Determination of Material Property for Non-Pneumatic Tire Spokes by Inverse Method

2018 ◽  
Vol 777 ◽  
pp. 411-415 ◽  
Author(s):  
Ravivat Rugsaj ◽  
Chakrit Suvanjumrat
Keyword(s):  
Finite Element ◽  
Modulus Of Elasticity ◽  
Inverse Method ◽  
Element Model ◽  
Vertical Displacement ◽  
Bending Test ◽  
Average Error ◽  
Curve Beam ◽  
Pneumatic Tire ◽  
Radial Spokes

The radial spokes of non-pneumatic tire have been developed to absorb impacts. In order to obtain its property for the further developments, it had to cut into the curve beam specimens. The 3-point bending was selected to test referring to ASTM D790. Subsequently, the finite element method was employed to simulate the 3-point bending test of specimens. The inverse method was used to determine the modulus of elasticity for specimen material. The gradient based on optimization scheme was used to optimize the modulus of elasticity by the input and output condition which was the vertical deflection and force, respectively. The optimized process was terminated at the desirable force tolerance of 0.00071 N. The elastic modulus of spoke was implemented in the finite element model of the 3-point bending test. There was found that the simulation result of vertical displacement obtained an average error of 4.87% by comparing with physical experiment.

Dynamic Characteristic Analysis of Irregularity under Turnout by Vehicle-Turnout Rigid-Flexible Coupling Model

2014 ◽  
Vol 945-949 ◽  
pp. 591-595 ◽  
Author(s):  
Meng Chen ◽  
Yan Yun Luo ◽  
Bin Zhang
Keyword(s):  
Finite Element ◽  
Longitudinal Direction ◽  
Element Model ◽  
Vertical Displacement ◽  
Coupling Model ◽  
Interaction Force ◽  
Vertical Acceleration ◽  
Characteristic Analysis ◽  
Flexible Coupling ◽  
Multi Body

Finite element model of track in frog zone is built by vehicle-turnout system dynamics. Considering variation of rail section and elastic support, bending deformation of turnout sleeper, spacer block and sharing pad effects, the track integral rigidity distribution in longitudinal direction is calculated in the model. Vehicle-turnout rigid-flexible coupling model is built by finite element method (FEM), multi-body system (MBS) dynamics and Hertz contact theory. With the regularity solution that different stiffness is applied for rubber pad under sharing pad of different turnout sleeper zone, analysis the variation of vertical acceleration of bogie and wheelset, rail vertical displacement and wheel-rail interaction force, this paper proves that setting reasonable rubber pad stiffness is an efficient method to solve rigidity irregularity problem.

Material Characteristic for Capability Analysis of Solid Tire by Finite Element Method

2018 ◽  
Vol 777 ◽  
pp. 416-420
Author(s):  
Juthanee Phromjan ◽  
Chakrit Suvanjumrat
Keyword(s):  
Mechanical Properties ◽  
Finite Element ◽  
Element Model ◽  
Average Error ◽  
Element Analysis ◽  
Compression Load ◽  
Stress Strain Relation ◽  
The Finite Element Analysis ◽  
Capability Analysis ◽  
The Finite Element Model

The natural rubber compound of each layer of solid tire had determined the mechanical properties in tension. It was found that the stress-strain relation of each material tire layer was fitted very well with the Ogden constitutive model. The R2 which was 0.986, 0.996 and 0.985 represented the certain curve fitting on the internal, middle and tread layer of solid tire, respectively. Subsequently, the Ogden model was implemented in the finite element model of the rubber specimen and solid tire. The finite element analysis results obtained an average error of 18.00% and 14.63% for the specimen and solid tire model by comparing to the physical experiment, respectively. Particularly, the mechanical properties of the natural compounds could be used to predict the ultimate compression load for the solid tire failure.

Experimental Determination of the Ultimate Strength of Box Girder Specimens

2016 ◽  
Author(s):  
Thomas Lindemann ◽  
Patrick Kaeding ◽  
Eldor Backhaus
Keyword(s):  
Finite Element ◽  
Experimental Determination ◽  
Ultimate Strength ◽  
Progressive Collapse ◽  
Bending Moment ◽  
Element Model ◽  
Experimental Results ◽  
Bending Test ◽  
Box Girder

The Finite Element Method (FEM) is a feasible tool to perform progressive collapse analyses of large structural systems. Despite enormous developments in finite element formulations and computer technologies the results of structural analyses should be validated against experimental results. In this paper the collapse behaviour of two identical box girder specimens is determined experimentally for the load case of pure longitudinal bending. The specimens are composed of stiffened plate panels and connected at either ends to a loading structure. Within a 4-point bending test a constant bending moment is applied to each specimen to determine the collapse behaviour even in the post-ultimate strength range. The results of the experimental determination of the ultimate strength are presented for the box girder specimens. To simulate the collapse behaviour a finite element model is used and validated against experimental results.

Rail Dynamic Vibration Absorber Design and Vibration Reduction Analysis

2011 ◽  
Vol 42 (11) ◽  
pp. 15-19
Author(s):  
Linya Liu ◽  
Bin Zhang ◽  
Jin Wang
Keyword(s):  
Finite Element ◽  
Degrees Of Freedom ◽  
Element Model ◽  
Vertical Displacement ◽  
Vibration Absorber ◽  
Vertical Acceleration ◽  
Dynamic Vibration Absorber ◽  
Finite Element Software ◽  
Dynamic Vibration ◽  
Damped System

The rail between two adjacent fasteners is regarded as the research object, and the rail is simplified as the main vibration system of undamped single degree of freedom, which supports the elastic components. The dynamic vibration absorber is simplified as a spring and damped system of 3-DOF(three degrees of freedom), to establish a mathematical model of rail dynamic vibration absorber. Through relevant theories, the parameter values of dynamic vibration absorber can be deduced when it achieves the best absorption effect. In accordance with the parameters, the scantlings of the structure of the dynamic vibration absorber can also be designed. Through the finite element software, the finite element model CRTS _ Ballastless Track system is established; with consideration of the value of irregularity, we load it variously. Analysis results showed that: compared to the rail and track where the dynamic vibration absorber is not installed, the maximum vertical displacement of the rail and track where a dynamic vibration absorber is installed was reduced by 65% and 67% respectively, the maximum vertical acceleration decreased by 75% and 70% and around, which reveals that the rail dynamic vibration absorber has a good vibration-reducing effect.

scholarly journals Modeling the flexural behavior of corroded reinforced concrete beams with considering stirrups corrosion

2020 ◽  
Vol 14 (3) ◽  
pp. 26-39
Author(s):  
Nguyen Ngoc Tan ◽  
Nguyen Trung Kien
Keyword(s):  
Finite Element ◽  
Reinforced Concrete ◽  
Finite Element Model ◽  
Limit State ◽  
Nonlinear Behavior ◽  
Element Model ◽  
Reinforced Concrete Beams ◽  
Flexural Behavior ◽  
Bending Test ◽  
Fe Model

The reinforcement corrosion is one of the most dominant deterioration mechanisms of existing reinforced concrete structures. In this paper, the effects of the stirrup corrosion on the structural performance of five corroded beams have been simulated using the finite element model with DIANA software. These tested beams are divided into two groups for considering different inputs: (i) without corroded stirrups in flexural span, (ii) with locally corroded stirrups at different locations (e.g. full span, shear span, middle span). FE model has been calibrated with experimental results that were obtained from the four-point bending test carried out on the tested beams. This study shows that the stirrups corrosion should be received more attention in the serviceability limit state since its considerable effect on flexural behavior. Based on a parametric study, it shows that the effect of the cross-section loss of tension reinforcements on the load-carrying capacity of the corroded beam is more significant than the bond strength reduction. Keywords: reinforced concrete; beam; stirrup corrosion; finite element model; flexural nonlinear behavior.

Finite Element Numerical Simulation Analysis on Deformation of Adjacent Building with Shallow Foundation due to Excavation

2013 ◽  
Vol 353-356 ◽  
pp. 403-406
Author(s):  
Yong Kang Yang ◽  
Xiao Yuan Li ◽  
Wu Yang ◽  
Chun Yan Feng
Keyword(s):  
Numerical Simulation ◽  
Finite Element ◽  
Simulation Analysis ◽  
Horizontal Displacement ◽  
Element Model ◽  
Vertical Displacement ◽  
Shallow Foundation ◽  
Foundation Pit ◽  
Adjacent Building ◽  
Finite Element Numerical Simulation

Based on deformation of adjacent building with shallow foundation of foundation pit excavation, Midas GTS is adopted to establish the finite element model. Through the numerical simulation, the maximum horizontal and vertical displacement in different conditions, Influence of different SMW pile stiffness and influence of different anchor position are analyzed. The results show that (1) horizontal deformation of SMW pile is decreased at the anchor construction; (2) compared with maximum horizontal displacement of SMW pile with 25a25b28a, the maximum horizontal displacement of SMW pile with 28b is increased by 50.9, 43.3, 11.5% respectively; (3) compared with the second anchor at 1.5, 3.5m, the horizontal displacement of adjacent building is minimal by the second anchor at 2.5m.

Minimum bending radius of Al-Li alloy extrusions in stretch bending

2016 ◽  
Vol 232 (2) ◽  
pp. 281-295 ◽  
Author(s):  
Tianjiao Liu ◽  
Yongjun Wang ◽  
Jianjun Wu ◽  
Xiaojiao Xia ◽  
Junbiao Wang ◽  
...  
Keyword(s):  
Finite Element ◽  
Finite Element Model ◽  
Shear Failure ◽  
Element Model ◽  
Experimental Results ◽  
Analytical Models ◽  
Bending Test ◽  
Bending Tests ◽  
Stretch Bending ◽  
Bending Radius

In this investigation, the attention is focused on the minimum bending radii of 2196-T8511 and 2099-T83 Al-Li alloy extrusions. To predict the failure of Al-Li alloys, sheet and extrusion stretch bending tests are developed, carried out and simulated using finite element model. The theoretical minimum bending radius is introduced to derive a safe lower limit for the bending radius which can serve as a guideline for tool and product design. Stretch bending tests of Al-Li alloys are performed using the three-point bending test and displacement-controlled stretch bending test at room temperature. The finite element model incorporates three-dimensional solid elements and ductile damage modeling. The experimental results show that Al-Li alloy extrusions in stretch bending show three types of failures, occurring at the unbent region near the entrance of the jaws, at the region below the exit of the die and within the region in contact with the die, respectively. Comparison between predicted values and experimental results has been made, a consistent agreement being achieved, reflecting the reliability of the present model. The three types of failure mechanisms which compete with each other are tensile localization failure, die-corner failure and shear failure, respectively. Based on the analytical models, experiments and simulations, it appears that the three distinct failures need to be applied to predict the minimum bending radius and range of failures that can occur with 2196-T8511 and 2099-T83 Al-Li alloy extrusions in stretch bending.

Displacement Field Study on the Full Width of Rigid Airport Pavement to Aircraft Loadings

2012 ◽  
Vol 178-181 ◽  
pp. 1611-1614 ◽  
Author(s):  
Xian Min Zhang ◽  
Qian Dong
Keyword(s):  
Finite Element ◽  
Finite Element Model ◽  
Displacement Field ◽  
Element Model ◽  
Vertical Displacement ◽  
Transfer Effect ◽  
Full Width ◽  
Airport Pavement ◽  
Vertical Displacements ◽  
Aircraft Loads

Considering the joint loading-transfer effect, a 3-D finite element model which consists of thirty full-scale slabs is established. Making the aircraft loads act on different positions and calculating their vertical displacements. The results indicate that the loading area is compressive and the regions far away from loading area are tensile and that the vertical displacement curves change dramatically when aircraft wheels act on different locations.

Sign in / Sign up

Export Citation Format

Share Document