Improving the fatigue life of electro-discharge-machined SDK11 tool steel via the suppression of surface cracks

The present study performs an experimental investigation to identify the EDM processing parameters which suppress the formation of surface cracks in the machined surface of SKD11 tool steel specimens. In the EDM trials, the specimens are machined using pulse currents of 4 A, 16 A or 32 A with pulse-on durations of either 4 μs or 16 μs. The various specimens are then fatigue tested at loads ranging from 1470 to 2401 N in order to determine their respective fatigue lives. A polished SKD11 specimen is also fatigue tested for comparison purposes. Finally, the fracture surfaces are examined using scanning electron microscopy to examine the crack propagation characteristics.The results show that increasing the pulse current and reducing the pulse-on duration provides an effective means of suppressing the surface cracking phenomenon. Higher values of the pulse current and pulse-on duration are found to increase the average thickness of the recast layer. Overall, the present results show that the four specimens considered in the fatigue test can be ranked in order of reducing fatigue life as follows: (1) the polished specimen, (2) the specimen with a thin recast layer and no surface cracks, (3) the specimen with a thick recast layer and no surface cracks and (4) the specimen with surface cracks.     

Very high cycle fatigue properties of bainitic high carbon–chromium steel

Fatigue properties of bainitic 100Cr6 (SAE 52100, JIS SUJ2) steel are investigated in the high cycle and very high cycle fatigue (VHCF) regime. Fully reversed tension–compression fatigue tests are performed with ultrasonic fatigue testing equipment. Specimens are grinded which leads to surface compression stresses and increased surface roughness. About 1/3 of the specimens failed after crack initiation at interior Al₂O₃? or TiN-inclusions and 2/3 failed after surface crack initiation at scratches or cavities. When inclusions are considered as cracks, failures can occur at minimum stress intensity range of 2.8 MPa m^1/2, and maximum stress intensity range without failure is 3.3 MPa m^1/2. Facets are visible close to the inclusion in some specimens, and the stress intensity range at the border of the facet is approximately 4.5 MPa m^1/2. Murakami’s model can well predict the endurance limit at 10⁹ cycles for internal failures considering the area of the inclusion in the evaluation. Surface fatigue crack initiation can lead to failure above 10⁸ cycles. When scratches are considered as cracks, minimum stress intensity range of 2.5 MPa m^1/2 can propagate surface cracks to failure. Fracture mechanics approach showed several similarities to literature results of the same material tested in tempered martensite condition.     

The fatigue behavior of irradiated Reactor Pressure Vessel steel

Fatigue specimens of A508-3 steel were irradiated in the swimming-pool test reactor in China Institute of Atomic Energy, the fluence was 3 × 10¹⁹ n/cm² at 300 °C, then low-cycle fatigue tests were carried out at ambient temperature, with the fatigue strain range is 0.32–1.8%. The results indicate that, irradiated A508-3 specimens exhibit cyclic softening and instability behavior during the test, and the cyclic softening rate increased with strain range increased; fatigue life decreased from 1.7 × 10⁵ to about 5 × 10², as the strain range increased from 0.32% to 1.8%, the fatigue life of A508-3 steel increased after the neutron irradiation; fatigue fracture initiated at the surface of specimen, and more individual cracks formed on the specimens of higher strain range compared with the specimens of lower strain range.     

An investigation into the mechanical behavior of a new transformation-twinning induced plasticity steel

In recent years, the transformation-induced plasticity (TRIP) and twinning-induced plasticity (TWIP) steels have been the focus of great attention thanks to their excellent tensile strength-ductility combination. Accordingly the mechanical behavior of an advanced microalloyed TRIP–TWIP steel, the compression tests were conducted from 25 to 1000 °C. This experimental steel shows a high compressive strength of 1280 MPa with the yield strength of 385 MPa as well as an outstanding strain hardening rate of about 14,000 MPa at the 25 °C. In addition the results indicate that the plastic deformation in the range of 25–150 °C is controlled by both the strain-induced martensite formation and mechanical twinning. However the mechanical twinning has been speculated as the only deformation mechanism in the temperature range of 150–1000 °C. This as well has led to an outstanding grain refinement via grain partitioning. The occurrence of mechanical twinning at such high temperatures is a novel observation in this grade of TRIP–TWIP high manganese steels.     

Effect of the loading frequency on the compressive fatigue behavior of plain and fiber reinforced concrete

This paper presents the recent experimental results aimed at disclosing the loading frequency effect on the fatigue behavior of a plain concrete and two types of fiber-reinforced concrete, using polypropylene and steel fibers. Compressive fatigue tests were conducted on 123 cubic specimens (100 mm in edge length). Four different loading frequencies, 4 Hz, 1 Hz, 1/4 Hz and 1/16 Hz, were employed. The maximum stress applied on the specimen was 85% of its compressive strength and the stress ratio was kept constant as 0.3. The results show that the loading frequency effect on the fatigue behavior of the plain concrete is pronounced. The fatigue life (the number of cycles to failure) at lower frequencies is less than that at higher frequencies. However, the fibers do improve the fatigue behavior significantly under low loading frequencies. Such trend can be attributed to the effectiveness of the fibers in bridging cracks, and thus inhibiting the crack extension under cyclic loads.     

Short cracks initiated in Al 6013-T6 with the focused ion beam (FIB)-technology

The fatigue crack growth behaviour of short corner cracks in the Aluminium alloy Al 6013-T6 was investigated. The aim was to determine the crack growth rates of small corner cracks at a stress ratio of R = 0.1, R = 0.7 and R = 0.8 and to find a possible way to predict these crack growth rates from fatigue crack growth curves determined for long cracks. Corner cracks were introduced into short crack specimens, similar to M(T) – specimens, at one side of a hole (Ø = 4.8 mm) by cyclic compression (R = 20). The precracks were smaller than 100 μm (notch + precrack). A completely new method was used to cut very small notches (10–50 μm) into the specimens with a focussed ion beam. The results of the fatigue crack growth tests with short corner cracks were compared with the long fatigue crack growth test data. The short cracks grew at ΔK-values below the threshold for long cracks at the same stress ratio. They also grew faster than long cracks at the same ΔK-values and the same stress ratios. A model was created on the basis of constant K_max-tests with long cracks that gives a good and conservative estimation of the short crack growth rates.     

Studies on fatigue life enhancement of pre-fatigued spring steel specimens using laser shock peening

SAE 9260 spring steel specimens after enduring 50% of their mean fatigue life were subjected to laser shock peening using an in-house developed 2.5 J/7 ns pulsed Neodymium-doped Yttrium Aluminum Garnet (Nd:YAG) laser for studying their fatigue life enhancement. In the investigated range of process parameters, laser shock peening resulted in the extension of fatigue life of these partly fatigue damaged specimens by more than 15 times. Contributing factors for the enhanced fatigue life of laser peened specimens are: about 400 μm thick compressed surface layer with magnitude of surface stress in the range of −600 to −700 MPa, about 20% increase in surface hardness and unaltered surface finish. For laser peening of ground steel surface, an adhesive-backed black polyvinyl chloride (PVC) tape has been found to be a superior sacrificial coating than conventionally used black paint. The effect of repeated laser peening treatment was studied to repair locally surface melted regions and the treatment has been found to be effective in re-establishing desired compressive stress pattern on the erstwhile tensile-stressed surface.     

Failure analysis of X-Msn oil cooler fan blade on helicopter

An analysis on cracks found on AZ91C-T6 X-MSN oil cooler fan blades of a HH-47 helicopter was performed. Cracks on oil cooler fan blades, which are conditional parts, are variously distributed between 199 and 1023 operating hours. All cracks initiated from the blade root mid span as a form of multi-origin, and then developed by HAF (high amplitude fatigue). Cracks were initiated from gas porosity formed in the casting process, a shrinkage cavity and a pit instigated between base metal and coating layer. The blade with 1238 operating hours had a crack 42 mm out of the total length of 45 mm. This crack began from the convex side and penetrated through the concave side causing blade fracture. Therefore, improvement of blade manufacturing process is required and blades in operation are recommended to be eddying current inspected after paint coating removal every 250 h and to be replaced every 1000 operation hours to prevent fracture.     

Cold expansion effects on cracked fastener holes under constant amplitude and spectrum loading in the 2024-T351 aluminum alloy

The increased number of aging aircraft in operation today requires a deeper understanding of fatigue life improvement methods. This research focused on the fatigue life benefit from cold expanded holes with preexisting cracks approximately 1.270 mm (0.050 in.) long under constant amplitude and wing spectrum loading. Holes with preexisting cracks were tested to simulate the worst case scenario of a hole with a crack the size of the detection threshold, 1.270 mm (0.050 in.), present before cold expansion that was not found by Non Destructive Inspection. Test results were compared to crack growth models generated in AFGROW. At high stress levels the AFGROW models yielded non conservative results greater than 150% of the test demonstrated fatigue life.     

Finite element modelling of fatigue crack initiation in SiC-fibre reinforced titanium alloys

In the present investigation, fatigue crack initiation in SiC fibre (SCS-6) reinforced titanium has been analysed on the basis of a finite element (FE) model. In this composite material after processing a complicated interfacial zone exists, consisting of the remains of the carbon coating and the reaction zone. This reaction zone usually causes the initiation of a fatigue crack as it fails at a low stress. The growth of a fatigue starting at a reaction layer crack is analysed for different thick reaction layers (from 0.5 to 3 μm). The conditions under which a fatigue crack can be arrested and the influence of additional fibre failure on fatigue crack growth have been analysed. The results show that the formation of the matrix crack largely depends on the applied stress and reaction layer thickness. Under an applied stress, σ_max<800MPa, a crack in 1-μm-thick reaction layer cannot extend into the matrix. For higher applied stress a matrix crack can grow form the cracked reaction layer but after an extension of several microns it can be arrested. A mechanism of ΔK-reduction is found to be responsible for the crack arrest. The thickness of the reaction layer up to 3 μm has no significant influence on fatigue crack growth rate for larger fatigue cracks (>10 μm).     

Effects of strength level and loading frequency on very-high-cycle fatigue behavior for a bearing steel

Rotating bending (52.5 Hz) and ultrasonic (20 kHz) fatigue tests were performed on the specimens of a bearing steel, which were quenched and tempered at 150 °C, 300 °C, 450 °C and 600 °C, respectively, to investigate the influence of strength level and loading frequency on the fatigue behavior in very-high-cycle regime. Influences on fatigue resistance of materials, characteristics of S–N curves and transition of crack initiation site were discussed. The specimens with higher strength showed interior fracture mode in very-high-cycle regime and with slight frequency effect, otherwise cracks all initiate from the surface and the fatigue strength was much higher under ultrasonic cycling.     

Experimental study on the fatigue failure mechanism of QP-16 type ball-eye under asymmetric load

The ball eye (BE) is a key connecting component between the insulator and transmission tower, whose fatigue characteristics concern the safety of transmission lines. To understand the fatigue mechanism and characteristics of it, the fatigue test was conducted based on the following data: r = 0.25, S = 500 MPa,then plotting of SN and Δε_axis − N, to analyze the fatigue failure of the test specimen from the macro and micro point of views. The research results show that: the life of BE significantly reduces with the increase of the stress amplitude, but the relative reduction in life is not the same; softening and strain amplitude of the specimen change differently before and after the stress amplitude of 300 MPa; when S ≤ 300 MPa, the fracture is more smooth, the fatigue crack propagation is slow; when S > 300 MPa, the rate of fatigue crack growth is faster, and the fatigue crack growth zones are not obvious. The cracks are easily detectable appear at the joint of the BE and insulator cap, and the cracks along the fracture cross section are constantly expanding, showing multiple fatigue sources and fatigue steps. The number of fatigue steps increases as the magnitude of the tensile stress increases. When S = 500 MPa, the yield strength decreases during the lifetime, the decrease rate of the tensile strength and microstructure strength in each stage are different. Axial lengthening and section shrinkage ratio decrease with the development of fatigue, fatigue evolution process is accompanied by phenomenon of crystalline slip, deformation, dislocation, at the same time, dissipation and decomposition of pearlite occur, and carbide precipitates from the matrix, growing and moving to the grain boundaries, the specific phenomenon of grain growth appears.     

Cyclic torsion very high cycle fatigue of VDSiCr spring steel at different load ratios

Cyclic torsion fatigue tests with superimposed static torsion loads are performed with VDSiCr spring steel with shot-peened surface in the high cycle fatigue (HCF) and very high cycle fatigue (VHCF) regime. Fatigue properties are investigated at load ratios R = 0.1, R = 0.35 and R = 0.5 up to limiting lifetimes of 5 × 10⁹ cycles with a newly developed ultrasonic torsion testing method. Increasing the load ratio reduces the shear stress amplitude that the material can withstand without failure. Fatigue cracks are initiated at the surface in the HCF regime. In the VHCF regime, cracks are preferentially initiated internally in the matrix, below the surface layer with compression residual stresses, and less frequently at the surface. Cyclic and mean shear stresses with 50% survival probability in the VHCF regime are presented in a Haigh diagram. Linear line approximation delivers a mean stress sensitivity of M = 0.33 for load ratios between R = −1 and R = 0.5.     

Very high cycle fatigue of nitrided 18Ni maraging steel sheet

Thin sheets of nitrided 18Ni maraging steel are tested under cyclic tension (load ratio R = 0.1) in the very high cycle fatigue (VHCF) regime. The ultrasonic fatigue testing method with a cycling frequency of about 20 kHz has been further developed for these experiments. Sheet specimens with 0.35 mm thickness are mounted on a carrier specimen, they are pre-stressed and are forced to vibrate jointly. Between 10⁷ and 10⁹ cycles, fatigue cracks are initiated exclusively at internal TiN inclusions. The areas of the crack initiating inclusions projected perpendicular to the applied tensile stress are evaluated. The square root of inclusion areas, (area_INC)^1/2 lies between 2.5 μm and 5.3 μm. Considering inclusions as cracks, their stress intensity range is between ΔK_INC = 1.3 MPa m^1/2 and 2.4 MPa m^1/2. The sizes of crack initiating inclusions influence fatigue lifetimes. This is considered in a crack propagation model and by presenting lifetimes versus the stress amplitudes multiplied by (area_INC)^1/12. A mean lifetime of 10⁹ cycles is found at a stress amplitude of 22% of the tensile strength, which is comparable to other high strength steels tested under cyclic tension.     

Dual phase versus TRIP strip steels: Microstructural changes as a consequence of quasi-static and dynamic tensile testing

The development of present day and future vehicles is being driven by the need to simultaneously reduce mass and increase passenger and pedestrian safety. For this reason, the steel industry has developed strip steel grades with suitable properties, as required for meeting the demands placed on the automotive manufacturers. Two of these strip steel grades are the Dual Phase (DP) and the Transformation Induced Plasticity (TRIP) steels, which are thought to offer solutions for critical crash component criteria. Limited published information is available on the changes in microstructure of these novel strip steel grades at different rates of deformation.This paper examines the change in microstructure of a range of both commercial and experimental DP and TRIP strip steel grades, which were tensile tested at low (0.001 s^− 1) and very high strain rates (200 s^− 1). The DP and TRIP microstructures were characterised in terms of ferrite grain size, ferrite grain elongation and volume fraction of constituent phases. The specimens were examined following deformation and compared to the as-received condition to assess microstructural changes.This paper concentrates only on microstructural changes through dynamic tensile testing of DP and TRIP grades at low and high strain rates. The full crash performance data from the dynamic tensile tests and crushing of box sections is presented in a separate publication. [S. Oliver, G. Fourlaris and T.B. Jones, ‘Dual Phase versus TRIP strip steels: a comparison of dynamic properties for automotive crash performance’, Materials Science and Technology, 2006, (submitted for publication)].     

Influence of the HFIW welded joint in the fatigue resistance of an API 5CT N80 type Q steel tube used in offshore oil and gas exploration

Steel pipes used in the oil and gas industry are often subjected to dynamic loading. Therefore, to mitigate fatigue cracks nucleation and growth, these steel pipes should be as flawless as possible. HFIW (High Frequency Induction Welding) process is widely used by industry in the manufacturing of steel tubes. These tubes (like the one used in this research), after being welded, are often subject to heat treatments (to improve their mechanical properties and homogenize their microstructure) and to some grinding to remove excess material from the welded joint. However, even after these processes, a discontinuity will still be present. The aim of this paper is investigate how this weld line may assume the role of a notch (stress riser) reducing the fatigue resistance of casing and tubing quenched/tempered steel pipes. The study of the fatigue resistance has been done through the analysis of results obtained from “S_a × N” curves, linear regressions and estimation of a fatigue stress concentrator K_f′-notch. This K_f′-notch differs from the commonly used K_f, and is presented in the form of an equation K_f′-notch = η.S_a^γ. In the fatigue tests, non-standardized specimens, taken directly from an API 5CT N80 type Q steel tube, have been used, part of them aligned with the longitudinal weld line and the others aligned with a position situated 90° from it. To complement the fatigue results, tensile tests have been carried on, as well metallographic analysis and a qualitative analysis of the welded joint geometry. The results obtained indicate that while the tube exhibit good mechanical and metallurgical homogeneity it exhibits lack of circularity (or roundness) in the adjacencies of the welded joint. In addition, from the fatigue results obtained, it is clear that the welded joint act as a stress riser, reducing the fatigue resistance of the steel pipe, with values of K_f′-notch that can be higher than 2.0.     

Experimental and micro-mechanical analysis of the mechanical and transport properties of mortar containing heat-induced micro-cracks

This paper focuses on the effect of micro-cracks induced by a slow heating/cooling process (also called heat-treatment) in a mortar, upon its poro-elastic properties under drained hydrostatic compression, and upon its intrinsic permeability. Prior to the experiments, mortar samples are subjected to a slow heating-cooling cycle up to one temperature T = 105, 200, 300 and 400 °C. The reference state of mortar is taken after drying at 60 °C until constant mass. Experimental results show that the effective drained bulk modulus K_b of mortar decreases significantly with heat-treatment temperature T. A transition from elastic to plastic behavior with increasing heat-treatment temperature T is also observed. These effects are mainly attributed to heating-induced micro-cracks, and, to a lesser extent, to the increase in connected porosity. We also measure a significant increase in permeability.Based on these experimental evidences, a micro-mechanical analysis is proposed, which describes micro-cracks as independent 3D penny-shaped cracks of varying aspect ratio α. A relationship between the degradation of bulk modulus and heating-induced micro-cracks is established. The distribution of aspect ratio of micro-crack porosity is determined for each heat-treatment temperature. The correlation between heating-induced crack porosity (or with crack aspect ratio) and permeability is also determined. Finally, a phenomenological law is proposed to describe the increase in plastic deformation with T. Good correlation with experimental stress–strain curves is found.     

The effect of braking energy on the fatigue crack propagation in railway brake discs

Thermal fatigue cracks can often be found on the friction surface of brake discs used in railway vehicles after a period of usage and include crackle, radial and circumferential patterns. These cracks typically exhibit different initiation and propagation behavior under different braking conditions. In this paper, the effect of braking energy on fatigue crack evolution is analyzed by using experimental testing and numerical simulations. Macro observations show that a significant number of radial cracks appear on the surface of brake discs which operate at 300 km/h, while crackles typically appear after repeated emergency braking (EB) at 200 km/h. No crack growth was observed on disc surfaces after routine braking. The cyclic load that leads to the fatigue crack propagation consists of compressive stress during braking and residual tensile stress after cooling. Simulation results show that the depth of cracks correlates well with the residual tensile stress distribution in brake discs. Breaking tests exposed that the fracture surface of fatigue cracks which were covered by oxides shows nearly elliptic-type. Higher braking energy leads to a hardened layer on the friction surface and oxide generation near the crack edges, which are also important factors that contribute to accelerating crack propagation.     

Influence of the coating material on the loosing of dental implant abutment screw joints

Dental implant abutment screw joints tend to loosen and prosthesis rotation has been observed under clinical conditions. Some dental implant manufacturers suggest coated abutment screw to prevent the displacement of dental prosthesis. In the present work, the opening torque (N cm) was measured as a function of tightening torque (N cm) for dental implant abutment screws coated with four different materials (TiC, TiCN, Teflon and Parylene) to clarify the influence of the coating material on abutment screw stability and to analyze the relationship between preload and opening torque. On a first series of tests, closing and opening torque (N cm) of abutment screws without coating and with coating tightened to 20, 30, 32, 35 and 40 N cm was recorded. In a second series of tests, changes in opening torque values were analyzed after successive closures that were tightened at constant values of 30, 32 and 35 N cm. On a third series of tests, abutment screws without coating and with Teflon coating were tightened to 32 N cm and submitted to cyclic loading. The results showed that for all abutment screws the opening torque was less than the tightening torque. For a given applied tightening torque (35 N cm), the screws without a coating had the highest opening torque (31.6 ± 0.9 N cm [mean ± S.D.]). The screw coated with TiN had the smallest average opening torque (12.2 ± 0.6 N cm) after tightening at 20 N cm. A progressive decrease in opening torque values was measured in all screw groups after repeated closures. After six retightenings (35 N cm) a statistically significant difference (P < .05) was observed in opening torque among uncoated Ti screw group (31.5 ± 0.6 N cm) and coated screw tested groups (Parylene = 29.6 ± 0.4, Teflon = 29.1 ± 0.7). Under cyclic loading Ti screws without coating are more stable than Teflon coated screws. The present work suggests that one must be aware of the magnitude of the opening torque when specifying a certain coating/preload combination. The present methodology shows how to calculate the relevant quantities.     

Silicon nitride materials for hot working of high strength metal wires

For hot rolling, tools are nowadays made of cemented carbides. In service, these rolls suffer from wear and thermal fatigue. Due to the properties of ceramics, their use could cause improvements in tool behaviour. In field tests – when rolling materials with high deformation resistance – cracks developed in the silicon nitride rolls, which grew for a long time period before large parts of the rolls broke apart. In more moderate rolling conditions the rolls operated safely.A FE model is used to analyse the in-service behaviour of cracks in the silicon nitride rolls. For the observed crack path the stress intensity factor of the cracks is determined using the weight function method. It increases up to a crack depth of around 0.35 mm and then decreases again with increasing crack depth. This explains the observed pop-in-type growth of cracks after an overload. Depending on the rolled materials, the popped in cracks have a length of up to 1.2 mm. The further growth of the cracks to a length of several millimetres, which is caused by a fatigue growth mechanism, needs several thousand additional revolutions.