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Article history: Austempered ductile irons (ADIs) with three strength grades and one kind of wheel steel were matched with
Received 23 January 2015 conventional rail steel and rolling-sliding wear tests were conducted. The results show that the wear rate de-
Received in revised form 24 April 2015 creases while the friction coefficient increases with the increase of matrix hardness. The increase of subsurface
Accepted 10 October 2015
hardness is due to work-hardening and stain-induced transformation of retained austenite to martensite. The
Available online 22 October 2015
main wear mechanism is delamination and becomes mild with the increase of matrix hardness. ADI austempered
Keywords:
at 340 °C shows the reasonable friction and wear behavior as well as relatively superior mechanical properties.
Austempered ductile iron © 2015 Elsevier Ltd. All rights reserved.
Wear
Coefficient of friction
Delamination
1. Introduction considered that ADIs are suitable as an alternative material for railway
wheel [16]. In fact, ADI has been applied to railway wheel successfully
Austempered ductile iron (ADI), with an ausferrtic matrix micro- in Europe [17]. Though the wear tests on ADI have been conducted a
structure, characterized by the presence of bainitic ferrite and retained lot, investigations on tribological performance of ADI matched with rail
austenite can be obtained by austempering treatments on ductile iron. steel are not enough, while it is important for the designers to consider
This special microstructure provides a good combination in mechanical it as wheel material. Especially, research on wear and friction behavior
properties, covering high tensile strength and good ductility, high fa- of ADIs with different strengths is limited, that has kept the field of ADI
tigue strength and fracture toughness, and superior wear resistance in railway applications because of the fact that reasonable hardness
[1–5]. Because of these advantages, ADI has been emerged as an impor- matching plays a significant role for increasing service life of wheel/rail
tant engineering materials in recent years and used extensively in many materials. Meanwhile, the wear and friction properties are not only attrib-
structural applications in automotive industry, defense and earth mov- uted to the relevant material itself, but also strongly depend on the envi-
ing machineries, etc. [6–8]. Many of these are subjected to rolling and ronment and other experimental conditions, such as temperature and
sliding wear. Therefore lots of investigations on the friction and wear humidity. [18–20] when the railcar runs at a high speed, strong wind
behavior of ADI have been reported [9–14]. will be caused and it will induce cooling effect on the wheel. Though
With the raising speed and weight in rail traffic, the property optimi- the results of dry and uncooling tribological tests show excellent wear re-
zation of wheel material draws more and more researchers' attention. The sistance performance, the tribological properties of ADI under cooling
optimization is based on balancing the cost, weight, wear resistance, noise condition have not been investigated.
reduction and rolling contact strength [15]. Compared with traditional In the present investigation, the dry rolling-sliding wear tests of ADIs
steel, ADI exhibits high strength, toughness and three times higher with three strength grades were conducted. Considering the air cooling
damping which can substantially lower the traveling noise. In addition, in the actual operation, the testing procedure incorporated a blast of dry
ADI has 10% lower density because of the graphite nodules dispersed in compressed air to simulate actual running contact conditions and pre-
the matrix, which promises a decrease in components' weight. So it is vent the oxidation at high temperature. For comparison, a widely used
railcar wheel steel ER8 was also investigated under the same wear con-
⁎ Corresponding author at: State Key Laboratory of Traction Power, Southwest Jiaotong
ditions. Meanwhile, the microstructure, friction and wear behavior as
University, Chengdu 610031, China. well as wear mechanism of three strength grades ADIs were discussed
E-mail address: zhangjiwang@swjtu.cn (J. Zhang). in detail.
http://dx.doi.org/10.1016/j.matdes.2015.10.037
0264-1275/© 2015 Elsevier Ltd. All rights reserved.
816 N. Zhang et al. / Materials and Design 89 (2016) 815–822
Table 2
Heat treatment and mechanical properties of ADIs specimen.
ADI1 910 °C/120 min 380 °C/60 min 963 11.2 125
ADI2 900 °C/110 min 340 °C/60 min 1140 10.2 115
ADI3 910 °C/150 min 300 °C/120 min 1290 7.5 98
2.2.1. Tensile and impact testing where R1 and R2 are the radii (mm) of the rail (upper) and wheel
After machining to final dimensions, tensile testing was carried out (lower) disk, respectively.
based on ASTM standard E-8 [21]; five samples were tested in each
heat treated conditions. The tests were performed on a servo-
hydraulic MTS (Material Test System) test machine. All of the samples
were tested at room temperature and ambient atmosphere. Load and
displacement plots were obtained on an X-Y recorder; from these
load–displacement diagrams, the ultimate tensile strength and elonga-
tion values were calculated. Impact toughness of the ADI samples was
measured by the Charpy impact test. Tests were performed at room
temperature with unnotched specimens, three samples were tested in
each grade of ADI.
Table 1
Main chemical composition of the test materials.
2.3. Characterization
resulting in a decline in wear rate of ADI3 lower than that of ADI1 and
ADI2.
Fig. 5. Wear rate for three strength grades ADIs as wheel material at 5.4% slip and 870 N Fig. 6. Steady-state friction coefficient curves of rolling-sliding wear tests for ADI1, ADI2
contact load. and ADI3 under air cooling and ADI2 without air cooling.
N. Zhang et al. / Materials and Design 89 (2016) 815–822 819
three ADI samples are 130 μm, 100 μm, and 70 μm, approximately and
respectively. According to the previous reports, two major reasons ac-
count for this increase in hardness. Firstly, this increase is caused by
the subsurface deformation produced by the high load of 870 N applied
on the testing samples in rolling-sliding. Predominating over any fric-
tion heating effect, strain hardening of the matrix at the subsurface re-
gion induces increase in hardness of the samples [29]. Secondly, as
strain-induced transformation of austenite to martensite has been re-
ported [30], phase transformation contributes to the increase of hard-
ness near the worn surface. The X-ray diffraction patterns obtained
from three grades ADIs is shown in Fig. 8. The alteration in austenite
peaks for the samples before and after the wear tests can be analyzed
qualitatively by the diffraction patterns. In the case of the worn samples,
austenite peaks labeled (111), (220) and (311) have been reduced to
nearly background noise levels. This huge reduction in size of the austen-
ite peaks coupled with a little broadening of the ferrite/martensite (110),
(200) and (211) peaks showed in Fig. 8. It suggests that under extreme
conditions retained austenite can transform to martensite [31,32].
Fig. 9(a)–(c) shows the cross section observation of worn disks. It
can be seen that serious shear plastic deformation has occurred due to
friction force during wear tests. The depth of the plastic deformation
layers decreases with the increase of the material hardness and they
are in good accordance with the hardness measurements showed in
Fig. 7. The deformed layer of ADI1 is deeper than those of other two
Fig. 9. Cross section observed with SEM. (a) ADI1; (b) ADI2; (c) ADI3.
types. The friction force produces a plastic flow in the direction of sliding
in the worn samples. Meanwhile, micro-cracks are recognizable near
the surface in the plastic deformed area and they propagate along the
direction of the plastic flow. The graphite nodules close to surface also
turned into the same direction and squeezed to the surface and causes
lubrication on the contact area.
In general, the contact surfaces develop an oxidized layer during dry
sliding wear test under high load and uncooling condition [9,11,33,34].
Fig. 8. X-ray diffraction diagrams for ADIs before and after wear tests. However, oxidation does not occur in present work. As shown in Fig. 8,
820 N. Zhang et al. / Materials and Design 89 (2016) 815–822
the Fe3O4 (magnetite) or F2O3 (hematite) diffraction peaks are not ob-
served in the XRD spectrum at the surface of ADI specimens after
wear test. Besides, reddish-brown oxide areas are not found on the
worn surface shown in Fig. 9 and Fig. 10. So it is considered that the sur-
face oxidation is well prevented due to the cooling of compressed air
and the influence of it on the wear behavior is prevented.
Fig. 10. Observation on worn surface. (a) ADI1, (b) ADI2, (c)ADI3 under dry and cooling condition; (d) ADI2 without air cooling.
N. Zhang et al. / Materials and Design 89 (2016) 815–822 821
conventional wheel/rail steel pairings [16]. In this study, the com- reflect the fracture toughness of ADI, decrease with the increasing UTS.
pressed air may account for this difference. During the tests, the com- According to the wear test results, both ADI2 and ADI3 have relative
pressed air of 0.6 MPa may blow away the smeared graphite, which higher hardness and superior friction and wear behavior than those of
can limit the lubricating action in the boundary layer between friction ADI1 and conventional wheel steel ER8. In addition the morphology of
partners. However, in the actual operation, the wind caused by the worn surfaces of rail specimens show that ADI1 and ADI2 causes milder
high speed of the railcar running generally cannot achieve such high damage than that for ADI3 to rail specimens. Thus ADI2 shows reason-
pressure especially under the extreme situation. So in actual running able friction and wear behavior as well as relative superior mechanical
ADI2 and ADI3 may have better wear and friction properties due to properties, which promise to meet the demands of railway wheel fac-
the existence of graphite in the matrix. tors, reflecting the best suitability as an alternative material for railcar
In Fig. 12(a), (b) and (c), top views of rail steel specimens matched wheels.
with ADI1, ADI2, and ADI3 after the tests are shown respectively. In
Fig. 12(a) the worn surface is characterized by plowing grooves along
4. Conclusions
the wear direction, as well as thin spalling marks. As for Fig. 12(b) the
micropitting and mild fatigue spalling due to microcracks is significant.
In this study, the dry rolling-sliding friction and wear behaviors of
Long delamination cracks are clearly observed on the worn surface of
three strength grades austempered ductile irons matched with conven-
rail steel specimen matched with ADI3, in Fig. 12(c). In the wear pairing
tional rail steel were investigated. Their behaviors were also compared
of ADI1/U75V, the appearance of plowing reveals the mildest wear
to that of a conventional wheel steel. The following points can be
damage on the rail specimen. As a result, rail specimen pairing with
drawn:
ADI1 shows the lowest wear rate (shows in Fig. 11). The worn surfaces
in Fig. 12(b) and c show cracks at the surfaces of rail specimens. Propa-
1. With the increase of material hardness of ADIs, the mass loss and
gation of the microcrack leads to top pitting and thin flakes break away
wear rate are getting lower while the friction coefficient becomes
from the surface, while long cracks may cause severe fatigue spalling on
more stable and higher.
the surface resulting in large loss of material and wear rate. So it can be
found that the wear level of rail specimen becomes severe with increase 2. The increase of hardness on subsurface after wear test is due to work-
of the hardness of their matched materials. hardening and stain-induced transformation of retained austenite to
In general, selection of a proper wheel material must satisfy the re- martensite.
quirement of the counteraction of its wear, fatigue and fracture proper- 3. The main wear mechanism is delamination where spalling layers can
ties, which may induce a catastrophic failure [35]. Material with higher be seen on the worn surface. The delamination of ADIs becomes mild
wear resistance, usually possesses higher hardness, leading to a lower with the increase of matrix hardness.
fracture toughness and a higher fatigue crack growth rate. Therefore, 4. ADI austempered at 340 °C shows the reasonable friction and wear
the combination of higher wear resistance and higher fracture tough- behavior as well as relative superior mechanical properties, which
ness should be taken into account in the development of a wheel mate- reflecting the best suitability as an alternative material for railcar
rial. As shown in Table 2, values of impact energy and elongation, which wheel.
Fig. 12. Worn surface observations of the rail steel specimens matched with ADI1, ADI2 and ADI3, respectively.
822 N. Zhang et al. / Materials and Design 89 (2016) 815–822
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