Weld Strength Mismatch in Strain Based Flaw Assessment: Which Definition to Use?

2013 ◽  
Vol 135 (6) ◽  
Author(s):  
Stijn Hertelé ◽  
Wim De Waele ◽  
Rudi Denys ◽  
Matthias Verstraete ◽  
Koen Van Minnebruggen ◽  
...  
Keyword(s):  
Tensile Strength ◽  
Ultimate Tensile Strength ◽  
Driving Force ◽  
Experimental Validation ◽  
Weld Strength ◽  
Crack Driving Force ◽  
Strain Capacity ◽  
Strength Based ◽  
Key Factor ◽  
Girth Welds

Weld strength mismatch is a key factor in the strain based assessment of flawed girth welds under tension. A strength overmatching weld shields potential flaws within the weld itself from remotely applied deformations and consequently reduces crack driving force. Although this effect has been recognized for decades, different weld strength overmatch definitions exist, and it is not yet fully established which of those is most relevant to a strain based flaw assessment. In an effort to clarify this unsolved question, the authors have performed a large series of parametric finite element analyses of curved wide plate tests. This paper provides an experimental validation of the model and subsequently discusses representative results. It is found that crack driving force is influenced by the shape of the pipe metals' stress–strain curves, which influences the representativeness of two common mismatch definitions (based on yield strength and on ultimate tensile strength). Effects of strength mismatch on strain capacity of a flawed girth weld are best described on the basis of a flow stress, defined as the average of yield and ultimate tensile strength. Based on the observations, a framework for a new strain capacity equation is proposed.

Weld Strength Mismatch in Strain Based Flaw Assessment: Which Definition to Use?

2012 ◽  
Author(s):  
Stijn Hertelé ◽  
Wim De Waele ◽  
Rudi Denys ◽  
Matthias Verstraete ◽  
Koen Van Minnebruggen ◽  
...  
Keyword(s):  
Tensile Strength ◽  
Ultimate Tensile Strength ◽  
Driving Force ◽  
Experimental Validation ◽  
Weld Strength ◽  
Crack Driving Force ◽  
Strain Capacity ◽  
Strength Based ◽  
Key Factor ◽  
Girth Welds

Weld strength mismatch is a key factor in the strain based assessment of flawed girth welds under tension. A strength overmatching weld shields potential flaws within the weld itself from remotely applied deformations and consequently reduces crack driving force. Although this effect has been recognized for decades, different weld strength overmatch definitions exist and it is not yet fully established which of those is most relevant to a strain based flaw assessment. In an effort to clarify this unsolved question, the authors have performed a large series of parametric finite element analyses of curved wide plate tests. This paper provides an experimental validation of the model and subsequently discusses representative results. It is found that crack driving force is influenced by the shape of the pipe metals’ stress-strain curves, which influences the representativeness of two common mismatch definitions (based on yield strength and on ultimate tensile strength). It can be concluded from further observations that effects of strength mismatch on strain capacity of a flawed girth weld are best described on the basis of a flow stress, defined as the average of yield and ultimate tensile strength. Based on the observations, a framework for a new strain capacity equation is proposed.

Effects of Weld Strength Heterogeneity on Crack Driving Force in Stress and Strain Based Design Scenarios

2014 ◽  
Author(s):  
Stijn Hertelé ◽  
Noel O’Dowd ◽  
Matthias Verstraete ◽  
Koen Van Minnebruggen ◽  
Wim De Waele
Keyword(s):  
Driving Force ◽  
Large Scale ◽  
Limit State ◽  
Weld Strength ◽  
Force Response ◽  
Crack Driving Force ◽  
Key Factor ◽  
Weld Properties ◽  
Girth Welds ◽  
Strain Hardening Behavior

Weld strength mismatch is a key factor with respect to the assessment of a flawed girth weld. However, it is challenging to assign a single strength mismatch value to girth welds, which are generally heterogeneous in terms of constitutive behavior. The authors have recently developed a method (‘homogenization’) to account for weld strength property variations in the estimation of crack driving force response and the corresponding tensile limit state. This paper separately validates the approach for stress based and strain based assessments. Whereas homogenization is reliably applicable for stress based assessments, the strain based crack driving force response is highly sensitive to effects of actual heterogeneous weld properties. The sensitivity increases with increased weld width and decreased strain hardening behavior. For strain based design, a more accurate methodology is desirable, and large scale testing and/or advanced numerical modeling remain essential.

Multi-Tier Tensile Strain Models for Strain-Based Design: Part 2 — Development and Formulation of Tensile Strain Capacity Models

2012 ◽  
Author(s):  
Ming Liu ◽  
Yong-Yi Wang ◽  
Yaxin Song ◽  
David Horsley ◽  
Steve Nanney
Keyword(s):  
Driving Force ◽  
Tensile Strain ◽  
Weld Strength ◽  
Experiment Data ◽  
Pipe Wall Thickness ◽  
Crack Driving Force ◽  
Strain Capacity ◽  
Welding Processes ◽  
Tensile Strain Capacity

This is the second paper in a three-paper series related to the development of tensile strain models. The fundamental basis of the models [1] and evaluation of the models against experiment data [2] are presented in two companion papers. This paper presents the structure and formulation of the models. The philosophy and development of the multi-tier tensile strain models are described. The tensile strain models are applicable for linepipe grades from X65 to X100 and two welding processes, i.e., mechanized GMAW and FCAW/SMAW. The tensile strain capacity (TSC) is given as a function of key material properties and weld and flaw geometric parameters, including pipe wall thickness, girth weld high-low misalignment, pipe strain hardening (Y/T ratio), weld strength mismatch, girth weld flaw size, toughness, and internal pressure. Two essential parts of the tensile strain models are the crack driving force and material’s toughness. This paper covers principally the crack driving force. The significance and determination of material’s toughness are covered in the companion papers [1,2].

Significance of HAZ Softening on Strain Concentration and Crack Driving Force in Pipeline Girth Welds

2005 ◽  
Author(s):  
Ming Liu ◽  
Yong-Yi Wang ◽  
David Horsley
Keyword(s):  
Driving Force ◽  
Crack Tip ◽  
Functionally Graded ◽  
Weld Strength ◽  
Heat Affect Zone ◽  
Crack Driving Force ◽  
Strain Concentration ◽  
Symmetric Deformation ◽  
Girth Welds ◽  
The Impact

Modern micro-alloyed, control-rolled TMCP steels generally have good strength, high toughness, and good weldability. However, these valuable properties come along with certain undesirable features, such as low strain hardening (high yield to tensile ratio), low ductility as measured by uniform elongation (elongation at ultimate tensile strength), and possible heat-affect-zone (HAZ) softening due to reduced hardenability. These undesirable features are particularly detrimental in strain-based design of pipelines. Although the phenomenon of HAZ softening has been known for a long time, the impact of the HAZ softening on the integrity of pipeline girth welds was not well understood. The objective of this work was to understand the impact of HAZ softening on girth weld integrity. Finite element analysis was conducted to investigate the effects of HAZ softening on crack driving force and strain concentration in girth welds under longitudinal tensile loading. The material properties of WM and BM were obtained from an X100 girth weld. The HAZ was modeled as a functionally graded material based on its measured hardness. The models contained surface-breaking defects located at the fusion boundary simulating lack-of-sidewall fusion defects. The analysis results showed that increased CTOD driving force can be expected due to HAZ softening. The extent of increase is positively related to the width and degree of softening of the HAZ. On the other hand, weld strength overmatch reduces the total CTOD driving force. The strain concentration in the softened HAZ circumferentially remote from a surface-breaking defect was small. However, high strain concentration existed over the circumference covering the length of the defect. This concentration was primarily attributable to the existence of the defect and secondarily to the HAZ softening. One significant result from this work was that the relative increase in CTOD driving force and strain concentration due to HAZ softening was independent of defect size. In other words, on a relative basis, HAZ softening was no worse on large defects than on smaller defects. This result should be helpful in rationalizing the effects of HAZ softening for defects of various sizes that exist in field applications. Non-symmetrical crack-tip deformation occurred with softened HAZ. A large proportion of the crack-tip deformation was located in the HAZ. The magnitude of non-symmetric deformation increased with the increase of HAZ width and degree of softening. Even higher degree of non-symmetric deformation occurred with the increase of weld overmatching level. The structural significance of reduced total CTOD driving force and increased un-symmetric deformation at the crack tip due to weld strength overmatch warrants further study. The reduction in total CTOD driving force alone does not necessarily results in a higher level of weld integrity if the “intrinsic” toughness of the HAZ is substantially lower than the weld metal.

A Case Study in High Strain Capacity Pipeline Qualification: PNG LNG Project

2014 ◽  
Author(s):  
Fredrick F. Noecker ◽  
Doug Fairchild ◽  
Mike Cook ◽  
Mario Macia ◽  
Wan Kan
Keyword(s):  
Tensile Strength ◽  
Uniform Elongation ◽  
Active Faults ◽  
Lessons Learned ◽  
Analytical Models ◽  
Weld Strength ◽  
Pipeline System ◽  
Line Pipe ◽  
Strain Capacity ◽  
Girth Welds

The onshore pipeline portion of the Papua New Guinea Liquefied Natural Gas (PNG LNG) project traverses terrain with seismically active faults with potential ground displacements up to four meters. The resulting longitudinal strain demand exceeds 0.5% strain, thereby requiring use of strain-based pipeline design (SBD) technology. This paper discusses the application of previously developed strain-based design methodologies to successfully qualify the PNG LNG pipeline system for a design tensile strain demand up to 3%, and flexibility to increase the design strain demand with additional restrictions on key variables impacting strain capacity at select locations. Key SBD pipeline qualification activities are discussed along with the required project timeline. The first activity is specifying, evaluating and procuring line pipe suitable for strain-based design. SBD line pipe must be strain-age resistant, have excellent longitudinal uniform elongation, and have tightly controlled ultimate tensile strength (UTS) limits to ensure robust girth weld overmatch. The girth welds must exhibit upper shelf fracture toughness, excellent tearing resistance, and have sufficient tensile strength to ensure adequate girth weld strength overmatch. The pipeline qualification effort culminates in full scale pipe strain testing as proof of performance. The specimens for these tests are fabricated with project-specific pipe, girth welds, and pipe fit-up (hi-lo misalignment). The girth welds contain machined flaws in both weld metals and heat affected zones, these flaws being sized consistent with acceptable flaw sizes predicted from analytical models and prior experience. The results of these tests and their significance are described. Efforts to reduce capacity through lowering strain demand are outlined, along with examples of construction challenges the project has successfully faced. Key engineering and project decisions, and lessons learned from this qualification effort are also detailed.

Estimation of Tensile Strain Capacity of Vintage Girth Welds

2020 ◽  
Author(s):  
Bo Wang ◽  
Banglin Liu ◽  
Yong-Yi Wang ◽  
Otto Jan Huising
Keyword(s):  
Driving Force ◽  
Tensile Strain ◽  
Software Tool ◽  
Ground Movement ◽  
Small Scale ◽  
Crack Driving Force ◽  
Strain Capacity ◽  
Girth Welds ◽  
The Impact ◽  
Tensile Strain Capacity

Abstract Being able to estimate the tensile strain capacity (TSC) of vintage girth welds is sometimes necessary for the integrity management of vintage pipelines. Assessing girth weld integrity could be a top priority after a confirmed ground movement event. Decisions may also be needed about the disposition of a girth weld when weld anomalies are found. Typical fitness-for-service (FFS) procedures, such as API 1104 Annex A and API 579/ASME FFS-1, generally target materials under nominally elastic conditions and strain demands less than 0.2%. These procedures may produce overly conservative results when the strain demand exceeds 0.2%. This paper summarizes the development and validation of a TSC estimation tool for vintage girth welds under PRCI funding. The work consisted of three components: the development of a TSC model for vintage girth welds, the implementation of the model into a software tool, and the experimental validation of the performance of the tool using curved wide plate (CWP) tests. The TSC model was developed following the procedures established through a previous PRCI-PHMSA cofounded work. Finite element analyses (FEA) were performed to obtain a crack-driving force database while considering the salient features of vintage girth welds, such as larger weld caps and weld strength mismatch levels. The TSC model was then derived from the crack-driving force database using apparent toughness values representative of vintage girth welds. A graphical user interface (GUI) and a user manual were developed to facilitate the application of the TSC model. The software tool produces TSC estimates based on geometry, material, loading, and flaw characteristics of a girth weld. For inputs that might not have readily available values, recommended values are provided. The tool allows the evaluation of the impact of various input parameters on TSC. The performance of the TSC estimation tool was evaluated against eight purposely designed CWP tests. Accompanying small-scale material characterization tests, including chemical composition, round bar tensile, microhardness, and Charpy impact tests, were performed to provide additional inputs for the evaluation of the tool. The tool is shown to provide reasonably conservative estimates for TSC. An example problem is presented to demonstrate the application of the tool. Gaps and future work to improve the tool are highlighted at the end of the paper.

Modeling and CMOD Mapping of Surface-Cracked Wide Plates

2008 ◽  
Author(s):  
Da-Ming Duan ◽  
Yong-Yi Wang ◽  
Yaoshan Chen ◽  
Joe Zhou
Keyword(s):  
Test Data ◽  
Driving Force ◽  
Mouth Opening ◽  
Quality Data ◽  
Crack Mouth Opening Displacement ◽  
Crack Tip Opening Displacement ◽  
Opening Displacement ◽  
Crack Driving Force ◽  
Strain Capacity ◽  
Test Conditions

Curved wide plate (CWP) tests are frequently used to measure the tensile stress and strain capacity of pipeline girth welds. The parameters affecting the CWP measurement include specimen geometry and cooling setups. High-quality data is obtained when valid test conditions are confirmed. Crack mouth opening displacement (CMOD) is often measured in CWP tests. CMOD is a direct indicator of the amount of deformation at the cracked plane. It is an indirect indicator of the crack driving force (CDF) imparted on the crack. For a given test geometry and material, certain relationships can be derived between the measured CMOD and the more conventional representation of crack driving force, such as CTOD (crack tip opening displacement) and J-integral. Such relationships are a key element in fracture toughness testing standards. This kind of relationship is also particularly useful in strain-based design where CWP specimens are used for strain capacity and flaw growth prediction. In this paper finite element (FE) analysis is first used in modeling CWP testing conditions for X100 specimens with girth weld flaws to validate the test conditions. A novel approach called CMOD mapping is then developed to characterize the flaw behavior which, by making a direct use of CMOD test data from the CWP tests, is used to estimate the crack growth in the CWP. Finally analysis of strain limits using crack driving force (CDF) for the CWP specimens is also given by comparing experimental test data and FE estimation.

Tensile Strain Capacity of X80 Pipeline Under Tensile Loading With Internal Pressure

2010 ◽  
Author(s):  
Satoshi Igi ◽  
Takahiro Sakimoto ◽  
Nobuhisa Suzuki ◽  
Ryuji Muraoka ◽  
Takekazu Arakawa
Keyword(s):  
Internal Pressure ◽  
Driving Force ◽  
Tensile Strain ◽  
Surface Defects ◽  
Axial Loading ◽  
Element Analysis ◽  
Crack Driving Force ◽  
Strain Capacity ◽  
High Internal Pressure ◽  
Tensile Strain Capacity

This paper presents the results of experimental and finite element analysis (FEA) studies focused on the tensile strain capacity of X80 pipelines under large axial loading with high internal pressure. Full-pipe tensile test of girth welded joint was performed using high-strain X80 linepipes. Curved wide plate (CWP) tests were also conducted to verify the strain capacity under a condition of no internal pressure. The influence of internal pressure was clearly observed in the strain capacity. Critical tensile strain is reduced drastically due to the increased crack driving force under high internal pressure. In addition, SENT tests with shallow notch specimens were conducted in order to obtain a tearing resistance curve for the simulated HAZ of X80 material. Crack driving force curves were obtained by a series of FEA, and the critical global strain of pressurized pipes was predicted to verify the strain capacity of X80 welded linepipes with surface defects. Predicted strain showed good agreement with the experimental results.

Effects of Biaxial Loading on the Tensile Strain Capacity of Girth Welds With Weld Strength Undermatching and HAZ Softening

2020 ◽  
Author(s):  
Banglin Liu ◽  
Yong-Yi Wang ◽  
Xiaotong Chen ◽  
David Warman
Keyword(s):  
Internal Pressure ◽  
Tensile Strain ◽  
Biaxial Loading ◽  
Reduction Factor ◽  
Pressure Level ◽  
Weld Strength ◽  
Strain Capacity ◽  
Weld Region ◽  
Girth Welds ◽  
Tensile Strain Capacity

Abstract The ability to accurately estimate the tensile strain capacity (TSC) of a girth weld is critical to performing strain-based assessment (SBA). A wide range of geometry, material, and loading factors can affect the TSC of a girth weld. Among the influencing factors, an increase in the internal pressure level has been shown to have a detrimental effect on the TSC. The overall influence of internal pressure is usually quantified by a TSC reduction factor, defined as the ratio of the TSC at zero pressure to the lowest TSC typically attained at pressure factors around 0.5–0.6. Here the pressure factor is defined as the ratio of the nominal hoop stress induced by pressure to the yield strength (YS) of the pipe material. A number of numeric and experiment studies have reported a TSC reduction factor of 1.5–2.5. These studies generally focused on strain-based designed pipelines with evenmatching or overmatching welds, minimum heat affected zone (HAZ) softening, and a surface breaking flaw at the weld centerline or the fusion boundary. This paper examines the effects of pipe internal pressure on the TSC of girth welds under the premise of weld strength undermatching and HAZ softening. The interaction of biaxial loading and the local stress concentration at the girth weld region was quantified using full-pipe finite element analysis (FEA). The relationship between TSC and the internal pressure level was obtained under several combinations of weld strength mismatch and HAZ softening. Results from the FEA show that the effects of the internal pressure on the TSC are highly sensitive to the material attributes in the girth weld region. Under less favorable weld strength undermatching and HAZ softening conditions, the traditionally assumed reduction factor or 1.5–2.5 may not be applicable. Further, the location of tensile failure is found to depend on both the weld material attributes and the internal pressure. It is possible for the failure location to shift from pipe body at zero internal pressure to the girth weld at elevated internal pressure levels. The implications of the results for both girth weld qualification and integrity assessment are discussed.

Framework for Key Influences on Tensile Strain Capacity of Flawed Girth Welds

2015 ◽  
Vol 137 (4) ◽  
Author(s):  
Stijn Hertelé ◽  
Rudi Denys ◽  
Anthony Horn ◽  
Koen Van Minnebruggen ◽  
Wim De Waele
Keyword(s):  
Tensile Strain ◽  
Influence Factor ◽  
Weld Strength ◽  
Strain Capacity ◽  
Strain Behavior ◽  
Weld Geometry ◽  
Girth Welds ◽  
Tearing Resistance ◽  
Tensile Strain Capacity ◽  
Element Study

A key influence factor in the strain-based assessment of pipeline girth weld flaws is weld strength mismatch. Recent research has led to a framework for tensile strain capacity as a function of weld flow stress (FS) overmatch. This framework is built around three parameters: the strain capacity of an evenmatching weldment, the sensitivity of strain capacity to weld FS overmatch, and the strain capacity at gross section collapse (GSC). A parametric finite element study of curved wide plate (CWP) tests has been performed to identify the influence of various characteristics on each of these three parameters. This paper focuses on flaw depth, tearing resistance of the weld, stress–strain behavior of the base metal, and weld geometry. Influences of these characteristics are mostly found to be limited to one or two of the three framework parameters. A preliminary structure is proposed for equations that further develop the strain capacity framework.

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