L'utilisation des vis à rouleaux satellites au cœur d'actionneurs électromécaniques destinées aux commandes de vol nécessite une connaissance la plus précise possible de leur durée de vie suivant le profil de mission. Le calcul de durée de vie d’une vis à rouleaux dans les conditions aéronautiques nécessite des investigations à la fois en résistance (mécanique des contacts) et en fatigue. En résistance, il faut être en mesure de déterminer la répartition de charge dans le système, calculer les pressions de contact et les contraintes en sous-couche pour une charge donnée. En fatigue de contact, il faut, pour un spectre de charges, construire le trajet de chargement tout en prenant en compte le caractère multiaxial des états de contraintes. Moyennant des hypothèses simplificatrices pertinentes, l’étude en résistance de la vis peut être ramenée à celui d’un assemblage mécanique en mouvement stationnaire et à un secteur représentatif. Une analyse tridimensionnelle par éléments finis (EF 3D) nous a permis de cerner le comportement de la vis à rouleaux en statique. Les résultats issus de cette analyse sont ensuite confrontés à des tests de rigidité et ont montré la solidité de notre étude. Enfin, en se servant de ce modèle numérique comme référence, nous avons alors développé un outil de prédimensionnement basé sur le couplage de trois modules qui représentent des modèles semi-analytiques, robustes et ultra-rapides, pour réaliser des calculs en résistance et en fatigue. Le premier modèle est construit sur la base de modèles d’éléments finis filaires (EF 1D). Il sert à déterminer la répartition de charge (statique) dans le système pour n’importe quelle configuration géométrique ou de fonctionnement et pour toute charge axiale. Il permet ainsi de suivre la vis dans son déplacement axial et d’identifier les filets critiques pour chacun des composants de la structure. Le second modèle calcule les pressions de contact et les états de contraintes multiaxiaux, grâce aux méthodes combinées du gradient conjugué (CGM) et de la transformée rapide de Fourier (FFT). Le troisième module procède à une analyse en fatigue suivant trois critères : Crossland, Dang Van et Papadopoulos / The use of satellite roller screws in the core of electromechanical actuators for flight control requires knowledge as accurate as possible in their lifetime according to the mission profile. The calculation of life of a roller screw in aeronautical conditions requires investigations in both resistance (mechanical contacts) and fatigue. In resistance, we must be able to calculate to determine the load distribution in the system, calculate the contact pressures and the in-depth stresses for a given load. In contact fatigue, it is necessary to build for any spectrum loading the loading path taking into account the aspect of the multiaxial stresses. Owing to relevant assumptions, the study in resistance of the screw can be reduced to that of a sectorial mechanical assembly with stationary moving. A three-dimensional analysis based on the three-dimensional Finite Element (FEM 3D) allowed us to identify the behavior of the roller screw in static. The results of this analysis are then compared to stiffness tests and show the pertinence of our study as they were in good agreement. Finally, using this numerical model as a reference, we then developed a preliminary design tool based on the coupling of three modules that represent semi-analytical models, robust and ultra-fast, to perform the calculations in resistance and fatigue. The first model is based on finite element models wired (EF 1D) determines the distribution of load (static) in the system for any geometric configuration and operation and for any axial load. It thus makes it possible to follow the screw in its axial movement and to identify the critical nets for each component of the structure. The second model calculates the contact pressures and multiaxial stresses states, thanks to the combined conjugated gradient method (CGM) and the Fast Fourier Transform (FFT). The third module performs a fatigue analysis according to three criteria: Crossland, Dang Van and Papadopoulos

Detta examensarbete har utförts av två studenter som läser byggingenjörsprogrammet på Örebro universitet. Arbetet har titeln ”En jämförelse mellan handberäkningar och FEM-analys vid lastnedräkning” och handlar om de skillnader i lastfördelning man erhåller när man räknar på hur laster i en byggnad fördelar sig mellan de olika bärande elementen med de olika metoderna. FEM-analysen utfördes i datorprogrammet FEM-Design (StruSoft). Eftersom en lastnedräkning är ett grundläggande (men viktigt) steg i en konstruktörs design/dimensionerings-arbete så ville vi undersöka hur dessa görs och vilka verktyg ingenjörer har som kan hjälpa dem. Olika metoder att utföra detta kan komma att ge olika resultat. Vi jämförde de metoder som är vanligast, handberäkningar samt en FEM-analys med ett av de vanligare förekommande programmen som används av konstruktörer.Detta arbete har utförts i samarbete med företaget Integra Engineering AB, örebrokontoret. Integra har bidragit med 2D-ritningar till ett av deras projekt som denna grupp sedan gjorde en handberäknad lastnedräkning på samt modellering och FEM-analys med FEM-Design. Resultaten av de båda metoderna samanställdes sedan och analyserades för att få svar på de frågeställningar som ställdes.Som resultat förväntades skillnader, men för just detta projekt blev skillnaderna större än vad som väntades. Skillnaderna mellan totallasterna är acceptabla, men själva fördelningen mellan elementen blev större än förväntat. / This bachelors thesis has been carried out by two civil engineering students and has the title “A comparison between standard hand calculations and FEM-Analysis at load distribution analysis” and deals with the differences in load distribution that you can get between the different load-bearing elements (e.g walls and pillars). The FEM-analysis was performed in the program FEM-Design (by StruSoft). Since a load distribution analysis is a fundamental (yet important) step in an engineer’s design/dimensioning work. We wanted to research how the different methods work and what tools engineers have to aid them in these calculations. Different methods can yield different results. We chose to work with the two most common methods of analysis, a calculation done by hand (according to Eurocode) and a FEM-analysis that is used by structural engineers and is one of the most commonly used FEM-programs.This thesis has been carried out in cooperation with Integra Engineering AB, Örebro office. For this work, Integra has contributed with 2D-drawings of one of their projects as this group then performed a hand-calculated load distribution analysis aswell as modeling and FEM analysis of the FEM-Design software. The results of the two methods were then compiled and analyzed to answer the questions posed.As a result, differences were expected, but for this particular project the differences were larger than expected. The differences between the total loads are acceptable, but the actual distribution between all the elements became larger, when comparing the two results.

In the early days of gear manufacturing, engineers aimed to produce teeth as close to the theoretical shape as possible. As machinery advanced and demand for high-speed, high-torque, and quieter transmissions grew, optimizing gear teeth became increasingly important [1]. Techniques such as tip and root relief reduced engagement shocks, while lead modifications like lead slope and crowning increased load-carrying capacity. Gas turbines are complex, high-load machines that require the use of suitable gearboxes with highly reliable components. The importance of this reliability cannot be overstated, as any downtime can result in significant financial repercussions. By implementing the right modifications, it is possible to reduce the causes of failure and improve the overall performance of the gearboxes, leading to more efficient and cost-effective operations. The primary focus of this thesis is to explore the use of various modification methods to achieve the most optimal load distribution across the face width of a double helical gear. This is accomplished through the use of FVA workbench and analytical calculations, allowing for a thorough and comprehensive analysis of these modifications. / Ingenjörer när växeltillverkning var i sin linda, hade som avsikt att producera kuggar så nära dess teoretiska form som möjligt. I takt med att maskiner utvecklades ökade proportionell efterfrågan på transmissioner med hög hastighet och vridmoment med tystare drift, sedan dess har optimeringen av kuggarna fått grepp. Profilmodifieringar som topp- och fotavlättning minskade ingreppsstötar, på engelska ”lead modification”, ”lead slope” och ”crowning” ökade lastkapaciteten. Gasturbiner är höglastade maskiner som kräver behov av lämplig växellåda med behov av mycket pålitliga komponenter för att minska och eventuellt undvika stillestånd då antalet maskiner är många och det kommer att kosta mycket i sådana fall. Om det görs rätt kan modifieringar minska orsakerna till fel och förbättra växellådornas prestanda. Denna avhandling behandlar användningen av dessa modifieringsmetoder för att erhålla den mest optimala lastfördelningen över kuggflanken på en snedkuggsväxel, vilket görs med FVA-Workbench och analytiska beräkningar.

The inverted T-beam bridge system provides an accelerated bridge construction alternative for short-to-medium-span bridges. The system consists of adjacent precast inverted T-beams finished with a cast-in-place concrete topping. The system offers enhanced performance against reflective cracking, and reduces the likelihood of cracking due to time dependent effects. The effects of transverse bending due to concentrated wheel loads are investigated with respect to reflective cracking. Transverse bending moment are quantified and compared to transverse moment capacities provided by a combination of various cross-sectional shapes and transverse connections. A design methodology for transverse bending is suggested. Tensile stresses created due to time dependent and temperature effects are quantified at the cross-sectional and structure level and strategies for how to alleviate these tensile stresses are proposed. Because differential shrinkage is believed to be one of the causes of deck cracking in composite bridges, a study on shrinkage and creep properties of seven deck mixes is presented with the goal of identifying a mix whose long terms properties reduce the likelihood of deck cracking. The effects of differential shrinkage at a cross-sectional level are numerically demonstrated for a variety of composite bridge systems and the resistance of the inverted T-beam system against time dependent effects is highlighted. End stresses in the end zones of such a uniquely shaped precast element are investigated analytically in the vertical and horizontal planes. Existing design methods are evaluated and strut-and-tie models, calibrated to match the results of 3-D finite element analyses, are proposed as alternatives to existing methods to aid designers in sizing reinforcing in the end zones. Composite action between the precast beam and the cast-in-place topping is examined via a full scale test and the necessity of extended stirrups is explored. It is concluded that because of the large contact surface between the precast and cast-in-place elements, cohesion alone appears to provide the necessary horizontal shear strength to ensure full composite action. Live load distribution factors are quantified analytically and by performing four live loads tests. It is concluded that AASHTO's method for cast-in-place slab span bridges can be conservatively used in design. / Ph. D.

The Hampton Roads Bridge-Tunnel is one of the oldest prestressed concrete structures in the United States. The 3.5 mile long twin structure includes the world's first underwater tunnel between two man-made islands. Throughout its 60 years in service, the harsh environment along the Virginia coast has taken its toll on the main load carrying girders. Concrete spalling has exposed prestressing strands within the girders allowing corrosion to spread. Some of the more damaged girders have prestressing strands that have completely severed due to the extensive corrosion. The deterioration has caused select girders to fail the necessary load ratings. The structure acts as an evacuation route for the coast and is a main link for the local Norfolk Naval Base and surrounding industry. Because of these constraints, load posting is not a viable option. Live load testing of five spans was performed to investigate the behavior of the damaged spans. Innovative techniques were used during the load test including a wireless system to measure strains. Two different deflection systems were implemented on the spans, which were located about one mile offshore. The deflection data was later compared head to head. From the load test results, live load distribution factors were developed for both damaged and undamaged girders. The data was also used by the local Department of Transportation to validate computer models in an effort to help pass the load rating. Overall, this research was at the forefront of the residual strength of prestressed concrete girders and the testing of in-service bridges. / Master of Science / According to Federal law, each bridge across the United States must be inspected by a licensed engineer on a biennial cycle – meaning every two years. Roughly every ten years, or when major work is performed such as a bridge widening, a load rating must be performed. During a load rating, licensed structural engineers analyze every structural component of a bridge under various loads. These loads include general traffic loads, heavy design loads, as well as special permit truck loads. For each of these loadings, it is proven whether each structural component has enough strength to withstand the load entering the member. Inspection reports are incorporated into the load rating analysis to account for any deterioration in the members which will lower its strength. Recently, a load rating was performed on the Hampton Roads Bridge-Tunnel. The Bridge-Tunnel is a 3.5 mile long twin structure located in Southeastern Virginia. Throughout its 60 years in service, the harsh coastal environment has caused extensive deterioration to some of its main load carrying girders. The deterioration has caused the Bridge-Tunnel to fail its load ratings meaning load posting may have to be imposed. This means signs, and possibly security guards, would have to be implemented before the approach ramps preventing trucks over a certain weight limit from entering. The structure acts as an evacuation route for the coast and is a main link for the local Norfolk Naval Base and surrounding industry. Because of these constraints, load posting is not a viable option. The Bridge-Tunnel is one of the oldest structures of its type so the effects of the deterioration are not well understood causing conservative assumptions to be used within the load rating. This research describes load testing that was performed on the structure to understand the performance and deterioration effects of the bridge. The results and recommendations from this research were used by the load rating engineers to justify assumptions made and help pass the load rating.

Thesis (PhD)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: Road Tra c legislation prescribes constraints on the forces/loads which vehicles may exert on the road at contact surfaces or load points. These constraints have bearing on speci c contact surfaces or groups of contact surfaces. The constraints are in the form of maximum force values and maximum ratios, which may exist between forces. The forces exerted by a vehicle on the road is determined by a combination of the vehicle's own mass, dimensional characteristics, and the mass and position of its cargo. The mass and position of the cargo can be modelled by only considering its centroid. The centroid's position is linked to a certain cargo arrangement. It is necessary, in terms of legal constraints, to distinguish between legally permissable- and non-permissable arrangements. Methods are proposed in this dissertation to determine the borders for the position of the centroid according to cargo-mass, for a variety of vehicle con gurations. The determination of borders for the position of the centroid is the result of a three part process. Firstly, the legal limits are translated to mathematical inequalities that must be satis ed for the forces at contact surfaces. Secondly, conservative parametric estimates for the forces, in terms of the position and the mass of the centroid of a given vehicle, must be derived. Finally these estimates are incorporated into the load constraints and an enclosed permissable area for the centroid is found. These position constraints are suitable inputs to solution methods of various cargo arrangement problems. Linear programmes which can solve certain general arrangement problems by utilising the position constraints on the centroid, were successfully developed. Solutions are presented for the arrangement of pallet-freight, as well as the arrangement of cargo units with asymetrical centroids over the length or width of a vehicle's cargo area. / AFRIKAANSE OPSOMMING: Padvervoerwetgewing skryf grense op kragte/laste voor wat voertuie by kontakoppervlakke of laspunte, op die pad mag uitoefen. Hierdie voorskrifte het betrekking op spesi eke laspunte en groepe van laspunte. Die voorskrifte is in die vorm van maksimum laswaardes by laspunte en maksimum ratio's wat tussen sekere laste mag bestaan. Die laste wat 'n voertuig op die pad uitvoer word bepaal deur 'n kombinasie van die voertuig se eie massa, dimensionele eienskappe, sowel as sy vrag se massa en posisie. Die vrag se massa en posisie kan gemodelleer word deur slegs die massamiddelpunt daarvan te beskou. Die massamiddelpunt se posisie word gekoppel aan 'n bepaalde vragrangskikking. Dit is nodig om, in terme van wetlike voorskrifte, te kan onderskei tussen wetlik toelaatbare en -ontoelaatbare rangskikkings. Metodes word in hierdie proefskrif voorgestel waarmee daar grense vir die posisie van die vragmassamiddelpunt bepaal kan word na gelang van die vragmassa, vir 'n verskeidenheid van voertuigkon gurasies. Die bepaling van grense vir die posisie van die vragmassamiddelpunt is die resultaat van 'n drieledige proses. Eerstens word die wetlike beperkings herlei na wiskundige ongelykhede waarbinne laste by kontakoppervlakke moet val. Tweedens word konserwatiewe parametriese beramings vir die laste verkry in terme van die ligging en massa van die vragmassamiddelpunt vir 'n gegewe voertuig. Laastens word hierdie beramings in die lasbeperkings opgeneem om 'n afgebakende toelaatbare gebied vir die vragmassamiddelpunt se posisie te verkry. Hierdie posisiebeperkings is geskik om as inset te dien in die oplossingmetodes van 'n verskeidenheid van vragrangskikkingsprobleme. Line^ere programme wat sekere algemene rangskikkingsprobleme kan oplos deur die aanwending van posisiebeperkings op die vragmassamiddelpunt, is suksesvol ontwikkel. Oplossings word aangebied vir die rangskikking van paletvrag, asook die rangskikking van vrageenhede met asimmetriese massamiddelpunte oor die lengte of breedte van 'n voertuig se vragarea.

<p>In this Phd thesis, heuristic, meta-heuristic and predictive methods are<br />considered. Meta-heuristics optimisation of the transverse load distribution<br />factor of helical and spur gears is conducted. The multi-objective optimisation<br />problem of the planetary gear train is done using Genetic Algorithm method.<br />A comparative study of several meta-heuristic methods is given for solving<br />the problem of dynamic load capacity and working life at radial ball bearings.<br />Bayesian network, as a predictive method, is implemented in the software to<br />support the decision making in complex mechanical plants.</p> / <p>Докторска дисертација се бави темама везаним за хеуристичке,<br />метахеуристичке и предикционе методе. Извршена је метахеуристичка<br />оптимизација проблема трансверзалног фактора расподеле<br />оптерећења код цилиндричног зупчастог пара. Вишекритеријумски<br />проблем геометрије планетарног преносника је решаван применом<br />генетских алгоритама. Поређење неколико метахеуристичких метода је<br />дато на решавању оптимизационог проблема радног века и динамичке<br />носивости код котрљајних кугличних лежаја. Бајесове мреже, као<br />предикциона метода, су уграђене у софтвер за подршку одлучивању у<br />комплексним машинским постројењима.</p> / <p>Doktorska disertacija se bavi temama vezanim za heurističke,<br />metaheurističke i predikcione metode. Izvršena je metaheuristička<br />optimizacija problema transverzalnog faktora raspodele<br />opterećenja kod cilindričnog zupčastog para. Višekriterijumski<br />problem geometrije planetarnog prenosnika je rešavan primenom<br />genetskih algoritama. Poređenje nekoliko metaheurističkih metoda je<br />dato na rešavanju optimizacionog problema radnog veka i dinamičke<br />nosivosti kod kotrljajnih kugličnih ležaja. Bajesove mreže, kao<br />predikciona metoda, su ugrađene u softver za podršku odlučivanju u<br />kompleksnim mašinskim postrojenjima.</p>

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.

For any business, surviving in a competitive market while maintaining all the operational performance indices up to mark is very crucial. There are several theories and techniques to improve the efficiency of the operational performances. Line balancing is one of those well practiced techniques used daily in most of the industries. Line balancing helps balance the assembly lines with regards to man, machine, takt times, etc. This thesis research was done with Electrolux laundry systems, Ljungby in Sweden. With the varying customer demands the case company was balancing its line manually using basic methods. As a part of lean development schemes, Electrolux Ljungby, wanted to transform the line balancing techniques from manual to a fully automated software. The purpose of this research is to determine the company-specific line balancing criteria which should be considered before performing line balancing. This research furthermore lays out a guideline to follow a smooth transition from the manual system of LB to an automated software by concluding the features the software must handle to perform the LB according to required objectives. A case study approach was utilized to collect all the required data to achieve the results. Using the data collection techniques such as interviews, observations and historical analysis we arrived at the data required to design the guidelines with regards to line balancing software features.  The findings suggest that the desired line balancing constraints which are very important in the multi model single sided straight-line balancing problems are flow of materials, assembly precedence, physical constraints, product demand, bill of materials, restricted processes, man power and desired line balancing objectives. Keeping these constraints into consideration the features which are desired in an onlooking line balancing software are the Integration of data and documents/ maximum control, mixed model and option intelligence and analysis, multiple resources, smart variant management, scenario management, yamazumi chart, constraints and reporting tabs. The findings of this thesis can be used as guidelines by any manufacturing industry while they consider buying a new software which can handle Line balancing problems. This research is one of its kind which talks purely about the constraints and desired features only in a specific line balancing scenario. Practitioners can use this as a base for conducting further research on constraints and features pertaining to it, for different line balancing scenarios.

Accelerated Bridge Construction (ABC) has gained substantial popularity in new bridge construction and bridge deck replacement because it offers innovative construction techniques that result in time and cost savings when compared to traditional bridge construction practice. One technology commonly implemented in ABC to effectively execute its projects is the use of prefabricated bridge components (precast/prestressed bridge components). Precast/prestressed bridge components are fabricated offsite or near the site and then connected on-site using small volume closure pour connections. Diaphragms are also commonly used to strengthen the connection between certain prefabricated components used in ABC, such as beam elements. Bridges containing closure pour connections and diaphragms can be designed using AASHTO LRFD live-load distribution factor formulas under the condition that the bridge must be sufficiently connected. However, these formulas were developed using analytical models that did not account for the effects of closure pours and diaphragms on live-load distribution. This research study investigates live-load distribution characteristics of precast/prestressed concrete bridges with closure pour connections and diaphragms. The investigation was conducted using finite element bridge models with closure pour joints that were calibrated using experimental data and different configuration of diaphragms. The concrete material used for the closure pour connections was developed as part of a larger project intended to develop high early-strength concrete mixtures that specifically reach strength in only 12 hours, a critical requirement for ABC projects.