The entry and exit side pinch roll unit of the reversing finishing mill of stainless hot strip rolling mill line bears heat effects during producing. Its transfer convection must be sufficient to maintain its function. According to the original pinch roll unit during producing, there are four questions as follows: (1) Strip marks are formed from the roll surface. (2) High temperature of roll surface cause burning phenomenon and lower the hardness of roll surface. (3) Cracks are formed on the roll surface. (4) There is a deflection of horizontal pipe of rocker arm. The improved pinch roll is called new pinch roll. The original pinch roll is called old pinch roll. First, temperature gradients of each location for the old pinch roll and the new pinch roll are calculated, and the reasons of the abnormal high temperature of roll surface are clarified. Second, for the places of the old and new pinch rolls which are the easiest to crack, its stresses of x-y and y-z directions are analyzed. Influence factors of thermal stress crack are clarified. It is proved that the thermal stress effects of the new pinch roll are less than the old pinch roll. Third, the relations of thermal deflection and heat convection for the original horizontal pipe of rocker arm and for the improved horizontal pipe are analyzed. Furthermore, according to the internal structure of the old and new pinch rolls, the flow resistance of circulating water cooling system for each place is considered. Finally, roll grinder is developed and designed to improve the quality of roll surface.

Plusieurs régimes d’écoulement diphasiques adiabatiques eau/air horizontaux (écoulements dispersés àbulles et intermittents) et leur développement axial ont été étudiés dans l'expérience METERO,constituée d’une conduite circulaire horizontale de 100 mm de diamètre interne. Différentes techniques d’instrumentation ont été améliorées et utilisées pour mesurer les grandeurs caractéristiques de l’écoulement afin d’apporter une description locale et l'évolution axiale des écoulements. Les mécanismes physiques responsables des régimes d’écoulement et de leurs transitions, notamment la compétition entre forces turbulente et de flottabilité ont été explicités. Les différences entre les régimes à bulles et intermittent ont été mises en évidence et les processus physiques à l’origine de ces différences ont été expliqués. Deux nouvelles cartes de régime d’écoulement adimensionnelles ont été proposées: la première apporte une amélioration à la représentation de Taitel & Dukler (1976) et propose un nouveau critère de transition. La deuxième, novatrice, quantifie les effets des forces de turbulence et de flottabilité en fonction du taux de vide. / Several horizontal water-air two-phase adiabatic flows (dispersed bubbly flows and intermittent flows)and their axial evolutions have been studied in the METERO experiment which is consisted of ahorizontal circular test section with an internal diameter of 100 mm. Different measurement techniqueshave been improved and utilized to measure the flow characteristics in order to bring a localdescription and axial evolution of the flows. The responsible physical mechanisms of the flow regimesand their transitions, particularly the competition between turbulent force and buoyancy force havebeen explained. The differences between dispersed bubbly flows and intermittent flows have beenhighlighted and the physical process at the origin of these differences has been explained. Two newdimensionless flow regime maps have been proposed: the first one brings an improvement to therepresentation of Taitel & Dukler (1976) and proposes new transition criteria. The second novel maptakes into account the effects of turbulent and buoyancy forces and the void fraction.

Dans ce travail, des écoulements liquide-liquide dispersés homogènes (c'est-à-dire sans gradient de concentration) ont été étudiés dans une conduite horizontale de 7.5m de long et de 50mm de diamètre interne. Les expériences ont été réalisées dans une large gamme de paramètres opératoires (vitesses de mélange comprises entre 0.28 et 1.2m/s et concentration volumique en phase dispersée, f, de 0.08 à 0.7). Le facteur de frottement de ces écoulements a été mesuré et modélisé en régime turbulent, intermédiaire et laminaire. Ces différents régimes ainsi que l’effet de la concentration en phase dispersée ont été identifiés à partir des mesures locales de vitesse par une technique de vélocimétrie par image de particules (PIV). Lorsque f=0.56, les dispersions se comportent comme des fluides newtoniens auxquels le concept de viscosité effective peut s’appliquer. Le modèle de viscosité de Krieger et Dougherty (1959) décrit l’ensemble des émulsions formées. Le facteur de frottement mesuré suit les lois de frottement classiques en régime laminaire et turbulent (Hagen-Poiseuille et Blasius respectivement) en fonction du nombre de Reynolds basé sur les propriétés de mélange des émulsions (densité et viscosité). Toutefois, la concentration en phase dispersée induit un retard à l’apparition de la turbulence. En milieu très concentré (f=0.7), la dispersion a un comportement rhéofluidifiant et suit la loi d’Ostwald avec un exposant, n=0.5. Tous ces écoulements ont été étudiés, en détail, par l’analyse locale des vitesses. / Homogeneous dispersed flows have been investigated in a horizontal pipe (7.5m long and 50mm internal diameter) in a wide range of flow parameters (mixture velocity from 0.28 to 1.2m/s and concentration, f, up to 0.7). In this work, the wall friction of this emulsion has been measured and modeled in turbulent, intermediate and laminar regime. The different flow regime and the effect of dispersed phase volume fraction have been determined from the velocity profiles measured by PIV measurements in a refractive index matched medium. When f=0.56, emulsion behaves as newtonian fluid. It was shown that the concept of effective viscosity is relevant to scale the wall friction of the emulsion flow. The effective viscosity follows the classical trend of low inertia suspension of hard spheres (Krieger & Dougherty 1959). The friction factor is described by the classical single phase laws in turbulent and laminar regime (Hagen-Poiseuille and Blasius respectively) as a function of Reynolds number based on mixture properties (density and viscosity). Compared to single phase flow, the transition to turbulence is delayed as dispersed phase fraction is increased. For higher dispersed phase fraction (f=0.7), emulsion behaves as a shear-thinning fluid. Emulsion follows the Ostwald law with an exponent equal to 0.5. All these homogeneous dispersed flow have been studied in details.

Conventional construction of Jointed Plain Concrete Pavements (JPCP) in Canada consists of placing a round steel epoxy-coated dowel at the mid height of the pavement. Steel dowels reduce stepping at the joint to improve comfort and reduce the stress concentration on the support layer beneath the pavement. Most importantly they transfer load and are commonly referred to as load transfer devices. Problems with dowel bar deterioration, including corrosion causes the slab joint to lock and cause stress concentrations as the slab expands and or contracts and curls due to thermal and shrinkage straining occurring in the concrete. In this research, alternative joint load transfer devices are presented and compared to conventional steel dowels. Four device alternatives are developed and evaluated: a Glass Fibre Reinforced Polymer (GFRP) I-beam placed directly on the base material; GFRP tapered plates; a continuous horizontal V device; and a continuous horizontal pipe device both placed directly on the support layer. The two devices that are continuous run the length of the joint similar to a shear key. The GFRP tapered plate and I-beam, as well as conventional steel dowels, were analyzed in a wheel path sized three dimensional finite element model for wheel loading and static loading applied to either side of the joint. An experimental testing program was developed to test joint load transfer capabilities of each device when subjected to a static wheel load applied to either side of the joint. The GFRP tapered plates and I-beams were shown to transfer load based on the results from the wheel path finite element model and experimental testing program. The differential joint deflection, stress concentrations and plastic straining occurring in the concrete is not reduced with either the tapered plate or I-beam compared to a dowel under wheel loading. In addition, a similar plastic straining area identified in the finite element models were noticed as an area of damage in the experimental testing program. All of the devices developed are analyzed in a quarter slab three dimensional finite element model with shrinkage and thermal strains as well as wheel loading applied to the slab to simulate service loading. A detailed investigation into the stress distribution around the devices and the differential deflection at the joint through the service loading applied is presented in this paper. Similarly to the wheel path investigation the stress concentration in the tapered plate and I-beams are greater than conventional dowels and also have greater differential deflection occurring at the joint. Both the continuous Horizontal V and Horizontal Pipe device reduce stress and plastic straining in the concrete during the service load analysis compared to dowels. During daytime wheel loading the differential deflection in the joint is the lowest with no noticeable stepping occurring at the joint with the Horizontal V device; however is greater than conventional steel dowels under nighttime wheel load application. The differential deflection with the Horizontal Pipe during day and night straining and wheel loading is similar to conventional steel dowels.

Conventional construction of Jointed Plain Concrete Pavements (JPCP) in Canada consists of placing a round steel epoxy-coated dowel at the mid height of the pavement. Steel dowels reduce stepping at the joint to improve comfort and reduce the stress concentration on the support layer beneath the pavement. Most importantly they transfer load and are commonly referred to as load transfer devices. Problems with dowel bar deterioration, including corrosion causes the slab joint to lock and cause stress concentrations as the slab expands and or contracts and curls due to thermal and shrinkage straining occurring in the concrete. In this research, alternative joint load transfer devices are presented and compared to conventional steel dowels. Four device alternatives are developed and evaluated: a Glass Fibre Reinforced Polymer (GFRP) I-beam placed directly on the base material; GFRP tapered plates; a continuous horizontal V device; and a continuous horizontal pipe device both placed directly on the support layer. The two devices that are continuous run the length of the joint similar to a shear key. The GFRP tapered plate and I-beam, as well as conventional steel dowels, were analyzed in a wheel path sized three dimensional finite element model for wheel loading and static loading applied to either side of the joint. An experimental testing program was developed to test joint load transfer capabilities of each device when subjected to a static wheel load applied to either side of the joint. The GFRP tapered plates and I-beams were shown to transfer load based on the results from the wheel path finite element model and experimental testing program. The differential joint deflection, stress concentrations and plastic straining occurring in the concrete is not reduced with either the tapered plate or I-beam compared to a dowel under wheel loading. In addition, a similar plastic straining area identified in the finite element models were noticed as an area of damage in the experimental testing program. All of the devices developed are analyzed in a quarter slab three dimensional finite element model with shrinkage and thermal strains as well as wheel loading applied to the slab to simulate service loading. A detailed investigation into the stress distribution around the devices and the differential deflection at the joint through the service loading applied is presented in this paper. Similarly to the wheel path investigation the stress concentration in the tapered plate and I-beams are greater than conventional dowels and also have greater differential deflection occurring at the joint. Both the continuous Horizontal V and Horizontal Pipe device reduce stress and plastic straining in the concrete during the service load analysis compared to dowels. During daytime wheel loading the differential deflection in the joint is the lowest with no noticeable stepping occurring at the joint with the Horizontal V device; however is greater than conventional steel dowels under nighttime wheel load application. The differential deflection with the Horizontal Pipe during day and night straining and wheel loading is similar to conventional steel dowels.