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Fatigue simulation during the design process of vehicle structures

Conference Paper · June 1999

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 FATIGUE SIMULATION DURING THE
DESIGN PROCESS OF VEHICLE
STRUCTURES

Mr G Steinwender Dr C Gaier Mr B Unger,

Steyr Daimler Puch – ECS Magna, Austria
ISATA 99 CONFERENCE VIENNA PAPER 99SI011

ABSTRACT
The lifetime of dynamically loaded vehicle components can be improved dramatically by finding the
crack initiation point with suitable software tools and optimization of the critical areas. With
increasing capacities of computers the prediction of the lifetime for components by numerical
methods gets more and more important. Using the program FEMFAT the assessment of uniaxially and
multiaxially loaded components as well as welding seams and spot joints is possible.

The theory applied in FEMFAT differs in some aspects from classical approaches like the nominal
stress concept or the local one and can be characterized by the term ”influence parameter method”.
The specimen S/N-curve is locally modified by different influence parameters as e.g. stress-gradient
to take into account notch effects, mean-stress influence which is quantified by means of a Haigh-
diagram, surface roughness and treatments, temperature, technological size, etc. It is possible to
consider plastic deformations which results in mean-stress rearrangements. The user can choose
between several calculation methods for the quantification of the influence parameters, e.g. methods
which are fixed by German guidelines (FKM, TGL, ...) and such one which have been developed in
our company. Generally, the fatigue life of a component under a time-varying multiaxial stress state is
determined by utilizing a strength hypothesis. The classical method is to compute an equivalent stress
which is compared to the strength value of an uniaxial load (i.e. von Mises stress or maximum shear
stress for ductile materials and maximum normal stress for brittle materials compared to tensile
strength of cylindrical test specimens). This procedure is applicable only for proportional loads, i.e.
loads which scale the magnitude of the multiaxial stress state, but which do not change the directions
of the principal stress axes.
If one has to consider non-proportional loads, this conventional strength cannot be used. A convenient
method to consider situations with changing principal stress directions is the ”Critical Plane
Approach”. This hypothesis was used to develop a ”multiaxial-damage-module” for FEMFAT. The
basic idea of the Critical Plane Approach is that cracking starts in the cutting plane with ”maximum
damage”. This method can be well applied for each combination of external loads, however, the
calculation effort is extensive. Therefore only nodes on surfaces of solid structures are considered
and two cutting plane filter methods have been implemented to select planes, where a high damage is
to be expexted.

An example for a dynamically loaded structure will be presented. The locations and the numbers of
load cycles, where the components broke, were well predicted.
The software FEMFAT exists for about fifteen years, is widely applied for extensive problems and
its development is permanently continued since that time. It is a very important contribution to the
development process and helps to improve the lifetime of components and exploitation of materials.

INTRODUCTION
The reduction of vehicle weight is at least since the drastic raise of fuel prices in the seventies a
basic requirement for the development of new cars, trucks and busses. Nevertheless there is the
general tendency in the opposite direction. The reasons for this contradiction are on the one hand
additional features for more comfort and safety as well as increased motor torque. On the other hand
the potential for mass savings in the basic structure is not enormous. For example the benefit of a
magnesium transmission housing for a passenger car compared to an equivalent made of aluminium is
just about 5 kg.
To use materials with high strength is one possibility to realise lightweight structures. In this case one
must not forget that the sensitivity to notches raises generally together with the ultimate stress limit if
dynamical load is applied. Diagram 1 shows the endurance strength of steels compared to their static
strength for different stress concentration factors and load situations.
This means the high strength materials have relative low dynamical stress limits in the case of
notched geometry. Another aspect is that this materials often are alloys with increased amount of
other elements, so that it might be difficult to recycle them.
Vehicles have to withstand dynamical loads and their components have lots of notches as well as
critical connecting areas like weldings. Several technological treatments with positive or negative
influence to the life time usually are applied.
How can engineers handle notch factors and all other important influences to the lifetime during the
development process?
A very good method is to perform fatigue tests with components or total vehicles. Many influences
can be considered without any mathematical model like a ”black box”, nevertheless the results have
absolute accuracy. Unfortunately tests give only poor information about low stressed areas so it is
very expensive and time consuming to minimise a components mass mainly by experiments.
Therefore the Technologie Zentrum Steyr, a profit center within the Steyr-Daimler-Puch AG
developed a software for the fatigue simulation of dynamically loaded components on the basis of
finite element examinations. The name of this program is FEMFAT (Finite Element Method +
FATigue) it will be described in the following paragraphs.

CALCULATION CONCEPT OF FEMFAT

At each by the user with the aid of filters selected FE-node is an own S/N-curve calculated. The
computation of this local S/N curve starts with the well known S/N-curve data of the unnotched
specimen and is influenced by the local properties and linear calculated FE stress tensors for the
static and dynamic portions of the loading of the component (Figure 1). The calculation methods used
for the assessment of FE-results in FEMFAT, can be allocated to the "B-Method". That means the
used methods are based upon experimental and theoretical research results as well as on tests on
special test structures and the experience gained in the operation [5]. The cardinal procedure is based
upon the Influence Parameter Concept described in references [10] and [5].
Fig. 1: Modification of Specimen to a Calculated Component S/N Curve

When applying this concept, a consequently distinction is made between amplitude-, mean-, and
constant stress tensors. The definition of the S/N-curve model in the double logarithmic coordinate
system is, that the linear damage accumulation is always done only with the FE-amplitude stress
tensor of the current hysteresis. All other influences on the local operating strength of a component
like stress distribution, notch effects, size, mean stress, mean stress rearrangement due to local
plastification, residual stresses, temperature distribution, quenching and tempering conditions, surface
influences like roughness, edge hardening by mechanical, chemical or thermal treatment, etc. are taken
into account by a locally modified S/N-curve. Generally the endurance limit of the S/N curve is
calculated as well as the slope and endurance load cycle limit of the straight line model. The concept
of synthetically created S/N-curves (Hück, [7] ) was modified (e.g. Kt-free calculation of notch
effects and more flexibility of the formula parameters) and extended by influence parameters
described in references [10] and [5].

KT-FREE ESTIMATION OF COMPONENT NOTCHES

The classic procedure using notch factors defined over a stress ratio between linear notch stress and
nominal stress is not possible due to usual non definable nominal cross sections. An estimation of the
notch influence factors by the engineer (from component tests or based on his experience) would be
possible, but is absurd compared with the functions of FEMFAT in the process of component
development.
Therefore a procedure is used which is based on the relative linear FE-stress gradient see figure 2,
that represents the local geometrical conditions ("notch form") and the material behaviour. The
method was verified by many specimen tests and has been used for many years in daily practice (see
references [1,2,3] ). With this method it is possible to calculate the influence of any notch geometry in
combination with any power strain.
 χ= ∂σ
∂l
[ N
3
mm
] Stress Gradient

χ, = 1 ∂σ
σ k ∂l
[1 mm] Relative Stress Gradient

Fig.2: Definition of the Relative Stress Gradient

INFLUENCE OF MEAN STRESS TENSORS

For the damage effect of hysteresis it is important to know the amplitude and the static position of the
hysteresis. To consider the multiaxial interaction between amplitude- and mean stress tensors it is
used a critical plane method in combination with an uniaxial Haigh-diagram. Material specific
differences between ductile and brittle materials are automatically considered by the use of the ratios
between tension endurance limit / torsion endurance limit and of tension yield stress / torsion yield
stress at equivalent stress calculation. If local stress peaks occur in the loading pattern of a
component in the elastoplastic area of material, then mean stress tensors are repositioned by using the
Neuber formula in the cyclic stabilised σ/ε -Diagram. This meets the arise of local residual stresses
which may have a positive or negative effect to the life time of a component.

MULTIAXIAL LOAD
The module FEMFAT-MAX has been developed for the fatigue analysis of MultiAXially loaded
structures. This tool helps development engineers to find the optimum dimension of a component
according to extremely complex dynamical loads. Extremely complex means that the load history
cannot be divided into one mean stress, one constant stress and one stress amplitude information.
A vehicle axle, for example, is loaded in vertical, longitudinal and lateral direction. The relating
forces FVERTICAL , FLONGITUDINAL and FLATERAL effect the structure dynamically at the same time with
different load histories. We call each force together with its time history a channel. This means the
stress tensors of a channel corresponds to a certain FE-load case, for example the vertical forces on
the structure, while the history file shows the change of theses stress tensors in respect to time.
FEMFAT-MAX can work with any number of different dynamic channels in one session, if there are
enough resources in the hardware and operating system-software.
All load and history information is combined using an advanced method of the critical cutting plane
approach. This method war derived from the procedure introduced in the FEMFAT-BASIC concept
for mean stress influence for the multiaxial combination of stress amplitude tensors and mean stress
tensors. To compute the interaction between all channels, in a series of cutting planes the whole stress
information is superposed, transformed to an equivalent stress and ranged into classes before the
damage calculation starts. The results are damage values for all relevant cutting planes, which can be
selected automatically by filters, while the highest damage value is selected to be the most critical in
a certain plane.
The load history can be received by different ways, e.g. measurement or simulation with MBS (Multi
Body System), such as ADAMS.
To reduce the calculation effort FEMFAT-MAX offers three different filters, which can be activated
and adopted by the user. Two filters work with multiaxiality tests in order to exclude irrelevant
cutting planes. The third filter skips nodes with lower loadings by comparison with relative and
absolute stress limits.

WELDINGS IN FE-STRUCTURES
The considerably reduced ability of welded components to withstand dynamic loads is of the utmost
importance for the assessment of stresses in welded areas. Through the use of Finite Element welded
seam modelling guidelines (see figure 3) and using a database of welded seam factors it is possible
to automate the assessment process. In addition to the economic advantages, the process allows any
welded seam node formation to be assessed. The foundation of the process bases the notch stress
examinations upon the ´Mean Values Extension´ (Köttgen, [8]), following the concept of Radaj
(Radaj, [9] ). Dimensions represent those nodal stresses gathered from tests and also those which are
valid and tolerable generally for welded seam joints under changing and increasing demands. In
comparison to those structural stresses originating from FE analyses which can be placed, the
tolerable notch stresses are reduced. The notch effects of the respective joint or seam form, the
direction of the loading and the welding seam ends are taken into consideration. These are determined
from the fine FE model. With the inclusion of further influencing variables, such as plate thickness,
welded seam quality and mean stress situation, one obtains the allowable structure stresses. The
stresses calculated are compared with the stresses according to the equivalent strain energy theory for
anisotropic strength behaviour of welded seams (Haibach, [6] ). The allowable fatigue structure
stress in combination with the defined S/N curve slope and endurance cycle limit will yield the life
expectancy following PALMGREN-MINER.
The procedure described proved itself to be of value in the Technologie Zentrum Steyr, predicting the
operating strength of components used in the construction of industrial vehicles, passenger vehicles
and cranes.

Fig. 3: Example out of the

FEMFAT Welding Guideline
for a T-Junction
SPOT JOINTS IN FE-STRUCTURES
The stiffness behaviour as well as the strength in operation of thin sheet components on the field of
body construction is essentially influenced by the spot-joints. The used method of jointing, the number
and position of the jointing points are technically and economically of a high priority.
The FE-models used nowadays in the development of bodies aims at the stiffness behaviour of the
total structure and at the global stress in the concerned sheets and profiles. The ”classical body-
model” does totally without the detailed model of jointing points. Instead of the spots in the flange
area a continous fixed joint is simulated. A FE-model of this kind does not offer any entry to assess
the junction by oneself. This strongly simplified model type shows its limits already when simulating
the stiffness. There is no systematic intervention possibility to coordinate the tendencially too high
torsional stiffnesses with the much more realistic bending stiffnesses of the total body.
More possibilities of distinguishing with regard to number and location of the welding point offer FE-
models, which do show the unique jointing point. This can be done for example by the merging of one
or more flange nodes in the flange contact area or by short beam elements between nodes of the sheet
middle plane. Both modelling methods offer the potential to simulate the body total stiffness
behaviour in statical and dynamical analysis sufficiently. Considerable characteristic values such as
diagonal extent change in the rear deck sector or the global eigen modi of the body can thus be shown
in an earlier phase of vehicle development.
The fatigue strength of components is usually coined by local details. A typical example for that is the
pointshaped junction used in light construction of bodies. The fatigue behaviour of these is influenced
by the type of junction as well as by the local stress in the concerned jointing sheets.
The software module FEMFAT-SPOT uses a numerical simulation method, which aims at the strength
assessment of point jointed components. The starting points of the simulation are FE-structures (e.g.
total body), in which the jointing points are shown as beam elements or ridigs between shell
elements. Independent of the mesh fineness of the FE-shell model the local areas around the jointing
point become automatically freshly meshed before the beginning of the FE-calculation (see figure 4).

Fig. 4: Automatically Generated Element Arrangement, in Form of a Round Blank

The thereby developed element arrangement, in form of a round blank, is the basis for a constant
assessment quality. In the course of these local FE-mesh improvements the local stiffnesses are
adapted as well.
The element stresses in the shell elements around the jointing point diameter become assessed. In
dependence on the local kind of stress, head tension shear tension or as a rule a mixture of both the
different S/N curves are used for the damage accumulation. Course and sensivity of these S/N curves
come from tests on selected specimens (H-specimen and KS-one point specimen). Because not the
cutting forces of the junction elements, but the stresses on the upper and lower side of the sheet within
a radius of the point junction are assessed also the overlapping effects of the structure notches have
are considered for the calculation. With regard to the number of overlapping sheets there is no limit.
By including the test results in form of an open data base the calculation concept can be applied to
many kind of point jointings.

REQUIRED MATERIAL DATA

Just as a user-friendly handling of a software it is very important for practice to have the necessary
input data. It is the goal of the FEMFAT concept, that it is possible to do numerical simulation of
fatigue without any component tests. Furthermore the procedures are flexible enough to take profit of
possibly existing component tests. For standard calculations of damages or safety factors the
following material data (Table 1) from unnotched specimen beams (preferably d=7.5 mm, Survival
Probability=90%) are necessary.

Requested Output è Damage Values Safety Factor Safety Factor

ê Required Data Endurance Break
Ultimate tension stress ++ ++ +++
Tension yield stress ++ *) ++ *)
Tens./Compr. alternating endurance stress +++ +++ +++
Tens./Compr. pulsating endurance stress ++ ++
Ultimate compression stress + +
Ultimate bending stress +++
Bending alternating endurance stress +++ +++
Torsion yield stress + +
Torsion alternating endurance stress +++ +++
n´, k´ (cycl. stab. material curve) + +
Static material stress-strain curve +++
Tension/compression S/N-curve :
o Endurance limit +++
o Slope of line +++ +++
o Endur. cycle limit +++
Table 1: Required Material Data

+++ Value is absolutely needed.

++ Value is absolutely needed if mean stress influence is ON.
+ Value is is generated by FEMFAT if not defined by the user.
*) Value is not defined for grey cast irons.

The material- and load spectra data (e.g. Rain-Flow) can be taken from and stored in an open
database (FEMFAT User’s Manual, 1995, Reference [4] )

EXAMPLE: MULTIAXIAL FATIGUE ANALYSIS FOR AN

AXLE COMPONENT OF A PASSENGER CAR

As application example from the experience a swivel hub for the front axle of the BMW series 5 shall
be presented. It is an aluminum cast part made of AlSi7Mg Ta. The load at this component consisted
of the following, contemporaneous occuring load cases:

Load case 1: lengthways forces caused through brake-and acceleration processes

Load case 2: lateral forces caused curve drives
Load case 3: variable vertical wheel forces

This defines a multiaxial load (three dynamical channels) which was completed by a from the point
of view of time constant load caused by screws.

The first step was the stress distribution calculation for each of the four load cases by the finite
element method. Figure 5 shows this stress distributions for the unit load cases. The force
introduction was carried out via rod and beam elements at the wheel on-stand information. The
suspension strut was modelled of approx. 3300 shell elements. The swivel hub exists of approx.
11000 solid elements. Beam elements were used for steering and suspension links.

FEMFAT analysed the damage distribution with the multiaxiality module considering all loads and
their load histories and the influence of the relative stress gradients, mean stresses, local
plastifications using the Neuber-method. The load histories were measured on the hub of a test car on
a characteristic road section. Figure 6 shows the Damage distribution calculated with FEMFAT-
MAX.

The simulation results were compared to test rig results. The calcualtion showed to critical areas at
the same locations as the test bench. For this most critical points the life cycles determined by tests
were about 20 % to 40 % lower than the calculated one. Nevertheless this is an good correlation and
therefore an usefull and valuable information during the design process. For more details relating to
this example see [11].
Fig. 5: Four Different Stress Distributions (Quantity and Peak Location) for the Unit Load Cases

critical
areas

Fig. 6: Damage Distribution Analysed with FEMFAT MAX

CONCLUSION

The presented approach of fatigue assessment proofs to be a highly valuable tool in engineering
practice. The main advantages are:
Improved understanding and assessment of FE results.
Cost reduction in FE analysis by easier interpretation of results.
Reduction of experimental fatigue tests due to better initial designs.
Evaluation of operational performance before existence of prototype.
Standardisation of fatigue assessment method for large departments.

References
1. Eichlseder, W., ”Rechnerische Lebensdaueranalyse von Nutzfahrzeugkomponenten mit der
FE-Methode”, Dissertation, TU Graz. 1989.

2. Eichlseder, W., Unger, B., ”Prediction of the Fatigue Life with the Finite Element Method”,
SAE-Paper 94 02 45. 1994.

3. Unger, B., Eichlseder, W., Raab, G., ”Numerical Simulation of Fatigue Life - Is it more than
a prelude to tests? ”, Fatigue’ 1996, Berlin. 1996.

4. FEMFAT User´s Manual Vers. 2.5. Engineering / Technologie Zentrum Steyr, Steyr. 1995.

5. FKM-Richtlinie, ”Festigkeitsnachweis”, Forschungsheft 183-2, Vorhaben Nr. 154, Frankfurt.

1994.

6. Haibach, E. , ”Betriebsfestigkeit”, Verfahren und Daten zur Bauteilbeurteilung, VDI-Verlag

GmbH, Düsseldorf. 1989.

7. Hück, M., Trainer, L., Schütz, W., ”Berechnung von Wöhlerlinien für Bauteile aus Stahl,
Stahlguß und Grauguß - Synthetische Wöhlerlinien” , Bericht Nr. ABF 11 der
Arbeitsgemeinschaft Betriebsfestigkeit, dritte überarbeitete Fassung. 1983.

8. Köttgen, V.B., Olvier, R., Seeger T., ”Schwingfestigkeitsnachweise für Schweißverbindungen

auf Grundlage örtlicher Beanspruchungen” , Forschungshefte, Heft 143,
Forschungskoratorium Maschinenbau, Frankfurt. 1989.

9. Radaj, D., ”Gestaltung und Berechnung von Schweißkonstruktionen, Ermüdungsfestigkeit” ,

DVS, Düsseldorf. 1985.
10. TGL 19340, ”Ermüdungsfestigkeit - Dauerfestigkeit der Maschinenbauteile”,
Standardversand, Leipzig. 1983.
 11. M. BRUNE, B. FIEDLER, W. NEUREITER, Ch. GAIER, B. UNGER, ”Einsatz der
rechnerischen Lebensdauerabschätzung in der frühen Bauteilentwicklungsphase”, DVM
Bericht 123, 1997

Authors Adress
If there are questions or comments concerning this paper do not hesitate to contact me:

Steyr-Daimler-Puch AG
Engineering Center Steyr, A Company of MAGNA
TZS - Structural Mechanics
Dipl.-Ing. Gerald Steinwender
Schoenauer Strasse 5
A - 4400 Steyr
AUSTRIA
e-mail: g.steinwender@ecs.steyr.com
Telephone: +43 7252 580 2527
Fax: +43 7252 580 761
http://www.sat.steyr.com

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