Innovative Stainless Steel Applications in transport ... - Euro Inox

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edge of the crash mass. The welded frame was hung on a mounting frame and clamped at two points on the test rig (Figure 63). The frames were tested at –20 °C and +5 °C. Figure 63. Frame before (left) and after (right) impact test (BUS p.169). The frame crash test arrangements and quantitative results are given in detail in BUS (p. 169) so only a summary is given here (Figure 64, Figure 65 and Table 37). As a general summary, it can be said that crash resistance as defined by the deflection of frame members is best with the austenitic grades. Ferritic grade 1.4003 also performs well at temperatures above zero, but the crash resistance degrades at –20 °C, to below that of 1.4301. The reference material, mild galvanised steel St37, shows the most modest performance at all frame locations and temperatures. This is largely due to its low initial strength level combined with a lack of strain-hardening capability. 695 mm 1000 mm 550 mm Figure 64. The square hollow-section frame used for crash tests. Left: main dimensions. Right: tube codes (BUS p. 173). Note the different angles of view. J 104 B G K A F E C H M D I L
(a) (b) (c) Figure 65. (a) Deflection of buckled members A, C and E, (b) deflection of side members J, K, L and M defined as deflection = b – a, (c) height of deformed cross-section ends Bfront and Dfront. Table 37. Ranking of the test frames: crash performance with respect to different mean dimensional changes as described in Figure 65, starting with the lowest (i.e. best) value (BUS p. 174). The frame member codes are shown in Figure 64. Rank Deflection Deflection of side Height of deformed Mean total crack members cross-section length in A, C, E J, M, K, L B, D weld lines +5 °C -20 °C +5 °C -20 °C +5 °C -20 °C +5 °C -20 °C 1 304SP 304SP 304SP 304SP 304SP 304SP 1.4301 1.4003 2 16-7Mn 16-7Mn 16-7Mn 16-7Mn 16-7Mn 1.4301 1.4003 1.4301 3 1.4003 1.4301 1.4003 1.4301 1.4003 16-7Mn 16-7Mn 304SP 4 1.4301 1.4003 1.4301 1.4003 1.4301 1.4003 304SP 16-7Mn 5 St37 St37 St37 St37 St37 St37 St37 St37 The total crack length in the welding lines is almost equal (±2 mm) for 1.4301, 1.4003 and St37 at both +5 °C and –20 °C. However, the crack length for 16-7Mn and 304SP decreases drastically with temperature. Total crack length decreases from 40 mm to 15 mm for both materials at temperatures of +5 and –20 °C, respectively. Weld-line cracking occurred at the nodes where the frame members are welded together. In all frames, deformation at member-ends Mtop and Jtop is absorbed by deformation of the open tube-section ends Bfront and Dfront. In the left and right nodes of member A, energy was absorbed by the cross-sectional deformation of tubes B and D. 5.3.4 Panel compression and crash testing Quasi-static compression tests were carried out on panel sections, to determine buckling strength and buckling mode, as background information for dynamic crash of the panels. In this case, panel deformation consists of two parts: below the buckling load, very large forces but small axial displacements result in low elastic-energy absorbing capacity. Here, the only relevant parameters are the modulus of elasticity, moment of inertia of the cross-section and panel length. After the buckling load (post-buckling), the b a 105
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Preface This publication is the mai
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Contents Preface ..................
Page 5:
List of symbols Mechanical properti
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Figure 1. Rear view of El Capitan.
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In Japan and the Asia-Pacific areas
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12 Figure 13. Delhi metro coach (Go
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1.3 Bus and coach applications 14 A
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1.4 Future potential Future prospec
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2. Materials By definition, stainle
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use higher nitrogen contents in aus
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Grade 1.4318 stainless steel was su
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MPa). Table 7 shows the format and
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1. Design using minimum specified v
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Table 9. The most common stainless
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Table 10. Physical properties of so
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for example, in the case of lap joi
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to develop new de-icing chemicals,
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(a) (b) Figure 30. Photograph from
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Austenitic CrNi and CrNiMo stainles
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Figure 33 shows the behaviour of fe
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(a) (b) Figure 35. Localised corros
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visual and not detrimental to struc
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Reduction factor 1 0.9 0.8 0.7 0.6
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It is typical of cold-worked stainl
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Thermomechanical treatments can be
Page 53 and 54: Table 17. The minimum values for co
Page 55 and 56: 3. Lightweight structures and desig
Page 57 and 58: K joints The requirements for K joi
Page 59 and 60: Figure 42. Overlapping joint (Yrjö
Page 61 and 62: Another typical way to join a hollo
Page 63 and 64: There are some disadvantages with a
Page 65 and 66: New challenges have to be met in bo
Page 67 and 68: Stiffness parameters Despite the li
Page 69 and 70: Figure 52. An experimental, sandwic
Page 71: 71 Figure 53. Stainless steel sandw
Page 74 and 75: values are shown in Table 20. A com
Page 76 and 77: Springback was determined by measur
Page 78 and 79: A “three-roll” (pyramid-type) b
Page 80 and 81: angle of 180 °. Figure 58 shows th
Page 82 and 83: design and the manufacture of the t
Page 84 and 85: Combined with modern pulsing techni
Page 86 and 87: possibility of transferring the bea
Page 89 and 90: 5. Properties of lightweight struct
Page 91 and 92: Table 28. Fusion welding results fo
Page 93 and 94: welding mechanical treatments. Howe
Page 95 and 96: performance of a weld-joint detail
Page 97 and 98: 2400 N. Thus, the specified fatigue
Page 99 and 100: limited number of static bending te
Page 101 and 102: material strengths or manufacturing
Page 103: section at a velocity of 3.0 m/s. F
Page 107 and 108: Figure 67. Panel sections after lon
Page 109 and 110: 6. Life cycle issues The transporti
Page 111 and 112: and services, occurring throughout
Page 113 and 114: 100 % 80 % 60 % 40 % 20 % 0 % Mater
Page 115 and 116: (especially in the case of lower-al
Page 117 and 118: Acknowledgements The following orga
Page 119 and 120: References Ala-Outinen, T. 1996. Fi
Page 121 and 122: DIN 6935. 1975. Kaltbiegen von Flac
Page 123 and 124: Federation of metals industries. ME
Page 125: UNEP 2002. Industry as a partner fo
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