• Transactions of the Korean Society of Mechanical Engineers
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• v.7 no.4
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• pp.355-360
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• 1983

This paper deals with fatigue behavior of ion-nitrided coil spring. It is found that fatigue limit can be significantly increased by ion-nitriding. Ion-nitribed specimen which is treated at 550.deg. C for 5 hours improves in the fatigue limit by 30 percent in comparison with that of non-nitrided specimen. On the other hand, the value of spring constant K has nothing to do with nitriding time and temperature in this experimental range. Besides fatigue behavior, the following effects are discussed such as compound layer, diffusion layer, hardness distribution and their relations.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.34 no.9
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• pp.1193-1199
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• 2010

Spot welding is the primary method of joining sheet metals in the automotive industry. As automobiles are subjected to fatigue loading, some spot welds may fracture before the whole system has failed. This local fracture of spot welds may lead to change in the dynamic response and consequently affect fatigue behavior of an automobile. Therefore, this change in dynamic response should be taken into consideration to assess the fatigue life of structures subjected to spectrum loading, such as automobiles. In this study, vibration fatigue analysis was performed by taking into consideration the change in the dynamic response due to accumulated damage at spot-welded parts. Fatigue tests were carried out on tensile-shear spot-welded specimens under constant amplitude loading condition. And the fatigue life of spot welds under spectrum loading was predicted using vibration fatigue analysis method based on finite element analysis.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.7
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• pp.637-646
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• 2016

This study is to investigate the influence of hydrogen attack and UNSM on fatigue behaviors of the Inconel 718 alloy. The decrease of the fatigue life between the untreated and the hydrogen attacked material is 10-20%. The fatigue lives of hydrogen attacked specimen decreased without a fatigue limit, similar to those of nonferrous materials. Due to hydrogen embrittlement, about 80% of the surface cracks were smaller than the average grain size of $13{\mu}m$. Many small surface cracks caused by the embrittling effect of hydrogen attack were initiated at the grain boundaries and surface scratches. Cracks were irregularly distributed, grew, and then coalesced through tearing, leading to a reduction of fatigue life. Results revealed that the fatigue lives of UNSM-treated specimens were longer than those of the untreated specimens.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.25 no.6
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• pp.996-1003
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• 2001

In order to investigate the fatigue fracture characteristics by corrosion degradation of 12Cr alloy steel, both the fatigue characteristics in air of them artificially degraded during long period and the corrosion fatigue characteristics were experimentally evaluated in various environments which were determined from electro-chemical polarization tests. And also, their fracture mechanisms were analyzed and compared, fractographyically. From their results, the fracture mechanical characteristics of it artificially degraded during long period in the distilled water, 3.5 wt.% NaCl solution and 12.7wt.%(1M) Na$_2$SO$_4$solution of 25, 60 and 90$\^{C}$ did not show distinguishable difference comparing with non-corroded one in regardless of temperature and degradation period. It means that degradation of the material by just surface corrosion does not remarkably affect to fatigue crack growth. On the other hand, the crack growth rates by corrosion fatigue increased due to activity increase of corrosive factors such as OH(sub)-,Cl(sup)- and SO$_4$(sup)- at the crack tip with temperature increase. Therefore, the crack growth rates by corrosion fatigue were more faster than that in air of the artificially degraded specimen due to the such difference of crack growth mechanism.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.26 no.8
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• pp.1690-1697
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• 2002

The effects of re-peening on the fatigue damaged material are studied in this paper. The effects of re-peening process on surface hardness, surface roughness, surface compressive residual stress, and fatigue life are investigated. The results can be summarized in brief as follows: The depth of hardening layer was increased by re-peening process. There is no large variation of the surface roughness by re-peening process. The compressive residual stress of shot-peened specimen decreases under the fatigue loading and then increases again by re-peening process. Re-peening process increases the fatigue lifo of shot-peened and fatigue damaged specimen. The increase of fatigue lift under high stress level is much higher than under low stress level.

• Journal of Mechanical Science and Technology
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• v.14 no.9
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• pp.935-946
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• 2000

Elastic-plastic stress analysis has been performed to evaluate the fatigue life of an autofrettaged pressure vessel containing cross-bores subjected to pulsating internal pressure of 200 MPa. Finite element analyses were used to calculate the residual and operating stress distributions of the pressure vessel due to the autofrettage process and pulsating internal pressure, respectively. Theoretical stress concentration factors of 3.06, 2.58, and 2.64 were obtained at the cross-bore of the pressure vessel due to internal pressure, 50%, and 100% autofrettage loadings, respectively. Local stresses and local strains determined from the elastic-plastic finite element analysis were employed to calculate the failure location and fatigue life of the pressure vessel with radial cross-bores, incorporating the low-cycle fatigue properties of the pressure vessel steel and fatigue damage parameters. Increase in the amount of overstrain by autofrettage process moved the crack initiation location from the inner radius toward a mid-wall, and extended the crack initiation life. Predicted fatigue life of the fully autofrettaged pressure vessel with cross-bores increased about 50%, compared to the unautofrettaged pressure vessel. At the autofrettage level higher than 50%, the failure location and fatigue life of the pressure vessel were not significantly influenced by the autofrettage level.

• International Journal of Automotive Technology
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• v.6 no.6
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• pp.671-676
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• 2005

Spring is one of major suspension part of the light commercial vehicle (LCV). In the manufacturing process it is shot-peened to improve its fatigue strength. In this paper, residual stresses by shot peening were calculated through finite element analysis, and the effects of these residual stresses on fatigue strength of leaf spring were evaluated. Fatigue tests were performed with two kinds of specimens; one is actual leaf spring assembly, and the other is simulated 3-point bending specimen. Fatigue tests were performed under the loading condition that was measured on the proving ground. From the results, the maximum load-fatigue life relation of leaf spring was defined, and test results of 3 point bending specimen are in good agreement with those of leaf spring assembly. The effects of residual stresses by shot peening on fatigue strength of leaf spring is not large in the high load range, however, in the low load range, its effects were not negligible.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
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• 2002.05a
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• pp.104-109
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• 2002

In this paper, a statistical analysis of fatigue crack growth behavior under constant amplitude loads has been carried out. Fatigue crack growth tests were conducted on sixteen pre-cracked compact tension (CT) specimens of the pressure vessel (SPV50) steel in controlled identical load and environmental conditions. The assessment of the statistical distribution of fatigue crack growth experimental data obtained from SPV50 steel was studied and also the correlation of the parameter C and m in the Paris-Erdogan law was discussed. The probability distribution function of fatigue crack growth life seems to follow the 3-parameter Weibull. The fatigue crack growth rate seems to follow the 3-parameter Weibull and the log-normal distribution. The coefficient of variation (COV) of fatigue crack growth life was observed to decrease as the crack grows. A strong negative linear correlation exists between the coefficient C and the exponent m in Paris model. Fatigue crack growth rate data shows a normal distribution for both m and logC.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.25 no.4
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• pp.654-661
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• 2001

In this study, fatigue growth behavior of the transverse crack, which was the most dangerous damage among the various types of rail defects, was investigated using the notched keyhole specimen under constant amplitude loadings. Fatigue limit of smooth specimen in rail steel at R=0 was 110MPa, and the fatigue crack initiation life in the region of the low stress amplitude (ie. long life) occupied the major portion of the total fatigue life. The fatigue strength under variable amplitude loading was converted to the equivalent fatigue strength based upon. Miners rule, which was estimated approximately 9% lower than that under constant amplitude loading. Also, in the low ΔK(sub)rms region ($\leq$21MPa√m), fatigue crack growth rate (da/dN) under constant amplitude loading was higher than that under variable amplitude loading, whereas the tendency was reversed in the high ΔK(sub)rms region. It is believed that this behavior is due to the transition of fracture appearance.

• Journal of the korean Society of Automotive Engineers
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• v.13 no.5
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• pp.42-50
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• 1991

According as the members and inner and outer plates of the automobile body structure have been thinned their thickness and have become high strength, each part of the body structure has been put more severe stress condition. Therefore, it has been increasingly required to improve the fatigue strength of the spot welded structures. As one of the improving methods for such problem, the author had previously proposed the method of alleviating stress concentration at nugget edge of the spot weld part and improving its fatigue strength [1]. But, because fatigue strength of the spot welded lap joint is influenced by its geometrical and mechanical factors, welding condition and etc., there needs a quantitative and systematic estimation method of them. In this report, by considering nugget edge of the spot weld part of the spot welded lap joint subjected to tensile load to the ligament crack, fatigue strength of various spot welded lap joints was estimated with the stress intensity factor (S.I.F.) K which is fracture mechanical parameter. It is known that evaluation of fatigue strength of the spot welded lap joint by the stress intensity factor (S.I.F.) K is more effective than the maximum stress $(\sigma_{ymax}$) at edge of the spot weld part on the center line of width of the plate.