Characteristics of the Structure, Mechanical, and Tribological Properties of a Mo-Mo2N Nanocomposite Coating Deposited on the Ti6Al4V Alloy by Magnetron Sputtering

Mo-Mo2N nanocomposite coating was produced by reactive magnetron sputtering of a molybdenum target, in the atmosphere, of Ar and N2 gases. Coating was deposited on Ti6Al4V titanium alloy. Presented are the results of analysis of the XRD crystal structure, microscopic SEM, TEM and AFM analysis, measurements of hardness, Young’s modulus, and adhesion. Coating consisted of a-Mo phase, constituting the matrix, and g-Mo2N reinforcing phase, which had columnar structure. The size of crystallite phases averaged 20.4 nm for the Mo phase and 14.1 nm for the Mo2N phase. Increasing nitrogen flow rate leads to the fragmentation of the columnar grains and increased hardness from 22.3 GPa to 27.5 GPa. The resulting coating has a low Young’s modulus of 230 GPa to 240 GPa. Measurements of hardness and Young’s modulus were carried out using the nanoindentation method. Friction coefficient and tribological wear of the coatings were determined with a tribometer, using the multi-cycle oscillation method. Among tested coatings, the lowest friction coefficient was 0.3 and wear coefficient was 10 × 10−16 m3/N∙m. In addition, this coating has an average surface roughness of RMS < 2.4 nm, determined using AFM tests, as well as a good adhesion to the substrate. The dominant wear mechanism of the Mo-Mo2N coatings was abrasive wear and wear by oxidation. The Mo-Mo2N coating produced in this work is a prospective material for the elements of machines and devices operating in dry friction conditions.

Friction-induced traveling wave coupling in tuned bladed-disks

Flutter is a major constraint on modern turbomachines; as the designs move toward more slender, thinner, and loaded blades, they become more prone to experience high cycle fatigue problems. Dry friction, present at the root attachment for cantilever configurations, is one of the main sources of energy dissipation. It saturates the flutter vibration amplitude growth, producing a limit cycle oscillation whose amplitude depends on the balance between the energy injected and dissipated by the system. Both phenomena, flutter and friction, typically produce a small correction of the purely elastic response of the structure. A large number of elastic cycles is required to notice their effect, which appears as a slow modulation of the oscillation amplitude. Furthermore, even longer time scales appear when multiple traveling waves are aerodynamically unstable and exhibit similar growth rates. All these slow scales make the system time integration very stiff and CPU expensive, bringing some doubts about whether the final solutions are properly converged. In order to avoid these uncertainties, a numerical continuation procedure is applied to analyze the solutions that set in, their traveling wave content, their bifurcations and their stability. The system is modeled using an asymptotic reduced order model and the continuation results are validated against direct time integrations. New final states with multiple traveling wave content are found and analyzed. These solutions have not been obtained before for the case of microslip friction at the blade attachment; only solutions consisting of a single traveling wave have been reported in previous works.

A Block Matrix Based Precise Integration Algorithm for Solving Non-Homogeneous Dynamic Response

This paper puts forward a computationally-efficient parallel precise integration algorithm for solving vibration response subjected to time-variable excitation and nonlinearity, especially for non-homogenous dynamic response solution with large-scale degree of freedom. In detail, both of the nonlinear parts and time-varying inputs of the dynamic system are separated from the original dynamic equations and then simulated by employing a piecewise interpolation function within a computing time-step. A novel closed-form iteration formula is presented in conjunction with the block matrix strategy and modified increment-dimensional precise integration technique. Interestingly, the presented approach is essentially a high-accuracy and parallel algorithm, which exhibits a high prediction accuracy without the limitation of matrix inversion, higher-order derivative, periodicity requirement nor cycle oscillation and instability of high-order interpolation. At last, the feasibility and advantage of the proposed method is verified with two numerical examples.

Investigation of the Scruton Number Effects of Wind-Induced Unsteady Galloping Responses of Bridge Suspenders

When the critical wind speed of vortex-induced resonance is close to that of quasi-steady galloping, a type of coupled wind-induced vibration that is different from divergent galloping can easily occur in a rectangular bar. It is a type of “unsteady galloping” phenomenon wherein the response amplitude increases linearly with the increase in the wind speed, while a limit cycle oscillation is observed at each wind speed, whose mechanism is still in research. Mass and damping are the key parameters that affect the coupling degree and amplitude response estimation. For a set of rectangular section member models with a width-to-height ratio of 1.2, by adjusting the equivalent stiffness, equivalent mass, and damping ratio of the model system and performing comparative tests on the wind-induced vibration response of the same mass with different damping ratios, it is possible to achieve the same damping ratio with different masses and the same Scruton number with different masses and damping combinations under the same Reynolds number. The results show that the influence of the mass and damping parameters on the “unsteady galloping” amplitude response is independent, and the weight is the same in the coupling state. The Scruton number “locked interval” (12.4–30.6) can be found in the “unsteady galloping” amplitude response, and the linear slope of the dimensionless wind speed amplitude response curve does not change with the Scruton number in the “locked interval.” In addition, a “transition interval” (26.8–30.6) coexists with the “locked interval” wherein the coupling state of the wind-induced vibration is converted into the uncoupled state. The empirical formula for estimating the “unsteady galloping” response amplitude is modified and can be used to predict the amplitude within the design wind speed range of similar engineering members.

Transition to chaos in a two-sided collapsible channel flow

The nonlinear dynamics of a two-sided collapsible channel flow is investigated by using an immersed boundary-lattice Boltzmann method. The stability of the hydrodynamic flow and collapsible channel walls is examined over a wide range of Reynolds numbers $Re$ , structure-to-fluid mass ratios $M$ and external pressures $P_e$ . Based on extensive simulations, we first characterise the chaotic behaviours of the collapsible channel flow and explore possible routes to chaos. We then explore the physical mechanisms responsible for the onset of self-excited oscillations. Nonlinear and rich dynamic behaviours of the collapsible system are discovered. Specifically, the system experiences a supercritical Hopf bifurcation leading to a period-1 limit cycle oscillation. The existence of chaotic behaviours of the collapsible channel walls is confirmed by a positive dominant Lyapunov exponent and a chaotic attractor in the velocity-displacement phase portrait of the mid-point of the collapsible channel wall. Chaos in the system can be reached via period-doubling and quasi-periodic bifurcations. It is also found that symmetry breaking is not a prerequisite for the onset of self-excited oscillations. However, symmetry breaking induced by mass ratio and external pressure may lead to a chaotic state. Unbalanced transmural pressure, wall inertia and shear layer instabilities in the vorticity waves contribute to the onset of self-excited oscillations of the collapsible system. The period-doubling, quasi-periodic and chaotic oscillations are closely associated with vortex pairing and merging of adjacent vortices, and interactions between the vortices on the upper and lower walls downstream of the throat.

Limit Cycle Oscillation Suppression Controller Design and Stability Analysis of the Periodically Time-varying Flapping Flight Dynamics in Hover

The periodically time-varying forces make the equilibrium state of Beihawk, an X-shaped flapping-wing aircraft, to be a periodic limit cycle oscillation. However, traditional controllers based on averaging theory fail to suppress this oscillation and the derived stability result may be inaccurate. In this study, a period-based method is proposed to design the oscillation suppression controller, locate the corresponding cycle and analyze its stability. A periodically time-varying wing–tail interaction model is built and Discrete Fourier Transform is applied to adapt the model for controller design. The harmonics less than quintuple flapping frequency account for more than 96 percent of the total harmonics and are reserved to present a concise model. Based on this model, Active Disturbance Rejection Controller (ADRC) is designed and its Extended State Observer can observe the disturbance to suppress the oscillation. Poincaré map is introduced to convert the stability analysis of the cycle to a fixed point. A multiple shooting method is adopted to locate several points on the cycle and the map is obtained by calculating the submaps between the adjacent points with the Floquet theory. The located points are proved to be accurate compared with the numerical solved cycle and the stability analysis result of the cycle is verified by the dynamic evolution. Compared with the State Feedback Controller, the ADRC performs better in suppressing the limit cycle oscillation and eliminating the attitude control error. The oscillation suppression is meaningful in maintaining a stable flight and capturing high quality images.