Failure Investigation Of Cast Diesel Electric Loco Wheel

By
M.K.Mukhopadhyay
Retd. Dy Chief Chemist & Metallurgist in Indian Railways
Email: monoj48@gmail.com
Safe reaching of bonafide passengers is the prime importance of Indian Railways and hence all components
of rolling stocks are periodically checked to ensure the reliability and if required the doubtful components are
immediately replaced. One of the important components is Rail Wheel, which has been taken as case study
for its failure. During periodic checking a major defect have been observed on a new wheel and immediately
replaced. In addition to replacement, route cause of the defect was analyzed to prevent such reoccurrence in
future. This paper deals with the investigation of cause of failure and suggested preventive measure to avoid
such defect in future.
Wheel set is compromising of two wheels press fitted on one axle. During periodic overhauling,
wheels are changed depending on the wear and other defects if any. New wheels are press- fitted at the
workshop, where maintenance is undertaken.
One such new wheel during pressing revealed crack extending up to rim. This was a micro alloyed
wheel manufactured in cast route and immediately the same was rejected and sent for investigation. During
investigation it was revealed that hub was cut in cold condition when small crack was developed due to
thermal shock. But due to compressive force in the wheel generated during rim quenching, the growth of
minor crack was arrested in as cast condition. The presence of scales might have shaded the crack from
detection during Magnetic Particle Test. But the crack propagated during pressing stresses at maintenance
workshop. Metallurgical investigation followed by analysis of manufacturing history reveals the cause of the
defect. Remedial measures have been suggested to prevent such defect.
1.0

INTRODUCTION:
To meet the demand of Indian Railways
loco wheels both for diesel & Electric are imported.
In addition to BoxN wheels RWF started
production of Diesel wheels in pressure die
casting route to meet partially the demand of
Indian Railways. It is made from plain carbon
manganese steel micro alloyed by Mo-V. One
failure of such micro alloyed cast wheel is
discussed in this paper. In this context it is
relevant to mention that one such wheel and axle
plant has been set up recently at Chapra, Bihar to
reduce the quantum of import.

1. Interference used: 0.43 mm General limits of

Interference: 0.40 to 0.44mm
2. Wheel bore diameter: 252.00mm Wheel seat
diameter before pressing: 252.43mm
3. Final load reached before cracking: 122 Ton
Rate of loading: Continuous
4. Extent of pressing length in terms of bore
length before wheel cracking: 140mm
Further the wheel was
metallurgical investigation.
3.0

2.0

FAILURE DETAILS:
One cast Diesel Electric Loco Wheel
supplied by RWF to Central Railway was reported
fracture from hub radially towards rim fillet during
press fitting of axle at Parel Workshop,
Central.Rly. After Preliminary investigation it has
been revealed that the wheel got cracked while
press fitting on axle and at that time pressure was
120 MT which is well within the specified limits of
95-132 MT. The crack length measured about
270mm emanating from bore and extending upto
rim fillet. Refer to Fig-1& 2

taken

for

detail

PHYSICAL OBSEVATION:

3.1
The wheel found fractured from hub
extended to plate about 14 inches and open crack
visible on both front and back side of the wheel.
No other defects noticed on any other portion of
the wheel.
3.2
Since crack is open and prominent no
other physical checks carried out on the wheel
other than visual inspection. The location and its
orientation of the crack can be seen on the figures
1 & 2.

Technical data of pressing of the wheel are as

follows: -

3.3
The defect wheel is further subjected to
other destructive and metallurgical tests for further
investigation.

Fig-1A
Complete view of the wheel from back plate
Fig.2A
Crack on back plate

Fig.2B
Crack inside bore

Fig-1B
Sectional view of the crack from back plate
Fig2C
Crack on back Hub

4.0
VERIFICATION OF RESIDUAL STRESS:
Wheel has been sliced close to the fractured area
for closure test as per the IRS specification
procedure and measured for closure value is 3.5
mm, which is well within the limits of specification.
5.0

VISUAL
EXAMINATION
OF
FRACTURED FACES:
After closure test the fracture face of the
hub is opened carefully without damaging any
evidence after cutting portion of wheel containing
crack. The photographs of fractured slices are
placed below as Fig.2A, 2B & 2C
Based on the above crack appearance in
figures 3A, 3B and 3C it is clear that the crack is
opened fully after application of mounting
pressure.
Fig 3A
Sectional view of the cracked portion after opening
from back plate

The black band i.e., the oxidized layer in Fig.4C

suggests pre-existence of crack prior to fracture
during pressing. Arrow mark at Fig. -3C is the
crack initiation point.
6.0

DESTRUCTIVE TESTS:
Slices are cut from the wheel under
investigation to carry out destructive tests.
Accordingly three slices cut from the wheel and
subjected to mechanical and metallurgical testing
and found satisfactory.

7.0 CHEMICAL ANALYSIS:

Fig.3B
Sectional view of the cracked portion after opening
from front plate

Hydrogen in liquid steel should not exceed 2.5ppm

8.0

MECHANICAL PROPERTIES:
Mechanical properties of the failed wheel
indicate no deviation from the specification and
fully comply with the requirements of the relevant
IRS specification. Found satisfactory.
9.0

HARDNESS SURVEY:
Hardness survey has been carried out on
the wheel slice taken out from the defective wheel.
Hardness distribution pattern exhibits smooth
transition from rim to hub. Hardness survey is
found normal and typical of quenched and
tempered cast wheel.
10.0

MACRO STRUCTURE:
A second slice ground and conducted
macro test. The slice etched in 1:1 HCl at 80 to 90
degree C. The central segregation found better
than C1 level of ASTM E-381 standard, which is
within the acceptable limits. No other macro
defects observed on the etched slice.

Fig.3C
Complete sectional view of the cracked slices
separated
It was noticed while separating the slices,
crack was further getting closed and the slices
were separated by hammering. This reveals that
some compressive stresses still exist on the hub.
No plastic deformation observed indicating the
brittle nature of the fracture, typical of cast steel.

11.0

INCLUSION RATING:
Inclusion rating test conducted on the
sample taken out from the tensile test piece end.

The sample revealed the inclusion content is very

low and no voids or sulphides found on the micro
sample.

Fig.5C
Microstructure opposite to fracture surface inside
the hub

Fig.4
Inclusion content at 100X
12.0

MICROSTRUCTURE:
One sample cut and taken out from the
rim tensile test piece end used for the study of
microstructure.
The microstructure is found
uniform fine pearlitic structure of ASTM grain size
7.
Two more micro samples containing
fractured surface, one close to inside bore and
other close to the back hub face were cut from the
fractured area to study the nature and origin of the
fracture. A thin decarburized layer/broken grains
observed on the edges of fractured surface at
100X but microstructure has been pearlitic which
is very clear from the fig.5A and 5B. Whereas
micro- structure opposite to the cracked face in the
same sample fig.5C & 5D does not show any
decarburization/distortion of the grains.

Fig.5D
Microstructure opposite to fracture surface on the
back hub face
13.0

RESULTS AND DISCUSSIONS:

The chemical composition conforms to the
specification. The closure value of 3.5mm as
against 1mm (min) specified indicates that wheel
was having sufficient compressive residual
stresses even after fracture. Therefore cracks
were not allowed to further grow towards radial
direction up to the rim, indicating the effectiveness
of rim quenching during heat treatment. Hardness
pattern on slice shows the smooth transition of
hardness from rim to hub. Mechanical properties
of tensile strength, yield strength, elongation,
impact charpy results are conforming to
specification. The mechanical property of the hub,
especially elongation%, indicates adequately
ductile hub of cast wheel. The metallographic
analysis results shows conformance to the
specification with respect to structure, non-metallic
inclusion and grain size. The wheel is satisfactory
with all the Mechanical and Metallographic tests
and does not reveal any abnormalities in the test
results which indicates that heat treatment of
wheel is in order.

Fig.5A
Microstructure close to fracture on the
back hub face

The fig.5C shows oxidized band inside the

fractured area, it gives room to pre-existence of a
hot crack further supported by micro examination
and the revelation of a decarburized layer (Fig. 5A
& 5B).
This layer should have been of

Fig.5B

Microstructure close to fracture surface

considerable thickness before boring the wheel.

This suggests the generation of the crack prior to
the heat treatment, which points to the previous
operation of hub cutting as the generic location.
From the process data it is seen that the wheel is
hub cut after a long time of casting and there is
sufficient reason for cold cutting resulting in bore
crack, especially on micro-alloyed wheels, which
are thermally sensitive. The crack should have
been narrow hairline in nature, which is left
undetected during Magnaglo inspection. Further
the compressive stress available on the hub hold
the crack tighter. The scales present inside the
bore makes it still difficult to detect.

15.0

1.
All the wheels in a specific batch
undergoing cold process shall be strictly and
periodically tested for MPI on hub area.
2.
Henceforth no wheel shall be cold
processed during manufacture in hot line area.
3.
Any abnormalities found on heat
treatment of wheels during normalizing and
quenching, such wheels should be monitored and
removed from the line without going to tempering
furnace for reprocess.

The chevron pattern originated from the

center of the hub and propagated towards both
back hub & front hub during progressive loading of
axle into the bore. It is reported that the pressing
tonnage is 122T and the interference 0.43mm is
within the limit. The interference appears to be on
the higher side of the specified range

4.
Ensure scales inside the bore are
cleaned properly by adjusting velocity of steel
shots in cleaning machine before loading to
Magnetic Particle inspection.
5.
All Micro-alloyed wheels shall be reinspected for bore cracks after final boring
operation since these wheels are thermally
sensitive to develop cracks.

The microstructure examination reveals a

very minor layer of decarburization indicating HAZ
due to the thermal input observed.
14.0

SUGGESTIONS/REMEDIAL
MEASURES:

6.
All the operators involved on hot line
and heat treatment area shall be trained and
instructed with immediate effect for corrective and
preventive action.

CONCLUSION:

1.
There was no considerable carbon
depletion on the surface of fractured faces. This
shows that the strength of the wheel on hub is
considerably satisfactory.

7.
It is suggested that the mean interference
may be set while pressing cast wheels to avoid
sudden impact loading.

2.
Mechanical and Metallurgical test results
are conforming to the specification and as such
the defect is not attributable to heat treatment
during manufacturing but obviously it was inflicted
by the process.
3.
The wheel has undergone cold hub cutting
resulting in thermal cracks during hub cut process,
which is undetected during Magnetic Particle
inspection due to scales present inside the bore.
4.
The presence of residual stress arrested
the growth of thermal cracks radially in which case
the wheel would probably have broken
immediately.
5.
While mounting the wheel, this minor preexisting crack with eccentric oil groove and
interference on higher side in the range may have
aggravated the fracture leading to failure during
pressing.