By T. S. Cale, F. S. Pintchovski
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Extra info for Advanced Metallization for Ulsi Applications
I Poutianen, P Tanskanen, J Martinsson and P Byggnevi: 'Determination of the structural hot spot stress using the finite element method - a comparison of current procedures'. IIW-Doc. XIII-1991-03 and XV-1148-03, International Institute of Welding, 2003. 2) reference thickness up to which S-N curve is applicable without the need to apply a thickness correction height of peaking due to angular misalignment angular change at misaligned joint geometric parameter used to determine K, due to angular misalignment partial safety factor (suffix ‘f’refers to loading, suffix ‘m ’ to fatigue strength) strain measured by strain gauge A strain measured by strain gauge B hot spot strain strain acting in x-direction strain acting in y-direction strain range ( & m a - Emin) Poisson’s ratio stress (suffix ‘m’ for membrane stress, suffix ‘b’ for bending stress) structural hot spot stress local notch Stress ( O m -I- 0 b non-linear stress peak at weld toe due to notch effect of weld modified nominal stress (suffix ‘m’ refers to the membrane stress component, suffix ‘b’ to the bending stress component) structural stress maximum and minimum principal stresses stress component acting normal to weld toe stress range (o,,,~ - omin) cut-off stress range below which stresses are assumed to be non-damaging structural hot spot stress range constant amplitude fatigue limit 42 dqh stress range at ‘knee point’ where exponent of S-N curve changes from rn!
3] to determine the structural hot spot stress. The stress magnification due to angular misalignment caused by welding distortion was calculated using Eqn. 4] and [ 5 . 5 ] . The length term 21 was assumed to correspond to the spacing of the crossbeams, 1580 mm, and the 'fixed ends' boundary condition was assumed due to symmetry. 3. Hot spot region of the FE model. A relatively fine element mesh was chosen because of the use of linear 8-node solid elements. Due to the plane of symmetry, the total thickness of the web consisted of two element layers.
The proposed change introduced a new hot spot, which may have reduced the fatigue capacity of the hatch corner. The goal of the study was to verify the applicability of the structural hot spot method to this detail by component testing. 1 shows both the conventional and proposed new advanced designs. In the conventional design, the deck plating and the transverse deck strip between adjacent holds consisted of a continuous plate with a transition radius at the hatch corner. In the advanced, production-friendly design, longitudinal bulkhead and hatch coaming form a continuous plate to which the separate transverse deck strip is welded.