Schaeffler Technologies

GmbH & Co. KG

Georg-Schfer-Strasse 30
97421 Schweinfurt (Germany)
Phone +49 9721 91-0
Fax+49 9721 91-3435
Internet www.fag.com
Registered Place of Business:
Herzogenaurach (Germany)
Resp. for Commercial Register:
AG Frth HRA 9349
General Partner:
Schaeffler GmbH
Registered Place of Business:
Herzogenaurach (Germany)
Resp. for Commercial Register:
AG Frth HRB 12116
Executive Officers:
Dr. Jrgen M. Geiinger, Klaus Rosenfeld,
Prof. Peter Gutzmer,
Rainer Hundsdrfer, Norbert Indlekofer,
Oliver Jung, , Kurt Miirlach,
Dr. Peter Pleus, Dr. Gerhard Schuff,
Robert Schullan
Bank:
Commerzbank Nrnberg
BLZ 760 800 40 Account 121046400
BICDRES DE FF 760
IBAN DE35 7608 0040 0121 0464 00
Schaeffler Technologies GmbH & Co. KG
P.O. Box 12 60 97419 Schweinfurt (Germany)
Schaeffler Italy
Attn. to: Mr. Premoli
Strada Provinciale 229, km 17
I-28015 Momo (NO)
Italy
Your ref., your letter dated Our ref., our letter dated Phone +49 9721 Fax +49 9721
5618, Dec. 2010 kerstin.anderson@schaeffler.com 91-6778 91-2303
Inspection Report No.: 213207365 March 28
th
, 2011
Customer: AnsaldoBreda
Attn. to: Mr. D. Spinelli
Pistoia
Italy
Final Customer: DSB Fjern & Regionaltog
Attn. to: Mr. Jan Elgaard
Train Maintenance, Technical department
Sonnesgade 21
DK-8000 Aarhus C
Denmark
1. Returned goods
Reference: Quality Service Order dated Dec. 20
th
, 2010;
Customer Visit on Feb. 23
rd
, 2011
Quantity and type: 2 TAROL-150/250-807581 (Pos. 1 and 2)
2 Z-176466-ANM150T
(Complete axle boxes, supplier AWS)
Bearing designations: FAG TAROL 150/250-USA-B-04-93404 (1)
FAG TAROL 150/250-USA-B-04-93962 (2)
Condition at delivery: Used, delivered in a large wooden box
Application: Railway axle boxes
Operating Conditions:
Distance travelled: 102,000 km
Axle loads: Max. 21.3 t per axle
Train speed: Max. 180 km/h
Lubrication: Grease L222
Operating temperature: Unknown
Customers request/complaint: Visual inspection; What is the reason for
the housing base breakage?
Page 2 of our letter dated March 28th, 2011
The case of the lower arm (code GHU.176466 A D01 - 03-024C) is broken in two
areas. For detailed analysis the case was forwarded to the department Corporate
Materials.
Also, the shock absorbers were forwarded to the vehicle module testing department
for closer investigations.
The TAROL-bearings were cleaned, disassembled and subjected to a visual ins-
pection. Both bearings show similar characteristics, therefore findings and assess-
ment are summarized in the following.
2. Findings
2.1 Visual Inspection
2 TAROL-150/250-807581
Outer rings:
There are no distinct loaded zones in the raceways. The racetracks show isolated
particle indentations on the one hand and circumferential scores on the other hand,
see Figs. 4-8 (bearing 1) and Figs. 23-25 (bearing 2). The particle indentations of
bearing 1 are partly in a lined formation in axial direction, see Fig. 6. Both bearings
show strong local fretting corrosion characteristics, whereas bearing 1 is more affec-
ted.
Inner rings:
The racetracks are slightly dulled and show a few isolated indentations. Otherwise,
the inner rings show normal running and seating characteristics.
Rollers:
Circumferential, feelable score marks on the racetracks, see Figs. 15 and 28.
Cages:
Normal contact marks in the pockets.
Spacer rings, Sealing caps and backing rings:
There are no abnormalities noticeable.
2 Z-176466-ANM150T
Strong corrosion characteristics cover all base parts. The housing base 5618 VS is
broken in axial direction in each case in the areas of the mounting suspensions, see
Figs, 36-38. The fractured areas are covered with corrosion, however we found some
smoothed in areas. On the outside there is a beginning crack on the reinforcement
bar (Fig. 34). Strong corrosion characteristics in the inside diameter.
Please note: The housing base and top pieces of the journal roller bearing are fixed
with 4 screws per axle box (8 screws in total). 7 screws of are hexagon screws
M16x110 ISO 4014, the tightening torque is 130 Nm +/- 10 Nm. 1 screw is a fitting
screw M20x110 DIN 609, the tightening torque is 260 Nm+/-10 Nm.
Page 3 of our letter dated March 28th, 2011
The hexagon fitting screw was fitted in the housing base 5618 VS the fractured
housing side. Fitting marks can be seen in the bore of pos. d (see overview drawing
and section D-D below). Also the washer is positioned centrically (see Fig. 82) on the
contrary to the other hexagon screws M16x110 ISO 4014 (see Figs. 83 und 84),
positions a, b and c. This indicates that the screws were mounted in the correct
positions.
The red dashed lines indicate the approximate location of the case breakage (left:
crack 1, right: crack 2 as noted in Fig. 36).
The housing base of the other side (across from the damaged base part) is covered
with crack detection substance (white and pink in colour). There are no cracks
detected neither on the reinforcement area nor in the areas of the mounting sus-
pension, see Figs. 53-56.
The housing upper components also show strong corrosion characteristics, especial-
ly in the areas of the TAROL-housing seating. Also, the contacting sides of the
TAROL-housings show corrosion corresponding to the characteristics of the neigh-
boring parts. In the inside diameter, in the area of the TAROL-bearings seat, axial
and circumferential seating marks and also fretting corrosion can be detected.
1 2
a
b
c
d
Page 4 of our letter dated March 28th, 2011
Please note: One housing base of train No. 5608 (damage detected Feb. 2010) was
delivered along. This part was already inspected by the company FORCE TECHNO-
LOGY. Therefore only a visual inspection was carried out. One side of the housing
base in the area of the mounting suspension was broken off (same damage pattern
as the inspected case in this report, yet only one side); the part with the screw holes
was not returned.
Additional information supplementary investigation regarding the allocation
of the bearings - carried out on March 28
th
, 2011:
By comparing the corrosion characteristics of the TAROL-150/250-807581 bearings,
the bearing housings and the housing bases we were able to identify the allocation of
the bearings.
Bearing 1 (the bearing with particle indentations partly in a lined formation in axial
direction) was fitted in the broken housing base. The lined-up particle indentations
were located in the beginning of the loaded zone and towards the outside (non-
wheel-side), see the complementary Figs. 85-88 on pages 37 and 38.
2 Shock absorbers
One shock absorber (V side) was disassembled by the customer at delivery. There is
a score mark on the outside, see Fig. 67. In addition, a pressured polished area on
the piston rod, located approximately in the centre, can be seen (Fig. 68). The
H-sided damper is still assembled, yet scored on the outside surface.
Covers, sealing rings, gear wheels, screws, bolts, shims and o-ring seal
Please see the description of the pictures of Figs. 71-81.
2.2 Material Investigation
The fracture surfaces were investigated. The initial fractures seem to start from the
outer diameter of the housing (fracture #1, shock absorber side). The material does
not show any de-formation or necking in the area of fractures, which is a distinct hint
for a fatigue fractures. The fracture surface was investigated via SEM: in some
places fatigue lines near the grain boundaries are visible, see Fig. 45; these also are
indications for fatigue fractures.
One piece of the housing was cut out and broken in a press as a laboratory fracture
to compare the structure. The fracture is a ductile dimple fracture without any fatigue
lines.
Circumferential and axial microcuts were prepared in the vicinity of the fracture #1
and in the area of the cracked reinforcement. The microstructure evaluation was
carried out acc. to DIN EN ISO 945-1: The form of graphite is VI (spherical graphite)
with a size of 7 which is a good value. The microstructure is ferrite with spherical
graphite and pearlite in some places. The surface beneath the coating (paint) is un-
even due to the manufacturing process of the housing and is counted as a normal
appearance. All microcuts show the same microstructure.
Page 5 of our letter dated March 28th, 2011
According to the DIN EN 1563, the hardness should be at least 145 HBW2.5/187.5 at
a tensile strength of 400 N/mm. The measured hardness of the housing is
151 HBW2.5/187.5 and is in correspondence to the tensile strength of approximately
420 N/mm, see the following chart:
A tensile stress test of the material cast iron (spherical graphite) DIN EN 1563 EN-
GJS-400-18LT (GGG40.3/0.7043) was carried out. Three segments were cut out
from the housing, 5 samples were prepared with a d
0
of 6.05 mm.

Position of the tensile samples
(approx.) Three segments
were cut out, 5 tensile test
samples were prepared.
Sample # RP0.2 [MPa ] Rm A5 [%]
1 283 430 23,7
2 286 435 22,4
3 277 419 24,7
4 277 420 25,2
5 276 419 23,6
Average 280 425 23,9
Target acc. to DIN EN 1563 240 400 18,0
Measurements of supplier 283 420 22,0
The tensile test results are in accordance with DIN EN 1563. In addition, the results
are congruent with values of the supplier AWS.
Page 6 of our letter dated March 28th, 2011
2.3 Shock Absorber Investigation
The V-sided damper was already disassembled by the customer at delivery.
Therefore the functioning could only be inspected of the H-sided damper produced
by the company Gimon, Typ 777204, no. 000461. The characteristic curve was
measured on the function test bench AN57 and was compared to the characteristic
curve which was provided by the customer.
The shock absorber is defined as functional when the damper force is between
884 N and 1196 by both tensile and compression load and a speed of 0.1 m/s. The
checking length should reach 50 mm in both directions.
Damper on the function test
bench AN57
The results of the function test showed the determined characteristic curve of the H-
sided damper matches together with the customers curve. However, the damper
force is too high in tensional direction, the value is out of tolerance.
- Value of the force in compression direction: 955 N
- Value of the force in tensile direction: 1325 N (too high, max. allowed: 1196 N).
Force-time-diagram:
Comparable to the
curve provided by the
customer
Page 7 of our letter dated March 28th, 2011
Force-speed-diagram
3. Assessment
The visual inspections of the bearings revealed slight contamination due to debris.
Obviously particles were able to intrude into the bearings and were over-rolled. Some
particles got caught between cage and rollers which caused the found score marks
on the outer ring and roller raceways. The found indentations in a lined formation in
the outer ring racetrack of bearing 1 - belonging to the broken case - are quite
unusual and may be caused by a singular radial load impact. The amount of particle
indentations however is not alarming, yet the origin should be determined on site as
impurities reduce the lifetimes of bearings in the long run. Indications of strong shock
loads, overloading or tilting were not found. There is strong fretting corrosion on both
outer rings which indicates micro movements between the fitted parts. By judging the
allocation, we noticed the fretting corrosion in each case to be more distinct towards
one row of the double cup. This indicates seating conditions were not ideal
respectively the outer rings were not supported evenly over the entire ring width.
All returned case parts showed corrosion characteristics. This most likely is caused
by moist weather conditions during service. The housing case part no. 03.024.B is
broken in the areas of the mounting suspension. Also, there is a crack on the rein-
forcement. The reason for the fractures and the crack cannot be explained by judging
the case visually. In general, the visual inspection is only one component of the
whole investigation finding out the root cause of the damage.
Therefore further, detailed material analyses were carried out. We found the micro-
structure corresponds to the common microstructure of ductile iron EN-GJS-400-
18LT. Also, the hardness is within the specification. The housing was ordered
according to the DIN EN 1563. There is no definition of the microstructure; however
the material properties such as tensile stresses, elongation, etc. are defined. To
evaluate these parameters a tensile stress test was carried out. The values of R
P0.2
,
R
m
and A
5
were all within the specification.
The damper test results showed the force in tensile direction was too high. Unfortu-
nately we do not know if the forces of the V-sided damper were in tolerance as it al-
ready was disassembled by the customer at delivery. The test results of this damper
perhaps would have revealed more information about the root cause of the damaged
case base.
Page 8 of our letter dated March 28th, 2011
The initial fractures seem to start from the outer diameter of the housing (fractured
area 1 in Fig. 36, shock absorber side) and was initiated due to fatigue. The exact
reason for the case breakage must be determined on site, as the material inspection
results were in specification and also the bearings are in an overall good condition.
Remark: The screws were mounted in the correct positions. However , when
mounting the screws the higher tightening torque amount of the fitting screw (260 Nm
instead 130 Nm for the remaining 7 screws) has to be carefully attended to.
There are no signs of manufacturing defects or faults in workmanship.
As requested, we will send the parts back to the final customer DSB Fjern & Re-
gionaltog, attn. to Mr. Jan Elgaard.
Schaeffler Technologies GmbH & Co. KG
Damage Analysis
i. A. Anderson i. A. Betz
Enclosure: 88 pictures
cc: Mr. Scheck IEISWE-RAR
Ms. Neeb SI/SWE-QMV
Mr. Reese Schaeffler Denmark
Page 9 of our letter dated March 28th, 2011
Fig. 1
FAG TAROL 150/250-USA-B-
04.93404 (Bearing 1):
Condition at delivery
Fig. 2
Bearing 1, condition at delivery
Fig. 3
Bearing disassembled and
cleaned, outer ring:
Strong fretting corrosion on the
outside diameter
Page 10 of our letter dated March 28th, 2011
Fig. 4
Bearing 1, outer ring
racetracks:
Isolated particle indentations
(left racetrack)
Slight circumferential scores
(right racetrack)
Fig. 5
Isolated particle indentations
The two lines indicate a lined
formation of indentations in
axial direction
Fig. 6
Detail of the single particle
indentation of Fig. 5
Page 11 of our letter dated March 28th, 2011
Fig. 7
Particle indentation in the outer
ring racetrack of bearing 1
Fig. 8
Several circumferential scores
in the outer ring racetrack (right
racetrack of Fig. 4)
Fig. 9
Inner ring, cage and roller
assembly
Isolated indentations on the
inner racetrack
Page 12 of our letter dated March 28th, 2011
Fig. 10
Inner ring, cage and roller
assembly
Isolated indentation on the
inner racetrack
Fig. 11
Detail of Fig. 10
Fig. 12
Seating marks in the inner ring
bore
Page 13 of our letter dated March 28th, 2011
Fig. 13
Cage of bearing 1:
Normal contact marks in the
pockets
Fig. 14
Inner ring, cage and roller
assembly:
Light contact marks on the
inner ring side face
Fig. 15
Rollers of bearing 1:
Circumferential, feelable score
marks on the raceways
Page 14 of our letter dated March 28th, 2011
Fig. 16
Rollers of bearing 1:
Contact marks on the side
faces
Fig. 17
Sealing caps of bearing 1
Fig. 18
Corrosion characteristics cover
the backing ring of bearing 1
Page 15 of our letter dated March 28th, 2011
Fig. 19
Contact marks on the outside
diameter of the spacer ring
Fig. 20
Light contact marks in the inner
diameter as well as on the
faces of the spacer ring
Fig. 21
FAG TAROL 150/250-USA-B-
04-93962 (Bearing 2):
Condition at delivery
Page 16 of our letter dated March 28th, 2011
Fig. 22
Bearing 2, outer ring:
Local fretting corrosion on the
outside diameter
Fig. 23
Outer ring racetracks of bearing
2:
Isolated particle indentation,
light score mark
Fig. 24
Outer ring racetrack of bearing
2:
Light score marks
Page 17 of our letter dated March 28th, 2011
Fig. 25
Outer ring racetrack of bearing
2:
Isolated particle indentation,
pressure mark
Fig. 26
Inner ring, roller and cage
assembly of bearing 2
Fig. 27
Inner ring of bearing 2:
Seating marks in circum-
ferential and axial direction
Page 18 of our letter dated March 28th, 2011
Fig. 28
Rollers of bearing 2:
Circumferential score marks on
the running areas, contact
marks on the side faces
Fig. 29
Components of bearing 2 are
normal in apearance
Fig. 30
Sealing caps of bearing 2
Page 19 of our letter dated March 28th, 2011
Fig. 31
Corrosion characteristics on the
backing ring
Fig. 32
Case parts, condition at
delivery
Fig. 33
Housing base, overview
Page 20 of our letter dated March 28th, 2011
Fig. 34
Broken housing base 5618 VS,
condition at delivery:
There is a beginning crack in
the reinforcement indicated with
the red ellipse
Fig. 35
Case no. 03.024.B
Fig. 36
Housing base 03.024.B,
overview of the broken areas:
The fractures are close to the
mounting suspension areas 1
2
Page 21 of our letter dated March 28th, 2011
Fig. 37
Broken housing base side 1
Fig. 38
Broken housing base side 2
Page 22 of our letter dated March 28th, 2011
Fig. 39
Fracture #1, overview picture:
Appears as a primary fracture,
because surface is smeared
An axial and two circumferential
microcuts were prepared
Fig. 40
Fracture #1, location of the
circumferential microcut U2
Fig. 41
Fracture #1, detail of Fig. 39:
The initial crack starts from the
outer diameter of the housing
as a fatigue fracture no
deformation/necking
Fig. 42
Fracture #1, opposite side:
Circumferential microcut U1
Page 23 of our letter dated March 28th, 2011
Fig. 43
Fracture #1, SEM investigation
Fig. 44
Fracture #1, SEM investigation:
The fracture area is smeared,
so that the surface is deformed
Fig. 45
Fracture #1, SEM investigation:
In some places there are hints
for a fatigue fracture visible
fatigue lines in the area of
the grain boundaries
Page 24 of our letter dated March 28th, 2011
Fig. 46
Laboratory fracture, SEM
investigation:
One piece of the housing near
fracture #1 was cut out and
broken in a press
laboratory fracture
The fracture is a ductile dimple
fracture (no fatigue fracture
indications visible)
Fig. 47
Laboratory fracture, SEM
investigation:
Detail of Fig. 46.
Fig. 48
Circumferential microcut U2:
Microstructure evaluation
according to
DIN EN ISO 945-1
Form: VI spherical graphite
Size: 7
Page 25 of our letter dated March 28th, 2011
Fig. 49
Microcut in the vicinity of the
cracked bar:
The edge shows a pearlite layer
in some places (due to the
manufacturing process)
Position of the microcut:
Fig. 50
Fracture #2, overview picture:
The initial crack starts from the
outer diameter of the housing
as a fatigue fracture no
deformation/necking
Fig. 51
Fracture #2, overview picture:
The initial crack starts from the
outer diameter of the housing
as a fatigue fracture no
deformation/necking
Page 26 of our letter dated March 28th, 2011
Fig. 52
Housing base (the other side of
the damaged base part)
covered with crack detection
substance
Fig. 53
No crack detected on the
reinforcement
Fig. 54
No cracks detected in the areas
of the mounting suspensions
Page 27 of our letter dated March 28th, 2011
Fig. 55
Corrosion characteristics in the
inside diameter of the housing
base
Fig. 56
No cracks detected in the areas
of the mounting suspension
Fig. 57
Housing upper components:
Strong fretting corrosion in the
seats of the TAROL-housing
parts
Page 28 of our letter dated March 28th, 2011
Fig. 58
Detail of Fig. 57, front part
Fig. 59
Detail of Fig. 57, back part
Fig. 60
TAROL-Housing (front part):
Strong corrosion characteristics
in the outside diameter
Page 29 of our letter dated March 28th, 2011
Fig. 61
Bearing seating area of the
housing part of Fig. 60:
Axial and circumferential
seating marks as well as
fretting corrosion characteristics
Fig. 62
TAROL-Housing (back part):
Strong corrosion characteristics
on the outside diameter
Fig. 63
Bearing seating area of the
housing part of Fig. 62:
Fretting corrosion
characteristics
Page 30 of our letter dated March 28th, 2011
Fig. 64
Dampers V side and H side
The V-sided damper had been
opened by the customer
Fig. 65
Damper V side:
Specification
Fig. 66
Damper V side, expanded
Page 31 of our letter dated March 28th, 2011
Fig. 67
Damper V side:
Score mark on the damper
Fig. 68
Piston rod of damper V side:
Pressure polished area located
approximately in the centre
Fig. 69
Damper H side, expanded:
Scored locally
Page 32 of our letter dated March 28th, 2011
Fig. 70
Detail of Fig. 69
Fig. 71
Covers, outside
Fig. 72
Covers, inside:
Corrosion characteristics on the
edge
Page 33 of our letter dated March 28th, 2011
Fig. 73
Sealing rings
Fig. 74
Gear wheel
Fig. 75
Black dust-like material in the
inside surface of the gear wheel
Page 34 of our letter dated March 28th, 2011
Fig. 76
Screws, bolts, nuts and shims
Fig. 77
Several screws corroded
Fig. 78
Screws
Page 35 of our letter dated March 28th, 2011
Fig. 79
Bolts, nuts and shims
Fig. 80
Returned o-ring seal:
Damaged in one area
Fig. 81
Detail of Fig. 80
Page 36 of our letter dated March 28th, 2011
Fig. 82
Housing base 5618 VS
(fractured side), position d of
the drawing on page 3 (fitting
screw M20x110 DIN 609)
Fig. 83
Housing base 5618 VS,
position c of the drawing on
page 3 (screw M16x110 ISO
4014)
Fig. 84
Housing base 5618 VS,
positions a and b of the drawing
on page 3 (screws M16x110
ISO 4014)
Page 37 of our letter dated March 28th, 2011
Fig. 85
Overview of the housing bases
Broken housing base
Fig. 86
Broken housing base, close
view:
Characteristic corrosion spot
Fig. 87
Journal bearing housing:
Characteristic corrosion spot
Page 38 of our letter dated March 28th, 2011
Fig. 88
Bearing 1 matches to the
journal bearing housing of the
broken case