Photovoltaic manufacturing is material intensive with the cost of crystalline silicon wafer, used as the substrate, representing 40% to 60% of the solar cell cost. Consequently, there is a growing trend to reduce the silicon wafer thickness leading to new technical challenges related to manufacturing. Specifically, wafer breakage during handling and/or transfer is a significant issue. Therefore improved methods for breakage-free handling are needed to address this problem. An important pre-requisite for realizing such methods is the need for fundamental understanding of the effect of handling device variables on the deformation, stresses, and fracture of crystalline silicon wafers. This knowledge is lacking for wafer handling devices including the Bernoulli gripper, which is an air flow nozzle based device. A computational fluid dynamics model of the air flow generated by a Bernoulli gripper has been developed. This model predicts the air flow, pressure distribution and lifting force generated by the gripper. For thin silicon wafers, the fluid model is combined with a finite element model to analyze the effects of wafer flexibility on the equilibrium pressure distribution, lifting force and handling stresses. The effect of wafer flexibility on the air pressure distribution is found to be increasingly significant at higher air flow rates. The model yields considerable insight into the relative effects of air flow induced vacuum and the direct impingement of air on the wafer on the air pressure distribution, lifting force, and handling stress. The latter effect is found to be especially significant when the wafer deformation is large. In addition to silicon wafers, the model can also be used to determine the lifting force and handling stress produced in other flexible materials. Finally, a systematic approach for the analysis of the total stress state (handling plus residual stresses) produced in crystalline silicon wafers and its impact on wafer breakage during handling is presented. Results confirm the capability of the approach to predict wafer breakage during handling given the crack size, location and fracture toughness. This methodology is general and can be applied to other thin wafer handling devices besides the Bernoulli gripper.

L’étude engagée dans cette thèse consiste à mettre en place une modélisation numérique fiable et complète du transport et du dépôt des particules dans un écoulement pulmonaire en se basant sur l’utilisation du code de calcul commercial CFD-ACE. Ce code intègre un solveur fluide qui résout les équations de Navier-Stokes incompressibles dans une formulation volumes finis. Le logiciel CFD-GEOM a été utilisé pour créer les surfaces en 3D de la géométrie générique du modèle de Weibel et ainsi générer le maillage non-structuré tétraèdrique en volumes finis. Dans le cadre de ce travail, il est supposé que le flux d’air est laminaire, stationnaire (ou instationnaire uniquement dans les modèles bronchiques) et incompressible ; les particules de diamètre 5μm sont sphériques et sans interaction. Le pourcentage global et local du dépôt des particules dans les poumons peut s’exprimer comme une efficacité de dépôt et se définit par le rapport entre le nombre de particules déposées dans une région donnée et le nombre total de particules admises initialement à l’entrée de la conduite. L’efficacité de dépôt dépend fortement du nombre de Stokes d’entrée, des conditions d’admission en termes de profil de vitesse du fluide (nombre de Reynolds d’entrée), de la distribution et des caractéristiques des particules. Nous avons donc modélisé avec succès les écoulements ainsi que le transport et le dépôt de particules dans des configurations simples (modèles de Weibel) et des configurations réalistes (poumons de rat et du lapin) et ce que l’on en peut dire c’est que la simulation, bien que coûteuse (surtout pour le dépôt des particules), ne présente pas de difficultés insurmontables. Par contre l’obtention d’une géométrie réaliste et la génération du maillage associé reste une étape délicate. / The study undertaken in this thesis is to develop a reliable and comprehensive numerical modeling of transport and deposition of particles in pulmonary flow based on the use of CFDACE computer code. This code includes a fluid solver that solves the Navier-Stokes in a finite volume formulation. The CFD-GEOM software was used to create 3D surfaces of the geometry of the generic model of Weibel and generate the unstructured tetrahedral finite volume mesh. As part of this work, it is assumed that the airflow is laminar, steady (unsteady only in bronchial models) ; the particles of diameter 5μm are spherical and noninteracting. The percentage of global and local particle deposition in the lungs can be expressed as a deposition efficiency and is defined as the ratio between the number of particles deposited in a given area and the total number of particles initially admitted to the entrance of lungs. The deposition efficiency depends strongly on the Stokes number of entry, the airflow fluid velocity profile (Reynolds number at the inlet), the distribution and characteristics of particles. We have successfully modeled the flow, the transport and deposition of particles in simple configurations (models of Weibel), realistic configurations (lungs of rats and rabbits) and we can conclude that the simulation, al though expensive in terms of computer memory & time (especially for particle deposition), does not present insurmountable difficulties. On the other hand, obtaining a realistic geometry and mesh generation main a challenge.

O presente estudo consistiu em avaliar os parâmetros aerodinâmicos de um modelo de ônibus rodoviário, comparando os resultados obtidos de simulação computacional via CFD (Computational Fluid Dynamics) com aqueles obtidos na experimentação em túnel de vento. O ônibus estudado foi do tipo rodoviário de um fabricante local, modelo Paradiso 1200. O veículo foi modelado em um software CAD (SolidWorks®) em duas escalas: 1/42 e 1/24. Além disso, para obter a comparação com a literatura, foram analisados dois tamanhos diferentes de um modelo do corpo de Ahmed. Posteriormente, foram criadas as malhas com as geometrias 3D e realizados os testes computacionais no software ANSYS FLUENT® para os quatro modelos, com o intuito de identificar alguns parâmetros aerodinâmicos como o coeficiente de arrasto, coeficiente de pressão, entre outros. Para as análises com o corpo de Ahmed foram utilizados os modelos de turbulência Spalart – Allmaras, κ – ε Standard, κ – ε RNG, κ – ω Standard, κ – ω SST e SST. Para os modelos de ônibus foram simulados apenas o modelo κ – ε Standard. Para a realização dos experimentos foi empregado um túnel de vento de circuito aberto, onde foram realizados testes de distribuição de pressão e arrasto aerodinâmico, variando a altura do vão livre entre a mesa automobilística e a superfície inferior dos modelos. Nos ensaios dos modelos onde houve a variação da altura em relação à mesa automobilística, foi identificado um aumento de 4,5% no valor do coeficiente de arrasto (Cd) para o corpo de Ahmed menor e 6,1% para o ônibus em escala 1/42. Comparando-se os resultados obtidos nos ensaios experimentais com aqueles obtidos nas análises numéricas, também ocorreram variações no Cd para todos os modelos. Nos ensaios de pressão o coeficiente de pressão (Cp) foi praticamente o mesmo entre os valores obtidos na análise em CFD e os valores experimentais, para ambos os modelos. Foram também realizados ensaios de visualização usando tufts de lã distribuídos na superfície externa do modelo menor de Ahmed e do modelo maior do ônibus. Esses ensaios indicaram nitidamente as regiões de recirculação de ar nos modelos, o que em parte não foi possível observar na análise computacional. Diante disso, verifica-se que os resultados experimentais obtidos em túnel de vento ainda são os mais confiáveis e utilizados, apesar dos altos custos envolvidos na construção de modelos, na instrumentação de alta tecnologia hoje disponível, nos métodos de visualização e na energia consumida nos testes. / Submitted by Ana Guimarães Pereira (agpereir@ucs.br) on 2016-12-09T18:14:15Z No. of bitstreams: 1 Dissertacao Giovanni Matheus Rech.pdf: 20273449 bytes, checksum: 70c97b02eb18e1d8b69454f3e92fe23d (MD5) / Made available in DSpace on 2016-12-09T18:14:15Z (GMT). No. of bitstreams: 1 Dissertacao Giovanni Matheus Rech.pdf: 20273449 bytes, checksum: 70c97b02eb18e1d8b69454f3e92fe23d (MD5) Previous issue date: 2016-12-09 / The present study was to evaluate the aerodynamic parameters of a road bus model by comparing the results of computer simulation via CFD (Computational Fluid Dynamics) with those obtained in experiments in a wind tunnel. The bus studied was a road type from a local manufacturer, Paradiso 1200 model. The vehicle was modeled on a CAD software (SolidWorks®) on two scales: 1/42 and 1/24. Furthermore, for comparison with the literature, we analyzed two different sizes of Ahmed body model. Thereafter, the meshes were created from 3D geometry and the computational tests performed with FLUENT® ANSYS software for the four models in order to identify some aerodynamic parameters such as the drag coefficient, pressure coefficient, among others. For analysis of Ahmed bodies, the turbulence models Spalart - Allmaras, κ - ε Standard, κ - ε RNG, κ - ω Standard, κ - ω SST and SST were used. For bus models, the turbulence model κ - ε Standard was only used. For the experiments we used an open circuit wind tunnel, where tests of pressure distribution and aerodynamic drag were performed, varying the height of the clearance between the automotive table and the bottom surface of the models. In the model tests, in which there were the height variation relative to the automotive table, an increase of 4.5% in the value of the drag coefficient (Cd) for the lower Ahmed body, and 6.1% for the bus 1/42 scale were identified. In pressure tests, the pressure coefficients (Cp) were almost the same between the values obtained from the CFD analysis and experimental values for both models. Visualization tests using wool tufts distributed on the outer surface of the smaller Ahmed model and the higher bus model were also performed. These tests clearly indicated the air recirculation regions in models, which in part was not observed in the computational analysis. Thus, it appears that the experimental results are in wind tunnel still the most reliable and used despite the high costs involved in the building models, in the high-tech instrumentation available today, in the visualization methods and in the energy consumed in the tests.

O presente estudo consistiu em avaliar os parâmetros aerodinâmicos de um modelo de ônibus rodoviário, comparando os resultados obtidos de simulação computacional via CFD (Computational Fluid Dynamics) com aqueles obtidos na experimentação em túnel de vento. O ônibus estudado foi do tipo rodoviário de um fabricante local, modelo Paradiso 1200. O veículo foi modelado em um software CAD (SolidWorks®) em duas escalas: 1/42 e 1/24. Além disso, para obter a comparação com a literatura, foram analisados dois tamanhos diferentes de um modelo do corpo de Ahmed. Posteriormente, foram criadas as malhas com as geometrias 3D e realizados os testes computacionais no software ANSYS FLUENT® para os quatro modelos, com o intuito de identificar alguns parâmetros aerodinâmicos como o coeficiente de arrasto, coeficiente de pressão, entre outros. Para as análises com o corpo de Ahmed foram utilizados os modelos de turbulência Spalart – Allmaras, κ – ε Standard, κ – ε RNG, κ – ω Standard, κ – ω SST e SST. Para os modelos de ônibus foram simulados apenas o modelo κ – ε Standard. Para a realização dos experimentos foi empregado um túnel de vento de circuito aberto, onde foram realizados testes de distribuição de pressão e arrasto aerodinâmico, variando a altura do vão livre entre a mesa automobilística e a superfície inferior dos modelos. Nos ensaios dos modelos onde houve a variação da altura em relação à mesa automobilística, foi identificado um aumento de 4,5% no valor do coeficiente de arrasto (Cd) para o corpo de Ahmed menor e 6,1% para o ônibus em escala 1/42. Comparando-se os resultados obtidos nos ensaios experimentais com aqueles obtidos nas análises numéricas, também ocorreram variações no Cd para todos os modelos. Nos ensaios de pressão o coeficiente de pressão (Cp) foi praticamente o mesmo entre os valores obtidos na análise em CFD e os valores experimentais, para ambos os modelos. Foram também realizados ensaios de visualização usando tufts de lã distribuídos na superfície externa do modelo menor de Ahmed e do modelo maior do ônibus. Esses ensaios indicaram nitidamente as regiões de recirculação de ar nos modelos, o que em parte não foi possível observar na análise computacional. Diante disso, verifica-se que os resultados experimentais obtidos em túnel de vento ainda são os mais confiáveis e utilizados, apesar dos altos custos envolvidos na construção de modelos, na instrumentação de alta tecnologia hoje disponível, nos métodos de visualização e na energia consumida nos testes. / The present study was to evaluate the aerodynamic parameters of a road bus model by comparing the results of computer simulation via CFD (Computational Fluid Dynamics) with those obtained in experiments in a wind tunnel. The bus studied was a road type from a local manufacturer, Paradiso 1200 model. The vehicle was modeled on a CAD software (SolidWorks®) on two scales: 1/42 and 1/24. Furthermore, for comparison with the literature, we analyzed two different sizes of Ahmed body model. Thereafter, the meshes were created from 3D geometry and the computational tests performed with FLUENT® ANSYS software for the four models in order to identify some aerodynamic parameters such as the drag coefficient, pressure coefficient, among others. For analysis of Ahmed bodies, the turbulence models Spalart - Allmaras, κ - ε Standard, κ - ε RNG, κ - ω Standard, κ - ω SST and SST were used. For bus models, the turbulence model κ - ε Standard was only used. For the experiments we used an open circuit wind tunnel, where tests of pressure distribution and aerodynamic drag were performed, varying the height of the clearance between the automotive table and the bottom surface of the models. In the model tests, in which there were the height variation relative to the automotive table, an increase of 4.5% in the value of the drag coefficient (Cd) for the lower Ahmed body, and 6.1% for the bus 1/42 scale were identified. In pressure tests, the pressure coefficients (Cp) were almost the same between the values obtained from the CFD analysis and experimental values for both models. Visualization tests using wool tufts distributed on the outer surface of the smaller Ahmed model and the higher bus model were also performed. These tests clearly indicated the air recirculation regions in models, which in part was not observed in the computational analysis. Thus, it appears that the experimental results are in wind tunnel still the most reliable and used despite the high costs involved in the building models, in the high-tech instrumentation available today, in the visualization methods and in the energy consumed in the tests.

Dans cette dissertation, nous considérons l’écoulement des liquides conducteurs d’électricité dans un champ magnétique externe. De tels écoulements sont décrits par les équations de la magnétohydrodynamique (MHD) quasi-statique, et sont fréquemment rencontrés dans des applications pratiques. Il suit qu’il y a un intérêt fort pour des outils numérques qui peuvent simuler ces écoulements dans des géometries complexes.<p>La première partie de cette thèse (chapitres 2 et 3) est dédiée à la présentation de la machinerie numérique qui a été utilisée et implémentée afin de résoudre les équations de la MHD quasi-statistique (incompressible). Plus précisément, nous avons contribué au développement d’un solveur volumes finis non-structuré parallèle. La discussion sur ces méthodes est accompagnée d’une analyse numérique qui est aussi valable pour des mailles non-structurées. Dans le chapitre 3, nous vérifions notre implémentation par la simulation d’un certain nombre de cas tests avec un accent sur des écoulements dans un champ magnétique intense.<p>Dans la deuxième partie de cette thèse (chapitres 4-6), nous avons utilsé ce solveur pour étudier des écoulements MHD de proche paroi .La première géometrie considérée (chapitre 4) est celle d’une conduite circulaire infini d’axe à haut nombre de Hartmann. Nous avons investitgué la sensitivité des résultats numériques au schéma de discrétisation et à la topologie de la maille. Nos résultats permettent de caractériser in extenso l’écoulement MHD dans une conduite avec des bords bien conducteurs par moyen des lois d’échelle.<p>Le sujet du cinquième chapitre est l’écoulement dans une conduite toroïdale à section carée. Une étude du régime laminaire confirme une analyse asymptotique pour ce qui concerne les couches de cisaillement. Nous avons aussi effectué des simulations des écoulements turbulents afin d’évaluer l’effet d’un champ magnétique externe sur l’état des couches limites limites.<p>Finalement, dans le chapitre 6, nous investiguons l’écoulement MHD et dans un U-bend et dans un coude arrière. Nous expliquons comment générer une maille qui permet de toutes les couches de cisaillement à un coût computationelle acceptable. Nous comparons nos résultats aux solutions asymptotiques. / Doctorat en Sciences / info:eu-repo/semantics/nonPublished

<p>Intra-Arterial Chemotherapy (IAC) is a preferred treatment for the primary liver cancer, despite its adverse side-effects. During IAC, a mixture of chemotherapeutic drugs, e.g. Doxorubicin, is injected into an artery supplying the tumor. A fraction of Doxorubicin is absorbed by the tumor, but the remaining drug passes into systemic circulation, causing irreversible heart failure. The efficiency and safety of the IAC can be improved by chemical filtration of the excessive drugs with a catheter-based Chemofilter device, as proposed by a team of neuroradilogists. </p> <p>The objective of my work was to optimize the hemodynamic and drug binding performance of the Chemofilter device, using Computational Fluid Dynamics (CFD) modeling. For this, I investigated the performance of two distinct Chemofilter configurations: 1) a porous “Chemofilter basket” formed by a lattice of micro-cells and 2) a non-porous “honeycomb Chemofilter” consisting of parallel hexagonal channels. A multiscale modeling approach was developed to resolve the flow through a representative section of the porous membrane and subsequently characterize the overall performance of the device. A heat and mass transfer analogy was utilized to facilitate the comparison of alternative honeycomb configurations. </p> A multiphysics approach was developed for modeling the electrochemical binding of Doxorubicin to the anionic surface of the Chemofilter. An effective diffusion coefficient was derived based on dilute and concentrated solution theory, to account for the induced migration of ions. Computational predictions were supported by results of <i>in-vivo</i> studies performed by collaborators. CFD models showed that the honeycomb Chemofilter is the most advantageous configuration with 66.8% drug elimination and 2.9 mm-Hg pressure drop across the device. Another facet of the Chemofilter project was its surface design with shark-skin inspired texturing, which improves the binding performance by up to 3.5%. Computational modeling enables optimization of the chemofiltration device, thus allowing the increase of drug dose while reducing systemic toxicity of IAC.

Den pågående elektrifieringen av transport och samhälle kräver utveckling av nya metoder för återvinning av batterier. Hydrometallurgi som fokuserar på selektiv kristallisation av metaller är ett intressant alternativ för dessa ändamål. Dessa system kan studeras genom modellering och simulering. Många matematiska modeller finns tillgängliga för att beskriva de olika involverade processerna i kristallisationen av metaller. Dessa processer inkluderar övermättnad, nukleation, kristalltillväxt och aggregation. Denna rapport sammanställer ett antal av de tillgängliga matematiska modellerna och presenterar ett numeriskt tillvägagångssätt för modellering av den tidsberoende nummerdensiteten av partiklar genom en populationsbalansekvation. Populationsbalansen kan lösas med olika metoder såsom momentmetoden och metoden av viktade residualer. Här löses ekvationen genom diskretisering. Diskretisering av den inre koordinaten i ett flertal längdintervall möjliggör simulering av partikel-storleksfördelningen som en funktion av tid. Det numeriska tillvägagångssättet applicerades på bariumsulfatutfällning i en perfekt blandad satsreaktor och två- och tre-dimensionella T-mixer-system, såväl som en perfekt blandad satsreaktor för förträngningskristallisation av nickelsulfat med groddning. Den simulerade storleksfördelningens placering visade sig ha bra överenstämmelse med experimentell data vid låga Reynolds-tal. Här undersöktes även påverkan av en mängd parametrar såsom diskretisering, aggregation och magnituden av diffusion. Aggregation hade en märkbar inverkan på välblandade system. Inverkan av aggregation i diffusions-kontrollerade system med kort retentionstid var låg. Diffusionsmagnituden hade liten påverkan på den normaliserade distributionen men större på det totala antalet partiklar. / The currently ongoing electrification of society and transport necessitates the development of novel methods for battery recycling. Hydrometallurgy with a focus on selective metal crystallisation is an interesting prospect to these ends. The resource recovery systems of interest can be studied through simulation where many mathematical models are available to describe the varying processes involved. These processes include supersaturation generation, nucleation, growth and aggregation. This work compiles some of these mathematical models and presents a numerical approach for the modelling of the time-dependent particle number density with a population balance equation. The population balance equation can be solved using a variety of different methods such as method of moments and method of weighted residuals. Here, the balance equation was solved by discretisation. Discretising the inner coordinate (crystal length) into a number of length intervals allows for the particle size distribution to be modelled as a function of time for various crystallisation systems. The framework was successfully applied to barium sulphate precipitation in a perfectly mixed batch reactor and two- and three-dimensional T-mixer systems, as well as a seeded perfectly mixed nickel sulphate anti-solvent crystallisation system. The simulated size distribution showed promising similarity to experimental data at low Reynolds number. The influence of a variety of parameters such as aggregation and magnitude of diffusion was investigated. Aggregation had a significant impact on well-mixed systems increasing with retention time. The impact of aggregation on diffusion-controlled systems with low retention time was low. The magnitude of diffusion had little impact on the particle size distribution of the crystal population but a large impact on the total number of crystals.

The study of the flow of a fan blade was conducted to improve tonal fan noise reduction by optimizing an existing flow control configuration. The current configuration consisted of a trailing edge Slot with a flow control area of 0.045 in² per inch span with an exit angle of -3.3° with respect to the blade exit angle. Two other flow control configurations containing discrete jets were investigated. For the first configuration, the trailing edge jets (TEJ), the fan blade was modified with discrete jets spaced 0.3 inches apart with a flow control area of 0.01 in² per inch span positioned on the trailing edge aimed at -3.3° with respect to the blade exit angle. Similarly, discrete jets were also placed on the suction surface at 95.5% chord aimed at 15° with respect to the local blade surface. This configuration is referred to as the suction surface jet (SSJ). The discrete jets for both configurations were designed to be choked while injecting a mass flow rate of 1.00% of the fan through-flow. Computational Fluid Dynamics (CFD) was used to model new configurations and study subsequent changes in total pressure deficit using a blade design inlet Mach number of 0.73, Reynolds number based on chord length of 1.67 à 106, and design incidence angle of 0°. Experimental testing was later conducted in a 2D cascade tunnel. The TEJ and SSJ were tested at design blowing of 1.00% and at off-design conditions of 0.50%, 0.75%, and 1.25% fan through-flow. Results between the different flow control configurations were compared using a blowing coefficient. CFD showed the TEJ and SSJ offered aerodynamic improvement over the Slot configuration. Testing showed the SSJ outperformed the TEJ, as validated in CFD, producing wider and shallower wakes. SSJ area-averaged pressure losses were 25% less than TEJ at design. Noise predictions based on CFD findings showed that both TEJ and SSJ provided additional tonal sound power level attenuation over the Slot configuration at similar blowing coefficients, with the SSJ providing the most attenuation. Noise prediction based on experimental results concurred that the SSJ provided more total attenuation than the TEJ. Experimental results showed that the SSJ performed better aerodynamically and, based on analytical prediction, provided 2 dB more total attenuation than the TEJ. / Master of Science

<p dir="ltr">On many hypersonic vehicles, gaps are present on the outer surface of the vehicle and the interaction of the hypersonic freestream flow over these gaps can cause significant heat transfer to the vehicle. The project described in this thesis analyzed selected hypersonic gap problems and attempted to offer solutions to combat the heat transfer occurring in the gap. The first section of this thesis is a parametric study to understand the changes to the heat transfer and flow that modifications to the gap geometry can make. The second section is a comparison of the computational model to experimental data. The results of the studies show that adding a simple fillet or chamfer to the downstream step of the gap can reduce the maximum heat flux by over 90%. These results can be used to reduce the heat transfer caused by flow impingement in the gaps of hypersonic vehicles with a simple modification of the geometry and is consistent with the findings of other work in gap heating.</p>

<p dir="ltr">This thesis explores novel methods of steel reheating, simulating hydrogen as a cleaner fuel in the combustion furnace and magnetic induction heating as a viable alternative, by utilizing advanced numerical simulations, including Computational Fluid Dynamics (CFD) and Finite Element Analysis (FEA), to assess their performance and feasibility.</p><p dir="ltr">Hydrogen, known for its potential to significantly reduce carbon dioxide emissions, is examined as a substitute for natural gas. Simulations revealed that hydrogen combustion results in higher flame temperatures and heat fluxes. While the CFD model achieved a high level of accuracy, with a maximum temperature error of 3% and an average deviation of 7% from real-world data, hydrogen fuel caused an increase in heat flux by up to 12% and higher slab surface temperatures. These changes led to steeper thermal gradients and increased stress, with peak stress levels reaching 90% of material limit. This simulation approach provides valuable data on the performance of different furnace fuels, helping to identify optimal fuel blends and configurations that minimize the risk of material failure while enhancing furnace efficiency.</p><p dir="ltr">The impact of scale formation on steel surfaces during reheating was also investigated. A mathematical model based on linear-parabolic equations was integrated into CFD simulations to predict scale growth. This model was validated against experimental data, showing an average error of 6%. The presence of scale led to a reduction in core temperature by up to 31 K and a 7.6% decrease in heat flux, which negatively affected heating efficiency. Scale formation also caused a significant drop in thermal conductivity, impacting heat transfer and slab uniformity. Pre-heating zone contributed minimally to overall scale formation despite its extended duration whereas a majority of scale growth was observed in the heating zone. Applications of this model include improving reheat furnace model efficiency and optimizing furnace operation to minimize scale.</p><p dir="ltr">Magnetic induction heating was also explored as an alternative to combustion-based reheating, assessing its potential benefits and challenges. The simulation results, validated with an average error of approximately 7% compared to literature data. showed uniform temperature distribution, and reduced stress levels with optimal power settings around 80 kW. A 3D transient simulation modeled an adaptive power cycle to minimize thermal stress highlighting the effectiveness of adaptive soaking strategies over continuous soaking in managing thermal stress, improving heating efficiency and material integrity.</p>