In order to design a tubular joint to carry a larger load and to possess a longer life, the prime objective of design would be to reduce stress concentration factor at the intersection of the joint; one method to achieve the same is to stiffen the joint with internal ring stiffeners. This paper presents results of the stress analysis for stress distribution, along the intersection of internally ring-stiffened tubular T-joints, under the action of axial and in-plane/out-of-plane (bending) loads, using degenerate shell elements. The stress analyses results are obtained using the general-purpose finite element package called ABAQUS. Post-processing of results has been facilitated by other small programs developed for the purpose. The nominal brace stress and the maximum principal stress values have been used for stress concentration factor computations. The effects of stiffener size, location, number, thickness (τ) and thinness (γ) ratios have been investigated, and the results validated with known analytical and experimental investigations. A comparison of the results obtained from finite element analysis, and experimental results of the Canadian Cooperative Fatigue Studies Program, carried out at Memorial University and University of Waterloo, is also made. The results obtained indicate that stiffening can considerably reduce the stress concentration in joints, and thus increase the load-carrying capacity of tubular T-joints.
A state-of-the-art review of the behaviour of steel frame structures in fire is presented. Results from different studies indicate that the behaviour of a complete structure is different from that of a single structural member under fire conditions from the point of view of fire resistance. Earlier studies also show that analysis and design of steel structures against fire based on their overall behaviour could lead to a reduction or the elimination of applied fire protection to certain structural members. The effects of continuity, restraint conditions, and load ratio on the fire resistance of frame structures are discussed. The beneficial aspects derived from considering overall structural rather than single-member behaviour in fire are illustrated through the analysis on two one-bay, one-storey, unprotected steel portal frames, a column, and a beam. Also comparison is made between the performance of a beam with different end restraints in fire. Results from the analyses indicate that the fire resistance of a member is increased when it is considered as part of a structure compared with when it is considered as a single member.Key words: steel, frames, fire resistance, buckling, loads, overall structural behaviour.
This paper presents an analytical study on the vibration response of tubular T-joints for detecting the existence of cracks along their intersections. The ABAQUS finite element program was utilized for carrying out the analysis. Frequency response functions were obtained for a joint with and without cracks. The joint was modeled with 8-node degenerate shell elements having 5 degrees of freedom per node. Line spring elements were used to model the crack. The exact crack configuration (semielliptical shape, Fig. 5(b)), as observed from numerous experimental fatigue crack investigations at the critical location, has been achieved through a mapping function, that allows a crack in a planar element to be mapped on to the tube surface. The natural frequency changes with respect to crack depth show little changes, being 4.82 percent for a 83-percent crack depth for the first mode. On the other hand, significant changes have been observed for bending moment and curvature as a function of crack depth. For an 83-percent chord thickness crack, a 97-percent change in bending moment at points around the crack vicinity, and 34.15 to 78 percent change in bending moments, for those locations far away from the crack location, have been observed. Natural frequency change should be combined with other modal parameters such as “bending moment (or bending strain)” and “curvature” changes for crack detection. The presence of the crack can be detected at locations far away from the crack location using such sensors as strain gages.
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