Papers by Keyword: Railway Axle

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Authors: Yue Jun Zhang, Jin Fang Peng, Zhen Bing Cai, Min Hao Zhu
Abstract: A railway axle operated over 6×105 km has been detected by varied micro-examination methods in detail. The examination of Leeb hardness tester results showed that the hardness of the press-fit seats presented higher hardness than that of other sites. According to the micro morphological analyses by optical microscope (OM), scanning electron microscope (SEM), energy dispersive X-ray spectrum (EDX), and profilometer on the surface at different press-fit seats, the most severe damage band was occurred at the inner edge of wheel seat near the gear seat. The transmission electron microscope (TEM) results indicated that the dislocation density of subsurface, beneath the axle surface about 20 μm, was much higher with a great deal of dislocation tangles, pile-ups and cellular structure formation. However, when the examination depth increased to 100 μm, no cellular structure can be founded, the dislocation density was very low, so the damage depth was less than 100 μm.
1393
Authors: Hong Wei Hu, Xiong Bing Li, Xiang Hong Wang, Yi Min Shao
Abstract: With the high speed railway utilization, the probability of defects or fatigue cracks in railway axles is increased. An automatic ultrasonic inspection system for railway axles is presented. This system uses combined probes and inspects the defects with spiral trajectory along the axis of the axle. Through the matrix representation of C-scan image element, a defect edge extraction method is adopted, with which the defect parameters of crack are obtained automatically. Based on these defect parameters, the stress intensity factor is assessed by svm regression and the method to predict remaining life is proposed.
291
Authors: Seok Jin Kwon, Kazuhiro Ogawa, Tetsuo Shoji
Abstract: In general, the S-N curve in railway axles was mainly carried out under 107-108 cycles, while the service area of a railway axle is 108-109 cycles. The strain gages using electrical resistance have been used to measure stresses in railway vehicle wheelsets. However, there are some problems with strain gages using electrical resistance for railway axles. For example, the measured data is for special or limited intervals only. Strain gage installation is complicated, that is, it requires lead wires for measurement. The design of railway axles makes use of data that was obtained many years ago. The applied stresses in wheelsets running for a long time and in new railway vehicle wheelsets have not been studied clearly yet. It is necessary to carry out stress monitoring for more than 108 cycles to evaluate the safety of railway wheelset. Therefore, it is necessary to develop new stress monitoring techniques that can easily measure the working stress of the wheelset. In the present paper, the stress measurement technique of copper electroplating is considered because of its high potential for this purpose.
84
Authors: Ivo Černý
Abstract: The paper contains results of a study aimed at exploring possibilities of use of direct current potential drop (DCPD) method for evaluation of depth and profile of cracks occurred under or near press fitted hubs in a full-scale axle during severe rotating bending loading. DCPD method was applied on section of an axle after fatigue by a specific way and potentials were measured in several circumferential areas of the axle section, when direct current passed longitudinally. Results are analysed and discussed. It was indicated that unlike previous use of the method for crack measurement of different components, even large and complicated, described in the literature, when potentials corresponded to ratio of cracked and uncracked area, in this case of approximately circumferential crack, measured potentials correspond better to relative crack depth in the relevant point of the circumference.
171
Authors: Luboš Náhlík, Pavel Pokorný, Pavel Hutař, Petr Matušek
Abstract: The paper deals with the influence of order of cycles in the loading block on the fatigue crack growth rate in railway axle. The railway axle can include some cracks from manufacturing process or initiated fatigue cracks from previous operation. It is advantageous to know how the crack will behave during further service of the train to ensure its safe operation. The most common approaches describing the fatigue crack growth do not take into account the effects of overload cycles, which enlarge the plastic zone ahead of the crack tip. The enlarged plastic zone generates residual compressive stresses, which cause a retardation of the fatigue crack growth. Finite element numerical calculations were used together with the generalized Willenborg model to determine influence of overload cycles on the increment of fatigue crack growing in railway axles. Real geometry of the axle, the crack front shape and typical loading spectrum were taken into account.
254
Authors: Byeong Choon Goo, C.H. Lim, Seok Jin Kwon
Abstract: NDT(Non-Destructive Testing) is useful for the defect detection of rolling stock because it can be used to detect defects in many invisible parts. In rolling stock one of the components vulnerable to damage is the axle. Fatigue cracks are initiated in press-fitted parts such as the wheel and brake disk seats of the axle. Those parts suffer from fretting fatigue damage. A precise and reliable NDT technique is necessary to detect cracks in the axle. But conventional induced current potential drop methods (ICPD) have some difficulties to detect such cracks in press-fitted parts of axles. In this study, we have introduced an induced current focusing potential drop method (ICFPD), a new concept that can be applied to the press-fitted parts of the axle. And we have measured electromagnetic properties of the wheelsets and performed finite element analysis for wheelsets with defects. Results suggest that the method is very powerful and effective to detect defects.
20
Authors: Luboš Náhlík, Pavel Pokorný, Pavel Hutař
Abstract: The railway axles are subjected to cyclic loading, therefore there is a risk of fatigue failure. For reason that possible crack could not be detected by non-destructive testing method an existing crack in the railway axle must be considered. This is conservative approach commonly used in applications where potential fatigue failure has unaccepted consequences. This paper deals with retardation effect caused by overload cycles and compares results obtained by no retardation approach and results obtained by generalized Willenborg model, which takes into account the retardation effects due to plastic zone around the crack tip. Results obtained can contribute to the better understanding of fatigue crack behavior in railway axles.
351
Authors: Pavel Pokorný, Luboš Náhlík, Pavel Hutař
Abstract: The paper deals with an estimation of the residual fatigue lifetime of the railway axles. The railway axles can include some cracks either from manufacturing process or from previous loading operation. Because of cyclic loading of the railway axles there is a risk of fatigue failure of the railway axles with unacceptable consequences. Based on this fact, for conservative establishment of the residual fatigue lifetime of the railway axle is necessary to consider an existing crack in the railway axle during design process. The fatigue lifetime estimation of railway axles is very sensitive to used crack propagation rate description (e.g. v-K curve). Typical bending of this curve (knee) can be found in the vicinity of the threshold value in fatigue crack propagation rate dependence (typically v-K curve expressed in log-log coordinates). For accurate estimation of residual fatigue lifetime of the railway axle is necessary to use approximation of v-K curve that takes into account existence of the knee close to the threshold value of the stress intensity factor. The paper shows important differences between different crack propagation rate descriptions on the residual fatigue lifetime estimation of the railway axles. Results obtained can be used for safer design and operation of the railway axles.
469
Authors: Pavel Pokorný, Pavel Hutař, Luboš Náhlík
Abstract: Railway axles are subjected to cyclic amplitude loading which can lead to fatigue failure. For safe operation of railway axles a damage tolerance approach taking into account a possible defect in railway axle is often required. Because of different operation regimes of trains (fast/slow ride, ride on straight track, on curved track, over switches etc.) the load amplitude of axle is not constant. The variability of load is defined by a load spectrum, which is determined experimentally by measuring of load in service conditions. Even though the load spectrum is measured on several hundreds or thousands of operation kilometres, the railway axles are in operation much longer time (often tens of years). Therefore, some load amplitudes higher than ones measured in the test can occur during a long-term axle service. The contribution presented deals with the effect of extension of load spectrum by rare high load amplitudes, which can occur during long-term operation, on residual fatigue lifetime of railway axles.
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