State of residual stress induced by cyclic rolling contact loading

Voskamp, A. P.; Mittemeijer, E. J.

doi:10.1179/mst.1997.13.5.430

Cited by 24 publications

(13 citation statements)

References 7 publications

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“…After 40 millions cycles we can see that, as a result of the accumulation of plastic microdeformation during cyclic stressing under rolling contact loading conditions, the initial tensile stresses at greater depth are changed to compressive. The rolling contact loading develop large compressive residual stresses in both directions within a surface layer with more than 700 µm, which drastically changed the initial residual stress state introduced by the machining of the discs and is in agreement with other results found in the literature [8][9][10][11][12][13][14]. Two different effects of the rolling contact fatigue can be observed: (i) the higher values at the extreme surface, induced by the direct action of the contact, and (ii) maximums of compressive residual stresses at a depth of 400 µm and of the X-ray diffraction peak breadth distribution at a depth of about 200 µm, that should be related to the action of the maximum in-depth hertzian stresses.…”

Section: Advanced Materials Research Vol 996 785supporting

confidence: 91%

X-Ray Diffraction Residual Stress Measurements for Assessment of Rolling Contact Fatigue Behaviour of Railway Steels

Batista¹,

Nobre²,

Peixoto

et al. 2014

AMR

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Abstract. Rolling contact fatigue twin-disc tests were performed on rail/wheel steels from Spanish high velocity trains (AVE). Residual stress profiles were determined using X-ray diffraction before and after cyclic loading. The evolution of residual stress profiles, due to cyclic loading, was analysed in order to study how they affect the rolling contact fatigue behaviour of these materials. This study is included in a major project where other related phenomena and materials' properties have been studied.

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Section: Advanced Materials Research Vol 996 785supporting

confidence: 91%

X-Ray Diffraction Residual Stress Measurements for Assessment of Rolling Contact Fatigue Behaviour of Railway Steels

Batista¹,

Nobre²,

Peixoto

et al. 2014

AMR

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“…93 Hoop stresses (generally tensile) in bearing rings will be present from interference fits which reduce fatigue life, 81,82 and subsurface residual stresses are induced during overrolling. 19,[86][87][88]94 An isotropic hydrostatic stress component from the weight of the material above the point concerned is present, which is absent in classical tension-compression or bending fatigue. 95 Contact stresses are compressive in three axes with differing values (principal stresses), which constantly change in direction during a stress cycle, resulting in the planes of maximum shear stress also changing.…”

Section: Cyclic Rolling Contact Stressesmentioning

confidence: 99%

White structure flaking (WSF) in wind turbine gearbox bearings: Effects of ‘butterflies’ and white etching cracks (WECs)

Evans

2012

Materials Science and Technology

222

214

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The actual service life of wind turbine gearboxes is often well below the desired 20 years. One of the prevalent failure modes in gearbox bearing raceways is white structure flaking (WSF) by the formation of butterflies and white etching cracks with associated microstructural change called white etching areas. Despite these failures having been observed for two decades in various industries, the detailed reasons and mechanisms for their formation are not fully understood. In this review, white etching area formation mechanisms are discussed, specifically grain refinement, and effects of carbon/carbide in a range of bearing steels of widely differing carbon content. The review also highlights the severe transient, cyclic loading and tribochemical operating conditions of gearbox bearings and explains how these may act as drivers to produce WSF. Much previous research has focused on the detrimental effects of hydrogen, but other work suggests that hydrogen is not the only cause for WSF. Possible methods for preventing WSF are discussed, with attention paid to special steels such as high chromium steels, low carbon stainless nitrogen alloy steels and carbonitrided steels. Beneficial compressive residual stresses, surface coatings and enhanced lubrication and additive packages are shown to offer degrees of prevention, although the mechanisms leading to improvements are not fully understood.

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“…In addition, vibrations and bending moments may occur during operation, but even then highest reliability without any breakdown is crucial. As a consequence of the occurring RCF the following material parameters are of great importance: hardness, toughness, residual stress condition, surface roughness and steel cleanliness [1][2][3][4]. However, the steel grade AISI M50, developed in the late 1950s, is mostly used for this application today [1,5].…”

Section: Introductionmentioning

confidence: 99%

“…On the one hand, a so-called white etching area (WEA) in a particular region below the surface over the whole circumference of the rod can be identified after metallographic preparation and etching. Depending on the load and the geometry of the bearing, this WEA is formed at a depth of approximately 30-300 microns [1,3,9]. On the other hand, so-called butterfly-wings can be found.…”

Section: Introductionmentioning

confidence: 99%

Investigation into microstructural changes due to the rolling contact fatigue of the AISI M50 bearing steel

Pritz

Marsoner

Ebner

et al. 2015

Surface and Contact Mechanics Including Tribology XII

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Roller bearings in aircraft turbines are commonly made of AISI M50 steel, because enhanced heat stability as well as highest reliability is required for this application. With a chemical composition of approximately 0.8 C, 4.0 Cr, 4.5 Mo, 1.0 V (all in wt.%) and using a specific vacuum melting and remelting technology for highest cleanliness M50 provides the best properties for such application. Despite some studies on this steel, there is still a lack of information on microstructural evolution during rolling contact fatigue (RCF). Hence, in order to get a better understanding of the microstructural evolution and as a consequence of the crack initiation, in the framework of this study a comprehensive set of experimental techniques were combined. For the RCF loading a so called ball-on-rod test was used. Microstructural alterations were analysed by various methods including optical light microscopy, confocal microscopy, scanning electron microscopy (SEM) with cross-sectional cutting by focussed ion beam (FIB), transmission electron microscopy (TEM) and microhardness measurements. Testing methods showed the build-up of a so-called white etching area (WEA) in a certain region below the raceway and the formation of butterfly-wings (BW) with micro-cracks at local microstructural inhomogeneity. Furthermore, all tested samples showed BW's which initiated on carbides, often with micro-cracks near the boundary to the matrix.

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State of residual stress induced by cyclic rolling contact loading

Cited by 24 publications

References 7 publications

X-Ray Diffraction Residual Stress Measurements for Assessment of Rolling Contact Fatigue Behaviour of Railway Steels

X-Ray Diffraction Residual Stress Measurements for Assessment of Rolling Contact Fatigue Behaviour of Railway Steels

White structure flaking (WSF) in wind turbine gearbox bearings: Effects of ‘butterflies’ and white etching cracks (WECs)

Investigation into microstructural changes due to the rolling contact fatigue of the AISI M50 bearing steel

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