Contact Fatigue Research Articles

Effect of creepages on stress intensity factors of rolling contact fatigue cracks

In heavy-haul railway systems, the experience of high traction force of rails in curved tracks significantly accelerates the rolling contact fatigue crack growth. The overall level of traction force and its detailed distribution within a contact patch can be determined by the extent of wheel slips in different directions, also referred to as creepage. However, few studies have focused on quantifying the influence of creepage on rolling contact fatigue crack growth behaviour. In this paper, a numerical method is proposed to investigate the non-proportional mixed-mode rolling contact fatigue crack growth behaviour in the presence of severe longitudinal, lateral and spin creepages. To partially validate the proposed numerical method, the predicted crack growth directions on the rail surface are compared with the cracking patterns obtained from field observations. A parametric study is also conducted to further quantify the influence of different creepage combinations on the evolution of stress intensity factors at the crack front. Results show that both lateral and spin creepages can significantly affect the phase and maximum magnitude of KII and KIII during one complete loading cycle. Moreover, the increase of spin creepage is found to have a more detrimental effect on overall RCF crack driving force than the increase of the other two creepage components.

Effects of surface defects on rolling contact fatigue of M50 steel with consideration to both the transgranular and intergranular damage

Surface-initiated pitting and subsurface-initiated spalling of M50 bearing steel were investigated, considering transgranular and intergranular damage. The damage initiation and propagation for contact surface with defects produced by different size particles were analyzed using integrated model combined continuum damage method (CDM) and cohesive zone method (CZM). Pitting and spalling mechanism, and defect size effect on damage evolution were discussed. The results indicated both pitting and spalling include intergranular and transgranular damage evolution. As the defect size increases, the RCF mode change from spalling to pitting. Damage evolution mode of spalling and pitting is the plastic deformation and damage accumulation mode, respectively. Moreover, the prediction accuracy for the damage evolution of the integrated model is higher than single-CDM and single-CZM models.

Corrosive effects of artificial rainwater on rolling contact fatigue on wheel and rail materials

Rolling contact fatigue (RCF) can damage and reduce the life of the wheel and rail materials due to the degradation of surfaces in contact. The complex combination of RCF with corrosion can also contribute to the rapid surface degradation of wheel and rails materials. It is a serious problem when a railway system's environmental conditions can lead to severe corrosion.Even in some cases, severe corrosion caused by rainwater was observed in some open warehouse facilities. This work aims to investigate the influence that corrosion by artificial rainwater has on the generation and propagation of cracks caused by RCF. Twin disk tests were conducted on disk specimens manufactured from wheel and rail sections with corrosion and without corrosion zones on their contact surfaces. Corrosion on the wheel and rail disk specimens was accelerated by the potentiodynamic anodic polarization (PAP) process. The results show that PAP tests can promote pits and micro-cracks formation with different morphologies and sizes in both materials. These surface defects in rail material can grow and accelerate the cracks from the surface and down deep into the subsurface. Finally, pitting and corrosion were removed by the wear action in the wheel material. However, longer and deeper cracks were observed. Results showed that corrosion significantly influences RCF development on rail material.

Determination of the critical depths of indentations for local rolling contact fatigue initiation

Scaled twin-disc tests are conducted to study the initiation of local rolling contact fatigue (LRCF) from indentations on discs of U71MnG rail indented by sharp tap tips. Critical depths over which LRCF initiates are found for indentations of different geometries under oil lubrication. Simulating the indenting process with a static finite element modelling approach, a critical plastic strain of 170% corresponding to the critical depths is determined. Assuming this critical strain is transferrable, size-dependent critical depths are further derived for indentations on actual rails using the same modelling approach. After verification by LRCF damages in practice, a linearized relationship between the critical depth and the characteristic length is proposed for actual indentations, being 2.3–3.2 mm deep for ones with a characteristic length of 4.0–10.0 mm.

Predicting crack initiation for rolling contact on rail having a surface indentation

The prediction of wheel-rail rolling contact fatigue (RCF) crack initiation is a critical task in rail operation, particularly when material surface defects are present at the wheel-rail interface. A FE (finite element) model for wheel-rail rollers with indents, representing defects, was developed, and a novel crack initiation prediction procedure was proposed. In addition, a full-scale wheel-rail simulation model for a rail with an indent was established for investigating the effects of indent size. The results indicated that the maximum contact pressure on the rail material first occurred at the leading edge of the indent and then moved to the trailing edge with an increased value. The crack initiation criterion was determined by comparing the experimental and calculated results. The RCF crack initiated first at the trailing edge of the indent and later at the leading edge. In addition, the crack initiation life decreased with an increase in the indentation depth. To obtain the same contact pressure as that calculated for the small indent in the disc-on-disc case, the indent size needed to be doubled for the full-scale wheel-rail case. The predicted crack initiation life in the full-scale wheel-rail model was similar to that in the wheel-rail roller model.

The origin of microstructural alterations in M50 bearing steel undergoing rolling contact fatigue

M50 bearing steel designed for aerospace applications exhibits unique microstructural alterations at the subsurface during rolling contact fatigue (RCF). In this work, three types of microstructural alterations, light etching region (LER), white etching band (WEB) and white etching area (WEA) are systematically studied. A hardness profile at the subsurface is obtained by microindentation with material softening being detected. It is found that the material softening is associated with the formation of WEBs. The microstructural nature of the three types of microstructural alterations is revealed by detailed characterisation using focused ion beam milling and transmission electron microscopy. It is found that LERs, WEBs and WEAs are a manifestation of the decay of the parent martensite and all consist of dislocation cells or fine grains, indicative of plastic deformation. Through subsurface stress field analysis, LER, WEBs and WEAs are found to be caused by different stress components. The similarities and differences of the microstructural alterations in M50 and in widely studied 100Cr6 are discussed where the stability of carbides is believed to play a key role. The difference in material response in the microstructural alterations in M50 is further analysed and modelled based on Kocks and Mecking theory, with different types of activated dislocation slip systems found to be the root cause for such difference. Based on the material response analysis for WEBs, a material softening model for M50 during RCF is established by considering residual plastic strain accumulation, yielding prediction results in agreement with experimental measurement.

A twin-disc study of the role of the surface quality achieved by grinding on the wear resistance and rolling contact fatigue behavior of wheel/rail pairs

The tribological behavior of wheel and rail material twin-disc samples prepared under laboratory-controlled grinding operations was studied. A laboratory grinding device was designed and validated to produce similar results to those found in the field in terms of surface quality and presence of white etching layer (WEL). The test samples were evaluated in a twin-disc machine under dry and lubricated conditions. The results showed that the surface finishing parameters and the microstructure change greatly depending on the surface preparation procedure, and that such changes affect the tribological response of the samples. The wear rates of the tribological tests for the different rail surface qualities showed a reduction of 47.4% for the lubricated tests and 7.3% for the dry tests when the surfaces of the rail specimens were finished by grinding. This is only applied when the WEL thickness was less than 4 μm.

The effect of friction on surface crack initiation in rolling contact fatigue considering damage accumulation

AbstractSurface initiated rolling contact fatigue (RCF) of gears and rolling bearings can lead to premature failure in mechanical transmission systems. The orientation of surface crack initiation closely depends on surface tractive force, while the mechanism leading to this dependence is still obscure. In this work, a numerical model is proposed to investigate the effect of friction on surface crack initiation in RCF. An inhomogeneous contact solver based on semi‐analytical method (SAM) is developed by combining the damaged‐coupled constitutive relation and the Eshelby's equivalent inclusion method. The damage accumulation and concurrent degradation of material properties are modeled with continuum damage mechanics (CDM). The effect of surface tractive force on the orientation of surface crack initiation is simulated and analyzed. Results indicate that the progressive evolution of damage under the cyclic loading is accompanied by the stress variation around the damaged area. The damaged area increases, and the crack initiation life decreases with an increasing coefficient of friction.

Microstructural investigation on a rail fracture failure associated with squat defects

Squats, observed in numerous railway networks worldwide, are a significant concern for rail track maintenance. This work presents a specific case study of a rail fracture failure associated with squat defects. A detailed microstructural analysis was conducted to investigate the causes of squat formation, subsequent crack propagation, transverse defects, and fracture. According to the findings, the initiation of squats can be attributed to the presence of White Etching Layers on the rail surface and rolling contact fatigue. After the initiation of Squats, the cracks extended downwards into the bulk rail at a shallow angle until reaching a sizeable martensitic island located in the subsurface of the rail along the path of crack propagation. The brittleness of the undesired martensitic structure triggered rapid crack development, facilitated transverse cracking, and ultimately resulted in rail fracture failure. Transmission electron microscopy examination confirmed that the abnormal defects are plate martensite with a twin substructure and high carbon content, which could be generated as a result of improper heat treatment during the manufacturing of rails.

Confirming Debonding of Non-Metallic Inclusions as an Important Factor in Damage Initiation in Bearing Steel

Damage in bearings is closely associated with the presence of microstructural alterations, known as white etching areas (WEAs) and white etching cracks (WECs). One of the main reasons for the creation of these microstructural alterations is the presence of defects in the material, such as non-metallic inclusions. Manganese sulfides and aluminum oxides are widely reported in the literature as the most common types of non-metallic inclusions found in bearing steels. This study classifies 280 non-metallic inclusions in an investigated bearing steel according to several criteria: bonded/debonded with the matrix, size, shape, orientation angle, depth below the raceway surface, and chemical composition. Contrary to the findings in the literature, this investigation reports that the chemical composition of the inclusion (MnS + Al2O3) is of secondary importance when considering factors for damage initiation. The orientation of the microstructural alterations is observed to coincide with the high-stress regions, indicating a relation between the formation of butterfly wings and the white etching crack. In our investigation, butterfly wings typically exhibit a 45-degree pattern originating from the non-metallic inclusions. Conversely, the white etching crack starts from the non-metallic inclusion at a shallower angle in correspondence to the raceway. This can be attributed to the stress state, which corresponds to a region where extensive white etching cracks are formed. In conclusion, the microstructural observations demonstrate that the state of non-metallic inclusion—i.e., whether they are bonded or not to the steel matrix—plays an essential role in initiating rolling contact fatigue damage.

The MFL detection method by the gradient hall sensors array for the cracks on the top surface of the rails

Cracks on the top surface of the rails due to contact fatigue are usually narrow and variable in direction. Thus, more spatial features need to be explored when using the magnetic flux leakage detection method. In this article, we proposed a way to predict the size and direction of the cracks by the gradient hall sensors array. First, the experimental equipment was designed for leakage field signal detection. Then, the peak time differences of the leakage field signal were analyzed to predict the crack angle, and the magnetic gradient modulus was calculated to predict the crack width. Furthermore, the principal component analysis was performed to reduce the number of eigenvalues. With that, BP neural network algorithm was used to predict the length and depth of the cracks. The experimental results indicate that the method can improve the accuracy of crack prediction, and the average relative errors of the prediction for crack angle, width, length, and depth were 5.7%, 15.3%, 9.2%, and 11.2%, respectively.

A hybrid physics-based and data-driven method for gear contact fatigue life prediction

A hybrid physics-based and data-driven method is proposed for gear contact fatigue life prediction. The parameters influencing the fatigue life are determined by the physics-based model. A deep belief network (DBN) model is developed to reveal the relationships between these parameters and fatigue life. A variational autoencoder (VAE) model is presented to expand the size of the training dataset. The proposed method is verified by a gear contact fatigue test, and the predictions are all within a factor of 1.5 scatter band of the experimental results. This work provides an effective method for life prediction with small sample sets.

Experimental and Numerical Visualisation of Subsurface Rail Deformation in a Full-Scale Wheel–Rail Test Rig

To tackle the problem of various types of rail damage, such as rolling contact fatigue (RCF) or wear, a profound knowledge of the occurring mechanisms is necessary. This paper presents a newly developed full-scale test rig experiment that involves inserting softer pins into the rail head. These tests help deepen our understanding of shear deformation in rail steels. Furthermore, a finite element (FE) simulation approach is introduced that can be related to the test rig experiments. With these experiments, in combination with the FE simulation, valuable information regarding the plastic deformation can be obtained. This methodology allows predictions regarding a rail’s material behaviour during cyclic wheel loading. Moreover, it enables an effective and rapid qualitative material assessment, reducing the costs of expensive and time-consuming experiments.

A dislocation-based model for shear cracks in arbitrary orientations under contact loading

Mechanical transmission components are generally under the risk of contact fatigue, resulting in cracks initiated from the subsurface. When subject to compressive stress, these cracks might be forced to be closed, thus their faces are in partial slip contact. Under such conditions, the interactions of stick and slip zones cannot be directly determined, which is one of the greatest challenges of contact fatigue problems. In this study, the distributed dislocation technique is adopted to investigate the stick–slip friction along the alignment of shear cracks in arbitrary orientations in a half-plane under contact loading. The unknown dislocation density describing the crack face displacement is iteratively calculated based on the stress conditions and then introduced to update the surface gap between contacting bodies. The complex expressions of the influence coefficients used to determine the stress and displacement induced by the dislocations are derived and the FORTRAN codes are provided in the Supplementary Materials. A step-by-step loading method is proposed to progressively capture the slip history of crack faces. The model is also capable of simulating rolling contact problems. The results are comparable to those predicted using the finite element method with more robust convergence properties. The effects of friction coefficient, crack alignment, and locations of crack faces are discussed in detail. The model paves the foundation for further studies on competing mechanisms of crack propagation and crack face wear, and provides insights into the frictional fracture of materials under contact loading.

Investigation of rolling contact fatigue cracks using the transmitter-receiver eddy current testing under moving conditions

ABSTRACT Rolling contact fatigue (RCF) cracks online detection using eddy current testing (ECT) is in urgent demand. However, RCF cracks detection and evaluation in this way under moving conditions remains challenging due to the velocity effect in ECT. This paper aims to study the response of a transmitter-receiver eddy current probe to cracks under moving conditions and evaluate the depth and inclination angle of RCF cracks. In this paper, a high-speed eddy current testing system is developed to experimentally investigate the influence of coil gap, detection speed, and the lift-off on the eddy current probe’s response under moving conditions. In addition, the temporal and amplitude features of the eddy current signal are extracted to characterise the depth and inclination angle of the RCF cracks. The experimental results indicate the eddy current probe’s response can be improved by increasing the coil gap (coil centre distance) suitably, which can be done to compensate for the attenuation of the eddy current signal caused by detection speed and lift-off. The probe’s response hardly changes with an increase in detection speed when the driver and pick-up coils of the eddy current probe completely overlap. The crack depth and inclination angle can be evaluated under moving conditions.

Modelling of rolling contact fatigue under various interface conditions

This study presents the results of modelling the rolling contact of the elastic sphere and the elastic half-space in the presence of a thin intermediate viscoelastic layer which properties are described by an elastic nonlinear Winkler body in the normal direction and a viscoelastic Maxwell body in the tangential direction. The analytical–numerical approach for the estimation of contact fatigue damage, accumulated in the elastic half-space under rolling friction conditions, is developed. The proposed model can be used, in particular, to study the effect of mechanical properties of the friction modifiers (elastic moduli and relaxation times) and its thickness as well as the relative slippage on the formation of the surface and under surface contact fatigue cracks in rails. The results of the analysis can also be applied for the estimation of efficiency of solid lubricants in rolling contacts under given operating conditions.

Performance of a transverse ridge located through the contact zone of an ultra-thin film including surface force effect

PurposeThe purpose of this paper is to investigate the performance of an ultra-thin film lubricated conjunction through the elastohydrodynamic lubrication of point contacts for various ridge shapes and sizes located within the contact zone including flat-top, triangle and cosine wave profiles, considering the influence of surface forces of solvation and Van der Waals’ in addition to the hydrodynamic effect to predict an optimum geometric characteristics for surface texture for lubricated conjunctions.Design/methodology/approachSurface features are simulated in a variety of sizes and shapes including flat-top, triangle and cosine wave profiles. While estimating the elastic deformation of the contacting surfaces, surface forces of solvation and Van der Waals’ are taken into account. The Reynolds equation is solved using the Newton–Raphson method to get the pressure profile and film thickness including the elastic deformation, and surface feature.FindingsThe geometrical characteristics of the ridge, its placement in relation to the contact zone and its height all have a significant impact on the performance of ultra-thin film lubricated conjunction. When the triangular-shaped ridge is present in contact, it forecasts even sharper peaks in film thickness and pressure. More friction, wear and eventually contact fatigue are brought on by this more acute pressure and film thickness peaks. The flat-top ridge shape shows a better performance for lubricated conjunction where, the minimum film thickness value is comparable to that obtained for the case of a smooth contact surface. This behavior is attributed to the effect of intermolecular force of solvation. An increase in the size of the ridge results in a step increase in the film thickness for different ridge shapes, particularly for the flat-topped ridge pattern.Originality/valueEvaluation of the performance of elastohydrodynamic lubricated ultra-thin film conjunction related to film thickness and pressure profile for various ridge surface features of different amplitudes, shapes and sizes located through the contact zone considering the influence of surface forces of solvation and Van der Waals’ in addition to the hydrodynamic effect.Peer reviewThe peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-03-2023-0062/

Mitigation of transient torque reversals in indirect drive wind turbine drivetrains

AbstractBearing failure in wind turbine gearboxes is one of the significant sources of downtime. While it is well‐known that bearing failures cause the largest downtime, the failure cause(s) is often elusive. The bearings are designed to satisfy their rolling contact fatigue (RCF) life. However, they often undergo sudden and rapid failure within a few years of operation. It is well‐known that these premature failures are attributed to surface damages such as white surface flaking (WSF), white etching cracks (WECs) and axial cracks. In that regard, transient torque reversals (TTRs) in the drivetrain have emerged as one of the primary triggers of surface damage, as explained in this paper. The risk associated with TTRs motivates the need to mitigate TTRs arising in the drivetrain due to various transient events. This paper investigates three TTR mitigation methods. First, two existing devices, namely, the torsional tuned mass damper and the asymmetric torque limiter, are studied to demonstrate their TTR mitigation capabilities. Then, a novel idea of open‐loop high‐speed shaft mechanical brake control is proposed. The results presented here show that while the torsional tuned mass damper and the asymmetric torque limiter can improve the torsional vibration characteristics of the drivetrain, they cannot mitigate TTRs in terms of eliminating the bearing slip risk associated with TTRs. However, the novel approach proposed here can mitigate TTRs both in terms of improving the torque characteristic in the high‐speed shaft and reducing the risk of bearing slip by actuating the high‐speed shaft brake at the onset of the transient event. Furthermore, the control method is capable of mitigating TTRs with the mechanical limitations of a pneumatic actuator in terms of bandwidth and initial dead time applied to it. This novel approach allows the wind turbines to protect the gearbox bearings from TTRs using the existing hardware on the turbine.

Nano and micro-indentation driven characterisation of asperity and bulk plasticity at the surface of modern premium rail steels

The plastic deformation behaviour of rail steels due to cyclic rail-wheel contacts is important to understand due to its connection to wear and rolling contact fatigue (RCF) damage initiation in service. Simulation models such as the ‘Layer’ and ‘Brick’ model have previously been developed to estimate the accumulation of plastic damage in a rail steel; however, the data available to drive these models is currently sparse, with limited applicability to modern rail steel grades. This paper presents the research examining the shear stress-strain curve relationships of rail steels derived from plastic shear strain and shear yield stress data collected from twin-disc test samples. A combination of microhardness and nanohardness testing was used to derive the shear yield stress data, whereas the plastic shear strain was acquired from optical microscopy. Six different conditions were investigated for this research for the purpose of examining how shear stress-strain curve relationships compared between the standard R260 and the premium HP335 and R350HT rail steels and how this compares to wear damage data. The influence of the maximum Hertzian contact pressure on the shear stress-strain curve relationships of R260 between 600 and 1500 MPa contact pressure was also investigated. The wear rate results derived from the mass loss in interrupted twin-disc tests showed HP335 wearing the least, followed by R350HT and then R260 for 1500 MPa, dry contact conditions. However, the highest shear yield stress achieved was for R350HT, then HP335, and R260. The results show that the shear stress-strain curve relationships by themselves are insufficient to determine rail steel wear performance in a laboratory environment. The shear stress-strain curve relationships for R260 collected under different contact pressures showed the results are near independent of the contact pressure within the range explored.

Numerical prediction of railhead rolling contact fatigue crack growth

The influence of crack face friction on predicted crack growth in a 2D rail model is investigated numerically. An isolated surface-breaking inclined rolling contact fatigue crack is propagated into a rail under (i) a moving contact load, (ii) a combined thermal and contact load, and (iii) a combination of (rail) bending and contact load. Crack face friction is modelled by the Coulomb friction model. The crack growth direction is predicted using an accumulated vector crack tip displacement criterion and two Paris-type equations are employed to estimate crack growth rates. The model is validated towards a twin-disc experiment in the literature. The influence of the crack face friction coefficient and parameters in the crack growth direction criterion are assessed. Frictional cracks tend to go deeper into the rail although the influence under combined thermal and contact loading is minor. In all investigated load scenarios, crack face friction is shown to reduce crack growth rates.