Materials-development projects for advanced ultra-supercritical(A-USC) power plants with steam temperatures of 700℃ and above have been performed in order to achieve high efficiency and low CO_2 emissions in Europe, ...Materials-development projects for advanced ultra-supercritical(A-USC) power plants with steam temperatures of 700℃ and above have been performed in order to achieve high efficiency and low CO_2 emissions in Europe, the US, Japan, and recently in China and India as well. These projects involve the replacement of martensitic 9%–12% Cr steels with nickel(Ni)-base alloys for the highest temperature boiler and turbine components in order to provide sufficient creep strength at 700℃ and above. To minimize the requirement for expensive Ni-base alloys, martensitic 9%–12% Cr steels can be applied to the next highest temperature components of an A-USC power plant, up to a maximum of 650℃. This paper comprehensively describes the research and development of Ni-base alloys and martensitic 9%–12% Cr steels for thick section boiler and turbine components of A-USC power plants, mainly focusing on the long-term creep-rupture strength of base metal and welded joints, strength loss in welded joints, creep-fatigue properties, and microstructure evolution during exposure at elevated temperatures.展开更多
A proven beam-track contact model was used to analyze the track-structure interaction of CWR (continuously welded track) on bridge. Considering the impact of adjacent bridges, the tower-cable-track-beam-pier-pile fini...A proven beam-track contact model was used to analyze the track-structure interaction of CWR (continuously welded track) on bridge. Considering the impact of adjacent bridges, the tower-cable-track-beam-pier-pile finite element model of the cable-stayed bridge was established. Taking a bridge group including 40-32m simply-supported beam and (32+80+112)m single-tower cable-stayed bridge and 17-32m simply-supported beam on the Kunming-Shanghai high-speed railway as an example, the characteristics of CWR longitudinal force on the cable-stayed bridge were studied. It is shown that adjacent bridges must be considered in the calculation of the track expansion force and bending force on cable-stayed bridge. When the span amount of adjacent bridges is too numerous, it can be simplified as six spans; the fixed bearing of adjacent simply-supported beams should be placed on the side near the cable-stayed bridge; the track expansion device should be set at the bridge tower to reduce the track force near the bridge abutment.展开更多
The X80 pipeline steel was welded with the way of submerged arc welding. The SST （slow strain test） of the welded joint samples in the air, NACE （National Association of Corrosion Engineers） solution （no H2S）, N...The X80 pipeline steel was welded with the way of submerged arc welding. The SST （slow strain test） of the welded joint samples in the air, NACE （National Association of Corrosion Engineers） solution （no H2S）, NACE solution （saturated H2S） was performed to research the sensibility index of SCC （stress corrosion cracking） Iscc. The morphologies of the welded joint fractures and the fracture modes were observed with SEM （scanning electron microscope）, and the fracture chemical compositions were analyzed with EDS （energy dispersive spectrometer）, respectively. The fracture mechanisms of the welded joints were discussed. The results show that sensibility index of SCC in the air is not obvious, the fracture is dimple, and the mode of fracture is ductile fracture. The sensibility index of SCC in NACE solution （no H2S） is 13.21%, the stress corrosion is not obvious. The sample fracture shows quasi cleavage＋dimple, and the fracture mode is toughness＋brittle rupture. The sensibility index of SCC in NACE solution （saturated H2S） is 56.94%, the plastic loss is the most serious, appearing an obvious stress corrosion tendency, and there is no obvious necking phenomenon. The fracture mode is brittle fracture, and the sample fracture has a high sulfur concentration, prompting S to a aliquation of crisp crystal in the welded zone, and making its mechanical properties worsen.展开更多
Considering arch rib, lateral brace, suspender, girder, pier and track position, the model for the interaction between long-span tied arch continuous bridge and multiple tracks was established by using steel-concrete ...Considering arch rib, lateral brace, suspender, girder, pier and track position, the model for the interaction between long-span tied arch continuous bridge and multiple tracks was established by using steel-concrete composite section beam element to simulate concrete-filled steel tube(CFST) arch rib, using the beam element with rigid arm to simulate the prestressed concrete girder and using nonlinear bar element to simulate longitudinal constraint between track and bridge. Taking a(77+3×156.8+77) m tied arch continuous bridge with four tracks on the Harbin-Qiqihar Passenger Dedicated Line as an example, the arrangement of continuously welded rail(CWR) was explored. The longitudinal force in CWR on the tied arch continuous bridge, the pier top horizontal force and torque due to the unbalance load case, were analyzed under the action of temperature, vertical live load, train braking and wind load.Studies show that, it can significantly reduce track displacement to set the track expansion devices at main span arch springing on both sides; the track stress due to arch temperature variation can reach 40.8 MPa; the track stress, pier top horizontal force and torque are related to the number of loaded tracks and train running direction, and the bending force applied to unloaded track is close to the loaded track, while the braking force applied to unloaded track is 1/4 to 1/2 of the loaded track; the longitudinal force of track due to the wind load is up to 12.4 MPa, which should be considered.展开更多
A new mechanics model, which reveals additional longitudinal force transmission between the continuously welded rails and the bridges, is established on the fact that the influence of the mutual relative displacement ...A new mechanics model, which reveals additional longitudinal force transmission between the continuously welded rails and the bridges, is established on the fact that the influence of the mutual relative displacement (among) the rail, the sleeper and the beam is taken into account. An example is presented and numerical results are compared. The results show that the additional longitudinal forces calculated with the new model are less than those of the previous, especially in the case of the flexible pier bridges. The new model is also suitable for the analysis of the additional longitudinal force transmission between rails and bridges of ballastless track with small resistance fasteners without taking the sleeper displacement into account, and compared with the ballast bridges, the ballastless bridges have a much stronger additional longitudinal force transmission between the continuously welded rails and the bridges.展开更多
The fatigue property of AZ31 magnesium alloy and its TIG welded joints were investigated. The ultrasonic peening treatment （UPT） was used to improve the fatigue property of the TIG welded joints, which was treated a...The fatigue property of AZ31 magnesium alloy and its TIG welded joints were investigated. The ultrasonic peening treatment （UPT） was used to improve the fatigue property of the TIG welded joints, which was treated at the weld toe by the UPT process. The test results show that the fatigue strength of the base metal of AZ31 magnesium alloys is 57.8 MPa, and those of the fillet joint and the transverse cross joint are respectively 20. 0 MPa and 17.2 MPa at 2 × 10^6 cycles. The fatigue strengths of two kinds of welded joints treated by the UPT are respectively 30. 3 MPa and 24. 7 MPa, which have been improved by 51.5% and 43.6%, respectively. The fatigue life of the fillet joint specimens is prolonged by about 2. 74 times and the fatigue life of the transverse cross joint specimens is prolonged by about 1.05 times when the stress range is at 40. 0 MPa.展开更多
Since the development of offshore oil and gas, increased submarine oil and gas pipelines were installed. All the early steel pipes of submarine pipelines depended on importing because of the strict requirements of com...Since the development of offshore oil and gas, increased submarine oil and gas pipelines were installed. All the early steel pipes of submarine pipelines depended on importing because of the strict requirements of comprehensive properties, such as, anti-corrosion, resistance to pressure and so on. To research and develop domes- tic steel pipes used for the submarine pipeline, the Longitudinal-seam Submerged Arc Welded （LSAW） pipes were made of steel plates cut from leveled hot rolled coils by both the JCOE and UOE （the forming process in which the plate like the letter “J”, “C”, “0” or “U” shape, then expansion） forming processes. Furthermore, the mechanical properties of the pipe base metal and weld metal were tested, and the results were in accordance with the corresponding pipe specification API SPEC 5L or DNV- OS-FI01, which showed that domestic LSAW pipes could be used for submarine oil and gas pipelines.展开更多
This paper presents a model of fatigue crack growth in a welded joint and a two-dimensional model of anodic dissolution based on Donahue model and anodic dissolution mechanism,respectively.In addition,a model for pred...This paper presents a model of fatigue crack growth in a welded joint and a two-dimensional model of anodic dissolution based on Donahue model and anodic dissolution mechanism,respectively.In addition,a model for predicting the corrosion fatigue crack growth rate in welded joints of steel marine structures is established and crack growth mechanisms are analyzed.The results show that during early stages of crack growth,corrosion fatigue crack growth rate in welded joints is mainly controlled by corrosion action,whereas cyclic loading becomes more influential during the later stage of crack propagation.Loading frequency and effective stress ratio can affect rupture period of protective film at the corrosion fatigue crack tip and the length of corrosion crack increment,respectively,which changes the influence of corrosion action on crack growth rate.However,the impact of stress amplitude on crack growth rate is only significant when crack propagation is caused by cyclic loading.Welding residual stress not only improves the effective stress ratio of cyclic loading,but also promotes crack closure and increases corrosion fatigue crack growth rate in welded joints.Compared to corrosion action,welding residual stress has a more significant influence on crack growth caused by cyclic loading.展开更多
With the implementation of environmental protection, sustainable development and conservation-oriented policies, components and parts of thin-walled welded tubes have gained increasing application in the aircraft and ...With the implementation of environmental protection, sustainable development and conservation-oriented policies, components and parts of thin-walled welded tubes have gained increasing application in the aircraft and automotive industries because of their advantages： easily achieving forming and manufacturing process at low cost and in a short time. The current research on welded tube plastic forming is mainly concentrated on tube internal high-pressure forming, tube bending forming, and tube spinning forming. The focuses are on the material properties and char- acterization of welded tubes, finite element modeling for welded tube forming, and inhomogeneous deformation behavior and the mechanism and rules of deformation coordination in welded tube plastic forming. This paper summarizes the research progress in welded tube plastic forming from these aspects. Finally, with a focus on the urgent demand of the aviation, aerospace and automotive industries for high-strength and light-weight tubes, this paper discusses the development trends and challenges in the theory and technology of welded tube plastic forming in the future. Among them, laser tailor-welded technology will find application in the manufacture of high-strength steel tubes. Tube-end forming technology, such as tube flaring and flanging technology, will expand its appli- cation in welded tubes. Therefore, future studies will focus on the FE modeling regarding how to consider effects of welding on residual stresses, welding distortions and microstructure, the inhomo- geneous deformation and coordination mechanism of the plastic forming process of tailor-welded tubes, and some end-forming processes of welded tubes, and more comprehensive research on the formin~ mechanism and limit of welded tubes.展开更多
In order to study the welding process,microstructure and properties of Al-Mg-Mn-Sc-Zr alloy,comparative methods of friction stir welding（FSW） and tungsten inert gas（TIG） were applied to the two conditions of this ...In order to study the welding process,microstructure and properties of Al-Mg-Mn-Sc-Zr alloy,comparative methods of friction stir welding（FSW） and tungsten inert gas（TIG） were applied to the two conditions of this alloy,namely hot rolled plate and cold rolled-annealed plate.The relationships between microstructures and properties of the welded joints were investigated by means of optical microscopy and transmission electron microscopy.Compared with the base metal,the strength of FSW and TIG welded joints decreased,and the FSW welding coefficients were higher than the TIG welding coefficients.The loss of substructure strengthening and a very little loss of precipitation strengthening of Al3（Sc,Zr） cause the decreased strength of FSW welded joint.But for the TIG welded joint,the disappearance of both the strain hardening and most precipitation strengthening effect of Al3（Sc,Zr） particles contributed to its softening.At the same time,the grains in weld nugget zone of FSW welded joints were finer than those in the molten zone of TIG welded joints.展开更多
The welded joints of 3Cr pipeline steel were fabricated with commercial welding wire using the gas tungsten arc welding （GTAW） technique. Potentiodynamic polarization curves, linear polarization resistance （LPR）, ...The welded joints of 3Cr pipeline steel were fabricated with commercial welding wire using the gas tungsten arc welding （GTAW） technique. Potentiodynamic polarization curves, linear polarization resistance （LPR）, electrochemical impedance spectroscopy （EIS）, scan- ning electron microscopy （SEM）, and energy-dispersive spectrometry （EDS） were used to investigate the corrosion resistance and the growth of a corrosion film on the weld zone （WZ）. The changes in electrochemical characteristics of the film were obtained through fitting of the EIS data. The results showed that the average corrosion rate of the WZ in CO2 environments first increased, then fluctuated, and finally de- creased gradually. The formation of the film on the WZ was divided into three stages： dynamic adsorption, incomplete-coverage layer forma- tion, and integral layer formation.展开更多
根据英国标准BS7448,制备带预制疲劳裂纹的三点弯曲(three point bent,TPB)标准试样,对X80管线钢焊缝、热影响区和母材进行0℃断裂韧度试验,根据CTOD(crack tip opening displacement)试验结果,结合材料的力学性能、载荷条件,采用英国BS...根据英国标准BS7448,制备带预制疲劳裂纹的三点弯曲(three point bent,TPB)标准试样,对X80管线钢焊缝、热影响区和母材进行0℃断裂韧度试验,根据CTOD(crack tip opening displacement)试验结果,结合材料的力学性能、载荷条件,采用英国BS7910结构完整性评定方法的1A、2A评定曲线,针对焊缝内部的深埋裂纹,对X80钢管道焊缝进行安全评定。通过迭代计算确定含有深埋裂纹X80钢管道焊缝中的容许裂纹尺寸。展开更多
The microstructure and mechanical properties of dissimilar pinless friction stir spot welded joint of2A12aluminum alloy and TC4titanium alloy were evaluated.The results show that the joint of Al/Ti dissimilar alloys c...The microstructure and mechanical properties of dissimilar pinless friction stir spot welded joint of2A12aluminum alloy and TC4titanium alloy were evaluated.The results show that the joint of Al/Ti dissimilar alloys can be successfully attained through pinless friction stir spot welding(FSSW).The joint can be divided into three zones(SZ,TMAZ and HAZ).The microstructure of joint in Al alloy side changes significantly but it basically has no change in Ti alloy side.At the same rotation speed,the maximum load of welded joints gradually rises with the increase in dwell time.At the same dwell time,the maximum load of the welded joint increases with the increase of the rotational speed.In addition,optimal parameters were obtained in this work,and they are rotation speed of1500r/min,plunge speed of30mm/min,plunge depth of0.3mm and dwell time of15s.The fracture mode of welded joints is interfacial shear fracture.The microhardness of the joint on the Al side distributes in a typical“W”type and is symmetry along the weld center,but the distribution of the microhardness on the Ti side has no obvious change.展开更多
Based on the evolution of fatigue cracks in welded structures,the fatigue life of welded structures was defined as the sum of the crack initiation life Ni and the crack propagation life Np.Correspondingly,a fatigue-li...Based on the evolution of fatigue cracks in welded structures,the fatigue life of welded structures was defined as the sum of the crack initiation life Ni and the crack propagation life Np.Correspondingly,a fatigue-life analysis method combining S-N curves and fracture mechanics theory was proposed.The equivalent structural stress method and the lower 99%boundary of the master S-N curve were used to evaluate Ni,and cracks at the end of the initiation stage were considered as semi-elliptical surface cracks.Moreover,Paris equation and the stress intensity factor range of the cracks were used to evaluate Np.Furthermore,the fatigue test results obtained from the running girder of cranes were used as a reference for comparison and verification of the results.The results revealed that the equivalent structural stress is a good indicator for the crack initiation behavior of complex welded structures.In addition,the predicted fatigue life corresponded closely to the testing life.展开更多
X-style arch bridge on high-speed railways(HSR)is one kind of complicated long-span structure,and the track-bridge interaction is essential to ensure the safety and smoothness of HSR.Taking an X-style steel-box arch b...X-style arch bridge on high-speed railways(HSR)is one kind of complicated long-span structure,and the track-bridge interaction is essential to ensure the safety and smoothness of HSR.Taking an X-style steel-box arch bridge with a main span of450 m on HSR under construction for example,a new integrative mechanic model of rail-stringer-cross beam-suspenderpier-foundation coupling system was established,adopting the nonlinear spring element simulating the longitudinal resistance between track and bridge.The transmission law of continuous welded rail(CWR)on the X-style arch bridge was researched,and comparative study was carried out to discuss the influence of several sensitive factors,such as the temperature load case,the longitudinal resistance model,the scheme of longitudinal restraint conditions,the introverted inclination of arch rib,the stiffness of pier and abutment and the location of the rail expansion device.Calculating results indicate that the longitudinal resistance has a significant impact upon the longitudinal forces of CWR on this kind of bridge,while the arch rib’s inclination has little effect.Besides,temperature variation of arch ribs and suspenders should be taken into account in the calculation.Selecting the restraint system without longitudinally-fixed bearing and setting the rail expansion devices on both ends are more reasonable.展开更多
The fatigue contrast tests of unload longitudinal direction comer joints asoriginal welded and treated by ultrasonic peening of Q235B in various stress ratio are directed. Theimprovements of fatigue performance of unl...The fatigue contrast tests of unload longitudinal direction comer joints asoriginal welded and treated by ultrasonic peening of Q235B in various stress ratio are directed. Theimprovements of fatigue performance of unload longitudinal direction corner joints resulted byultrasonic peening are studied. The effect pattern of stress ratio on fatigue performance of weldedjoints that are treated by ultrasonic peening is studied. As tests results indicate that: ① In thecondition of stress ratio .R=-l, the fatigue strength 'of specimen treated by ultrasonic peening isincreased by 165 percent of that of the original welded specimen. And the fatigue life of specimentreated by ultrasonic peening is as much as 75 approx 210 times of that of the latter. When R=0.1,the fatigue strength is increased by 87 percent and the fatigue life is extended by 21 approx 29times. When R=-0.5, the fatigue strength is increased by 123 percent and the fatigue life isextended by 42 approx 59 times. When R=0.45, the fatigue strength is increased by 51 percent and thefatigue life is extended by 3 approx 14 times. ② If the welded joints are treated by ultrasonicpeening, the fatigue strength is no longer independent on the applied mean stress. The more thestress ratio R, the less the fatigue stress range which can be sustained by the joints is. ③Whether the high value residual stress is in the joints or not, the dead load portion of the appliedload must be considered in the design of the joints which should be treated by ultrasonic peening.展开更多
文摘Materials-development projects for advanced ultra-supercritical(A-USC) power plants with steam temperatures of 700℃ and above have been performed in order to achieve high efficiency and low CO_2 emissions in Europe, the US, Japan, and recently in China and India as well. These projects involve the replacement of martensitic 9%–12% Cr steels with nickel(Ni)-base alloys for the highest temperature boiler and turbine components in order to provide sufficient creep strength at 700℃ and above. To minimize the requirement for expensive Ni-base alloys, martensitic 9%–12% Cr steels can be applied to the next highest temperature components of an A-USC power plant, up to a maximum of 650℃. This paper comprehensively describes the research and development of Ni-base alloys and martensitic 9%–12% Cr steels for thick section boiler and turbine components of A-USC power plants, mainly focusing on the long-term creep-rupture strength of base metal and welded joints, strength loss in welded joints, creep-fatigue properties, and microstructure evolution during exposure at elevated temperatures.
基金Project(51178469) supported by the National Natural Science Foundation of China
文摘A proven beam-track contact model was used to analyze the track-structure interaction of CWR (continuously welded track) on bridge. Considering the impact of adjacent bridges, the tower-cable-track-beam-pier-pile finite element model of the cable-stayed bridge was established. Taking a bridge group including 40-32m simply-supported beam and (32+80+112)m single-tower cable-stayed bridge and 17-32m simply-supported beam on the Kunming-Shanghai high-speed railway as an example, the characteristics of CWR longitudinal force on the cable-stayed bridge were studied. It is shown that adjacent bridges must be considered in the calculation of the track expansion force and bending force on cable-stayed bridge. When the span amount of adjacent bridges is too numerous, it can be simplified as six spans; the fixed bearing of adjacent simply-supported beams should be placed on the side near the cable-stayed bridge; the track expansion device should be set at the bridge tower to reduce the track force near the bridge abutment.
基金Item Sponsored by Natural Science Foundation of Jiangsu Province of China(BK2009104)Innovation Program of Graduated Student of Jiangsu Province China(CXZZ12-731,CXLX11-0388)
文摘The X80 pipeline steel was welded with the way of submerged arc welding. The SST （slow strain test） of the welded joint samples in the air, NACE （National Association of Corrosion Engineers） solution （no H2S）, NACE solution （saturated H2S） was performed to research the sensibility index of SCC （stress corrosion cracking） Iscc. The morphologies of the welded joint fractures and the fracture modes were observed with SEM （scanning electron microscope）, and the fracture chemical compositions were analyzed with EDS （energy dispersive spectrometer）, respectively. The fracture mechanisms of the welded joints were discussed. The results show that sensibility index of SCC in the air is not obvious, the fracture is dimple, and the mode of fracture is ductile fracture. The sensibility index of SCC in NACE solution （no H2S） is 13.21%, the stress corrosion is not obvious. The sample fracture shows quasi cleavage＋dimple, and the fracture mode is toughness＋brittle rupture. The sensibility index of SCC in NACE solution （saturated H2S） is 56.94%, the plastic loss is the most serious, appearing an obvious stress corrosion tendency, and there is no obvious necking phenomenon. The fracture mode is brittle fracture, and the sample fracture has a high sulfur concentration, prompting S to a aliquation of crisp crystal in the welded zone, and making its mechanical properties worsen.
基金Project(51378503)supported by the National Natural Science Foundation of ChinaProject(2014M552158)supported by China Postdoctoral Science Foundation
文摘Considering arch rib, lateral brace, suspender, girder, pier and track position, the model for the interaction between long-span tied arch continuous bridge and multiple tracks was established by using steel-concrete composite section beam element to simulate concrete-filled steel tube(CFST) arch rib, using the beam element with rigid arm to simulate the prestressed concrete girder and using nonlinear bar element to simulate longitudinal constraint between track and bridge. Taking a(77+3×156.8+77) m tied arch continuous bridge with four tracks on the Harbin-Qiqihar Passenger Dedicated Line as an example, the arrangement of continuously welded rail(CWR) was explored. The longitudinal force in CWR on the tied arch continuous bridge, the pier top horizontal force and torque due to the unbalance load case, were analyzed under the action of temperature, vertical live load, train braking and wind load.Studies show that, it can significantly reduce track displacement to set the track expansion devices at main span arch springing on both sides; the track stress due to arch temperature variation can reach 40.8 MPa; the track stress, pier top horizontal force and torque are related to the number of loaded tracks and train running direction, and the bending force applied to unloaded track is close to the loaded track, while the braking force applied to unloaded track is 1/4 to 1/2 of the loaded track; the longitudinal force of track due to the wind load is up to 12.4 MPa, which should be considered.
文摘A new mechanics model, which reveals additional longitudinal force transmission between the continuously welded rails and the bridges, is established on the fact that the influence of the mutual relative displacement (among) the rail, the sleeper and the beam is taken into account. An example is presented and numerical results are compared. The results show that the additional longitudinal forces calculated with the new model are less than those of the previous, especially in the case of the flexible pier bridges. The new model is also suitable for the analysis of the additional longitudinal force transmission between rails and bridges of ballastless track with small resistance fasteners without taking the sleeper displacement into account, and compared with the ballast bridges, the ballastless bridges have a much stronger additional longitudinal force transmission between the continuously welded rails and the bridges.
基金the National Natural Science Foundation of China (No.50675148)
文摘The fatigue property of AZ31 magnesium alloy and its TIG welded joints were investigated. The ultrasonic peening treatment （UPT） was used to improve the fatigue property of the TIG welded joints, which was treated at the weld toe by the UPT process. The test results show that the fatigue strength of the base metal of AZ31 magnesium alloys is 57.8 MPa, and those of the fillet joint and the transverse cross joint are respectively 20. 0 MPa and 17.2 MPa at 2 × 10^6 cycles. The fatigue strengths of two kinds of welded joints treated by the UPT are respectively 30. 3 MPa and 24. 7 MPa, which have been improved by 51.5% and 43.6%, respectively. The fatigue life of the fillet joint specimens is prolonged by about 2. 74 times and the fatigue life of the transverse cross joint specimens is prolonged by about 1.05 times when the stress range is at 40. 0 MPa.
文摘Since the development of offshore oil and gas, increased submarine oil and gas pipelines were installed. All the early steel pipes of submarine pipelines depended on importing because of the strict requirements of comprehensive properties, such as, anti-corrosion, resistance to pressure and so on. To research and develop domes- tic steel pipes used for the submarine pipeline, the Longitudinal-seam Submerged Arc Welded （LSAW） pipes were made of steel plates cut from leveled hot rolled coils by both the JCOE and UOE （the forming process in which the plate like the letter “J”, “C”, “0” or “U” shape, then expansion） forming processes. Furthermore, the mechanical properties of the pipe base metal and weld metal were tested, and the results were in accordance with the corresponding pipe specification API SPEC 5L or DNV- OS-FI01, which showed that domestic LSAW pipes could be used for submarine oil and gas pipelines.
基金Project(2018M643852)supported by the Postdoctoral Science Foundation of ChinaProjects(30110010403,30110030103)supported by Equipment Pre-Research Project,ChinaProject(51979280)supported by the National Natural Science Foundation of China。
文摘This paper presents a model of fatigue crack growth in a welded joint and a two-dimensional model of anodic dissolution based on Donahue model and anodic dissolution mechanism,respectively.In addition,a model for predicting the corrosion fatigue crack growth rate in welded joints of steel marine structures is established and crack growth mechanisms are analyzed.The results show that during early stages of crack growth,corrosion fatigue crack growth rate in welded joints is mainly controlled by corrosion action,whereas cyclic loading becomes more influential during the later stage of crack propagation.Loading frequency and effective stress ratio can affect rupture period of protective film at the corrosion fatigue crack tip and the length of corrosion crack increment,respectively,which changes the influence of corrosion action on crack growth rate.However,the impact of stress amplitude on crack growth rate is only significant when crack propagation is caused by cyclic loading.Welding residual stress not only improves the effective stress ratio of cyclic loading,but also promotes crack closure and increases corrosion fatigue crack growth rate in welded joints.Compared to corrosion action,welding residual stress has a more significant influence on crack growth caused by cyclic loading.
基金support from the National Science Fund for Excellent Young Scholars of China(No.51222509)the National Natural Science Foundation of China(No.51175429)+1 种基金the Research Fund of the State Key Laboratory of Solidification Processing(No.97-QZ-2014 and 90-QP-2013)of Chinathe Marie Curie International Research Staff Exchange Scheme(IRSES,Mat Pro Future,No.318968)within the 7th EC Framework Programme(FP7)
文摘With the implementation of environmental protection, sustainable development and conservation-oriented policies, components and parts of thin-walled welded tubes have gained increasing application in the aircraft and automotive industries because of their advantages： easily achieving forming and manufacturing process at low cost and in a short time. The current research on welded tube plastic forming is mainly concentrated on tube internal high-pressure forming, tube bending forming, and tube spinning forming. The focuses are on the material properties and char- acterization of welded tubes, finite element modeling for welded tube forming, and inhomogeneous deformation behavior and the mechanism and rules of deformation coordination in welded tube plastic forming. This paper summarizes the research progress in welded tube plastic forming from these aspects. Finally, with a focus on the urgent demand of the aviation, aerospace and automotive industries for high-strength and light-weight tubes, this paper discusses the development trends and challenges in the theory and technology of welded tube plastic forming in the future. Among them, laser tailor-welded technology will find application in the manufacture of high-strength steel tubes. Tube-end forming technology, such as tube flaring and flanging technology, will expand its appli- cation in welded tubes. Therefore, future studies will focus on the FE modeling regarding how to consider effects of welding on residual stresses, welding distortions and microstructure, the inhomo- geneous deformation and coordination mechanism of the plastic forming process of tailor-welded tubes, and some end-forming processes of welded tubes, and more comprehensive research on the formin~ mechanism and limit of welded tubes.
基金Project (MKPT-2005-16ZD) supported by the National Key Scientific and Technological Project of ChinaProject supported by the Postdoctoral Science Foundation of Central South University,China
文摘In order to study the welding process,microstructure and properties of Al-Mg-Mn-Sc-Zr alloy,comparative methods of friction stir welding（FSW） and tungsten inert gas（TIG） were applied to the two conditions of this alloy,namely hot rolled plate and cold rolled-annealed plate.The relationships between microstructures and properties of the welded joints were investigated by means of optical microscopy and transmission electron microscopy.Compared with the base metal,the strength of FSW and TIG welded joints decreased,and the FSW welding coefficients were higher than the TIG welding coefficients.The loss of substructure strengthening and a very little loss of precipitation strengthening of Al3（Sc,Zr） cause the decreased strength of FSW welded joint.But for the TIG welded joint,the disappearance of both the strain hardening and most precipitation strengthening effect of Al3（Sc,Zr） particles contributed to its softening.At the same time,the grains in weld nugget zone of FSW welded joints were finer than those in the molten zone of TIG welded joints.
基金financial support from the Natural Science Foundation of China (No. 51371034)
文摘The welded joints of 3Cr pipeline steel were fabricated with commercial welding wire using the gas tungsten arc welding （GTAW） technique. Potentiodynamic polarization curves, linear polarization resistance （LPR）, electrochemical impedance spectroscopy （EIS）, scan- ning electron microscopy （SEM）, and energy-dispersive spectrometry （EDS） were used to investigate the corrosion resistance and the growth of a corrosion film on the weld zone （WZ）. The changes in electrochemical characteristics of the film were obtained through fitting of the EIS data. The results showed that the average corrosion rate of the WZ in CO2 environments first increased, then fluctuated, and finally de- creased gradually. The formation of the film on the WZ was divided into three stages： dynamic adsorption, incomplete-coverage layer forma- tion, and integral layer formation.
文摘根据英国标准BS7448,制备带预制疲劳裂纹的三点弯曲(three point bent,TPB)标准试样,对X80管线钢焊缝、热影响区和母材进行0℃断裂韧度试验,根据CTOD(crack tip opening displacement)试验结果,结合材料的力学性能、载荷条件,采用英国BS7910结构完整性评定方法的1A、2A评定曲线,针对焊缝内部的深埋裂纹,对X80钢管道焊缝进行安全评定。通过迭代计算确定含有深埋裂纹X80钢管道焊缝中的容许裂纹尺寸。
基金Projects(51405389,51675435)supported by the National Natural Science Foundation of ChinaProject(3102017ZY005)supported by the Fundamental Research Funds for the Central Universities,China+3 种基金Project(SAST2016043)supported by the Fund of SAST,ChinaProject(20161125002)supported by the Aeronautical Science Foundation of ChinaProject(B08040)supported by the 111 Project,ChinaProjects(2016YFB0701203,2016YFB1100104)supported by the National Key Research and Development Program of China
文摘The microstructure and mechanical properties of dissimilar pinless friction stir spot welded joint of2A12aluminum alloy and TC4titanium alloy were evaluated.The results show that the joint of Al/Ti dissimilar alloys can be successfully attained through pinless friction stir spot welding(FSSW).The joint can be divided into three zones(SZ,TMAZ and HAZ).The microstructure of joint in Al alloy side changes significantly but it basically has no change in Ti alloy side.At the same rotation speed,the maximum load of welded joints gradually rises with the increase in dwell time.At the same dwell time,the maximum load of the welded joint increases with the increase of the rotational speed.In addition,optimal parameters were obtained in this work,and they are rotation speed of1500r/min,plunge speed of30mm/min,plunge depth of0.3mm and dwell time of15s.The fracture mode of welded joints is interfacial shear fracture.The microhardness of the joint on the Al side distributes in a typical“W”type and is symmetry along the weld center,but the distribution of the microhardness on the Ti side has no obvious change.
基金Project was supported by the National Nature Science Foundation of China(51575408).
文摘Based on the evolution of fatigue cracks in welded structures,the fatigue life of welded structures was defined as the sum of the crack initiation life Ni and the crack propagation life Np.Correspondingly,a fatigue-life analysis method combining S-N curves and fracture mechanics theory was proposed.The equivalent structural stress method and the lower 99%boundary of the master S-N curve were used to evaluate Ni,and cracks at the end of the initiation stage were considered as semi-elliptical surface cracks.Moreover,Paris equation and the stress intensity factor range of the cracks were used to evaluate Np.Furthermore,the fatigue test results obtained from the running girder of cranes were used as a reference for comparison and verification of the results.The results revealed that the equivalent structural stress is a good indicator for the crack initiation behavior of complex welded structures.In addition,the predicted fatigue life corresponded closely to the testing life.
基金Projects(51378503,51178471) supported by the National Natural Science Foundation of China
文摘X-style arch bridge on high-speed railways(HSR)is one kind of complicated long-span structure,and the track-bridge interaction is essential to ensure the safety and smoothness of HSR.Taking an X-style steel-box arch bridge with a main span of450 m on HSR under construction for example,a new integrative mechanic model of rail-stringer-cross beam-suspenderpier-foundation coupling system was established,adopting the nonlinear spring element simulating the longitudinal resistance between track and bridge.The transmission law of continuous welded rail(CWR)on the X-style arch bridge was researched,and comparative study was carried out to discuss the influence of several sensitive factors,such as the temperature load case,the longitudinal resistance model,the scheme of longitudinal restraint conditions,the introverted inclination of arch rib,the stiffness of pier and abutment and the location of the rail expansion device.Calculating results indicate that the longitudinal resistance has a significant impact upon the longitudinal forces of CWR on this kind of bridge,while the arch rib’s inclination has little effect.Besides,temperature variation of arch ribs and suspenders should be taken into account in the calculation.Selecting the restraint system without longitudinally-fixed bearing and setting the rail expansion devices on both ends are more reasonable.
文摘The fatigue contrast tests of unload longitudinal direction comer joints asoriginal welded and treated by ultrasonic peening of Q235B in various stress ratio are directed. Theimprovements of fatigue performance of unload longitudinal direction corner joints resulted byultrasonic peening are studied. The effect pattern of stress ratio on fatigue performance of weldedjoints that are treated by ultrasonic peening is studied. As tests results indicate that: ① In thecondition of stress ratio .R=-l, the fatigue strength 'of specimen treated by ultrasonic peening isincreased by 165 percent of that of the original welded specimen. And the fatigue life of specimentreated by ultrasonic peening is as much as 75 approx 210 times of that of the latter. When R=0.1,the fatigue strength is increased by 87 percent and the fatigue life is extended by 21 approx 29times. When R=-0.5, the fatigue strength is increased by 123 percent and the fatigue life isextended by 42 approx 59 times. When R=0.45, the fatigue strength is increased by 51 percent and thefatigue life is extended by 3 approx 14 times. ② If the welded joints are treated by ultrasonicpeening, the fatigue strength is no longer independent on the applied mean stress. The more thestress ratio R, the less the fatigue stress range which can be sustained by the joints is. ③Whether the high value residual stress is in the joints or not, the dead load portion of the appliedload must be considered in the design of the joints which should be treated by ultrasonic peening.
