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我厂从1972年起,对煤水车轴(以下简称煤轴)进行了超声波探伤检查,发现有裂纹的煤轴数所占比例很大。这就引起了如何处理这些有裂纹煤轴的不同看法。本文拟就该问题发表一些看法,以期既能确保铁路运输的安全,又能使这些煤轴继续使用一段时间。由于水平有限,谬误之处欢迎指正。一、裂纹情况1973年在我厂检修160台菲得型机车中,超声波探伤发现有裂纹而退轴的煤轴共有298根,裂纹位置多在轮毂孔内部,大部分在距轮毂外侧边缘4～40毫米处,小部分(25～30％)在距轮毂内侧边缘10～30毫米处。裂纹深度情况是:2毫米以下占50％;3毫米占25％;4毫米占10％;5毫米占5％;5毫米以上占5％。
I plant since 1972, on the coal-water shaft (hereinafter referred to as the coal shaft) for ultrasonic testing and found that there is a large proportion of cracks in the number of coal shaft. This led to different views on how to handle these cracked coal axes. This article intends to make some comments on this issue, with a view to ensuring the safety of rail transport and enabling the shafts to continue their operation for some time. Due to the limited level, the wrong place welcome to correct. First, the crack situation 1973 in our factory overhaul 160 Fidelity locomotives, ultrasonic flaw detection and cracked mandrel shaft a total of 298, crack location and more in the hub hole, most of the distance from the outer edge of the hub 4 ~ 40 mm, a small portion (25 to 30%) 10 to 30 mm from the inside edge of the hub. Crack depths are: 50% below 2mm; 3mm 25%; 4mm 10%; 5mm 5%; 5mm above 5%.