Potential applications of shape memory alloys in seismic retrofitting of exterior RC beam-column joints

Shape memory alloys (SMAs) have the ability to undergo large deformations with minimum residual strain and also the extraordinary ability to undergo reversible hysteretic shape change known as the shape memory effect. The shape memory effect of these alloys can be utilised to develop a convenient way of actively confine concrete sections to improve their shear strength, flexural ductility and ultimate strain. Most of the previous work on active confinement of concrete using SMA has been carried out on circular sections. In this study retrofitting strategies for active confinement of non-circular sections have been proposed. The proposed schemes presented in this paper are conceived with an aim to seismically retrofit beam-column joints in non-seismically designed reinforced concrete buildings. SMAs are complex materials and their material behaviour depends on number of parameters. Depending upon the alloying elements, SMAs exhibit different behaviour in different conditions and are highly sensitive to variation in temperature, phase in which it is used, loading pattern, strain rate and pre-strain conditions. Therefore, a detailed discussion on the behaviour of SMAs under different thermo-mechanical conditions is presented first.

Modeling of titanium alloys by using artificial neural networks

Titanium alloy exhibits an excellent combination of bio-compatibility, corrosion resistance, strength and toughness. The microstructure of an alloy influences the properties. The microstructures depend mainly on alloying elements, method of production, mechanical, and thermal treatments. The relationships between these variables and final properties of the alloy are complex, non-linear in nature, which is the biggest hurdle in developing proper correlations between them by conventional methods. So, we developed artificial neural networks (ANN) models for solving these complex phenomena in titanium alloys.

In the present work, ANN models were used for the analysis and prediction of the correlation between the process parameters, the alloying elements, microstructural features, beta transus temperature and mechanical properties in titanium alloys. Sensitivity analysis of trained neural network models were studied which resulted a better understanding of relationships between inputs and outputs. The model predictions and the analysis are well in agreement with the experimental results. The simulation results show that the average output-prediction error by models are less than 5% of the prediction range in more than 95% of the cases, which is quite acceptable for all metallurgical purposes.

Theory and Practice of Aircraft Performance

Textbook introducing the fundamentals of aircraft performance using industry standards and examples: bridging the gap between academia and industry
•Provides an extensive and detailed treatment of all segments of mission profile and overall aircraft performance
•Considers operating costs, safety, environmental and related systems issues
•Includes worked examples relating to current aircraft (Learjet 45, Tucano Turboprop Trainer, Advanced Jet Trainer and Airbus A320 types of aircraft)
•Suitable as a textbook for aircraft performance courses

Hole-making Process and Its impacts on the Fatigue Response of Ti -6Al-4V Aircraft Alloy

In this work, the impact of conventional drilling and helical milling processes on the fatigue response Ti-6Al-4V (grade 5 titanium alloy) has been presented. Results show that the work pieces produced by helical milling has a 119% longer fatigue life compared with the drilled pieces under dry machining condition, and a 96% longer fatigue life for helical milled piece under lubricated condition. The use of cutting fluid has led to longer fatigue lives – 15% longer for drilling and 3% longer for helical milling. Other results such as the machined surface roughness, alloy surface and sub-surface microstructures have also been studied in details.

Co-operative tensegrity-based formation control algorithm for a multi-aircraft system

This paper presents a tensegrity-based co-operative control algorithm for an aircraft formation. The 6 degrees-of-freedom model of the well-known Aerosonde unmanned aerial vehicle (UAV), is integrated with the model of the tensegrity structure and a decentralised control scheme is proposed. The strategy is shown to be scalable for 2n number of UAVs and is able to maintain a firm geometry whilst allowing flexible shape transformations. Simulation results demonstrate the effectiveness and stability of the proposed tensegrity-based formation control algorithm in 3D.

Heat Activated Prestressing of Shape Memory Alloys for Active Confinement of Concrete Sections

This paper presents the results from the experimental investigation on heat activated prestressing of Shape Memory Alloy (SMA) wires for active confinement of concrete sections. Active confinement of concrete is found to be much more effective than passive confinement which becomes effective only when the concrete starts to dilate. Active confinement achieved using conventional prestressing techniques often faces many obstacles due to practical limitations. A class of smart materials that has recently drawn attention in civil engineering is the super elastic SMA which has the ability to undergo reversible hysteretic shape change known as the shape memory effect. The shape memory effect of SMAs can be utilized to develop a convenient prestressing technique for active confinement of concrete sections.
In this study a series of experimental tests are conducted to study Heat Activated Prestress (HAP) in SMAs. Three different types of tests are conducted with different loading protocol to determine parameters such as HAP, residual strain after heating and range of strain that can be used for effective active confinement after HAP. Test results show a maximum HAP of about 500 MPa can be achieved after heating and approximately 450MPa is retained at 25oC in specimens pre-strained by 6%. A substantial amount of strain recovery upon unloading and after heating the SMA wires is recorded. About 2.5% elastic strain recovery upon unloading from 6% strain level is observed. In the specimen pre-strained by 6%, a total of 4% strain is recovered when unloaded after heating. A strain range of 3% is found available for effective confinement after HAP. Test results demonstrate that SMAs have unique features that can be intelligently employed in many civil engineering applications including active confinement of concrete sections.

Resource Efficient Configuration of an Aircraft Assembly Line

The design of efficient assembly systems can significantly contribute to the profitability of products and the competitiveness of manufacturing industries. The configuration of a an efficient assembly line can be supported by suitable methodologies and techniques, such as design for manufacture and assembly, assembly sequence planning, assembly line balancing, lean manufacturing and optimization techniques. In this paper, these methods are applied with reference to the industrial case study of the assembly line of a Skycar light aircraft. The assembly process sequence is identified taking into account the analysis of the assembly structure and the required precedence constraints, and diverse techniques are applied to optimize the assembly line performance. Different line configurations are verified through discrete event simulation to assess the potential increase of efficiency and throughput in a digital environment and propose the most suitable configuration of the assembly line.

Severe plastic deformation of Al–Zn alloys

In this work, the R&D work mainly focused on the mechanical and microstructural analysis of severe plastic deformation (SPD) of Al–Zn alloys and the development of microstructure–based models to explain the observed behaviors is presented. Evolution of the microstructure and mechanical properties of Al–30wt% Zn alloy after the SPD by the high–pressure torsion (HPT) has been investigated in detail regarding the increasing amount of deformation. SPD leads to the gradual grain refinement and decomposition of the Al–based supersaturated solid solution. The initial microstructure of the Al–30wt% Zn alloy contains Al and Zn phases with grains sizes respectively of 15 and 1 micron. The SPD in compression leads to a gradual decrease of the Al and Zn phase grain sizes down to 4 microns and 252 nm, respectively, until a plastic strain of 0.25 is reached. At the same time, the average size of the Zn particles in the bulk of the Al grains increases from 20 to 60 nm and that of the Zn precipitates near or at the grain boundaries increases as well. This microstructure transformation is accompanied at the macroscopic scale by a marked softening of the alloy. The SPD produced by HPT is conducted up to a shear strain of 314. The final Al and Zn grains refine down to the nanoscale with sizes of 370 nm and 170 nm, respectively. As a result of HPT, the Zn–rich (Al) supersaturated solid solution decomposes completely and reaches the equilibrium state corresponding to room temperature and its leads to the material softening. A new microstructure–based model is proposed to describe the softening process occurring during the compression of the supersaturated Al–30wt% Zn alloy. The model successfully describes the above–mentioned phenomena based on a new evolution law expressing the dislocation mean free path as a function of the plastic strain. The softening of the material behavior during HPT process is captured very well by the proposed model that takes into consideration the effects of solid solution hardening and its decomposition, Orowan looping and dislocation density evolution. In particular, it is demonstrated that the softening process that occurs during HPT can be attributed mainly to the decomposition of the supersaturated solid solution and, in a lesser extent, to the evolution of the dislocation mean free path with plastic strain.

Identification of aircraft gas-turbines dynamics: comparison of classical and neural techniques

A gas turbine is made up of three basic components: a compressor, a combustion chamber and a turbine. Air is drawn into the engine by the compressor, which compresses it and delivers it to the combustion chamber. There, the air is mixed with the fuel and the mixture ignited, producing a rise of temperature and therefore an expansion of the gases. These are expelled through the engine nozzle, but first pass through the turbine, designed to extract energy to keep the compressor rotating [1]. The work described here uses data recorded from a Rolls Royce Spey MK 202 turbine, whose simplified diagram can be seen in Fig. 1. Both the compressor and the turbine are split into low pressure (LP) and high pressure (HP) stages. The HP turbine drives the HP compressor and the LP turbine drives the LP compressor. They are connected by concentric shafts that rotate at different speeds, denoted as NH and NL.