Modellazione e simulazione di sistemi meccanici ad elevato numero di gradi di libertà mediante metodi non convenzionali e sistemi CAD

Recent developments in piston engine technology have increased performance in a very significant way. Diesel turbocharged/turbo compound engines, fuelled by jet fuels, have great performances. The focal point of this thesis is the transformation of the FIAT 1900 jtd diesel common rail engine for the installation on general aviation aircrafts like the CESSNA 172. All considerations about the diesel engine are supported by the studies that have taken place in the laboratories of the II Faculty of Engineering in Forlì. This work, mostly experimental, concerns the transformation of the automotive FIAT 1900 jtd – 4 cylinders – turbocharged – diesel common rail into an aircraft engine. The design philosophy of the aluminium alloy basement of the spark ignition engine have been transferred to the diesel version while the pistons and the head of the FIAT 1900 jtd are kept in the aircraft engine. Different solutions have been examined in this work. A first V 90° cylinders version that can develop up to 300 CV and whose weight is 30 kg, without auxiliaries and turbocharging group. The second version is a development of e original version of the diesel 1900 cc engine with an optimized crankshaft, that employ a special steel, 300M, and that is verified for the aircraft requirements. Another version with an augmented stroke and with a total displacement of 2500 cc has been examined; the result is a 30% engine heavier. The last version proposed is a 1600 cc diesel engine that work at 5000 rpm, with a reduced stroke and capable of more than 200 CV; it was inspired to the Yamaha R1 motorcycle engine. The diesel aircraft engine design keeps the bore of 82 mm, while the stroke is reduced to 64.6 mm, so the engine size is reduced along with weight. The basement weight, in GD AlSi 9 MgMn alloy, is 8,5 kg. Crankshaft, rods and accessories have been redesigned to comply to aircraft standards. The result is that the overall size is increased of only the 8% when referred to the Yamaha engine spark ignition version, while the basement weight increases of 53 %, even if the bore of the diesel version is 11% lager. The original FIAT 1900 jtd piston has been slightly modified with the combustion chamber reworked to the compression ratio of 15:1. The material adopted for the piston is the aluminium alloy A390.0-T5 commonly used in the automotive field. The piston weight is 0,5 kg for the diesel engine. The crankshaft is verified to torsional vibrations according to the Lloyd register of shipping requirements. The 300M special steel crankshaft total weight is of 14,5 kg. The result reached is a very small and light engine that may be certified for general aviation: the engine weight, without the supercharger, air inlet assembly, auxiliary generators and high pressure body, is 44,7 kg and the total engine weight, with enlightened HP pump body and the titanium alloy turbocharger is less than 100 kg, the total displacement is 1365 cm3 and the estimated output power is 220 CV. The direct conversion of automotive piston engine to aircrafts pays too huge weight penalties. In fact the main aircraft requirement is to optimize the power to weight ratio in order to obtain compact and fast engines for aeronautical use: this 1600 common rail diesel engine version demonstrates that these results can be reached.

Steel and macro-synthetic self-compacting fibre reinforced concrete, experimental study on the long-term deformations

Experimental study on the long-term deformations of the fibre reinforced concrete. Steel and macro-synthetic fibers were used to evaluate the shrinkage, creep, mid-span deflection, cracking and rupture analysis of three different types of samples. At the end the main topics of ACI guidelines were analyzed in order to perform an overview of design.

Sviluppo di un sistema tomografico con tubo a raggi x da 300 kv: progettazione e test preliminari.

In questo elaborato sono descritti la progettazione e lo sviluppo di un sistema tomografico con sorgente di raggi X da 300 kV per analisi nel campo dei Beni Culturali; in particolare sono stati effettuati test preliminari sia per verificare le prestazioni del tubo a raggi X e dello schermo scintillatore sia per avere indicazioni utili alla progettazione (e conseguente costruzione) del box di rivelazione. Il collaudo della sorgente di raggi X è stato eseguito con lo studio dell'andamento della dose integrale e/o del rateo di dose in funzione della tensione, della corrente e del tempo d'irraggiamento. La caratterizzazione dello schermo scintillatore di CsI(Tl) è basata sul confronto delle sue caratteristiche con uno schermo analogo di spessore differente nelle stesse condizioni sperimentali, attraverso lo studio dei parametri standard dei dispositivi per imaging, quali la curva di risposta, il rapporto segnale-rumore e la risoluzione spaziale. Inoltre, come ulteriore test, lo schermo scintillatore è stato utilizzato per l’indagine tomografica di alcuni pani di terra contenenti olle di epoca villanoviana. Per la progettazione del box rivelatore sono state invece svolte misure di tipo ottico. I vari test svolti in laboratorio hanno dato risultati positivi e hanno dimostrato la validità dei componenti scelti per il nuovo sistema tomografico, il cui assemblaggio verrà completato a breve, essendo stata ultimata proprio in queste settimane la costruzione del box di rivelazione.

A 300 million year-long history. The metamorphic evolution of the Northern Apennine Variscan basement

The Variscan basement of Northern Apennines (Northern Italy) is a polymetamorphic portion of continental crust. This thesis investigated the metamorphic history of this basement occurring in the Cerreto Pass, in the Pontremoli well, and in the Pisani Mountains. The study comprised fieldwork, petrography and microstructural analysis, determination of the bulk rock and mineral composition, thermodynamic modelling, conventional geothermobarometry, monazite chemical dating and Ar/Ar dating of muscovite. The reconstructed metamorphic evolution of the selected samples allowed to define a long-lasting metamorphic history straddling the Variscan and Alpine orogenesis. Some general petrological issues generally found in low- to medium-grade metapelites were also tackled: (i) With middle-grade micaschist it is possible to reconstruct a complete P-T-D path by combining microstructural analysis and thermodynamic modelling. Prekinematic white mica may preserve Mg-rich cores related to the pre-peak stage. Mn-poor garnet rim records the peak metamorphism. Na-rich mylonitic white mica, the XFe of chlorite and the late paragenesis may constrain the retrograde stage. (ii) Metapelites may contain coronitic microstructures of apatite + Th-silicate, allanite and epidote around unstable monazite grains. Chemistry and microstructure of Th-rich monazite relics surrounded by this coronitic microstructure may suggest that monazite mineral was inherited and underwent partial dissolution and fluid-aided replacement by REE-accessory minerals at 500-600°C and 5-7 kbar. (iii) Fish-shaped white mica is not always a (prekinematic) mica-fish. Observed at high-magnification BSE images it may consist of several white mica formed during a mylonitic stage. Hence, the asymmetric foliation boudin is a suitable microstructure to obtain geochronological information about the shearing stage. (iv) Thermodynamic modelling of a hematite-rich metasedimentary rock fails to reproduce the observed mineral compositions when the bulk Fe2O3 is neglected or determined through titration. The mismatch between observed and computed mineral compositions and assemblage is resolved by tuning the effective ferric iron content by P-XFe2O3 diagrams.

Prove a fatica su provini differentemente accresciuti a partire da polvere d'acciaio

Lo scopo della prototipazione rapida è la realizzazione di prototipi destinati alle osservazioni al fine di migliorare il progetto in via di sviluppo. Tuttavia, negli ultimi anni si sta cercando di ottenere prototipi che siano già di per sé funzionali e quindi oggetti pronti all'uso. Soprattutto per i materiali metallici, si stanno sviluppando tecniche di prototipazione che tendono a diventare veri e propri processi tecnologici di produzione: una di queste è il processo DMLS (Direct Metal Laser Sintering). La tecnologia di Sinterizzazione Laser Selettiva dei Metalli (DMLS) si realizza attraverso un processo per addizione stratificata, in cui l’utilizzo di un laser ad alta densità di energia permette di fondere metalli in polvere, creando il modello o il prototipo tridimensionale. La tecnologia DMLS risulta estremamente innovativa ed offre la possibilità di sviluppare componenti con un grado di precisione elevato e un livello di dettaglio accurato. I vantaggi di questa tecnologia sono diversi, ma il più importante è l'estrema flessibilità di progetto in quanto si eliminano i vincoli di fabbricazione dettati dalle tecniche di produzione convenzionali basate sull'asportazione di truciolo, dando così piena libertà di design al progettista. Un esempio di applicazione di questa tecnologia è la costruzione di stampi per lo stampaggio ad iniezione: per poter migliorare il ciclo di produzione (in termini di tempo e quindi di denaro) è possibile creare canali di raffreddamento interni ottimizzati con forme e traiettorie diverse dalle tradizionali rettilinee ottenute per foratura. Dunque, associando questa tecnologia con i diversi materiali disponibili in commercio, è possibile costruire manufatti altamente customizzati e performanti a seconda delle varie esigenze. L’obiettivo di questo lavoro è stato quello di stimare e confrontare il limite di fatica per vita infinita di tre serie di provini, ottenuti mediante il processo innovativo DMLS, accresciuti secondo la direzione verticale, orizzontale ed inclinata a 45°; in particolare si è voluto osservare il comportamento dei provini in quest’ultimo caso, non essendoci informazioni precise in letteratura. La polvere di metallo utilizzata per la fabbricazione dei provini è il Maraging Steel, un acciaio dalle caratteristiche meccaniche eccezionali utilizzato soprattutto nel campo aereonautico.

The effect of the ductility on the collapse loads: The failure of a steel roof

Studio dell'effetto della duttilità sul carico di collasso: il crollo di una copertura reticolare spaziale in acciaio causato dalla compresenza di un'ingente mancanza di resistenza e duttilità nei collegamenti delle aste e possibili stati coattivi. Il carico di collasso nel caso di strutture a bassa duttilità dipende dalla presenza di stati coattivi dovuti a imperfezioni di realizzazione o cedimenti vincolari della struttura in esercizio.

A new technique for simultaneous validation of two manual nonmercury auscultatory sphygmomanometers (A;D UM-101 and Accoson Greenlight 300) based on the International protocol

Auscultatory nonmercury manual devices seem good alternatives for the mercury sphygmomanometers in the clinic and for research settings, but individual internal validation of each device is time-consuming. The aim of this study was to validate a new technique capable of testing two devices simultaneously, based on the International protocol of the European Society of Hypertension.

Effective Length K-Factors For Flexural Buckling Strengths Of Web Members In Open Web Steel Joists

Open web steel joists are designed in the United States following the governing specification published by the Steel Joist Institute. For compression members in joists, this specification employs an effective length factor, or K-factor, in confirming their adequacy. In most cases, these K-factors have been conservatively assumed equal to 1.0 for compression web members, regardless of the fact that intuition and limited experimental work indicate that smaller values could be justified. Given that smaller K-factors could result in more economical designs without a loss in safety, the research presented in this thesis aims to suggest procedures for obtaining more rational values. Three different methods for computing in-plane and out-of-plane K-factors are investigated, including (1) a hand calculation method based on the use of alignment charts, (2) computational critical load (eigenvalue) analyses using uniformly distributed loads, and (3) computational analyses using a compressive strain approach. The latter method is novel and allows for computing the individual buckling load of a specific member within a system, such as a joist. Four different joist configurations are investigated, including an 18K3, 28K10, and two variations of a 32LH06. Based on these methods and the very limited number of joists studied, it appears promising that in-plane and out-of-plane K-factors of 0.75 and 0.85, respectively, could be used in computing the flexural buckling strength of web members in routine steel joist design. Recommendations for future work, which include systematically investigating a wider range of joist configurations and connection restraint, are provided.

Effects Of The Flash Welding Process On Mechanical And Microstructural Properties Of Structural Steel Joints Assessed Using Dest

ASTM A529 carbon¿manganese steel angle specimens were joined by flash butt welding and the effects of varying process parameter settings on the resulting welds were investigated. The weld metal and heat affected zones were examined and tested using tensile testing, ultrasonic scanning, Rockwell hardness testing, optical microscopy, and scanning electron microscopy with energy dispersive spectroscopy in order to quantify the effect of process variables on weld quality. Statistical analysis of experimental tensile and ultrasonic scanning data highlighted the sensitivity of weld strength and the presence of weld zone inclusions and interfacial defects to the process factors of upset current, flashing time duration, and upset dimension. Subsequent microstructural analysis revealed various phases within the weld and heat affected zone, including acicular ferrite, Widmanstätten or side-plate ferrite, and grain boundary ferrite. Inspection of the fracture surfaces of multiple tensile specimens, with scanning electron microscopy, displayed evidence of brittle cleavage fracture within the weld zone for certain factor combinations. Test results also indicated that hardness was increased in the weld zone for all specimens, which can be attributed to the extensive deformation of the upset operation. The significance of weld process factor levels on microstructure, fracture characteristics, and weld zone strength was analyzed. The relationships between significant flash welding process variables and weld quality metrics as applied to ASTM A529-Grade 50 steel angle were formalized in empirical process models.