Microstructural characteristics and corrosion behavior of a super duplex stainless steel casting

The machining of super duplex stainless steel castings is usually complicated by the difficulty involved in maintaining the dimensional tolerances required for given applications. Internal stresses originating from the solidification process and from subsequent heat treatments reach levels that exceed the material`s yield strength, promoting plastic strain. Stress relief heat treatments at 520 degrees C for 2 h are an interesting option to solve this problem, but because these materials present a thermodynamically metastable condition, a few precautions should be taken. The main objective of this work was to demonstrate that, after solution annealing at 1130 degrees C and water quenching, stress relief at 520 degrees C for 2 h did not alter the duplex microstructure or impair the pitting corrosion resistance of ASTM A890/A890M Grade 6A steel. This finding was confirmed by microstructural characterization techniques, including light optical and scanning electron microscopy, and X-ray diffraction. Corrosion potential measurements in synthetic sea water containing 20,000 ppm of chloride ions were also conducted at three temperatures: 5 degrees C, 25 degrees C and 60 degrees C. (c) 2008 Elsevier Inc. All rights reserved.

Jatkuvavaletun teräksen leikkaussuunnitelman optimointi

Teollisuuden tuotannon eri prosessien optimointi on hyvin ajankohtainen aihe. Monet ohjausjärjestelmät ovat ajalta, jolloin tietokoneiden laskentateho oli hyvin vaatimaton nykyisiin verrattuna. Työssä esitetään tuotantoprosessi, joka sisältää teräksen leikkaussuunnitelman muodostamisongelman. Valuprosessi on yksi teräksen valmistuksen välivaiheita. Siinä sopivaan laatuun saatettu sula teräs valetaan linjastoon, jossa se jähmettyy ja leikataan aihioiksi. Myöhemmissä vaiheissa teräsaihioista muokataan pienempiä kokonaisuuksia, tehtaan lopputuotteita. Jatkuvavaletut aihiot voidaan leikata tilauskannasta riippuen monella eri tavalla. Tätä varten tarvitaan leikkaussuunnitelma, jonka muodostamiseksi on ratkaistava sekalukuoptimointiongelma. Sekalukuoptimointiongelmat ovat optimoinnin haastavin muoto. Niitä on tutkittu yksinkertaisempiin optimointiongelmiin nähden vähän. Nykyisten tietokoneiden laskentateho on kuitenkin mahdollistanut raskaampien ja monimutkaisempien optimointialgoritmien käytön ja kehittämisen. Työssä on käytetty ja esitetty eräs stokastisen optimoinnin menetelmä, differentiaalievoluutioalgoritmi. Tässä työssä esitetään teräksen leikkausoptimointialgoritmi. Kehitetty optimointimenetelmä toimii dynaamisesti tehdasympäristössä käyttäjien määrittelemien parametrien mukaisesti. Työ on osa Syncron Tech Oy:n Ovako Bar Oy Ab:lle toimittamaa ohjausjärjestelmää.

Strengthening of an Existing Continuous-Span, Steel-Stringer, Concrete-Deck Bridge, HR-333, 1993

The need to upgrade understrength bridges in the United States has been well documented in the literature. The concept of strengthening steel stringer bridges in Iowa has been developed through several Iowa DOT projects. The objective of the project described in this report was to investigate the use of one such strengthening system on a three-span continuous steel stringer bridge in the field. In addition, a design methodology was developed to assist bridge engineers with designing a strengthening system to obtain the desired stress reductions. The bridge selected for strengthening was in Cerro Gordo County near Mason City, Iowa on County Road B65. The strengthening system was designed to remove overstresses that occurred when the bridge was subjected to Iowa legal loads. A two part strengthening system was used: post-tensioning the positive moment regions of all the stringers and superimposed trusses in the negative moment regions of the two exterior stringers at the two piers. The strengthening system was installed in the summers of 1992 and 1993. In the summer of 1993, the bridge was load tested before and after the strengthening system was activated. The load test results indicate that the strengthening system was effective in reducing the overstress in both the negative and positive regions of the stringers. The design methodology that was developed includes a procedure for determining the magnitude of post-tensioning and truss forces required to strengthen a given bridge. This method utilizes moment and force fractions to determine the distribution of strengthening axial forces and moments throughout the bridge. Finite element analysis and experimental results were used in the formulation and calibration of the methodology. A spreadsheet was developed to facilitate the calculation of these required strengthening forces.

Preventing Cracking at Diaphragm/Plate Girder Connections in Steel Bridges, HR-393, 1998

Some of the Iowa Department of Transportation (Iowa DOT) continuous, steel, welded plate girder bridges have developed web cracking in the negative moment regions at the diaphragm connection plates. The cracks are due to out-of-plane bending of the web near the top flange of the girder. The out-of-plane bending occurs in the "web-gap", which is the portion of the girder web between (1) the top of the fillet welds attaching the diaphragm connection plate to the web and (2) the fillet welds attaching the flange to the web. A literature search indicated that four retrofit techniques have been suggested by other researchers to prevent or control this type of cracking. To eliminate the problem in new bridges, AASHTO specifications require a positive attachment between the connection plate and the top (tension) flange. Applying this requirement to existing bridges is expensive and difficult. The Iowa DOT has relied primarily on the hole-drilling technique to prevent crack extension once cracking has occurred; however, the literature indicates that hole-drilling alone may not be entirely effective in preventing crack extension. The objective of this research was to investigate experimentally a method proposed by the Iowa DOT to prevent cracking at the diaphragm/plate girder connection in steel bridges with X-type or K-type diaphragms. The method consists of loosening the bolts at some connections between the diaphragm diagonals and the connection plates. The investigation included selecting and testing five bridges: three with X-type diaphragms and two with K-type diaphragms. During 1996 and 1997, these bridges were instrumented using strain gages and displacement transducers to obtain the response at various locations before and after implementing the method. Bridges were subjected to loaded test trucks traveling in different lanes with speeds varying from crawl speed to 65 mph (104 km/h) to determine the effectiveness of the proposed method. The results of the study show that the effect of out-of-plane loading was confined to widths of approximately 4 in. (100 mm) on either side of the connection plates. Further, they demonstrate that the stresses in gaps with drilled holes were higher than those in gaps without cracks, implying that the drilling hole technique is not sufficient to prevent crack extension. The behavior of the web gaps in X-type diaphragm bridges was greatly enhanced by the proposed method as the stress range and out-of-plane distortion were reduced by at least 42% at the exterior girders. For bridges with K-type diaphragms, a similar trend was obtained. However, the stress range increased in one of the web gaps after implementing the proposed method. Other design aspects (wind, stability of compression flange, and lateral distribution of loads) must be considered when deciding whether to adopt the proposed method. Considering the results of this investigation, the proposed method can be implemented for X-type diaphragm bridges. Further research is recommended for K-type diaphragm bridges.

Evaluation of Post-Tension Strengthened Steel Girder Bridge Using FRP Bars, 2003

Many state, county, and local agencies are faced with deteriorating bridge infrastructure composed of a large percentage of relatively short to medium span bridges. In many cases, these older structures are rolled or welded longitudinal steel stringers acting compositely with a reinforced concrete deck. Most of these bridges, although still in service, need some level of strengthening due to increases in legal live loads or loss of capacity due to deterioration. Although these bridges are overstressed in most instances, they do not warrant replacement; thus, structurally efficient but cost-effective means of strengthening needs to be employed. In the past, the use of bolted steel cover plates or angles was a common retrofit option for strengthening such bridges. However, the time and labor involved to attach such a strengthening system can sometimes be prohibitive. This project was funded through the Federal Highway Administration’s Innovative Bridge Research and Construction program. The goal is to retrofit an existing structurally deficient, three-span continuous steel stringer bridge using an innovative technique that involves the application of post-tensioning forces; the post-tensioning forces were applied using fiber reinforced polymer post-tensioning bars. When compared to other strengthening methods, the use of carbon fiber reinforced polymer composite materials is very appealing in that they are highly resistant to corrosion, have a low weight, and have a high tensile strength. Before the post-tensioning system was installed, a diagnostic load test was conducted on the subject bridge to establish a baseline behavior of the unstrengthened bridge. During the process of installing the post-tensioning hardware and stressing the system, both the bridge and the post-tensioning system were monitored. The installation of the hardware was followed by a follow-up diagnostic load test to assess the effectiveness of the post-tensioning strengthening system. Additional load tests were performed over a period of two years to identify any changes in the strengthening system with time. Laboratory testing of several typical carbon fiber reinforced polymer bar specimens was also conducted to more thoroughly understand their behavior. This report documents the design, installation, and field testing of the strengthening system and bridge.

Predicting Delta Ferrite Content in Stainless Steel Castings

The distribution of delta ferrite fraction was measured with the magnetic method in specimens of different stainless steel compositions cast by the investment casting (lost wax) process. Ferrite fraction measurements published in the literature for stainless steel cast samples were added to the present work data, enabling an extensive analysis about practical methods to calculate delta ferrite fractions in stainless steel castings. Nineteen different versions of practical methods were formed using Schaeffler, DeLong, and Siewert diagrams and the nickel and chromium equivalent indexes suggested by several authors. These methods were evaluated by a detailed statistical analysis, showing that the Siewert diagram, including its equivalent indexes and iso-ferrite lines, gives the lowest relative errors between calculated and measured delta ferrite fractions. Although originally created for stainless steel welds, this diagram gives relative errors lower than those for the current ASTM standard method (800/A 800M-01), developed to predict ferrite fractions in stainless steel castings. Practical methods originated from a combination of different chromium/nickel equivalent indexes and the iso-ferrite lines from Schaeffler diagram give the lowest relative errors when compared with combinations using other iso-ferrite line diagrams. For the samples cast in the present work, an increase in cooling rate from 0.78 to 2.7 K/s caused a decrease in the delta ferrite fraction, but a statistical hypothesis test revealed that this effect is significant in only 50% of the samples that have ferrite in their microstructures.

Ultimate strength of continuous composite beams in combined bending and shear

The contributions of the concrete slab and composite action to the vertical shear strength of continuous steel-concrete composite beams are ignored in current design codes, which result in conservative designs. This paper investigates the ultimate strength of continuous composite beams in combined bending and shear by using the finite element analysis method. A three-dimensional finite element model has been developed to account for the geometric and material nonlinear behaviour of continuous composite beams. The finite element model is verified by experimental results and then used to study the effects of the concrete slab and shear connection on the vertical shear strength. The moment-shear interaction strength of continuous composite beams is also investigated by varying the moment/ shear ratio. It is shown that the concrete slab and composite action significantly increase the ultimate strength of continuous composite beams. Based on numerical results, design models are proposed for the vertical shear strength and moment-shear interaction of continuous composite beams. The proposed design models, which incorporates the effects of the concrete slab, composite action, stud pullout failure and web shear buckling, are compared with experimental results with good agreement. (C) 2003 Elsevier Ltd. All rights reserved.

A field experiment on a steel Gerber-truss bridge for damage detection utilizing vehicle-induced vibrations

A field experiment was conducted on a real continuous steel Gerber-truss bridge with artificial damage applied. This article summarizes the results of the experiment for bridge damage detection utilizing traffic-induced vibrations. It investigates the sensitivities of a number of quantities to bridge damage including the identified modal parameters and their statistical patterns, Nair’s damage indicator and its statistical pattern and different sets of measurement points. The modal parameters are identified by autoregressive time-series models. The decision on bridge health condition is made and the sensitivity of variables is evaluated with the aid of the Mahalanobis–Taguchi system, a multivariate pattern recognition tool. Several observations are made as follows. For the modal parameters, although bridge damage detection can be achieved by performing Mahalanobis–Taguchi system on certain modal parameters of certain sets of measurement points, difficulties were faced in subjective selection of meaningful bridge modes and low sensitivity of the statistical pattern of the modal parameters to damage. For Nair’s damage indicator, bridge damage detection could be achieved by performing Mahalanobis–Taguchi system on Nair’s damage indicators of most sets of measurement points. As a damage indicator, Nair’s damage indicator was superior to the modal parameters. Three main advantages were observed: it does not require any subjective decision in calculating Nair’s damage indicator, thus potential human errors can be prevented and an automatic detection task can be achieved; its statistical pattern has high sensitivity to damage and, finally, it is flexible regarding the choice of sets of measurement points.

Teräsvalujen hitsaus: case 25CrMo4

Työssä tutkittiin teräsvalujen hitsattavuutta sekä kirjallisuuden että laboratoriokokeiden avulla. Työssä tarkasteltiin erityisesti valuterästä G-25CrMo4 ja tutkittiin seikkoja, jotka vaikuttavat kyseisen materiaalin hitsauksen onnistumiseen.

Utilização do método de Taguchi na modelagem e otimização de vazios relacionados à solidificação em processo de fundição de aço ABNT 1030

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Utilização da função Desirability em um processo de fundição de aço ABNT 1030

This dissertation addresses the main theme the use of desirability tool in optimizing a process with multiple response variables. The current scenario of strong bids to conquer the consumer market makes it necessary to develop improvements for better process performance as a whole, is to cut costs, increase efficiency or effectiveness. Thus, the use of methods to assist in this process is becoming increasingly feasible. This study used the MINITAB program and the data of the doctoral thesis of Dr. Luiz Henrique Dias Alves, in order to compare the results obtained in both studies. As a result, after applying the desirability method, simulated to optimize two responses variables regarding the formation of voids related to solidification in ABNT 1030 steel casting process. Thus, it was possible to evaluate the behavior of the variables with the variation of parameters of the desirability function

Utilização da função Desirability em um processo de fundição de aço ABNT 1030

This dissertation addresses the main theme the use of desirability tool in optimizing a process with multiple response variables. The current scenario of strong bids to conquer the consumer market makes it necessary to develop improvements for better process performance as a whole, is to cut costs, increase efficiency or effectiveness. Thus, the use of methods to assist in this process is becoming increasingly feasible. This study used the MINITAB program and the data of the doctoral thesis of Dr. Luiz Henrique Dias Alves, in order to compare the results obtained in both studies. As a result, after applying the desirability method, simulated to optimize two responses variables regarding the formation of voids related to solidification in ABNT 1030 steel casting process. Thus, it was possible to evaluate the behavior of the variables with the variation of parameters of the desirability function

Launching the Vicario Viaduct: Andalucia, Spain

The Vicario Viaduct is located in the A-44 motorway, in the South-East part of Spain. It crosses a natural gorge, near the town of Ízbor in the province of Granada. A single continuous steel concrete composite deck, 24 m wide and 175 m long, divided in two 87,5 m spans, has been built. The cross section is a single structural steel box, 8,00 m wide and 4,52 m deep. The total width of 24 m is reached adding a strut and tie system each 4,375 m on both sides of the box. The steel parts of the deck were entirely constructed in the workshop and then they were erected on site just behind one of the abutments. Finally a 27.5 m long steel nose was connected to launch the deck. The main problems have been the curved shape of the deck (1420 m radius in plan) producing a non symmetric transverse distribution of reactions on each support and the cantilever reaching 87,5 m long, producing a maximum deflection of 1500 mm

Dynamic Behavior and Fatigue Life of Highway Bridges Due to Doubling Heavy Vehicles

An increase in the demand for the freight shipping in the United States has been predicted for the near future and Longer Combination Vehicles (LCVs), which can carry more loads in each trip, seem like a good solution for the problem. Currently, utilizing LCVs is not permitted in most states of the US and little research has been conducted on the effects of these heavy vehicles on the roads and bridges. In this research, efforts are made to study these effects by comparing the dynamic and fatigue effects of LCVs with more common trucks. Ten Steel and prestressed concrete bridges with span lengths ranging from 30’ to 140’ are designed and modeled using the grid system in MATLAB. Additionally, three more real bridges including two single span simply supported steel bridges and a three span continuous steel bridge are modeled using the same MATLAB code. The equations of motion of three LCVs as well as eight other trucks are derived and these vehicles are subjected to different road surface conditions and bumps on the roads and the designed and real bridges. By forming the bridge equations of motion using the mass, stiffness and damping matrices and considering the interaction between the truck and the bridge, the differential equations are solved using the ODE solver in MATLAB and the results of the forces in tires as well as the deflections and moments in the bridge members are obtained. The results of this study show that for most of the bridges, LCVs result in the smallest values of Dynamic Amplification Factor (DAF) whereas the Single Unit Trucks cause the highest values of DAF when traveling on the bridges. Also in most cases, the values of DAF are observed to be smaller than the 33% threshold suggested by the design code. Additionally, fatigue analysis of the bridges in this study confirms that by replacing the current truck traffic with higher capacity LCVs, in most cases, the remaining fatigue life of the bridge is only slightly decreased which means that taking advantage of these larger vehicles can be a viable option for decision makers.