Academic literature on the topic 'Rolling contact fatigue (RCF)'
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Journal articles on the topic "Rolling contact fatigue (RCF)"
1
Ghalme, Sachin G. "Probabilistic Life Models in Rolling Contact Fatigue." Advanced Materials Research 433-440 (January 2012): 58–62. http://dx.doi.org/10.4028/www.scientific.net/amr.433-440.58.
Full textAbstract:
Rolling contact fatigue (RCF) is the name given to crack growth and material damage generated as a result of high loads transmitted between two surfaces which are rolling with relative to each other. An understanding of rolling contact fatigue failure mechanism and a prediction of lifetimes are of interest to both manufacturer and researcher. Subsurface originated cracks have been recognized as one of the main modes of failure for rolling contact fatigue (RCF) of bearings. Numbers of investigators have attempted to determine the physical mechanism involved in rolling contact fatigue of bearings and proposed models to predict their fatigue lives. This paper attempts to cover the most widely used probabilistic life models used in RCF.
2
Cao, Wei, Si Ren, Wei Pu, and Ke Xiao. "Microstress cycle and contact fatigue of spiral bevel gears by rolling-sliding of asperity contact." Friction 8, no. 6 (January 4, 2020): 1083–101. http://dx.doi.org/10.1007/s40544-019-0335-x.
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AbstractThe rolling contact fatigue (RCF) model is commonly used to predict the contact fatigue life when the sliding is insignificant in contact surfaces. However, many studies reveal that the sliding, compared to the rolling state, can lead to a considerable reduction of the fatigue life and an excessive increase of the pitting area, which result from the microscopic stress cycle growth caused by the sliding of the asperity contact. This suggests that fatigue life in the rolling-sliding condition can be overestimated based only on the RCF model. The rubbing surfaces of spiral bevel gears are subject to typical rolling-sliding motion. This paper aims to study the mechanism of the micro stress cycle along the meshing path and provide a reasonable method for predicting the fatigue life in spiral bevel gears. The microscopic stress cycle equation is derived with the consideration of gear meshing parameters. The combination of the RCF model and asperity stress cycle is developed to calculate the fatigue life in spiral bevel gears. We find that the contact fatigue life decreases significantly compared with that obtained from the RCF model. There is strong evidence that the microscopic stress cycle is remarkably increased by the rolling-sliding motion of the asperity contact, which is consistent with the experimental data in previous literature. In addition, the fatigue life under different assembling misalignments are investigated and the results demonstrate the important role of misalignments on fatigue life.
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PATRA, AMBIKA PRASAD, SUJIT BIDHAR, and UDAY KUMAR. "FAILURE PREDICTION OF RAIL CONSIDERING ROLLING CONTACT FATIGUE." International Journal of Reliability, Quality and Safety Engineering 17, no. 03 (June 2010): 167–77. http://dx.doi.org/10.1142/s0218539310003731.
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Rolling Contact Fatigue (RCF) is a major cause of rail failure leading to replacement of rails. RCF defects are caused by a combination of high normal and tangential stresses between the wheel and rail. In this study, a methodology has been proposed to evaluate P-F (Potential failure-functional failure) interval of RCF defects based on RCF defect rate distribution and fatigue design life distribution. For estimating fatigue design life distribution, load under variable amplitude has been considered which is a case in the mixed traffic scenario. Stochastic S-N curve has been considered to account for probabilistic nature of fatigue life. The stress history can be calculated from the actual load history. RCF defect distribution can be estimated from the probability density function of the defects from the actual field data. The proper estimation of P-F interval will help the infrastructure managers to define rail inspection interval scientifically.
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Cui, Li, and Yin Su. "Contact fatigue life prediction of rolling bearing considering machined surface integrity." Industrial Lubrication and Tribology 74, no. 1 (December 21, 2021): 73–80. http://dx.doi.org/10.1108/ilt-08-2021-0345.
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Purpose Rolling bearings often cause engineering accidents due to early fatigue failure. The study of early fatigue failure mechanism and fatigue life prediction does not consider the integrity of the bearing surface. The purpose of this paper is to find new rolling contact fatigue (RCF) life model of rolling bearing. Design/methodology/approach An elastic-plastic finite element (FE) fatigue damage accumulation model based on continuous damage mechanics is established. Surface roughness, surface residual stress and surface hardness of bearing rollers are considered. The fatigue damage and cumulative plastic strain during RCF process are obtained. Mechanism of early fatigue failure of the bearing is studied. RCF life of the bearing under different surface roughness, hardness and residual stress is predicted. Findings To obtain a more accurate calculation result of bearing fatigue life, the bearing surface integrity parameters should be considered and the elastic-plastic FE fatigue damage accumulation model should be used. There exist the optimal surface parameters corresponding to the maximum RCF life. Originality/value The elastic-plastic FE fatigue damage accumulation model can be used to obtain the optimized surface integrity parameters in the design stage of bearing and is helpful for promote the development of RCF theory of rolling bearing.
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Coelho, Luís, António C. Batista, João Paulo Nobre, and Maria José Marques. "Rolling and Rolling-Sliding Contact Fatigue Failure Mechanisms in 32 CrMoV 13 Nitrided Steel—An Experimental Study." Applied Sciences 11, no. 21 (November 8, 2021): 10499. http://dx.doi.org/10.3390/app112110499.
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The aim of this work is to characterize the rolling and rolling-sliding contact fatigue failure mechanisms on the 32CrMoV13 nitrided steel. During rolling contact fatigue tests (RCF), two general features were observed: specimens presenting short lives and rough and sharpened spalling damage and specimens presenting long lives and only microspalling marks. It was possible to determine a contact fatigue limit of 3 GPa. During rolling-sliding contact fatigue tests (RSCF), a clearly different behaviour between the two specimens in contact has been observed: the driver shows circumferential and inclined cracks and only inclined cracks appear in the follower. This behaviour can be understood if the effect of the residual stress state in near-surface layers is considered. Before RCF tests, the residual stresses are compressive in all near-surface layers. After RCF tests, strong residual stress relaxation and even reversing behaviour was observed in the axial direction, which facilitates the surface crack initiation in the circumferential direction at rolling track borders.
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Zhang, Yuyan, Xiaoliang Yan, Xiaoqing Zhang, Juan Li, and Fengna Cheng. "Effects of inhomogeneity on rolling contact fatigue life in elastohydrodynamically lubricated point contacts." Industrial Lubrication and Tribology 71, no. 5 (July 8, 2019): 697–701. http://dx.doi.org/10.1108/ilt-01-2019-0029.
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PurposeThis paper aims to investigate the effects of inhomogeneities on the rolling contact fatigue (RCF) life in elastohydrodynamically lubricated (EHL) point contacts.Design/methodology/approachA numerical model for predicting the RCF life of inhomogeneous materials in EHL contacts was established by combining the EHL model and the inclusion model through the eigen-displacement and then connecting to the RCF life model through the subsurface stresses. Effects of the type, size, location and orientation of a single inhomogeneity and the distribution of multiple inhomogeneities on the RCF life were investigated.FindingsThe RCF life of a half-space containing manganese sulfide (MnS) inhomogeneity or the mixed inhomogeneity of aluminium oxide (Al2O3) and calcium oxide (CaO) was longer than that for the case of Al2O3inhomogeneity. For a single ellipsoidal MnS inhomogeneity, increases of its semi-axis length and decreases of its horizontal distance between the inhomogeneity and the contact center shortened the RCF life. Furthermore, the relationship between the depth of a single MnS inhomogeneity and the RCF life was found. For the half-space containing multiple inhomogeneitites, the RCF life decreased remarkably compared with the homogeneous half-space and showed discreteness.Originality/valueThis paper implements the prediction of the RCF life of inhomogeneous materials under EHL condition.
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Liu, Pengtao, Zilong Lin, Chunpeng Liu, Xiujuan Zhao, and Ruiming Ren. "Effect of Surface Ultrasonic Rolling Treatment on Rolling Contact Fatigue Life of D2 Wheel Steel." Materials 13, no. 23 (November 29, 2020): 5438. http://dx.doi.org/10.3390/ma13235438.
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A GPM-30 fatigue machine was used to investigate the influence of surface ultrasonic rolling (SURT) on the rolling contact fatigue (RCF) life of D2 wheel steel. The experimental results present that the RCF life of the grinding processing sample is 4.1 × 105 cycles. During the RCF process, the flaking of the fine grain layer and high surface roughness of the grinding processing sample cause the production of RCF cracks. When the samples are treated by SURT with 0.2 MPa and 0.4 MPa, the RCF life is 9.2 × 105 cycles and 9.6 × 105 cycles, respectively. After SURT, the surface roughness of the samples is reduced, and a certain thickness of gradient-plastic-deformation layer and a residual-compressive-stress layer are produced. These factors lead to the improvement of the RCF property. However, when the static pressure increases to 0.6 MPa during SURT, the RCF life of the sample is reduced during RCF testing. The micro-cracks, which are formed during SURT, become the crack source and cause the formation of RCF cracks, decreasing of the RCF life.
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Olver, A. V. "The Mechanism of Rolling Contact Fatigue: An Update." Proceedings of the Institution of Mechanical Engineers, Part J: Journal of Engineering Tribology 219, no. 5 (May 1, 2005): 313–30. http://dx.doi.org/10.1243/135065005x9808.
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A review of some of the recent work on the mechanism of rolling contact fatigue (RCF) is presented. Topics covered include the appearance and classification of RCF and the processes of strain localization, texture development, microstructural change, crack formation, crack shape and propagation, and through-fracture. It is concluded that a significant barrier to progress is the poor current understanding of the processes of running-in and of the interactions between plastic deformation, wear, lubricant chemistry and damage accumulation.
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Wang, Yanpeng, Pengcheng Xiang, Haohao Ding, Wenjian Wang, Qiang Zou, Xuehua Liu, Jun Guo, and Qiyue Liu. "Effects of Molybdenum Addition on Rolling Contact Fatigue of Locomotive Wheels under Rolling-Sliding Condition." Materials 13, no. 19 (September 25, 2020): 4282. http://dx.doi.org/10.3390/ma13194282.
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Rolling contact fatigue (RCF) damages often occur, sometimes even leading to shelling on locomotive wheel treads. In this work, the RCF damage behaviors of two locomotive wheel materials with different molybdenum (Mo) contents were studied, and the influence of depth of wheel material was explored as well. The result indicates that with the increase in the Mo content from 0.01 wt.% (wheel 1, i.e., a standard wheel) to 0.04 wt.% (wheel 2, i.e., an improved wheel), the proeutectoid ferrite content and the interlamellar spacing of pearlite decreased, the depth and length of the RCF cracks increased and the average RCF live of locomotive wheel steel improved by 34.06%. With the increase in the depth of material, the proeutectoid ferrite content and the interlamellar spacing of pearlite increased, the depth of RCF cracks increased, the length of RCF cracks of wheel 1 increased and then decreased whereas that of wheel 2 decreased, the RCF live showed a decrease trend for wheel 1, while the RCF life increased and then decreased for wheel 2. The processes of shelling can be divided into three patterns: cracks propagating back to the surface, crack connection and fragments of surface materials.
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Romanowicz, Paweł. "Application of Selected Multiaxial High-Cycle Fatigue Criteria to Rolling Contact Problems." Key Engineering Materials 542 (February 2013): 157–70. http://dx.doi.org/10.4028/www.scientific.net/kem.542.157.
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The risk of fatigue failure of elements working in rolling contact conditions (such as railway wheels, rolling bearings, etc.) is a significant issue with respect to safety and economy. In this case the complex and non-proportional stress state with pulsating three dimensional compression occurs. Therefore, the analysis of fatigue life of structures working in rolling contact conditions can be performed using recently proposed multiaxial high-cycle fatigue criteria. However, there is no hypothesis that could be universally accepted for calculations of fatigue strength. Furthermore, not all criteria proposed in literature for rolling contact fatigue (RCF) analysis can predict it. In the paper, the most popular criteria based on different theories are investigated in the application to RCF problem. Moreover, modification of the popular Dang Van hypothesis is proposed. The problem of free and tractive rolling contact fatigue is analysed on the example of a cylindrical crane wheel and spherical thrust roller bearing.
Dissertations / Theses on the topic "Rolling contact fatigue (RCF)"
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Shen, Jialong. "Responses of alternating current field measurement (ACFM) to rolling contact fatigue (RCF) cracks in railway rails." Thesis, University of Warwick, 2017. http://wrap.warwick.ac.uk/93593/.
Full textAbstract:
Rolling contact fatigue (RCF) cracks are a widespread problem that impairs the service life of railway rails and wheels, with an associated high cost of labour and capital expenditure for remediation. Severe RCF cracks cause serious safety issues as they can turn down at a larger propagation angle into the rail potentially leading to a rail break. Rail grinding can effectively eliminate RCF cracks if they are detected when they are small enough to be removed. Alternating current field measurement (ACFM) is one of the electromagnetic (EM) techniques that can be used for defect detection and sizing in the rail industry. ACFM has been reported to be more accurate in providing length and depth information than conventional UT for small RCF cracks and is less sensitive to lift-off than eddy current methods. The aim of the present research is to analyse the response of ACFM signals to single and multiple RCF cracks in railway rails using experimental measurements and FE based modelling tools, focusing on the influences of crack vertical angle and multiple cracks (number, spacing, size, uniformity) on the ACFM signal to improve the accuracy of dimension predictions. A novel method (using the Bz signal) is proposed to determine the vertical angle of the RCF cracks, which then allows the crack vertical depth to be determined from the pocket length (standard output from ACFM measurements) and therefore the appropriate amount of rail grinding to remove the RCF cracks. It was found that the vertical angle influences the pocket length determined from the measured ΔBxmax/Bx value when the cracks are shallow (vertical angles < 30°), therefore greater accuracy can be obtained when compensating the ΔBxmax/Bx value using the determined vertical angle. It is shown that the variations of crack surface length, crack inner spacing and crack number for multiple cracks also influence the ΔBxmax/Bx values determined for multiple cracks. The influences of asymmetrical crack shapes on crack sizing are discussed, in general it has been found that for accurate sizing of RCF cracks using a single ACFM scan the cracks should be regular, where the assumption of semi ellipse shapes is appropriate. The methods developed in the project were assessed using calibration samples (machined cracks with different sizes and vertical angles) and rails removed from service containing single and multiple RCF cracks. It was found that the new approach proposed in this work allowed the vertical angle to be predicted well for single and multiple RCF cracks (difference to measurements < 14.3 %). In addition the error in pocket length prediction is greatly decreased when using the sizing method including compensation determined from the crack vertical angle.
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Reddy, Venkatarami. "Modelling and analysis of rail grinding and lubrication strategies for controlling rolling contact fatigue (RCF) and rail wear." Thesis, Queensland University of Technology, 2004. https://eprints.qut.edu.au/15864/1/Venkatarami_Reddy_Thesis.pdf.
Full textAbstract:
Rails play a significant role in transport of goods and passengers. In Australia railway transport industry contributes 1.6% of GDP with goods and services worth $AUD 8 billion each year which includes $ AUD 0.5 billion per year in exports (Australasian Railway Authority Inc, 2002).
Rail track maintenance plays an important role in reliability and safety. The Office for Research and Experiments (ORE) of the Union International des Chemins de Fer (UIC) has noted that maintenance costs vary directly (60-65 per cent) with change in train speed and axle load. It was also found that the increase in these costs with increased speed and axle load was greater when the quality of the track was lower
(ORR, 1999). Failures during operation are costly to rail players due to loss of service, property and loss of lives. Maintenance and servicing keep rail tracks in operating, reliable and safe condition. Therefore, technical and economical analysis is needed by rail players to reduce maintenance cost and improve reliability and safety of rail networks.
Over the past few years, there have been major advances in terms of increased speed, axle loads, longer trains, along with increased traffic density in corridors. This has led to increased risks in rail operation due to rolling contact fatigue (RCF) and rail wear. The infrastructure providers have less incentive to maintain a given infrastructure standard if its access charges are rigid and rolling stock standard is not achieved. It has been estimated that between 40 to 50 per cent of wagon maintenance costs and 25 per cent of locomotive maintenance costs are related to wheel
maintenance (Railway Gazette International, 2003). The economic analysis of Malmbanan indicates that about 50% of the total cost for maintenance and renewal were related to traffic on rails and 50% not related to traffic, such as signaling, electricity and snow-clearance. The results from the analysis have made it possible
for the mining company LKAB to start up the 30 Tonnes traffic with new wagons and locomotives on the Malmbanan line in year 2001 (Åhrén et al 2003). The rail infrastructure providers have challenges to maintain infrastructure due to government control on access charges and limited control on rail operations.
The aim of the research is to:
· Develop a maintenance cost model for optimal rail grinding for various operating conditions; and
· Develop integrated rail grinding and lubrication strategies for optimal
maintenance decisions.
In this research real life data has been collected, new models have been developed
and analysed for managerial decisions. Simulation approach is used to look into the
impact on various costs such as rail grinding, operating risk, down time, inspection,
replacement, and lubrication. The results of the models for costs and the effect of rail grinding and lubrication strategies are provided in this thesis.
In this research rail track degradation, rail failures and various factors that influence
rail degradation are analysed. An integrated approach for modelling rail track degradation, rail wear, rail grinding and lubrication is developed. Simulation model and cost models for rail grinding are developed and analysed. It has been found through this research that rail grinding at 12 MGT interval is economic decision for enhancing rail life. It was also found that lubrication is most effective compared to
stop/start and no lubrication strategies in steep curves.
Rail grinding strategies developed in this research have been considered by Swedish National Rail for analysing the effectiveness of their existing policies on grinding intervals. Optimal grinding and lubrication decisions have huge potential for savings in maintenance costs, improving reliability and safety and enhancing rail life.
3
Reddy, Venkatarami. "Modelling and analysis of rail grinding and lubrication strategies for controlling rolling contact fatigue (RCF) and rail wear." Queensland University of Technology, 2004. http://eprints.qut.edu.au/15864/.
Full textAbstract:
Rails play a significant role in transport of goods and passengers. In Australia railway transport industry contributes 1.6% of GDP with goods and services worth $AUD 8 billion each year which includes $ AUD 0.5 billion per year in exports (Australasian Railway Authority Inc, 2002). Rail track maintenance plays an important role in reliability and safety. The Office for Research and Experiments (ORE) of the Union International des Chemins de Fer (UIC) has noted that maintenance costs vary directly (60-65 per cent) with change in train speed and axle load. It was also found that the increase in these costs with increased speed and axle load was greater when the quality of the track was lower (ORR, 1999). Failures during operation are costly to rail players due to loss of service, property and loss of lives. Maintenance and servicing keep rail tracks in operating, reliable and safe condition. Therefore, technical and economical analysis is needed by rail players to reduce maintenance cost and improve reliability and safety of rail networks. Over the past few years, there have been major advances in terms of increased speed, axle loads, longer trains, along with increased traffic density in corridors. This has led to increased risks in rail operation due to rolling contact fatigue (RCF) and rail wear. The infrastructure providers have less incentive to maintain a given infrastructure standard if its access charges are rigid and rolling stock standard is not achieved. It has been estimated that between 40 to 50 per cent of wagon maintenance costs and 25 per cent of locomotive maintenance costs are related to wheel maintenance (Railway Gazette International, 2003). The economic analysis of Malmbanan indicates that about 50% of the total cost for maintenance and renewal were related to traffic on rails and 50% not related to traffic, such as signaling, electricity and snow-clearance. The results from the analysis have made it possible for the mining company LKAB to start up the 30 Tonnes traffic with new wagons and locomotives on the Malmbanan line in year 2001 (Åhrén et al 2003). The rail infrastructure providers have challenges to maintain infrastructure due to government control on access charges and limited control on rail operations. The aim of the research is to: · Develop a maintenance cost model for optimal rail grinding for various operating conditions; and · Develop integrated rail grinding and lubrication strategies for optimal maintenance decisions. In this research real life data has been collected, new models have been developed and analysed for managerial decisions. Simulation approach is used to look into the impact on various costs such as rail grinding, operating risk, down time, inspection, replacement, and lubrication. The results of the models for costs and the effect of rail grinding and lubrication strategies are provided in this thesis. In this research rail track degradation, rail failures and various factors that influence rail degradation are analysed. An integrated approach for modelling rail track degradation, rail wear, rail grinding and lubrication is developed. Simulation model and cost models for rail grinding are developed and analysed. It has been found through this research that rail grinding at 12 MGT interval is economic decision for enhancing rail life. It was also found that lubrication is most effective compared to stop/start and no lubrication strategies in steep curves. Rail grinding strategies developed in this research have been considered by Swedish National Rail for analysing the effectiveness of their existing policies on grinding intervals. Optimal grinding and lubrication decisions have huge potential for savings in maintenance costs, improving reliability and safety and enhancing rail life.
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Gergel, Matej. "Rekonstrukce stanice AXMAT." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2014. http://www.nusl.cz/ntk/nusl-231145.
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The master´s thesis deals with reconstruction of RCF test rig AXMAT. Main goal is design new hydraulic load system and his realization. The first part of thesis describes similar experimental machines and their pros and cons. This analysis is base for complete reconstruciton of AXMAT. New hydraulic load system allows dynamic programmable load cycles. Control system with close loop and feedback was created in software Matlab – Simulink. Main frame was reconstructed too. Control and action parts were asseble to station. Output of thesis is function sample.
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Juna, Anwar Pervez. "On the characterisation and detection of rolling contact fatigue (RCF) type cracks in railway vehicle wheels using an alternating current field measurement (ACFM) technique." Thesis, University of Birmingham, 2017. http://etheses.bham.ac.uk//id/eprint/7945/.
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The development of the alternating current field measurement (ACFM) technique for high-speed inspection of railway wheels/track is important to ensure the integrity of railway assets. The stress and conditions at the wheel/rail contact patch, severity of rolling contact fatigue (RCF) damage and changes in microstructure and hardness with tread depth for railway wheels are investigated. This study employs experimental measurement of RCF defects in railway wheels to understand ACFM sensor signal - RCF defect relationships. The influence of sensor frequency and speed, sensor angle relative to crack angle, lift-off distance, crack propagation angle and inter-crack spacing distance are investigated. Low rather than high frequency sensors are better suited at sizing cracks in railway wheels and track. The optimum signal is obtained when the sensor is oriented parallel to the crack angle. The signal is reduced at higher speeds. The maximum change in the normalised Bx signal component of the sensor’s magnetic field is greater for closely spaced cracks (< 5 mm) and thus overestimates the defect. Inter-crack spacing distances of 15-20 mm yield estimates for crack pocket depths that are oversized by 20-36%. The inner cracks in a cluster with four defects yields higher Bₓ values than expected and thus significantly over sizes the defects at 15-20 mm inter-crack spacing distances, whereas, the sensor provides reasonable depth estimates for the outer cracks. Crack propagation angle affects the signal. Scans conducted with the probe oriented at 90° to the cluster of cracks consisting of a deep central crack surrounded by shallow cracks results in a distinct central sensor Bₓ signal that consists of a peak due to a flux leakage effect, thus, identifying the critical defect.
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Popelka, Jakub. "Vliv cílené modifikace topografie na únavové poškozování třecích povrchů." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2008. http://www.nusl.cz/ntk/nusl-227904.
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Diploma thesis describes influence of directed modificated topography of frictional surfaces on fatigue wear non-conformal incurvate solids. It was created 3D parametric model of experimental test rig in modelling environment Autodesk Inventor. With the help of model was designed and carried reconstruction of experimental test rig so to possible obtain repeatable results under the sliding conditions of frictional surfaces. It enabled show influence of surface iregularities (dents) frictional surfaces on contact fatigue service life in conditions mixed lubrication regime and different values of slide to roll ratio.
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Zahradník, Radek. "Vliv topografie třecích povrchů na kontaktní únavu." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2010. http://www.nusl.cz/ntk/nusl-229384.
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This master thesis deals with influence of topography of friction surfaces on rolling contact fatigue. This influence is examined by newly reconstructed R-MAT station, whose reconstruction and fully report about it, is part of this master thesis. Influence is examined on area with higher surface's roughness which it wasn't examined before. Further research is made on area of surfaces with topographical modification with higher surface's roughness.
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Smith, Lindsey. "Rolling contact fatigue in wheel-rail contact." Thesis, University of Newcastle Upon Tyne, 2007. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.438385.
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Hadfield, Mark. "Rolling contact fatigue of ceramics." Thesis, Brunel University, 1993. http://bura.brunel.ac.uk/handle/2438/6622.
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Ceramic/ceramic and ceramic/steel contacts under lubricated rolling conditions are studied. This work is of interest to ball bearing manufacturers as the use of ceramics in the design of these components has some advantages over traditional bearing-steel materials. Low density and increased stiffness are the mechanical properties which gas-turbine and machine tool manufacturers are most likely to realise. Much research over the past two decades on material structure, quality control and manufacturing techniques has produced a material which can seriously challenge bearing steel in ball-bearing design. This is especially the case for hybrid ball-bearings, ie ceramic balls with steel bearing races which are now used as standard components. The purpose of this study is to examine the rolling contact fatigue failure modes of ceramics. This study concentrates on silicon nitride as this material has most potential for use by industry. The primary reason for studying ceramic balls is because of interest in ball-bearing applications, hence a modified four-ball machine is employed which correctly models ball motions and precisely defines ball load. Experimental and theoretical kinematic analysis of ball motion during modified four ball machine tests is presented. The kinematic analysis reveals that in practice, lower ball tracking exists at high speeds. Test conditions of lubricated contacts under high compressive stress show delamination type failures. Delamination failures are classified in terms of propagation and initiation from scanning electron microscope observations. Residual stresses are measured on delaminated surfaces, which implies plastic deformation of the ceramic. Also, chemical analysis implies that disruption of silicon, nitrogen and oxygen levels may take place on delaminated surfaces. Experiments illustrating various fatigue failure modes using artificially pre-cracked ceramic balls in contact with a steel upper ball are presented.
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Wang, W. "Rolling contact fatigue of silicon nitride." Thesis, Bournemouth University, 2010. http://eprints.bournemouth.ac.uk/17764/.
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Silicon Nitride has traditionally been used as rolling contact bearing material owing to its superior performance compared to bearing steels. Its successful application as a bearing element has led to the development of Silicon Nitride in other rolling contact applications in the automotive industry and the power industry. However, a major limitation of its wider application is its high material and machining cost, especially the cost associated with the finishing process. In the present study, a low cost sintered and reaction-bonded Silicon Nitride is used to study the surface machining effects on its rolling contact fatigue performance. Studies have been carried out to link the surface strengths of Silicon Nitride derived from half-rod and C-Sphere flexure strength specimens to the rolling contact lives of Silicon Nitride rod and ball specimens. The rolling contact fatigue tests were carried out on ball-on-rod and modified four-ball machines. Three types of surface with coarse, fine and RCF-conventional finishing conditions were examined. Flexure strength tests on half-rod and C-Sphere showed an increasing surface strength from specimens with coarse, fine to RCF-conventionally machined conditions. During rolling contact fatigue tests of as-machined specimens, no failures were observed on either ball-on-rod or four-ball tests after 100 million stress cycles. However, a trend of decreasing wear volumes was measured on the contact path of rods and balls with coarse, fine and RCF-conventional conditions. In four-ball tests, spall failures were observed on pre-cracked specimens. There was a trend of increasing rolling contact fatigue lifetime from pre-cracked specimens with coarse, fine to RCF-conventional machining conditions. The study of Silicon Nitride machining was also carried out using an eccentric lapping machine to investigate the effect of eccentricity on the finishing rate of hot isostatically-pressed and sintered and reaction-bonded Silicon Nitride. The eccentricity had no significant impact on finishing rate as concluded in this study. The effect of lubricant viscosity and chemistry on the rolling contact fatigue performance of Silicon Nitride was also studied. The result is inconclusive.
Books on the topic "Rolling contact fatigue (RCF)"
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Hadfield, Mark. Rolling contact fatigue of ceramics. Uxbridge: Brunel University, 1993.
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Danyluk, Michael, and Anoop Dhingra. Rolling Contact Fatigue in a Vacuum. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-11930-4.
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Zaretsky, Erwin V. Comparison of life theories for rolling-element bearings. [Washington, D.C.]: National Aeronautics and Space Administration, 1995.
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Zaretsky, Erwin V. Comparison of life theories for rolling-element bearings. [Washington, D.C.]: National Aeronautics and Space Administration, 1995.
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Beswick, John M., 1945- editor of compilation and American Society for Testing and Materials. Committee A-1 on Steel, Stainless Steel, and Related Alloys, eds. Bearing steel technologies: 9th volume : advances in rolling contact fatigue strength testing and related substitute technologies. West Conshohocken, PA: ASTM International, 2012.
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Beswick, John, ed. Bearing Steel Technologies: 9th Volume, Advances in Rolling Contact Fatigue Strength Testing and Related Substitute Technologies. 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959: ASTM International, 2012. http://dx.doi.org/10.1520/stp1548-eb.
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L, Grassie S., ed. Mechanics and fatigue in wheel/rail contact: Proceedings of the Third International Conference on Contact Mechanics and Wear of Rail/Wheel Systems, Cambridge, U.K. July 22-26, 1990. Amsterdam: Elsevier, 1991.
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United States. National Aeronautics and Space Administration., ed. investigation of rolling contact fatigue of ball bearings. Washington, D.C: National Aeronautics and Space Administration, 1988.
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Danyluk, Michael, and Anoop Dhingra. Rolling Contact Fatigue in a Vacuum: Test Equipment and Coating Analysis. Springer, 2016.
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Danyluk, Michael, and Anoop Dhingra. Rolling Contact Fatigue in a Vacuum: Test Equipment and Coating Analysis. Springer, 2014.
Find full textBook chapters on the topic "Rolling contact fatigue (RCF)"
1
Kapoor, Ajay, Iman Salehi, and Anna Maria Sri Asih. "Rolling Contact Fatigue (RCF)." In Encyclopedia of Tribology, 2904–10. Boston, MA: Springer US, 2013. http://dx.doi.org/10.1007/978-0-387-92897-5_287.
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Danyluk, Michael, and Anoop Dhingra. "Effects of Process Parameters on Film RCF Life." In Rolling Contact Fatigue in a Vacuum, 127–44. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-11930-4_7.
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Datsyshyn, Oleksandra, and Volodymyr Panasyuk. "Rolling Contact Fatigue." In Structural Integrity, 139–254. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-23069-2_4.
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Kang, Young Sup. "Rolling Bearing Contact Fatigue." In Encyclopedia of Tribology, 2820–24. Boston, MA: Springer US, 2013. http://dx.doi.org/10.1007/978-0-387-92897-5_375.
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Hejnová, Monika. "Assessment of the Rolling Contact Fatigue." In Mechanisms, Transmissions and Applications, 89–98. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-60702-3_10.
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Dubourg, M. C., and J. J. Kalker. "Crack Behaviour under Rolling Contact Fatigue." In Rail Quality and Maintenance for Modern Railway Operation, 373–84. Dordrecht: Springer Netherlands, 1993. http://dx.doi.org/10.1007/978-94-015-8151-6_30.
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Danyluk, Michael, and Anoop Dhingra. "Rolling Contact Fatigue in High Vacuum." In Rolling Contact Fatigue in a Vacuum, 53–85. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-11930-4_4.
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Novack, Nicholas, Robert L. Cryderman, and Trace A. Rimroth. "Design and Validation of a Modular Rolling Contact Fatigue/Rolling-Sliding Contact Fatigue Testing Machine." In Bearing Steel Technologies: 12th Volume, Progress in Bearing Steel Metallurgical Testing and Quality Assurance, 82–102. 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959: ASTM International, 2020. http://dx.doi.org/10.1520/stp162320190061.
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Fajdiga, Gorazd, Matjaž Šraml, and Janez Kramar. "Modelling of Rolling Contact Fatigue of Rails." In Fracture and Damage Mechanics V, 987–90. Stafa: Trans Tech Publications Ltd., 2006. http://dx.doi.org/10.4028/0-87849-413-8.987.
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Vegter, R. H., and J. T. Slycke. "Metal Physics and Rolling Contact Fatigue Testing." In Bearing Steel Technologies: 9th Volume, Advances in Rolling Contact Fatigue Strength Testing and Related Substitute Technologies, 341–52. 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959: ASTM International, 2012. http://dx.doi.org/10.1520/stp104475.
Full textConference papers on the topic "Rolling contact fatigue (RCF)"
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Cummings, Scott M., Patricia Schreiber, and Harry M. Tournay. "Parametric Simulation of Rolling Contact Fatigue." In ASME 2008 Rail Transportation Division Fall Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/rtdf2008-74012.
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Simulations of dynamic vehicle performance were used by the Wheel Defect Prevention Research Consortium (WDPRC) to explore which track and vehicle variables affect wheel fatigue life. A NUCARS® model was used to efficiently examine the effects of a multitude of parameters including wheel/rail profiles, wheel/rail lubrication, truck type, curvature, speed, and track geometry. Results from over 1,000 simulations of a loaded 1,272 kN (286,000-pound) hopper car are summarized. Rolling contact fatigue (RCF) is one way that wheels can develop treads defects. Thermal mechanical shelling (TMS) is a subset of wheel shelling in which the heat from tread braking reduces a wheel’s fatigue resistance. RCF and TMS together are estimated to account for approximately half of the total wheel tread damage problem [1]. Other types of tread damage can result from wheel slides. The work described in this paper concerns pure RCF, without regard to temperature effects or wheel slide events. Much work has been conducted in the past decade in an attempt to model the occurrence of RCF on wheels and rails. The two primary methods that have gained popularity are shakedown theory and wear model. The choice of which model to use is somewhat dependent on the type of data available, as each model has advantages and disadvantages. The wear model was selected for use in this analysis because it can account for the effect of wear on the contacting surfaces and is easily applied to simulation data in which the creep and creep force are available. The findings of the NUCARS simulations in relation to the wear model include the following: • Degree of curvature is the single most important factor in determining the amount of RCF damage to wheels; • The use of trucks (hereafter referred to as M-976) that have met the Association of American Railroads’ (AAR) M-976 Specification with properly maintained wheel and rail profiles should produce better wheel RCF life on typical routes than standard trucks; • In most curves, the low-rail wheel of the leading wheelset in each truck is most prone to RCF damage; • While the use of flange lubricators (with or without top of rail (TOR) friction control applied equally to both rails) can be beneficial in some scenarios, it should not be considered a cure-all for wheel RCF problems, and may in fact exacerbate RCF problems for AAR M-976 trucks in some instances; • Avoiding superelevation excess (operating slower than curve design speed) provides RCF benefits for wheels in cars with standard three-piece trucks; • Small track perturbations reduce the overall RCF damage to a wheel negotiating a curve.
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Cummings, Scott M. "Prediction of Rolling Contact Fatigue Using Instrumented Wheelsets." In ASME 2008 Rail Transportation Division Fall Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/rtdf2008-74013.
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The measured wheel/rail forces from four wheels in the leading truck of a coal hopper car during one revenue service roundtrip were used to by the Wheel Defect Prevention Research Consortium (WDPRC) to predict rolling contact fatigue (RCF) damage. The data was recorded in March 2005 by TTCI for an unrelated Strategic Research Initiatives project funded by the Association of American Railroads (AAR). RCF damage was predicted in only a small portion of the approximately 4,000 km (2,500 miles) for which data was analyzed. The locations where RCF damage was predicted to occur were examined carefully by matching recorded GPS and train speed/distance data with track charts. RCF is one way in which wheels can develop tread defects. Thermal mechanical shelling (TMS) is a subset of wheel shelling in which the heat from tread braking reduces a wheel’s fatigue resistance. RCF and TMS together are estimated to account for approximately half of the total wheel tread damage problem [1]. Other types of tread damage can result from wheel slides. The work described in this paper is concerning pure RCF, without regard to temperature effects or wheel slide events. It is important that the limitations of the analysis in this paper are recognized. The use of pre-existing data that was recorded two years prior to the analysis ruled out the possibility of determining the conditions of the track when the data was recorded (rail profile, friction, precise track geometry). Accordingly, the wheel/rail contact stress was calculated with an assumed rail crown profile radius of 356-mm (14 inches). RCF was predicted using shakedown theory, which does not account for wear and is the subject of some continuing debate regarding the exact conditions required for fatigue damage. The data set analyzed represents the wheel/rail forces from two wheelsets in a single, reasonably well maintained car. Wheelsets in other cars may produce different results. With this understanding, the following conclusions are made. - RCF damage is predicted to accumulate only at a small percentage of the total distance traveled. - RCF damage is predicted to accumulate on almost every curve 4 degrees or greater. - RCF damage is primarily predicted to accumulate while the car is loaded. - RCF damage is predicted to accumulate more heavily on the wheelset in the leading position of the truck than the trailing wheelset. - No RCF damage was predicted while the test car was on mine property. - Four unique curves (8 degrees, 7 degrees, 6 degrees, and 4 degrees) accounted for nearly half of the predicted RCF damage of the loaded trip. In each case, the RCF damage was predicted to accumulate on the low-rail wheel of the leading wheelset. - Wayside flange lubricators are located near many of the locations where RCF damage was predicted to accumulate, indicating that simply adding wayside lubricators will not solve the RCF problem. - The train was typically being operated below the balance speed of the curve when RCF damage was predicted to occur. - The worst track locations for wheel RCF tend to be on curves of 4 degrees or higher. For the route analyzed in this work, the worst locations for wheel RCF tended to be bunched in urban areas, where tight curvature generally prevails.
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Tunna, John. "Rolling Contact Fatigue in Passenger and Freight Railroads." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36039.
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Rolling Contact Fatigue (RCF) can occur on wheels and rails in passenger and freight railroads. It can be a significant cost driver, and, if left untreated, it may lead to derailments. Tangential wheel-rail forces, creepage and contract stress are shown to be the causes of RCF. Improved vehicle curving performance and optimized wheel and rail profiles are shown to have benefits. Methods of managing RCF are preventive rail grinding and wheel turning. Improved wheel and rail materials can also have benefits. The paper includes examples of rail and wheel RCF in both passenger and freight railroads. References are given to other papers for further reading on this subject.
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Fujita, Shinji, Nobuaki Mitamura, and Yasuo Murakami. "Research of New Factors Affecting Rolling Contact Fatigue Life." In World Tribology Congress III. ASMEDC, 2005. http://dx.doi.org/10.1115/wtc2005-63400.
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Conventional life theory defines the rolling contact fatigue (RCF) life as being determined by the maximum contact pressure (P) and the total number of stress cycles (N). However, when the life test results of bearings were analyzed, it was found that there were cases where there was little correlation between the RCF life, maximum contact pressure and the number of stress cycles. An extensive investigation has revealed that the slip velocity is an additional factor that influences the RCF life of bearings. Under special test conditions it was discovered that when the PV value, which is a product of contact pressure and slip velocity, was higher than the threshold value, a unique type of flaking occurred. The flaking originated from white microstructure that was generated at the point of the maximum PV value. Although regarded as a conventional means of increasing the maximum contact pressure, increasing the raceway curvature is an effective counter measure against the formation of white microstructure. It was also found that adding chromium to bearing material was an additional counter measure.
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Cummings, Scott, Richard Reiff, John Punwani, and Todd Snyder. "Measurement of Wheel/Rail Load Environment in Relation to Rolling Contact Fatigue." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56020.
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Wheel shelling is the cause of a large portion of high impact wheels. The impact loads produced by shelled wheels can have a damaging effect on track components and rolling stock components such as roller bearings. Shelling is the result of accumulated rolling contact fatigue (RCF) on the wheel tread surface. To investigate the specific conditions in which RCF occurs, wheel load environment data was collected from a car with three-piece trucks running in revenue service. This data was analyzed in order to assess the predicted wheel RCF through the use of shakedown theory. An inspection team was dispatched to several track sites to record relevant information including a visual assessment of rail RCF, rail transverse profile, rail age, and friction conditions. Track inspections were conducted at locations where RCF was predicted and at nearby locations with similar curvature where RCF was not predicted. Conclusions from this work are the following: • The curve unbalance condition, which is a combination of curvature, track superelevation, and train speed, is an important factor in RCF. • Wheel/rail coefficient of friction in curves can be a factor in RCF. • Rail profile and track condition were not found to be major factors in this analysis. • Observed rail RCF condition correlated reasonably well with predictions when considering extenuating factors such as rail age and curve unbalance conditions. • Confidence was increased in previous simulation results involving three-piece trucks due to good correlation with the results of the current work. The simulation results suggest that the use of AAR approved M-976 trucks should reduce RCF. This work was funded by the Federal Railroad Administration (FRA) and the Wheel Defect Prevention Research Consortium (WDPRC), a group that includes railroads, private car owners, and industry suppliers.
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Mehrgou, Mahdi, and Asghar Nasr. "Influence of Track Properties on Railway Vehicles Wheel Rolling Contact Fatigue." In ASME 2008 International Mechanical Engineering Congress and Exposition. ASMEDC, 2008. http://dx.doi.org/10.1115/imece2008-68536.
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Track properties such as rail inclination, cant and gage width have significant effects on the shape and size of the contact area, actual rolling radius and also on the contact forces. These effects have an important role on rolling contact fatigue (RCF) which is known to be the main reason for large portion of wheel set failures and expenses. In this study the wheel/rail dynamic interaction of an Iranian railway passenger wagon under different track features are investigated through simulations using ADAMS\Rail commercial software. The calculated results regarding contact load data and contact properties of the wheel and rail are used for fatigue analysis to calculate RCF damage to the wheels using damage criteria based on previous studies. Two major parameters believed to have serious roles on RCF are the contact stress and the tangential force in the contact patch. These parameters are obtained from vehicle dynamic simulation studies. This paper describes and compares effects of different track geometries in curved and tangent tracks on RCF of three different wheel profiles S1002, P8 and IR1002. It is to identify which combinations of wheel load, wheel and rail profiles and vehicle dynamic characteristics cause RCF more severely.
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Carroll, Robert I., and John H. Beynon. "White Etching Layer and Rolling Contact Fatigue of Rail." In World Tribology Congress III. ASMEDC, 2005. http://dx.doi.org/10.1115/wtc2005-63366.
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A common surface metallurgical feature of rail is white etching layer (WEL), a martensitic structure formed due to severe deformation of rail while it is in service. The simulation of white etching layer has involved sliding one disc against another to produce the WEL by deformation. Rolling contact fatigue (RCF) of this layer has been investigated in the laboratory using twin-disc testing. The effect of the white etching layer is to reduce the resistance of rail steel to crack initiation because of its brittle nature, with propagation promoted by the continued deformation of the sub-surface pearlite. Rails removed from service have been examined and compared with the twin disc testing samples. RCF cracks initiate at the interface of the WEL and pearlite due to the ductility difference between them.
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Cakdi, Sabri, Scott Cummings, and John Punwani. "Heavy Haul Coal Car Wheel Load Environment: Rolling Contact Fatigue Investigation." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5640.
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Railway wheels and rails do not achieve full wear life expectancy due to the combination of wear, plastic deformation, and surface, subsurface, and deep subsurface cracks. Sixty-seven percent of wheel replacement and maintenance in North America is associated with tread damage [1]. Spalling and shelling are the two major types of wheel tread damage observed in railroad operations. Spalling and slid flat defects occur due to skidded or sliding wheels caused by, in general, unreleased brakes. Tread shelling (surface or shallow subsurface fatigue) occurs due to cyclic normal and traction loads that can generate rolling contact fatigue (RCF). Shelling comprises about half of tread damage related wheel replacement and maintenance. The annual problem size associated with wheel tread RCF is estimated to be in the tens of millions of dollars. The total cost includes maintenance, replacement, train delays and fuel consumption. To study the conditions under which RCF damage accumulates, a 36-ton axle load aluminum body coal car was instrumented with a high accuracy instrumented wheelset (IWS), an unmanned data acquisition (UDAC) system, and a GPS receiver. This railcar was sent to coal service between a coal mine and power plant, and traveled approximately 1,300 miles in the fully loaded condition on each trip. Longitudinal, lateral, and vertical wheel-rail forces were recorded continuously during four loaded trips over the same route using the same railcar and instrumentation. The first two trips were conducted with non-steering 3-piece trucks and the last two trips were conducted with passive steering M-976 compliant trucks to allow comparison of the wheel load environment and RCF accumulation between the truck types. RCF initiation predictions were made using “Shakedown Theory” [2]. Conducting two trips with each set of trucks allowed for analysis of the effects of imbalance speed conditions (cant deficiency or excess cant) at some curves on which the operating speeds varied significantly between trips.
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Ciavarella, M., and L. Afferrante. "On Ratchetting-Based Models of Wear and Rolling Contact Fatigue (RCF)." In STLE/ASME 2003 International Joint Tribology Conference. ASMEDC, 2003. http://dx.doi.org/10.1115/2003-trib-0285.
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Recent efforts to develop simple unified models of both wear and RCF (Kapoor & Franklin, 2000, Franklin et al., 2001) are discussed, in view of previous theoretical and experimental results on ratchetting in rolling contact. At sufficiently high contact pressures, surfaces deform plastically with unidirectional cumulation of “ratchetting” strains (Johnson, 1985, Ch.9). However, the modelling of ratchetting strains as a function of plastic material properties has turned out more complicated than what originally suggested by the first attempts (Merwin & Johnson, 1963), as recently discussed by Ponter et al. (2003). Wear due to surface ratchetting occurs for sufficiently high friction, whereas RCF is mainly due to ratchetting subsurface. It appears that experimental data on ratchetting strains in the literature unfortunately do not show a clear and unique trend, and various proposed fitting equations differ significantly in quantitative and qualitative terms, particularly at large number of cycles. It is shown that ratchetting in rolling contact is a combination of “structural ratchetting” (that modelled with the perfect plasticity model) and “material ratchetting”, and the latter is very sensitive to the hardening behaviour of the material. Also, the surface and subsurface flow regimes are very different: in pure rolling, a simplified model of the stress cycle condition is a fully reversed cycle of shear superposed to an out-of-phase pulsating compression in a extended region below the surface (neglecting other two components also of pulsating compression); increasing the friction coefficient, a mean shear stress is induced as well as a tensile component in the direct stress, and for friction f > 0.3 the maximum moves at the surface, but the highly stressed zone becomes a thin surface layer which suffers uniquely of “material ratchetting”. In the limit of very high friction, we have the critical condition on the surface which obviously gives a pulsating shear stress cycle in phase with a pulsating compression, but in addition we have a nearly fully reversed cycle of tension-compression (although the tensile peak is very localized also in the longitudinal direction). Such multiaxial stress fields and their largely different features introduced cause a response of the material which has not been studied enough, perhaps both in terms of ratchetting rates and in terms of the failure condition. In particular, the ductility for ratchetting surface flow as used in wear models seems apparently much higher than that for RCF ratchetting models. Also, RCF at large number of cycles in the C&S experiments (Clayton & Su, 1996, Su & Clayton, 1997) seems not well correlated with shakedown theory, and accordingly, simple ratchetting equations based on excess of shakedown such as that of Tyfoor et al (1996), do not seem well suited a Wohler SN life curve. However, these conclusions are only very qualitative as the materials in the two tests are different, and at present empirical separate models for wear and RCF based on hardness of materials and a posteriori data fitting seem the only quantitative way forward for engineering purposes.
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Ghodrati, Mohamad, Mehdi Ahmadian, and Reza Mirzaeifar. "Investigating the Rolling Contact Fatigue in Rails Using Finite Element Method and Cohesive Zone Approach." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6183.
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A micromechanical-based 2D framework is presented to study the rolling contact fatigue (RCF) in rail steels using finite element method. In this framework, the contact patch of rail and wheel is studied by explicitly modeling the grains and grain boundaries, to investigate the potential origin of RCF at the microstructural level. The framework incorporates Voronoi tessellation algorithm to create the microstructure geometry of rail material, and uses cohesive zone approach to simulate the behavior of grain boundaries. To study the fatigue damage caused by cyclic moving of wheels on rail, Abaqus subroutines are employed to degrade the material by increasing the number of cycles, and Jiang-Sehitoglu fatigue damage law is employed as evolution law. By applying Hertzian moving cyclic load, instead of wheel load, the effect of traction ratio and temperature change on RCF initiation and growth are studied. By considering different traction ratios (0.0 to 0.5), it is shown that increasing traction ratio significantly increases the fatigue damage. Also by increasing traction ratio, crack initiation migrates from the rail subsurface to surface. The results also show that there are no significant changes in the growth of RCF at higher temperatures, but at lower temperatures there is a measurable increase in RCF growth. This finding correlates with anecdotal information available in the rail industry about the seasonality of RCF, in which some railroads report noticing more RCF damage during the colder months.
Reports on the topic "Rolling contact fatigue (RCF)"
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Wereszczak, A. A., W. Wang, Y. Wang, M. Hadfield, W. Kanematsu, T. P. Kirkland, and O. M. Jadaan. Rolling Contact Fatigue of Ceramics. Office of Scientific and Technical Information (OSTI), August 2006. http://dx.doi.org/10.2172/947387.
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Wereszczak, Andrew A., W. Wang, Y. Wang, M. Hadfield, W. Kanematsu, Timothy Philip Kirkland, and Osama M. Jadaan. Rolling Contact Fatigue of Ceramics. Office of Scientific and Technical Information (OSTI), September 2006. http://dx.doi.org/10.2172/947572.
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