Automotive & Transport - ESAB
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A welding review published by ESAB AB, Sweden No. 3, 2000Articles in Svetsaren may be reproduced without permission but withan acknowledgement to ESAB.PublisherBertil PekkariEditorLennart LundbergEditorial committeeKlas Weman, Lars-Göran Eriksson, Johnny Sundin, Johan Elvander, Sten Wallin,Bob Bitzky, Stan Ferree, Ben Altemühl, Manfred Funccius, Dave MeyerAddressESAB AB, Box 8004, SE-402 77 Göteborg, SwedenInternet addresshttp://www.esab.comE-mail: info@esab.seAutomotive and transport.Photo: Ingmar Jernberg, Bildbyråni Göteborg.Printed in Sweden by Geson Skandiatryckeriet, KungsbackaContents Vol. 54 No. 3 20003Welding LPG tankers the ESAB wayA complete package of ESAB consumablescontributes to the successful fabrication ofLPG tanks at the Gdynia Yard in Poland.8FILARC PZ6015R – The robot friendlycored wire (III)Focus on ESAB’s aim to work closely withclients on mechanisation projects to sharpen their competitive edge.12ESAB’s submerged arc solution forefficient trailer beam fabricationReplacing old double headed single wireSAW installation with a new submergedarc welding system helps Metal Design andFabrication, MDF, to meet increasingdemand for their products.14Newly-developed consumable makesthin-plate welding more effectiveThe new metal-cored wire OK Tubrod14.11 can cut cycle times and help streamlining the robot welding of thin plate.17Stubends & SpatterShort news2 Svetsaren nr 3 200020ESAB pulsed gas-shielded metal arcbrazing of surface-coated sheetsGMA-brazing with ESAB Aristo 2000 andOK Autrod 19.30 gives the best quality andexcellent mechanical quality values.24The use of rutile cored wires for weldinghigh strength steel in crane fabricationOK Tubrod 15.09 rutile cored wire helpsimprove the allover welding productivity atDutch crane fabricator Huisman-Itrec.28The new ESAB EcoMig welding wireadopted by Fai Komatsu Industries forwelding its earth-moving equipmentAn ecological product like ESAB EcoMighelps FKI, as one of the first metalmechanical companies in Italy, with theapplication for ISO 14000.33Welding hydraulic cylinders usingOK Tubrod 14.11 and the MAG andMAG-tandem processHigh welding speeds with MAG weldingand increased productivity with the MAGtandem method using OK Tubrod 14.11metal-cored wire.
Welding LPG tankers the ESAB wayby Ben Altemühl, editor of Svetsaren, interviewing Stocznia Gdynia production managementESAB is supplying the Gdynia Yard with a complete consumables packagefor welding gas tanks in NV 2-4 low-temperature steel.AcknowledgementWe would like to thank the Gdynia production management for allowing us to visit the yard and for providing us with the information on which to base this article. We would especially like to thank Mr. Zenon Szymanski (EWE*) and Mr. Marek Piechulski (EWE), thewelding engineers, for their co-operation and support.We also compliment our colleagues at ESAB Poland onthe marketing success achieved at the Gdynia yard.(*European Welding Engineer)Stocznia GdyniaVisiting this immense shipyard, located in the Baltic portof Gdynia, and witnessing the enormous activity, the titleof the national anthem automatically springs to mind,“Jeszcze Polska nie zgine, a” – “Still Poland is not lost”.The history of the Gdynia shipyard, founded in 1922,is associated in many ways with the 20th century miseryand uprising of the Polish nation as a whole. It was establsihed in the roaring twenties with ship repairs andwas as hard hit as Poland itself by the Great Depressionthat was soon to follow, smothering any attempt to transform itself into a fully-fledged new building yard. Itwould take a series of bankruptcies and re-starts undernew ownership before, at the end of the thirties, the firstGdynia-designed ships slid off the slipway.The rapid growth of the Gdynia shipyard was dramatically hampered by the outbreak of World War II. StoczniaGdynia was placed under the management of DeutscheWerke Kiel AG and was once again transformed into abusy repair yard and submarine building centre.In 1943 and 1944, allied bombing destroyed theshipyard almost completely. After Gdynia’s liberationby the Soviet and Polish Armies in 1945, the yard rendered all kinds of services, before it reached its presentform. Its portfolio of orders included chimney pipes fora portable stove and the repair of cars (among themthose powered by wood gas).The shipyard went on to become the largest repairbase for the Polish fleet when merchant and naval vessels started coming back to Poland from their war-timewandering, along with the German ships given to Poland as war reparation and the English and AmericanSvetsaren nr 3 2000 3
Figure 1. Blueprint of a DNV class 1A1 LPG tanker.ships received from military stores. In the fifties and sixties, the majority of the ships that were built were delivered to USSR owners. Soon after, a new era dawnedwhen the series production of B-523 type cargo shipswas started, fulfilling the special requirements of Norwegian owners. From that time, Stocznia Gdynia hadaccess to its own design department and more andmore orders were also received from western countries.From the mid-sixties, Gdynia has broken records designing and delivering up to 117,000 tonne deadweightOBO carriers, liquid gas carriers with prismatic tanks,bulk carriers and bulk tankers. In 1970, shipyard workers in Gdynia, just like their colleagues in Gdansk,undertook, on behalf of the whole nation, a rebellionagainst the government. A monument still serves as areminder of the victims who were killed and injured.In 1980, the powerful Solidarity movement wasborn in the neighbouring Lenin Shipyard in Gdansk,triggering martial law in 1981 but also political and social changes, which led to today’s market economy.Stocznia Gdynia is now one of the largest and mostprofitable European yards, exporting close to 100% of itsproducts to clients from all over the world. It is capableof building ships up to 400,000 dwt and consumes around150,000 tonnes of steel a year. It builds fishing trawlers,general cargo and multi-purpose container vessels, crudeand chemical tankers, OBO carriers, car carriers andlarge passenger ferries. The yard is ISO 9001 certifiedand has access to modern design and analysis tools suchas CAD/CAM, NAPA, Tribon and Foran systems.LPG carriersAt the time of our visit, the construction of the first oftwo 50,000 tonne deadweight DNV class 1A1 LPGtankers was nearing completion. These ships have fourtank sections with a total capacity of 78,500 m3, each ofwhich consists of two independent prismatic tanks (seeFigures 1 and 2). The tanks have a double hull and aresurrounded by a safety barrier. The red lines in Figure 2indicate the use of DNV class NV 2-4 low-temperaturesteel for the tanks and the safety barrier, whereas thegreen lines represent standard shipbuilding grades according to the Polish Bureau of Shipping (A32 andD32). The tanks are designed for a service temperatureof –50ºC at an overpressure of 0.275 bar. The CVN requirement for the steel and the welds is 27J at –55ºC.4 Svetsaren nr 3 2000Table 1 shows the chemical and mechanical requirements for DNV NV 2-4. Plates according to NV 24 specification are purchased from the Polish steel manufacturer Huta Czestochowa in three thickness categories; 12, 20 and 28 mm.As can be seen from Figure 3, the carriers are constructed in sections according to modern shipbuildingpractice involving panel fabrication, the construction ofsub-sections, the assembly of grand sections and the final connection of grand sections in the dock. Platescoloured red represent DNV NV2-4 steel and the greenones indicate standard shipbuilding steel. The hull sections are welded together in the dock to form the hullof the ship. The tanks are completed at the yard beforebeing lowered into the hull. After this, the prefabricated top side including the deck is attached, together withthe processing installations (Figure 4).The welding of DNV NV 2-4 lowtemperature steelAlthough steels according to DNV class NV2-4 are developed for low-temperature service, they contain onlya small amount of alloying elements and have a relatively low carbon equivalent. In the thickness rangeused by the Gdynia Yard (12, 20 and 28 mm) to construct the tanks, no preheating is required. However, toavoid the loss of HAZ impact toughness, there are limitations to the heat input and the interpass temperature.From the point of view of the weld metal, extra careis required to avoid the loss of low-temperature impacttoughness. The consumables used by the Gdynia YardFigure 2. Crosssection of an LPGtank consisting oftwo independentcompartments. Thered lines are DNVNV 2-4 class steeland the green linesare standard shipbuilding quality.
Figure 5. CCT diagram of CMn-Ti-B weld metal.Figure 3. Exploded view of the tanker, showing construction stages.for welding DNV NV 2-4 steel fall into two categories;basic for SAW and MMA and rutile Ti-B micro-alloyedfor FCAW.Basic consumables produce a low-oxygen ferriticweld metal, consisting mainly of large amounts of somewhat soft grain boundary ferrite and acicular ferrite.The low-temperature toughness depends on the qualityof the soft grain boundary ferrite in the microstructureand is further improved by 2.5% Ni-alloying. The microstructure and toughness can be spoilt in two ways.When the heat input is too low, bainite or martensitemay appear as a result of the overly rapid cooling of theweld. When it is too high, the ferrite becomes coarse.For rutile, Ti-B micro-alloyed flux-cored wires, lowtemperature toughness is based on the presence oflarge amounts of fine acicular ferrite. In line with basicconsumables, the micro-structure is spoilt when bainiteor martensite is introduced when the heat input is toolow (see Figure 5). With high heat inputs, however,Figure 4. LPG carrier about half way through the productionprocess. On the left-hand side, the top side of the carrierhas been attached. On the right, the tanks (covered withinsulation material) are still visible.%C 0.14%Si0.15-0.50%Mn0.70-1.60%S 0.035Rm(MPa)400-490Re(MPa)255*A5(%) 24CVN/–55ºC(J) 27%P 0.035grain boundary ferrite appears at the expense of acicular ferrite, with an even more detrimental effect on thetoughness.When it comes to the welding of DNV NV 2-4, thismeans that the heat input has to be within a certainrange to be assured of the correct weld microstructure.ESAB recommends a heat input range of 1 to 2.5kJ/mmfor the consumables described under the next heading“welding consumables”. The welding techniques thatare used to build up the joint differ from normal shipbuilding practice and are more in the direction of welding for offshore fabrication. Although preheating is notrequired for DNV NV 2-4 (as with many offshore steelgrades), the interpass temperature must be limited. Fullweaving, a very common shipbuilding technique, shouldbe avoided as much as possible because it can take theheat input beyond critical levels. The split-weave orstringer bead technique, both offshore fabricationmethods, may be less productive, but it ensures the correct weld microstructure with corresponding good lowtemperature impact values.ESAB has been involved in many LPG projects asa supplier of welding consumables and equipment. Inmany cases, the company has provided the welder withtraining and assistance in setting up suitable weldingprocedures. It has often proved necessary to instructwelders in the right techniques to obtain the desiredlow-temperature weld metal impact toughness. Specialsupport was given to Gdynia to get it started with thecored-wire welding of the LPG tanks of the carrierscurrently under construction.Welding consumablesTo construct the tankers, an innumerable number ofpanels have to be fabricated, to be connected to subsections and grand sections and finally to arrive at the%NCE (C Mn/10) 0.009 0.32Table 1. Chemical composition andmechanical properties for DNV NV2–4 low-temperature steel.Svetsaren nr 3 2000 5
dock assembly of grand sections. Various welding processes are applied. Wherever possible, mechanisedwelding is used for increased welding productivity, butmanual welding is obviously indispensable for fit-upwork and the connection of sub- and grand sections, aswell as in dock assembly. Three welding processes prevail; MMA, SAW and FCAW. For the LPG tanks inDNV NV 2-4 steel and the hybrid connections betweenthe tanks and the normal ship quality steel hull, theESAB consumables listed in Table 2 are used.OK 73.68 is a basic, 2.5Ni-alloyed LMA electrodewith a recovery of 120%. It provides good impacttoughness, even in the vertical-up position.FILARC PZ6116S is a rutile, all-positional coredwire with Ti-B micro-alloying ( 1.5%Ni) for use in CO2shielding gas.OK Flux 10.62 is a high basic agglomerated flux(basicity index 3.4), suitable for single and multi-runwelding in both butt and fillet welds. It has excellentslag detachability and smooth side-wall blending. Incombination with OK Autrod 12.32 (DIN: S3), it produces good CVN impact properties down to –60ºC.The typical all-weld metal chemical compositionand mechanical properties are shown in Table 3.Figure 9.FCAW underCO2 gasprotectionwithPZ6116S.Figure 10.OutdoorFCAW withPZ6116S.Fabrication weldingTwo main SAW applications can be found in the fabrication of panels. Figure 6 shows the attachment of profiles using double-sided tandem welding with the SAWFigure 6. Doublesided SAW weldingwith OK Autrod12.32/OK Flux 10.62.Figure 7. Single-sidedSAW welding withOK Autrod 12.32/OKFlux 10.62.Figure 8. MMA weldingwith OK 73.68.6 Svetsaren nr 3 2000Figure 11. LPGtank underconstruction.combination OK Autrod 12.32/OK Flux 10.62. Figure 7shows the same wire/flux combination used with a tractor for shorter weld lengths.Another important SAW application is the connection of plates to panel walls with butt welds usingdouble-sided welding. Figure 12 gives a characteristicwelding procedure specification. Note the maximuminterpass temperature of 150ºC, which is stipulated forall welding of DNV NV 2-4.MMA is applied to a limited extent only, mainly forfit-up work in the construction of the sub- and grandsections of the LPG tanks. Figure 8 shows MMA welding with OK 73.68, a very versatile consumable for thiskind of work.FCAW is being used increasingly to replace MMAin order to produce increased welding productivity, especially in positional welding. It provides a fine sprayarc at all applicable welding currents, making it easy tocontrol the heat input in vertical-up welding and thewelding of root passes on ceramic backing strips, for example. It is used indoors for manual fit-up work (Figure9), as well as outside in the fabrication of sub-sections(Figure 10) and the connection of tank segments tocomplete tanks, where it is used for the main vertical assembly welds. The use of CO2 shielding gas makes thewire more suitable for work outside in windy conditionsthan types using Ar-based mixed gas. Figure 13 shows a
For MMAFor FCAWFor SAWOK 73.68PZ6116SEN 499: E 46 6 2Ni B 32 H5EN 785: T 46 6 1.5Ni P C 1 H5OK Flux 10.62/OK Autrod 12.32EN 756: S 46 6 FB S3SiAWS A5.5: E8018-C1AWS A5.29: E81T1-K2 JTable 2. ESAB welding consumables for DNV NV K 73.680.051.00.352.461052026105PZ6116SOK Autrod 12.32/OK Flux 0Table 3. All-weld metal chemical composition and mechanical properties of ESAB consumables for DNV NV 2-4.welding procedure specification for welding DNV NV2-4 in the PF position.ESAB is supplying the Gdynia Yard with a completepackage of consumables for welding LPG tanks inDNV NV 2-4 low-temperature steel. The package includes consumables for MMA, SAW and FCAW.ESAB’s assistance with educating the welders and theestablishment of welding procedures, in particular forFCAW, has contributed to the successful fabrication ofthe tanks.Figure 12.Figure 13.ConclusionSvetsaren nr 3 2000 7
FILARC PZ6105RThe robot-friendly cored wireby Tapio Huhtala, ESAB B.V., the NetherlandsIn Svetsaren 98/3 and 00/1, we introduced PZ6105R, ESAB’s metalcored wire for robotic welding, and described its use for the fabrication ofexcavator frames in medium to thick steel, as well as the fabrication ofthin-plate automotive components.This article focuses on ESAB’s aim to work closely with clients on differentprojects involving mechanisation in our desire to sharpen their competitiveedge. Some additional applications will be presented in the field of thinplate welding, including new applications from the automotive industry.The markets nowadays are becoming increasingly largeand transparent. This tendency offers commercial potential to individual fabricators, but at the same time itcan entail a threat. Established companies are experiencing increasing competition from newcomers in theirbranch of industry operating at international level. Inorder to remain competitive, they have to re-assesstheir business and change their market approach. Theyfrequently conclude that a new growth strategy is impeded by what are known as limiting factors whichaffect the way they run their company.These limiting factors may be encountered in thesupply of raw materials, the availability of labour, production capacity, warehouse capacity, financing, marketdemand and the delivery of finished products to endusers. A bottleneck in one or more of these links in theproduction and marketing chain may account for thedifference between success and failure for the wholecompany.A shortage of skilled labour, for example, is a problem many fabricators are coping with in today’s booming economy. Being successful calls for a creative approach when it comes to recruiting new staff, reeducating one’s own personnel, mechanisation, or evenoutsourcing work to specialist firms.The same goes for stocks. The market demand mayjustify a higher stock level, but at the same time companies are trying to minimise the amount of money invested in stocks. Creative solutions are found in modernstock management systems such as EOQ (EconomicOrder Quantity), JIT (Just In Time) and MRP (Materials Requirement Planning).In the area of financing, renting or leasing can beconsidered when traditional financing instruments represent a limiting factor.8 Svetsaren nr 3 2000Welding, a necessary production step for many fabricators, can also constitute a bottleneck in the productionchain. This bottleneck can be concentrated at the welding station itself, but it is very often a combination offabrication steps associated with welding, such as highrepair and scrap rates.Co-operation with fabricatorsESAB makes its knowledge of welded fabricationavailable to the automotive industry by participatingin projects that aim to increase the competitiveness ofindividual fabricators in this field. In the assessmentof the welding situation and the implementation ofmore productive solutions, always in close cooperation with the fabricator, different types of problem emerge.One that is more or less standard is the lack of timeon the part of the fabricator who is often caught up in avery tight production schedule. Further down the line,there may be preoccupations about running tests onproduction lines at the risk of causing unacceptabledowntime. Very often, the availability of a skilled robotprogrammer is a problem that stands in the way of effective testing on the customer’s site.ESAB has recognised these problems and has developed its own test facilities to minimise on-site testingas far as possible and thereby the impact on thefabricator’s normal production set-up. When on-sitetesting becomes necessary, the type that has the least effect is chosen, for example, by utilising the weekends orother times when regular production is stopped.This working process is explained in more detailbelow.
Working processPhase 1In every case, the projects begin with a thorou
Welding LPG tankers the ESAB way A complete package of ESAB consumables contributes to the successful fabrication of LPG tanks at the Gdynia Yard in Poland. FILARC PZ6015R – The robot friendly cored wire (III) Focus on ESAB’s aim to work closely with clients on m
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- the ESAB Way XA00123720 - 1 - - 2 - . ESAB Reference List. 51 - 3 - List of Figures Figure 1. Process principle for friction stir welding. The rotating non-consumable pin-shaped tool will penetrate the material and cre
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