Issue 48

S. Gerbe et al., Frattura ed Integrità Strutturale, 48 (2019) 105-115; DOI: 10.3221/IGF-ESIS.48.13 112 of its validity is easily possible if specimens which fail below the fatigue limit or run out ( N ≥ 10 7 ) in the near of it will be analyzed with respect to the dimension of either their crack initiating defect or their most critical but not propagating defect. In this context some corresponding data points (applied cyclic amplitude σ a , initial defect length and SDAS) of this study and further results of an alloy with quite similar chemical composition and microstructure parameters according to the SDAS, taken from literature can be found in Tab. 4 and are implemented in the Kitagawa-Takahashi diagram of Fig. 7. The inserted points from literature are well summarized from different studies by Wang et al. [25]. Here every point is related to a fatigue limit σ f , a SDAS value and a pore area, measured at the fracture surfaces. Analogue to this the defect size in this study (crack initiating pore for failure or biggest pore for run through events) was measured at the fracture surface after testing. In case of the run out events the specimens were cracked later by monotonic increasing tensile stress. All defect lengths a are given as maximal diameter of the crack initiating or biggest pores for values of the present work or as calculated diameter of an equivalent circular defect according to the pore area values of [25]. alloy study SDAS [µm] stress amplitude σ a / fatigue limit σ f [MPa] failure before N = 10 7 cycles defect length a [µm] AlSi8Cu3 stud bolt this study 65 68 yes 1103 66 no 271 AlSi8Cu3 bearing seat 18 110 yes 103 110 no 19 AlSi6Cu3.5 (A319) Wang et al. [25] 66 66 no 374 66 62 no 451 20 112 no (quasi defect free) 23 97 no 220 Table 4 : Combined data points of applied cyclic loading and defect lengths (maximal pore diameter measured at fracture surfaces) from uniaxial cyclic loading tests of this study for the engine block alloy AlSi8Cu3. Further, similar results from Wang et al. [25] are given to test the validity of the created Kitagawa Takahashi diagram. Figure 7 : The Kitagawa-Takahashi diagrams for the engine blocks stud bolt (grey; SDAS = 65 µm) and bearing seat (black; SDAS = 18 µm) extended by the data points shown in Tab. 4. It is visible that the points of run throughs are on the left side (safe area) of the respective El Haddad curve according to the materials SDAS. Further, experiments which fail although the stress amplitude is below the fatigue limit are positioned at the right side of the El Haddad-modified threshold (failure area). The fatigue limits σ f ( N f = 10 7 ) from literature (cf. Tab. 4) are laying on or near the El Haddad threshold curve what underline its validity.