Depuis 2007, la société Sol-Solution avec le partenariat du laboratoire LaMI de l’Université Blaise Pascal de Clermont-Ferrand a entrepris des recherches pour étudier le comportement mécanique d’un ouvrage en sol renforcé par une structure alvéolaire M3S® et soumis à une sollicitation dynamique. Dans le cadre de ce travail de recherche, les sollicitations de type choc ont plus particulièrement été étudiées. Ce mémoire est structuré en 3 parties : la première partie rappelle les caractéristiques principales du comportement mécanique ainsi que les principes généraux de conception d’un ouvrage en sol renforcé par géotextiles M3S®. Une étude bibliographique s’intéresse ensuite à la caractérisation des 3 sollicitations dynamiques retenues (séisme, explosion, choc) et aux méthodes existantes permettant leur prise en compte dans la conception d’ouvrage ; la seconde partie présente l’approche numérique préliminaire qui a conduit au développement de deux modèles numériques d’impacts sur des structures en sol renforcé par géocellulaires. Les résultats ont permis d’identifier les paramètres mécaniques les plus influents des différents matériaux constitutifs ; la dernière partie s’appuie sur les résultats précédents ainsi que sur les lois de similitudes pour concevoir une expérimentation d’un impact sur deux massifs alvéolaires à échelle géométrique 1/10e. L’influence sur la réponse de deux types de renforcement au comportement mécanique différent a été étudiée. Les résultats expérimentaux ont ensuite permis un développement des deux modèles numériques préliminaires. Enfin, les perspectives d’utilisation de cet outil numérique ainsi que les applications industrielles sont présentées. / Since 2007, Sol Solution company with the help of the Clermont-Ferrand Blaise Pascal University’s LaMI laboratory, performed a study on the mechanical behaviour under dynamic load of a structure reinforced by the M3S (c) geocell system. In the context of that PhD, impact solicitations have been studied. This memory is divided in three parts : First part focuses on the main mechanical behaviour characteristics and general rules of reinforced soil with M3S(c) geocells design. Then, the bibliographical approach focuses on the 3 dynamic loads chosen (seism, blast, impact) and on the way they are taking in account on work design ; Second part shows the preliminary numerical approach which lead to the development of two numerical impact model on soil reinforced geocell structure. Results allows us to identify the most influent mechanical parameters of the different materials ; Last part groups numerical and similitude laws that allow to design a 1/10th low-scale impact experiment on two structures. Two different reinforcement were tested, plastic and paper. Experimental results allowed to improve two preliminary numerical models. Finally, discussion about that numerical tool and engineering applications are performed.

Sabe-se que à inevitÃvel a ocorrÃncia de acidentes de trÃnsito em rodovias, onde centenas de milhares de veÃculos transitam a cada dia e que, alÃm de gerarem fatalidades, geram danos materiais, fÃsicos e morais Ãs pessoas envolvidas. Quando os acidentes envolvem colisÃes com um poste de distribuiÃÃo de energia elÃtrica, estes sÃo responsÃveis por deixar, em mÃdia, cinco mil residÃncias sem fornecimento de energia de forma imediata. Nestes casos, essa interrupÃÃo no fornecimento pode durar atà quatro horas para os moradores prÃximos ao local da colisÃo devido ao trabalho de substituiÃÃo, bem como gerar altos custos com a reposiÃÃo dos postes. Portanto, faz-se necessÃrio o estudo de um sistema de defensa de postes visando à proteÃÃo destes, bem como salvaguardar os motoristas de veÃculos em caso de colisÃo. O objetivo deste trabalho consiste em avaliar o comportamento do poste e do sistema poste-defensa devido ao choque de veÃculos. Para tanto, sÃo realizadas duas anÃlises paramÃtricas. A primeira consiste na anÃlise modal numÃrica a fim de se determinar a influÃncia de componentes tais como cabos e defensas nos parÃmetros naturais do poste. A segunda consiste na anÃlise transiente paramÃtrica do poste e do conjunto poste-defensa. Neste caso, sÃo variadas a massa do veÃculo, sua velocidade e o tempo de impacto. Estas anÃlises sÃo realizadas no programa comercial, baseado no MÃtodo dos Elementos Finitos, SAP2000 V.14.0. A histÃria no tempo do deslocamento da extremidade livre do poste à comparada entre os diversos modelos, bem como com os resultados das amplitudes das cargas dinÃmicas aplicadas de forma estÃtica. Dos resultados observa-se que a defensa cumpre seu papel diminuindo a possibilidade de colapso devido aumentar as frequÃncias naturais e afastando-as das frequÃncias de excitaÃÃo das cargas de impacto. Da anÃlise transiente conclui-se que a defensa aumenta a rigidez do sistema reduzindo os deslocamentos. / It is known that is inevitable the incidence of traffic accidents in highways, where hundreds of thousands of vehicles pass daily. These accidents can cause material damages, physical and moral injuries to involved persons, besides fatalities. When collisions are into an electric distribution pole, these are responsible by five thousand residences without electric power immediately. In this case, the stop in supplying can take four hours to residents who live close to accident site due to replacement work, as well as to generating high costs to replace the poles. So, it is necessary to study a system that protects the pole, as well as safeguards the vehicles drivers in case of collision. The objective of this work is to evaluate the behavior of pole and of system pole-defence due to the vehicles shock. Two parametric analyses are carried out. The first one is the numerical modal analysis in order to determine the influence of components like cables and defence in the pole natural parameters. The second one is the transient parametric analysis of pole and of pole-defence system. In this case, the vehicle mass and his impact time are varied. These analyses are executed in the commercial program based on the Finite Elements Method, SAP2000 V.14.0. The displacement history of pole free end is compared between the several models, as well as with the results obtained when the dynamic load maximum value is applied statically. From results it is noticed that defence carries out his paper reducing the possibility of collapse due to increasing the natural frequencies and making away from excitation frequencies of impact loads. From transient analysis it is concluded that defence raises the rigidity of the system by reducing the displacements.

In recent years, response analysis of complex structures under impact loads has attracted a great deal of attention. For example, a collision or an accident that produces impact loads that exceed the design load can cause severe damage on the structural components. Although the AASHTO specification is used for impact-resistant bridge design, it has many limitations. The AASHTO specification does not incorporate complex and uncertain factors. Thus, a well-designed structure that can survive a collision under specific conditions in one region may be severely damaged if it were impacted by a different vessel, or if it were located elsewhere with different in-situ conditions. With these limitations in mind, we propose different solutions that use smart control technology to mitigate impact hazard on structures. However, it is challenging to develop an accurate mathematical model of the integrated structure-smart control systems. The reason is due to the complicated nonlinear behavior of the integrated nonlinear systems and uncertainties of high impact forces. In this context, novel algorithms are developed for identification, control and monitoring of nonlinear responses of smart structures under high impact forces. To evaluate the proposed approaches, a smart aluminum and two smart reinforced concrete beam structures were designed, manufactured, and tested in the High Impact Engineering Laboratory of Civil and Environmental Engineering at WPI. High-speed impact force and structural responses such as strain, deflection and acceleration were measured in the experimental tests. It has been demonstrated from the analytical and experimental study that: 1) the proposed system identification model predicts nonlinear behavior of smart structures under a variety of high impact forces, 2) the developed structural health monitoring algorithm is effective in identifying damage in time-varying nonlinear dynamic systems under ambient excitations, and 3) the proposed controller is effective in mitigating high impact responses of the smart structures.

The magnitudes and relative pressure distributions transmitted to the crosstie-ballast interface of railroad track significantly influences the subsequent behavior and performance of the overall track structure. If the track structure is not properly designed to distribute the heavy-axle loads of freight cars and locomotives, deficiencies and inherent failures of the crossties, ballast, or underlying support layers can occur, requiring substantial and frequent maintenance activities to achieve requisite track geometrical standards. Incorporating an understanding of the pressure distribution at the crosstie-ballast interface, appropriate designs can be applied to adequately provide a high performing and long-lasting railroad track. Although this can be considered a simple concept, the magnitudes and distributions of pressures at the crosstie-ballast interface have historically proven to be difficult to quantifiably measure and assess over the years. This document describes the development and application of a method to measure average railroad track crosstie-ballast interfacial pressures using timber crossties and pressure cells specifically designed for granular materials. A procedure was specifically developed for recessing the cells in the bottoms of timber crossties. The validity of the test method was initially verified with a series of laboratory tests. These tests used controlled loads applied to sections of trackbed constructed in specifically designed resilient frames. The prototype trackbed section was intended to simulate typical in-track loading conditions and ballast response. Cells were subsequently installed at a test site on an NS Railway well-maintained mainline just east of Knoxville, TN. Six successive crossties were fitted with pressure cells at the ballast interface below the rail seat. Pressure cells were also installed at the center of two crossties where the ballast is typically not tamped or consolidated. Trackbed pressures at the crosstie-ballast interface were periodically measured for numerous revenue freight trains during a period of twenty-one months. After raising and surfacing the track, the ballast was permitted to further consolidate under normal train traffic before again measuring pressures. Having the ballast tightly and uniformly compacted under crossties is important to ensuring representative and reproducible pressure measurements. Measured maximum pressures under the rail at the crosstie-ballast interface ranged from 20 to 30 psi (140 to 210 kPa) for locomotives and loaded freight cars with smooth wheels producing negligible wheel/rail impacts. Crosstie-ballast interface pressures were typically 3 psi (20 kPa) maximum for empty freight cars with smooth wheels. Heavily loaded articulated intermodal car pressures for shared trucks tended to reach nearly 40 psi (280 kPa), actually higher than locomotive-produced pressures. The recorded pressures under the center of the ties were normally negligible, less than 1 psi (7 kPa) for locomotives and loaded freight cars. Wheel-Rail force parameters measured by nearby wheel-impact load detectors (WILD) were compared to crosstie-ballast pressure data for the same trains traversing the test site. Increases in peak WILD forces, either due to heavier wheel loads or increased impacts, were determined to relate favorably to increases in recorded trackbed pressures with a power relationship. The ratios between the peak and nominal wheel forces and trackbed pressures also have strong relationships.

[pt] Este trabalho tem como objetivo estudar a resistência de um sistema de ancoragem composto de pinos com cabeça embutidos no concreto, quando submetidos a cargas de impacto. A variável adotada foi a taxa de carregamento cujos valores mínimo e máximo foram 0,015 kN/s (estático) e 54.885 kN/s, respectivamente. O sistema de ancoragem foi projetado de forma que a ruptura fosse governada pelo arrancamento do cone de ruptura. Foram ensaiados onze blocos de concreto com um pino embutido no concreto, sujeitos a diferentes taxas de aplicação de carga. Foram também ensaiados quinze corpos-de-prova de concreto à compressão diametral e nove pinos à tração, também sujeitos a diferentes taxas de aplicação de carga. O objetivo desses ensaios foi verificar a influência da taxa de carregamento sobre as resistências dos materiais - concreto e aço - que participam do sistema de ancoragem. Os resultados mostraram que a área da superfície e a inclinação do cone de ruptura não sofrem grandes alterações. A carga de ruptura do cone de concreto cresce com a taxa de carregamento, e que esse crescimento pode ser descrito por uma função logarítmica. O mesmo foi observado para a resistência à tração do concreto por compressão diametral e para os pinos. / [en] This work investigates the strength of a concrete anchor system constituted of headed studs embedded in concrete subjected to impact tension load. The main variable was the loading rate which varied from a minimum of 0,015 kN/s (static) to a maximum of 54885 kN/s. The anchor system was designed so that the failure was governed by concrete cone breakout. Eleven concrete blocks with a single headed stud were tested under different loading rates. In addition, fifteen concrete cylinders subjected to compression along a diameter (split cylinder test) and nine headed studs subjected to tension were tested under different loading rates in order to investigate the effects of the loading rate on the strength of concrete and steel separately. The results showed that the area and the angle of the concrete cone were not affected by the loading rate. The failure load of the concrete cone increases as the loading rate increases and this phenomenon can be described by a logarithmic function. The concrete split tensile strength and the steel tensile strength also increase as the loading rate increases.

No description available.

Mobile Miner 40V is a machine used for rock excavation and developed by Epiroc. This machine is equipped with a large cutter wheel to perform the excavation. After a test run, some surfaces associated with bearings within the cutter wheel were found to be damaged due to scuffing - severe sliding wear. There is a static load applied to the surfaces due to gravity. However, the reason for this damaged issue was believed that there is a large dynamic load applied to the surfaces during the excavation. This dynamic load was not found in a previous FE model used to verify safety issues. Therefore, a new FE model that is more in line with reality, and a failure analysis were required. Additionally, a feasibility study for a cutter wheel with a larger dimension was also needed since a larger cutter wheel is desirable. Firstly, wear mechanisms were reviewed, and some theories were chosen to analyze the damaged issue. Since it was unknown whether the surfaces were well-lubricated or not, both cases were investigated. The Archard wear equation was used to analyze the poor-lubricated situation, while the lubrication number and the Reynolds equation were used to analyze the well-lubricated case. Secondly, contact mechanisms between the surfaces were also investigated. The investigation of the contact mechanisms involved several theories, such as the Hertzian contact theory and the impact load factor. Besides these theoretical analyses, a numerical analysis was performed. Lastly, a new FE model was established in Ansys. Both the cutter wheel which was subjected to scuffing(existing cutter wheel), and the cutter wheel with a larger dimension(larger cutter wheel) were analyzed by the use of the new FE model. The maximum and minimum wear rates obtained by the Archard wear equation are approximately 1.9・10-2mm3/m and 4.8・10-3mm3/m, which are considered as a completely unacceptable level in engineering applications. The maximum and minimum critical loads obtained by the Reynold equation are approximately 1.8kN and 24.8kN, which both are larger than the static load applied to the surfaces. The maximum and minimum critical mean contact pressures obtained by the lubrication number are approximately 65MPa and 240MPa, which both are larger than the mean contact pressure generated by the static load. No evidence shows that there is a large dynamic load applied to the surfaces during the excavation. The largest possible contact pressure on the bearings in the existing cutter wheel is very close to the limit of severely damaged. The largest possible contact pressure on the bearings in the larger cutter wheel is believed to exceed the limit of severely damaged. The previous assumption that the surfaces were damaged due to a large dynamic load was wrong. The obtained results support that the surfaces were only subjected to a static load and were damaged due to inadequate lubrication. The existing cutter wheel is operated safely with the current load cases. However, the forward thrust force is suggested to decrease when the cutting angle is large. There is a high risk if the larger cutter wheel is operated with the current load cases.

This study focuses on the reliability of railway track in the relation with high loads resulted from wheel damages, where higher (dynamic) vertical wheel loads are expected from trains with damaged wheels. The Swedish Transport Administration (Trafikverket) has monitored and recorded data of rail defects and breaks. This data is important for the risk evaluation and management process, in order to obtain a balance between the maintenance costs and availability and quality of service for the railway transportation. To detect wheel damages in advance, Wheel Impact Loads (WIL) are measured and recorded by Wheel Impact Load Detectors (WILD), which are installed along the Swedish railway network, currently at 29 locations. Additionally, to detect defects and breakages in rails, Ultrasonic Testing (UT) is a common non-destructive testing method used by Trafikverket. In this project, a case study is conducted to examine statistically the frequency of rail defects and rail breaks after trains with high WILs, which exceed 350 kN, continued to operate in a defined area during the winter of 2019/20 at Bodsjön. The case study compares the data of WILD at Bodsjön and UT of the nearby track sections, 211 and 212, over a period of five years, from 2016 to 2020. Rail reliability levels are examined based on the absolute frequencies of rail defects detected by UT and the normalised ones per kilometre of UT-checked track, as well as the severity levels of those rail defects. The severity levels are denoted from the highest to the lowest, as 1a/ 1v/ 1m, 2b and 3i, based on the derailment risks and the priority of maintenance. It is observed that the extremely high WILs in the winter 2019/2020 has coincided with the more severe rail defects found by the following UT in 2020. Furthermore, the dominant rail defect type is found as squats. By studying the frequency of squats and their locations along the defined track sections, it is shown that there is a similar trend in the frequencies of squats and the high WILs. While, the effect of the high WILs’ magnitudes onto the occurrence of squats is undefined. However, the correlation between the frequencies and magnitudes of high WILs and the rail reliability levels could not be determined from this case study due to the limitations in the data collections. The current way of data collections for WILs, wheel damage types and rail defects are discussed for future works. Lastly, the statistics shows that the level of rail reliability of the area defined in the case study is considered as acceptable, considering the recent national levels that have been reported in the annual reports on rail defects. This gives the basis for the possibility of reviewing the permissible power level and proposing a new alert limit value of WIL. Nevertheless, considering the recommendation of The International Union of Railways (UIC) for the international railway sections, the implementation of the increased alert limit of WIL shall be examined carefully, with a future pilot study in railway sections that are not used for international traffic. / Denna studie fokuserar på tillförlitligheten för järnvägsspår i samband med höga laster som orsakas av hjulskador, där högre (dynamiska) vertikala hjullaster förväntas från tåg med skadade hjul. Trafikverket har övervakat och registrerat data om järnvägsfel och avbrott. Dessa uppgifter är viktiga för riskutvärderingen och hanteringsprocessen för att få en balans mellan underhållskostnader och tillgänglighet och kvalitet på järnvägstransportens kvalitet. För att upptäcka hjulskador i förväg, mäts och registreras Wheel Impact Loads (WIL) av Wheel Impact Load Detectors (WILD), som är installerade längs det svenska järnvägsnätet, för närvarande på 29 platser. För att upptäcka defekter och brott i skenor är Ultrasonic Testing (UT) en vanlig icke-destruktiv testmetod som används av Trafikverket.I det här projektet, genomförs en fallstudie för att statistiskt undersöka frekvensen av järnvägsdefekter och rälsavbrott efter tåg med höga WILs, som överstiger 350 kN, fortsatte att köra i ett definierat område under vintern 2019/20 vid Bodsjön. Fallstudien jämför data från WILD vid Bodsjön och UT för de närliggande spåravsnitten, 211 och 212, under en period på fem år, från 2016 till 2020. Järnvägssäkerhetsnivåer undersöks baserat på de absoluta frekvenserna av järnvägsdefekter som upptäcks av UT och de normaliserade per kilometer UT-kontrollerat spår, liksom svårighetsgraden av dessa järnvägsdefekter. Svårighetsgraderna anges från det högsta till det lägsta, som 1a/ 1v/ 1m, 2b och 3i, baserat på urspårningsriskerna och underhållets prioritet.Det observeras att de extremt höga WILs under vintern 2019/2020 har sammanfallit med de allvarligare järnvägsdefekterna som hittades av följande UT år 2020. Vidare återfinns den dominerande järnvägstypstypen som knäböj. Genom att studera frekvensen av knäböj och deras platser längs ett definierat spåravsnitt, visas det att det finns en liknande trend i frekvenserna för knäböj och de höga WILs. Medan effekten av de höga WILs storheter på förekomsten av knäböj är odefinierad. Korrelationen mellan frekvenserna och storheterna för höga WILs och järnvägssäkerhetsnivåerna kunde dock inte fastställas från denna fallstudie på grund av begränsningarna i datasamlingarna. Det nuvarande sättet för datainsamling för WILs, hjulskadetyper och järnvägsdefekter diskuteras för framtida arbeten.Slutligen visar statistiken att nivån på järnvägstillförlitlighet för det område som definieras i fallstudien anses vara acceptabel, med tanke på de senaste nationella nivåerna som har rapporterats i de årliga rapporterna om järnvägsdefekter. Detta ger grunden för möjligheten att granska den tillåtna effektnivån och föreslå ett nytt varningsgränsvärde för WIL. Med tanke på rekommendationen från The International Union of Railways (UIC) för de internationella järnvägssektionerna, ska genomförandet av den ökade varningsgränsen för WIL undersökas noggrant, med en framtida pilotstudie i järnvägssektioner som inte används för internationell trafik.

In der vorliegenden Arbeit werden Holzwerkstoffe im statischen Biegeversuch und im Schlagbiegeversuch vergleichend geprüft. Ausgewählte Holzwerkstoffe werden thermisch geschädigt, zudem wird eine relevante Kerbgeometrie geprüft. Ziel der Untersuchungen ist die Eignung verschiedenartiger Werkstoffe für den Einsatz in sicherheitsrelevanten Anwendungen mit Schlagbelastungen zu prüfen. Hierzu werden zunächst die Grundlagen der instrumentierten Schlagprüfung und der Holzwerkstoffe erarbeitet. Der Stand der Technik wird dargelegt und bereits durchgeführte Studien werden analysiert. Darauf aufbauend wird eine eigene Prüfeinrichtung zur zeitlich hoch aufgelösten Kraft-Beschleunigungs-Messung beim Schlagversuch entwickelt. Diese wird anhand verschiedener Methoden auf ihre Eignung und die Messwerte auf Plausibilität geprüft. Darüber hinaus wird ein statistisches Verfahren zur Überprüfung auf ausreichende Stichprobengröße entwickelt und auf die durchgeführten Messungen angewendet. Anhand der unter statischer und schlagartiger Biegebeanspruchung ermittelten charakteristischen Größen, wird ein Klassenmodell zum Werkstoffvergleich und zur Werkstoffauswahl vorgeschlagen. Dieses umfasst integral die mechanische Leistungsfähigkeit der geprüften Holzwerkstoffe und ist für weitere Holzwerkstoffe anwendbar. Abschließend wird, aufbauend auf den gewonnenen Erkenntnissen, ein Konzept für die Bauteilprüfung unter Schlagbelastung für weiterführende Untersuchungen vorgeschlagen. / In the present work wood-based materials are compared under static bending load and impact bending load. Several thermal stress conditions are applied to selected materials, furthermore one relevant notch geometry is tested. The objective of these tests is to investigate the suitability of distinct wood materials for security relevant applications with the occurrence of impact loads. For this purpose the basics of instrumented impact testing and wood-based materials are acquired. The state of the technology and a comprehensive analysis of original studies are subsequently presented. On this basis an own impact pendulum was developed to allow force-acceleration measurement with high sample rates. The apparatus is validated by several methods and the achieved signals are tested for plausibility. A general approach of testing for adequate sample size is implemented and applied to the tested samples. Based on the characteristic values of the static bending and impact bending tests a classification model for material selection and comparison is proposed. The classification model is an integral approach for mechanical performance assessment of wood-based materials. In conclusion a method for impact testing of components (in future studies) is introduced.

A ce jour il n'est toujours pas possible de prédire avec exactitude le phénomène d'érosion par cavitation. La raison principale est qu'il est difficile de caractériser l'agressivité de l'écoulement. Cette thèse propose d'utiliser une méthode inverse pour estimer l'agressivité de l'écoulement à partir de l'observation des cratères (pits) imprimées sur la surface dans les premiers instants de l'érosion de cavitation. Trois matériaux ont été testés dans la veine d'écoulement PREVERO disponible au LEGI de Grenoble dans les mêmes conditions expérimentales. La géométrie des pits laissés sur la surface est précisément mesurée à l'aide d'une méthode systématique permettant de s'affranchir de l'effet de rugosité. Supposant que chaque pit a été généré par une bulle unique dont le champ de pression est assimilé à une forme Gaussienne, des calculs par éléments finis permettent d'estimer le chargement qui a créé l'empreinte résiduelle. On montre que la distribution des chargements suit une loi universelle indépendante du matériau testé; le matériau le plus tendre (alliage d'aluminium) mesurant les plus faibles impacts tandis que le matériau le plus résistant (Acier inoxydable) donne accès aux plus grandes pressions d'impact. On en conclu que le matériau peut être utilisé comme capteur de pression mesurant le niveau d'agressivité de l'écoulement. La méthode inverse repose sur une caractérisation mécanique des matériaux prenant en compte la sensibilité de la contrainte à la vitesse de déformation. On montre que les essais de nanoindentation sont mieux adaptés que les essais de compression pour déterminer les paramètres de la loi de comportement, notamment pour l'alliage d'aluminium pour lequel la microstructure est très hétérogène. Des essais de compression à haute vitesse par barres de Hopkinson complètent la loi de comportement en donnant la sensibilité à la vitesse de déformation. Des simulations prenant en compte la dynamique du chargement montrent que des impacts de fort amplitude mais appliqués sur un temps court ne laissent pas d'empreinte résiduelle si la fréquence est plus élevée que la fréquence naturelle du matériau assimilé à un oscillateur amorti. Un mécanisme d'accumulation dynamique de la déformation plastique pouvant conduire à la rupture par fatigue est proposé. Finalement, la courbe de perte de masse est simulée en appliquant aléatoirement sur un maillage 3D, la population d'impacts estimée par la méthode inverse. / Numerical prediction of cavitation erosion requires the knowledge of flow aggressiveness, both of which have been challenging issues till-date. This thesis proposes to use an inverse method to estimate the aggressiveness of the flow from the observation of the pits printed on the surface in the first moments of the cavitation erosion. Three materials were tested in the same experimental conditions in the cavitation tunnel PREVERO available LEGI Grenoble. The geometry of the pits left on the surface is precisely measured using a systematic method to overcome the roughness effect. Assuming that each pit was generated by a single bubble collapse whose pressure field is treated as a Gaussian shape, finite element calculations are run for estimating the load that created each residual imprint. It is shown that the load distribution falls on a master curve independent of the tested material; the softer material (aluminum alloy) measuring the lowest impacts while the most resistant material (duplex stainless steel) provides access to the largest impact pressures. It is concluded that the material can be used as a pressure sensor measuring the level of aggressiveness of the flow. The inverse method is based on a material characterization taking into account strain rate effects. It is shown that nanoindentation tests are more suitable than compression tests to determine the parameters of the behavior law, particularly for the aluminum alloy for which the microstructure is very heterogeneous. High-speed compression tests with split Hopkinson pressure bars complement the constitutive law giving the sensitivity to the strain rate. Simulations considering the dynamic loading show that impacts of strong amplitude but applied in a short time do not leave any residual pit if the frequency is higher than the natural frequency of the material treated as a damped oscillator. A dynamic mechanism of plastic strain accumulation that could eventually lead to fatigue failure is proposed. Finally, the mass loss curve of cavitation erosion is simulated by applying randomly on a 3D mesh, the impact force population estimated by the inverse method.