|Statement||by J.O. Igwemezie ... [et al.].|
|Series||CIGGT report -- no. 92-11 ; -- no. TP 11570E, Transport Canada report -- no. TP 1157|
|Contributions||Igwemezie, J. O., Transportation Development Centre (Canada), Canadian National Railways., Canadian Institute of Guided Ground Transport, CP Rail, Canadian Institute of Guided Ground Transport.|
|LC Classifications||TF258 .D45 1992|
|The Physical Object|
|Pagination||xvi, 42,  p. :|
|Number of Pages||42|
Handbook of Residual Stress and Deformation of Steel (#G) vi micro residual stresses in steel due to thermal and mechanical treatments. This discussion in- and relaxation by cyclic deformation. Hydrogen embrittlement of metals, as . Dong P., Brust F.W.: Welding residual stresses and effects on fracture in pressure vessel and piping components: A Millennium Review and Beyond, ASME Journal of Pressure Vessel Technology, The Millennium Issue, , vol. , No. 3, pp. –Cited by: 7. Engineering Fracture Mechanics Vol. 24, No. 1, pp. , /86 $ + Printed in Great Britain Pergamon Press Ltd. THE TREATMENT OF THERMAL AND RESIDUAL STRESSES IN FRACTURE ASSESSMENTS R. A. AINSWORTH Central Electricity Generating Board, Berkeley Nuclear Laboratories, Berkeley, Gloucestershire, U.K. Abstracthe behaviour of a crack under combined Cited by: The stresses introduced in a rail by a passing train are the combination of several load mechanisms: flexural action and local contact stresses from axle load and train speed, residual stresses and thermal stresses from the ambient temperature or from the train wheel (e.g., braking).Cited by:
Prevention of Track Buckling and Rail Fracture by Non-destructive Testing of the Neutral Temperature in cw track structures lower or higher residual stresses are present due to processes of manufacturing. Further mechanical stresses are temperature change causes a thermal stress in the rails due to restriction of dilatation. TheCited by: 6. On The Influence of Residual Stresses on Fatigue Fracture of Railway Axles AUREL RĂDUłĂ residual thermal stresses by mean of finite element method, and the number of cycles to fracture, using the closed form stresses in the axle, the dynamic loads have been taken into consideration as a static model . Abstract. The general role played by thermal and residual (TR) stresses in fracture mechanics is still unclear. It is sometimes argued (a) that in the linear elastic fracture mechanics (LEFM) regime TR stresses are secondary (rather than primary) i.e. that the overall loading is relaxed (rather than maintained) as well as redistributed as the crack grows, and (b) that because TR stresses do Cited by: Masoudi Nejad and colleagues examined the fatigue crack growth and life estimation of train bandage wheel under the influence of contact stresses and thermal residual : Reza Masoudi Nejad.
The stresses obtained have a quasi C-shaped profile with tensile stresses in both the rail head and the rail foot, and variable compressive longitudinal stresses in the web region . Fracture Mechanics of Composites with Residual Thermal Stresses The problem of calculating the energy release rate for crack growth in an arbitrary composite in the presence of residual stresses is consid-ered. First, a general expression is given for arbitrary, mixed traction and displacement boundary conditions. This general result is then ap-. Residual stress eld caused by wheel/rail contact To simulate residual stresses and the wheel/rail con-tact, the nite element model was used for modeling purposes. Dynamic forces on each wheel in this analysis were of kN, and the applied torque was N.m. In Cited by: 3. into a fracture mechanics method for determining the mode II toughness of the ﬂbre/matrix interface. It was found that both friction and residual stresses are important eﬁects and must be included to determine the true interfacial fracture toughness . A single-ﬂbre test similar to the microbond test is the single-ﬂbre, pull-out test .