Ssab | Date: 2017-03-29
Method for characterizing a metallic material (10), characterized in that it comprises the steps of carrying out a bending test and calculating a cross-section moment, M of said metallic material (10) using the following equation: where F is the applied bending force, L (_(1)) is the moment arm, and _(1) is the bending angle. The invented expression for the moment, M, fulfils the condition for energy equilibrium: when the true bending angle, _(2) is:
Agency: European Commission | Branch: H2020 | Program: MSCA-ITN-EID | Phase: MSCA-ITN-2015-EID | Award Amount: 2.11M | Year: 2015
The five partners EFD (Norway), SSAB, Outokumpu, and University of Oulu (Finland), and WIAS (Germany) propose an EID programme on Mathematics and Materials Science for Steel Production and Manufacturing, where eight PhD projects are jointly carried out, providing a unique interdisciplinary and inter-sectorial training opportunity. The research is focussed on three major topics - induction heating, phase transformations in steel alloys, ladle stirring. Two theses concern hardening: one is the hardening of helical and bevel gears by an optimized single or multi-frequency approach and the other is a novel idea about the hardening of the inner surface of pipes. Two of the theses are related to induction heating applications in the production of high-frequency welded pipes and for pre- and post-heating in the thermal cutting of steel plates. Two theses are concerned with phase transformations during steel production and the final two theses are related to secondary metallurgy in the ladle, optimal alloying strategies and an inverse problem related to stirring efficiency. Despite the fact that most theses projects deal with established processes, they are not fully understood nor fully controllable from a quality point of view. Improved and optimized process control requires quantitative mathematical modelling, simulation and optimization of the complex thermal cycles and thermal gradients experienced by the processed material. Such models require an understanding of the behaviour of the materials from a materials science and phase transformations perspective. Tailored industrial on-site trainings, customized courses in physical modelling and testing of steels as well as numerical simulation of induction heating and flow phenomena combined with scientific research in carefully selected topics on the interface of materials science and applied mathematics will provide the early stage researchers with excellent qualifications to pursue a career in academia or industry.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: LCE-25-2016 | Award Amount: 11.41M | Year: 2016
The FReSMe project, From Residual Steel gases to Methanol, will produce a methanol that will be demonstrated in ship transportation. This green fuel will be produced from CO2, recovered from an industrial Blast Furnace, and H2 recovered both from the blast furnace gas itself, as well as H2 produced by electrolysis. The two different sources of H2 will enable (i) maximum use of the current residual energy content of blast furnace gas, while at the same time (ii) demonstrating a forward technology path where low carbon or renewable H2 become more ubiquitous. The project will make use of the existing equipment from two pilot plants, one for the energy efficient separation of H2 and CO2 from blast furnace gas, and one for the production of methanol from a CO2-H2 syngas stream. This can be realised with a small amount of extra equipment, including supplemental H2 production from an electrolyser and a H2/N2 separation unit from commercially available equipment. Methanol is a high volume platform chemical of universal use in chemical industry as well as applicable for fuelling internal combustion engines. As such it provides a promising pathway for the large scale re-use of CO2 to decarbonize the transportation and chemical sectors in Europe and decrease the dependence on fossil fuel imports. Production of methanol from CO2 offers the unique combination of scale, efficiency and economic value necessary to achieve large scale carbon reduction targets. The pilot plant will run for a total of three months divided over three different runs with a nominal production rate of up to 50 kg/hr from an input of 800 m3/hr blast furnace gas. This size is commensurate with operation at TRL6, where all the essential steps in the process must be joined together in an industrial environment. The project will address the new integration options that this technology has within the Iron and Steel industry and contains supplementary and supporting research of underlying phenomena.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: GC-SST.2010.7-5. | Award Amount: 3.02M | Year: 2011
OPTIBODY, is a new concept of modular structural architecture for electric light trucks or vans (ELTVs) that will focus on the improvement of passive safety in order to help to reduce the number of fatalities and severe injuries. This new structural concept is composed of a chassis; a cabin improving current levels of EVs comfort, occupant protection and ergonomics; and a number of add-ons bringing specific self protection in case of impacts or rollover, and providing partner protection (crash compatibility) while interacting with other vehicles or vulnerable users. Each module can be individually optimized. OPTIBODY, together with the less restrictive distribution of internal components of EVs (with less architectural constraints than conventional ones) will represent a unique opportunity to implement innovative solutions for passive safety in ELTVs. OPTIBODY, as a module-based design, has also important results in terms of repairability. An optimum choice for the different modules features will make repairability and maintenance procedures easier and more cost efficient. Currently, the EVs figures are still reduced, but the 21st century will most likely see the replacement of vehicles relying on the internal combustion engine by EVs (as stated in A Sustainable Future for Transport- Communication adopted by the EC -17/06/2009). In accordance with this idea, theNational Development Plan on Electric-Drive Vehicles (German Federal Cabinet -19/08/2009), plans to get 1 million EVs on Germany by 2020; the Spanish Ministry of Industry intends to reach the 1 million EVs in Spain by 2014; manufacturers like RENAULT have forecasted 6 million EVs in Europe by 2010; besides, encouraging the EV is one of the main objectives of the Spanish presidency of the UE. OPTIBODY will imply decreases in severity of injuries as a result of traffic accidents involving ELTVs, this will mean important reductions in sanitary costs to the National Health Services of the Member State
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: LCE-15-2014 | Award Amount: 12.99M | Year: 2015
STEPWISE is a solid sorption technology for CO2 capture from fuel gases in combination with water-gas shift and acid gas removal. The main objectives of the proposed STEPWISE project is to scale up the technology for the CO2 capture from Blast Furnace Gases (BFG) with three overall demonstration goals in comparison to state-of-the-art amine-based technologies: Higher carbon capture rate i.e. lower carbon intensity, 85% reduction Higher energy efficiency i.e. lower energy consumption for capture (SPECCA ), 60% reduction Better economy i.e. lower cost of CO2 avoided, 25% reduction The STEPWISE project will achieve this by the construction and the operation of a pilot test installation at a blast furnace site enabling the technology to reach TRL6 as the next step in the research, development and demonstration trajectory. Hence further reducing the risk of scaling up the technology. The STEPWISE project has the potential to decrease CO2 emissions worldwide by 2.1Gt/yr based on current emission levels. The conservative estimate is that by 2050, a potential cost saving of 750 times the research costs for this project will be realized each year every year, with a much larger potential. The overall objective is to secure jobs in the highly competitive European steel industry, a sector employing 360 thousand skilled people with an annual turnover of 170 billion.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-2.2-2014 | Award Amount: 6.71M | Year: 2015
Rail freight transportation is a system service where a multitude of players, participants and systems providers bear a high degree of responsibility for its attractiveness and performance. It shows high efficiency as transportation means, in terms of land use and energy consumption and low greenhouse gas emissions. However rails market share of freight transportation and its economic efficiency continues to be limited. Aimed at overcoming such uncertainty, this project addresses one of the most important key resources for further developing rail freight transportation: the optimization of the performance of the rail freight wagon. The continuous pressure on environmental issues and energy efficient transport is forcing the rail transportation sector to enhance the rail logistics services and to incorporate innovative solutions to improve load capacity to keep the best-in-class position and, therefore, acquiring a much privileged position beyond alternative terrestrial transport source, as truck transportation. Thus, aimed at optimizing rail freight transportation, the main objective of this project is to holistically address the aspects that may improve freight wagon performance: enhanced logistics, improved multimodal operative, higher load capacity, optimized filling/emptying time and flexibility to transport multi-products. This project aims to achieve such optimization by combining industrial expertise on the freight wagon design and construction, advanced materials for lightweight construction and logistics with the research capabilities to incorporate innovation solutions and optimize material performance.
Scania AB and Ssab | Date: 2013-11-25
A frame configuration (I; II; III) for a vehicle (1) includes a forward part (10; 210) and a rear part (30; 130, 160; 230), the forward and rear parts are united by a first connection part (50; 150; 250) arranged between the forward and rear parts (10; 210, 30; 130, 160; 230) including a forward interface (G1) for connection with the forward part and a rear interface (G2) for connection with the rear part. Also a vehicle with the frame configuration is disclosed.
Ssab | Date: 2012-06-12
An evacuation system for an electric arc furnace that includes a combustion chamber downstream of the electric arc furnace, for receiving exhaust comprising gas and particulate from the electric arc furnace. The evacuation system also includes a dropout section downstream of the combustion chamber, for receiving the exhaust from the combustion chamber, for collecting the particulate, and for allowing the gas to pass through the dropout section to an exhaust duct.
Ssab | Date: 2014-10-03
Side member (23) for a chassis (27) provided with a wheel (26) which side member (23) comprises an upper flange (32) and a lower flange (33). Both of the flanges (32, 33) of the side member (23) have a continuous extension along the whole of the side members (23) entire length. The upper or lower flange (32, 33) exhibits two oppositely directed curved portions (38, 39) that are both located in front of or behind said wheel (26) so that the curved flanges (32, 33) perpendicular distance to the non-curved flange (32) at one end of the chassis (27) is greater than the corresponding perpendicular distance to the non-curved flange (32) at the other end of the chassis (27). The non-curved flange (32) and the curved flange (33) are connected to one another via at least one connecting member (40, 51, 52). The side member (23) is provided with a centre flange (34) which is located between said upper flange (32) and said lower flange (33) and which extends from one end of said upper and lower flange (32, 33) to a region loc ated between said two curved portions (38, 39).
Ssab | Date: 2014-05-28
A sandwich element (10) including a first restriction layer (21) and a second restriction layer (22) and a distance core (23) of a light weight material, preferably of a foam material, between said restriction layers, whereby the second restriction layer (22) includes stiffening elements (11) arranged in parallel with each other and individually or together with a corresponding abutting stiffening element (11) form a closed hollow profile (24). Furthermore the invention refers to a load floor shaped as such a sandwich element and also that such a load floor is a part of a cargo vehicle.