Insertable thin film thermocouples for in situ transient temperature monitoring in ultrasonic metal welding of battery tabs

Real-time monitoring and control of temperature in ultrasonic joining of battery tabs and coupons are important for the quality improvement and cost reduction of battery assembly. However, there have always been difficulties in accurate and real-time measurement of temperature by conventional sensors for practical implementation. In this study, an innovative method is developed to provide an enabling technology for the in situ transient temperature monitoring, which could provide reliable feedback signals for potential control of ultrasonic joining processes. Micro thin film thermocouples (TFTCs) were fabricated on thin silicon substrates, which were then inserted in the welding anvil as a permanent feature so that the sensors were always located about 100 μm directly under the welding spot during joining of multilayer Ni-coated Cu thin sheets for battery assembly. Good repeatability was demonstrated while a temperature rise of up to 650 °C was obtained due to the closeness of the sensors to the welding spot. The inserts with thin film sensors remained functional after welding experiments. This method has a great potential for in situ transient temperature monitoring, and thus the control of ultrasonic joining processes to realize a practical smart joining system.     

Inertia welding for assembly of copper squirrel cages for electric motors

The automotive industry is developing designs and manufacturing processes for new generations of electric motors intended for use in hybrid and electric vehicles. There is interest in replacing the aluminum traditionally used in induction motor rotors with copper to improve motor capability. This paper focuses on solid-state welding to join copper end rings to copper spokes in the fabrication of copper rotors. Inertia friction welding was explored to examine weldability of these copper components. A better understanding of inertia welding characteristics will help the advancements in its application for induction rotors. The limitations of this application are discussed.     

Analysis of a laser process for permanently degrading a photo-activated adhesive joint

A pulsed, laser process has been developed to reduce the permanent strength of photo-activated adhesive joints prior to work-piece de-bonding. The objective of this investigation was to gain insight into the relationships between carbon black content of the adhesive, laser delivery mode, heat transfer, and adhesive degradation. To do so, a variety of experiments were performed to characterize process sensitivity, radiation absorption within the adhesive joint, and thermal decomposition of the adhesive. In addition, heat transfer analysis was conducted to predict adhesive temperatures during the process.The results of this investigation indicate that the strength diminishment of an adhesive joint occurs after it has absorbed a train of high power pulses in rapid succession. The vast majority of strength diminishment occurs over a very narrow time window and is highly correlated to the rapid emission of gray smoke/vapor from the adhesive joint. For this to occur, the adhesive must contain carbon black. It is also highly correlated to a rapid increase in temperatures throughout the adhesive matrix. Laser pulse parameters that do not lead to this rapid increase, will not initiate adhesive degradation.The inclusion of carbon black into the adhesive promotes heat absorption and increased temperatures in the adhesive joint. These temperatures are large enough to enable adhesive decomposition. But the time span over which this happens is too small for significant damage to occur. It is currently hypothesized that high temperatures local to the carbon black particles may be the source of adhesive degradation.     

Dry deposition of sulfur dioxide or nitric acid to oak, elm and pine leaves

To improve our knowledge of atmospheric inputs to forests, experiments were performed in the field to measure the dry deposition of SO2 and HNO3 to oak, elm, and pine leaves. A tree branch was enclosed in a Teflon chamber, through which SO2 or HNO3 flowed. The dry deposition characteristics of SO2 and HNO3 were very different. The SO2 deposition occurred primarily through stomatal openings for the oak and pine leaves, and equal stomatal and cuticular deposition was observed for the elm leaves. The deposited SO2 could not be removed from the branch by extracting in water or by revolatilization. In contrast, over 90% of HNO3 dry deposition occurred to the cuticle. Most of the deposited HNO3 could be extracted from the leaves. Revolatilization of HNO3 was negligible from an active branch, but increased from a dormant or detached branch. A deposition velocity was derived from the ratio of the flux of the gas to the leaves and the gas concentration in the chamber. Deposition velocities ranged from 0.02 to 0.11 cm s(-1) for SO2 and from 0.2 to 1.2 cm s(-1) for HNO3 to individual leaf surfaces.     

Estimates of regional contributions to wet acid deposition in western Massachusetts during the summer of 1984

The General Motors mobile Atmospheric Research Laboratory was situated in rural western Massachusetts in the Berkshire Mountains for 62 days during the summer of 1984. One purpose of this study was to determine the source regions of wet acid deposition for this northeastern U.S. location. First, to apportion the precursors (sulfate, sulfur dioxide and nitrate) to source regions, daily ambient air samples were analyzed for the precursors as well as for tracer species that are associated with particular sources. Factor and trajectory analyses were then used to deduce the contributions of the Midwest and the Northeast to these precursors. Finally, the contribution of the precursors to precipitation acidity was estimated by analyzing the chemical constituents in the rain during seven precipitation events. Averaged over the entire duration of the study, the data show that Northeast sources accounted for about 60% of the precipitation sulfate and nitrate, while Midwest sources accounted for about 30%. The balance (~ 10%) was accounted for by background sulfate. A more useful way of examining the data is according to the type of storm that caused the wet deposition. The site was affected by two basic types of storms: coastal low-pressure systems that traveled up the Atlantic Coast, and cold fronts that approached from the west. During the coastal lowpressure events, the Midwestern contribution to precipitation acidity was zero, as easterly flows from the Atlantic Ocean dominated. The cold front events, however, were all associated with southwesterly flows, and the Midwest contributions exceeded the Northeast contributions. During these events, the average Midwest contribution to precipitation acidity was about 50%. For all events, the ratio of sulfate to nitrate was approximately 2:1 on an equivalent basis. During the coastal lows, the relative nitrate contributions were the highest. It was estimated that particulate sulfate scavenging was responsible for about half of the sulfate in the rain, while the other half was due to in-cloud oxidation of gaseous sulfur dioxide.     

Influence of the Anterior and Middle Cranial Fossae on Brain Kinematics During Sagittal Plane Head Rotation

A 2D physical model of the human head was used to investigate how the irregular skull base structure affects brain kinematics during sagittal plane head dynamics. The model consisted of a rigid skull vessel with interchangeable skull base structures. One version of the model used a skull base mimicking the irregular geometry of the human. A second version used a skull base structure approximating the anterior and middle fossae as a flat surface. Silicone gel simulated the brain and was separated from the vessel by a paraffin layer which provided a slip condition at the interface between the gel and vessel. The model was exposed to 7600 rad/s² peak rotational acceleration with 6 ms pulse duration and 5° forced rotation. After 90° free rotation, the model was decelerated during 30 ms. Five repeated tests were conducted with each version. Rigid body displacement, shear strain and principal strains were determined from high-speed video recorded trajectories of grid markers located at different positions in the surrogate brain. The humanlike skull base reduced peak displacements of the inferior surfaces of the temporal and frontal lobes up to 87% and 48%, respectively. Up to 48% and 36% higher peak strains were obtained in the frontal and superior regions of the surrogate brain in the version containing the humanlike skull base. In contrast, the humanlike skull base decreased peak strain up to 28% in the central region of the surrogate brain. The results indicate that the irregular skull base offers natural protection of nerves and vessels passing through fissures and foramina in the cranial floor but also that it affects kinematics in different regions throughout the cerebrum. Implications of these results are discussed with respect to brain injury and modeling of head impact.     

Estimates of fatal chest and abdominal injury prevention in side-impact crashes

The analysis reported in this study shows that the current NHTSA estimates of potential fatality reductions from improved side-impact protection in passenger cars are unrealistically high. This study is based on recent statistical estimates of fatality prevention by eliminating ejection and mitigating interior impact, and on an analysis of the limits of crash protection in fatal side-impact accidents. Because many fatalities involve high impact speed and significant deformation of vehicle side structures, about 70% of the near-side occupant fatalities from chest and abdominal injury are unpreventable by practical design changes. This implies that 30% of current fatalities may be prevented. Estimates of fatality prevention were then made as a fraction of the effectiveness of airbags in frontal crashes. Assuming sideinterior changes that may produce 20% of frontal airbag effectiveness, which is 6% effectiveness and is roughly the same level of safety benefit achieved with the energy-absorbing steering system, 140 fatalities per year would be prevented in all types of side-impact crashes. This estimate is a realistic but formidable goal. It is in striking contrast with NHTSA projection of 1,185 fatality reductions with relatively straightforward design changes. Their projection exaggerates potential safety improvements.     

Modeling smog chamber measurements of incremental reactivities of volatile organic compounds

A series of experiments performed at the GM chamber facility provided useful data for the evaluation of two current chemical mechanisms used in airshed models (SAPRC97 and SAPRC93 mechanisms) and a test of their predictions of maximum incremental reactivities which describe the change in ozone caused by adding a small amount of a compound to a polluted urban mixture under high-NO_x conditions. In general, the SAPRC97 detailed mechanism performed well in simulating the volatile organic compound (VOC) reactivity experiments for most test species; however, it had a tendency to underpredict incremental reactivities. For base-case runs containing a nine-component urban-surrogate mixture under high-NO_x conditions, where maximum concentrations of either O₃ or the smog produced (SP=the initial NO oxidized plus the ozone produced) were not attained during a 12-h irradiation, the SAPRC97 performed well while the SAPRC93 underestimated SP or O₃ significantly. Under low-NO_x conditions where SP or O₃ maximums were attained, the SAPRC97 as well as the SAPRC93 underpredicted SP or O₃ for runs containing the urban-surrogate mixture. Simulations of incremental reactivity experiments and special chamber runs showed that the SAPRC97 mechanism performed poorly for n-octane and some aromatic isomers such as ethylbenzene and p-xylene, while it performed well for other aromatic isomers such as toluene, m-xylene and 1,3,5-trimethylbenzene. Although, additional chamber data for aromatic isomers is needed to further clarify the parameterized chemical mechanisms for aromatic isomers, the newer SAPRC97 mechanism appears to be much improved over the older SAPRC93 mechanism for simulating aromatic chemistry.     

Feasibility study of using brine for carbon dioxide capture and storage from fixed sources

A laboratory-scale reactor was developed to evaluate the capture of carbon dioxide (CO2) from a gas into a liquid as an approach to control greenhouse gases emitted from fixed sources. CO2 at 5-50% concentrations was passed through a gas-exchange membrane and transferred into liquid media--tap water or simulated brine. When using water, capture efficiencies exceeded 50% and could be enhanced by adding base (e.g., sodium hydroxide) or the combination of base and carbonic anhydrase, a catalyst that speeds the conversion of CO2 to carbonic acid. The transferred CO2 formed ions, such as bicarbonate or carbonate, depending on the amount of base present. Adding precipitating cations, like Ca++, produced insoluble carbonate salts. Simulated brine proved nearly as efficient as water in absorbing CO2, with less than a 6% reduction in CO2 transferred. The CO2 either dissolved into the brine or formed a mixture of gas and ions. If the chemistry was favorable, carbonate precipitate spontaneously formed. Energy expenditure of pumping brine up and down from subterranean depths was modeled. We conclude that using brine in a gas-exchange membrane system for capturing CO2 from a gas stream to liquid is technically feasible and can be accomplished at a reasonable expenditure of energy.     

Occupant Risk,Partner Risk and Fatality Rate in Frontal Crashes: Estimated Effects of Changing Vehicle Fleet Mass in 15 Years

The effect of vehicle fleet mass on car crash fatalities was estimated, using a new mathematical model to isolate vehicle mass from related factors like size, stiffness and inherent protection. The model was based on fatality risk data, impact speed, fleet mass distribution, and collision probabilities. The fleet mass distribution was changed over 15 years to (a) a homogeneous fleet of 1300 kg cars, (b) a bimodal fleet of 600 and 1600 kg cars, and (c) a 300 kg lighter fleet.

Occupant and collision partner fatality risks were estimated for the new fleets. The new fleets were achieved by various strategies, and the average fatality rate was calculated after and during the transition to the new fleet.Occupant fatality risk decreased and partner risk increased as occupants changed to a heavier car. The average fatality rate was 59% higher after the transition to a bimodal fleet mass, and 11 % lower for a homogeneous fleet. A 300 kg lighter fleet had a 8% higher fatality rale, but the strategy influenced the number of fatalities accumulated during the transition. The safest strategy to attain the lighter fleet was to reduce the mass of the heaviest cars first.

It was concluded that vehicle fleet mass significantly affects traffic safety. Downsizing consequences can be compensated for by improving inherent vehicle protection or reducing impact speed. The fatalities during downsizing can be limited by choosing an appropriate strategy.