Developments in cutting tools, coolants, drives, controls, tool changers, pallet changers and the philosophy of machine tool design have made ground breaking changes in machine tools and machining processes. Modern Machining Centres have been developed to perform several operations on several faces of a workpiece in a single setup. On the other hand industry requires high value added components, which have many quality critical features to be manufactured in an outsourcing environment as opposed to the traditional in-house manufacture. The success of this manufacture critically depends on matching the advanced features of the machine tools to the complexity of the component. This project has developed a methodology to represent the features of a machine tool in the form of an alphanumeric string and the features of the component in another string. The strings are then matched to choose the most suitable and economical Machine Tool for the component’s manufacture. Literature identified that block structure is the way to answer the question ‘how to systematically describe the layout of such a machining centre’. Incomplete attempts to describe a block structure as alphanumeric strings were also presented in the literature. Survey on sales literature from several machine tool suppliers was investigated to systematically identify the features need by the user for the choice of a machine tool. Combining these, a new alphanumeric string was developed to represent machine tools. Using these strings as one of the ‘key’s for sorting a database of machine tools was developed. A supporting database of machine tools was also developed. Survey on machining on the other hand identified, that machining features can be used as a basis for planning the machining of a component. It analysed various features and feature sets proposed and provided and their recognition in CAD models. Though a vast number of features were described only two sets were complete sets. The project was started with one of them, (the other was carrying too many unwanted details for the task of this project) machining features supported by ‘Expert Machinist’ software. But when it became unavailable a ‘Feature set’ along those lines were defined and used in the generation of an alphanumeric string to represent the work. Comparing the two strings led the choice of suitable machines from the database. The methodology is implemented as a bolt on software incorporated within Pro/Engineer software where one can model any given component using cut features (mimicking machining operation) and produce a list of machine tools having features for the machining of that component. This will enable outsourcing companies to identify those Precision Engineers who have the machine tools with the matching apabilities. Supporting software and databases were developed using Access Database, Visual Basic and C with Pro/TOOLKIT functions. The resulting software suite was tested on several case studies and found to be effective.

A park lock mechanism is a device that is fitted to an automatic transmission on a vehicle. The mechanism lock up the transmission so that no rolling of the vehicle can be done when the vehicle is put in the park position. The aim of this thesis is to develop a method in order the evaluate designs on a Park Lock Mechanism (PLM) that can be found in a dual clutch transmission (DCT). A Computer Aided Engineering (CAE) tool to calculate the output that is required for an evaluation of a park lock mechanism design will be created. The CAE tool shall calculate static, dynamic, and snap torque on a ratchet wheel in a gradient, with or without a trailer, also the minimum and maximum coefficient of friction between the pawl and cone, pull out force, the maximum amount of rollback, torque needed from the return spring, preload force from actuator spring, and engagement speed. The CAE tool created uses an Excel Visual Basics for Applications (VBA) workbook for all calculations. The tool allows the user to choose different vehicles with the required specification to evaluate the values for that PLM. The CAE tool will save time and cost if lots of different PLM’s are going to be designed. The CAE tool has potential for future work when more calculations can be added that can be in use for the evaluation the PLM. The CAE tool developed by the master thesis student calculates all the required values for evaluation of a PLM design, executed in a fast, efficient, and easy to use program.

Com o avanço tecnológico dos computadores e o desenvolvimento de programas de simulação de fluidos, propiciando resultados cada vez mais sofisticados e eficazes, ocorreu uma redução significativa no tempo e nos custos computacionais para conceber veículos mais seguros e com menos agressão ao meio ambiente, devido ao seu menor consumo de combustível. Contudo, mesmo com o uso da Dinâmica dos Fluidos Computacional bastante disseminado, ainda são divergentes as informações sobre o nível de concordância esperado entre os resultados obtidos, por meio da simulação, quando comparada com os resultados medidos experimentalmente. Este trabalho apresenta uma sequencia metodológica para determinação das forças de arrasto sobre um veículo de transporte de pessoas (ônibus), de maneira a transmitir a compreensão dos fenômenos que envolvem o problema, a sequencia necessária de simulações e conceitos que devem ser atribuídos para obtenção de respostas coerentes. Primeiramente é abordada a análise de problemas com respostas experimentais disponíveis e assim validando a metodologia de simulação para cada parâmetro abordado, domínio, malha, discretização da camada limite e modelos de turbulência. Com base nas definições destes parâmetros são realizadas as simulações de um problema em escala real do escoamento de fluidos sobre um ônibus. A metodologia empregada para estimar os parâmetros de simulação é apresentada em forma de uma sequencia de cálculos, de fácil utilização. Os resultados demonstram que o uso do método numérico na criação de veículos pode ser ampliado, com significativa redução de ensaios experimentais. A análise numérica apresentada ratifica a metodologia numérica como importante ferramenta para aprimorar o projeto de veículos, com menor coeficiente de arrasto e maior estabilidade aerodinâmica, com isto proporcionando a redução do consumo de combustível, somados com benefícios secundários significativos, tais como, baixo acúmulo de sujeira, melhorando a visibilidade, ruído aerodinâmico reduzido e até menor fadiga do condutor. / The technological advancement of computers and the development of fluid simulation software providing results increasingly sophisticated and effective, has resulted in a significant reduction in time and computational cost to develop safer vehicles with less harm to the environment due to its lower fuel consumption. However, even with quite widespread Computational Fluid Dynamics use, there is still conflicting information on the expected level of agreement among the results obtained by simulation, when compared with the experimentally measured results. This work presents a methodological sequence to determine the drag force on a vehicle for people transportation (bus ), in order to convey the understanding of phenomena involving the problem , the required sequence of simulations, and concepts that should be assigned to obtain coherent answers. At first, one approaches the analysis of problems with available experimental answers, thus validating the simulation methodology for each parameter approached, domain , mesh ,discretization of the boundary layer and turbulence models. Based on the definitions of these parameters, simulations of an actual scale problem of fluid flow on a bus are performed. The methodology used to estimate the simulation parameters is presented in the form of a sequence of calculations easy to use. The results show that the use of the numerical method for creating vehicles can be expanded with a significant reduction in experimental tests. The numerical analysis presented confirms the numerical methodology as an important tool to upgrade the design of vehicles, with lower drag coefficient and greater aerodynamic stability, thus providing a reduction of fuel consumption, added to significant secondary benefits, such as low dirt accumulation, improving visibility, reduced aerodynamic noise and even less driver fatigue.

The purpose of this study is to investigate small features in CAD geometries which have high influence on computational time and memory consumption during electromagnetic simulations using CAE software. Computational Electromagnetics (CEM) simulations of complex CAD geometries like passenger cars crash often simulations remain incomplete due to a lot of irrelevant details. The key to eliminating the limitations enumerated above is to remove irrelevant details in CAD geometries within the acceptable margin of accuracy. The maximum 5% percentage of error in accuracy during Computational Electromagnetics (CEM) simulations is compromised. CAD geometry is transferred into CAE geometry. The modification of geometry is done by removing irrelevant details to get optimal mesh and improve the computational time and memory consumption during simulations with ANSA and HYPERMESH software at their best potential. At the end, electromagnetic simulations are done on original and simplified CAD models in CST and in COMSOL. Only magnetic flux density distribution across the modified and unmodified CAD model by cut points 3D on different coordinate positions is analysed. The results are compared with quality of mesh in terms of accuracy and reduction in computational time and memory. The features in CAD geometries are identified, these features can be removed and computational time and memory consumption reduced with minimum loss of accuracy during simulation.

The diploma thesis is focused on the study of interactions between hyaluronan of various molecular weights with CAE surfactant. This surfactant does not have the exact composition and there is not known their molecular weight. One of the main parameters needed to describe the interactions between surfactant and hyaluronan, there is the determination of critical micellar concentration. The value of critical micellar concentration of CAE is not known yet. All measurements were made for solutions in aqueous solution and 0.15 M NaCl. The determination of the molecular weight of this surfactant was performed by the technique SEC-MALS-dRI. High resolution ultrasonic spectroscopy was chosen to determine the critical micellar concentration and tensiometry was chosen as a complementary method. The interactions of CAE surfactant with polysaccharide of hyaluronan were showed by high resolution ultrasonic spectroscopy and densitometry. Compressibility was calculated from ultrasonic velocity and density.

This work deals with the implementation of data continuity within the project documentation. This data continuity is implemented in order to follow the Industry 4.0 philosophy, already in the early design phase of the project. The project also gives an example of the implementation of the Internet of Things and the possibility of using it in industrial zones.

Automotive manufacturers currently face a challenge with expeditious enhancement of the vibro-acoustic properties of their vehicles. A major reason for this setback is the limited design information available during initial development stages added with limited knowledge of damping within complex structures. It is now well established that CAE studies of vibration energy flow show good correlation between power flowing into trimmed body and the interior noise produced. Aim of the dissertation is to harness this "good" correlation between power input and interior noise, by learning about the changing behaviour of system in different suspension damping scenarios. It investigates how the mechanical power input to body from suspension, interior road noise produced, and their relation is affected by changing the way damping is modelled into suspension. This is being done to make stronger design decisions from NVH point of view during the concept phases of vehicle development. The investigation is for vehicle programs during early development phases, and hence a simplified vehicle CAE model was chosen, that contains a trimmed body with cavity fluid, and wheel suspension to capture all relevant effects of varying damping. Then, a detailed flowchart of suspension and trimmed body connections was prepared to understand how power flows into the trimmed body through suspension. Using results of power flow study, the most relevant paths and their frequency ranges were identified (to reduce the number of parts in study, yet results relevant and easily extrapolatable to a larger system). Lastly, responses are analyzed for various damping cases of suspension and trimmed body.  Results obtained show a reducing trend in mechanical input power and interior noise values with increasing damping in system. Whereas, for good correlation between power and noise, a great inclination towards structural damping localized into bushings is observed compared to other damping cases. Additionally, a strong dependency of noise, active power and reactive power is observed on trimmed body and cavity fluid damping. Active power is reduced when trimmed body damping is decreased to zero, and more so when cavity fluid damping is put to zero. On the other hand, noise and reactive power have an exact opposite correlation compared to active power and noise. These results suggest that although active mechanical input power is the cause of interior noise, their correlation starts to deteriorate with reducing damping within the system, and instead it is the reactive power that starts to correlate better at very low damping values. But, it is physically impossible to have no damping or very low damping, so a modelling of damping within suspension that provides relatively better correlation between (active) input power and noise is when structural damping is localized within connectors.

Med strängare krav på miljöpåverkan och en konstant efterfrågan på högre prestanda är optimering en essentiell del av vår vardag. Genom korrekt arbetsmetodik och optimering kan den växande efterfrågan på både prestanda och minskad miljöpåverkan överträffas. Att utveckla ett optimalt koncept av en länkarm hos en prestandabil är ett konkurrenskraftigt steg med stor betydelse. Genom att i ett tidigt skede i produktutvecklingsprocessen kunna skapa en optimal design minskar risken för stora kostnader på grund av ändringar i de senare faserna och bidrar således till en ökad lönsamhet. Att utnyttja Finita Elementmetoden som en del av en CAE driven produktutvecklingsprocess är således en utmärkt väg att gå och bidrar starkt till ändamålet genom att lösa avancerade problem med en simpel och adaptiv metodik. Bilindustrin präglas av innovativa och effektiva lösningar där både FEM och RE är välkända metoder. Projektet ska upplysa innebörden av en strukturerad arbetsmetodik vid optimering genom implementering av ett flertal produktutvecklingsfilosofier kombinerat med FEM/FEA. Genom att optimera en länkarm från en Audi R8 Coupé V10 quattro tillämpas och utvecklas välfungerade och starkt begrundade metoder. Produktutvecklingsfilosofier såsom Reverse Engineering och ett iterativt arbetssätt resulterade i en förbättrad länkarm med lägre vikt såväl som minskade spänningar och deformation. En viktminskning på 22%, en spänningsminskning på 47% och en minskad teoretisk elastisk deformation på 33% uppnåddes. Utöver dessa förbättringar ökade även robustheten med 25%. / With harsher regulations of environmental impact combined with a consistent demand on increased performance, optimization becomes an essential part of our everyday lives. Through a well-developed methodology and optimization process, the tougher demands of both performance and environmental impact could be exceeded. Developing an optimal concept of a control arm in a high-performance vehicle application is a competitive step of great importance. By creating an optimal design in early development stages of the product development process, the economic impact could be minimized. This therefore leads to an increase in profitability. Involving the Finite Element Method as a part of the product development process is therefore an excellent path toward solving advanced problems through a simple and adaptive work methodology. The automotive industry is characterized by innovative solutions where both the Finite Element Method and Reverse Engineering are well-known methods. The project has a foundation that strongly represents the meaning of a systematical optimization methodology through various product development philosophies combined with FEM/FEA. Through optimization of a control arm from an Audi R8 Coupé V10 quattro proved and well-grounded methods are applied and further developed. Product development philosophies such as Reverse Engineering and an iterative work process resulted in an improved control arm with lower weight as well as decreased stresses and deformation. A weight loss of 22%, stress reduction of 47% and a reduced theoretical elastic deformation of 33% was achieved. Beyond these improvements an increased robustness of 25% was achieved.

The purpose of this thesis is to develop a power seat structure that can serve as an alternativeto the one developed by Koenigsegg for their upcoming model Gemera and potentially others.The power seat structure will be designed around an existing chassis and will use it as areference to create an accommodating power seat structure. It will be designed to be used witha fixed-back seat that is used in the development process of the Gemera.Koenigsegg requires that the power seat structure allows for horizontal and lifting motion, aswell as tilting. These functions will be adapted to the power seat structure designed by theproject group.Due to confidentiality concerns, some parts of this thesis will not be made available to thepublic.

Charakterisierung eines textilen Halbzeuges aus Maschenstruktur Technologiedefinition zu einem ausgewählten Verfahren zum Erzeugen der Maschenstruktur Analyse und Simulation des Antriebskonzeptes einer Flachraschelmaschine Synchronisation technologiebedingter Fertigungsschritte und Ableiten von Randbedingungen für die Mechanismensynthese