Đang chuẩn bị nút TẢI XUỐNG, xin hãy chờ
Tải xuống
The aim of the present work was to develop a guideline for approving the railway axles made of C35 steel and containing surface and/or in-body defects after manufacturing. First, several through and part-through circular cracks were modeled on the surface and in the body of the axle at its critical cross-section. | Nội dung Text Determination of permissible defect size for solid axles loaded under fully-reversed rotating bending Engineering Solid Mechanics 1 2013 27-36 Contents lists available at GrowingScience Engineering Solid Mechanics homepage www.GrowingScience.com esm Determination of permissible defect size for solid axles loaded under fully-reversed rotating bending A.R. Torabia and M.R.M. Alihab a Fracture Research Laboratory Faculty of New Science and Technologies University of Tehran P.O. Box 13741-4395 Tehran Iran b Welding and Joining Research Center School of Industrial Engineering Iran University of Science and Technology IUST Narmak 16846-13114 Tehran-Iran ARTICLE INFO ABSTRACT Article history The aim of the present work was to develop a guideline for approving the railway axles made of Received January 15 2013 C35 steel and containing surface and or in-body defects after manufacturing. First several Received in Revised form through and part-through circular cracks were modeled on the surface and in the body of the March 26 2013 axle at its critical cross-section. Then the permissible size of such cracks was determined by Accepted 18 June 2013 Available online using the fracture mechanics. To verify the validity of the guideline the theoretical result for 29 June 2013 the semi-circular surface crack was compared with the allowable size prescribed by the Keywords international railway standard. A very good agreement was found to exist between the predicted Defect and the standard values. Crack growth C35 steel Fatigue Four-point bending Fracture Mechanics 2013 Growing Science Ltd. All rights reserved. 1. Introduction Railway axle is a safety critical component in the train load-carrying system that it is always designed to be in service typically up to 30 years. This component transmits the vehicle weight to the wheels and due to its rotation it is subjected to fatigue loading conditions. The alternating stresses applied to the axle result in fatigue crack .
