The formation of White (WEL) and Brown Etching Layers (BEL) on rail raceways during service causes the initiation of microcracks which finally leads to failure. Detailed characterization of the WEL and the BEL in a pearlitic rail steel is carried out from micrometer to atomic scale to understand their microstructural evolution. A microstructural gradient is observed along the rail depth including martensite, austenite and partially dissolved parent cementite in the WEL and tempered martensite, ultrafine/nanocrystalline martensite/austenite, carbon saturated ferrite and partially dissolved parent cementite in the BEL. Plastic deformation in combination with a temperature rise during wheel-rail contact was found to be responsible for the initial formation and further microstructural evolution of these layers. The presence of austenite in the WEL/BEL proves experimentally that temperatures rise into the austenite range during wheel-rail contact. This is in agreement with finite element modelling results. Each wheel-rail contact must be considered as an individual short but intense deformation and heat treatment cycle that cumulatively forms the final microstructure, as shown by diffusion length calculations of C and Mn. The presence of secondary carbides in the BEL indicates that the temperature in the BEL during individual loading cycles reaches levels where martensite tempering occurs. Partially fragmented primary cementite laths, enriched in Mn, depleted in Si, and surrounded by a C-gradient and dislocations were found in the BEL. The initial step in the formation of BEL and WEL is the defect- and diffusion-assisted decomposition of the original microstructure.

Solidification cracking susceptibility during laser welding was studied experimentally and numerically in advanced high strength steel sheets, namely transformation-induced plasticity (TRIP) and dual phase (DP) steel. Using the same heat input, laser bead-on-plate welding was carried out on single sided clamped specimens at various starting distances from the free edge. It was observed that TRIP steel with high phosphorus is susceptible to cracking while in DP steel with low phosphorus, solidification cracking was not observed. The metallurgical factors affecting the solidification cracking were studied and it was found that solidification morphology, phosphorus segregation at the prior austenite grain boundaries, inclusions, interface growth rate and interdendritic liquid feeding have a prominent effect on the strength of the mushy zone. These results are discussed pertaining to the cracking mechanism. For the same welding parameters, a difference in the weld pool shape was observed in both the steels, which is attributed to the high temperature thermophysical properties. Weld pool shape affects the strain distribution in the mushy region and thus the cracking behaviour. The cracking phenomenon is further described using hot ductility curves.

In situ high-temperature laser scanning confocal microscopy is applied to study solidification cracking in a TRIP steel. Solidification cracking was observed in the interdendritic region during the last stage of solidification. Atom probe tomography revealed notable enrichment of phosphorus in the last remaining liquid. Phase field simulations also confirm phosphorus enrichment leading to severe undercooling of more than 160 K in the interdendritic region. In the presence of tensile stress, an opening at the interdendritic region is difficult to fill with the remaining liquid due to low permeability and high viscosity, resulting in solidification cracking.

Sufficient liquid feeding under constrained solidification conditions like, those experienced in welding and casting, is vital to avoid solidification cracking. We present the results of unique in-situ experimental observations of liquid feeding in a solidifying steel melt pool. Liquid feeding was observed in the inter-cellular regions during the terminal stage of solidification. An average liquid flow speed of 450–500 μm s⁻¹ was found. A pressure difference of the order of 10⁴ Pa is calculated to cause the liquid flow. The rate of solidification shrinkage and the rate of deformation were found to be less than the rate of liquid feeding.

Susceptibility to weld solidification cracking in transformation-induced plasticity steel sheets was studied using a modified standard hot cracking test used in the automotive industry. To vary the amount of self-restraint, bead-on-plate laser welding was carried out on a single-sided clamped specimen at increasing distances from the free edge. Solidification cracking was observed when welding was carried out close to the free edge. With increasing amount of restraint, the crack length showed a decreasing trend, and at a certain distance, no cracking was observed. With the aid of a finite element-based model, dynamic thermal and mechanical conditions that prevail along the transverse direction of the mushy zone are used to explain the cracking susceptibility obtained experimentally. The results indicate that the transverse strain close to the fusion boundary can be used as a criterion to predict the cracking behavior. The outcome of the study shows that optimum processing parameters can be used to weld steels closer to the free edge without solidification cracking.

Hot cracking during laser welding of advanced high-strength steels is reported to be a serious problem by automotive manufacturers. In this work, hot cracking susceptibilities of transformation-induced plasticity (TRIP) and dual-phase (DP) steels are studied based on a multi-scale modelling approach. Transient temperatures measured from welding experiments are used to validate a finite element (FE) model. The temperature, thermal gradient and cooling rate in the weld fusion zone are extracted from the FE model and pre-defined as boundary conditions to a phase field model. The welding-induced microstructural evolution is simulated considering thermodynamic and mobility data. Results show that, compared to the DP steel, the TRIP steel has a broader solidification range, a greater pressure drop at the inter-dendritic regions, and an increased phosphorus segregation at the grain boundaries; all these make this steel more susceptible for hot cracking.