The Influence of Crack Face Friction and Trapped Fluid on Surface Initiated Rolling Contact Fatigue Cracks

Bower, Allan F.

doi:10.1115/1.3261717

Cited by 374 publications

(225 citation statements)

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“…can ÒunlockÓ mode II growth through helping to overcome crack face friction [18]. In the current results high values of mode II are predicted even with almost zero K I at the right tip, although larger K I values are predicted at the left.…”

Section: Stress Intensity Factor Dependence On Crack Sizementioning

confidence: 52%

The potential for suppressing rail defect growth through tailoring rail thermo-mechanical properties

Fletcher

Sanusi

2016

Wear

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Thermal damage of rails can occur through brake lock-up, or traction control system failure to prevent wheel spin. In most cases the damage produced is shallow and takes the form of a Òwhite etching layerÓ, usually thought to have a martensitic structure, formed as the steel is heated above its eutectoid temperature and then rapidly cooled as the wheel moves away. In many cases such layers are benign, but there is evidence of crack initiation at their interface with the sub-surface layers of the rail in ÒstudÓ defects. The metallurgical transformation during the formation of white etching layers leads to a volume change for the steel, leaving not only a transformed microstructure, but also locked-in stress. The influence of this additional locked-in stress on development of an initiated crack is studied in this paper, and the work extended to consider how alternative materials which react differently to the thermal input may offer a means to suppress crack development through locking in beneficial rather than problematic stresses.

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Section: Stress Intensity Factor Dependence On Crack Sizementioning

confidence: 52%

The potential for suppressing rail defect growth through tailoring rail thermo-mechanical properties

Fletcher

Sanusi

2016

Wear

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“…16a). The friction coefficient of crack faces has a vital effect on the crack propagation and the propagation is unlikely when the value is above 0.2 [32]. Furthermore, the crack growth decreases with an increase in the friction coefficient of the crack face.…”

Section: Discussionmentioning

confidence: 99%

Influence of Different Application of Lubricants on Wear and Pre-existing Rolling Contact Fatigue Cracks of Rail Materials

et al. 2017

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Rolling contact fatigue (RCF) of rail can be a significant problem affecting safety and maintenance. Rail materials have been optimized to reduce it, but not enough is known about how friction management products applied to the rail affect crack growth. This study presents experimental results carried out to explore the influence of different lubricants and application orders on wear and preexisting RCF cracks in rail materials. The results indicate that the types or properties of lubricants have a vital role in the wear rate and fatigue crack growth characteristics of rail materials after conditioning with 5000 dry cycles to initiate cracks. Using a different application order of two lubricants has a significant influence on the crack growth angles in the rail rollers.

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“…For instance, Hourlier and Pineau applied a criteria under non-proportional conditions where the crack path corresponds to the direction where the mode I fatigue growth rate is maximum [32]. Bower suggested that the crack would tend to propagate in the direction of the maximum value of ∆σ max [33]. Lamacq showed that for fretting fatigue conditions, the K II = 0 approach worked well to predict the crack angle [26].…”

Section: Life Predictionsmentioning

confidence: 99%

Finite element analysis of fretting crack propagation

Proudhon

Basseville

2011

Engineering Fracture Mechanics

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In this work, the finite elements method (FEM) is used to analyse the growth of fretting cracks. FEM can be favourably used to extract the stress intensity factors in mixed mode, a typical situation for cracks growing in the vicinity of a fretting contact. The present study is limited to straight cracks which is a simple system chosen to develop and validate the FEM analysis. The FEM model is tested and validated against popular weight functions for straight cracks perpendicular to the surface. The model is then used to study fretting crack growth and understand the effect of key parameters such as the crack angle and the friction between crack faces. Predictions achieved by this analysis match the essential features of former experimental fretting results, in particular the average crack arrest length can be predicted accurately. PACS numbers: 60.20Mk, 62.20Qp

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The Influence of Crack Face Friction and Trapped Fluid on Surface Initiated Rolling Contact Fatigue Cracks

Cited by 374 publications

References 0 publications

The potential for suppressing rail defect growth through tailoring rail thermo-mechanical properties

The potential for suppressing rail defect growth through tailoring rail thermo-mechanical properties

Influence of Different Application of Lubricants on Wear and Pre-existing Rolling Contact Fatigue Cracks of Rail Materials

Finite element analysis of fretting crack propagation

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