Experimental characterization and numerical modeling on external impacting of high-speed railway axle EA4T steel

2021 ◽  
pp. 105449
Author(s):  
Xin Zhao ◽  
Shengchuan Wu ◽  
Jianguang Bao ◽  
Ni Ao ◽  
Wenjie Peng ◽  
...  
Keyword(s):  
Numerical Modeling ◽  
High Speed ◽  
Experimental Characterization ◽  
High Speed Railway ◽  
Railway Axle

Viscoplastic Damage Constitutive Modelling of High-Speed Railway Axle Steel 25CrMo4

2014 ◽  
Vol 622-623 ◽  
pp. 679-686 ◽  
Author(s):  
Yuan Ming Huo ◽  
Bao Yu Wang ◽  
Qian Bai ◽  
Jian Guo Lin
Keyword(s):  
Grain Size ◽  
Grain Refinement ◽  
Grain Growth ◽  
Constitutive Equations ◽  
High Speed ◽  
Hot Forming ◽  
Ductile Damage ◽  
High Speed Railway ◽  
Railway Axle ◽  
Growth Test

Ductile damage inadvertently exists in the steel during hot tension. The ductile damage during hot forming directly influences the mechanical properties of 25CrMo4 steel for high-speed railway axle. To investigate the grain growth/refinement rule and damage features of 25CrMo4 in hot forming, grain growth test and grain refinement test were conducted using the thermal mechanical simulator Gleeble-1500. In the grain growth test, the specimens were compressed to ensure that the initial austenitic grain size was small enough, then held at the deformation temperatures (1223K, 1273K, 1323K and 1373K) for 0min, 10min, 20min and 30min, respectively, to study the grain growth rule. In the grain refinement test, the specimens were stretched to different strain level at three temperatures (1313K, 1373K and 1433K) with two strain rates of 1.0/s and 10.0/s to study the grain refinement rule. The micro-voids and micro-cavities were found in tensile specimens during grain refinement test. Based on damage evolution mechanisms, damage constitutive equations are formulated to model the evolution of micro-voids and micro-cavities for 25CrMo4 under hot forming conditions. Partial experiment data were used to determine the material constants in damage constitutive equations by using the Genetic Algorithm (GA) method. To validate the model, the experimental data and computed curves of effective stress and grain size were compared. Close agreements were found between the experimental and prediction results. The developed viscoplastic damage equations are able to characterize the deformation behaviour of 25CrMo4 in hot tension process.

On the fatigue design method for high-speed railway axles

2001 ◽  
Vol 215 (2) ◽  
pp. 73-82 ◽  
Author(s):  
K Hirakawa ◽  
M Kubota
Keyword(s):  
Fatigue Strength ◽  
High Speed ◽  
Fatigue Cracks ◽  
Fretting Fatigue ◽  
Brake Disc ◽  
Metal Fatigue ◽  
High Speed Railway ◽  
Fatigue Design ◽  
Railway Axle ◽  
The Press

Fatigue failure of the railway axle, which has been a source of difficulty for engineers since railroad service started in the early part of the nineteenth century, was the beginning of the study of metal fatigue. In order to maintain the safety of a high-speed railway system, a large number of investigations and experiments have been carried out by outstanding researchers ever since, and many improvements have been made in the material, manufacturing, heat treatment and design methods. In comparing Japan and Europe on the fatigue design philosophy of the high-speed railway axle, it is recognized that there is a difference between the Japanese Shinkansen and the European TGV and ICE. The critical parts for fatigue strength are the press-fitted parts which suffer from fretting fatigue damage, such as the wheel seat, gear seat and brake disc seat. In Europe, the larger diameter of the press-fitted part makes the fillet the critical part. In Japan, however, the fatigue strength of the press-fitted part is increased by an induction hardening method. Also, a stress-relief groove is made at the closely press-fitted part of the axle. For several years, no fretting fatigue cracks in Shinkansen axles have been detected by magnetic particle inspection. It is noted that improvements over many years have been successful in achieving the safety of high-speed railway axles. These problems will be studied in this paper.

scholarly journals Corrosion fatigue lifetime assessment of high-speed railway axle EA4T steel with artificial scratch

2021 ◽  
Vol 245 ◽  
pp. 107588 ◽  
Author(s):  
Yanan Hu ◽  
Shengchuan Wu ◽  
Philip J. Withers ◽  
Huatang Cao ◽  
Pei Chen ◽  
...  
Keyword(s):  
Corrosion Fatigue ◽  
High Speed ◽  
Fatigue Lifetime ◽  
High Speed Railway ◽  
Railway Axle

Prediction of microstructure and ductile damage of a high-speed railway axle steel during cross wedge rolling

2017 ◽  
Vol 239 ◽  
pp. 359-369 ◽  
Author(s):  
Yuanming Huo ◽  
Jianguo Lin ◽  
Qian Bai ◽  
Baoyu Wang ◽  
Xuefeng Tang ◽  
...  
Keyword(s):  
High Speed ◽  
Ductile Damage ◽  
Cross Wedge Rolling ◽  
High Speed Railway ◽  
Railway Axle

Research on evolution law of material comprehensive performance of S38C steel for high speed railway axle

2019 ◽  
Vol 33 (01n03) ◽  
pp. 1940012
Author(s):  
Yuguang Wang ◽  
Xiyang Liu ◽  
Zhongwen Li ◽  
Xiaojun Xu ◽  
Jinfang Peng ◽  
...  
Keyword(s):  
Residual Stress ◽  
Cross Section ◽  
High Speed ◽  
Matrix Material ◽  
Surface Hardness ◽  
Fatigue Wear ◽  
High Speed Railway ◽  
Evolution Law ◽  
Railway Axle ◽  
Comprehensive Performance

In order to understand the evolution law of material comprehensive performance of S38C steel for high speed railway axle, the new axle and other one were characterized after serving 4.3 million kilometers. In this paper, the surface morphology and microstructure were observed and the hardness, tensile properties, residual stress were examined. Results show that fretting fatigue wear happened on the 4.3 million-kilometer axle and the damage of the wheel seat surface was relatively serious. After the high-frequency quenching, a dense martensitic structure was formed on the surface of the axle, which improved the strength and hardness of the axle surface. The surface hardness and cross-section hardness distribution of the two axles were basically consistent. There was little difference in tensile mechanical performance of the two axles. But, the tensile mechanical property of the material in the surface quenching zone was much higher than that of the central matrix material. After the axle was serviced for 4.3 million kilometers, the residual stress both on the surface and in the cross-section at the wheel seat increased.

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