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Abstrakt

The paper presents an approach of numerical modelling of alloy solidification in permanent mold and transient heat transport between the casting and the mold in two-dimensional space. The gap of time-dependent width called "air gap", filled with heat conducting gaseous medium is included in the model. The coefficient of thermal conductivity of the gas filling the space between the casting and the mold is small enough to introduce significant thermal resistance into the heat transport process. The mathematical model of heat transport is based on the partial differential equation of heat conduction written independently for the solidifying region and the mold. Appropriate solidification model based on the latent heat of solidification is also included in the mathematical description. These equations are supplemented by appropriate initial and boundary conditions. The formation process of air gap depends on the thermal deformations of the mold and the casting. The numerical model is based on the finite element method (FEM) with independent spatial discretization of interacting regions. It results in multi-mesh problem because the considered regions are disconnected.
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This paper presents the construction of adequate 3-D computer models for simulation research and analysis of dynamic aspects of caliper disc brakes, as well as of drum brakes, actuated by a short stroke electromagnet or a hydraulic thruster, when these brake types are used in the hoisting mechanism of cranes. The adequacy of the 3-D models has been confirmed by comparing their simulation results with results from an experiment and from classic computational models. The classic computational models, related to the study of main dynamic features of friction brakes, are layouts that are based on a number of assumptions, such as that the braking force instantly reaches its steady-state value, the clearance between the friction lining and the disc/drum is neglected, etc. These assumptions lead to a limitation of research options. The proposed 3-D computer models improve the research layouts by eliminating a number of the classic model assumptions. The improvements are related to the determination of the braking time, braking torque, normal force and other dynamic aspects of the brakes by performing simulations that take into account: the braking force as a function of time, the presence of clearance between the friction lining and the disc/drum, etc.
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The cohesion and internal friction angle were characterized as quadratic functions of strain and were assumed to follow the Mohr-Coulomb criterion after the yield of peak strength. These mechanical parameters and their variations in post-peak softening stage can be exactly ascertained through the simultaneous solution based on the data points of stress-strain curves of triaxial compression tests. Taking the influence of the fault into account, the variation of strata pressure and roadway convergence with coal advancement, the temporal and spatial distribution of axial bolt load were numerically simulated by FLAC3D (Fast Lagrangian Analysis of Continua) using the ascertained post-peak mechanical parameters according to the cohesion weakening and friction strengthening model. The change mechanism of axial load of single rock bolt as abutment pressure changes was analyzed, through the comparison analysis with the results of axial bolt load by field measurements at a coal mine face. The research results show that the simulated results such as the period of main roof weighting, temporal and spatial distribution of axial bolt load are in accordance with field measurement results, so the validity of the numerical model is testified. In front of the working face, the front abutment pressure increases first and then decreases, finally tends to be stable. A corresponding correlation exists between the variation of axial bolt load and rock deformation along the bolt body. When encountered by a fault, the maximum abutment pressure, the influential range of mining disturbance and the roadway convergence between roof and floor before the working face are all increased. In the roadways along the gob, axial bolt loads on the side of the working face decrease, while the other side one increases after the collapse of the roof. As superficial surrounding rock mass is damaged, the anchoring force of rock bolts will transfer to inner rock mass for balancing the tensile load of the bolts.
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Dynamic Mine disasters can be induced by the instability and failure of a composite structure of rock and coal layers during coal mining. Coal seam contains many native defects, severely affecting the instability and failure of the compound structure. In this study, the effects of coal persistent joint on the strength and failure characteristics of coal-rock composite samples were evaluated using PFC2D software. The results show that with the increase of included angle α between the loading direction and joint plane direction, the uniaxial compressive stress (UCS) and peak strain of composite samples first decrease and then gradually increase. The elastic moduli of composite samples do not change obviously with α. The peak strain at α of 45° is the lowest, and the UCS at α of 30° is the smallest. This is inconsistent with theoretical analysis of lowest UCS at α of 45°. This is because that the local stress concentration caused by the motion inconformity of composite samples may increase the average axial stress of upper wall in PFC2D software. Moreover, the coal persistent joint promotes the transformation from the unstable crack expansion to the macro-instability of composite samples, especially at α of 30° and 45°. The majority of failures for composite samples occur within the coal, and no obvious damage is observed in rock. Their failure modes are shear failure crossing or along the coal persistent joint. The failure of composite sample at α of 30° is a mixed failure, including the shear failure along the persistent joint in coal and tensile failure of rock induced by the propagation of coal persistent joint.
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The paper presents results of the field tests on membrane biogas enrichment performed with the application of mobile membrane installation (MMI) with the feed stream up to 10 Nm3/h. The mobile installation equipped with four hollow fibre modules with polyimide type membranes was tested at four different biogas plants. Two of them were using agricultural substrates. The third one was constructed at a municipal wastewater plant and sludge was fermented in a digester and finally in the fourth case biogas was extracted from municipal waste landfill site. Differences in the concentration of bio-methane in feed in all cases were observed and trace compounds were detected as well. High selectivity polyimide membranes, in proper module arrangements, can provide a product of high methane content in all cases. The content of other trace compounds, such as hydrogen sulphide, water vapour and oxygen on the product did not exceed the values stated by standard for a biogas as a vehicle fuel. The traces of hydrogen sulphide and water vapour penetrated faster to the waste stream enriched in carbon dioxide, which could lead to further purification of the product – methane being hold in the retentate (H2O > H2S > CO2 > O2 > CH4 > N2). In the investigated cases, when concentration of N2 was low and concentration of CH4 higher than 50%, it was possible to upgrade methane to concentration above 90% in a two-stage cascade. To performsimulation ofCH4 andCO2 permeation through polyimide membrane,MATLABwas used. Simulation program has included permeation gaseous mixture with methane contents as observed at field tests in the range of 50 and 60% vol. The mass transport process was estimated for a concurrent hollow fibre membrane module for given pressure and temperature conditions and different values of stage cut. The obtained results show good agreement with the experimental data. The highest degree of methane recovery was obtained with gas concentrating in a cascade with recycling of the retentate.
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The aim of this paper is to present the procedure test for calibration and validation of the numerical model for X22CrMoV12-1 steel multilayer welding. On the real multilayer weld was described how to arrange the whole experiment in order to obtain not only relevant input data but also verification data. Tests on a specially prepared specimen, welded with 8 beads in 4 layers, allows to determine the actual geometry of the single welded beads, registration of welding thermal cycles and the hardness distribution in successively deposited beads together with determining the heat influence of subsequent layers. The results of the real welding tests were compared with the results obtained from the numerical simulations and extended by the calculated stresses and distortions distributions of the tested specimen. A new, improved hardness prediction algorithm for high-alloy martensitic and bainitic steels was also proposed.
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A hybrid artificial boundary condition (HABC) that combines the volume-based acoustic damping layer (ADL) and the local face-based characteristic boundary condition (CBC) is presented to enhance the absorption of acoustic waves near the computational boundaries. This method is applied to the prediction of aerodynamic noise from a circular cylinder immersed in uniform compressible viscous flow. Different ADLs are designed to assess their effectiveness whereby the effect of the mesh-stretch direction on wave absorption in the ADL is analysed. Large eddy simulation (LES) and FW-H acoustic analogy method are implemented to predict the far-field noise, and the sensitivities of each approach to the HABC are compared. In the LES computed propagation field of the fluctuation pressure and the frequency-domain results, the spurious reflections at edges are found to be significantly eliminated by the HABC through the effective dissipation of incident waves along the wave-front direction in the ADL. Thereby, the LES results are found to be in a good agreement with the acoustic pressure predicted using FW-H method, which is observed to be just affected slightly by reflected waves.
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