Adhesion of nickel–titanium shape memory alloy wires to thermoplastic materials: theory and experiments

Antico, F.C.; Zavattieri, Pablo; Hector, Louis G.; Mance, Andrew M.; Rodgers, William R.; Okonski, David

doi:10.1088/0964-1726/21/3/035022

Cited by 32 publications

(19 citation statements)

References 76 publications

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“…In their work, a four step treatment was identified which produced an improved adhesion. Increases in adhesion strength (of over 100% in some case) via the utilization of different functionalization treatments have been reported [403,164,6]. Surface engineering approaches, through engineered microgeometries [6], primer/plasma treatments [374], and depositing ZnO "nails" on the surface [481] have all been explored and the latter "nail" approach showed a 36% improvement on the interfacial strength [481].…”

Section: Processing Methodologies and Properiesmentioning

confidence: 99%

Review and perspectives: shape memory alloy composite systems

et al. 2015

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Following their discovery in the early 60's, there has been a continuous quest for ways to take advantage of the extraordinary properties of shape memory alloys (SMAs). These intermetallic alloys can be extremely compliant while retaining the strength of metals and can convert thermal energy to mechanical work. The unique properties of SMAs result from a reversible difussionless solid-to-solid phase transformation from austenite to martensite. The integration of SMAs into composite structures has resulted in many benefits, which include actuation, vibration control, damping, sensing, and selfhealing. However, despite substantial research in this area, a comparable adoption of SMA composites by industry has not yet been realized. This discrepancy between academic research and commercial interest is largely associated with the material complexity that includes strong thermomechanical coupling, large inelastic deformations, and variable thermoelastic properties. Nonetheless, as SMAs are becoming increasingly accepted in engineering applications, a similar trend for SMA composites is expected in aerospace, automotive, and energy conversion and storage related applications. In an effort to aid in this endeavor, a comprehensive overview of advances with regard to SMA composites and devices utilizing them is pursued in this paper. Emphasis is placed on identifying the characteristic responses and properties of these material systems as well as on comparing the various modeling methodologies for describing their response. Furthermore, the paper concludes with a discussion of future research efforts that may have the greatest impact on promoting the development of SMA composites and their implementation in multifunctional structures.

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Section: Processing Methodologies and Properiesmentioning

confidence: 99%

Review and perspectives: shape memory alloy composite systems

et al. 2015

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“…As load-displacement interaction between fibers and composite materials are influenced by mechanical and chemical bonding [41], the pull-out behavior of these RPFs would be inferior compared to commercially available polypropylene fibers (e.g., Sika Fiber ® Force PP-48) that present larger roughness values since they are designed specifically as reinforcement fibers. As the roughness of the RPFs was approximately 250 times smaller than the roughness of the Sika Fiber ® Force PP-48 used in this study as a roughness control, this provided initial insights that the required aspect ratio to generate an adequate load transfer between the matrix and the fiber should be larger.…”

Section: Morphological Properties Of Rpfsmentioning

confidence: 99%

Mechanical-Damage Behavior of Mortars Reinforced with Recycled Polypropylene Fibers

et al. 2019

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Commercial polypropylene fibers are incorporated as reinforcement of cement-based materials to improve their mechanical and damage performances related to properties such as tensile and flexural strength, toughness, spalling and impact resistance, delay formation of cracks and reducing crack widths. Yet, the production of these polypropylene fibers generates economic costs and environmental impacts and, therefore, the use of alternative and more sustainable fibers has become more popular in the research materials community. This paper addresses the characterization of recycled polypropylene fibers (RPFs) obtained from discarded domestic plastic sweeps, whose morphological, physical and mechanical properties are provided in order to assess their implementation as fiber-reinforcement in cement-based mortars. An experimental program addressing the incorporation of RPFs on the mechanical-damage performance of mortars, including a sensitivity analysis on the volumes and lengths of fiber, is developed. Using analysis of variance, this paper shows that RPFs statistically enhance flexural toughness and impact strength for high dosages and long fiber lengths. On the contrary, the latter properties are not statistically modified by the incorporation of low dosages and short lengths of RPFs, but still in these cases the incorporation of RPFs in mortars have the positive environmental impact of waste encapsulation. In the case of average compressive and flexural strength of mortars, these properties are not statistically modified when adding RPFs.

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“…The total strain e(t) is decomposed into bulk strain and cohesive strain (de Borst et al, 1993) based on the cohesive zone displacements and bulk elements deformations (Espinosa & Zavattieri, 2003;Tvergaard & Hutchinson, 1992). A potential-based triangular-shaped, initially-elastic cohesive zone model is implemented using four-node, zero-thickness interface elements to represent the quasi-brittle fracture behavior of mortar (Antico et al, 2012;Espinosa & Zavattieri, 2003;Falk et al, 2001;Li, Thouless, Waas, Schroeder, & Zavattieri, 2006;Morrissey & Rice, 1998;Rice, 1980). An extensive characterization of mode I strength, T max (t), of hydrating paste and mortar has been done before (Hossain & Weiss, 2004;Kovler, 1994;McIntosh, 1956).…”

Section: 222mentioning

confidence: 99%

Removing Obstacles for Pavement Cost Reduction by Examining Early Age Opening Requirements: Material Properties

Antico¹,

Esmaeeli²,

Varga³

et al. 2015

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JOINT TRANSPORTATION RESEARCH PROGRAMThe Joint Transportation Research Program serves as a vehicle for INDOT collaboration with higher education institutions and industry in Indiana to facilitate innovation that results in continuous improvement in the planning, design, construction, operation, management and economic efficiency of the Indiana transportation infrastructure. https://engineering.purdue.edu/JTRP/index_html Published reports of the Joint Transportation Research Program are available at: http://docs.lib.purdue.edu/jtrp/ NOTICEThe contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views and policies of the Indiana Department of Transportation or the Federal Highway Administration. The report does not constitute a standard, specification, or regulation. COPYRIGHT AbstractThe risk of cracking in a concrete pavement that is opened to traffic at early ages is related to the maximum tensile stress, I , that develops in the pavement and its relationship to the measured, age dependent, flexural strength of a beam, r f . The stress that develops in the pavement is due to several factors including traffic loading and restrained volume change caused by thermal or hygral variations. The stress that develops is also dependent on the time-dependent mechanical properties, pavement thickness, and subgrade stiffness. There is a strong incentive to open many pavements to traffic as early as possible to allow construction traffic or traffic from the traveling public to use the pavement. However, if the pavement is opened to traffic too early, cracking may occur that may compromise the service life of the pavement. The purpose of this report is two-fold: 1) to examine the current opening strength requirements for concrete pavements (typically a flexural strength from beams, r f ) and 2) to propose a criterion based on the timedependent changes of r I f  which accounts for pavement thickness and subgrade stiffness without adding unnecessary risk for premature cracking. An Accelerated Pavement Testing, APT, facility was used to test concrete pavements that are opened to traffic at an early age to provide data that can be compared with an analytical model to determine the effective r I f  based on the relevant features of the concrete pavement, the subgrade, and the traffic load. It is anticipated that this type of opening criteria can help the decision makers in two ways: 1) it can open pavement sections earlier thereby reducing construction time and 2) it may help to minimize the use of materials with overly accelerated strength gain that are suspected to be more susceptible to develop damage at early ages than materials that gain strength more slowly. Key Wordsaccelerated pavement testing, concrete pavement, cracking, early age concrete, opening criteria Distribution StatementNo restrictions. This document is available to the public through the National Technical Information Se...

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Adhesion of nickel–titanium shape memory alloy wires to thermoplastic materials: theory and experiments

Cited by 32 publications

References 76 publications

Review and perspectives: shape memory alloy composite systems

Review and perspectives: shape memory alloy composite systems

Mechanical-Damage Behavior of Mortars Reinforced with Recycled Polypropylene Fibers

Removing Obstacles for Pavement Cost Reduction by Examining Early Age Opening Requirements: Material Properties

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