Influence of initial crack on fatigue crack propagation with mixed mode in U71Mn rail subsurface

Fang, Xiuyang; Zhang, Haonan; Ma, Dong-Wen

doi:10.1016/j.engfailanal.2022.106220

Cited by 12 publications

(6 citation statements)

References 35 publications

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“…According to the low cyclic fatigue and the Manson-coffin relationship. The strain-fatigue cycle of U71Mn rail steel can be best described by the following equation [32][33][34].…”

Section: Strain-fatigue Cycle Of Wheel-rail Contactmentioning

confidence: 99%

Analysis of residual ripples and wheel-rail contact state after profiling milling for reshaping rail profile

Luo,

YANG,

Guo

et al. 2024

Preprint

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On-line milling rail profile is a new technology developed in recent years, which eliminates serious defects such as wavy wear layer on the top surface of rail profile through profiling milling and reshapes the shape of rail profile. Previous studies have focused on the maximum milling thickness, milling efficiency and the ability to eliminate rail contour defects, while ignoring the effect of residual corrugation on the wheel-rail contact condition after milling. This paper analyzes the reasons for the formation of residual ripples during rail profile profiling milling and determines the correlation between the wavelength and height of the residual ripples formed by milling and key parameters such as milling device and milling speed. Residual ripple models were constructed for the rail profile after milling at three most used milling speeds. The wheel-rail contact state was simulated and analyzed by considering the wheel weight loads of subway trains and freight trains, respectively. The results show that the residual corrugation significantly changes the wheel-rail contact stress on the upper surface of the rail profile and the strain-fatigue cycle distribution in the high contact stress region of the wheel-rail.

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“…According to the low cyclic fatigue and the Manson-coffin relationship. The strain-fatigue cycle of U71Mn rail steel can be best described by the following equation [32][33][34].…”

Section: Strain-fatigue Cycle Of Wheel-rail Contactmentioning

confidence: 99%

Analysis of residual ripples and wheel-rail contact state after profiling milling for reshaping rail profile

Luo,

YANG,

Guo

et al. 2024

Preprint

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“…In this paper, we used the following relation for this case:

{(normalΔK)}_{eq} goodbreak= {(Δ K_{normalI}^{n} + β Δ K_{II}^{n} + γ Δ K_{III}^{n})}^{1 / n}

where β , γ , and n are constants and relate to the material type and loading conditions 35 . Some researchers 35,36 suggested the values β = 1.0, γ = 1.25 and n = 2, while others 37–39 used the values β = 1.155, γ = 1.0, and n = 2. By ignoring the mode I effects and using the last values for the constants,

normalΔ K_{eq}

is as follows:

{(normalΔ, K)}_{eq} goodbreak= \sqrt{{(1.155 Δ K_{II})}^{2} + normalΔ K_{III}^{2}}

…”

Section: Effective Ranges Of the Stress Intensity Factorsmentioning

confidence: 99%

“…where β, γ, and n are constants and relate to the material type and loading conditions. 35 Some researchers 35,36 suggested the values β = 1.0, γ = 1.25 and n = 2, while others [37][38][39] used the values β = 1.155, γ = 1.0, and n = 2. By ignoring the mode I effects and using the last values for the constants, ΔK eq is as follows:…”

Section: Effective Ranges Of the Stress Intensity Factorsmentioning

confidence: 99%

“…Then,

{(normalΔ, K)}_{eq}

was calculated by using a proper combination of

normalΔ K_{i}

values. In this paper, we used the following relation for this case:

{(normalΔK)}_{eq} goodbreak= {(Δ K_{normalI}^{n} + β Δ K_{II}^{n} + γ Δ K_{III}^{n})}^{1 / n}

Section: Effective Ranges Of the Stress Intensity Factorsmentioning

confidence: 99%

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Study of stress intensity factors in sliding and tearing modes for subsurface elliptical cracks in rolling train wheels

Seifi

Asadi

2023

Fatigue Fract Eng Mat Struct

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In the railway systems, induced contact between wheels and rails creates maximum shear stress around the contact surfaces. These shear stresses vary with the wheel's rolling and can initiate and extend subsurface cracks in the wheel and rail. The most common subsurface cracks in the rail systems have elliptical forms. Sliding and tearing modes of the fracture can be observed due to different components of the shear stresses around the contact area. Compressive normal stress has no considerable effects on in-plane and out-of-plane shear modes for subsurface cracks. In this research, by proper modeling of the wheel and rail, the effects of dimensions, position, and depth of the subsurface cracks on the stress intensity factors of the sliding (K II ) and tearing (K III ) modes have been investigated. Also, variations of the K II and K III values versus wheel rolling angles and frictions have been considered. The validity and accuracy of the cracked model created by sub-modeling technique have been verified by half-space modeling and weight function method.

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“…For rail tracks in a corrosive environment, pits generally form on the surface of the rail, especially at the bottom of the rail foot [11,36]. This causes stress concentration under the superposition of internal stress and alternating axial loads, resulting in fatigue cracking [37].…”

Section: Corrosion Mechanismmentioning

confidence: 99%

Microstructural Evolution and Micro-Corrosion Behaviour of Flash-Welded U71Mn Joints as a Function of Post-Weld Heat Treatment

Liao

Zhang

et al. 2023

Materials

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The microstructural evolution and corrosion behaviour of railroad flash-butt-welded U71Mn joints and the effect of heat treatment were investigated via scanning electron microscopy and electrochemical measurements. The joint structures were found to mainly comprise pearlite and a few ferrites. The grains became finer and more homogeneous after heat treatment. Additionally, there was a decrease in the corrosion current density (1.71 × 10−5 A cm−2) and increases in the absolute corrosion potential (0.86 mV) and corrosion resistance (1088.83 Ω−1cm2). This was primarily attributed to the fewer Cl− ions at the homogeneous grain boundaries and fewer oxidation reactions on the joints after heat treatment. The findings of this study explain corrosion failure and will guide the development of corrosion-resistant joints for improved railroad quality.

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Influence of initial crack on fatigue crack propagation with mixed mode in U71Mn rail subsurface

Cited by 12 publications

References 35 publications

Analysis of residual ripples and wheel-rail contact state after profiling milling for reshaping rail profile

Analysis of residual ripples and wheel-rail contact state after profiling milling for reshaping rail profile

Study of stress intensity factors in sliding and tearing modes for subsurface elliptical cracks in rolling train wheels

Microstructural Evolution and Micro-Corrosion Behaviour of Flash-Welded U71Mn Joints as a Function of Post-Weld Heat Treatment

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