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Paper des Monats
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Flexible polyurethane foams (FPUF) are easy to ignite and exhibit rapid flame spread. In this paper, the fire phenomena of two standard foam formulations containing tris (1,3-dichloro-2-propyl) phosphate (FR-2) and a halogen-freepoly (ethyl ethylene phosphate) (PNX), respectively, as flame retardants are compared. A multimethodological approach is proposed which combines standard fire tests as well as new investigatory approaches. The thermophysical properties of the foams were determined by thermogravimetric analysis (TG), reaction to small flames was studied by means of the limiting oxygen index (LOI) and UL 94 HBF test, and the burning behavior was investigated with the cone calorimeter. Further, temperature development in burning cone calorimeter samples was monitored using thermocouples, and rheological measurements were performed on pyrolyzed material, delivering insight
into the dripping behavior of the foams. This paper gives comprehensive insight into the fire phenomena of flame-retarded FPUFs that are driven by the two-step decomposition behavior of the foams. LOI and UL 94 HBF tests showed a reduced flammability and reduced tendency to drip for the flame-retarded foams. TG and cone calorimeter measurements revealed that the two-step decomposition behavior causes two stages during combustion, namely structural collapse and pool fire. The flame-retardant mode of action was identified to take place primarily during the foam collapse and be based mainly on flame inhibition. However, some condensed-phase action was been measured, leading to significantly increased melt viscosity and improved dripping behavior for foams containing PNX.
Challenges and opportunities in the bottom-up mechanochemical synthesis of noble metal nanoparticles
(2020)
Mechanochemistry is a promising alternative to solution-based protocols across the chemical sciences, enabling different types of chemistries in solvent-free and environmentally benign conditions. The use of mechanical energy to promote physical and chemical transformations has reached a high level of refinement, allowing for the design of sophisticated molecules and nanostructured materials. Among them, the synthesis of noble metal nanoparticles deserves special attention due to their catalytic applications. In this review, we discuss the recent progress on the development of mechanochemical strategies for the controlled synthesis of noble metal nanostructures. We start by covering the fundamentals of different preparation routes, namely top-down and bottom-up approaches. Next, we focus on the key examples of the mechanochemical synthesis of non-supported and supported metal nanoparticles as well as hybrid nanomaterials containing noble metals. In these examples, in addition to the principles and synthesis mechanisms, their performances in catalysis are discussed. Finally, a perspective of the field is given, where we discuss the opportunities for future work and the challenges of mechanochemical synthesis to produce well-defined noble metal nanoparticles.
The Tutzing Symposium "100 % digital: survival strategies for the process industry" (see 4.1) in April 2018 was characterized by a great momentum which has been taken up and continued until today. The aim was to implement the ideas from the Tutzing Symposium in a coordinated and targeted manner. For this purpose, development needs as well as the numerous currently planned or already started research and development activities in the context of digitalisation were first compiled and analysed. This resulted in the current research landscape for digitalization in the process industry. It now enables to identify open topics and to translate them into research funding programs as well as to define new projects in the dialogue between users, suppliers and research, which are to be meaningfully interlinked and consolidated with existing projects.
Due to the strong interest in digitalisation, activities are constantly being added, so that this paper can only provide a snapshot of the situation in the period 2019-2020.
The effect of two types of scanning strategies on the grain structure and build-up of Residual Stress (RS) has been investigated in an as-built IN718 alloy produced by Laser Powder Bed Fusion (LPBF). The RS state has been investigated by X-ray diffraction techniques. The microstructural characterization was performed principally by Electron Backscatter Diffraction (EBSD), where the application of a post-measurement refinement technique enables small misorientations (< 2°) to be resolved. Kernel average misorientation (KAM) distributions indicate that preferably oriented columnar grains contain higher levels of misorientation, when compared to elongated grains with lower texture. The KAM distributions combined with X-ray diffraction stress maps infer that the increased misorientation is induced via plastic deformation driven by the thermal stresses, acting to self-relieve stress. The possibility of obtaining lower RS states in the build direction as a consequence of the influence of the microstructure should be considered when envisaging scanning strategies aimed at the mitigation of RS.
The underlying cause of mechanical anisotropy in additively manufactured (AM) parts is not yet fully understood and has been attributed to several different factors like microstructural defects, residual stresses, melt pool boundaries, crystallographic and morphological textures. To better understand the main contributing factor to the mechanical anisotropy of AM stainless steel 316L, bulk specimens were fabricated via laser powder bed fusion (LPBF). Tensile specimens were machined from these AM bulk materials for three different inclinations: 0◦, 45◦, and 90◦ relative to the build plate. Dynamic Young’s modulus measurements and tensile tests were used to determine the mechanical anisotropy. Some tensile specimens were also subjected to residual stress measurement via neutron diffraction, porosity determination with X-ray micro-computed tomography (μCT), and texture analysis with electron backscatter diffraction (EBSD). These investigations revealed that the specimens exhibited near full density and the detected defects were spherical. Furthermore, the residual stresses in the loading direction were between −74 ± 24 MPa and 137 ± 20 MPa, and the EBSD measurements showed a preferential ⟨110⟩ orientation parallel to the build direction. A crystal plasticity model was used to analyze the elastic anisotropy and the anisotropic yield behavior of the AM specimens, and it was able to capture and predict the experimental behavior accurately. Overall, it was shown that the mechanical anisotropy of the tested specimens was mainly influenced by the crystallographic texture.
High-entropy alloys (HEAs) are characterized by a solid solution of minimum five and medium-entropy alloys (MEAs) of minimum three principal alloying elements in equiatomic proportions. They show exceptional application properties, such as high-strength and ductility or corrosion resistance. Future HEA/MEA-components could be exposed to hydrogen containing environments like vessels for cryogenic or high-pressure storage where the hydrogen absorption and diffusion in these materials is of interest. In our study, we investigated the HEA Co20Cr20Fe20Mn20Ni20 and the MEA Co33.3Cr33.3Ni33.3. For hydrogen ingress, cathodic charging was applied and diffusion kinetic was measured by high-resolution thermal desorption spectros-copy using different heating rates up to 0.250 K/s. Peak deconvolution resulted in high-temperature desorption peaks and hydrogen trapping above 280 °C. A total hydrogen concentration > 40 ppm was identified for the MEA and > 100 ppm for HEA. This indicates two important effects: (1) delayed hydrogen diffusion and (2) considerable amount of trapped hydrogen that must be anticipated for hydrogen assisted cracking phenomenon. Local electrochemical Volta potential maps had been measured for the hydrogen free condition by means of high-resolution Scanning Kelvin Probe Force Microscopy (SKPFM).
Safety criteria for the transport of hydrogen in permanently mounted composite pressure vessels
(2020)
The recent growth of the net of hydrogen fuelling stations increases the demands to transport compressed hydrogen on road by battery vehicles or tube-trailers, both in composite pressure vessels. As a transport regulation, the ADR is applicable in Europe and adjoined regions, and is used for national transport in the EU. This regulation provides requirements based on the behaviour of each individual pressure vessel, regardless of the pressure of the transported hydrogen and relevant consequences resulting from generally possible worst case scenarios such as sudden rupture. In 2012, the BAM (German Federal Institute for Materials Research and Testing) introduced consequence-dependent requirements and established them in national transport requirements concerning the “UN service life checks” etc. to consider the transported volume and pressure of gases. This results in a requirement that becomes more restrictive as the product of pressure and volume increases. In the studies presented here, the safety measures for hydrogen road transport are identified and reviewed through a number of safety measures from countries including Japan, the USA and China. Subsequently, the failure consequences of using trailer vehicles, the related risk and the chance are evaluated. A benefit-related risk criterion is suggested to add to regulations and to be defined as a safety goal in standards for hydrogen transport vehicles and for mounted pressure vessels. Finally, an idea is given for generating probabilistic safety data and for highly efficient evaluation without a significant increase of effort.
The continuous improvement of analytical procedures using multi-collector technologies in ICP-mass spectrometry has led to an increased demand for isotope standards with improved homogeneity and reduced measurement uncertainty. For magnesium, this has led to a variety of available standards with different quality levels ranging from artefact standards to isotope reference materials certified for absolute isotope ratios. This required an intercalibration of all standards and reference materials, which we present in this interlaboratory comparison study. The materials Cambridge1, DSM3, ERMAE143, ERM-AE144, ERM-AE145, IRMM-009 and NIST SRM 980 were cross-calibrated with expanded measurement uncertainties (95% confidence level) of less than 0.030‰ for the δ25/24Mg values and less than 0.037‰ for the δ26/24Mg values. Thus, comparability of all magnesium isotope delta (δ) measurements based on these standards and reference materials is established. Further, ERM-AE143 anchors all magnesium δ-scales to absolute isotope ratios and therefore establishes SI traceability, here traceability to the SI base unit mole. This applies especially to the DSM3 scale, which is proposed to be maintained. With ERM-AE144 and ERM-AE145, which are product and educt of a sublimation-condensation process, for the first time a set of isotope reference materials is available with a published value for the apparent triple isotope fractionation exponent θapp, the fractionation relationship ln α(25/24Mg)/ln α(26/24Mg).
Different approaches have been attempted so far to reduce fuel consumption and linked pollutants, including vehicle equipment and design, with rational driving style being recognized as a potential source of fuel savings. However, no specific methodology had been suggested so far to assess fuel economy of driving other than the fuel consumed itself. In this paper, the Standard deviation of driving acceleration has been found to be directly associated to fuel consumption, so that the less dispersion of the driving acceleration, produces the lower fuel consumptions and emissions. Such metric could be thus used to assess driving style.
In spite that transport activities do not represent the biggest contributor of pollutants emissions, their reduction has been a priority as some other externalities are associated to such emissions and to the transport itself. A crucial element to characterize the behavior of the vehicles against the environment are the losses that such vehicles exhibit in a passive way, that is, without any involvement of power conditions. The energy loses due to the rolling, the drag and to the friction in mechanical components, have been assessed so far in terms of the stopping acceleration when the vehicle idles on a ramp. However, such a testing procedure produces some uncertainties due to the dynamic conditions that are considered. To avoid such critical limitations, in this paper a testing procedure and facility are proposed, which are based on static conditions of the vehicle at the initiation and at the ending of the test, which are assumed to provide a better reliability to the testing. Some preliminary theoretical analysis should be made in order to validate the operational principles proposed herein for such testing facility.