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Calculation of the Factor of Stress Concentration in the Junctions Welded Tube Subjected to Combined Loadings
A. Fouathia1, A. Mekroud2, A. Benmeddour3, K. Bellagh4
1,2,3,4
Mechanics Laboratory, Faculty of Engineering, University Mentouri-constantine Chaab Ersas Campus, 25000 Constantine Algeria It is therefore necessary to assess accurately the intensity of stress concentration to properly address the problem of fatigue damage, and result in reliable tubular junction, and it will pay particular attention to the design and the achievement of welded assemblies. So far, research [7] in the field of fatigue welded tubular nodes was conducted mainly conducted by the offshore oil industry[8]. This study discusses the phenomena of fatigue in the nodes of T tube assemblies welded metal structures subject to marine stress due to random natural elements (waves, wind, current, ...) Its purpose is to study the stress distribution and location of points "hot" (hot-spot stresses) at critical points in terms of fatigue in welded tubular joints subjected to static loading along the traction, bending in the plane, bending out of plane and the combination: tension / bending in the plane and traction / bending out of plane loading simulating more real it is to find a numerical simulation tool to study and predict the behavior of welded tubular structures, a simple and accurate modeling of the structure using a computer code based on the finite element method that will calculate the stress concentration near the weld. A mixed formulation will ensure a balance of efforts at the junctions locally and globally, on the whole structure. II. RESULTS AND DISCUSSION 1 Stress distribution The constraints considered in this study will be calculated at the centroid of each finite element, so as to have an average value of the stress tensor finite element considered. These are the Von Mises stresses. The results of the simulation of the load of the tubular structure welded in tension we can take the existence of two zones in the spacer: area 1 where the stresses decrease abruptly, is located above the weld and in the immediate vicinity of the latter, area 2 in which the stresses gradually decrease, while having a small change from place to reach values nearly constant at the upper end of the brace, figure 1. N2 is the nominal stress measured in zone 2. N1, N2: nominal stresses sampled at the edge of the hot area located on the extension, above the two hot spots related to two points of crown point at a height of about (D + d) / 2 from the point of saddle.
Abstract Fatigue failure caused by stress concentrations in welded tubular joints is observed in the offshore platforms subjected to cyclic loading in corrosive marine environments. Therefore, it is necessary to accurately assess the intensity of stress concentration to properly address the problem of fatigue damage, and result in reliable tubular junctions. Stress concentrations in the offshore structures usually occur at the intersections of tubular joints. In some junctions, the stress concentration may induce a maximum stress at the intersection 30 times the nominal stress, and increase the risk of fatigue failure in tubular joints. This work aims to study the stress distribution points and "hot" in the tubular welded joints, subjected to combined loading of traction and rotating bending (bending in the plane, out of plane bending and traction)simulating better loading real. Keywords stress concentration, offshore structures, finite element method; tubular welded joints.
I. INTRODUCTION Welded tubular assemblies are widely used in steel construction in the modern bridges, towers and offshore structures such as oil rigs Offshore Jacket style for the exploitation of hydrocarbon reserves in the marine environment.They are classified according to their form in T. Y. X, K, DT, DY, and DK [1]. The welded the frames with the amounts and diagonal forms a node characterized by a variable stiffness, nonuniform distribution of stresses and a complex threedimensional behavior, while this may be unfavorable if the assembly is poorly designed or poorly made and can lead to fatigue failure resulting from cyclic loading to which the structure is subjected[2]. Offshore platforms are subjected during their service life (20-30 years) to various environ mental actions; waves, currents, wind and storms are particularly severe suffering and the combined action of several stresses including traction [3]. Bending in the plane and bending out of plane, the stresses at the junctions of tubes create hot spots or areas of high stress concentrations [4]. In some junctions, the stress concentration may induce a maximum stress at the intersection 30 times the nominal stress inevitably leading to a fatigue damage of these structures [5]. Besides the security problem they pose, the fatigue failure cause significant operating losses for the user and costly to repair and redesign high for the manufacturer [6].
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In figure 2, which shows the evolution of the Von Mises stress along the periphery of the brace, there is the presence of the two areas already explained:
2.1 Constraints in the junction In the case of traction stress concentration around the junction is divided symmetrically into two points and this, it is largely visible in the vicinity of two points of the crown favors the appearance of the hot spot in the two points. In Figure 4 we see this stress concentration. The maximum point is 32.4 Mpa High Chairs and the minimum value is 0.11 Mpa.
By applying a traction force on the brace, the structure undergoes a deformation whose general form is shown in Figure3, we see that the deformation is largely located in the middle of the chord just below the brace; the latter also undergoes a strain but lower proportion to the chord. The deformation of the latter is mainly longitudinal.
For reasons of symmetry, we consider only half of our welded structure, so the study will focus on the portion between the saddle point (=0) and crown point (=90). The figures, 5a and 5b show the distribution of stress intensity factor kt in the structure. It is clear that the concentration increases gradually from the point of saddle until it reaches the maximum value at the crown point (kt = 6.4). In Figure 5b best seen changes in the stress concentration factor based on the positioning angle i between two points saddle and crown, this explains the increase in concentration.
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2.2 Out of plane Bending In this case, the structure will be stressed in bending out of plane this solicitation will result in a transverse deformation which will be located primarily on the frame, with a party that will undergo a pull and the other a compression figure 6.
The distribution of stress intensity factor kt throughout the tubular structure is representing in figure 8a. The curve in figure 8b representing the evolution of the stress intensity factor kt based on the angle of position i, takes the same shape as the curve of traction. Concentration increases gradually from the saddle point until it reaches the maximum value at the crown point about 7.8 Mpa.
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2.3. Bending in the plane We apply in this case a bending in the plane of the frame creating a deformation made by compression on one side and pulling the other. Note that most of the deformation is located on the chord near the junction between the two tubes, the spacer undergoes deformation, but also to a lesser extent, figure 9.
The concentration in this case, changing gradually from the saddle point to a maximum value (kt = 5.06) at an angle =90 and then begins to decrease until crown point. We note here that the hot spot is not located at the crown point as the other two cases, but in the saddle point figure 11.
2.3.1. Constraints at the junction From Figure 10, which shows the distribution of stresses in the structure (the case of IPD) unlike the two previous cases of loading, the stress concentration is not located very near the crown but is diverted to the saddle point. It is in the range of 141.6Mpa. In both previous cases we distinguish the presence of two hot spots; in the case of the IPD we also notice the same thing.
In the same way as in the other two loads we draw the curve representing the evolution of the stress intensity factor based on, but this time the shape of the curve is completely different from the other two. But we can see the appearance of symmetry of this curve.
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2.4. Comparison of results In Table 1 we compared the results of our calculations and those obtained by parametric formulas and numerical calculations of different researchers [9], a structure that represents the same dimensions.
Load cases
Gibstein
Hel. & al
F.E.M
our calculation
TRAC -TION
9.6 3.3
11.2 3.4
6.7 2.8
8.6 3.2
6.48
Figure 14: distribution of stress in the welded joint.
IPD
5.06
OPD
8.6
11.3
6.1
9.1
7.81
We find that the results of our calculations are closer to those obtained in particular by Hel. and al, in general, by other researchers, for the same loads. III. COMBINED LOADING 3.1. Combination pull-OPD-IPD Applying a combined loading of traction and bending out of plane and bending in plane with the same load of 4 Mpa. Note that the stress concentration at the junction between the chord and the brace is located in the vicinity in two points of crown. Given the combination of loads, the chord is extremely distorted.
This stress concentration is not symmetric. It starts with a maximum value 6.3 to crown point, =0 angle and begins to increase until it reaches the value of 10.3 at =72 angle, then the constraints will gradually decrease until it reaches the value of kt = 3.6 to angle = 143 , from that point until it increases the value of 6.3 kt in the second crown point at the angle =180. The graph representing the evolution of the stress concentration factor kt based on the positioning angle is shown in Figure 15.
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IV. DISCUSSED AND RECOMMENDATIONS 4.1. In case traction Constraints prevailing at the junction chord-brace in a tubular T as an axial stress produced by bending, due to the overall deformation of the chord. Any changes to these constraints will have a significant influence on the values of the Kt and reducing the deformation of the chord. The best way to reduce the deformation of the chord is to add a stiffener where the chord is deformed. Research [10] [11] has proven that this method can reduce the maximum hot spot up to 40%. Following his research, Baker gardening came to reduce the maximum hot spot of 5.25 to 3.15, using this principle. 4.1.1. In case of bending in the plane In the case of bending in the plane, the stresses at the junction spacer ribs are produced by local bending of the chord. By acting the same way as in the case of traction, that is to say by adding a stiffener in the chord, you can get a slight reduction in the maximum value of kt, however, this value is low given the meaning deformation of the chord. 4.1.2. In case of bending out of plane Bending out of plane is similar to that of traction when the overall deformation is the main parameter generating constraints at the junction spacer chord. As in the case of traction, any reduction in the overall deformation results in reduced values of the Kt. With the same principle of traction as stiffening, the maximum values of kt can be reduced to 30%. The calculation of stress concentration factors can provide some information on the distribution of stresses in the structure studied in the type of solicitations. Given the complexity due to many parameters and in particular the geometry of the intersection curve, there is no straightforward method to take into account the stress distribution near the weld, only the method of FEA can make any part of the answer.
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