Beruflich Dokumente
Kultur Dokumente
DAS
GRENIER
KENNEDY
A ship hull structure is made of stiffened steel plates. The steel plates are stiffened with steel beams and girders. The connections between the various structural components are made using a welding process which introduces residual stresses and strains. The static residual stresses alone may cause material yielding in tension in the plate near the welded connections. A ship in service experiences continuous fatigue load cycles in addition to static residual and other locked-in stresses. Thus, fatigue damage builds up over the service life of a ship. Currently, a ship hull is designed for fatigue and strength. However, the strength design is undertaken assuming the ship hull material is virgin. Therefore, no interaction between fatigue damage and strength for material is considered. In reality, a ship in service for a considerable period of time will have accumulated damage due to fatigue load cycles and this may interact with the mechanical properties such as strength and ductility of ship hulls steel. Thus, an interaction between fatigue damage and the mechanical properties of structural steel need to be considered for safer designs of ship hulls. Since the residual stress alone can cause yielding of steel at the plate-frame welded connections, the cyclic loads during its service are expected to produce low-cycle-fatigue load cycles locally at and near these connections. This study was, therefore, undertaken to understand the effect of low-cycle-fatigue damage on the mechanical properties such as strength and ductility of structural steel.
KEY WORDS Ship hull; Residual stress and strain; Low-cycle-fatigue; Fatigue damage; Structural steel; Mechanical properties; Material strength; Material ductility INTRODUCTION a mean-minus-two-standard-deviation curve to all S-N curves be applied to limit the probability of fatigue failure Several studies were undertaken to evaluate the integrity of aged ship structures considering fatigue (primarily, high-cycle-fatigue) as one failure criterion and strength (yield and buckling strength) as the other failure criterion. Current design standards and codes usually require that to 2.4% [for example, DNV, 2002]. These design standards and codes also require ensuring ship hull structures strength so that a ship hull does not fail due to applications of extreme loads caused by slamming or by collisions or by grounding. However, the strength design
Specimen 1 2 3 4 5 6 7 8
Test Type Pull Fatigue-Pull Fatigue-Pull Fatigue-Pull Fatigue-Pull Fatigue-Pull Fatigue-Pull Fatigue
Strain Range N/A 0 - 0.003 0 - 0.003 0 - 0.003 0 - 0.003 0 - 0.003 0 - 0.003 0 - 0.003
Specimen Name F000P F005P F020P F045P F090P F135P F165P F180F
this test was to determine the low-cycle-fatigue (LCF) life of the material. The remaining specimens (specimens 2 through 7) were first subjected to various predetermined LCF strain cycles followed by a quasi-static tensile
1. Flat shoulders were used to facilitate the grip by the flat jaws. The shape of the tensile test specimen is also shown in this figure. The dimensions for the tensile test
Modular Hydraulic Grips
Specimen
Test Setup
Jaws
The tests were conducted in a fatigue testing machine. The machine is operated by a hydraulic power unit and controlled by an automatic computer control and data acquisition system. The specimens were aligned and
levelled carefully to minimize eccentricity upon loading. deformation until they ruptured. Thus, these specimens (specimens 2 through 7) were first subjected to LCF strain cycles in accordance with ASTM E606 and then followed by a quasi-static tensile deformation unit rupture in accordance with ASTM A370. The objective of these tests was to introduce various levels of LCF damage in the material before undertaking a quasi-static tensile test. The load and strain data for all the specimens were acquired through a data acquisition system. Test Method Quasi-static tension tests were first conducted on both fatigue and tensile type tests specimens (Figure 1) to ensure the validity of obtaining quasi-static mechanical properties of the material using a fatigue type specimen. Thus, specimens of both types were tested and the test All specimens were prepared from a 25.4 mm (1 in) diameter carbon steel round bar using a suitable lathe to ensure no initial strain occurred while preparing the specimens. The chemical properties of the material are data for both strain and loads were acquired. Figure 3 shows the nominal stress-strain curves obtained from both tests: (i ) using a tensile type test specimen as specified in ASTM A370 and (ii ) using a fatigue type Suitable hydraulic pressure was applied on all jaws ensuring that the specimens did not slip over the course of the tests. Figure 2 shows the laboratory test setup.
It is often assumed that the steel plate at and near the welded connection yields in tension due to residual stresses that develop from the welding process. The stress-strain behaviour of the steel used in this study shows that the point of first yield or lower yield point (first non-linearity in stress-strain curve) occurred at 2500 micro strain (0.25% strain). Sea trial test data measured from slamming events indicate that the strain value in the
Specimen 1 (F000P) was tested in accordance with ASTM A370 specification to determine the quasi-static mechanical properties of the virgin material. Specimen 8 (F180F ) was then tested in accordance with ASTM E606 specification to determine the low-cycle-fatigue (LCF) life of the material when subjected to a strain range of 0.0% to 0.3%. At various predetermined fatigue cycle counts within the fatigue life of the material, six other specimens
Stress (MPa)
400 300 200 100 0 0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 ASTM A370 Specimen ASTM E606 Specimen
Strain
Figure 3: Nominal stress-strain relationships.
Stress (MPa)
400 300 200 100 0 0 0.05 0.1 0.15 0.2 0.25 F000P F005P F135P
Strain
Figure 4: Effect of fatigue damage on stress-strain relationship.
Stress (MPa)
Yield Stress
Ultimate Stress
400
400
F000P
Early non-linearity
0.002 0.004
Strain
Figure 5: Influence of fatigue damage on yield and ultimate stresses.
400 300
Stress (MPa)
Number of Cycle
Figure 6: Cycle-dependant response with mean stress curve.
Stress (MPa)
Strain
Figure 7: Stress-strain hysteresis loop.
F
Copyright Journal of Ocean Technology 2008
Stress (MPa)
400 2 300 200 100 0 0 50000 100000 150000 Energy per cycle Yield Stress Ultimate Stress 1
0 200000
Number of Cycles
Copyright Journal of Ocean Technology 2008
Wrecks, Treasure, Antiquity, Vol. 3, No. 4, 2008 57
Ductility (J)
Specimen
Pull Test
Strength Parameters Yield Level Ultimate Level Strength Strength Strength Strength (MPa) Reduction (MPa) Reduction (%) (%) 546 521 480 478 469 478 361 0 0 4.6 12.1 12.5 14.1 12.5 33.8 100 595 584 577 576 569 578 468 0 0 1.8 3.0 3.2 4.4 2.9 21.3 100
Y Y Y Y Y Y Y N
600
Ductility (J)
400
200
Number of Cycles
Figure 9: Influence of fatigue damage on material ductility.
was determined by calculating the area under the loaddeformation curve obtained from quasi-static tension tests and expressed in Joules. It can be observed that the effect of LCF damage after 5,000 cycles (after about 3% of LCF) caused the ductility to decrease slightly (by about 5%). Beyond this point, the ductility appeared to remain relatively constant. The sudden drop in ductility near the end of the fatigue life seems to be due to formation of larger cracks at that stage. Therefore, the fatigue-ductility interaction behaviour indicates that the ductility of structural steel used in this study decreases rapidly when the fatigue life is approached (beyond 85-90% of LCF life). Hence, the drop in ductility of structural steel used in this study may not be a matter of concern until about 8590% of the LCF life is exhausted.
CONCLUSIONS
This study was undertaken to understand the effect of accumulation of LCF damage on quasi-static material behaviours of structural steel plate near the welded connections. Based on this study, the following conclusions are made and the conclusions are limited to the type of structural steel and strain values used in this study.
1. LCF damage introduces an early non-linearity in the materials behaviour at a much lower stress value (approximately 130-250 MPa). Therefore, the stiffness of material reduces as more fatigue damage is introduced.
ACKNOWLEDGEMENT