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AISI 301LN metastable austenitic stainless steels (MASSs) are known to exhibit high work‐hardening rates attributed to martensite evolution during straining which results in the second‐phase strengthening mechanism. This enhances surface hardness and potentially reduces wear and rolling contact fatigue (RCF). The aim of this study is therefore to evaluate the work hardening, wear, and RCF performance of AISI 301LN metastable austenitic stainless steel as a possible alternative material for rolling and sliding applications by varying the contact conditions such as slip ratio against the standard R350HT rail steel using a twin‐disc simulator. The results show that 301LN MASS has high surface work hardening and increased hardness because of martensitic transformation, while R350HT rail steel has only slightly changed. The formation of a hard martensitic phase is also confirmed by X‐ray diffraction analysis as well as by two other techniques, indicating a secondary hardening effect. Although it shows potential for work hardening, its susceptibility to wear‐related problems may make it less suitable for rolling and sliding applications due to a cracking and spalling mechanism induced by martensite formation. The surface strains required for the observed martensite formation are calculated and found to be very high, approaching 0.4. [ABSTRACT FROM AUTHOR]

Railways play a pivotal role in national economic development, freight transportation, national defense, and regional connectivity. The detection of rolling contact fatigue (RCF) defects in rail tracks is essential for railway safety and maintenance. Due to its efficiency and non-contact capability in detecting surface and near-surface defects, Eddy Current Pulsed Thermography (ECPT) has garnered significant attention from researchers. However, detecting multi-layer RCF defects remains a challenge. This paper introduces a sweeping Eddy Current Pulsed Thermal-Tomography system (ECPTT) to detect multi-layer RCF defects effectively. This system utilizes varying excitation frequencies to heat defects, altering skin depth and facilitating feature extraction to distinguish multi-layer RCF defects. Skewness and thermographic signal reconstruction (TSR) values are employed as features in the experiments. These features are qualitatively analyzed to differentiate the layers and depths of multi-layer RCF defects. Additionally, five different coils were compared and analyzed quantitatively. The results indicate that the ECPTT system can effectively detect and distinguish multi-layer RCF defects, thereby providing more detailed defect information and enhancing railway safety and maintenance efficiency. [ABSTRACT FROM AUTHOR]

In order to relieve the problem of bearing wear in high-speed permanent magnet generator, a semi-symmetrical double winding structure with the same number of poles is proposed in this paper. The coupling of the winding magnetic fields enables the rotor to be subjected to a radial electromagnetic force along the direction of overcome gravity, which could effectively extend the service life of the bearings. Firstly, the design principle of the semi-symmetrical double winding structure and the winding MMF are analyzed based on the AC machine winding theory, and the elliptical magnetic field characteristics of the harmonic winding are clarified. Combining the characteristics of order and frequency for harmonic magnetic field, the magnetic fields coupling mechanism of the double winding is revealed, and the analytic model of the power generation and radial electromagnetic force are determined. Secondly, based on rolling contact fatigue theory, the service life improvement of bearing by the double winding structure is certificated. In addition, the magnetic fields of double winding are decoupling calculated by using the finite element method, and the consistency of results between the theoretical analyses and the finite element calculations is determined. Finally, the calculation accuracy of the finite element analysis is demonstrated by experiments on the prototype. [ABSTRACT FROM AUTHOR]

Fine particle peening (FPP) technology offers an effective method to achieve outstanding surface integrity and fatigue performance in aviation gears. However, the lack of sufficient research on the correlation between process parameters, surface integrity parameters, and fatigue life undermines the full potential of FPP in strengthening aviation gears. Therefore, we have developed an elastic–plastic contact fatigue life model to predict the fatigue life of AISI 9310 gear steel after different strengthening processes. This model can consider surface integrity parameters such as surface micro‐topography, residual stress gradient, and hardness gradient. To validate the model, we conducted rolling contact fatigue tests and compared the results with the predictions from our model. The influence of process parameters on the rolling contact fatigue of AISI 9310 gear steel was further investigated. A process window for FPP was established, and an optimization method was proposed in order to provide guidance for selecting process parameters for FPP on high‐performance aviation gears. HIGHLIGHTS: 1. The rolling contact fatigue life of aviation gear after strengthening is predicted. 2. The simulation results are in good agreement with the rolling contact fatigue tests. 3. A process window for aviation gear steel after FPP is established. [ABSTRACT FROM AUTHOR]

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A reliable and efficient rail track defect detection system is essential for maintaining rail track integrity and avoiding safety hazards and financial losses. Eddy current (EC) testing is a non-destructive technique that can be employed for this purpose. The trade-off between spatial resolution and lift-off should be carefully considered in practical applications to distinguish closely spaced cracks such as those caused by rolling contact fatigue (RCF). A multi-channel eddy current sensor array has been developed to detect defects on rails. Based on the sensor scanning data, defect reconstruction along the rails is achieved using an inverse algorithm that includes both direct and iterative approaches. In experimental evaluations, the EC system with the developed sensor is used to measure defects on a standard test piece of rail with a probe lift-off of 4–6 mm. The reconstruction results clearly reveal cracks at various depths and spacings on the test piece. [ABSTRACT FROM AUTHOR]

Here a comprehensive 3-D wheel-rail rolling contact finite element model was developed to investigate the influence of wheel-rail material properties on the dynamic wheel-rail interaction. The wheel-rail contact responses induced by two typical wheel tread defects (i.e. wheel flat and tread spalling) were discussed and compared to the responses of perfect wheel in this work. The dynamic wheel-rail responses of three typical material models involved (i.e. rigid, elastic, and elastic-plastic models) were investigated in terms of contact force, contact pressure/stress, and wheel/rail degradation. Furthermore, the strain rate levels during wheel-rail rolling contact at various train speeds were estimated with emphasis on the elastic-plastic model, which was helpful for determining strain rate range of wheel/rail material property tests. Finally, the influences of strain rate effect and initial fatigue damage of wheel/rail materials on dynamic wheel-rail responses were discussed. These results illustrated that the rigid model grossly overestimated wheel-rail impact force caused by wheel tread defects, while the elastic model overestimated wheel-rail contact pressure/stress, damage index, and frictional work. The strain rate effect could significantly increase Mises stress and inhibit plastic deformation of wheel-rail system, while the initial fatigue damage would reduce Mises stress and aggravate plastic deformation. [ABSTRACT FROM AUTHOR]

This article presents an experimental investigation on the fatigue and fracture properties of R350HT rail steel. The study aims to improve the strength, toughness, and wear resistance of railway steels. Various tests were conducted to quantify the fracture mechanics properties of the steel, including tensile tests, fatigue crack growth rate tests, and plane strain fracture toughness tests. The results provide valuable information for assessing the damage tolerance of railway rails and further developing rail steels. The findings suggest that R350HT steel has similar properties to other pearlitic rail steels but may have lower damage tolerance. [Extracted from the article]

A newly discovered peculiar microstructure at the rolling contact surface of bainitic rail steel has been investigated via positron annihilation technique and X-ray diffraction. The results show that the nanocrystalline layer is produced through low-temperature dynamic recrystallization. After hydrogen charged, low temperature dynamic recrystallization has been inhibited by hydrogen, and nanocrystalline layer at the surface decreases or disappears.

An express method for assessing the effectiveness of lubricating compositions with nano-additives of various chemical compositions is proposed, and a joint analysis of experimental data on the changes in the value of wear and the level of damage to the surface layers of metallic friction pairs was performed. The variation in the current relative hardness of the sample's surface, the variation in the current relative material damage level, the current value of wear, and the current level of the coefficient of friction were chosen as the key parameters to conduct a performance assessment. The level of material damage in the contact zone was determined using the parameters of the statistical law of hardness value scattering. Based on an analysis of data in the literature, it was observed that the structural changes occurring in metallic materials during long-term, cyclic, static, and frictional loading are correlated with changes in the statistical characteristics of the hardness scattering results. An experimental substantiation of the proposed method was carried out for steel-sliding friction pairs using lubricating compositions based on Greaseline Lithium BIO Rail 000 oil manufactured by AIMOL with nano-additives of copper, magnesium and aluminum alloys, graphite, and two grades of medium-carbon steel. According to the system of indicators presented in this research, the greatest efficiency (in terms of increasing the wear resistance of friction steel pairs) was achieved with lubricating compositions including nano-powder additives made of steel, which have lower hardness. For the friction experiments, where the determining factor was abrasive wear, such lubricants ensured minimal damage and wear to the friction surface, while the value of the friction coefficient was maintained at a level that is optimal for wheel–rail friction pairs. [ABSTRACT FROM AUTHOR]

This study aims to investigate the effects of the case depth and hardness distribution of carburizing on the rolling contact fatigue (RCF) properties of G20CrNi2MoA steel under deeper carburizing conditions. Four groups of specimens of different case depths are prepared and subjected to RCF tests. A 2D finite element model based on continuum damage mechanics is developed to further analyze these two factors. As the depth of the carburized case increases, the RCF life first increases and then decreases. The optimum case depth is approximately one‐quarter of the thickness of the specimen. A gentler hardness distribution due to a change in the diffusion process parameters ensures a minimal increase (8%) in the RCF performance. The proper case depth has a more notable effect on the RCF life compared with those of the gentle or steep hardness distribution. It is expected that the results can help to promote a better understanding of the heat treatment process of carburized bearings and ensure more reliable carburized bearings are produced. [ABSTRACT FROM AUTHOR]

The ingression of external contaminants probably causes spalling even severe failure, which may have significant effects on operation reliability of gas turbines. To investigate the evolution and determine the mechanism, artificial pits were made on the outer bearing ring raceway to simulate such failure. Comprehensive investigation into the base materials, macro and micro surface morphologies, service environments including lubricating oil analysis were conducted after disassembly of the engine. Also, during the 3-hours' operation, vibration and the metal debris monitoring were implemented. Results of this paper have demonstrated that the rolling contact fatigue spalling initiated from the edge of the dent with a distance of approximately 100 millimeters and extended along the balls' movement trace in the load-carrying area, while in the non-load-carrying area, no visible wear traces were found. The vibration and the metal debris analysis have demonstrated that the protruded edge was formed due to metal accretion around the dent, which later lead to stress concentrations, and it disappeared in the load-carrying area and induced spalling. This paper has discovered the initial failure morphologies and original site of contact fatigue spalling of ball bearings, and specified the mechanism through the simulation caused by foreign substance. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

In this study, to investigate the problem of contact fatigue and the damage mechanism of an AD180 high-carbon semi-steel roll, rolling contact fatigue tests were conducted using specimens cut from the periphery of a roll ring. These specimens were characterized under different contact stresses using SEM, a profile system, an optical microscope, and a Vickers hardness tester. The results indicates that the main forms of fatigue damage of an AD180 high-carbon semi-steel roll are peeling, pitting corrosion, and plowing. Moreover, the surface of the roll exhibits delamination and plastic deformation characteristics under high contact stress. Meanwhile, the size and depth of peeling, as well as the amount of pitting corrosion, increase with the contact stress. Peeling is mainly caused by a crack that originates at the edge of the specimen surface and propagates along the pearlite structure and the interface between pearlite and cementite. High contact stress can lead to an increase in the crack propagation depth and angle, resulting in the formation of larger peeling. Under cyclic loading, the near-surface microstructure of the specimen hardens due to grain refinement and dislocation strengthening, and the depth of the hardened layer increases with the increase in contact stress. When the contact stress reaches 1400 MPa, the near surface structure of the specimen changes from pearlite to troostite. [ABSTRACT FROM AUTHOR]

Red-bed mudstone, prevalent in southwest China, poses a formidable challenge due to its hydrophilic clay minerals, resulting in expansion, deformation, and cracking upon exposure to moisture. This study addresses uplift deformation disasters in high-speed railways by employing a moisture diffusion-deformation-fracture coupling model based on the finite-discrete element method (FDEM). The model integrates the influence of cracks on moisture diffusion. The investigation into various excavation depths reveals a direct correlation between depth and the formation of tensile cracks at the bottom of the railway cutting. These cracks expedite moisture migration, significantly impacting the temporal and spatial evolution of the moisture field. Additionally, crack expansion dominates hygroscopic deformation, with the lateral coordinate of the crack zone determining peak vertical displacement. Furthermore, key factors influencing deformation in railway cuttings, including the swelling factor and initial moisture content at the bottom of the cutting, are explored. The number of tensile and shear cracks increases with greater excavation depth, particularly concerning shear cracks. Higher swelling factors and initial moisture contents result in an increased total number of cracks, predominantly shear cracks. Numerical calculations provide valuable insights, offering a scientific foundation and directional guidance for the precise prevention, control, prediction, and comprehensive treatment of mudstone-related issues in high-speed railways. [ABSTRACT FROM AUTHOR]

The azimuth track is an important component of the radio telescope wheel–rail system. During operation, the azimuth track is inevitably subject to phenomena such as track wear, track fatigue cracks, and impact damage to welded joints, which can affect observation accuracy. The 110 m QiTai radio telescope (QTT) studied in this paper is the world's largest fully steerable radio telescope at present, and its track will bear the largest load ever. Since the welded joint of an azimuth track is the weakest part, an innovative welding method (multi-layer and multi-pass weld) is adopted for the thick welding section. Therefore, it is necessary to study the contact mechanical properties between the wheel and the azimuth track in this welded joint. In this study, tensile tests based on digital image correlation technology (DIC) and Vickers hardness tests are carried out in the metal zone (BM), heat-affected zone (HAZ), modified layer, and weld zone (WZ) of the welded joint, and the measured data are used to fit the elastic–plastic constitutive model for the different zones of the welded joint in the azimuth track. Based on the constitutive model established, a nonlinear finite element model is built and used to simulate the rolling mechanical performance between the wheel and azimuth track. Through the analysis of simulated data, we obtained the stress distribution of the track under different pre-designed loads and identified the locations most susceptible to damage during ordinary working conditions, braking conditions, and start-up conditions. The result can provide a significant theoretical basis for future research and for the monitoring of large track damage. [ABSTRACT FROM AUTHOR]

Track deterioration models (TDMs) help to allocate maintenance work (direct costs) to vehicle runs. Furthermore, these models demonstrate the impact of rolling stock properties on infrastructure. This paper review provides an overview of the state of the art in railway track deterioration modelling and outlines the research potential in this domain. The main focus lies on ballast degradation, rail surface wear and fatigue, and their description in an empiric analytic wear formula. The basis for discussion is the wear formula of the Graz University of Technology. While the TDM demonstrates effectiveness, enhancements are sought, particularly with regard to adjusting the track parameters that vary across railway networks. Further exploration aims to refine the description of rail surface wear and rolling contact fatigue (RCF), incorporating factors such as traction energy and short-wave effects and adapting mathematical functions such as the t-Gamma function. This review underscores the need for ongoing research to develop TDMs that are both simple and detailed enough to encourage track-friendly rolling stock design. [ABSTRACT FROM AUTHOR]

This paper presents a rolling contact fatigue life prediction model for bearing steel. In the initial stage of rolling contact, the gradient structure appears in the subsurface region of bearing steel and the hardness shows a gradient distribution along the contact depth direction due to the roller compaction effect. This indicates that the fatigue resistance of bearing steel varies in the subsurface region. Besides, each subsurface material volume element is subject to different stress cycles. Based on Weibull theory, the survival possibility of subsurface volume elements is formulated. Then the rolling contact fatigue life is evaluated considering the stress state and anti-fatigue performance of each elementary volume of the subsurface material. According to the phenomenon and assumption, the model proposed for gradient material was applied in the rolling contact fatigue life prediction of the bearing steel GCr15 and validated with the fatigue experiment data in the open literature. Furthermore, the accuracy of the proposed model results was compared with the traditional empirical rolling contact fatigue life prediction models. [ABSTRACT FROM AUTHOR]

The damage of the frog rail significantly affects the wear of the crossing rail and restricts the passing speed of the train. A geometric 3D modeling of the vehicle passing through the crossing center is particularly concerned with the cumulative wheel-rail contact of the traffic volume. The frog rail wear is simulated to obtain the dynamic change of the impact force of the wheel on the frog rail as the rail wears. By summarizing the existing experimental results of other scholars, it is clear that the important factors, that cause the damage of the frog rail, are vehicle load, friction coefficient, slip roll ratio and shear stress. This paper combines the theoretical analysis of mechanics and 3D simulation to obtain the position change of the wheel-rail contact point with the wear of the frog rail, and finally compares it with the actual measurement results. It can more accurately predict the area where the maximum damage occurs after a certain amount of traffic for a certain fixed model, the change of wheel-rail contact point at frog rail is simulated with the wear of each component. Through theoretical analysis, the main factors determining frog rail damage were determined. Then evaluate the possible damage area of the frog track and control the prediction range to 5-10 cm, which reduces the detection time and cost. The worst state of distraction will be detected in time to facilitate replacement or polishing. Through further research in this area, the service life of the frog rail can be predicted. [ABSTRACT FROM AUTHOR]

The paper presents some aspects concerning mechanical contact fatigue and corrosion wear and the links of these two kinds of wear in the common deterioration of the contact layer. The surface state, for both presented areas, is analyzed using scanning electron microscopy (SEM) and energy dispersive spectroscopy (EDS) in order to confirm the double action of corrosion and wear during the experimental test. 2 and 3D insights were taken from the worn area, corrosion compounds were identified and analyzed. Linear and cyclic potentiometry were performed on the base materials after the OCP was established in salt solution. When the level of the thermal and the mechanical stress are located at the same depth under the contact surface the resulting stress is greater and has the opportunity to develop the first crack to the surface. The metallic material surface presents a double type of corrosion: one based on oxidation and the other one based on oxidation plus wear (tribo-corrosion), the difference is being given by the material quantity and type involved. [ABSTRACT FROM AUTHOR]

With the rapid development of railway towards being high speed and having heavy load capacity, the wheel–rail wear and rolling contact fatigue in the curve section with a small radius of freight have become the key problems in urban railways, which need to be solved urgently. The aims of this study were to compare the wear resistance with three different lubricating conditions on wheel–rail wear based on the wheel–rail rolling contact simulation tests. The wear loss, microhardness, and microstructure of the contacted surface of the rail were detected systematically. The results showed that the wear rates of rail were reduced by 71% for grease lubrication and 55% for solid lubrication, compared to those without lubrication. At the same time, the thickness of plastic deformation layer of rail samples were about 167 μm for the dry state, 138 μm for the solid lubrication state, and 128 μm for the oil lubrication state, respectively. It indicates that the thickness of the plastic deformation layer was significantly reduced under both grease and/or solid lubricating conditions. In addition, the microstructure of the deformation layer with two kinds of lubricated states was coarser and denser than that without lubricants. The average grain size of the deformation layer was approximately 0.22 μm under dry conditions and 0.32 μm under lubricated conditions. It also indicated that the changes in lubricants did not have a significant effect on the average grain size of the deformation layer. The results of the present study could provide theoretical reference for the development and design of lubricants used as rail materials. [ABSTRACT FROM AUTHOR]

Electric vehicle (EV) transmissions operate at high speeds. High-speed operation puts higher demands on bearings, seals, and gears. Bearings in EV transmissions are prone to electrically induced bearing damage and may exhibit signs of pitting and fluting. Surface-initiated rolling contact fatigue is another common problem gaining increased attention lately. Most EV transmissions require a coupling between an oil-lubricated gearbox to an electrical motor that runs with minimal lubrication at very high rpm. The high mechanical and thermal stresses the seals are exposed to under starved lubrication conditions have a detrimental impact on their service life. Hence, proper lubrication is critical. In general, EV transmission fluids call for a somewhat different spectrum of properties compared to conventional ATFs. Gear tribology simulations open new ways to the design and optimization of lubrication for EV transmissions. Additionally, such simulations can also provide valuable insights into the effects of different oil properties on cooling and lubrication efficiencies, thereby helping in matching the lubricant and hardware characteristics for optimal performance. In the present communication, we demonstrate the effects of different lubricants and surface finishing technologies on the tribology of high-speed gears using tribological tests and advanced thermal elastohydrodynamic (TEHD) simulations. The important roles of lubricity additives and surface finish optimization are highlighted in conjunction with a move towards ultralow viscosity EV transmission fluids. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

In this paper, the extension of the FASTSIM algorithm to a SDEC region is implemented and a strategy is proposed to generalise this algorithm to any general non-elliptic contact patch. The extended FASTSIM is applied to the prediction of wheel wear and rolling contact fatigue under typical non-Hertzian wheel/rail contact conditions, using CONTACT as a reference and showing that the extended version of FASTSIM proposed in this work provides more accurate solutions for non-Hertzian contact conditions, compared to other widely used formulations of FASTISM. [ABSTRACT FROM AUTHOR]

We investigate the microstructural degradation during rolling contact fatigue (RCF) in a martensitic dual-hardening bearing steel. The dual-hardening steel makes use of both carbide precipitation and intermetallic precipitation hardening. The microstructural degradation leading to fatigue failure is studied using electron microscopy, atom probe tomography, and synchrotron X-ray diffraction (SXRD). The initial microstructure of the steel consists of tempered martensite with a fine dispersion of secondary M7C3, and NiAl precipitates. During RCF testing at 2.2 GPa contact pressure, ferrite microbands develop and the partial dissolution of NiAl and M7C3 precipitates occur within the ferrite microbands. For the RCF testing at higher contact pressure of 2.8 GPa, nanosized ferrite grains develop in the ferrite microbands. The SXRD analysis reveals a decrease in dislocation density in the sub-surface region experiencing microstructural degradation. This is believed to be associated with the rearrangement of dislocations into low energy configuration cells. We conclude this manuscript by proposing a microstructure decay mechanism for martensitic dual-hardening bearing steel that provides insights in the fatigue initiation process.

Material decay in bearing steels under rolling contact fatigue (RCF) leads to fatigue initiation and failure. This study examines the local structure-property relationship in decayed material through in-situ compression testing of micropillars prepared from a dual-hardening martensitic bearing steel (Hybrid 60) before and after RCF testing. The results demonstrate a pronounced enhancement in local yield strength for decayed regions (2200–2340 MPa) as compared to non-decayed regions (1755–1780 MPa). The higher initial stress for dislocations glide in the decayed regions and their discontinuous yield behavior are attributed to the presence of ferrite microbands. Crystal plasticity simulations corroborated these findings, showingincreased critical resolved shear stress (CRSS) and reduced strain hardening in decayed samples.

Abstract This paper studies the rating lives of wind turbine main bearings, as determined by the IEC 61400‐1 and ISO 281 standards. A critical review of relevant bearing life theory and turbine design requirements is provided, including discussion on possible shortcomings such as the existence (or not) of the bearing fatigue load limit and the validity of assuming linear damage accumulation. A detailed exploratory case study is then undertaken to determine rating lives for two models of main bearing in a 1.5 MW wind turbine. Rating life assessment is carried out under different conditions, including various combinations of main bearing temperature, wind field characteristics, lubricant viscosity, and contamination levels. Rating lives are found to be sufficiently above the desired 20‐year design life for both bearing models under expected operating conditions. For the larger bearing, operational loads are shown to be below or close to the bearing fatigue load limit a vast majority of the time. Key sensitivities for rating life values are temperature and contamination. Overall, the results of this study suggest that an ISO 281 rating life assessment does not account for reported rates of main bearing failures in 1 to 3 MW wind turbines. It is recommended that a similar analysis be undertaken for ISO/TS 16281 rating lives, along with further efforts to identify principal root causes of main bearing failures in future work, possibly leading to a new application standard specific to this component. It is also recommended that the impacts of partial wake impingement on main bearing rating lives are investigated.

Railway wheels are usually attached to axles by press-fitting; therefore, the mechanical processes taking place during operation can result in failure, with fatal consequences for the axle seats. This manuscript describes the effect of laser hardening on the residual stress state, microstructural parameters (lattice defects—dislocations, crystallites, microstrains, etc.), and mechanical properties of laser-hardened EA1N steel railway axles under fatigue life conditions. Differences were found between ground, single-track, and multi-track hardened surfaces. Tensile residual stresses, low dislocation densities and hardnesses, and different microstructures (tempered cubic martensite) were found at the overlapped tracks and at the boundary of the heat-affected zone and bulk surface compared with the hardened zone. As a result, the surface treatment of axle seats by laser hardening improved the fatigue failure resistance compared with untreated seats. Optimal properties of the integrity of the axle seat surface were achieved, including fatigue resistance, which seems to be positively influenced mainly by sufficient hardness and the appropriate microstructure. The influence of the other investigated parameters was not evident, and was reduced by the presence of fretting corrosion and press-fitting. [ABSTRACT FROM AUTHOR]

Dynamic wheel–rail contact forces induced by a severe form of wheel tread damage have been measured by a wheel impact load detector during full-scale field tests at different vehicle speeds. Based on laser scanning, the measured three-dimensional damage geometry is employed in simulations of dynamic vehicle–track interaction to calibrate and verify a simulation model. The relation between the magnitude of the impact load and various operational parameters, such as vehicle speed, lateral position of wheel–rail contact, track stiffness and position of impact within a sleeper bay, is investigated. The calibrated model is later employed in simulations featuring other forms of tread damage; their effects on impact load and subsequent fatigue impact on bearings, wheel webs and subsurface initiated rolling contact fatigue of the wheel tread are assessed. The results quantify the effects of wheel tread defects and are valuable in a shift towards condition-based maintenance of running gear, and for general assessment of the severity of different types of railway wheel tread damage. [ABSTRACT FROM AUTHOR]

In current railway rails, trains are propelled by the rolling contact between iron wheels and iron rails, and the high frequency of train repetition on rails results in a significant load exertion on a very small area where the wheel and rail come into contact. Furthermore, a contact stress beyond the allowable stress of the rail may lead to cracks due to plastic deformation. The railway rail, which is the primary contact surface between the wheel and the rail, is prone to rolling contact fatigue cracks. Therefore, a thorough inspection and diagnosis of the condition of the cracks is necessary to prevent fracture. The Detailed Guideline on the Performance Evaluation of Track Facilities in South Korea specifies the detailed requirements for the methods and procedures for conducting track performance evaluations. However, diagnosing rail surface damage and determining the severity solely rely on visual inspection, which depends on the qualitative evaluation and subjective judgment of the inspector. Against this backdrop, rail surface defect detection was investigated using Fast R-CNN in this study. To test the feasibility of the model, we constructed a dataset of rail surface defect images. Through field investigation, 1300 images of rail surface defects were obtained. Aged rails collected from the field were processed, and 1300 images of internal defects were generated through SEM testing; therefore, a total of 1300 pieces of learning data were constructed. The detection results indicated that the mean average precision was 94.9%. The Fast R-CNN exhibited high efficiency in detecting rail surface defects, and it demonstrated a superior recognition performance compared with other algorithms. [ABSTRACT FROM AUTHOR]

PEEK was a high-strength, heat-resistant engineering polymer, but the absence of basic data of PEEK contact fatigue restricted the reliable and long-life applications under heavy-duty conditions. PEEK rolling contact fatigue tests and gear contact fatigue tests under oil injection lubrication were conducted herein, and the S-N curves were obtained. It is found that the PEEK rolling contact fatigue limit is 14% higher than gear contact fatigue limit, and the rolling contact fatigue life of rollers under the contact pressure of 135 MPa is 58% higher than gear fatigue life. And then, the conversion formula of PEEK roller-gear contact fatigue life was further proposed. [ABSTRACT FROM AUTHOR]

The atomic‐level fundamental understanding of the rolling contact fatigue (RCF) mechanism using molecular dynamics (MD) simulation is yet to be understood more clearly. In this paper, the atomistic behavior of the single‐crystal Ni is studied under dynamic rolling contact loading with the help of MD simulations at varying temperatures of the specimen. The deformed material is investigated using atomic strain analyses to evaluate the shear, volumetric strain distribution, and von Mises stress. Furthermore, dislocation and stacking–fault analyses are done to determine the deformation mechanism of the material with the oscillation cycles. Simulation studies infer that dislocation defects tend to increase with the temperature of the specimen logarithmically. The deformation majorly results in partial dislocations, indicating low stacking fault (SF) energy. The present work opens up a new field of study to understand the RCF mechanisms, which can provide the foundational work to understand other face‐centered cubic (FCC) materials. Highlights: The degree of straining and defect generation depends on cycles and ambient temperature.Specimen undergoes relaxation as von Mises stress decrease with increasing cycles.Partial dislocations are more dominant, indicating low stacking fault energy. [ABSTRACT FROM AUTHOR]

This paper studies the rating lives of wind turbine main bearings, as determined by the IEC 61400‐1 and ISO 281 standards. A critical review of relevant bearing life theory and turbine design requirements is provided, including discussion on possible shortcomings such as the existence (or not) of the bearing fatigue load limit and the validity of assuming linear damage accumulation. A detailed exploratory case study is then undertaken to determine rating lives for two models of main bearing in a 1.5 MW wind turbine. Rating life assessment is carried out under different conditions, including various combinations of main bearing temperature, wind field characteristics, lubricant viscosity, and contamination levels. Rating lives are found to be sufficiently above the desired 20‐year design life for both bearing models under expected operating conditions. For the larger bearing, operational loads are shown to be below or close to the bearing fatigue load limit a vast majority of the time. Key sensitivities for rating life values are temperature and contamination. Overall, the results of this study suggest that an ISO 281 rating life assessment does not account for reported rates of main bearing failures in 1 to 3 MW wind turbines. It is recommended that a similar analysis be undertaken for ISO/TS 16281 rating lives, along with further efforts to identify principal root causes of main bearing failures in future work, possibly leading to a new application standard specific to this component. It is also recommended that the impacts of partial wake impingement on main bearing rating lives are investigated. [ABSTRACT FROM AUTHOR]

This study explores the comparative fatigue performance of decarburized surfaces in railway components, emphasizing rolling contact fatigue, crack propagation, and acoustic emission. The investigation entails the examination of two grades of railway steels, namely R260 and U71Mn, to analyze crack and surface characteristics subsequent to fatigue testing employing a Twin Roller Machine. The purpose is to discern the impact of decarburization on the fatigue life of these materials. The results reveal distinct patterns in crack propagation and acoustic emission between decarburized and non-decarburized surfaces, providing valuable insights into the fatigue behavior of railway components. This comparative analysis contributes to a nuanced understanding of the material's response to cyclic loading. [ABSTRACT FROM AUTHOR]

Electromagnetic rail launch technology has attracted increasing attention owing to its advantages in terms of range, firepower, and speed. However, due to electricity-magnetism-heat-force coupling, the surface of the armature–rail friction pair becomes severely damaged, which restricts the development of this technology. A series of studies have been conducted to reduce the damage of the armature–rail friction pair, including an analysis of the damage mechanism and protection strategies. In this study, various types of surface damage were classified into mechanical, electrical, and coupling damages according to their causes. This damage is caused by factors such as mechanical friction, mechanical impact, and electric erosion, either individually or in combination. Then, a detailed investigation of protection strategies for reducing damage is introduced, including material improvement through the use of novel combined deformation and heat treatment processes to achieve high strength and high conductivity, as well as surface treatment technologies such as structural coatings for wear resistance and functional coatings for ablation and melting resistance. Finally, future development prospects of armature–rail friction pair materials are discussed. This study provides a theoretical basis and directions for the development of high-performance materials for the armature–rail friction pair. [ABSTRACT FROM AUTHOR]

Rail surface damage occurs due to repeated overstressing of the surface by wheel-rail contact cycles, which is also known as rolling contact fatigue, and causes regular costly maintenance expenses to railways. The preventive strategies to reduce rail damage can be conservative if it is not based on measured data. A validated digital model of the physical system can provide data for maintenance decision. Interaction between a physical system and a digital model has evolved at the beginning of this century into a new process commonly referred to by the term 'Digital Twin'. There is a lack of a Digital Twin framework in decision-making on railway maintenance. The term Digital Twin is often confused with advanced simulation methods where the communication of data is only one way, i.e. sensor or design data of the physical system input to a model. In this paper, a Digital Twin has been developed to predict rolling contact fatigue rail surface damage, corresponding to traffic passing along a railway network. Differences between the Digital Twin and advanced simulation techniques have been presented. Finally, a predictive assessment tool has been proposed to provide prediction from the Digital Twin to the physical twin, and results are discussed. Abbreviations: AS: Advanced Simulations; DS: Digital Shadow; DT: Digital Twin; HPC: High Performance Computing; LTS: Longitudinal Train Simulation; MBS: Multibody Simulation; MGT: Million Gross Tonnes; NASA: National Aeronautics and Space Administration; RCF: Rolling Contact Fatigue [ABSTRACT FROM AUTHOR]

A successful predictive maintenance strategy for wheels and rails depends on an accurate and robust modelling of damage evolution, mainly uniform wear and Rolling Contact Fatigue (RCF). In this work a life prediction framework for wheels and rails is presented. The prediction model accounts for wear, RCF, and their interaction based on the output from MBS simulations to calculate the remaining life of the asset, given in mileage for wheels and MGTs for rails. Once the model is calibrated, the proposed methodology can predict the sensitivity of the maintenance intervals against changes in operational conditions, such as changes in contact lubrication, track gauge, operating speeds, etc. The prediction framework is then used in two operational cases on the Swedish Iron-Ore line. The studied cases are, the analysis of wheel life for the locomotives, and the analysis of rail life for gauge widening scenarios. The results demonstrate the capabilities of the MBS-based damage modelling for predictive maintenance purposes and showcase how these techniques can set the path towards Digital Twins of railway assets. [ABSTRACT FROM AUTHOR]

Micaceous sands are known as problematic/undesirable soils for road/railway construction as such soils exhibit rebound action under traffic loading conditions leading to severe damage in subgrades and embankments. In the current research, three commercially available materials (Bentonite, Kaolinite and Lime) have been used independently for treating the micaceous soil to determine the appropriate stabilising agent for the overall enhancement of mechanical behaviour of micaceous soil including compatibility, cyclic stability, stiffness and strength characteristics subjected to various loading and boundary conditions. In the current research, extensive experimental research has been performed on MS treated with Bentonite/Kaolinite/Lime by conducting Compaction, Triaxial (unconsolidated undrained, consolidated undrained and consolidated drained) and cyclic triaxial tests. Bentonite treatment exhibited significant improvement in all the properties of micaceous sand (MS) as compared to Kaolinite and Lime treatment. Bentonite treatment of MS reported a marked reduction in the rebound response of micaceous soil with sustainable cyclic stability. The present research reported Bentonite treatment is the most effective, environmentally friendly and economical treatment for micaceous soil. [ABSTRACT FROM AUTHOR]

Purpose: The purpose of this study is to develop a transient wheel–rail rolling contact model to primarily investigate the rail damage under wet condition when the train passes through the welded joints. Design/methodology/approach: The impact force induced by welded joints is obtained through vehicle–track coupling dynamics. The normal and tangential wheel–rail contact pressures were solved by elastohydrodynamic lubrication (EHL) theory and simplified third-body layer theory, respectively. Then, the obtained tangential pressure and normal pressure were applied to the finite element model as moving loads, simulating cyclic loading. Finally, the shakedown map and critical plane method were used to predict rolling contact fatigue (RCF) and the initiation of fatigue cracks. Findings: The results indicate that RCF will occur and fatigue cracks are more prone to appear on the subsurface of the rail, specifically around 2.7 mm below the rail surface in the vicinity of the welded joint and its heat-affected zone. Originality/value: The cosimulation of numerical model and finite element model was implemented. The influence of surface roughness and fluids was considered. In this model, the normal and tangential wheel–rail contact pressure, the stress and strain and the rail fatigue cracks were obtained under a rail-welded joint excitation. [ABSTRACT FROM AUTHOR]

White etching area (WEA) is a primary damage in rolling contact fatigue (RCF) of bearing steels. In spite of extensive investigations, there is a large discrepancy in the existing mechanisms of WEA formation. We attempt to unify the mechanisms from the perspective of shear localization and plastic damage accumulation based on ductile damage. RCF tests were conducted to generate WEAs with various microstructures and compositions. A thermodynamically consistent model of the ductile damage evolution from an inclusion was established by developing the phase field damage coupled with the crystal elastic‐viscoplastic constitutive relationship under RCF. The model was implemented into the FE framework through a user materials subroutine. The results indicated that the WEA is the shear band resulting from shear localization. The large inhomogeneity and scatter in WEA's microstructure are due to the influence of the crystal orientation. The development and orientation of SBs predicted by the model and the experimental observation of the WEA are in good agreement. The large micro‐shear strain in the WEA provides the driving force for mechanically controlled austenite phase transformation. The shear band center, which has the largest strain and the least stress, is where cracks initiate. This demonstrates that contrary to earlier reports that WEA is induced by previously formed crack faces friction, cracks actually initiate from the interior of the WEA. Highlights: WEA presents the form of shear band as a result of shear localization.WEA's orientation is significantly influenced by the crystal orientation.Large micro‐shear strain in WEA is the driving force for phase transformation.Instead of WEA being induced by friction of crack faces, cracks begin in WEA. [ABSTRACT FROM AUTHOR]

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This study aims to evaluate shear-mode crack propagation rates under rolling contact fatigue (RCF) in railway wheel steels. Presently, no standardized evaluation method has been established for shear-mode crack propagation under RCF. In this study, twin-disc-type RCF tests were conducted on railway wheel steels with artificial defects, alongside finite element analyses (FEA) simulating these tests. The RCF test results indicated that the cracks initiated from the leading side of the defects propagated inward, while those initiated from the trailing side propagated toward the surface. The stress intensity factor (SIF) calculations revealed that cracks initiated from the leading side of the defects propagated through a mixed modes I and II, whereas cracks initiated from the trailing side propagated exclusively in Mode II. Additionally, crack propagation rates on the trailing side of the defects were higher than those on the leading side, attributed to a larger Mode II equivalent SIF range on the trailing side compared to the leading side. These results suggest that the FEA results corresponded to those of the RCF tests. Therefore, the relationship between the RCF crack propagation rate and shear mode SIF range could be evaluated by combining twin-disc-type RCF tests using test specimens with artificial defects and FEA.

Machine tool spindle bearings used as supporting rotator parts play a very important role in machining industry. Keeping a good surface integrity is crucial to the long-time and high-efficiency work of the bearings. To find out the crucial factors for bearing failure, surface integrity evolutions on machine tool spindle bearings made from a normal bearing steel and a newly developed rare-earth-addition bearing steel were compared after benchtop tests in this work. Furthermore, surface integrity evolutions on bearings were analyzed under field service with more complex service conditions. The results show that the surface integrity changes under both benchtop testing and filed service, while the surface damages and changes in surface integrity on the inner rings are more significant than those on the outer rings. Meanwhile, the surface damage modes are mainly scratches and impressions on the benchtop bearings, while surface rolling contact fatigue predominates the damages on the field bearings. Furthermore, the addition of rare earth elements in bearing steels transfers the crack initiation mode from inclusion initiated to martensite initiated under service, possibly resulting in a higher stability of accuracy and longer life for bearings.

The development of subsurface microstructural alterations known as dark etching regions (DERs) and white etching bands (WEBs) in rolling element bearings due to rolling contact fatigue have been investigated for the past eight decades, focusing on their initiation and formation mechanisms. They have only recently been shown to be driven by repetitive cycles of energy build-up due to micro-plastic deformation and energy release through recrystallization and recovery, which results in the formation of equiaxed and elongated ferrite grains, as well as lenticular carbides. These features develop within the bearing subsurface from DER to WEBs during bearing operation at moderate to high loads, but little evidence has been presented in the literature to understand links between DER and WEBs and the nucleation and growth of subsurface cracks. This investigation examines WEBs, including low angle bands (LABs) and high angle bands (HABs), in detail especially focusing on their late stages to understand such links. A number of techniques, including optical microscopy, scanning electron microscopy (SEM) and Energy-dispersive X-ray spectroscopy (EDX) have been used to examine the features involved. Analysis on WEBs obtained through serial sectioning has revealed that voids initiating at the interface between lenticular carbides and equiaxed ferrite grain bands within WEBs have led to crack formation which can subsequently propagate to bearing surfaces. Interactions between WEBs and non-metallic inclusions (NMIs) are observed to lead to de-bonding of inclusions from their surrounding microstructure and void formation, which has also found to influence the integrity of the bearings at late stages. Alumina and Manganese sulphide (MnS) inclusions are the mostly observed NMIs that de-bond and develop microcracks when interacting with WEBs. These findings thus provide important insights into the link between inclusions and crack initiation and represent a further step towards a fundamental understanding of the rolling contact fatigue process.