The National Football League (NFL), Under Armour, General Electric , and the U.S. Department of Commerce's National Institute of Standards and Technology (NIST), recently announced the five winners of Head Health Challenge III, an open innovation competition to support the discovery, design, and development of advanced materials that better absorb or dissipate impact. The new materials have the potential to improve the performance of protective gear, playing surfaces, and equipment for athletes, members of the military, and others.
Each of the winners will receive $250,000 to advance their work in developing state-of-the-art materials. A panel of leading experts in the field of materials science selected these five winners from 125 entries because they met the challenge's technical criteria to maximize energy absorption and minimize momentum transfer. One overall Head Health Challenge III winner will be selected from the five awardees to receive a $500,000 grand prize.
The Challenge III award winners are:
Alba Technic LLC (Winthrop, Maine) has developed a patented, shock-absorbent honeycomb material with an outer layer that diverts the energy from a fall or hit. The material is normally soft and compliant, but upon impact, the outer layer changes into a hard shell to spread the energy and protect the user from injury.
Charles Owen Inc. (Lincolnton, Ga.) made cellular structures that use a stacked, origami-like design to optimize energy absorption. The essential building block of this winning material is a double corrugated sheet of the material, whose ability to fold efficiently was originally developed for applications in areas such as solar array packing in the space industry.
Corsair Innovations (Plymouth, Mass.) has developed a textile that uses tiny, spring-like fibers to repel rotational and linear impacts, thereby reducing potential damage. Unlike foam materials, this textile is washable, breathable, wicks sweat and can be easily engineered to meet impact performance requirements.
Dynamic Research Inc. (Torrance, Calif.) and 6D Helmets LLC are collaborating to evolve 6D's single-impact suspension technology for use in repeated impact conditions. The suspension technology consists of a multi-layer, suspended internal liner system that allows the outer layer to move independently of the inner layer in order to reduce the effect of both angular and linear impact forces.
University of Michigan (Ann Arbor, Mich.) researchers designed a lightweight, multi-layered composite that includes a viscoelastic material. This material can be uniquely utilized to help limit the force of multiple and repeated impact events.
The finalists will work with the HHC III partners to optimize their materials over the coming year.
The Challenge III judges were:
Jeff Crandall, professor in Engineering and Applied Sciences at the University of Virginia. Crandall's research focuses on mechanisms of injury under impact loading.
Sharon Glotzer, Ph.D., professor of Chemical Engineering at the University of Michigan. Glotzer's research focuses on the ability to manipulate matter at the molecular, nanoparticle, and colloidal level to create "designer" structures.
Heinrich Jaeger, Ph.D., professor of Physics at the University of Chicago. Jaeger's team at the University of Chicago is involved in projects ranging from the assembly of next-generation nanostructures to investigations of the complex nonlinear behavior of granular materials, including grain, gravel, pharmaceutical pills and ultrafine powders.
Michael Maher, program manager for the Defense Sciences Offices at the Defense Advanced Research Projects Agency (DARPA). Maher's current interests include development of new technologies to reduce the manufacturing cycle time and novel lightweight multifunctional material systems.
Tresa Pollock, Ph.D., chair of the Materials Department at the University of California – Santa Barbara. Pollock's current interests include the mechanical and environmental performance of materials in extreme environments, unique high temperature materials processing paths, ultrafast laser-material interactions, alloy design and 3-D materials characterization.
Alton D. Romig, Ph.D., former vice president and general manager of Advanced Development Programs Engineering and Advanced Systems, known as Skunk Works, for Lockheed Martin Aeronautics. In this role, Romig focused on generating breakthrough technologies and designs for aircrafts and is known as the leader in aerospace innovation. Romig now serves as executive officer of the National Academy of Engineering.
Alan Taub, Ph.D., professor of Materials Science and Engineering at the University of Michigan. Taub is pursuing research in advanced materials and processing and leading an initiative to establish a new center within the U-M College of Engineering that will focus on advanced manufacturing of lightweight material structures for automotive and aerospace applications.
Head Health Challenge III, part of the larger Head Health Initiative, a four-year, $60 million collaboration between GE and the NFL, is one of three open innovation challenges to invest up to $20 million in research and technology development to better understand, identify and protect against brain injury. Challenge I focused on discovering imaging and methods for diagnosis and prognosis of mild traumatic brain injuries, and in July 2015, six grand prize winners were awarded $500,000 to further their revolutionary research. Challenge II focused on new technologies to monitor, identify and protect against mild traumatic brain injury, and in December 2015, three grand prize winners were announced. The winners could receive up to $1 million over the next year to continue to advance their innovations.
The Head Health Challenge III collaboration helps implement a pledge by NIST and the Department of Commerce to invest resources to accelerate the development of materials that can protect against concussions, made at the White House's Healthy Kids and Safe Sports Concussion Summit in May 2014.
The National Football League (NFL), Under Armour, General Electric , and the U.S. Department of Commerce’s National Institute of Standards and Technology (NIST), recently announced the five winners of Head Health Challenge III, an open innovation competition to support the discovery, design, and development of advanced materials that better absorb or dissipate impact.
One Minute Mentor: Austenitizing Powder Metallurgy Steels
December 17, 2015
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Steels of groups A and D as well as 8%Cr or High-V-PM steels are usually austenitized in vacuum furnaces or in various types of furnaces using gaseous atmospheres.
Whereas for conventionally produced cold-work tool steels the adjustment of the working hardness is usually done by a combination of different austenitizing and tempering temperatures, PM steels are typically tempered in a small tempering range, from about 550 to 560°C (1020 to 1040°F) with a variation in austenitizing temperature to adjust the hardness level , as shown in the graph.
This different procedure is explained by the toughness results, which increase when austenizing temperature is reduced. Furthermore, because of high content of fine dispersed stable carbides, grain growth at high temperatures does not take place in these steels. Typical austenitizing temperatures therefore range from 1000 to 1180°C (1830 to 2160°F).
Volume 4D, Heat Treating of Irons and Steels-> Tool Steels -> Heat Treating of Cold-Work Tool Steels—Medium-Alloy Air-Hardening, High-Carbon High-Chromium and High-Vanadium-Powder Metallurgy Steels -> Recommended Heat Treating Practices
Steels of groups A and D as well as 8%Cr or High-V-PM steels are usually austenitized in vacuum furnaces or in various types of furnaces using gaseous atmospheres.
Metal powders are potential replacement for fossil fuels
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Can you imagine a future where your car is fueled by iron powder instead of gasoline? Metal powders, produced using clean primary energy sources, could provide a more viable long-term replacement for fossil fuels than other widely discussed alternatives, such as hydrogen, biofuels or batteries, according to a study researchers at McGill University, Canada.
"Technologies to generate clean electricity—primarily solar and wind power—are being developed rapidly; but we can't use that electricity for many of the things that oil and gas are used for today, such as transportation and global energy trade," says Professor Jeffrey Bergthorson.
"Biofuels can be part of the solution, but won't be able to satisfy all the demand; hydrogen requires big, heavy fuel tanks and is explosive, and batteries are too bulky and don't store enough energy for many applications," says Bergthorson. "Using metal powders as recyclable fuels that store clean primary energy for later use is a very promising alternative solution."
Novel concept
The research includes other McGill researchers and a European Space Agency scientist in the Netherlands, lays out a novel concept for using tiny metal particles—similar in size to fine flour or icing sugar—to power external-combustion engines.
Unlike the internal-combustion engines used in gasoline-powered cars, external-combustion engines use heat from an outside source to drive an engine. External-combustion engines, modern versions of the coal-fired steam locomotives that drove the industrial era, are widely used to generate power from nuclear, coal or biomass fuels in power stations.
The idea of burning metal powders is nothing new – they've been used for centuries in fireworks, for instance. Since the mid-20th century, they've also been used in rocket propellants, such as the space shuttle's solid-fuel booster rockets. But relatively little research has been done in recent decades on the properties of metal flames, and the potential for metal powders to be used as a recyclable fuel in a wide range of applications has been largely overlooked by scientists.
Recyclable after combustion
The idea put forward by the McGill team takes advantage of an important property of metal powders: when burned, they react with air to form stable, nontoxic solid-oxide products that can be collected relatively easily for recycling – unlike the CO2 emissions from burning fossil fuels that escape into the atmosphere.
Using a custom-built burner, the team demonstrated that a flame can be stabilized in a flow of tiny metal particles suspended in air. Flames from metal powders "appear quite similar" to those produced by burning hydrocarbon fuels, according to researchers. "The energy and power densities of the proposed metal-fueled heat engines are predicted to be close to current fossil-fueled internal combustion engines, making them an attractive technology for a future low-carbon society."
Iron could be the primary candidate for this purpose. Millions of tons of iron powders are already produced annually for the metallurgy, chemical and electronic industries. And iron is readily recyclable with well-established technologies, and some novel techniques can avoid the carbon dioxide emissions associated with traditional iron production using coal.
Next step: building a prototype
While laboratory work at McGill and elsewhere has shown that the use of metal fuels with heat engines is technically feasible, no one has yet demonstrated the idea in practice. The next step toward turning the lab findings into usable technology, therefore, will be "to build a prototype burner and couple it to a heat engine," Bergthorson says. "Developing metal recycling processes that don't involve CO2 emissions is also critical."
David Jarvis, head of strategic and emerging technologies at the European Space Agency, adds: "We are very interested in this technology because it opens the door to new propulsion systems that can be used in space and on earth. The shift away from fossil fuels for vehicle propulsion is a clear trend for the future. While not perfected and commercialized today, the use of low-cost metallic fuels, like iron powder, is a worthy alternative to petrol and diesel fuels. If we can demonstrate, for the first time, an iron-fueled engine with almost zero CO2 emissions, we believe this would then trigger even more innovation and cost reduction in the near future."
J.L. Becker Co. designs car bottom furnace for aerospace company
December 16, 2015
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J.L. Becker, a Gasbarre Furnace Group Co., Plymouth, Mich., recently shipped a car bottom furnace equipped with a 4.5 x 8 x 4-ft. work zone capable of handling an 8000-lb. load with a maximum operating temperature of 1900°F. Designed for a proprietary coating process, the furnace was custom designed for a large midwestern aerospace company and its specific needs. Furnace capabilities include stress relief, hardening, tempering, and preheating..
Becker has manufactured a full line of industrial heat treating equipment for over 40 years, including design, construction and service. The equipment includes both batch and continuous systems and specializes in Integral Quench (IQ), Tip Up, Box and Car Bottom furnaces, as well as a full line of replacement parts and auxiliary equipment, including atmosphere generators, quench tanks and charge cars.
J.L. Becker, a Gasbarre Furnace Group Co., Plymouth, Mich., recently shipped a car bottom furnace equipped with a 4.5 x 8 x 4-ft. work zone capable of handling an 8000-lb. load with a maximum operating temperature of 1900°F.
Purdue team designs aluminum-lithium torches for Indiana Bicentennial relay
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Purdue University, West Lafayette, Ind., announces that a team of its engineering students, faculty, and staff has designed and built the torches for the 2016 Indiana Bicentennial relay. The final version of the flagship torch weighs nearly five pounds and stands about two feet tall, and will be made entirely of an aluminum lithium alloy from Alcoa's Lafayette plant.
The prototype torch delivered to Governor Mike Pence is made completely of aluminum, making it slightly heavier than the final manufactured version. In staying with state roots, the torch's burner flame is fueled with E85, a blended ethanol-based fuel made partly with corn.
Students have been designing the torch since the spring semester. Purdue's School of Materials Engineering manufactured the shell of the torch during mid-November with final testing of the entire system last week.
The project was a group affair, with about 50 students, faculty, and staff involved since the beginning of the calendar year. The effort going into the project was split among the schools in the College of Engineering.
Students in the School of Aeronautics and Astronautics designed the body of the torch and used their knowledge of combustion systems to design the burner. The Department of Agricultural and Biological Engineering was tasked with handling and testing the E85 torch fuel, and the School of Materials Engineering worked on the manufacturing and anodizing of the torch's body. The electronics and software angles – including never-before-used GPS and camera functions with WiFi and cellular connectivity – were handled by two student teams working in the School of Electrical and Computer Engineering.
Purdue University, West Lafayette, Ind., announces that a team of its engineering students, faculty, and staff has designed and built the torches for the 2016 Indiana Bicentennial relay.
Ipsen Atlas furnace system improves capabilities for commercial heat treater
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Ipsen, Cherry Valley, Ill., reports that a Midwest commercial heat treater recently purchased an Atlas atmosphere furnace for several processes, including carburizing, neutral hardening, and carbonitriding, as well as to help the company further increase its capabilities and product offerings.
The Atlas furnace features a 36 x 48 x 38-inch load size, with a 3500-pound load capacity. It operates at temperatures of 1450 to 1800°F and has a quench oil capacity of 3500 gallons. Equipped with Ipsen's newest design features and innovations, the Atlas is configured for maximum compatibility and to consistently produce quality parts. Featuring variable-speed quench agitation, users are able to achieve and maintain better quenching control, which in turn, results in minimized distortion and high part quality.
Benefits include the ability to integrate into existing furnace lines and fit into existing pits; a flexible design that conveniently positions components so as to maximize the use of floor space; and energy-efficient operation thanks to the utilization of Ipsen's Recon III Burners, single-ended radiant tubes, tight door seals, insulation, and intuitive controls. Intuitive Carb-o-Prof controls software allows users to gain ultimate control over the process while also saving valuable time and resources.
Ipsen, Cherry Valley, Ill., reports that a Midwest commercial heat treater recently purchased an Atlas atmosphere furnace for several processes, including carburizing, neutral hardening, and carbonitriding, as well as to help the company further increase its capabilities and product offerings.
High-energy X-rays provide affordable way to optimize cast iron
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Argonne National Laboratory, Argonne, Ill., reports that its engineers have learned that the structure of graphite, its spatial arrangement in cast iron, and its phase connectivity are key factors that determine the properties of cast iron. However, the shape, size, and distribution of graphite particles in cast iron depend on processing parameters such as the chemistry of the melt and various inoculants added to molten iron.
Researchers learned how to optimize the strength and durability of cast iron by studying its microstructure with high-energy X-rays during the manufacturing process to determine the exact processing parameters needed to elicit the ideal properties for each cast iron application.
High-energy X-ray tomography can reveal previously unknown reactions of graphite in cast iron, such as the growth of nodules, as it undergoes various treatments. The X-rays also can unambiguously classify the particle types involved, which is critical to identifying the structure-process relationship. These insights hold the key to manipulating the atomic structure of the graphite through changing the chemistry of the melt, and altering the inoculants added to the liquid cast iron.
Synchrotron X-ray analysis has several advantages over the current techniques used to evaluate graphite microstructure. Focused ion beams (FIB) and transmission electron microscopy can provide high-resolution 3-D images. However, these technologies are labor-intensive and time consuming — and they destroy the sample. On the other hand, high-energy X-rays penetrate nonhomogeneous samples up to a centimeter thick under real operating conditions. This avoids the challenges of FIB and TEM techniques, while also providing a better statistical representation of parameters in bulk material.
The research team found that the synchrotron characterization methods enable new insight into why compacted graphite iron can conduct heat better than ductile iron while maintaining good ductile strength. The learned that the answer lies in the shape, size, and distribution of the graphite particles in the cast iron.
For the transportation industry, the ability to modify manufacturing processes to create high-performance materials could aid in the development of more fuel-efficient engines or engine parts that can withstand heat better to have longer lifespans.
"Researchers at Caterpillar are actively seeking to improve our understanding of cast iron alloys in order to provide innovative product solutions to our customers," said Richard Huff, a Technical Team Leader with Caterpillar Inc., which supplied engine alloy castings for the proof of principle study.
The results were published in the journal Scripta Materialia in the article "3D quantitative analysis of graphite morphology in high strength cast iron by high-energy X-ray tomography".
Argonne National Laboratory, Argonne, Ill., reports that its engineers have learned that the structure of graphite, its spatial arrangement in cast iron, and its phase connectivity are key factors that determine the properties of cast iron.
Because of their tungsten content, F-steels form hard tungsten carbides. In combination with the usual heat treatment procedures, they exhibit the highest hardness of all low-alloy cold-work tool steels, both in the as-quenched condition and at low tempering temperatures.
Because tools made of the F-steels (cold drawing dies, for example) are used mainly for applications requiring wear resistance, they are usually placed in service at or near their maximum hardness. Therefore, tempering temperatures higher than 400°F are seldom used. The effects of tempering temperature on hardness for the F1, F2, and F3 steels are shown in the graph, which shows tempering characteristics of carbon-tungsten special-purpose tool steels tempered for two hours after being brine quenched.
Volume 4D, Heat Treating of Irons and Steels -> Tool Steels -> Heat Treating of Cold-Work Tool Steels—Low- and Un-Alloyed Water and Oil Hardening Steels -> Carbon-Tungsten Special-Purpose Tool Steel
Norsk Titanium AS, Norway, demonstrated its fourth-generation Rapid Plasma Deposition machine by producing a unique structural titanium spar for one of the world’s largest commercial aircraft manufacturers at its Technology Centre in Oslo.
Lockheed Martin commemorates the USS Milwaukee with custom motorcycle
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Lockheed Martin, Bethesda, Md., announces that it has collaborated with Harley-Davidson on a one-of-a-kind motorcycle to honor the U.S. Navy and the city of Milwaukee, to commemorate the commissioning of the USS Milwaukee, our nation's fifth Littoral Combat Ship.
"We wanted to do something special for the occasion and support the families of our military men and women who sacrifice so much to protect our freedoms," said Stephanie C. Hill, Lockheed Martin vice president of Ship & Aviation Systems. "We're excited to collaborate with Milwaukee's own Harley-Davidson, a company that has been fulfilling dreams of personal freedom for over 100 years."
The motorcycle will be on display during USS Milwaukee Commissioning week, followed by appearances at U.S. Navy, industry, and STEM events over the next year, culminating with a charity auction to support the National Military Family Association (NMFA).
Harley-Davidson Chief Stylist Ray Drea designed the motorcycle, drawing inspiration from touring the Fincantieri Marinette Marine Corp. shipyard in Marinette, Wisconsin, where the Lockheed Martin-led industry team builds the Freedom-variant LCS. The design also honors historic WWII-era Harley-Davidson motorcycles to model some of the authentic Navy and military custom details.
The fifth U.S. Navy vessel to bear the name Milwaukee, the ship will transit to its homeport in San Diego, California. There it will be integrated into the fleet, and the industry-Navy team will conduct additional program testing and crew training before she begins her first deployment.
Lockheed Martin, Bethesda, Md., announces that it has collaborated with Harley-Davidson on a one-of-a-kind motorcycle to honor the U.S. Navy and the city of Milwaukee, to commemorate the commissioning of the USS Milwaukee, our nation’s fifth Littoral Combat Ship.
