Wednesday, 30 January 2019

UNDERWATER WELDING


UNDERWATER WELDING




                                          Underwater welding is performed while the welder is submerged, often at elevated barometric pressures. Because of the adverse conditions and inherent dangers associated with underwater welding (also known as wet welding) divers must be trained to an exceptionally rigorous standard with highly specialized instruction.
                                   Underwater welding is an important tool for
underwater fabrication works. In 1946, special waterproof electrodes were developed in Holland by ‘Vander Willingen'’. In recent years the number of offshore structures including oil drilling rigs, pipelines, platforms are being installed significantly.









CLASSIFICATION
Under water welding can be classified as
I. Wet welding
II. Dry welding
WET WELDING
     It is the Key technology for repairing marine structure. In this Welding is performed under water directly exposed to the wet environment. Increased freedom movement makes more effective, efficient and economical. Supply is connected to the welder/driver via cables or hoses. Complete insulation of the cables and hoses are essential in case to prevent the chance for electric shock. MMA (Manual Metal Arc) welding is commonly used process in the repair of offshore platforms.
                                  Wet welding entails the diver to perform the weld directly in the water. It involves using a specially designed welding rod, and employs a similar process used in ordinary welding. Here are advantages to wet welding:
·         Cheap and fast
·         high tensile strength
·         ease of access to weld spot
·         no habitat
·         no construction

Disadvantages
·         Rapid quenching of the weld metal by the surrounding
water.
·         Welders working under water are restricted in
·         manipulating arc.
·         Hydrogen embrittlement causes cracks.
·         Poor visibility due to water contaminance.


PRINCIPLE OF OPERATION
The work is connected to the positive side of dc source and electrode to the negative. The two parts of the circuit are brought together and then slightly separated. The two parts of the circuit are brought together and then slightly separated. An electric current occurs in
the gap and causes a sustained spark which melts the bare metal forming a weld pool. The flux covering the electrode melts to provide a shielding gas. Arc burns in the cavity formed inside the flux covering, which is designed to burn slower than the metal barrel to the electrode







Advantages
The versatility and low cost.
Less costly than dry welding.
Speed with which it is carried out
No enclosures so no time is lost for     
    Building

Disadvantages
Rapid quenching of the weld metal by the surrounding
    water.
Welders working under water are restricted in
    manipulating arc.
Hydrogen embrittlement causes cracks.
Poor visibility due to water contaminance.

DRY WELDING
 A chamber is created near the area to be welded and the
    welder does the job by staying inside the chamber.
 It produces high quality weld joints.
 The gas-tungsten arc welding process is used mostly for
     pipe works
 Gas metal arc welding is the best process for this welding.

CLASSIFICATION OF DRY WELDING
There are two basic types of dry welding:
I. Hyperbaric welding
II. Cavity welding

Hyper baric welding: -
 It is carried out in chamber sealed around the structure
to be welded
 The chamber is filled with a gas at the prevailing
pressure, to push water back
 The welder fitted with breathing mask and other
protective devices on the pipe line
 Mask filled with a breathable mixture of helium and
oxygen in the habitat
 The area under the floor of the habitat is open to water,
so hyper baric welding is termed as “HABITATWELDING”

Limitation: -
 As depth increase pressure also increases, it affects both
for driver and welding process

Cavity welding: -
 Cavity welding is another approach to weld in water free
environment
 Conventional arrangements for feeding wire and shielding
gas
 Introducing cavity gas and the whole is surrounded by a
trumpet shaped nozzle through which high velocity
conical jet of water passes.
 It avoids the need for a habitat chamber and it lends itself
to automatic and remote control.
 The process is very suitable for flat structures

Advantages: -
Welder/diver safety
Good quality weld
Surface monitoring
Non-destructive testing

Disadvantages: -
The habitat welding requires large quantities of complex
equipment and much support equipment on the surface
Cost is extremely high

SENSOTRONIC BRAKE



SENSOTRONIC BRAKE


                                Sensotronic Brake Control(SBC) is an innovative electronically controlled brake system that is faster and more precise than the conventional braking system. Sensotronic Brake Control (SBC) is the name given to an innovative electronically controlled brake system which will fit to future passenger car models. With Sensotronic Brake Control electric signals are used to pass the driver’s braking commands onto a microcomputer which processes various sensor Signals simultaneously and, depending on the particular driving situation, calculates the optimum brake pressure for each wheel.


 














BRAKE PEDAL AND CONTROL UNIT



BRAKE PEDAL

                     In the Sensotronic Brake Control, a large number of mechanical components are simply replaced by electronics. Sensors gauge the pressure inside the master brake cylinder as well as the speed with which the brake pedal is operated, and pass these data to the SBC computer in the form of electric impulses.

CONTROL UNIT
                    The central control unit under the bonnet is the centrepiece of the electro-hydraulic brake. The microcomputer, software, sensors, valves and electric pump work together and allow totally novel, highly dynamic brake management. In addition to the data relating to the brake pedal actuation, the SBC computer also receives the sensor signals from the other electronic assistance systems. For example, ESP which makes available the data from its steering angle and turning rate.


SBC COMPONENTS




Microcomputer: - This system calculates the braking force for each wheel individually.
High Pressure Accumulator: - High-pressure accumulator contains the brake fluid which flows into the system.
Hydraulic Unit: - They meter the brake pressure according to requirements and pass it to the brakes.
Wheel Speed Sensor: - Generating signals representative of the wheel-speed.

FEATURES OF SBC
Emergency braking- Recognizes the driver’s rapid movement from the accelerator onto the brake pedal.

Driving stability- It stops the car from turning aside suddenly.

Comfort- Provides comfort particularly during sharp deceleration or when the anti-lock braking system is operational.

Braking in corners- SBC offers the possibility of assigning brake forces in a way appropriate to the situation.


ELECTRONIC SENSORS USED IN SBC
      Pedal Travel Sensor (Situated at Brake Pedal)

      Steering Angle Sensor (Situated at Steering)

      Wheel Speed Sensor (Situated at Every Wheel)

      Hydraulic Unit Sensor (Situated at Front Wheel)

FUNCTIONS OF SBC
                           The Soft-Stop function of the SBC software ensures particularly gentle and smooth stopping during heavy traffic jams. On a wet road surface the system metes out short brake impulses at regular intervals to ensure that the water film on the brake discs dries off and that SBC can always operate with optimum effectiveness. On hills or steep drives the Sensotronic Brake Control Drive-Away Assist prevents the car from rolling backwards or forwards – stepping onto the brake pedal quickly but sharply is all it takes to activate the brake.














Tuesday, 29 January 2019

10 DIFFERENT TYPES OF FAILURES OF FLEXIBLE PAVEMENT



10 DIFFERENT TYPES OF FAILURES OF FLEXIBLE PAVEMENT

 

TYPES OF FAILURES OF FLEXIBLE PAVEMENT

Flexible pavement consists of different layers such as,
§  Sub-grade
§  Sub-base course
§  Base course and
§  Surface course
If any one of the above mentioned layers becomes unstable or weak then it will result in failure of flexible pavement. Therefore, it is very important to design and construct each layer with utmost care.
Different types of failure encountered in flexible pavements are as follow.
1.    Alligator cracking or Map cracking (Fatigue)
2.    Consolidation of pavement layers (Rutting)
3.    Shear failure cracking
4.    Longitudinal cracking
5.    Frost heaving
6.    Lack of binding to the lower course
7.    Reflection cracking
8.    Formation of waves and corrugation
9.    Bleeding
10.        Pumping


1. ALLIGATOR OR MAP CRACKING (FATIGUE CRACKING)
This is a common type of failure of flexible pavements. This is also known as fatigue failure.
Followings are the primary causes of this type of failure.
§  Relative movement of pavement layer material
§  Repeated application of heavy wheel loads
§  Swelling or shrinkage of sub grade or other layers due to moisture variation
Fig-1 shows a pavement with fatigue cracking.

2. CONSOLIDATION OF PAVEMENT LAYERS (RUTTING)

Formation of ruts falls in this type of failure. A rut is a depression or groove worn into a road by the travel of wheels.
This type of failure is caused due to following reasons.
§  Repeated application of load along the same wheel path resulting longitudinal ruts.
§  Wearing of the surface course along the wheel path resulting shallow ruts.
Fig-2 shows a pavement with Rutting.

3. SHEAR FAILURE CRACKING

Shear failure causes upheaval of pavement material by forming a fracture or cracking.
Followings are the primary causes of shear failure cracking.
§  Excessive wheel loading
§  Low shearing resistance of pavement mixture
Fig-3 shows shear failure cracking of pavement.

4. LONGITUDINAL CRACKING

This types of cracks extents to the full thickness of pavement.
The following are the primary causes of longitudinal cracking.
§  Differential volume changes in subgrade soil
§  Settlement of fill materials
§  Sliding of side slopes
Fig-4 shows a pavement with longitudinal cracking.




5. FROST HEAVING

Frost heaving causes upheaval of localized portion of a pavement. The extent of frost heaving depends upon the ground water table and climatic condition.
Fig-5 shows a pavement with frost heaving.

6. LACK OF BINDING WITH LOWER LAYER (POTHOLES & SLIPPAGE)

When there is lack of binding between surface course and underlying layer, some portion of surface course looses up materials creating patches and potholes. Slippage cracking is one form of this type of failure.
Lack of prime coat or tack coat in between two layers is the primary reason behind this type of failure.
Fig-6 shows a pavement with potholes & Fig-7 shows a pavement with slippage cracking.

7. REFLECTION CRACKING

This type of failure occurs, when bituminous surface course is laid over the existing cement concrete pavement with some cracks. This crack is reflected in the same pattern on bituminous surface.
Fig-8 shows a pavement with reflection cracking.

8. FORMATION OF WAVES & CORRUGATION

Transverse undulations appear at regular intervals due to the unstable surface course caused by stop-and-go traffic.
Fig-9 shows a pavement with corrugation.

9. BLEEDING

Excess bituminous binder occurring on the pavement surface causes bleeding. Bleeding causes a shiny, glass-like, reflective surface that may be tacky to the touch. Usually found in the wheel paths.
Fig-10 shows a pavement with corrugation.

10. PUMPING

Seeping or ejection of water and fines from beneath the pavement through cracks is called pumping.
Fig-11 shows a pavement with pumping.