Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1306/1/012036
N Zani, K Shu, L Ghidini, C Petrogalli, A Mazzù
The global railway industry plays a pivotal role in economic development, offering efficient transportation solutions. However, railways operating in desert environments face unique challenges due to windblown sand. This study investigates the influence of sand feed rates on wheel-rail wear in desert conditions. Experimental tests were conducted using a bidisc apparatus to simulate sand feed rates. Results indicate that low feed rates lead to spalling and pitting, while high rates increase abrasive and fatigue wear. A critical transition point at 0.4 g/min suggests sand-induced abrasion of wheel surfaces. Moreover, the research highlights the crucial role of sand feed rates not only in wear but also in surface roughness, further emphasizing the complex interplay between sand transport rates, adhesion, and wear mechanisms. These insights provide valuable guidance for mitigating wear-related challenges in desert railway operations and optimizing maintenance strategies.
{"title":"Impact of sand feed rate on the damage of railway wheel steels","authors":"N Zani, K Shu, L Ghidini, C Petrogalli, A Mazzù","doi":"10.1088/1757-899x/1306/1/012036","DOIUrl":"https://doi.org/10.1088/1757-899x/1306/1/012036","url":null,"abstract":"The global railway industry plays a pivotal role in economic development, offering efficient transportation solutions. However, railways operating in desert environments face unique challenges due to windblown sand. This study investigates the influence of sand feed rates on wheel-rail wear in desert conditions. Experimental tests were conducted using a bidisc apparatus to simulate sand feed rates. Results indicate that low feed rates lead to spalling and pitting, while high rates increase abrasive and fatigue wear. A critical transition point at 0.4 g/min suggests sand-induced abrasion of wheel surfaces. Moreover, the research highlights the crucial role of sand feed rates not only in wear but also in surface roughness, further emphasizing the complex interplay between sand transport rates, adhesion, and wear mechanisms. These insights provide valuable guidance for mitigating wear-related challenges in desert railway operations and optimizing maintenance strategies.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"38 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141193907","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1302/1/012006
R Adams, G Rinauro, J Leachman
The additive manufacturing (AM) of polymer matrix composites (PMCs) and metal matrix composites (MMC) systems presents novel opportunities for reducing the mass of aerospace vehicles. These solutions also have the potential to reduce the cost of terrestrial applications where cryogenic temperatures are present. To address this need, this paper explores the mechanical characterization of three AM materials at 20 K: a nylon-based PMC PA840-GSL, and two aluminum-based MMCs A6061-RAM2 and AlSi10Mg. A Cryogenic Accelerated Fatigue Tester (CRAFT) used for the mechanical testing is first detailed. Next, ultimate tensile strengths and elastic moduli of the additively manufactured AlSi10Mg alloy and A6061-RAM2 are obtained. Third, the mechanical performance of an additively manufactured PMC liquid hydrogen tank constituent is collected in addition to an analysis on the effect the processing parameters, such as scan spacing, have on the mechanical behavior. A6061-RAM2 exhibited superior mechanical performance and is recommended for structural applications. Variation of PA840-GSL scan spacing resulted in decreased mechanical performance.
聚合物基复合材料（PMC）和金属基复合材料（MMC）系统的增材制造（AM）为降低航空航天飞行器的质量提供了新的机遇。这些解决方案还有可能降低低温地面应用的成本。为了满足这一需求，本文探讨了三种 AM 材料在 20 K 温度下的机械特性：尼龙基 PMC PA840-GSL，以及两种铝基 MMC A6061-RAM2 和 AlSi10Mg。首先详细介绍了用于机械测试的低温加速疲劳试验机（CRAFT）。其次，得出了添加制造的 AlSi10Mg 合金和 A6061-RAM2 的极限拉伸强度和弹性模量。第三，除了分析扫描间距等加工参数对机械性能的影响外，还收集了添加制造的 PMC 液氢罐成分的机械性能。A6061-RAM2 表现出优异的机械性能，建议用于结构应用。PA840-GSL 扫描间距的变化导致机械性能下降。
{"title":"Ultimate Tensile Strengths and Elastic Moduli at 20 K of Additively Manufactured PA840-GSL, A6061-RAM2, and AlSi10Mg","authors":"R Adams, G Rinauro, J Leachman","doi":"10.1088/1757-899x/1302/1/012006","DOIUrl":"https://doi.org/10.1088/1757-899x/1302/1/012006","url":null,"abstract":"The additive manufacturing (AM) of polymer matrix composites (PMCs) and metal matrix composites (MMC) systems presents novel opportunities for reducing the mass of aerospace vehicles. These solutions also have the potential to reduce the cost of terrestrial applications where cryogenic temperatures are present. To address this need, this paper explores the mechanical characterization of three AM materials at 20 K: a nylon-based PMC PA840-GSL, and two aluminum-based MMCs A6061-RAM2 and AlSi10Mg. A Cryogenic Accelerated Fatigue Tester (CRAFT) used for the mechanical testing is first detailed. Next, ultimate tensile strengths and elastic moduli of the additively manufactured AlSi10Mg alloy and A6061-RAM2 are obtained. Third, the mechanical performance of an additively manufactured PMC liquid hydrogen tank constituent is collected in addition to an analysis on the effect the processing parameters, such as scan spacing, have on the mechanical behavior. A6061-RAM2 exhibited superior mechanical performance and is recommended for structural applications. Variation of PA840-GSL scan spacing resulted in decreased mechanical performance.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"241 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141567303","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1302/1/012035
Z-H Sung, A Masi, JY Lee, A Duchenko, X Hu, A G Kim, G Celentano
The 1144 phase (Ae1A1Fe4As4) shows a strong advantage of engineering fabrication among Fe (Iron)-based superconductor (FBS) family due to the robustness of its superconducting properties with respect to chemical inhomogeneities, granted by its uniform crystalline-layered structure. This regularity is furthermore associated to crystalline defects capable of acting as efficient pinning centers, from which high critical currents can achieved at high fields. Like other FBS phases, its lossless current-carrying capability can be remarkably degraded by distractions at grain boundaries (GBs). GB oxidation is an issue of upmost importance to the realization of the practical FBS application for high field (> 20T) magnet. In this study, we explore oxidized grain boundary and intrinsic grain structural properties of 1144 polycrystalline samples by applying analytical electron microscopy such as atomic resolution scanning transmission electron microscopy and atom probe tomography. These structural properties of samples produced by a mechanochemically assisted synthesis are evaluated following the degradation of superconducting properties due to oxidation. We observe a strong correlation between the contamination at grain boundaries and the decrease of transport properties of the bulk sample, while the crystallin structure seems to be not affected by the oxidation.
{"title":"Oxidized structure and Compositional properties of 1144 phase FBS by analytical electron microscopy","authors":"Z-H Sung, A Masi, JY Lee, A Duchenko, X Hu, A G Kim, G Celentano","doi":"10.1088/1757-899x/1302/1/012035","DOIUrl":"https://doi.org/10.1088/1757-899x/1302/1/012035","url":null,"abstract":"The 1144 phase (Ae1A1Fe4As4) shows a strong advantage of engineering fabrication among Fe (Iron)-based superconductor (FBS) family due to the robustness of its superconducting properties with respect to chemical inhomogeneities, granted by its uniform crystalline-layered structure. This regularity is furthermore associated to crystalline defects capable of acting as efficient pinning centers, from which high critical currents can achieved at high fields. Like other FBS phases, its lossless current-carrying capability can be remarkably degraded by distractions at grain boundaries (GBs). GB oxidation is an issue of upmost importance to the realization of the practical FBS application for high field (> 20T) magnet. In this study, we explore oxidized grain boundary and intrinsic grain structural properties of 1144 polycrystalline samples by applying analytical electron microscopy such as atomic resolution scanning transmission electron microscopy and atom probe tomography. These structural properties of samples produced by a mechanochemically assisted synthesis are evaluated following the degradation of superconducting properties due to oxidation. We observe a strong correlation between the contamination at grain boundaries and the decrease of transport properties of the bulk sample, while the crystallin structure seems to be not affected by the oxidation.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"2015 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141567397","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1302/1/012017
S S Kalsi, J G Storey, G Lumsden, R A Badcock
Many organizations are developing compact lightweight highly efficient rotating machines for airplane applications. These machines include permanent magnets for excitation and an iron-core with and without superconducting windings. Air-core (no magnetic iron) machines have the potential to be the most lightweight and efficient. Such machines can use superconductors for both DC excitation field coils and AC armature coils, which need conductors under development, like MgB2 and Bi2212. If liquid-hydrogen (LH2) is available on a plane and can be used as a coolant, it becomes feasible to develop machines with AC armature coils made from conventional conductors like copper, aluminium, and high-conductivity aluminium.This paper describes conceptual designs for a 3 MW, 4,500 RPM motor employing REBCO CORC conductor for the DC field coils and conventional conductor Litz cable for the AC armature coils cooled by LH2 available on the plane. Both rotor and stator coils are contained in separate cryostats. The DC excitation coils on the rotor are operated at 40 K to work successfully with a brushless flux pump exciter. Likewise, stator AC coils are cooled with available LH2 to take advantage of the lower resistivity of conventional conductors at cryogenic temperatures. Motor size, mass and losses are compared for stator windings employing copper, aluminium, and high-conductivity aluminium (Hyper-Al). Compared with copper and aluminium machines, the machine employing Hyper-Al has smaller size, mass and total losses.
{"title":"Airplane motors employing superconducting DC field windings and conventional conductor AC windings","authors":"S S Kalsi, J G Storey, G Lumsden, R A Badcock","doi":"10.1088/1757-899x/1302/1/012017","DOIUrl":"https://doi.org/10.1088/1757-899x/1302/1/012017","url":null,"abstract":"Many organizations are developing compact lightweight highly efficient rotating machines for airplane applications. These machines include permanent magnets for excitation and an iron-core with and without superconducting windings. Air-core (no magnetic iron) machines have the potential to be the most lightweight and efficient. Such machines can use superconductors for both DC excitation field coils and AC armature coils, which need conductors under development, like MgB<sub>2</sub> and Bi2212. If liquid-hydrogen (LH<sub>2</sub>) is available on a plane and can be used as a coolant, it becomes feasible to develop machines with AC armature coils made from conventional conductors like copper, aluminium, and high-conductivity aluminium.This paper describes conceptual designs for a 3 MW, 4,500 RPM motor employing REBCO CORC conductor for the DC field coils and conventional conductor Litz cable for the AC armature coils cooled by LH<sub>2</sub> available on the plane. Both rotor and stator coils are contained in separate cryostats. The DC excitation coils on the rotor are operated at 40 K to work successfully with a brushless flux pump exciter. Likewise, stator AC coils are cooled with available LH<sub>2</sub> to take advantage of the lower resistivity of conventional conductors at cryogenic temperatures. Motor size, mass and losses are compared for stator windings employing copper, aluminium, and high-conductivity aluminium (Hyper-Al). Compared with copper and aluminium machines, the machine employing Hyper-Al has smaller size, mass and total losses.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"1 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141567297","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1302/1/012007
G Churu, J A Demko, K Kimminau, D Lantz, H McGuire, G Van der Weil, M Field, S Malakooti, S L Vivod
Non-vacuum insulation systems are frequently applied in the thermal management of low temperature systems as well as for the use and storage of cryogens. Aerogels are known for their low density, high mesoporosity, high surface areas, low thermal conductivity and high acoustic impedance. This study focuses on polymeric aerogels that can be mass produced as large monoliths while maintaining the low thermal conductivity over a wide temperature range. The manufacturing flexibility of polymeric aerogels allows fabrication of monolithic blocks and sheets that can be applied in various configurations to insulate cryogenic and superconducting devices. To measure the thermal conductivity, an immersion calorimeter was developed and has been operated at different cold boundary temperatures. The calorimeter heats a hollow cylinder of insulating material on the inside surface and the surrounding bath maintains a cold boundary. This calorimeter was used to measure the thermal conductivity of commercially available FoamGlass and a hollow cylinder of a polymeric aerogel machined from a cast cylinder. The thermal conductivity of the FoamGlass and the polymeric aerogel are compared at room temperature (290 K), ice bath (273 K), and at liquid nitrogen (80 K) cold boundary temperatures. Room temperature measurements of the modulus of elasticity and yield strength using an optical technique are also reported for flat specimens of the aerogel made from the same stock as the cylindrical specimens tested for thermal conductivity. Mechanical properties of aerogels are also reported under compression and both at room temperature and at cryogenic temperature (Liquid nitrogen).
{"title":"Thermal conductivity and mechanical properties of polymeric aerogels for cryogenic insulation applications","authors":"G Churu, J A Demko, K Kimminau, D Lantz, H McGuire, G Van der Weil, M Field, S Malakooti, S L Vivod","doi":"10.1088/1757-899x/1302/1/012007","DOIUrl":"https://doi.org/10.1088/1757-899x/1302/1/012007","url":null,"abstract":"Non-vacuum insulation systems are frequently applied in the thermal management of low temperature systems as well as for the use and storage of cryogens. Aerogels are known for their low density, high mesoporosity, high surface areas, low thermal conductivity and high acoustic impedance. This study focuses on polymeric aerogels that can be mass produced as large monoliths while maintaining the low thermal conductivity over a wide temperature range. The manufacturing flexibility of polymeric aerogels allows fabrication of monolithic blocks and sheets that can be applied in various configurations to insulate cryogenic and superconducting devices. To measure the thermal conductivity, an immersion calorimeter was developed and has been operated at different cold boundary temperatures. The calorimeter heats a hollow cylinder of insulating material on the inside surface and the surrounding bath maintains a cold boundary. This calorimeter was used to measure the thermal conductivity of commercially available FoamGlass and a hollow cylinder of a polymeric aerogel machined from a cast cylinder. The thermal conductivity of the FoamGlass and the polymeric aerogel are compared at room temperature (290 K), ice bath (273 K), and at liquid nitrogen (80 K) cold boundary temperatures. Room temperature measurements of the modulus of elasticity and yield strength using an optical technique are also reported for flat specimens of the aerogel made from the same stock as the cylindrical specimens tested for thermal conductivity. Mechanical properties of aerogels are also reported under compression and both at room temperature and at cryogenic temperature (Liquid nitrogen).","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"11 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141567304","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1307/1/012041
Audrie Corral, Eric Colllie, Zhaojun Lu, Grayson Womble, Chester J. Van Tyne
Stress gradients were experimentally measured in a 316 stainless steel sheet after bending with a press brake. Two different tool radii and three different bend angles were used to produce plastically bent sheets. Microhardness tests were performed across the thickness of the bent sheet, and a correlation between microhardness and strength was experimentally determined and was used to obtain the stress gradient. The position of the experimentally determined neutral plane correlated well with theory. Theoretical calculations of the stress gradient were made using a power law constitutive equation along with a simple mechanics analysis of plastic bending. Four of the six bending experimental conditions had reasonable correlation with the theoretical calculations. Ideas for improving this experimental method are discussed.
{"title":"Experimental Measurement of the Stress Gradient in a Bent Sheet","authors":"Audrie Corral, Eric Colllie, Zhaojun Lu, Grayson Womble, Chester J. Van Tyne","doi":"10.1088/1757-899x/1307/1/012041","DOIUrl":"https://doi.org/10.1088/1757-899x/1307/1/012041","url":null,"abstract":"Stress gradients were experimentally measured in a 316 stainless steel sheet after bending with a press brake. Two different tool radii and three different bend angles were used to produce plastically bent sheets. Microhardness tests were performed across the thickness of the bent sheet, and a correlation between microhardness and strength was experimentally determined and was used to obtain the stress gradient. The position of the experimentally determined neutral plane correlated well with theory. Theoretical calculations of the stress gradient were made using a power law constitutive equation along with a simple mechanics analysis of plastic bending. Four of the six bending experimental conditions had reasonable correlation with the theoretical calculations. Ideas for improving this experimental method are discussed.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"344 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141505714","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1307/1/012036
Lorenzo Scandola, Daniel Maier, Johannes Meier, Wolfram Volk
The free-form bending process shows a high potential for the manufacturing of bent structural components. Especially in the automotive sector, the process can be employed for the production of arbitrary geometries evolving in the 3D-space, reducing tooling costs and production times. In addition, it is characterised by an outstanding flexibility, and allows the manufacturing of variants of a single component just with the adaption of the tool kinematics. Nevertheless, the reproducibility of the process is a challenging task, and a process monitoring approach is required. In this contribution, an inline-measurement strategy for evaluating the resulting geometry of free-form bent parts is developed. First, a review of the actual measurement system is given. Successively, the inline measurement of the bending radius using a laser displacement sensor, as well as of the bending angle by means of an IR-camera are presented. The obtained inline signals are then processed to retrieve the geometry of the obtained part, and the strategy is validated by comparison with the offline measurement results. The developed inline-system represents the first step towards the development and the monitoring of the free-form bending process.
{"title":"Inline Monitoring of the Geometry of Free-form Bent Components","authors":"Lorenzo Scandola, Daniel Maier, Johannes Meier, Wolfram Volk","doi":"10.1088/1757-899x/1307/1/012036","DOIUrl":"https://doi.org/10.1088/1757-899x/1307/1/012036","url":null,"abstract":"The free-form bending process shows a high potential for the manufacturing of bent structural components. Especially in the automotive sector, the process can be employed for the production of arbitrary geometries evolving in the 3D-space, reducing tooling costs and production times. In addition, it is characterised by an outstanding flexibility, and allows the manufacturing of variants of a single component just with the adaption of the tool kinematics. Nevertheless, the reproducibility of the process is a challenging task, and a process monitoring approach is required. In this contribution, an inline-measurement strategy for evaluating the resulting geometry of free-form bent parts is developed. First, a review of the actual measurement system is given. Successively, the inline measurement of the bending radius using a laser displacement sensor, as well as of the bending angle by means of an IR-camera are presented. The obtained inline signals are then processed to retrieve the geometry of the obtained part, and the strategy is validated by comparison with the offline measurement results. The developed inline-system represents the first step towards the development and the monitoring of the free-form bending process.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"55 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141523502","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1307/1/012040
A R Chezan, T Dhawale, E H Atzema, A Barlo, O Aeddula, J Pilthammar, M Sigvant, N A J Langerak
This study investigates the challenges of reverse engineering in finite element modelling of sheet metal forming, specifically for the Volvo XC90 front door inner component. Advanced models incorporating anisotropic behaviour of steel and non-linear friction are compared against actual real-world measurements. The methodology involves simplifying complex continuous parameters into more manageable representative data sets and assessing model accuracy under both uniform and varied blank holder force settings, guided by measured contact pressure distributions. Although the results indicate an improvement in accuracy, they underscore the need for additional methodological improvements and more accurate replication of tooling effects to enhance the fidelity and effectiveness of these models.
{"title":"Optimizing Reverse-Engineered Finite Element Models for Accurate Predictions of Experimental Measurements","authors":"A R Chezan, T Dhawale, E H Atzema, A Barlo, O Aeddula, J Pilthammar, M Sigvant, N A J Langerak","doi":"10.1088/1757-899x/1307/1/012040","DOIUrl":"https://doi.org/10.1088/1757-899x/1307/1/012040","url":null,"abstract":"This study investigates the challenges of reverse engineering in finite element modelling of sheet metal forming, specifically for the Volvo XC90 front door inner component. Advanced models incorporating anisotropic behaviour of steel and non-linear friction are compared against actual real-world measurements. The methodology involves simplifying complex continuous parameters into more manageable representative data sets and assessing model accuracy under both uniform and varied blank holder force settings, guided by measured contact pressure distributions. Although the results indicate an improvement in accuracy, they underscore the need for additional methodological improvements and more accurate replication of tooling effects to enhance the fidelity and effectiveness of these models.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"138 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141523499","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1302/1/012025
J A Barclay, C C Archipley
One of the reasons gaseous fuels, methane, and hydrogen, are renewable and sustainable replacements for traditional liquid hydrocarbon-based transportation fuels is their small carbon footprint. Global awareness of the immediate need to address impacts of emissions from transportation energy use has emphasized urgency of changes from business as usual. However, the transition from existing fuels to new fuels is complex because fuel usage is huge, and so many variables influence the rate of adoption. When one reads excellent energy outlooks of major energy companies, data driven reports of international and national energy agencies, along with thoughtful studies of the water, energy, food nexus, the systemic complexities are daunting. Marchetti’s insightful numerical modeling of the rate of transition among different energy sources over the past two centuries with credible validation from recorded usage data shows the time scale for appreciable changes among energy systems is several decades. A further important observation of Marchetti’s work is that transitions among energy sources were and are driven by substitution of superior technology rather than by depletion of prevalent sources. These observations incentivize developments of more efficient, less expensive, robust, scalable methods of production, liquefaction, storage, transport, delivery, and dispensing of hydrogen and natural gas to accelerate adoption by transportation customers. This paper presents a few examples of process intensification in advanced liquefiers for LNG and LH2 at the same location could reduce capital costs, energy costs, and footprints of different sized liquefiers. These combinations could help address gaps in existing technology for several essential needs such as liquefiers for heavy-duty vehicle refueling stations or marine vessel bunkering systems, or refrigerators for storage tank boil-off management systems. Modular, containerized liquefiers plants with several tonne/day capacity could be scaled by interconnecting multiple units to make small industrial plants that match localized fuel demands from distributed mobile users.
{"title":"Can process intensification of liquefaction technology for LNG and LH2 accelerate adoption for transportation use?","authors":"J A Barclay, C C Archipley","doi":"10.1088/1757-899x/1302/1/012025","DOIUrl":"https://doi.org/10.1088/1757-899x/1302/1/012025","url":null,"abstract":"One of the reasons gaseous fuels, methane, and hydrogen, are renewable and sustainable replacements for traditional liquid hydrocarbon-based transportation fuels is their small carbon footprint. Global awareness of the immediate need to address impacts of emissions from transportation energy use has emphasized urgency of changes from business as usual. However, the transition from existing fuels to new fuels is complex because fuel usage is huge, and so many variables influence the rate of adoption. When one reads excellent energy outlooks of major energy companies, data driven reports of international and national energy agencies, along with thoughtful studies of the water, energy, food nexus, the systemic complexities are daunting. Marchetti’s insightful numerical modeling of the rate of transition among different energy sources over the past two centuries with credible validation from recorded usage data shows the time scale for appreciable changes among energy systems is several decades. A further important observation of Marchetti’s work is that transitions among energy sources were and are driven by substitution of superior technology rather than by depletion of prevalent sources. These observations incentivize developments of more efficient, less expensive, robust, scalable methods of production, liquefaction, storage, transport, delivery, and dispensing of hydrogen and natural gas to accelerate adoption by transportation customers. This paper presents a few examples of process intensification in advanced liquefiers for LNG and LH<sub>2</sub> at the same location could reduce capital costs, energy costs, and footprints of different sized liquefiers. These combinations could help address gaps in existing technology for several essential needs such as liquefiers for heavy-duty vehicle refueling stations or marine vessel bunkering systems, or refrigerators for storage tank boil-off management systems. Modular, containerized liquefiers plants with several tonne/day capacity could be scaled by interconnecting multiple units to make small industrial plants that match localized fuel demands from distributed mobile users.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"9 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141567398","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-01DOI: 10.1088/1757-899x/1302/1/012004
A. Krzak, G. Matula, A.J Nowak, C. Ebbing, T. Haugan, M. Sumption
We have examined the properties of G-10-Fe, a commercially manufactured fiber-reinforced epoxy with a 70 wt% inclusion of Fe powder, and the advantages of this material in motor slot wedges are presented. The microstructure of G-10-Fe was observed by SEM/EDS and its magnetic properties were measured in terms of magnetization, saturation magnetization and AC loss. The saturation magnetization was 150 Am2/kg, as determined by vibrating sample magnetometry (VSM). Core losses were measured by spinning magnet calorimetry (SMC). In loss measurements made at applied field frequencies of 10 to 120 Hz essentially only hysteretic loss was present, the per cycle loss was ≅ 19 mJ/cm3. The absence of eddy current loss made G-10-Fe more suitable than bulk Fe for use as motor slot wedge material.
{"title":"Magnetic Laminates for Motor Slot Wedges and Other Applications","authors":"A. Krzak, G. Matula, A.J Nowak, C. Ebbing, T. Haugan, M. Sumption","doi":"10.1088/1757-899x/1302/1/012004","DOIUrl":"https://doi.org/10.1088/1757-899x/1302/1/012004","url":null,"abstract":"We have examined the properties of G-10-Fe, a commercially manufactured fiber-reinforced epoxy with a 70 wt% inclusion of Fe powder, and the advantages of this material in motor slot wedges are presented. The microstructure of G-10-Fe was observed by SEM/EDS and its magnetic properties were measured in terms of magnetization, saturation magnetization and AC loss. The saturation magnetization was 150 Am<sup>2</sup>/kg, as determined by vibrating sample magnetometry (VSM). Core losses were measured by spinning magnet calorimetry (SMC). In loss measurements made at applied field frequencies of 10 to 120 Hz essentially only hysteretic loss was present, the per cycle loss was ≅ 19 mJ/cm<sup>3</sup>. The absence of eddy current loss made G-10-Fe more suitable than bulk Fe for use as motor slot wedge material.","PeriodicalId":14483,"journal":{"name":"IOP Conference Series: Materials Science and Engineering","volume":"14 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141567307","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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