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

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E max/w, longitudinal (J/mm) panel will develop plastic deformation and energy is absorbed in the panel. Here, the relevant parameters are yield strength, hardening behaviour, strain-rate sensitivity, ductility and buckling modes. The static tests were limited to O-core and Vf-core, simply because there was a limited number of valid V-core panels available for both the static and dynamic tests. The tests were performed in a pseudo simply-supported manner and under quasi-static testing conditions. For comparison purposes, normalised failure energies (i.e. energy divided by panel-section width) were used. From the start of the test, the welds audibly cracked on both O- and Vf-core panels and maximum normalised energies of 2.5 and 1.9 J/mm respectively were measured before buckling (Figure 66a). Theoretically, the diference should have been about one third of this for O-panels and the maximum loads should have been double those measured for both types. In the transverse tests, the maximum force is only a fraction of the longitudinal tests (Figure 66a) and the Vf-panel shows about double the normalised buckling energy to O, as expected. 3.0 2.5 2.0 1.5 1.0 0.5 0.0 2.5 1.9 0.16 0.30 O-core L Vf-core L O-core T Vf-core T Panel type and direction (a) (b) Figure 66. (a) Quasi-static panel compression test results: L = longitudinal and T = transverse; (b) panel transverse crash test results. Normalised energies are used because of the varying panel section widths. The rig used for the crash tests had a 267 kg ram, launched by means of a pneumatic cylinder up to maximum of 9.5 m/s, corresponding to 11 kJ kinetic energy in the ram. The ram slid along the rails on sliding pads and speed was measured just before impact. The panel was clamped in a pseudo simple-supported way. Because all panels absorbed the full amount of energy applied to them in the longitudinal tests, only minimum performance values can be given: at least 55, 40 and 60 J/mm of energy can be dissipated by O, Vf and V panels of this type, respectively. Figure 67 shows some longitudinally tested panels. 106 15.4 20.5 O-core Vf-core Panel type 30 25 20 15 10 5 0 E max/w (J/mm)
Figure 67. Panel sections after longitudinal crash tests. In the results for the transverse tests (Figure 68) there is a significant difference between O and Vf-core panels tested at the same speed. This is well in line with quasi-static tests and can be explained by the contribution of the cores to energy absorption. Vf cores allow more elastic deformation and thus convert kinetic energy more effectively into elastic deformation – indicated by ram bouncing – whereas O-cores guide the energy into plastic deformation in the surface sheets. A significant difference between buckling modes was detected: in the static test the global buckling mode was mainly activated while in the crash test local buckling was predominantly present at the panel ends. (a) (b) Figure 68. Panel sections after transverse crash tests: (a) O core = rectangular hollow section type and (b) Vf core = sheet profile type (DOLTRAC p.187). 107
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Preface This publication is the mai
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Contents Preface ..................
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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
Page 51 and 52:
Thermomechanical treatments can be
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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 and 104: section at a velocity of 3.0 m/s. F
Page 105: (a) (b) (c) Figure 65. (a) Deflecti
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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