Crack tip flipping, where the fracture surface alternates from side to side in roughly 45 • shear bands, seems to be an overlooked propagation mode in Mode I thin sheet tearing. In fact, observations of crack tip flipping is rarely found in the literature. Unlike the already established modes such as slanting, cup-cone (rooftop), or cup-cup (bathtub) the flipping crack never settles in a steady-state as the near tip stress/strain field continuously change when the flip successively initiates and develops shear-lips. A recent experimental investigation has revealed new insight by exploiting 3D X-ray tomography scanning of a developing crack tip flip. But, it remains to be understood what makes the crack flip systematically, what sets the flipping frequency, and under which material conditions this mode occurs. The present study aims at investigating the idea that a slight out-of-plane action (Mode III type loading) on the tip of a slant Mode I crack can provoke it to flip to the opposite side. Both experiments and micromechanics based modeling support this hypothesis.
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Friction in the piston ring package (piston, piston rings, and liner) is a major source of power consumption in large two-stroke marine diesel engines. In order to improve the frictional and wear performance, knowledge about the tribological interface between piston rings and liner is needed. The work described in this article addresses the subject from both an experimental and a theoretical perspective. First, a one-dimensional numerical model based on the Reynolds equation is presented. It uses a pressure-density relation for the modelling of cavitation. The viscosity is assumed to depend on a measured temperature only; thus, it is not necessary to include the energy equation. Conservation of oil is ensured throughout the domain by considering the amount of oil outside the lubricated interface. A model for hard contact through asperities is also included. Second, a laboratory-scale test rig is described. Results from a number of experimental tests with different geometries and running speeds are presented. Finally, a comparison between the measured friction force and simulated values is given. Good correlation between the measurements and the simulations has been observed, especially when running at a high speed. This article represents the first steps in the pursuit of being able to accurately model the interface between a piston ring and the cylinder liner in large two-stroke diesel engines.
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