial in a performance based design approach or when designing partially-restrained moment frames. Several welded moment resisting frame connections were found to have serious failures following the 1994 Northridge earthquake leading to more interest and research on bolted connections as an alternative. In this study a refined three dimensional nonlinear finite element modeling approach to accurately simulate the response of bolted connections is presented. Sensitivity studies of modeling parameters are also performed. A nonlinear response dataset of over 400 connection cases is generated using this approach with a parametric bolted angle connection model. The use of a parametric Richard-Abbott type function and a neural network, calibrated using the response dataset, as practical tool to model the nonlinear stiffness response of bolted connections under monotonic loading is demonstrated and assessed. Failure criteria that can be practically used in conjunction with the refined three dimensional finite element models without any additional modeling requirements are developed. The stress modified critical strain (SMCS) criterion based on the void growth and coalescence mechanism initiating ductile fracture in steel is used for determining failure in the connection member. The bolt failure criterion developed is a mechanics based model using the elliptical interaction of the tensile and shear capacity envelope. The failure criteria and bolted angle response dataset is combined to assess in detail the impact of geometry and topography of the bolted angle connections on the following response characteristics: strength, initial stiffness, plastic stiffness, and absolute ductility or the displacement capacity. Finally, using the dataset of bolted angle connection response, along with their capacities and failure modes determined using the developed failure criteria, the prying strength models in the AISC LRFD Specifications, Eurocode, and a hybrid model are assessed and found to be very conservative for some cases. Based on these results a modified Eurocode and hybrid prying strength model is proposed which greatly improves the prying strength prediction. These prying models are assessed and verified using experimental data found in literature.

Scania CV AB is one of the world’s leading companies within heavy vehicles. The company have a broad selection of trucks, which all are equipped with gas, or fuel tanks, depending on the fuel type of the truck, The trucks also contain air tanks that are used for braking and air suspension. The tanks are assembled with straps, where the rubber spacers constitutes a protective layer between the tank and the strap, to protect the tank from wear. When installing different types of tanks there is a need for elements in the joint that increases the friction, compensates for manufacturing defects, prevents wear and permits electrical insulation. This has traditionally been done with rubber spacers. However, the rubber spacers increase the uncertainty of the actual preload of the joint, and movements in the joint usually make the spacers slip out of its position.  The purpose of the project is to generate knowledge on what characteristics and conditions that affects the performance of the friction joint, and to find a conceptual solution of the underlaying problem.        The following questions were created to be able to fulfill the purpose of the project: F1: Which underlying causes generate preload loss in the straps when assembling various tanks? F2: Which underlying causes makes rubber spacers tend to slip out of its position in various tank installations? F3: What operations need to be undertaken to prevent the preload loss in the straps and that the rubber spacers slip out of its position?  A case study and a literature review was conducted. The literature review was done to get an overall understanding of all of the different subjects that can be of relevance in this project. The data was collected from books, research papers and scientific articles. Data was also collected from interviews, technical reports, deviation reports, legal requirements, drawings, statistics from the field quality and observations in production.  The case study is based on a product development process where several different product development tools have been used. The case study also include material testing in terms of friction and settlement testing. The project resulted in a concept in the shape of a rubber spacer which is based on the existing solution that Scania is using today. The solution consists of four components: geometries that prevent the rubber from slipping away known as flanges and geometries in the shape of tips of a fir tree, rounded short sides and a dimpled underside. The size of the spacer will vary because of the different types of tank and strap sizes. The project also resulted in a design guideline, that will provide guidelines and guidance for further work and future design. / Scania CV AB är ett av de världsledande företagen inom tunga fordon. Deras utbud av lastbilar är brett, och lastbilarna är utrustade med gas-, eller bränsletankar, beroende på fordonets drivmedel. Lastbilarna är även utrustade med trycktankar som används vid inbromsning och luftfjädring. Tankarna är monterade med spännband, där gummimellanlägg utgör ett skydd mellan tank och spännband för att skydda tanken mot nötning. Vid installation av olika lastbilstankar finns behov av element i förbandet som ökar friktionen, kompenserar formfel, förhindrar nötning, och medger elektrisk isolation. Detta har traditionellt gjorts genom att använda gummimellanlägg i förbandet. Gummimellanlägg ökar dock osäkerheten i den faktiska förspänningen av förbandet, samt rörelser i konstruktionen ofta får mellanlägget att vandra ur position.  Syftet med projektet är att skapa förståelse för vilka egenskaper och förutsättningar som påverkar prestandan av ett friktionsbetingat förband, samt att hitta konceptuell lösning på grundproblematiken. För att kunna fullgöra syftet har följande frågeställningar utformats:F1: Vilka orsaker ligger till grund för att förspänningen i spännbanden släpper vid montering av diverse fordonstankar?F2: Vilka orsaker ligger till grund för att gummimellanlägg tenderar att vandra ur position i olika tankinstallationer?F3: Vilka åtgärder kan vidtas för att motverka att förspänningen i spännbanden släpper och att gummimellanläggen vandrar ur position? I arbetet har en fallstudie och en litteraturstudie genomförts. Litteraturstudien utfördes för att skapa övergripande förståelse i ämnen som kan vara relevanta för arbetet. Den insamlade informationen härrör från böcker, forskningsavhandlingar och vetenskapliga artiklar. Data har även samlats in i form av intervjuer, tekniska rapporter, felrapporter, lagkrav, ritningar, statistik i fältkvaliteten, och observationer i produktionen. Fallstudien baseras på en produktutvecklingsprocess där flera produktutvecklingsverktyg har använts. I fallstudien ingår även materialprov i form av friktion och sättning. Arbetet resulterade i ett koncept i form av ett gummimellanlägg och baseras på Scanias befintliga lösning. Lösningen består av fyra komponenter: geometrilåsning i form av flänsar och så kallade grantoppar, rundade kortsidor och gropig undersida. Storleken kan däremot variera på grund av spännbandens och tankarnas breda storleksspann.  Arbetet har även resulterat i en design-guideline, som ska ge riktlinjer och vägledning för fortsatt arbete och framtida konstruktion.

Atualmente, a utilização do aço inoxidável em elementos estruturais ainda é por muitos engenheiros e arquitetos, considerada uma solução extravagante para os problemas da engenharia. Todavia, mudanças de atitudes dentro da construção civil e uma transição global para um desenvolvimento sustentável e redução em impactos ambientais tem seguramente provocado um aumento no uso do aço inoxidável. A maioria das normas de projeto de aço inoxidável atuais ainda são baseadas em analogias assumidas com o comportamento de estruturas de aço carbono. Todavia, o aço inoxidável apresenta quatro curvas tensão versus deformação não-lineares sem patamar de escoamento e região de encruamento claramente definidos (tração e compressão, paralela e perpendicular a direção de laminação), modificando assim, seu o comportamento global. Na presente investigação foram utilizados o aço inoxidável austenítico 304, e o aço carbono USI 300, ambos com tensão de escoamento similares, mas com tensões últimas e ductilidades distintos. Em elementos estruturais submetidos a tensões normais de tração, usualmente a ruptura da seção líquida representa um dos estados limites últimos a serem verificados. Com o objetivo de se avaliar a resistência a tração de elementos estruturais aparafusados em aço inoxidável, este trabalho executou um programa experimental inovador envolvendo ligações aparafusadas defasadas sob tração. O programa experimental foi executado em peças de aço carbono e aço inoxidável de forma a comparar as principais semelhanças e diferenças entre estes dois tipos de aços estruturais. O programa experimental possibilitou que conclusões significativas no comportamento a tração destas ligações pudessem ser observadas. Dentre outras variáveis que controlam estes estados limites últimos foi verificada a influência significativa da espessura da placa de aplicação do carregamento, disposição, configuração e número de parafusos da ligação e propriedades do aço inoxidável como ductilidade e razão entre suas tensões de escoamento e de ruptura. / The use of stainless steel in structural engineering applications is still seen by many architects and engineers as an extravagant solution. However attitude changes in the construction market and the natural transition to a sustainable development reducing environment impacts have boosted the use of stainless steel structures. A substantial majority of stainless steel structural design codes is still based on carbon steel analogies. Despite this fact the stainless steel presents four non-linear tension versus strain curves (tension and compression, parallel and perpendicular to the rolling direction) without a defined yield plateau snf strain hardening zones substantially altering its global structural response. The present investigation adopted the austenitic stainless steel grade 304 and the carbon steel USI300, both with similar yield stresses but with different tension stresses and ductility capacities. Structural elements subjected to tension axial forces usually presents the net section rupture as one of its controlling ultimate limit states. The present study performed an innovative experimental programme to evaluate and investigate the tension capacity of staggered bolted members. The experiments were made with carbon and stainless steels to compare and access their similarities and differences in terms of structural performance. The experimental results enable the observation of significant conclusion concerning the tension response of the investigated bolted staggered members. The controlling ultimate limit states were significantly influenced by various parameters like: the loading plate thickness, the layout, configuration and number of bolts adopted in the joint, and stainless steel properties like ductility capacity and the ratio between the yield and ultimate stresses.