Punktförmige Verbindungen, wie das Clinchen, bieten vorteilhafte Eigenschaften und werden in zunehmendem Maße in der Dünnblech verarbeitenden Industrie für metallische Verbindungen eingesetzt. Sie spielen gegenwärtig für Metall-Kunststoff-Verbindungen eine untergeordnete beziehungsweise gar keine Rolle. Dies ist wahrscheinlich der Tatsache geschuldet, dass Kunststoffe aufgrund ihrer mechanischen Eigenschaften ungeeignet für das Clinchen scheinen. In der vorliegenden Dissertation werden die Grundlagen für das Clinchen von Metall-Kunststoff-Verbindungen erarbeitet und qualifiziert, so dass es möglich ist, damit eine Verbindung dieser Werkstoffe reproduzierbar herzustellen. Im Speziellen werden Prozessmerkmale und mechanische Verbindungseigenschaften des Clinchens von Metall-Kunststoff-Verbindungen sowie der Feuchtigkeitseinfluss des Kunststofffügepartners und der Einfluss von Wärme vor und/oder nach dem Fügen untersucht. / Because of its advantageous properties there is an extended utilization of point-shaped joints, like the clinching, in the sheet processing industry for metal-metal joints. These joining technologies are not relevant for metal-thermoplastic joints currently. The main reason for this could be the fact that the clinching process seems not to be eligible for thermoplastic materials. In the present thesis the fundamentals for clinching metal to thermoplastics were worked out and qualified. The results allow creating reproducible joints out of these materials. Process features and mechanical properties of clinched metal-thermoplastic joints were investigated. Also the influence of moisture and heat input during and after the clinching process was in focus.

Es muy probable que hoy en día cualquier objeto que esté a nuestro alrededor haya estado en algún momento de su vida en el interior de un camión de carga, ya que estos son indispensables para el transporte de cualquier tipo de elemento. Desde alimentos, prendas de vestir, muebles, materiales de construcción, hasta maquinaria pesada es transportada por estos vehículos pesados. Por este motivo son considerados parte esencial de la economía mundial, pero al ser sometidos a grandes cargas, estos producen una gran contaminación ambiental, debido al combustible que utilizan. La presente investigación tuvo como objetivo disminuir el consumo de combustible del camión mediante la implementación del material compuesto PRFV (Plástico Reforzado con Fibra de Vidrio) como material principal en el chasis en vez de los aceros comúnmente utilizados en su manufactura. La metodología utilizada inició con el dimensionamiento del chasis y se evaluó las propiedades mecánicas del PRFV, para después proceder a la simulación estáticofrecuencial del chasis; los resultados de la simulación fueron comparados con respecto al acero AISI 4135 para finalmente proceder con el cálculo del consumo de combustible del camión con el nuevo material. Con el cambio de material se logró disminuir el peso del camión en 536 Kg, generando así un ahorro de 438.4 L en el uso de combustible, lo cual da un ahorro económico de S/1995.31. / Its most likely nowadays that any object around us has been at some moment in its life inside a cargo truck, since these are indispensable for the transportation of any type of element. From food, clothing, furniture, construction materials, to heavy machinery is transported by these heavy vehicles. For this reason, they are considered an essential part of the world economy, but when subjected to heavy loads, they produce a great amount of environmental pollution, due to the fuel they use. The objective of this research is to reduce the fuel consumption of the truck by implementing GFRP (Glass Fiber Reinforced Plastic) as the main material in the chassisinstead of the Steel commo nly used in its manufacture. The methodology used started with the sizing of the chassis and the mechanical properties of the GFRP were evaluated and then proceeded to the static-frequency simulation of the chassis, the results of the simulations were compared with the Steel alloy AISI 4135, to finally proceed to calculate the fuel consumption of the truck with the new material. By changing the material, the weight of the truck was reduced by 536Kg, which generate a saving of 438.4 L in fuel consumption, resulting in a economic saving of S/.1995,31.

Die Architektur des 21. Jahrhunderts ist geprägt von der freien Formfindung, wobei Ressourceneinsparung in Kombination mit Funktionsintegration immer stärker in den Fokus effizienter Bauweisen rücken. Klassische Werkstoffe, wie z. B. Stahlbeton, stoßen hinsichtlich organischer Formen und Funktionalisierung schnell an ihre Grenzen. Darüber hinaus sind beim Stahlbeton aufgrund der Korrosionsneigung der Stahlbewehrung hohe Betonüberdeckungen gefordert, was der Umsetzung filigraner Bauweisen mit geringen Dicken entgegensteht (s. etwa [1], [2]). Daher ist die Erforschung von neuartigen Betonstrukturen mit Leichtbaueigenschaften unter Anwendung von textilen Bewehrungen seit einigen Jahren Gegenstand intensiver wissenschaftlicher Arbeiten, z. B. in den DFG-SFB 528 und 532, im BMBF-Vorhaben C³ und zahlreichen internationalen Projekten, z. B. [1], [3]–[5]). [Aus: Ausgangsfragen und Zielsetzung] / The architecture of the 21st century is characterized by free form finding, whereby saving resources in combination with functional integration are increasingly important for efficient construction methods. Classic materials, such as steel reinforced concrete, quickly reach their limits in terms of organic shapes and functionalization. In addition, due to the corrosion tendency of the steel reinforcement, high concrete coverings are required, which prevents the implementation of filigree construction methods with small thicknesses (see e.g. [1], [2]). Therefore, the research of new types of concrete structures with lightweight properties using textile reinforcement has been the subject of intensive scientific work for some years, e.g. DFG–SFB 528 and 532, BMBF project C³ and numerous international projects, e.g. [1], [3]–[5]). [Off: Initial questions and objectives]

Emissions from airport operations are of significant concern because of their potential impact on local air quality and human health. The currently limited scientific knowledge of aircraft emissions is an important issue worldwide, when considering air pollution associated with airport operation, and this is especially so for ultrafine particles. This limited knowledge is due to scientific complexities associated with measuring aircraft emissions during normal operations on the ground. In particular this type of research has required the development of novel sampling techniques which must take into account aircraft plume dispersion and dilution as well as the various particle dynamics that can affect the measurements of the aircraft engine plume from an operational aircraft. In order to address this scientific problem, a novel mobile emission measurement method called the Plume Capture and Analysis System (PCAS), was developed and tested. The PCAS permits the capture and analysis of aircraft exhaust during ground level operations including landing, taxiing, takeoff and idle. The PCAS uses a sampling bag to temporarily store a sample, providing sufficient time to utilize sensitive but slow instrumental techniques to be employed to measure gas and particle emissions simultaneously and to record detailed particle size distributions. The challenges in relation to the development of the technique include complexities associated with the assessment of the various particle loss and deposition mechanisms which are active during storage in the PCAS. Laboratory based assessment of the method showed that the bag sampling technique can be used to accurately measure particle emissions (e.g. particle number, mass and size distribution) from a moving aircraft or vehicle. Further assessment of the sensitivity of PCAS results to distance from the source and plume concentration was conducted in the airfield with taxiing aircraft. The results showed that the PCAS is a robust method capable of capturing the plume in only 10 seconds. The PCAS is able to account for aircraft plume dispersion and dilution at distances of 60 to 180 meters downwind of moving a aircraft along with particle deposition loss mechanisms during the measurements. Characterization of the plume in terms of particle number, mass (PM2.5), gaseous emissions and particle size distribution takes only 5 minutes allowing large numbers of tests to be completed in a short time. The results were broadly consistent and compared well with the available data. Comprehensive measurements and analyses of the aircraft plumes during various modes of the landing and takeoff (LTO) cycle (e.g. idle, taxi, landing and takeoff) were conducted at Brisbane Airport (BNE). Gaseous (NOx, CO2) emission factors, particle number and mass (PM2.5) emission factors and size distributions were determined for a range of Boeing and Airbus aircraft, as a function of aircraft type and engine thrust level. The scientific complexities including the analysis of the often multimodal particle size distributions to describe the contributions of different particle source processes during the various stages of aircraft operation were addressed through comprehensive data analysis and interpretation. The measurement results were used to develop an inventory of aircraft emissions at BNE, including all modes of the aircraft LTO cycle and ground running procedures (GRP). Measurements of the actual duration of aircraft activity in each mode of operation (time-in-mode) and compiling a comprehensive matrix of gas and particle emission rates as a function of aircraft type and engine thrust level for real world situations was crucial for developing the inventory. The significance of the resulting matrix of emission rates in this study lies in the estimate it provides of the annual particle emissions due to aircraft operations, especially in terms of particle number. In summary, this PhD thesis presents for the first time a comprehensive study of the particle and NOx emission factors and rates along with the particle size distributions from aircraft operations and provides a basis for estimating such emissions at other airports. This is a significant addition to the scientific knowledge in terms of particle emissions from aircraft operations, since the standard particle number emissions rates are not currently available for aircraft activities.

La Physique des Hautes Densités d’Énergies (HEDP) est caractérisée par desécoulements multi-matériaux fortement compressibles. Le domaine contenant l’écoulementsubit de grandes variations de taille et est le siège d’ondes de chocs et dedétente intenses. La représentation Lagrangienne est bien adaptée à la descriptionde ce type d’écoulements. Elle permet en effet une très bonne description deschocs ainsi qu’un suivit naturel des interfaces multi-matériaux et des surfaces libres.En particulier, les schémas Volumes Finis centrés Lagrangiens GLACE (GodunovtypeLAgrangian scheme Conservative for total Energy) et EUCCLHYD (ExplicitUnstructured Cell-Centered Lagrangian HYDrodynamics) ont prouvé leur efficacitépour la modélisation des équations de la dynamique des gaz ainsi que de l’élastoplasticité.Le travail de cette thèse s’inscrit dans la continuité des travaux de Maireet Nkonga [JCP, 2009] pour la modélisation de l’hydrodynamique et des travauxde Kluth et Després [JCP, 2010] pour l’hyperelasticité. Plus précisément, cettethèse propose le développement de méthodes robustes et précises pour l’extension3D du schéma EUCCLHYD avec une extension d’ordre deux basée sur les méthodesMUSCL (Monotonic Upstream-centered Scheme for Conservation Laws) et GRP(Generalized Riemann Problem). Une attention particulière est portée sur la préservationdes symétries et la monotonie des solutions. La robustesse et la précision duschéma seront validées sur de nombreux cas tests Lagrangiens dont l’extension 3Dest particulièrement difficile. / High Energy Density Physics (HEDP) flows are multi-material flows characterizedby strong shock waves and large changes in the domain shape due to rarefactionwaves. Numerical schemes based on the Lagrangian formalism are good candidatesto model this kind of flows since the computational grid follows the fluid motion.This provides accurate results around the shocks as well as a natural tracking ofmulti-material interfaces and free-surfaces. In particular, cell-centered Finite VolumeLagrangian schemes such as GLACE (Godunov-type LAgrangian scheme Conservativefor total Energy) and EUCCLHYD (Explicit Unstructured Cell-CenteredLagrangian HYDrodynamics) provide good results on both the modeling of gas dynamicsand elastic-plastic equations. The work produced during this PhD thesisis in continuity with the work of Maire and Nkonga [JCP, 2009] for the hydrodynamicpart and the work of Kluth and Després [JCP, 2010] for the hyperelasticitypart. More precisely, the aim of this thesis is to develop robust and accurate methodsfor the 3D extension of the EUCCLHYD scheme with a second-order extensionbased on MUSCL (Monotonic Upstream-centered Scheme for Conservation Laws)and GRP (Generalized Riemann Problem) procedures. A particular care is taken onthe preservation of symmetries and the monotonicity of the solutions. The schemerobustness and accuracy are assessed on numerous Lagrangian test cases for whichthe 3D extensions are very challenging.