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Academic literature on the topic 'CFRP structure'
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Dissertations / Theses on the topic "CFRP structure"
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Nguyen, Phi Long. "Experimental and numerical study on thermo-mechanical behaviour of carbon fibre reinforced polymer and structures reinforced with CFRP." Thesis, Lyon, 2018. http://www.theses.fr/2018LYSE1130/document.
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Le polymère renforcé de fibres de carbone (CFRP) est l'une des solutions courantes pour réparer/renforcer/ fortifier/ rétrofiter les structures en génie civil en raison de ses avantages dans les propriétésmécaniques, la durabilité et la maniabilité. Cependant, des problèmes d'incendie récents ont soulevédes inquiétudes quant à la performance au feu du CFRP et des structures renforcées par CFRP. Dansla littérature, il existe plusieurs études sur l'évolution de la performance mécanique de CFRP et desstructures renforcées par CFRP pendant ou après l'exposition à différents niveaux de température quisont proches des températures obtenus durant un feu. Cependant, les résultats sont dispersés en raisonde la diversité des matériaux utilisés, de la différence dans les protocoles d'essai et de la limitation del'installation d'essai pour une utilisation à température élevée. Des études analytiques et numériquessont également menées avec une étude paramétrique pour observer, améliorer et proposer desrecommandations pour les directives de conception. Cependant, le manque de données expérimentalesa une influence significative sur applicabilité des résultats disponibles.Cette recherche caractérise les comportements des CFRP et de la structure renforcée avec du matériauCFRP dans trois conditions distinctes concernant la température élevée et la charge mécanique quisont proches des différents cas d'application au feu. Les méthodes expérimentales et numériques sontutilisées pour mener cette recherche afin d'étudier plus en détail l'état de chaque matériau au cours desétudes de cas. En particulier, l'essai résiduel est utilisé pour étudier la performance mécanique desspécimens refroidis après exposition à température élevée en respectant l'évaluation du comportementrésiduel des structures renforcées en CFRP en situation post-incendie à des fins de réparation /renforcement. Deux essais thermomécaniques sont utilisés pour étudier la performance mécanique deséchantillons à différentes températures élevées et leur performance thermique à différents étatsmécaniques en respectant la situation d'incendie pour la prédiction et la conception. Les deux dernierscas portent sur l'influence de l'ordre de chargement sur les résultats pour confirmer la validité desdonnées mécaniques expérimentales obtenues à différentes températures lors de l'évaluation de laperformance au feu de la structure renforcée par CFRP où les effets mécaniques et puis les effetsthermiques sont combinés.Dans la première partie expérimentale, 86 essais sur deux types de CFRP (un préfabriqué en usine etun fabriqué manuellement en laboratoire) ont été étudiés dans la plage de température de 20°C à712°C. La performance du matériau CFRP est généralement réduite lorsque la température augmente.Les résistances thermomécaniques et résiduelles du P-CFRP diminuent graduellement de 20°C à700°C, tandis que le module de Young varie de moins de 10% de 20°C à 400°C et ensuite diminuesignificativement à 600°C. La performance thermomécanique identifiée de CFRP a été inférieure quesa performance résiduelle, en particulier à une température supérieure à 400°C. En outre, latempérature élevée et la charge mécanique sont expérimentalement pertinentes et l'ordre dechargement a donc un faible effet sur les performances du matériau dans des conditionsthermomécaniques. Un nouveau modèle analytique, proposé pour l'évolution de la résistance ultimethermomécanique en fonction de la température, a montré sa capacité à s'adapter à deux CFRP étudiéset à ceux testés dans des conditions thermomécaniques similaires dans la littérature [etc...]<br>Carbon fibre reinforced polymer (CFRP) is one of common solutions in repairing / reinforcing/strengthening/ retrofitting structures in civil engineering due to its advantages in mechanicalproperties, durability and workability. However, recent issues have raised concerns for fireperformance of CFRP and CFRP reinforced structures. Throughout the literature, there are severalinvestigations on the evolution of mechanical performance of CFRP and CFRP reinforced structuresduring or after exposing to different levels of temperature which are close to temperatures obtainedduring a fire. However, the results are scatter due to the diversity of materials used, the difference intest protocols, and limitation in test facility for elevated temperature use. Analytical and numericalstudies are also conducted with parametric investigation to observe, improve, and proposerecommendations for design guideline. Additionally, missing gap in experimental data has asignificant influence on the applicability of the available results.This research characterizes the behaviours of CFRPs and of concrete structure reinforced with CFRPmaterial under three separated conditions concerning elevated temperature and mechanical loadingthat are close to different cases of fire application. The experimental and numerical methods used inthis research are to further investigate the status of each material during the case studies. Particularly,residual test is used to study the mechanical performance of specimens cooled after exposing toelevated temperature respecting the evaluation of the remained behaviour of CFRP reinforcedstructures at post-fire situation for repairing/ retrofitting purpose. Two thermo-mechanical tests areused to study the mechanical performance of specimens at different elevated temperatures and theirthermal performance at different mechanical statuses respecting the fire situation for predicting anddesigning purpose. The two final cases focus on the influence of loading order on the results toconfirm the validity of experimental mechanical data obtained at different temperatures whenapplying for evaluating the fire performance of CFRP reinforced structure where mechanical effectsand then temperature effects are combined.In the first experimental part, 86 tests on two types of CFRP (one pre-fabricated in factory and onemanually fabricated in laboratory) were studied in the temperature range from 20°C to 712°C. Theperformance of CFRP material is generally reduced as the temperature increases. The thermomechanicaland residual ultimate strengths of P-CFRP gradually decrease from 20°C to 700°C, whileits Young’s modulus varies less than 10% from 20°C to 400°C and then significantly decreases at600°C. The identified thermo-mechanical performance of CFRP was lower than its residualperformance, especially at temperature beyond 400°C. Furthermore, the elevated temperature andmechanical load are experimentally shown to be relevant and thus the loading order has a small effecton the material performance under thermo-mechanical conditions. A new analytical model, proposedfor the evolution of thermo-mechanical ultimate strength in function of temperature, has shown theability to fit with two studied CFRPs and with those tested under similar thermo-mechanical conditionin the literature [etc...]
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Grilli, Sofia. "Bond behavior between CFRP and masonry substrate determined by double-lap shear tests." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2018.
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Twenty double-lap shear tests are set up to evaluate the bond properties of interfaces uniaxial Carbon Fiber Reinforced Polymer (CFRP) strips as overlays on unreinforced masonry wall prisms. The efficient use of the material significantly depends on the bond between the externally bonded sheet and the substrate material since a premature debonding of the objects involved may lead to a premature failure of the system and, thus, to a low degree of exploitation of the fibrous structure.
In the test both the length and the width of the CFRP sheets are considered in order to analyse the mechanical behaviour of the specimens changing those parameters. In the first part of the research the background of the test and the materials used for the experimental campaign are presented while the second part is more focused on the technical procedure of the double-lap shear tests setting up. The results obtained with these experiments are then plotted to have a full understanding of the behaviour of the materials used in this specific scenario.
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Yuan, Chen. "Crushing Responses and Design of CF/EP Composite Structures." Thesis, The University of Sydney, 2018. http://hdl.handle.net/2123/20581.
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By virtue of their excellent properties of specific strength-to-mass and stiffness-to-mass ratios, carbon fibre reinforced epoxy (CF/EP) structures are becoming increasingly important in various transportation tools and industrial machines. Many studies have investigated the damage responses of CF/EP composite structures. However, there are still outstanding issues associated with failure-mechanism investigation and design for CF/EP composite structures under crushing loading. First, specific experimental approaches and advantageous models remain inadequate. Second, systematic study of the crushing responses of CF/EP composite structures is necessary. Third, the structural design of CF/EP materials are meaningful but seldom. Transverse impact is a common and important crushing scenario for CF/EP composite sandwich panels (CSPs). This study developed a specific FEA model addressing intralaminar damage, interlaminar and adhesive delamination, and honeycomb core (HC) failure of CF/EP CSPs, and designed an optimal structure under both transverse normal and oblique impact. Next, in-plane crushing responses of the CF/EP CSPs were investigated. Both in-plane localised and globalised crushing tests were conducted to characterise the failure responses and mechanisms of CSPs. CF/EP composite tubes are very promising for crushing energy absorption. This study investigated the failure mechanism and energy absorption of CF/EP tubes under three triggering initiators subjected to both quasi-static and dynamic crushing. This study characterised the failure responses and mechanisms of CF/EP composite structures under different crushing scenarios, and numerical techniques were applied. Optimisation theories with mathematic algorithms were utilised to improve the models’ comprehensive performance. The findings provide a series of valuable data for potential engineering applications.
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Boháčová, Marie. "Návrh sondy vířivých proudů a její aplikace pro zkoušení kompozitních leteckých konstrukcí." Doctoral thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2017. http://www.nusl.cz/ntk/nusl-364595.
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This thesis deals with design of an eddy current transducer which enables non-destructive inspection of composite aircraft structures primarily carbon fiber reinforced plastic (CFRP) in areas of manufacture and maintenance. The design of the transducer is based on analytical-experimental approach and its electrical and mechanical parameters were optimized to ensure a good signal to noise ratio at the six composite samples. These samples contain artificial discontinuities in the form of various types of defects. These defects are simulating the various types of damage created in the aircraft structure, especially delamination or thickness changes of composite materials. The experimental measurements, data collection and non-destructive evaluation were performed during the period. The result of this work is functional eddy current probe, which is reliably able to detect some damage of the carbon composite structures to the depth of 3,9 mm.
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Yee, Jeffrey Cheze Hui. "Thin CFRP composite deployable structures." Thesis, University of Cambridge, 2006. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.614308.
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Karlsson, Marlene. "CFRP strengthening of existing building structures." Thesis, Linköpings universitet, Institutionen för teknik och naturvetenskap, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-96306.
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Most of the building structures needed in twenty years from now is already built. Building structures are ageing and they deteriorate and often the demands on the structure changes over time. It is often needed to reinforce the structure, especially when reconstructing, repairing or renovating a building. The traditional strengthening methods that are used today are strengthening the structure with beams and columns of steel. The beams and columns often require much space and problems might occur if there are a lot of installations. There is another more modern technique where a composite plate, sheet, grid or bar of relatively small thickness is bonded with an epoxy adhesive to the structure. These reinforcements don’t change the cross-section of the structure. The most common type of fibre reinforcement that is used for strengthening in the building industry is carbon fibre. The carbon fibre products are much more expensive when comparing to steel. Therefore the object of this report is to show when it is economically motivated to use carbon fibre instead of the more traditional material steel. To do this I have studied five real cases brought to me by WSP Construction in Linköping, Sweden. The study shows that in the cases where it’s possible to use composites strengthening the building structure it is also economically motivated to do so. Even if the material is more expensive than the more traditional materials the total cost is in the same price class as the traditional ones because of the short time of construction. But there is still a problem with only a few consultants and entrepreneurs that have the knowledge and the experience to work with composites when strengthening a structure. If the knowledge will be spread to the consultants I will say that carbon fibre composites are the materials of tomorrow even in the building industry.<br>En stor del av det byggnadsbestånd som kommer att behövas inom en tjugoårsperiod är redan uppfört idag. Byggnadskonstruktioner åldras och försämras, och ofta förändras förutsättningarna för byggnaderna med tiden. Ett ständigt återkommande moment är behovet av att förstärka den bärande konstruktionen, framför allt i samband med ombyggnation, reparation och renovering. De traditionella metoder man använder sig av idag innebär att stålbalkar och pelare monteras för att förstärka konstruktionen. Dessa tar utrymme i anspråk och problem kan uppstå med t ex installationer i tak. En nyare metod innebär att man fäster kolfiberkompositer på ytan av konstruktionen i tunna lager i form av laminat, väv, nät eller stavar som fräses ner i ytan. För att fästa kompositen på ytan använder man sig av epoxi. De tunna lagren gör att konstruktionens tvärsnitt och egenvikt inte förändras märkbart. Då kolfiber är ett dyrare material än stål är syftet med denna rapport att ta fram konkreta praktikfall där det är ekonomiskt motiverat att använda sig av kolfiberkompositer istället för de traditionella metoder som används idag. Fem praktikfall tillhandahållna av WSP Byggprojektering i Linköping har studerats. Det visade sig att i de fall det var tillämpligt att använda sig av kolfiber för förstärkning var det även ekonomiskt hållbart. Trots det dyrare materialet innebär den korta monteringstiden att totalkostnaden för förstärkningsjobbet ligger i ungefär samma prisklass som en förstärkning med stål. Problem kvarstår dock med alltför några kunniga konstruktörer och entreprenörer – men annars är kolfiberkompositen morgondagens material.
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David-West, Opukuro Sunday. "Low velocity impact studies on CFRP composite structures." Thesis, University of Strathclyde, 2006. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.428854.
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James, Valontino Ruwhellon. "Fatigue Behaviour of CFRP Strengthened Reinforced Concrete Beams." Master's thesis, Faculty of Engineering and the Built Environment, 2020. http://hdl.handle.net/11427/32274.
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The performance of reinforced concrete (RC) structures, such as bridges in the heavy haul industry, may be severely impacted by fatigue when subjected to repeated cyclic loading. Fatigue not only reduces load carrying capacity and serviceability limit states (SLS), but it can cause structural failure even when the components are subjected to low stress range cyclic loading. Corrosion damage exacerbates fatigue related problems as chloride induced pitting corrosion facilitates the formation and gradual propagation of cracks under cyclic loading. A common rehabilitation and retrofitting approach that involves patch repairing and fibre reinforced polymer (FRP) strengthening has proven effective to not only restore structural capacity, but also to enhance infrastructure service life. The structural repair process involves the replacement of deteriorated cover concrete with a less permeable patch repair mortar. The patch repair only restores durability of the structure; to restore or enhance structural capacity the repair process further involves bonding of FRP laminates. Particularly in the case of FRP's with a low elastic modulus, the design is often guided by serviceability limit states as opposed to ultimate limit states (ULS), resulting in an over-reinforced structural member. In addition, the reinforcement area of commercially available FRP strengthening may exceed the design requirements, especially at low levels of corrosion damage. In both the abovementioned considerations the design may result in an over-reinforced section. At the time when this researched was proposed, the effect of increasing damage extent on fatigue behaviour of over-reinforced RC beams was not clear and merited further investigation. A scientific experimental approach was developed to investigate the long-term performance of fifteen (15) full-scale 40MPa RC beams with dimensions 155x254x2000mm and ultimate capacity of 62.3kNm. Accelerated corrosion damage was induced in varied extents which included 450mm, 800mm, 1300mm and 1800mm length to a constant degree of 10% on all specimens. Specimens from each damage extent were patch repaired using SikaCrete214 and subsequently strengthened with externally bonded with SikaCarboDurS512 carbon fibre reinforced polymer (CFRP) laminates. Four-point bending monotonic loading tests were conducted on one (1) specimen from each damage extent. The results obtained from the quasi-static tests were used to determine two (2) cyclic loading stress ranges at which the remaining 2 specimens from each damage extent would be tested under. Under the 40% and 60% stress ranges four-point bending cyclic loading tests were carried out at a test frequency of 4Hz. Information was acquired on key performance indicators that included fatigue life, crack development, failure mode and stiffness degradation, where stiffness was assessed in terms of midspan deflection, composite material strains and neutral axis shift. Information on these parameters were collected using strain gauges, linear variable differential transducers (LVDT), DEMEC strain targets and digital image correlation (DIC). Ultimate failure loads under monotonic loading showed that despite having the highest degree of corrosion, the 450mm damage extent specimen had the highest failure load of 325kN. The failure load gradually reduced to 290kN as the damage extent was increased to 1800mm and the 0mm (control) specimen failed at the lowest load of 274kN. In contrast to the static behaviour, the specimen fatigue life enhanced by 106.3% as the damage extent was increased from 450mm to 1800mm. As expected, the 40% stress range tests yielded much longer fatigue lives than their 60% stress range counterparts. Furthermore, the experimentally obtained fatigue lives were compared to three fatigue life prediction models and the Helgason and Hanson model yielded the closest correlation with the experimental results. IV ABSTRACT Crack densities were found to increase with a longer fatigue life. An increase in damage extent was found to positively affect crack development and overall stiffness of the specimen during longterm fatigue testing. This finding was further substantiated by an assessment of midspan deflection, compression concrete strain and carbon fibre strain results, which all suggested a lower neutral axis and a lower stiffness reduction rate under fatigue loading as the damage extent was increased from 450mm to 1800mm. Furthermore, the tension concrete cracks propagated gradually during longer fatigue tests periods, while the tension steel and carbon fibre were comparably less affected by the resultant internal forces. Unfortunately, the neutral axis strain measurements using DEMEC targets were unable to assess the relative effect of an increase in damage extent as well as the compression concrete and carbon fibre strains were able to. During this experimental period, it was established that the laboratory layout was not conducive for carrying out the DIC process of long-term cyclic loading tests. The area in which testing took place did not adequately protect the camera against the environment and therefore required daily storage of the equipment. Regular movement of the camera for storage purposes introduced measurement inaccuracies which accumulated over longer test periods of up 20 days. However, for the short-term tests that did not require movement of the camera, the DIC process yielded favourable results. It was possible to capture the crack patterns early in the test period when the crack growth rate and development of new cracks was high using DIC. It was found that the high strain cracks coincided with the points of maximum vertical deflection (obtained through DIC) and eventual failure location of the specimen. The points of maximum deflection obtained from the DIC process were often not at midspan, which in the absence of the DIC process, would not have been possible to predict accurately. The results have shown that the specimens with the longer damage extents exhibit improved fatigue performance than their shorter counterparts. This revealed a stark contrast to their monotonic loading performance which favoured shorter damage extents. Furthermore, DIC holds potential to predict failure location more accurately than conventional approaches used for structural health monitoring (SHS).
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Khechen, Aris. "Study of adhesively bonded repairs in aircraft CFRP primary structures." Master's thesis, Université Laval, 2015. http://hdl.handle.net/20.500.11794/31585.
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Afin de développer un protocole d’essai standardisé et des outils analytiques facilitant la conception de réparations collées en biseau pour des structures composites aéronautiques primaires, le présent mémoire se concentre sur la caractérisation et la modélisation des performances de joints collés en composite de type lisse-escalier soumis à un effort de traction uni-axiale. Dans un premier temps, deux matériaux composites tissés, une toile (PW) et un satin (8-HS) pré-imprégnés de type plastique à renfort de fibre de carbone ont été testés en traction uni-axiale à température ambiante sec (TAS) et à température élevée sec (TES). Les données issues de cette caractérisation ont permis la modélisation numérique des réparations. Dans un deuxième temps, des réparations de type lisse-escalier ont été fabriquées sur des stratifiés en utilisant les matériaux composites PW et 8-HS en suivant la même séquence de plis quasi-isotrope ([+45°/0°/-45°/90°]2s) pour le parent et pour la réparation. Le film adhésif utilisé est le Cytec FM300-2M. L’effet des conditions environnementales et de l’angle de biseau (3°, 5.5° et 7.5°) sur les performances des réparations a été étudié. Les résultats des essais de traction ont révélé que l’angle de biseau a un impact significatif sur le mode de rupture de la structure réparée. Alors que la rupture s’est produite dans le composite pour les réparations avec un angle de biseau de 3°, une rupture en cisaillement de type cohésive a été observée pour les réparations pour les biseaux à 5.5° et 7.5°. Ce changement de mode de rupture a été retrouvé pour les deux conditions environnementales (TAS et TES). Comparativement au stratifié intact, une baisse non-significative de la rigidité a été notée pour tous les angles de biseau. Toutefois, l’augmentation de l’angle de biseau a conduit à une baisse significative de la restitution de la contrainte à la rupture comparativement à celle du stratifié d’origine, indiquant l’importance de l’angle de biseau sur l’intégrité de la structure des réparations adhésives de type lisse-escalier. Les essais de tractions à TES suggèrent qu’il n’y a qu’une très faible diminution de la rigidité et de la contrainte à la rupture pour les réparations à TES comparativement à TAS. Finalement, des analyses par éléments finis 2D dans l’épaisseur ont été conduites en utilisant ABAQUS Standard et Explicit. Une analyse élastique a tout d’abord été menée afin de prédire les distributions des contraintes de pelage et de cisaillement normalisées au milieu de l’adhésif, le long de la ligne adhésive, pour trois différentes configurations géométriques de jointure (lisse-lisse, lisse-escalier, escalier-escalier). Contrairement aux distributions de contraintes uniformes observées le long de la ligne adhésive de la configuration lisse-lisse, de forts et fréquents pics de contraintes de pelage et de cisaillement ont été observés pour les deux autres configurations. Ces observations ont mené à conclure que la modélisation d’un joint de réparation collé en biseau doit être conduite avec précaution. Émettre l’hypothèse que la surface adhésive du stratifié patch est lisse (i.e.: configuration lisse-lisse) alors qu’elle est en fait de type lisse-escalier implique de ne pas prendre en compte les pics de contraintes causés par les irrégularités géométriques de la surface adhésive du stratifié. Cela peut mener à la surestimation de la contrainte à la rupture de la réparation. Pour finir, une analyse élastique-plastique a été conduite en utilisant les modèles de plasticité et d’endommagement par cisaillement déjà implémentés dans ABAQUS. Ces modèles de plasticité et d’endommagement ont été utilisés pour le film adhésif seulement. Le matériau composite a été supposé linéaire élastique jusqu’à la rupture. Le critère des déformations maximales a été utilisé pour prédire la rupture du premier pli dans le composite. Les prédictions obtenues avec le modèle et les résultats expérimentaux ont montré de très bonnes corrélations.<br>This master’s degree thesis focuses on testing and modeling the bonded scarf-stepped composite joint performance under uniaxial tensile loading as part of the effort to develop testing protocols and analytical tools for the design of scarf bonded repair for primary aeronautical composite structures. First, plain weave (PW) and 8-harness satin (8-HS) carbon fiber-reinforced plastic (CFRP) pre-preg composite materials were tested under uniaxial tensile loading at room temperature dry (RTD) and elevated temperature dry (ETD) conditions. The gathered characterization data was later used for the numerical modeling of the repairs. Furthermore, smoothed parent laminate bonding surface and stepped patch laminate bonding surface (scarf-stepped repairs were performed using both PW and 8-HS composite materials with matching quasi-isotropic ([+45°/0°/-45°/90°]2s) ply stacking sequence between the parent and the patch. The adhesive film that was used is the Cytec FM300-2M. The effects of environmental conditions and the influence of the scarf angle (i.e. 3˚, 5.5° and 7.5˚) on the performance of the bonded repairs were investigated. The tensile test results revealed that the scarf angle has a significant impact on the failure mode of the repaired composite part. While substrate failure occurred with a 3˚ scarf angle, cohesive shear failure was observed for the 5.5° and 7.5˚ angles. This change in failure mode is consistent both at RTD and ETD. When compared with the pristine laminate, an insignificant drop in stiffness was found regardless of the scarf angle. Although, increasing the scarf angle led to a significant drop in strength restitution in comparison with the pristine laminate. This indicates the importance of the scarf angle on the structural integrity of a scarf-step bonded repair. The tensile test results in ETD conditions suggest a slight decrease in stiffness and strength for both materials at ETD. Eventually, 2D through-thickness finiteelement analyses were also conducted using both ABAQUS Standard and Explicit. An elastic analysis was first performed to predict the distribution of normalized shear and peel stresses in the middle of the adhesive along the bondline for three different joint geometries (scarf-scarf, scarf-step and step-step). As opposed to the uniform stress distributions found along the bondline of the scarf-scarf configuration, high and frequent peaks of peal and shear stresses were found for both scarf-step and step-step configurations. These observations led to the conclusion that one must be particularly cautious when modeling a scarf joint bonded repair. Assuming that the patch laminate bonding surface is smoothed (i.e., scarf-scarf configuration) while it is actually stepped (i.e., scarf-step configuration) can lead to overestimating the overall repair strength since the high stress peaks caused by the geometric irregularities of the stepped patch laminate bonding surface would then be ignored. Furthermore, an elastic-plastic analysis was conducted using the already implemented plasticity and shear damage models in ABAQUS. These plasticity and damage models were used for the adhesive film only. The composite material was supposed to behave linear-elastically up to failure. The maximum strain criterion was used to predict the first ply failure in the composite. The predictions obtained with the model correlated very well with the experimental results.
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Chan, Yui Bun. "Investigation of cracked reinforced concrete framed structures repaired with CFRP /." View Abstract or Full-Text, 2002. http://library.ust.hk/cgi/db/thesis.pl?CIVL%202002%20CHAN.
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Thesis (M. Phil.)--Hong Kong University of Science and Technology, 2002.<br>Includes bibliographical references (leaves 209-210). Also available in electronic version. Access restricted to campus users.