Accepted Manuscript

Boundary for aviation bearing accelerated life test based on quasi-dynamic analysis

Liqin Wang, Yunfeng Li

PII: S0301-679X(17)30302-X
DOI: 10.1016/j.triboint.2017.06.014
Reference: JTRI 4774

To appear in: Tribology International

Received Date: 21 March 2017

Revised Date: 9 June 2017
Accepted Date: 12 June 2017

Please cite this article as: Wang L, Li Y, Boundary for aviation bearing accelerated life test based on
quasi-dynamic analysis, Tribology International (2017), doi: 10.1016/j.triboint.2017.06.014.

This is a PDF file of an unedited manuscript that has been accepted for publication. As a service to
our customers we are providing this early version of the manuscript. The manuscript will undergo
copyediting, typesetting, and review of the resulting proof before it is published in its final form. Please
note that during the production process errors may be discovered which could affect the content, and all
legal disclaimers that apply to the journal pertain.
 ACCEPTED MANUSCRIPT

Boundary for Aviation Bearing Accelerated Life Test Based on

Quasi-dynamic Analysis

Liqin Wanga ∗,Yunfeng Lia

a
School of Mechanical Engineering, Harbin Institute of Technology, Harbin, China

PT
Abstract: Full-scale bearing accelerated life test experiment is an effective way to achieve the demand of mod-
ern aero-engine bearing. However, its premise is how to determine the boundary reasonably. In this study,
the factors leading bearing abnormal failure are presented by the fault tree analysis. Then, the boundary con-

RI
ditions of aero-engine bearing are analysed by the quasi-dynamic method. The relationship between status
parameters associated with failure modes (such as lubricating oil film thickness, etc.) and working parame-
ters (such as rotation speed, external load) is discussed. It revealed the interrelation between practical working

SC
condition and status parameters in graphical form. The analysis provided theoretical bases for the choice of
working parameters and the ultimate failure judgment in the accelerated life test.
Keywords: Rolling element bearing; Bearing life; Accelerated life test; Quasi-dynamic

U
AN
1 Introduction
Rolling element bearing (REB) is a key component in the aircraft engine representing the highest level of
engineering technology. Many excellent components that must operate reliably in harsh circumstances have
M

[1–3]
stretched to the limits of material capabilities . With the development of aviation and aerospace technol-
ogy, future aero-engines seek to operate at greater thrust-to-weight ratio, higher reliability and longer term.
It means that the demands of REB serving on high speed, high temperature and harsh circumstances will be
D

[4]
raised. In order to attain the requirements of advanced aero-engines, assessment test is necessary . From the
point of view of the harsh circumstances and lifespan extended by the improvement of material and smelting
TE

process, full-scale bearing accelerated life test (ALT) experiment is an effective way to evaluate their perfor-
mance.
Engineers have used ALT experiment to get the life estimate of a product, which life is expected to thousands
EP

of hours and would consume an enormous amount of time and cost by normal test, for many decades. The
failures of REB showed a competing failure mode in practice. The early damage could be an inducement for
[5, 6]
other failure modes with the changing of operation condition . The purpose of full-scale bearing ALT ex-
C

periments is to obtain the REB performance in harsh circumstances by the bearing accelerated test rig in a
relatively short period. Accelerated stress can be temperature, rotation speed, external load, corrosion and lu-
AC

[7–9]
brication etc., or some combinations of those accelerating variables . These accelerated stresses are set to
higher-than-normal stress level in order to make the test samples failure according to the predetermined pat-
tern in a limited testing period. Some performance of samples have usually reached the limit, such as allowable
stress, fracture toughness, melting temperature, working accuracy and so on.
[10] [11]
Zaretsky discussed the various failure modes and their effects on REB life extensively. Nelson built the
competing failure model, and gave the lognormal distribution of graphical estimation and maximum likelihood
[12]
estimators. Morales-Espejel,G.E., et al. gave a better representation lubricated rolling-sliding contacts based
on the interaction between surface fatigue and mild wear under heavy load condition. Then, they introduced a
function to describe surface-originated failures of the rolling contact by deterministic surface features as dents
[13, 14] [15]
or grooves . Hyunseok Oh, et al. found that the failure caused by lubricant deterioration would be more
dominant than other failure mode at relatively low temperature (70 ◦ C) and light load. However, according
∗ Corresponding author.

E-mail address:lqwang@hit.edu.cn

1
 ACCEPTED MANUSCRIPT
to the survey, most initial damages of aircraft engine bearings were caused by hard contamination particles,
[16, 17]
dents, skidding, large carbides, high local contact temperatures or corrosion pits . Hence, it is necessary to
establish the boundary of working condition and avoid the most abnormal failure mode by setting acceptable
[18]
working range before the ALT experiments .
In order to resolve this issue, the quasi-dynamic method is used to receive the status parameters effectively,
[19, 20]
such as PV value, cage slip ratio, lubricant film thickness, calorific value . In another word, it is the pre-
[21, 22]
requisite meeting the consistency principle of ALT experiments . It also provides a theoretical basis for the
ultimate failure analysis in the ALT experiments.

2 Fault Tree Analysis

PT
In fact, structure design, material quality, heat treatment, mechanical processing and other factors can’t
achieve the design objective absolutely. The different between design and actual processing is likely to cause
the early failure of bearing in practical operation. The interactions between working condition and the initial

RI
changes caused by a failure mode often accelerate another failure mode. In harsh environments, the failure of
high-speed bearings is a comprehensive failure usually and its mechanism is very complex. Considering that

SC
the bearing fatigue life is longer and unavoidable, it is regarded as the normal failure mode and other failure
[23]
modes are regarded as abnormal failure. However, the proportion of fatigue failure is very small . Therefore,
[24, 25]
it is necessary to analyse the mutual failure factors by the fault tree analysis and avoid abnormal failures .
Only on the basis of the preceding analysis, the boundary obtained by quasi-dynamic method can just be de-

U
[26, 27]
termined and meaningful in practice .
AN
2.1 Rolling Contact Fatigue
Rolling contact fatigue is a common failure mode for bearing, gear and other contact surfaces. The fatigue
may appear on the surface or subsurface initially and results from pitting or subsurface fatigue spalling. The
M

factors causing fatigue failure include internal factor and external factor. The former includes design, material
(such as inclusion content, yield and fatigue strength, etc.) and processing technology (such as roughness,
hardness, surface modification, etc.). The latter mainly refers to the working conditions (such as rotation speed,
D

external load, ambient temperature, lubrication and impurities, etc.), as shown in Figure 1.
5ROOLQJ&RQWDFW)DWLJXH
TE

6XEVXUIDFH 6XUIDFH
IDWLJXH IDWLJXH
EP

1RQ +HDW &RDWLQJ 6XUIDFH ,QVXIILFLHQW 6WUXFWXUDO $EQRUPDO ,QVWDOODWLRQ

PHWDOOLF 7UHDWPHQW SURFHVV KDUGQHVV OXEULFDWLRQ 'HVLJQ ZRUNLQJ ,VVXHV
C

LQFOXVLRQ )DLOXUH LVVXHV GHFUHDVHG FRQGLWLRQV

3DUWLFXODWH 0DFKLQLQJ
LPSXULWLHV GDPDJH
AC

+HDW 7HPSHUDWXUH $EQRUPDO $EQRUPDO 3UHORDG $[LDOLW\

7UHDWPHQW DQRPDOLHV ORDGV URWDWLRQ H[FHSWLRQ SUREOHP
)DLOXUH VSHHG
Figure 1 Failure tree analysis of rolling contact fatigue

2.2 Wear
Wear refers to the changes in shape, size, structure or properties of the metal surface resulting from metal
consumption or residual deformation caused by friction. Excessive wear will cause the operation impact load.
The changes of shape and size even will affect normal operation ultimately. Wear process includes abrasive
wear, adhesion, fretting and scratch. The combinations of various factors (as shown in Figure 2) caused the
rolling bearing wear failure ultimately.

2
 ACCEPTED MANUSCRIPT
:HDU

$EUDVLYHZHDU $GKHVLRQZHDU )UHWWLQJZHDU 6FUDWFKZHDU

$EQRUPDO 7HPSHUDWXUH ,QVWDOODWLRQ 0DFKLQLQJ

/RRVHILW VPDOOFDJH
ZRUNLQJ DQRPDOLHV ,VVXHV HUURU
ULGLQJ
FRQGLWLRQV YLEUDWLRQ FOHDUDQFH
ORDG 3DUWLFXODWH
3DUWLFXODWH ,QVXIILFLHQW ,QVXIILFLHQW ,QVXIILFLHQW
OXEULFDWLRQ LPSXULWLHV
LPSXULWLHV OXEULFDWLRQ OXEULFDWLRQ

PT
$EQRUPDO $EQRUPDO 'HIRUPDWLRQ 'HVLJQ 0DFKLQLQJ 3UHORDG $[LDOLW\
ORDGV URWDWLRQ HUURU HUURU H[FHSWLRQ SUREOHP
VSHHG

Figure 2 Failure tree analysis of rolling contact wear

RI
2.3 Plastic flow
The plastic flow of the bearing parts is a kind of mechanical damage. It will reduce operational accuracy,

SC
affect the vibration level, friction and heat etc.. On the contact surface, it is caused by incorrect installation,
overload, sliding, overheating, particulate matter pollution etc. (as shown in Figure 3).
3ODVWLFIORZ

U
AN
6XUIDFHGHQWV 'LPHQVLRQDODFFXUDF\FKDQJH

6XUIDFHKDUGQHVV 3DUWLFXODWH ,QVWDOODWLRQ $EQRUPDO +HDW ,QVWDOODWLR 0DFKLQLQJ

M

GHFUHDVHG LPSXULWLHV ,VVXHV ORDGV 7UHDWPHQW Q,VVXHV HUURU

)DLOXUH
$EQRUPDO 7HPSHUDWXUH
ORDGV DQRPDOLHV
D

+HDW 7HPSHUDWXUH ,QVXIILFLHQW 3UHORDG $[LDOLW\ 3UHORDG $[LDOLW\

7UHDWPHQW DQRPDOLHV OXEULFDWLRQ H[FHSWLRQ SUREOHP H[FHSWLRQ SUREOHP
TE

)DLOXUH
Figure 3 Failure tree analysis of plastic flow

2.4 Fracture
EP

The fracture failure refers to impact fracture, fatigue fracture and thermal fracture. When the stress of bear-
ing part exceeds the material limitation, the internal or surface of the bearing parts will be broken locally. The
causes of cracking include excessive interference, overload, impact load, wrong cylindricity error etc. The frac-
C

ture can be caused by incorrect installation, overload, large impact load and excessive vibration (as shown in
Figure 4).
AC

)UDFWXUH

,PSDFWIUDFWXUH )DWLJXHFUDFN 7KHUPDOIUDFWXUH

,QVXIILFLHQW ,QVWDOODWLRQ 7HPSHUDWXUH 7LJKWILW

3DUWLFXODWH )DWLJXH
VWUHQJWK ,VVXHV DQRPDOLHV
LPSXULWLHV
$EQRUPDO
,PSDFW 0HFKDQLFDO ,QVXIILFLHQW
ZRUNLQJ
ORDG GDPDJH OXEULFDWLRQ
FRQGLWLRQV
0DFKLQLQJ
,PSURSHU 'HIRUPDWLRQ
HUURU
0DWHULDO 'HVLJQ 3UHORDG LQVWDOODWLRQ $[LDOLW\
GHIHFWV HUURU H[FHSWLRQ SUREOHP 'HVLJQ
PHWKRG HUURU
$EQRUPDO $EQRUPDO
ORDGV URWDWLRQVSHHG
Figure 4 Failure tree analysis of fracture

3
 ACCEPTED MANUSCRIPT

2.5 Corrosion
Corrosion refers to the medium and electrolytic corrosion usually. Medium corrosion is due to the immersion
of wet or poor lubricating oil. Electrical erosion means that the spark over through a thin oil film (typically
1µm or less). When the current in bearing rings or rolling element passes the contact area, partial melting will
happen irregularly.
According the aforementioned analysis, some measures should be taken to reduce the abnormal failures in
the accelerated life test. Firstly, the performance of the test samples and the test rig must be stable. Then, the
operations and test procedures should be standardized. Finally, the operating parameters of the accelerated
test must be calculated reasonably.

PT
3 Quasi-dynamics analysis of rolling element bearing
By the fault tree analysis, some abnormal failures would be avoided. However, the quasi-dynamics method

RI
is still needed to calculate the test parameters such as the amount of lubricating oil, rotation speed and load.
Calculation analysis can not only avoid the abnormal failure caused by the excessive load or speed, but also can
provide the theoretical basis for the accelerated test. By the quasi-dynamics method, some critical parameter

SC
of the bearing operating state can be obtained.

3.1 Lubricant film thickness

Lubrication condition obeying the elastohydrodynamic (EHD) lubrication theory affects the bearings opera-

U
tion greatly. It is characterized by the lubricant film thickness formed in the rolling contact process.
AN
Ball

Oil film
M

H min
D

Inner ring
Figure 5 Schematic of the center oil film
TE

[28]
The minimum of lubricant film thickness Hmin (as shown in Figure 5) is shown in the next expression :

U 0.68 G 0.49 ³ ´
Hmin = 3.63 1 − e −0.68k (1)
W 0.073
EP

Where U is the speed parameter, U = η0 · V /(E 0 · R), η0 is the lubricant viscosity ·at standard ¸ atmospheric
2 2
1−v 1−v
pressure, V is the mean velocity, E 0 is the equivalent modulus of elasticity, E10 = 12 E 1 1 + E 2 2 , E 1 , E 2 are
C

Young’s modulus of rolling element and raceway respectively, v 1 , v 2 are Poisson’s ratios of rolling element and
raceway respectively, R is the equivalent curvature radius, R = R1 ·R2 /(R1 +R2 ), R1 and R2 are curvature radiuses
AC

of rolling element and raceway respectively. G is the material parameter, G = α1 ·E 0 , α1 is the viscosity pressure
index. W is the load parameter, W = Q/(E 0 ·R2 ), Q is the load per unit length of the contact line. e is the natural
logarithm. k is the ellipticity.

3.2 Cage slip ratio

High slip condition is likely to lead to smearing damage and abnormal temperature increasing. The obvious
sign of bearing slip is that the actual rotation speeds of bearing and cage are not consistent with their theoretical
speeds. Cage slip ratio is the ratio of theoretical speed to the difference between actual speed and theoretical
speed, which is denoted by the following formula:
′
wc − wc
wc = ′ × 100% (2)
wc
′
Where w c is the actual rotation speed of cage, w c is the theoretical rotation speed of cage.

4
 ACCEPTED MANUSCRIPT

3.3 Spin-roll ratio

The spin movement can cause friction heat around the contact surface normal line. Spin-to-roll ratio is the
ratio of angular velocity of rotation to spin angular velocity at the contact point of ball and raceway. The greater
the spin-to-roll ratio, the more serious the heat and wear. The spin-roll ratio at the contact point is shown in
[29]
the next expression respectively :
µ ¶
w so w so

 =
 w r ol l o w o · D m


Dw
µ ¶ (3)
 w si w si

 =
w r ol l i w o · D m


Dw

PT
Where (w so /w r ol l )o is the spin-roll ratio at the contact point of the outer ring. (w si /w r ol l )i is the spin-roll
ratio at the contact point of the inner ring. w so andw si are the spin angular velocities on the contact points of
the outer and inner ring respectively. w o is the angular velocity of the rolling element.

RI
3.4 PV value
PV value is an important index to characterize the dynamic performance of high speed rolling bearing. It

SC
is proportional to the calorific value of the bearing. Overheating will lead to the increase of temperature and
decomposition of the lubricant. PV values on the inner ring and outer ring are shown in the next expression:

 PVi = P i V si y
(4)

U
 PV = P V
o o soy
AN
Where P i and P o are Hertzian stresses on elliptical contact areas of inner and outer ring respectively, V si y and
V soy are mean sliding speeds along the rolling direction on inner and outer ring respectively.

4 The calculation results of quasi-dynamic analysis

M

In order to determine the boundary conditions reasonably, the quasi-dynamic analysis mentioned in liter-
ature [[19]] is utilized to analyze a certain aero-engine deep groove ball bearing. By fault tree analysis, it is
observed that external load and rotation speed are major working parameters and they have a greater impact
D

on the various failure modes in the operation. Therefor, the external load and rotation speed are taken as anal-
ysis variables. The analytical coordinate system is established as shown in Figure 6(a) and the calculation flow
TE

chart is shown in Figure 6(b).

Start
EP

Input bearing parameters

Y
F ry Input operation parameters
C

Discretize operation parameters

AC

Quasi-static cyclic calculation

Fa
Z Storage calculation results

X F rz
Drawing curves

End

(a) (b)

Figure 6 (a) The analytical coordinate system (b) Scheme of the calculation

The basic parameters of the bearing are showed in Table 1.

5
 ACCEPTED MANUSCRIPT
Table 1 Basic parameters of a certain aero-engine bearing

Inner diameter Outside Width Ball Number of Cr(kN) Cor(kN)

(mm) diameter (mm) (mm) diameter(mm) balls

45 85 19 12.7 10 35.11 22.82

It is assumed that the outer ring is fixed, only the radial load F r z and axial load F a are loaded, the installed
interferences are both 0.01mm, the type of lubricating oil is 4050 and it is under the forced lubrication condi-
tion. The roughnesses of raceways and balls are 0.063µm and 0.01µm respectively. The operating temperature
is 100o C . The materials of raceway and ball are both GCr15 and the material of the cage is QSi3. The material

PT
performances are shown in Table2. The working condition is showed in Table 3.

Table 2 The specific parameters of the material

RI
Material Elastic Poisson’s Linear thermal expansion Specific heat Density
modulus(Pa) ratio coefficient (m/K) (J/kg.K) (Kg/m3 )

GCr15 2.16E+11 0.29 1.20E-05 519 7830

SC
QSi3 1.18E+11 0.3 1.85E-05 376.8 8400

Table 3 The working condition

U
Rotation speed of inner Axial load Radial load
ring Ni (r/min) F a (N) Fr z (N)
AN
200∼22000 100∼1000 200∼5000

4.1 Lubricant film thickness and film-thickness ratio

M

The lubricant film-thickness is greatly affected by the external load (it is the vector summation of the axial and
radial load). The smaller external load (lower left of the coordinate system) corresponds to the larger thickness
D

of the lubricant film-thickness. The lubricant film-thickness decreases as the external load increases (along the
top right), as shown in Figure 7(a). If the load is reducing, in order to maintain the oil film-thickness, it will need
TE

to increase the rotation speed. In another words, it needs to eliminate the negative effect of the load on the oil
film, as shown in Figure 7(b). Therefore, according to the discussion, if you want to increase the film thickness,
one may just need to increase the speed, but the realistic situation is very complex, as shown in Figure 7(d).
EP

The film thickness ratio Λ is the ratio of film-thickness to composite surface roughness:
H min
Λ= q (5)
2 + R2
R a1 a2
C

where R a1 , R a2 are the roughnesses of the raceway and ball respectively.

AC

-6
3.0 ×10 5000
4500 N i =12821r/min
2.5
4000
Radial load F rz (N)

3500 1.3874e-06
2.0
Radial load F rz (N)

3000
1.4299e-06
2500 1.5 N i =11673.7r/min
1.4723e-06 2000
1500 1.5148e-06 1.0
N i =10526.3r/min
1.5572e-06 1000
1.5997e-06 0.5
500 N i =9378.95r/min
1.6421e-06
200 400 600 800 1000 100 300 500 700 900
Axial load F a (N) Axial load F a (N)
(a) (b)

6
 ACCEPTED MANUSCRIPT
×10 -6 40
3.0 35

Lubricant film thickness(m)

The film thickness ratio

30
-6
3 x 10 N i = 8231.58r / min 45
N i = 8231.58r / min 25
2.0

thickness ratio
x 10-6

Lubricant film
thickness(m)
2.5
3 40 35
20

The film
2 30
2
20 25
1
1.5
15
10
1 15
1.0 10
R a 5000 0.5 R a 5000
d i a 3000 d i a 3000
l lo 800 l lo 800 5
a d 1000
Fr
400
Fa(N
) 5 a d 1000
Fr
400
Fa(N
)
z (N xial l
o a d
(610,3) z (N l load
) A ) Axia
0 0
0 10000 20000 0 10000 20000
Rotating speed of inner N i (r/min) Rotating speed of inner N i (r/min)
(d) (e)

PT
Figure 7 (a) The lubricant film-thickness distribution when Ni =9379r/min
(b) The distribution of the lubricant film-thickness is 1.667µm under different rotation speeds
(c) The relation curve between the minimum lubricant film-thickness and the rotation speed
(d) The relation curve between the minimum film-thickness ratio and the rotation speed

RI
[30]
To some extent, the value of film-thickness ratio can predict the occurrence of wear . That is, the contact
surfaces are in elastic fluid lubricant state when the film-thickness ratio is greater than 3 and the film-thickness

SC
ratio can be as the judge basis of wear conservatively. The relationship between the rotation speed and the
minimum film-thickness ratio on the inner raceway is shown in Figure 7(e). In elastic fluid lubricant state, the
minimum permissible rotation speed is 610 r /mi n.

U
4.2 Cage slip ratio and spin-roll ratio
The cage slip and spin-roll ratio reflect the slip level of the rolling bearing from the point of view of macro-
AN
scopic and microscopic respectively. The bearing stiffness is proportional to the axial load. Meanwhile, a stable
structure can generate a relatively small cage slip ratio. Cage slip ratio and spin-roll ratio are closely related to
the load and rotation speed. If the maximum cage slip ratio at each rotation speed is extracted from the three-
M

dimensional figure (as shown in Figure 8(a)), the relationship between the maximum cage slip rate and the
rotational speed is obtained.
Relative range of cage slip ratio
D

10
2.2
8
Cage slip ratio(%)

TE

N i =8231.58r/min
9
1.8
Cage slip ratio(%)

Radial load Fr z (N)

4500
6 N i =200r/min
8 7
3500

4 5
2500
4 1.4 0. 5
3
EP

0 1500
R a 5000 0. 5
2 d i a 3000 800 1 500
l l o 1000
ad 400 (N)
Fr ad Fa 200 400 600 800 1000
z ( N A x ia l lo 1.0 Axial load F a(N)
)
0 10000 20000 0 10000 20000
C

Rotating speed of inner ring N i ( r / min ) Rotation speed of inner ring N i (r/min)
(a) (b)
AC

1.0
Relative range of spin-roll ratio

1.8

0.8
Spin-roll ratio (%)

1.6
0.6 N i =8231.58r/min 0.7
4500 N i =200r/min
Radial load F rz(N)
Spin-roll ratio (%)

0.7
0.5 0.5 1.4 3500
0.4 0.3 2500
0.3
0.1 0.1
1500
R a5000 1.2
0.2 d i a 3000 800
0.1
l l o 1000 ) 500
ad 400 Fa(N
Fr lo a d 200 400 600 800 1000
z ( N A x ia l Axial load F a(N)
0 ) 1.0
0 10000 20000 0 10000 20000
Rotation speed of inner ring N i (r/min) Rotation speed of inner ring N i (r/min)
(c) (d)
Figure 8 (a) The relation curve between cage slip ratio and rotation speed (b) Relative range of cage slip ratio
(c) The relation curve between spin roll ratio and rotation speed (d) Relative range of Spin roll ratio;

If an assumed value is used as the observed boundary of cage slip ratio (such as 0.5), the variation of cage

7
 ACCEPTED MANUSCRIPT
slip ratio is clear on the contour map. The range of target values at each rotation speed is shown in Figure 8(b)
and it is proportional to the rotational speed. Until the rotation speed reaches 10000r/min, the growth trend
achieves a relatively stable state. Consequently, from the viewpoint of reducing the cage slip ratio, it needs to
adjust the pre-tightening force according to the different speed range.
Using the same method. If an assumed value is used as the observed boundary of spin-roll ratio (such as 0.1),
the variation of spin-roll ratio is clear on the contour map (Figure 8(c), 8(d)).

4.3 PV value and contact temperature

PV value is affected by the external load and rotation speed mainly. The greater external load and rotation
speed, the greater PV value. Especially, the influence of radial load is slightly larger than the axial load and the

PT
PV value of the inner ring is relatively high.
The friction heat between rolling element and raceway is the main thermal source. Note that, the friction
heat between the inner ring and the rolling element is usually greater than the friction heat between the outer

RI
ring and the rolling element. The overheating will result performance degradation of bearing material and
lubrication oil. The friction heat generated between rolling element and raceway can be obtained by local
[31]
energy method . By the finite element thermal analysis, the frictional heat is loaded to the contact area and

SC
the temperatures can be obtained respectively (as shown in Figure 9).
×7
PV value on the inner ring ( Pam/s )

1000 15 10 PV imax
The temperature T imax ( o C)

T imax

U
800 12
AN
800
600 9 Ni = 8231.58r/min
The temperature

600
600
T i m a x ( o C)

PVimax
400 6 400
200
R a 5000 200
M

200 3 d i a 3000 800

l lo
a d 1000 400 (N)
Fr
z(N l lo ad Fa
A x ia
)
0 0
0 10000 20000
Rotating speed of inner ring N i( r / min )
D

Figure 9 The relation curve between the maximum-contact temperature, the maximum PV value of inner ring and the
rotation speed
TE

4.4 Contact stress and deformation

In the case of high-rotation speed, the load of outer ring is greatly effected by centrifugal force, as shown
in Figure 10(a). Correspondingly, the contact deformation of outer ring is larger relatively as shown in Figure
EP

10(b). The results of stress and contact deformation are both within the acceptable range and their distribution
[32]
trends are both similar to that of PV value .
9
×10 - 5
C

2.22 ×10
Maximum contact deformation (m)

1.20
Maximum contact stress

AC
on the outer ring(Pa)

2.18 N i =200r/min
N i =200r/min ×109 1.16 ×10
-6

×10 - 6
Maximum contact

Maximum contact

×109 2 10
deformation (m)

2 10
stress (Pa)

8
1.5 1.6
6
6
2.14 1 1.2 1.12 2 4
5000
R a5000 0.8
R a 3000 2
d i a 3000 800 dia 800
l l o 1000 l l o 1000 400 )
ad
400
F a(N) ad ad Fa(N
Fr
z ( N A x ia l lo
a d Fr
z( A x ia l lo
) N)
2.10 1.08
0 10000 20000 0 10000 20000
Rotation speed of inner ring N i (r/min) Rotation speed of inner ring N i (r/min)
(a) (b)
Figure 10 (a) The relation curve between the rotation speed of inner ring Ni and the maximum contact stress
(b) The relation curve between the rotation speed of inner ring Ni and the maximum contact deformation

5 Discussion and Conclusion

In the full-scale bearing accelerated life test (ALT) experiment, it is necessary to take some measures to avoid
the abnormal failures mentioned in the fault tree analysis. Under the premise of taking the aforementioned

8
 ACCEPTED MANUSCRIPT
measures, it still needs to choose the working condition according to the quasi-dynamic analysis, such as ex-
ternal load, rotation speed and other factors. Depending on the previous analysis, it is clear that the high speed
and light load are conducive to forming the lubricant film between rolling element and raceway, but it is possi-
ble to cause slip, wear or scratch. Besides, the spin-roll ratio will also increase under the condition of high speed
and light load. Maximum values of cage slip and spin-roll ratio are more sensitive to speed changes in low rota-
tion speed range than in high rotation speed range. The maximums of PV value and contact temperature has
a linear relationship with the rotation speed.
When the rotation speed is relatively low (such as less than 10000r/min), the effect of external load is larger
than that of rotating speed. However, if the rotation speed is relatively high, the effect of centrifugal force
increases gradually and it is more obvious when external load is small. The changes of the external load and

PT
centrifugal force directly affect the bearing’s stiffness, stress distribution and the relative position between the
rolling element and raceway.

RI
The boundary conditions of the bearing can be obtained from the quasi-dynamic analysis. When the rotation
speed is 8231.58r/min, the boundary conditions of the bearing are shown in Figure 11(a). Considering the
performances of lubricating oil and bearing material, the maximum allowable temperature of the contact zone

SC
is set to 220o C . The temperature boundary at different speed conditions is shown in Figure 11(b). The same
method can be used to obtain the working conditions at different speeds.

Ni=3642.11r/min T i max =220 o C

U
4500 4500
Radial load F rz (N)
Radial load Fr z (N)

AN
3500 3500
o
T imax = 220 C N i =8231.58r/min
N i = 15115 . 8r/min
2500 2500 N i = 11673 . 7r/min
Cage slip ratio=0.5
Spin-roll ratio=0.1
M

1500 1500
22000r/min
N i = 18557 . 9r/min
NN i==22000r/min
i

500 500
D

200 400 600 800 1000 200 400 600 800 1000
Axial load F a(N) Axial load F a (N)
(a) (b)
Figure 11 (a)The boundary of ALT when rotation speed is 8231.58r/min (b)The boundary of allowable temperature at
TE

different speed conditions;;

6 Acknowledgement
EP

This research is based upon the project supported by National Key Basic Research Program of China (973
Program) under Grant No.2013CB632305 and the Foundation for Innovative Research Groups of the National
C

Natural Science Foundation of China under Grant No. 51521003.

AC

References
[1] H. Bhadeshia, “Steels for bearings,” Progress in Materials Science, vol. 57, no. 2, pp. 268–435, 2012.
[2] A. Gabelli, J. Lai, T. Lund, K. Ryden, I. Strandell, and G. E. Morales-Espejel, “The fatigue limit of bearing
steels - part ii: Characterization for life rating standards,” International Journal of Fatigue, vol. 38, no. 0,
pp. 169–180, 2012.
[3] F.-J. Ebert, “An overview of performance characteristics, experiences and trends of aerospace engine bear-
ings technologies,” Chinese Journal of Aeronautics, vol. 20, no. 4, pp. 378–384, 2007.
[4] L. yun feng, W. li qin, W. shuai, and A. hao jun, “The design of the aircraft-engine intershaft bearing test
rig,” Journal of Jilin University (Engineering and Technology Edition), vol. 46(1), pp. 179–785, 2016.
[5] G. T. Cashman, “A review of competing modes fatigue behavior,” International Journal of Fatigue, vol. 32,
no. 3, pp. 492–496, 2010.
[6] K. S. Ravi Chandran, P. Chang, and G. T. Cashman, “Competing failure modes and complex s-n curves in
fatigue of structural materials,” International Journal of Fatigue, vol. 32, no. 3, pp. 482–491, 2010.

9
 ACCEPTED MANUSCRIPT
[7] L. Houpert, “Load-displacement relationships for ball and spherical roller bearings,” Journal of Tribology-
Transactions of the Asme, vol. 137, no. 2, 2015.
[8] L. Houpert, “An enhanced study of the load-displacement relationships for rolling element bearings,” Jour-
nal of Tribology-Transactions of the Asme, vol. 136, no. 1, 2014.
[9] C. Zhang, M. T. Le, B. B. Seth, and S. Y. Liang, “Bearing life prognosis under environmental effects based
on accelerated life testing,” Proceedings of the Institution of Mechanical Engineers Part C-Journal of Me-
chanical Engineering Science, vol. 216, no. 5, pp. 509–516, 2002.
[10] E. Zaretsky, S. o. Tribologists, and L. Engineers, STLE Life Factors for Rolling Bearings. Society of Tribolo-
gists and Lubrication Engineers, 1992.
[11] W. Nelson, “Graphical analysis of accelerated life test data with a mix of failure modes,” IEEE Transactions

PT
on Reliability, vol. R-24, no. 4, pp. 230–237, 1975.
[12] G. E. Morales-Espejel and V. Brizmer, “Micropitting modelling in rolling-sliding contacts: Application to
rolling bearings,” Tribology Transactions, vol. 54, no. 4, pp. 625–643, 2011.

RI
[13] G. E. Morales-Espejel, A. Gabelli, and A. J. C. de Vries, “A model for rolling bearing life with surface and
subsurface survival-tribological effects,” Tribology Transactions, vol. 58, no. 5, pp. 894–906, 2015.

SC
[14] G. E. Morales Espejel and A. Gabelli, “A model for rolling bearing life with surface and subsurface survival:
Sporadic surface damage from deterministic indentations,” Tribology International, vol. 96, pp. 279–288,
2016.
[15] H. Oh, M. H. Azarian, C. Morillo, M. Pecht, and E. Rhem, “Failure mechanisms of ball bearings under

U
lightly loaded, non-accelerated usage conditions,” Tribology International, vol. 81, pp. 291–299, 2015.
[16] B. L. Averbach and E. N. Bamberger, “Analysis of bearing incidents in aircraft gas turbine mainshaft bear-
AN
ings,” Tribology Transactions, vol. 34, no. 2, pp. 241–247, 1991.
[17] P. Gloeckner and F.-J. Ebert, “Micro-sliding in high-speed aircraft engine ball bearings,” Tribology Trans-
actions, vol. 53, no. 3, pp. 369–375, 2010.
M

[18] J. H. Kang, B. Hosseinkhani, and P. E. J. Rivera-Diaz-del Castillo, “Rolling contact fatigue in bearings: mul-
tiscale overview,” Materials Science and Technology, vol. 28, no. 1, pp. 44–49, 2012.
[19] L. Cui, Research on dynamic performances of high-speed rolling bearing and rotor system of aeroengine.
D

Thesis, 2008.
[20] H. J. Bohmer, T. Hirsch, and E. Streit, “Rolling contact fatigue behaviour of heat resistant bearing steels
TE

at high operational temperatures,” Materialwissenschaft Und Werkstofftechnik, vol. 30, no. 9, pp. 533–541,
1999.
[21] W. B. Nelson, Accelerated Testing: Statistical Models, Test Plans, and Data Analysis. John Wiley & Sons Inc,
EP

2009.
[22] B. Jacobson, B. Jacobson, and J. Kalker, Rolling Contact Phenomena. Springer Wien, 2000.
[23] E. V. Zaretsky and E. V. Branzai, “Rolling bearing service life based on probable cause for removal-a tuto-
C

rial,” Tribology Transactions, pp. 1–13, 2016.

[24] NSK, NSK Bearing Doctor Diagnosis of Bearing Problems. Objective: Smooth & reliable operation. Japan:
AC

NSK Ltd., 2010.

[25] TIMKEN, Timken Bearing Damage Analysis with Lubrication Reference Guide. U.S.A.: TIMKEN Ltd., 2009.
[26] S. Lacey, H. Kawamura, and Y. Ohura, “Bearings for aircraft gas turbine engines-part 1,” Motion & Control
of NSK, no. 5, pp. 1–8, 1998.
[27] W. Liqin, Limit design of rolling bearing. Harbin Institute of Technology Press, 2013.
[28] M. Smeeth, H. A. Spikes, M. Smeeth, and H. A. Spikes, “Central and minimum elastohydrodynamic film
thickness at high contact pressure,” Journal of Tribology, vol. 119, no. 2, pp. 291–296, 1997.
[29] W. changsen, Analysis Method of Rolling Bearing. Beijing: Machinery Industry Press, 1987.
[30] Q. Zou and P. Huang, “Abrasive wear model for lubricated sliding contacts,” Wear, 1996.
[31] L. Baoliang, W. Huiying, and B. Lin, “Analysis of temperature field of cylindrical roller bearing based on
friction effect,” Lubrication Engineering, no. 03, pp. 5–9+25, 2016.
[32] ISO, “Iso 76:2006 rolling bearings – static load ratings,” 2006-05.

10
 ACCEPTED MANUSCRIPT

HighLights

1. In this study, factors leading bearing abnormal failure are

presented by the fault tree analysis.

PT
2. The relationship between status parameters associated with

failure modes (such as lubricating oil film thickness, etc.) and

RI
working parameters (such as rotation speed, external load) is

SC
discussed.

3. Boundary conditions of aero-engine bearing are analysed at the

U
AN
end of this paper.
M
D
TE
C EP
AC