Micro-mechanism of rolling contact fatigue in Hadfield steel crossing

Lv, Bo; Zhang, M.; Zhang, FC; Zheng, CL; Feng, Xuelei; Qian, Lihua; Qin, Xiubo

doi:10.1016/j.ijfatigue.2012.04.010

Cited by 28 publications

(12 citation statements)

References 26 publications

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“…Since the temperature of the rail and the railway crossings may reach below À 60 1C in some severely cold climates as well as up to 70 1C on the surface of the rail in warm climates, the railway crossings must be able to withstand a large temperature range. In addition, the temperature may rise to 100-800 1C on the surface of crossings during its usage [28][29][30][31]. Thus, the crossing material must possess a higher wear resistance at high temperatures and a better toughness at cryogenic temperatures.…”

Section: Introductionmentioning

confidence: 99%

Deformation, fracture, and wear behaviours of C+N enhancing alloying austenitic steels

Kang

Zhang

2012

Materials Science and Engineering: A

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Section: Introductionmentioning

confidence: 99%

Deformation, fracture, and wear behaviours of C+N enhancing alloying austenitic steels

Kang

Zhang

2012

Materials Science and Engineering: A

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“…Before being put into service, the high manganese steel crossing was heated at 1050 °C for 3 hours and then quenched in water, and the failed crossing underwent contact, friction and impact stresses from train wheels with a static load of about 200 kN after 130 million gross tonnes service life. The sample was cut from around 30 mm nose rail head section …”

Section: Numerical Results and Discussionmentioning

confidence: 99%

“…The sample was cut from around 30 mm nose rail head section. 33 The microstructure in Fig. 6 exhibits multiple cracks parallel to the worn surface.…”

Section: Contour Of the Residual Stress At Contact Areamentioning

confidence: 97%

Contact stress and residual stress in the nose rail of a high manganese steel crossing due to wheel contact loading

Xiao

Zhang

Qian

2013

Fatigue Fract Eng Mat Struct

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Fatigue failure of a high manganese steel crossing is related to its internal crack initiation and growth, which is affected significantly by the magnitude and distribution pattern of contact stress and residual stress in the crossing. Considering the actual service conditions of a crossing and the accuracy requirement for numerical calculation, a whole model of wheel/crossing/ties and a partial model of wheel/crossing are established using elastic‐plastic finite element method. The distributions of contact stress fields and residual stress fields due to wheel contact loading are studied. The effect of train speed on the residual stress in the nose rail is discussed. The contact stress field shows regular contours in the cross‐section of nose rail and decreases remarkably with increasing distance of the wheel‐crossing contact position. The maximum contact stress is located at the contact surface between wheel and crossing. The maximum residual stress is located at a position of 1.5‐2.0 mm below the surface of the nose rail, rather than at the contact surface of wheel and crossing. In a failed high manganese steel crossing, the dense cracks mainly were observed neither at the position of maximum contact stress (the contact surface between the wheel and the crossing), nor at the position of maximum residual stress (1.5‐2.0 mm below the surface of the nose rail), but around the depth of 0.8‐1.0 mm from the worn surface, which is between the position of maximum contact stress and the position of maximum residual stress. It indicates that the combined effects of the maximum contact stress and the maximum residual stress play important roles in fatigue crack initiation in the nose rail. The size of high residual stress region increases with the increase of the train speed. The maximum residual stress in the nose rail increases remarkably with the increase of the train speed.

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“…The material microstructure was modeled via a randomly generated Voronoi tessellation, and the subsurface crack initiation and propagation were analyzed (Slack and Sadeghi (13)). Microstructural changes around subsurface crack nucleation and initiation were studied under RCF, and the mechanism of massive vacancy clusters in the subsurface forming the RCF crack was revealed (Grabulov,et al (14); Lv, et al (15)). However, it should be noted that, on the one hand, a majority of the studies above were primarily concentrated on the crack initiation and propagation mechanisms, whereas little attention was paid to the effect of the bearings contact condition on the crack growth mechanism in the bearing ring.…”

Section: Introductionmentioning

confidence: 99%

Analysis of Surface Crack Growth under Rolling Contact Fatigue in a Linear Contact

Deng

Hua

Han

et al. 2015

Tribology Transactions

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Micro-mechanism of rolling contact fatigue in Hadfield steel crossing

Cited by 28 publications

References 26 publications

Deformation, fracture, and wear behaviours of C+N enhancing alloying austenitic steels

Deformation, fracture, and wear behaviours of C+N enhancing alloying austenitic steels

Contact stress and residual stress in the nose rail of a high manganese steel crossing due to wheel contact loading

Analysis of Surface Crack Growth under Rolling Contact Fatigue in a Linear Contact

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