J Fail. Anal. and Preven. (2009) 9:288294 DOI 10.

1007/s11668-009-9233-2

TECHNICAL ARTICLEPEER-REVIEWED

Contact Fatigue Failure of a Tapered Roller Bearing Used in a Lorry Wheel

Yusuf Kayal Ismail Ucun Kubilay Aslantas

Submitted: 1 April 2008 / in revised form: 6 March 2009 / Published online: 27 March 2009 ASM International 2009

Abstract Tapered roller bearings, which are also known as angular-contact bearing, are suitable for supporting radial and axial loads. The more frequent types of defects in such bearings are caused by contact fatigue in these machine components, and this examination focuses on a contact fatigue failure in a tapered rolling bearing. The examination included visual inspection, microscopic analysis (optical and scanning electron microscope), and microhardness measurements. These measurements were conducted to help understand the failure mechanisms. Based on the results of visual examination and microstructure and fracture surface analysis, it was determined that the tapered roller bearing failed by contact fatigue that was caused by overloading of the bearing. Keywords Contact fatigue Tapered roller bearing Spalling Pitting

stress distribution in the surface and near-surface material under these conditions depends on the loads and the curvature and relative movement between the contacting bodies. Contact fatigue, internal clearance, corrosion, and contamination of the lubricant can result in bearing failures. However, the more frequent defect types are caused by contact fatigue. The contact fatigue failures are characterized by the appearance of microcracks below the surface. The bearing life is characterized by the formation of small aws in the surface of the track, and these aws tend to grow, resulting in the loss of performance of the bearing [2]. In this study, the failure analysis of a tapered roller bearing, used in a lorry wheel hub, was carried out. Detailed studies including visual examination, optical microscopy, and scanning electron microscopy were performed to determine the cause(s) of failure. In addition two-dimensional (2D) nite element analysis was carried out to determine the stress distribution on inner ring surface.

Introduction Rolling-element bearings consist of balls or rollers positioned between raceways that conform to the shape of the rolling element. Depending on the bearing design, the loads acting on the bearing may be radial, angular, or axial [1]. These loads lead to elastic deformation at the points of contact between the rolling elements and the raceways. The
Y. Kayal Department of Metal Education, University of Afyon Kocatepe, Afyon, Turkey I. Ucun K. Aslantas (&) Department of Mechanical Education, University of Afyon Kocatepe, Afyon, Turkey e-mail: aslantas@aku.edu.tr

Tapered Roller Bearing Tapered roller bearings are generally separable; that is, the cone, consisting of the inner ring with roller and cage assembly, can be mounted separately from the cup (outer ring). The surface nish of the tracks and rolling elements is critical to the running performance and noise and vibration characteristics of these bearings. An example for a tapered roller bearing used in a wheel hub is given in Fig. 1. Tapered roller bearings particularly are suitable for the accommodation of combined (radial and axial) loads. The axial load-carrying capacity of the bearings is largely determined by the contact angle, the larger contact angle, the higher the axial load-carrying capacity [3].

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Bearing Characteristics The tapered rolling bearing considered in this work was designed to withstand axial and radial loads. The basic characteristics of this bearing are presented in Table 1. Contact Stress Analysis According to the Hertz elastic theory [4], when two cylindrical elements move on each other, the half-length of the contact area can be determined from: 4PR a2 pE Eq 1

E R

2 E1 E2 E2 1 E1 1 v 2 2 v2 1 R1 R 2 R1 R 2

Eq 2 Eq 3

The normal force is a function of the maximum Hertz contact pressure Pmax:  0:5 PE Pmax Eq 4 2pR Maximum load capacity of a BMC lorry (the type lorry from which the bearing was removed) is 11.270 kg. Therefore, the load on each wheel is calculated as 2817.5 kg. The load on each wheel is divided by roller width (25.5 mm), and a value for P has been obtained as 1105 N/mm. Maximum Hertz contact pressure has been calculated as 1975 MPa by using Eq 4.

where P is the applied normal force, E* is the equivalent elasticity modulus, and R* is the equivalent radius. The value for E* is determined using Eq 2, in which E1 and E2 are the elasticity modulus of the roller and the inner ring, respectively. The value for R* is determined using Eq 3 in which R1 and R2 are radius of the roller and the inner ring.

Inspection and Results Visual Examination The case under investigation involves contact fatigue failure of tapered roller bearing used in a lorry wheel hub system. The failed bearing was used in a BMC lorry. The vehicle was brought for repair to a local car mechanics service. The general appearance of the parts of the failed bearing is shown in Fig. 2. The rst observations showed that contact fatigue failure has not formed all around the inner ring. The damaged surface of the inner ring is approximately half of the whole surface area. Spalling-type
Table 1 Basic characteristics of tapered roller bearing Main dimension, mm d D 100 B 35 Load capacity, N Dynamic (C) 137000 Static (C0) 196000 Weight, kg 1.2

Fig. 1 Schematic illustration of the lorry wheel hub system

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Fig. 2 The lorry wheel hub system and the failed tapered roller bearing

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surface contact fatigue failure is clearly visible especially on two different regions (Fig. 3), although pitting is noted in regions remote from the two regions where contact fatigue is apparent. This gives us an idea about the formation of the contact fatigue failure. Particles that are separated by spalling-type contact fatigue failure as a result of the loading conditions are pressed between the tapered roller and the inner ring causing the pits. It is determined that these separated particles (debris) cause deformation on both the roller (Fig. 4a) and the inner ring if it is used after that state. Removed particles (Fig. 4b) from tapered rolling

bearing during microscopic observations conrm that statement. Examples of debris in Fig. 4(b) were found between the inner ring and the roller. Therefore, the continued use of the bearing after the rst contact fatigue failures caused progressive damage and more contact fatigue failure on some inner rings and tapered rollers. Additionally, the debris from the contact fatigue failure on the surface of the rollers started to affect the outer ring. Figure 5 gives the spalling-type contact fatigue failure on the outer ring. This contact fatigue failure may occur in two ways.

Fig. 3 Spalling and pitting formation caused by cycle compression loading in inner ring of the bearing

Fig. 4 (a) Failed tapered rollers. (b) Examples of the debris found on the tapered roller

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The rst one is the irregular contact stress between the outer ring and the tapered roller that has lost its surface quality. The second one is the stress concentration caused by the debris between outer ring and tapered roller. The irregular contact stresses between surfaces are evaluated to be the main cause of spalling-type contact fatigue failure on the outer ring. Spalling on the outer ring occurred to a measured depth of approximately 5 mm. The dimension of this failure is less than the dimension of failure on the inner ring. In addition, smaller pitting type failures were seen on the inner surface of the outer ring. Chemical Analysis The tapered rolling bearing was manufactured from AISI 52100 steel. Chemical analysis was done for each element of the bearing. The results showed that each element of the bearing (inner and outer ring, roller) has the same chemical composition and conformed to the AISI specications. The composition of the tapered rolling bearing is given in Table 2.

Hardness Tests Hardness measurements were carried out on a polished specimen using a computer-integrated hardness tester. The load applied for hardness tests was 1471 N. Hardness values are averages of at least ve measurements. Table 3 shows hardness values for the parts of the tapered roller bearing. Hardness is an important variable in rolling-contact fatigue and can signicantly affect bearing life. In general, bearing hardness should be at least 58 HRC for adequate bearing life [1]. Investigations have shown that rollingcontact fatigue life increases as hardness of the bearing components [3]. Signicant differences in hardness between rings and balls can affect bearing life. Zaretsky et al. reported that balls should be approximately 1 to 2 HRC points harder than rings [5]. Fractography Analysis A comprehensive scanning electron microscopy (SEM) analysis was conducted to understand the failure mechanism. The SEM analysis was made in two steps. First, the maximum spalling depth on the inner ring was determined. The inner ring was cut perpendicularly from the point of spalling, and the maximum depth of failure was determined. Scanning electron microscopy visuals revealed that maximum spalling depth is 300 lm (Fig. 6). At the same time, the diameter of that spall or failure was measured as 9 mm. As seen in Fig. 6, two spalls that have very close diameters join to each other, and then cause a larger area of contact fatigue failure. Another purpose of the SEM analysis was to collect data about the course of failure formation. Therefore, SEM images were taken from certain points of the inner ring. In particular, the SEM image of the transition point from a damaged region to an undamaged region can give precise information about the cause of the transition (Fig. 7). As can be seen from Fig. 7, the crack starts on the surface
Table 3 Hardness values for the parts of the tapered roller bearing Parts of tapered roller bearing Roller Outer ring 58.35 Inner ring 58.60

Fig. 5 Spalling formation in outer ring of the tapered roller bearing

Hardness, HRC

60.45

Table 2 Chemical composition of materials of the tapered roller bearing Composition, wt.% C 1.30 Si 0.26 Mn 0.51 Cr 1.52 Ni 0.062 Mo 0.0018 Cu 0.15 W 0.0072 Nb 0.015 Al 0.055 S 0.0052

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Fig. 7 Surface crack formation in the inner ring

because of the load affecting the inner ring. The crack on the surface extends to some depth because of repeating loads, and then the change in stresses causes the crack to return to the surface. As a result, the contact fatigue failure causes spalling and pitting, and the debris from the failure can induce pitting in other regions of the component.

Finite Element Analysis The purpose of the nite element analysis was to determine the stress between roller and the inner ring. The stresses on the surface and below the surface of the inner ring were investigated. A MSC-Marc software package was used for the nite element simulation. This package provided 2D modeling, and eight-node elements that have plane strain property were used. In the nite element model, 1853 elements and 6009 nodes were used. The P load (1105 N/ mm) calculated in the section Contact Stress Analysis was applied on the roller. Therefore, the nite element

solutions were in compliance with maximum load capacity of the lorry. Figure 8 shows ry stress variations on the contact point according to the nite element model for the roller and inner ring. Pmax given in Fig. 8 represents the maximum Hertz pressure. Maximum ry stress (compressive) occurs on contact point (x/a = 0) at y = 0. In contrast, positive ry stress (tensile) occurs at x/a = 0.09 and 0.09. Also, this tensile stress is equal to Hertz pressure. A numerical study about modeling of pitting and spalling-type contact fatigue failures also gave similar results [68]. The crack starts on the surface because of tensile stress where the contact between the roller and the inner ring ends (Fig. 8). Therefore, the risk of crack formation in that region is high.

Discussion Contact stress on engine elements that roll over another such as on bearings is the main cause of pitting and

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Pmax

Tensile stress

Tensile stress

spalling-type contact fatigue failures. These contact fatigue failures occur in two ways. There are damage formations as a result of the accession of an undersurface crack to the surface. The crack ultimately reaches the surface, breaks through, and begins expanding. Alternately, a crack may initiate at the surface and extend into the material. The SEM analysis in this study revealed that the probability that cracks started on the surface is high. The cause of this is the tensile stress on contact surface. No matter how perfect lubrication conditions work, this tensile stress will increase with excessive loading and can lead to failure. The contact fatigue failure in that study is typical of failures resulting from excessive loading and not typical of failures from inadequate or contaminated lubrication. As a result, the surface crack as shown on Fig. 9 will extend inward with the effect of continuing loads, and then head to the surface. Some studies [9, 10] accepted the angle between the crack and the surface as 25, but other studies [6] showed that 22 gave better results.

Inner ring

(a)
1.5
y=0 (Surface)

Conclusions
P x

y/Pmax

0.5
y

The results of this study reveal that the cause of contact fatigue failure in this tapered roller bearing was caused by excessive forces on the bearing. The following points were noted: Contact fatigue failure was considered to be the result of excessive loading rather than inadequate lubrication, because if lubrication was inadequate the bearing surfaces should have been extensively abraded. Little or no evidence of abrasion was noted. In order to improve the service life of similar bearings, including (a) decreasing the load on the lorry, (b) increasing the hardness of the bearing elements, and (c) redesign of the bearing to increase the contact area.

-0.5

-1 -0.14

-0.09

-0.04

0.02

0.07

0.12

(b)

x/a

Fig. 8 (a) ry stress distribution in the inner ring (unit is MPa). (b) Variation of ry stress along the inner surface

Fig. 9 Schematic simulation of spalling or pitting formation caused by contact fatigue loading

Initial surface crack

Surface crack grows downward

Crack turn away from its original growing direction

Crack grows upward

Pitting/spalling formation

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The nite element analysis and the microscopic observations are consistent with crack initiation, occurring because of the tensile stress at the contact point between bearing elements. The SEM analysis suggested that the crack initiated on the surface, then extended inward with the effect of continuous loads, and then caused spalling by turning back to the surface.

References
1. ASM Metals Handbook: Failure of Rolling-Element Bearings, vol. 11, Failure Analysis and Prevention, 9th edn, p. 490. American Society for Metals, Metals Park, OH (1986) 2. Ferreira, J.L.A., Balthazar, J.C., Araujo, A.P.N.: An investigation of rail bearing reliability under real conditions of use. Eng. Fail. Anal. 10, 745758 (2003)

3. Carter, T.L., Zaretsky, E.V., Anderson, W.J.: Effect of Hardness and Other Mechanical Properties on Rolling-contact Fatigue Life of Four High-temperature Bearing Steels, NASA TN D-270. National Aeronautics and Space Administration, Washington (1996) 4. Johnson, K.L.: Contact Mechanics. Cambridge University Press, London (1985) 5. Zaretsky, E.V., Parker, R.J., Anderson, W.J.: Component hardness differences and their effect on bearing life. Trans. ASME, J. Lubr. Tech. 89(1), 4762 (1967) 6. Flasker, J., Fajdiga, G., Glodez, S., Hellen, T.K.: Numerical simulation of surface pitting due to contact loading. Int. J. Fat. 23, 599605 (2001) 7. Aslantas, K., Tasgetiren, S.: Modelling of spall formation in a plate made of austempered ductile iron having a subsurface-edge crack. Comput. Mater. Sci. 29, 2936 (2004) 8. Tasgetiren, S., Aslantas, K.: A numerical study of the behaviour of surface cracks under dry-sliding conditions. Mater. Des. 24, 273279 (2003) 9. Blake, J.W., Cheng, H.S.: A surface pitting life model for spur gears: Part ILife prediction. J. Tribol. 113, 712718 (1991) 10. Blake, J.W., Cheng, H.S.: A surface pitting life model for spur gears: Part IIFailure probability prediction. J. Tribol. 113, 719724 (1991)

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