阳极氧化铝的表面参数对硅酮结构的装锒密封胶长期黏结性的影响(连载二)

硅酮密封胶对阳极氧化铝的黏结质量千差万别.影响黏结性的关键因素是铝材表面的封孔程度、氧化层的着色情况、清洁剂的特性以及基材表面清洁与打胶之间允许的时间间隔.由于清洁剂将有机污染物从阳极氧化铝表面去除的效果不同,所以此效果并不和黏结质量有必然联系.据猜测,吸附在阳极氧化铝表面的清洁溶剂会改善基材表面从而提高硅酮胶的黏结性,但这种改善效果会随着清洁溶剂随时间的的挥发而降低.对于给定的溶剂,最佳的黏结效果取决于材料表面的封孔程度.依照ISO 2143酸刻蚀方法测量材料表面的封孔程度,可以预测未着色的阳极氧化铝基材的黏结性.对于着色的阳极氧化铝表面,依照ISO 2931的测试标准,用电相位漂移方法可以用来预测黏结质量.一种控制阳极氧化铝表面的方法被提了出来,此方法是测量不同频率下基材的电阻抗并将它成功地和硅酮密封胶与该材料表面的长期黏接性联系起来.     

Failure mechanism of MCrAlY coating at the coating‐substrate interface under type I hot corrosion

MCrAlY coatings are widely used to provide protection of hot component in modern gas turbine engines against high‐temperature oxidation and hot corrosion. Coating‐substrate interface, where the substrate is only partially covered by the ?coatings, is vulnerable to the hot corrosion attack. The accelerated degradation at the coating‐substrate interface can cause fast spallation of the coating, leading to the early failure of the gas turbine components. In this paper, MCrAlY powder was deposited on IN792 disks by high‐velocity oxygen‐fuel spraying. The hot corrosion behavior of the coated sample was investigated using (0.8Na, 0.2K)₂SO ₄ salt deposition at 900°C in lab air. Results showed a minor attack in the coating center, however, an accelerated corrosion attack at the coating‐substrate interface. The fast growth of corrosion products from substrate caused large local volume expansions at the coating‐substrate interface, resulting in an early coating spallation.     

Behavior of 316L stainless steel containing corrosion pits under cyclic loading

The environmental performance of 316L grade stainless steel, in the form of tensile specimens containing a single corrosion pit with various aspect ratios, under cyclic loading in aerated chloride solutions is investigated in this study. Results from environmental tests were compared and contrasted with those obtained using finite element analysis (FEA). Fractography of the failed specimens obtained from experiments revealed that fatigue crack initiation took place at the base of the shallow pit. The crack initiation shifted towards the shoulder and the mouth of the pit for pits of increasing depth. This process is well predicted by FEA, as the strain contour maps show that strain is the highest around the centric strip of the pit. However, for shallow pits, local strain is uniformly distributed around that strip but begins to concentrate more towards the shoulder and the mouth region for increasingly deep pits.     

A new solid‐state mode of hot corrosion at temperatures below 700°C

Preliminary results on a single‐crystal nickel‐based superalloy indicated that hot corrosion can occur at temperatures as low as 550°C, where liquid formation, generally believed to be responsible for Type II hot corrosion, is not predicted. Additional tests were conducted on pure‐nickel samples at 650°C and below to more clearly elucidate the mechanism of this very low‐temperature hot corrosion. Environments in dry air and O₂‐(2.5, 10, 100, and 1000) ppm SO₂ were studied. Based on the results obtained, a solid‐state corrosion mechanism was inferred. The mechanism relies on the formation of a previously unreported compound phase, which was identified using transmission electron microscope analysis that indicated the stoichiometry of Na₂Ni₂SO₅. Furthermore, it was nanocrystalline in structure and metastable. It was deduced that the Na₂Ni₂SO₅ formation was responsible for the rapid nickel transport required for the observed accelerated corrosion process. Moreover, its eventual decomposition resulted in a mixed product of porous NiO with embedded particles of Na₂SO₄. Application of the proposed mechanism to nickel‐based alloys is discussed.     

A double‐mode cell to measure pitting and crevice corrosion

Pitting corrosion and crevice corrosion of passivated steels were measured by using a double‐mode syringe electrolyte cell built on an environment chamber. The setup, when set in noncontact mode, could measure pitting potentials and critical temperatures, and crevice corrosion potentials if in contact mode. It could be employed to distinguish the pitting and crevice corrosion damage of reinforcing steel in concrete.     

Neueste Entwicklungen beim baulichen Brandschutz von Straßentunneln

In der jüngeren Vergangenheit hat sich gezeigt, dass Straßen tunnel durch größere Brände in erheblichem Umfang geschädigt werden können. In der Folge wurden verschiedene internationale Forschungsprojekte durchgeführt, um den baulichen Brandschutz von Straßentunneln weiterzuentwickeln. Aufbauend auf den internationalen Forschungsprojekten wurden vom BMVBS und der BASt drei nationale Forschungsprojekte zum baulichen Brandschutz von Straßentunneln initiiert. In diesen Projekten wurden vorhandene Temperatur‐Zeit‐Verläufe (sog. “Brandkurven”) für Straßentunnel, Brandver suche in Tunneln und reale Brände in Straßentunneln im Hinblick auf eine mögliche Anwendung zur Bemessung des baulichen Brandschutzes von Straßentunneln analysiert. Außerdem wurden die Temperatureindringung in die Tunnelinnenschale und die Tragfähigkeit von üblichen Tunnelquerschnitten infolge Brandeinwirkung numerisch ermittelt. Schließlich wurde anhand von Brandversuchen an großmaßstäblichen Probekörpern die Wirkung von PP‐Faserbeton auf das Abplatzverhalten von Innenschalenbeton untersucht. Über das Vorgehen und die Ergebnisse dieser Forschungsprojekte wird im Folgenden berichtet. Latest developments for structural fire protection of road tunnels. In the recent past it was shown that road tunnels can be damaged severely by large fires. For that reason several international research projects were carried out for further development of structural fire protection of road tunnels. Based on international research projects three national research projects were initiated by the Federal Ministry of Transport, Building and Urban Development (BMVBS) and the Federal Highway Research Institute (BASt). In the course of these projects existing temperature‐time‐progressions (so called ”fire curves”) for road tunnels, fire tests in tunnels and real fires in road tunnels were analyzed with regard to a possible application for the design of structural fire protection of road tunnels. Furthermore the temperature penetration in the tunnel lining and the load bearing capacity of usual tunnel sections were numerically examined under fire influence. Finally the influence of fiber‐modified concrete on the effect of explosive spalling was investigated by means of large scale fire tests on specimens made of concrete for tunnel lining. In the following procedures and results of the national research projects are described.     

全新可持续加州科学院建筑设计

项目地点:美国加州项目类型:建筑(教育)开工日期:2005年9月该项目综合考虑了可持续性和建筑方面的因素,并将其纳入大型公共建筑之中。该项目获2005年豪瑞可持续建筑大奖赛北美地区银奖     

Composite beam composed of steel and precast concrete (Modularized Hybrid System,MHS). Part I: experimental investigation

An experimental investigation of composite beams composed of wide flange steel and precast concrete is presented. The bottom flange of the steel section is encased in precast concrete. Utilizing the merits of both steel and concrete material, the size of the steel beams can be reduced without sacrificing performance. The bottom flange of the steel beam is reinforced with concrete at a manufacturing plant, eliminating the use of temporary pour forms. The composite beams were tested to investigate how the size of the wide flange steel and how the top and bottom reinforcements influence the behaviour of the beams. Flexural load carrying capacity, load displacement relationships and failure modes were examined. The test specimens were T‐shaped composite beams with slabs, each measuring 10‐m long. The flexural moment strength of all of the composite beams—at both the yield limit state and the maximum load limit state—was measured and compared with the analytical flexural capacity. The stiffness degradation, ductility and dissipating energy capabilities of the composite beams were investigated based on the hysteresis curves. The composite beams tested in this study successfully reduced both the floor height of the building and the size of the steel beams needed to meet code requirements. Copyright © 2008 John Wiley & Sons, Ltd.     

Anforderungen an Stahl‐ und Verbundknoten bei Stützenausfall in einem Rahmentragwerk

Eine lokale Schädigung innerhalb der Tragstruktur (z. B. Stützenausfall durch Anprall oder Explosion) kann zu einem Versagen der Gesamtstruktur und damit zum Einsturz des Gebäudes führen. Um solch ein globales Versagen durch lokale Schädigung zu vermeiden, muss innerhalb der Tragstruktur eine Umlagerung der Schnittgrößen ermöglicht werden, d. h., es müssen sich alternative Lastpfade ausbilden können. Solch eine Umlagerung, z. B. von einem reinen Biegezustand in einen gemischten Biege‐/Membranspannungszustand, bedingt unter Umständen sehr große Verformungen, die zu großen Deformationen der Anschlüsse führen. Im Rahmen eines europäischen RFCS‐Forschungsprojektes wurde versucht, mit Hilfe sehr duktiler Anschlussausbildungen die Robustheit von Stahl‐ und Verbundrahmentragwerken zu verbessern. Hauptaugenmerk bei der Konzeption der Anschlüsse war dabei, den Material‐ und Fertigungsaufwand der Anschlüsse so gering wie möglich zu halten und die Umlagerungsmöglichkeiten für außergewöhnliche Bemessungssituationen vornehmlich über das Vorhalten hoher Verformungskapazitäten der Anschlüsse zu aktivieren. Aus diesem Grund wurden hier nachgiebige teiltragfähige Anschlüsse gewählt. Als außergewöhnliche Bemessungssituation wurde in diesem Projekt schwerpunktmäßig der Stützenausfall in einem Rahmentragwerk betrachtet. (RFCS Research Fund for Coal and Steel) Requirements on steel‐ and composite joints for the load case column removal. Local failure in a structure (e. g. sudden column loss due to impact or explosion) may lead to progressive collapse propagation of the global structural system resulting in a total collapse. To avoid progressive collapse initiated by local damage a redistribution of force from the damaged part of the structure has to be enabled by alternate load paths. Activation of alternate load paths by change of the bearing mechanism from pure bending state to more or less pure membrane state is a measure that is only possible by allowing large deformations resulting in high deformation requirements for the joints. In the course of an European RFCS research project ductile joint solutions have been developed to improve the robustness as characteristic of the structure. Main focus of the joint design was to obtain the required deformation capacity for accidental design situations mainly from ductile joint and cause at the same time only few additional material and fabrication costs for the joints. As a result semi‐rigid and partial‐strength joint solutions have been chosen. Objectives within the project were to determine requirements of the joints concerning deformation capacity as well as M‐N‐resistance to enable the activation of catenary action for the load case notional column removal.