• Title/Summary/Keyword: Fatigue Cracking

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Research of Diffusion Bonding of Tungsten/Copper and Their Properties under High Heat Flux

  • Li, Jun;Yang, Jianfeng
    • Proceedings of the Materials Research Society of Korea Conference
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    • 2011.05a
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    • pp.14-14
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    • 2011
  • W (tungsten)-alloys will be the most promising plasma facing armor materials in highly loaded plasma interactive components of the next step fusion reactors due to its high melting point, high sputtering resistance and low deuterium/tritium retention. The bonding technology of tungsten to Cu alloy was one of the key issues. In this paper, W/CuCrZr diffusion bonding has been performed successfully by inserting pure metal interlay. The joint microstructure, interfacial elements migration and phase composition were analyzed by SEM, EDS, XRD, and the joint shear strength and micro-hardness were investigated. The mock-ups were fabricated successfully with diffusion bonding and the cladding technology respectively, and the high heat flux test and thermal fatigue test were carried out under actively cooling condition. When Ni foil was used for the bonding of tungsten to CuCrZr, two reaction layers, Ni4W and Ni(W) layer, appeared between the tungsten and Ni interlayer with the optimized condition. Even though Ni4W is hard and brittle, and the strength of the joint was oppositely increased (217 MPa) due primarily to extremely small thicknesses (2~3 ${\mu}m$). When Ti foil was selected as the interlayer, the Ti foil diffused quickly with Cu and was transformed into liquid phase at $1,000^{\circ}C$. Almost all of the liquid was extruded out of the interface zone under bonding pressure, and an extremely thin residual layer (1~2 ${\mu}m$) of the liquid phase was retained between the tungsten and CuCrZr, which shear strength exceeded 160 MPa. When Ni/Ti/Ni multiple interlayers were used for bonding of tungsten to CuCrZr, a large number of intermetallic compound ($Ni_4W/NiTi_2/NiTi/Ni_3T$) were formed for the interdiffusion among W, Ni and Ti. Therefore, the shear strength of the joint was low and just about 85 MPa. The residual stresses in the clad samples with flat, arc, rectangle and trapezoid interface were estimated by Finite Element Analysis. The simulation results show that the flat clad sample was subjected maximum residual stress at the edge of the interface, which could be cracked at the edge and propagated along the interface. As for the rectangle and trapezoid interface, the residual stresses of the interface were lower than that of the flat interface, and the interface of the arc clad sample have lowest residual stress and all of the residual stress with arc interface were divided into different grooved zones, so the probabilities of cracking and propagation were lower than other interfaces. The residual stresses of the mock-ups under high heat flux of 10 $MW/m^2$ were estimated by Finite Element Analysis. The tungsten of the flat interfaces was subjected to tensile stresses (positive $S_x$), and the CuCrZr was subjected to compressive stresses (negative $S_x$). If the interface have a little microcrack, the tungsten of joint was more liable to propagate than the CuCrZr due to the brittle of the tungsten. However, when the flat interface was substituted by arc interfaces, the periodical residual stresses in the joining region were either released or formed a stress field prohibiting the growth or nucleation of the interfacial cracks. Thermal fatigue tests were performed on the mock-ups of flat and arc interface under the heat flux of 10 $MW/m^2$ with the cooling water velocity of 10 m/s. After thermal cycle experiments, a large number of microcracks appeared at the tungsten substrate due to large radial tensile stress on the flat mock-up. The defects would largely affect the heat transfer capability and the structure reliability of the mock-up. As for the arc mock-up, even though some microcracks were found at the interface of the regions, all microcracks with arc interface were divided into different arc-grooved zones, so the propagation of microcracks is difficult.

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Methodology for Developing HMA Mix Design Taking into Account Performance-Related Mechanistic Properties (포장성능관련 역학적 특성이 고려된 아스팔트 혼합물의 배합설계법 개발 방안)

  • Kim Boo-Il;Lee Moon-Sup;Kim Kwang-Woo
    • International Journal of Highway Engineering
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    • v.8 no.1 s.27
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    • pp.15-23
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    • 2006
  • Criteria of the current asphalt mix design, Marshall method, includes the stability and flow which are not related with field performance of HMA mixture, together with the air void, Void filled with asphalt (VFA) and/or Void of mineral Aggregate(VMA). In addition, the limits of stability and flow are satisfied in most cases, the Optimum asphalt content (OAC) is determined based on volumetric properties, such as the air void and/or VFA and/of VMA. Therefore, many researchers have sought mechanistic properties which can replace the stability and flow, making the designed mixture having potential for better field performance. This study initiated to develope a mix design by introducing two performance-related mechanistic properties, the deformation strengh and fracture energy, in place of the stability and flow of the Marshall method. The deformation strength $(S_D)$ from the Kim Test has a high correlation with rutting property and the fracture energy(FE) from the indirect tensile test represents the fatigue cracking property of asphalt mixture. Four types of asphalt mixture were prepared for examining possibility of using the suggested mix design method in comparison with current methods. The results showed that mechanical properties were reflected in determination of OAC with this suggested mix design, unlike the existing Marshall method.

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Nondestructive Examination of Ferromagnetic Tube Using Magnetic Saturation Eddy Current Technique (자기포화 와전류기법에 의한 자성 튜브 비파괴검사)

  • Lee, Hee-Jong;Cho, Chan-Hee;Song, Seok-Yoon;Jee, Dong-Hyun;Jung, Jee-Hong
    • Journal of the Korean Society for Nondestructive Testing
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    • v.28 no.5
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    • pp.407-415
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    • 2008
  • The tubes in heat exchanger are typically made from copper alloy, stainless steel, carbon steel, titanium alloy material. type-439 ferritic stainless steel is ferromagnetic material, and furnish higher heat transfer rates than austenitic stainless steels and higher resistance to corrosion-induced flaws. Ferritic stainless steel can typically be found in low-pressure(LP) feedwater heaters and moisture separator reheaters(MSRs). LP feedwater heaters generally utilize thin wall type-439 stainless steel tubing, whereas MSRs typically employ a heavier wall tubing with integral fins. Service-induced damage can occur on the OD(outside diameter) surface of type-439 ferritic stainless steel tubing which is employed for MSRs tubing, and the most typical damage mechanism is vibration-induced tube-to-TSP(tube support plate) wear and fatigue cracking. The wear has been reported that occurs mainly on the OD surface. Accordingly, in this study, we have evaluated the flaw sizing capability of magnetic saturation eddy current technique using magnetic saturation probe and flawed specimen.

Study on the Performance Evaluation of Colored Asphalt Hot Mixtures through the Usage of Grain-typed Color Additive (알갱이 형태의 유색첨가제를 이용한 칼라 아스팔트 혼합물의 공용성 평가 연구)

  • Lee, Sang-Yum;Ahn, Yong-Ju;Mun, Sung-Ho;Kim, Yeong-Min
    • International Journal of Highway Engineering
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    • v.13 no.4
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    • pp.117-122
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    • 2011
  • Asphalt concrete pavement can be widely seen on urban streets, highways, parking lots, and bike trails. Asphalt concrete pavement is relatively temperature sensitive materials due to the viscoelastic behavior, which can be defined as flexible performance in summer and rigid performance in winter. In terms of maintenance, it can be fixed quite easily if damaged. In addition, asphalt concrete pavement is generally found to be black and grey in color. However, several colors can be adopted to change the appearance of plain old boring, black and grey. Generally, there are two types of color systems in hot mix asphalt concrete materials. One system uses colored cementitious material that is applied to pavement surface through coating the surface of the asphalt pavement. The major disadvantage to this system requires a careful skill set to be used on the construction site in order to prevent taking off the cementitious material. The other coloring system colors the asphalt hot mixtures through using color additives. The main advantage to this system is that the asphalt pavement layer is colored using the same techniques that are already used in paving. The disadvantage is that the colors are limited to mainly reds and browns. In this study, a suggested color additive was evaluated, based on rutting, moisture sensitivity, and fatigue cracking performance.

Development of the Phased Array Ultrasonic Testing Technique for Nuclear Power Plant's Small Bore Piping Socket Weld (원전 소구경 배관 소켓용접부 위상배열 초음파검사 기술 개발)

  • Yoon, Byung-Sik;Kim, Yong-Sik;Lee, Jeong-Seok
    • Journal of the Korean Society for Nondestructive Testing
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    • v.33 no.4
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    • pp.368-375
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    • 2013
  • Failure of small bore piping welds is a recurring problem at nuclear power plants. And the socket weld cracking in small bore piping has caused unplanned plant shutdowns for repair and high economic impact on the plants. Consequently, early crack detection, including the detection of manufacturing defects, is of the utmost importance. Until now, the surface inspection methods has been applied according to ASME Section XI requirements. But the ultrasonic inspection as a volumetric method is also applying to enforce the inspection requirement. However, the conventional manual ultrasonic inspection techniques are used to detect service induced fatigue cracks. And there was uncertainty on manual ultrasonic inspection because of limited access to the welds and difficulties with contact between the ultrasonic probe and the OD(outer diameter) surface of small bore piping. In this study, phased array ultrasonic inspection technique is applied to increase inspection speed and reliability. To achieve this object, the 3.5 MHz phased array ultrasonic transducer are designed and fabricated. The manually encoded scanner was also developed to enhance contact conditions and maintain constant signal quality. Additionally inspection system is configured and inspection procedure is developed.