By G. Marquis and J. Solin (Eds.)
This quantity includes a number of papers offered at Fatigue layout ninety five held in Helsinki, Finland from 5-8 September 1995. The papers were peer reviewed and current functional points for the layout of elements and buildings to prevent fatigue failure. issues coated contain: fatigue layout reports, flooring car elements, part reliability, multiaxial fatigue, notch research, provider loading, welded buildings, probabilistics elements in fatigue, fatigue layout optimization.
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Additional resources for Fatigue Design of Components
Figure 7 shows the relationship between oil pressure and stress. Maximum stress is determined by oil pressure based on Fig. 7. Figure 8 shows the shape and dimensions of the specimens. A sample size of 20 pieces was used and the fatigue tests were stopped at 5 x 10^ cycles. 254 Specimen Profile Fig. 6. Equipment for bending fatigue test. loeo 11500 ftoo 1400 tl300 1200 noo^ 1000^ y / / / / ^ / 4 6 8 L 10 oil oressure (MPa) Fig. 7. Relationship between oil pressure and stress. 254 Fig. 8. Shape and dimensions of specimen.
Two different graphite flake sizes have been considered for approach (a) to illustrate sensitivity and likely bounds on the solution. 12mm for this material. 3mm. In each case, the value of a^ is taken as double these values, with the assumption that in these dense arrays of graphite flakes, if each flake grows, they will coalesce at twice their original size. 6) in terms of nominal net section stresses. Fig. 8) in terms of applied load. Fatigue Strength Prediction for Grey Cast Iron Components 33 DISCUSSION The short crack growth based predictions provide more realistic estimates of the fatigue strengths than the predictions based on the local surface stresses.
Fatigue testing For these tests a 4-point bending fixture was used. The distance between the outer jaws where 60 mm. Between the inner jaws (1=40 mm) the specimen is exposed to a constant bending moment. A large portion of the cast surface and the defects in connection with the surface is exposed to maximum load. All fatigue tests have been made with a load ratio of R=0. The stress amplitude has been held in the range 140-237 MPa. This is a normal range for chassis components where single peaks might reach 250 MPa.