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PRESENTATION ON

Design Against
Fatigue Damage

Presented by MD BILASH MEHEDI


2018380186
FATIGUE DESIGN
• STRATEGIES IN FATIGUE DESIGN
• FATIGUE DESIGN CRITERIA ANALYSIS AND TESTING
• PROBABILISTIC DESIGN AND RELIABILITY
• DIGITAL PROTOTYPINGIN-SERVICE
• INSPECTION AND ACQUISITION OF RELEVANT
EXPERIENCE
FATIGUE DESIGN
Four fatigue life models exist:
1. Nominal stress-life (S-N) method
 First formulated in the 1850s to 1870s.
 Uses nominal stresses and relates these to local fatigue
 strengths for notched and unnotched members.

2. Local strain-life (-N) method


 First formulated in the 1960s.
 Local strain at a notch is related to smooth specimen
strain_x0002_controlled fatigue behavior.
 Analytical models can be used to determine local strains from
 global or nominal stresses or strains.
FATIGUE DESIGN
3. Fatigue crack growth (da/dN-K) method
 First formulated in the 1960s.
 Requires the use of fracture mechanics to obtain the number
of cycles to grow a crack from a given length to another length
and/or to fracture.
 This model can be considered a total fatigue life model when
used in conjunction with existing initial crack size following
manufacture
FATIGUE DESIGN
4. Two-stage method by combining 2 and 3 to incorporate both
fatigue crack nucleation and growth.

• Incorporates the local -N model to obtain the life to the


formation of a small macrocrack and then integration of the
fatigue crack growth rate equation for the remaining life.
• The two lives are added together to obtain the total fatigue life
FATIGUE DESIGN
Criteria for fatigue design have evolved from infinite life to damage tolerance.
Each of the successively developed criteria still has its place, depending on
the application.
The criteria for fatigue design include usage of the four fatigue life models (S-
N, -N, da/dN-K, two-stage method).

 These criteria are:


•  Infinite-Life Design
•  Safe-Life Design
•  Fail-Safe Design
•  Damage-Tolerant Design
FATIGUE DESIGN
 Infinite-Life Design

• Unlimited safety is the oldest criterion.


• It requires local stresses or strains to be essentially
• elastic and safely below the fatigue limit.
• For parts subjected to many millions of cycles, like
• engine valve springs, this is still a good design criterion.
• This criterion may not be economical (i.e. global competitiveness) or practical
(excessive weight of aircraft) in many design situations.
FATIGUE DESIGN
Safe-Life Design

• The practice of designing for a finite life is known as "safe-life"design.


• It is used in many industries, for instance automotive industry, in pressure vessel
design, and in jet engine design.
• The calculations may be based on stress-life, strain-life, or crack growth relations.
• Ball bearings and roller bearings are examples of safe-life design.
• The safe life must include a margin for the scatter of fatigue results and for other
unknown factors.
• The margin for safety in safe-life design may be taken in terms of life, in terms of load,
or by specifying that both margins must be satisfied, as in the ASME Boiler and
Pressure Vessel Code.
FATIGUE DESIGN
 Fail-Safe Design

• Fail-safe design requires that if one part fails, the system does not fail.
• Fail-safe design recognizes that fatigue cracks may occur and structures are arranged so that
cracks will not lead to failure of the structure before they are detected and repaired.
• Multiple load paths, load transfer between members,
• crack stoppers built at intervals into the structure, and inspection are some of the means used
to achieve fail_x0002_safe design
FATIGUE DESIGN

FATIGUE DESIGN
Damage-Tolerant Design

 This philosophy is a refinement of the fail-safe philosophy.


 It assumes that cracks will exist, caused either by processing or by fatigue, and uses
fracture mechanics analyses and tests to check whether such cracks will grow large
enough to produce failures before they are detected by periodic inspection.
 Three key items are needed for successful damage_x0002_tolerant design:residual
strength, fatigue crack growth behavior, and crack detection involving nondestructive
inspection.
FATIGUE DESIGN
Residual strength is the strength at any instant in the presence of a crack.
• With no cracks, this could be the ultimate tensile strength or yield strength depending upon
failure criteria chosen.
• As a crack forms and grows under cyclic loading, the residual strength decreases.

Crack detection methods using different non_x0002_destructive inspection techniques have been
developed.
• Inspection periods must be laid out such that as the crack grows, the applied stresses remain
below the residual strength.
• This philosophy looks for materials with slow crack growth and high fracture toughness. Damage-
tolerant design has been required by the U.S. Air Force.
FATIGUE DESIGN
FATIGUE DESIGN With Probability
Variability in fatigue life has ranged from almost a factor of one, to over
several orders of magnitude for a given test or service condition.

Fatigue data available at present permit probabilistic design for a few situations
down to a probability of failure of about 10 percent.
For lower probabilities we hardly ever have the necessary data.
Extrapolation of known probability data to lower probabilities of failure requires
large margins for uncertainty or safety factors.
Fatigue reliability can be determined from service experience.
FATIGUE DESIGN With Steels
FATIGUE DESIGN With Alloys
FATIGUE DESIGN With Composite Materials
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between green and spectrum. courage.
orange.

Yellow Blue Red


Is the color of gold, Is the colour of the Is the color of blood,
butter and ripe clear sky and the deep and because of this it
lemons. In the sea. It is located has historically been
spectrum of visible between violet and associated with
light, yellow is found green on the optical sacrifice, danger and
between green and spectrum. courage.
orange.
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