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At least 1,603 records · Page 89
All sourcesNASA NTRSDOE OSTI
NASA NTRS1975

An investigation of supersonic aeroelastic characteristics of oblique winged aircraft

Two formulations of the oblique wing flutter problem are presented: one formulation allows wing bending deformations and the rigid body roll degree of freedom while the second formulation includes bending-torsional deformation and roll degrees of freedom. Flutter is found to occur in two basic modes. The first mode is associated with bending-roll coupling and occurs at low reduced frequency values. The other instability mode is primarily one of classical bending-torsion with negligible roll coupling; this mode occurs at much higher reduced frequencies. The occurrence of bending-roll coupling mode leads to lower flutter speeds while the bending-torsion mode is associated with higher flutter speeds. The ratio of the wing mass moment of inertial in roll to the fuselage moment of inertia evidently plays a major role in the determination of which of the two instabilities is critical.

Weisshaar, T. A.↗
NASA NTRS1976

Flutter of asymmetrically swept wings

Two formulations of the oblique wing flutter problem are presented; one formulation allows only simple wing bending deformations and rigid body roll as degrees of freedom, while the second formulation includes a more complex bending-torsional deformation together with the roll freedom. Flutter is found to occur in two basic modes. The first mode is associated with wing bending-aircraft roll coupling and occurs at low values of reduced frequency. The second instability mode closely resembles a classical bending-torsion wing flutter event. This latter mode occurs at much higher reduced frequencies than the first. The occurrence of the bending-roll coupling mode is shown to lead to lower flutter speeds while the bending-torsion mode is associated with higher flutter speeds. The ratio of the wing mass moment of inertia in roll to the fuselage roll moment of inertia is found to be a major factor in the determination of which of the two instabilities is critical.

Weisshaar, T. A.↗
NASA NTRS1981

History of ball bearings

The familiar precision rolling-element bearings of the twentieth century are products of exacting technology and sophisticated science. Their very effectiveness and basic simplicity of form may discourage further interest in their history and development. Yet the full story covers a large portion of recorded history and surprising evidence of an early recognition of the advantages of rolling motion over sliding action and progress toward the development of rolling-element bearings. The development of rolling-element bearings is followed from the earliest civilizations to the end of the eighteenth century. The influence of general technological developments, particularly those concerned with the movement of large building blocks, road transportation, instruments, water-raising equipment, and windmills are discussed, together with the emergence of studies of the nature of rolling friction and the impact of economic factors. By 1800 the essential features of ball and rolling-element bearings had emerged and it only remained for precision manufacture and mass production to confirm the value of these fascinating machine elements.

Dowson, D.↗
NASA NTRS1947

Investigation of a Spoiler-Type Lateral Control System on a Wing with Full-Span Flaps in the Langley 19-Foot Pressure Tunnel

Tests of a partial-span model of a large bomber-type air1ane were conducted to determine the. aerodynamic characteristics of the wing equipped with full-span flaps and a retractable spoiler end aileron lateral control system. The arrangement consisted of (1) a double slotted flap extending over aproximate1y 86 percent of the wing semispan, (2) a 20-percent constant-percentage-chord aileron extending from the outboard end of the flap to the wing tip, and (3) a retractable spoiler, located at the 65-percent wing-chord station and extending from approximately 63 percent of the wing semispan to the wing tip. In addition, tests were made of a wing vent (of 1 and 2 percent of the wing chord located directly behind the spoiler), perforations in the spoiler, a blot or cut-out along the lower edge of the spoiler and spoilers of various spans. With full-span flaps deflected and with the 2-percent vent open or closed the initial stalling of the wing occurred at the tips, but with the vents closed there probably would be no appreciable loss in lateral control until maximum lift was reached. The l-percent vent increased the rolling effectiveness of the spoiler at small spoi1er deflections, particularly at high angles of attack with flaps deflected. With flaps deflected the 2-percent vent caused a large reduction in both the wing lift and rolling effectiveness of the spoiler at large angles of attack. However, at small angle of attack the 2-percent vent increased the rolling effectiveness of the spoiler at small spoiler deflections. The simultaneous operation of the spoiler and vent (in contrast to a vent fixed in the wing) would result in a large increase in the effectiveness of the spoiler and would avoid any loss in wing lift as in a fixed vent arrangement. The tests of the spoiler modifications revealed that (1) the spoiler perforations reduced the rolling-moment and yawing-moment coefficients but caused the spoiler hinge-moment coefficients to become more positive; (2) the spoiler slot had no notable effect on the rolling-moment and yawing-moment characteristics but produced a positive increase in the spoiler hinge-moment coefficients at large spoiler deflections; (3) the effects produced by the individual modifications were additive when the various modifications were combined. In general, progressively decreasing the spoiler span by removing the segments from the inboard end of the spoiler caused a decrease in rolling effectiveness approximately proportional to the span of the segment.

WING FLAPS, SLOTTED & AILERONS↗
NASA NTRS1954

Longitudinal Aerodynamic Characteristics to Large Angles of Attack of a Cruciform Missile Configuration at a Mach Number of 2

The lift, pitching-moment, and drag characteristics of a missile configuration having a body of fineness ratio 9.33 and a cruciform triangular wing and tail of aspect ratio 4 were measured at a Mach number of 1.99 and a Reynolds number of 6.0 million, based on the body length. The tests were performed through an angle-of-attack range of -5 deg to 28 deg to investigate the effects on the aerodynamic characteristics of roll angle, wing-tail interdigitation, wing deflection, and interference among the components (body, wing, and tail). Theoretical lift and moment characteristics of the configuration and its components were calculated by the use of existing theoretical methods which have been modified for application to high angles of attack, and these characteristics are compared with experiment. The lift and drag characteristics of all combinations of the body, wing, and tail were independent of roll angle throughout the angle-of-attack range. The pitching-moment characteristics of the body-wing and body-wing- tail combinations, however, were influenced significantly by the roll angle at large angles of attack (greater than 10 deg). A roll from 0 deg (one pair of wing panels horizontal) to 45 deg caused a forward shift in the center of pressure which was of the same magnitude for both of these combinations, indicating that this shift originated from body-wing interference effects. A favorable lift - interference effect (lift of the combination greater than the sum of the lifts of the components) and a rearward shift in the center of pressure from a position corresponding to that for the components occurred at small angles of attack when the body was combined with either the exposed wing or tail surfaces. These lift and center-of-pressure interference effects were gradually reduced to zero as the angle of attack was increased to large values. The effect of wing-tail interference, which influenced primarily the pitching-moment characteristics, is dependent on the distance between the wing trailing vortex wake and the tail surfaces and thus was a function of angle of attack, angle of roll, and wing- tail interdigitation. Although the configuration at zero roll with the wing and tail in line exhibited the least center-of-pressure travel, the configuration with the wing and tail interdigitated had the least change in wing- tail interference over the angle - of-attack range. The lift effectiveness of the variable-incidence wing was reduced by more than 70 percent as a result of an increase in the combined angle of attack and wing incidence from 0 deg to 40 deg center dot The wing- tail interference (effective downwash at the tail) due to wing deflection was nearly zero as a result of a region of negative vorticity shed from the inboard portion of the wing. The lift characteristics of the configuration and its components were satisfactorily predicted by the calculated results, but the pitching moments at large angles of attack were not because of the influence of factors for which no adequate theory is available, such as the variation of the cross flow drag coefficient along the body and the effect of the wing downwash field on the after body loading.

Spahr, J Richard↗
NASA NTRS1961

Stability and Control Characteristics of a Small-Scale Model of an Aerial Vehicle Supported by Two Ducted Fans

An investigation has been made to determine the stability and control characteristics in hovering and in forward flight of a free-flight model representing a type of vertical-take-off-and-landing aircraft which utilizes two fixed ducted fans as its sole source of lift and propulsion. The model, having fans 28 inches in diameter, was considered to be approximately one-third the size of a full-scale aircraft. Control moments for most of the hovering tests and all the forward-flight tests were provided by remotely controlled compressed-air jets at the sides and ends of the model. For one brief phase of the hovering investigation a system of vanes in the duct slipstreams was substituted for the jets as a means of roll control. During the forward-flight tests, the model was flown with both the tandem and side-by-side duct arrangements. In hovering the model exhibited strongly divergent oscillations about the pitch and roll axes. The pitching oscillation of the tandem configuration was of a fairly long period and was not particularly difficult to control; the rolling oscillation, however, was of a relatively short period and was extremely difficult to control. Both oscillations could be completely eliminated by the addition of a sufficient amount of artificial damping. The control moments produced by the vane-type roll control system were weak and were accompanied by a side force of appreciable magnitude and undesirable direction. In forward flight the model required an undesirably large nose-down tilt angle for equilibrium at any appreciable speed. A vane was placed transversely in the slipstream of the forward duct of the tandem configuration in an attempt to reduce this tilt angle. The vane was effective in reducing the tilt angle but apparently caused an increase in the power requirements and in the angle-of-attack instability. Without the vane, a forward speed of 30 knots (full scale) required a nose-down tilt angle of about 300. A powerful pitch control moment was required not only to maintain the trim attitude but also to 2 overcome the effects of instability with angle of attack. Less pitch control moment was required for the tandem configuration than for the side-by-side configuration at any given forward speed. The instability in roll increased with forward speed. No forward speeds in excess of about 20 knots (full scale) were achieved until the artificial damping in roll and the yaw control moment were increased appreciably above values which had proved satisfactory for hovering flight.

Parlett, Lysle P.↗
NASA NTRS2003

Cross-axis adaptation of torsional components in the yaw-axis vestibulo-ocular reflex

The three pairs of semicircular canals within the labyrinth are not perfectly aligned with the pulling directions of the six extraocular muscles. Therefore, for a given head movement, the vestibulo-ocular reflex (VOR) depends upon central neural mechanisms that couple the canals to the muscles with the appropriate functional gains in order to generate a response that rotates the eye the correct amount and around the correct axis. A consequence of these neural connections is a cross-axis adaptive capability, which can be stimulated experimentally when head rotation is around one axis and visual motion about another. From this visual-vestibular conflict the brain infers that the slow-phase eye movement is rotating around the wrong axis. We explored the capability of human cross-axis adaptation, using a short-term training paradigm, to determine if torsional eye movements could be elicited by yaw (horizontal) head rotation (where torsion is normally inappropriate). We applied yaw sinusoidal head rotation (+/-10 degrees, 0.33 Hz) and measured eye movement responses in the dark, and before and after adaptation. The adaptation paradigm lasted 45-60 min, and consisted of the identical head motion, coupled with a moving visual scene that required one of several types of eye movements: (1) torsion alone (-Roll); (2) horizontal/torsional, head right/CW torsion (Yaw-Roll); (3) horizontal/torsional, head right/CCW torsion (Yaw+Roll); (4) horizontal, vertical, torsional combined (Yaw+Pitch-Roll); and (5) horizontal and vertical together (Yaw+Pitch). The largest and most significant changes in torsional amplitude occurred in the Yaw-Roll and Yaw+Roll conditions. We conclude that short-term, cross-axis adaptation of torsion is possible but constrained by the complexity of the adaptation task: smaller torsional components are produced if more than one cross-coupling component is required. In contrast, vertical cross-axis components can be easily trained to occur with yaw head movements.

Non-NASA Center↗
NASA NTRS2007

Critical Issues for Cu(InGa)Se2 Solar Cells on Flexible Polymer Web

Elemental in-line evaporation on glass substrates has been a viable process for the large-area manufacture of CuInSe2-based photovoltaics, with module efficiencies as high as 12.7% [1]. However, lightweight, flexible CuInSe2-based modules are attractive in a number of applications, such as space power sources. In addition, flexible substrates have an inherent advantage in manufacturability in that they can be deposited in a roll-to-roll configuration allowing continuous, high yield, and ultimately lower cost production. As a result, high-temperature polymers have been used as substrates in depositing CuInSe2 films [2]. Recently, efficiency of 14.1% has been reported for a Cu(InGa)Se2-based solar cell on a polyimide substrate [3]. Both metal foil and polymer webs have been used as substrates for Cu(InGa)Se2-based photovoltaics in a roll-to-roll configuration with reasonable success [4,5]. Both of these substrates do not allow, readily, the incorporation of Na into the Cu(InGa)Se2 film which is necessary for high efficiency devices [3]. In addition, polymer substrates, can not be used at temperatures that are optimum for Cu(InGa)Se2 deposition. However, unlike metal foils, they are electrically insulating, simplifying monolithically-integrated module fabrication and are not a source of impurities diffusing into the growing film. The Institute of Energy Conversion (IEC) has modified its in-line evaporation system [6] from deposition onto glass substrates to roll-to-roll deposition onto polyimide (PI) film in order to investigate key issues in the deposition of large-area Cu(InGa)Se2 films on flexible polymer substrates. This transition presented unexpected challenges that had to be resolved. In this paper, two major problems, spitting from the Cu source and the cracking of Mo back contact film, will be discussed and the solution to each will be presented.

Eser, Erten↗
NASA NTRS2011

Benefit of "Push-pull" Locomotion for Planetary Rover Mobility

As NASAs exploration missions on planetary terrains become more aggressive, a focus on alternative modes of locomotion for rovers is necessary. In addition to climbing steep slopes, the terrain in these extreme environments is often unknown and can be extremely hard to traverse, increasing the likelihood of a vehicle or robot becoming damaged or immobilized. The conventional driving mode in which all wheels are either driven or free-rolling is very efficient on flat hard ground, but does not always provide enough traction to propel the vehicle through soft or steep terrain. This paper presents an alternative mode of travel and investigates the fundamental differences between these locomotion modes. The methods of push-pull locomotion discussed can be used with articulated wheeled vehicles and are identified as walking or inchinginch-worming. In both cases, the braked non-rolling wheels provide increased thrust. An in-depth study of how soil reacts under a rolling wheel vs. a braked wheel was performed by visually observing the motion of particles beneath the surface. This novel technique consists of driving or dragging a wheel in a soil bin against a transparent wall while high resolution, high-rate photographs are taken. Optical flow software was then used to determine shearing patterns in the soil. Different failure modes were observed for the rolling and braked wheel cases. A quantitative comparison of inching vs. conventional driving was also performed on a full-scale vehicle through a series of drawbar pull tests in the Lunar terrain strength simulant, GRC-1. The effect of tire stiffness was also compared; typically compliant tires provide better traction when driving in soft soil, however its been observed that rigid wheels may provide better thrust when non-rolling. Initial tests indicate up to a possible 40 increase in pull force capability at high slip when inching vs. rolling.

robotics↗
NASA NTRS1942

A Study of the Effect of Increased Size and Speed of Pursuit Airplanes on the Aileron Balancing Problem

The present trend is toward faster and larger pursuit airplanes. Because both speed and size increase the aileron control forces, the design of ailerons for manual operation is becoming increasingly difficult. In order to obtain a clearer picture of the future problem of balancing ailerons, and inspection has been made of the effects of airplane size and speed on the control forces. Computations were made of the aileron control forces required to meet specified rolling conditions for plain ailerons on wings with spans from 40 to 80 feet and for speeds up to 500 miles per hour. The rolling conditions were specified by two alternative criterions. One was the rolling criterion pb/2V of reference 1. For reasons, which will be discussed later, a value of 0.09 rather than the recommended value of 0.07 was assigned to this criterion. For the criterion pb/2V, the required value of the rolling velocity p varies inversely with the airplane span b. There is some question as to whether the rolling velocity of a pursuit airplane can be permitted to decrease simply because its size is increased. For the second criterion, therefore, the rolling velocity is independent of span (p/V is a constant). The value assigned to this criterion was so chosen that for a wing of 40-foot span the value of pb/2V would be 0.09. The computations neglected compressibility effects. Available experimental data and the results of tests given in reference 2 indicate that the effect of compressibility is to increase the control force. Recent flight tests have indicated that, with certain types of aileron, serious compressibility effects may cause discontinuity at speeds of approximately 400 miles per hour in the aileron control force curves.

Soule, H. A.↗
DOE OSTI2022

High Volume Production of Nanoscale Elements

The utility of nanoscale elements spans numerous potential markets including healthcare, communications, energy, optics, and structures. The energy market in particular will require large volumes and is price sensitive. In this talk we will discuss strategies to scale nanoscale elements, including nanoparticle inks and nanoscale thin films, for the large area deposition (hundreds of square meters) using high through put processes. Historically, roll-to-roll production of thin films has been carried out at very high speeds over large areas using solution phase inks. Nanoparticles are produced in a bottom-up approach in solution phase that simplifies the processing and is amenable to ink formulations. Sintering and annealing of the thin films can be increased by using radiation thermal processing that integrates easily into roll-to-roll manufacturing. Results of printed films on the order of tens of nanometers to hundreds of nanometers are presented including studies of morphologies and uniformity over large areas. Solar cells devices using the roll-to-roll setup are demonstrated and a techno-economic analysis of the manufacturing is proposed. These results are presented with a comparison to the current photovoltaic technologies in production.

Druffel, Thad↗
DOE OSTI2021

The Effect of Homogenization Heat Treatment on the Texture Evolution in U-10Mo Alloy

Uranium alloyed with 10 wt% Mo (U-10Mo) undergoes discontinuous precipitation (DP) when subjected to sub-eutectoid heat-treatment. It is hypothesized that the crystallographic texture of the U-10Mo can be modified to minimize the degree of DP, however the evolution of texture throughout the manufacturing process is not well understood. Crystallographic textures of two U-10Mo samples homogenized at 900°C and 1000°C were studied after uniaxial rolling and annealing. A total of 6 samples were analyzed upon rolling using a combination of hot and cold rolling conditions to strains of 83%, 90% and 97% and subsequently annealed at 700°C for one hour. Microstructures and textures were analyzed via electron backscatter diffraction (EBSD) for each homogenization, strain and post-annealed states. Results show that the U-10Mo exhibits typical rolling textures seen in body-centered cubic materials with increasing intensities of both a- and ?-fibers with increasing strain. After recrystallization, the texture appeared to be effectively randomized in all samples. Homogenization temperature showed no effect on the rolling and recrystallization behavior. Potential factors leading to the randomization of texture are discussed along with the implications of textures on the minimization of DP.

nuclear fuel, texture, rolling↗
DOE OSTI2018

Effect of Wear on Surface Crack Propagation in Rail–Wheel Wet Contact

The interaction between wear and rolling contact fatigue in wet contact was investigated by means of experiments on a two-disk test bench. Specimens of various railway wheel steels were coupled with specimens of the same rail steel, subjected to rolling and sliding wet contact with varying sliding/rolling ratio. Some tests with a dry rolling–sliding contact phase preceding wet contact were carried out as well (dry–wet tests). The pressurization of the fluid entrapped in the surface cracks was the cause of a rapid and severe damage in the dry–wet tests, due to the nucleation of surface cracks by ratcheting in the dry phase, which subsequently propagate in the wet phase. In the wet tests, the fluid pressurization effect was much mitigated due to the absence of initial surface cracks; the specimens subjected to higher sliding/rolling ratio showed the best performance against rolling contact fatigue, due to the effect of wear in reducing the length of surface cracks. A model for assessing the interaction between wear and rolling contact fatigue was proposed, based on the correction of the classical Paris law for crack propagation by taking into account the effect of wear on crack length reduction. The application of the model to the experimental tests allowed finding a correlation between the model predictions and the occurrence of fatigue failure.

36 MATERIALS SCIENCE↗
DOE OSTI2018

Influence of Local Inhomogeneity of Thermomechanical Treatment Conditions on Microstructure Evolution in Aluminum Alloys

The influence of local inhomogeneity of the stress–strain condition on structure and texture evolution during thermomechanical treatment of aluminum alloys is studied in this work. For this purpose, laboratory rolling and plane strain tests that simulated roughing mill thermomechanical modes were performed. For all processes, the local inhomogeneity of structure evolution was estimated. For this purpose, x-ray texture analysis, EBSD and optical microscopy were used. Additionally, the calculations which allow to evaluate local inhomogeneity of stress–strain conditions for the each process were performed. The experimental results were compared with mathematical simulation output. They indicated structure and texture evolution inhomogeneities, especially during the plane strain and industrial rolling processes. In the plane strain test, typical local deformation zones occurred with different resulting grain size and texture effects than those observed in both rolling processes. This difference was mainly associated with different stress states, strain intensity and strain rate distribution throughout the deformation zone. This study demonstrated that the inhomogeneity of these parameters has a strong impact on structure and texture evolution in the first stage of thermomechanical treatment. In the center layer, laboratory rolling could adequately generate the structure and texture effects observed during rolling of ingots in a commercial mill. Plane strain tests can generate useful results only in the case of adequate choice of sample geometry.

36 MATERIALS SCIENCE↗
DOE OSTI2019

The Evolution of Deformation-Induced Carbides during Divorced Eutectoid Transformation in GCr15 Steels

A series of rolling experiments were carried out using GCr15 steel to investigate the effect of initial microstructure on the spheroidizing process, and especially the effect of deformation-induced carbides (DIC) on the divorced eutectoid transformation (DET). The results indicated that the existence of DIC was beneficial to the spheroidizing process, the optimal initial microstructure for DET was lamellar pearlite, and DIC precipitated at grain boundaries. The average thickness of the cementite lamella and the size of DIC decreased with a decrease in rolling temperature in the critical temperature region. When the specimen was rolled at 1053 K, a small amount of DIC of size ~ 1 μm precipitated at grain boundaries. In contrast, the amount of DIC was increased when the rolling temperature was decreased to 1023 K, whereas the size of DIC was reduced to ~ 0.5 μm. Interrupted quenching experiments indicated that DIC (M{sub 7}C{sub 3}) were transformed to M{sub 3}C during the process of partial austenitization, and the evolution of spheroidization was influenced by the variation in the initial microstructure. For the specimens rolled at 1023 K, only ~ 60 min was needed to achieve the dissolution of DIC, which was the minimum, and the total time needed to achieve spheroidization was reduced to ~ 90 min.

36 MATERIALS SCIENCE↗
DOE OSTI2015

Microstructure, texture evolution and magnetic properties of strip-casting non-oriented 6.5 wt.% Si electrical steel doped with cerium

A 0.3 mm thick non-oriented 6.5 wt.% Si electrical steel sheet doped with cerium is produced by twin-roll strip casting, hot rolling, warm rolling and annealing. A detailed study of the cerium precipitates in the as-cast strip, microstructure and texture evolution at different processing stages is carried out by electron probe micro-analysis, optical microscopy, X-ray diffraction and electron backscattered diffraction analysis. Grain interior distributing precipitates identified as Ce-oxides, Ce-oxysulfides and Ce-phosphides, and boundary distributing Ce-oxides and Ce-phosphides are observed in the as-cast strip. The initial as-cast strip is characterized by a much finer solidification microstructure and dominated by obvious < 001 >//ND texture through the strip thickness. After hot and warm rolling, inhomogeneous microstructure containing large amounts of in-grain shear bands is characterized by mixed < 110 >//RD and < 111 >//ND textures. The texture of the annealed sheet with a relatively large average grain size is far more optimized by the domination of the beneficial cube, rotated cube, (001)< 120 > to (001)< 130 > and Goss texture components, and the elimination of the detrimental γ-fiber texture, leading to a superior magnetic induction and improved iron loss. - Highlights: • An Fe–6.5 wt.% Si as-cast strip doped with cerium was produced. • A thin warm rolled sheet with limited edge cracks was obtained. • Microstructure and texture evolution at each stage were investigated. • Strong λ-fiber and Goss recrystallization textures were formed. • The magnetic properties of the annealed sheet were significantly improved.

36 MATERIALS SCIENCE↗
DOE OSTI2015

Annealing texture of nanostructured IF steel

In the present work, the evolution of annealing texture in nanostructured interstitial free steel fabricated via accumulative roll bonding (ARB) process was investigated. Textural evolution after post-annealing of ARB-processed samples was evaluated using X-ray diffraction. There were several texture transitions in the γ-fiber and ζ-fiber during ARB and post-annealing treatment. It was found that with increasing the number of ARB cycles, the volume fraction of the low angle grain boundary decreased and the high angle grain boundary fraction increased. Also, the shear texture was dominant after the first cycle, while for other samples, the rolling texture was dominant. The one-cycle sample clearly indicated a weak α-fiber and γ-fiber and a relatively strong ζ-fiber. In addition, during the recrystallization and before the grain growth, the intensity of α-fiber and γ-fiber decreased, the intensity of ζ-fiber increased, and the intensity of (011)〈100〉 orientation in the ε-fiber and η-fiber increased. Moreover, it was concluded that the transition from the rolling texture to the shear one was a sign of occurrence of the recrystallization (before the grain growth). Finally, with increasing the number of ARB cycles, the intensity of rolling and shear textures saturated and a stable texture formed. - Highlights: • There were texture transitions in the γ-fiber and ζ-fiber. • When the number of cycles increased, the low angle grain boundaries decreased. • The shear texture was dominant after the first cycle. • Transition from rolling texture to shear one was a sign of recrystallization. • With increasing the number of ARB cycles, a stable texture formed.

36 MATERIALS SCIENCE↗