• 대한기계학회논문집
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• 제16권8호
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• pp.1536-1544
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• 1992

본 연구에서는 축하중 부하의 경우 위에서 언급한 표면균열의 진전특성에 대 한 저자들의 연구결과를 이용하면 비교적 간단하게 표면 균열의 진전거동을 예측할 수 있으리라 기대되어 균열진전거동 예측 방법을 제시하고 이 방법의 타당성을 검토하였 다.

• 한국정밀공학회지
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• 제16권6호
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• pp.100-107
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• 1999

This paper describes a probabilistic remaining life assessment program for the creep crack growth. The probabilistic life assessment program is developed to increase the reliability of life assessment. The probabilistic life assessment involves some uncertainties, such as, initial crack size, material properties, and loading condition, and a triangle distribution function is used for random variable generation. The resulting information provides the engineer with an assessment of the probability of structural failure as a function of operating time given the uncertainties in the input data. This study forms basis of the probabilistic life assessment technique and will be extended to other damage mechanisms.

• 대한조선학회논문집
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• 제45권6호
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• pp.679-687
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• 2008

The fatigue life of ship structure under cyclic loading condition is made up of crack initiation and propagation stages. For a welding member in ship structure, the fatigue crack propagation life is more important than the fatigue crack initiation life. To calculate precisely the fatigue crack propagation life at the critical welding location, the knowledge of the residual stress sensitivity on the fatigue strength is necessary. In this study, thermo elastic-plastic analysis was conducted in order to examine the effect of residual stress on the fatigue crack propagation life. Also the fatigue crack propagation lives considering residual stress were calculated using fatigue crack growth code, AFGROW, on the basis of fracture mechanics. AFGROW is widely used for fatigue crack growth predictions under constant and variable amplitude loading. The reliability of AFGROW on the fatigue of ship structure was confirmed by the comparison of the estimated results with the fatigue propagation test results.

• 한국안전학회지
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• 제16권3호
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• pp.26-30
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• 2001

Creep crack growth lift of high temperature pressure equipments was assessed for various crack locations and for various material properties. Surface cracks at the inner and outer surface of the vessel in the axial and circumferential directions were considered. The crack was located in the weld metal, in the parent metal or at the weld interface. Results shored that the crack at the weld interface was the most dangerous one. The crack located outside is weaker than that located inside. Safety factors of the case in which improper material properties were used the to unavailability of the correct material properties were discussed.

• 한국자동차공학회논문집
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• 제10권1호
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• pp.187-194
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• 2002

It has been reported that cracks in mechanical joints is generally under mixed-mode and there is critical inclined angle at which mode I stress intensity factor becomes maximum. The crack propagates in arbitrary direction and thus the prediction of crack growth path is needed to provide against crack propagation or examine safety. In order to evaluate the fatigue life of cracks in mechanical joints, horizontal crack normal to the applied load and located on minimum cross section is major concern but critical inclined crack must also be considered. In this paper mixed-mode fatigue crack growth test is performed far horizontal crack and critical inclined crack in mechanical joints. Fatigue crack growth path is predicted by maximum tangential stress criterion using stress intensity factor obtained from weight function method, and fatigue crack growth rates of horizontal and inclined crack are compared.

• 한국산학기술학회논문지
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• 제7권6호
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• pp.1012-1020
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• 2006

철도차량의 차륜에서 발생하는 크랙은 표면으로부터 개시하는 표면크랙, 내부에서 개시하는 내부크랙으로 나눌 수 있고, 이들 크랙은 철도의 안전운행에 위험요소가 된다. 그러므로 이들 크랙의 성장수명 판단은 매우 중요하다. 본 연구에서는 철도차륜의 표면크랙 및 내부크랙의 응력분포상태, 변위 및 성장수명을 연구하였다. 특히 내부 및 표면크랙에 대해 유한요소해석을 실시하여 크랙선단의 응력상태, 변위, 응력확대계수를 찾아내었고, 이를 바탕으로 Paris 공식을 사용하여 성장수명을 예측하였다.

• Nuclear Engineering and Technology
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• 제52권12호
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• pp.2949-2957
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• 2020

Fatigue crack growth model has been developed for dissimilar metal weld joints of a piping component under cyclic loading, where in the crack is located at the center of the weld in the circumferential direction. The fracture parameter, Stress Intensity Factor (SIF) has been computed by using principle of superposition as K_H + K_M. K_H is evaluated by assuming that, the complete specimen is made of the material containing the notch location. In second stage, the stress field ahead of the crack tip, accounting for the strength mismatch, the applied load and geometry has been characterized to evaluate SIF (K_M). For each incremental crack depth, stress field ahead of the crack tip has been quantified by using J-integral (elastic), mismatch ratio, plastic interaction factor and stress parallel to the crack surface. The associated constants for evaluation of K_M have been computed by using the quantified stress field with respect to the distance from the crack tip. Net SIF (K_H + K_M) computed, has been used for the crack growth analysis and remaining life prediction by Paris crack growth model. To validate the model, SIF and remaining life has been predicted for a pipe made up of (i) SA312 Type 304LN austenitic stainless steel and SA508 Gr. 3 Cl. 1. Low alloy carbon steel (ii) welded SA312 Type 304LN austenitic stainless-steel pipe. From the studies, it is observed that the model could predict the remaining life of DMWJ piping components with a maximum difference of 15% compared to experimental observations.

• 대한조선학회논문집
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• 제45권6호
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• pp.669-678
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• 2008

The fatigue life of ship structure under cyclic loading condition is made up of initiation and propagation stages. In this study, crack growth test is carried out on large scale structure test specimens and fracture mechanical analysis is performed. The fatigue lives measured from fatigue tests are compared with DNV, Matsuoka and BS 5400 S-N curve. And to predict the crack initiation life, S-N curve, corresponding to crack length 20mm at welded joint, is developed based on hot spot stress range. Also crack propagation life is calculated using crack growth equation. Consequently, computed crack propagation life is compared with experiment results.

• 한국해양공학회지
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• 제17권2호
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• pp.54-59
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• 2003

The characteristics of the parameters for the probability distribution of fatigue crack growth life, using the non-Gaussian random process simulation method is investigated. In this paper, the material resistance to fatigue crack growth is treated as a spatial random process, which varies randomly on the crack surface. Using the previous experimental data, the crack length equals the number of cycle curves that are simulated. The results are obtained for constant stress intensity factor range conditions with stress ratios of R=0.2, three specimen thickness of 6, 12 and 18mm, and the four stress intensity level. The probability distribution function of fatigue crack growth life seems to follow the 3-parameter Wiubull,, showing a slight dependence on specimen thickness and stress intensity level. The shape parameter, $\alpha$, does not show the dependency of thickness and stress intensity level, but the scale parameter, $\beta$, and location parameter, ${\gamma}$, are decreased by increasing the specimen thickness and stress intensity level. The slope for the stress intensity level is larger than the specimen thickness.

• 한국정밀공학회:학술대회논문집
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• 한국정밀공학회 1997년도 춘계학술대회 논문집
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• pp.521-527
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• 1997

Irregular shapes and growth behavior of surface micro-crack showed very complex and nonlinear propeties and many investigators have performed theoretical analysesand experiments on them to characterize fatigue strength. They had difficulties in estimating fatigue life due to random distribution, growth and coalescence of surface micro-cracks. The straightness of crack growth along intergranular and transgranular was prevented from irregular microstructure and precipitates. Euclid geometry can't quantify shape of surface micro-crack but ftractal geometry can. Therefore, it is suggested that average fractal dimension of surface micro-cracks is able to estimate fatigue life but fractal dimension of maximum surface micro-crack is not in Al 2024-T3 alloy.