A CEC-funded project has been performed to tackle the problem of producing an advanced Life Monitoring System (LMS) which would calculate the creep and fatigue damage experienced by high temperature pipework components. Four areas were identified where existing Life Monitoring System technology could be improved:
1. 1. the inclusion of creep relaxation
2. 2. the inclusion of external loads on components
3. 3. a more accurate method of calculating thermal stresses due to temperature transients
4. 4. the inclusion of high cycle fatigue terms.
The creep relaxation problem was solved using stress reduction factors in an analytical in-elastic stress calculation. The stress reduction factors were produced for a number of common geometries and materials by means of non-linear finite element analysis. External loads were catered for by producing influence coefficients from in-elastic analysis of the particular piping system and using them to calculate bending moments at critical positions on the pipework from load and displacement measurements made at the convenient points at the pipework. The thermal stress problem was solved by producing a completely new solution based on Green's Function and Fast Fourier transforms. This allowed the thermal stress in a complex component to be calculated from simple non-intrusive thermocouple measurements made on the outside of the component. The high-cycle fatigue problem was dealt with precalculating the fatigue damage associated with standard transients and adding this damage to cumulative total when a transient occurred.
The site testing provided good practical experience and showed up problems which would not otherwise have been detected. 相似文献
Behaviour of a series of lubricant oils and the effect of a non stoichiometric inorganic compound, as solid extreme pressure additive, on rolling fatigue life are studied using the rolling four-ball accelerated service simulation test proposed by Barwell and Scott. The results show, in all tested cases, the remarkable efficacy of this type of additive. The Total Acidity Number (tan) was found to increase with performance time for the case of the base lubricant, while for the oils with additives, it remained at its constant low value. This led to a proposal of a possible mechanism of the additive performance in the rolling process. 相似文献
On the basis of the experimental data, we show that the difference between the macroscopic and microscopic fatigue crack growth rates in the second section of the kinetic diagram of fatigue fracture is caused by the effect of crack closure within the limits of its existence. We establish the relationships between the macroscopic and microscopic fatigue crack growth rates and the structure of the material in the second section of the diagram for various values of the load ratio with regard for the effect of crack closure and propose a procedure of examination of the fracture processes in structural materials based on the analysis of microscopic and macroscopic fatigue crack growth rates. 相似文献
Rotating-bending uniaxial fatigue tests and micro-fatigue crack initiation tests were carried out using a permanent mold cast
(PMC) and semi-solid die cast (SDC) with Al−7%Si−0.35%Mg composition in order to examine the relationship between solidification
structures and fatigue behaviors. The crack length was measured using a replication method. Fatigue strength was improved
in SDC, which was almost consistent with the predicted fatigue strength using the size of Si particle cluster. Resistance
to fatigue crack initiation and fatigue strength were improved in SDC owing to the finer Si cluster and to higher ultimate
tensile strength. Fatigue crack in PMC was preferentially initiated at pores. For SDC, the fatigue crack was initiated at
the Si particle/matrix interface, and then sucessively grew along eutectic cell boundaries. 相似文献
The dynamic response of highway bridges subjected to moving truckloads has been observed to be dependent on (1) dynamic characteristics of the bridge; (2) truck configuration, speed, and lane position on the bridge; and (3) road surface roughness profile of the bridge and its approach. Historically, truckloads were measured to determine the load spectra for girder bridges. However, truckload measurements are either made for a short period of time [for example, weigh-in-motion (WIM) data] or are statistically biased (for example, weigh stations) and cost prohibitive. The objective of this paper is to present results of a 3D computer-based model for the simulation of multiple trucks on girder bridges. The model is based on the grillage approach and is applied to four steel girder bridges tested under normal truck traffic. Actual truckload data collected using a discrete bridge WIM system are used in the model. The data include axle loads, truck gross weight, axle configuration, and statistical data on multiple presence (side by side or following). The results are presented as a function of the static and dynamic stresses in each girder and compared with code provisions for dynamic load factor. The study provides an alternate method for the development of live-load models for bridge design and evaluation. 相似文献
ABSTRACT The fatigue crack growth behaviour of 0.47% carbon steel was studied under mode II and III loadings. Mode II fatigue crack growth tests were carried out using specially designed double cantilever (DC) type specimens in order to measure the mode II threshold stress intensity factor range, ΔKIIth. The relationship ΔKIIth > ΔKIth caused crack branching from mode II to I after a crack reached the mode II threshold. Torsion fatigue tests on circumferentially cracked specimens were carried out to study the mechanisms of both mode III crack growth and of the formation of the factory‐roof crack surface morphology. A change in microstructure occurred at a crack tip during crack growth in both mode II and mode III shear cracks. It is presumed that the crack growth mechanisms in mode II and in mode III are essentially the same. Detailed fractographic investigation showed that factory‐roofs were formed by crack branching into mode I. Crack branching started from small semi‐elliptical cracks nucleated by shear at the tip of the original circumferential crack. 相似文献