PSI - Issue 8

ScienceDirect Available online at www.sciencedirect.com Av ilable o line at ww.sciencedire t.com ienceDirect Structural Integrity Procedia 00 (2016) 000 – 000 Procedia Structural Integrity 8 (2018) 561–565 Available online at www.sciencedirect.com Structural Integrity Procedia 00 (2017) 000–000 Available online at www.sciencedirect.com Structural Integrity Procedia 00 (2017) 000–000

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2452-3216 © 2016 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of PCF 2016. ∗ Corresponding author. Tel.: + 39 0984 494156; fax: + 39 0984 494673. E-mail address: marco.alfano@unical.it 2210-7843 c 2017 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of AIAS 2017 International Conference on Stress Analysis. ∗ Corresponding author. Tel.: + 39 0984 494156; fax: + 39 0984 494673. E-mail address: marco.alfano@unical.it 2210-7843 c 2017 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of AIAS 2017 International Conference on Stress Analysis. * Corresponding author. Tel.: +351 218419991. E-mail address: amd@tecnico.ulisboa.pt 2452-3216 Copyright  2018 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of AIAS 2017 International Conference on Stress Analysis 10.1016/j.prostr.2017.12.055 Cars are responsible for around 12% of total EU emissions of carbon dioxide (CO 2 ). To improve the fuel economy of cars sold on the European market the EU legislation established mandatory emission reduction targets, such as those recently disclosed in the Climate Action EU no. 333 (2014). In order to meet these requirements, automotive manufacturers are currently increasing the share of lightweight materials and high strength steels in car body manu- Cars are responsible for around 12% of total EU emissions of carbon dioxide (CO 2 ). To improve the fuel economy of cars sold on the European market the EU legislation established mandatory emission reduction targets, such as those recently disclosed in the Climate Action EU no. 333 (2014). In order to meet these requirements, automotive manufacturers are currently increasing the share of lightweight materials and high strength steels in car body manu- XV Portuguese Conference on Fracture, PCF 2016, 10-12 February 2016, Paço de Arcos, Portugal Thermo-mechanical modeling of a high pressure turbine blade of an airplane gas turbine engine P. Brandão a , V. Infante b , A.M. Deus c * a Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Portugal b IDMEC, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Portugal c CeFEMA, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Portugal Abstract During their operation, modern aircraft engine components are subjected to increasingly demanding operating conditions, especially the high pressure turbine (HPT) blades. Such conditions cause these parts to undergo different types of time-dependent degradation, one of which is creep. A model using the finite element method (FEM) was developed, in order to be able to predict the creep behaviour of HPT blades. Flight data records (FDR) for a specific aircraft, provided by a commercial aviation company, were used to obtain thermal and mechanical data for three different flight cycles. In order to create the 3D model needed for the FEM analysis, a HPT blade scrap was scanned, and its chemical composition and material properties were obtained. The data that was gathered was fed into the FEM model and different simulations were run, first with a simplified 3D rectangular block shape, in order to better establish the model, and then with the real 3D mesh obtained from the blade scrap. The overall expected behaviour in terms of displacement was observed, in particular at the trailing edge of the blade. Therefore such a model can be useful in the goal of predicting turbine blade life, given a set of FDR data. Copyright © 2018 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of AIAS 2017 International Conference on Stress Analysis AIAS 2017 International Conference on Stress Analysis, AIAS 2017, 6–9 September 2017, Pisa, Italy Fracture toughness of structural adhesives for the automotive industry Marco Alfano a, ∗ , Chiar Morano a , Fabrizio Moroni b , Francesco Musiari b , Gius ppe Danilo Spennacchio c , Donato Di Lonardo c a Department of Mechanical, Energy and Management Engineering, University of Calabria, P. Bucci 44C, 87036 Rende (CS), Italy b Department of Engineering and Architecture, University of Parma, Parco Area delle Scienze 181 / A, 43124 Parma, Italy c CRF / WCM R & I - Campus Manufacturing, Zona Industriale San Nicola Di M lfi, 85025 Melfi (PZ), Italy Abstract Adhesive bonding is currently employed by automotive manufacturers to complement (or replace) welding in joining dissimilar materials. In order to reduce the impact on the existing manufacturing infrastructures, structural adhesives are deployed in the body shop but hardening is accomplished in the paint cure oven. Various adhesive formulations have been specifically developed for the implementation in the automotive manufacturing chain. However, it is very important to assess the mechanical behaviour of the joints which results from the peculiar curing strategy. In the present work, automotive grade single component epoxy and two component epoxy modified acrylic adhesives were evaluated. T-joints were fabricated using a cold rolled galvanized steel (FeP04) employed in the production of car body parts. The fracture toughness of the joints was determined using the test protocol proposed by the European Structural Integrity Society (ESIS). Optical microscopy was employed to ascertain the mechanisms of failure. The results indicated that both adhesives were able to provi e a fairly g od mechani al response with minimum preparation of the mating substrates. Moreover, he obtained values of fracture toughness were shown to be essentially ind pendent of the adhesive layer thickness. c 2017 The Authors. Published by Elsevi r B.V. P r review unde responsibility of the Scientific Committee of AIAS 2017 International Conference on Stress Analysis. Keywords: automotive, adhesives, fracture toughness, T-joint AIAS 2017 International Conference on Stress Analysis, AIAS 2017, 6–9 September 2017, Pisa, Italy Fracture toughness of structural adhesives for the auto otive industry Marco Alfano a, ∗ , Chiara Morano a , Fabrizio Moroni b , Francesco Musiari b , Giuseppe Danilo S en acchio c , Donato Di Lonardo c a Department of Mechanical, Energy and Management Engineering, University of Calabria, P. Bucci 44C, 87036 Rende (CS), Italy b Department of Engineering and Architecture, University of Parma, Parco Area delle Scienze 181 / A, 43124 Parma, Italy c CRF / WCM R & I - Campus Manufacturing, Zona Industriale San Nicola Di Melfi, 85025 Melfi (PZ), Italy Abstract Adhesive bonding is currently employed by automotive manufacturers to complement (or replace) welding in joining dissimilar materials. In order to reduce the impact on the existing manufacturing infrastructures, structural adhesives are deployed in the body shop but hardening is accomplished in the paint cure oven. Various adhesive formulations have been specifically developed for the implementation in the automotive manufacturing chain. However, it is very important to assess the mechanical behaviour of the joints which results from the peculiar curing strategy. In the present work, automotive grade single component epoxy and two component epoxy modified acrylic adhesives were evaluated. T-joints were fabricated using a cold rolled galvanized steel (FeP04) employed in the production of car body parts. The fracture toughness of the joints was determined using the test protocol proposed by the European Structural Integrity Society (ESIS). Optical microscopy was employed to ascertain the mechanisms of failure. The results indicated that both adhesives were able to provide a fairly good mechanical response with minimum preparation of the mating substrates. Moreover, the obtained values of fracture toughness were shown to be essentially independent of the adhesive layer thickness. c 2017 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of AIAS 2017 Internation l Conference on Stress Analysis. Keywords: automotive, adhesives, fracture toughness, T-joint © 2016 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of PCF 2016. Keywords: High Pressure Turbine Blade; Creep; Finite Element Method; 3D Model; Simulation. 1. Introduction 1. Introduction