A transmission electron microscopy study of the white-etching layer on a rail head

Newcomb, S. B.; Stobbs, W. M.

doi:10.1016/0025-5416(84)90180-0

Cited by 147 publications

(78 citation statements)

References 16 publications

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“…[77] There are also considerable difficulties in preparing thin foils of heavily deformed metal for transmission electron microscopy examination, though some studies have been performed. [78][79][80][81][82][83] A classic study making use of X-ray reflection was performed by Andrew et al in 1950. [84] Electron beam diffraction techniques were used by Wingrove [85] and by Thornton and Heiser, [86] who also used X-ray diffraction.…”

Section: Some Observationsmentioning

confidence: 99%

Shear Localization: A Historical Overview

Walley¹

2007

Metall Mater Trans A

111

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This review presents a historical approach to the development of understanding of the shear localization phenomenon in materials, concentrating particularly on impact. Deformation localization under these conditions is widely referred to as adiabatic shear banding as the timescales are such that the distances heat can diffuse are small. Dimensional analysis shows that the phenomenon is ultimately intractable to linear algebraic analysis, as it is a coupled mechanical/thermal problem. However, various linear analyses from the literature are discussed along with their limitations as they shed light on the influence of various material properties. The aim of gaining understanding is to be able to engineer materials with the required localization (and hence fracture) characteristics. The most advanced analyses show that shear band widths and spacings are determined by optimizing the diffusion of heat and inertia. Because inertia is involved, the phenomenon cannot be understood simply as a materials property: geometry and structure must play a role.

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Section: Some Observationsmentioning

confidence: 99%

Shear Localization: A Historical Overview

Walley¹

2007

Metall Mater Trans A

111

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“…As a consequence, nanometer size grains and zones with high dislocation densities are also possible within the BEL, referring to the microstructural features of WEL, cf. [2]. This can lead to difficulties of characterizing the BEL using orientation based microscopy technologies.…”

Section: Discussionmentioning

confidence: 99%

“…Due to wheel/rail contact, a newly formed layer is commonly observed on the surface of various pearlitic grade rail steels [1][2][3][4][5][6][7]. This layer etches very hard and usually appears in white after etching by 2% Nital (2 vol.…”

Section: Introductionmentioning

confidence: 99%

Characterization of structural change in rail surface using advanced automatic crystallographic orientation microscopy

Petrov

et al. 2016

WIT Transactions on the Built Environment

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Surface structural changes, formed during wheel/rail contact, in R260Mn grade rails were investigated by electron backscatter diffraction (EBSD), transmission Kikuchi diffraction (TKD) in scanning electron microscope (SEM) and automatic crystal orientation mapping in transmission electron microscope (ACOM-TEM).Grain fragmentation and refinement of ferrite are characterized by all applied methods as well as grain alignment towards traffic direction. Substructures, having misorientation lower than 5°, are identified by kernel average misorientation (KAM). Detection of retained austenite indicates martensitic nature of the structural change observed in the heavily deformed surface layer.

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“…[7][8][9][10][11] The WEL on the rail tracks is composed mainly of a nanostructured Fe-C alloy transformed from pearlite. The heavy plastic deformation at the wheel-rail contact zone causes a microstructure change similar to that in mechanical alloying processes.…”

Section: A Relation With White Etching Layersmentioning

confidence: 99%

Ferrite and Spheroidized Cementite Ultrafine Microstructure Formation in an Fe-0.67 Pct C Steel for Railway Wheels under Simulated Service Conditions

Handa

Kimura

Mishima

2009

Metall Mater Trans A

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The microstructure development of a high-carbon steel (0.67 pct C) for railway wheels as they are affected by rolling contact with rail tracks and by cyclic frictional heat from braking is studied in the vicinity of the contact surface by scanning electron microscopy (SEM) and electron backscattered diffraction. An ultrafine microstructure consisting of ferrite grains with a size of less than 1 lm and spheroidized cementite particles is formed in the region up to 100 lm below the contact surface. The generation of low-angle sub-boundaries associated with the rearrangement of accumulated dislocations involved in continuous recrystallization of ferrite microstructure contributes to the microstructure refinement at temperatures lower than A1 temperature (1000 K). Fine spheroidized cementite particles with uniform distribution obstruct the migration of high-angle grain boundaries, by which the dislocation density is maintained sufficiently high for the formation of sub-boundaries. The formation of a texture, corresponding to the surface texture typically formed in low-carbon steels by hot rolling without lubrication at ferritic temperatures, is observed in the ultrarefined microstructure region. The results drawn from this study strongly indicate the occurrence of ''in-situ microstructure control'' under service conditions.

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A transmission electron microscopy study of the white-etching layer on a rail head

Cited by 147 publications

References 16 publications

Shear Localization: A Historical Overview

Shear Localization: A Historical Overview

Characterization of structural change in rail surface using advanced automatic crystallographic orientation microscopy

Ferrite and Spheroidized Cementite Ultrafine Microstructure Formation in an Fe-0.67 Pct C Steel for Railway Wheels under Simulated Service Conditions

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