PERIODICA POLYTECHNICA
SER
TRANS
ENG
VOL. 20 NO.
2,
PP.
135-11,1
1992)
F TIGUE
TEST
OF M TERI LS
ND
THEIR
WELDED
JOINTS
USED IN
VEHICLE
M NUF CTURING
P.
BERKE,
F.
GALAMBOSI
and
P.
MICHELBERGER Department
of
Transport
Engineering Mechanics Technical University of Budapest Received:
January
22
1991
bstract
The
Department
of Mechanics
at
the
Faculty of
Transport
Engineering
of
the BME
took a considerable
part
in
the
research connected with vehicle manufacturing and especially with
the
manufacturing
of
motor buses. During
the
past years research was carried
out
into such materials among others in
[1]
[2]
which resulted in providing basic design
data
for
both
factories: GANZ-MA
VAG
and
Ikarusz.
Keywords:
material testing fatigue welded joint.
Introduction
For
the
manufacturing
of
the
structural
parts
of
road
and
railway vehicles steels
37,45,52
are
generally used as weld steel.
Though, there
is a
trend
to
shift
the
utilisation
ratio
of
the
mentioned
steels
towards
steels 52 allowing
the
possibility
of
the
mass reduction obtainable in
this
way nevertheless steels 37
are
still
used
to
a considerable
extent
as
the structural
material
of
the
vehicles.
When
the
problem
arises which is
to be
chosen from
among
the
welding technologies
when
e.
g.
the
arc-welding is
to
be
selected
to
meet
the
purpose,
then the
C02
shielded arc-welding
procedure
is chosen
due
-
among others
-
to
its
reasonable price
and
cheap
feasibility.
t
is a
fact
that
-
in certain
respects -
there
are
sufficient pieces
of information
about the
properties of
the
steels
mentioned,
as
e. g.
in
the
case of
[3]
[4] [5]
[6]
but
on
the
other
hand,
in some cases
it
seems
to be
suitable
to
complete
the
existing pieces of
information
with others
available
in
the
course of special
examinations.
As
an
example
of
it,
the
examination
of
deformation anisotropy
of
materials
and their embrittlement due
to
the
reduction in
temperature
can
be
mentioned.
136
P.
BERKE
F
GALAMBOSI
and
P.
MICHELBERGER
Results of Examinations
With
regard
to the
fact
that
our examination
covers -
among
others
-also
the
numerical
determination
of
the
characteristics
of
material
37
D
therefore analysis
was
performed
for
the
detection of
the
chemical
compo
sition,
texture and
the
slag composition.
The textural
composition
was
ferrite-perlite,
the
grain
size was
found
to be
between
values
0.012 ' 0.015
mm
with
uniform distribution.
The
values
characteristic of
the
slag
composition
were
under
the
3rd
grade,
the
average value
of
hardness
was
HVIO
153).
The
static
characteristics
-
though
in
most
cases
these
values
are
taken
into
consideration
only for identification
purposes,
or
dimensioning
for
static
loads,
respectively -were
determined,
and
in
particular,
as a
function of
temperature
for
the
sake
of
taking
into consideration
the
process of
embrittlement.
The
measurement
results
are
shown
in
Fig.
1.
Certain embrittlement
could
be
observed due
to the
reduction in
temperature;
the
values
measured
on
the
specimens
worked
out
in
deformation direction
and
in
the
direction
perpendicular
to
t
can
be
considered as identific.
In
spite
of
the
unreliable
character
of
contraction
-measurability,
the
value
of
the
energy required
to
failure was also
calculated,
for
the
sake
of orientation, namely
from
the
tensile
test
results
measured
at
test-temperat
ures
of
between
20
DC
and
-40
DC.
On
the
basis of
the
data
obtained
for
the
specimens
subject
to
tensile
test
at
20
DC
the
average value
of
the
energy required
to
failure was found
to
be
906
J
j
cm
3,
its
standard
deviation
was
94 5
j m
3,
while
the
same
values
obtained
from
the
tensile-test performed
at
a
temperature
of
-40
DC
were found
to be
851
j m
3,
and
124
j m
3,
respectively.
The
embrittlement
can
be
expressed numerically -
apart
from
the
change in
the
energy required
to
failure -also by
the Charpy
impact
test
method
applied
to the
examination
of resistance
to
dynamic
loads,
with
the
remark added
that
this
procedure can be
considered very sensitive
to the
detection,
of anisotropy caused
by
the
deformation direction
too.
The
values
measured
on
the
micro
impact
test
specimens are shown
in
Fig. 2.
In the
course of
design,
the
notch
sensitivity of
materials should
also
be
taken into
consideration,
which was
examined
by
the
variation of
the
corner radius
of
the
notches in
the
Charpy impact
test
specimens
Fig. 3),
especially
with
the
development
of notches
with
nose
radii of
r
1
mm
and
r
0.25
mm,
and
with
a
remainder
cross-sectional
area
of
2
X
3
mm.
However,
with
the
cross-sections
reduced
to
such
an
extent,
the
value
of
the
specific
impact
energy,
too,
will
be
different, since
the
extent
of
plastic
deformation
developed in front of
the
crack nose will increase
as compared
to the
remainder
cross-section.
The
variation
in
the
value of specific
impact
F TIGUE
TEST
OF
M TERI LS
137
lO
e
m
fill
A
fit
Specimens worked out in rolling direction
0
A
0
Specimens worked out in the direction perpendiculor
to
that
of rolling
cf
510
,
,
,
500
'
:
,
490
Q.
'
\
\
480
•
.
~
30
;:.
:
\~
\
-
s
.
<l:
470
'
.
26
46
450
310
440
3~20
20
Testing
temperature
I
·C
Fig
1
Static material
characteristics of
specimens worked
out
of
the
basic
material
in
deformation
direction
and
perpendicular
to
it
energy
involving
the
reduction
of profile dimensions is decisively influenced by
the
reduction
in
the
crack
propagation
energy
besides
the
nearly
con
stant
crack
initiating
energy, consequently
with
a
certain
profile size,
the
value of
the
specific
impact
energy
will
not
change
decisively even
in
the
case
of notches
with
different nose radii, since
the
share
of
the
crack prop
agation
energy
within
the
total
amount
of energy is
considerably reduced.
In
this
way,
Figs
2
and
3
are
not
commeasurable. From
the
values shown in
Fig
3,
it
can
be
seen
that
the
notch sensitivity
of
the
tested
material
had not
changed as
a
function
of
temperature.
In
the
case of
fatigue tests
the temperature
dependence of
the
load
cycle
numbers
to
failure
with
the
given loads could
not
be
followed
due
to
the
lack of
experimental
equipment
however,
the
effect
of deformation direction
was
examined.
The
different
load
cycle
numbers
to
failure asso
ciated with
different
asymmetry
factors -0.1; 0.4 -
are shown
in
Fig
4
The
fatigue
test
results of
the
welded specimens
are
also
plotted
in
Fig
4
138
P
BERKE
F
GALAMBOSI
and
P
MICHELBERGER
• Specimens subject to impact in deformation direction o Specimens subject to impact
in
the direction perpendicular to that of deformation Testing temperature
1
°C
lA
200
180
N
E
u
60
.
140
120
100
>
u
s
_e
20
Ill>
Fig
2. Development
of
energy to failure in
the
case of specimens
subject to impact test
in deformation direction
and
perpendicular
to
it respectively
o u' notch
r
1.0
mm
Et
i
notch
r
:0.25
mm
o
l
UN
70
0
E
0
.-
-.
60
. :
;..
." :;
en
u
QI QI
50
0t
•
o
20
It>
Testing temperature
I
°C
Fig
3. Effect
of
chamfering
the
notch on
the
specific impact energy
at
different tem
peratures