Pub Date : 2025-02-24DOI: 10.1016/j.engfailanal.2025.109456
Jian Cao , Kexin Jiao , Jianliang Zhang , Cui Wang , Ming Lei , Huangyu Shi
The macro and micro morphology, phase, and chemical composition of carbon bricks in a large blast furnace (BF) hearth after service were analyzed. The results show that the blast furnace hearth presents “elephant foot” erosion as a whole, the ceramic pad at the bottom of the BF is completely eroded, and the erosion in the taphole area is the most serious. The erosion of carbon bricks above the taphole is mainly affected by the harmful element zinc. The erosion at the taphole is mainly caused by zinc erosion, potassium erosion, and slag-iron alternating erosion. The “elephant foot” erosion morphology is mainly caused by the circumferential flow of molten iron. The erosion morphology of the BF bottom is mainly affected by the gas blowby, resulting in the uplift of the foundation of BF and the crushing of the ceramic pad. The serious erosion of the hearth taphole area of the BF is mainly affected by the flow of molten iron. The essence of carbon brick erosion by molten iron is that carbon atoms are separated from the carbon brick, enter the interstitial position of iron atoms, and may form a solid solution.
{"title":"Analysis of erosion morphology characteristics and mechanism of carbon brick in blast furnace hearth","authors":"Jian Cao , Kexin Jiao , Jianliang Zhang , Cui Wang , Ming Lei , Huangyu Shi","doi":"10.1016/j.engfailanal.2025.109456","DOIUrl":"10.1016/j.engfailanal.2025.109456","url":null,"abstract":"<div><div>The macro and micro morphology, phase, and chemical composition of carbon bricks in a large blast furnace (BF) hearth after service were analyzed. The results show that the blast furnace hearth presents “elephant foot” erosion as a whole, the ceramic pad at the bottom of the BF is completely eroded, and the erosion in the taphole area is the most serious. The erosion of carbon bricks above the taphole is mainly affected by the harmful element zinc. The erosion at the taphole is mainly caused by zinc erosion, potassium erosion, and slag-iron alternating erosion. The “elephant foot” erosion morphology is mainly caused by the circumferential flow of molten iron. The erosion morphology of the BF bottom is mainly affected by the gas blowby, resulting in the uplift of the foundation of BF and the crushing of the ceramic pad. The serious erosion of the hearth taphole area of the BF is mainly affected by the flow of molten iron. The essence of carbon brick erosion by molten iron is that carbon atoms are separated from the carbon brick, enter the interstitial position of iron atoms, and may form a solid solution.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109456"},"PeriodicalIF":4.4,"publicationDate":"2025-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143508817","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-24DOI: 10.1016/j.engfailanal.2025.109422
Somnath Karmakar , Shuvra Saha , Amit Shaw
Worldwide terrorist activities have been increasing rapidly, particularly over infrastructure, which strongly demands the identification of failure modes, dynamic response, risk assessment and prevention. Research has continuously improved the shaped charge and ballistic-resistant performance of the structures. Literature updates show that the right material choice may help to achieve the goal. Therefore, the present study selects an existing 20.4 m full RC straight highway girder bridge, over which one layer of the steel-based non-Explosive Reactive Armour (nERA) has been wrapped as protective material using surface-to-surface contact to explore its effect on reducing failure mode and dynamic response of the bridge under contact blast using computer simulation through the coupling of the Finite Element Method (FEM) and Smoothed Particles Hydrodynamics (SPH). In addition, 54 explosives have been applied over the top surface of the approach slab, the earth’s surface at footing level enclosed by both abutments and the top and bottom surfaces of the deck. Specifically, the analysis concentrates on the Damaged contours and shock wave propagations, Damaged contours and particle formation, Effective plastic strain (EPS), Direct damage-reduction of the bridge, and Failure modes. Finally, the effect of the nERA is significantly positive in reducing failure mode and improving the dynamic response.
{"title":"Engineering analysis of a critical RC straight girder bridge under contact blast in reducing dynamic impact and failure using the FEM-SPH coupling and non-Explosive Reactive Armour","authors":"Somnath Karmakar , Shuvra Saha , Amit Shaw","doi":"10.1016/j.engfailanal.2025.109422","DOIUrl":"10.1016/j.engfailanal.2025.109422","url":null,"abstract":"<div><div>Worldwide terrorist activities have been increasing rapidly, particularly over infrastructure, which strongly demands the identification of failure modes, dynamic response, risk assessment and prevention. Research has continuously improved the shaped charge and ballistic-resistant performance of the structures. Literature updates show that the right material choice may help to achieve the goal. Therefore, the present study selects an existing 20.4 m full RC straight highway girder bridge, over which one layer of the steel-based non-Explosive Reactive Armour (nERA) has been wrapped as protective material using surface-to-surface contact to explore its effect on reducing failure mode and dynamic response of the bridge under contact blast using computer simulation through the coupling of the Finite Element Method (FEM) and Smoothed Particles Hydrodynamics (SPH). In addition, 54 explosives have been applied over the top surface of the approach slab, the earth’s surface at footing level enclosed by both abutments and the top and bottom surfaces of the deck. Specifically, the analysis concentrates on the Damaged contours and shock wave propagations, Damaged contours and particle formation, Effective plastic strain (EPS), Direct damage-reduction of the bridge, and Failure modes. Finally, the effect of the nERA is significantly positive in reducing failure mode and improving the dynamic response.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109422"},"PeriodicalIF":4.4,"publicationDate":"2025-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143512009","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A typical root canal treatment involves − cleaning, shaping, and enlarging the root canals. In RCT, the probability of defects related to file fatigue and failure is high. This study aims to investigate the vibrations generated during root canal preparation of simulated root canals using a triaxial accelerometer. Experiments are conducted systematically until file failure, and each failure time analyzed from the raw data. Denoising of vibration signals was done by SWT (coif3 mother wavelet). Finally, statistical parameters were extracted from the raw data to find correlations between successive file runs for each block used for root canal preparation. The vibrational signals upon denoising reveals that the amplitude of vibration is found to be highest in the curved sections of the canals which ultimately leads to the fatigue failure of the WOG files. The root cause assessment for the WOG file failure dealt with high-speed imaging and FESEM assisted fractography analysis The high-speed imaging in a backlit system revealed an unwinding of WOG files before fatigue failure. This provided evidence to support unwinding of files prior to fracture which typically occurred in the curved section of the acrylic block. Furthermore, discernments into the modes and mechanism of failure are provided via FESEM of the failed file fragments. The fracture morphology reveals a combinational fatigue failure as unwinding, crack initiation and propagation coupled with micro void formation and coalescence due to torsional shear and bending stresses. Overall, this study provides insights into the real-time monitoring and prediction of failure of endodontic files which can aid in devising strategies in preventing accidents during a typical RCT.
{"title":"File wear analysis of root canal treatment in simulated root canals – A vibrational and high-speed imagery approach","authors":"Apoorv Tripathi , Janmejai Sharma , Pavan Kumar Kankar , Ankur Miglani","doi":"10.1016/j.engfailanal.2025.109428","DOIUrl":"10.1016/j.engfailanal.2025.109428","url":null,"abstract":"<div><div>A typical root canal treatment involves − cleaning, shaping, and enlarging the root canals<strong>.</strong> In RCT, the probability of defects related to file fatigue and failure is high. This study aims to investigate the vibrations generated during root canal preparation of simulated root canals using a triaxial accelerometer. Experiments are conducted systematically until file failure, and each failure time analyzed from the raw data. Denoising of vibration signals was done by SWT (coif3 mother wavelet). Finally, statistical parameters were extracted from the raw data to find correlations between successive file runs for each block used for root canal preparation. The vibrational signals upon denoising reveals that the amplitude of vibration is found to be highest in the curved sections of the canals which ultimately leads to the fatigue failure of the WOG files. The root cause assessment for the WOG file failure dealt with high-speed imaging and FESEM assisted fractography analysis The high-speed imaging in a backlit system revealed an unwinding of WOG files before fatigue failure. This provided evidence to support unwinding of files prior to fracture which typically occurred in the curved section of the acrylic block. Furthermore, discernments into the modes and mechanism of failure are provided via FESEM of the failed file fragments. The fracture morphology reveals a combinational fatigue failure as unwinding, crack initiation and propagation coupled with micro void formation and coalescence due to torsional shear and bending stresses. Overall, this study provides insights into the real-time monitoring and prediction of failure of endodontic files which can aid in devising strategies in preventing accidents during a typical RCT.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109428"},"PeriodicalIF":4.4,"publicationDate":"2025-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143526649","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Precast concrete bridges are valued for their standardization and efficiency, but transportation challenges limit their use in mountainous areas. The Tri-Segment T-Girder bridge, a type of precast segmental concrete bridges, effectively reduces segment lengths. This study examines commonly used epoxy joints in Tri-Segment T-Girder, including flat epoxy joints, steel shear key joints, and steel rebar joints. Three-point bending tests were performed on three Tri-Segment T-Girder specimens, each measuring 7.78 meters in length. The experimental results showed that steel rebars through the joint (SR-TJs) significantly enhanced the crack resistance of the girders, although they reduced the construction efficiency. Steel shear keys’ impact on structural behavior was limited when epoxy joints are used, compared to joints without shear keys. In addition, a two-dimensional finite element model (2D-FEM) was developed and validated to investigate the influence of load point position, concrete strength, number of prestressing strands, number of SR-TJs, and initial prestress on structural performance. The 2D-FEM analysis demonstrated that increasing the initial prestress and the cross-sectional area of the strands enhanced both the cracking resistance and the ultimate load capacity of the girders. The influence of concrete strength on the structure was found to be minor. The stress distribution was greatly influenced by the loading point location, potentially causing inclined cracks that altered the failure mode. When less longitudinal reinforcement was used in the segments, no splitting failure occurred near the joint. These findings provide valuable insights for optimizing joint design in Tri-Segment T-Girder bridges.
{"title":"Experimental and numerical analysis on Tri-Segment T-Girders with different joint types","authors":"Xiangyong Duanmu , Dong Xu , Penghui Zhang , Guoxi Tang , Chang Liu","doi":"10.1016/j.engfailanal.2025.109430","DOIUrl":"10.1016/j.engfailanal.2025.109430","url":null,"abstract":"<div><div>Precast concrete bridges are valued for their standardization and efficiency, but transportation challenges limit their use in mountainous areas. The Tri-Segment T-Girder bridge, a type of precast segmental concrete bridges, effectively reduces segment lengths. This study examines commonly used epoxy joints in Tri-Segment T-Girder, including flat epoxy joints, steel shear key joints, and steel rebar joints. Three-point bending tests were performed on three Tri-Segment T-Girder specimens, each measuring 7.78 meters in length. The experimental results showed that steel rebars through the joint (SR-TJs) significantly enhanced the crack resistance of the girders, although they reduced the construction efficiency. Steel shear keys’ impact on structural behavior was limited when epoxy joints are used, compared to joints without shear keys. In addition, a two-dimensional finite element model (2D-FEM) was developed and validated to investigate the influence of load point position, concrete strength, number of prestressing strands, number of SR-TJs, and initial prestress on structural performance. The 2D-FEM analysis demonstrated that increasing the initial prestress and the cross-sectional area of the strands enhanced both the cracking resistance and the ultimate load capacity of the girders. The influence of concrete strength on the structure was found to be minor. The stress distribution was greatly influenced by the loading point location, potentially causing inclined cracks that altered the failure mode. When less longitudinal reinforcement was used in the segments, no splitting failure occurred near the joint. These findings provide valuable insights for optimizing joint design in Tri-Segment T-Girder bridges.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109430"},"PeriodicalIF":4.4,"publicationDate":"2025-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143488089","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-24DOI: 10.1016/j.engfailanal.2025.109457
Markus Loidolt, Stefan Marschnig
Continuous welded rails are an improvement over bolted joints, but still some issues occur associated with welds. One of these issues, rail surface irregularities, is addressed in this paper. When a train passes the uneven rail surface, dynamic impact loads emerge. These loads increase the risk of weld breakage and cause ballast damage, resulting in significant long-term costs. There are two mechanisms driving weld irregularities: Initial irregularities caused by imperfect weld fabrication, and irregularities that grow over time due to the material hardness being adjusted by heating and cooling effects. The latter mechanism is called weld battering and differs for thermite and flash butt welds. A statistical evaluation based on 20 years of data and over 2000 welds yields that battering rates are 25 times higher for thermite welds. Further evaluations reveal that various track design features either amplify or attenuate weld battering. Track radii, steel grade, the passing vehicle collective, sleeper type, rail profile, the width of the extraneous material, the wear rate of the surrounding rail and the manufacturing quality are found to be influential features. The age of a weld and the daily load in gross tonnes have no significant influence. These results indicate that weld battering must be described as local wear and that dynamic loads are not the driving force.
{"title":"Weld battering of thermite welds and flash butt welds based on statistical evaluations","authors":"Markus Loidolt, Stefan Marschnig","doi":"10.1016/j.engfailanal.2025.109457","DOIUrl":"10.1016/j.engfailanal.2025.109457","url":null,"abstract":"<div><div>Continuous welded rails are an improvement over bolted joints, but still some issues occur associated with welds. One of these issues, rail surface irregularities, is addressed in this paper. When a train passes the uneven rail surface, dynamic impact loads emerge. These loads increase the risk of weld breakage and cause ballast damage, resulting in significant long-term costs. There are two mechanisms driving weld irregularities: Initial irregularities caused by imperfect weld fabrication, and irregularities that grow over time due to the material hardness being adjusted by heating and cooling effects. The latter mechanism is called weld battering and differs for thermite and flash butt welds. A statistical evaluation based on 20 years of data and over 2000 welds yields that battering rates are 25 times higher for thermite welds. Further evaluations reveal that various track design features either amplify or attenuate weld battering. Track radii, steel grade, the passing vehicle collective, sleeper type, rail profile, the width of the extraneous material, the wear rate of the surrounding rail and the manufacturing quality are found to be influential features. The age of a weld and the daily load in gross tonnes have no significant influence. These results indicate that weld battering must be described as local wear and that dynamic loads are not the driving force.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109457"},"PeriodicalIF":4.4,"publicationDate":"2025-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143488087","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-24DOI: 10.1016/j.engfailanal.2025.109458
Yanuar Haryanto , Nanang Gunawan Wariyatno , Fu-Pei Hsiao , Hsuan-Teh Hu , Ay Lie Han , Laurencius Nugroho , Hioe Hartono
This study employed a near-surface mounted (NSM) technique to enhance the flexural performance of reinforced concrete (RC) T-beams in the negative moment region, using carbon fiber reinforced polymer (CFRP) rods embedded at varying depths. An experimental investigation was conducted, supported by analytical calculations and finite element (FE) simulations, to validate the results. The experiments revealed that beams with half-embedded CFRP rods experienced partial debonding at significant crack locations, a problem potentially mitigated by fully embedded rods. Strengthening with NSM-CFRP rods increased cracking, yield, and ultimate loads by 10–21%, 36–38%, and 30–40%, respectively, compared to control beams, while also enhancing stiffness. However, these methods may have a twofold impact on the specimen by decreasing its ductility and energy absorption capacity. The analytical approach provided accurate and conservative predictions, with a coefficient of variation of 4.5%, while the FE model demonstrated high accuracy, achieving a coefficient of variation of 3.5% when compared to experimental flexural load capacity results.
{"title":"RC T-beams with flexural strengthening in the negative moment region under different configurations of NSM CFRP rods","authors":"Yanuar Haryanto , Nanang Gunawan Wariyatno , Fu-Pei Hsiao , Hsuan-Teh Hu , Ay Lie Han , Laurencius Nugroho , Hioe Hartono","doi":"10.1016/j.engfailanal.2025.109458","DOIUrl":"10.1016/j.engfailanal.2025.109458","url":null,"abstract":"<div><div>This study employed a near-surface mounted (NSM) technique to enhance the flexural performance of reinforced concrete (RC) T-beams in the negative moment region, using carbon fiber reinforced polymer (CFRP) rods embedded at varying depths. An experimental investigation was conducted, supported by analytical calculations and finite element (FE) simulations, to validate the results. The experiments revealed that beams with half-embedded CFRP rods experienced partial debonding at significant crack locations, a problem potentially mitigated by fully embedded rods. Strengthening with NSM-CFRP rods increased cracking, yield, and ultimate loads by 10–21%, 36–38%, and 30–40%, respectively, compared to control beams, while also enhancing stiffness. However, these methods may have a twofold impact on the specimen by decreasing its ductility and energy absorption capacity. The analytical approach provided accurate and conservative predictions, with a coefficient of variation of 4.5%, while the FE model demonstrated high accuracy, achieving a coefficient of variation of 3.5% when compared to experimental flexural load capacity results.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109458"},"PeriodicalIF":4.4,"publicationDate":"2025-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143512008","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-24DOI: 10.1016/j.engfailanal.2025.109432
Jiaxin Wen , Huajian Li , Fali Huang , Zhiqiang Yang , Haoliang Dong , Zhen Wang , Zhonglai Yi
{"title":"Removal notice to “Coupling effect of high temperature and fatigue loading on ballastless track concrete in geothermal tunnel” [Eng. Failure Anal. 167 (2025) 109060]","authors":"Jiaxin Wen , Huajian Li , Fali Huang , Zhiqiang Yang , Haoliang Dong , Zhen Wang , Zhonglai Yi","doi":"10.1016/j.engfailanal.2025.109432","DOIUrl":"10.1016/j.engfailanal.2025.109432","url":null,"abstract":"","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109432"},"PeriodicalIF":4.4,"publicationDate":"2025-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143579602","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-22DOI: 10.1016/j.engfailanal.2025.109452
Panagiotis A. Antoniou , Konstantinos P. Stamoulis , Stelios K. Georgantzinos
This article presents a Multiscale Modeling Framework for the prediction of the progressive damage and failure analysis of laminated composites structures reinforced with carbon nanotubes (CNTs). First, the modified Halpin-Tsai (H-T) model is employed to estimate the mechanical properties of CNT-reinforced matrix. The H-T equation is capable of distinguishing the difference between micro and nanoscale and accounting for factors such as CNT dispersion and curvature. To capture the CNT and surrounding polymer interactions at the microscale, the Young’s modulus of the isolated CNT is evaluated using the equivalent fiber technique. In addition, the Chamis equations are used to predict the stiffness of the nanocomposite lamina. Then, a set of six equations is developed to estimate the ultimate strength of the nanocomposite lamina based on the individual properties of its constituents, including fibers and the CNT-reinforced polymer matrix. Finally, the damage initiation criterion for Fiber-Reinforced Polymer Composites, based on Hashin’s theory and combined with the fracture energy approach is employed to predict the progressive damage and failure behavior of laminated nanocomposite structures, subjected to tensile loads. This analysis considers the effects of CNT critical factors and size. The predictions of the present Multiscale Modeling Framework are in very good agreement with experimental stress–strain data. It has been demonstrated that while the CNT inclusions can enhance the overall strength of nanocomposite laminae, the tensile strength of the nanocomposite beams is markedly influenced by the microstructural characteristics of CNTs, which significantly reduce the CNTs effectiveness in reinforcing Fiber-Reinforced Polymer Composites.
{"title":"Progressive damage and failure analysis of CNT-reinforced laminated nanocomposite structures: A multiscale modeling framework","authors":"Panagiotis A. Antoniou , Konstantinos P. Stamoulis , Stelios K. Georgantzinos","doi":"10.1016/j.engfailanal.2025.109452","DOIUrl":"10.1016/j.engfailanal.2025.109452","url":null,"abstract":"<div><div>This article presents a Multiscale Modeling Framework for the prediction of the progressive damage and failure analysis of laminated composites structures reinforced with carbon nanotubes (CNTs). First, the modified Halpin-Tsai (H-T) model is employed to estimate the mechanical properties of CNT-reinforced matrix. The H-T equation is capable of distinguishing the difference between micro and nanoscale and accounting for factors such as CNT dispersion and curvature. To capture the CNT and surrounding polymer interactions at the microscale, the Young’s modulus of the isolated CNT is evaluated using the equivalent fiber technique. In addition, the Chamis equations are used to predict the stiffness of the nanocomposite lamina. Then, a set of six equations is developed to estimate the ultimate strength of the nanocomposite lamina based on the individual properties of its constituents, including fibers and the CNT-reinforced polymer matrix. Finally, the damage initiation criterion for Fiber-Reinforced Polymer Composites, based on Hashin’s theory and combined with the fracture energy approach is employed to predict the progressive damage and failure behavior of laminated nanocomposite structures, subjected to tensile loads. This analysis considers the effects of CNT critical factors and size. The predictions of the present Multiscale Modeling Framework are in very good agreement with experimental stress–strain data. It has been demonstrated that while the CNT inclusions can enhance the overall strength of nanocomposite laminae, the tensile strength of the nanocomposite beams is markedly influenced by the microstructural characteristics of CNTs, which significantly reduce the CNTs effectiveness in reinforcing Fiber-Reinforced Polymer Composites.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109452"},"PeriodicalIF":4.4,"publicationDate":"2025-02-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143479602","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The friction damage data of hot rolling descaling rollers is limited by small sample size and challenges in data collection, significantly impacting the evaluation of the surface cladding coating’s service performance and life. To effectively assess the impact of Ni-based WC45 coating on the friction damage and service life of descaling rollers, a prediction method based on a modified Archard theory was proposed. By integrating experiments with finite element simulations, the friction characteristics and service life of the Ni-based WC45 coating were investigated. The results indicate that the primary mode of friction damage in the Ni-based WC45 coating is abrasive wear. While increasing operating temperatures exacerbate friction damage, they simultaneously reduce the friction coefficient. WC particles within the coating are deposited between the surface and transition layers, contributing to its superior wear resistance. The wear depth profile of the coating follows a “low-high-low” pattern and asymptotically approaches zero. The accuracy of the wear depth prediction model for the Ni-based WC45 coating, developed using the modified Archard theory, exceeds 90%. Compared to other forms of service damage, friction damage has a negligible effect on service life, and the Ni-based WC45 coating demonstrates excellent friction damage protection. These findings provide a theoretical foundation for optimizing the performance of the Ni-based WC45 coating for descaling rollers and offer a reliable basis for the precise maintenance of hot rolling descaling rollers.
{"title":"Prediction of service life of friction damage of WC coating on hot roll descaling rolls based on modified Archchard theory","authors":"Kailiang Qiu , Lianghai Feng , Li Zhang , Zhenshan Zhang , Yongjun Feng , Zhiwen Xie","doi":"10.1016/j.engfailanal.2025.109442","DOIUrl":"10.1016/j.engfailanal.2025.109442","url":null,"abstract":"<div><div>The friction damage data of hot rolling descaling rollers is limited by small sample size and challenges in data collection, significantly impacting the evaluation of the surface cladding coating’s service performance and life. To effectively assess the impact of Ni-based WC45 coating on the friction damage and service life of descaling rollers, a prediction method based on a modified Archard theory was proposed. By integrating experiments with finite element simulations, the friction characteristics and service life of the Ni-based WC45 coating were investigated. The results indicate that the primary mode of friction damage in the Ni-based WC45 coating is abrasive wear. While increasing operating temperatures exacerbate friction damage, they simultaneously reduce the friction coefficient. WC particles within the coating are deposited between the surface and transition layers, contributing to its superior wear resistance. The wear depth profile of the coating follows a “low-high-low” pattern and asymptotically approaches zero. The accuracy of the wear depth prediction model for the Ni-based WC45 coating, developed using the modified Archard theory, exceeds 90%. Compared to other forms of service damage, friction damage has a negligible effect on service life, and the Ni-based WC45 coating demonstrates excellent friction damage protection. These findings provide a theoretical foundation for optimizing the performance of the Ni-based WC45 coating for descaling rollers and offer a reliable basis for the precise maintenance of hot rolling descaling rollers.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109442"},"PeriodicalIF":4.4,"publicationDate":"2025-02-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143474647","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Elevators play a significant role in the daily lives. The traction sheave is the primary component responsible for bearing the force within an elevator system. The elevator car is propelled through the friction generated between the steel wire rope and the groove of the traction sheave. Over time, Prolonged operation results in significant wear between the traction sheave and the steel wire rope. This paper adopts a multi-methodological approach, utilizing macro and micro morphology analysis, equivalent friction coefficient analysis, and cloth hardness testing to elucidate the underlying causes of traction sheave failure. Groove C exhibits the most severe wear, with a maximum wear depth exceeding that of the other grooves by 2.4 mm. Measurements indicate that the angle of groove C is 101°and the angle is 11°, which are significantly below the specified requirements. Additionally, measurements of grooves A, B, D, and E reveal that theirangles are all less than 35°, thus failing to meet the specified standards. The average hardness of the material is 208.9 HBW. The friction coefficient of groove C under loading and braking conditions is 0.23, while the friction coefficient under holding conditions is 2.11. The findings reveal that wear is the predominant factor contributing to the deterioration of the traction wheel. The surface of the worn rope groove is characterized by numerous abrasive particles, pits, cracks, scratches, and other forms of surface damage. The deterioration of surface quality and the emergence of uneven surface roughness after wear further exacerbate the progression of uneven wear. The hardness of the base material does not meet established standards. Finally, to extend the service life of the traction sheaves and prevent accidents, we propose several improvement recommendations.
{"title":"Friction and wear failure mechanism analysis of QT600-3 ductile iron elevator traction sheave","authors":"Yueyang Jiang , Zhong Wen , Yongxian Chen , Chao Xiang , Shengqi Chao","doi":"10.1016/j.engfailanal.2025.109414","DOIUrl":"10.1016/j.engfailanal.2025.109414","url":null,"abstract":"<div><div>Elevators play a significant role in the daily lives. The traction sheave is the primary component responsible for bearing the force within an elevator system. The elevator car is propelled through the friction generated between the steel wire rope and the groove of the traction sheave. Over time, Prolonged operation results in significant wear between the traction sheave and the steel wire rope. This paper adopts a multi-methodological approach, utilizing macro and micro morphology analysis, equivalent friction coefficient analysis, and cloth hardness testing to elucidate the underlying causes of traction sheave failure. Groove C exhibits the most severe wear, with a maximum wear depth exceeding that of the other grooves by 2.4 mm. Measurements indicate that the <span><math><mi>β</mi></math></span>angle of groove C is 101°and the <span><math><mi>γ</mi></math></span>angle is 11°, which are significantly below the specified requirements. Additionally, measurements of grooves A, B, D, and E reveal that their<span><math><mi>γ</mi></math></span>angles are all less than 35°, thus failing to meet the specified standards. The average hardness of the material is 208.9 HBW. The friction coefficient of groove C under loading and braking conditions is 0.23, while the friction coefficient under holding conditions is 2.11. The findings reveal that wear is the predominant factor contributing to the deterioration of the traction wheel. The surface of the worn rope groove is characterized by numerous abrasive particles, pits, cracks, scratches, and other forms of surface damage. The deterioration of surface quality and the emergence of uneven surface roughness after wear further exacerbate the progression of uneven wear. The hardness of the base material does not meet established standards. Finally, to extend the service life of the traction sheaves and prevent accidents, we propose several improvement recommendations.</div></div>","PeriodicalId":11677,"journal":{"name":"Engineering Failure Analysis","volume":"173 ","pages":"Article 109414"},"PeriodicalIF":4.4,"publicationDate":"2025-02-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143488090","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
扫码关注我们
求助内容：
应助结果提醒方式：
京公网安备 11010802042870号