S-N curve and fatigue parameters of 48MnV are obtained using small sample tests and staircase or up and down method, which paves the way for predicting fatigue life of crankshaft made of 48MnV. The fatigue life of the...S-N curve and fatigue parameters of 48MnV are obtained using small sample tests and staircase or up and down method, which paves the way for predicting fatigue life of crankshaft made of 48MnV. The fatigue life of the crankshaft of a six-cylinder engine is calculated using different damage models such as S-N method, normal strain approach, Smoth-Watson-Topper （SWT）Bannantine approach, shear strain approach, and Fatemi-Socie method based on dynamic simulation and finite element analysis （FEA） of crankshaft. The results indicate that the traditional calculation is conservative and the residual fatigue life of crankshaft is sufficient to maintain next life cycle if the crankshaft is remanufactured after its end of life.展开更多
The fatigue behaviors of 48MnV steel, both uncoated and coated with different thicknesses of 3Cr13 deposits using twin arc spraying, were investigated. The fatigue properties of the 48MnV steel, determined under axial...The fatigue behaviors of 48MnV steel, both uncoated and coated with different thicknesses of 3Cr13 deposits using twin arc spraying, were investigated. The fatigue properties of the 48MnV steel, determined under axial loading conditions, can be substantially decreased by coating 3Cr13 films, deposited by twin arc spraying. And the fatigue behavior of the thinner coatings is better than that of the thicker ones, of which the fatigue limits decrease by 9%[CD*2]14%. The decrease in fatigue life attributes to the less mechanical properties of the coatings in comparison with those of the substrate, their relative bad bonding strength and trapped oxide or Al2O3 particles retain in the matrix after blasting responsible for the initiation of fatigue cracks.展开更多
Residual fatigue strength of 48MnV crankshaft was studied and analyzed based on safety factor. Three different status crankshafts were used to the hop-up tests, which maintain new after 500h hop-up tests and after 1...Residual fatigue strength of 48MnV crankshaft was studied and analyzed based on safety factor. Three different status crankshafts were used to the hop-up tests, which maintain new after 500h hop-up tests and after 1000h hop-up tests. Then, crankshafts were cut into unit cranks. The unit cranks were used to do endurance bending tests to get the residual fatigue strength. Finally, the results were analyzed based on safety factor. The results show that safety factor of crankshaft descends a little with the increase of the running time, and the residual safety factor is still much bigger than the endurable safety factor. Furthermore, after the crankshaft accomplishes a full life cycle, the residual fatigue strength of the crankshaft is enough to remanufacture and fulfill the next life cycle.展开更多
基金This project is supported by National Natural Science Foundation of China(No.50235030).
文摘S-N curve and fatigue parameters of 48MnV are obtained using small sample tests and staircase or up and down method, which paves the way for predicting fatigue life of crankshaft made of 48MnV. The fatigue life of the crankshaft of a six-cylinder engine is calculated using different damage models such as S-N method, normal strain approach, Smoth-Watson-Topper （SWT）Bannantine approach, shear strain approach, and Fatemi-Socie method based on dynamic simulation and finite element analysis （FEA） of crankshaft. The results indicate that the traditional calculation is conservative and the residual fatigue life of crankshaft is sufficient to maintain next life cycle if the crankshaft is remanufactured after its end of life.
文摘The fatigue behaviors of 48MnV steel, both uncoated and coated with different thicknesses of 3Cr13 deposits using twin arc spraying, were investigated. The fatigue properties of the 48MnV steel, determined under axial loading conditions, can be substantially decreased by coating 3Cr13 films, deposited by twin arc spraying. And the fatigue behavior of the thinner coatings is better than that of the thicker ones, of which the fatigue limits decrease by 9%[CD*2]14%. The decrease in fatigue life attributes to the less mechanical properties of the coatings in comparison with those of the substrate, their relative bad bonding strength and trapped oxide or Al2O3 particles retain in the matrix after blasting responsible for the initiation of fatigue cracks.
文摘Residual fatigue strength of 48MnV crankshaft was studied and analyzed based on safety factor. Three different status crankshafts were used to the hop-up tests, which maintain new after 500h hop-up tests and after 1000h hop-up tests. Then, crankshafts were cut into unit cranks. The unit cranks were used to do endurance bending tests to get the residual fatigue strength. Finally, the results were analyzed based on safety factor. The results show that safety factor of crankshaft descends a little with the increase of the running time, and the residual safety factor is still much bigger than the endurable safety factor. Furthermore, after the crankshaft accomplishes a full life cycle, the residual fatigue strength of the crankshaft is enough to remanufacture and fulfill the next life cycle.
