The effect of thermal cycling on the shear bond strength of porcelain/Ti-6Al-4V interfaces

The aim of the study was to evaluate the effect of thermal cycling on the shear bond strength of the porcelain/Ti-6Al-4V interfaces prepared by two different processing routes and metallic surface conditions. Polished and SiO2 particle abraded Ti-6Al-4V alloy and Triceram bonder porcelain were used to produce the interfaces. Porcelain-to-metal specimens were processed by conventional furnace firing and hot pressing. Thermal cycling was performed in Fusayama's artificial saliva for 5000 cycles between 5 +/- 1 and 60 +/- 2 degrees C. After thermal cycling, shear bond tests were carried out by using a custom-made stainless steel apparatus. The results were analyzed using t-Student test and non-parametric Kruskal-Wallis test (p<0.01). Most of the polished-fired specimens were fractured during thermal cycling; thus, it was not possible to obtain the shear bond strength results for this group. Sandblasted-fired, polished-hot pressed, and sandblasted-hot pressed specimens presented the shear bond strength values of 76.2 +/- 15.9, 52.2 +/- 23.6, and 59.9 +/- 22.0 MPa, respectively. Statistical analysis indicated that thermal cycling affected the polished specimens processed by firing, whereas a significant difference was not observed on the other groups. (C) 2015 Elsevier Ltd. All rights reserved.

Influência de tratamentos termo-mecânicos na estrutura e microestrutura da liga Ti-10%pNi obtida por fusão a arco

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

First insight on the impact of an osteoblastic layer on the bio-tribocorrosion performance of Ti6Al4V hip implants

In uncemented Ti6Al4V hip implants, the bone-stem interface is subjected to cyclic loading motion driven by the daily activities of the patients, which may lead to the complete failure of the implant in the long term. It may also compromise the proliferation and differentiation processes of osteoblastic cells (bone-forming cells). The main objective of this work is to approach for the first time the role of these organic materials on the bio-tribocorrosion mechanisms of cultured Ti6Al4V alloys. The colonized materials with MG63 osteoblastic-like cells were characterized through cell viability/proliferation and enzymatic activity. Tribocorrosion tests were performed under a reciprocating sliding configuration and low contact pressure. Electrochemical techniques were used to measure the corrosion kinetics of the system, under free potential conditions. All tests were performed at a controlled atmosphere. The morphology and topography of the wear scar were evaluated. The results showed that the presence of an osteoblastic cell layer on the implant surface significantly influences the tribocorrosion behavior of Ti6Al4V alloy. It was concluded that the cellular material was able to form an extra protective layer that inhibits further wear degradation of the alloy and decreases its corrosion tendency.

Estudo da aplicação de mínima quantidade de fluido no fresamento de acabamento da liga Ti-6Al-4V

Pós-graduação em Engenharia Mecânica - FEG

Modificação de superfície da liga Ti6A14V para apliacação biomédica

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Neural models for predicting hole diameters in drilling processes

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Neural models for predicting hole diameters in drilling processes

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Efeito in vivo da deposição de filmes de DLC com e sem nanopartículas de prata sobre liga de titânio para utilização em próteses articulares

Pós-graduação em Biopatologia Bucal - ICT

Preload Evaluation of Different Screws in External Hexagon Joint

Purpose: This study compared the maintenance of tightening torque in different retention screw types of implant-supported crowns. Materials and Methods: Twelve metallic crowns in UCLA abutments cast with cobalt-chromium alloy were attached to external hexagon osseointegrated implants with different retention screws: group A: titanium alloy retention screw; group B: gold alloy retention screw with gold coating; group C: titanium alloy retention screw with diamond-like carbon film coating; and group D: titanium alloy retention screw with aluminum titanium nitride coating. Three detorque measurements were obtained after torque insertion in each replica. Data were evaluated by analysis of variance (ANOVA), Tukey's test (P < 0.05), and t test (P < 0.05). Results: Detorque value reduced in all groups (P < 0.05). Group A retained the highest percentage of torque in comparison with the other groups (P < 0.05). Groups B and D retained the lowest percentage of torque without statistically significant difference between them (P < 0.05). Conclusions: All screw types exhibited reduction in the detorque value. The titanium screw maintained the highest percentage of torque whereas the gold-coated screw and the titanium screw with aluminum titanium nitride coating retained the lowest percentage. (Implant Dent 2012;21:46-50)

Torque removal evaluation of prosthetic screws after tightening and loosening cycles: an in vitro study

Objectives: The aim of this study was to evaluate the variation in removal torque of implant prosthetic abutment screws after successive tightening and loosening cycles, in addition to evaluating the influence of the hexagon at the abutment base on screw removal torque. Material and methods: Twenty hexagonal abutments were tightened to 20 regular external hex implants with a titanium alloy screw, with an insertion torque of 32 N cm, measured with a digital torque gauge. The implant/abutment/screw assemblies were divided into two groups: ( 1) abutments without hexagon at the base and ( 2) abutments with a hexagon at the base. Each assembly received a provisional restoration and was submitted to mechanical loading cycles. After this, the screws were removed and the removal torque was measured. This sequence was repeated 10 times, then the screw was replaced by a new one, and another cycle was performed. Linear regression analysis was performed. Results: Removal torque values tended to decrease as the number of insertion/removal cycles increased, for both groups. Comparisons of the slopes and the intercepts between groups showed no statistical difference. There was no significant difference between the mean values of last five cycles and the 11th cycle. Within the limitations of this in vitro study, it was concluded that ( 1) repeated insertion/removal cycles promoted gradual reduction in removal torque of screws, ( 2) replacing the screw with a new one after 10 cycles did not increase resistance to loosening, and ( 3) removal of the hexagon from the abutment base had no effect on the removal torque of the screws.

Modellazione e simulazione di sistemi meccanici ad elevato numero di gradi di libertà mediante metodi non convenzionali e sistemi CAD

Recent developments in piston engine technology have increased performance in a very significant way. Diesel turbocharged/turbo compound engines, fuelled by jet fuels, have great performances. The focal point of this thesis is the transformation of the FIAT 1900 jtd diesel common rail engine for the installation on general aviation aircrafts like the CESSNA 172. All considerations about the diesel engine are supported by the studies that have taken place in the laboratories of the II Faculty of Engineering in Forlì. This work, mostly experimental, concerns the transformation of the automotive FIAT 1900 jtd – 4 cylinders – turbocharged – diesel common rail into an aircraft engine. The design philosophy of the aluminium alloy basement of the spark ignition engine have been transferred to the diesel version while the pistons and the head of the FIAT 1900 jtd are kept in the aircraft engine. Different solutions have been examined in this work. A first V 90° cylinders version that can develop up to 300 CV and whose weight is 30 kg, without auxiliaries and turbocharging group. The second version is a development of e original version of the diesel 1900 cc engine with an optimized crankshaft, that employ a special steel, 300M, and that is verified for the aircraft requirements. Another version with an augmented stroke and with a total displacement of 2500 cc has been examined; the result is a 30% engine heavier. The last version proposed is a 1600 cc diesel engine that work at 5000 rpm, with a reduced stroke and capable of more than 200 CV; it was inspired to the Yamaha R1 motorcycle engine. The diesel aircraft engine design keeps the bore of 82 mm, while the stroke is reduced to 64.6 mm, so the engine size is reduced along with weight. The basement weight, in GD AlSi 9 MgMn alloy, is 8,5 kg. Crankshaft, rods and accessories have been redesigned to comply to aircraft standards. The result is that the overall size is increased of only the 8% when referred to the Yamaha engine spark ignition version, while the basement weight increases of 53 %, even if the bore of the diesel version is 11% lager. The original FIAT 1900 jtd piston has been slightly modified with the combustion chamber reworked to the compression ratio of 15:1. The material adopted for the piston is the aluminium alloy A390.0-T5 commonly used in the automotive field. The piston weight is 0,5 kg for the diesel engine. The crankshaft is verified to torsional vibrations according to the Lloyd register of shipping requirements. The 300M special steel crankshaft total weight is of 14,5 kg. The result reached is a very small and light engine that may be certified for general aviation: the engine weight, without the supercharger, air inlet assembly, auxiliary generators and high pressure body, is 44,7 kg and the total engine weight, with enlightened HP pump body and the titanium alloy turbocharger is less than 100 kg, the total displacement is 1365 cm3 and the estimated output power is 220 CV. The direct conversion of automotive piston engine to aircrafts pays too huge weight penalties. In fact the main aircraft requirement is to optimize the power to weight ratio in order to obtain compact and fast engines for aeronautical use: this 1600 common rail diesel engine version demonstrates that these results can be reached.

BMP-2 liberated from biomimetic implant coatings induces and sustains direct ossification in an ectopic rat model

INTRODUCTION: Using a rat model, we evaluated the kinetics and histomorphometry of ectopic bone formation in association with biomimetic implant coatings containing BMP-2. MATERIALS AND METHODS: One experimental and three control groups were set up: titanium-alloy discs coated with a biomimetically co-precipitated layer of calcium phosphate and BMP-2 [1.7 microg per disc (incorporated-BMP group)]; uncoated discs (control); discs biomimetically coated with a layer of calcium phosphate alone (control); and discs biomimetically coated with a layer of calcium phosphate bearing superficially adsorbed BMP-2 [0.98 microg per disc (control)]. Discs (n = 6 per group) were implanted subcutaneously in rats and retrieved at 7-day intervals over a period of 5 weeks for kinetic, histomorphometrical, morphological and histochemical analyses. RESULTS: In the incorporated-BMP-2 group, osteogenic activity was first observed 2 weeks after implantation and thereafter continued unabated until the end of the monitoring period. The net weekly rates of bone formation per disc were 5.8 mm3 at 2 weeks and 3.64 mm3 at 5 weeks. The total volumes of bone formed per disc at these junctures were 5.8 mm3 and 10.3 mm3, respectively. Bone tissue, which was formed by a direct ossification mechanism, was deposited at distances of up to 340 microm from the implant surfaces. The biomimetic coatings were degraded gradually, initially by foreign body giant cells alone and then also by osteoclasts. Forty percent of the coating material (and thus presumably of the incorporated BMP-2) remained at the end of the monitoring period. Hence, 60% of the incorporated BMP-2 had been released. At this 5-week juncture, no bone tissue was associated with any of the control implants. CONCLUSION: BMP-2 incorporated into biomimetic calcium phosphate coatings is capable not only of inducing bone formation at an ectopic site in vivo but also of doing so with a very high potency at a low pharmacological level, and of sustaining this activity for a considerable period of time. The sustainment of osteogenic activity is of great clinical importance for the osseointegration of dental and orthopedic implants.

Bone morphogenetic protein 2 incorporated into biomimetic coatings retains its biological activity

We have previously shown that proteins can be incorporated into the latticework of calcium phosphate layers when biomimetically coprecipitated with the inorganic components, upon the surfaces of titanium-alloy implants. In the present study, we wished to ascertain whether recombinant human bone morphogenetic protein 2 (rhBMP-2) thus incorporated retained its bioactivity as an osteoinductive agent. Titanium alloy implants were coated biomimetically with a layer of calcium phosphate in the presence of different concentrations of rhBMP-2 (0.1-10 microg/mL). rhBMP-2 was successfully incorporated into the crystal latticework, as revealed by protein blot staining. rhBMP-2 was taken up by the calcium phosphate coatings in a dose-dependent manner, as determined by ELISA. Rat bone marrow stromal cells were grown directly on these coatings for 8 days. Their osteogenicity was then assessed quantitatively by monitoring alkaline phosphatase activity. This parameter increased as a function of rhBMP-2 concentrations within the coating medium. rhBMP-2 incorporated into calcium phosphate coatings was more potent in stimulating the alkaline phosphatase activity of the adhering cell layer than was the freely suspended drug in stimulating that of cell layers grown on a plastic substratum. This system may be of osteoinductive value in orthopedic and dental implant surgery.

Avaliação do processamento por atrito linear em chapas da liga de titânio Ti-6Al-4V.

Esta tese tem por objetivo a aplicação do processamento por atrito linear na liga de titânio Ti-6Al-4V. Derivado da solda por atrito linear, é um processo recente desenvolvido na década de 90 para união de alumínio. Sua aplicação em outros tipos de materiais como aços e ligas de alto desempenho, em especial o titânio, tem interessado a industria. A metodologia utilizada nesta tese para avaliar o processamento por atrito linear, consistiu na execução de ensaios mecânicos de tração em condições mistas em chapas da liga de titânio Ti-6Al-4V. A máquina utilizada para o processamento das chapas foi um centro de usinagem CNC convencional, adaptado com dispositivos especiais. Além dos ensaios de tração em condições mistas, foram executadas medições de microdurezas nas regiões atingidas pelo processo, avaliação das microestruturas resultantes e medições de tensão residual para uma caracterização mais ampla do processo. As microestruturas na região processada são caracterizadas por uma estrutura totalmente transformada. As temperaturas de pico na região processada excederam a temperatura -transus durante o processamento e a transformação da fase + ocorreu durante a fase de resfriamento. A transformação da fase para resultou na formação de agulhas de fase nos contornos e pelo interior dos grãos da fase . Pequenas regiões com estrutura equiaxial de grãos ( globular) foram observados na zona de processamento. A abordagem dos resultados quantitativos foi feita de forma estatística, visando identificar os parâmetros de maior interação com os resultados observados. Foi identificado nesta tese que a rotação da ferramenta apresentou a maior influência nos resultados de tensão residual, microdureza e tensão de escoamento. Uma importante contribuição à modelagem da tensão de escoamento para materiais anisotrópicos é proposta, baseado em um critério de escoamento ortotrópico. Equações complementares baseadas nos testes mistos de tração e cisalhamento são propostas para modificar o modelo ortotrópico. O intuito deste modelo é indicar em que condições o material tem seu regime de escoamento atingido, podendo servir de base para simulações práticas de peças em condições similares.

Sviluppo e applicazione di nuovi criteri per la verifica a fatica multiassiale di componenti strutturali in leghe di acciaio e alluminio

La presente Tesi ha per oggetto lo sviluppo e la validazione di nuovi criteri per la verifica a fatica multiassiale di componenti strutturali metallici . In particolare, i nuovi criteri formulati risultano applicabili a componenti metallici, soggetti ad un’ampia gamma di configurazioni di carico: carichi multiassiali variabili nel tempo, in modo ciclico e random, per alto e basso/medio numero di cicli di carico. Tali criteri costituiscono un utile strumento nell’ambito della valutazione della resistenza/vita a fatica di elementi strutturali metallici, essendo di semplice implementazione, e richiedendo tempi di calcolo piuttosto modesti. Nel primo Capitolo vengono presentate le problematiche relative alla fatica multiassiale, introducendo alcuni aspetti teorici utili a descrivere il meccanismo di danneggiamento a fatica (propagazione della fessura e frattura finale) di componenti strutturali metallici soggetti a carichi variabili nel tempo. Vengono poi presentati i diversi approcci disponibili in letteratura per la verifica a fatica multiassiale di tali componenti, con particolare attenzione all'approccio del piano critico. Infine, vengono definite le grandezze ingegneristiche correlate al piano critico, utilizzate nella progettazione a fatica in presenza di carichi multiassiali ciclici per alto e basso/medio numero di cicli di carico. Il secondo Capitolo è dedicato allo sviluppo di un nuovo criterio per la valutazione della resistenza a fatica di elementi strutturali metallici soggetti a carichi multiassiali ciclici e alto numero di cicli. Il criterio risulta basato sull'approccio del piano critico ed è formulato in termini di tensioni. Lo sviluppo del criterio viene affrontato intervenendo in modo significativo su una precedente formulazione proposta da Carpinteri e collaboratori nel 2011. In particolare, il primo intervento riguarda la determinazione della giacitura del piano critico: nuove espressioni dell'angolo che lega la giacitura del piano critico a quella del piano di frattura vengono implementate nell'algoritmo del criterio. Il secondo intervento è relativo alla definizione dell'ampiezza della tensione tangenziale e un nuovo metodo, noto come Prismatic Hull (PH) method (di Araújo e collaboratori), viene implementato nell'algoritmo. L'affidabilità del criterio viene poi verificata impiegando numerosi dati di prove sperimentali disponibili in letteratura. Nel terzo Capitolo viene proposto un criterio di nuova formulazione per la valutazione della vita a fatica di elementi strutturali metallici soggetti a carichi multiassiali ciclici e basso/medio numero di cicli. Il criterio risulta basato sull'approccio del piano critico, ed è formulato in termini di deformazioni. In particolare, la formulazione proposta trae spunto, come impostazione generale, dal criterio di fatica multiassiale in regime di alto numero di cicli discusso nel secondo Capitolo. Poiché in presenza di deformazioni plastiche significative (come quelle caratterizzanti la fatica per basso/medio numero di cicli di carico) è necessario conoscere il valore del coefficiente efficace di Poisson del materiale, vengono impiegate tre differenti strategie. In particolare, tale coefficiente viene calcolato sia per via analitica, che per via numerica, che impiegando un valore costante frequentemente adottato in letteratura. Successivamente, per validarne l'affidabilità vengono impiegati numerosi dati di prove sperimentali disponibili in letteratura; i risultati numerici sono ottenuti al variare del valore del coefficiente efficace di Poisson. Inoltre, al fine di considerare i significativi gradienti tensionali che si verificano in presenza di discontinuità geometriche, come gli intagli, il criterio viene anche esteso al caso dei componenti strutturali intagliati. Il criterio, riformulato implementando il concetto del volume di controllo proposto da Lazzarin e collaboratori, viene utilizzato per stimare la vita a fatica di provini con un severo intaglio a V, realizzati in lega di titanio grado 5. Il quarto Capitolo è rivolto allo sviluppo di un nuovo criterio per la valutazione del danno a fatica di elementi strutturali metallici soggetti a carichi multiassiali random e alto numero di cicli. Il criterio risulta basato sull'approccio del piano critico ed è formulato nel dominio della frequenza. Lo sviluppo del criterio viene affrontato intervenendo in modo significativo su una precedente formulazione proposta da Carpinteri e collaboratori nel 2014. In particolare, l’intervento riguarda la determinazione della giacitura del piano critico, e nuove espressioni dell'angolo che lega la giacitura del piano critico con quella del piano di frattura vengono implementate nell'algoritmo del criterio. Infine, l’affidabilità del criterio viene verificata impiegando numerosi dati di prove sperimentali disponibili in letteratura.