• Journal of the Korean Society of Safety
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• v.10 no.2
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• pp.120-128
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• 1995

The fatigue failure of rail is a principal source of derailment accidents. The reduction of fatigue failures can be achieved by Intensive track maintenance and periodic safety assessments for the railway. For the safety assessments, it is required to have more accurate knowledge for fatigue behavior such as the crack initiation, propagation, crack growth rate and the remaining service life in rail. In this paper, the mean stress effects for the fatigue behavior of rail steel are studied. For this study, the fatigue test is conducted and some equations for fatigue evaluation are applied and compared. From the results, we can see that the fatigue crack growth rate is the more increased as the men stress Is the more increased, the mean stress effect is represented well by the combination of stress intensity factor range and maximum stress intensity factor and Crooker and Range's equation represented by ${\Delta}K, K_{max}$ is the best fit for fatigue evaluation and safety assessment of rail.

• Structural Engineering and Mechanics
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• v.70 no.1
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• pp.33-41
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• 2019

The influence of two parameters on fatigue damage predictions of a variably loaded cantilever beam has been examined. The first parameter is the geometry of the cantilever beam and the weld connecting it to a rear panel. Variables of the geometry examined here include the cantilever length, the weld width on the critical cross-section and the angle of the critical cross-section. The second parameter is the safety factor, as set out by the Eurocode 3 standard. An analytical approach has been used to calculate the stresses at the critical cross-section and standard rainflow counting has been used for the extraction of the load cycles from the load history. The results here suggest that a change in the width and angle of the critical cross-section has a non-linear impact on the fatigue damage. The results also show that the angle of the critical cross-section has the biggest influence on the fatigue damage and can cause the weld to withstand fatigue better. The second parameter, the safety factor, is shown to have a significant effect on the fatigue damage calculation, whereby a slight increase in the endurance safety factor can cause the calculated fatigue damage to increase considerably.

• Safety and Health at Work
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• v.7 no.2
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• pp.124-129
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• 2016

Background: Work-related fatigue has a strong impact on performance and safety but so far, no agreed upon method exists to detect and quantify it. It has been suggested that work-related fatigue cannot be quantified with just one test alone, possibly because fatigue is not a uniform construct. The purpose of this study is therefore to measure work-related fatigue with multiple tests and then to determine the underlying factorial structure. Methods: Twenty-eight employees (mean: 36.11; standard deviation 13.17) participated in five common fatigue tests, namely, posturography, heart rate variability, distributed attention, simple reaction time, and subjective fatigue before and after work. To evaluate changes from morning to afternoon, t tests were conducted. For further data analysis, the differences between afternoon and morning scores for each outcome measure and participant (${\Delta}$ scores) were submitted to factor analysis with varimax rotation and each factor with the highest-loading outcome measure was selected. The ${\Delta}$ scores from tests with single and multiple outcome measures were submitted for a further factor analysis with varimax rotation. Results: The statistical analysis of the multiple tests determine a factorial structure with three factors: The first factor is best represented by center of pressure (COP) path length, COP confidence area, and simple reaction time. The second factor is associated with root mean square of successive difference and useful field of view (UFOV). The third factor is represented by the single ${\Delta}$ score of subjective fatigue. Conclusion: Work-related fatigue is a multidimensional phenomenon that should be assessed by multiple tests. Based on data structure and practicability, we recommend carrying out further studies to assess work-related fatigue with manual reaction time and UFOV Subtest 2.

• Journal of the Korean Society of Safety
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• v.25 no.6
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• pp.161-168
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• 2010

A series of fatigue tests have been performed on the non-load carrying fillet welded joints in order to quantitatively assess the fatigue characteristics due to the grindings and TIG(Tungsten Inert Gas) welding treatments. From the results of fatigue tests, it has been shown that the fatigue strengths at $2{\times}106$ load cycles were improved in the case of the grinding sand TIG welding treatments, and we could know that it is satisfying fatigue strength prescribed in fatigue design standard in general. Besides, from the results of fracture mechanics approaches, the geometric shape correction factors were the most dominant factors in the initial fatigue crack growth, but as the fatigue crack develops, the finite plate correction factor were became the most dominant factor, and the fatigue life on non-load carrying fillet welded joints could be relatively exactly estimated by using the relations between fatigue crack growth rate and stress intensity factor obtained from finite element analysis and existing proposed formulae.

• Journal of the Korean Society of Safety
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• v.26 no.2
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• pp.1-5
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• 2011

In order to evaluate fatigue endurance for an ultra-light weight inline skate frame, FEM analysis was performed. Tensile properties and a S-N curve were determined through tensile and fatigue tests on a modified Al-7075+$S_c$ alloy. The yield and ultimate tensile strengths were 553.3 MPa and 705.5 MPa, respectively. The fatigue endurance limit of this alloy was 201.2 MPa. For evaluating the fatigue endurance of the inline skate frame, the S-N data were compared with the stress analysis results through FEM analysis of the frame. The maximum Von-Mises stress of the frame was determined 106 MPa through FEM analysis of the frame, assuming that the rider weight is 75 Kg. Conclusively, on the basis of fatigue limit, the inline skate frame has a safety factor of approximately 2.0.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 1997.04a
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• pp.475-480
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• 1997

It is common to assum identical allowable safety factors in static strength, defined by mean stress and in fatigue, defined by stress amplitude. Under the load with asymmetrical cycles the safety factor is not the same. In this paper, with the consideration of unequal allowable safety factors a general method for estimating fatigue reliability of a machine element under a combined state of stress is derived based on the theory proposed by Prof. Kececioglu and normal distribution. The calculation of fatigue reliability for limited life is discussed with example.

• Journal of the Korean Society of Safety
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• v.22 no.3 s.81
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• pp.1-6
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• 2007

In order to evaluate fatigue endurance for the rocker arm of a diesel engine, stress measurements were performed using the strain gages attached near the neck, where is one of the most critical region in the rocker arm, in variation of the engine speed. The fatigue life experiments were carried out on miniature specimens from the rocker arms. For evaluating the fatigue endurance of the rocker arm, the S-N data were compared with the stress analysis results through FEM analysis of the rocker arm. The effective stress of the neck region was determined 17.7MPa through FEM analysis of the rocker arm. Conclusively, on the basis of fatigue limit, the rocker arm has a safety factor of 2.8 or 3.4 from the stress measurement or FEM results, respectively.

• Nuclear Engineering and Technology
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• v.53 no.8
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• pp.2600-2609
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• 2021

Low cycle fatigue behaviors of SA508-3 low-alloy steel were investigated in room-temperature air, high-temperature air and in light water reactor (LWR) water environments. The fatigue mean curve and design curve for the low-alloy steel are developed based on the fatigue data in room-temperature and high-temperature air. The environmental fatigue model for low-alloy steel is developed by the environmental fatigue correction factor (F_en) methodology based on the fatigue data in LWR water environments with the consideration of effects of strain rate, temperature, and dissolved oxygen concentration on the fatigue life.

• Journal of the Korean Society of Safety
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• v.15 no.3
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• pp.1-6
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• 2000

In fatigue crack growth test, it is important not only to analyze characteristics of fatigue crack growth but also to determine the threshold stress intensity factor, ${\Delta}K_{th}$. which is the threshold value of fatigue crack growth. Linear regression analysis using fatigue test data near the threshold is suggested to determine the ${\Delta}K_{th}$ in the standard test method but the ${\Delta}K_{th}$ can be affected by a fitting method. And there are some limitations on the linear regression analysis in the case of small number of test data near the threshold. The objective of this study is to investigate differences of the ${\Delta}K_{th}$ due to regression analysis method and to evaluate the relative error range of the ${\Delta}K_{th}$ in same fatigue crack growth test data.

• Journal of the Korean Society for Precision Engineering
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• v.15 no.4
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• pp.51-57
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• 1998

It is common to assume identical allowable safety factors in static strength defined by mean stress and in fatigue, defined by stress amplitude. Under the load with asymmetrical cycles the safety factor is not the same. In this paper, with the consideration of unequal allowable safety (actors a general method for estimating fatigue reliability of a machine element under a combined state of stress is derived based on the theory proposed by Prof. Kececioglu and a normal distribution. The calculation of fatigue reliability fur limited life is discussed with example.