The equi-biaxial tensile test is often required for parameter identification of anisotropic yield function and it demands thespecial testing technique or device. Instead of the equi-biaxial tensile test, the plane str...The equi-biaxial tensile test is often required for parameter identification of anisotropic yield function and it demands thespecial testing technique or device. Instead of the equi-biaxial tensile test, the plane strain test carried out with the traditional uniaxialtesting machine is suggested to provide the experimental data for calibration of anisotropic yield function. This simplified method byusing plane strain test was adopted to identify the parameters of Yld2000-2d yield function for 5xxx aluminum alloy and AlMgSialloy sheets. The predicted results of yield stresses, anisotropic coefficients and yield loci by the proposed method were very similarwith the experimental data and those by the equi-biaxial tensile test. It is validated that the plane strain test is effective to provideexperimental data instead of equi-biaxial tensile test for calibration of Yld2000-2d yield function.展开更多
In this study, slow strain rate tensile testing at elevated temperature is used to evaluate the influence of temperature and strain rate on deformation behaviour in two different austenitic alloys. One austenitic stai...In this study, slow strain rate tensile testing at elevated temperature is used to evaluate the influence of temperature and strain rate on deformation behaviour in two different austenitic alloys. One austenitic stainless steel （AISI 316L） and one nickel-base alloy （Alloy 617） have been investigated. Scanning electron microscopy related techniques as electron channelling contrast imaging and electron backscattering diffraction have been used to study the damage and fracture micromechanisms. For both alloys the dominante damage micromech- anisms are slip bands and planar slip interacting with grain bounderies or precipitates causing strain concentrations. The dominante fracture micromechanism when using a slow strain rate at elevated temperature, is microcracks at grain bounderies due to grain boundery embrittlement caused by precipitates. The decrease in strain rate seems to have a small influence on dynamic strain ageing at 650℃.展开更多
Stress waves propagate along vertical,radial and circumferential directions when a non-uniformly distributed load is applied at one end of a three-dimensional shaft.As a result,the receiving signals are usually mixed ...Stress waves propagate along vertical,radial and circumferential directions when a non-uniformly distributed load is applied at one end of a three-dimensional shaft.As a result,the receiving signals are usually mixed with undesired interference components,often featuring as high-frequency fluctuations.Previous studies have revealed that sectional geometry(shape and size)greatly affects the high-frequency interference.In this study,low strain dynamic testing on full-scale X-section concrete is conducted in order to investigate the influences of high-frequency interference on velocity responses at the pile head.Emphasis is placed on the frequency and peak value of interference waves at various receiving points.Additionally,the effects of the geometrical,and mechanical properties of the pile shaft on high-frequency interference are elaborated on through the three-dimensional finite element method.The results show that the measured wave is obscured by interference waves superposed by two types of high-frequency components.The modulus and cross-sectional area are contributing factors to the frequency and peak value of the interference waves.On the other hand,the position with the least interference is determined,to some extent,by the accurate shape of the X-section.展开更多
Plane-strain forming limit strain （also known as FLD0） is an important data point on a forming limit diagram （FLD）. The effects of friction coefficients and material parameters on the specimen width associated wit...Plane-strain forming limit strain （also known as FLD0） is an important data point on a forming limit diagram （FLD）. The effects of friction coefficients and material parameters on the specimen width associated with the FLDo （W FLD0） in Marciniak test were studied by finite element simulation. WFLD0 was expressed as a function of the Lankford coefficients, n-value, k-value and sheet thickness and validated with various sheet materials. The determination of W FLD0 is of significance not only to reduce iterative attempts to accurately obtain FLDo, but also to obtain a full valid FLD with the least number of test specimens, which largely increases the efficiency and reduces cost to experimentally measure valid FLDs.展开更多
Dynamical performance of pipes conveying fluid on board is of great importance to the reliability of machinery.The dynamic equation of a simply supported wet pipe conveying fluid is presented,taking structural damping...Dynamical performance of pipes conveying fluid on board is of great importance to the reliability of machinery.The dynamic equation of a simply supported wet pipe conveying fluid is presented,taking structural damping of the pipe and viscidity of the fluid into consideration.And the equation is also solved by using Galerkin's method.Modal identifications based on strain gauge test are carried out on both dry pipes(without fluid in it) and wet pipes(pipes conveying fluid).It is concluded from the comparison of the results that both natural frequency and the damping ratio decrease as the pipe filled with fluid,but the mode shapes vary little.Variation of equivalent damping factor is also tested.Experimental results reveal that the equivalent damping factor of fluid and the damping ratio depend greatly on the initial deformation,and fluid induced damping decreases the universal damping ratio of the pipes conveying fluid.展开更多
Optimum utilization of the loading capability of engineering materials is an important and active contribution to protect nature's limited resources,and it is the key for economic design methods.In order to make u...Optimum utilization of the loading capability of engineering materials is an important and active contribution to protect nature's limited resources,and it is the key for economic design methods.In order to make use of the materials' resources,those must be known very well;but conventional test methods will offer only limited informational value.The range of questions raised is as wide as the application of engineering materials,and partially they are very specific.The development of huge computer powers enables numeric modelling to simulate structural behaviour in rather complex loading environments-so the real material behaviour is known under the given loading conditions.Here the art of material testing design starts.To study the material behaviour under very distinct and specific loading conditions makes it necessary to simulate different temperature ranges,loading speeds, environments etc.and mostly there doesn't exist any commonly agreed test standard.In this contribution two popular,non-standard test procedures and test systems will be discussed on the base of their application background,special design features as well as test results and typically gained information:The demand for highspeed tests up to 1000 s^(-1) of strain rate is very specific and originates primarily in the automotive industry and the answers enable CAE analysis of crashworthiness of vehicle structures under crash conditions.The information on the material behaviour under multiaxial loading conditions is a more general one.Multiaxial stress states can be reduced to an equivalent stress,which allows the evaluation of the material's constraint and criticality of stress state.Both discussed examples shall show that the open dialogue between the user and the producer of testing machines allows custom-tailored test solutions.展开更多
In automobile wheel application, a test rig is vital and used to simulate conditions of the wheel in service in order to affirm the safety and reliability of the wheel. The present work designed a test rig for measuri...In automobile wheel application, a test rig is vital and used to simulate conditions of the wheel in service in order to affirm the safety and reliability of the wheel. The present work designed a test rig for measuring axial strains in automobile wheel. The wheel used was a five-arm wheel (6JX14H2;ET 42) and Tyre (175 × 65 R 14). Experimental (EXP) test was carried out, with a radial load of 4750 N and inflation pressure of 0.3 MPa, to measure the axil strains which were converted to maximum principal strain values and, compared with data from Finite Element Analysis (FEA) using Creo-Element/Pro 5.0 at wheel’s contact angles of 90 degree (FEA 90 deg), 40 degree (FEA 40 deg) and 30.25 degree (FEA 30.25 deg), respectively. Results show that at the wheel’s point of contact with the ground, maximum principal strain values were highest at the inboard bead seat with a value of about 5.69 × 10<sup>-4</sup> mm/mm, followed by the values at the well of about 5.66 × 10<sup>-4</sup> mm/mm. The value at the outboard bead seat was least at about 2.22 × 10<sup>-4</sup> mm/mm, which was due to the presence of spikes at this location that tends to resist imposed radial loads. However, the highest mean maximum principal strain values at the locations of inboard, well and outboard, were about 2.11 × 10<sup>-4</sup> mm/mm, 3.78 × 10<sup>-4</sup> mm/mm and .99 × 10<sup>-4</sup> mm/mm, respectively. With the highest single value of about 5.69 × 10<sup>-4</sup> mm/mm, the inboard bead seat was the most strained location of the wheel. Overall results showed that all values of maximum principal strains were below the threshold value of about 1 × 10<sup>-2</sup> mm/mm. The values obtained for EXP and FEA could be said to be in close agreement when compared with the threshold value. With this in mind, the rig is recommended for use in related experimental procedures.展开更多
基金Project(P2018-013)supported by the Open Foundation of State Key Laboratory of Materials Processing and Die&Mould Technology,Huazhong University of Science and Technology,China
文摘The equi-biaxial tensile test is often required for parameter identification of anisotropic yield function and it demands thespecial testing technique or device. Instead of the equi-biaxial tensile test, the plane strain test carried out with the traditional uniaxialtesting machine is suggested to provide the experimental data for calibration of anisotropic yield function. This simplified method byusing plane strain test was adopted to identify the parameters of Yld2000-2d yield function for 5xxx aluminum alloy and AlMgSialloy sheets. The predicted results of yield stresses, anisotropic coefficients and yield loci by the proposed method were very similarwith the experimental data and those by the equi-biaxial tensile test. It is validated that the plane strain test is effective to provideexperimental data instead of equi-biaxial tensile test for calibration of Yld2000-2d yield function.
基金supported by AB Sandvik Material Technology in Sweden and the Swedish Energy Agency through the Research Consortium of Materials Technology for Thermal Energy Processes(KME-501)Agora Materiae and the Strategic Faculty Grant AFM(SFO-MAT-LiU#2009-00971)at Linkping University
文摘In this study, slow strain rate tensile testing at elevated temperature is used to evaluate the influence of temperature and strain rate on deformation behaviour in two different austenitic alloys. One austenitic stainless steel （AISI 316L） and one nickel-base alloy （Alloy 617） have been investigated. Scanning electron microscopy related techniques as electron channelling contrast imaging and electron backscattering diffraction have been used to study the damage and fracture micromechanisms. For both alloys the dominante damage micromech- anisms are slip bands and planar slip interacting with grain bounderies or precipitates causing strain concentrations. The dominante fracture micromechanism when using a slow strain rate at elevated temperature, is microcracks at grain bounderies due to grain boundery embrittlement caused by precipitates. The decrease in strain rate seems to have a small influence on dynamic strain ageing at 650℃.
基金National Natural Science Foundation of China under Grant Nos.51622803 and 51878103China Postdoctoral Science Foundation under Grant No.2021M692689。
文摘Stress waves propagate along vertical,radial and circumferential directions when a non-uniformly distributed load is applied at one end of a three-dimensional shaft.As a result,the receiving signals are usually mixed with undesired interference components,often featuring as high-frequency fluctuations.Previous studies have revealed that sectional geometry(shape and size)greatly affects the high-frequency interference.In this study,low strain dynamic testing on full-scale X-section concrete is conducted in order to investigate the influences of high-frequency interference on velocity responses at the pile head.Emphasis is placed on the frequency and peak value of interference waves at various receiving points.Additionally,the effects of the geometrical,and mechanical properties of the pile shaft on high-frequency interference are elaborated on through the three-dimensional finite element method.The results show that the measured wave is obscured by interference waves superposed by two types of high-frequency components.The modulus and cross-sectional area are contributing factors to the frequency and peak value of the interference waves.On the other hand,the position with the least interference is determined,to some extent,by the accurate shape of the X-section.
文摘Plane-strain forming limit strain （also known as FLD0） is an important data point on a forming limit diagram （FLD）. The effects of friction coefficients and material parameters on the specimen width associated with the FLDo （W FLD0） in Marciniak test were studied by finite element simulation. WFLD0 was expressed as a function of the Lankford coefficients, n-value, k-value and sheet thickness and validated with various sheet materials. The determination of W FLD0 is of significance not only to reduce iterative attempts to accurately obtain FLDo, but also to obtain a full valid FLD with the least number of test specimens, which largely increases the efficiency and reduces cost to experimentally measure valid FLDs.
基金Sponsored by the National Natural Science Foundation of China(Grant No.51179102)
文摘Dynamical performance of pipes conveying fluid on board is of great importance to the reliability of machinery.The dynamic equation of a simply supported wet pipe conveying fluid is presented,taking structural damping of the pipe and viscidity of the fluid into consideration.And the equation is also solved by using Galerkin's method.Modal identifications based on strain gauge test are carried out on both dry pipes(without fluid in it) and wet pipes(pipes conveying fluid).It is concluded from the comparison of the results that both natural frequency and the damping ratio decrease as the pipe filled with fluid,but the mode shapes vary little.Variation of equivalent damping factor is also tested.Experimental results reveal that the equivalent damping factor of fluid and the damping ratio depend greatly on the initial deformation,and fluid induced damping decreases the universal damping ratio of the pipes conveying fluid.
文摘Optimum utilization of the loading capability of engineering materials is an important and active contribution to protect nature's limited resources,and it is the key for economic design methods.In order to make use of the materials' resources,those must be known very well;but conventional test methods will offer only limited informational value.The range of questions raised is as wide as the application of engineering materials,and partially they are very specific.The development of huge computer powers enables numeric modelling to simulate structural behaviour in rather complex loading environments-so the real material behaviour is known under the given loading conditions.Here the art of material testing design starts.To study the material behaviour under very distinct and specific loading conditions makes it necessary to simulate different temperature ranges,loading speeds, environments etc.and mostly there doesn't exist any commonly agreed test standard.In this contribution two popular,non-standard test procedures and test systems will be discussed on the base of their application background,special design features as well as test results and typically gained information:The demand for highspeed tests up to 1000 s^(-1) of strain rate is very specific and originates primarily in the automotive industry and the answers enable CAE analysis of crashworthiness of vehicle structures under crash conditions.The information on the material behaviour under multiaxial loading conditions is a more general one.Multiaxial stress states can be reduced to an equivalent stress,which allows the evaluation of the material's constraint and criticality of stress state.Both discussed examples shall show that the open dialogue between the user and the producer of testing machines allows custom-tailored test solutions.
文摘In automobile wheel application, a test rig is vital and used to simulate conditions of the wheel in service in order to affirm the safety and reliability of the wheel. The present work designed a test rig for measuring axial strains in automobile wheel. The wheel used was a five-arm wheel (6JX14H2;ET 42) and Tyre (175 × 65 R 14). Experimental (EXP) test was carried out, with a radial load of 4750 N and inflation pressure of 0.3 MPa, to measure the axil strains which were converted to maximum principal strain values and, compared with data from Finite Element Analysis (FEA) using Creo-Element/Pro 5.0 at wheel’s contact angles of 90 degree (FEA 90 deg), 40 degree (FEA 40 deg) and 30.25 degree (FEA 30.25 deg), respectively. Results show that at the wheel’s point of contact with the ground, maximum principal strain values were highest at the inboard bead seat with a value of about 5.69 × 10<sup>-4</sup> mm/mm, followed by the values at the well of about 5.66 × 10<sup>-4</sup> mm/mm. The value at the outboard bead seat was least at about 2.22 × 10<sup>-4</sup> mm/mm, which was due to the presence of spikes at this location that tends to resist imposed radial loads. However, the highest mean maximum principal strain values at the locations of inboard, well and outboard, were about 2.11 × 10<sup>-4</sup> mm/mm, 3.78 × 10<sup>-4</sup> mm/mm and .99 × 10<sup>-4</sup> mm/mm, respectively. With the highest single value of about 5.69 × 10<sup>-4</sup> mm/mm, the inboard bead seat was the most strained location of the wheel. Overall results showed that all values of maximum principal strains were below the threshold value of about 1 × 10<sup>-2</sup> mm/mm. The values obtained for EXP and FEA could be said to be in close agreement when compared with the threshold value. With this in mind, the rig is recommended for use in related experimental procedures.
