Tesis sobre el tema "Catia V5"

Att ta fram en ny bilmodell är ett tidskrävande och omfattande arbete där många olika kunskapsområden måste samspela. En del i utvecklingsprocessen som får allt större betydelse är designarbetet. Om bilens utförande och design inte tilltalar konsumenterna innebär detta låga försäljningssiffror och därmed förlorade intäkter för företaget.

Det huvudsakliga syftet med detta arbete är att grundligt undersöka om och hur CAD-programmet Catia V5 med modulen Imagine & Shape (IMA) skulle kunna användas på Volvo Car Corporations designavdelning (PVS). Syftet är också att granska vad en implementering av Catia V5 med IMA-modulen skulle innebära för produktutvecklingsprocessen, samt att undersöka vilka som skulle kunna använda sig av programmet.

För att undersöka hur Catia V5:s IMA-modul skulle kunna fungera på PVS har vi i samarbete med designstuderande Pontus Ny modellerat en konceptbil, komplett med exteriör, instrumentpanel, mittkonsol, ratt, stolar, baksäte, fälgar och hjul. Vi har även modellerat en växelspak och en backspegel som först har tagits fram i Alias, vilket har möjliggjort en jämförelse mellan Alias och Catia V5:s IMA-modul. Modellerna har sedan utvärderats genom enkäter med uppföljande intervjuer. Urvalsguppen utgörs av ett antal anställda hos PVS som har haft möjlighet att sätta sig in i IMA-modulen.

Respondenterna uppgav fördelar som anmärkningsvärd snabbhet vid framtagning av 3D-modeller i de fall där ytan inte behöver vara perfekt. Dock krävs stor erfarenhet för att skapa en bra renhet och ytjämnhet vid stora ytor. Samtliga involverade i detta projekt anser också att Catia V5 med IMA-modulen skulle kunna fungera som ett konceptgenereringsverktyg i ett tidigt skede. Att använda IMA-modulen i den första förberedande fasen skulle enligt vår mening innebära tidsbesparingar, eftersom användaren snabbt kan genomföra förändringar på en modell redan på möten. I dagsläget måste en Alias-modellör samla in alla ändringar, genomföra dessa snabbast möjligt och därefter bestämma en tid för ett nytt möte då alla inblandade kan närvara, vilket sällan är enkelt.

IMA-modulen skulle även kunna vara ett bra hjälpmedel för en designer, som själv kan modellera sina idéer och därigenom lättare åskådliggöra och diskutera sitt koncept vid möten. I många fall är det enklare att förstå en 3D-modell som man kan vrida och vända på, än en ritning på ett papper. Utifrån IMA-modellen skulle det vara möjligt att fräsa ut en lermodell, vilken kan finjusteras och sedan åter scannas in och bearbetas vidare i Alias.

ZW3D 2011 is a very young CAD-system that Pär Nobring at r.a.p.s asked us to put againstone of the world leading CAD-systems today, Catia V5. Since we are going through aneducation that centers round engineering and technical facts, this comparison had to be in tunewith that.After discussion with both Pär Nobring, and our mentor Johan Wretborn, we came to anunderstanding regarding what should be done. We performed a technical comparison of thefollowing main features:· KBE tools (Knowledge Based Engineering)· Curvature and Continuity Analysis· File Format Translation Verification· NC MachiningWe are very happy with all our result, if you don't count the failure with the NC machiningsection. However none of the tests we did turned out unnecessary. It lead to a greaterunderstanding than we already had, and gave us very useful experience.

This thesis is an addition to pictures and animation that has been developed using CATIA V5. The animation and the images are a market basis to test whether the product is of interest in the Nordic market. The thesis is structured with elements of the Fredy Olsson method. In this thesis there is also a short presentation of the company Tylö AB, which been chosen to market test the product. A product definition with the sub-headings; “Description and use of product”, “Environmentand users”, “Economy” and “Product inquiry”, are the basis for the product. A list of criteria with conditions and requirements is established. These criteria are then weighted in a matrix. Product ideas are evaluated using the matrix. After defining the criteria and evaluation, a profile is created with a track where woodenpanels and insulation can be fixed upon. This is followed by a design specification which explains details of every component in the product. With this description belongs a matrix in which the product components are classified as finished and special units and also if these require routine or special treatment. Execution of rendering and animation are explained and results are shown with rendered images. The report concludes with a brief conclusion, critical review and suggestions for further work.

The process of design is time consuming and result oriented. There is always a better scope for any design that reduces the time with better precision. Considering this as a major factor during design process, two of the vital parts of the aircraft conceptual design are taken into account where a lot of time can be saved. Major components considered in this work are fairings for the lift generating surfaces and cockpit windshield. In this work the major inference is to reduce the time spent on the initial conceptual design. The two components designed in this work are fairings and windshield. The fairing design in this work provides a flexible template which can be used for various fuselage and wing configurations for transport aircrafts. The windshield is classified into two types in this work, flat and blend windshield. Both the type of windshields can be implemented on appropriate fuselage. Both the components are designed to be implemented in single pilot as well as double pilot aircrafts. They also have parameters which can be modified according to the user requirement. The changes in the parameters provide the change in shape, size and volume of the components. The software used for this is CATIA V5. The process is carried out using two automation methods available in CATIA namely Power-Copy and Knowledge pattern. A comparison between the effectiveness of two automation methods used in this work is performed.

Thèse (M. Ing.)--École de technologie supérieure, Montréal, 2004.
"Mémoire présenté à l'École de technologie supérieure comme exigence partielle à l'obtention de la maîtrise en génie mécanique". Bibliogr.: f. [110]-111. Également disponible en version électronique.

Les entreprises manufacturières qui développent des produits complexes (automobile, aviation), produisent et utilisent une grande quantité d'information depuis la phase de développement jusqu'à la fin du cycle de vie du produit. Ces entreprises ont été les premières à modifier leur structure et à développer de nouveaux outils pour optimiser les coûts, les délais et la qualité. Les systèmes de gestion de données techniques sont des outils très utilisés dans les entreprises pour gérer les informations relatives au produit. Cependant, ces systèmes ne permettent pas d'avoir accès à des informations internes aux documents exploitables pour les différents métiers intervenant dans le cycle de vie du produit, surtout s'il y a des modifications apportées à un produit pour en créer une version améliorée. Dans le cadre plus particulier de la conception assistée par ordinateur (CAO), il est par conséquent nécessaire de développer un outil rapide et efficace répondant à ce besoin, pour avoir des informations plus détaillées à l'intérieur d'un fichier CAO, telle que la nature des modifications apportées à un produit, les éléments modifiés et leurs valeurs. Dans ce projet, nous allons proposer un algorithme de comparaison des modèles 3D basé sur l'analyse des arbres de modélisation et sur la représentation par les caractéristiques. Cet algorithme détecte n'importe quelle modification entre deux versions différentes d'un même modèle et extrait automatiquement toutes les nuances géométriques entre elles. L'opération de comparaison est basée sur quatre critères, caractéristiques modifiées, caractéristiques ajoutées, caractéristiques supprimées et caractéristiques déplacées dans l'arbre de modélisation. Les résultats de cette comparaison sont présentés sous la forme d'un fichier texte identifiant toutes les modifications effectuées, et également sous la forme graphique. Des essais ont été réalisés avec des pièces mécaniques et aéronautiques réalisées avec le logiciel CATIA V5. Les bons résultats obtenus indiquent que notre comparateur détecte parfaitement les modifications des versions de modèles (CAO), et contrôle la structure de leurs arbres de modélisation. Cette application contribue à l'avancement de la technologie au niveau de la gestion des informations techniques du cycle de vie des produits.

To be more competitive in the market, many companies are trying to speed up the quotation process and quote more attractive prices. Therefore, they have identified a need for support in the quotation process in order to reduce the quotation lead-time and ensure a higher level of accuracy in the cost estimations. The Quotation Calculator, an application program, has been developed as part of the degree thesis which was carried out at AB Norrahammars Mekaniska Verkstad, NMW 2006/07. This Quotation Calculator can be operated to calculate the material and manufacturing costs of a new product.

NMW has recently acquired licenses for CATIA V5, Dassault Systems, for the purpose of making process planning and NC-programming more efficient. NMW wants to generate the data needed from the machining module for the cost calculations. Hence this project was initiated in order to extract data from CATIA V5 for further use in Quotation Calculator or other computer system in NMW.

This work has resulted in a system developed with a common hosted programming language to extract and transfer information. The system retrieves model geometry from CAD and information on process planning from CAM, then matches the information in the application for the purpose of cost estimation. The system once developed, is supposed to be used for every new product. For this approach, the relationship of the data from CATIA V5 and the Quotation Calculator has been analyzed.

Within this thesis, the focus is on production cost estimation. The method used here is programming in Visual Basic Editor to extract information from the machining module in CATIA V5 and then import them to Microsoft Excel. With standard operations, tables of data and several inputs, the cost calculation and hence the quotation process can be automatically implemented. This work has been generated with the Quotation Calculator. With the correct input data to process planning and this new quotation system, the machining time and the costs can be estimated more accurately and easier. The time and cost information is made available for decision making. As a result, the lead time for the quotation process will be shortened and a relatively more attractive price can be quoted to the customers.

Requirements of a Volvo car are stored in a requirements management system at Volvo Car Group (VCG). VCG recently implemented a new requirements management system, a system called SystemWeaver. Many different types of requirements are stored in the SystemWeaver software, where the requirements can only be described in text and pictures. However, some requirements are geometry-based, describing some type of shape or measurement in space that the car should fulfil. Geometry-based requirements are stored in Teamcenter and have two components, the requirement text and requirement geometry in the form of CAD-models. The models are used to illustrate the requirement in space. This master thesis examines the possibilities of connecting text-based requirements in SystemWeaver to requirement geometries. The technical aspects are studied as well as the organizational mechanisms of creating and changing a geometry-based requirement. To find a working solution, research relating to the issue gave input to the project. Furthermore, interviews were conducted at different departments at VCG to get insight in the working tasks of requirement management at the company. The project resulted in a concept of a new process, describing the actions of geometry-based requirement management and how requirement geometries should be connected to SystemWeaver. The new concept outlined the logical steps that are required to work with SystemWeaver and geometry-based requirements. The work has laid a foundation on which future studies can be conducted to further streamline management of geometry-based requirements at VCG.

 

Detta arbete har syftat till att ta reda på vad som är viktigt att tänka på vid utformning av instruktioner för CAD-användare. Som praktikfall har en studie gjorts på Volvo IT där deras instruktioner för CAD/CAM/CAE-systemet CATIA V5 har granskats. Undersökningen mynnade ut i en användarstudie där erfarna användare av systemet fick möjlighet att diskutera den support som finns i dagsläget samt ställa krav på framtida instruktioner. Kraven som togs fram har legat till grund för riktlinjer för hur morgondagens instruktioner skulle kunna göras mer användaranpassade.

Några områden som är viktiga att ta hänsyn till är bland annat: att ta tillvara på användarnas erfarenhet, involvera användarna vid framtagandet av instruktionerna, ta reda på hur instruktionenrna läses samt skapa rubrikter som underlättar informationssökning för användarna.

 

Winglets being a small structure play an important role in reducing the induced drag in aircraft. Many types of winglets have been designed and their significance in reducing the drag is published. One of the main objectives of this master thesis work is to study about the winglet design and about their contribution in reducing induced drag. A brief overview of wing tip devices and their performance from the manufacturers as well as from airliner’s point of view are discussed. Moreover, the role of winglet in reducing the drag of commercial civil jet aircraft is studied and the percentage of drag reduction is calculated by a conceptual approach. A320 specifications are taken to perform induced drag reduction calculation with and without winglets. Indeed, the total drag count reduced with the help of winglets accounts for additional payload which will be an advantage for the aircraft operator. Reducing the process time in design is one of the important criteria for any field and hence automation with help of CAD tools is very significant in reducing time. This study also aims at developing an automated model for different types of winglets and wing tip devices with the help of CAD technology focused on reducing design time during the initial design process.  Knowledge based approach is used in this work and all the models are parameterized so each model could be varied with associated parameters. The generic model created would take different shapes and switches between different types of wing tip devices as per the user’s requirement with the help of available parameters. Knowledge Pattern (KP) approach is used to develop the automation process. User Defined Features (UDFs) are created for each type of winglet and tip devices. CATIA V5 R18 software is used to develop the models of winglets and tip devices.

Övergången från CATIA V4 till CATIA V5 innebär nya möjligheter för konstruktörerna på Scania att arbeta med Knowledge Based Engineering, KBE, för att effektivisera och kvalitets-säkra sitt arbete. Då CATIA V5 är en ny plattform som innehåller verktyg med samlingsnamnet knowledgware, för att bygga in kunskap i modeller ville Scania undersöka potentialen i att arbeta med KBE, och hur detta skulle kunna ske på Scania. Vid traditionell produktutveckling tas en helt ny artikel fram vid behov och ofta innebär detta att arbete som tidigare utförts, görs om igen. Syftet med arbetet är därför att undersöka huruvida KBE i CATIA V5 kan erbjuda möjligheter att återanvända kunskap från tidigare arbete och samtidigt kvalitetssäkra denna, samt utreda vilka knowledgewarelicenser som i så fall kan vara lämpliga för Scania. För att göra detta har en litteraturstudie genomförts för att undersöka vad som har gjorts inom området, och även en intervjustudie har utförts inom R&D på Scania. Vidare har sakkunniga på Linköpings Universitet och Tekniska Högskolan i Jönköping intervjuats. Detta material har sedan sammanställts och analyserats för att sedan resultera i slutsats och rekommendationer. Arbetet har resulterat i en demonstrationsmodell för Scania internt, som baserar sig på den information som framkommit under litteraturstudier och intervjuer. Att arbeta med KBE har både fördelar och nackdelar där den största svårigheten ligger i att bedöma om en artikel lämpar sig för KBE-modellering. Vinsterna med KBE är att stora tidsvinster kan göras och kvalitet kan säkerställas. De mest användbara licenserna för Scanias vidkommande är KWA och PKT, med vilka exempelvis kontroller av standarder och återanvändning av geometrier kan göras. Den slutliga rekommendationen baserat på teori och resultat är att Scania bör överväga att införa KBE som arbetssätt, och därför tillsätta en grupp som fungerar som expertis inom KBE. Denna bör då fungera som support och en resurs vid skapande av KBE-modeller och ansvara för att dessa är korrekta och underhålls. Vidare bör arbete med att definiera fysiska gränssnitt mellan artiklar startas och lämpligtvis då av GEO- eller Layoutgrupperna.
The transition from CATIA V4 to CATIA V5 opens up new possibilities for designers at Scania to work with Knowledge Based Engineering, KBE, in order to increase efficiency and assure quality. As CATIA V5 is a new platform complete with tools, referred to as knowledgeware, for infusing knowledge into models, Scania wanted to investigate the potential of working with KBE, and how this could be used at Scania. In traditional product development a completely new model is produced when needed, and this often entails performing tasks already undertaken and completed. Therefore, the purpose of this thesis is to ascertain whether or not KBE in CATIA V5 can offer the possibility to reuse knowledge from previous work and assuring the quality of this, and if so, determine which knowledgeware licenses would be appropriate for Scania. In order to do this, a literature study was conducted in order to look into what had been done in this field. Also, an interview study was carried out within Scanias R&D department. In addition to this, interviews were held with expertise at Linköping University and Jönköping University. The material was then compiled and analyzed, resulting in conclusions and recommendations. The thesis resulted in a demonstration model for Scania internally, based on the information gathered from literature and interviews. Working with KBE has its pros and cons, the biggest difficulty being to determine whether or not an article is suitable for KBE-modelling. The profits of KBE include quality assurance and sizeable reductions in design time. The most useful knowledgeware licenses for Scania are KWA and PKT, which for example enables users to implement checks for standards and to easily reuse geometry. The final recommendations of this thesis, based on theory and results, is that Scania should consider introducing KBE, and should therefore appoint a group to function as an authority on KBE. This group would provide support and act as a resource in the creation of KBE-models, and also be responsible for the validity and maintenance on these. Furthermore work should begin with defining physical interfaces between articles, preferably by GEO- and Layout groups.

This report is the documentation of a master’s thesis which was conducted at Scania CV AB in Södertälje. In this study, the benefits, challenges and conditions of using parametric CAD-models for aiding CFD-simulations and performance-optimization in the product development within internal combustion engines have been assessed. The goal of the thesis included developing and proposing a methodology for design engineers at Scania which will aid them in creating parametric CAD-models which are robust, flexible, comprehensible and intelligent. The study also included assessing the benefits and pre-requisites of such methodology with both practical and theoretical approaches. The ultimate goal of this entire study was to create value for the organization by reducing lead-time in the design process while promoting the production of high quality products. A case-based approach was applied in the study in which modeling strategies resulting from practical investigations and analyzing existing methodologies were implemented on a CAD-model representing the gas-volume of a turbine volute. The chosen strategies were evaluated and subsequently documented as a part of the methodology or discarded depending on its support for the parameterization. The final methodology itself was evaluated based on the quality of the parameterized CAD-model, the time required to create the model and its compatibility to the present design process at Scania CV AB. Finally the methodology was discussed with respect to the different evaluations, and the defined research questions were discussed and answered. The results of the thesis revealed that if parametric CAD-models are made in a structured, standardized and conscious manner, they are able to be highly robust and flexible which gives the models the ability to assume a big set of different forms. The methodology is recommended to be tested in a pilot project and be implemented through internal courses at the company. It was concluded that a methodology which aids the design engineers in creating parametric CAD-models will be the key towards implementing parametric CAD-models in the company and also enabling the many benefits of parameterization, which includes reduced lead-time, enhanced component performance, increased knowledge about the component, and promotion of collaboration among engineers. It was also concluded that parametric models are best suited when the existing design freedom is big and when the time permits performance analyses via optimizations, while challenges include ensuring that the model is parameterized correctly with respect to the CFD-engineers’ wishes while taking into account the requirements from other disciplines. Therefore it is very important to establish a communication between the different engineers. Ultimately, when parametric models are established in the organization, they are recommended to be implemented eventually in both short-term and long-term projects within Scania for its beneficial properties.

This Master’s thesis is summery of a comparative study of 2 commercial CAD-integrated

FE-programs. These FE-programs were CATIA v5 and ABAQUS 6.3-7. The primary

objective of this study is to investigate the basic FEA capabilities of CATIA and

ABAQUS 6.7-3 in performing the linear static analysis and to identify whether there are

any differences and similarities between results the both Finite Element FE codes give.

The overall research question in the present thesis is: Do different FE programs, here

CATIA and ABAQUS, give the same results for FE analysis giving the same models if

subjected to the same boundary conditions? This research seeks to achieve its aims

through making a comparative qualitative study. Certain pre-selections were performed in

advance of conducting Finite element analysis and the comparison process to ensure that

results would reflect only the most relevant and meaningful differences and similarities

between the both FE-codes. Five different 3D solid models have been selected to perform

linear static Finite element analysis on. All these models (case studies) are created in

CATIA V5 and the linear static analysis conducted on using FE-codes CATIA v5 and

ABAQUS 6.7-3. Three static responses (results) of the linear static analysis have been

adopted as criteria for comparisons purposes. These criteria were: (1) displacements, (2)

Von Mises stress, and (3) principal stress. The results of comparisons showed that there is

a very good agreement in most cases and small gap between in a few cases. Results of

this study demonstrate that the both FE-programs CATIA v5 and ABAQUS 6.7-3 have

good capabilities to perform FE-analysis and they give very near results. Reason behind

differences is that each of them uses a different algorithm for solving problems. The final

answer for the research question is given with valuable recommendations for future work

in the scope of this research.

This thesis work presents a parametrized integration of the flight control system within RAPID by means of the automation in CATIA V5, using Knowledge Pattern. Nowadays aircraft’s design and development processes are not only time-consuming but also incur high economic cost. In addition, system integration is highly a multi-disciplinary design process which often involves a large number of different discipline teams working at the same time and space. The main objective of this thesis is to investigate how CAD (Computer Aided Design) software can be used in the early design stages to define the flight control system integration. The purpose of this work to improve the functionality of an in house produced aircraft conceptual design tool carried out at the Division of Fluid and Mechatronic Systems, Linköping University. The work consists of preliminary integration of the RAPID flight control system and the hydraulics associated to it. By defining several reusable templates, the automatic definition of a flight control system within the RAPID aircraft has been achieved. Moreover it is a parametrical model which allows the user to modify a high number of features as desired to enhance the design process. For this, a user interface in Microsoft Excel connected to CATIA has also been attained.

The thesis work is done in collaboration with Prodtex AB, which works to develop digital tools to facilitate the constructor´s work in virtual environments, for instance CAFD within CATIA V5. What the client wanted the project participants to perform was a comparison of the company's semi-automatic software for fixture design, and the traditional construction method with CATIA. The reason for the method comparison is because Prodtex AB requires data, which they can present to potential customers. The participants produced a method to enable the necessary components of the project, the method consisted of training in fixture design, fixture construction and work with the consulting company´s application. These elements have been essential for the comparison to be reliable. The main part of the assignment consisted of constructing units for the given fixture. The reason behind this is due to the necessity of a certain level of experience in fixture design, which is required to be able to assemble units with an accurate and efficient procedure. The method comparison generated data in terms of time in the measurement areas, input, design and export that the project participants analyzed and compiled in the result section. Based on the statistics, participants were able to find answers about which features the software made the most time savings of, and how abundant these were in relation to the traditional design method. A conclusion about when it was beneficial for a company to invest in the software was based on reasoning deduced from the outcome discussion.

Detta examensarbete handlar om konstruktionsoptimering av en ny och innovativteknisk produkt som riskerar att skadas då användaren av misstag tapparprodukten. Arbetet belyser tidigare studier där dropptester utförts för att insamlakunskap inför viktiga moment i detta arbete. Dropptest av produkten genomfördesoch data samlades in med hjälp av accelerometer och höghastighetskamera.Insamlad data presenteras i olika grafer och beräkningar som beskriversammanstötningsförloppet. Lösningsförslag genereras med CAD programmetCatia V5, sedan simulerades lösningsförslagen i programmet abaqus/explicit eftersamma principer och förhållanden som utfört dropptest visade. Genomfördasimuleringar verifierades med hjälp av insamlad data. Projektgruppen presenterarolika koncept av lösningsförslag till företag X genom olika exempel påkonstruktiva lösningar eller förslag till byte av befintligt produktmaterial. Underprojektets gång uppstod en del svårigheter i de olika delarna av studien, dessadiskuterades i studiens resultat- och metoddiskussion. Avslutningsvis taskonstruktionsoptimeringens inverkan på sociala, ekonomiska och miljömässigaaspekter i anseende.
This thesis is about design optimization of a new and innovative technical productthat risks being damaged when the user accidentally drops the product. The workillustrates previous studies where drop tests have been performed to gatherknowledge before introducing important stages in this work. Droptesting of theproduct was performed and data were collected using an accelerometer and ahigh-speed camera. Collected data are presented in various graphs andcalculations that describes the stages of impact. Solution proposals were generatedwith the CAD program Catia V5, then the solution proposals were transferred tothe program abaqus/explicit were the same principles and conditions that occurredduring the droptest was implemented in the simulations. Completed simulationswere verified using collected data. The project group presents different concepts iiof solution proposals to company X through various examples of constructivesolutions or proposals for replacement of existing product material. During theproject, some difficulties arose in the various parts of the study, these werediscussed in the study's results and method discussion. Finally, the impact ofdesign optimization on social, economic and environmental aspects was taken intoaccount.

Steigende Komplexität von Maschinen und Anlagen sowie unternehmensindividuelle Produktstrukturen führen zu Herausforderungen im Handling großer 3D-Modelle in kommerziell verfügbaren CAD-Systemen. Der Vortrag thematisiert die Anwendung unterschiedlicher Automatisierungsmöglichkeiten des CAD-Systems CATIA V5® der Firma Dassault Systèmes. Hierbei wird zum einen auf die besonderen Herausforderungen im Konstruktionsbereich des Textilmaschinenbaus eingegangen. Zum anderen werden Vorschläge für eine parametergesteuerte Anlagenkonzeption auf Basis von Knowledgeware, eine automatisierte Abstraktion großer Baugruppen und für die automatisierte Ermittlung masseabhängiger Parameter komplexer Produkte vorgestellt.

The shooting sport is one of the most widespread sports in the world and it is being practice in most countries. Based on their own experiences, in competition - and hobby shooting, the client M4Solutions found a demand and need for a shooting target that is manufactured in Sweden. The purpose of the project has been to develop, with the help of Marcus Walldén, two shooting targets from idea to finished product. These two shooting targets, Plate Rack Target and Dueling Tree, would each be equipped with a mechanical resetting system but will in the future have the ability to be provided with an electronic resetting system. The project from the client was divided into two theses. One of these two, written by Marcus Walldén, focused on the tripod parts and the overall design work for both Plate Rack Target and Dueling Tree. The thesis that is presented in this report have focused on resetting systems, the design of protective plates and other peripherals for both shooting targets. This work has primarily been in CAD environment where design, construction and development has been given free rein. Calculations, test shootings and choice of materials has been made in order to reach the best possible solutions. The thesis resulted in two complete 3D models and two full-scale prototypes of steel.

Den här rapporten handlar om ett maskintekniskt konstruktionsprojekt som framtagits av Christian Wikman och Oliver Öhman. Det är ett uppdrag som givits av EcoistVehicleTM för att slutföra högskoleingenjörsexamen inom maskinteknik vid Högskolan i Halmstad. Princip- och Primärkonstruktion (Olsson, 1995), Fundamentals of Vehicle Dynamics (Gillespie, 1992) och en stor mängd egen sökning har använts som grund till metoden som använts under projektets gång.   EcoistVehicleTM är ett fordonsprojekt som startats av Thomas Koch. Det är en eldriven, singelsits och trehjulig bil med ett drivande bakhjul. Idén bakom bilen är att transportera föraren till sin destination på ett miljövänligt sätt. Bilen är lämpad till landsbygd och pendling med en räckvidd på 40-50km. Syftet med uppdraget som gavs våren 2017 var att hitta snabbare metoder att konstruera och tillverka en svingarm till fordonet.   Uppdraget som gavs var att konstruera och möjligtvis tillverka en svingarm för det drivande bakhjulet som skall passa in på bilens dimensioner samt ha en relativt snabb tillverkningsprocess för en produktionsserie på 10-20 bilar. Uppdragsgivarens önskemål var att 3D-printa ut de större delarna av svingarmen och sedan efterbearbeta monteringsdelar och passytor med fräsning. Flera tillverkningsprocesser som används inom fordonsindustrin för framtagning av motorcykelsvingarmar har setts över och jämföras för att få fram den metod som passar detta projekt.   Det som författarna bidragit med till projeketet är en högre kunskap om 3D-printning av metall, då specifikt aluminium, olika koncept för tillverkning samt analyser av konstruktionen för att testa hållfasthet till den slutgiltiga produkten.
This report will be about a mechanical design project that has been developed by Christian Wikman and Oliver Öhman. The assignment was given by EcoistVehicleTM to complete a bachelor’s degree in mechanical engineering at Halmstad University. Princip- och Primärkonstruktion (Olsson, 1995), Fundamentals of Vehicle Dynamics (Gillespie, 1992) and a large amount of research on the web has been used as the foundation for the method that’s been used all through this project.   EcoistVehicleTM is a vehicle project started by Thomas Koch. It is an electrically powered, single seat, three wheeled vehicle that's driven by a single rear wheel. The idea behind the car is to transport the driver to his destination in an environmentally friendly way. The car is suited for commuting in the countryside with a range of 40-50km. The purpose of the assignment that was given in the spring of 2017 was to look into faster methods of designing and manufacturing a swingarm for the vehicle.   Our assignment was to design and possibly manufacture a swingarm for the driving rear wheel that should fit the specifications of the car and have a relatively fast manufacturing process for a series of 10-20 cars. Our mentor and taskmaster has a request to 3D-print the larger parts of the swingarm then after work the mounting surfaces and mating surfaces with milling. Several manufacturing processes used in the automotive industry for the production of motorcycle swingarms will be screened and compared to get the method that will fit this project.   The authors have contributed with a higher knowledge of 3D-printing, specifically aluminum, different design concepts together with analysis of the design to test the solidity of the final product.

Då många företag vill skaffa sig marknadsandelar genom att leverera rätt produkt, vid rätt tid och för rätt kostnad har de börjat arbeta med Simuleringsdriven Konstruktion. Simuleringsdriven Konstruktion hjälper dem att genom ett iterativt arbetssätt hitta optimal konstruktion tidigt i NPD-processen och därigenom reducera tid och kostnad för produktutvecklingen. Många företag som sysslar med forskning och utveckling kräver idag mer av provutrustning än tidigare för att kunna kontrollera och möta ökande krav på produkter.  Mer sofistikerad provutrustning behöver utvecklas för att möta ökade krav på produktprov. Krav så som säkerhet, kapacitet, tidseffektivitet, noggrannhet etc. Att även tid och kostnad för utveckling av provutrustning reduceras är viktigt. Detta examensarbete har syftat till att ta fram riktlinjer för effektivisering av arbetet med Simuleringsdriven Konstruktion i utvecklingsprocesser. För att ta fram relevanta riktlinjer har en fallstudie utförts. Fallstudien har bestått av en litteraturstudie samt en empirisk studie hos Scania CV AB i Södertälje. Den empiriska studien har bestått av att optimera en komponent på en befintlig provutrustning med hjälp av Simuleringsdriven Konstruktion på uppdrag av gruppen UTTD på Scania CV AB. Det har i detta examensarbete framkommit att Simuleringsdriven Konstruktion är mycket lämpligt att använda sig utav vid utveckling av provutrustning. Detta då en bättre förståelse kan fås angående hur provet kan utföras och därmed minska överdimensionering och reducera antalet fysiska prov på provutrustningen. Examensarbetet har resulterat i generiska riktlinjer för hur implementering av och arbete med Simuleringsdriven Konstruktion kan utföras i Catia V5 och GAS. Dessa riktlinjer kan användas vid konstruktion av liknande konstruktioner som UTTD arbetar med, det vill säga mekanisk konstruktion av provutrustning.

Scania are known among to be the world’s leading supplier of transport solutions for heavy trucks and buses. Scania’s goal is to develop combustion engines that achieve low-pollutant emissions as well as lower carbon-footprint with higher efficiency. To achieve the above Scania has invested resources in Simulation Driven Design of parametric CAD models which drives design innovation rather than following the design. This enables in creating flexible and robust models in their design process. This master thesis is being conducted in collaboration with Scania exhaust after treatment systems department, focusing on developing a methodology to automatically evaluate the cost and manufacturability of a parametric model, which is intended for an agile working environment with fast iterations within Scania. From the thesis methodology’s data collection process literature study, former thesis work and interviews with designers and cost engineers at Scania, a proposed method is developed that can be implemented during the design process. The method involved four different phase they are Design phase, Analysis phase, Validation phase and Improvement phase. The proposed method is evaluated to check the method feasibility for evaluation on parameteric CAD parts for manufacturability and costing. This proposed method is applied on two different parts of a silencer as part of a case study which is mainly to evaluate the results from Improvement phase. The focus of this thesis is to realise the proposed method through simulation software like sheet metal stamping/forming simulation, cost evaluating tool where the simulation driven design process is achieved. This is done with the help of collaboration between parameteric CAD models and the above simulation software under a common MDO framework through DOE study run or optimisation study runs. The resultant designs is later considered to be improved design in terms of manufacturability and costing.

This projects aims to develop design automation in product development. Design automation causes increase in producibility and decrease in product cost and manufacturing lead time. The study at hand is proposed to provide a new method and to introduce procedure to the design of wiring pattern for a car seat heater for Kongsberg Automotive, KA. KA is a Norwegian company and a global provider of engineering, design, and manufacture for seat comfort, driver and motion control systems, fluid assemblies, and industrial driver interface products. The method that currently is used in the company to create a wiring pattern is neither sufficient enough nor automated. In order to design the wiring pattern, at first procedure is handled by the designer. Secondly, car seat heater 2D layout is imported and then, the dimensions of the elements are defined as constraints. Then VBA codes are opened and the program is run. The result will be a wiring pattern in different 2D layouts. To make the design process easier, we have modeled five different layouts; wiring pattern of one element, two elements, three elements, five elements (with two back sides) and one element trapezoidal 2D layout. The algorithm written in VBA (Visual basic for application) creates the pattern according to the dimensions of the elements which are used as inputs to define constrained parameters. The created macros are simple to use and easy to modify, independent from the programming knowledge. The user is only responsible with parameter input and running the program. The solution gives wiring pattern for a car seat heater.

L'architecture logicielle est un domaine récent du génie logiciel qui a reçu une attention particulière ces dix dernières années. Les éditeurs de logiciels ont pris conscience qu'une architecture est un facteur critique dans la réussite du développement et facilite la maintenance et l'évolution du logiciel. Elle contribue à la maîtrise des grands logiciels. L'architecture logicielle permet d'améliorer ces aspects grâce à l'étude des structures de haut niveau du logiciel. De nombreuses avancées ont été proposées au niveau de la formalisation par des Langages de Description d'Architecture (ADLs: Architecture Description Languages), du raisonnement et de l'analyse au niveau architectural. Bien que la communauté scientifique ait réalisé des progrès significatifs, les résultats restent essentiellement académiques. Les retombées de ces recherches ont du mal à pénétrer le milieu industriel. Ce rapport de thèse relate notre expérience avec Dassault Systèmes : répondre aux besoins de Dassault Systèmes pour le développement de ses logiciels en utilisant une approche basée sur l'architecture logicielle. Dassault Systèmes est le leader mondial de la Conception Assistée par Ordinateur (CAO) avec son logiciel phare CATIA V5 (~5 MLoc). Pour atteindre cet objectif, nous avons parcouru les principales approches pour la description d'une architecture logicielle et tenté de les appliquer dans notre contexte industriel. Nous expliquerons les difficultés que nous avons rencontrées pour les utiliser et montrerons pourquoi ces approches ne sont pas adaptées pour la maintenance et l'évolution d'un logiciel tel que CATIA V5. Nous décrirons notre démarche basée sur l'analyse des besoins architecturaux des différents acteurs de Dassault Systèmes qui a permis de fournir des solutions concrètes et exploitables. Enfin, nous expliciterons ces besoins architecturaux et présenterons les divers prototypes que nous avons développés pour y répondre.

Ett ljudfenomen som uppstår i samband med luftkomprimeringen i den nya D7 motorn har uppmärksammats som ett problem av kunderna. Ljudfenomenet som resonerar i hytten bidrar till en obehaglig arbetsmiljö. Uppdraget har i sin tur varit att utveckla en luftkompressormonterad ljuddämpare mot en kravspecifikation som eliminerar detta fenomen. Med hjälp av diverse verktyg och en spiral produktutvecklingsprocess utfördes ett flertal iterationer av dem koncept som kan tänkas lösa problemet. Dessa iterationer konstruerades i mjukvaran CATIA V5 för att sedan beställas in som fysiska prototyper i materialet Pa12. För att bekräfta prototypernas funktionalitet utfördes simuleringar samt fysiska tester. Det resulterande arbetet blev ett konceptförslag till Scania CV AB som uppfyller kravspecifikationerna. Lösningens ljuddämpningsförmågan reducerade ljudfenomenet med 73% i genomsnitt. Med hjälp av observationer och analyser under de fysiska testgenomförandet uppmärksammades komplikationer som bör åtgärdas. Det mest kritiska med det nuvarande konceptet är dem vibrationer som uppstår. För att åtgärda detta problem kommer det krävas ytterligare infästningspunkter på motsvarande sida till de nuvarande. All mätdata i denna rapport är modifierat. Detta för att skydda känslig information.
A noise phenomenon that arises in connection with air compression in the new D7 engine has been noted as a problem by the customers. The sound phenomenon resonates in the cabin contributes to an unpleasant work environment. The mission, in turn, has been to develop an air compressor-mounted silencer against a requirement specification to eliminate this phenomenon. Using various tools and a spiral product development process, a number of iterations were made of those concepts that could solve the problem. These iterations were engineered in the CATIA V5 software, then ordered as physical prototypes in the material Pa12. To confirm the prototypes' functionality, simulations and physical tests were performed. The resulting work became a concept proposal for Scania CV AB that meets the requirements specifications. The solution managed to reduce the sound phenomenon by 73% on average. With the help of observations and analyzes during the physical test implementation, complications were noted that should be addressed. The most critical on the current concept is the vibration that occurs. To fix this problem additional attachment points will be required on the corresponding side to the current ones. All data in this report have been modified. This is to protect sensitive information.

The master thesis covers several issues linked to a substitution of headlamp screw fixation by a plastic nail. The thesis includes an analysis of the headlamp technology, including description of the prescribed durability tests. On the basis of the analysis some new designs of plastic nails are proposed, consistent with characteristics of plastic materials. Selected outcomes of the analysis have been tested as prototypes and verified with Finite Elements Method in SimDesigner including 3D modeling capabilities provided by the Catia V5. The feasibility study regarding a casting form of the new design of plastic nails and technical economic valuation for contingent assembly mounting is included in the thesis.

This investigation identifies how CAD models of typical automotive body assemblies could be defined to allow a continuous optimisation of the number of iterations required for the final design and the number of variants on the basis of Parametric Associative Design (PAD) and how methodologies for the development of surfaces, parts and assemblies of the automotive body can be represented and structured for a multiple re-use in a collaborative environment of concept phase of a Product Evolution (Formation) Process (PEP). The standardisation of optimised processes and methodologies and the enhanced interaction between all parties involved in product development could lead to improve product quality and reduce development time and hence expenses. The fundamental principles of PAD, the particular methodologies used in automotive body design and the principles of methodical development and design in general are investigated. The role which automotive body engineers play throughout the activities of the PEP is also investigated. The distribution of design work in concept teams of automotive body development and important methodologies for the design of prismatic profile areas is critically analysed. To address the role and distribution of work, 25 group work projects were carried out in cooperation with the automotive industry. Large assemblies of the automotive bodies were developed. The requirements for distributed design work have been identified and improved. The results of the investigation point towards a file based, well structured administration of a concept design, with a zone based approach. The investigation was extended to the process chain of sections, which are used for development of surfaces, parts and assemblies. Important methods were developed, optimised and validated with regard to an update safe re-use of 3D zone based CAD models instead of 2D sections. The thesis presents a thorough description of the research undertaken, details the experimental results and provides a comprehensive analysis of them. Finally it proposes a unique methodology to a zone based approach with a clearly defined process chain of sections for an update-safe re-use of design models.

The thesis will discuss the Systems Engineering phase of an original Conceptual Design Engineering Methodology for Aerospace Engineering-Vehicle Synthesis. This iterative phase is shown to benefit from digitization of Integrated Product&Process Design (IPPD) activities, through the application of Product Lifecycle Management (PLM) technologies. Requirements analysis through the use of Quality Function Deployment (QFD) and 7 MaP tools is explored as an illustration. A "Requirements Data Manager" (RDM) is used to show the ability to reduce the time and cost to design for both new and legacy/derivative designs. Here the COTS tool Teamcenter Systems Engineering (TCSE) is used as the RDM. The utility of the new methodology is explored through consideration of a legacy RFP based vehicle design proposal and associated aerospace engineering. The 2001 American Helicopter Society (AHS) 18th Student Design Competition RFP is considered as a starting point for the Systems Engineering phase. A Conceptual Design Engineering activity was conducted in 2000/2001 by Graduate students (including the author) in Rotorcraft Engineering at the Daniel Guggenheim School of Aerospace Engineering at the Georgia Institute of Technology, Atlanta GA. This resulted in the "Kingfisher" vehicle design, an advanced search and rescue rotorcraft capable of performing the "Perfect Storm" mission, from the movie of the same name. The associated requirements, architectures, and work breakdown structure data sets for the Kingfisher are used to relate the capabilities of the proposed Integrated Digital Environment (IDE). The IDE is discussed as a repository for legacy knowledge capture, management, and design template creation. A primary thesis theme is to promote the automation of the up-front conceptual definition of complex systems, specifically aerospace vehicles, while anticipating downstream preliminary and full spectrum lifecycle design activities. The thesis forms a basis for additional discussions of PLM tool integration across the engineering, manufacturing, MRO and EOL lifecycle phases to support business management processes.

O método dos elementos finitos é uma das técnicas numéricas mais usadas para o cálculo de deslocamentos, deformações e tensões em estruturas. Ainda há a noção de que esta técnica numérica é pouco acessível, requerendo uma grande especialização e consequente investimento na formação dos utilizadores, para ser usada corretamente. De modo a tornar o uso desta técnica mais acessível, tem sido feito um grande investimento por parte das empresas criadoras destes softwares no que diz respeito à interface com o utilizador e à integração das ferramentas de análise com os softwares de design paramétricos. Neste documento fez-se uma pesquisa sobre o estado da arte da tecnologia dos elementos finitos e sobre a sua aplicação à indústria de ferramentaria. Fez-se um estudo de dois casos dentro da empresa VW Autoeuropa relacionados com a análise estrutural de duas ferramentas de estampagem e retiraram-se as respetivas conclusões relativas a esses mesmos casos. É feita uma comparação crítica entre os valores obtidos das ferramentas não conformes, e os valores obtidos das ferramentas conformes, com o intuito de compreender o funcionamento e a capacidade do módulo FMD.
Finite elements method is one of the most used numerical techniques to calculate displacements, deformations, and tensions on structures. There is still the idea that this technique isn’t easily accessible since it requires major specialization and therefore major investment on the formation of users, to be used correctly. In order to make this technique more accessible, there has been made a major investment by companies that created this software with regards to the user interface and the integration of analysis tools with the parametric design software. This document contains the state of art regarding finite elements method technology and its applications to the tooling industry. Two study cases have been made inside the company VW Autoeuropa related to two stamping dies and its conclusions are here collected and demonstrated. The results obtained from both non-complaint stamping dies are compared with the results obtained from the complaint stamping dies, with the objective to understand the mechanics and the ability of FMD module.

Tese de Mestrado em Engenharia Mecânica, especialidade de Produção e Projeto, apresentada à Faculdade de Ciências e Tecnologia da Universidade de Coimbra.
O presente trabalho estuda a viabilidade de uma estrutura alternativa às utilizadas na construção civil, tanto em termos dos materiais selecionados como em termos de método de construção de habitações unifamiliares. Um dos objetivos estabelecidos é a estrutura ser simples e rápida de montar, ao contrário de alguns tipos de construção já existentes, aliada a um processamento de materiais simples e de baixo custo, de modo a viabilizar a produção em série. Neste contexto, o trabalho explora a utilização de materiais poliméricos reforçados, mais concretamente de uma mistura de politereftalato de butileno com politereftalato de etileno, com a adição de 30% de fibra de vidro. O conceito adotado é baseado na construção modular e envolve componentes de dimensões pré-definidas, mais concretamente três tipos de perfis e quatro dimensões de módulos. O estudo é complementado com a análise do processo de fabrico dos componentes e respetivos custos, resultantes da produção em série de estruturas baseadas no conceito proposto. O estudo é complementado também com a análise de materiais e técnicas que podem ser combinados com a estrutura, de modo a garantir os requisitos de funcionalidade e permitir semelhança estética com a construção convencional. A utilização do programa de CAD da Dassault Systèmes, CATIA® V5 R20, permite planear toda a construção e definir de forma rigorosa a lista de componentes, o que garante a minimização dos desperdícios de material e de derrapagens nos custos.
This work studies the feasibility of an alternative structure to those used currently in construction, both in terms of the materials selected and in terms of construction method for a family house. One of the objectives is that the structure is simple and quick to assemble, unlike some types of existing construction, combined with simple processing, low cost materials, to facilitate the mass production. In this context, the work explores the use of reinforced polymeric material, more specifically a mixture of butylene terephthalate and ethylene terephthalate, with the addition of 30% glass fiber. The concept adopted is based on modular construction and involves the use of components with pre-defined dimensions, more specifically three types of profile and four modules with different dimensions. The study is completed with the analysis of the manufacturing process of the components and their respective costs, resulting from the mass production of structures based on the proposed concept. The study is also complemented with the analysis of materials and techniques that can be combined with the structure, to ensure the functionality requirements and allow aesthetics similar to conventional construction. The use the of CAD program of Dassault Systèmes CATIA® V5 R20, allows the planning of the construction, including the accurate definition of the list of components, which ensures minimization of waste material and cost overruns.

The reliability of any system, during which the linear displacement of a piston is regenerate into the rotation of a power transmission shaft, strongly depends on the reliability of the crankshaft. The crankshaft is that the vital element and any damage occurring to the crankshaft might put the system out of order. Crankshaft is massive volume production component with a complex geometry within the ICE. This converts the reciprocating displacement of the piston into a rotation of the crank. The crank shaft takes the power from piston that is generated because of combustion method within the combustion chamber of the cylinder. Throughout the power transmission method the load acts at a specific crank angle to the max and thus the connecting rod is analyzed for the stress developed, due to load conditions and the changes mentioned. The existing works design first the 3D model of the engine parts are built in the software ‘CATIA V5’ and are then transferred to ‘ANSYS’. The analysis of crank throw distortion and stress provides a conceptual support to enhance the design by weigh reduction. The proposed research works the 3D model of crankshaft system, obtained from CATIA V5 software is analyzed in ANSYS to assess the motion and loads acting on the crankshaft. Topology optimization is help to optimize the performance of any machine. The present model is test in three different loading conditions 22624N, 32624N and 42624N load is applied in crank shaft. After analysis ad comparison of all present models it is seen that the lowest stress, deformation and weight are found in model 3 in all loading condition. The topology optimization process is help to reduce the material of workpiece without affecting the performance.

Devido ao aumento do tráfego aéreo e às crescentes preocupações com o meio ambiente, é importante estudar formas de reduzir as emissões de poluentes. É também importante estudar medidas para proteger os componentes de uma aeronave das elevadas temperaturas geradas na câmara de combustão. No presente trabalho é realizada uma simulação CFD, cujo componente de estudo é uma câmara de combustão de uma turbina a gás CFM56-3. É pretendido avaliar as emissões de poluentes e a variação das temperaturas através da variação dos ângulos de injeção de combustível. Sendo este um estudo de continuidade, foi usado o CAD e alguns dos dados elaborados pelo Engenheiro Jonas Oliveira procedendo-se às alterações necessárias para melhoramento dos resultados. Para a geração da malha foi usado o software HELIX-OS e para o cálculo numérico o software comercial Fluent 16.2. Será observada a influência dos ângulos de injeção tanto para controlo das emissões de poluentes, bem como a variação das temperaturas para proteção dos materiais constituintes de uma turbina a gás. São feitas várias simulações CFD para uma variedade de ângulos de injeção considerados aptos para um bom funcionamento pela manutenção da TAP, e outros ângulos considerados inaptos para funcionamento do combustor. Foi concluído que dentro da gama de ângulos estudados, que o angulo de 58º é o que apresenta melhores resultados, temperaturas mais baixas e menores emissões de poluentes.
Due to the air traffic increase and growing concerns about the environment, it is important to study ways to reduce pollutants emissions. It is also important to consider actions to protect the aircraft components from high temperatures generated in the combustion chamber. In the present work a CFD simulation is performed, the component of study is a combustion chamber of a CMF56-3 gas turbine engine. It is intended to evaluate pollutant emissions and variation of temperature by performing a fuel injection angles variation. Being this a continuity study, the CAD made by Engineer Jonas Oliveira and some of his data were used making all the necessary changes to improve the results. For meshing generation was used the HELYS-OS software and for numerical calculation the software was the FLUENT 16.2. The influence of the injection angles will be observed both for pollutant control emissions as well for temperature to protection of all the materials of a gas turbine. Several CFD simulation are made for a variety of injection angles considered to be suitable for proper operation by TAP maintenance, and other angles considered unfit for combustor operation. It was concluded that within the range of angles studied, the angle of 58º is the one that have the best results, lower temperatures and lower emissions of pollutants.

O projeto apresentado neste documento resultou de uma parceria entre a Universidade da Beira Interior e a TAP Manutenção e Engenharia, e teve por objetivo o desenvolvimento de novas soluções de instrumentação para ensaio do reator CFM56-3. Assim, e considerando as estações aerodinâmicas cujos principais parâmetros são desconhecidos ou medidos esporadicamente por falta de instrumentação adequada, o autor optou por centrar-se na obtenção de dados fiáveis de pressão e temperatura na estação aerodinâmica 25. Nesse sentido, e partindo da sonda de pressão e temperatura TP25, adquirida à CFMI e inutilizada face aos problemas estruturais e de instalação apresentados, iniciou-se o presente trabalho, que se desenvolveu em duas etapas. Numa fase inicial, a sonda TP25 foi descrita em detalhe. Em seguida, e de forma a resolver as principais debilidades da ferramenta, apresentou-se um conjunto de propostas, as quais foram submetidas a uma análise comparativa de onde se obteve a solução de adaptação mais adequada aos requisitos do projeto. Assim, procedeu-se à criação de um primeiro exemplar, o qual sofreu alguns ajustes tendo em vista o aperfeiçoamento do processo de instalação no motor. Finalmente, obteve-se um protótipo otimizado, que partindo da sonda TP25 original, integra tecnologia atual e de fácil manuseamento, suportada por uma estrutura que atesta a consistência do conjunto. As melhorias introduzidas pela modificação proposta, permitem atingir os objetivos delineados, na medida em que a sonda de pressão e temperatura com uma nova interface integrada, agora mais robusta, fiável e funcional, pôde retornar ao serviço no banco de ensaios, contribuindo para a monitorização de desempenho do reator CFM56-3. Depois de concluída a primeira etapa do trabalho, na qual se obteve uma solução definitiva para a reparação da sonda TP25, foi realizada uma simulação CFD no Inter-Compressor Duct do reator CFM56-3, a qual possibilitou a recriação das condições do escoamento considerando, ou não, a presença da sonda em referência. Através da aplicação da ferramenta computacional desenvolvida, pretende-se determinar a influência da forma aerodinâmica da sonda nas medições de pressão e temperatura, e avaliar a necessidade de proceder a alterações na configuração da mesma, como condição para a otimização do seu desempenho. Inicialmente, procedeu-se ao dimensionamento in loco da estrutura envolvente do Inter-Compressor Duct, cujas informações técnicas de relevo são mantidas em sigilo pelo fabricante. Posto isto, e recorrendo ao software CATIA V5, obtiveram-se as geometrias dos seguintes componentes: Fan Frame, VBV, Scoop e Sonda TP25, fundamentais na definição da região de fluido com a sonda instalada (ICD Air Volume) e em condições de escoamento não perturbado (ICDAV Without Sensor). A malha aplicada a cada um dos domínios do problema foi desenvolvida com recurso ao HELYX-OS, e o software ANSYS Fluent 16.2 foi utilizado na realização do estudo numérico. Aplicaram-se dois modelos de viscosidade, o Standard K-e e o Realizable K-e. Relativamente às condições fronteira, a descarga do Booster (entrada do domínio) foi definida como Mass Flow Inlet, a entrada do HPC (saída do domínio) foi definida como Pressure Outlet, e as demais superfícies, incluindo os elementos sensores da sonda (ICD Air Volume), como fronteira do tipo Wall. Após concluídas as simulações e validado o modelo, obtiveram-se as distribuições dos principais parâmetros termodinâmicos ao longo dos domínios considerados. Os resultados alcançados comprovaram a interferência do corpo da sonda TP25 sobre as características do escoamento, pelo que a sua influência foi quantificada por intermédio do erro de medição de pressão e temperatura, o qual permaneceu abaixo dos 5% e 1.5%, respetivamente. Pôde concluir-se então, que as medições obtidas no Inter-Compressor Duct, não estando imunes ao erro, garantem uma monitorização adequada dos principais parâmetros termodinâmicos do motor. Deste modo, não se justifica a otimização da forma aerodinâmica da sonda TP25, dado que as melhorias resultantes dificilmente justificarão os custos associados ao desenvolvimento de um novo protótipo.
The project presented in this document is the result of a partnership between the University of Beira Interior and TAP Maintenance & Engineering and aimed to develop new instrumentation solutions for the CFM56-3 engine testing. Thus, considering the aerodynamic stations whose main parameters are unknown or sporadically measured due to lack of adequate instrumentation, the author chose to focus on obtaining reliable data of pressure and temperature in the aerodynamic station 25. Therefore, and starting from the temperature and pressure probe TP25, acquired from CFMI and rendered useless due to the structural and installation problems that were continuously brought up, the present work was started and developed in two complementary stages. At an early stage of the work, the TP25 probe was described in detail. Then, to solve the major weaknesses of the tool, a set of proposals were presented and submitted to a comparative study, to obtain the most adequate adaptation solution for the project requirements. Thus, a first prototype was created, which was improved to optimize its installation process in the engine. Then, a final prototype was obtained, which starting from the original configuration of the TP25 probe, integrates current and easy handling technology, supported by a structure which attests the robustness of the whole set. The improvements introduced by the suggested modification, allow to achieve the outlined goals, since the pressure and temperature probe with a new integrated interface, now more robust, reliable and functional, could return to its task in the test bench, contributing to the performance monitoring of the CFM56-3 engine. After completing the first stage of the work, in which a definitive solution was obtained for the repair of the TP25 probe, a CFD simulation was performed in the Inter-Compressor Duct of the CFM56-3 engine, which enabled the prediction of the fluid flow conditions considering, or not, the presence of the afore mentioned probe. By applying the developed software tool, we wanted to determine the influence of the aerodynamic shape of the probe on the pressure and temperature measurements, and to assess the need to make changes in the configuration of the probe as a condition for the optimization of its performance. Initially, the on-site dimensioning of the surrounding structure of the Inter-Compressor Duct was carried out, whose technical information is kept confidential by the manufacturer. With the CATIA V5 software, the geometry of the various components was obtained, with relevance to the present study - Fan Frame, VBV, Scoop and TP25 Probe, which enabled the definition of the fluid region with the probe installed (ICD Air Volume) and under undisturbed flow conditions (ICDAV Without Sensor). The numerical mesh applied to each domain was developed using the HELYX-OS, and the ANSYS Fluent 16.2 software was used to carry out the numerical study. Two viscous models were applied, the Standard K-e and the Realizable K-e. For the boundary conditions, the Booster discharge (domain entry) was defined as Mass Flow Inlet, the HPC inlet (domain exit) was defined as Pressure Outlet, and the other surfaces, including the sensing elements of the probe (ICD Air Volume), as Wall boundary. After the simulations were completed and the model validated, the distributions for the main thermodynamic parameters along the considered domains were presented. The results confirm the interference of the TP25 probe body on the flow characteristics, so its influence was quantified by means of the pressure and temperature measurement error, which remained below 5% and 1.5%, respectively. It can, therefore, be concluded that the measurements obtained from the Inter-Compressor Duct, not being immune to error, ensure adequate monitoring of the main thermodynamic parameters of the engine. Thus, the optimization of the aerodynamic shape of the TP25 probe is not justified, since the improvements will hardly justify the costs associated with the development of a new prototype.

A CFD simulation of a CFM56-3 combustor burning Jet-A and a 100% blend of biofuels, is performed. It is intended to evaluate the viability of these biofuels in a combustion point of view, by analysing the emissions and the energy extracted when burning these through ICAO's LTO cycle, so that these biofuels can be considered as a future civil aviation fuel. The three biofuels considered for this study were extracted from jatropha seeds, algae and sunflower. Due to the confidentiality that exits among GTE manufacturers, it is very difficult to obtain the blueprint of any given part of a GTE, and the combustor in study was no exception. Fortunately TAP kindly provided an operational CFM56-3 combustor, and with the aid of a 3D scanner, named Spider from Artec group, which belongs to UBI, it was possible to create a 3D model of the combustor. From this 3D model, an STL file can be exported, and then imported into CATIA V5, which is the software chosen to perform the CAD. All of the relevant parts of the combustor is represented, which include the primary and secondary swirlers, fuel injectors, cooling holes, walls and the dome; only one quarter of the combustor was used for the numerical study due to the existing symmetry, and due to the fact that within the existing 20 fuel injectors, there are four of them that inject the fuel with a richer mixture. The numerical mesh is created using HELYX-OS and the commercial software ANSYS Fluent 15.0 is used to perform the numerical study. Due to the complexity of this study, the atomization of the fuel was not considered. The viscous model used is the RSM; all of the air-inlets as well as the fuel injectors are defined as mass-flow inlets, and the exit of the combustor is defined as a pressure-outlet. The final results show reasonable agreement with the reference values presented by ICAO, when Jet-A is combusted, representing an error in general very low. Among all of the fuels simulated, it was proved that increasing the power produced higher NOx and lower UHC; however an unexpected behaviour of CO emission decrease with a power increase, was predicted. The biofuel that presented the best performance in ICAO's LTO cycle regarding NOx, CO and UHC emissions was sunflower biofuel, as these emissions were lower when compared to all of the fuels. Jatropha biofuel presented the highest CO2 reduction, representing a 20% decrease from Jet-A, and the energy extracted represented a minimal decrease of 6% when compared to the same fuel. Overall, it can be concluded that the biofuels studied have the potential to replace kerosene, and despite more biofuel has to be burned to produce the same amount of energy as Jet-A, a significant reduction in emissions is predicted.
Uma simulação CFD é realizada numa câmara de combustão do motor CFM56-3, usando como combustíveis Jet-A e uma mistura de biocombustíveis a 100%. É pretendido avaliar a viabilidade destes biocombustíveis num ponto de vista da combustão, ao analisar as emissões e a energia extraída quando estes combustíveis são injetados, a fim de que estes biocombustíveis possam ser considerados como uma possibilidade de futuros combustíveis para a aviação comercial. Os três biocombustíveis que foram considerados para este estudo, são extraídos de sementes da planta jatropha, de algas e de girassol. Devido à confidencialidade que reina entre as empresas de manufatura de turbinas a gás, é muito difícil obter o blueprint de qualquer parte de uma turbina a gás, e a câmara de combustão em estudo não foi exceção. Felizmente a TAP gentilmente cedeu uma câmara de combustão ainda em serviço, na qual foi possível realizar um scan 3D, com recurso ao scanner pertencente à UBI, denominado de Spider da Artec Group. A partir deste modelo 3D, um ficheiro STL pôde ser exportado, e depois importado para o CATIA V5, que por sua vez foi o software escolhido para efetuar o CAD. Todas as partes da câmara de combustão relevantes para o estudo são representadas, onde estão incluídos os swirlers primário e secundário, os injetores de combustível, os orificios para arrefecimento, as paredes e o dome; apenas um quarto da câmara de combustão é usado para o estudo numérico devido à simetria existente, e devido ao facto que dos 20 injectores de combustível presentes, existem 4 em que é injetado uma mistura mais rica. A malha numérica é criada com recurso ao HELYX-OS, e o software comercial ANSYS Fluent 15.0 é usado para efetuar o estudo numérico. Devido à complexidade deste estudo, a atomização do combustível não é considerada. O modelo viscoso usado é o RSM; todas as entradas de ar, bem como os injetores de combustível são definidos como mass-flow inlets, e a saída da câmara de combustão é definida como um pressure-outlet. Os resultados finais estão razoalmente de acordo com os dados de referência apresentados pela ICAO, quando Jet-A é queimado, apresentando um erro no geral muito reduzido. Entre todos os combustíveis simulados, foi provado que aumentando a potência resultava num aumento de emissões NOx e num decréscimo de UHC's; contudo um comportamento inesperado de uma redução de emissões CO com o aumento da potência, foi verificado. O biocombustível que apresentou os melhores resultados ao longo de todo o ciclo de potência da ICAO, com respeito às emissões NOx, CO e UHC, foi o proveniente de girassol, uma vez que foi previsto valores de emissões inferiores, quando comparados com os restantes combustíveis. O biocombustível proveniente de jatropha foi o que apresentou uma maior redução de emissões CO2, representando um decréscimo de 20% comparando com o de Jet-A, e a energia extraída representou um menor decréscimo de 6% quando comparado com o mesmo combustível. No geral pode ser concluído que os biocombustíveis estudados têm o potencial de substituir a querosene, e apesar de que um maior consumo é exigido aos biocombustíveis, de forma a produzir a mesma energia que Jet-A, uma redução significativa de emissões é prevista.

A presente investigação teve como propósito o estudo, recorrendo a análises numéricas, das características do escoamento num difusor de admissão em serpentina com elevada taxa de difusão e do aumento do rendimento do mesmo pelo uso de jatos em orifícios retangulares, a fim de que esta técnica de controlo possa ser considerada como uma solução ao problema do escoamento neste género de difusores. Para tal, dimensionou-se concetualmente um difusor ultracompacto, em serpentina, tendo em vista a baixa observabilidade de radar e de infravermelhos, com 0,45 metros de deslocamento vertical da linha central, 1,3 metros de comprimento, e uma razão de abertura de 2,0. Empregou-se uma técnica de controlo do escoamento que consistiu na injeção de ar através de pequenos oríficios retangulares, e perpendicularmente, com um caudal de mássico global limitado a 1% daquele à entrada do ducto. Diversas orientações dos orifícios em relação ao sentido do escoamento - 0º, 15º, 30º e 45º - foram examinadas de modo a perceber a sua influência na eficácia desta técnica de controlo. Os jatos foram instalados a montante dos pontos de separação do escoamento que ocorrem em ambas as paredes, superior e inferior. As respetivas geometrias foram desenhadas no software CATIA V5R21, e exportadas em ficheiro STL para o código gerador de malhas. As malhas, híbridas e predominantemente hexaédricas, geraram-se com o código aberto SnappyHexMesh, através da interface gráfica aberta HELYX-OS. A resolução numérica teve por base a utilização do modelo de turbulência k - " realizável, com funções de parede. Adotou-se o software comercial ANSYS FLUENT 16.2 para o cálculo das equações de governo discretizadas. Para as condições testadas, o escoamento apresentou duas regiões de separação, após a primeira curva na parede inferior, e outra, de maior intensidade, ao início da segunda curva na parede superior, ambas dotadas de escoamentos secundários. Qualitativamente, os resultados sem controlo estão de acordo com estudos semelhantes encontrados na literatura. A técnica de controlo utilizada, quando aplicada na parede inferior, permitiu, para uma orientação de 0º, eliminar completamente a separação do escoamento e os escoamentos secundários nesta região. Para as orientações de 15º, 30º e 45º os jatos revelaramse ineficazes, no entanto introduziram melhorias inesperadas na parede superior. No que diz respeito à última, nenhuma das configurações aí testadas conseguiu mitigar a separação e os escoamentos secundários, revelando até, à exceção da orientação de 0º, um efeito contrário ao esperado através de uma maior deterioração do escoamento. No geral, conclui-se que a viabilidade dos jatos retangulares para controlo do escoamento é limitada, à exceção da configuração alinhada com o escoamento, que permite redistribuir com sucesso a pressão total nas regiões de parede onde o escoamento se encontra separado e os gradientes adversos de pressão não são tão intensos como os sentidos na parede superior.
Numerical simulations were carried out in order to investigate the flow characteristics in an intake serpentine diffuser with a high diffusion rate and the increase of its efficiency through the use of rectangular orifice vortex generator jets, so this technique can be considered as a solution for the aerodynamic problems that this type of ducts usually present. That way, a conceptual design of an ultracompact, serpentine, low observable diffuser was performed, with a vertical offset of 0,45 meters, length of 1,3 meters, and an area ratio of 2,0. A jet flow control technique through rectangular orifices was applied, with air blowing perpendicularly with a global mass flow rate limited to 1% of value at the duct inlet. Several orientations of the orifices with respect to the mainflow - 0º, 15º, 30º and 45º - were tested. The jets were installed upstream of the separation points found at both top and bottom walls. The CAD models were designed with the CATIA V5R21 software, and exported through a STL file to the mesh generator code. The numerical meshes were hex-dominant and were generated in the open-source code SnappyHexMesh, through the graphical user interface HELYX-OS. The k-" realizable turbulence model, with wall functions, was adopted to compute the numerical solution. The commercial software ANSYS FLUENT 16.2 was used to compute the discretized governing equations. For the conditions tested, the mainflow presented two separation regions, one after the first bend in the bottom wall, and a more intense one after the second bend in the top wall. Both separation regions were characterized by secondary flows. Qualitatively, the results without control agree with similar studies found in literature. The control technique when applied to the bottom wall, for an orientation of 0º, eliminated completely the separation region and the secondary flows in this location. For the 15º, 30º and 45º orientations, despite the jets were ineffective, there was an unexpectedly improvement at the top wall of the second bend. Concerning to the last one, none of the configurations tested there were capable of mitigating the separation and the secondary flows; excluding the 0º case, all the other orientations actually deteriorated the flow. Overall, one can conclude that the viability of rectangular vortex generator jets for flow control is limited, excepting the configuration aligned with the mainflow, which succeeds at redistributing the total pressure at near wall flow where separations occurs and the adverse pressure gradients are not as intense as found in the top wall.

A continuing search for design methods pointing towards optimising flight overall efficiency renewed interests in unconventional design solutions for aircraft future demands. In line with several other unconventional designs, the development of morphing wing technologies for in-flight shape adaptation is one of the richest and most challenging interdisciplinary fields researchers have focused in recent years. A detailed guide on a telescopic wing design and sizing is presented, effects of design parameters on wing structural mass are investigated and a full mass predicting function is developed to be applied on future telescopic wing designs. AtelescopicwingisdesignedforthenewOlharapoIII RPASoperatingintherangeofspeedsfrom about the stall speed of 11 m/s to 40 m/s. This wing is a high mounted, straight telescopic wing, without ailerons. The current version has a wingspan of 3.554 mfor a RPAS of 150 N. Its design makes use of aerodynamically optimised aerofoils and winglets, a minimum-mass optimised structure and actuation system and also, comprises morphing high-lift surfaces. The established actuation system has a mass of 0.325 kg. Proper aerofoil design to ensure geometric compatibility and good aerodynamic performance is performed. Trends on geometric and aerodynamic characteristics of resulting inward and outward offset aerofoils are discussed. Further wing characteristics are defined and CAD technical drawings are performed. Physics-based structural analysis and minimum mass optimisation, constrained by strength and stiffness limits, are built in APDL and solved in ANSYS. FEM associated errors are analysed and a mesh convergence study is carried. The resulting VSW is sized to 1.0 kg. Wing skin converged for a thickness of 2.24 mm. IFW and OMW spar caps are sized to a width of 21.7 mm and 0.8 mm, respectively. Morphing concepts typically present mass penalties due to their inherent complexity both in the load carrying structure and in systems that perform morphing. Simple yet suitably accurate mass predicting methods to aid design telescopic wings at early design phases, as well as to assess their benefits over conventional wings, are non-existent in the scientific community. A parametric study, which encloses an optimisation loop performing FEA, is implemented to obtain wing structural mass databases. The considered design parameters are maximum wingspan, wing chord, span variation ratio, aircraft take-off weight and flap's chord ratio. Mass functions are created by fitting multivariable high order polynomials to the obtained data. A MATLAB® script is developed to compute the regression models, obtain the polynomial coefficients and performpost-processing calculations. Fromthe latter, a screening to the significant terms and a goodness-of-fit assessment are conducted. A nonlinear ERR-Causality regression method is employed and a high fitting accuracy is accomplished. Conclusions on the effects of design parameters on wing structural mass are taken from ensuing partial derivatives and 3D plots. Moreover, a preliminary VSW full mass predicting function is developed from adding mass contributions of secondary structural components, actuation system and non-optimum effects to the structural mass function.