Teses / dissertações sobre o tema "Joints (Engineering) Design and construction"

Human balance and locomotion control is highly complex and not well understood. To understand how the nervous system controls balance and locomotion works, we test how the body responds to controlled perturbations, the results are analyzed, and control models are developed. However, to recreate this system of control there is a need for a robot with human-like kinematics. Unfortunately, such a robotic testbed does not exist despite the numerous applications such a design would have in mobile robotics, healthcare, and prosthetics. This thesis presents a robotic testbed model of human lower legs. By using MRI and CT scans, I designed joints that require lower force for actuation, are more wear resistant, and are less prone to catastrophic failure than a traditional revolute (or pinned) joints. The result of using this process is the design, construction, and performance analysis of a biologically inspired knee joint for use in bipedal robotics. For the knee joint, the design copies the condylar surfaces of the distal end of the femur and utilizes the same crossed four-bar linkage design the human knee uses. The joint includes a changing center of rotation, a screw-home mechanism, and patella; these are characteristics of the knee that are desirable to copy for bipedal robotics. The design was calculated to have an average sliding to rolling ratio of 0.079, a maximum moment arm of 2.7 inches and a range of motion of 151 degrees. This should reduce joint wear and have kinematics similar to the human knee. I also designed and constructed novel, adjustably-damped hip and ankle joints that use braided pneumatic actuators. These joints provide a wide range of motion and exhibit the same change in stiffness that human joints exhibit as flexion increases, increasing stability, adaptability, and controllability. The theoretical behaviors of the joints make them desirable for use in mobile robotics and should provide a lightweight yet mechanically strong connection that is resistant to unexpected perturbations and catastrophic failure. The joints also bridge the gap between completely soft robotics and completely rigid robotics. These joints will give researchers the ability to test different control schemes and will help to determine how human balance is achieved. They will also lead to robots that are lighter and have lower power requirements while increasing the adaptability of the robot. When applying these design principles to joints used for prosthetics, we reduce the discomfort of the wearer and reduce the effort needed to move. Both of which are serious issues for individuals who need to wear a prosthetic device.

Includes bibliographical references (p. 185-189) Aims to determine the effect of partial interaction on the behaviour of the concrete beam, plate and bolt connector components of the composite plated beam. Develops design rules for the determination of the ultimate capacity for bolted plate reinforced composite beams.

Thesis (MEng)--Stellenbosch University, 2014.
ENGLISH ABSTRACT: Precast concrete has been used for decades in the construction industry, locally as well as internationally. Rapid urban development and the need for shorter construction periods for building and infrastructure projects have however encouraged more use of precast concrete construction. The improved speed of construction, high quality and less labour requirements that precast offers makes it an effective type of construction method for modern development. The utilization of various precast concrete systems has been frequently used in the international construction industry, making it a very popular construction method. It was however found that one of the major drawbacks or concerns with the use of precast concrete is the connections between the precast elements. In-situ construction does not have this problem, because it is designed to a monolithic structure or building. It was identified that if the connections in precast buildings or structures are designed or constructed in an insufficient way, it can lead to severe structural problems and even failure. This highlights the importance the design and construction of precast concrete connections have on the overall stability, strength and robustness of the structure. Precast concrete buildings are not merely separate precast elements, connected together to eventually form the same principals of in-situ construction. Precast concrete and connection design is considered to be a specialist field and requires the sufficient expertise and knowledge to understand the structural system and all its different aspects. The precast connection’s function is not merely to transfer loads, but also to develop continuity and ensure monolithic behaviour of the entire precast concrete structure (Englekirk 2003). The most important or desirable structural functions of precast connections are; (i) direct transfer of loads (load paths and flow or forces), (ii) develop structural continuity and integrity, (iii) distribution of concentrated loads, (iv) allow for movements and unintended restraints and lastly to (v) ensure efficient rigidity and robustness for the connection. It can be seen that there is many factors that contribute to the overall design and construction phases of precast concrete connections. The aim of this study is to identify and investigate aspects that influence the design and construction of precast concrete connections. This study will mainly focus on precast concrete and precast connection preferences of participants in the South African construction industry. During this study, industry participants (contractors and consultants) were asked to identify certain aspects and concerns associated with precast concrete and precast connection construction. These answers were used to develop guidelines and preferences that can be used by industry participants to improvise and effectively manage the precast construction, mainly focussing on the connections between the precast elements.
AFRIKAANSE OPSOMMING: Voorafvervaardigde beton word al vir dekades gebruik in die konstruksiebedryf, plaaslik sowel as internasionaal. Vinnige stedelike ontwikkeling en die behoefte vir korter konstruksie tydperke vir die struktuur en infrastruktuur projekte het egter die gebruik en implementasie van voorafvervaardigde beton konstruksie laat toeneem. Die verbeterde spoed van die konstruksie proses, 'n hoë gehalte produk en minder arbeid vereistes wat voorafvervaardiging bied maak dit dus 'n effektiewe tipe konstruksie metode vir moderne ontwikkelings. Die benutting van verskeie voorafvervaardigde beton sisteme en elemente word reeds herhaaldelik gebruik in die internasionale konstruksiebedryf, wat dit vervolglik ʼn baie populêre en effektiewe sisteem maak. Dit is egter bevind dat een van die groot struikelblokke of probleme met die gebruik van voorafvervaardigde beton is die verbindings tussen die voorafvervaardigde elemente. In-situ beton konstruksie het dus nie hierdie probleem nie, want dit word ontwerp om 'n monolitiese beton struktuur of gebou te vorm. Dit was immers geïdentifiseer dat as die verbindings in ʼn voorafvervaardigde gebou of struktuur, ontwerp word deur ʼn ontoereikende manier, dit kan lei tot ernstige strukturele probleme en selfs strukturele faling. Dit beklemtoon dus die belangrikheid wat die ontwerp en konstruksie proses van voorafvervaardigde beton verbindings het op die algehele stabiliteit, sterkte en robuustheid van die struktuur. Voorafvervaardigde beton geboue en strukture kan nie slegs beskou word as aparte voorafvervaardigde elemente wat met mekaar verbind word om eventueel dieselfde beginsels van insitu konstruksie te vorm nie. Voorafvervaardigde beton en verbinding ontwerp word beskou as 'n spesialis veld en vereis dat die ontwerper die nodige kundigheid en kennis van die strukturele stelsel en al sy verskillende aspekte verstaan. Voorafvervaardigde beton verbindings se funksie is nie net om toegepaste kragte oor te dra nie, maar ook om strukturele kontinuïteit te ontwikkel en te verseker dat monolitiese gedrag gehandhaaf word vir die hele voorafvervaardigde beton struktuur (Englekirk 2003). Die mees belangrike strukturele funksies van voorafvervaardigde beton verbindings sluit die volgende in; (i) verseker direkte oordrag van toegepaste kragte (vloei van kragte), (ii) ontwikkeling van strukturele kontinuïteit en integriteit, (iii) die verspreiding van puntbelastings, (iv) moet voorsiening maak vir die bewegings in die voorafvervaardigde element en konneksie self en laastens (v) verskaf doeltreffende rigiditeit en robuustheid vir die konneksie sone. Dus kan daar afgelei word dat daar baie faktore is wat bydra tot die algehele ontwerp en konstruksie fases van voorafvervaardigde beton verbindings. Die doel van hierdie studie is om aspekte te identifiseer en te ondersoek wat die ontwerp en konstruksie van aspekte beton verbindings wel beïnvloed. Die studie sal hoofsaaklik fokus op voorafvervaardigde beton en verbindings voorkeure van persone in die Suid-Afrikaanse konstruksiebedryf. Tydens die studie was persone in die industrie (kontrakteurs en konsultante) ook gevra om sekere aspekte en kwellings wat verband hou met voorafvervaardigde beton asook die verbindings te identifiseer. Die antwoorde wat verkry was uit die industrie deelnemers kan toepaslik gebruik om word riglyne en voorkeure op te stel wat vervolglik gebruik en toegepas kan word in die konstruksie bedryf van Suid Afrika. Die riglyne kan effektief gebruik word om voorafvervaardigde beton asook die verbindings te verbeter en persone in die konstruksie bedryf in te lig oor voorkeure en toepassings van hierdie metode.

Use of fiber reinforced polymer (FRP) material has been a good solution for many problems in many fields. FRP is available in different types (carbon and glass) and shapes (sheets, rods, and laminates). Civil engineers have used this material to overcome the weakness of concrete members that may have been caused by substandard design or due to changes in the load distribution or to correct the weakness of concrete structures over time specially those subjected to hostile weather conditions. The attachment of FRP material to concrete surfaces to promote the function of the concrete members within the frame system is called Externally Bonded Fiber Reinforced Polymer Systems. Another common way to use the FRP is called Near Surface Mounted (NSM) whereby the material is inserted into the concrete members through grooves within the concrete cover. Concrete beam-column joints designed and constructed before 1970s were characterized by weak column-strong beam. Lack of transverse reinforcement within the joint reign, hence lack of ductility in the joints, and weak concrete could be one of the main reasons that many concrete buildings failed during earthquakes around the world. A technique was used in the present work to compensate for the lack of transverse reinforcement in the beam-column joint by using the carbon fiber reinforced polymer (CFRP) sheets as an Externally Bonded Fiber Reinforced Polymer System in order to retrofit the joint region, and to transfer the failure to the concrete beams. Six specimens in one third scale were designed, constructed, and tested. The proposed retrofitting technique proved to be very effective in improving the behavior of non-ductile beam-column joints, and to change the final mode of failure. The comparison between beam-column joints before and after retrofitting is presented in this study as exhibited by load versus deflection, load versus CFRP strain, energy dissipation, and ductility.

This research investigated the behavior of nonseismically detailed reinforced concrete exterior beam-column joints subjected to bidirectional lateral cyclic loading using nonlinear finite element analysis (NLFEA). Beam-column joints constitute a critical component in the load path of reinforced concrete buildings due to their fundamental role in integrating the overall structural system. Earthquake reconnaissance reports reveal that failure of joints has contributed to partial or complete collapse of reinforced concrete buildings designed without consideration for large lateral loads, resulting in significant economic impact and loss of life. Such infrastructure exists throughout seismically active regions worldwide, and the large-scale risk associated with such deficiencies is not fully known. Computational strategies provide a useful complement to the existing experimental literature on joint behavior and are needed to more fully characterize the failure processes in seismically deficient beam-column joints subjected to realistic failure conditions. Prior to this study, vulnerable reinforced concrete corner beam-column joints including the slab had not been analyzed using nonlinear finite element analysis and compared with experimental results. The first part of this research focused on identification and validation of a constitutive modeling strategy capable of simulating the behaviors known to dominate failure of beam-column joints under cyclic lateral load using NLFEA. This prototype model was formulated by combining a rotating smeared crack concrete constitutive model with a reinforcing bar plasticity model and nonlinear bond-slip formulation. This model was systematically validated against experimental data, and parametric studies were conducted to determine the sensitivity of the response to various material properties. The prototype model was then used to simulate the cyclic response of four seismically deficient beam-column joints which had been previously evaluated experimentally. The simulated joints included: a one-way exterior joint, a two-way beam-column exterior corner joint, and a series of two-way beam-column-slab exterior corner joints with varying degrees of seismic vulnerability. The two-way corner joint specimens were evaluated under simultaneous cyclic bidirectional lateral and cyclic column axial loading. For each specimen, the ability of the prototype model to capture the strength, stiffness degradation, energy dissipation, joint shear strength, and progressive failure mechanisms (e.g. cracking) was demonstrated.

Flush repairs to military aircraft are expected to become more prevalent as more thick skin composites are used, particularly on the surface of the fuselage, wings and other external surfaces. The use of these repairs, whilst difficult to manufacture provide an aerodynamic, ???stealthy??? finish that is also more structurally efficient than overlap repairs. This research was undertaken to improve the design methodology of scarf repairs with reduced material removal and to investigate the damage tolerance of scarf repair to low velocity impact damage. Scarf repairs involve shallow bevel angles to ensure the shear stress in the adhesive does not exceed allowable strength. This is important when repairing structures that need to withstand hot and humid conditions, when the adhesive properties degrade. Therefore, considerable amounts of parent material must be machined away prior to repair. The tips of the repair patch and the parent laminate are very sharp, thus a scarf repair is susceptible to accidental damage. The original contributions include: ??? Developed analytic means of predicting the stresses within optimised scarf joints with dissimilar materials. New equations were developed and solved using numerical algorithms. ??? Verified using finite element modelling that a scarfed insert with dissimilar modulus subjected to uniaxial loading attracted the same amount of load as an insert without a scarf. As such, the simple analytic formula used to predict load attraction/diversion through a plate with an insert may be used to predict the load attraction/diversion into a scarf repair that contains a dissimilar adherend patch. ??? Developed a more efficient flush joint with a doubler insert placed near the mid line of the parent structure material. This joint configuration has a lower load eccentricity than external doubler joint. ??? Investigated the damage tolerance of scarf joints, with and without the external doubler. The results showed that scarf joints without external doublers exhibited a considerable strength reduction following low velocity impact. Based on the observations, the major damage mechanics in the scarf joint region following impact have been identified. These results demonstrated that it is important to incorporate damage tolerance in the design of scarf repairs.

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2012.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 115-117)
Highway bridges are exposed to numerous elemental and loading issues that are extremely difficult for a designer to anticipate and account for during design. The current state of practice is to design a bridge deck for a certain life span and then turn the bridge over to maintenance personnel who attempt to prolong the life of the deck through a variety of repair and rehabilitation measures. These repair measures are rarely, if ever, considered during the design process of the bridge deck. Numerous researchers have looked at making bridges, specifically decks, more repairable. The majority of these research efforts have focused on the bridge deck system as a whole. Other researchers have looked at individual elements of the bridge deck to girder connection to see if the required strength could be achieved while making the connections easier to take apart. One of the main components in the bridge deck to girder system is the steel shear stud connection, which is used to create composite action between the deck and the girder. Numerous researchers have studied this connection from a strength perspective, and the strength equations for the shear connection have been codified. Shear connections using headless studs have been researched as well, but always as a part of a larger deck to girder connection system. The headless stud has never been researched to see how it responds to a shear loading. This study looks at headless studs with varying levels of debonding along the stud shaft to analyze the impact on the load resistance that the levels of debonding would have. Granular materials for the shear transfer of load are also looked at. The results show that, as expected, the headless, debonded shear studs can carry less load than a bonded stud, but the difference in load carrying capacity is within the suggested over-estimation range of the codes that other researchers have suggested. These results suggest that the use of headless, debonded shear studs in a deck to girder connection is a feasible way to make that connection more repairable.
Funded by the U.S. Dept. of the Army.
by Berndt F. Spittka
S.M.

Orientador: João Alberto Venegas Requena
Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo
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Resumo: Este artigo apresenta o estudo da influência das ligações no comportamento das estruturas treliçadas compostas por perfis tubulares de aço. As ligações em treliças de aço são normalmente projetadas para união de barras por meio de chapas que garantam a transmissão e equilíbrio das forças. No caso em particular de treliças que utilizam perfis tubulares de aço as ligações são projetadas sem chapas. As barras são unidas diretamente por meio de soldas nos contatos dos perfis que são cortados geometricamente exatos para o ajuste da ligação. Este procedimento aumenta a produtividade de fabricação além de dar um aspecto visual melhor para a estrutura. Dependendo da geometria da ligação podem ocorrer excentricidades dos eixos provocando a introdução de momentos fletores, que quando não puderem ser evitados, devem ser levados em consideração não só no cálculo da ligação como também na determinação dos esforços da treliça. Outro aspecto importante é a análise do colapso da ligação que pode ocorrer quando uma barra é associada à outra de forma inadequada na ligação direta, sendo variados os tipos de falhas. Portanto, será analisada a influência das ligações no comportamento da estrutura a partir de gráficos baseado no estudo das equações de força resistente das ligações tubulares circulares. Este estudo gráfico permitiu a criação do processo de cálculo, denominado Processo Simplificado, que orientam para as combinações de perfis que atendam as exigências geométricas e de força resistente das ligações durante o dimensionamento de barras. O processo é baseado em de tabelas de cálculo desenvolvidas para a orientação de um bom projeto de estrutura treliçada considerando ou evitando estas influências sem onerar o projeto final
Abstract: This paper presents the study of connections influence in the behavior of hollow sections truss structures. Joints in steel trusses are usually designed considering sheets that will ensure the transmission and balance of forces. In particular case of trusses using hollow sections steel connections are designed without plates. The beams are directly welded to steel sections which are geometrically cut to fit the joint. This increases manufacturing productivity in addition to give the structure a better visual appearance. Axes eccentricities can occur depending on connection geometry resulting in introduction of bending moments. When this eccentricity cannot be avoided, it has to be taken into account in joint design and also in determining truss efforts. Another important aspect is analysis joint collapse which can occur when a beam is improperly associated to another beam, which can produce many kinds of fails. Therefore, graphics analyses were studied based on circular hollow sections joint strength equations that show the influence of joints on structures. The Simplified Process, created after graphics studies, shows the valid combinations of circular hollow sections geometry and strength during beam structure design verification. This process is based on tables developed to orient a good truss project considering or avoiding this influences without raising budget on final design
Mestrado
Estruturas e Geotécnica
Mestra em Engenharia Civil

Initially, two experimental programmes studying the structural behaviour of stainless steel beam-to-open column joints and beam-to-tubular column joints under static loads are reported in detail. The joint configurations tested include flush and extended end plate connections, top and seat cleat connections and top, seat and web cleat connections. The full moment-rotation characteristics are reported in detail. It is observed that the connections displayed excellent ductility, superior than that of equivalent carbon steel connections, and attained loads much higher than the ones predicted by design standards for carbon steel joints. Nonlinear FE models have been developed and validated against the experimental results. The FE models are shown to accurately replicate the experimentally determined, initial stiffness, ultimate resistance, overall moment-rotation response and observed failure modes. In addition, a comprehensive parametric study is conducted. The design rules for stainless steel connections, which are based on the specifications of EN 1993-1-8 for carbon steel joints, are reviewed and are found to be overly conservative in terms of strength and inaccurate in terms of stiffness thus necessitating the development of novel design guidance in line with the observed structural response. Hence, simplified mechanical models in line with the observed response are developed.

A new approach is developed for the analysis and design of mechanically fastened composite lap joints under mechanical and thermal loading. Based on the combined complex potential and variational formulation, the solution method satisfies the equilibrium equations exactly while the boundary conditions are satisfied by minimizing the total potential. This approach is capable of modeling finite laminate planform dimensions, uniform and variable laminate thickness, laminate lay-up, interaction among bolts, bolt torque, bolt flexibility, bolt size, bolt-hole clearance and interference, insert dimensions and insert material properties. Comparing to the finite element analysis, the robustness of the method does not decrease when modeling the interaction of many bolts; also, the method is more suitable for parametric study and design optimization. The Genetic Algorithm (GA), a powerful optimization technique for multiple extrema functions in multiple dimensions search spaces, is applied in conjunction with the complex potential and variational formulation to achieve optimum designs of bolted composite lap joints. The objective of the optimization is to acquire such a design that ensures the highest strength of the joint. The fitness function for the GA optimization is based on the average stress failure criterion predicting net-section, shear-out, and bearing failure modes in bolted lap joints. The criterion accounts for the stress distribution in the thickness direction at the bolt location by applying an approach utilizing a beam on an elastic foundation formulation.

Bolted connections where used from the beginning of vehicle construction for joining two or more parts. The reliability of bolted connections is still a major problem. The objective of this research thesis is focused on an advanced monitoring system for bolted connections in vehicle construction. A mechanical “vibrating test bench”, which was developed by the aeronautical engineer Mr. Junkers, is being adapted, to suite the requirements of the automotive industry. It is designed according to DIN 65151 standards. The bolted connection is tightened to a specific torque to achieve the required preload forces and then exposed to an oscillating elastic shear force. The preload force and their loss are measured in relation to the number of load cycles. The ideal locking mechanism would be, if no settling occurs. Realistic in practice is the remaining of a sufficient preload force which doesn’t decry with time. The aim of this thesis is, to gain knowledge that will assist in the future control of the bolt locking procedure. The test bench can be used to verify the clamping capability of a bolted connection. With the dynamic computer-aided test system it will also be possible to test critical bolted joints and their safety, which reduces the probability of costly product recalls, or even severe cases of failure.

Beam-column (BC) joints play an important role in the seismic performance of moment-resisting reinforced concrete (RC) frame structures. Without adequate joint shear reinforcement, BC joints can be the most vulnerable elements during an earthquake. Several techniques for improving the seismic performance of BC joints have been proposed, but they have been criticised for being labour-intensive and/or susceptible to premature debonding. This research explores the application of the deep embedment technique for strengthening a shear-deficient beam-column joint. Two approaches, experimental and finite element (FE) study were conducted. The experiment contained the tests of seven exterior RC BC joints under constant column axial load and a reverse cyclic load at the beam end. Variables considered during the experiments were the material type and embedded reinforcement ratio. The FE study included the modelling of the tested specimens using ABAQUS and parametric study to asses the effect of column axial load, concrete compressive strength and embedded bar size on joint shear strength. The experimental results showed the strengthened specimens had superior global and local behaviour compared to the control one. In addition, the maximum joint shear strength also changes linearly with the variation of the concrete strength, column axial load and embedded bar size.

An integrated programme of experimental and analytical work was carried out to evaluate the nonlinear semi-rigid characteristics of timber connections using fully overlapping nails subjected to short duration lateral loading and moment. The investigation is part of a continuing programme of research at Napier University into the behaviour of timberjoints using fully overlapping nails as the connecting Z -1 mechanism. The effects of the factors and material properties that influence the behaviour of nailed joints were addressed in a structured and controlled way allowing semi-empirical models to be developed for the lateral load behaviour of rnulti-nailed timber joints using steel and plywood gusset plates. A quality control procedure was established for the testing programme and consistent standards were applied to the preparation and testing work. The semi-empirical models that were developed included for the effect of timber density: crussept late material effect- nail strength; number of nails: nail diameter; row spacing and the effect of the moisture content in the timber. They covered joints assembled with and without a gap between the timber and the gusset plates and for joints assembled with steel gusset plates, the effect of the predrill size used in the gusset plate was also investigated. The model results compared very well with the results from tests, accurately predicting the non-linear behaviour of the joints up to failure. An extensive analytical and experimental study was carried out to investigate the moment-rotation behaviour of these types ofjoints. Two linear arýd four non-linear models were developed for each type of joint and the efficiencies of the models were compared to detennine the one that best simulated the joint behaviour. The linear models consistently underestimated the capacity of the joint, giving conservative results. The best solutions were obtained by applying the torsion formula used for steel connections and incorporating the nail behaviour models developed for the non-linear lateral load joints. Account was taken of the non-linear behaviour of the connection and alternative models using fixed and moveable centres of rotation were developed. Very good comparisons were achieved between these models and the test results. A detailed comparison was made between the behaviour of the joints using the lateral load displacement models and Eurocode 5 (EC5) and it was concluded that EC5 rules did not accurately simulate the behaviour of this type of joint. It was concluded that the nail spacing rules in the code did not apply to fully overlapping nails. A limit state design method based on the principles used in EC5 has been developed from the models for the design of joints using fully overlapping nails and subjected to lateral loading or moment. The semi-rigid behaviour of the joints was also investigated and it was concluded that to safely predict the response of structures assembled with fully, overlapping nails. the semi-rigid behaviour must be included for in the analysis procedure. Rigidity factors, end fixing moment reduction factors and the secant rotational stiffness coefficients for the joints were derived. It was also shown that where the analysis was limited to the serviceability limit state. a modified elastic method of analysis could be used and where it was beyond this state a non-linear method of analysis was required.

The need for sustainability, increasingly requires developing products according to a cradle to cradle approach. For furniture, wood, being potentially renewable, is a suitable material in this regard. However, most wooden furniture today utilizes steels and synthetic polymers in the joints, which can partially be recycled, but are far from being circular materials. All-wood joints have been used in traditional furniture and construction, but they are not adapted to modern manufacturing techniques and do not fulfill the need for easy assembly.  The aim of this thesis is to explore existing solutions for all-wood joints, as well as relevant manufacturing techniques to create an approach for the development of new joints by practitioners. The research questions are: What are the principles used in existing technical solutions and how can they be used to develop new all-wood furniture joints? What are the most important manufacturing techniques for wood today and how can they be considered in the early-stage development? The general approach in this thesis is to abstract the researched existing technical solutions and manufacturing techniques, ideate on this abstract level, and then detail the concepts on a more concrete level.  As results, fourteen different principles and six different patterns of transformation were extracted from existing solutions and documented in an accessible form. Similarly, seven manufacturing techniques were collected and documented. These were then used in an ideation workshop with practitioners from IKEA, which resulted in six abstract concepts. One of the concepts was further developed into a pre-design and tested with a simulations according to strength and stability requirements from applicable standards.  The testing of the pre-design proved its practicality and a team at IKEA is continuing the development of the concept and planning to manufacture a prototype. This is a good indicator for the usefulness of the approach. Even though it worked well, further exploration of the "toolbox" is recommended, as well as the use of different ideation methods. The full environmental benefits of furniture with all-wood joints are not clear, because only resource depletion was considered and the potential effect is small compared to other industries. Despite this, the thesis shows the potential in circular furniture and encourages IKEA and other furniture companies to delve into the topic of circular furniture more deeply.

The flexibility of welded joints is an important issue in design of car bodies. Two generic, 3-D, design-oriented models (simple and complex) are developed to represent the compliant behavior of multibranch flexible joints. The simple model consists of torsional springs restraining the relative rotation of the joint branches in the three planes, while all branches are assumed to be rigidly connected in translation. Coupling between motions in different planes is neglected. The complex model accounts for such coupling. A statistical system identification method is proposed for inferring the model parameters from the static response of the structure. The method is demonstrated by applying it to a simple cube frame structure and a car body. Finally, the two models are compared in terms of their ability to predict static response.
Ph. D.

The Accelerated bridge construction (ABC) techniques are gaining popularity among the departments of transportation (DOTs) due to their reductions of on-site construction time and traffic delays. One ABC technique that utilizes precast deck panels has demonstrated some advantages over normal cast-in-place construction, but has also demonstrated some serviceability issues such as cracks and water leakage to the transverse joints. Some of these problems are addressed by applying longitudinal prestressing. This thesis evaluates the service and ultimate capacities in both flexure and shear, of the finite element models of the post-tensioned system currently used by Utah Department of Transportation (UDOT) and a proposed curved-bolt system to confirm the experimental results. The panels were built and tested under negative moment in order to investigate a known problem, namely, tension in the deck concrete. Shear tests were performed on specimens with geometry designed to investigate the effects of high shear across the joint. The curved-bolt connection not only provides the necessary compressive stress across the transverse joint but also makes future replacement of a single deck panel possible without replacing the entire deck. Load-deflection, shear-deflection curves were obtained using the experimental tests and were used to compare with the values obtained from finite element analysis. In flexure, the ultimate load predicted by the finite element model was lower than the experimental ultimate load by 1% for the post-tensioned connection and 3% for the curved-bolt connection. The shear models predicted the ultimate shear reached, within 5% of the experimental values. The cracking pattern also matched closely. The yield and cracking moment of the curved-bolt connection predicted by the finite element model were lower by 13% and 2%, respectively, compared to the post-tensioned connection in flexure.

Thesis (S.B.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2011.
"June 2011." Cataloged from PDF version of thesis.
Includes bibliographical references (p. 20).
Access to a dynamometer is a useful tool for any electrical system where the motors must be selected from various suppliers and fully characterized. Motor suppliers usually provide a torque, speed, efficiency curve, but it frequently lacks complete motor characterization and includes motor controller losses in the total system loss. The dynamometer presented in this thesis is primarily designed for testing of high efficiency motors and motor controllers in the power and speed range requires for competition in the World Solar Challenge, a transcontinental race for solar electric vehicles. The testing specifications of a solar electric vehicles are uncommon among motor testing needs because it requires high torque, low power, high efficiency, and the only a small operating range. This thesis covers the design and construction of the dynamometer.
by Rachel E. Batzer.
S.B.

The objective of this thesis is to develop design approaches and models for prosthetic ankle joints using kinematic models of the human ankle and compliant mechanisms technology. Compliant mechanisms offer several potential design advantages over traditional rigid-body designs including high reliability and low cost. These design advantages are ideal for use in prosthetics. Some prosthetic ankle/foot systems currently on the market have multiple degrees of freedom yet are expensive. Additionally, even though these systems have multiple degrees of freedom, none of them are designed after the actual movements of the biological ankle. In this thesis a two, single degree-of-freedom hinge joint model, which is a kinematic model based on the biological ankle during walking, is used to develop compliant prosthetic ankle joints. The use of the model together with compliant mechanisms may provide the ability to develop highly functional prosthetic ankle joints at a lower cost than current high-performance prosthetic systems. Finally, a design approach for ankles may facilitate future development for knees, hips or other biological joints.

This thesis deals with prefabricated composite bridges in general, and prefabricated concrete deck elements with dry joints in particular.As outlined in Paper I and Chapter 2 prefabrication has several advantages over in situ construction, and has hence been discussed for decades in the construction business. Further, the house building sector has taken large steps towards a more industrialized approach, in which prefabrication, lean thinking and Building Information Modelling (BIM) are all important components. Numerous studies have also examined the applicability of such an approach in the bridge sector, and several types of prefabrication techniques have been tested. Nevertheless, in many countries the bridge sector seems to lag far behind in the general shift towards more industrialized construction processes. One of the reasons for the relatively slow progress may be the fact that bridges are often unique objects with unique specifications and constraints. This hinders the standardisation that is often regarded as a key to industrialised construction.Chapter 2-3 and Paper I, presents evidence from a literature review together with information gathered from a Workshop, attended by bridge designers and researcher in Europe and the US, that prefabricated deck elements are still quite rarely used in bridge construction. Deck elements with dry transverse joints are even rarer. Few examples have been reported. In addition, the degree of prefabrication and the rate of progress towards more industrialised construction processes seem to vary substantially from one country to another.However, as described in Chapter 3 and Paper II, a prefabricated concrete deck element system with dry joints has been developed in Sweden for constructing composite bridges. The transverse joints are completely dry, and all forces are transferred by contact pressure between concrete surfaces. This implies that no tensional forces can be transferred over the transverse joints. Shear forces are transferred by overlapping concrete shear keys, designed as a series of male-female connections. The research presented in this thesis is focused on the structural behaviour of this deck element system. In order to investigate this, laboratory tests have been performed as well as field monitoring.Results of large-scale laboratory tests, presented in Chapter 4 and Paper V, show that a bridge of this type is less stiff than a similar bridge with an insitu cast deck slab. The concrete elements’ contributions to stiffness are negligible in sections with hogging moments, but make some contribution to global stiffness in sections with sagging moments. At moderate load levels, the interacting concrete area is much smaller than in a similar in-situ cast section. This is believed to be due to the combined effects of small gaps in the joints and continuous in-situ cast concrete in the injection channels.After the channels have been injected, existing gaps will be more or less permanent, since the in-situ cast concrete must be compressed up to a certain limit before the rest of the joint will be closed. Destructive testing showed that the differences in stiffness and stresses between a deck of this type and an in-situ cast bridge deck are much smaller in the ultimate limit state. In this case it could even be reasonable to design a cross-section according to Eurocodes, neglecting effects of the joints.As shown in Chapter 5 and Paper III, the overlapping shear keys are a critical detailing in this deck system. Therefore, they were tested in the laboratory to determine how they fail and evaluate their load capacity. The tests revealed two failure modes. The first is a rather ductile failure, activating the shear reinforcement. This was the expected failure mode for shear keys of this design. The second failure mode observed was a quite brittle failure in the concrete covering layer. It has only been observed in small-scale tests, and might be related to the test set-up. Nevertheless, overlapping of the rebars in the male-female shear key connection is strongly recommended to assure the robustness of shear transfer if failure occurs in the concrete covering layer.To complement the laboratory tests, a single span bridge was monitored in the field (Chapter 6 and Paper IV). The bridge was built in 2000, using the prefabricated deck system that this thesis is focusing on, and was tested in both 2001 and 2011. The tests, and subsequent Finite Element analyses, showed that under moderate loading the interacting concrete area is smaller than for a similar in-situ cast bridge. No significant long-term effects were observed, except that under eccentric loading the distribution of the deflection between the girders decreased slightly during the 10 years between tests. This indicates that the joint gaps may have narrowed and at least partly closed during this time.Chapter 7 summarises the research and presents recommendations for dealing with general issues related to the design and construction of a bridge of this type. The design methods are generally the same as for a conventional composite bridge with an in-situ cast deck slab. However, the Eurocodes require some modification for the design of prefabricated deck elements with dry joints, particularly regarding global analysis and the resistance of cross-sections. Finally, conclusions, a general discussion and suggestions for further research are presented in Chapter 8.
Denna avhandling behandlar ämnet prefabricerade samverkansbroar i allmänhet och prefabricerade betongelementfarbanor med torra fogar i synnerhetPrefabricering är ett ämne som har diskuterats i byggbranschen under de senaste decennierna. Husbyggnadsindustrin har gjort stora framsteg i riktning mot ett mer industriellt tänkande, i vilket prefabricering, Lean och BIM är viktiga pusselbitar. Även i brobranschen har mängder med forskningsprojekt utförts runt om i världen och flertalet olika prefabricering lösningar har testats genom åren. Trots detta så förefaller det så att brobranschen ligger lång efter i utvecklingen mot en mer industrialiserad byggprocess. Den långsamma utvecklingen kan till viss del förklaras av att varje bro ofta är ett unikt objekt med unika förutsättningar. Detta utgör ett hinder mot standardisering vilket ofta är beskrivet som nyckeln till industrialiserat byggande.En litteratur studie kompletterad med en Workshop, för insamling av information och erfarenheter från brokonstruktörer och forskare i Europa och USA, visar att prefabricerade farbaneelement fortfarande är ganska ovanliga på den globala byggmarknaden. Farbaneelement med torra fogar förefaller vara extremt ovanliga, enbart ett fåtal exempel har påträffats i litteraturstudien. Prefabriceringsnivån och utvecklingstakten mot ett mer industriellt byggande varierar mycket från ett land till ett annat. (Paper I och Kapitel 2-3)För samverkansbroar har ett prefabricerat farbanesystem med torra fogar mellan betongelementen utvecklats i Sverige. De tvärgående fogarna är helt torra och all kraft överförs genom kontakttryck mellan olika betongytor. Detta medför att inga dragkrafter alls kan överföras genom fogen. Tvärkrafterna överförs genom överlappande betongklackar som är utformade som en serie av hane-hona kopplingar. Forskningen som presenteras i denna avhandling är fokuserad på konstruktionens strukturella beteende. Detta beteende har undersökts via labbtester såväl som genom fältförsök. (Paper II och Kapitel 3)Storskaliga labbtester visar att en bro av denna typ är mindre styv än en liknande bro med en plastgjuten farbaneplatta. I områden med negativt böjmoment är betongelementens bidrag till styvheten försumbart. I områden med positivt böjmoment bidrar betongelementen till den globala styvheten. Vid måttlig belastning är dock den medverkande betongarean avsevärt mindre än i en motsvarande platsgjuten konstruktion. Detta orsakas förmodligen av de små glipor som finns i fogarna, i kombination med det faktum att de injekterade kanalerna är kontinuerliga över elementskarvarna. Detta medför att de initiala fogöppningarna mer eller mindre blir permanenta då kanalen injekteras, eftersom den injekterade betongen i kanalen måste tryckas samman till en viss gräns innan den resterande delen av fogen stängs. Förstörande provning visar dock att skillnaderna i spänningar och styvhet är avsevärt mindre i brottgränstillståndet. Det är därför rentav rimligt att utföra tvärsnittskontroller, i brottgränstillstånd, i enlighet med de regler som anges i Eurokoderna och därmed försumma de effekter som fogarna ger upphov till. (Paper V och Kapitel 4)De överlappande betongklackarna är en väsentlig detalj i det aktuella prefabriceringssystemet. Dessa klackar har därför testats i ett laboratorium för att för utreda hur de går i brott samt vilken last kapacitet som de har. Testerna resulterade i två olika typer av brott. Den första typen av brott aktiverade skjuvarmeringen, vilket resulterade i ett tämligen duktilt brott. Denna var även det förväntande brottscenariot och tämligen i linje med de dimensionerings metoder som föreslås för denna typ av betongklackar. Den andra typen av brott som observerades var ett tämligen sprött brott i betongens täckskikt. Denna typ av brott har enbart observerats i dessa labbtester och är möjligen relaterad till utformningen av testriggen. Det rekommenderas dock starkt att utforma armeringen i klackarna så att armeringsjärnen i hona-hane överföringen överlappar varandra. Detta för att säkerhetsställa en residualhållfasthet för skjuvöverföringen även efter ett eventuellt brott i betongens täckskikt i klackarna. (Paper III och Kapitel 5)Som ett komplement till labbtesterna har fältförsök utförs på en enspannsbro. Den aktuella bron byggdes år 2000 med den prefabriceringsteknik som denna avhandling behandlar och har instrumenterats såväl år 2001 som 2011. Även dessa tester och de efterföljande FE-analyserna visar att den medverkande betongarean, under måttlig belastning, är klart mindre än den medverkande arean för en platsgjuten betongfarbana. Inga väsentliga långtidseffekter har kunnat observeras. Enbart nedböjningsfördelningen mellan balkarna, vid excentrisk last, har minskat en del efter 10 år. Denna skillnad kan indikera att fog öppningarna var större år 2011, dessa kan åtminstone delvis ha stängts under den tid som förlöpt mellan testen. (Paper IV och Kapitel 6)Huvuddelen av denna avhandling avslutas med ett kapitel som summerar den utförda forskningen genom att presentera råd och förslag på hur det går att hantera generella konstruktions- och produktions-frågor för en bro av denna typ. Dimensioneringsmetoderna är i regel de samma som för en konventionell samverkansbro med platsgjuten farbana. För denna typ av prefabricerade farbaneelement finns det dock vissa områden där dimensioneringsreglerna i Eurokoderna bör modifieras eller rentav ändras. Systemanalys och tvärsnittskontroll är två av de dimensioneringssteg där reglerna i Eurokoderna bör modifieras en del. (Kapitel 7)
Godkänd; 2012; 20120817 (robhal); LICENTIATSEMINARIUM Ämnesområde: Stålbyggnad/Steel Structures Examinator: Professor Peter Collin, Institutionen för samhällsbyggnad och naturresurser, Luleå tekniska universitet Diskutant: Professor Ian May, Herriot-Watt University Edinburgh, UK Tid: Måndag den 24 september 2012 kl 14.00 Plats: F1031, Luleå tekniska universitet

This thesis is investigating how the effective notch method can be used for fatigue assessment of welded joints.  The effective notch method is based on a finite element analysis where the joint is modeled with all notches fictitiously rounded with a radius of 1 mm. Analyses are performed on a cruciform fillet welded joint where parameters such as, load case, steel plate thickness and weld size, are varied. The achieved lifetime estimations are then compared to calculations with other fatigue assessment methods, linear elastic fracture mechanics and the nominal method. The goal is to draw conclusions about pros and cons of the effective notch method. The results are also compared to experimental fatigue tests performed on the same geometry. The results indicates that the effective notch method tends overestimating the lifetime, especially when the steel plate thickness is small. This leads to a non conservative method that is dangerous to use as guidance when designing. The estimations are though better when considering a toe crack then when considering a root crack. Due to a large scatter in experimental test results, it is hard to validate a fatigue assessment method in an absolute sense. That is also the case for the effective notch method, and more results from experimental fatigue tests are needed before the effective notch method can be fully used. For relative analysis, when variations of the same design needs to be compared, the effective notch can be a very powerful tool. This is because of the flexibility for different geometries that this method grants.

Thesis (Ph. D.)--Ohio State University, 2000.
Includes vita. Title from title page display. Abstract. Advisor: M.-H. Herman Shen, Dept. of Aerospace Engineering, Applied Mechanics, and Aviation. Includes bibliographical references (p. 152-154).

Thesis (S.B.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2009.
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Page no. "2" in pagination repeated twice. Cataloged from student submitted PDF version of thesis.
Includes bibliographical references (p. 56-57 [i.e. 57-58]).
In recent years the subject of flying vehicles propelled by flapping wings, also known as ornithopters, has been an area of interest because of its application to micro aerial vehicles (MAVs). These miniature vehicles seek to mimic small birds and insects to achieve never before seen agility in flight. This renewed interest has raised a host of new problems in vehicle dynamics and control to explore. In order to better study the control of flapping wing flight we have developed a large scale ornithopter called the Phoenix. It is capable of carrying a heavy (400 gram) computer and sensor package and is designed specially for the application of controls research. The design takes special care to optimize payload capacity, crash survivability, and field repair abilities. This thesis covers the design process of both the mechanical and electrical systems of the ornithopter and initial control experiments. We also show that it is possible to stabilize the machine in pitch with a simple PD controller through experimental testing..
by Zachary John Jackowski.
S.B.

Thesis (Ph.D.)--Civil and Environmental Engineering, Georgia Institute of Technology, 2008.
Committee Co-Chair: Kahn, Lawrence F.; Committee Co-Chair: Zureick, Abdul-Hamid; Committee Member: Armanios, Erian A.; Committee Member: Gentry, Russell T.; Committee Member: Leon, Roberto T.

The main objective of this project was to create a new, future-proofed, electroniccontrol unit for a test station at GE Healthcare in Uppsala. The control unit was tobe created in cooperation with the technical consultant firm Rejlers. The project consisted of two parts, one investigation part and one design part. The investigation part consisted of examining the previous control unit and its connection between the quality control station and the host computer. This examination resulted in a specification of requirements which was used as a basis in the design of the new control unit. The design part consisted of finding durable and reliable components that met the specification of requirements. During the design process the work was documented and compiled in a technical documentation for the control unit. The project resulted in a new control unit that was improved by using a programmable logic controller that was directly compatible with LabVIEW, moving external power supplies inside the control unit to limit the number of cables and adding cartridge fuses for safety. It also resulted in a full technical documentationof the unit, facilitating future maintenance. The new control unit was considered to be future-proofed, but in order to consider the entire test station future-proofed the quality control station would have needed to be replaced as well. At the time this report was written, the new electronic control unit had been designed and was under construction.