PSI - Issue 19

Available online at www.sciencedirect.com Available online at www.sciencedirect.com ScienceDirect Structural Integrity Procedia 00 (2019) 000 – 000 Available online at www.sciencedirect.com ScienceDirect Structural Integrity Procedia 00 (2019) 000 – 000

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ScienceDirect

Procedia Structural Integrity 19 (2019) 238–248

Fatigue Design 2019 Effect of wheel size and tread braking on subsurface crack initiation in heavy haul car wheels T. Kato a *, T. Fujimura b , Y. Yamamoto b , S. Dedmon c , S. Hiramatsu b , H. Kato d , J. Pilch c a Steel research laboratories, Nippon Steel Corporation, 1-8 Fuso-cho, Amagasaki, Japan, 660-0891 b Osaka steel works, Nippon Steel Corporation, 5-1-109 Shimaya, Osaka, Japan, 554-0024 c Standard Steel, LLC, 500 N. Walnut St. Burnham, PA, U.S.A., 17009 d Nippon Steel U.S.A., Inc., 900 North Michigan Av., Suite 1820, Chicago, Illinois, U.S.A., 60611 Abstract Subsurface cracks initiating from internal defects are one of the main rolling contact fatigue damages that occur in heavy haul car wheels. Finite element analyses of the wheels are performed to assess the effects of the wheel size and tread braking on the subsurface crack initiations. Critical defect sizes for the subsurface crack initiations are calculated from the results of finite element analyses and fatigue tests of the wheel steel based on the multiaxial fatigue evaluation model. The critical defect sizes of 38 and 36 inch wheels are almost equivalent in service conditions in accordance with the AAR (the Association of American Railroads) standard. On the other hand, the 33-inch wheel has a larger critical defect size than the 38 and the 36-inch wheels. The 33-inch wheel has smaller stresses at the subsurface because it has a smaller wheel load than the other wheels. Stop braking with normal brake energy has fewer effects on the critical defect size. Therefore, the tread braking in this study is considered to have no negative effect on subsurface crack initiations. Fatigue Design 2019 Effect of wheel size and tread braking on subsurface crack initiation in heavy haul car wheels T. Kato a *, T. Fujimura b , Y. Yamamoto b , S. Dedmon c , S. Hiramatsu b , H. Kato d , J. Pilch c a Steel rese rch laboratories, Nippon Steel C rporation, -8 Fuso-cho, Amagas ki, Japan, 660-0891 b Osaka steel works, Nippon Steel Corporation, 5-1-109 Shi aya Osaka Japan, 554-0024 c Standard Steel, LLC, 500 N. W lnut St. Burnham, PA, U.S.A., 17009 d Nippon Steel U.S.A., Inc., 900 North Michigan Av., Suite 1820, Chicago, Illinois, U.S.A., 60611 Abstract Subsurface cracks initiati g from internal d fects are one of the main rolling contact fatigue damages th t occur in heavy haul car wheels. Finite element analyses of the wheels are performed to ssess the effects of th wheel size and tread braking on th subsurface crack i itiations. Critical d fect sizes for the subsurface crack initiations are calculat d from the results of finite element analyses and fatigue tests of the wheel steel based on the multiaxial fatigue evaluation model. The critical defect sizes of 38 and 36 inch wheels ar almost equivalent i service conditions in accordance with t e AAR (the Association of American Railroads) stand rd. On the other h nd, the 33-inch wheel has a larger critical def ct size than the 38 and th 36-inch wheels. The 33-inch wheel has smaller str sses at the subsurface because it has a smaller wheel load tha the other wheels. Stop braking with rmal brak energy has fewer effe ts on the critical defect size. Therefore, the tread braking in this study is considered to have no negative effect on subsurface crack initiations.

© 2019 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Fatigue Design 2019 Organizers. © 2019 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Fatigue Design 2019 Organizers. © 2019 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Fatigue Design 2019 Organizers.

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1. Introduction Rolling contact fatigue (RCF) failures are one of the most common causes for the removal of heavy haul car 1. Introduction Rolling contact fatigue (RCF) failures are one of the most common causes for the removal of heavy haul car

2452-3216 © 2019 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Fatigue Design 2019 Organizers. 2452-3216 © 2019 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Fatigue Design 2019 Organizers. * Corresponding author. Tel.: +81-6-7670-5872; fax: +81-6-7670-5794. E-mail address: kato.x7g.takanori@jp.nipponsteel.com * Correspon ing auth r. Tel.: +81-6-7670-5872; fax: +81-6-7670-5794. E-mail address: kato.x7g.takanori@jp.nipponsteel.com

2452-3216 © 2019 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Fatigue Design 2019 Organizers. 10.1016/j.prostr.2019.12.026