This study describes the strength, toughness and strain-rate sensitivity of fibre-reinforced cement-based foams subjected to variable loading rates. Drop-weight impact tests were conducted on beams with cast density between 475 - 1200 kg/cu.m. The study shows that under quasi-static loading, the compressive strength, elastic modulus and the modulus of rupture of plain mixes scale with the square of the relative density. On the other hand, the flexural toughness factor scaled linearly with it. Fibres were seen to increase the flexural strength at all rates of loading, regardless of cast density. Further, cement based foams were seen to be strain-rate sensitive. The resistance of cement-based foams to sulphate exposure was also investigated. Heavier cement-based foams are more susceptible to sulphate attack and perform poorly with an increase in the duration of exposure when compared to the lightest mix which showed improved responses up to 30 days of exposure due to self-healing. / Structural Engineering

Kvantifisering av hjertets muskelfunksjon med tøyning og tøyningshastighet målt med ultralyd for vurdering av koronar sykdom. Automatisert metode versus manuell ved akutt hjerteinfarkt og ultralyd stress test. Vanligvis måles hjertets muskelfunksjon med ultralyd, en mye brukt metode for å diagnostisere hjertesykdommer. Vurderingen av muskelfunksjonen baserer seg i dag på en subjektiv visuell gradering av bevegelsen av hjertemuskelen, og dette krever erfaring. En ny automatisert diagnostisk ultralydsmetode basert på måling av hastigheten i hjertemuskelen gir et kvantitativt mål på muskelens tøyning og sammentrekning. Den nye metoden gir ny og mer detaljert informasjon om hjertets funksjon og om pasientens prognose enn vanlig ultralydsvurdering. Den nye metoden er mer presis ved oppfølgning etter hjerteinfarkt. Et hjerteinfarkt gir nedsatt bevegelse av muskelen og måles med den nye metoden som nedsatt hastighet som muskelen forkortes med. Små forandringer i den skadde hjertemuskelen, ikke alltid synlige for øyet, kan mer nøyaktig følges over tid med den nye metoden. Utbredelsen av hjerteinfarktet kan også vurderes mer nøyaktig. Det samme gjelder når angina vurderes under belastning. Når en pasient ikke kan sykle eller gå på tredemølle brukes en medisinsk belastningstest. Ved å belaste hjertet med et medikament som øker hjertemuskelens arbeid samtidig med en ultralydundersøkelse, kan vi oppdage redusert blodforsyningsreserve i hjertet. Stresstesten hjelper til med å vurdere om en trang blodåre bør åpnes etter et hjerteinfarkt, og til å vurdere pasienters risiko for hjertekomplikasjoner før en større operasjon. Den nye metoden gir i tillegg mer informasjon om den langsiktige prognosen sammenlignet med den gamle metoden. Vi har funnet at den nye ultralydsmetoden er mer presis (gir større diagnostisk treffsikkerhet i diagnostikk av koronarsykdom) sammenlignet med den gamle. Måling av sammentrekningshastigheter i hjertemuskelen ble utviklet og testet på Institutt for sirkulasjon og bildediagnostikk ved NTNU av Andreas Heimdal og Asbjørn Støylen i 1998. Metoden trengte teknisk videreutvikling og testing i et større pasientmateriale. Metoden har ikke fått stor utbredelse på sykehusene pga støyfylte kurver og tidskrevende analyser, men med denne automatiserte metoden blir brukervennligheten større som muliggjør klinisk bruk. / Paper I and II preprinted with kind permission of Elsevier, sciencedirect.com

As one category of energetic materials, impact-initiated reactive materials are able to release a high amount of stored chemical energy under high strain rate impact loading, and are used extensively in civil and military applications. In general, polymers are introduced as binder materials to trap the reactive metal powders inside, and also act as an oxidizing agent for the metal ingredient. Since critical attention has been paid on the metal / metal reaction, only a few types of polymer / reactive metal interactions have been studied in the literature. With the higher requirement of materials resistant to different thermal and mechanical environments, the understanding and characterization of polymer / reactive metal interactions are in great demand. In this study, PTFE (Polytetrafluoroethylene) 7A / Ti (Titanium) composites were studied under high strain rates by utilizing the Taylor impact and SHPB tests. Taylor impact tests with different impact velocities, sample dimensions and sample configurations were conducted on the composite, equipped with a high-speed camera for tracking transient images during the sudden process. SHPB and Instron tests were carried out to obtain the stress vs. strain curves of the composite under a wide range of strain rates, the result of which were also utilized for fitting the constitutive relations of the composite based on the modified Johnson-Cook strength model. Thermal analyses by DTA tests under different flow rates accompanied with XRD identification were conducted to study the reaction mechanism between PTFE 7A and Ti when only heat was provided. Numerical simulations on Taylor impact tests and microstructural deformations were also performed to validate the constitutive model built for the composite system, and to investigate the possible reaction mechanism between two components. The results obtained from the high strain rate tests, thermal analyses and numerical simulations were combined to provide a systematic study on the reaction mechanism between PTFE and Ti in the composite systems, which will be instructive for future energetic studies on other polymer / reactive metal systems.

No description available.

When producing thermomechanical pulps (TMP), wood chips and fiber material are loaded mechanically in a disc-refiner to separate the fibers and to make them flexible. In the process, much of the energy supplied is transferred to the fiber material through cyclic compression, shear and friction processes. Therefore, compression and friction characteristics are needed in order to gain a better grasp of the forces acting during refining. To this end, in this thesis, the compressive and frictional behaviors of wood were investigated under simulated chip refining conditions (i.e., hot saturated steam, high strain rate compression, and high sliding speed). Two new, custom-designed, experimental setups were developed and used. The equipment used for compression testing was based on the split Hopkinson pressure bar (SHPB) technique and the friction tester was a pin-on-disc type of tribotester (wear rig). Both pieces of equipment allow a testing environment of hot saturated steam.   In the wood–steel friction investigation, the influence of the steam temperature (100-170°C) was of primary interest. The wood species chosen for the friction tests were spruce (Picea abies), pine (Pinus sylvestris, Pinus radiata), and birch (Betula verrucosa). When performing measurements in the lower-temperature region (100-130°C), the friction coefficients registered for the softwoods were generally low and surface properties such as lubrica­tion were suggested to have a great influence on the results; however, in the higher-tempera­ture region (~130 -170°C), the friction coefficients of all investigated wood species were probably determined by bulk properties to a much greater extent. When most of the wood extractives had been removed from the specimens, testing results revealed distinct peaks in friction at similar temperatures, as the internal friction of the different wood species are known to have their maxima at ~110–130°C. One suggested explanation of these friction peaks is that reduced lubrication enabled energy to dissipate into the bulk material, causing particularly high friction at the temperature at which internal damping of the material was greatest. During the friction measurements in the higher-temperature region, the specimens of the different wood species also started to lose fibers (i.e., produce wear debris) at different characteristic temperatures, as indicated by peaks in the coefficient of friction. In refining, the generally lower shives content of pine TMP than of spruce TMP could partly be explained by a lower wear initiation temperature in the pine species.   Wood stiffness is known to decrease with temperature, when measured at low strain rates. The results presented in this thesis can confirm a similar behavior for high strain rate compression. The compressive strain registered during impulsive loading (using a modified split Hopkinson equipment) increased with temperature; because strain rate also increased with temperature. Accordingly, the strain rates should determine the strain magnitudes also in a refiner, since the impulsive loads in a refiner are of similar type. Larger strains would thus be achieved when refining at high temperatures. The results achieved in the compression tests were also considered in relation to refining parameters such as plate clearance and refining intensity, parameters that could be discussed in light of the stress–strain relations derived from the high strain rate measurements. Trials recorded using high-speed photography demonstrated that the wood relaxation was very small in the investigated time frame ~6 ms. As well, in TMP refining the wood material has little time to relax, i.e., ~0.04–0.5 ms in a large single disc refiner. The results presented here are therefore more suitable for comparison with the impulsive loads arising in a refiner than are the results of any earlier study. It can therefore be concluded that the modified SHPB testing technique combined with high-speed photography is well suited for studying the dynamic behavior of wood under conditions like those prevalent in a TMP system.

In an automotive crash event, hot stamped, die quenched martensitic structural components have been shown to provide excellent intrusion resistance. These alloys exhibit only limited ductility, however, which may limit the overall impact performance of the component. The introduction of lower strength and more ductile “tailored” properties within some regions of a hot stamped component has the potential to improve impact performance. One approach being applied to achieving such tailored properties is through locally controlling the cooling rate within the stamping die. The primary motivation for the current work is to understand the role of cooling rate on the as-quenched mechanical response of tailored hot stampings, which has required characterization of the high strain rate mechanical behaviour of tailored hot stamped boron steel. The effect of cooling rate and resulting microstructure on the as-quenched mechanical behavior of USIBOR® 1500P boron steel at strain rates between 10-3 and 103 s-1 was investigated. Specimens quenched at rates above the critical cooling rate (~27 °C/s) exhibited a fully martensitic microstructure with a UTS of ~1,450 MPa. Sub-critical cooling rates, in the range 14°C/s to 50 °C/s, resulted in as-quenched microstructures ranging between bainitic to martensitic, respectively. Tension tests revealed that predominantly bainitic material conditions (14 °C/s cooling rate) exhibited a lower UTS of 816 MPa compared to 1,447 MPa for the fully martensitic material condition (50 °C/s cooling rate) with a corresponding increase in elongation from 0.10 to 0.15 for the bainitic condition. The reduction in area was 70% for the bainitic material condition and 58% for the martensitic material conditions which implied that a tailored region consisting of bainite may be a desirable candidate for implementation within a hot stamped component. The strain rate sensitivity was shown to be moderate for all of the as-quenched material conditions and the measured flow stress curves were used to develop a strain rate sensitive constitutive model, the “Tailored Crash Model (TCM)”. The TCM accurately reproduced the measured flow stress curves as a function of effective plastic strain, strain rate and Vickers hardness (or area fraction of martensite and bainite). The effect of deformation during quenching and the associated shift in the CCT diagram on the subsequent constitutive response was also examined for this material. Specimens were simultaneously quenched and deformed at various cooling rates to achieve a range of as-quenched microstructures that included ferrite in addition to martensite and bainite. Tensile tests conducted on these specimens at strain rates ranging from 0.003 s-1 to ~80 s-1 revealed that the presence of ferrite resulted in an increase in uniform elongation and n-value which increased overall energy absorption for a given hardness level. The strain rate sensitivity was shown to be moderate for all of the as-quenched material conditions and the TCM constitutive model was extended to account for the presence of ferrite. This extended constitutive model, the “Tailored Crash Model II (TCM II)”, has been shown to predict flow stress as a function of effective plastic strain, strain rate and area fraction of martensite, bainite and ferrite. As a validation exercise, uniaxial tension test simulations of specimens extracted from the transition zone of a hot stamped lab-scale B-pillar with tailored properties [1] were performed. The measured hardness distribution along the gauge length of the tensile specimens was used as input for the TCM constitutive model to define the element constitutive response used in the finite element (FE) models. The measured stress versus strain response and strain distribution during loading (measured using digital image correlation) was in excellent agreement with the FE models and thus validated the TCM constitutive model developed in this work. Validation of the TCM II version of the model is left for future work.

There exists considerable motivation to reduce vehicle weight through the adoption of lightweight materials, such as aluminum alloys, while maintaining energy absorption and component integrity under crash conditions. To this end, it is of particular interest to study the crash behaviour of lightweight tubular hydroformed structures to determine how the forming behaviour affects the axial crush response. Thus, the current research has studied the dynamic crush response of both non-hydroformed and hydroformed EN-AW 5018 and AA5754 aluminum alloy tubes using both experimental and numerical methods. Experiments were performed in which hydroforming process parameters were varied in a parametric fashion after which the crash response was measured. Experimental parameters included the tube thickness and the hydroformed corner radii of the tubes. Explicit dynamic finite element simulations of the hydroforming and crash events were carried out with particular attention to the transfer of forming history from the hydroforming simulations to the crash models. The results showed that increases in the strength of the material due to work hardening during hydroforming were beneficial in increasing energy absorption during crash. However, it was shown that thinning in the corners of the tube during hydroforming decreased the energy absorption capabilities during axial crush. Residual stresses resulting from hydroforming had little effect on the energy absorption characteristics during axial crush. The current research has shown that, in addition to capturing the forming history in the crash models, it is also important to account for effects of material non-linearity such as kinematic hardening, anisotropy, and strain-rate effects in the finite element models. A model combining a non-linear kinematic hardening model, the Johnson-Cook rate sensitive model, and the Yld2000-2d anisotropic model was developed and implemented in the finite element simulations. This combined model did not account for the effect of rotational hardening (plastic spin) due to plastic deformation. It is recommended that a combined constitutive model, such as the one described in this research, be utilized for the finite element study of materials that show sensitivity to the Bauschinger effect, strain-rate effects, and anisotropy.

The current research has considered the characterization of the high strain rate constitutive response of three steels: a drawing quality steel (DDQ), a high strength low alloy steel (HSLA350), and a dual phase steel (DP600). The stress-strain response of these steels were measured at seven strain rates between 0. 003 s^-1 and 1500 s^-1 (0. 003, 0. 1, 30, 100, 500, 1000, and 1500 s^-1) and temperatures of 21, 150, and 300 °C. In addition, the steels were tested in both the undeformed sheet condition and the as-formed tube condition, so that tube forming effects could be identified. After the experiments were performed, the parameters of the Johnson-Cook and Zerilli-Armstrong constitutive models were fit to the results. <br /><br /> In order to determine the response of the steels at strain rates of 30 and 100 s^-1, an intermediate rate tensile experiment was developed as part of this research using an instrumented falling weight impact facility (IFWI). An Instron tensile apparatus was used to perform the experiments at lower strain rates and a tensile split-Hopkinson bar was used to perform the experiments at strain rates above 500 s^-1 <br /><br /> A positive strain rate sensitivity was observed for each of the steels. It was found that, as the nominal strength of the steel increased, the strain rate sensitivity decreased. For an increase in strain rate from 0. 003 to 100 s^-1, the corresponding increase in strength at 10% strain was found to be approximately 170, 130, and 110 MPa for DDQ, HSLA350, and DP600, respectively. <br /><br /> The thermal sensitivity was obtained for each steel as well, however no correlation was seen between strength and thermal sensitivity. For a rise in temperature from 21 to 300 °C, the loss in strength at 10% strain was found to be 200, 225, and 195 MPa for DDQ, HSLA350, and DP600, respectively for the 6 o?clock tube specimens. <br /><br /> For all of the alloys, a difference in the stress ? strain behaviour was seen between the sheet and tube specimens due to the plastic work that was imparted during forming of the tube. For the DP600, the plastic work only affected the work-hardening response. <br /><br /> It was found that both the HSLA350 and DDQ sheet specimens exhibited an upper/lower yield stress that was amplified as the strain rate increased. Consequently the actual strength at 30 and 100 s^-1 was obscured and the data at strain rates above 500 s^-1 to be unusable for constitutive modeling. This effect was not observed in any of the tube specimens or the DP600 sheet specimens <br /><br /> For each of the steels, both the Johnson-Cook and Zerilli-Armstrong models fit the experimental data well; however, the Zerilli-Armstrong fit was slightly more accurate. Numerical models of the IFWI and the TSHB tests were created to assess whether the experimental results could be reproduced using the constitutive fits. Both numerical models confirmed that the constitutive fits were applied correctly.

There exists considerable motivation to reduce vehicle weight through the adoption of lightweight materials, such as aluminum alloys, while maintaining energy absorption and component integrity under crash conditions. To this end, it is of particular interest to study the crash behaviour of lightweight tubular hydroformed structures to determine how the forming behaviour affects the axial crush response. Thus, the current research has studied the dynamic crush response of both non-hydroformed and hydroformed EN-AW 5018 and AA5754 aluminum alloy tubes using both experimental and numerical methods. Experiments were performed in which hydroforming process parameters were varied in a parametric fashion after which the crash response was measured. Experimental parameters included the tube thickness and the hydroformed corner radii of the tubes. Explicit dynamic finite element simulations of the hydroforming and crash events were carried out with particular attention to the transfer of forming history from the hydroforming simulations to the crash models. The results showed that increases in the strength of the material due to work hardening during hydroforming were beneficial in increasing energy absorption during crash. However, it was shown that thinning in the corners of the tube during hydroforming decreased the energy absorption capabilities during axial crush. Residual stresses resulting from hydroforming had little effect on the energy absorption characteristics during axial crush. The current research has shown that, in addition to capturing the forming history in the crash models, it is also important to account for effects of material non-linearity such as kinematic hardening, anisotropy, and strain-rate effects in the finite element models. A model combining a non-linear kinematic hardening model, the Johnson-Cook rate sensitive model, and the Yld2000-2d anisotropic model was developed and implemented in the finite element simulations. This combined model did not account for the effect of rotational hardening (plastic spin) due to plastic deformation. It is recommended that a combined constitutive model, such as the one described in this research, be utilized for the finite element study of materials that show sensitivity to the Bauschinger effect, strain-rate effects, and anisotropy.

The cervical spine ligaments play an essential role in limiting the physiological ranges of motion in the neck; however, traumatic loading such as that experienced in automotive crash scenarios can lead to ligament damage and result in neck injury. The development of detailed finite element models for injury simulation requires accurate ligament mechanical properties at relevant loading rates. The objective of this research was to provide detailed mechanical properties for the cervical spine ligaments, by performing tensile tests at elongation rates relevant to automobile crash scenarios, using younger specimens (less than 50 years old), and to provide a comprehensive investigation of spinal level and gender effects. The five primary ligaments (present between C2-T1) investigated were: the anterior longitudinal ligament, posterior longitudinal ligament, capsular ligament, ligamentum flavum, and interspinous ligament. The craniovertebral ligaments (Skull/C0-C2) investigated were the tectorial membrane/vertical cruciate/apical/alar ligament complex, transverse ligament, anterior atlanto-occipital membrane, posterior atlanto-occipital membrane, anterior atlanto-axial membrane, and posterior atlanto-axial membrane. Tests were performed within an environmental chamber designed to mimic in vivo temperature and humidity conditions, and specimens were preconditioned for 20 cycles at 10% strain prior to testing to failure. Ligaments were tested at quasi-static (0.5s-1), medium (20s-1) and high (150-250s-1). These strain rates were predicted by an existing cervical spine finite element model under typical crash scenarios. Two hundred sixty-one total primary ligament tests were performed, with approximately even distribution within elongation rate, spinal level, and gender. Another forty-four craniovertebral ligaments were tested. Results were plotted as force-displacement curves and the response characteristics determined from the curves were: failure force, failure elongation, stiffness of the linear region, toe region elongation, failure stress, failure strain, modulus and toe region strain. The measured force-displacement data followed expected trends when compared with previous studies. The younger ligaments had less scatter, and were both stiffer and stronger than the older specimens that were reported in previous studies at both quasi-static and comparable higher elongation rates. Statistical analysis was performed on the results to establish significant effects. Strain rate effects were most significant whereas spinal level effects were not found. In general, gender effects were not found to be significantly different, but consistent trends were identified with male ligaments having a higher stiffness and failure force than female ligaments. The post-ultimate load region of the curves was reported to offer insight into the ligament failure mechanism. The characteristic values obtained were used to develop average curves for each ligament, with the intention to eventually be directly integrated into finite element models to better represent the ligament structures. Curves were developed to incorporate the strain rate, spinal level and gender effects for each ligament based on the statistical analyses. Post-failure response was incorporated into these curves because this region has been shown to have an effect on neck behaviour in mathematical models. Recommendations for future studies include measuring accurate cross sectional areas of ligaments during tensile testing to obtain true stress and true strain measurements to better understand if differences in mechanical properties are structural or material. Other possible improvements would be further testing of young cervical spine ligaments with larger sample sizes to further explore spinal level and gender effects. Additional testing performed under identical testing conditions as the current study would allow for pooling of the results effectively increasing the sample size.