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medium carbon steel
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Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.process.c0089459
EISBN: 978-1-62708-235-8
... Abstract The connecting end of two forged medium-carbon steel rods used in an application in which they were subjected to severe low-frequency loading failed in service. The fractures extended completely through the connecting end. The surface hardness of the rods was found to be lower than...
Abstract
The connecting end of two forged medium-carbon steel rods used in an application in which they were subjected to severe low-frequency loading failed in service. The fractures extended completely through the connecting end. The surface hardness of the rods was found to be lower than specifications. The fractures were revealed to be in areas of the transition regions that had been rough ground to remove flash along the parting line. The presence of beach marks, indicating fatigue failure, was revealed by examination. The fracture origin was confirmed by the location and curvature of beach marks to be the rough ground surface. An incipient crack 9.5 mm along with several other cracks on one of the fractured rods was revealed by liquid penetration examination. Metallographic examination of the fractured rods indicated a banded structure consisting of zones of ferrite and pearlite. It was established that the incipient cracks found in liquid-penetrant inspection had originated at the surface in the banded region, in areas of ferrite where this constituent had been visibly deformed by grinding. Closer control on the microstructure, hardness of the forgings and smooth finish in critical area was recommended.
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in Fatigue Fracture of a Sand-Cast Steel Axle Housing That Originated at a Hot Tear
> ASM Failure Analysis Case Histories: Automobiles and Trucks
Published: 01 June 2019
Fig. 1 Fracture surface of a sand-cast medium-carbon steel heavy-duty axle housing. Failure originated at a hot tear (region A), which propagated in fatigue (region B) until final fracture occurred by overload. 0.4×
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in Graphitization in Low Alloy Steel Pressure Vessels and Piping
> Handbook of Case Histories in Failure Analysis
Published: 01 December 2019
Fig. 1 A graphitized medium carbon steel; ( a ) graphite nodule in pearlite, with uniform distribution of cementite particles in pearlite around it; ( b ) same steel overaged—complete graphitization and phases present are ferrite and graphite only
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in Graphitization in Low Alloy Steel Pressure Vessels and Piping
> Handbook of Case Histories in Failure Analysis
Published: 01 December 2019
Fig. 2 Stages of graphitization of a medium carbon steel aged at constant temperature, showing the effect of temperature during aging
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Published: 01 January 2002
Fig. 14 Fracture surface of a sand-cast medium-carbon steel heavy-duty axle housing. Failure originated at a hot tear (region A), which propagated in fatigue (region B) until final fracture occurred by overload. 0.4×
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in Mechanisms and Appearances of Ductile and Brittle Fracture in Metals
> Failure Analysis and Prevention
Published: 01 January 2002
Fig. 73 Forging fold in a medium-carbon steel. Arrow indicates forging folds that initiated the crack. 20×
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Published: 01 January 2002
Fig. 16 Characteristic X-pattern on the surface of a medium-carbon steel crankshaft tested under reversed torsional fatigue. Fatigue initiated on a transverse plane of maximum shear, then propagated on two pair of helical surfaces. Source: Ref 11
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Published: 01 January 2002
Fig. 24 Rotating bending fatigue failure of keyed medium-carbon steel shaft. Fatigue initiated at a corner of the keyway, as marked. Beach marks in that vicinity are concentric about the origin. As the fatigue crack grew, the bending stress distribution produced more rapid growth near
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in Fatigue Fracture of Welded Type 321 Stainless Steel Liners for a Bellows-Type Expansion Joint
> ASM Failure Analysis Case Histories: Design Flaws
Published: 01 June 2019
Fig. 1 Duct assembly of medium-carbon steels in which welded bellows liners of type 321 stainless steel fractured in fatigue. (a) Configuration and dimensions (given in inches). (b) Light fractograph showing fracture origin (top edge). 30x
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Published: 01 January 2002
Fig. 16 Duct assembly of medium-carbon steels in which welded bellows liners of type 321 stainless steel fractured in fatigue. (a) Configuration and dimensions (given in inches). (b) Light fractograph showing fracture origin (top edge). 30×
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Published: 01 January 2002
Fig. 38 SEM view of fatigue fracture surface of annealed medium-carbon alloy steel tested in rotating bending. No distinct fatigue striations could be resolved. Crack growth direction from right to left
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Series: ASM Failure Analysis Case Histories
Volume: 2
Publisher: ASM International
Published: 01 December 1993
DOI: 10.31399/asm.fach.v02.c9001270
EISBN: 978-1-62708-215-0
... Abstract An investigation was conducted to determine the factors responsible for the occasional formation of cracks on the parting lines of medium plain carbon and low-alloy medium-carbon steel forgings. The cracks were present on as-forged parts and grew during heat treatment. Examination...
Abstract
An investigation was conducted to determine the factors responsible for the occasional formation of cracks on the parting lines of medium plain carbon and low-alloy medium-carbon steel forgings. The cracks were present on as-forged parts and grew during heat treatment. Examination revealed that areas near the parting line exhibited a large grain structure not present in the forged stock. High-temperature scale was also found in the cracks. It was concluded that the cracks were caused by material being folded over the parting line. The folding occurred because of a mismatch in the forgings and from material flow during trimming and/or material flow during forging.
Book Chapter
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.process.c9001436
EISBN: 978-1-62708-235-8
... a microstructure typical of a medium-carbon steel (carbon approximately 0.4%) in the normalized condition, a material not weldable by ordinary methods. It was concluded that the post-welding crack arose primarily from the thermal contraction which developed in the weld metal on cooling. It is probable...
Abstract
A 3 in. diam shaft was found to have suffered excessive wear on one of the journals and was built up by welding. While it was in the lathe prior to turning down the built-up region, a crack was discovered in the root of the oil-seal groove and subsequently the end of the shaft was broken off with hammer blows. The fracture surface was duplex in nature, there being an annular region surrounding a central zone, which suggests that the fracture developed in two stages. Microscopic examination confirmed that the fracture was of the brittle type. The shaft material showed a microstructure typical of a medium-carbon steel (carbon approximately 0.4%) in the normalized condition, a material not weldable by ordinary methods. It was concluded that the post-welding crack arose primarily from the thermal contraction which developed in the weld metal on cooling. It is probable that if the built-up zone had extended beyond the oil seal groove, failure in the manner would not have occurred. Experience indicated however, that failure from fatigue cracking would still have been likely to occur.
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.aero.c0047541
EISBN: 978-1-62708-217-4
... Abstract A throttle arm of an aircraft engine fractured and caused loss of engine control. The broken part consisted of a 6.4-mm (1/4-in.) diam medium-carbon steel rod with a thread to fit a knurled brass nut that was inserted into the throttle knob. The threaded rod had been welded...
Abstract
A throttle arm of an aircraft engine fractured and caused loss of engine control. The broken part consisted of a 6.4-mm (1/4-in.) diam medium-carbon steel rod with a thread to fit a knurled brass nut that was inserted into the throttle knob. The threaded rod had been welded to the throttle-linkage bar by an assembly-weld deposit made on the rod adjacent to the threaded portion. The fracture surface exhibited a coarse-grain brittle texture with an initiating crack at a thread root. The throttle-arm failed by brittle fracture because of the presence of cracks at the thread roots that were within the HAZ of the adjacent weld deposit. The heat of welding had generated a coarse-grain structure with a weak grain-boundary network of ferrite that had not been corrected by postweld heat treatment. The combination of the cracks and this unfavorable microstructure provided a weakened condition that resulted in catastrophic, brittle fracture under normal applied loads. The design was altered to eliminate the weld adjacent to the threaded portion of the rod.
Book Chapter
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.process.c0046247
EISBN: 978-1-62708-235-8
... Abstract A double-flange trailer wheel, in service on a coke-oven pusher car for about five years, broke. Specifications called for rolled steel track wheels conforming to ASTM A 186 (since reclassified as A 504). Chemical analysis showed the metal in the wheel to be medium-carbon steel within...
Abstract
A double-flange trailer wheel, in service on a coke-oven pusher car for about five years, broke. Specifications called for rolled steel track wheels conforming to ASTM A 186 (since reclassified as A 504). Chemical analysis showed the metal in the wheel to be medium-carbon steel within the ranges given in ASTM A 186. Visual examination of the broken wheel revealed that cracks ran parallel with the base of the lower row of numbers stamped with heavy indentation on the web section. Microscopic examination showed the metal in the web, rim, and tread to be in the normalized condition. Evidence found supports the conclusions that fatigue failure of the wheel was the result of heavy stamp marks that acted as stress raisers in the weaker web section. Because this was a double-flange wheel, considerable side thrust was applied to the wheel, causing stress concentration at the web. Recommendations included following the ASTM specification A 504 regarding location of stamped identification numbers (marks identifying the wheels must be stamped on the back face of the rim not less than 3.2 mm from the inner edge of the rim).
Book Chapter
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.auto.c0001784
EISBN: 978-1-62708-218-1
... Abstract Field fatigue failures occurred in a hand-operated gear shift lever mechanism made of 1049 medium carbon steel hardened to 269 to 285 HB. The failures occurred in the 3.18 mm (0.127 in.) radius. Redesign increased the shift lever's diameter to 25 mm (1 in.) and the radius to 4.75 mm...
Abstract
Field fatigue failures occurred in a hand-operated gear shift lever mechanism made of 1049 medium carbon steel hardened to 269 to 285 HB. The failures occurred in the 3.18 mm (0.127 in.) radius. Redesign increased the shift lever's diameter to 25 mm (1 in.) and the radius to 4.75 mm (0.187 in.). Also, instead of the as-forged surface, it was expedient to machine the radius. The as-forged surface at 360 MPa (52 ksi) maximum working stress would not ensure satisfactory life because the recalculated maximum stress was 390 MPa (57 ksi). However, the machined surface with a maximum working stress of 475 MPa (69 ksi) gives a safe margin above the 390 MPa (57 ksi) requirement for design stress. Interpreting these values, the forged surface should have a life expectancy of 1,000,000 cycles of stress. However, because the load cycle was somewhat uncertain, the machined radius was chosen to obtain a greater margin of safety. Redesigning eliminated the failures.
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.auto.c0089551
EISBN: 978-1-62708-218-1
... Abstract A sand-cast medium-carbon steel heavy-duty axle housing, which had been quenched and tempered to about 30 HRC, fractured after almost 5000 h of service. Investigation (0.4x magnification) revealed that the fracture had been initiated by a hot tear that formed during solidification...
Abstract
A sand-cast medium-carbon steel heavy-duty axle housing, which had been quenched and tempered to about 30 HRC, fractured after almost 5000 h of service. Investigation (0.4x magnification) revealed that the fracture had been initiated by a hot tear that formed during solidification of the casting. The mass of a feeder-riser system located near the tear retarded cooling in this region, creating a hot spot. This supported the conclusion that the tear causing the fracture of the axle housing was formed during solidification by hindered contraction and was enlarged in service by fatigue. Recommendations were to change the feeder location to eliminate the hot spot and thus the occurrence of hot tearing.
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.petrol.c9001518
EISBN: 978-1-62708-228-0
..., as specified in AS 3791-1991 Hydraulic Hoses. This type of hose consisted of an inner tube of oil-resistant synthetic rubber, a single medium-carbon steel wire braid reinforcement, and an oil-and-weather resistant synthetic rubber cover. The wire braiding was found to be severely corroded in the area...
Abstract
A fireball engulfed half of a drill rig while in the process of drilling a shot hole. Subsequent investigation revealed the cause of the fire was the failure of the oil return hose to the separator/receiver in the air compressor. The failed hose was a 50.8 mm 100R1 type hose, as specified in AS 3791-1991 Hydraulic Hoses. This type of hose consisted of an inner tube of oil-resistant synthetic rubber, a single medium-carbon steel wire braid reinforcement, and an oil-and-weather resistant synthetic rubber cover. The wire braiding was found to be severely corroded in the area of the failure zone. The physical cause of the hose failure was by severe localized corrosion of the layer of reinforcing braid wire at the transition between the coupling and the hose at the end of the ferrule. This caused a reduction of the wire cross-sectional area to the extent that the wires broke. Once the majority of the braid wires were broken there was not enough intrinsic strength in the rubber inner hose to resist the normal operating pressures.
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.conag.c9001635
EISBN: 978-1-62708-221-1
... hydraulic hoses), the wire reinforcing strands were a medium-carbon steel in the cold drawn condition. Radiographic nondestructive testing (NDT) was recommended to determine when a hydraulic hose should be replaced. Hydraulic hoses Wire reinforcement Carbon steel Ductile fracture Crevice corrosion...
Abstract
A hoist lift hose on a loader failed catastrophically. The hoses were a 100R13 type (as classified in AS3791-1991) with 50.8 mm nominal internal diameter. They consisted of six alternating spirals of heavy wire around a synthetic rubber inner tube with a synthetic rubber outer sheath. Failure of the lift hose was approximately 50 to 100 mm away from the "upper" end of the hose, with the straight coupling that attaches to the hydraulic system. The return hose was in much better condition, with no apparent deformation and only small areas of mechanical damage to the outer sheath. There were two modes of failure of the wire: tensile and corrosion related. The predominant corrosion mechanism appeared to be crevice corrosion related, with the corrosion being driven by the retention of water by the cover material around the wire strands. In this case study (and in most wire-reinforced hydraulic hoses), the wire reinforcing strands were a medium-carbon steel in the cold drawn condition. Radiographic nondestructive testing (NDT) was recommended to determine when a hydraulic hose should be replaced.
Series: ASM Failure Analysis Case Histories
Volume: 3
Publisher: ASM International
Published: 01 December 2019
DOI: 10.31399/asm.fach.v03.c9001762
EISBN: 978-1-62708-241-9
... that no suspension was involved Abstract Rollover accidents in light trucks and cars involving an axle failure frequently raise the question of whether the axle broke causing the rollover or did the axle break as a result of the rollover. Axles in these vehicles are induction hardened medium carbon steel...
Abstract
Rollover accidents in light trucks and cars involving an axle failure frequently raise the question of whether the axle broke causing the rollover or did the axle break as a result of the rollover. Axles in these vehicles are induction hardened medium carbon steel. Bearings ride directly on the axles. This article provides a fractography/fracture mechanic approach to making the determination of when the axle failed. Full scale tests on axle assemblies and suspensions provided data for fracture toughness in the induction hardened outer case on the axle. These tests also demonstrated that roller bearing indentions on the axle journal, cross pin indentation on the end of the axle, and axle bending can be accounted for by spring energy release following axle failure. Pre-existing cracks in the induction hardened axle are small and are often difficult to see without a microscope. The pre-existing crack morphology was intergranular fracture in the axles studied. An estimate of the force required to cause the axle fracture can be made using the measured crack size, fracture toughness determined from these tests, and linear elastic fracture mechanics. The axle can be reliably said to have failed prior to rollover if the estimated force for failure is equal to or less than forces imposed on the axle during events leading to the rollover.
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