100t汽车车轴断裂分析

采用直读光谱、力学性能测试、金相检验和扫描电镜观察等方法对重型载重汽车的断裂车轴进行了分析。结果表明，车轴材质为40Cr钢，未经调质处理，加上车轴表层严重脱碳，导致其力学性能均低于标准值；加之轴表面存在划痕，在表面淬火后形成淬火裂纹，在使用过程中发生脆性解理断裂。     

高炉上料车车轴断裂原因分析

高炉上料车车轴在使用过程中发生断裂。采用断口宏观形貌观察、化学成分分析和金相检验等方法对车轴进行了综合分析。结果表明：材料内部存在的大量非金属夹杂物成为裂纹源，为裂纹的产生提供了条件；另外机加工不当造成的应力集中加速了裂纹的扩展，以至在正常载荷条件下工作的车轴产生了断裂。     

40 Cr 重载车轴断裂失效分析

目的研究车轴在热校直过程中的断裂原因和机制。方法通过对该车轴进行化学分析、金相检测、力学性能检测,对车轴断裂的性质和产生原因进行了分析和讨论。结果准确得出了车轴断裂的性质和产生原因。结论车轴制造工艺不合理,导致车轴轴头产生了严重的过热组织,这是车轴断裂的主要原因;原材料中较多的非金属夹杂物等材质缺陷,造成了材料的综合力学性能降低,尤其是材料的屈服强度降低,是车轴断裂产生的重要原因。建议改进车轴的制造工艺,过热严重的车轴应报废处理。     

异型钢轨矫直断裂原因分析

某异型钢轨在经60kg／m热轧钢轨加工至50kg／m过渡轨后出现矫直断裂。经对钢轨断口的宏、微观检验和分析,认为,断裂裂纹起源于轨腰次表层;钢轨发生矫直断裂的原因是在加工异型钢轨的过程中,加热温度偏高,导致轨腰表层部分区域出现沿晶氧化,锻压时因轨腰表层受拉应力作用,沿晶氧化处形成微裂纹,随后矫直时轨腰三点弯曲受力,微裂纹缺陷处产生应力集中致使裂纹扩展,导致钢轨断裂。     

铁路车辆用LZ50钢车轴裂纹的形成机理

铁路车辆用车轴经锻造及机械加工后,在其表面常发现纵向裂纹,造成车轴报废。采用光学显微镜、扫描电子显微镜、能谱仪、维氏硬度计等分析手段,对LZ50钢车轴表面裂纹形成的机理进行了研究。发现车轴微裂纹的形成可有两种机理:一是车轴钢坯中的显微缩松在锻造时被轧扁但未完全弥合所致;二是由车轴钢坯中的氧化铝类夹杂物在锻造时形成裂纹源,导致车轴微观组织脆性穿晶断裂。     

铁路货车车轴断裂分析

为查明铁路货车车轴卸荷槽部位断裂失效的原因，对断轴整体及断口部位做了全面的理化检验和宏、微观分析，发现轴表面疲劳源处存在许多腐蚀坑。进一步对腐蚀坑底部进行微观观察和电子能谱分析，发现坑底存在较多沿轴周向的微裂纹，坑内腐蚀产物含有高价硫元素。结果表明，较强腐蚀性物质使卸荷槽部位轴表面形成较深腐蚀坑，在该区域极易造成应力集中，这是引起裂纹萌生和扩展最终导致车轴断裂的主要原因。     

电站稳压器支承裙座锚固螺栓断裂失效分析

某电站稳压器支承裙座锚固螺栓在安装一段时间后发生断裂,从力学和材料角度对该螺栓断裂原因进行了分析。对断裂螺栓进行了金相组织观察、化学成分分析、力学性能试验以及断口的宏观及微观形貌观察,发现螺栓断口附近组织异常,外部环状带晶粒粗大,硬度和抗拉强度偏低导致裂纹启裂,裂纹逐渐扩展引起螺栓整体失稳断裂;螺栓局部出现组织异常的原因为螺栓热处理过程中控温不当导致局部过热。     

轴齿轮断裂原因分析

某轴齿轮在使用仅一个月后就发生断裂,经化学成分分析、断口分析、金相检验及硬度测试等方法对轴齿轮断裂的原因进行了分析。结果表明:断裂位于轴齿轮φ80 mm和φ165 mm圆弧过渡处的退刀槽位置,由于该部位在热处理后的精加工时出现了尺寸偏差,生产厂家盲目采取补焊进行挽救,造成该处表层组织形成了较大的内应力并产生了较多的小裂纹;加之该处为应力集中点,在使用过程中的应力作用下补焊产生的小裂纹迅速扩展并导致轴齿轮最终发生断裂。     

B5后桥A356铝合金支承座早期断裂失效分析

针对某B5后桥A356铝合金支承座台架试验早期断裂的问题,采用宏观分析、化学成分分析和扫描电镜断口观察等方法对支承座的断裂原因进行了分析.结果表明:由于该支承座受到意外挤压而造成其在加强筋处表面产生一较小的凹坑,由此形成的应力集中使零件在随后的台架试验中很快在此处萌生裂纹源;同时由于该支承座在裂纹源附近存在大面积的疏松...     

40Cr钢齿轴的断裂原因分析

某40Cr钢齿轴在使用过程中发生早期断裂失效,通过宏观检验、化学成分分析及金相检验的方法,对齿轴断裂的原因进行了分析。结果表明:齿轴在加工过程中,由于切削刀具吃刀量过大或刀具过钝,使齿轴表面产生铁屑翻皮卷曲,导致表层晶粒脱落及切削挤压微裂纹。同时原材料中非金属夹杂物过多,材料的强度大幅度降低,脆性显著增大,淬火应力集中形成开裂。齿轴服役承载时,淬火形成的裂纹继续扩展,最终导致齿轴断裂失效。     

C62AT货车车轮崩裂分析

通过理化检验和宏、微观检查,分析了车轮崩裂失效的原因。结果表明,车轮存在严重的冶金缺陷——成分偏析,致使车轮轮辋中部、辐板等部位韧性差,脆性大;当有上述缺陷的车轮运行在下坡道制动时,产生的制动热应力和由于车轮成分偏析所产生的组织应力共同作用,诱发了轮辋内部产生裂纹并快速扩展,导致碎裂崩轮。     

Fatigue limit of induction hardened railway axles

A new surface induction hardening technology was designed for the purpose of increasing the resistance of railway wheelsets to fatigue damage. This paper gives a detailed presentation of the technological aspects of induction hardening of axles. The increased fatigue resistance in hardened surfaces compared with standard heat treatment of EA4T steel was verified using tensile test specimens, press‐fitted wheel seat/axle joints at 1:3 scale and press‐fitted wheel/axle joints at actual size. The 70% increase in the fatigue limit of induction hardened EA4T steel specimens compared with material subjected to standard heat treatment clearly demonstrates the effectiveness of this technology.     

Failure analysis for power car wheels based on contact positions and tread slope

During service operation, the thermal cracks and shelling at power car wheel are initiated before a regular profiling of railway wheel. The damaged railway wheel is reprofiled prior to regular inspection and the maintenance cost for the railway wheel is sharply increased. Therefore, it is necessary to analyze and understand the damage mechanism of power car wheel in order to reduce maintenance cost.In the present paper, to analyze the damage cause and reduction for the power car wheel with tread brakes, the observations of by replication test was performed and fracture characteristics depend on contact zones are carried out. Contact stress is analyzed with respect to the wheel tread slope and contact positions. The result shows the zone between tread center and wheel rim demonstrated white layer by higher hardness and lower fracture toughness and faster crack growth rate in view point of fracture mechanic characteristics. The 1/20 of wheel tread slope can effectively mitigates surface damage of power car wheel.     

轴重对轮轨材料滚动磨损与损伤行为影响

利用WR-1轮轨滚动磨损实验机研究不同轴重下轮轨材料滚动磨损与损伤性能。结果表明:轮轨试样磨损率均随轴重增加呈现线性增加趋势,且钢轨试样磨损率大于车轮试样磨损率。轮轨试样硬化率均随时间呈现先增加后趋于稳定的变化趋势,轮轨试样塑变层厚度和硬化率均随轴重增加而增大,且车轮试样硬化率大于钢轨。车轮试样和钢轨试样表面损伤形貌不同,车轮试样表面表现为垂直于滚动方向的疲劳裂纹,钢轨试样表面表现为裂纹和块状剥落,轮轨试样表面损伤均随轴重增加而更加严重;车轮试样表面裂纹疲劳断裂和钢轨试样表面块状剥落形成磨屑,成分主要为Fe2O3和马氏体,随轴重增加,磨屑尺寸呈现增大趋势,但成分与含量无明显变化。     

An investigation on rotatory bending fretting fatigue damage of railway axles

Fretting damage failure analysis of a Chinese carbon railway axle RD₂ was carried out. The wheel hub was in situ cut to expose the damaged surface of the wheel seat to avoid additional damage. A small‐scale axle test rig was developed, and simulation tests were performed at different rotator speeds of 1800 and 2100 rpm. The wear mechanism of fretting damage areas was a combination of abrasive wear, oxidative wear and delamination. The fracture surfaces exhibited characterization of multisource and step‐profile. The fretting fatigue crack initiated at the subsurface and propagated along an inclined angle at the first stage. The fretting damage at the higher speed was more severe compared with the lower speed, which lead to a relatively shorter fatigue life. The damage morphologies of the axle in the simulation tests were in good agreement with that observed in the failure analysis on real axle.     

制动器螺栓复合应力下的失效分析

用手制动拉索和制动器螺栓将装运的面包车固定在平板车上，到达目的地后发现制动器螺栓出现松动和断裂现象。在运输过程中，制动器螺栓不仅承受上下振动方向高频率低应力而形成的双向弯曲状态，而且又要承受前后方向的低频率高应力而形成的单向弯曲状态。通过受力分析并结合扫描电镜对断口形貌和显微组织的观察，在螺栓齿根发现多处疲劳源，在扩展阶段，出现疲劳辉纹和大量二次裂纹，最终在拉应力作用下形成撕裂台阶而断裂。     

Praxisrelevante Bewertung des Radbruchs vom ICE 884 in Eschede

Usage related evaluation of wheel fracture from ICE 884 at Eschede The high speed train ICE 884 accident on June 3, 1998 in Eschede was generated by a fracture of the wheel rim of the used resilient wheel type BA 64 after an usage of 1.889 Mill. km. The fracture was initiated on the inner side of the wheel rim, which had an outer diameter of D^A = 862 mm (new: D^A = 920 mm). After the accident a lot of analyses and investigations were carried out, which treated different aspects of the wheel fracture. All these analyses resulted in the conclusion that the train accident was generated by the fatigue fracture of the wheel rim and that for this fracture the wheel design and wheel rim dimensions were decisive. Based on these analyses the lowest allowable rim thickness for the operational usage on the high speed train correspond to the wheel diameter of D^A = 880 mm, which is significantly higher than the allowed limit value of D^A = 854 mm; so far a total fracture of the wheel in Eschede with D^A = 862 mm was to be expected. This validation was confirmed by additional initial fatigue cracks on the resilient wheels on other ICE 1 trains. The tests carried out before the wheels BA 64 were released for the usage on high speed trains were not sufficient to guarantee the required safety.     

Analysis of the fatigue failure of a mountain bike front shock

We present an analysis of a mountain bike front shock failure. The failure of the 1-year-old shock occurred catastrophically as the bike was ridden off of a 1-m drop. The failure was the result of fast fracture through both shock tubes at the location where the tubes were press fit into the shock upper crown. Examination of the fracture surfaces of the tubes revealed regions of fatigue crack growth that nearly penetrated the entire thickness of both tubes. An estimate of the forces during use, coupled with stress analysis, revealed three stresses near the fracture site—axial compression, bending, and hoop stresses. During operation, the axial compressive stress is negligible while the hoop and bending stresses are significant. Based on fracture mechanics, and an estimate of the bending stress from a 1-m drop, it is confirmed that the fatigue cracks present on the fracture surface were large enough to induce fast fracture. Prior to the existence of the fatigue cracks, the stresses were magnified locally near the fracture site by a significant stress concentration caused by the sharp transition from the shock tube to the crown. The fatigue cracks initiated at a circumferential location in the tube commensurate with high tensile bending stress and the stiffest region of the crown (highest stress concentration). Based on the evidence, the most probable cause of the bike shock fatigue failure was the shock design, which facilitated high local stresses during use.     

HXD1机车牵引电机转轴组件断裂失效分析

HXD1型电力机车的牵引电机转轴和小齿轮轴采用圆锥过盈配合传动结构(下称转轴组件),使用中该组件出现了早期断裂失效.本文通过理化检测、断口和配合面宏/微观形貌观察等失效分析技术对失效组件进行了分析.结果表明,材料成分、组织和显微硬度正常,小齿轮轴和电机转轴的失效形式分别为高周疲劳断裂和微动疲劳断裂.造成组件失效的原因和过程是,小齿轮轴近齿端油槽-油孔交界线处有较大的结构应力集中,油槽底部周向加工刀痕造成附加应力集中,在应力集中和旋转弯曲疲劳载荷作用下油孔边两个应力集中点萌生了疲劳裂纹并扩展;随小齿轮轴裂纹的不断扩展转轴组件结构刚度减小,继而诱发了与小齿轮轴匹配的电机轴配合面的微动疲劳,电机轴疲劳裂纹萌生于微动区的边缘处;电机转轴先于小齿轮轴完全断裂.基于本文的分析结果提出了提高组件抗疲劳断裂的技术措施.     

Investigation on the damage mechanism and prevention of heavy-haul railway rail

The objective of this paper was to investigate wear and damage behavior of heavy-haul railway rail. Furthermore, the mechanism and preventive measures of heavy-haul rail damage were explored in detail. The results show that the rail side wear and surface spalling are dominating damage mechanism for Datong-Qinhuangdao heavy-haul railway. With the annual transport volume increasing, average wear volume and maximal wear volume of rail side each month reach 1.98 mm and 4.16 mm, respectively. Rail side wear has become the decisive factor of replacing of heavy-haul curved rail. The hardness of damage rail is higher than that of new rail due to severe work hardening and plastic streamline deformation. Fatigue cracks initiate from wear surface of damage rail and there are different propagation path on the crack growing process. The intergranular and transgranular growth are dominating propagation modes for the heavy-haul rail cracks. Furthermore, there is a competitive and restrictive coupling relationship between fatigue crack damage and rail wear. Large axle load and unreasonable matching of wheel/rail profiles would cause serious wear and spalling damage of heavy-haul wheel/rail. New wheel profile with good matching ability for CHN75 rail should be designed and optimized. The laser quenching can increase surface hardness and improve wear-resistance of wheel/rail materials. The surface damage of wheel/rail specimens with laser quenching is relatively slight. In a word, laser quenching can be used to treat rail side and wheel flange for prolonging wear life of heavy-haul wheel/rail in the field.