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Fatigue behavior of two types of automotive steel, quenched and tempered SUJ2 and carburized SCM820PRH, which are applied as powertrain parts are studied. These two types of steel are different in their hardness distribution from surface to core. The hardness of quenched and tempered SUJ2 is homogenous, in contrast to that of carburized SCM820PRH (SCM) which decreases from surface to core. These steels are investigated in terms of their monotonic tensile properties and fatigue behavior. A number of predictive methods were used to describe the fatigue behavior of these steels. A simple predictive method is based on approximation of S-N curve from ultimate tensile strength. The well-known Murakami’s defect area method was also applied for the prediction of the high cycle fatigue strength.

A procedure for fatigue life estimation of components and structures under variable amplitude multiaxial loadings based on simple and commonly available material properties is presented. Different aspects of the analysis consisting of load cycle counting method, plasticity model, fatigue damage parameter, and cumulative damage rule are presented. The only needed material properties for the proposed procedure are hardness and monotonic and axial cyclic deformation properties (HB, K, n, K′ and n′). Rainflow cycle counting method is used for identifying number of cycles. Non-proportional cyclic hardening is estimated from monotonic and axial cyclic deformation behaviors. A critical plane approach is used to quantify fatigue damage under variable amplitude multiaxial loading, where only material hardness is used to estimate the fatigue curve, and where the needed deformation response is estimated based on Tanaka's non-proportionality parameter.

This paper discusses the effects of changes in specimen geometry, stress gradient, and residual stresses on fully-reversed constant amplitude uniaxial fatigue behavior of a medium carbon steel. Axial fatigue tests were performed on both flat and round specimens, while four-point rotating bending tests were performed only on round specimens. All the tests were performed using shot peened and unpeened flat and round samples, to investigate the effects of compressive residual stresses on fatigue behavior. The specimens in the rotating bending tests experienced longer life for a given stress amplitude than in the axial test. Shot-peening was found to be beneficial in the long life region, while in short life tests the shot-peened samples experienced a shorter life than the unpeened samples under both axial and bending test conditions.

An approach for Probabilistic Reanalysis (PRA) of a system is presented. PRA calculates very efficiently the system reliability or the average value of an attribute of a design for many probability distributions of the input variables, by performing a single Monte Carlo simulation. In addition, PRA calculates the sensitivity derivatives of the reliability to the parameters of the probability distributions. The approach is useful for analysis problems where reliability bounds need to be calculated because the probability distribution of the input variables is uncertain or for design problems where the design variables are random. The accuracy and efficiency of PRA is demonstrated on vibration analysis of a car and on system reliability-based optimization (RBDO) of an internal combustion engine.

In this study a dynamic simulation was conducted on a forged steel crankshaft from a single cylinder four stroke engine. Finite element analysis was performed to obtain the variation of the stress magnitude at critical locations. The dynamic analysis resulted in the development of the load spectrum applied to the crankpin bearing. This load was then applied to the FE model and boundary conditions were applied according to the engine mounting conditions. Results obtained from the aforementioned analysis were then used in optimization of the forged steel crankshaft. Geometry, material, and manufacturing processes were optimized using different geometric constraints, manufacturing feasibility, and cost. The first step in the optimization process was weight reduction of the component considering dynamic loading. This required the stress range under dynamic loading not to exceed the magnitude of the stress range in the original crankshaft.

During metal forming processes such as rolling and forging, deformable manganese sulfide (MnS) inclusions become elongated. Such elongated MnS inclusions can have considerable adverse effects on mechanical properties, if the inclusions are not aligned with the loading direction. The objectives of this study were to evaluate and compare fatigue, monotonic tensile and CVN impact behavior of SAE 4140 steel with high (0.077% S), low (0.012% S) and ultra low (0.004% S) sulfur contents at two hardness levels (40 HRC and 50 HRC). The longitudinally oriented samples at 40 HRC, where MnS inclusions were oriented along the loading direction, did not exhibit any significant sensitivity of tensile or fatigue properties to the sulfur content. For the transversely oriented MnS inclusions, however, the monotonic tensile test results indicate very low ductility of the high sulfur material at both hardness levels, where specimens failed shortly after yielding.

In this study a dynamic simulation was conducted on a crankshaft from a single cylinder four stroke engine. Finite element analysis was performed to obtain the variation of stress magnitude at critical locations. The pressure-volume diagram was used to calculate the load boundary condition in dynamic simulation model, and other simulation inputs were taken from the engine specification chart. The dynamic analysis was done analytically and was verified by simulation in ADAMS which resulted in the load spectrum applied to crank pin bearing. This load was applied to the FE model in ABAQUS, and boundary conditions were applied according to the engine mounting conditions. The analysis was done for different engine speeds and as a result critical engine speed and critical region on the crankshaft were obtained. Stress variation over the engine cycle and the effect of torsional load in the analysis were investigated.

Fatigue is the primary cause of failure of crankshafts in internal combustion engines. The cyclic loading conditions and the stress concentrations in the crank pin fillets are unavoidable, and can result in fatigue failure. The objectives of this study were to compare the fatigue behavior of forged steel and ductile iron crankshafts from a one-cylinder engine as well as to determine if the fatigue life of a crankshaft can be accurately estimated using fatigue life predictions. Monotonic tensile tests as well as strain-controlled fatigue tests were conducted using specimens machined from the crankshafts to obtain the monotonic and cyclic deformation behavior and fatigue properties of the two materials. The forged steel had higher tensile strength and better fatigue performance than the ductile cast iron. Charpy v-notch impact tests were also conducted using specimens machined from the crankshafts to obtain and compare the impact toughness of the materials.

An optimization study was performed on a steel forged connecting rod with a consideration for improvement in weight and production cost. Since the weight of the connecting rod has little influence on its total production cost, the cost and the weight were dealt with separately. Reduction in machining operations, achieved by change in material, was a significant factor in manufacturing cost reduction. Weight reduction was achieved by using an iterative procedure. Literature survey suggests cyclic loads comprised of static tensile and compressive loads are often used for design and optimization of connecting rods. However, in this study weight optimization is performed under a cyclic load comprising dynamic tensile load and static compressive load as the two extreme loads. Constraints of fatigue strength, static strength, buckling resistance and manufacturability were also imposed. The fatigue strength was the most significant factor in the optimization of the connecting rod.

This study investigates and compares fatigue behavior of forged steel and powder metal connecting rods. The experiments included strain-controlled specimen testing, with specimens obtained from the connecting rods, as well as load-controlled connecting rod bench testing. Monotonic and cyclic deformation behaviors, as well as strain-controlled fatigue properties of the two materials are evaluated and compared. Experimental S-N curves of the two connecting rods from the bench tests obtained under R = -1.25 constant amplitude loading conditions are also evaluated and compared. Fatigue properties obtained from specimen testing are then used in life predictions of the connecting rods, using the S-N approach. The predicted lives are compared with bench test results and include the effects of stress concentration, surface finish, and mean stress. The stress concentration factors were obtained from FEA, and the modified Goodman equation was used to account for the mean stress effect.

A vehicle steering knuckle undergoes time-varying loadings during its service life. Fatigue behavior is, therefore, a key consideration in its design and performance evaluation. This research program aimed to assess fatigue life and compare fatigue performance of steering knuckles made from three materials of different manufacturing processes. These include forged steel, cast aluminum, and cast iron knuckles. In light of the high volume of forged steel vehicle components, the forging process was considered as base for investigation. Monotonic and strain-controlled fatigue tests of specimens machined from the three knuckles were conducted. Static as well as baseline cyclic deformation and fatigue properties were obtained and compared. In addition, a number of load-controlled fatigue component tests were conducted for the forged steel and cast aluminum knuckles. Finite element models of the steering knuckles were also analyzed to obtain stress distributions in each component.

The crash performance of an automobile largely depends on the ability to identity impact damage, maintain the passenger safety through deployment of various safety restraint systems, and steer away the vehicle from impact. So, this work is focused on the impact response of an automobile structure so as to find the location, magnitude of impact and asses the severity of damage. The results of the developed generalized forward plate model compared within 2% for FEM and previous other theoretical approaches. The inverse model compared within 7% for location and reconstructed force. Damage severity assessment is also investigated.

This paper presents an air-fuel ratio control of a spark ignition (SI) engine. The control strategy depends on the evaluation of the model parameters such as fuel puddle parameters, time constant and delay time values using fuzzy logic. These values in turn are used in the air-fuel ratio control that implements self-tuning regulator (STR) system. The effectiveness of the proposed design is demonstrated through simulation for various throttle transients. The results obtained show that the air-fuel ratio is maintained within 0.5% of the commanded stoichiometric value.

A detailed methodology is presented in this paper for a complete assessment of various forces, torques, and kinematic effects due to universal joint angularities and shaft yoke phasing. A modular approach has been adopted wherein constitutive equations represent each of the key elements of a driveline namely the driveshaft, coupling shaft, universal joint, and the transmission/axle shafts. Concentrated loads are used wherever loads are being transferred between the elements of a driveline. Local matrices are developed for the equilibrium of the respective driveline members. The local matrices are then assembled into a global matrix and solved for the kinematic state of the complete driveline. A 6x15 matrix has been developed to represent a general shaft in the system and a 6x10 matrix has been developed for a universal joint cross. This gives us a complete picture of all the loads on all driveline members.

Active suspension for automobiles involves an active control of wheel motions. This work investigates the possibility of realizing controlled wheel motion for an active suspension using a class of smart materials, namely piezoceramics. The proposed concept deviates significantly from conventional practice of using heavier, hydraulic actuators. Rather than accomplishing the wheel motion using the direct stroke of an actuator, the motion is to be realized by actively modifying the effective stiffness of the suspension system using piezoceramic sensing and actuation. Piezoceramic actuators have been typically waived as totally unacceptable for such large stroke, load carrying applications since these actuators have always been limited to micro-motion ranges. In this research, a strategic combination of elastic and piezoceramic layers is shown to have the potential to meet this challenge.