Dans un turboréacteur civil, le contact aube/disque de la turbine basse pression est soumis à un cyclage thermomécanique dû aux dilatations et déplacements différentiels des pièces pendant les phases de vol. Ce cyclage implique des micro-mouvements alternés relatifs, c’est-à-dire du fretting, à l’interface aube/disque. Le fretting à l’étude ici concerne un contact céramique-métal, en vue de comprendre le comportement tribologique des futures aubes revêtues de céramique en remplacement des pièces métalliques traditionnelles. Dans un premier temps, différents revêtements sont comparés vis-à-vis de leur tenue à l’usure par fretting à la température de fonctionnement des pièces (700°C). L’alliage métallique du contrecorps est celui du clinquant protégeant le disque, à savoir l’alliage base cobalt HS25. Pour le contact HS25/céramique le plus prometteur, le taux d’usure très bas ainsi que le faible frottement observés sont associés à la formation d’une glaze layer. La glaze layer est un troisième corps formé à partir des débris d’usure qui apparaît dans des contacts frottant à haute température. Traditionnellement observée pour des contacts métal/métal, sa formation pour un contact métal/céramique est nouvelle. La glaze layer est alors étudiée en détail. D’un point de vue tribologique, on établit sa cinétique et ses conditions de formation en température et en fonction des paramètres tribologiques, afin de garantir une usure faible en conditions de vol. D’un point de vue morphologique, la glaze layer est caractérisée comme étant un matériau nanostructuré amorphe et cristallin, formé à partir de débris à la fois métalliques et oxydés. Enfin, la glaze layer nanostructurée est associée à un comportement mécanique ductile dans son domaine de stabilité, alors que les débris sont fragiles en conditions d’usure forte. La corrélation des angles d’étude de la glaze layer permet alors de connaître les modalités de sa formation, en vue d’anticiper la protection d’un contact vis-à-vis de l’usure grâce à la création d’une glaze layer. / In a civil turbojet motor, the blade/disk contact in the low pressure turbine undergoes thermomechanical cycling due to relative displacements between parts during the different flight phases. This cycling results in reciprocating micro-movements named “fretting” at the blade/disk interface. This study focuses on a ceramic versus metallic contact under fretting, aimed at describing the tribological behavior of developing ceramic-coated blades to replace phased-out metallic parts. Firstly, different ceramic coatings are compared regarding their wear resistance under fretting at in-flight temperature (700°C). The counterbody is the HS25 (cobalt-based alloy) protecting foil of the disk. The most favorable ceramic/metallic tribocouple evidences a very low wear rate as well as low friction that match the formation of a glaze layer. The glaze layer is a third body formed from wear debris in high temperature rubbed contacts. Such tribofilm has been commonly observed in metallic/metallic interfaces but its occurrence in a ceramic/metallic contact is new. Then the glaze layer is precisely characterized. Tribologically speaking, its kinetics and formation conditions are determined over temperature and tribological parameters, in order to ensure low wear under flight conditions. Morphologically, the glaze layer is a nanostructured amorphous and crystalline sintered from both metallic and oxidized worn debris. Finally, the nanostructured glaze layer is mechanically described as a ductile material in its stability domain, whereas debris from severe wear are brittle. The correlation of morphological, physico-chemical and mechanical studies enlighten the glaze layer formation criteria, with the aim of predicting glaze layer occurrence, hence wear protection for a given contact.

<div> <p>The formation of the cracks in concrete materials can shorten the service life of the structure by exposing the steel rebar to the aggressive substances from the external environment. Self-healing concrete can eliminate the crack automatically, which has the potential to replace manual rehabilitation and repairing work. This thesis intends to develop a self-healing fiber-reinforced cementitious composite by the use of internal curing agents, such as lightweight aggregate, zeolite and superabsorbent polymer (SAP). This study has evaluated the crack width control ability of three different types of fiber, polyvinyl alcohol fiber (PVA), Masterfiber Mac Matrix and Strux 90/40 fiber. Mechanical performance and flexural stress-strain behavior of the fiber-reinforced cementitious composite were tested and compared. In order to investigate the feasibility of using internal curing aggregate to enhance autogenous healing performance, two types of porous aggregates, zeolite and lightweight aggregate (LWA), were used as internal curing agents to provide water for the autogenous healing. The pore structure of the zeolite and lightweight aggregate was examined by the scanning electron microscopy (SEM). Two replacement ratios of sand with internal curing aggregates were designed and the healing efficiency was evaluated by the resonant frequency measurement and the optical microscopic observation. To further understand the influence of the internal curing on the designed material, water retention behavior of the bulk sample and the internal curing aggregates was evaluated. Moreover, to study the self-sealing effect of the superabsorbent polymer (SAP), the robustness of the SAP under various environmental conditions was first evaluated. The influence of the superplasticizer, hydration accelerator and fly ash on the absorption behavior of the SAP was investigated by the filtration test and void size analysis. Afterward, the self-sealing performance of the SAP in cement paste was evaluated by a water flow test.</p> <p>The evaluation of three types of fiber indicated that the use of PVA fiber could produce a cementitious composite with stronger mechanical strength and crack width control ability. The result of the autogenous healing evaluation showed that the incorporation of the internal curing aggregates increased the self-healing recovery ratio from 12.6% to over 18%. The internal curing aggregate could absorb and store water during the wet curing and release it when the external water supply is unavailable. The comparison between the two types of internal curing aggregates indicated that finer pores in the internal curing aggregate can lead to a slower water release rate that is capable of continuously supplying water for the autogenous healing. In addition, the SAP was proved to be robust when various content of the additives and fly ash were used. And the self-sealing effect of the SAP is found to be effective in regaining the water tightness of cement paste. The result of this thesis can assist in the design of the fiber-reinforced cementitious composite with self-healing performance in civil engineering.</p> </div> <br>

Arterial stiffness is an important biometric in predicting cardiovascular diseases, since mechanical properties serve as indicators of several pathologies such as e.g. atherosclerosis. Shear Wave Elastography (SWE) could serve as a valuable non-invasive diagnostic tool for assessing arterial stiffness, with the technique proven efficient in large homogeneous tissue. However the accuracy within arterial applications is still uncertain, following the lack of proper validation. Therefore, the aim of this study was to assess the accuracy of SWE in arterial phantoms of poly(vinyl alcohol) cryogel by developing an experimental setup with an additional mechanical testing setup as a reference method. The two setups were developed to generate identical stress states on the mounted phantoms, with a combination of axial loads and static intraluminal pressures. The acquired radiofrequency-data was analysed in the frequency domain with retrieved dispersion curves fitted to a Lamb-wave based wave propagation model. The results indicated a significant correlation between SWE and mechanical measurements for the arterial phantoms, with an average relative error of 10 % for elastic shear moduli in the range of 23 to 108 kPa. The performed accuracy quantification implies a satisfactory performance level and as well as a general feasibility of SWE in arterial vessels, indicating the potential of SWE as a future cardiovascular diagnostic tool.

No description available.

The article at hand presents a novel approach to accelerating the early strength development of mineralimpregnated carbon-fibre composites (MCF) by electrical Joule heating. MCF were produced with a metakaolin-based geopolymer suspension and subsequently cured using Ohmic heating under systemically varied voltages and durations. The MCF produced were characterised in respect of their mechanical and morphological properties. Threepoint-bending and uniaxial tension tests yielded significant enhancement of MCF mechanical properties due to curing within only a few hours. Thermogravimetric analysis (TGA), mercury intrusion porosimetry (MIP), environmental scanning electron microscope (ESEM) as well as micro-computed tomography (μCT) confirmed advanced geopolymerisation by the electrical heating process and a strong sensitivity to parameter selection. After only two hours of resistance heating MCF could demonstrate tensile strength of up to 2800 MPa, showing the great potential for applying the Joule effect as a possibility to enhance the strength development of geopolymer-based MCF. Moreover, the applied method offers a huge potential to manufacture automated fast out-of-oven cured MCF with a variety of shapes and dimensions.

As applications for thermoplastic composites increase, the understanding of their properties become more important. Fabrication methods for thermoplastic composites continually improve to match designs specifications. These advanced thermoplastics have begun to show an improvement in mechanical properties over those found in thermoset composites commonly used in industry. Polyaryletherketones (PEK) have high service temperatures, good mechanical properties, and improved processing capabilities compared to thermoplastics used in the past making them important to the aerospace industry. The wide range of types of PEK make them suitable for a variety of applications, but selection of specific chemistries, processing parameters, and composite stack-ups determine the mechanical properties produced. Differential scanning calorimetry (DSC), and Fourier transform infrared spectroscopy (FTIR) were used to determine crystallinity and chemical properties of several polyaryletherketones. Tensile, compressive, and Mode I interlaminar fracture toughness tests were conducted to analyze mechanical properties of these advanced thermoplastics. Several fabrication processes were also tested to determine optimal consolidation and aesthetic appearance of structural members. All testing was conducted at The Boeing Company in Seattle, Washington. Because all testing and conclusions are proprietary a general synopsis of the experience will be presented.

The construction of high-performance vessels like the F50 catamaran has traditionally prioritized advanced composite materials and performance-driven design. However, there is a growing need to incorporate sustainable materials and practices, with their performance in marine applications remaining relatively unknown. This study aims to address this gap by investigating the feasibility of using flax laminates as an environmentally friendly alternative for frequently damaged components, specifically the stern extension.Mechanical testing of flax laminates revealed lower stiffness per fiber areal weight compared to literature values and supplier data sheets, primarily attributed to moisture uptake in the flax material. These findings highlight the significance of considering real-world environmental conditions and specific application requirements when evaluating the mechanical properties of flax composites. Despite the mechanical challenges, environmental analysis demonstrated that the flax alternative for the stern extension offers promising benefits. It exhibits a carbon-positive characteristic, resulting in lower energy consumption during production, and comparable waste production to the original carbon fiber extension. However, it is important to note that these advantages are based on idealized theoretical data, and further optimization is required to address variations in resin usage and the strength of the cured composite.To address the weight discrepancies among the fleet, currently rectified by corrector weights, a practical solution is proposed utilizing flax composite layups. Selective implementation of the flax stern extension on the lightest one-third of the fleet can effectively balance weight distribution without compromising overall yacht performance. This strategy allows SailGP to incorporate sustainable materials while maintaining uniformity and performance across all participating yachts. By considering the environmental impact and structural considerations, this study provides valuable insights for the development of sustainable marine composites and encourages further research in optimizing the performance and reliability of flax-based laminates in marine applications. / Vid konstruktion av högpresterande segelbåtar som F50-katamaranen har man traditionellt prioriterat avancerade kompositmaterial och prestandadriven design. Det finns ett växande önskemål av att införliva hållbara material och metoder i dessa båtar men materialens prestanda i marina applikationer är relativt okända. Denna studie syftar till att öka kunskapen genom att undersöka möjligheten att använda linfiberbaserade laminat som ett miljövänligt alternativ för komponenter som ofta skadas. Specifikt studeras en förlängning av akterspegeln som fungerar som ett lock runt roderinfästningen.Mekanisk provning av linbaserade laminat visade lägre styvhet per fiberytvikt jämfört med värden från litteraturen och leverantörsdatablad, främst tillskrivet fuktupptag i linfibrerna. Dessa resultat understryker betydelsen av att beakta verkliga miljöförhållanden och specifika tillämpningskrav när man utvärderar de mekaniska egenskaperna hos linkompositer. Trots de mekaniska utmaningarna visade miljöanalyser att linalternativet för akterförlängningen erbjuder lovande fördelar. Den ger lägre koldioxidutsläpp genom lägre energiförbrukning under produktionen och ungefär samma avfallsproduktion jämfört med den ursprungliga kolfiberförlängningen. Det är emellertid viktigt att notera att dessa fördelar är baserade på idealiserade teoretiska data, och ytterligare optimering krävs för att hantera variationer i hartsanvändning och styrkan hos den härdade kompositen.För att komma till rätta med viktskillnader mellan olika båtar, som för närvarande korrigeras med korrigeringsvikter, föreslås en praktisk lösning med användning av linkompositlaminat. Selektiv implementering av akterförlängningar av lin på den lättaste tredjedelen av flottan kan bidra till att balansera ut viktskillnader utan att påverka den totala yachtprestandan. Denna strategi gör det möjligt för SailGP att införliva hållbara material samtidigt som enhetlighet och prestanda bibehålls för alla deltagande yachter. Genom att ta hänsyn till miljöpåverkan och strukturella överväganden ger denna studie värdefulla insikter för utvecklingen av hållbara marina kompositer och uppmuntrar till ytterligare forskning för att optimera prestanda och tillförlitlighet hos linbaserade laminat i marina applikationer.

No description available.

No description available.

This work investigates the velocity-dependent coefficient of friction between concrete and 300 Maraging steel over short displacements. A modified torsional Hopkinson bar is utilized for rotating thin-walled steel rings in contact with a concrete disk under static precompression. Rotational velocity is varied between tests to determine the velocity dependence of the friction coefficient. Normal force is varied between certain tests to determine the pressure dependence of the friction coefficient between the concrete and steel. Three different types of concrete are tested to deduce any composition effect on the friction coefficient. Dry and greased conditions’ impact on the friction coefficient are also evaluated. Lastly, the displacement dependence (fade) is considered for the concrete with regards to the steel. Discussion of the usefulness of this data in modeling and experimentation of impact between concrete and steel is disclosed.