• Tribology and Lubricants
• /
• 제5권2호
• /
• pp.60-67
• /
• 1989

For the life prediction and fatigue failure prevention of the constant velocity joint, the maximum equivalent stress and its location in depth from the contact area are essential. These values give the fundamental information to determine the depth of the surface hardening treatment at the contact area. Contact stresses are evaluated at the surface and subsurface of the ball groove of the Weiss type constant velocity joint. The maximum contact pressure and the maximum equivalent stress are obtained. The effects of various parameters such as the radius of ball groove, friction coefficient, and residual stress are studied. The maximum equivalent stress and the maximum contact pressure increase as the radius of the ball grove increases. The location of the maximum equivalent stress moves toward surface as the friction coefficient increases. It was also found that the maximum equivalent stress becomes minimum when the compressire residual stress is about 0.16 times of the maximum contact pressure.

• 한국생산제조학회지
• /
• 제20권3호
• /
• pp.280-283
• /
• 2011

This study investigates the durability of car body and the safety of passenger inside car body in the case of the impact contact at passenger and car body. In case of front impact contact, maximum von Mises equivalent stress and principal stress become 3240.7MPa and 1634MPa respectively at the rear part of car body and the neck of dummy. And maximum total deformation occurred with 14.145mm at the hand of dummy. In case of side impact contact, maximum von Mises equivalent stress and principal stress become 7687.9MPa and 1690.7MPa respectively at the front part of car body and the lap of dummy. And maximum total deformation occurred with 16.414 mm at the foot of dummy. In case of rear impact contact, maximum von Mises equivalent stress and principal stress become 2366.6MPa and 1447MPa respectively at the front part of car body and the neck of dummy. And maximum total deformation occurred with 7.548mm at the rear part of car body. As the maximum von-Mises stress at side impact is shown with more than 700MPa as over two times at front or rear impact the danger of car body is increased. The great possibility of damage is shown at neck and hand of dummy with more than total displacement of 10mm.

• 한국가스학회지
• /
• 제16권5호
• /
• pp.52-57
• /
• 2012

본 연구에서는 유한요소해석법을 사용하여 다접오링의 밀봉특성에 관련된 변형률, 응력, 접촉법선응력을 해석하였다. 밀봉특성에 관한 FEM 해석결과에 의하면, 다접오링에 작용하는 최대 변형률, 최대압축응력, 최대접촉 법선응력은 기존의 오링에 비해 약 1.7배나 더 높게 나타났다. 이것은 다접오링의 절단면에 U홈을 형성하였기 때문이고, 다접오링은 고압가스 용기, 밸브, 가스기기의 밀봉을 유지하는데 매우 유용할 것으로 판단된다. 그리고, 다접오링에서 가스압력을 높여도 압출파손 현상이 발생되지 않았는데, 이것은 U홈이 있기 때문인 것으로 판단된다. 따라서, 다접오링은 기존의 오링에 비해 밀봉수명을 길게 연장시킬 수 있다.

• 한국기계가공학회지
• /
• 제9권4호
• /
• pp.59-65
• /
• 2010

This paper presents the study on the contact stress analysis of a pair of mating spur gears during rotation. Contact stress analysis is performed between two spur gear teeth at different contact positions during rotation. An example is presented to investigate the variation of contact stress on a pair of mating gears with contact positions. The variation of contact stress during rotation is compared with the contact stress at lowest point of single tooth contact(LPSTC) and AGMA Equation for contact stress. The results show that contact stress varies along the contact position and gets maximum values in the beginning and end of the contact. In this study, the gear design considering the contact stress on a pair of mating gears is more severe than that of AGMA standard.

• Tribology and Lubricants
• /
• 제19권6호
• /
• pp.357-364
• /
• 2003

The sub­surface stress field beneath the gear's contact surface caused by the contact pressure in lubricated condition has been calculated. To evaluate the influence of the clearance shape on the stress field, two kinds of tooth profile models were chosen. One is the conventional cylinder contact model and the other is the new numerical model. Love's rectangular patch solution was used to obtain the sub­surface stress field. The analysis results show that the sub­surface stress is quite dependent on both the contact pressure and the profile model. The maximum effective stress of the new model is lower than that of the old model. The depth where the maximum effective stress occurs in the new model is not proportional to the intensity of the external load.

• 한국기계가공학회지
• /
• 제6권2호
• /
• pp.3-8
• /
• 2007

Nonlinear property and contact matter are analyzed about the pipe applied with internal pressure through this study. The weakest part and its safety can be examined. Maximum equivalent stress is shown at the contact surface between bolt and nut. The value of contact stress with the pressure of 12MPa is increased 1.4 times as large as that with no pressure. The maximum contact pressure is shown at the clamp corner of the external surface on pipe. The value of contact pressure with the pressure of 12MPa is increased 1.4 times as large as that with no pressure. The radial deformation with no pressure is also increased greatly at the middle part of internal surface on pipe. But this maximum deformation on pipe with the pressure of 12MPa is shown at the part far away the support of pipe. This value is increased 5.7 times as large as that value with no pressure. As contact status, the sticking occurs most at the external surface of pipe. It also tends to occur at the contact surface between bolt and nut. At the external surface of pipe, the sticking in case of the pressure of 12MPa occurs more than that in case of no pressure.

• 한국정밀공학회지
• /
• 제20권3호
• /
• pp.149-156
• /
• 2003

The estimation of fatigue limit for the component with complicated shape is difficult than of standard fatigue specimen, due to complex test equipment. So, we substitute maximum principle stress from FEM results for fatigue limit diagram made by standard fatigue specimen. Then we can estimate endurance safety of component with high trust. The static stress analysis, the nonlinear contact stress analysis and the model analysis for turbine blade is performed by ANSYS ver. 5.6. the comparison of maximum static stress around hole with maximum contact stress between pun and hole can make the cause of fracture for turbine blade clear. The difference of fatigue limit between fatigue test by standard specimen and in-service mechanical components is due to surface roughness and machining condition etc. In in-service mechanical components, Goodman diagram has to consider surface roughness for failure analysis. To find fracture mechanism of torison-mounted blade in nuclear plant. This study performs the static stress, the nonlinear contact stress and the modal analysis on torison-mounted blade with finite element method and makes the estimation for safety of turbine blade.

• 한국정밀공학회지
• /
• 제27권3호
• /
• pp.80-88
• /
• 2010

A simple computational model for modeling of subsurface crack growth under cyclic contact loading is presented. In this model, it is assumed that the initial fatigue crack will initiate in the region of the maximum equivalent stress at certain depth under the contacting surface. The position and magnitude of the maximum equivalent stress are determined by using the equivalent contact model, which is based on the Hertzian contact conditions with frictional forces. The virtual crack extension method is used for simulation of the fatigue crack growth from the initial crack up to the formation of the surface pit due to contact fatigue. The relationships between the stress intensity factor and crack length are then determined for various combinations of equivalent contact radii and loadings.

• 한국안전학회지
• /
• 제26권3호
• /
• pp.1-7
• /
• 2011

Fatigue damage on the train wheel surface was estimated by considering the effect of friction coefficient of rolling on the contact surface between the wheel and rail during operation. From FEM analys, the maximum Tresca stress was 550.7 MPa at a depth of 2.07 mm under the maximum contact pressure ($P_{max}$ = 894.3 MPa) between wheel and rail. The maximum stress continued to increase along with the increase in the frictional coefficient. The fatigue initiation lifetime of the wheel by the rolling contact was predicted using the Smith-Watson-Topper (SWT) equation and the maximum principal strain equation (${\varepsilon}$-N).

• 한국자동차공학회논문집
• /
• 제8권5호
• /
• pp.148-156
• /
• 2000

In this paper, we investigate contact characteristic of wheel-rail interface for rolling stock using the finite element method. Contact stress distribution due to the rail mounting slope is obtained in order to reduce the contact stress. Stress analysis of the rail, firstly, is performed one subjected to elliptical pressure based on Hertz theory. Secondly, we perform stress analysis of the rail subjected to contact stress obtained by this study. Results for the maximum shear stress, its location and the principal shear stress distribution are compared.