GENERATION OF NONLINEAR INTERNAL WAVES ON CONTINENTAL SHELF

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预应力锚固技术在水口水电站工程中的应用

水口水电站在溢流坝闸墩，坝顶门机梁及启闭机梁等部位采用了预应力锚固技术。本文介绍了预应力锚固的设计及施工工艺，并通过对观测资料的分析，评价其设计的合理性。     

尼龙1010的流变性能研究

用XLY-Ⅱ重型毛细管流变仪研究了尼龙1010的流变特性。实验结果表明,尼龙1010为假塑性流体;在210～250℃范围内,其非牛顿指数π为0.63～0.71;恒γw＇下的粘流活化能随γw＇的增大而减小。     

交联型聚醚聚氨酯的表征、力学性能及其碱金属盐络合物的导电性能

采用三羟甲基丙烷（ＴＭＰ）作交联剂与聚乙二醇（ＰＥＯ－１５４０）和甲苯二异氰酸酯（ＴＤＩ）反应，得到了具有较好力学性能的交联型聚醚聚氨酯（ＰＥＵ），该聚合物与ＬｉＣｌＯ４的结合物具有较高的室温电导率（σ３０℃＝１．８７×１０￣（－４）Ｓ／ｃｍ）。采用全反射红外光谱（ＡＴＲ－ＩＲ）对聚合物的结构进行了表征。对聚合物的组成、不同ＴＤＩ类型及络合盐浓度对聚合物力学性能及其络合物电导率的影响进行了探讨。低度交联聚合物的络合物，其电导率与温度的关系符合建立在自由体积理论上的ＶＴＦ方程，表明络合物中离子的传导主要是在无定形区域进行，与自由体积有关。     

Characterisation of sub-100 nm-MOS-transistors processed by optical lithography and a sidewall-etchback technique

This paper describes the fabrication of NMOS-transistors with a geometric gate length of down to 50 nm using conventional optical lithography and a modified sidewall-etchback process. Based on measurements the transistors are characterised and their device parameters are compared to simulations. Finally the procedures for further optimisation of the process will be explained.     

Lithographic and pattern transfer of a novel deep-UV photoresist: ARCH2

We have developed a novel chemically amplified deep-UV photoresist called ARCH2. ARCH2 displays a resolution of<0.23μm with a DOF of 1.0μm at 0.25μm. This material also displays superior time delay stability (>8 hours). The post exposure bake (PEB) temperature was varied from 100°C to 120°C and the PEB time was varied from 60s to 180s. This had very little effect on the CD of the resist profiles. Preliminary etching experiments in a conventional reactive ion etcher were then carried out using CF₄ to etch TiN. In these experiments the ARCH2 etched at a similar rate as conventional Novolac.     

Effect of crack-growth mechanism on the prediction of fracture load of adhesive joints

This paper presents observations regarding the cracking behavior of tensile-loaded structural adhesive joints. Experiments showed that fracture occurred by the development and propagation of a damage zone, rather than a single, sharp crack, and that the presence of the adhesive spew fillet did not affect the fracture load of the adhesive joints studied. For joints bonded with the mineral-filled epoxy Cybond 4523GB (American Cyanamid), there was approximately 5 mm of subcritical crack propagation prior to final fracture. Fracture-load predictions based on the initial uncracked geometry made in previous papers were unaffected by this small change in geometry. For joints bonded with the rubber-toughened epoxy Permabond ESP 310, approximately 50 mm of subcritical crack propagation was observed. It was again found that predictions made in previous papers on the basis of the initial geometry gave a good estimate of the final fracture load even though this subcritical crack propagation significantly altered the geometry, and thus the applied energy release rates. The effect of shear deformations of the adherends was also investigated, and it was found that shear deformations could be neglected in engineering calculations for joints subject to remote tensile loading.     

The failure of an F/A-18 trailing edge flap hinge

During a flight over sea, the right-hand trailing-edge flap (TEF) from an RAAF F/A-18 separated. Although the flap was not recovered, the mode of failure suggested that the outboard hinge lug was first to fail. A fleet-wide inspection of the TEF outer hinge lugs disclosed two other cracked hinge lugs. Examination of these cracks revealed that they had propagated as the result of a combination of corrosion and fatigue, in that the corrosive environment appeared to have accelerated the fatigue crack growth rate. Laboratory experiments indicated that, in a salt solution, the 7050 aluminium alloy from which the lugs were manufactured is susceptible to corrosion fatigue and that the observed cracking matched that on the cracked lugs: corrosion fatigue was therefore suspected to have been a contributing factor in the unexpected failure. Quantitative fractography on the fatigue cracks, combined with several assumptions and deductions, including information about the failure size of the crack gained from witness marks found on the monoball bearing of the failed TEF, led to an estimate of the fatigue crack growth rate. This crack growth rate and the short service life clearly indicated the limitations of the then-current non-destructive inspection (NDI) technique, and a more sensitive inspection method was developed to assist in the maintenance of adequate RAAF flying hours between inspections. This failure investigation provided an excellent example of how fractography, laboratory experiments and NDI can be combined to determine a possible cause of failure and to establish remedial measures for the fleet.