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Qin, T. Y.*; Hu, F. F.*; 徐 平光; Zhang, R.*; Su, Y. H.; Ao, N.*; Li, Z. W.*; 篠原 武尚; 菖蒲 敬久; Wu, S. C.*
International Journal of Fatigue, 202, p.109233_1 - 109233_16, 2026/01
The surface induction-hardened S38C medium carbon steel shows a good balance of strength and toughness, but complicates the evaluation of fatigue resistance, mainly because of gradient residual stress (RS) and grains. An integrated fatigue resistance assessment (AIFA) framework was proposed to consider the residual stress relief under stochastic loads. To this end, quasi-in situ neutron diffraction and Bragg-edge imaging were combined to probe the evolution of residual stress during crack propagation. Firstly, a rigid-flexible coupled vehicle dynamics model was adopted to obtain the time-domain variable amplitude loading spectrum. Then, Fortran subroutines were developed to assign these data into full-scale S38C axle model, and the remaining life was predicted using the damage tolerance approach. The results demonstrate that crack propagation would accelerate when residual stress is considered in the case of the crack depth exceeding 3.0 mm. It is, for the first time, found that 15 mm- and 5 mm-thickness fan-shaped specimens can retain the axial and hoop residual strain in terms of diffraction angle variation, respectively, for full-scale structural S38C steel axles. In the absence of RS, the remaining life of the axle decreases sharply from 624,800 to 51,300 km as the crack depth increases from 3.0 to 16 mm. Compared with the standard method under constant amplitude loading without residual stress relief, the present AIFA method provides the more accurate but conservative fatigue life prediction.
Qin, T. Y.*; Hu, F. F.*; 徐 平光; Zhang, H.*; Zhou, L.*; Ao, N.*; Su, Y. H.; 菖蒲 敬久; Wu, S. C.*
International Journal of Fatigue, 185, p.108336_1 - 108336_13, 2024/08
被引用回数：11 パーセンタイル：90.98(Engineering, Mechanical)Gradient distribution of triaxial residual stresses to a depth of several millimeters is retained in middle carbon steel S38C axles after high-frequency induction hardening, which has become a critical concern for fatigue structural integrity. To address this, the axial, hoop, and radial gradient residual strains inside the axles were measured for the first time by advanced neutron diffraction. The SIGINI Fortran subroutine was then adopted to reconstruct the global initial residual stress field from the measured data. Experimental and simulation results show that residual stresses of about -520 MPa (axial), -710 MPa (hoop), and -40 MPa (radial) residual stress were retained below the axle surface. Subsequently, the fatigue crack propagation behavior of S38C axles was numerically investigated in the framework of fracture mechanics. The calculated results clearly show that the compressive residual stresses at a depth of 0?3 mm from the axle surface lead to a low crack growth driving force, and that fatigue cracks do not propagate as long as the crack depth is less than 3.7 mm for hollow S38C axles. These results further indicate that the maximum defect size allowed in routine inspections is acceptable from a safety and economic point of view. Accurate measurement and characterization of the global gradient residual stress field through experiments and simulations can provide an important reference for optimizing the mileage intervals of nondestructive testing (NDT) of surface defects in these surface-strengthened railway axles.
Su, Y. H.; 及川 健一; 篠原 武尚; 甲斐 哲也; 堀野 孝*; 井戸原 修*; 三阪 佳孝*; 友田 陽*
International Journal of Fatigue, 174, p.107729_1 - 107729_12, 2023/09
被引用回数：15 パーセンタイル：85.70(Engineering, Mechanical)A novel procedure, double induction quenching (DIQ), effective for improving the fatigue strength of gear products, has been used for producing gears with steep gradients of compressive residual stress generated in the tooth surface. We performed a Bragg edge imaging experiment at a pulsed neutron source to determine the spatial distribution of the {110} lattice spacing (d
) and the broadening of the {110} Bragg edge (w) on the DIQ gear product after tooth-bending fatigue tests to which different loading cycles were applied. No significant difference occurred in the d and the wat Hofer 's critical section of the teeth with different loading conditions within the accuracy of data analysis. However, we detected a decrease in the w and changes in the residual lattice strain distribution in the axial direction along the tooth root directions at the opposite side of Hofer 's critical section for both teeth after 3
10 
and 810 cycles, relieving the compressive residual stresses during the fatigue process. The residual stress close to the gear tooth surface determined by X-ray diffraction using sequential polishing showed a slight relaxation and redistribution from the tensile side in the hoop direction, complementary to the neutron Bragg edge imaging.
Zhang, H.*; Wu, S. C.*; Ao, N.*; Zhang, J. W.*; Li, H.*; Zhou, L.*; 徐 平光; Su, Y. H.
International Journal of Fatigue, 166, p.107296_1 - 107296_11, 2023/01
被引用回数：23 パーセンタイル：84.97(Engineering, Mechanical)Abnormal damages in railway axles can lead to a significant hazard to running safety and reliability. To this end, a surface treatment was selected to effectively inhibit fatigue crack initiation and growth. In this study, a single edge notch bending fatigue test campaign with artificial notches was conducted to elucidate the fatigue crack non-propagation behavior in railway S38C axles subjected to an induction hardening process. The fatigue cracking behavior in the gradient structure was revealed by optical microscopy, electron backscatter diffraction, and fractography. The microhardness distribution was measured using a Vickers tester. The obtained results show that the microhardness of the strengthening layer is nearly triple that of the matrix. Owing to the gradient microstructures and hardness, as well as compressive residual stress, the fatigue long crack propagates faster once it passes through the hardened zone (approximately 2.0 mm in the radial depth). Thereafter, local retarding (including deflection, branching, and blunting) of the long crack occurs because of the relatively coarse ferrite and pearlite in the transition region and matrix. Totally, this fatigue cracking resistance is reasonably believed to be due to the gradient microstructure and residual stress. These findings help to tailor a suitable detection strategy for maximum defects or cracks in railway axles.
Lejeail, Y.*; 笠原 直人
International Journal of Fatigue, 27(7), p.768 - 772, 2005/00
被引用回数：27 パーセンタイル：65.23(Engineering, Mechanical)流体温度ゆらぎによる構造物の熱疲労現象は熱流動と構造の両分野に亘る複雑な問題であり、従来その評価にはナトリウムモックアップテストが必要であった。本問題に対する解析による設計法を確立するため、CEAとJNCは評価法の開発を行ってきている。流体温度ゆらぎに対する構造健全性に対して、流体から構造への伝達過程で生じる温度ゆらぎの減衰作用が重要な役割を果たすことが知られている。その減衰の大きさは周波数に依存することから、評価法検証のために周波数制御ナトリウム試験データを用いたベンチマーク問題を計画した。一つはCEAから出題されたもので、温度が周波数制御された平行流を受ける管と平板の温度および疲労評価に関する問題である。もう一つのJNC出題の問題は、周波数制御された垂直ジェットを受ける平板の評価に関するものである。両者の実験の疲労評価結果が比較された。
