压痕对表面感应淬火中碳钢疲劳性能的影响

对S38C中碳钢进行表面感应淬火+低温回火处理,对处理后的试样显微组织、截面硬度分布和抗拉强度进行表征,通过疲劳试验和断口形貌分析评价压痕对先压痕后淬火和先淬火后压痕两类试样疲劳性能的影响。结果表明,试样有效淬硬层厚度为700μm,淬硬层有未转变的铁素体存在,最大硬度480 HV0.2在亚表面200μm处。淬火试样抗拉强度比基体材料高140MPa,断裂伸长率只有基体的一半。当压痕较小时,两类试样的疲劳强度没有差异,当试样压痕较大时,淬火后压痕疲劳断面有微裂纹,造成这类试样疲劳强度迅速下降,表面强化材料表面冲击损伤不能简单的当作一般缺陷处理。     

42CrMo钢驱动轮轴的感应热处理工艺

利用GCK10150感应淬火机床（KGPS250/8000电源）和自主研发设计的感应器对某型号大轮拖拉机（≥160马力）42CrMo钢驱动轮轴进行表面淬火工艺试验,借助磁粉探伤仪、洛氏硬度计、金相显微镜和静扭试验机对感应淬火后的42CrMo钢驱动轮轴的组织与性能进行了分析。结果表明,42CrMo钢驱动轮轴感应淬火后的淬硬层深满足花键根部3.25～8.25 mm、光轴表面7～12 mm、键槽≥2 mm,硬度满足淬火硬度52～57 HRC、调质硬度262~302 HBW,并且淬硬层连续,同时零件表面不存在烧伤、裂纹等缺陷。42CrMo钢经基体调质+感应淬火+200 ℃×2 h回火后的抗扭性能最高。     

17-4PH不锈钢激光淬火疲劳性能研究

对17-4PH不锈钢进行表面激光淬火,分析了激光淬火后的组织、硬度、残余应力和疲劳寿命.结果表明:激光淬火后,17-4PH不锈钢组织分为淬硬区、过渡区和基体,淬硬层深1.2mm,平均显微硬度440HV,较基体提高60～90HV,表面残余应力为压应力,压应力的范围超过1mm.17-4PH钢激光淬火后疲劳寿命提高,且在低应力下提高效果明显,裂纹源位于次表面,裂纹扩展区增大,抵抗裂纹扩展的能力增强.     

汽车覆盖件冲压模具用球墨铸铁的研究

设计并研究了5种不同成分球墨铸铁的铸态机械性能和表面感应淬火性能。结果显示,全珠光体基体并含有一定量的碳化物形成元素Mo和Cr可使球墨铸铁感应淬火后获得更高的表面硬度。浇注中提早打箱处理可显著提高珠光体球墨铸铁的抗拉强度。最佳试样QT4的抗拉强度为830MPa,延伸率为2.2%,感应淬火后表面平均硬度为60HRC,淬硬层厚度可达4.5mm。     

感应淬火对42CrMo钢曲轴连杆轴颈组织性能的影响

采用OM、SEM、X射线应力分析、力学性能测试等手段,分析了感应淬火处理对42CrMo钢曲轴连杆轴颈截面组织和残余应力的影响,探讨了不同淬火功率对淬硬层形貌、显微组织和力学性能的影响。结果表明,42CrMo钢曲轴连杆轴颈截面由淬硬层、过渡层和基体3部分组成,淬硬层组织为均匀细小的马氏体,过渡层组织为马氏体和回火索氏体的混合组织,基体组织为回火索氏体。经感应淬火处理,42CrMo钢曲轴连杆轴颈表面残余应力由拉应力变为压应力,随着感应淬火功率的增加,淬硬层深度增加,组织不断细化,当感应淬火功率为2500 W,组织最为均匀细小,表面硬度达到了751.3 HV0.1,耐磨性大幅提升;但是淬火功率过高会导致组织粗化,当感应淬火功率为2600 W时,组织有所粗化,硬度也有所降低。     

曲轴感应淬火及残余应力的仿真与试验研究

曲轴在感应淬火时产生应力集中或应力分布不均会导致曲轴变形过大而失效。本文采用有限元方法对曲轴加热和冷却过程及残余应力进行了仿真,并对轴颈显微组织、轴颈淬硬层深度及曲轴残余应力进行了测试分析。结果表明,轴颈淬硬层为细针状马氏体,基体为回火索氏体,表面平均硬度为52.8 HRC,心部硬度为26.0~30.0 HRC,淬火后轴颈表面残余压应力为-154.3~-254.9 MPa;连杆颈淬硬层深度为4.0 mm,过渡圆角处淬硬层深度为2.1 mm。曲轴感应淬火后淬硬层深度预测和残余应力的仿真结果与试验结果基本一致,仿真可预测淬硬层深度。     

45钢激光相变硬化和感应加热表面淬火硬化后的组织和性能

采用光学显微镜、电化学工作站和力学性能测试等对45钢在激光相变硬化和感应加热表面淬火两种不同淬火方法下的淬硬层组织、导电性能、耐腐蚀性能进行了对比分析。结果表明:经过激光相变硬化处理过的45钢试样导热性要低于感应加热表面淬火试样,而经过表面淬火处理的试样导热性明显低于未经过处理的试样;在相同扫描速度4 mm/s下,感应加热表面淬火试样的淬硬层深度远大于激光相变硬化试样的淬硬层深度,淬硬层组织分布相对弥散,马氏体转化率较低,激光相变硬化试样淬硬层组织晶粒相对细小,淬硬层较薄,转化马氏体组织较为均匀;同时激光相变硬化试样的腐蚀程度小于感应加热表面淬火试样,而感应加热表面淬火试样腐蚀后的硬度值及强度不如前者,总体而言,激光相变硬化试样的淬火效果要优于感应加热表面淬火试样的淬火效果。     

5CrMnMo钢的热疲劳裂纹研究SCIEI

通过自制Coffin型及自约束型热疲劳试验机研究了5CrMnMc钢经不同热处理后的热疲劳行为。利用扫描电镜、透射电镜等揭示了热疲劳裂纹萌生及其扩展。结果表明,淬火态的5CrMnMo钢绝大多数热疲劳裂纹优先在晶界处萌生;淬回火态的试样裂纹主要萌生于碳化物与基体的脱开处,或形成晶界裂纹;无论是淬火或淬回火态的试样其热疲劳裂纹主要沿着碳化物与基体脱开处及晶界裂纹桥接而扩展。     

40Cr钢光纤激光淬火强化效果与残余应力

为提高40Cr钢的耐磨性和疲劳性能,利用YLS-4000型光纤激光器对40Cr钢表面进行淬火强化。利用扫描电镜、显微硬度计等对淬硬层组织和硬度进行了分析,采用X-350A型应力测定仪对淬硬层的残余应力和残留奥氏体进行了测试。结果表明:40Cr钢表面激光淬硬层主要由板条状马氏体组成,马氏体的体积分数在95%以上,马氏体晶粒较基体组织有明显细化;淬硬表层的平均显微硬度(710.5 HV)显著高于基体(235.5 HV),随着到表面距离的增加硬度值逐渐降低至基体硬度;淬硬层表面产生较大的残余压应力,压应力值高达230 MPa以上。     

42CrMo钢驱动轮轴的感应热处理

利用GCK10150感应淬火机床(KGPS250/8000电源)和自主研发设计的感应器对某型号大轮拖拉机(≥160马力)42Cr Mo钢驱动轮轴进行表面淬火工艺试验,借助磁粉探伤仪、洛氏硬度计、金相显微镜和静扭试验机对感应淬火后的42Cr Mo钢驱动轮轴的组织与性能进行了分析。结果表明,42Cr Mo钢驱动轮轴感应淬火后的淬硬层深满足花键根部3.25~8.25 mm、光轴表面7~12 mm、键槽≥2 mm,硬度满足淬火硬度52~57 HRC、调质硬度262~302 HBW,并且淬硬层连续,同时零件表面不存在烧伤、裂纹等缺陷。42Cr Mo钢经调质+感应淬火+200℃×2 h回火后的抗扭性能最高。     

Fatigue Behavior and Damage Evolution of SiC Fiberreinforced Ti-6Al-4V Alloy Matrix Composites

研究SiC纤维增强钛基复合材料(SiCf/Ti-6Al-4V)室温疲劳行为和损伤演化机制。疲劳试验条件:载荷控制、应力比0.1和加载频率10 Hz。采用疲劳断裂试验建立最大加载应力为600~1200 MPa内SiCf/Ti-6Al-4V的S-N曲线。采用疲劳中止试验以及SEM显微分析研究应力水平对SiCf/Ti-6Al-4V疲劳损伤演化的影响。结果表明,SiCf/Ti-6Al-4V疲劳损伤萌生模式与演化过程与应力水平密切相关。在高应力水平(Smax=1000 MPa),纤维开裂是主要损伤萌生模式。一旦2或3根纤维断裂后,纤维裂纹和基体裂纹开始联接并形成宏观扩展裂纹。在中等应力水平(Smax=800 MPa),基体裂纹萌生与扩展是主要损伤模式。多条基体裂纹萌生于试样外表面棱边和离外表面附近试样内部开裂的纤维基体界面处。基体裂纹均沿垂直于加载方向扩展,且大部分纤维未断裂并纤维桥接基体裂纹。在低应力水平(Smax=600 MPa),仅在C涂层和界面反应层之间和C涂层内部观察到局部界面脱粘现象。     

辙叉用高锰钢滚动接触疲劳表层硬化特征及组织分析

采用光学显微镜(OM)、透射电镜(TEM)以及X射线衍射仪(XRD)等对辙叉用高锰钢试样的滚动接触疲劳特性进行了分析。研究表明,高锰钢疲劳表层硬度最大值为580～690 HV0.3,硬化层深度为1～2 mm,硬化机制以孪晶、位错和层错为主,缺少冲击载荷是硬化规律异于高锰钢辙叉实际服役条件下硬化规律的主要原因。在100 ℃及1800 MPa的接触应力下循环3.5×10⁶周次,高锰钢发生了时效,析出的碳化物为体心结构的Fe_0.6Mn_5.4C₂。接触应力的存在降低了高锰钢析出碳化物的温度,即在高锰钢时效所需的能量中,额外机械能的增加可以使所需的热能相对地减少。     

Effect of Residual Stress on Fatigue Failure of Carbonitrided Low-Carbon Steel

The effect of residual stress on fatigue behavior and mechanisms of carbonitrided AISI 1015 steel under uniaxial cyclic loading has been experimentally studied. By progressive removal of thin surface layers using an electropolishing technique and subsequent residual stress measurements using an x-ray diffraction technique, the compressive residual stress at the surface was approximately 900 MPa. The stress decreased toward the center, and became stable tensile residual stress of approximately 20 MPa. The fatigue resistance of carbonitrided AISI 1015 steel was higher than that of AISI 1015 steel due to the presence of compressive residual stress in case layer. The fatigue limit of AISI 1015 steels with and without carbonitriding was 340 and 300 MPa, respectively. Subsurface cracks initiated at the case-core interface, i.e. approximately 400 μm from the surface. With increasing number of stress cycles, the subsurface cracks coalesced and propagated intergranularly through the case layer. After some incubation cycles, the subsurface cracks reached the surface of specimen, and became a main crack. During this stage, the stress increased, and caused the formation of voids in core material. Consequently, the crack propagated through the core material, interacted with voids, and caused complete fracture.     

FATIGUE LIVES FOR INDUCTION HARDENED SHAFTS MATERIALS ACCORDING TO THE ENVIRONMENTAL TEMPERATURES

Rotary bending fatigue tests were carried out with two kinds of materials, S43C and S50C, using the front engine and front drive shaft （FF shaft） of vehicle. The specimens were induction hardened about 1.0mm depth from the specimen surface, and the hardness value on the surface was about HRC56-60. The tested environment temperatures were -30, 25 and 80℃ in order to look over effect of the induction hardening and the environmental temperatures on the fatigue characteristics. The fatigue limit of induction hardened specimens increased more about 45% than non-hardened specimens showing that the endurances of S43C and S50C were 98.1 and 107.9MPa in non-hardened samples, 147.1 and 156.9MPa in hardened samplesrespectably. The maximum tensile and compressive stress on the small circular defect was about ＋250 and -450MPa respectively when circular defect is situated on top and bottom. The fatigue life increased 80, 25 and -30℃ in order regardless of hardening. In comparison of the fatigue lives on the basis of tested result at 25℃, the fatigue lives of non-hardened specimens decreased about 35%, but that of hardened specimens decreased about only 5% at 80℃ more than at 25℃. And fatigue life of non-hardened and hardened specimens were about 110% and 120% higher at -30℃ than that of 25℃. Based on the result of stress distribution near the defect, the tensile and compressive stress repeatedly generated by load direction were the largest on the small circular defect due to the stress concentration.     

深层滚压加工对高碳铬轴承钢超长寿命疲劳行为的影响

深层滚压加工对高碳铬轴承钢超长寿命疲劳行为的研究表明：与深层滚压加工前相同,在高应力幅短寿命区,疲劳裂纹萌生于试样表面;由于表面压缩残余应力的影响,疲劳强度有所提高．在低应力幅长寿命区,疲劳裂纹萌生位置从未经深层滚压加工试样的次表面向深层滚压加工试样内部没有压缩残余应力和硬化层的位置转移;因弯曲应力梯度的影响,疲劳强度有了较大的提高．深层滚压加工可以提高高碳铬轴承钢在超长寿命区的旋转弯曲疲劳强度．     

Effect of heat-treatment on fatigue property of Al-Li alloy

1　INTRODUCTIONMorethan 80 %ofstructuralmaterials failuresarecausedbyfatiguefailuredirectlyorindirectly [1,2 ] .Al Lialloyhasbeenusedasakindofnewstructuralspaceflightmaterialbecauseofitshighstrengthandlowdensity[3,4 ] .AlthoughalotofresearchesaboutAl Lialloy[58] havebeendoneinthepastfew years ,thede tailedstudyonthefatigueproperty[910 ] hasnotbeendonesomuch .Especially ,therewaslittleresearchonthefatiguecrackinitiatingandpropagatingbehavior.Be causethestrengthofAl Lialloycouldbeaffected…     

18CrNiMo7-6钢渗碳淬火齿轮不同喷丸处理后的齿根表层应力分布

对模数20 mm的18CrNiMo7-6钢渗碳淬火齿轮经不同喷丸处理后的齿根表层应力分布进行测试,并与未喷丸时进行了对比。结果表明,在喷丸前后18CrNiMo7-6钢渗碳淬火齿轮齿根最表层均为压应力状态,从表至里均呈先升高后降低的变化趋势。未喷丸时最表层残余应力约为-75 MPa,最大残余应力出现在次表层110~120 μm处,约为-250 MPa;喷丸处理可使齿根表层残余压应力提高4~5倍,最表层残余应力在-350 MPa左右,最大残余应力出现在次表层90～110 μm处,为-900~-1000 MPa。     

Fatigue Properties Improvement of Low-Carbon Alloy Axle Steel by Induction Hardening and Shot Peening: A Prospective Comparison

Fatigue fracture is the major threat to the railway axle, which can be avoided or delayed by surface strengthening. In this study, a low-carbon alloy axle steel with two states was treated by surface induction hardening and shot peening, respectively, to reveal the mechanism of fatigue property improvement by microstructure characterization, microhardness measurement, residual stress analysis, roughness measurement, and rotary bending fatigue tests. The results indicate that both quenching and t...     

微合金中碳钢48MnV曲轴连杆轴颈感应淬火工艺的优化

采用对比试验法,以淬火功率、回火条件、加热时间、冷却时间等作为变量,研究了微合金中碳钢48MnV曲轴连杆轴颈感应热处理的最佳工艺。结果表明,优化的感应热处理工艺为淬火功率165 kW,电流频率9 kHz,加热时间17 s,冷却间隔时间1 s,冷却时间20 s, 210℃回火2.5 h。在优化的感应热处理工艺下,连杆轴颈淬硬层显微组织为细小均匀针状马氏体;轴颈表面、两侧过渡圆角距表面0.25 mm处的最高硬度依次可达720.9、690.0和667.1 HV,耐磨性显著提高;连杆轴颈、过渡圆角表面残余应力呈现为压应力,靠芯轴端过渡圆角残余应力高达-884.0 MPa,靠法兰端过渡圆角残余应力为-831.9 MPa;试样的疲劳极限载荷最高,高达3750 N·m。感应热处理后残余压应力越大,越有利于提高曲轴连杆轴颈的弯曲疲劳强度。     

Magnetic Barkhausen emission technique for detecting the overstressing during bending fatigue in case-carburised En36 steel

The effect of bending fatigue at different maximum stress levels on the magnetic Barkhausen emission (MBE) has been studied in case-carburised En36 steel specimens. The low frequency MBE profile has been measured after unloading the specimen at different number of fatigue cycles. It has been found that, beyond 1000 MPa, the MBE peak height decreases just after few thousand cycles and the percentage reduction in the MBE peak increases with maximum bending stress level. The reduction in MBE peak at lower stresses (<1400 MPa) is attributed mainly to the effect of residual stresses becoming more compressive below the surface due to the application prior tensile stress. At higher stresses (1500 MPa), the variation in the MBE peak also indicates the effect of cyclic hardening and softening with progressive fatigue cycles. The MBE profiles measured after monotonic loading and unloading with different maximum stress levels also show similar reduction in the MBE peak with increase in pre-stress level. However, at higher stresses (>1400 MPa), the cyclic loading shows larger reduction in the MBE peak than the monotonic loading. This is attributed to the effect of cyclic microplasticity induced enhancement of dislocation density in addition to the residual stress modification. This study clearly shows the MBE technique can be used to detect the maximum stress level seen by the specimen beyond 1000 MPa. Any overstressing of this case-carburised steel beyond the fatigue limit of 1150 MPa can be easily detected from the percentage reduction in the MBE peak. Since the crack propagation stage is insignificant in these hard steels, the detection of any overstressing using the MBE technique would be very useful in assessing and preventing the impending catastrophic failure.