I detta examensarbete utförs en jämförelse av HSQ-balkar och VKR- pelare i hållfasthetsklass S355 respektive S460. I arbetet dimensioneras profiler anpassade efter studerade fiktiva konstruktioner och ställs emot varandra. Syftet är att optimera profilerna och effektivisera stålanvändningen. Förhoppningen är att en applicering av höghållfast stål i vanliga konstruktioner medför en reducerad stålmängd. Är minskningen tillräckligt stor bidrar denna i sin tur till en mindre miljöpåverkan samt kostnadseffektiva dimensioneringslösningar. Två olika byggnadsstommar utförda i stål med sträckgränsen 355 respektive 460 MPa undersöks. Huvudkonstruktionen studeras i delalternativ beroende på en variation av upplagsfall och stålklass vilket påverkar dimensioneringen av profilerna. Resultaten används för att göra en miljö- och kostnadsanalys. Rapporten visar blandade resultat. Det finns besparingar att göra men inte i alla avseenden. Miljöanalysen visar att koldioxidutsläppet minskar i de alternativ där stålmängden reducerats. En prisuppskattning av de framtagna profilerna visar att inga kostnadsbesparingar kan göras då alla balkar och pelare i den studerade konstruktionen byts ut till stål med en högre hållfasthetsklass. I de enskilda fall där materialbesparingen är över 10 % kan kostnadsbesparingar göras. / The thesis is a comparison of HSQ-beams and VKR-columns of strength grade S355 and S460. In this study, profiles designed for two different fictional construction frames are compared to each other. The aim is to optimize the profiles and streamline the steel use. Hopefully the usage of high-strength steel in ordinary structures results in a reduced amount of steel. If the decrease is sufficiently large it contributes to a reduced environmental impact and cost effective solutions. Two separate building frames made in both steel with yield strength of 355 and 460 MPa are examined. The main structure is studied in sub-options depending on a variety of support case and steel grade which affects the design of the profiles. The results are used to analyze their impact on costs and environment. The report shows mixed results. There are savings to be made but not in all respects. Environmental analysis shows that carbon dioxide emissions decrease in the options where the steel amount is reduced. A price estimation of the profiles show that no savings can be made when the entire studied structure is upgraded to a high strength steel. However, cost savings can be made in individual cases where the material savings is 10 % higher.

The main objective of this thesis is the verification of the buckling strength of the composite compression members which were made from high-strength materials. This thesis is divided into four main chapters which are interconnected. The first chapter summarizes the current state of the problem of the compression members. The basis of this part is the elementary theories and researches, the task of this text is attempted to understand and obtain normative procedures which are important for practical use. The second part deals with the theoretical analysis of composite column, mainly with the examination of the individual effects on the buckling strength. The result of the first and the second parts is analytical algebraic equations which determine the buckling strength of the member. The third part contains the numerical analysis, which leads to create a numerical model of the compression column. The numerical model is used for the verification of the theoretical analysis and for the investigation of the behaviour of the column loaded by axial force. The last part deals with the experimental verification of the previous analyses. There are tested various types of the composite columns, which were made of steel with a yield strength up to 455 MPa and of the concrete with a cube compression strength up to 102 MPa. Experimental results confirmed the high reliability of centrally loaded column and every tested columns failed by flexural buckling. The final step is evaluation and comparison of the results obtained from previous four parts. It was founded that design criteria for centrally loaded steel-concrete column are too conservative and design relationships doesn´t use the positive properties of high-strength materials for economic design.

Spot friction welding (SFW) was performed on ultra high strength steel (UHSS) steel sheet commonly used in automobile manufacturing. Alloys studied included DP780, DP780EG, DP980, and DF140T sheet steel of varying thickness from 1.2 mm to 1.4 mm. Welding was accomplished using a PCBN standard tool. Weld strengths were then compared to a proposed AWS standard. Initial hardness readings were taken in cross sectioned samples. Grain structure in a SFW is presented. Resistance spot welds were created in three steels. This study focuses on the strength of SFW joints as compared to traditional resistance spot welding (RSW) in welding like materials to one another. Cycle times of SFW were also evaluated and compared to production rate cycle times of RSW.

The following thesis is a study on the ability to create acceptable welds in thin-plate, ultra-high-strength steels (UHSS) by way of friction stir welding (FSW). Steels are welded together to create tailor-welded blanks (TWB) for use in the automotive industry. Dual Phase (DP) 590, 780, and 980 steel as well as Transformation-Induced Plasticity (TRIP) 590 steel with thicknesses ranging from 1.2 mm to 1.8 mm were welded using friction stir welding under a variety of processing conditions, including experiments with dissimilar thicknesses. Samples were tested under tensile loads for initial determination if an acceptable weld had been created. Acceptable welds were created in both TRIP 590 and DP 590 at speeds up to 102 centimeters-per-minute. No acceptable welds were created in the DP 780 and DP 980 materials. A series of microhardness measurements were taken across weld samples to gain understanding as to the causes of failure. These data indicate that softening, caused by both excessive heat and insufficient heat can result in weld failure. Not enough heat causes the high concentration of martensite in these materials to temper while too much heat can cause excessive hardening in the weld, through the formation of even more martensite, which tends to promote failure mode during forming operations. Laser welding is one of the leading methods for creating tailor-welded blank. Therefore, laser welded samples of each material were tested and compared to Friction Stir Welded samples. Lower strength and elongation are measured in weld failure while the failure location itself determines the success of a weld. In short, an acceptable weld is one that breaks outside the weld nugget and Heat Affected Zone (HAZ) and where the tensile strength (both yield and ultimate) along with the elongation are comparable to the base material. In unacceptable welds, the sample broke in the weld nugget or HAZ while strength and elongations were well below those of the base material samples.

In this study, the dissimilar metals 5754 aluminum and DP980 ultra-high strength steel were joined using the friction bit joining (FBJ) process. The friction bits were made using one of three steels: 4140, 4340, or H13. Experiments were performed in lap shear, T-peel, and cross tension configurations, with the 0.070" thick 5754 aluminum alloy as the top layer through which the friction bit cut, and the 0.065" thick DP980 as the bottom layer to which the friction bit welded. All experiments were performed using a computer controlled welding machine that was purpose-built and provided by MegaStir Technologies. Through a series of designed experiments (DOE), weld processing parameters were varied and controlled to determine which parameters had a significant effect on weld strength at a 95% confidence level. The parameters that were varied included spindle rotational speeds, Z-command depths, Z-velocity plunge rates, dwell times, and friction bit geometry. Maximum lap shear weld strengths were calculated to be 1425.4lbf and were to be obtained using a bit tip length at 0.175", tip diameter at 0.245", neck diameter at 0.198", cutting and welding z-velocities at 2.6"/min, cutting and welding RPMs at 550 and 2160 respectively, cutting and welding z-commands at -0.07" and -0.12" respectively, cooling dwell at 500 ms, and welding dwell at 1133.8 ms. These parameters were further refined to reduce the weld creation time to 1.66 seconds. These parameters also worked well in conjunction with an adhesive to form weld bonded samples. The uncured adhesive had no effect on the lap shear strengths of the samples. Using the parameters described above, it was discovered that cross tension and T-peel samples suffered from shearing within the bit that caused the samples to break underneath the flange of the bit during testing. Visual inspection of sectioned welds indicated the presence of cracking and void zones within the bit.

yes / This paper presents the results of a numerical investigation on strategies for enhancing the fire behaviour of concrete-filled steel tubular (CFST) columns by using inner steel profiles such as circular hollow sections (CHS), HEB profiles or embedded steel core profiles. A three-dimensional finite element model is developed for that purpose, which is capable for representing the various types of sections studied and the nonlinear behaviour of the materials at elevated temperatures. High strength steel is considered in the numerical model, as a possible way to lengthen the fire endurance. The numerical model is validated against experimental results available in the literature for various types of steel-concrete composite sections using inner steel profiles, obtaining satisfactory results. Based on the developed numerical model, parametric studies are conducted for investigating the influence of the cross-sectional geometry and the steel grade of the inner profiles on the fire performance of these composite columns, for eventually providing some practical recommendations.

In this work, Slow Strain Rate Test (SSRT) testing, Light Optical Microscopy (LOM) and Scanning Electron Microscopy (SEM) were used to study the effect of microstructure, corrosive environments and cathodic polarisation on stress corrosion cracking (SCC) of two grades of high strength steels, Type A and Type B. Type A is manufactured by quench and tempered (Q&T) method. Type B, a normalize steel was used as reference. This study also supports electrochemical polarisation resistance method as an effective testing technique for measuring the uniform corrosion rate. SSRT samples were chosen from base metal, weld metal and Heat Affected Zone (HAZ). SSRT tests were performed at room temperature under Open Circuit Potential (OCP) and cathodic polarisation using 4 mA/cm2 in 1 wt% and 3.5 wt% NaCl solutions. From the obtained corrosion rate measurements performed in 1 wt% and 3.5 wt% NaCl solutions it was observed that increased chloride concentration and dissolved oxygen content enhanced the uniform corrosion for all tested materials. Moreover, the obtained results from SSRT tests demonstrate that both Q&T and normalized steels were not susceptible to SCC in certain strain rate (1×10-6 s-1) in 1 wt% and 3.5 wt% NaCl solutions under OCP condition. It was confirmed by a ductile fracture mode and high reduction in area. The weld metal of Type A with acicular ferrite (AF), pro-eutectoid (PF) and bainite microstructure showed higher susceptibility to hydrogen assisted stress corrosion cracking compared to base metal and HAZ. In addition, typical brittle intergranular cracking with small reduction in area was observed on the fracture surface of the Type A due to hydrogen charging.

With increasing fuel costs and the current drive to reduce greenhouse gas emissions and fuel consumption, a need to reduce vehicle weight is apparent. Weight reduction can be achieved by replacing conventionally stamped structural members with hydroformed parts. The weight reduction can be further enhanced by reducing the thickness of the hydroformed members through the use of advanced high strength steel (AHSS). A primary limitation in hydroforming AHSS, is the limited ductility or formability of these materials. This limitation becomes acute in multi-stage forming operations in which strain path changes become large making it difficult to predict formability. Thus, the focus of the current work is to study the effects of pre-bending on the subsequent hydroformability of Dual-Phase DP600 steel tubes. As part of this effort, the effect of key bending and hydroforming process parameters, bending boost and hydroforming end-feed, have been studied in a parametric fashion. <br /><br /> Multi-step pre-bending and hydroforming experiments were performed on 76. 2 mm (3. 0") OD tubes with a wall-thickness of 1. 85mm (DP600). Experiments were also performed on 1. 74mm Interstitial Free (IF) steel tube, which provided a low strength, high formability baseline material for comparison purposes. A fully instrumented servo-hydraulic mandrel-rotary draw tube bender was used in the pre-bending experiments in which various levels of boost were applied. The results showed that increased boost reduced the major (tensile) strain and thinning at the outside of the bend. At the inside of the bend, the compressive minor strain became larger and thickening increased. <br /><br /> Hydroforming of the straight and pre-bent tubes was conducted using various levels of load-control end-feed (EF). For both straight and pre-bend tube hydroforming, an increase in hydroforming EF resulted in increased burst pressure and corner-fill expansion (CFE). The effect of bending boost on CFE was also measured. For a given hydroforming EF case, a tube bent with greater boost achieved a higher burst pressure and consequently a greater CFE which increased the hydroformability of the material. Pre-bending was shown to consume a considerable amount of the formability of the tube in the hydroforming experiments. For the same EF case, the pre-bent tubes could only achieve a fraction of the straight tube CFE at burst. <br /><br /> The pre-bending and hydroforming experiments were complimented by finite element simulation in the hope of providing additional insight into these processes. The finite element (FE) models were able to accurately predict the strain and thickness changes imposed during pre-bending. The models were able to accurately predict the CFE, EF displacement, and strain and thickness distributions after hydroforming. <br /><br /> The extended stress-based forming limit curve (XSFLC) failure criterion was applied to predict failure (onset of necking) during hydroforming, which was measured as the burst pressure in the experiments. For straight tube hydroforming, the XSFLC predicted the correct failure pressure versus hydroforming EF load trend, but over predicted the failure pressures. In pre-bend hydroforming, the models were able to capture the effect of bending boost and hydroforming EF on the hydroformability of the tubes. The XSFLC was able to capture the drop in formability for bending versus straight tube hydroforming, but was unable to capture the failure pressure versus hydroforming EF load trend or magnitude. Further work is required to make the XSFLC applicable to straight and pre-bend hydroforming.

Efforts to reduce vehicle weight and improve crash performance have resulted in increased application of advanced high strength steels (AHSS) and a recent focus on the weldability of these alloys. Resistance spot welding (RSW) is the primary sheet metal welding process in the manufacture of automotive assemblies. Integration of AHSS into the automotive architecture has brought renewed challenges for achieving acceptable welds. The varying alloying content and processing techniques has further complicated this initiative. The current study examines resistance spot welding of high strength and advance high strength steels including high strength low alloy (HSLA), dual phase (DP) and a ferritic-bainitic steel (590R). The mechanical properties and microstructure of these RSW welded steel alloys are detailed. Furthermore a relationship between chemistries and hardness is produced. The effect of strain rate on the joint strength and failure mode is also an important consideration in the design of welded structures. Current literature, however, does not explain the effects of weld microstructure and there are no comprehensive comparisons of steels. This work details the relationship between the joint microstructure and impact performance of spot welded AHSS. Quasi-static and impact tests were conducted using a universal tensile tester and an instrumented drop tower, respectively. Results for elongation, failure load and energy absorption for each material are presented. Failure modes are detailed by observing weld fracture surfaces. In addition, cross-sections of partially fractured weldments were examined to detail fracture paths during static loading. Correlations between the fracture path and mechanical properties are developed using observed microstructures in the fusion zone and heat-affected-zone. Friction stir spot welding (FSSW) has proven to be a potential candidate for spot welding AHSS. A comparative study of RSW and FSSW on spot welding AHSS has also been completed. The objective of this work is to compare the microstructure and mechanical properties of Zn-coated DP600 AHSS (1.2mm thick) spot welds conducted using both processes. This was accomplished by examining the metallurgical cross-sections and local hardnesses of various spot weld regions. High speed data acquisition was also used to monitor process parameters and attain energy outputs for each process.

Efforts to reduce vehicle weight and improve crash performance have resulted in increased application of advanced high strength steels (AHSS) and a recent focus on the weldability of these alloys. Resistance spot welding (RSW) is the primary sheet metal welding process in the manufacture of automotive assemblies. Integration of AHSS into the automotive architecture has brought renewed challenges for achieving acceptable welds. The varying alloying content and processing techniques has further complicated this initiative. The current study examines resistance spot welding of high strength and advance high strength steels including high strength low alloy (HSLA), dual phase (DP) and a ferritic-bainitic steel (590R). The mechanical properties and microstructure of these RSW welded steel alloys are detailed. Furthermore a relationship between chemistries and hardness is produced. The effect of strain rate on the joint strength and failure mode is also an important consideration in the design of welded structures. Current literature, however, does not explain the effects of weld microstructure and there are no comprehensive comparisons of steels. This work details the relationship between the joint microstructure and impact performance of spot welded AHSS. Quasi-static and impact tests were conducted using a universal tensile tester and an instrumented drop tower, respectively. Results for elongation, failure load and energy absorption for each material are presented. Failure modes are detailed by observing weld fracture surfaces. In addition, cross-sections of partially fractured weldments were examined to detail fracture paths during static loading. Correlations between the fracture path and mechanical properties are developed using observed microstructures in the fusion zone and heat-affected-zone. Friction stir spot welding (FSSW) has proven to be a potential candidate for spot welding AHSS. A comparative study of RSW and FSSW on spot welding AHSS has also been completed. The objective of this work is to compare the microstructure and mechanical properties of Zn-coated DP600 AHSS (1.2mm thick) spot welds conducted using both processes. This was accomplished by examining the metallurgical cross-sections and local hardnesses of various spot weld regions. High speed data acquisition was also used to monitor process parameters and attain energy outputs for each process.