A note on a simple recategorisation of cracks in fatigue analysis

Fischer, F.D.; Rammerstorfer, F.G.

doi:10.1016/s0013-7944(00)00008-4

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The Stress Intensity Factor Time History1

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2006

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“… The closing/opening process (first and third stage) is controlled by the K I value according to σ tot = (σ r +σ T ) and can either be calculated by the crack projection method, see Fischer et al 40 ,. as or, more accurately according to the ‘Handbook’ formulae, as …”

Section: The Stress Intensity Factor Time Historymentioning

confidence: 99%

Some comments on surface cracks in rails

Fischer

Daves

Pippan

et al. 2006

Fatigue Fract Eng Mat Struct

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A B S T R A C TThe present work considers the problem of whether a shallow angle surface crack on a rail may propagate either parallel or perpendicular to the surface. After referring to a classification of crack-like defects, a distinct surface crack with a typical length of 1 mm and more, inclined to the surface by an angle of approx. 30 • , is introduced. Then various strain and stress states are discussed (eigenstress, residual and load stress state) which may control the crack growth. Stress intensity factor equations are provided for the internal and load stress states. In particular, the deformation process due to a single pass (overrolling) by a wheel is investigated. Recommendations are presented on how to relate the stress intensity factor ranges to the actual deformation process. For a typical loading condition, the positive part of the mode I stress intensity factor range is near to the effective threshold value of a rail steel. The influence of the material and its strength on the crack propagation behaviour is discussed qualitatively.

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