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Transportation Research Procedia 40 (2019) 107–112

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13th International Scientific Conference on Sustainable, Modern and Safe Transport

13th
(TRANSCOM
International 2019),
Scientific
HighConference
Tatras, Novy Smokovec –Modern
on Sustainable, Grand Hotel
and Safe
Bellevue,
Transport
(TRANSCOM 2019),Slovak High Tatras,
Republic,
Novy
May
Smokovec – Grand Hotel Bellevue,
29-31, 2019
Slovak Republic, May 29-31, 2019
Analysis of dependence of internal damping on temperature of
Analysis ofaustenitic
dependence of AISI
steels internal
304damping
and AISIon316L
temperature of
austenitic steels AISIa 304 and AISI 316L
Milan Uhríčik *, Monika Oravcová , Peter Palček , Tatiana Oršulová ,
a a a
Milan Uhríčika*, Monika Patrícia
Oravcová a
, Peter Palček
Hanusová a a
, Tatiana Oršulováa,
Patrícia Hanusováa
a
University of Žilina, Faculty of Mechanical Engineering, Department of Materials Engineering, Univerzitná 8215/1, 01026 Žilina, Slovakia
a
University of Žilina, Faculty of Mechanical Engineering, Department of Materials Engineering, Univerzitná 8215/1, 01026 Žilina, Slovakia

Abstract
Abstract
The article is focused on the analysis of dependence of internal damping on temperature of austenitic steels. The ability of a solid
to irreversibly
The disperseon
article is focused energy under mechanical
the analysis of dependencestress
ofisinternal
called the internal
damping ondamping.
temperatureTheoftime requiredsteels.
austenitic to achieve the equilibrium
The ability of a solid
deformation
to irreversiblyvalue is determined
disperse energy under bymechanical
various processes
stress is associated with the
called the internal reallocation
damping. of atoms,
The time requiredmagnetic
to achievemoments and the
the equilibrium
temperature of
deformation the solid
value subjected to
is determined byexternal
various stresses.
processes associated with the reallocation of atoms, magnetic moments and the
Measurementofofthe
temperature internal damping to
solid subjected dependence on temperature was performed on austenitic steels AISI 304 and AISI 316L, in the
external stresses.
initial state andofafter
Measurement the deformation.
internal Those materials
damping dependence are the most
on temperature wasimportant
performedgroup of corrosion-resistant
on austenitic metallic
steels AISI 304 materials,
and AISI 316L, which
in the
are very
initial often
state andused
afterinthe
industrial.
deformation. Those materials are the most important group of corrosion-resistant metallic materials, which
Significant
are future
very often usedgrowth is foreseen in the use of stainless steel for key structural components in automotive construction. Due to
in industrial.
its unique mechanical
Significant future growth properties, stainless
is foreseen in thesteel can
use of add an steel
stainless extrafor
dimension of passenger
key structural safety,inespecially
components automotive inconstruction.
the way that aDuelarge
to
partunique
its of themechanical
energy produced in a collision
properties, stainless is absorbed
steel can add asantheextra
material deforms
dimension of under impact.
passenger Thisespecially
safety, property in
is the
already
way put
thattoa large
good
effectofinthe
part theenergy
designproduced
of moderninlarge passenger
a collision vehicles as
is absorbed suchtheasmaterial
buses, but the future
deforms potential
under impact.inThis
all types of road
property vehicleput
is already is immense
to good
(www.worldstainless.org).
effect in the design of modern large passenger vehicles such as buses, but the future potential in all types of road vehicle is immense
(www.worldstainless.org).
© 2019 The Authors. Published by Elsevier B.V.
© 2019 The Authors. Published by Elsevier B.V.
Peer-review
© under responsibility
2019 The Authors. Published byof the scientific
Elsevier B.V. committee of the 13th International Scientific Conference on Sustainable,
Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable,
Modern
Peer-review and Safe
under Transport (TRANSCOM
responsibility
Modern and Safe Transport (TRANSCOM 2019). of the 2019).
scientific committee of the 13th International Scientific Conference on Sustainable,
Modern and Safe Transport (TRANSCOM 2019).
Keywords: austenitic steel; internal damping; temperature; resonance frequency; applications in the automotive industry
Keywords: austenitic steel; internal damping; temperature; resonance frequency; applications in the automotive industry

* Corresponding author. Tel.: +421-41-513-2626.

* E-mail address:author.
Corresponding milan.uhricik@fstroj.uniza.sk
Tel.: +421-41-513-2626.
E-mail address: milan.uhricik@fstroj.uniza.sk
2352-1465 © 2018 The Authors. Published by Elsevier B.V.
Peer-review©under
2352-1465 responsibility
2018 The of the scientific
Authors. Published committee
by Elsevier B.V. of the 13th International Scientific Conference on Sustainable, Moder n and
Safe Transport
Peer-review (TRANSCOM
under 2019).
responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Moder n and
Safe Transport (TRANSCOM 2019).

2352-1465  2019 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Modern and
Safe Transport (TRANSCOM 2019).
10.1016/j.trpro.2019.07.018
108 Milan Uhríčik et al. / Transportation Research Procedia 40 (2019) 107–112
2 Uhricik et al. / Transportation Research Procedia 00 (2019) 000–000

1. Introduction

Austenitic stainless steels are considered highly corrosion resistant and therefore they are broadly used in
automotive, chemical, petrochemical nuclear, food industry and in medicine as well (Zatkalíková et al. 2014). Their
excellent resistance to uniform corrosion is related to the passive oxidic surface film (Zatkalíková et al. 2016). These
steels have very good mechanical and technological properties and they are alloyed with chromium, nickel,
molybdenum, titanium, copper, nitrogen and niobium.
Materials for motor vehicle applications are required to maintain the integrity of the structure (i.e. to be sufficiently
robust to withstand their service environment) and to be inert (i.e. corrosion resistant). Stainless steels are used in
motor vehicle applications because they are resistant to corrosion and high temperature oxidation, offer energy
absorption properties and maintain their mechanical properties over a wide temperature range
(www.worldstainless.org).
By measuring the internal damping processes of microplastics are evaluated and examined and the energy
dissipation within the metal is also evaluated. The mechanism of microplasticity can be evaluated by various
dependencies (frequency, time, temperature and amplitude), which characterize the kinetic of accumulation of fatigue
damage in long-time loading. By measuring the energy dissipation in a material, it is possible to determine elastic
characteristics, the modulus of elasticity, the degree of stress relaxation in the material and others (Puškár et al. 1981).
The ability of the solid to irreversibly disperse energy under mechanical stress is called the internal damping. The time
that is required to reach the equilibrium value of deformation is determined by various processes related to the
redistribution of atoms, magnetic moments and temperature of the solid under external stresses (Soviarová 2015).

2. Materials for experiment

For the study and measurement of internal damping the commercially available austenitic stainless steels, especially
AISI 304 and AISI 316L, were used as experimental materials.
The AISI 304 is a chrome-nickel steel, which has a reduced content of molybdenum and this is one of the most
commonly utilized stainless steels. It has a high strength and is well machinable and wroughtable in various shapes.
The AISI 316L is a chrome-nickel-molybdenum steel with low carbon content in order to increase the resistance
to intercrystalline corrosion.
Typical applications for these stainless steels in motor vehicle applications are: fuel tanks, exhaust systems, housing
for catalytic converters and turbochargers, chassis for buses and trucks, handrails, luggage racks and etc.
(www.worldstainless.org).
The chemical composition of steels was examined by spark emission spectrometer SPEKTROMAXx and results
are shown in Table 1.

Table 1. The chemical composition of both austenitic stainless steels

C [%] Cr [%] Mn [%] Mo [%] Ni [%] P [%] S [%] Si [%] Fe [%]
AISI 304 0.05 19.59 1.57 0.49 7.84 0.05 0.03 0.29 balance
AISI 316L 0.03 17.41 1.34 2.38 9.91 0.07 0.03 0.51 balance

Microstructures of individual steels are shown in Figure 1, which were evaluated by a light microscope NEOPHOT
32. This analysis shows that structures are made of polyhedral grains of austenite of different sizes, which represent a
certain inhomogeneity of the structure. Microstructures are affected by previous technological processing, by hot
rolling, as indicated by the manufacturer.
 Milan Uhríčik et al. / Transportation Research Procedia 40 (2019) 107–112 109
Uhricik et al. / Transportation Research Procedia 00 (2019) 000–000 3

a b

Fig. 1. Microstructures of (a) AISI 304; (b) AISI 316L.

In the microstructures there are a lot of non-metallic inclusions based on MnS (Fig. 2), which have a spherical
shape. Sulfur causes brittleness, reduces toughness and fatigue life of steel. Its adverse effect is reduced by addition
of manganese, which has a greater affinity to sulfur and produces manganese sulfide. This sulfide is formed during
the hot forming process, when it is plastically transformed in the process in the rolling direction and in the
microstructure that creates a visible texture. To identity of the chemical composition of manganese sulfide a surface
RTG microanalysis was used. A typical presence of annealing twins can be observed in the structure.

Fig. 2. Surface RTG microanalysis of manganese sulfide, MnS – mapping.

3. Experiment equipment

The experimental equipment, used at Department of Materials Engineering, University of Žilina, consists from
mechanical and electronical part. The mechanical part (Fig. 3) consists of three basic parts: a transducer, a rod and a
specimen. The transducer is the most difficult part, which serves like the source and at the same time like the detector
of ultrasonic waves. The rod, which is made of titanium, has a cylindrical shape with a diameter of 12 mm. Its function
is to isolate the heat from the test specimen, which is heated in a furnace and the transducer then maintains at a constant
room temperature. The last part is the specimen. Dimensions and shape of the test specimen are designed to fulfill the
resonance condition that means the natural frequency must be approximately the same as the frequency of the test
equipment ± 10 Hz. Usually this is used with a tapered shape rod shaft in the middle (Dresslerová et al. 2014).
For the plastic deformation, this is a uniaxial deformation when the test bars are subjected to a compressive
deformation. The test bar was placed in a steel device (Fig. 4) to prevent its offset during the deformation and was
loaded in one direction with a force, to reduce about 1 mm. After the load, internal damping courses were measured.
The shape of the test bar is that the plastic deformation occurs preferably in its shaft where the specimen is tapered.
4 Uhricik et al. / Transportation Research Procedia 00 (2019) 000–000
110 Milan Uhríčik et al. / Transportation Research Procedia 40 (2019) 107–112

Fig. 4. A device designed to perform the plastic

Fig. 3. An ultrasonic resonance device for internal damping measurement.
deformation on test bars.

4. Measurement of internal damping

The following figures (Fig. 5 and Fig. 6) show the temperature-dependent measurements of internal damping of
austenitic steels AISI 304 and AISI 316L in the initial state,
During the measurement, the test bars were heated to a final temperature of 400 °C with subsequent cooling to
room temperature. The further heating above 400 °C made no sense because all the processes were carried out within
the temperature range of 30-100 °C. After this interval, a sharp decrease of internal damping occurs and at 200 °C
internal damping values change very little. The highest internal damping value is achieved within the temperature
range of 80-100 °C, at the local maximum, where the deformation-induced martensite is probably transformed into
the austenite. Both materials reached a maximum damping within the temperature range of 80-100 °C. The highest
internal damping value was observed for the test bar from AISI 304. In the reversed damping process, during the
cooling, the similar peak did not appear, as at the beginning. The internal damping in the reverse direction either
reaches lower values or returns to the initial value.
Second measurement of internal damping indicating, that peaks no longer appear or they are smaller in comparison
to the first course of measurement. This fact is related to the fact that during the first measurement all the relaxation
processes, related to the mobility of dislocations, have occurred, as well as the release of internal energy.
 Milan Uhríčik et al. / Transportation Research Procedia 40 (2019) 107–112 111
Uhricik et al. / Transportation Research Procedia 00 (2019) 000–000 5

Fig. 5. Results of internal damping measurement of AISI 304 in the Fig. 6. Results of internal damping measurement of AISI 316L in the
initial state. initial state.

After measuring of the internal damping in the initial state, the test bars were subjected to plastic deformation,
making the bar length shorter than the original length. Measurements of the internal damping of the plastically
deformed samples again showed an increase of the damping value in a temperature range of 80-100 °C (Fig. 7 and
Fig. 8). It can be said that the increase of values is not so significant as compared to the starting state of steels, for
each plastically-deformed test bar. In any case, it can be assumed that the microplastic deformation (which causes
irreversible movement, increasing the density of dislocations in small volumes of the material and causing
consolidation) resulted in formation of the deformation martensite and this local maximum of internal damping is
related to transformation of the deformation martensite to austenite. Second measurement of internal damping again
indicating, that peaks no longer appear or they are much smaller in comparison to the first course of measurement.

Fig. 7. Results of internal damping measurement of AISI 304 after Fig. 8. Results of internal damping measurement of AISI 316L after
deformation. deformation.

Austenitic stainless steels are easily subjected to plastic deformation, especially the slip mechanism and the
accumulation of dislocations also occurs in the molding process. Multiple slipping systems have been activated during
the rolling. Austenite is not completely stable during the molding and partially is transformed into the deformation-
induced martensite, which in principle has a different lattice than the classical martensite produced after the hardening
and even may have a lower hardness. Deformation-induced martensite causes hardening of steel and the density of
dislocations is higher at the grain boundary than in its volume (Solomon et al. 2010; Hedström 2007).
112 Milan Uhríčik et al. / Transportation Research Procedia 40 (2019) 107–112
6 Uhricik et al. / Transportation Research Procedia 00 (2019) 000–000

5. Conclusions

The plastic deformation causes an increase of internal energy in austenitic steels. The amount of accumulated
internal energy depends on the amount of plastic deformation and the purity of the material.
By measuring the internal damping of austenitic steels dependence on temperature, in the initial state, the internal
damping peaks were noticed within the temperature range of 80-100 °C. Those internal damping peaks are related to
the deformation-induced martensite, which is produced by plastic deformation of austenite, probably during the
molding. During the heating, the deformation-induced martensite is converted back to the austenite. The highest
internal damping value was measured for austenitic steel AISI 304. This can be caused a higher ability to form a
deformation martensite. The second course of measurement of internal damping on the same test bars did not detect
the presence of a peak, so it can be assumed that all the relaxation processes took place during the first measurement.
Subsequently, the test bars were plastically deformed and then they were subjected to measurement of internal
damping. For each plastically deformed bar, the peak of internal damping again occurred within the temperature range
of 80-100 °C, but in this case it was no longer as significant as in the starting state. It is likely that the deformation
martensite did not develop intensely in the plastic deformation process. The increase of dislocation density occurs
with the size of the plastic deformation. But there is a difference, whether the plastic deformation takes place at slow
speeds, as in the case of cold deformation, or by a rapid load deformation. The formation of internal damping peaks
is thus caused by the transformation of the deformation-induced martensite back to austenite. In this case there was
the release of internal energy, which turned out to be the peak of internal damping. Talonen et al., 2004 observed a
local maximum of internal damping at about 130 °C. Santos et al. 2010 obtained the peak of the internal damping
within the temperature range of 100-150 °C, what they attributed to the presence of α´martensite.

Acknowledgements

This work has been supported by Scientific Grant Agency of Ministry of Slovak Republic and Slovak Academy of
Science, No. 1/0398/19.

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