High-resolution TEM characterization of ZnO core-shell nanowires for dye-sensitized solar cells

Recently ZnO nanowire films have been used in very promising and inexpensive dye-sensitized solar cells (DSSC). It was found that the performance of the devices can be enhanced by functionalising the nanowires with a thin metal oxide coating. This nm-scale shell is believed to tailor the electronic structure of the nanowire, and help the absorption of the dye. Core-shell ZnO nanowire structures are synthesised at low temperature (below 120°C) by consecutive hydrothermal growth steps. Different materials are investigated for the coating, including Mg, Al, Cs and Zr oxides. High resolution TEM is used to characterise the quality of both the nanowire core and the shell, and to monitor the thickness and the degree of crystallisation of the oxide coating. The interface between the nanowire core and the outer shell is investigated in order to understand the adhesion of the coating, and give valuable feedback for the synthesis process. Nanowire films are packaged into dye-sensitised solar cell prototypes; samples coated with ZrO2 and MgO show the largest enhancement in the photocurrent and open-circuit voltage and look very promising for further improvement. © 2010 IOP Publishing Ltd.

Sources of variability in the free-ball micro-scale abrasion test

In the 'free-ball' version of the micro-scale abrasion or ball-cratering test the rotating ball rests against a tilted sample and a grooved drive shaft. Tests under nominally identical conditions with different apparatus commonly show small but significant differences in measured wear rate. An indirect method has been developed and demonstrated for continuous on-line measurement of the coefficient of friction in the free-ball test. Experimental investigation of the effects of sample tilt angle and drive shaft groove width shows that both these factors influence the stability of the rotation of the ball, and the shape of the abrasive slurry pool, which in turn affect the coefficient of friction in the wear scar area and the measured wear rate. It is suggested that in order to improve the reproducibility of this method the geometry of the apparatus should be specified. For the apparatus used in this work with a steel ball of 25 mm diameter, a sample tilt angle of 60-75° and a shaft groove width of about 10mm provided the most stable ball motion and a wear rate which showed least variability. © 2004 Elsevier B.V. All rights reserved.

Shifting atomic patterns: on the origin of the different atomic-scale patterns of graphite as observed using scanning tunnelling microscopy.

We present an in-depth study of the myriad atomically resolved patterns observed on graphite using the scanning tunnelling microscope (STM) over the past three decades. Through the use of highly resolved atomic resolution images, we demonstrate how the interactions between the different graphene layers comprising graphite affect the local surface atomic charge density and its resulting symmetry orientation, with particular emphasis on interactions that are thermodynamically unstable. Moreover, the interlayer graphene coupling is controlled experimentally by varying the tip-surface interaction, leading to associated changes in the atomic patterns. The images are corroborated by first-principles calculations, further validating our claim that surface graphene displacement, coming both from lateral and vertical displacement of the top graphene layer, forms the basis of the rich variety of atomic patterns observed in STM experiments on graphite.

Comparison of les to LDA and PIV measurements of a small scale high speed coflowing jet

Measurements and predictions are made of a short cowl co-flowing jet with a bypass ratio of 8:1. The Reynolds number for computations and measurements are matched at 300,000 and the Mach numbers representative of realistic jet conditions with core and co flow velocities of 240m/s and 216m/s respectively. The low Reynolds number of the measurements makes the case well suited to the assessment of large eddy resolving computational strategies. Also, the nozzle concentricity was carefully controlled to deal with the emerging metastability issues of jets with coflow. Measurements of mean quantities and turbulence statistics are made using both two dimensional coincident LDA and PIV systems. The computational simulations are completed on a modest 12×106 mesh. The simulation is now being run on a 50×106 mesh using hybrid RANSNLES (Numerical Large Eddy Simulation). Close to the nozzle wall a k-l RANS model is used. For an axisymmetric jet, comparison is made between simulations which use NLES, RANSNLES and also a simple imposed velocity profile where the nozzle is not modeled. The use of a near wall RANS model is shown to be beneficial. When compared with the measurements the NLES results are encouraging. Copyright © 2008 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.

Multi-scale modelling of granular avalanches

Avalanches, debris flows, and landslides are geophysical hazards, which involve rapid mass movement of granular solids, water and air as a single-phase system. The dynamics of a granular flow involve at least three distinct scales: the micro-scale, meso-scale, and the macro-scale. This study aims to understand the ability of continuum models to capture the micro-mechanics of dry granular collapse. Material Point Method (MPM), a hybrid Lagrangian and Eulerian approach, with Mohr-Coulomb failure criterion is used to describe the continuum behaviour of granular column collapse, while the micromechanics is captured using Discrete Element Method (DEM) with tangential contact force model. The run-out profile predicted by the continuum simulations matches with DEM simulations for columns with small aspect ratios ('h/r' < 2), however MPM predicts larger run-out distances for columns with higher aspect ratios ('h/r' > 2). Energy evolution studies in DEM simulations reveal higher collisional dissipation in the initial free-fall regime for tall columns. The lack of a collisional energy dissipation mechanism in MPM simulations results in larger run-out distances. Micro-structural effects, such as shear band formations, were observed both in DEM and MPM simulations. A sliding flow regime is observed above the distinct passive zone at the core of the column. Velocity profiles obtained from both the scales are compared to understand the reason for a slow flow run-out mobilization in MPM simulations. © 2013 AIP Publishing LLC.

The low velocity impact response of sandwich beams with a corrugated core or a Y-frame core

The low speed impact responses of simply-supported and clamped sandwich beams with corrugated and Y-frame cores have been measured in a drop-weight apparatus at 5 m s-1. The AISI 304 stainless steel sandwich beams comprised two identical face sheets and represented 1:20 scale versions of ship hull designs. No significant rate effects were observed at impact speeds representative of ship collisions: the drop-weight responses were comparable to the ones measured quasi-statically. Moreover, the corrugated and Y-frame core beams had similar performances. Three-dimensional finite element (FE) models simulated the experiments and were in good agreement with the measurements. The simulations demonstrated correctly that the sandwich beams collapsed by core indentation under both quasi-static loading and in the drop-weight experiments. These FE models were then used to investigate the sensitivity of impact response to (i) velocity, over a wider range of velocities than achievable with the drop-weight apparatus, and (ii) the presence of the back face sheet. The dynamic responses of sandwich beams with both front and back face sheets were found to be within 20% of the quasi-static responses for speeds less than approximately 5 m s-1. This suggests that quasi-static considerations are adequate to model the collision of a sandwich ship hull. By contrast, beams without a back face collapsed by Brazier buckling under quasi-static loading conditions, and by core indentation at a loading velocity of 5 m s-1. Thus, dynamic considerations are needed in ship hull designs that do not employ a back face. © 2014 Elsevier Ltd. All rights reserved.