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The purpose of this work is to gain a better understanding of the complex damage phenomena taking place at the railway wheel/brake block interface due to thermo-mechanical loading. Initially, full-stop braking was studied using Finite Element (FE) simulations to estimate the temperature reached in the wheel rim. Experiments to reproduce wheel damage were conducted with a two-disc machine using test conditions that were based on the results of the FE simulations. Three different wheel steels were tested against the same cast iron shoe material. The evolution of the wheel disc damage was studied at various numbers of cycles under fixed contact pressure and sliding speed. The friction coefficient and the temperature on the wheel disc surface were measured during the tests. At the end of the experiments, the wheel disc was examined and characterized. Cross-sections were observed with an optical microscope and the hardness was measured as a function of the depth to investigate the damage mechanisms that occurred at surface and subsurface. Material transfer from the shoe specimen to the wheel specimen results in the formation of a discontinuous “third body” layer, and that layer plays a key role in the evolution of the wheel disc damage. When the transferred layer of brake material is worn away, detachment of steel from the wheel disc surface occurs, probably promoting the crack nucleation. In addition, wear debris from both disc materials promotes three-body abrasive wear of the wheel disc surface.

Worn railway wheels after service in the desert were investigated by means of failure analysis, hardness measurements, tensile tests, fracture toughness tests and low-cycle fatigue (LCF) tests. The results complete both previous small-scale laboratory experiments and FEM simulations performed by the authors on widely used steels and new steel grades allowing to better understand the main damage mechanisms due to the sand. These new steel grades were developed for forged-rolled solid wheels in alternative to AAR Class B/C/D steel grades and were designed to ensure high resistance to wear and rolling contact fatigue in the presence of sand, debris or gravel on the rails. This paper covers the in-depth mechanical characterization of wheels made of the new steels. Hardness measurements, tensile tests, fracture toughness tests and LCF tests were carried out. The results are compared with AAR Class B/C/D steels showing an excellent combination of fracture toughness, cyclic yield strength and ductility.

A metallurgical and technological characterization of a seventh century bronze buckle coming from the Lombard necropolis of Monte San Zeno in Montichiari (Brescia, northern Italy) was performed to understand the manufacturing techniques. At first, a careful inspection was carried out to highlight the existence of any type of details, which would indicate an intentional design activity or typical casting defects. To avoid destructive measures on the ancient artifact, the buckle was successively characterized only via scanning electron microscopy coupled with energy-dispersive X-ray spectroscopy. This investigation was supported by an accurate study on the chemical composition of the matrix. The results suggest that the buckle was produced by sand casting, although the use of this technique in Europe dates back to the fifteenth century. Finally, based on the results obtained, a faithful archaeometallurgical reproduction of the buckle is proposed.Graphic Abstract

Wheel microstructure significantly affects railway wheel performances. Although wheel microstructure traditionally consists of pearlite-ferrite, it is possible to detect some intermediate structures traces, for instance bainite, generated during the thermal treatment process. The difference in mechanical properties between pearlite and bainite causes stress and strain incompatibilities at their interface, and this gives rises to early crack initiation and propagation. This paper aims at investigating the presence of bainitic traces in a ferritic-pearlitic microstructure of a railway wheel through semi-analytical and numerical finite element simulations. The effect of bainitic spot shape, dimension and distribution is studied as well as stress and plastic strain in the proximity of the heterogeneities is analysed. The radius-interaxis ratio parameter, defined as the ratio between the bainitic spots radiuses and the distance between two neighbouring spots centres, is introduced to study the effect of circular-sectioned bainitic spots on the steel plasticity. It is observed that the bainitic traces form regions subjected to overstress and overstrain in the ferritic-pearlitic matrix and that the area of the bainitic spots influences the size of these regions. The bainitic spot distribution is found out to increase further the overstrain in case the radius/interaxis ratio is higher than 0.2, corresponding to about 11% of bainite in the ferritic-pearlitic matrix. Beyond this threshold value, bainite traces can compromise both RCF and wear response.

The effect of material plastic properties in solid-contaminated wheel-rail couplings was studied by simplified finite element models, considering typical couplings of steels following European and ...

An improved railway wheel steel containing higher contents of C, Mn, Si, and V than the traditional ER7 steel was developed by alloy design for shoe-braked high-speed train applications. The effects of the thermal load on the microstructure and mechanical properties of a wheel made from this steel were investigated using a combined experimental and numerical approach. The wheel braking was studied using finite element simulations that account for the thermal loading of the wheel in order to find the temperatures reached in the wheel rim. Hardness measurements, tensile tests, toughness tests, fatigue crack growth tests, and microstructural observations were carried out on samples extracted from real wheels, with and without heat treatments simulating the modification of the microstructure due to the shoe braking. The results on the un-treated samples showed that the improved steel has a better combination of strength and toughness than ER7 steel. The results on the heat-treated samples showed that the improved steel maintains acceptable mechanical properties provided the maximum temperature during braking is below the A3 temperature of the steel (around 790 °C).

The interaction between wear and rolling contact fatigue in wet contact was investigated by means of experiments on a two-disk test bench. Specimens of various railway wheel steels were coupled with specimens of the same rail steel, subjected to rolling and sliding wet contact with varying sliding/rolling ratio. Some tests with a dry rolling–sliding contact phase preceding wet contact were carried out as well (dry–wet tests). The pressurization of the fluid entrapped in the surface cracks was the cause of a rapid and severe damage in the dry–wet tests, due to the nucleation of surface cracks by ratcheting in the dry phase, which subsequently propagate in the wet phase. In the wet tests, the fluid pressurization effect was much mitigated due to the absence of initial surface cracks; the specimens subjected to higher sliding/rolling ratio showed the best performance against rolling contact fatigue, due to the effect of wear in reducing the length of surface cracks. A model for assessing the interaction between wear and rolling contact fatigue was proposed, based on the correction of the classical Paris law for crack propagation by taking into account the effect of wear on crack length reduction. The application of the model to the experimental tests allowed finding a correlation between the model predictions and the occurrence of fatigue failure.

Metallurgical analyses and mechanical tests were performed on two ancient iron nails (dated to the seventeenth and eighteenth centuries) found at a private estate in the village of Limone sul Garda, which is located on Lake Garda in the northern Italian region of Lombardy. The nails were characterized via various metallurgical methods to assess their matrix composition, microstructure, and nonmetallic inclusion type, morphology, and distribution. These investigations elucidated the manufacturing process of the nails. The results indicated that the nails were produced by different forging techniques, and it was hypothesized that the steel utilized was obtained via two different methods (direct and indirect ore reduction), which were still in use at that time.

A historical and metallurgical characterization of a “falchion” sword manufactured in Caino (Brescia, northern Italy) and dating from the early 17th century was performed to understand the manufacture methods of a Renaissance sword. At first, a set of size measurements was carried out to look for the existence of constant and/or recurring macroscopic sizes, which would indicate a standardized production, or of any type of proportionality between different parts of a sword, which would prove an intentional design activity. Light optical microscopy, scanning electron microscopy, energy-dispersive x-ray spectroscopy, quantometer analyses, and Vickers microhardness tests were then employed to analyze the microstructure and obtain the mechanical properties. All the metallurgical work is supported by an accurate study on the chemical composition of both metal-matrix and nonmetallic inclusions, which allowed for rebuilding and evaluating the efficiency of the whole production process.

Weight reduction and material substitution are increasing trends in the automotive industry. High pressure die casting (HPDC) is the conventional casting technology for the high volume production of light alloys, it has recently found wide application in the manufacturing of critical components, such as complex and thin geometry automotive parts. However, the major restriction of this affordable technology is the difficulty to design and realize hollow sections or components with undercuts. An innovative way to further increase the competitiveness of HPDC is to form complex undercut shaped parts through the use of new lost cores that are able endure the high pressures used in HPDC. This paper investigates the use of innovative ceramic lost cores in the production of a passenger car aluminum crossbeam by HPDC. Firstly, process and structural simulations were performed to improve the crossbeam design and check the technology features. The results led to the selection of the process parameters and the production of some prototypes that were finally characterized. These analyses demonstrate the feasibility of the production of hollow components by HPDC using ceramic cores.

This work studies the effect of desert sand at the wheel-rail contact interface on two standard railway wheel steels (ER8 and CLASS C) and two upgraded steels (SANDLOS ® S and SANDLOS ® H) specifically designed for sandy environments. Rolling contact tests were carried out by means of a two-disc testing machine with and without sanding at the contact interface. The tests were performed for various durations in order to study the disc damage evolution. The response of the steels to the same contact pressure, rolling speed, sliding/rolling ratio and sand feed rate was evaluated in terms of wear rate, strain hardening and surface and subsurface damage. The ER8 discs performed worst, incorporating sand into the subsurface layer by extremely high plastic flow and were, therefore, subject to material detachment by rolling contact fatigue. The SANDLOS ® H discs performed best, with a wear rate 2.5 times lower than that of ER8 discs, due to the steel having the highest mechanical properties, and thereby restricting the sand embedding mechanism to a thin surface layer. The sanding increased the wear rate of the wheel discs by a factor which varies from 1.4 for SANDLOS ® H discs to 2.2 for ER8 and CLASS C discs. The damage mechanisms were qualitatively studied by finite element simulations, which recognised two different layers for the plastic strain. These layers are related to the dimensional scales of the disc-disc and sand-disc contact areas, respectively, and their influence on the total damage depends on the material cyclic yield stress.

The effect of shoe braking on three railway wheel steels was studied by means of bi-disc tests, in order to evaluate the applicability of shoe braking as an emergency stop braking system in high-speed passenger trains. Disc-shaped specimens, extracted from real wheels, were initially paired with discs extracted from cast iron brake blocks, in condition of rolling and sliding such to reach the typical temperature of the surface of a wheel rim during stop braking. Subsequently, the wheel discs were coupled with rail steel discs in rolling and sliding dry contact. Some of them were cut and analysed; other ones were subsequently subjected to rolling and sliding contact with rail specimens in wet condition, with various test duration. Measurements of the coefficient of friction and of the weight loss were carried out during the tests; at the end of the tests, hardness measurements and microstructure observation were made on the disc cross-sections. The main damage phenomena observed in the specimens subjected to wheel-brake contact and dry wheel-rail contact were ratcheting, wear and nucleation of surface cracks. Traces of cast iron, previously transferred from the brake specimens to the wheel ones, were detected. The main damage phenomenon observed in the specimens subjected to wheel-brake, dry wheel-rail and wet wheel-rail contact was rolling contact fatigue, developing by the propagation of surface cracks due to the pressurization of the water entrapped inside the cracks. All these phenomena were found to be similar to those observed in wheel specimens subjected to wheel-rail contact only. The effect of the cast iron traces on surface crack propagation was evaluated by means of finite element simulations and it was found to be limited. Therefore, the application of shoe braking as emergency stop braking system to high speed trains did not show any relevant contraindications.

An experimental investigation was carried out to study and compare the response to cyclic loading of the high-performance railway wheel steels ER8 EN13262 and SUPERLOS®. Rolling contact tests were performed with the same contact pressure, rolling speed and sliding/rolling ratio, varying the lubrication regime to simulate different climatic conditions. The samples, machined out of wheel rims at two depths within the reprofiling layer, were coupled with UIC 900A rail steel samples. The wear rates, friction coefficients and hardness were correlated with the deformation beneath the contact surface. The crack morphology was studied, and the damage mechanisms were identified. The distribution of crack length and depth at the end of the dry tests was analyzed to quantify the damage. The main difference between the steels lies in the response of the external samples to dry contact: SUPERLOS® is subjected to a higher wear and lower friction coefficient than ER8, and this reduces the density of surface cracks that can propagate under wet contact conditions. The analysis of feedback data from in-service wheels confirmed the experimental results.

In recent years, certain foundry processes have made it possible to obtain products with very thin parts, below the 4 mm threshold of the permanent mold casting technology. The safety margins of these castings have been reduced, so the T6 heat treatment conditions adopted for the Al–7Si–Mg alloys need to be investigated to identify the best combination of strength and ductility. Furthermore, the cost and the production time associated with T6 heat treatment have to be optimized. In the present work, an experimental study was carried out to optimize the solution treatment and artificial aging conditions in gravity cast thin bars of B356 aluminum alloy modified with Sr. Two solution temperatures were selected, 530 °C and 550 °C, respectively, with solution time ranging from 2 to 8 h, followed by water quenching and artificial aging at 165 °C with aging time from 2 to 32 h. The results of hardness and tensile tests were correlated with differential scanning calorimetry (DSC) analysis. The best combination of mechanical properties and heat treatment duration was obtained with 2 h solutionizing at 550 °C and 8 h aging at 165 °C. DSC analysis showed that the alloy's mechanical properties reach the maximum value when the β″ phase is completely developed during the artificial aging.

The wear behaviour of two railway wheel steels, ER8 and SUPERLOS®, was studied through pin-on-disc tests, and the results were correlated with those previously obtained with twin-disc tests. The work-hardening of the steels was investigated with Vickers hardness measurements, and the wear mechanisms were studied using scanning electron microscopy. ER8 discs showed higher wear resistance, lower work-hardening ability and less wear damage than SUPERLOS® ones, confirming the results of the twin-disc tests. Therefore, sliding pin-on-disc experiments are recommended as a simple laboratory technique that can be used as a screening method for wheel steel performance prior to more complex and more expensive tests. The damage in both steels was due to the concomitance of oxidative wear, abrasive wear and fatigue wear. Iron oxide formation protects the steels from severe wear, whereas its detachment causes abrasive wear; furthermore, surface fatigue cracks initiate and propagate leading to the detachment of material flakes.

Experimental investigations were carried out in order to evaluate the possibility of using warm spray as a repair technique for steel components. A high velocity oxygen fuel system was modified to deposit an AISI 316 stainless steel feedstock powder in solid state. A preliminary study was carried out on the spray conditions to optimise the deposition process. The powder was deposited on a steel sample, and the quality of the coating was evaluated by optical microscope observations: a limited porosity was observed in the repair. Test damage was produced in another steel sample and was repaired by warm spray. Residual stresses and microhardness of the repaired area were measured. It was found that beneficial compressive residual stresses were produced in the repaired area, which also exhibits a good microhardness, slightly higher than that of the substrate. Finally, adhesion tests were carried out, and a strength >46 MPa was found.

When subjected to extended exposure to intermediate service temperatures, Cr–Mo steels, Ni–Cr steels, and 5% Ni steels can become embrittled, with an associated decrease in fracture toughness and a shift in the ductile-to-brittle transition temperature to higher temperatures. Two methods for the investigation of temper embrittlement phenomena are isothermal aging or the use of a step cooling aging treatment, which is less time consuming and is considered to be the most severe test to evaluate steel’s susceptibility to this phenomenon. In the present work, the effectiveness of the step cooling treatment in the assessment of temper embrittlement in a superclean 26NiCrMoV14.5 steel for heavy section forgings has been studied. Some isothermal aging treatments in the critical temperature range have also been carried out. Results of a Charpy V impact test on not-aged and aged specimens, and observation of the fracture surfaces led to the following conclusions: the steel does not undergo temper embrittlement upon step cooling treatment or after aging at different temperatures and times in the critical temperature range; the most negative effect on the shift of the ductile-to-brittle transition curve—compared with not aged steel—has been observed after aging at 593 °C for 2 h (ΔT54J = 9 °C); further aging up to 8 h produced a ΔT54J of only 1 °C. Neither step cooling nor aging at various critical temperatures gave rise to an intergranular brittle fracture; the amount of embrittling impurity elements in a superclean steel does not seem to be enough to cause embrittlement and a pure intergranular decohesion.