• Journal of the Korea Academia-Industrial cooperation Society
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• v.15 no.1
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• pp.47-54
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• 2014

Endurance of ship hull can be estimated by existing regulations and fatigue estimation methods. These can be applied to the hull materials that are recommended by ship regulations but can't be applied to new materials. In this study, structural force in the worst sailing condition is obtained by the acceleration measurement test of small polyethylene boat and the endurance of small polyethylene hull is estimated by rainflow cycle counting method and linear cumulative damage rule. Maximum Von-Mises stress on the polyethylene boat is 1.8MPa and much lower than the fatigue strength of at least 5.9MPa for the fatigue life of $1{\times}10^9$ cycles. Fatigue life of the polyethylene boat hull is estimated to be 6,229 years.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.39 no.12
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• pp.1281-1286
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• 2015

Fatigue cracks can be generated in aircraft as a result of the cumulative time spent during flight operations, which can extend for long periods of time and cover a variety of missions. If a crack occurs in an aircraft's main spar, it can generate many problems, including a lift time reduction. To solve this problem, it was necessary to perform an analysis of fatigue crack growth in the fatigue critical locations. Much time and expense is involved in generating the stress needed for a crack propagation analysis over a long period of time to obtain the amount of data required for an actual aircraft. In this paper, an algorithm is developed that can calculate the spectrum of stress over a long period of time for a mission by the Southwest Research Institute, which is based on the short-time load factor data produced using the peak-valley cycle counting method.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.31 no.9
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• pp.26-31
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• 2003

Aging aircraft accumulates widespread fatigue damage commonly referred to as multiple site damage(MSO). For ductile material such as 2024-T3 aluminum, MSO may lower the service life below that which is predicted by conventional fracture mechanics. The present paper is concerned with the fatigue life extension by pre-indentation technique for thin 2024-T3 aluminum plate to decelerate the crack propagation rate in the panels with MSO. The panel with fastener holes can be simply modelled by Hole/Slot type Middle-Tension specimen. Results of fatigue testing show significantly improving failure cycles from 10 to 40 times. This retardation effect is decreased by increasing the loading level in the constant amplitude loading. In the sense of retardation mechanism, the crack propagation rate is gradually attenuated by entering the indentation mark and maintains at the lowest value for a long period after the edge of crack passes the center of indentation area.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.23 no.11 s.170
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• pp.1970-1981
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• 1999

The low-cycle fatigue behaviour of a SiC-particulate-reinforced Al-Si cast alloy with two different volume fractions has been investigated from a series of strain-control led fatigue tests with zero and nonzero tensile mean strains. The composites including the unreinforced matrix alloy, exhibited cyclic hardening behaviour, with more pronounced strain-hardening for the composites with a higher volume fraction of the SiC particles. For the tensile mean strain tests, the initial high tensile mean stress relaxed to zero for the ductile Al-Si alloy, resulting in no influence of the tensile mean strain on the fatigue life of the matrix alloy. However, tensile mean strain for the composite caused tensile mean stresses and reduced fatigue life. The pronounced effects of mean strain on the low-cycle fatigue life of the composite compared to the unreinforced matrix alloy were attributed to the initial large prestrain and non-relaxing high tensile mean stress in the composite with very limited ductility and Cyclic plasticity. Fatigue damage parameter using strain energy, density efficiently accounted for the mean stress effects. Predicted fatigue life using the damage parameter correlated fairly well with the experimental life within a factor of 3. Also, the fatigue damage parameter indicated the inferior life in the low-cycle regime and superior life in the high-cycle regime for the composite, compared to the unreinforced matrix alloy.

• Journal of Advanced Marine Engineering and Technology
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• v.40 no.7
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• pp.593-598
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• 2016

Static tests and low-cycle fatigue tests were conducted to analyze the characteristics of the bellows for LNG vessels according to the forming methods. The cycle life of bellows was tested based on the specified cyclic life, 80000 cycles, to analyze the difference in characteristics between pre-and post-test data by measuring the strain and stress of each convolution of formed bellows. The low-cycle fatigue test was conducted using a strain gauge that was attached to the convolution of bellows. Formed bellows were placed on the structural test device which was equipped with a hydraulic system and was capable of moving in the x-y direction. Data was measured and processed by a multi recorder. Through the static test and low-cycle fatigue tests results, the difference between the cycle life of bellows formed by mechanical methods and of those formed by hydraulic methods was investigated. Moreover, the cause of difference in cyclic life according to forming methods was performed.

• Composites Research
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• v.21 no.1
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• pp.40-45
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• 2008

Rubber hose assembly for automotive hydraulic brake during operation is subject to combined stresses of cyclic pressure, cyclic bending and torsion as well as thermal load. The rubber hose is composed of ethylene-propylene diene monomer(EPDM) rubber layers reinforced by polyvinyl acetate(PVA) braided fabrics. A durability tester with loading rigs for inducing the above cyclic stresses was used to investigate failure mechanisms in the rubber hose assembly. Failure examination was performed at every 100 thousands cycles of bending and torsion. Hose samples were sectioned with a diamond-wheel cutter and then polished. The polished surface was observed by optical microscope and scanning electron microscope (SEM). Some interfacial delamination with a length of about 1mm along the interface between EPDM rubber and PVA fabrics was shown at the test cycles of 400,000. The delamination induced some cracking into the outer rubber skin layer to leading the final rupture of the hose.

• Journal of the Korean Society for Nondestructive Testing
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• v.20 no.4
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• pp.269-275
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• 2000

It is well recognized that damage resulting from freeze-thaw cycles is a serious problem causing deterioration and degradation of concrete. In general, freeze-thaw cycles change the microstructure of the concrete ultimately leading to internal stresses and cracking. In this study, a new method for one-sided stress wave velocity measurement has been applied to evaluate freeze-thaw damage in concrete by monitoring the velocity change of longitudinal and surface waves. The freeze-thaw damage was induced in a $400{\times}350{\times}100mm$ concrete specimen in accordance with ASTM C666 using s commercial testing apparatus. A cycle consisted of a variation of the temperature from -14 to 4 degrees Celsius. A cycle takes 4-5 hours with approximately equal times devoted to freezing-thawing. Measurement of longitudinal and surface wave velocities based on one-sided stress wave velocity measurement technique was made every 5 freeze-thaw cycle. The variation of longitudinal and surface wave velocities due to increasing freeze-thaw damage is demonstrated and compared to determine which one is more effective to monitor freeze-thaw cyclic damage progress. The variation in longitudinal wave velocity measured by one-sided technique is also compared with that measured by the conventional through transmission technique.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.28 no.12
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• pp.1856-1863
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• 2004

In the last 50 years, lead-contained solder materials have been the most popular interconnect materials used in the electronics industry. Recently, lead-free solders are about to replace lead-contained solders for preventing environmental pollutions. However, the reliability of lead-free solders is not yet satisfactory. Several researchers reported that lead-contained solders have a good fatigue property. The others published that the lead-free solders have a longer thermal fatigue life. In this paper, the reason for the contradictory results published on the estimation of fatigue life of lead-free solder is investigated. In the present study, fatigue behavior of 63Sn37Pb, and two types of lead-free solder joints were compared using pseudo-power cycling testing method, which provides more realistic load cycling than chamber cycling method does. Pseudo-power cycling test was performed in various temperature ranges to evaluating the shear strain effect. A nonlinear finite element model was used to simulate the thermally induced visco-plastic deformation of solder ball joint in BGA packages. It was found that lead-free solder joints have a good fatigue property in the small temperature range condition. That condition induce small strain amplitude. However in the large temperature range condition, lead-contained solder joints have a longer fatigue life.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2004.10a
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• pp.166-169
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• 2004

A fatigue test was used to evaluate the fatigue life of an actual structure. The loaded state and the constraint condition of an actual structure must be same as the specimen in order to apply the test results to an actual structure by the specimen. The loaded state and constraint conditions can't be same as the specimen in the actual structure which is complicated. In order to reduce these differences, an actual structure test with a lot of frequencies is need to get a fatigue life curve. Therefore, ten sets of accelerated test units which attached unbalanced mass were composed in this study. Acceleration history about the vibration of an actual structure was acquired. Rainflow counting was used on acceleration history, and the life curve return formula was assumed. The return formula that damage satisfied `1' was acquired in a feedback process by the Miner's rule, which was the linear cumulative damage theory. A conservative fatigue life curve was determined with a return formula to have been presumed by each set. The fatigue life of regular rpm condition was calculated by these conservative fatigue life curves.

• Journal of Welding and Joining
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• v.8 no.2
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• pp.40-52
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• 1990

Fatigue behavior of the AH, DH and EH grade TMCP(Thermo-Mechanical Control Process) steels was studied. High cycle and low cycle fatigue tests were carried out for the weldment and base metal of each steel. The results showed that the fatigue limit at 2 * $10^6$ cycles was 33 to 37 kg/$mm^2$ for the base metal and 30 to 34 kg/$mm^2$ for the weldment. The ratio of fatigue limit to tensile strength for TMCP steels was 0.65 to 0.71, which was a value close to the upper limit for the ordinary steels. It was also found that the high cycle fatigue behavior of TMCP steels could be affected by the microstructures of base metal. It will be necessary to have fine structure for TMCP steels to increase the fatigue resistance. In low cycle fatigue test, the fatigue lifetime of AH and DH steels accorded well with the ASME best fit curve, while that of EH steel was considerably lower than the fatigue lifetime of the other steels. Fatigue resistance of the weldment made by high heat input(180kJ/cm) welding was not lower than that made by low heat input(80kJ/cm) welding in case of high cycle fatigue, but the high heat input welding decreased the fatigue resistance in case of low cycle fatigue.