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Torsional fatigue
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Published: 01 December 1999
Fig. 7.27 Torsional fatigue curves for carburized 18Kh2N4VA steel. Case depth, 1.5 mm. See also Table 7.14 . Source: Ref 43 Curve Treatment Temper Oil quench Subzero 1 650 °C 800 °C ... 2 650 °C 800 °C –120 °C 3 ... 800 °C –120 °C 4 ... 800 °C ... 5
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Published: 30 November 2013
Fig. 5 Surface of a torsional fatigue crack that caused brittle fracture of the case of an induction-hardened axle of 1541 steel. The fatigue crack originated (arrow) at a fillet (with a radius smaller than specified) at a change in shaft diameter near a keyway runout. Case hardness was about
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Image
Published: 30 November 2013
Fig. 34 Torsional fatigue fracture of a 1050 steel axle shaft induction-hardened to about 50 HRC. The arrow indicates the longitudinal shear fatigue origin, which then changed direction and grew to the small circular beach mark, or “halo.” Final brittle fracture (note chevron marks in the case
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Image
Published: 30 November 2013
Fig. 37 Reversed torsional fatigue of a 6¾ in.-diam spline shaft showing the characteristic “starry” pattern of multiple fatigue cracks. Each of the 32 spline teeth has two fatigue cracks, each at 45° to the shaft axis, that form a V-shaped region. In addition, there are longitudinal radial
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Published: 30 November 2013
Fig. 39 Torsional fatigue fracture in a 3-⅜-in.-diam keyed tapered shaft of grade 1030 steel characterized by “peeling” that progressed around the shaft. The fatigue crack originated in the corner (A) of the keyway from pressure of the key aligning a large hub to the shaft. The fatigue crack
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Image
Published: 01 November 2012
Fig. 23 Surface of a torsional fatigue fracture that caused brittle fracture of the case of an induction-hardened axle of 1541 steel. The fatigue crack originated (arrow) at a fillet (with a radius smaller than specified) at a change in shaft diameter near a keyway runout. Case hardness
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Image
Published: 01 November 2012
Fig. 37 Surface of a torsional fatigue fracture in an induction-hardened 1041 (1541) steel shaft. The shaft fractured after 450 h of endurance testing. Original magnification: 1.25×. Source: Ref 18
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Image
Published: 01 June 1985
Fig. 5-29. Torsional fatigue of a shaft in longitudinal shear. Origin was at the case/core interface beneath the concentrated columnar structure of the case. (a) 1.6×. The proximity of a long inclusion that was not a factor in this
failure. (b) 3.5×. The columnar structure is the result of ram
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Image
Published: 01 June 1985
Fig. 6-1. Failure of this axle shaft resulted from torsional fatigue in the tensile plane, originating from one of several gouge marks observed around the shaft at the splined radius. The fatigue crack progressed for a large number of cycles before final fracture.
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Published: 01 June 1985
Fig. 5-3. Torsion fatigue in the longitudinal shear plane centering along an elongated inclusion below the case/core transition zone.
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Published: 01 June 1985
Fig. 4-28. Schematic showing subcase failure of bidirectional torsional shear fatigue followed by torsional tensile failure of the case.
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Image
Published: 01 June 1985
Fig. 4-29. Splined section of a pinion shank. Torsional tensile fatigue in one direction showing the 45° tensile failure lines and evidence of longitudinal shear cracking.
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Published: 30 November 2013
Fig. 35 Close-up of a reduced area on a medium-carbon steel drive shaft showing the X-shaped crack pattern characteristic of reversed torsional fatigue. Reversed torsional fatigue causes approximately 45° spiral fatigue cracks on opposite diagonals. The original shear crack
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Image
Published: 30 November 2013
horizontal dashed lines in reverse and unidirectional bending indicate the bending axes. Also note the radial ratchet marks between origins of the high nominal stress fractures. In the torsional fatigue fractures (bottom row), note that unidirectional fatigue (left) is at an approximate 45° angle
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Image
Published: 01 November 2012
dashed lines in reverse and unidirectional bending indicate the bending axes. Also note the radial ratchet marks between origins of the high nominal stress fractures. In the torsional fatigue fractures (bottom row), note that unidirectional fatigue (left) is at an approximate 45° angle to the shaft axis
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Published: 30 November 2013
Fig. 38 A “starry” spline fracture similar to that shown in Fig. 37 due to reversed torsional fatigue on a 1½ in.-diam spline. Torsional fatigue has caused many of the surrounded segments to fall out of the shaft. Note that the longitudinal cracks penetrated nearly to the center of the shaft
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in Fatigue and Fracture of Engineering Alloys
> Fatigue and Fracture<subtitle>Understanding the Basics</subtitle>
Published: 01 November 2012
to 0.206 in.), and shafts with higher fatigue life, 6.4 to 7.0 mm (0.253 to 0.274 in.). Load in torsion fatigue was 2030 N · m (1500 ft · lbf), and surface hardness was 58 to 60 HRC after hardening. Source: Ref 8
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Published: 01 June 1985
Fig. 4-30. Splined section of a shaft. The typical three-directional reversing torsional fatigue “rosette.”
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Published: 30 November 2013
Fig. 36 Characteristic X-shaped crack pattern in a grade 1045 steel crankshaft after testing in reversed torsional fatigue in a special machine, not in an engine. In this case, the original crack was in the transverse shear plane, not in the longitudinal shear plane as in Fig. 35 .
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Book Chapter
Series: ASM Technical Books
Publisher: ASM International
Published: 01 March 2006
DOI: 10.31399/asm.tb.fdsm.t69870105
EISBN: 978-1-62708-344-7
... a multiaxiality factor ( MF ). As a baseline for expressing this relation, Manson and Halford built on the observation of Zamrik and Blass ( Ref 5.13 ) that 304 stainless steel could support twice the von Mises plastic strain range in completely reversed torsion for the same fatigue life as in completely reversed...
Abstract
This chapter reviews the theories that have emerged from the widespread study of multiaxial fatigue and assesses their validity using data from different sources. It begins by providing background on the studies that the chapter draws on, pointing out differences in methodology and explaining how they influence test results and data. It then discusses the concept of critical planes and how they are used to correlate the effects of uniaxial loading with multiaxial fatigue behaviors. The section that follows covers the various methods used to analyze multiaxial fatigue and identifies one that best treats the general case. The chapter also defines two important factors, the triaxiality factor and the multiaxiality factor, and presents the results of an extensive study to determine how the two factors are related. One of the more interesting findings is that the atomic structure of a material has a significant effect on which theory best describes its fatigue behavior.
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