High-Cycle Fatigue of High-Strength Low Alloy Steel Q345 Subjected to Immersion Corrosion for Mining Wheel Applications
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JMEPEG (2017) 26:1758–1768 DOI: 10.1007/s11665-017-2565-2
High-Cycle Fatigue of High-Strength Low Alloy Steel Q345 Subjected to Immersion Corrosion for Mining Wheel Applications Sante Dicecco, William Altenhof, Henry Hu, and Richard Banting (Submitted August 1, 2016; in revised form December 23, 2016; published online March 6, 2017) In an effort to better understand the impact of material degradation on the fatigue life of mining wheels made of a high-strength low alloy carbon steel (Q345), this study seeks to evaluate the effect of surface corrosion on the high-cycle fatigue behavior of the Q345 alloy. The fatigue behavior of the polished and corroded alloy was investigated. Following exposure to a 3.5 wt.% NaCl saltwater solution, polished and corroded fatigue specimens were tested using an R.R. Moore rotating-bending fatigue apparatus. Microstructural analyses via both optical microscopy and scanning electron microscopy (SEM) revealed that one major phase, a-iron phase, ferrite, and one minor phase, colony pearlite, existed in the extracted Q345 alloy. The results of the fatigue testing showed that the polished and corroded specimens had an endurance strength of approximately 295 and 222 MPa, respectively, at 5,000,000 cycles. The corroded surface condition resulted in a decrease in the fatigue strength of the Q345 alloy by 24.6%. Scanning electron microscope fractography indicated that failure modes for polished and corroded fatigue specimens were consistent in the high-cycle low loading fatigue regime. Conversely, SEM fractography of low-cycle high-loading fatigue specimens found considerable differences in fracture surfaces between the corroded and polished fatigue specimens. Keywords
alloy steel Q345, corrosion, endurance strength, fractography, high-cycle fatigue, mining wheels, S-N curves
1. Introduction Off-The-Road (OTR) tires are designed for applications that prioritize durability, abrasion resistance, traction, and loadbearing capacity. These tires are generally stiffer and larger than conventional vehicle tires. As a result, many OTR tires cannot be safely mounted to a single piece rim without damaging the bead region of the tire during mounting. Thus, OTR tires are mounted to multi-piece wheels, which can be assembled around the tire, prior to tire pressurization. The multi-piece wheel and OTR tire combination is frequently used with heavy mining vehicles to meet the difficult operating conditions present in the mining environment. In mining applications, the multi-piece wheel design commonly consists of a rim base for which the tire rests on, a pair of flanges on either side of the tire, and a lock ring. The wheel is held together by the lock ring, which locks the other wheel components in place following tire pressurization.
Sante Dicecco, William Altenhof, and Henry Hu, Department of Mechanical, Automotive and Materials Engineering, University of Windsor, 401 Sunset Avenue, Windsor, ON N9B 3P4, Canada; and Richard Banting, Workplace Safety North, P.O. Box 2050, Stn. Main, 690 McKeown Avenue, No
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