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Failure analysis of fifth wheel coupling system

Article  in  Engineering Failure Analysis · June 2008

DOI: 10.1016/j.engfailanal.2007.02.007

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Engineering Failure Analysis 15 (2008) 332–338

www.elsevier.com/locate/engfailanal

Failure analysis of fifth wheel coupling system

Y. Reboh *, S. Griza, A. Reguly, T.R. Strohaecker
Department of Metallurgical Engineering, Federal University of Rio Grande do Sul, Porto Alegre 90035-190, Brazil

Received 28 September 2006; received in revised form 12 February 2007; accepted 24 February 2007
Available online 6 March 2007

Abstract

This work presents a failure analysis study of a fifth wheel coupling system that failed in service. The first part of the
study presents the failure analysis conducted to determinate the reasons for failure. A finite element analysis was conducted
to simulate the coupling in service. The results of the numerical analysis was compared with fatigue S–N curves given in the
British Standard BS 7608 – Fatigue design and assessment of steel structures. Finally, corrective actions are presented to
prevent similar events. The investigation concluded that the failure occurred by fatigue initiated at a welded joint. The
presence of defects in the weld toe created the condition for crack initiation. The adoption of better welding procedures
and careful inspection are vital to prevent similar failures.
Ó 2007 Elsevier Ltd. All rights reserved.

Keywords: Failure analysis; Weld fatigue; Vehicle failures; Automotive failures; Safety

1. Introduction

Brazilian’s official traffic records [1] indicate that 4.109 accidents occurs daily summing to around 1.5 mil-
lion accidents per year. Annually traffic is responsible for around 33.000 deaths and 400.000 wounded. The
numbers demonstrate that 90% of the accidents occur due to human failures and the remaining 10% can
be divided in the 6% that are caused by poor road conditions and 4% that are caused by mechanical failures.
Even though the percentage of accidents caused by mechanical failures appears to be low, this number repre-
sents around 1.360 deaths and 16.000 wounded each year. Engineering knowledge is the essential tool to
reduce this statistics. Its actions became effective on development of safer vehicles and roads.
This paper presents a failure study of a fifth wheel coupling system that failed in service. According to dri-
ver declaration, the rupture occurred due to a blunt maneuver to turn away from an obstacle in the roadway.
The system components presented acceptable wear but the container structure had severe corrosion indicating
long term use.

*
Corresponding author. Tel.: +55 51 3316 3668; fax: +55 51 3316 3565.
E-mail address: yreboh@demet.ufrgs.br (Y. Reboh).

1350-6307/$ - see front matter Ó 2007 Elsevier Ltd. All rights reserved.
doi:10.1016/j.engfailanal.2007.02.007
 Y. Reboh et al. / Engineering Failure Analysis 15 (2008) 332–338 333

Fig. 1. Fifth wheel coupling. Image A shows the fifth wheel position in the truck and image B shows the position of the kingpin in the
container.

Nowadays this system is considered the safer option to promote the coupling of the truck and the container.
Fig. 1 shows the coupling system and its components arrangement. The component attached to the truck is
called fifth wheel and the component attached to the container is the kingpin.
The kingpin is composed by two elements, the pin itself and the fixation plate. Fig. 2 illustrates the kingpin
assembly. The pin is joined to the fixation plate trough screw connections and the plate is welded to the con-
tainer table.

Fig. 2. Kingpin assembly. 1 – Kingpin, 2 – Container table, 3 – Fixation plate.

334 Y. Reboh et al. / Engineering Failure Analysis 15 (2008) 332–338

The failure occurred by the disconnection of the fixation plate from the container table. For this study a
failure analysis of the system was conducted and a three-dimensional finite element analysis was performed
with the purpose to evaluate the coupling in working conditions.
Fernandes [2] also exanimate a fifth wheel coupling that had failed in service. In that work the author con-
cluded that the fifth wheel had been modified and that the modification completely eliminated a safe device of
the system.

2. Materials and methods

2.1. Failure analysis

The failure analysis procedure was based in the experimental sequence suggested by the ASM [3]. The
stages of the investigative study can vary according to the nature of the failure. For the present case following
sequence was adopted:

1. collection of background data and selection of samples;

2. preliminary examination of the failed part;
3. selection, identification and cleaning of all specimens;
4. macroscopic examination and analysis;
5. microscopic examination and analysis;
6. selection and preparation of metallographic sections;
7. examination and analysis of metallographic sections;
8. mechanical testing – hardness;
9. determination of failure mechanism;
10. testing under simulated conditions.

2.2. Finite element analysis

With the purpose of evaluate the system in working conditions a three-dimensional finite element analysis
was used. The mesh and contour conditions as well as the numerical analysis were performed in the Abaqus
6.5 (ABAQUS 6.5, Hibbit, Karlsson e Sorensen, Inc., Pawtucker, RI) using structural hexahedra C3D8R ele-
ments, simulating ideal conditions, i.e., without any physical defects . The simulation conditions were accord-
ing to the NBR NM-ISO 8716 standard [4]. The material properties adopted for the simulation were an tensile
strength of 465 MPa with poisson ratio 0.33.

2.3. Fatigue strength

The estimative of the weld fatigue strength was based in the S–N curves given in the British Standard BS
7608 [5]. Considering the geometry and the load case, the coupling was considered as a welded attachment on
the surface of a stressed member and as a joint class F.

3. Results

3.1. Failure analysis

A preliminary examination of the components indicated the presence of cracking along the entire welded
joint between the fixation plate and the container table (Fig. 3). Irregular weld morphology and the presence
of weld undercuts (Fig. 4) were observed.
The fracture surface examination using optical and scanning electron microscopy techniques revealed the
presence of beach marks and fatigue striation along different regions of the fracture surface. Fig. 5 presents
fractographical representative of those fracture features.
 Y. Reboh et al. / Engineering Failure Analysis 15 (2008) 332–338 335

Fig. 3. Fractograph of the failed part. 1– Fixation Plate, 2 – Weld, 3 – Fracture surface.

Fig. 4. Fractograph of the failure indicating the presence of undercuts.

Fig. 5. Fracture features observed at the fracture surface. (A) Optical micrograph and (B) fatigue striation under scanning electron
micrograph.

The microstructural and microhardness characterization of the weld joint indicated no significant weld
anomalies as can be seen in Fig. 6 where the microstructure of the weld metal to the fixation plate base metal
is presented. The microhardness measurements did not indicated significant hardness variation along the weld
joint.
336 Y. Reboh et al. / Engineering Failure Analysis 15 (2008) 332–338

Fig. 6. Weld interface between the fixation plate and the container table.

3.2. Finite element analysis

Fig. 7 shows the mesh used for the analysis. The Brazilian standard for this type of connection [4] deter-
mines case limits of acceleration for the start of vehicle movement and for breaking conditions. Those were
used to simulate the horizontal force applied to the kingpin during use according to Eq. (1):
0:6m1 m2
Fh ¼ g ð1Þ
m1 þ m2  m3
where Fh, horizontal force; m1, maximum permissible total weight including payload; m2, maximum permis-
sible weight of the complete vehicle train to be pulled by the kingpin; m3, maximum permissible vertical weight
in the kingpin; g, gravity.

Fig. 7. Images showing the mesh used in this analysis.

Fig. 8. Force directions for accelerating and breaking conditions.

 Y. Reboh et al. / Engineering Failure Analysis 15 (2008) 332–338 337

Fig. 9. Stress distribution for accelerating conditions.

Fig. 10. Stress distribution for breaking conditions.

Fig. 8 shows the applying force directions for accelerating and breaking conditions. For acceleration con-
ditions values around ra = 130 MPa at the weld toe were observed (Fig. 9) while for breaking conditions val-
ues around rb = 150 MPa at the weld toe were observed (Fig. 10).

3.3. Fatigue strength

Comparing the stress results obtained in the numerical analysis and the basic S–N curves given in the Brit-
ish Standard [5] it was possible to estimate the stress-life fatigue behavior of the system. Applying the equa-
tions given in the Standard for a stress range of 150 MPa the endurance reached was around 190.000 cycles.

4. Discussions

The failure of the fifth wheel was due to fatigue at the weld toe. The failure analysis indicated that there
were no metallurgical defects induced by the welding process as well as any assembly or dimensional toler-
ances mistakes at the component. For this reason the analysis was focused at the weld toe geometry.
Fatigue resistance of welded joints has been exhaustively study. The difficulty of obtaining practical data
for projects can be understood looking at the complexity associated with the weld process. Branco et al. [6]
mention several fatigue resistance modification factors for welded joints: weld geometry, stress distribution,
material and metallurgical condition, mean stress, environment, residual stress and weld defects. The weld
geometry appears as principal fatigue resistance modification factor in studies of Ferreia and Branco [7]
338 Y. Reboh et al. / Engineering Failure Analysis 15 (2008) 332–338

and Sanders [8]. Studying the influence of defects in the fatigue resistance of welded joints da Costa et al. [9]
obtained results that indicated a reduction of 10% in the endurance limit for joints with 1.6 mm deep
undercuts.
The results of the finite element analysis compared with fatigue curves given in the British Standard [5] indi-
cated that the system was running under stress conditions that exceeded the endurance limit. A review of the
container table project is needed to improve the safety of the connection.
Understanding that the system cannot work safely with the presence of weld defects is important for the
adoption of procedures to ensure the quality of the weld as well as an effective inspection program. In this
case a careful visual inspection could have detected the presence of defects. Many techniques to improve
the fatigue resistance of welded joints are well developed nowadays and some are simple to be implemented
with excellent results. According to the Welding Institute [10], in a study that compared a series of techniques
to improve the weld resistance, the hammer peening technique presented the best results.

5. Conclusions

The failure occurred by fatigue initiated at the weld toe. The presence of undercuts discontinuities facili-
tated the fracture initiation. The finite element analysis confirmed that the system was working above its
endurance limit.
The adoption of controlling procedures for the welding process is necessary to prevent similar failures.

Acknowledgements

The financial support from the Brazilian Agencies CNPq and CAPES are gratefully acknowledged.

References

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sos.estradas.com.br/estudos/sos_estudos_acidentes.asp> [accessed 7.12.2005].
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[3] American Society for Metals, Metals handbook, 9th ed. Failure analyses and prevention, vol.11. Ohio: Metals Park; 1992.
[4] Associação Brasileira de Normas técnicas – NBR NM-ISO 8716: Veı́culos rodoviários comerciais – Pino rei para quinta roda –
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