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Series: ASM Failure Analysis Case Histories
Volume: 1
Publisher: ASM International
Published: 01 December 1992
DOI: 10.31399/asm.fach.v01.c9001122
EISBN: 978-1-62708-214-3
... material was UNS G10800 (AISI/SAE grade 1080). Excessive hardnesses were measured in the first 3 mm (0. 12 in.) below the striking surface, indicating that there was lack of control during the final tempering operation. Hammers Impact 1080 UNS G10800 Brittle fracture Heat treating-related...
Abstract
A sledge hammer chipped during use. The chip struck a by stander in the eye, leading to its loss. The hammerhead surface was examined visually, nondestructively (magnetic particle method), and stereo microscopically, and a microstructural analysis of a cross section of the head was conducted using optical microscope. Chemical composition of the hammerhead was determined by emission spectrometry. The chemical compositions of the chip and hammer head were compared using energy-dispersive analysis. Microhardness versus distance from the striking face was also determined. The hammerhead material was UNS G10800 (AISI/SAE grade 1080). Excessive hardnesses were measured in the first 3 mm (0. 12 in.) below the striking surface, indicating that there was lack of control during the final tempering operation.
Book Chapter
Failure of a Repair Weld on a Crankshaft Because of Inclusions and Porosity
Available to PurchaseSeries: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.usage.c0047545
EISBN: 978-1-62708-236-5
... Presses Welding electrodes 1080 UNS G10800 Joining-related failures The AISI 1080 steel crankshaft of a large-capacity double-action stamping press broke in service and was repair welded. Shortly after the crankshaft was returned to service, the repair weld fractured. To determine what corrective...
Abstract
The AISI 1080 steel crankshaft of a large-capacity double-action stamping press broke in service and was repair welded. Shortly after the crankshaft was returned to service, the repair weld fractured. The repair-weld fracture was examined ultrasonically which revealed many internal reflectors, indicating the presence of slag inclusions and porosity. A low-carbon steel flux-cored filler metal was used in repair welding the crankshaft, without any preweld or postweld heating. This resulted in the formation of martensite in the HAZ. The repair weld failed by brittle fracture, which was attributed to the combination of weld porosity, many slag inclusions and the formation of brittle martensite in the HAZ. A new repair weld was made using an E312 stainless steel electrode, which provides a weld deposit that contains considerable ferrite to prevent hot cracking. Before welding, the crankshaft was preheated to a temperature above which martensite would form. After completion, the weld was covered with an asbestos blanket, and heating was continued for 24 h. During the next 24 h, the temperature was slowly lowered. The result was a crack-free weld.
Book Chapter
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.bldgs.c0047694
EISBN: 978-1-62708-219-8
..., the welded joints withstood the tensile and wrap tests. Austenite Phase transformations Post heating Tempering 1080 UNS G10800 Joining-related failures Extra high strength zinc-coated 1080 steel welded wire, 2.0 ± 0.08 mm (0.080 ± 0.003 in.) in diameter, was wound into seven-wire cable...
Abstract
Extra high strength zinc-coated 1080 steel welded wire was wound into seven-wire cable strands for use in aerial cables and guy wires. The wires and cable strands failed tensile, elongation, and wrap tests, with wires fracturing near welds at 2.5 to 3.5% elongation and through the welded joints in wrap tests. The welded wire was annealed by resistance heating. The wire ends had a chisel shape, produced by the use of sidecutters. Tests of the heat treatment temperatures showed that the wire near the weld area exceeded 775 deg C (1425 deg F). Metallographic examination revealed martensite present in the weld area after the heat treatment. The test failures of the AISI 1080 steel wire butt-welded joints were due to martensite produced in cooling from the welding operation that was not tempered adequately in postweld heat treatment, and to poor wire-end preparation for welding that produced poorly formed weld burrs. The postweld heat treatment was standardized on the 760 deg C (1400 deg F) transformation treatment. The chisel shape of the wire ends was abandoned in favor of flat filed ends. The wrap test was improved by adopting a hand-cranked device. Under these conditions, the welded joints withstood the tensile and wrap tests.
Series: ASM Failure Analysis Case Histories
Volume: 2
Publisher: ASM International
Published: 01 December 1993
DOI: 10.31399/asm.fach.v02.c9001308
EISBN: 978-1-62708-215-0
... Repair welding Stress cracking Wind tunnels 1080 UNS G10800 Brittle fracture Background A turntable rail in a wind tunnel test section had been experiencing cracking since its installation in the 1970s. The rail was forged from SAE 1080 steel. Applications Wind tunnel testing often...
Abstract
Persistent cracking in a forged 1080 steel turntable rail in a wind tunnel test section was investigated. All cracks were oriented transverse to the axis of the rail, and some had propagated through the flange into the web. Through-flange cracks had been repair welded. A section of the flange containing one through-flange crack was examined using various methods. Results indicated that the cracks had initiated from intergranular quench cracks caused by the use of water as the quenching medium. Brittle propagation of the cracks was promoted by high residual stresses acting in conjunction with applied loads. Repair welding was discontinued to prevent the introduction of additional residual stress., Finite-element analysis was used to show that the rail could tolerate existing cracks. Periodic inspection to monitor the degree of cracking was recommended.