Wszystkie pola: system simulation - Katalog OPAC zbiorów

Skocz do pozycji: 1.

Tytuł:: Modelling and numerical simulation of the protectiye shield - protected plate - test stand system under blast shock wave
Autorzy:: Klasztorny, M.
Dziewulski, P.
Niezgoda, T.
Morka, A.
Powiązania:: https://bibliotekanauki.pl/articles/242616.pdf
Data publikacji:: 2010
Wydawca:: Instytut Techniczny Wojsk Lotniczych
Tematy:: light armoured vehicle
protective shield
aluminium-hybrid laminate-foam shield
blast shock wave
modelling and simulation
Opis:: The study presents FE modelling and simulation of a system for range testing of protective shields for light armoured vehicles. The protective shield designed by Authors is used against HE mines and IEDs up to 10 kg TNT. The system consists of the multiple-use portable rangę stand, a protected Armox 500T steel plate and a protective shield. The shield has a multi-layer structure and has the following main layers: PA11 aluminum, SCACS hybrid laminate, ALPORAS aluminum foam, SCACS hybrid laminate, connected together using SOUDASEAL chemo-set glue. The HE spherical charge is suspended centrally at 400 mm distance from the top surface of the stand. Overall dimensions of the test stand are approximately 800x800x180 mm, the protected piąte has dimensions 650x650x5 mm, and the protective shield is of 450x450x76 mm dimensions. The system is supported by an additional steel plate stiffening the subsoil. FE modelling, numerical simulations and processing the results were performed for the system under blast shock wave using the following CAE systems: CATIA, HyperMesh, LS-Dyna, and LS-PrePost. The 8-nodes brick finite elements were used, taking into account friction and contact phenomena. Isotropic and orthotropic material models and advanced nonlinear equations-of-state for some parts of the system were chosen, with relevant failure and erosion criteria, including the Johnson — Cook model for Armox 500T steel and PA11 aluminum and the MAT 161 model for plies of hybrid laminates. The shock wave was modelled approximately using the LOAD BLAST ENHANCED option available in LS-Dyna Version 971 R4 Beta code. Numerical simulations were performed for 2 kg TNT.
Źródło:: Journal of KONES; 2010, 17, 3; 197-204
1231-4005
2354-0133
Pojawia się w:: Journal of KONES
Dostawca treści:: Biblioteka Nauki

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Skocz do pozycji: 2.

Tytuł:: Modelling and numerical simulation of symmetric vibrations of the KNI 140070 viaduct -ballasted track - KTX train system
Autorzy:: Szurgott, P.
Klasztorny, M.
Niezgoda, T.
Powiązania:: https://bibliotekanauki.pl/articles/247456.pdf
Data publikacji:: 2010
Wydawca:: Instytut Techniczny Wojsk Lotniczych
Tematy:: railway bridge
composite bridge
ballasted track
KTX train
modelling and simulation
Opis:: The paper develops a new methodology of FE modelling and simulation of the bridge - track - moving train system with the use of CAE systems. The KNI 140070 viaduct of span length 14.40 m, located on the Polish Central Main Line, has been selected. The modernized track contains: 60E1 main rails equipped with Vossloh 300-1 fasteners, 60E1 side rails with SB3 fasteners, B 320 U60 sleepers, crushed stone ballast, approach RC slabs. A KTX (Korea Train eXpress) high-speed train, being a modification of a TGV train, is taken into consideration. A methodology of physical and numerical modelling of the viaduct, the track and the train was developed using Altair HyperMesh and LS-PrePost software. The FE model of a bridge superstructure consists of 4-node shell elements (main beams) and 8-node 48 DOF solid elements (reinforced concrete platform). RAIL TRACK and RAIL TRAIN modules available in LS-Dyna system were applied for simulating the train — trach interaction. Hughes-Liu beam elements were used for the rail modelling. Rail fastenings were simulated using one-dimensional discrete spring and damper elements. Carbodies, bogieframes and wheelsets were considered as rigid bodies and they were modelled using shell and beam elements. Cylindrical and revolute constrained joints and discrete springs and dampers were applied to connect all components of the FE model of rail-vehicles. The exemplary simulation of transient vibrations of the bridge - trach -train system has been made for service velocity 300 km/h. Contours of displacement and stress and selected time histories for displacements, accelerations and stresses, created in LS-PrePost and HyperView software, have been analysed.
Źródło:: Journal of KONES; 2010, 17, 3; 415-422
1231-4005
2354-0133
Pojawia się w:: Journal of KONES
Dostawca treści:: Biblioteka Nauki

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Skocz do pozycji: 3.

Tytuł:: Numerical modelling and validation of 12.7 MM FSP impact into ALFC shield - ARMOX 500T steel plate system
Autorzy:: Klasztorny, M.
Świerczewski, M.
Powiązania:: https://bibliotekanauki.pl/articles/242187.pdf
Data publikacji:: 2012
Wydawca:: Instytut Techniczny Wojsk Lotniczych
Tematy:: light armoured vehicles
passive protection
IED
FSP
numerical modelling
simulation
validation
Opis:: The study develops a methodology for numerical modelling and simulation of a 12.7 mm 13.4 g FSP fragment impact into the ALFC shield – ARMOX 500T steel plate system. The ALFC shield is composed of the ALF energyabsorbing subsystem and a 10 mm-thick 99,7% Al2O3 alumina ceramic layer. The ALF subsystem is designed to absorb blast wave impact energy induced by explosive materials up to 10 kg TNT. The ceramic layer is designed to stop fragments from IED explosion. The 5 mm-thick Armox 500T steel plate constitutes the body bottom segment of a light armoured vehicle. The ALF subsystem has the following layered structure: Al2024 aluminium alloy plate, SCACS hybrid laminate plate, ALPORAS aluminium foam, SCACS hybrid laminate plate. The layers are joined with Soudaseal 2K chemoset glue. SCACS hybrid laminate contains the following components: VE 11-M modified vinylester resin (matrix), SWR800 S-glass plain weave fabric, Tenax HTA40 6K carbon plain weave fabric, Kevlar 49 T 968 aramid plain weave fabric. The total thickness of the ALFC shield amounts to 90 mm. Proof ground tests of a 12.7 mm 13.4 g FSP fragment impact into the ALFC shield - ARMOX 500T steel plate system have been performed at impact velocity 715 m/s and used for experimental validation of numerical modelling and simulation. In the numerical modelling, the aluminium alloy plate and Armox 500T steel plate are working in the elasto-plastic range according to Johnson-Cook model. The 99.7% Al2O3 alumina ceramic is working in elasto-short range according to JH-2 Johnson-Holmquist model. The simulations correspond to large displacements, large deformations and potential contact among all the components of the system. In FE mesh, the 8-node 24 DOF hexahedral finite elements with single integration point have been used. Failure criteria governing ad-hoc erosion of finite elements have been applied. The FEM modelling, simulation and postprocessing have been carried out using Catia, HyperMesh, LS-DYNA and LS-PrePost systems. The simulation results in the form of displacement/penetration contours and the FSP final deformation have been compared with the experimental results.
Źródło:: Journal of KONES; 2012, 19, 4; 291-299
1231-4005
2354-0133
Pojawia się w:: Journal of KONES
Dostawca treści:: Biblioteka Nauki

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Skocz do pozycji: 4.

Tytuł:: Vertical vibrations of composite bridge/track structure/high-speed train systems. Part 3: Deterministic and random vibrations of exemplary system
Autorzy:: Podworna, M.
Klasztorny, M.
Powiązania:: https://bibliotekanauki.pl/articles/201818.pdf
Data publikacji:: 2014
Wydawca:: Polska Akademia Nauk. Czytelnia Czasopism PAN
Tematy:: composite steel-concrete bridge
ballasted track structure
high-speed train
design
simulation
numerical analysis
Opis:: Based on the one-dimensional quasi-exact physical and mathematical modelling of a composite (steel-concrete) bridge/track structure/high-speed train system (BTT), developed in Part 2, advanced computer algorithms for the BTT numerical modelling and simulation as well as a computer programme to simulate vertical vibrations of BTT systems are developed. The exemplary bridge under numerical quasi-static and dynamic analysis, designed according to Polish standards, has a 15.00 m span length and belongs to the SCB series-of-types developed in Part 1. The bridge is loaded by a German ICE-3 high-speed train moving at the resonant and maximum operating speeds. A continuously welded ballasted track structure adapted to high operating velocities is applied. The output quantities include: time-histories of the vertical deflection of the main beams at the midspan, time-histories of the longitudinal normal stress in the bottom fibres of the main beams at the midspan, time-histories of the vertical acceleration of the bridge deck at the midspan, time-histories of the vertical accelerations of the suspension pivots in car-bodies, time-histories of the dynamic pressures of the wheel sets of moving rail-vehicles. The design quantities, understood as the extreme values of the output quantities, are used to verify the design conditions. The basic random factor, i.e. vertical track irregularities of the track, is taken into consideration. Basic statistics of the design quantities treated as random variables are calculated and taken into account in the design conditions.
Źródło:: Bulletin of the Polish Academy of Sciences. Technical Sciences; 2014, 62, 2; 305-320
0239-7528
Pojawia się w:: Bulletin of the Polish Academy of Sciences. Technical Sciences
Dostawca treści:: Biblioteka Nauki

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Skocz do pozycji: 5.

Tytuł:: Wpływ losowych nierówności toru na drgania wybranego układu most zespolony / nawierzchnia kolejowa / pociąg szybkobieżny
Effect of random track irregularities on selected composite bridge / track structure / high-speed train system vibrations
Autorzy:: Podwórna, M.
Klasztorny, M.
Powiązania:: https://bibliotekanauki.pl/articles/389886.pdf
Data publikacji:: 2013
Wydawca:: Politechnika Lubelska. Wydawnictwo Politechniki Lubelskiej
Tematy:: most zespolony
nawierzchnia kolejowa podsypkowa
pociąg szybkobieżny ICE-3
losowe nierówności toru
modelowanie
symulacja
badania numeryczne
steel concrete composite bridge
ballasted track structure
ICE-3 high–speed train
random track irregularities
modelling
simulation
numerical analysis
Opis:: Opracowano quasi-ścisłą teorię modelowania jednowymiarowego (1D), fizycznego i matematycznego, układu most zespolony / nawierzchnia kolejowa podsypkowa / pociąg szybkobieżny (BTT), przy uwzględnieniu lepkosprężystych zawieszeń pojazdów szynowych na dwuosiowych wózkach jezdnych, nieliniowej sztywności kontaktowej Hertza i jednostronnego kontaktu między zestawami kołowymi a szynami, cech lepkosprężystych i bezwładnościowych mostu, lepko sprężystej nawierzchni kolejowej na moście i poza mostem, płyt przejściowych i losowych nierówności toru. Na podstawie tej teorii opracowano zaawansowane algorytmy komputerowe modelowania numerycznego układów BTT oraz program komputerowy do symulacji drgań pionowych tych układów. W ramach wstępnych badań dynamicznych rozważono most zaprojektowany zgodnie z polskimi normami, o rozpiętości teoretycznej przęsła 15,00 m, oznaczony kodem SCB-15. Most obciążono niemieckim pociągiem szybkobieżnym ICE-3, poruszającym się z prędkością krytyczną (270 km/h) i maksymalną (300 km/h).
A theory of the quasi-exact physical and mathematical modelling of the composite (steel–concrete) bridge / ballasted track structure / high-speed train system (BTT) was developed, including viscoelastic suspensions of rail-vehicles on two-axle bogies, the non-linear Hertz contact stiffness and one-sided contact between the wheel sets and the rails, the viscoelastic and inertia features of the bridge, the viscoelastic track structure on and beyond the bridge, the approach slabs, and random track irregularities. Based on this theory, advanced computer algorithms for the BTT numerical modelling were written and a computer program to simulate the vertical vibrations of the BTT systems was developed. The bridge subject to the preliminary dynamic analysis and designed according to Polish standards has a 15.00 m span length. The bridge was loaded by the German ICE-3 high-speed train moving at the critical (180 and 270 km/h) and the maximum (300 km/h) operating speeds.
Źródło:: Budownictwo i Architektura; 2013, 12, 1; 259-266
1899-0665
Pojawia się w:: Budownictwo i Architektura
Dostawca treści:: Biblioteka Nauki

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