Xavier T.

Macaldo BSME 5
Engr. Shellah Guay
ES 412 Engineering Materials & Testing
December 13, 2019
FATIGUE FAILURE OF A ROLLER
INTRODUCTION
In materials science, fatigue is the weakening of a material caused by cyclic loading that results
in progressive and localized structural damage and the growth of cracks. Once a crack has
initiated, each loading cycle will grow the crack a small amount, typically producing striations
on some parts of the fracture surface.
The failed shaft had been in service on a plate rolling machine, from new, for a period of
approximately 13 months. It was reported that the machine had been operated on day shifts
only and had seen duty for approximately 50% of that time. The material of manufacture was
reported to have been specified as BS 970 080M40 which is a medium carbon steel. The shaft
was taken to the laboratory where it was subjected to visual and metallographic examinations
and compositional analysis. The results of the investigation are shown below.

VISUAL EXAMINATION
The examination of the fracture was carried out using the naked
eye and a low powered magnifier. Examination of the shaft
showed that there was no evidence of gross plastic deformation
present and the general appearance of the shaft was that it was
in good condition and showed no indications of having been
abused.
The examination of the fracture face revealed that there were a
number of characteristic features that indicated the mode of
failure and the general appearance showed the presence of FRACTURE FAILURE
concentric beach markings that originated from the surface of
the shaft at the point where there was a sharp change in section.
The central part of the fracture face showed different
characteristics in that it was more granular in appearance and
was consistent with the period of final fracture. Close
examination of the outer regions of the fracture (at the
circumference of the shaft) revealed that there were a number
of steps associated with the origin which indicated that there
had been a large number of initiation sites.
STEPPED INITIATION SITES
The initiation sites were located at a change in section which
had a very tight radius. At higher magnifications there was
evidence of quite noticeable machining marks present on the
turned surface, particularly on the sharp radius at the change in
section. No evidence of torsion or shear was observed to be
present on the fracture face.

The appearance of the fracture with the stepped initiation sites

around the circumference of the shaft, the tight radius at the MACHINING MARKS
change in section, the beach markings on the fracture face and AND STEPPED
the area of final fracture were all indicative of a fatigue crack INITIATION Sites
mechanism that had operated in a rotating mode.

METALLOGRAPHIC EXAMINATION
A section was taken from the sample in the vicinity of the fracture in an orientation that was
parallel to the longitudinal axis and transverse and radial to the fracture face. The specimen
was prepared for microexamination by mounting in resin, polishing to a 1-micron finish and
then etching in a solution of 2% Nitric acid in alcohol (Nital).

The microexamination of the specimen revealed that the microstructure in the shaft material
consisted of grains of pearlite and ferrite in proportions that were consistent with the material
specified.

The examination of the section revealed that there was no evidence of gross plastic
deformation associated with the fracture, although the sharp machining marks could be clearly
seen. The fracture had initiated at the tight radius at the change in section and had propagated
through the structure following a transgranular path. The manner in which fracture had
propagated through the structure indicated that the mode of failure had been one of fatigue.
Close examination of the section in the region of the radius revealed that there was evidence of
several very small secondary fatigue cracks present associated with the adjacent machining
marks.
COMPOSITIONAL ANALYSIS
A sample from the shaft was subjected to compositional analysis using Optical Emission
Spectroscopy.
These results of the analysis showed that the material was a medium carbon steel. The results
obtained showed that the elemental composition of the material was consistent with BS 970
080M40 as had been specified.

DISCUSSION AND CONCLUSION

From the evidence observed in the examinations and tests it was apparent that the shaft had
failed as a result of a fatigue crack mechanism that had been operating in a rotating mode. The
cracking had initiated at machining marks that were present on a tight radius at a change in
section. The analysis of the material showed that it was correct and was as specified.
Fatigue is a mechanism of crack initiation and propagation that occurs as a result of the
application of a cyclic stress. The propagation of the crack occurs in a progressive manner which
generally takes place over a large number of cycles. As the crack front progresses, failure
becomes more likely as the stress at the crack tip approaches the capacity of the material to
sustain the load. Generally, in ferrous materials, the incidence of fatigue will only occur if the
amplitude of the applied cyclic exceeds a threshold value known as the endurance limit.
If the cyclic stress remains below this value then fatigue will not occur. However, fatigue can
occur in instances where the apparent stress is below the endurance limit but local stresses are
higher, due to the presence of stress concentrations, e.g. machining marks, changes in section,
weld defects or surface discontinuities such as plastic deformation.
The stress concentration effect in these instances is inversely proportional to the radius at the
crack tip, i.e. the smaller the radius (sharper) the greater the stress concentration. In general,
the smaller the radius at the section change, and the greater the difference between the two
relative diameters, the greater the stress concentration factor. That factor is the number by
which the calculated stress in the smaller of the two diameters must be multiplied to arrive at
the actual stress present.
When fatigue does occur the initial phase tends not show any evidence of cracking. It is only
when the component has reached approximately 85% of its ultimate fatigue life that the first
indications of fatigue crack growth will be observed. The final part of the fatigue life from first
cracks to failure therefore generally occurs in the last 15% of the total component life.
2. A group of new materials are the metallic glasses (or amorphous metals). Write an essay
about these materials in which you address the following issues: (a) compositions of some of
the common metallic glasses, (b) characteristics of these materials that make them
technologically attractive, (c) characteristics that limit their utilization, (d) current and potential
uses, and (e) at least one technique that is used to produce metallic glasses.
(a) Compositionally, the metallic glass materials are rather complex; several compositions are as
follows:

Fe80B20, Fe72Cr8P13C7, Fe67Co18B14Si, Pd77.5Cu6.0Si16.5, and Fe40Ni38Mo4B18.

(b) These materials are exceptionally strong and tough, extremely corrosion resistant, and are
easily magnetized.
(c) Principal drawbacks for these materials are complicated and exotic fabrication techniques
are required; and in as much as very rapid cooling rates are required, at least one dimension of
the material must be small--i.e., they are normally produced in ribbon form.
(d) Potential uses include transformer cores, magnetic amplifiers, heads for magnetic tape
players, reinforcements for pressure vessels and tires, shields for electromagnetic interference,
security tapes for library books.
(e) Production techniques include centrifuge melt spinning, planar-flow casting, rapid pressure
application, arc melt spinning.

3. Write an essay on the replacement of metallic automobile components by polymers and

composite materials. Address the following issues: (a) Which automotive components now use
polymers and/or composites? (b) Specifically, what materials are now being used? (c) What are
the reasons for these replacements?
The primary reasons that the automotive industry has replaced metallic automobile
components with polymer and composite materials are: polymers/composites have lower
densities, and the most cost-effective solution when compared to metal and these materials
are corrosion resistant.
These replacements are many and varied. Several are as follows:
▪ Bumper fascia are molded from an elastomer-modified polypropylene.
▪ Overhead consoles are made of poly(phenylene oxide) and recycled polycarbonate.
▪ Rocker arm covers are injection molded of a glass- and mineralreinforcednylon 6,6
composite.
▪ Torque converter reactors, water outlets, pulleys, and brake pistons, are made from
phenolic thermosetcomposites that are reinforced with glass fibers.
▪ Air intake manifolds are made of a glassreinforcednylon 6,6.