International Scientific-Technical and Production Journal
February
2010
# 2
English translation of the monthly «Avtomaticheskaya Svarka» (Automatic Welding) journal published in Russian since 1948
Editor-in-Chief B.E.Paton
Yu.S.Borisov V.F.Khorunov
A.Ya.Ishchenko I.V.Krivtsun
B.V.Khitrovskaya L.M.Lobanov
V.I.Kirian A.A.Mazur
S.I.Kuchuk-Yatsenko
Yu.N.Lankin I.K.Pokhodnya
V.N.Lipodaev V.D.Poznyakov
V.I.Makhnenko K.A.Yushchenko
O.K.Nazarenko A.T.Zelnichenko
I.A.Ryabtsev
CONTENTS
SCIENTIFIC AND TECHNICAL
. and
. and
. Calculation prediction of
fatigue life of freight car side frame under alternating cyclic
loads ................................................................................................... 2
. Pressure welding of
micro-dispersed composite material AMg5 + 27 % Al2O3 with
application of rapidly solidified interlayer of eutectic alloy Al +
33 % Cu .............................................................................................. 7
N.P.Alyoshin (Russia)
U.Diltey (Germany)
Guan Qiao (China)
D. von Hofe (Germany)
V.I.Lysak (Russia)
N.I.Nikiforov (Russia)
B.E.Paton (Ukraine)
Ya.Pilarczyk (Poland)
P.Seyffarth (Germany)
G.A.Turichin (Russia)
Zhang Yanmin (China)
A.S.Zubchenko (Russia)
V.N.Lipodaev, V.I.Lokteva
A.T.Zelnichenko (exec. director)
A.A.Fomin, O.S.Kurochko,
I.N.Kutianova, T.K.Vasilenko
PE «Melnik A.M.»
N.A.Dmitrieva
I.S.Batasheva, T.Yu.Snegiryova
. Evaluation of quality of the arc self-adjustment
process .............................................................................................. 11
. and
. Laser welding of root welds of thick joints of
heat-resistant steel ............................................................................. 14
. and
.
Optimal control of formation of weld reinforcement .............................. 17
INDUSTRIAL
. and
. Prospects of increasing energy characteristics
of flash butt welding (Review) .............................................................. 23
. and
. Portable system of monitoring
and control of resistance spot welding process ................................... 27
. and
. Technology for
wide-layer hard-facing of crankshafts .................................................. 32
. and
. Determination of
additional resistances to sheet panel displacement over dead
roller table of assembly and welding lines ............................................ 36
BRIEF INFORMATION
News .................................................................................................. 41
State Registration Certificate
KV 4790 of 09.01.2001
$324, 12 issues per year,
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All rights reserved.
This publication and each of the articles
contained herein are protected by copyright.
Permission to reproduce material contained in
this journal must be obtained in writing from
the Publisher.
Copies of individual articles may be obtained
from the Publisher.
© PWI, International Association «Welding», 2010
NEWS
XIII Republican Scientific-Technical Conference of Kazakhstan
Welders .............................................................................................. 42
Problems of Life and Safe Operation of Structures,
Constructions and Machines (Final Scientific Conference at the
E.O. Paton Electric Welding Institute of the NAS of Ukraine) ................. 43
INFORMATION
Loyalty Program of Fronius Ukraina Ltd. in crisis period and its
results ................................................................................................ 47
Developed at PWI ..................................................................... 6, 31, 48
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Стр.1
CALCULATION PREDICTION OF FATIGUE LIFE
OF FREIGHT CAR SIDE FRAME
UNDER ALTERNATING CYCLIC LOADS
V.I. MAKHNENKO and I.Yu. ROMANOVA
E.O. Paton Electric Welding Institute, NASU, Kiev, Ukraine
An example of calculation prediction of fatigue crack growth in a side frame of freight cars at a preset range of random
cyclic loads is considered. Relationship between exceeding design conditions of operation of the car and probable cause
of its fracture was studied.
Keywords: fatigue crack, random cyclic loading,
side
frame, freight car, casting defect, calculation prediction of fatigue
life
In connection with increased scope of railway freight
traffic, more attention is given to the «viability» of
various parts and components of load-carrying elements
of freight cars. Experience of operation of structures
developed in Ukraine and Russia is indicative
of insufficient cyclic strength of individual components,
which results in failure of cars which have not
yet completed their design life period [1].
Let us consider a real case of failure of a cast side
frame of a freight car (Kabakly Station, West-Siberian
Railway, RF, 2009), designed in keeping with [2] and
manufactured at OJSC «Azovmash» (Mariupol,
Ukraine). Fracture occurred as a result of fatigue crack
growth from a technological defect.
Initial information on the fractured side frame is
as follows: material is steel of 20GFL type; car run
to fracture L = 108,482 km; design average technical
speed of car movement v
_
= 22.4 m/s; average daily
run of a loaded car Ld = 210 km/d; effective frequency
of car vertical oscillations fe = 2.23 Hz; coefficient of
run in the loaded condition K = 0.6; average daily
number of cycles under load Nd = (Ld/v
_
_
= 20,906 cycle/d; number of cycles under load during
run L to fracture N = (LKv
)103fe = 6.48⋅106 cycles;
current evaluating repairs were performed at Nrep =
= N — Nd⋅9.5⋅30K = 2.91⋅106 cycles.
Figure 1 shows fracture of a failed frame, and
arrows indicate sites of fatigue fracture initiation [3].
According to this work, the site of initiation of a
primary fatigue crack (#1 in Figure 1) was a casting
defect – surface blowhole, having the length of
2.6 mm, depth of 1.8 mm in the fracture section and
located at 31 mm distance from the surface of the
outer vertical wall of the side frame. The defect was
not detected by NDT means. Site of initiation of secondary
fatigue cracks were casting blowholes located
at 66, 104 and 125 mm distance from the surface of
outer vertical wall and having the dimensions of 2.0 Ч
Ч 1.5 mm (#2), 4.3 Ч 2.3 mm (#4) and 4.0 Ч 1.3 mm
(#5) in the fracture section. In addition, there is a
© V.I. MAKHNENKO and I.Yu. ROMANOVA, 2010
2
)103fe =
surface defect of 3.0 Ч 2.0 mm size (#3 in Figure 1),
not specified by the drawing of the technological stiffener,
which in [3] is regarded as the site of secondary
fatigue cracks formation.
Thus, five sites of fatigue fracture are located in
the fracture section on the surface with the maximum
operating longitudinal stresses, which sufficiently
conservatively can be described by semi-elliptical
cracks of 2ca size, where 2c is the crack length along
the free surface, and a is the crack depth.
Table 1 gives the initial dimensions of such defects
and shows the distance from defect centers to the free
vertical surface, as well as the distance between the
edges of adjacent defects (Ln — 1 on the left, Ln + 1 on
the right), in the initial condition and characteristic
parameter b of interaction with adjacent defects:
b = c + min
⎧
⎨
⎩
⎪
⎪
Ln — 1, n;
Ln + 1, n,
or the free edge (vertical free surface). In [13] it is
noted that the described casting contamination defects
were evaluated in terms of their admissibility (inadmissibility)
based on the principles (approaches) of
fracture mechanics of cracked solids, described for the
case considered in [4]. From this assessment it follows
that the described casting defects are inadmissible, as
under the design operation conditions during three
years they grow by the fatigue mechanism to dimensions,
at which their progressive growth begins, leading
to fracture after approximately 2.9 months of service.
Unfortunately, absence of such substantiation after
the assessment performed in [3], in view of the
design conditions of frame loading, gives rise to some
doubts as to determination of the main cause for its
fracture, so that PWI conducted a study, the essence
of which is as follows.
For the above described defects (Table 1) their
loading by the spectrum of random cyclic loads described
in [2] was considered for average speed of
train movement v
_
= 22.4 m/s at static stresses in the
defect zone in the range from σst = 105.2 MPa (#1)
to σst = 93.2 MPa (# 2—5), which is in good agreement
with the data of [4], where values of the above characteristics
are equal to 80—90 MPa.
2/2010
Стр.2