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This research focuses on the dynamic seat comfort in aircrafts specifically during takeoff, landing and cruise through turbulence flight conditions. The experiments are performed using a multi axis shaker table in the Automotive Centre of Excellence (ACE) at the University of Ontario Institute of Technology subjected to sample takeoff, landing and cruise vibration recordings obtained onboard of an actual flight. The input vibrations introduced to the aircraft seats during actual flight conditions and during the experiments in the ACE are compared and it is concluded that the given flight conditions were successfully replicated for the interest of this thesis. The experiments are conducted with two different aircraft seats, economy class and business class. Furthermore, to investigate the importance of seat cushion characteristics in addition to economy and business class seat cushions, three laboratory made cushions were included in the investigation as well. Moreover, the effect of passenger weight is also discussed by conducting the experiments with 1 and 2 identical dummies. It is concluded that static seat properties play a significant role in the comfort perception level as well as flight conditions. Among the three flight condition, landing appeared to be the most uncomfortable case comparing to takeoff and cruise. In addition to experimental work, a numerical study to simulate the flight conditions is undertaken with the initial work of CAD modelling. The simulated responses of the seat is partially matching with experimental results due to unknown parameters of the cushion and the connections of the aircraft seat that cannot be created in the CAD model due to unknown manufacturing processes.

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Linear theory is useful in determining small static and dynamic deflections. However, to characterize large static and dynamic deflections, it is no longer useful or accurate, and more sophisticated analysis methods are necessary. In the case of beam deflections, linear beam theory makes use of an approximate curvature expression. Here, the exact curvature expression is used to derive the governing partial differential equations that describe the in-plane equilibrium and dynamics of a long, thin, inextensible beam, where the self-weight of the beam is included in the analysis. These beam equations are expressed in terms of arclength, and the resulting equilibrium shape is called the elastica. The analysis gives solutions that are accurate for any deflection size, and the method can be used to characterize the behavior of many structural systems. Numerical and analytical methods are used to solve or to approximate solutions to the governing equations. Both a shooting method and a finite difference, time-stepping algorithm are developed and implemented to find numerical solutions and these solutions are compared with some analytical approximation method results. The elastica equations are first used to determine both linear and nonlinear equilibrium configurations for a number of boundary conditions and loading types. In the case of a beam with a significant self-weight, the system can exhibit nonlinear static behavior even in the absence of external loading, and the elastica equations are used to determine the weight corresponding to the onset of instability (or self-weight buckling). The equations are also used to characterize linear and nonlinear vibrations of some structural systems, and experimental tests are conducted to verify the numerical results. The linear vibration analysis is applied to a vibration isolator system, where a postbuckled clamped-clamped beam or otherwise highly-deformed structure is used (in place of a conventional spring) to reduce system motion. The method is also used to characterize nonlinear dynamic behavior, and the resulting frequency-response curves are compared with those in the literature. Finally, the method is used to investigate the dynamics of subsea risers, where the effects of gravity, buoyancy, and the current velocity are considered. / Dissertation

Submitted by MATHEUS MIKAEL QUARTAROLI null (matheusquartaroli93@gmail.com) on 2018-03-29T18:49:36Z No. of bitstreams: 1 Dissertação.pdf: 2469304 bytes, checksum: e40aef3812815dd1e406d4e6b84b8256 (MD5) / Approved for entry into archive by Maria Marlene Zaniboni null (zaniboni@bauru.unesp.br) on 2018-04-02T18:28:06Z (GMT) No. of bitstreams: 1 quartaroli_mm_me_bauru.pdf: 2469304 bytes, checksum: e40aef3812815dd1e406d4e6b84b8256 (MD5) / Made available in DSpace on 2018-04-02T18:28:06Z (GMT). No. of bitstreams: 1 quartaroli_mm_me_bauru.pdf: 2469304 bytes, checksum: e40aef3812815dd1e406d4e6b84b8256 (MD5) Previous issue date: 2018-02-22 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / Esse trabalho buscou investigar os comportamentos dinâmicos de uma suspensão eletromecânica. Para a configuração dessa suspensão substitui-se o amortecedor viscoso convencional por um amortecedor do tipo eletromecânico. O amortecedor eletromecânico é formado por um transdutor de imã permanente e bobina móvel, no qual se acopla ao sistema mecânico com o eletromagnético. Nos terminais da bobina é introduzido um circuito elétrico RLC ligados em série. Para modelagem e a obtenção das equações dinâmica que descrevem seu movimento utilizou-se o método de Lagrange, que utiliza expressões de energia. Os modelos abordam absorvedores utilizados na indústria automobilística. No trabalho, primeiramente foi investigado a capacidade dos parâmetros elétricos no comportamento do sistema, e verificou-se a influência que a resistência elétrica e a capacitância tem em relação ao deslocamento da massa suspensa de um veículo. Foi realizada, através da função transferência, uma análise da quantidade de energia obtida no sistema elétrico para valores diferentes de resistência elétrica e em comparação foi verificado o ganho da massa suspensa para um movimento harmônico sofrido pela base. Por fim, investigou-se as potências geradas no circuito elétrico e o fator de potência para diferentes valores de capacitância. E também apurou a influência da resistência elétrica na produção de potência ativa. Os resultados mostraram a influência dos parâmetros elétricos no comportamento dinâmico do sistema e na geração de potência elétrica, assim através de um controle feito nesses parâmetros pode-se encontrar faixas no qual reduz a transmissibilidade de deslocamento para os ocupantes de um veículo e geram uma alta potência elétrica em que possa ser armazenada e utilizada posteriormente. / This work sought to investigate the dynamic behavior of an electromechanical suspension. For the configuration of this suspension it replaces the conventional viscous damper with a shock absorber of the electromechanical type. The electromechanical damper is formed by a permanent magnet transducer and mobile coil, in which it couples the mechanical system with the electromagnetic. At the terminals of the coil is introduced an RLC electric circuit connected in series. For the modeling and the obtaining of the dynamic equations that describe its movement was uses the Lagrange method, that uses expressions of conservation of energy. The models approach in a simplified way the absorbers used in the automotive industry. In the work, it was first investigated the influence of the electrical parameters on the behavior of the system, it was verifies the power of the electrical resistance and the capacitance have in relation to the displacement of the suspended mass of a vehicle. It was performed, through the transfer function, an analysis of the amount of energy obtained in the electrical system is performed for different values of electrical resistance and in comparison it was verifies the gain of the suspended mass for a harmonic movement suffered by the base. Finally, we investigated the powers generated in the electric circuit and the power factor for different capacitance values. It also determined the influence of electrical resistance on the production of active power. The results showed the influence of the electrical parameters on the dynamic behavior of the system and the generation of electric power, so through a control made in these parameters can be found tracks in which reduces the transmissibility of displacement for the occupants of a vehicle and generate a high electrical power where it can be stored and used later.

It is well known that sitting posture is associated with discomfort and a number of musculoskeletal disorders. Seat manufacturers have made great strides toward developing seats for equipment which helped in alleviating the vibration transferring to the lower area of the spine; however, increased neck and head motion resulting from these seat designs may have been overlooked. Many cervical spine studies have been developed to estimate the response of the head and neck; however, these current studies do not take head and neck posture into account. The objective of this work was to study and demonstrate the difference in human biomechanical response to WBV when they use different neck postures. Four head and neck postures: up, down, to the side, and normal (straight forward) were investigated. Ten male subjects with ages ranging from 19 to 28 years were used to test each of the four postures, using the discrete sinusoidal frequencies of 2, 3, 4, 5, 6, 7, and 8 Hz at constant amplitudes of 0.8 m/s^2 RMS and 1.15 m/s^2 RMS in the x-direction (fore-and-aft). Subjects were seated in a rigid seat rigidly mounted to a vibration platform and vibration was generated using a six-degree-of-freedom man-rated shaker table. Subjects were tightly coupled to the seat back, using a neoprene vest and 5 straps, in an effort to reduce any relative motion between the seat and the subject. Subjects reported their head and neck discomfort using the Borg CR-10 scale with each of the postures, and then gave a second discomfort rating for the normal posture for each combination. Motion capture and accelerometer data were used to acquire the motion of the seat, C7 vertebrae, and center-of-head motion. The 3D motion of selected points on the heads and necks of the subjects were acquired using a twelve-camera Vicon motion capture system. Accelerometer data at the head, C7, and seat was used to verify the motion capture data. For the head-down posture, the magnitude of the discomfort function was higher than the normal posture. The head-to-side and head-up postures have shown less discomfort have shown less discomfort in the critical resonance area; however, these postures show roughly the same discomfort as the normal posture in other frequency ranges. In these postures, the subjects are using major neck-back muscles which create a stiffer system and may explain why there is a shift in the second peak in the head-to-side and head-up postures. Interestingly, the head-to-side and head-up postures show a similar trend as the normal posture, however, the peak transmissibility is attenuated. In addition, the subject's average discomfort was lower in this range compared to the normal posture. The head-down posture had the highest transmissibility and discomfort overall and suggests that workers in vibration environments should reduce any head-down postures to avoid unwanted head accelerations and discomfort. This work has demonstrated the importance of considering the head-neck posture in future seat-design studies.

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A vast amount of goods and products are transported in bulk as palletized unit loads, where the pallet is the base of the unit load. Material handling systems represent the physical environment in which unit loads are transported through supply chains. Material handling systems include different transportation modes and storage conditions, many of which are well researched. While industrial forklifts are paramount to material handling systems, the physical effect they have on load systems is not well understood. The weight of the unit load causes the pallets to deflect, and previous research has revealed that forklift vibration amplifies pallet deflection. The effects of forklift vibration on pallet deflection are not considered in international standards used to determine pallet load capacities. Standards such as ISO 8611 and ASTM D1185 provide deflection limits that are used to determine pallet load capacities, yet there is a lack of understanding and justification on these deflection limits related to forklift support conditions. A comprehensive understanding of the effects of forklift vibration on unit load performance is necessary to produce accurate and safe load capacity ratings. In this research, two studies were completed to gain further understanding on unit load performance and stability in forklift handling conditions. The first study evaluated pallet deflection and unit load stability of unbound unit loads designed with a 20 mm. performance limit (ISO 8611, 2011). Common forklift handling factors were investigated and included fork tine angle (level and 4-degree incline) and pallet orientation (racked across the width and across the length). The results showed that the dynamic environment of forklift handling created unstable unit loads. The second study of this research project investigated unit load performance against unit load design factors of load capacity (500 lbs., 750 lbs., 900 lbs.) and box size (8 in., 12 in., 16 in.). The results showed that unit load instability occurred at all load levels and all box sizes. Additionally, an increase in box size decreased load bridging for unit loads under fork tine support conditions. Furthermore, the time to instability was used to calculate projected forklift travel distances that can be used to further optimize material handling systems. / Master of Science / Many goods and products are transported across the world every day using a multitude of transportation modes and systems. The use of pallets to transport goods in bulk optimizes efficiency of the supply chain system. The physical transportation environment pallets are exposed to is used to determine their load capacity. While pallets are commonly handled by industrial forklifts, the environment the forklift creates for the pallet is not well understood. The mechanical stressors that forklifts create play a vital role in pallet performance and have been found to cause unit load instability.  Vibration represents one mechanical stressor that creates a hazard for material handling.  The goal of this research was to evaluate the performance of pallets in relation to the vibration imposed by industrial forklifts.   Previous studies measured forklift vibration and developed test procedures to replicate the forklift handling environment in a laboratory setting. Previous research investigated unit load performance where the pallet load capacity was determined using a 4.5-degree performance limit (ISO 8611, 2021). This study expanded on previous research by further investigating unit load performance against various load capacities and design parameters. This study included two experiments. The first experiment investigated the effect of common material handling factors on unit loads designed with a 20 mm. performance limit (ISO 8611, 2011). The second experiment investigated the effect of unit load design parameters such as load capacity and box size on unit load performance.   This study found that forklift vibration creates a hazardous environment where pallet deflection combined with magnified vibration caused unbound unit loads to become unstable. The data also revealed that larger boxes decrease unit load bridging in the fork tine support condition. Additionally, projected forklift travel distances were determined for various pallet testing standards. This data can be used to further optimize material handling systems.