Готові списки джерел за темами / Contact crack

Добірка наукової літератури з теми "Contact crack"

Автор: Grafiati
Опубліковано: 10 грудня 2022
Оновлено: 28 січня 2023

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Статті в журналах з теми "Contact crack"

1

Kuo, C. H., L. M. Keer, and M. P. Bujold. "Effects of Multiple Cracking on Crack Growth and Coalescence in Contact Fatigue." Journal of Tribology 119, no. 3 (July 1, 1997): 385–90. http://dx.doi.org/10.1115/1.2833499.

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A three-dimensional fracture analysis is applied to investigate the interaction effects of multiple cracking on the crack growth in contact fatigue and to simulate the process of crack coalescence that leads to pitting failure. The rolling contact fatigue is simulated by a cyclic Hertzian contact loading moving across the surface of an elastic half-space containing several planar cracks. The body force method is applied to determine the three modes of stress intensity factors around the three-dimensional crack fronts. The fatigue crack propagation under contact loading is estimated based on the modified Paris law for mixed mode crack growth. For coplanar cracks, the growth rate increases significantly as the adjacent cracks are very close while parallel cracks appear to constrain the cracks from coalescing. A numerical simulation for the propagation of crack fronts versus contact cycles is shown to agree with the pitting cracks observed in gears.
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2

Chen, Yung-Chuan, and Jao-Hwa Kuang. "Partial Slip Rolling Wheel-Rail Contact With a Slant Rail Crack." Journal of Tribology 126, no. 3 (June 28, 2004): 450–58. http://dx.doi.org/10.1115/1.1759339.

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This paper investigates the tip characteristics of an oblique crack in the wheel-rail contact problem. The wheel-rail normal contact pressure and interfacial shear stress distributions, and the stress intensity factors (SIF), are studied for oblique cracks of different inclinations, and the variations in both contact stress distributions near the crack edge are simulated under normal and traction loads, respectively. Contact elements are employed to model the interactions between the wheel-rail contact surfaces and the crack surfaces, respectively. The effects of crack orientation, crack length, and contact distance on the contact stress distributions and stress intensity factors, KI and KII, are investigated. The results indicate that a wheel-rail traction force reduces KII significantly as the contact point travels over the crack edge. Furthermore, fluctuations in KI and KII are very significant with regard to early squat propagation of cracks. The results also demonstrate that applying Carter’s contact model or the full slip contact model to the same wheel-rail contact crack problem yields significantly different stress intensity factor values.
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3

Bower, A. F. "The Influence of Crack Face Friction and Trapped Fluid on Surface Initiated Rolling Contact Fatigue Cracks." Journal of Tribology 110, no. 4 (October 1, 1988): 704–11. http://dx.doi.org/10.1115/1.3261717.

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Анотація:
A two-dimensional model of a surface initiated rolling contact fatigue crack has been developed. The model takes into account the effects of frictional locking between the faces of the crack, and the influence of fluid pressure acting on the crack faces. The model has been used to investigate three possible mechanisms for propagating the cracks: mode II crack growth due to the cyclic shear stresses caused by repeated rolling contact; crack growth due to fluid forced into the crack by the load; and crack growth due to fluid trapped inside the crack. The predictions of the theory are compared with the behaviour of contact fatigue cracks.
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4

Gao, Ruipeng, Mengmeng Liu, Bing Wang, Yiran Wang, and Wei Shao. "Influence of Stress Intensity Factor on Rail Fatigue Crack Propagation by Finite Element Method." Materials 14, no. 19 (September 30, 2021): 5720. http://dx.doi.org/10.3390/ma14195720.

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Анотація:
Wheel rail rolling contact fatigue is a very common form of damage, which can lead to uneven rail treads, railhead nuclear damage, etc. Therefore, ANSYS software was used to establish a three-dimensional wheel–rail contact model and analyze the effects of several main characteristics, such as the rail crack length and crack propagation angle, on the fatigue crack intensity factor during crack propagation. The main findings were as follows: (1) With the rail crack length increasing, the position where the crack propagated by mode I moved from the inner edge of the wheel–rail contact spot to the outer edge. When the crack propagated to 0.3–0.5 mm, it propagated to the rail surface, causing the rail material to peel or fall off and other damage. (2) When the crack propagation angle was less than 30°, the cracks were mainly mode II cracks. When the angle was between 30 and 70°, the cracks were mode I–II cracks. When the angle was more than 70°, the cracks were mainly mode I cracks. When the crack propagation angle was 60°, the equivalent stress intensity factor reached the maximum, and the rail cracks propagated the fastest.
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5

Zhang, Yu, Sanjit Bhowmick, and Brian R. Lawn. "Competing Fracture Modes in Brittle Materials Subject to Concentrated Cyclic Loading in Liquid Environments: Monoliths." Journal of Materials Research 20, no. 8 (August 1, 2005): 2021–29. http://dx.doi.org/10.1557/jmr.2005.0276.

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The competition between fracture modes in monolithic brittle materials loaded in cyclic contact in aqueous environments with curved indenters is examined. Three main modes are identified: conventional outer cone cracks, which form outside the maximum contact; inner cone cracks, which form within the contact; and median–radial cracking, which form below the contact. Relations describing short-crack initiation and long-crack propagation stages as a function of number of cycles, based on slow crack growth within the Hertzian field, are presented. Superposed mechanical driving forces—hydraulic pumping in the case of inner cone cracks and quasiplasticity in the case of median–radials—are recognized as critically important modifying elements in the initial and intermediate crack growth. Ultimately, at large numbers of cycles, the cracks enter the far field and tend asymptotically to a simple, common relation for center-loaded pennylike configurations driven by slow crack growth. Crack growth data illustrating each mode are obtained for thick soda-lime glass plates indented with tungsten carbide spheres in cyclic loading in water, for a range of maximum contact loads and sphere radii. Generally in the glass, outer cone cracks form first but are subsequently outgrown in depth as cycling proceeds by inner cones and, especially, radial cracks. The latter two crack types are considered especially dangerous in biomechanical applications (dental crowns, hip replacements) where ceramic layers of finite thickness are used as load-bearing components. The roles of test variables (contact load, sphere radius) and material properties (hardness, modulus, toughness) in determining the relative importance of each fracture mode are discussed.
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6

Eberhardt, A. W., and B. S. Kim. "Stress Intensity Factors for a Vertical Surface Crack in Polyethylene Subject to Rolling and Sliding Contact." Journal of Biomechanical Engineering 120, no. 6 (December 1, 1998): 778–83. http://dx.doi.org/10.1115/1.2834893.

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Pitting wear is a dominant form of polyethylene surface damage in total knee replacements, and may originate from surface cracks that propagate under repeated tribological contact. In the present study, stress intensity factors, KI, and KII, were calculated for a surface crack in a polyethylene-CoCr-bone system in the presence of rolling or sliding contact pressures. Variations in crack length and load location were studied to determine probable crack propagation mechanisms and modes. The crack tip experienced a wide range of mixed-mode conditions that varied as a function of crack length, load location, and sliding friction. Positive KI values were observed for shorter cracks in rolling contact and for all crack lengths when the sliding load moved away from the crack. KII was greatest when the load was directly adjacent to the crack (g/a = ±1), where coincidental Mode I stresses were predominantly compressive. Sliding friction substantially increased both KImax and KIImax. The effective Mode I stress intensity factors, Keff, were greatest at g/a = ±1, illustrating the significance of high shear stresses generated by loads adjacent to surface cracks. Keff trends suggest mechanisms for surface pitting by which surface cracks propagate along their original plane under repeated reciprocating rolling or sliding, and turn in the direction of sliding under unidirectional sliding contact.
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7

Nishimura, T. "Contact Analysis for Collinear Multiple Cracks in Residual Stress Field." Journal of Pressure Vessel Technology 116, no. 2 (May 1, 1994): 169–74. http://dx.doi.org/10.1115/1.2929571.

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A method is proposed for analyzing stress intensity factors and crack profiles for collinear multiple cracks perpendicular to welded joints in an infinite plate. Using the basic solution of a single crack and taking unknown density of fictitious tractions, Fredholm integral equations and algebraic equations are formulated based upon traction-free conditions and crack face displacements, respectively. These equations are solved simultaneously, considering the contact effect of crack surfaces. Using the derived density of fictitious tractions, the stress intensity factors and displacements of multiple cracks are determined. Some numerical examples are analyzed.
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8

Fletcher, D. I., and J. H. Beynon. "Equilibrium of crack growth and wear rates during unlubricated rolling-sliding contact of pearlitic rail steel." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 214, no. 2 (March 1, 2000): 93–105. http://dx.doi.org/10.1243/0954409001531360.

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It is generally accepted that large rolling contact fatigue cracks in rails do not develop during unlubricated rolling-sliding contact, and damage under these conditions is restricted to wear of the rail steel. However, close examination of a worn rail steel surface reveals the presence of a multitude of wear flakes, the roots of which closely resemble shallow rolling contact fatigue cracks. Experiments have been conducted under unlubricated rolling-sliding conditions to examine the early development of flakes, or cracks, using a laboratory-based, twin-disc test machine to simulate the contact pressure and slip characteristic of the contact between a rail and a locomotive driving wheel. Small defects were found after as few as 125 unlubricated contact cycles. It was found that an equilibrium between crack growth rate and surface wear rate was established after approximately 10 000 cycles, leading to a shallow steady state crack depth. Initial crack growth by ratchetting (accumulation of unidirectional plastic strain until the critical failure strain of the material is reached), followed by shear stress-driven crack growth described by fracture mechanics, was found to be a sequence of mechanisms in qualitative agreement with the observed crack growth and steady state crack depth.
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9

Fedelinski, Piotr. "Analysis of closed branched and intersecting cracks by the boundary element method." Acta Mechanica 233, no. 3 (March 2022): 1213–30. http://dx.doi.org/10.1007/s00707-022-03158-x.

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AbstractThe boundary element method (BEM) and a computer code for the analysis of plates with closed branched and intersecting cracks are developed. The BEM enables simple and accurate modelling of cracked plates by using boundary elements. Contact tractions between crack surfaces are computed using an iterative procedure. Stress intensity factors (SIFs) are determined using the path-independent integral. Three numerical examples are studied: a star-shaped crack in a square plate, multiple interacting cracks in an infinite plate and randomly distributed and intersecting cracks in a square plate. The examples demonstrate the simplicity of numerical modelling, the accuracy of the method and the possible applications. The influences of load directions, distances between cracks and the contact of the crack surfaces on SIF are investigated. For the plate with randomly distributed cracks, the effective elastic properties are additionally computed by considering or neglecting contact of crack surfaces. The results show that the importance of the contact procedure depends on how the cracked material is loaded.
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10

Graciani, Enrique, Vladislav Mantič, and Federico París. "Effect of Friction on the Size of the Near-Tip Contact Zone in a Penny-Shaped Interface Crack." Key Engineering Materials 618 (July 2014): 179–201. http://dx.doi.org/10.4028/www.scientific.net/kem.618.179.

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Relations between different solutions of an interface crack in a neighborhood of the crack tip given by the open model, frictionless and frictional contact models of interface cracks are analyzed numerically for a penny-shaped interface crack subjected to remote tension. A new analytic expression for the size of the near-tip contact zone in presence of Coulomb friction between crack faces is proposed in the so-called case of the contact zone field embedded in the oscillatory field.
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Дисертації з теми "Contact crack"

1

Hannes, Dave. "Growth of cracks at rolling contact fatigue." Thesis, KTH, Hållfasthetslära (Avd.), 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-33659.

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Rolling contact fatigue is a problem encountered with many machine elements.In the current report a numerical study has been performed in order to predictthe crack path and crack propagation cycles of a surface initiated rolling contactfatigue crack. The implementation of the contact problem is based on theasperity point load mechanism for rolling contact fatigue. The practical studiedproblem is gear contact. Different loading types and models are studied andcompared to an experimental spall profile. Good agreement has been observedconsidering short crack lengths with a distributed loading model using normalloads on the asperity and for the cylindrical contact and a tangential load on theasperity. Several different crack propagation criteria have been implemented inorder to verify the validity of the dominant mode I crack propagation assumption.Some general characteristics of rolling contact fatigue cracks have beenhighlighted. A quantitative parameter study of the implemented model hasbeen performed.
Utmattning med rullande kontakter är ett ofta förekommande problem för många maskinelement. I den aktuella rapporten utfördes en numerisk studieför att förutsäga sprickvägen hos utmattningssprickor som initierats i ytan vidrullande kontakter. Implementeringen av kontaktproblemet bygger på asperitpunktlastmekanismen för rullande kontakter. Studien av kontaktproblemetär tillämpad till kugghjul. Olika belastningstyper och modeller studeradesoch jämfördes med profilen hos en experimentell spall. Bra överensstämmelseobserverades för korta spricklängder när en modell med fördelad belastninganvänds för en belastningstyp där en normalbelastning agerar på asperiten ochvid cylindriska kontakten och en tangentialbelastning införs på asperiten. Olikakriterier för spricktillväxt implementerades för att verifiera giltigheten av antagandetatt mode I spricktillväxt är dominant. Några generella kännetecken avutmattningssprickor med rullande kontakter framhävdes. En kvantitativ parameterstudie för den implementerade modellen utfördes.
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2

Dharmarajan, Vignesh. "An Investigation on Spur Gear Rolling Contact Fatigue Crack Initiation and Crack Propagation under EHL Condition." Wright State University / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=wright1578319670376195.

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3

Kapoor, A. "Geometry changes and crack initiation in rolling and sliding contact." Thesis, University of Cambridge, 1987. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.234987.

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4

Williams, Tracy Denise. "Remote condition monitoring of rolling element bearings with natural crack development." Thesis, Georgia Institute of Technology, 2000. http://hdl.handle.net/1853/17243.

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5

Alfredsson, Bo. "A study on contact fatigue mechanisms." Doctoral thesis, Stockholm, 2000. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-3028.

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6

Widiyarta, I. M. ade. "Simulation of wear and crack initiation in line contact with thermal stresses." Thesis, University of Newcastle Upon Tyne, 2010. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.512030.

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7

田中, 啓介, Keisuke TANAKA, 義明 秋庭, Yoshiaki AKINIWA, 拓也 加藤, Takuya KATO, 弘樹 高橋 та Hiroki TAKAHASHI. "繰返しねじり・引張複合荷重下での予き裂からの疲労き裂進展経路の予測". 日本機械学会, 2005. http://hdl.handle.net/2237/9131.

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8

Hannes, Dave. "Modelling of surface initiated rolling contact fatigue crack growth using the asperity point load mechanism." Licentiate thesis, KTH, Hållfasthetslära (Avd.), 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-34005.

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9

Mouginot, Rémi. "Fractures d'indentation elastique." Paris, ENMP, 1988. http://www.theses.fr/1988ENMP0087.

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On etudie le demarrage et la propagation d'une fissure superficielle sous un poincon plan ou spherique. L'integration numerique des contraintes principales de traction le long de la trajectoire de la fissure permet de calculer le facteur intensite de contraintes. La relation utilisee est intermediaire entre celle d'irwin et de sneddon. Ce facteur intensite de contraintes est une fonction de la profondeur des defauts superficiels et de la proximite relative du lieu de demarrage vis-a-vis du bord du contact. La charge critique est determinee par application du critere de griffith. On montre qu'elle decroit fortement quand le coefficient de frottement devient grand. Enfin on calcule le rayon d'outil en deca duquel le contact serait deforme plastiquement quand apparait la fissure. Ce rayon de transition est un indicateur de fragilite
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10

Ruellan, Du Créhu Arnaud. "Tribological analysis of White Etching Crack (WEC) failures in rolling element bearings." Thesis, Lyon, INSA, 2014. http://www.theses.fr/2014ISAL0116.

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Malgré les innovations technologiques, les éoliennes restent sujettes à des défaillances prématurées de composants mécaniques imposants, ayant des conséquences considérables sur le coût de l’énergie. Parmi les défaillances majeures au sein des roulements d’éoliennes, un mode de fatigue de contact atypique se caractérise par de vastes réseaux de fissures ramifiées avec des phases microstructurales adjacentes d’apparence blanche à l’origine de la dénomination White Etching Cracks (WEC). Contrairement à la fatigue de contact classique, les WEC apparaissent pour un nombre de cycles et des charges relativement faibles, menant à une défaillance du composant imprévisible selon les modèles de durée de vie actuels. Les WEC ont été observés chez tous les roulementiers, dans diverses applications industrielles et pour différents types de roulements, éléments, lubrifiants, aciers et traitements thermiques. Ce manque de dénominateur commun rend les WEC difficilement reproductibles sur bancs d’essai sans chargement artificiel en hydrogène de l’acier. Ainsi, pour le moment, la formation des WEC ne fait pas l’objet d’un consensus. Une analyse des reproductions de WEC a été menée afin d’en comprendre les mécanismes tribologiques. Des protocoles expérimentaux ont été établis pour révéler les WEC, souvent situés à des positions inhabituelles par rapport au contact. Leur reproduction sur des roulements standards, chargés ou non en hydrogène, a permis de démontrer que le chargement artificiel en hydrogène, jusque-là couramment employé pour étudier la défaillance, reproduit des faciès identiques mais semble modifier l’initiation des WEC. Ainsi, des reproductions de WEC sans chargement en hydrogène et dans des configurations différentes ont été comparées afin d’appréhender les phénomènes tribologiques à l’origine des WEC. Les résultats suggèrent que l’initiation est principalement déclenchée par des phénomènes de surfaces avec l’absorption tribochimique d’hydrogène au niveau des surfaces métalliques fraîches sur la piste de roulement ou au niveau des flancs de microfissures superficielles. La propagation est ensuite assistée chimiquement par l’hydrogène concentré en pointe de fissure. Un arbre des causes étendu révèle que les WEC peuvent être associées à de multiples combinaisons de conditions opératoires qui semblent cependant conduire à des paramètres tribologiques similaires à l’échelle du contact avec, notamment, des cinématiques de glissement, des formulations de lubrifiants spécifiques et des paramètres tribochimiques catalyseurs comme la présence d’eau et/ou d’électricité. Une vaste campagne d’essai a alors été conduite sur un tribomètre bi-disques afin de simuler la fatigue de contact. Les résultats confirment que les facteurs influents identifiés ne sont pas pour autant auto-suffisants. La formation des WEC repose sur un équilibre instable entre aspects matériaux, mécaniques et tribochimiques, à maîtriser pour concevoir des solutions industrielles
Despite constant expansion and engineering progress, wind turbines still present unexpected failures of heavy duty mechanical components drastically affecting the cost of energy. Among the most prevalent tribological failures in wind turbine rolling element bearings, a peculiar rolling contact fatigue mode has been associated to broad subsurface three-dimensional branching crack networks bordered by white etching microstructure, and thus named White Etching Cracks (WEC). Compared to conventional microstructural alterations, WECs tend to develop at moderate loads and cycles eventually leading to premature failures that remain unpredictable using fatigue life estimations. Far from being generic to specific manufacturers, WECs occur in various industrial applications, for various bearing types, components, lubricants, steels grades and heat treatments. As WEC occurrences present no common evident denominator, they remain delicate to reproduce on laboratory test rigs without prior artificial hydrogen charging, so that no consensus on WEC formation mechanisms have been confirmed yet. In this study, a thorough tribological analysis of WEC formation mechanisms has been led. Expertise protocols have been established to best reveal and observe WECs that commonly develop at unconventional locations versus the contact area. First analysis of WEC reproductions on standard rolling element bearings either hydrogen precharged or kept neutral have signified that artificial hydrogen charging, commonly employed to apprehend the failure mode, results in similar WEC morphologies but tends to alter WEC tribological initiation. In consequence, WEC reproductions in remarkably different configurations but without hydrogen charging have been compared in order to propose a better understanding of WEC surface-affected formation mechanisms: first, initiation via tribochemical hydrogen permeation at nascent steel surfaces formed either directly at the raceway or at surface microcracks flanks and second, propagation by local hydrogen embrittlement at crack tips function of the stress state. An extensive root cause analysis have then been led suggesting that WEC may be associated to various combinations of macroscopic operating conditions that often interact and come down to similar tribological parameters including high sliding energy thresholds, specific lubricant formulations and tribochemical drivers such as water contamination and/or electrical potentials. Further investigations on a minimalist twin-disc fatigue tribometer have provided additional evidence that WEC influent drivers are non-self-sufficient, supporting that WEC formation mechanisms rely on a subtle equilibrium between tribo-material, tribo-mechanical and tribo-chemical drivers that all should be mastered to design efficient and durable countermeasures
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Книги з теми "Contact crack"

1

C, Graham G. A., Walton J. R, and International Centre for Mechanical Sciences., eds. Crack and contact problems for viscoelastic bodies. Wien: Springer-Verlag, 1995.

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2

Graham, G. A. C., and J. R. Walton, eds. Crack and Contact Problems for Viscoelastic Bodies. Vienna: Springer Vienna, 1995. http://dx.doi.org/10.1007/978-3-7091-2694-3.

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3

Ernst, H. A. Elastic plastic fracture mechanics methodology for surface cracks: Second semiannual report, contract MSFC control no. 91-78. Huntsville, AL: NASA Marshall Space Flight Center, 1993.

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4

Kent, Gordon. Hostile Contact. New York: Random House Publishing Group, 2003.

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5

Hostile contact. New York: Delacorte Press, 2003.

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6

Walton, J. R., and G. A. C. Graham. Crack and Contact Problems for Viscoelastic Bodies. Springer London, Limited, 2014.

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7

Fabrikant, Valery, ed. Contact and Crack Problems in Linear Theory of Elasticity. BENTHAM SCIENCE PUBLISHERS, 2012. http://dx.doi.org/10.2174/97816080510521100101.

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8

G.A.C. Graham (Editor) and J. R. Walton (Editor), eds. Crack and Contact Problems for Viscoelastic Bodies (CISM International Centre for Mechanical Sciences). Springer, 2003.

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9

Kent, Gordon. Hostile Contact. HarperCollins Publishers Limited, 2011.

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10

Kent, Gordon. Hostile Contact. Dell, 2004.

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Частини книг з теми "Contact crack"

1

Dubourg, M. C., and J. J. Kalker. "Crack Behaviour under Rolling Contact Fatigue." In Rail Quality and Maintenance for Modern Railway Operation, 373–84. Dordrecht: Springer Netherlands, 1993. http://dx.doi.org/10.1007/978-94-015-8151-6_30.

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2

Atkinson, C. "Stress Singularities in Viscoelastic Media and Related Problems." In Crack and Contact Problems for Viscoelastic Bodies, 1–52. Vienna: Springer Vienna, 1995. http://dx.doi.org/10.1007/978-3-7091-2694-3_1.

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3

Fabrizio, M. "Existence and Uniqueness Results for Viscoelastic Materials." In Crack and Contact Problems for Viscoelastic Bodies, 53–102. Vienna: Springer Vienna, 1995. http://dx.doi.org/10.1007/978-3-7091-2694-3_2.

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4

Golden, J. M., and G. A. C. Graham. "General Methods in Non-Inertial Viscoelastic Boundary Value Problems." In Crack and Contact Problems for Viscoelastic Bodies, 103–225. Vienna: Springer Vienna, 1995. http://dx.doi.org/10.1007/978-3-7091-2694-3_3.

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5

Morro, A. "Wave Solutions in Linear Viscoelastic Materials." In Crack and Contact Problems for Viscoelastic Bodies, 227–58. Vienna: Springer Vienna, 1995. http://dx.doi.org/10.1007/978-3-7091-2694-3_4.

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Walton, J. R. "Dynamic Viscoelastic Fracture." In Crack and Contact Problems for Viscoelastic Bodies, 259–311. Vienna: Springer Vienna, 1995. http://dx.doi.org/10.1007/978-3-7091-2694-3_5.

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7

Yoshimura, H., C. A. Rubin, and G. T. Hahn. "Cyclic Crack Growth under Repeated Rolling Contact." In Time-Dependent Fracture, 271–80. Dordrecht: Springer Netherlands, 1985. http://dx.doi.org/10.1007/978-94-009-5085-6_23.

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8

Olzak, M., J. Stupnicki, and R. Wójcik. "Analysis of crack front propagation in contact." In Residual Stress in Rails, 45–62. Dordrecht: Springer Netherlands, 1992. http://dx.doi.org/10.1007/978-94-011-1787-6_3.

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9

Li, Wei, Qing Li, Jeffery Loughran, Michael Swain, Ionut Ichim, and Naoki Fujisawa. "Contact-Driven Crack Formation in Dental Ceramic Materials." In Fracture and Damage Mechanics V, 1257–60. Stafa: Trans Tech Publications Ltd., 2006. http://dx.doi.org/10.4028/0-87849-413-8.1257.

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10

Todoroki, Akira, Hideo Kobayashi, and Haruo Nakamura. "Effect of Partial Crack Surface Contact on Fatigue Crack Growth in Residual Stress Fields." In International Conference on Residual Stresses, 84–89. Dordrecht: Springer Netherlands, 1989. http://dx.doi.org/10.1007/978-94-009-1143-7_11.

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Тези доповідей конференцій з теми "Contact crack"

1

Su, Zhongqing, Kai Wang, and Shenfang Yuan. "Evaluation of crack orientation using fatigue crack-induced contact acoustic nonlinearity." In Health Monitoring of Structural and Biological Systems XII, edited by Tribikram Kundu. SPIE, 2018. http://dx.doi.org/10.1117/12.2296475.

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2

Jun, H. K., D. I. Fletcher, H. S. Jung, G. H. Lee, and D. H. Lee. "Calculation of minimum crack size for growth under RCF between wheel and rail." In CONTACT AND SURFACE 2011. Southampton, UK: WIT Press, 2011. http://dx.doi.org/10.2495/secm110111.

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3

Lai, J., E. Ioannides, and J. Wang. "Fluid-Crack Interaction in Lubricated Rolling-Sliding Contact." In STLE/ASME 2008 International Joint Tribology Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/ijtc2008-71254.

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This paper reports on a theoretical study on the fluid-assisted surface cracking in lubricated rolling-sliding contact. An analytical 2D model, validated by the CFD simulations, is developed to describe the transient process of lubricant seepage into a surface-breaking crack during the contact loading. The fluid-crack interaction is studied by FE calculations.
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4

Wang, Yaosen, Adrian A. Hood, and Christopher G. Cooley. "Finite Element/Contact Mechanics Analysis of Spur Gear Pairs With Tooth Root Cracks." In ASME 2021 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/detc2021-71896.

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Abstract This study analyzes the nonlinear static and dynamic response in spur gear pairs with tooth root crack damage. A finite element/contact mechanics (FE/CM) model is used that accurately captures the elastic deformations on the gear teeth due to kinematic motion, tooth and rim deformations, vibration, and localized increases in compliance due to a tooth root crack. The damage is modeled by releasing the connectivity of the finite element mesh at select nodes near a tooth crack. The sensitivity of the calculated static transmission errors and tooth mesh stiffnesses is determined for varying crack initial locations, final locations, and the path from the initial to final location. Gear tooth mesh stiffness is calculated for a wide range of tooth root crack lengths, including large cracks that extend through nearly all of the tooth. Mesh stiffnesses are meaningfully reduced due to tooth root crack damage. The dynamic response is calculated for cracks of varying length. Larger cracks result in increased peak dynamic transmission errors. For small tooth root cracks the spectrum of dynamic transmission error contains components near the natural frequency of the gear pair. The spectrum of dynamic transmission error has broadband frequency response for large tooth root cracks that extend further than one-half of the tooth’s thickness.
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5

Neisi, Neda, Eerik Sikanen, Janne E. Heikkinen, and Jussi Sopanen. "Stress Analysis of a Touchdown Bearing Having an Artificial Crack." In ASME 2017 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/detc2017-67750.

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The active magnetic bearings (AMBs) are often the preferred bearing solution in high speed rotating machines. Even though AMBs have numerous advantages in comparison to normal bearings they are sensitive to the power shutdowns. In the absence of electromagnetic field, the rotor collides with touchdown bearing. The high contact forces occurring between the rotor and touchdown bearing might lead to a contact surface failure in the touchdown bearings. In this study, the simulation model has been used to study the stresses of the touchdown bearing with an artificial crack. Flexibility of the rotor is modelled using the finite element method and frictional contacts are defined between the rotor and touchdown bearing. Hertzian contact theory is used to model all internal contacts in the ball bearing type touchdown bearings. This makes it possible to obtain the Hertzian contact stresses in each ball of the touchdown bearing and evaluate the stress intensity factors for a crack propagation analysis. The results show that increase in the dynamic friction coefficient between the rotor and bearing as well as increase in the air gap leads to a higher maximum Hertzian stress. As a result of the higher contact stress the stress intensity factor will increase.
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6

Kukielka, L., J. Chodor, and B. Storch. "New method of determination of the tool rake angle on the basis of the crack angle of the specimen in tensile tests and numerical simulations." In CONTACT/SURFACE 2009. Southampton, UK: WIT Press, 2009. http://dx.doi.org/10.2495/secm090191.

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7

Ribeaucourt, R., M. C. Baietto Dubourg, and Anthony Gravouil. "A Mixed Mode Fatigue Crack Growth Model Applied to Rolling Contact Fatigue." In World Tribology Congress III. ASMEDC, 2005. http://dx.doi.org/10.1115/wtc2005-63331.

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Extended finite element method simulation were conducted in order to evaluate mode I and II stress intensity factors (SIFs) for cracks under cyclic contact rolling and rolling-sliding conditions. The crack propagation mode and direction were investigated using criteria.
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8

Szolwinski, Matthew P., G. Harish, and Thomas N. Farris. "Comparison of Fretting Fatigue Crack Nucleation Experiments to Multiaxial Fatigue Theory Life Predictions." In ASME 1997 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1997. http://dx.doi.org/10.1115/imece1997-0745.

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Abstract Fretting is associated with microslip at the interface of contacts experiencing oscillatory loads. One consequence of fretting is the formation and subsequent growth of cracks at the edge of contact, a phenomenon known as fretting fatigue. Fretting fatigue is an important high cycle fatigue failure mechanism in aircraft structural lap joints and turbine blade/disk contacts. A well-characterized, integrated fretting test system has been developed in which both normal and cyclic tangential fretting loads are applied and monitored in conjunction with a bulk load on the specimen. The experimental data includes histories of the three applied forces and a detailed record of the evolution of interfacial friction coefficient, as driven by the surface microslip. The experimental system has been exercised to observe fretting crack nucleation and growth under a wide range of loading conditions in the context of a statistically-designed test matrix. An extensive multiaxial fatigue analysis based on the stress-strain cycle experienced by each point of the bodies subjected to the fretting loads reveals that the critical location for crack formation is the trailing edge of contact, consistent with observations made in the laboratory. The resulting stress-strain cycles are coupled with strain-life theory and literature values of uniaxial fatigue constants to predict fretting fatigue crack nucleation. The data collected for 2024-T351 aluminum alloy correlates very well with this prediction.
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9

Cui, Wentong, Juan Feng, and Ling Tian. "Study on Contact Fatigue Crack Propagation Behavior of Cr7C3 Coatings." In Advances in Materials, Machinery, Electrical Engineering (AMMEE 2017). Paris, France: Atlantis Press, 2017. http://dx.doi.org/10.2991/ammee-17.2017.155.

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10

TAHER, SDIQ ANWAR, JIAN LI, WILLIAM COLLINS, and CAROLINE BENNETT. "UAV-Based Non-Contact Fatigue Crack Monitoring of Steel Structures." In Structural Health Monitoring 2019. Lancaster, PA: DEStech Publications, Inc., 2019. http://dx.doi.org/10.12783/shm2019/32477.

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Звіти організацій з теми "Contact crack"

1

Herbert, Siân, and Heather Marquette. COVID-19, Governance, and Conflict: Emerging Impacts and Future Evidence Needs. Institute of Development Studies (IDS), March 2021. http://dx.doi.org/10.19088/k4d.2021.029.

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This paper reviews emerging evidence of the impact of COVID-19 on governance and conflict, using a “governance and conflict first” approach in contrast to other research and synthesis on COVID-19 in the social sciences that tends to be structured through a public health lens. It largely focuses on evidence on low- and middle-income countries but also includes a number of examples from high-income countries, reflecting the global nature of the crisis. It is organised around four cross-cutting themes that have enabled the identification of emerging bodies of evidence and/or analysis: Power and legitimacy; Effectiveness, capacity, and corruption; Violence, unrest, and conflict; and Resilience, vulnerability, and risk. The paper concludes with three over-arching insights that have emerged from the research: (1) the importance of leadership; (2) resilience and what “fixing the cracks” really means; and (3) why better ways are needed to add up all the “noise” when it comes to COVID-19 and evidence.
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2

Hart, Carl R., D. Keith Wilson, Chris L. Pettit, and Edward T. Nykaza. Machine-Learning of Long-Range Sound Propagation Through Simulated Atmospheric Turbulence. U.S. Army Engineer Research and Development Center, July 2021. http://dx.doi.org/10.21079/11681/41182.

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Conventional numerical methods can capture the inherent variability of long-range outdoor sound propagation. However, computational memory and time requirements are high. In contrast, machine-learning models provide very fast predictions. This comes by learning from experimental observations or surrogate data. Yet, it is unknown what type of surrogate data is most suitable for machine-learning. This study used a Crank-Nicholson parabolic equation (CNPE) for generating the surrogate data. The CNPE input data were sampled by the Latin hypercube technique. Two separate datasets comprised 5000 samples of model input. The first dataset consisted of transmission loss (TL) fields for single realizations of turbulence. The second dataset consisted of average TL fields for 64 realizations of turbulence. Three machine-learning algorithms were applied to each dataset, namely, ensemble decision trees, neural networks, and cluster-weighted models. Observational data come from a long-range (out to 8 km) sound propagation experiment. In comparison to the experimental observations, regression predictions have 5–7 dB in median absolute error. Surrogate data quality depends on an accurate characterization of refractive and scattering conditions. Predictions obtained through a single realization of turbulence agree better with the experimental observations.
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3

Deb, Robin, Paramita Mondal, and Ardavan Ardeshirilajimi. Bridge Decks: Mitigation of Cracking and Increased Durability—Materials Solution (Phase III). Illinois Center for Transportation, December 2020. http://dx.doi.org/10.36501/0197-9191/20-023.

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Type K cement offers a lower slump than conventional concrete, even at a higher water-to-cement ratio. Therefore, a suitable chemical admixture should be added to the Type K concrete mix design at a feasible dosage to achieve and retain target slump. In this project, a compatibility study was performed for Type K concrete with commercially available water-reducing and air-entraining admixtures. Slump and air content losses were measured over a period of 60 minutes after mixing and a particular mid-range water-reducing admixture was found to retain slump effectively. Furthermore, no significant difference in admixture interaction between conventional and Type K concrete was observed. Another concern regarding the use of Type K concrete is that its higher water-to-cement ratio can potentially lead to higher permeability and durability issues. This study also explored the effectiveness of presoaked lightweight aggregates in providing extra water for Type K hydration without increasing the water-to-cement ratio. Permeability of concrete was measured to validate that the use of presoaked lightweight aggregates can lower water adsorption in Type K concrete, enhancing its durability. Extensive data analysis was performed to link the small-scale material test results with a structural test performed at Saint Louis University. A consistent relation was established in most cases, validating the effectiveness of both testing methods in understanding the performance of proposed shrinkage-mitigation strategies. Stress analysis was performed to rank the mitigation strategies. Type K incorporation is reported to be the most effective method for shrinkage-related crack mitigation among the mixes tested in this study. The second-best choice is the use of Type K in combination with either presoaked lightweight aggregates or shrinkage-reducing admixtures. All mitigation strategies tested in this work were proved to be significantly better than using no mitigation strategy.
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4

Snyder, Victor A., Dani Or, Amos Hadas, and S. Assouline. Characterization of Post-Tillage Soil Fragmentation and Rejoining Affecting Soil Pore Space Evolution and Transport Properties. United States Department of Agriculture, April 2002. http://dx.doi.org/10.32747/2002.7580670.bard.

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Tillage modifies soil structure, altering conditions for plant growth and transport processes through the soil. However, the resulting loose structure is unstable and susceptible to collapse due to aggregate fragmentation during wetting and drying cycles, and coalescense of moist aggregates by internal capillary forces and external compactive stresses. Presently, limited understanding of these complex processes often leads to consideration of the soil plow layer as a static porous medium. With the purpose of filling some of this knowledge gap, the objectives of this Project were to: 1) Identify and quantify the major factors causing breakdown of primary soil fragments produced by tillage into smaller secondary fragments; 2) Identify and quantify the. physical processes involved in the coalescence of primary and secondary fragments and surfaces of weakness; 3) Measure temporal changes in pore-size distributions and hydraulic properties of reconstructed aggregate beds as a function of specified initial conditions and wetting/drying events; and 4) Construct a process-based model of post-tillage changes in soil structural and hydraulic properties of the plow layer and validate it against field experiments. A dynamic theory of capillary-driven plastic deformation of adjoining aggregates was developed, where instantaneous rate of change in geometry of aggregates and inter-aggregate pores was related to current geometry of the solid-gas-liquid system and measured soil rheological functions. The theory and supporting data showed that consolidation of aggregate beds is largely an event-driven process, restricted to a fairly narrow range of soil water contents where capillary suction is great enough to generate coalescence but where soil mechanical strength is still low enough to allow plastic deforn1ation of aggregates. The theory was also used to explain effects of transient external loading on compaction of aggregate beds. A stochastic forInalism was developed for modeling soil pore space evolution, based on the Fokker Planck equation (FPE). Analytical solutions for the FPE were developed, with parameters which can be measured empirically or related to the mechanistic aggregate deformation model. Pre-existing results from field experiments were used to illustrate how the FPE formalism can be applied to field data. Fragmentation of soil clods after tillage was observed to be an event-driven (as opposed to continuous) process that occurred only during wetting, and only as clods approached the saturation point. The major mechanism of fragmentation of large aggregates seemed to be differential soil swelling behind the wetting front. Aggregate "explosion" due to air entrapment seemed limited to small aggregates wetted simultaneously over their entire surface. Breakdown of large aggregates from 11 clay soils during successive wetting and drying cycles produced fragment size distributions which differed primarily by a scale factor l (essentially equivalent to the Van Bavel mean weight diameter), so that evolution of fragment size distributions could be modeled in terms of changes in l. For a given number of wetting and drying cycles, l decreased systematically with increasing plasticity index. When air-dry soil clods were slightly weakened by a single wetting event, and then allowed to "age" for six weeks at constant high water content, drop-shatter resistance in aged relative to non-aged clods was found to increase in proportion to plasticity index. This seemed consistent with the rheological model, which predicts faster plastic coalescence around small voids and sharp cracks (with resulting soil strengthening) in soils with low resistance to plastic yield and flow. A new theory of crack growth in "idealized" elastoplastic materials was formulated, with potential application to soil fracture phenomena. The theory was preliminarily (and successfully) tested using carbon steel, a ductile material which closely approximates ideal elastoplastic behavior, and for which the necessary fracture data existed in the literature.
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5

DeSantis, John, and Jeffery Roesler. Longitudinal Cracking Investigation on I-72 Experimental Unbonded Concrete Overlay. Illinois Center for Transportation, February 2022. http://dx.doi.org/10.36501/0197-9191/22-002.

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A research study investigated longitudinal cracking developing along an experimental unbonded concrete overlay (UBOL) on I-72 near Riverton, Illinois. The project evaluated existing literature on UBOL (design, construction, and performance), UBOL case studies, and mechanistic-empirical design procedures for defining the mechanisms that are contributing to the observed distresses. Detailed distress surveys and coring were conducted to assess the extent of the longitudinal cracking and faulting along the longitudinal lane-shoulder joint. Coring over the transverse contraction joints in the driving lane showed stripping and erosion of the dense-graded hot-mix asphalt (HMA) interlayer was the primary mechanism initiating the longitudinal cracks. Cores from the lane-shoulder joint confirmed stripping and erosion was also occurring there and leading to the elevation difference between the driving lane and shoulder. Field sections by surrounding state departments of transportation (DOTs), such as Iowa, Michigan, Minnesota, Missouri, and Pennsylvania, with similar UBOL design features to the I-72 section were examined. Site visits were performed in Illinois, Michigan, Minnesota, and Pennsylvania, while other sections were reviewed via state DOT contacts as well as Google Earth and Maps. Evidence from other DOTs suggested that HMA interlayers, whether dense graded or drainable, could experience stripping, erosion, and instability under certain conditions. An existing performance test for interlayers, i.e., Hamburg wheel-tracking device, and current models reviewed were not able to predict the distresses on I-72 eastbound. Adapting a dynamic cylinder test is a next step to screen HMA interlayers (or other stabilized layers) for stripping and erosion potential. To slow down the cracking and faulting on I-72 eastbound, sealing of the longitudinal lane-shoulder joint and driving lane transverse joints is suggested. To maximize UBOL service life, an HMA overlay will minimize water infiltration into the interlayer system and significantly slow down the HMA stripping and erosion mechanism that has led to longitudinal cracking and lane-shoulder faulting.
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