Study on Wear Properties of J11 Wheel Steel with Nonuniform Microstructure
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JMEPEG https://doi.org/10.1007/s11665-020-05183-0
Study on Wear Properties of J11 Wheel Steel with Nonuniform Microstructure Guan-Zhen Zhang, Chun-Peng Liu, Heng Zhang, Qian Li, and Rui-Ming Ren (Submitted July 7, 2020; in revised form August 24, 2020; Accepted September 12, 2020) In actual wheel–rail systems, a nonuniform microstructure of the wheel and rail materials is a serious problem. A double-disk rolling wear test device was used to study the influence of the nonuniform microstructure on the wear properties of wheel materials in the present study. The results show that the microstructure of the sample 1 includes proeutectoid ferrite, pearlite, and upper bainite, which is a nonuniform microstructure. By contrast, the microstructure of sample 2 contains only proeutectoid ferrite and pearlite. During wear tests, with the increasing number of test cycles, the weight loss of the sample 1 is consistently larger than that of the sample 2. A similar trend is observed with respect to deformation of the plastic layer. For the sample 1, fatigue cracks mainly propagate along the interface between the upper bainite and pearlite, leading to rapid wear failure; the main wear mechanism changes from spalling to fatigue with the increasing number of cycles. For the sample 2, the main wear mechanism changes from adhesive wear to fatigue wear with increasing number of cycles. Keywords
fatigue cracks, pearlite, railway locomotive wheel steel, upper bainite, wear
1. Introduction The microstructure of railway wheel steel, which directly determines the steelÕs wear resistance, is generally composed of fine pearlite and ferrite. Previous research on the wear of wheel steel has focused primarily on the pearlite microstructure (Ref 1, 2), whereas the effect of upper bainite on the wear of wheel steel has been less extensively studied (Ref 3). In the process of wheel manufacturing, the tread is quenched, causing the formation of upper bainite at the wheel tread when the cooling rate is too high (Ref 4). Usually, this shallow upper bainite can be removed via subsequent machine treatment. If the wheel manufacturing process is not conducted properly, deep upper bainite will be formed, especially in railway transportation wheels with a large diameter, and is difficult to remove through
Guan-Zhen Zhang, School of Materials Science and Engineering, Dalian Jiaotong University, Dalian 116028, PeopleÕs Republic of China; and Metals and Chemistry Research Institute, China Academy of Railway Sciences Corporation Limited, Beijing 100081, PeopleÕs Republic of China; Chun-Peng Liu, School of Materials Science and Engineering, Dalian Jiaotong University, Dalian 116028, PeopleÕs Republic of China; Heng Zhang, Metals and Chemistry Research Institute, China Academy of Railway Sciences Corporation Limited, Beijing 100081, PeopleÕs Republic of China; Qian Li, Collaborative Innovation Center of Steel Technology, University of Science and Technology Beijing, Beijing 100083, PeopleÕs Republic of China; and and Rui-Ming Ren, School of Materials Science and E
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