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In order to ensure pipeline safety during their service life, all relevant construction, testing and safety requirements must be met. Corrosion damage is a major hazard to the steel pipeline as a whole, and it is necessary to comply with inspections and adequate maintenance so that destruction with catastrophic consequences would be avoided. In this paper, the standard calculation for determining the maximum acceptable corrosion damage length according to the RSTRENG method is presented using the calculation of the corrosion-damaged structure of the ammonia (NH3) transfer pipeline. After that, the methodological approach to calculation using the finite element method (FEM) is presented in accordance with the methods defined by the new and general approach to standardization and technical harmonization for pressure equipment (Pressure Equipment Directive). The aim of the work was to present advanced modeling techniques of corroded surfaces based on FEM in order to develop a procedure for evaluating the residual strength of steel pipelines in the chemical industry.

The durability of infrastructure components, such as prestressed concrete bridge beams, can be significantly affected by long-term deterioration associated with corrosion. Corrosion is a major concern for bridges in Virginia, due to the frequent use of deicing salts during the winter, as well as the number of structures in marine environments. The residual capacity of corrosion damaged prestressed I-beams and box beams needs to be accurately estimated to determine if damaged bridges need to be posted, and to help with making informed decisions related to repair, rehabilitation and replacement of damaged bridges. The initial stage of the research investigated the ability to determine the in-situ strength of members that have visible corrosion-related damage. In this stage, six corrosion-damaged beams were investigated. Prior to testing, the beams were visually inspected and damage was documented. The beams were then tested in the lab to determine their flexural strength. Following testing, samples of strands were removed and tested to determine their tensile properties while cores were taken to determine compressive strength. Powdered concrete samples were removed to perform chloride concentration tests. The tested strengths of the beams were compared to calculated strengths using two methods for damage estimation and two different calculation approaches. Two repair methods were then evaluated through large-scale experimental testing, aimed at restoring the strength of deteriorated prestressed concrete beams. The investigated repairs included External Post-Tensioning (PT) and Carbon Fiber Reinforced Polymer (CFRP) laminates applied to the bottom flange of beams for flexural strengthening. A total of five full-scale bridge members were tested to failure throughout this stage. All beams were subjected to monotonically increasing loads until failure. For beams repaired with external PT, the experimental test was accompanied by a detailed approach for determining the ult

The durability of infrastructure components, such as prestressed concrete bridge beams, can be significantly affected by long-term deterioration associated with corrosion. Corrosion is a major concern for bridges in Virginia, due to the frequent use of deicing salts during the winter, as well as the number of structures in marine environments. The residual capacity of corrosion damaged prestressed I-beams and box beams needs to be accurately estimated to determine if damaged bridges need to be posted, and to help with making informed decisions related to repair, rehabilitation and replacement of damaged bridges. The initial stage of the research investigated the ability to determine the in-situ strength of members that have visible corrosion-related damage. In this stage, six corrosion-damaged beams were investigated. Prior to testing, the beams were visually inspected and damage was documented. The beams were then tested in the lab to determine their flexural strength. Following testing, samples of strands were removed and tested to determine their tensile properties while cores were taken to determine compressive strength. Powdered concrete samples were removed to perform chloride concentration tests. The tested strengths of the beams were compared to calculated strengths using two methods for damage estimation and two different calculation approaches. Two repair methods were then evaluated through large-scale experimental testing, aimed at restoring the strength of deteriorated prestressed concrete beams. The investigated repairs included External Post-Tensioning (PT) and Carbon Fiber Reinforced Polymer (CFRP) laminates applied to the bottom flange of beams for flexural strengthening. A total of five full-scale bridge members were tested to failure throughout this stage. All beams were subjected to monotonically increasing loads until failure. For beams repaired with external PT, the experimental test was accompanied by a detailed approach for determining the ult

Corrosion is a concern in old prestressed concrete bridges, especially bridges built in marine environments. Corrosion induces cracks in the concrete superstructure which accelerates the deterioration rate and can result in a complete loss of the concrete cover and exposure of the reinforcing and prestressing steel. This causes degradation in the load-carrying capacity of the bridge girders. Consequently, decisions need to be made on whether to replace, retrofit, or load post these bridges. Extensive research has focused on the flexural strength of corroded prestressed concrete girders. This research studies the shear strength of corroded prestressed concrete girders which can, then, be expanded further to evaluate the possible retrofitting techniques for restoring, or enhancing, their shear strengths. Two old prestressed concrete girders built in the 1960's and 1970's were delivered to the Murray Structural Engineering Laboratory at Virginia Tech from two decommissioned bridges in Virginia. The two girders showed signs of deterioration due to corrosion. Non-destructive testing was performed to evaluate their in-situ conditions. For both girders, each end was tested in the lab in three-point loading condition to make full use of the girders. Shear capacities of the girders were predicted using four methods in the current AASHTO LRFD and the ACI codes. In addition, analysis using Response2000 and strut-and-tie modelling were also carried out. Evaluation of these methods and comparisons with the experimental results were performed to reach to conclusions and recommendations for future work. Corrosion in strands seemed to not have as much influence on the shear capacity as on the flexural capacity. Destructive shear tests indicated that the actual shear capacities of the girders investigated in this research exceeded nominal capacities predicted by the current codes. However, the flexural capacities were reduced. Possible reasons for the girders' behaviors are discusse

The transmission of sulfate ions in concrete results in formation of calcium sulfoaluminate crystals due to chemical reactions. The expansion of calcium sulfoaluminate crystals is the main cause of concrete corrosion damage. In this study, ultrasonic analysis was used to detect the modulus change of concrete due to sulfate corrosion to obtain the basic law of corrosion damage evolution. An exponential growth model was developed for the internal expansion force based on the chemical reaction rate of calcium sulfoaluminate crystallization. Then, the evolution equation of the number density of microcracks was derived based on their initiation and balance conditions. Finally, a statistical model was developed for the concrete damage evolution by integrating the volume of microcracks. It is shown that the statistical evolution model can well characterize the evolution of concrete corrosion damage.

Corrosion damage reduces the load-carrying capacity of bridges which poses a threat to passenger safety. The objective of this research was to reduce the resources involved in conventional bridge inspections which are an important tool in the condition assessment of bridges and to help in determining if live load testing is necessary. This research proposes a framework to link semi-automated damage detection on prestressed concrete bridge girders with the estimation of their residual flexural capacity. The framework was implemented on four full-scale corrosion damaged girders from decommissioned bridges in Virginia. 3D point clouds of the girders reconstructed from images using Structure from Motion (SfM) approach were textured with images containing cracks detected at pixel level using a U-Net (Fully Convolutional Network). Spalls were detected by identifying the locations where normals associated with the points in the 3D point cloud deviated from being perpendicular to the reference directions chosen, by an amount greater than a threshold angle. 3D textured mesh models, overlaid with the detected cracks and spalls were used as 3D damage maps to determine reduced cross-sectional areas of prestressing strands to account for the corrosion damage as per the recommendations of Naito, Jones, and Hodgson (2011). Scaling them to real-world dimensions enabled the measurement of any required dimension, eliminating the need for physical contact. The flexural capacities of a box beam and an I-beam estimated using strain compatibility analysis were validated with the actual capacities at failure sections determined from four destructive tests conducted by Al Rufaydah (2020). Along with the reduction in the cross-sectional areas of strands, limiting the ultimate strain that heavily corroded strands can develop was explored as a possible way to improve the results of the analysis. Strain compatibility analysis was used to estimate the ultimate rupture strain, in the heavily cor

Corrosion damage reduces the load-carrying capacity of bridges which poses a threat to passenger safety. The objective of this research was to reduce the resources involved in conventional bridge inspections which are an important tool in the condition assessment of bridges and to help in determining if live load testing is necessary. This research proposes a framework to link semi-automated damage detection on prestressed concrete bridge girders with the estimation of their residual flexural capacity. The framework was implemented on four full-scale corrosion damaged girders from decommissioned bridges in Virginia. 3D point clouds of the girders reconstructed from images using Structure from Motion (SfM) approach were textured with images containing cracks detected at pixel level using a U-Net (Fully Convolutional Network). Spalls were detected by identifying the locations where normals associated with the points in the 3D point cloud deviated from being perpendicular to the reference directions chosen, by an amount greater than a threshold angle. 3D textured mesh models, overlaid with the detected cracks and spalls were used as 3D damage maps to determine reduced cross-sectional areas of prestressing strands to account for the corrosion damage as per the recommendations of Naito, Jones, and Hodgson (2011). Scaling them to real-world dimensions enabled the measurement of any required dimension, eliminating the need for physical contact. The flexural capacities of a box beam and an I-beam estimated using strain compatibility analysis were validated with the actual capacities at failure sections determined from four destructive tests conducted by Al Rufaydah (2020). Along with the reduction in the cross-sectional areas of strands, limiting the ultimate strain that heavily corroded strands can develop was explored as a possible way to improve the results of the analysis. Strain compatibility analysis was used to estimate the ultimate rupture strain, in the heavily cor

The accumulated research data of tubing fragments after operation made it possible to generalize and systematize information on the prevailing type of corrosion damage and operating conditions that determine the mechanism of their development. Understanding basic laws of the development of corrosion processes in specific operating conditions, allows to select the optimal type of tubing for these conditions more accurately. © The Authors, published by EDP Sciences, 2019.

This study relates the sensitization process microstructural changes of 5083-H116 to its resulting corrosion resistance and mechanical performance. Alcoa 5083-H116 was sensitized in an environmental chamber at 100°C for up to ~1500 hours and 150°C up to ~2000 hours, revealing different degrees of sensitization based on exposure times. Microstructural characterization was conducted on etched sensitized samples. Additionally, samples were subjected to accelerated corrosion scenarios for subsequent microstructural examination and subsequent mechanical (tension and tensile creep) testing. To connect the laboratory studies to the field exposure, Novelis 5083-H116 was sensitized at 100°C; dog bone samples were created and exposed for two years in a beach environment to investigate possible sensitization and corrosion effects. It was found that the sensitization at 100°C and 150°C of Alcoa 5083-H116 led to recrystallization from the asreceived (AR) state of the material (3 mg/cm²). The degree of sensitization of 61 mg/cm² recrystallized the grain size the most from the AR state. The higher sensitization temperature of 150°C caused higher thickness loss and mass-loss rates (MR) for the intergranular corrosion (IGC) susceptible sensitization levels. Accelerated corrosion on different surface orientations led to different corrosion mechanisms (parallel IGC vs. perpendicular IGC). While 5083-H116 material corroded on the rolled surface led to a uniform exfoliation damage on 150°C sensitization exposure, the 100°C rolled surface only exhibited pitting corrosion damage. The through plate thickness corrosion damage, however, exhibited a corrosion susceptible-resistant-susceptible (CSRS) pattern. Mechanical properties were assessed for the various conditions in terms of room temperature tension testing and elevated temperature creep tests. Sensitization affected yield strength but did not play a role in ultimate tensile strength. The presence of corrosion damage lowered yield stre

Мета. Наукова робота передбачає: 1) пошук засобів врахування впливу локальних корозійних пошкоджень конструкції вагонів, що вислужили призначений термін, із метою його продовження; 2) експериментальну перевірку відповідності матеріалу конструкції вимогам нормативної документації та обґрунтування продовження терміну служби пасажирських вагонів із осередками корозії після 30 років експлуатації; 3) оцінку відповідності залишкового ресурсу конструкції кузовів вагонів експлуатаційним навантаженням протягом наступних 5 років використання. Методика. Розроблений алгоритм технічного діагностування вагонів із осередками корозії хребтової балки містить у собі кілька етапів. Спочатку проводиться обстеження технічного стану конструкції візуально-оптичним методом і методами неруйнівного контролю та визначається ступінь пошкоджень. На наступному етапі виконується експериментальна перевірка відповідності структури та механічних властивостей металу хребтової балки вагона з осередками корозії вимогам нормативної документації. Далі виконується дослідження міцності несучих конструкцій кузовів вагонів на підставі експериментальних статичних та ударних випробувань на міцність. Нарешті проводяться ресурсні випробування на дію поздовжніх сил і виконується оцінка та прогнозування відповідності ресурсу кузовів вагонів на наступний період. Результати. Дійсна робота завершена одержанням експериментальних даних із обґрунтування продовження терміну служби пасажирських вагонів як із точки зору напрацювання несучих елементів кузова вагона на ресурс, так і з точки зору хімічного складу, структури та механічних властивостей метала хребтової балки з осередками корозії. Наявність локальних корозійних пошкоджень хребтової балки представлених розмірів не складає загрози міцності конструкції та безпеці руху. Наукова новизна. Авторами проведені комплексні дослідження з обґрунтування терміну служби пасажирських вагонів як із боку напрацювання елементів кузова на ударну витривалість, так і з оцінки механічн, Цель. Научная работа предполагает: 1) поиск способов учета влияния локальных коррозионных повреждений конструкции вагонов, которые отслужили назначенный срок, с целью его продления; 2) экспериментальную проверку соответствия материала конструкции требованиям нормативной документации и обоснование продления срока службы пассажирских вагонов с очагами коррозии после 30 лет эксплуатации; 3) оценку соответствия остаточного ресурса конструкции кузовов вагонов эксплуатационным нагрузкам в течение следующих 5 лет использования. Методика. Разработанный алгоритм технического диагностирования вагонов с очагами коррозии хребтовой балки содержит в себе несколько этапов. Сначала проводится обследование технического состояния конструкции визуально-оптическим методом и методами неразрушающего контроля, а также определяется степень повреждений. На следующем этапе выполняется экспериментальная проверка соответствия структуры и механических свойств металла хребтовой балки вагона с очагами коррозии требованиям нормативной документации. Далее выполняется исследование прочности несущих конструкций кузовов вагонов на основе экспериментальных статических и ударных испытаний на прочность. Наконец проводятся ресурсные испытания на действие продольных сил и выполняется оценка и прогнозирование соответствия ресурса кузовов вагонов на следующий период. Результаты. Действительная работа завершена получением экспериментальных данных по обоснованию продления срока службы пассажирских вагонов как с точки зрения наработки несущих элементов кузова вагона на ресурс, так и с точки зрения химического состава, структуры и механических свойств металла хребтовой балки с очагами коррозии. Наличие локальных коррозионных повреждений хребтовой балки представленных размеров не составляет угрозы прочности конструкции и безопасности движения. Научная новизна. Авторами проведены комплексные исследования по обоснованию срока службы пассажирских вагонов как со стороны наработки элементов кузова на ударную выносливо, Purpose. The scientific work supposed: 1) the search of accounting ways of the local corrosion damages influence to the car design, that were expired the appointed time, for the purpose of renewal; 2) experimental verification of conformity of material construction requirements of the normative documentation and justification for extending the services of passenger cars with pockets of corrosion after 30 years of operation; 3) the conformity assessment of residual life of the structure of car bodies operating pressures in the next 5 years of use. Methodology. The developed algorithm of technical diagnostics of cars with pockets of corrosion of the center sill contains several stages. First, a survey of technical condition of structures is conducted by a visual-optical method and nondestructive control methods, and the degree of damage is determined. In the next phase the experimental verification of conformity of the structure and mechanical properties of the center sill of the car with the pockets of corrosion to regulatory requirements are executed. Next, the study of strength of the supporting structures of car bodies on the basis of experimental static and impact tests of strength is executed. Finally, the endurance tests are conducted on the effect of the longitudinal forces and the evaluation and prediction of compliance resource car bodies for the next period are executed. Findings. The actual work is completed by obtaining the experimental data on the feasibility of extending the service life of passenger cars as from the point of view of an operating time of load-bearing elements of the car body to the resource, and from the point of view of chemical composition, structure and mechanical properties of the center sill with pockets of corrosion. The presence of local corrosion damages of the center sill of the presented size is not a threat to the structural strength and safety. Originality. The authors conducted a comprehensive study to validate the service

В настоящее время существует проблема преждевременного разрушения насосно-компрессорных труб (НКТ) в условиях нефтедобычи в РФ. Основными причинами являются различные типы коррозии. С целью восстановления труб, исчерпавших эксплуатационный ресурс, предложена технология лейнирования НКТ внутренней тонкостенной трубой из коррозионностойкой стали. Технология позволяет производить композиционные трубы с высокими эксплуатационными характеристиками. Технология была испытана в полевых условиях, результаты испытаний показали высокую эффективность технологии лейнирования для решения проблем коррозионного разрушения НКТ., The problem of rapid failure of pump-compression tubes (PCT) exists under present conditions of oil production in the Russian Federation. Primary cause of this problem is different types of corrosion. To restore damaged tubes the technology using corrosion resistant steel inner pipe lining is offered. The technology allow to get composite tubes which have high servicing characteristics. The technology was tested under field conditions and the results of those tests showed high efficiency of the above lining method to solve the problem of PCT corrosion damage.

This study was undertaken to numerically investigate the behaviour of the submarine nickel aluminum bronze (NAB) valves (SW403 and SW226) with corrosion damage under hydrostatic loading at Defence R&D Canada Atlantic (DRDC Atlantic), and to validate the numerical models using experimental results. Finite element analysis, involving nonlinear elastic plastic static analysis was performed using the implicit solver in LS-DYNA software system. The experimental testing showed that the smaller SW403 valve generally responded with lower strains than the larger SW226 valve at the same load. In addition, the strains in the body increased with corrosion damage, and were much higher than those in the neck. This was expected since there was no corrosion damage in the neck region, there should be no effect of corrosion damage on the circumferential strain in the neck. The finite element results for the axial strain in the body in general showed reasonably good agreement with the experimental results. However, the circumferential strain in both the body and the neck were in general underestimated. This indicates that further refinement of the finite element mesh is required., Prepared in collaboration with the Department of Mechanical Engineering, Dalhousie University, Halifax, Nova Scotia.

Bei einem schweren Störfall mit anschließender Schmelzeverlagerung in das untere Plenum stellt der Reaktordruckbehälter die letzte Sicherheitsbarriere vor einer direkten Belastung des Containments dar. Für eine genauere Einordnung der Vorgänge und Phänomene in diesem Szenario wurden von der EU bzw. der OECD finanzierte Experimente zum Behälterversagen durch Kriechbruch durchgeführt. Am FZR wurden Modelle entwickelt, die sowohl die Temperaturfeldberechnung als auch die viskoplastische Mechanik des RDB umfassen und geeignet sind, den Versagensmodus und die Versagenszeit des Behälters zu ermitteln. Die Validierung der Modelle erfolgte an Hand von Voraus- und Nachrechnungen zu den Experimenten. Ein Schwerpunkt der Modellierung von prototypischen LWR-Szenarien ist die Berücksichtigung der thermo-chemischen Wechselwirkung der Coriumschmelze mit der RDB-Wand. Im Rahmen der METCOR-Experimente am Alexandrov-Research Institute (NITI) in Sosnovy Bor wird die Schmelze-Metall-Wechselwirkung im kleinen Maßstab untersucht. Die Ergebnisse zeigen, dass die Ablation des Stahls je nach Zusammensetzung der Schmelze durch Bildung von Eutektika schon deutlich unterhalb der Schmelztemperatur des Stahls einsetzt. Entsprechende Abschmelzmodelle sind in die Finite-Elemente-Modelle zur Simulation der Schmelzerückhaltungsszenarien integriert worden. Die Anwendung dieser Modelle führt zu deutlich reduzierten Restwanddicken.

Bei einem schweren Störfall mit anschließender Schmelzeverlagerung in das untere Plenum stellt der Reaktordruckbehälter die letzte Sicherheitsbarriere vor einer direkten Belastung des Containments dar. Für eine genauere Einordnung der Vorgänge und Phänomene in diesem Szenario wurden von der EU bzw. der OECD finanzierte Experimente zum Behälterversagen durch Kriechbruch durchgeführt. Am FZR wurden Modelle entwickelt, die sowohl die Temperaturfeldberechnung als auch die viskoplastische Mechanik des RDB umfassen und geeignet sind, den Versagensmodus und die Versagenszeit des Behälters zu ermitteln. Die Validierung der Modelle erfolgte an Hand von Voraus- und Nachrechnungen zu den Experimenten. Ein Schwerpunkt der Modellierung von prototypischen LWR-Szenarien ist die Berücksichtigung der thermo-chemischen Wechselwirkung der Coriumschmelze mit der RDB-Wand. Im Rahmen der METCOR-Experimente am Alexandrov-Research Institute (NITI) in Sosnovy Bor wird die Schmelze-Metall-Wechselwirkung im kleinen Maßstab untersucht. Die Ergebnisse zeigen, dass die Ablation des Stahls je nach Zusammensetzung der Schmelze durch Bildung von Eutektika schon deutlich unterhalb der Schmelztemperatur des Stahls einsetzt. Entsprechende Abschmelzmodelle sind in die Finite-Elemente-Modelle zur Simulation der Schmelzerückhaltungsszenarien integriert worden. Die Anwendung dieser Modelle führt zu deutlich reduzierten Restwanddicken.

Bei einem schweren Störfall mit anschließender Schmelzeverlagerung in das untere Plenum stellt der Reaktordruckbehälter die letzte Sicherheitsbarriere vor einer direkten Belastung des Containments dar. Für eine genauere Einordnung der Vorgänge und Phänomene in diesem Szenario wurden von der EU bzw. der OECD finanzierte Experimente zum Behälterversagen durch Kriechbruch durchgeführt. Am FZR wurden Modelle entwickelt, die sowohl die Temperaturfeldberechnung als auch die viskoplastische Mechanik des RDB umfassen und geeignet sind, den Versagensmodus und die Versagenszeit des Behälters zu ermitteln. Die Validierung der Modelle erfolgte an Hand von Voraus- und Nachrechnungen zu den Experimenten. Ein Schwerpunkt der Modellierung von prototypischen LWR-Szenarien ist die Berücksichtigung der thermo-chemischen Wechselwirkung der Coriumschmelze mit der RDB-Wand. Im Rahmen der METCOR-Experimente am Alexandrov-Research Institute (NITI) in Sosnovy Bor wird die Schmelze-Metall-Wechselwirkung im kleinen Maßstab untersucht. Die Ergebnisse zeigen, dass die Ablation des Stahls je nach Zusammensetzung der Schmelze durch Bildung von Eutektika schon deutlich unterhalb der Schmelztemperatur des Stahls einsetzt. Entsprechende Abschmelzmodelle sind in die Finite-Elemente-Modelle zur Simulation der Schmelzerückhaltungsszenarien integriert worden. Die Anwendung dieser Modelle führt zu deutlich reduzierten Restwanddicken.

This paper reports the feasibility of using embedded Fabry–Pé rot fiber optic sensors to detect and monitor the propagation of cracks and delamination within concrete beams induced by corrosion of the reinforcing bars. In this research, four series of reinforced concrete beams were subjected to varying degrees of corrosion-induced damage by modifying the composition of the concrete mix and subjecting all specimens to the same accelerated corrosion environment. The concept employed in this study involves embedding the Fabry–Pé rot sensor between two reinforcing bars to measure the transverse tensile strains associated with the longitudinal crack along the reinforcing bars (and in severe cases, delamination of the concrete beam) resulting from the radial expansion of the corroding rebars. Excellent correlation was obtained between the Fabry–Pé rot strain data and the amount of steel loss resulting from accelerated corrosion. In addition, the optical sensor strain readings and the reductions in the load-carrying and deflection capacities were also observed to exhibit strong positive correlation highlighting the potential of the optical sensor to monitor the progression of the rebar damage and the loss of structural integrity of the beams resulting from the extensive corrosion.The technique used in this study demonstrates the possibility of detecting corrosion-induced damage in reinforced concrete structures, particularly those where visual inspection is not possible.

Práce popisuje princip degradačního působení koroze v materiálech, konkrétně kovech a jejich slitinách. Korozi dělí dle několika hledisek. Základní rozdělení dle vzniku člení tento jev na chemickou, elektrochemickou a biologickou korozi. Podle korozního poškození rozlišuje korozi rovnoměrnou, nerovnoměrnou, bodovou, selektivní, štěrbinovou, erozivní, mezikrystalovou a korozní praskání. Představuje také možnosti korozních zkoušek. V experimentální části popisuje výrobu vzorků z šedé litiny, jejich rozměr, aplikované povrchové ochrany, měření tvrdosti a měření drsnosti. Dále se věnuje elektrochemickým zkouškám a zkouškám v kondenzační komoře u vybraných vzorků šedé litiny GJL-250MnCuCr., The work describes the principle of degradation of corrosion in materials, specifically metals and their alloys. Corrosion is divided into several aspects. The fundamental division according to its origin divides this phenomenon into chemical, electrochemical and biological corrosion., It distinguishes between uniform, non-uniform, spot, selective, crevice, erosive, intercrystal corosion and corrosion cracking according to corrosion damage. It also presents corrosion testing options. In the experimental part, it describes the production of samples from gray cast iron, their dimensions, applied surface protection, hardness measurement and roughness measurement. This work also conducts electrochemical tests and tests in a condensation chamber on selected samples of gray cast iron GJL-250MnCuCr.

Práce popisuje princip degradačního působení koroze v materiálech, konkrétně kovech a jejich slitinách. Korozi dělí dle několika hledisek. Základní rozdělení dle vzniku člení tento jev na chemickou, elektrochemickou a biologickou korozi. Podle korozního poškození rozlišuje korozi rovnoměrnou, nerovnoměrnou, bodovou, selektivní, štěrbinovou, erozivní, mezikrystalovou a korozní praskání. Představuje také možnosti korozních zkoušek. V experimentální části popisuje výrobu vzorků z šedé litiny, jejich rozměr, aplikované povrchové ochrany, měření tvrdosti a měření drsnosti. Dále se věnuje elektrochemickým zkouškám a zkouškám v kondenzační komoře u vybraných vzorků šedé litiny GJL-250MnCuCr., The work describes the principle of degradation of corrosion in materials, specifically metals and their alloys. Corrosion is divided into several aspects. The fundamental division according to its origin divides this phenomenon into chemical, electrochemical and biological corrosion., It distinguishes between uniform, non-uniform, spot, selective, crevice, erosive, intercrystal corosion and corrosion cracking according to corrosion damage. It also presents corrosion testing options. In the experimental part, it describes the production of samples from gray cast iron, their dimensions, applied surface protection, hardness measurement and roughness measurement. This work also conducts electrochemical tests and tests in a condensation chamber on selected samples of gray cast iron GJL-250MnCuCr.

Hou, L., Ye, Z., Zhou, B., Shen, C., Aslani, F., & Chen, D. (2019). Bond behavior of reinforcement embedded in steel fiber reinforced concrete under chloride attack. Structural Concrete, 20(6), 2242-2255. Available here

Práce popisuje princip degradačního působení koroze v materiálech, konkrétně kovech a jejich slitinách. Korozi dělí dle několika hledisek. Základní rozdělení dle vzniku člení tento jev na chemickou, elektrochemickou a biologickou korozi. Podle korozního poškození rozlišuje korozi rovnoměrnou, nerovnoměrnou, bodovou, selektivní, štěrbinovou, erozivní, mezikrystalovou a korozní praskání. Představuje také možnosti korozních zkoušek. V experimentální části popisuje výrobu vzorků z šedé litiny, jejich rozměr, aplikované povrchové ochrany, měření tvrdosti a měření drsnosti. Dále se věnuje elektrochemickým zkouškám a zkouškám v kondenzační komoře u vybraných vzorků šedé litiny GJL-250MnCuCr., The work describes the principle of degradation of corrosion in materials, specifically metals and their alloys. Corrosion is divided into several aspects. The fundamental division according to its origin divides this phenomenon into chemical, electrochemical and biological corrosion., It distinguishes between uniform, non-uniform, spot, selective, crevice, erosive, intercrystal corosion and corrosion cracking according to corrosion damage. It also presents corrosion testing options. In the experimental part, it describes the production of samples from gray cast iron, their dimensions, applied surface protection, hardness measurement and roughness measurement. This work also conducts electrochemical tests and tests in a condensation chamber on selected samples of gray cast iron GJL-250MnCuCr.

Práce popisuje princip degradačního působení koroze v materiálech, konkrétně kovech a jejich slitinách. Korozi dělí dle několika hledisek. Základní rozdělení dle vzniku člení tento jev na chemickou, elektrochemickou a biologickou korozi. Podle korozního poškození rozlišuje korozi rovnoměrnou, nerovnoměrnou, bodovou, selektivní, štěrbinovou, erozivní, mezikrystalovou a korozní praskání. Představuje také možnosti korozních zkoušek. V experimentální části popisuje výrobu vzorků z šedé litiny, jejich rozměr, aplikované povrchové ochrany, měření tvrdosti a měření drsnosti. Dále se věnuje elektrochemickým zkouškám a zkouškám v kondenzační komoře u vybraných vzorků šedé litiny GJL-250MnCuCr., The work describes the principle of degradation of corrosion in materials, specifically metals and their alloys. Corrosion is divided into several aspects. The fundamental division according to its origin divides this phenomenon into chemical, electrochemical and biological corrosion., It distinguishes between uniform, non-uniform, spot, selective, crevice, erosive, intercrystal corosion and corrosion cracking according to corrosion damage. It also presents corrosion testing options. In the experimental part, it describes the production of samples from gray cast iron, their dimensions, applied surface protection, hardness measurement and roughness measurement. This work also conducts electrochemical tests and tests in a condensation chamber on selected samples of gray cast iron GJL-250MnCuCr.

Práce popisuje princip degradačního působení koroze v materiálech, konkrétně kovech a jejich slitinách. Korozi dělí dle několika hledisek. Základní rozdělení dle vzniku člení tento jev na chemickou, elektrochemickou a biologickou korozi. Podle korozního poškození rozlišuje korozi rovnoměrnou, nerovnoměrnou, bodovou, selektivní, štěrbinovou, erozivní, mezikrystalovou a korozní praskání. Představuje také možnosti korozních zkoušek. V experimentální části popisuje výrobu vzorků z šedé litiny, jejich rozměr, aplikované povrchové ochrany, měření tvrdosti a měření drsnosti. Dále se věnuje elektrochemickým zkouškám a zkouškám v kondenzační komoře u vybraných vzorků šedé litiny GJL-250MnCuCr., The work describes the principle of degradation of corrosion in materials, specifically metals and their alloys. Corrosion is divided into several aspects. The fundamental division according to its origin divides this phenomenon into chemical, electrochemical and biological corrosion., It distinguishes between uniform, non-uniform, spot, selective, crevice, erosive, intercrystal corosion and corrosion cracking according to corrosion damage. It also presents corrosion testing options. In the experimental part, it describes the production of samples from gray cast iron, their dimensions, applied surface protection, hardness measurement and roughness measurement. This work also conducts electrochemical tests and tests in a condensation chamber on selected samples of gray cast iron GJL-250MnCuCr.