Crack Interaction Criteria in Pressure Vessels and Pipe

1995 ◽  
Vol 117 (4) ◽  
pp. 260-264 ◽  
Author(s):  
D. S. Kim ◽  
K. H. Lo
Keyword(s):  
Driving Force ◽  
Physical Distance ◽  
Pressure Vessels ◽  
Load Factor ◽  
Surface Cracks ◽  
Crack Interaction ◽  
Planar Surface ◽  
Characteristic Distance ◽  
Crack Driving Force ◽  
Element Method

An attempt was made to define a new crack interaction criterion for pressurized cylinders with two co-planar surface cracks. Elastic-plastic finite element method with line spring concept (line spring element method) was used to verify the validity of the new interaction criterion and to establish the relative conservatism built into various codes/standards. The crack interaction criteria of two co-planar surface cracks as defined by ASME Section XI and BS PD6493 were studied and a new interaction criterion which accounts for crack shape and load factor was introduced. The basic idea behind the crack interaction criteria for co-planar surface cracks was the plastic zone and stress interaction near crack tips. To verify the new crack interaction criterion, comparisons of J-integral values were made for various crack sizes with different distances between cracks and loading conditions. Based upon these comparisons, the new crack interaction criteria, comparing a physical distance, s, to a characteristic distance d=(σ/σy)2(c1Q1 + c2Q2), proved to be a reasonable parameter for indication of the crack driving force interaction for co-planar cracks. The characteristic distance also represents a rigorous measure of an equivalent crack driving force for interacting cracks.

The Effects of Classification of Misalignment-Induced Stresses in Engineering Critical Assessments of Welded Joints With Some Misalignment

2010 ◽  
Author(s):  
Liwu Wei
Keyword(s):  
Welded Joints ◽  
Driving Force ◽  
Limit Load ◽  
Surface Cracks ◽  
Plastic Limit ◽  
Secondary Stress ◽  
Butt Weld ◽  
Crack Driving Force ◽  
Plastic Limit Load

In the ECA of a structure or component such as a pipeline girth weld, the bending stress component arising from misalignment across the weld is often classified as primary, partly because standards such as BS 7910 and API 579-1/ASME FFS-1 do not give definitive guidance on this subject. This approach may be over-conservative as the σmis is localised. In order to obtain a more realistic assessment of the structural integrity of structures containing misalignment, it is necessary to understand the conservatism or non-conservatism in an ECA associated with the classification of σmis. To address the above concerns, systematic investigations were carried out of surface cracks in a plate butt-weld including some misalignment, external circumferential surface cracks and external fully circumferential cracks in a misaligned pipe connection. FEA of these cracked welded joints with some misalignment (typically from 1mm to 2mm) was performed to calculate crack driving force and plastic limit load. The results from FEA were compared with the existing solutions of KI and σref in BS 7910 generated by assuming three options of treating the σmis. The three options were: (1) classification of σmis wholly as primary stress; (2) 15% of σmis as primary and 85% of σmis as secondary stress; and (3) classification of σmis wholly as secondary stress. Variations in parameters (eg misalignment, crack size, loading, weld overmatch and base material properties) were taken into account in order to determine the effects of these parameters on plastic limit load and crack driving force. The implication of different classifications of σmis in terms of ECAs of misaligned welded joints was revealed by conducting BS 7910 Level 2B assessments with the use of a FAD. It was found in this work that for the cases examined, use of the σmis as entirely primary bending in an ECA was over-conservative, and even treatment of σmis as entirely secondary bending was generally shown to be still conservative, when compared with the assessments based on FEA solutions. Furthermore, caution should be exercised in using the solutions of KI and σref given in the existing BS 7910 for crack-containing structures subjected to a bi-axial or tri-axial stress state. A non-conservative estimate may result from the use of these solutions which have been derived based on a uniaxial stress condition.

J-Estimation Schemes for Internal Circumferential and Axial Surface Cracks in Pipe Elbows

1998 ◽  
Vol 120 (4) ◽  
pp. 418-423 ◽  
Author(s):  
R. Mohan ◽  
A. Krishna ◽  
F. W. Brust ◽  
G. M. Wilkowski
Keyword(s):  
Shell Model ◽  
Driving Force ◽  
Three Dimensional ◽  
Surface Cracks ◽  
Dimensional Model ◽  
Three Dimensional Model ◽  
Crack Driving Force ◽  
Cracked Structures ◽  
Axial Surface ◽  
J Estimation

In the spirit of GE/EPRI fracture mechanics procedure, estimation schemes for the crack driving force for circumferentially and axially surface-cracked pressurized elbows subjected to bending are developed. These schemes are based on the results of line-spring/shell model. The line-spring/shell model offers an attractive and inexpensive alternative to performing a large number of analyses of surface-cracked structures. This model has been shown to provide accurate predictions in comparison with the more involved three-dimensional model by Mohan (1998). Using the results of this model and following the GE/EPRI procedure, the coefficient functions, F1 and h1, which provide the necessary information for predicting the crack driving force in cracked elbows, for several elbow and crack geometries are tabulated.

Estimates of Crack-Driving Force in Surface-Cracked Elbows

2000 ◽  
Vol 123 (1) ◽  
pp. 32-40 ◽  
Author(s):  
Gery M. Wilkowski ◽  
Raj Mohan ◽  
Thomas J. Kilinski
Keyword(s):  
Crack Length ◽  
Driving Force ◽  
Stress Index ◽  
Simple Relationship ◽  
Surface Cracks ◽  
Straight Pipe ◽  
Crack Driving Force ◽  
Large Matrix ◽  
Simplified Procedure ◽  
J Estimation

The objective of this effort was to assess whether a simple relationship could be developed between the behavior of surface cracks in straight pipe and in elbows. If such a geometric relationship could be developed, then a simple multiplier could be applied to the current straight-pipe solutions that are already used in codes and standards such as the ASME or other codes. In order to accomplish this objective, solutions from elbow and straight-pipe elastic-plastic fracture mechanics (EPFM) analyses were used along with experimental data. The elbow EPFM solution came from a J-estimation scheme developed during the IPIRG-2 program. These solutions were for an elbow with a pressure at the design stress limits of Section III of the ASME Code for typical nuclear piping steels. Significant efforts were undertaken in that program to develop J-estimation schemes for axial (along the side of the elbow) and circumferential surface cracks (centered on the extrados) in elbows under constant pressure and in-plane bending. These analyses were developed using the GE/EPRI methodology of determining an elastic and plastic contribution to J, and developing the appropriate functions through a matrix of EPFM finite element analyses. Even with this large matrix of FEM analyses, only one circumferential crack length and one axial crack length were investigated. Hence, it was desirable to develop a method to extend the analysis capabilities to other crack geometry, as well as developing a simplified procedure. A comparison of the elbow to straight-pipe moment versus crack-driving force curves showed that there is a simple multiplier linearly related to the ASME B2 stress index for elbows of different R/t ratios. Hence, a simplified procedure was determined where the straight-pipe solution could be multiplied by a function of the elbow stress indices to give the maximum load prediction of the surface-cracked elbow. Comparisons were made to circumferential surface-cracked elbow data from the IPIRG-2 program, and an axial surface-cracked elbow test conducted by EDF. The comparisons showed the simplified methods to be quite promising.

Engineering Treatment Model (ETM) for Crack Driving Force Estimation of Structures With Stress Concentration

1993 ◽  
Vol 115 (2) ◽  
pp. 164-170 ◽  
Author(s):  
H. Su ◽  
A. Cornec ◽  
K.-H. Schwalbe
Keyword(s):  
Stress Concentration ◽  
Driving Force ◽  
High Stress ◽  
Limit Load ◽  
Pressure Vessels ◽  
Simple Relationship ◽  
Treatment Model ◽  
Force Estimation ◽  
Crack Driving Force ◽  
Corner Cracks

A simple relationship for estimating the limit load of a structure with a crack located in a zone with high stress-strain concentration has been suggested using Neuber’s relation. Then, based on the engineering treatment model (ETM), a method for calculating the crack driving force in the structure with a stress concentration was developed. It has also been proved that under deformation plasticity theory and monotonic loading, the ETM can be justified theoretically. Relationships between ETM and other engineering methods have also been established. The predictions by ETM agree well with the test results of full-scale pressure vessels with corner cracks at the joint between cylinder and nozzle.

The Influence of Residual Stresses on Small Through-Clad Cracks in Pressure Vessels

1984 ◽  
Vol 106 (4) ◽  
pp. 383-390 ◽  
Author(s):  
H. G. deLorenzi ◽  
B. I. Schumacher
Keyword(s):  
Residual Stresses ◽  
Pressure Vessel ◽  
Driving Force ◽  
Base Material ◽  
Pressure Vessels ◽  
Plastic Behavior ◽  
Material Interface ◽  
Crack Driving Force ◽  
Elastic Plastic ◽  
Stress Relieving

The influence of cladding residual stresses on the crack driving force for shallow cracks in the wall of a nuclear pressure vessel is investigated. Thermo-elastic-plastic analyses were carried out on long axial through-clad and sub-clad flaws on the inside of the vessel. The depth of the flaws were one and three times the cladding thickness, respectively. An analysis of a semielliptical axial through-clad flaw was also performed. It was assumed that the residual stresses arise due to the difference in the thermal expansion between the cladding and the base material during the cool down from stress relieving temperature to room temperature and due to the subsequent proof test before the vessel is put into service. The variation of the crack tip opening displacement during these loadings and during a subsequent thermal shock on the inside wall is described. The analyses for the long axial flaws suggest that the crack driving force is smaller for this type of flaw if the residual stresses in the cladding are taken into account than if one assumes that the cladding has no residual stresses. However, the analysis of the semielliptical flaw shows significantly different results. Here the crack driving force is higher than when the residual stresses are not taken into account and is maximum in the cladding at or near the clad/base material interface. This suggests that the crack would propagate along the clad/base material interface before it would penetrate deeper into the wall. The elastic-plastic behavior found in the analyses show that the cladding and the residual stresses in the cladding should be taken into acocunt when evaluating the severity of shallow surface cracks on the inside of a nuclear pressure vessel.

Fully-Plastic Strain-Based J Estimation Scheme for Circumferential Surface Cracks in Pipes Subjected to Reeling

2013 ◽  
Author(s):  
Luís F. S. Parise ◽  
Claudio Ruggieri ◽  
Noel P. O’Dowd
Keyword(s):  
Driving Force ◽  
Driving Forces ◽  
Fracture Behaviour ◽  
Applied Strain ◽  
J Integral ◽  
Surface Cracks ◽  
Crack Driving Force ◽  
Numerical Assessment ◽  
Estimation Scheme ◽  
J Estimation

Modern installation techniques for marine pipelines and subsea risers are often based on the reel-lay method, which introduces significant (plastic) strains on the pipe during reeling and un-reeling. The safe assessment of crack-like flaws under such conditions requires accurate estimations of the elastic-plastic crack driving forces, ideally expressed in a strain-based formulation to better account for the displacement controlled nature of the reeling method. This paper aims to facilitate such assessments by presenting a strain-based expression of the well-known EPRI estimation scheme for the J integral, which is directly based upon fully plastic descriptions of fracture behaviour under significant plasticity. Parametric finite element simulations of bending of circumferentially cracked pipes have been conducted for a set of crack geometries, pipe dimensions and material hardening properties representative of current applications. These provide the numerical assessment of the crack driving force upon which the non-dimensional factors of the EPRI methodology, which scale J with applied strain, are derived. Finally, these factors are presented in convenient graphical and tabular forms, thus allowing the direct and accurate assessment of the J integral for circumferentially cracked pipes subjected to reeling.

Residual Stress Effects on Cleavage Fracture

2007 ◽  
Author(s):  
A. H. Sherry ◽  
K. S. Lee ◽  
M. R. Goldthorpe ◽  
D. W. Beardsmore
Keyword(s):  
Fracture Toughness ◽  
Residual Stress ◽  
Residual Stresses ◽  
Cleavage Fracture ◽  
Driving Force ◽  
Compact Tension ◽  
Pressure Vessels ◽  
Crack Driving Force ◽  
Stress Effects ◽  
Definition Of

It is recognised that the driving force for the initiation and propagation of defects in materials may, under some circumstances, include contributions from both externally applied loads such as internal pressure in pressure vessels and piping and secondary stresses such as weld residual stresses. For non stress-relieved welds, residual stresses can provide a significant proportion of the crack driving force. This paper describes the results obtained from an experimental programme aimed at extending the understanding of residual stress effects on cleavage fracture. The paper describes the preparation and testing of standard and preloaded compact-tension specimens of an A533B pressure vessel steel at its Master Curve reference temperature. Standard tests on compact-tension specimens provide fracture toughness data which are broadly consistent with the conventional three-parameter Weibull model, with Kmin = 20 MPa√m and an exponent of about 4. The preloaded compact-tension specimens included a high level of tensile residual stress at the crack location. Fracture toughness data obtained using the test standards from these specimens fall significantly below the standard specimen data, since the contribution from residual stresses is ignored. However, when due account is taken of the residual stress on the crack driving force using a correct definition of the J-integral, the distributions of fracture toughness data from both specimen types are found to overlay each other. The definition of J used in this paper allows residual stress effects on fracture to be accounted for in a single fracture parameter.

Application of the strain-based FAD to failure assessment of surface cracked components

2015 ◽  
Vol 6 (6) ◽  
pp. 689-703
Author(s):  
Igor Varfolomeev ◽  
Michael Windisch ◽  
Gerben Sinnema
Keyword(s):  
Boundary Conditions ◽  
Strain Hardening ◽  
Driving Force ◽  
Design Methodology ◽  
Surface Cracks ◽  
Crack Driving Force ◽  
Content Type ◽  
Failure Assessment Diagram ◽  
Aerospace Applications ◽  
Failure Assessment

Purpose – The purpose of this paper is to validate the strain-based failure assessment diagram (SB-FAD) approach for surface cracks in components subjected to displacement controlled boundary conditions. Design/methodology/approach – Numerical analyses are performed for several crack geometries and materials representative for aerospace applications. The performance of the SB-FAD is judged by comparing numerically calculated J-integrals to respective analytical estimates, using both Options 1 and 2 approximations. Findings – In the most cases, both Options 1 and 2 SB-FAD method results in reasonably conservative J-estimates. Exceptions are for surface cracks in a pressurized vessel made of a material with low-strain hardening, for which Option 2 assessment produces non-conservative results. In contrast, Option 1 assessment is conservative for all geometries considered. In general, Option 1 results in a considerable overestimation of the crack driving force, whereas Option 2 produces rather accurate results in many cases. Originality/value – The results demonstrate both the potential of the SB-FAD method and needs for its further improvements.

Elastic-Plastic Constraint Analysis of Semi-Elliptic Surface Cracks in X100 Pipeline Steel

2011 ◽  
Author(s):  
Z. X. Wang ◽  
R. F. Zhang ◽  
Y. J. Chao ◽  
P. S. Lam
Keyword(s):  
Free Surface ◽  
Crack Front ◽  
Driving Force ◽  
Pipeline Steel ◽  
Three Dimensional ◽  
Elliptic Crack ◽  
J Integral ◽  
Surface Cracks ◽  
Crack Driving Force ◽  
X100 Pipeline Steel

In the framework of the J-A2 fracture theory, the crack driving force J and the crack tip constraint parameter A2 are used to describe the near crack tip stress and deformation fields. These two parameters, J and A2, were calculated from three-dimensional finite element results for semi-elliptic surface cracks with various lengths and depths in X100 pipeline steel. It was found that, under a uniform far field tensile loading, A2 increases rapidly to a nearly constant value along the crack front from the free surface to the deepest part of the crack. A similar trend was found for the J-integral distribution except in the case of a semi-circular crack. In addition, for a given elliptic crack configuration, A2 showed significant J-integral dependence when the crack front approached the free surface, where a strong three-dimensional effect is apparent. On the other hand, at the deepest part of the crack, A2 converged to a constant value. Two-dimensional plane strain calculations were also performed for single edge-notched tension specimens (SENT), where the crack length corresponds to the depth of the surface crack. The constraint of these two configurations (semi-elliptic crack and SENT) were compared under the same crack driving force (J-integral). In general, the constraint at the deepest crack front of an elliptic crack is higher than that of the corresponding SENT, especially in mid- to large scale yielding condition where J-integral is relatively large. It can be concluded that using fracture toughness determined from SENT specimens to predict surface flaw stability may lead to non-conservative result.

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