Fatigue performance and life estimation of automotive adhesive joints using a fracture mechanics approach

2017 ◽  
Vol 172 ◽  
pp. 73-89 ◽  
Author(s):  
Qiuren Chen ◽  
Haiding Guo ◽  
Katherine Avery ◽  
Xuming Su ◽  
Hongtae Kang
1994 ◽  
Vol 44 (4) ◽  
pp. 245-256 ◽  
Author(s):  
H. W. So ◽  
N. N. S. Chen ◽  
P. I. F. Niem

Author(s):  
A J Kinloch

When considering methods for joining materials, there are many advantages that engineering adhesives can offer, compared to the more traditional methods of joining such as bolting, brazing, welding, mechanical fasteners, etc. The advantages and disadvantages of using engineering adhesives are discussed and it is shown that it is possible to identify three distinct stages in the formation of an adhesive joint. Firstly, the adhesive initially has to be in a ‘liquid’ form so that it can readily spread over and make intimate molecular contact with the substrates. Secondly, in order for the joint to bear the loads that will be applied to it during its service life, the ‘liquid’ adhesive must now harden. In the case of adhesives used in engineering applications, the adhesive is often initially in the form of a ‘liquid’ monomer which polymerizes to give a high molecular weight polymeric adhesive. Thirdly, it must be appreciated that the load-carrying ability of the joint, and how long it will actually last, are affected by: (a) the design of the joint, (b) the manner in which loads are applied to it and (c) the environment that the joint encounters during its service life. Thus, to understand the science involved and to succeed in further developing the technology, the skills and knowledge from many different disciplines are required. Indeed, the input from surface chemists, polymer chemists and physicists, materials engineers and mechanical engineers are needed. Hence, the science and technology of adhesion and adhesives is a truly multidisciplined subject. These different disciplines have been brought together by developing a fracture mechanics approach to the failure of adhesive joints. The advances that have been made in applying the concepts of fracture mechanics to adhesive joints have enabled a better understanding of the fundamental aspects of adhesion and the more rapid extension of adhesives technology into advanced engineering applications.


Author(s):  
GE Wheeler ◽  
BS Madsen ◽  
KL DeVries

NDT World ◽  
2016 ◽  
Vol 19 (3) ◽  
pp. 54-58
Author(s):  
Полянский ◽  
Aleksandr Polyansky ◽  
Полянский ◽  
Vladislav Polyansky

Introduction. The results of multiple tests of liquid rocket engines indicate that the engine with cracks in blades can "safely" work within a few launchings. Therefore, the resource estimation of the nozzle blade with a crack becomes highly relevant, especially for reusable rocket engines. The objective of this work was to determine the residual life of nozzle diapgragm blades with cracks. Method. For reliable residual life estimation of the blade with a crack the comprehensive approach was used: fractographic and material science studies on the one hand and fracture mechanics propositions on the other hand. Results. Fractographic and material science studies have shown that blade destruction occurs through the countergrowth of fatigue surface cracks from the blade pressure side and the blade suction face, which interconnects to form a "main" crack, whose growth is controlled by growth of surface cracks from the blade pressure side. Using the fracture mechanics propositions and the results of finite element calculations of the stress-strain state of nozzle diaphragm blades under gas and thermal loads in elasto-plastic formulation, equations of crack growth in nozzle blades were obtained. Finally the scheme of blade unstable fracture is proposed; the blade guaranteed residual life under certain conditions is evaluated and the maximum tolerable crack length in the blade suction face is determined. Conclusion. The method offered in this work makes it possible to evaluate the blade residual life as the number of loading cycles while fatigue crack propagation and as the tolerable number of firing tests. The method also enables the maximum permissible crack lenth to be determined.


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