This thesis presents the work of an experimental investigation into the impact damage resistance and damage tolerance for symmetrical and unsymmetrical composite honeycomb sandwich panels through in-plane compression. The primary aim of this research is to examine the impact damage resistance of various types of primarily carbon/epoxy skinned sandwich panels with varying skin thickness, skin lay-up, skin material, sandwich asymmetry and core density and investigate the residual in-plane compressive strengths of these panels with a specific focus on how the core of the sandwich contributes to the in-plane compressive behaviour. This aim is supported by four specifically constructed preconditions introduced into panels to provide an additional physical insight into the loading-bearing compression mechanisms. Impact damage was introduced into the panels over a range of IKEs via an instrumented drop-weight impact test rig with a hemi-spherical nosed impactor. The damage resistance in terms of the onset and propagation of various dominant damage mechanisms was characterised using damage extent in both impacted skin and core, absorbed energy and dent depth. Primary damage mechanisms were found to be impacted skin delamination and core crushing, regardless of skin and core combinations and at high energies, the impacted skin was fractured. In rare cases, interfacial skin/core debonding was found to occur. Significant increases in damage resistance were observed when skin thickness and core density were increased. The reduction trends of the residual in-plane compressive strengths of all the panels were evaluated using IKE, delamination and crushed core extents and dent depth. The majority of impact damaged panels were found to fail in the mid-section and suffered an initial decline in their residual compressive strengths. Thicker skinned and higher density core panels maintained their residual strength over a larger impact energy range. Final CAI strength reductions were observed in all panels when fibre fracture in the impacted skin was present after impact. Thinner skinned panels had a greater compressive strength over the thicker skinned panels, and panel asymmetry in thin symmetrical panels appeared to result in an improving damage tolerance trend as IKE was increased due to that the impact damage balanced the in-plane compressive resistance in the skins with respect to the pre-existing neutral plane shift due to the uneven skin thickness.

Fibre Reinforced Polymer Composites are extensively used in aircraft structures because of its high specific stiffness, high specific strength and tailorability. Though Fibre Reinforced Polymers offer many advantages, they are not free from problems. The damage of different nature, e.g., service mechanical damages, fatigue damage or environmental damage can be observed during operating conditions. Among all the damages, manufacturing or service induced, delamination related damage is the most important failure mechanisms of aircraft-composite structures and can be detrimental for safety. Delamination growth under fatigue loading may take place due to local buckling, growth from free edges and notches such as holes, growth from ply-drops and impact damaged composites containing considerable delamination. Delamination growth can also occur due to interlaminar stresses, which can arise in complex structures due to unanticipated loading. The complex nature of composite failure, involving different failure modes and their interactions, makes it necessary to characterize/identify the relevant parameters for fatigue damage resistance, accumulation and life prediction. An effort has been made in this thesis to understand the fatigue behavior of carbon fibre reinforced epoxy laminates under aircraft wing service loading conditions. The study was made on laminates with different lay-up sequences (quasi-isotropic and fibre dominated) and different geometries (plain specimen, specimen with a hole and ply-drop specimen). The fatigue behaviour of the composite was analyzed by following methods: . Ultrasonic C-Scan was used to characterize the delamination growth. . Dynamic Mechanical Analysis (DMA) was done to study the interfacial degradation due to fatigue loading. In this analysis, the interfacial strength indicator and interfacial damping were calculated. The DMA also provides the storage modulus degradation under fatigue loading. . Scanning electron microscope examination was carried out to understand the fatigue damage mechanisms. . A semi-empirical phenomenological model was also used to estimate the residual fatigue life. This research work reveals that the Carbon Fibre Reinforced Polymer laminates are in the safe limit under service loading conditions, except the specimen with a hole. The specimen with a hole showed delaminations around the hole due to stress concentration and higher interlaminar stresses at the hole edges and this delamination is found to be associated with fibre breakage and fibre pullout. The quasi-isotropic laminate is found to show poorer fatigue behaviour when compared to fibre dominated laminate and ply-drop also shows poor performance due to high stress concentration in the ply-drop region.

Ein großer Vorteil von Kunststoffbauteilen ist neben funktionellen Vorzügen die Kosten- und Gewichtsreduzierung durch integrale Gestaltungsmöglichkeiten. Es können Geometrien umgesetzt werden, die mit metallischen Werkstoffen nur unter hohem Aufwand realisierbar sind. Insbesondere im Bereich der Faser-Kunststoff-Verbunde (FKV) gibt es hohen Forschungsbedarf hinsichtlich Reduzierung von Herstellungskosten, Erhöhung der Langlebigkeit aber auch der Reparaturfähigkeit. Die Erkennung von Defekten ist dabei eine grundlegende Voraussetzung. Für einen FKV-Serieneinsatz im Automobilbau gibt es jedoch kein bekanntes und ausreichendes Prüfkonzept der Schadenserkennung für die geforderten Stückzahlen. Die aus der Luft- und Raumfahrt bekannten Methoden lassen sich aufgrund ihres hohen apparativen Aufwandes und der eingeschränkten Tauglichkeit bezüglich geometrisch komplexer Bauteile nicht unmittelbar übernehmen. Es bestehen andere Anforderungen an ein Prüfkonzept für FKV-Bauteile im Automobilbau. Im Rahmen dieser Arbeit wurden zerstörungsfreie Prüfmethoden hinsichtlich ihrer Eignung zur Detektion nicht sichtbarer Schäden systematisch untersucht und bewertet. Der Fokus lag dabei auf Bauteilen aus kohlenstofffaserverstärkten Kunststoffen des Automobils, die sowohl eine flächige als auch eine mehrfach gekrümmte Bauteilstruktur mit nicht-homogenen Wanddicken aufweisen können. In Abhängigkeit von der Art der Schädigung, etwa Einschlüsse, Zwischenfaserrisse oder Delaminationen wurden die unterschiedlichen Verfahren vergleichend in Hinblick auf Detektionssicherheit, -grenzen und Einschränkungen durch gegebene geometrische sowie werkstoffliche Bauteilausführungen bewertet und ein Konzept für eine fertigungsbegleitende Qualitätssicherung entwickelt.

Le composite à matrices polymériques renforcées de fibres de carbone (CFRP) est un matériau précieux en raison de ses excellentes propriétés mécaniques, légèreté et durabilité. Un gain important d’efficacité et une réduction des émissions de carbone peuvent être obtenus en remplaçant les pièces métalliques par les CFRPs dans l'industrie du transport. Toutefois, le recyclage de déchets CFRP est problématique, car le renfort de fibres de carbone est chimiquement lié à la matrice de résine réticulée. Néanmoins, la réutilisation de fibres de carbone couteuses rend le recyclage des CFRPs potentiellement viable en termes d’économie. Dans notre laboratoire, une étude multi-échelle d’un procédé de vapo-thermolyse a été réalisée, dont l'objectif est de séparer les fibres de carbone de matrices polymériques en utilisant la vapeur d’eau surchauffée. Afin d’obtenir une meilleure compréhension du comportement de dégradation thermique des matériaux CFRP, de nombreuses analyses thermiques ainsi que les caractérisations physico-chimiques ont été effectuées sur différentes fibres de carbone, résines polymériques (époxyde ou polyphénylène sulfide) et les composites correspondants. Une étude cinétique a été également abordée. Les plans d’expériences réalisées à l'échelle pilote dans un réacteur sophistiqué permettent de déterminer les conditions expérimentales optimales du procédé semi-industriel. Les fibres de carbone récupérées à partir de conditions optimisées apparaissent propres, sans résine et conservent plus de 90% de leur résistance à la traction d’origine. Les phases gazeuse et liquide émises ont également été quantitativement analysées. La modélisation de l’écoulement et des transferts thermiques du réacteur ainsi que la simulation de la dégradation de matrices polymériques montrent les résultats comparables avec les observations expérimentales. L’analyse du cycle de vie indique que le recyclage des CFRPs peut être favorable pour l’environnement par rapport au scénario de mise en décharge. / Carbon fiber reinforced polymer-matrix composite (CFRP) is a highly valued material because of its exceptional strength, rigidity, light weight and durability. Significant fuel efficiency gains and carbon emission reduction can be obtained by replacing metal parts in automotive components with CFRPs. However, the recycling of CFRP waste is problematic because the reinforcement (carbon fiber) is chemically bonded to the cross-linked matrix resin. Nevertheless, the reuse of expensive carbon fibers makes the recycling a potentially economically viable option. A thermal process to separate carbon fibers from polymer matrix by using superheated steam has been studied in our laboratory at both bench and pilot scale. In order to understand the thermal degradation behavior of the CFRP materials, the thermal analyses along with the physicochemical characterizations of various carbon fibers, polymer resins (epoxy or polyphenylene sulfide) as well as the corresponding composites have been carried out. A kinetic study has also been conducted. The experimental design performed in a sophisticated pilot reactor helps to determine the optimal experimental conditions of the process in a semi-industrial scale. Reclaimed carbon fibers from optimized steam-thermolysis appear resin free and exhibit over 90% of their original tensile strength. The gas and liquid phases emitted from the process have also been analyzed quantitatively. The flow modeling of the reactor and the simulation of the polymer thermal degradation are in close agreement with the experimental observations. The life cycle assessment shows that the CFRP recycling can be environmentally beneficial compared to the disposal scenario.

Energiskördning är idag ett växande område och är framstående sett till hållbarhetsaspekterna. Vibrationsbaserad sådan har blivit allt populärare där man kan utnyttja mekanisk energi från olika källor till att generera elektrisk energi. Piezoelektricitet fungerar enligt denna princip och piezoelektrisk energiskördning har varit ett område som fler och fler utnyttjar på grund av dess effektivitet, exempelvis till trådlösa sensornätverk. Ett krav på att piezoelektrisk energiskördning ska fungera optimalt är att vibrationerna sker med en satt frekvens utan större variation, ofta i väldigt höga frekvenser. Syftet med detta projekt är att anpassa denna teknik till mänskliga rörelser vilket kan göra den mer användbar och ett tänkt ändamål kan vara ett demonstrationsexempel för oregelbundna rörelser vid låga frekvenser, precis som mänskliga rörelser. Utmaningen lägger därmed i att utveckla en piezoelektrisk energiskördare som har ett frekvensområde inom mänskliga rörelsers frekvenser på 4 till 7 Hertz, där effektiviteten fortfarande kan vara hög. Detta har beprövats med vibrationsplatta. Vad som observerades var att med flera piezoelektriska material på konsolbalkar i kolfiber av olika dimensioner med olika vikter längst ut, uppstod ett frekvensområde inom mänskliga området med höga spänningar. För att göra det möjligt behövdes vikterna ha en stor massa av upp till hundratals gram så att resonansfrekvenserna kunde vara inom nämnt frekvensområde. Då piezoelektriska material ger en växelspänning, måste spänningen likriktas. Detta gjordes med två olika gränssnitt med ett mönsterkort tillverkat för vardera. Dessa gränssnitt är ett klassiskt som helt enkelt likriktar spänningen, medan den andra, Parallel Synchronized Switch Harvesting on the Inductor (P-SSHI), ska maximera spänningen och effekten. Det visade sig att det inte blev lika lyckat som planerat. Det klassiska gränssnittet gav en likspänning som var nästan lika hög som den inmatade växelspänningen medan det inte gällde för P-SSHI. / Today energy harvesting is an area on the rise and is outstanding in regards to the environmental aspects. Vibration based energy harvesting has become popular where it uses mechanical energy from different sources to produce electrical energy. Piezoelectricity operates according to this principle and piezoelectric energy harvesting has been an area more are using because of its efficiency, with applications such as wireless sensor networks. One demand for piezoelectric energy harvesting to work optimally is that the vibration source must have a well known frequency with minor deviations and this in usually very high frequencies. The purpose of this thesis is to adapt this technology to human motions which could make it even more useful and a proposed usage is a demo product for irregular motions of low frequency, just like human motions. The challenge is hence to create a piezoelectric energy harvester which has a frequency range within the human motions’ frequencies of 4 to 7 Hertz, where the efficiency still could be high. This has been tested using a vibration exciter. What was noticed was that with multiple piezoelectric materials on cantilever beams of carbon fibre with different dimensions and tip masses, a frequency range within human range with high voltages could be created. To make this possible, the masses needed to have a significant mass of up towards hundreds of grams in order for the resonance frequencies to be within the stated frequency range. As the piezoelectric materials provide an AC voltage, the voltage needs to be rectified. This was done with two different interfaces with a PCB created for each. These interfaces are a classic one which simply rectifies the voltage, while the other, Parallel Synchronized Switch Harvesting on the Inductor (PSSHI), is supposed to maximize the voltage and power. This did not turn out to be as successful as predicted. The classical interface delivered a DC voltage almost as much as the provided AC voltage while the P-SSHI interface did not.

Carbon fibre reinforced composites are known for their high specific strength-to-weight ratio and are of great interest to the aerospace industry. Incorporating these materials into the fuselage, like in Boeing's 787 "Dreamliner", offers considerable weight reduction which increases flying efficiency, and reduces the cost of flying. In flight, aircraft are often subject to lightning strikes which, in the case of composites, can result in localized melting given the high resistive nature of the material. Aerospace carbon fibre composites often incorporate a metallic mesh or foil within the composite layers to dissipate the electrical charge through the large aircraft. The damage to the aircraft is minimized but not always eliminated. This research aims to elaborate a practical technique to deposit thin layers of conductive material on the surface of aerospace grade composites. Using Cold Gas Dynamic Spray (CGDS), such coatings could be used to repair damaged components. An experimental research approach was used to develop metallic coated composites. Using the CGDS equipment of Centerline (SST-P), specific parameters (such as gas temperature and stagnation pressure) were determined for each type of metallic coating (tin-based & copper-based). The use of bond coats was explored in order to attain the desired coatings. Once optimized, these coatings were evaluated with respect to their corrosive, adhesive, and electrical properties following industry standards.

A self-sensing material can not only carry a load but can also provide data aboutthe load and stress it’s being subjected to. Traditional additive manufacturing haslimited capabilities in producing self-sensing material. Existing 3D printers eitherused in industry or in scientific applications are either limited by closed-off software and planar motion which limits the design freedom, or the type of material orcost often limiting the attainability. Being capable of placing self-sensing materialwith full design freedom means that the sensor structure as well as the load carryingpart of the material can be tailored to the application specific use of the material,making application specific load carrying and sensing capabilities possible. Themanufacturing method produced in this aims to solve these existing limitations. Aliterature review in the topic of additive manufacturing of self-sensing material andcontinuous Carbon Fiber Reinforced Thermoplastics (CFRTPs) has been producedas a literature base. The review seeks to educate and inspire the design of an noveladditive manufacturing method and device capable of printing a self-sensing material as well as non-planar motion. A design for extruding self-sensing material andnon-planar motion has been realized through modified Commercial-Off-The-Shelf(COTS) parts and Geometric Code (G-Code). Existing hardware capable of producing this can be priced in the range of 70 000 C, but this result has been achievedwith around 200 C [42]. A software structure capable of manufacturing the selfsensing material has been produced. Real-world testing in terms of extrusion of theself-sensing material and non-planar motion has been tested and proven which arethe main practical outcomes demonstrating the technological feasibility.

This thesis investigates sound transmission loss through flat finite panels using composite materials, which incorporate both carbon and flax fibres. The study wascarried out by performing FEM simulations developed and validated in steps. Thevalidation process was time-consuming but crucial in ensuring the model’s reliability.The analysis demonstrates the relationship between the panels’ mass, stiffness, andsound reduction effectiveness by studying the sound transmission loss for a flat plate.The results show how by adjusting the plate’s stiffness, thickness, and mass one cancontrol its reaction to the incoming sound. This allows resonance frequencies to beshifted away from critical points and avoids coincidence frequencies. By understanding the acoustic behavior of composite panels, this research contributes to improvingsoundproofing properties while preserving their mechanical advantages. In an era ofgrowing demand for better acoustic performance in the automotive industry, exploring innovative methods to optimize the sound transmission loss of composite panelsis essential. / Denna studie undersöker ljudöverföringsförluster genom platta finita paneler sombestår av kompositmaterial, som innehåller både kol- och linfiber. Studien utförFEM-simuleringar som utvecklats och validerats i steg. Valideringsprocessen vartidskrävande men avgörande för att säkerställa modellernas tillförlitlighet. Analysenvisar sambandet mellan panelernas massa, styvhet och ljudreducerande effektivitetgenom att studera ljudtransmissionsförluster för en platt panel. Resultatet visarhur justering av plattans styvhet, tjocklek och massa kan styra dess reaktion på detinkommande ljudet, vilket gör att resonansfrekvenser kan flyttas bort från kritiskapunkter och undvika sammanfallande frekvenser. Genom att förstå det akustiskabeteendet hos kompositpaneler bidrar denna studie till att förbättra ljudisoleringsegenskaperna samtidigt som deras mekaniska fördelar bevaras. I en tid av växande efterfrågan på bättre akustisk prestanda inom bilindustrin, blir det viktigt att utforska innovativa metoder för att optimera ljudöverföringsförlusten hos kompositpaneler.

The natural hip joint in healthy people has a very low friction with very little (or no) wear. It works as a dynamically loaded bearing and is subjected to about 1-2 million cycles of loading per year. The applied load is the body weight which is tripled when walking and even higher during other activities such as running and jumping. Unfortunately these joints are not always healthy due to various causes such as fractures or disease leading to severe pain which necessitates joint replacement. Currently, the orthopaedic industries are working towards developing an ideal artificial hip joint with low wear, low friction, good lubrication, better fixation/stability and biocompatibility. Many different designs and materials have been investigated with some promising new implants which can be used depending on patients¿ individual need (large or small joint), activity and age. In this work, two types of artificial hip joints were tested for friction and lubrication studies: Metal-on-Metal (MoM) Biomet hip resurfacing ReCaps with large diameters (>35-60 mm) and different diametral clearances (~ 60-350 µm), and Zirconia Toughened Alumina (ZTA) heads against carbon-fibre-reinforced poly-ether-ether ketone (CFR PEEK) cups with different diameters (>35-60 mm) and diametral clearances (60-1860 µm). Seven serum-based lubricants with different viscosities were used with and without carboxy methyl cellulose (CMC) additions as gelling agent to increase viscosity depending on the CMC content. The maximum load applied was 2000 N for the stance phase with a minimum load of 100 N for the swing phase. A Pro-Sim friction hip simulator was used to investigate the frictional torque generated between the articulating surfaces so as the friction factor can be calculated. Stribeck analysis was then employed to assess the mode of lubrication. For the metal-on-metal hip resurfacing joints, the friction factors were in the range 0.03-0.151 and those for the ZTA ceramic heads versus CFR PEEK cups were in the range 0.006-0.32. Stribeck analyses showed mainly mixed lubrication for both MoM and ZTA ceramic-on-CFR PEEK joints. The experimental results were in agreement with most of the theoretical calculations suggesting mixed lubricating regimes at low viscosities and moving on to fluid film lubrication at higher viscosities. Joints with larger-diameters, lower clearances and lower surface roughness exhibited a higher lambda ratio suggesting improved lubrication. Viscosity flow curves for the serum-based lubricants having viscosity ¿ 0.00524 Pas showed non-linear relationship between viscosity and shear rate indicating non-Newtonian flow with pseudoplastic or shear-thinning characteristic, i.e. viscosity decreased as shear rate increased up to shear rates of ~ 1000 s-1. However, at shear rates greater than 1000 s-1 Newtonian flow became dominant with almost constant viscosity, i.e. a linear relationship between shear stress and shear rate. On the other hand, viscosity flow curves for the lubricants with viscosity ¿ 0.0128 Pas showed non-Newtonian behaviour up to a shear rate of 3000 s-1 with shear-thinning characteristic. / Ministry of Higher Education, Libya

Der Demonstrator für das SPP 1542 sollte die Erkenntnisse der Teilprojekte „Querschnittsadaption für stabförmige Druckbauteile“ und „Leichte Deckentragwerke aus geschichteten Hochleistungsbetonen“ aufgreifen und widerspiegeln. Zudem sollte ein Tragwerk verwendet werden, dessen Kraftfluss für jeden Betrachter deutlich erkennbar ist und dessen Erscheinung dem Prinzip form follows force folgt. Da das Deutschen Museum in München im Zuge der Modernisierung zukunftsfähigen Innovationen mehr Raum bieten möchte, ergab sich die Möglichkeit, eine Ausstellungsbrücke in der Abteilung Brückenbau zu errichten. Das Deutsche Museum zählt zu den weltweit anerkanntesten Institutionen für Naturwissenschaft und Technik und gehört mit jährlich ca. 1,5 Millionen Besuchern zu den meistbesuchten Museen in Deutschland [1]. Für den Demonstrator steht ein ca. 9,5 m langer und ca. 2,0 m tiefer Bereich zwischen zwei Wänden zur Verfügung. Die Ausstellungsbrücke sollte in einer Höhe von ca. 3,50 m installiert werden, um diese sowohl von unten als auch von der in gleicher Höhe benachbarten Besucherbrücke von Jörg Schlaich [2] betrachten zu können. [Aus. Einleitung] / The demonstrator for SPP 1542 should take into account and reflect the findings of the SPP projects “Cross-section adaptation for bar-shaped compression components” and “Lightweight floor structures made of layered high-performance concretes”. In addition, a structure was to be designed where the flow of force is clearly recognisable to any observer from the external shape and whose design follows the principle of form follows force. Since the Deutsches Museum in Munich wants to of er more space to future-oriented innovations in the course of modernisation, the opportunity came up to erect an exhibition bridge in the bridge construction department. The Deutsches Museum is one of the world’s most renowned institutions for natural science and technology and, with around 1.5 million visitors a year, one of the most visited museums in Germany [1]. An area approx. 9.5 m long and approx. 2.0 m deep between two walls was available for the demonstrator. The exhibition bridge was to be installed at a height of approx. 3.50 m so that it could be viewed from below as well as from the neighbouring visitor bridge by Jörg Schlaich [2] at the same height. [Off: Introduction]