Currently, multibody dynamics simulations are moving away from issues exclusive to dynamics to more multiphysical problems. Most mechanical systems contain contact pairs that influence the dynamics of the entire mechanism, such as friction loss, wear, vibration and noise. In addition, deformation often affects the interaction between the contact bodies. If that is the case, this effect must be considered. However, a major disadvantage arises in that it leads to an increase in the number of degrees of freedom and the computational time. Often, the general-purpose multibody dynamics software does not take into account advanced phenomena, such as a lubricated contact pair. This paper can serve as a guide to implementing the elastohydrodynamic lubrication of rough surfaces into general-purpose multibody dynamics software (in this case MSC Adams), which remains challenging. In this paper, the deformation shape reconstruction of the reduced flexible bodies is described, as well as a solution to the increase in the computational speed issues thereby caused. To alleviate this burden, advanced sensitivity analysis techniques are used. In this paper, parallel computing has been employed. The proposed method leads to reasonable computational times for the multibody dynamics simulations, including elastohydrodynamic lubrication. The proposed method is applied to the multibody dynamics simulation of the piston–liner interaction of an internal combustion engine.

There are several guidelines and standards for assessing the load capacity of welds in terms of static loading. The individual procedures – among other things – differ in the limit state considered, the characteristic stress calculation, the material data used and the critical region’s location. Therefore, they lead to different allowable limit loads. The question naturally arises as follows: What is the most accurate calculation? This paper offers an answer to this question for the case of a non-load-carrying weld specimen made of S235JRG2. The specimen under investigation was subjected to the static strength assessment via ČSN 05 0120, Eurocode 3, AWS D1.1/D1.1M:2020, AISC, FKM and the FEMFAT software. Subsequently, an experiment was carried out for a given geometry and a combination of base and weld materials. The methods best correlating with the experiment were uncovered. The rupture of the specimen did not occur near the notches of the weld seam but in the region of the largest plastic deformation. This was also confirmed by a finite element analysis.

This study investigates the performance of mobile and permanent vehicle security barrier systems using finite element simulations under varying impact conditions. The primary objective is to evaluate the influence of barrier rotational angle relative to the vehicle impact direction and anchor placement on barrier performance, while identifying key mechanisms governing vehicle–barrier interaction that may support future barrier development. The proposed barrier system consists of modular units that also serve as flowerpots, representing a multifunctional concept that combines security performance with environmental and aesthetic functions. In addition to conventional assessment metrics such as final penetration and vehicle velocity, the adopted evaluation framework considers their evolution throughout the impact together with vehicle and barrier energy response, front axle motion, and anchor loading and failure. The results indicate that the proposed barrier configurations predominantly function as deceleration systems rather than fully effective restraint systems. The influence of barrier rotational angle on the permanent barrier was more pronounced at the lower impact velocity (15 km·h⁻¹) but diminished at higher impact velocities (50 and 80 km·h⁻¹), with maximum differences of approximately 440 mm in penetration and 2.6 km·h⁻¹ in final vehicle velocity. The influence of anchor placement alone was smaller, resulting in maximum differences of approximately 378 mm in penetration and 1 km·h⁻¹ in final vehicle velocity. Analysis of crash progression provided further insight into the relationship between anchorage failure, barrier mobilization, front axle motion, and changes in vehicle deceleration. These observations may support the further development and assessment of vehicle security barrier systems.

The paper presents results of systematic computational and experimental investigations of rotordynamic induced vibrations and noise of turbochargers. The proposed solution approach is based on a combination of a virtual turbocharger and finite element method calculations of structural or acoustic domains. The virtual turbocharger is a computational model enabling simulations of rotordynamics in the time domain by multibody dynamics software. Structural vibrations and emitted noise of the turbocharger are computed by finite element method based on excitation forces calculated by the virtual turbocharger. The solution approach is proposed to rapidly calculate vibroacoustic behaviour of newly designed turbochargers in a development phase. Main results are applied on a turbocharger of diesel engine of heavy-duty vehicle.