A bounding method for predicting the fatigue life of plain and autofrettaged thick-walled cylinders

Rees, D. Andrew S.

doi:10.1016/0142-1123(91)90128-l

Cited by 2 publications

(1 citation statement)

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“…Different mathematical treatments have been employed, such as analytic approaches [1,3,6,8,12,13], the finite-element (FE) method [16][17][18][19] and 0965-0393/98/010051+19$19.50 c 1998 IOP Publishing Ltd the boundary element method [20,21]. Furthermore, the enhancement of the fatigue resistance by the autofrettage technique has been studied by many investigators, see, for example [10,11,13,14,[22][23][24][25]. Quite generally, most earlier experimental and theoretical investigations were focused on the autofrettage of ferritic medium-to high-strength steels at room temperature, except for the work of Vetter et al [10,11] and Mischorr [7] on soft-martensitic and semi-austenitic steels, again at room temperature.…”

Section: Introductionmentioning

confidence: 99%

Finite-element modelling of low-temperature autofrettage of thick-walled tubes of the austenitic stainless steel AISI 304 L: Part I. Smooth thick-walled tubes

Feng¹,

Mughrabi²,

Donth³

1998

Modelling Simul. Mater. Sci. Eng.

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The stresses and strains introduced by low-temperature autofrettage of smooth thick-walled tubes made of the austenitic stainless steel AISI 304 L were modelled by the finite-element (FE) method. The objective was to show that low-temperature autofrettage is much more efficient than autofrettage at room temperature in enhancing the fatigue resistance by introducing a higher beneficial tangential (hoop) residual compressive stress at the inner part of the tube. Attention was paid to the influences of the autofrettage temperature and pressure, the work hardening and the reverse yielding on the residual stress components and on the total strain components of the tube. The FE calculations confirmed that more beneficial residual stress patterns can be attained by autofrettage at low rather than at room temperature. From the quantitative calculations, the optimal autofrettage temperature and pressure of the tube were concluded to be about and 4000 bar, respectively. The results of the calculations were shown to be in good agreement with recently measured data.

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