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Moment-rotation behaviour of top-seat with double web angle connection

produced from austenitic stainless steel

Conference Paper · July 2018

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 Eighth International Conference on
THIN-WALLED STRUCTURES  ICTWS 2018
Lisbon, Portugal, July 24-27, 2018

MOMENT-ROTATION BEHAVIOUR OF TOP-SEAT WITH DOUBLE

WEB ANGLE CONNECTION PRODUCED FROM AUSTENITIC
STAINLESS STEEL

Mohammad J. Hasan*, Safat Al-Deen* and Mahmud Ashraf**

* School of Engineering and IT, The University of New South Wales, Canberra, ACT 2610, Australia
e-mails: Mohammad.Hasan@student.adfa.edu.au, S.Al-Deen@adfa.edu.au
** School of Engineering, Deakin University, Waurn Ponds Campus, Geelong, VIC 3216, Australia
e-mail: Mahmud.Ashraf@deakin.edu.au

Keywords: Moment-rotation behaviour; Austenitic stainless steel; Semi-rigid connection; Top-seat

with double web angle connection.

Abstract. Beam-column connections are regarded as one of the critical structural elements in bare
metallic frame construction as the overall performance of a structure is highly influenced by the
connection behaviour. This paper presents an experimental investigation on the moment-rotation
behaviour of a top-seat with double web angle (DWA) connection produced from austenitic stainless
steel. Comprehensive understanding of deformation patterns of individual connection elements is an
essential part for assessing overall stiffness, strength and rotational capacity of a connection. This
paper presents a comprehensive investigation on the elasto-plastic deformation behaviour of various
parts of the considered top-seat with DWA bolted connection for appropriate understanding of the
connection behaviour. Significant strain hardening, as characterised by stainless steel, was observed
throughout, especially the top angle experienced significant deformations. Developed 3D finite element
(FE) model was able to replicate the deformation patterns observed in experimentation, and hence can
be used for further parametric analysis.

1 INTRODUCTION
Steel connections are often considered as either fully pinned or rigid in the traditional design
process; this simplification can produce significantly inaccurate prediction of frame behaviour.
An overprediction of connection rigidity could result in underestimating the lateral sway, storey
drift, and the probability of failure, whilst underestimating the joint capacity may lead to
erroneous design actions for beams and columns [1]. Beam-to-column connections, which are
fastened through bolts or rivets using top-seat angles in web and/or flange plates, show
nonlinear behaviour and lies somewhere between fully rigid and perfectly pinned conditions;
these connections are usually categorised as semi-rigid or partially restrained connections. Full-
scale experiments are generally necessary to describe the actual behaviour of these connections.
Over the past few decades, stainless steel has received increasing attention in the
construction industry due to its pleasing appearance, corrosion resistance, low maintenance
cost, higher recyclability, higher ductility, better performance in fire [2-5]. Reported test results
on various grades of austenitic stainless steel showed significantly higher strain hardening than
carbon steel [6]. Significant progress has recently been reported in devising rational design
rules for structural stainless steel. A strain-based design technique, the continuous strength
method (CSM) has been proposed, and is gradually being developed as a practical design tool
to account for the beneficial properties of stainless steel [7-11]. A number of design codes for
stainless steel are currently available including the American code [12], the Australia/ New
Zealand code [13] and the European code [14].
 Mohammad J. Hasan et al.

Appropriate understanding of the connection behaviour is mandatory to exploit all special

features of stainless steel in practical applications. A number of researchers have recently
investigated the behaviour of stainless steel bolted connections. Bouchair et al. [15, 16]
conducted experimental and numerical investigation for cover plate connections for austenitic
grade of stainless steel. Bearing strength behaviour and design of austenitic and duplex
stainless steels under in-plane tension was investigated by Kiymaz [17]. Parametric studies on
various geometric features were investigated to observe the effect of curling (out-of-plane
deformation) on bolted connections by Kim et al. [18-20] . Salih et al. [21-23] reported the
influence of various connection parameters, where net section and bearing failure mode of
connections were studied both experimentally and numerically. Salih et al. [24] also performed
parametric studies on stainless steel angle and gusset plate bolted connections. Experimental
investigation on the structural behaviour of cold formed stainless steel bolted connections, at
room temperature as well as at elevated temperature was conducted by Cai and Young [25, 26].
Analysis and design of a bare stainless steel building frames require a clear understanding
of the moment-rotation (M-φ) behaviour of beam-to-column connections. Considerable
numbers of studies are available on carbon steel to predict the M-φ behaviour of top-seat with
DWA bolted connections. Azizinamini et al. [27-29] reported experimental studies under
monotonic and cyclic loadings, which were extensively used in devising analytical models for
carbon steel connections. Numerical modelling techniques, especially the finite element
method (FEM), were widely used to investigate the behaviour of top-seat DWA connections
[30-32]. Three-parameter power model proposed by Kishi and Chen [33, 34] is a simple and
useful analytical model, which has been widely used in the relevant field. Chen and Kishi [35]
also developed a very useful data bank for semi-rigid connections based on experimental
evidences and also developed a computer program to predict the M-φ behaviour of
connections.
It is worth noting that beam-column connections, which are widely used in building frames,
has not yet received much attention for stainless-steel alloys. Since the stress-strain behaviour
of stainless steel is fundamentally different from that of carbon steel [36, 37], in-depth
experimental evidence for stainless seel connections produced from stainless steel is very
important to understand the overall behaviour of a structure. Such experimental evidence must
include all necessary details regarding deformation of various parts of connection specimen
throughout the loading regime. Since this type of connection involve significant number of
geometrical parameters, it is not feasible to conduct all variations through experimental
investigation. Hence, once validated with a real scale experimental test, an efficient FE model
could be able to generate wide variation of connection results that calculate the connection
design parameters. Moreover, analytical modelling provides efficient tools for designing
connection components in a simplified manner. Analytical modelling requires appropriate
understanding regarding deformation mechanism, such as - the distribution of stress, location
and formation of plastic hinges in various connecting angles and failure mode of connection so
that appropriate assumptions can be made to estimate connection capacity as reported in earlier
research [33, 38-40]. The aim of the present study was to conduct an experimental
investigation on top-seat DWA connection produced from austenitic grade of stainless steel so
that all necessary details regarding deformation patterns of various connecting elements are
clearly understood. An FE model was developed to capture all observed deformation
characteristics of the connections and to replicate the M-φ behaviour of the connection so that
the developed modelling technique can be readily used for further parametric analysis.

2
 Mohammad J. Hasan et al.

2 EXPERIMENTAL PROGRAM

2.1 Test specimens

In this study, a comprehensive experimentation was conducted to thoroughly investigate the
performance of a top-seat with DWA bolted connection produced from austenitic stainless-
steel.

(a) Elements of connection with detail dimensions

(b) Spacing of bolts in connection – plan and elevation

Figure 1: Geometric details of top-seat with DWA connection (all dimensions are in mm).

3
 Mohammad J. Hasan et al.

This type of connection is composed of four angles, which are used to connect a beam to a column
using bolts as fasteners. Figure 1(a) shows the geometric details of the connection considered in the
current study consisting of a 600 mm long stub column embedded to the ground and a 1200 mm long
beam connected to that column. Top-seat angles were used to connect beam flanges to the column
flange, whereas web angles were used to connect the beam web to the column flange. Metric standard
M20 austenitic grade bolt complied with nut and washer were used as fasteners. Bolt preload of 280N-
m was applied following the manufacturer guidelines for M20 bolts by using a torque wrench prior to
the commencement of actual testing. Figure 1(b) shows all required geometric details of the connection
type used in the current study.

2.2 Material properties

Grade 316L austenitic stainless steel (equivalent to EN 1.4301) plates were used to fabricate
the I sections used as beam and column. For the top-seat angle of 150 × 100 × 12 mm cross-
section of Grade 316L was press-braked from a steel plate as the required shape was not readily
available. 100 × 100 × 10 mm hot rolled section with an inner fillet radius of 12 mm was used
as web angles. The measured modulus of elasticity (E), yield stress (fy), tensile strength (fu),
yield strain (εy), and elongation at fracture (εpl,f) are presented in Table 1 for each type of
connection elements, where t denotes the thickness of coupons cut from within sections, and d
is the reduced diameter of the coupon obtained from machining of bolt material according to
EN ISO 6892-1 [40].

Table 1: Material properties of various parts of connection.

Connection t or da E fy fu εy εpl,f
Elements (mm) (MPa) (MPa) (MPa) (με) (%)
Beam, Column 5.76 199505 335 586 3681 57.50
Top-seat angle 5.75 201338 326 602 3620 54.29
Web angle 4.63 191535 278 566 3432 59.62
Bolt 4.9a 195380 470 639 4406 10.37
2.3 Test setup and instrumentation
The testing of the connection specimens was carried out in the Structures Laboratory at
UNSW Canberra, Australia. The schematic of the test setup is shown in Figure 2, where a
monotonic load was applied to the free end of the beam to observe connection behaviour.

Figure 2: Test setup front view.

4
 Mohammad J. Hasan et al.

Top-seat with DWA beam-column connection was placed between two bearing plates to
restrain the column. The connection and the bearing plates were tightened by eight-rectangular
hollow section (RHS) of 150×100×10mm. RHS was fastened by two layers of long-threaded
bar of 24 mm diameter and 700 mm apart from each other. Six numbers of long bolt of similar
diameter were used to fix to the rigid floor. Necessary nuts and eight small bearing plates of
150×100×10mm were used to restrain the frame in the lateral direction. To apply a uniform
pressure on the beam end, loading fixture was used that include pin placed parallel to the beam
flange as illustrated in Figure 2.

2.4 Data acquisition and management

A total of 15 LVDTs were used to capture the detailed deformation behaviour of connection
elements. Figure 3 shows the orientation of all the LVDTs used in the current study.

(a) Elevation showing LVDT positions

(b) Plan view of the orientation used for LVDTs in the considered connection system
Figure 3: LVDT installation for data acquisition (all dimensions are in mm).

5
 Mohammad J. Hasan et al.

2.5 Loading protocol

Loading was applied by using a ±250kN Instron machine equipped with a special fixture
mounted close to the free end of the beam at a distance of 1.125 m from the connection face.
This fixture facilitated transfer of lateral movement of the hydraulic ram to the beam while
allowing the beam end to rotate as a result of the deformation in the connection assembly.
Testing was carried out using hydraulic actuator at a loading rate of 1 mm/min for the first
15 mm of beam end displacement and 3mm/min for beyond 15 mm up to 50 mm, and then 8
mm/min until the test was stopped. All LVDTs were connected to the data logger to capture
load-deformation response of all connecting elements during the full loading regime.

3 EXPERIMENTAL RESULTS
Deformed image captured after the test conducted on top-seat with DWA austenitic stainless
steel connection is shown in Figure 4. Connection rotated with respect to the seat angle, and
significant plastic deformation was observed due to the flattening of top angle. Web angles also
deformed plastically followed by significant yielding occurring at right side gradually
decreased to the left side as shown in Figure 4. Detailed observations of the deformation
mechanism of various parts are presented in the following sub-sections.

Figure 4: Deformation of top-seat double web connection after the test.

3.1 Deformation characteristics observed at the top angle
Deformation of the top angle was measured at six different locations as can be seen in Figure
5(a), and measured deformations are plotted in Figure 5(b). Gradual increase of the load caused
obvious deformations leading to local yielding, which was followed by eventual plastic hinge
formation at beam-column junction. Another hinge line was formed at the transverse direction
of the angle in bolt line attached to the column. At ultimate condition, a total of 35 mm vertical
displacement and 7 mm horizontal movement were recorded for the tested connection at this
junction point. Although column bolt showed sufficient clamping action at initial rotation level,
at least 7 mm of upward movement of the angle was recorded at the ultimate condition along
column-angle bolt line due to the combined effect of tension and bending of the bolt. Edge of
the angle beyond the column bolt line, remained attach to the column as shown in Figure 5(c).

6
 Mohammad J. Hasan et al.

(a) Deformation point of interest (b) Column vs Beam side deformation (c) Deformed angle at test
Figure 5: Deformation of top angle.
3.2 Deformation characteristics of the seat angle
The connection rotated at the critical section of the seat angle, which lies at the leg adjacent
to the compression beam flange and just above the junction of angle to the beam. Very little
movement was observed for the angle leg attached to the column as shown in Figure 6(a-c).
However, angle leg attached to the beam flange moved gradually in loading direction, and a
total of 14 mm end displacement was recorded at the seat angle at the ultimate condition with
a 3 mm downward movement.

(a) Deformation point of interest (b) Column vs Beam side deformation (c) Deformed angle at test condition
Figure 6: Deformation of seat angle.
3.3 Deformation patterns of web angles
Deformations in web angles were measured at the leg connected with the beam web. Figure
7(a-c) shows different locations where deformations were measured as part of the current study.
Bottom row for measurement was at 20 mm from the bottom surface attached to the column
and the top row was just 4 mm off the tip of the angle. Since the connection rotated at the

7
 Mohammad J. Hasan et al.

critical section of the seat angle, a plastic hinge was formed due to the bending of the web angle
along the bolt line of the column as shown in Figure 7(d-e). Angle section above the right bolt
line moved significantly than other parts due to the bearing pressure onto the bolt hole, and
consequently the bolt hole was turned into an oval shape which was visible at the top portion
of web angle. At ultimate condition, 30 mm vertical displacement and 6 mm lateral movement
towards the loading direction was measured in this part of the web angle. Comparatively less
movement was observed above the left bolt.. However, no visible section enlargement was
observed in web angle above the middle and left bolts.

(a) Deformation point of interest in web angle (b) Web angle before commencing test

(c) Beam vs column leg deformation

(d) Deformation of web angle front view (e) Deformation observed in isometric view
Figure 7: Deformation of web angle.

8
 Mohammad J. Hasan et al.

4 NUMERICAL ANALYSIS OF THE CONNECTION BEHAVIOUR

4.1 Finite element modelling technique

Commercial FE software ABAQUS/CAE [41] was used to simulate the structural
response of top-seat DWA bolted connection tested in the current study. The column, the beam,
and other connection components were modelled as three-dimensional (3D) objects in the
numerical simulation with the same geometry as used in the experiment and as described in
Section 2.1. Simplified hex bolt was constructed as shown in Figure 8(a), to overcome the
problem associated with interaction and meshing which causes large distortion and requires
significant computational time in nonlinear FE analysis.
Surface-to-surface contact algorithm for general contact formulation was adopted to define
contact surfaces in ABAQUS. A total of 52 interaction pair surfaces were created with master
and slave surfaces as required. During analysis, the finite sliding option was considered
between the contact surfaces. In addition, “slip critical - Class A” faying surfaces were assumed
for bolts, and hence friction coefficient of the contacting surfaces was taken as 0.3 [42].

(a) Simplified bolt modelling in FE (b) FE modelling showing boundary conditions and meshing
Figure 8: FE modelling techniques.
All web plane nodes were restrained against out-of-plane displacement (movement in x-
direction), as shown in Figure 8(b), to prevent the structure from restraining the beam against
lateral-torsional buckling. Beam sections used in connection models were compact, which
eliminated the possibility of any instability due to local buckling.
Developed connection models were analysed in two loading steps. In the first step, bolt
pretension was applied to a pre-defined section of bolt shank. In the current study, bolt
pretension force was applied as 70% of minimum tensile strength as suggested by RCSC [43].
In the second step, displacements were gradually increased up to 150 mm, at a distance of 1125
mm from column surface as shown in Figure 8(b). The value of the beam end displacement
provided a rotation just over 120mrad in FE so that it can capture the real scenario as obtained
from the experiment.
The element type used for meshing the parts was C3D8I, which is an eight-node brick
element with incompatible modes. Detailed discussion regarding element selection and mesh

9
 Mohammad J. Hasan et al.

convergence study was reported elsewhere [44, 45]. C3D8I elements were deemed suitable for
representing the behaviour of bending dominated top-seat DWA bolted connections. C3D8I
elements have also been recommended by other researchers [30, 46-48] for simulating
structures that are primarily dominated by bending and contact phenomena.

4.2 Comparison of moment-rotation (M-φ) behaviour of connection

Figure 9 shows the comparison between the experimental and the numerically obtained M-
φ curve for the type of connection used in the current study.

Figure 9: Comparison of M-φ behaviour

The developed FE model accurately predicted the initial stiffness of the top-seat DWA
connection although minor variation was observed at the initiation of nonlinearity. This may
be due to the generalised assumption for the level of friction between various interacting parts
in FE simulation. However, in actual test practice, metal surface conditions and their interaction
with other parts may vary considerably. Another reason could be the discrepancies of
conversion factor between experimental bolt tightening and bolt pretension applied in FE
modelling. Since the moment-rotation curves gradually progressed with no specific ultimate
resistance, moment capacities for the connections were compared at 0.02rad as suggested by
AISC (360-10)[42]. Comparisons clearly showed that the developed FEM is capable of
simulating the M-φ behaviour of top-seat DWA connection produced from austenitic stainless
steel.

4.3 Comparison of load-displacement curves

Deformation of connection obtained from experimental results revealed that significant
deformation was recorded at the top angle beam-column junctions and at the tip of web angle
where ovalization occurred. Load-displacement curves at these two critical locations were
compared with those obtained from the developed FE models are shown in Figure 10(a-b).
Load-displacement curves of three bolts attached to beam web along the loading direction were
also compared as illustrated in Figure 10(c). Comparisons clearly showed very good agreement
between experimental and numerical behaviour.

10
 Mohammad J. Hasan et al.

(a) Displacement of top angle junction (b) Displacement in web angle in tension zone

180

150

120
Load (kN)

90
Compression Side Bolt TEST

60 Middle Bolt TEST

Tension Side Bolt Test
Compression Side Bolt FE
30 Middle Bolt TEST
Tension Side Bolt FE
0
0 5 10 15 20 25 30
Displacement (mm)
(c) Bolt displacement in web angle in tension zone
Figure 10: Comparison of load vs displacement curves.

4.4 Deformation patterns and stress distribution of connection observed in FEA

Overall deformation of the top-seat DWA connection considered in the current study is
presented in Figure 11(a-b). FE follows the basic deformation pattern of connection by forming
the center of rotation at the seat angle, showed significant bending of top angle and
demonstrated gradual change in deformation of web angles due to increasing load applied at
the beam free end. Deformation patterns observed in each of these elements are discussed in
the following sub-sections.

11
 Mohammad J. Hasan et al.

(a) Deformation of connection just after test

(b) Deformation of connection attained from FE at the end

Figure 11: Comparison of connection deformation.
4.4.1 Deformation features of top angle
Deformation of top angle as illustrated in Figure 12(a-b) shows that the FE model is able to
capture the changes in top angle due to the applied load in the connected beam. The top angle
provides the resistance to the connection by significant yielding of the top angle. Plastic hinge
line was developed in the junction of the beam-column leg of top angle and another hinge line
was found to the vicinity of bolt hole attached to the column as shown in Figure 12(c).
However, distribution of stress in bolt lines of the beam to the end of top angle was gradually
decreased.

12
 Mohammad J. Hasan et al.

(a) Deformation at test condition (b) Deformation observed in FE

(c) Von Mises stress distribution

Figure 12: Top angle deformation and distribution of Von Mises stress.
4.4.2 Deformation observed in seat angle
Figure 13(a-b) illustrates that the centre of rotation of the connection was located at the seat
angle. Connection rotates by the formation of plastic hinge line that were observed in the beam
leg of seat angle. However, distribution of Von Mises stress as shown in Figure 13(c), reveal
that developed stresses in various parts of the seat angle were lower than those observed in the
top angle.

13
 Mohammad J. Hasan et al.

(a) Deformation at test condition (b) Deformation observed in FE

(c) Von Mises stress distribution

Figure 13: Deformation and stress distribution in seat angle.
4.4.3 Deformation and stress propagation observed in top angle bolts intersection
The bolts connecting the top angle and with beam and column yielded first and severe
deformations were observed in those elements. Top angle column bolts were the highest
yielded part and their section was reduced significantly than other parts due to combined
bending and tension as shown in Figure 14.

Figure 14: Deformation of top angle-column bolts as observed in test condition (left) and FE (right).

14
 Mohammad J. Hasan et al.

Figure 15 illustrates the deformation phenomena of the intersection of top angle beam-
column at the middle of bolts under various rotation cycles. It was observed that the heel of top
angle was attach when φ = 0mrad and tend to apart from the surface of column flange at φ =
30mrad, and then top angle was gradually deformed with an increase of connection rotation.
At φ = 50mrad, the area from edge of bolt hole through angle’s heel was completely apart from
the surface of column flange due to the prying action of angle. Then the initiation of bolt
yielding was occurred which gradually increased by the successive yielding in the same region
until 120mrad.

Figure 15: Von Mises stress distribution in top angle-bolt section in various rotation cycles.

5 CONCLUSIONS
This paper presents a study investigating the behaviour of top-seat with DWA connection
produced from austenitic stainless steel. As part of the study, a full-scale experiment was
conducted, and its results were used to validate the developed numerical model. The results
obtained from the experiment show that the connection can resist considerable moment at large
rotation which caused significant plastic deformations in deferent parts of the connection.
During the experiment, the top angle and the bolts connecting the top angle and the column
deformed considerably. The web angles also deformed plastically, and the bolt holes were
elongated. Additionally, the seat angle also deformed plastically. The developed numerical
models can reproduce the deformation behaviour exhibited by the connection components. It
also provided additional insights into the resistance mechanism under large deformations as
well as regarding yielding initiation and propagation until end of the test. This numerical model
will help to develop an analytical model that can be used as a guideline for the connection
design produced from stainless steel alloys.

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