Issue 35

J. Albinmousa, Frattura ed Integrità Strutturale, 35 (2016) 182-186; DOI: 10.3221/IGF-ESIS.35.21 185 D ISCUSSION here is no single fatigue failure model that can be viewed as widely accepted by the research community to be applicable to varieties of materials and loading conditions. Because it has been found that the effectiveness of an individual fatigue model depends on the material, the loading conditions and the failure mechanisms involved. Experimental observations on fatigue failure indicate that fatigue crack nucleation occurs at the persistent slip bands (planes). The critical plane approach was originated on the basis of this observation. As a result, component of stress or strain are evaluated at specific planes for fatigue damage calculation. The fact that critical plane models can predict both fatigue life as well as fatigue cracking plane gives these models an advantage over other models that provide predictions for only fatigue life. Critical plane models became popular because of their success in predicting fatigue life for various engineering materials and under different loading conditions [5, 9, 10]. However, it was pointed out by several investigations [4, 6, 9] that even though these models can predict fatigue life with good accuracy (as compared to experimental observations) they may not succeed in providing acceptable estimations of the fatigue cracking planes. For example, models that assume the maximum tensile plane as the critical plane fail to predict the cracking plane of material that fails under shear mode and vice versa. Furthermore, in a recent experimental investigation [6] the fatigue crack planes were determined using uniaxial and multiaxial cyclic loading tests and then fatigue lives were successfully predicted using critical plane approach. However, the predictions of fatigue lives were far from being reasonable by pre-defining the critical plane as the measured cracking plane. The discrepancy in the aforementioned experimental observations suggests that damage parameters in critical plane models need revision or the definition of critical plane needs revision. However, this argument is still subject to valid criticism due to the size range of the measured crack. Metallurgical factors such as texture, grain size, grain boundary, defects and inclusion, and second phase particles can influence the fatigue cracking behavior. Also, as crack length increases the size of the plastic zone around the crack tip increases that can also influence the fatigue cracking behavior. Incorporating all of the aforementioned factors in a single fatigue model is a challenging task. An incremental fatigue model might be a suitable tool to predicting both fatigue life and crack path. On the other hand, the proposed method can be considered as an average approach. In general, the results in Fig. 2 indicate that by considering a crack size of about 10 3 μm, it is more reasonable for the critical plane to be assumed as the plane of maximum normal strain even though fundamentally the plane of maximum shear strain is more likely to be the critical one. Fatigue cracks initiate at the plane of maximum shear strain where slip bands occur, however, they change their direction quickly approaching the plane of maximum normal strain. The exponential growth rate of fatigue crack length with cycling has long been observed and modelled in literature [1, 11]. A comprehensive investigation with detailed real time measurements of crack evolution is needed. S UMMARY atigue experiments on smooth specimens machined from aluminum Al5083 (AlMg4.5Mn) were analyzed. Specimens were tested under multiaxial cyclic loading. Detailed measurements of crack length and orientation were made. Fatigue crack was characterized using an average projected crack length and an angle. Such representation suggests that plane of maximum normal strain could be used as the critical plane for fatigue damage calculations. Further detailed investigation is required to examine the applicability of the proposed idea and to determine both fatigue damage parameter and fatigue life equation. A CKNOWLEDGEMENT he author would like to acknowledge the support of King Fahd University of Petroleum & Minerals (KFUPM) for supporting this work under SABIC Fast Track, an internally funded project from DSR (Project No. SB121003). A special thank is due to Prof. Michael Vormwald from Darmstadt University of Technology in Germany for providing detailed images of crack growth on which the present analysis was conducted. T F T