Search Results for 1045

SAE grade 5 U-bolts were used to fasten auxiliary dual wheels to the axles on a farm tractor. Under typical farm usage, the bolts are expected to have infinite life. However, several U-bolts made of 29 mm diam rod broke after less than 100 h of service. The bolt legs in which the failures occurred were all in the same position relative to the direction of wheel rotation. Visual examination showed the break was a fairly flat transverse fracture in the threaded section between the washer and the nut. The appearance of the fracture surfaces was characteristic of failure by low-cycle fatigue, with a smooth matte fatigue failure region showing beach marks and generally extending over about 40 to 60% of the fracture surface, which indicated severe overload. The point of initiation of fatigue was at the root of the last thread at the edge of the nut on the side toward this washer. The U-bolts fractured in fatigue because the bolt material had poor hardenability relative to the diam of the bolts. The bolt material was changed from 1045 steel to 1527 steel, a warm-finished low-alloy steel. The diameter of the bolts was reduced to 27.2 mm and the threads were rolled rather than cut.

Replacement sprockets installed on chain drive shafts for winding fibers exhibited excessive wear. Metallographic and chemical analyses conducted on the original and replacement sprockets showed that the material of the replacement sprocket was 1020 low-carbon steel, whereas the original (and specified) material was medium-carbon 1045 steel. The low-carbon steel also had lower hardness because of a lower pearlite fraction in the microstructure. It was recommended that replacement sprockets be made of normalized 1045 steel. It was further suggested that wear resistance could be improved by through hardening or induction surface hardening of the teeth.

A cast countershaft pinion on a car puller for a blast furnace broke after one month of service; expected life was 12 months. The pinion was specified to be made of 1045 steel heat treated to a hardness of 245 HRB. The pinion steel was analyzed and was a satisfactory alternative to 1045 steel. The pinion was annealed before flame or induction hardening of the teeth to a surface hardness of 363 HRB and a core hardness of 197 HRB. The broken pinion had a tooth which had failed by fatigue fracture through the tooth root because of the low strength from incomplete surface hardening of the tooth surfaces. Contributing factors included uneven loading because of misalignment and stress concentrations in the tooth roots caused by tool marks. Greater strength was provided by oil quenching and tempering the replacement pinions to a hardness of 255 to 302 HRB. Machining of the tooth roots was revised to eliminate all tool marks. Surface hardening was applied to all tooth surfaces, including the root. Proper alignment of the pinion was ensured by carefully checking the meshing of the teeth at startup.

Two 38 mm (1.5 in.) diam threaded stud bolts that were part of a steel mold die assembly from a plastics molding operation were examined to determine their serviceability. Chemical analysis showed the material to be a plain carbon steel that approximated 1045. Visual examination revealed evidence of severe hammer blows to the clevis and boss areas and a gap between the die and the underside of the boss. Magnetic particle inspection showed cracks at the thread roots that, when examined metallographically, were found to contain MnS stringers. The cracking of the threads was attributed to a poor stud bolt design, which allowed a high stress concentration to occur at the base of the threads upon application of a lateral load. It was recommended that bolts of a new design that incorporated a stress-relieving groove be used. Threading of the bolt to eliminate the gap between the lower face of the boss and the die and an improved method of inserting or removing the bolt to avoid hammering (use of a wrench on a square or hexagonal boss) were also recommended.

A trunnion bolt that was part of a coupling in a metropolitan railway system failed in service, causing cars to separate. The bolt had been in service for more than ten years prior to failure. Visual examination showed that the failure resulted from complete fracture at the grease port and surface groove located at midspan. Drillings machined from the bolt underwent chemical analysis, which confirmed that the material was AISI 1045 carbon steel, in accordance with specifications. Two sections cut from the bolt were subjected to metallographic examination and hardness testing. The fracture origin was typical of fatigue. The ultimate tensile strength of the bolt was in excess of requirements. Wear patterns indicated that the bolt had been frozen in position for a protracted period and subjected to repeated bending stresses, which resulted in fatigue cracking and final complete fracture. It was recommended that proper lubrication procedures be maintained to allow free rotation of the bolts while in service.

A hi-rail device is a vehicle designed to travel both on roads and on rails. In this case, a truck was modified to accept the wheels for rail locomotion. The rear wheel/axle set was attached to the truck frame. Both the front and rear wheel/axle sets were raised by means of a hydraulic cylinder driven off the PTO of the truck. The wheel/axle set was rigidly fixed into an up or down position by the use of locking pins. It was assumed by the manufacturer that there would be no load on the cylinder once the wheel/axle set was in its locked position. However, as the cylinder pivoted about its mounting trunnion and extended during its motion, it interfered with a frame member. This caused both a bending load and a rotational movement. These effects caused a combination of fretting, galling, and fatigue to the internal thread structure of the clevis. As a result of these deleterious effects, failure of the thread structure of the clevis occurred. The failure occurred where the cylinder rod screws into the clevis. The rod was manufactured from 1045 steel.

A jack cylinder split open during simulated service testing. The intended internal test pressurization was reportedly analogous to typical service. The material and mechanical properties of the cylinder pipe were unknown, although subsequent testing showed that the pipe satisfied the requirements for a grade 1045 medium-carbon, plain carbon steel. Investigation (visual inspection, chemical analysis, 2% nital etched 119x images, and tension testing) supported the conclusion that the cylinder pipe burst in a mixed brittle-ductile manner due to overpressurization. It is likely that the bearing strength of the pipe was slightly compromised by a low-strength layer of decarburization. Recommendations included evaluating the testing procedure for the possibility of inadvertent overpressurization and analyzing successfully tested cylinders to identify changes in material, and perhaps heat treatment, that may have contributed to this failure.

The fan drive support shaft, specified to be made of cold-drawn 1040 to 1045 steel, fractured after 2240 miles of service. It was revealed by visual examination of the shaft that the fracture had initiated near the fillet at an abrupt change in shaft diameter. The cracks originated at two locations approximately 180 deg apart on the outer surface of the shaft and propagated toward the center. Features typical of reversed-bending fatigue were exhibited by the fracture. A tensile specimen was machined from the center of the shaft and it indicated much lower yield strength (369 MPa) than specified. It was disclosed by metallographic examination that the microstructure was predominantly equiaxed ferrite and pearlite which indicated that the material was in either the hot-worked or normalized condition. An improvement of fatigue strength of the shaft by the development of a quenched-and-tempered microstructure was recommended.

During the installation of power transmission lines across a major interstate highway, a temporary anchor stabilizing one of the poles failed, resulting in the loss of the pole and the associated power lines. It also contributed to a single vehicle incident on the adjacent roadway. Post-failure analysis revealed that the fracture was precipitated by a preexisting weld-related crack. Closed form and numerical stress analyses were also conducted, with the results indicating that the anchor was installed properly within the parameters intended by the manufacturer.