弹条疲劳试验断裂分析

弹条进行疲劳试验时发生早期断裂。采用化学成分分析、硬度测试、断口分析、金相检验和能谱分析对弹条断裂的原因进行了分析。结果表明：弹条疲劳断裂是由于达克罗处理前表面严重锈蚀所产生的表面凹坑所致。     

油缸活塞杆断裂失效分析

经过高频淬火的活塞杆在使用中发生了早期断裂,通过断口的宏观微观分析、化学成分分析、显微硬度分析及显微组织分析,对活塞杆的早期断裂原因进行了分析。结果表明:活塞杆断裂属于疲劳断裂,表面没有感应淬硬层降低了活塞杆的抗疲劳性能;次表面微裂纹的存在造成了应力集中,从而形成了疲劳源;活塞杆未进行调质处理,心部硬度和强度偏低加速了活塞杆的断裂。     

45钢传动轴断裂原因

某45钢传动电机轴在使用中发生早期断裂,通过宏观与微观分析、化学成分分析、硬度测试和金相检验等方法对该轴的断裂原因进行了分析.结果表明:传动轴的断裂性质为旋转弯曲疲劳断裂,疲劳源位于轴肩根部.主要原因是根部倒圆半径偏小引起应力集中和调质处理不合格导致抗疲劳强度偏低,最终传动轴在交变载荷下发生早期疲劳断裂.     

挖掘机销轴断裂分析

利用宏观检验、断口分析、化学成分分析、金相检验以及硬度检测等方法,对42CrMo钢挖掘机销轴的断裂原因进行了分析。结果表明:销轴断裂为双向弯曲疲劳断裂。由于销轴表面存在较脆的白亮层ε相,且白亮层分布有较严重的疏松,增加了销轴表面的脆性,使销轴表面形成了较多的微裂纹,导致了疲劳裂纹的萌生;销轴的渗氮层深度和硬度偏低也降低了销轴的疲劳强度,加速了疲劳裂纹的扩展,最终使销轴发生早期疲劳断裂。     

60Si2CrA Ⅱ型弹条断裂原因

某线路中的60Si2CrA热轧弹簧圆钢Ⅱ型弹条在服役6 a多后断裂。采用宏观观察、化学成分分析、硬度测试、金相检验、断口分析等方法对其断裂原因进行了分析。结果表明：弹条表面的防腐涂层剥落使其长时间暴露在腐蚀介质中,并形成了腐蚀凹坑,腐蚀凹坑降低了弹条疲劳强度并引起应力集中,裂纹在该处萌生并不断扩展,最终发生腐蚀疲劳断裂。     

VDSiCrV钢气门弹簧断裂原因分析

某汽车在行驶中发动机气门弹簧发生断裂。通过宏观观察、化学成分分析、金相检验、夹杂物分析、硬度测试、扫描电镜分析及表面质量分析等方法对气门弹簧的断裂原因进行了分析。结果表明:弹簧内侧浅表面冶金缺陷(夹杂物)、材料硬度值偏低和表面氧化腐蚀等诸多因素共同作用,导致了该气门弹簧发生了早期疲劳断裂。     

地铁道岔滑床板断裂失效分析

采用断口宏微观分析、化学成分分析、金相检验、硬度测试等方法对某地铁道岔滑床板断裂的原因进行了分析。结果表明:滑床板失效模式属于疲劳断裂,焊接工艺不当导致焊缝位置晶粒粗大、硬度偏低以及存在应力集中等是其发生疲劳断裂的主要原因,并由此提出了改进措施。     

某空压机曲轴断裂失效分析

某空压机曲轴在车辆行驶过程中于轴颈圆角处发生断裂。通过宏观分析、扫描电镜分析、金相分析、圆角表面粗糙度测试以及硬度测试等方法对空压机曲轴的断裂原因进行了分析。结果表明:曲轴断裂为低应力下的高周疲劳断裂;裂纹起源于轴颈与轴肩圆角过渡处的加工刀痕,经疲劳扩展后发生断裂;曲轴断裂的根本原因是圆角处加工刀痕粗大,表面粗糙度不满足加工标准要求,应力集中严重,以及曲轴基体硬度偏低。最后针对曲轴断裂失效原因,提出了相应的改进建议。     

压缩机活塞杆断裂失效分析

对某炼油厂的断裂活塞杆进行了失效分析。结果表明，活塞杆断裂为疲劳断裂，其显微组织中存在的严重魏氏组织缺陷和材料的硬度、强度值偏低是导致活塞杆断裂的原因。     

发动机气门弹簧断裂失效分析

采用宏微观分析、金相检验、显微硬度检测以及化学成分分析等方法对某汽车发动机气门弹簧的早期断裂原因进行了分析。结果表明:弹簧的断裂属性为疲劳断裂;弹簧钢丝原材料在淬火加热过程中与盐浴炉电极接触造成表面电弧烧伤形成麻坑,是引起该气门弹簧早期疲劳断裂的根本原因。     

陶瓷棒填充点阵金属夹层结构的制备及抗侵彻实验

为提高轻量化复合装甲的抗侵彻能力,提出了内部填充陶瓷棒并由混杂短切玻璃纤维的环氧树脂封装的点阵金属夹层防护结构。首先,通过弹道冲击实验研究了陶瓷棒填充点阵金属夹层防护结构的抗弹丸侵彻能力;然后,结合失效模式和吸能效率,综合分析了该夹层防护结构的抗侵彻机制。结果表明:陶瓷棒填充点阵金属夹层防护结构的主要失效模式包括点阵金属结构和混杂填充材料的拉伸断裂、陶瓷棒的破裂、面板和背板的局部剪切破坏以及背板的总体弯曲变形。在球形弹丸侵彻过程中,由于点阵金属结构的塑性大变形和剪切扩孔、陶瓷棒和环氧树脂的断裂破坏以及面板的宏观弯曲变形,防护结构的抗侵彻能力得到大幅提高。研究结果可为新型轻质复合装甲的防护设计提供一定参考。      

Fracture of high carbon high strength anchor rods

During a heavy windstorm, there was failure of anchors supporting transmission towers. We were given the mandate to examine the reasons for the failure of the anchor rods and suggest measures to prevent such failures from occurring. The study involved the in-depth examination of the chemical composition, microstructures, mechanical properties and fracture morphologies of specimens from failed anchors. Results indicated that the chemical composition, yield and tensile strengths of the anchor rods are within the norm of ASTM standard A722. The chemical composition corresponds to that of AISI 1070 with slightly higher manganese and silicon levels. Microstructure is ferrite–pearlite with dominance of pearlite due to the relatively high carbon content. Fracture surfaces of failed anchor rods exhibited pronounced cleavage facets (cleavage steps and river pattern) indicating that failure mode is brittle and the mechanism of fracture is cleavage. There were no signs for the occurrence of fatigue – any beach mark or striations. Final area of fracture showed traces of ductility (small shallow dimples). To prevent brittle failure of anchor rods, their toughness has to be improved. To achieve this, the potentiality of applying HSLA steel technology of micro alloying and TMCP (thermo mechanical control process) has been suggested.     

Evaluation of a leaf spring failure

The determination of the point of failure during an accident sequence of a rear leaf spring in a sport utility vehicle is presented in terms of fracture surface analysis and residual-strength estimates. Marks at the scene of the accident pointed to two possibilities for the point of failure: marks in the roadway at the start of the accident sequence and a rock strike near the end of the sequence. Evidence from rust and chemical contamination on the fracture pointed to the spring having been cracked in half prior to the accident. Extensive woody fracture and secondary cracking at the midplane of the spring was evidence for segregation and weakness in the spring. Stress estimates for the effect of both the weakness and prior cracking on the residual strength of the spring revealed reductions in strength of the spring that could produce fracture at the start of the accident sequence. The point of failure of the spring was placed at the start of the accident sequence.     

摩托车气门外弹簧的断裂分析

某摩托车在行驶l500km后气门外弹簧发生断裂。采用扫描电镜、金相显微镜、等离子光谱发射仪等分析手段,对其断口进行了分析。结果表明,断裂呈现典型的疲劳断裂特征,材料表面缺陷是引起该弹簧疲劳断裂的主要原因。     

连杆断裂失效分析及锻造折叠缺陷控制研究

目的 确定连杆断裂失效模式、机理和原因,找到有效预防连杆锻造缺陷的措施。方法 针对连杆断裂失效问题,在对连杆合格件和故障件进行符合性对比试验分析的基础上,对故障件进行断裂失效模式、机理和原因分析,并对连杆锻造折叠缺陷产生类型、机理、原因、条件和时段进行分析。结果 只有在连杆制坯坯料形状与尺寸不合理、制坯坯料在预锻模膛中位置不合理、预锻形状与尺寸不合理、预锻成形打击力或变形速度不合理、终锻形状与尺寸不合理、锻模导向功能失效等多种极端不利因素同时存在的条件下,才具有产生复合型锻造折叠缺陷的可能性。结论 通过连杆锻造过程控制和锻造首锻控制,可有效预防锻造折叠缺陷产生,满足锻件高优质性、高可靠性和高有效性要求。     

Failure analysis of holding U-bolts of an automobile wheels

Holding U-bolts of an automobile wheels are manufactured from 10B21 boron steel rods. Changing the source of the rods from X to Y, with an identical manufacturing procedure, it was observed that parts fracture at the mechanical straightening stage (final stage of the manufacturing line). In this case study, microscopy techniques and mechanical tests were used to identify the cause of this failure. It was shown that higher contents of carbon and boron of the source Y rods promotes precipitation of boron containing carbides along the grain boundaries. These precipitates act as crack nucleation sites and are responsible for the fracture of the parts under the straightening stage stresses. Based on the results, an optimum tempering temperature was suggested for the source Y parts to solve the problem.     

16t大型热模锻锤锤杆断裂原因分析

大型模锻锤杆在锻击机车传动盘时连续出现早期断裂.采用化学成分分析、锤杆表面磨损现象分析、宏观断口分析、硬度检测和显微组织分析等方法,并结合锻造工艺对断裂锤杆进行了综合分析.结果表明:由于锤杆的硬度参数选择偏低,制造过程中存在一定的组织缺陷,同时由于锤杆恶劣的受力条件,导致锤杆在使用过程中出现粘着磨损疲劳断裂.     

55CrSi弹簧钢失效分析与研究

本文利用扫描电镜对弹簧钢的金相组织、断口及表面进行观察分析,研究其失效原因,结果表明此弹簧钢断裂为早期疲劳断裂,裂纹源萌生于并圈处,由于该处间隙过小,一则不能保证喷丸的效果,二则增加疲劳过程的接触疲劳应力及加重表面损伤,另外该处喷丸微细粒子未清洗干净,相当于表面有一夹杂在运行时遗留在并圈处表层,导致表面损伤,并诱发微裂纹而导致弹簧早期疲劳断裂。     

Compression testing of pultruded carbon fibre-epoxy cylindrical rods

The fibre waviness inherent in conventional prepreg laminatessignificantly reduces their compressive strength. This waviness canbe reduced through the use of unidirectional fibre rods. In thiswork, the development of a new test procedure and specimen design isreported that was used to determine the compressive properties ofpultruted T300/828 and IM7/828 carbon fibre-epoxy unidirectionalrods at room temperature. The IM7/828 system demonstrates a highercompressive strength than the T300/828 composite due to strongerfibres used and fewer manufacturing defects. Since the fibres as intension primarily carry the compressive load, the final fracture ofthe rods occurs when the fibres fail. Post-failure examinationreveals that failure of the fibres is microbuckling-induced. This isa bending failure as a consequence of buckling. Other events such asfibre-matrix debonding (splitting) and matrix yielding do not bythemselves cause the final failure, but they facilitate fibrebuckling by reducing the lateral support for the fibres.Microbuckling failure models are used to predict the compressivestrength of the carbon fibre rods; agreement between theory andexperiment is acceptable.     

Fatigue of air supply manifold support rod in military jet engines

Bending fatigue failure occurred in a support rod linking the bleed air supply manifold to the diffuser case in a military jet engine. Other rods were subsequently found cracked. The rods were wrought Inconel 718, operating at approximately 550 °C. The bending was caused by relative movements of two expansion sleeves held together by the rods. Accommodative swiveling of the spherically rounded ends of the rods in the mating seatings of the inner sleeves was prevented by contact pressure, fretting, and binding. The main reason for binding was decomposition of the antigalling compound applied to the contact surfaces. Fractographic analysis and oxidation interference colors enabled interpretation of the cracking history of the broken rod. Elementary stress and fracture mechanics calculations indicated that the maximum fatigue stress was below the stress needed to “unlock” the spherically rounded rod end from its seating.