Fretting Fatigue of Slot-dovetails in Turbo-generator Rotor

(From O&M Issues Discussed in Recent EPRI Meetings)

H. Ito
Toshiba Corporation
1-1-1, Shibaura, Minato-Ku, Tokyo, 105-8001 Japan
Abstract-This paper describes the fretting fatigue of slotdovetails in turbo-generator rotor including typical examples and
repairs of fretting fatigue cracks, results of fretting fatigue tests,
factors affecting fretting fatigue strength, fretting fatigue
preventive technologies, and UT inspection methods.
INTRODUCTION

In the 70s, two 660 MW turbo-generators in Europe

experienced shaft cracking due to fretting fatigue of the slotdovetails. The authors started the basic study of fretting
fatigue of the shaft slot-dovetails in the late 70s. Inspection
results showed that generator shafts, manufactured by the
authors, also cracked in the slot-dovetails. High-speed fatigue
test equipment was introduced to perform comprehensive
fretting fatigue tests simulating actual machines. The authors
succeeded in quantitatively defining dominant factors affecting
fretting fatigue strength of slot-dovetails of turbo-generator
rotor.
A fretting fatigue preventive technology was established for
the slot-dovetails based on the test results and review. A
nondestructive inspection technology using UT was also
developed. The fretting fatigue preventive technology has
adopted in the new machines as a standard design application.
It is also used in the installed machines as refurbishment. The
machines with applied by these technologies are successfully
operating for more than 20 years since application.
This paper introduces examples and repairs of slot-dovetail
fretting fatigue cracks, results of fretting fatigue tests, factors
affecting fretting fatigue strength, fretting fatigue preventive
technologies, UT inspection technology, and application of
fretting fatigue preventive technology to the installed machines.

II

Number of Inspected Rotor

40

EXPERIENCES OF INSPECTION, CRACKED ROTOR SLOTDOVETAIL AND REPAIR

Fig. 1 shows experience of inspections and observed cracked

slot-dovetails since 1979 by year. Nine out of 601 inspected
rotors were found to have cracks. Table 1 shows operating
history, description of cracks and repairs, and countermeasures.
As a severe example, machine A* is described below in detail
including crack profile, repair and countermeasure.

; Cracked Rotor Slot-dovetail

35
30
25
20
15
10
5
0

1980

1985

1990

1995

2000

Inspection Year
Fig. 1 Experience of Inspection and Cracked Rotor Slot-dovetail

Table 1. Experiences of Cracked Rotor Slot-dovetail

Unit

Year of
Inspection

Out-put
(MW)

Year in
service

Description of Cracking

Repair / Modification
Grind off cracks.
Increase corner radius at wedge shoulder.
Replace with wedges of a lower hardness.

1981

220

1963

1982

350

1972

1982

250

1971

1982

500

1968

1983

600

1973

1987

350

1972

1990

500

1973

A*

1990

220

1963

Crack size: L10 x D3.2 mm

Crack position: About the core center
No. of cracks: 1
Wedge hardness: Equal to shaft
Operation hours: 100,000h
No. of starts and stops: 766
Crack size (max.): L3.5 x D0.98 mm
Crack position: About the core center
No. of cracks: 10
Wedge hardness: Harder than shaft
Crack size: L2.5 mm
Crack position: About the core center
No. of cracks: 1
Crack size (max.): L6.6 x 1.5 mm
No. cracks: 55
Wedge hardness: Equal to or harder than shaft
Crack size: L4.5 x D1.4 mm
No. of cracks: 9
Wedge hardness: Equal to shaft
Crack size: L4.0 mm
No. of cracks: 3
Wedge hardness: Shaft is harder
Crack size: L4.0 mm
No. of cracks: 28
Wedge hardness: Shaft is harder
Crack size: L23 x D8.5 mm
No. of cracks: 2

1991

375

1973

Crack size: L5.5 mm

No. of cracks: 3

Grind off cracks.

Increase corner radius at wedge shoulder.
Replace with wedges of a lower hardness.
Clearing of Cracking with Grainder.
Make taper with radius at end of wedge
shoulder.
Grind off cracks.
Increase corner radius at wedge shoulder.
Replace with wedges of a lower hardness.
Grind off cracks.
Increase corner radius at wedge shoulder.
Replace with wedges of a lower hardness.
Grind off cracks.
Increase corner radius at wedge shoulder.
Replace with wedges of a lower hardness.
Grind off cracks.
Increase corner radius at wedge shoulder.
Grind off cracks.
Replace with aluminum alloy wedges.
Change wedge length and arrangement.
Grind off cracks.
Increase corner radius at wedge shoulder.

Two cracks were observed at the core center of the slots by

the pole on the joint of steel wedges. A larger one measured 23
mm in length and 8.5 mm in depth. Fig. 2 shows the crack in
detail. The cracks were ground off to suitable shapes to prevent
stress concentration and the surface was smoothly finished (Fig.
3). Wedges were bridged over the ground off area. The wedge
material was changed from steel to aluminum alloy.
Concentration of contact pressure was avoided by increasing the
corner radius on the area where the wedge edge contacts the slot
dovetails. The unit is running for 10 years since then without
problems.

equipment. The specimen is made of Ni-Cr-Mo-V steel, which is

the same as the shaft material. The pad is made of S55C
(quenched and tempered) (AISI-1055), which is the same as the
material of steel wedge. Table 2 and 3 show chemistry and
mechanical properties of materials of specimen and pad,
respectively.

8.5
8
5
10

Cracking

Fig 2. Detailed Cracked Rotor Slot-dovetail of A* Unit

(10)

(16)

Fig. 4 Schematic Illustration of Fretting Fatigue Test Method

Fig 3. Repair and Correction for A* Unit

III

EXPERIMENTAL STUDIES

Fretting fatigue of turbine and turbo-generator rotors have

been studied by many researchers for many years. Areas of
concern are blade roots and coupling-to-shaft shrinkage fit. The
conventional fretting fatigue tests used only one pad and
adjacent wedges such as in the slot-dovetails of a turbogenerator shaft were not simulated.
We developed a high-speed fatigue testing equipment
incorporating two double-pads that simulate actual arrangements
of wedges in slot-dovetails. We quantitatively evaluated factors
affecting fretting fatigue strength of slot-dovetails. The
evaluated factors included proximity effect of pads (wedges),
contact pressure, relative slippage (wedge length), pad (wedge)
materials (hardness, Youngs modulus, rigidity) and repeated
stress (shaft bending stress).

Fig. 5 Specimen and Pad

We studied the fretting fatigue preventive measures and

fatigue life evaluation method for slot-dovetails based on the test
results and review.
Test Equipment and Method
Fig. 4 shows a schematic test arrangement of the fretting
fatigue testing system. Fig. 4-(a) and 4-(b) are conventional
testing systems. Fig. 4-(c) is the double-pad type test system,
which is newly devised to define the proximity effects of
wedges. Fig. 5 shows a specimen and a pad. Fig. 6 illustrates
the testing equipment. Fig. 7 is a photograph of the test

Fig. 6 Fretting Fatigue Test Equipment

Specimen

Pad
Fig. 8 Specimen and Pad for Pad Materials Effect Test

Fig. 7 Photograph of Setup of Fretting Fatigue Testing

Speci
men
Pad

Table 2 Chemical Composition of Specimen and Pad

C
Si
Mn
P
S
Ni
Cr
Mo
0.24 0.10 0.32 0.00 0.00 3.71 1.60 0.27
7
5
0.56 0.21 0.75 0.01 0.01
-

V
0.12
-

Table 3

Specimen
Pad

Mechanical Properties of Specimen and Pad

Reduction
0.2% proof
Tensile
Elongation
Hardness
of area
stress MPa stress MPa
%
Hv (1.0kg)
%
790
895
25.3
71.3
269
634(*)
811
19.5
39.6
265
(*) Yield stress

Fig. 9 Test Equipment for Pad Materials Effect Test

Table 4

Fretting fatigue tests were conducted in the atmospheric air at

room temperature with load control of pulsating tension at 15
Hz. Pad clearance C was 0.25 and 4 mm and infinity (single
pad). Nominal contact pressure was 50, 100 and 200(equivalent
to actual machines) MPa. Relative slippage of the pad edge was
5 to 6 m (equivalent to actual machines).
Fatigue tests to evaluate the effect of pad materials were
conducted using the specimens and pads shown in Fig. 8 and the
testing equipment shown in Fig. 9. The specimen materials were
Ni-Cr-Mo-V steels or the same as the above specimens. The pad
materials tested were 5 each ferrous and nonferrous materials as
shown in Table 4.

Mechanical Properties of Pads for Pad Materials Effect Test

Contact pad

0.2

material

MPa

MPa

Hv

E
GPa

wf
MPa

3.5NiCrMoV-QT

790

895

25.3

71.3

269

205

0.7

75

3.5NiCrMoV-Q

1103

1660

13.7

46.4

403

207

0.7

80

S55C-QT

561

933

21.5

45

255

201

0.68

75

S25C-N

231

430

27.7

58.1

195

201

0.7

90

SUS304

247

663

69.9

81

200

190

0.7

80

Cu-Be-Ni

507

760

15.5

31.5

239

130

0.55

100

Cu-Cr

380

450

26

51.2

150

120

0.65

130

Cu

245

264

30

85

102

110

0.65

140

A2024-T351

296

477

13.7

17.2

141

75

0.7

130

Ti-6Al-4V

941

1035

15

35.5

365

115

0.68

100

0.2 = 0.2% proof Hv = Hardness u = UTS E = Youngs modulus

=Elongation = Coefficient of friction = Reduction of area
7
wf = Fretting fatigue limit (amplitude at 2x10 )

Fatigue tests were conducted in the atmospheric air at room

temperature with load control of pulsating tension at 100 Hz.
Nominal contact pressure was 200 MPa constant.

Experimental Results and Review

Fig. 10 shows the effect of pad-to-pad clearance on S-N curve.
N represents the number of repetitions at the initiation of a

crack. Fig. 11 indicates the relationship between pad-to-pad

clearance and fretting fatigue limit. As Fig. 11 shows, fatigue
limit decreases sharply with the decreasing pad-to-pad clearance.
Fretting fatigue limit by single pad was 40 MPa, which is 1/8.8
of the ordinary fatigue limit of 350 MPa. Fig. 12 shows the
initiation and the propagation of cracks. A number of small
cracks(A) were observed on the pad edges at the initial stage of
fatigue. Along with the increase in the number of repetitions, the
pad edges were worn out, and then the major cracks(B) initiated
and propagated at the inside of the pad edges.
C=0.25mm, a=15Mpa
Fig. 12 Fretting Fatigue Cracks Observed in Specimen

Fig. 13 shows the effect of contact pressure on S-N curve.

Fig. 14 indicates the relationship between fretting fatigue limit
and contact pressure. For the contact pressure up to 100 MPa,
fretting fatigue limit decreases rapidly with increasing contact
pressure but for the contact pressure above 100 MPa, decrease in
fretting fatigue limit is very small.

Fig. 10 Effect of Pad-to-Pad Clearance on S-N Curves

Fig. 13 Effect of Contact Pressure on S-N Curves

Fig. 11 Relationship between Pad-to-Pad Clearance and Fretting Fatigue Limit

Fig. 16 Effect of Pad Materials (Ferrous) on S-N Curves

Fig. 14 Relationship between Contact Pressure and Fretting Fatigue Limit

Fig. 15 illustrates the effect of pad contact length on S-N

curve. Fretting fatigue life decreases with increasing contact
length.

Fig. 17 Effect of Pad Materials (Non-Ferrous) on S-N Curves

Fig. 15 Effect of Contact Length of Pad on S-N Curves

Figs. 16 and 17 show the result of fretting fatigue tests of

various pad materials. Fig. 18 shows the relationship between
fretting fatigue limit and hardness of pad materials. Generally,
fretting fatigue limit decreases rapidly with increasing hardness
of pad materials. In the high hardness region, however, pad
materials of the same hardness do not have an identical fretting
fatigue limit. Youngs modulus seems to be another factors
affecting fretting fatigue limit in addition to hardness.

Fig. 18 Relationship Between Fretting Fatigue Limit and Pad Hardness

IV IMPROVEMENTS IN DESIGN AND PRODUCTION

teeth were prepared and artificially flaws to confirm the

accuracy of detection. It was confirmed that the probe detects a
minimum of 1.0mm deep defect. Fig. 19 shows the special probe
and the test using the model slot-dovetail.

Fretting fatigue preventive technologies have been

established based on the results and review of the extensive
fretting fatigue tests simulating actual machines as described in
Chapter III. The preventive technologies are summarized below.

We recommend UT inspection of slot-dovetails at major

outage (with the rotor taken out). 361 turbo-generator rotors ,as
retaining rings and wedges installed, have been inspected by UT
inspection at site so far.

(1) Fretting fatigue strength decreases rapidly with decreasing

pad-to-pad clearance. As a countermeasure, the area of the
wedge edge that contacts slot-dovetails was tapered to
practically increase the wedge-to-wedge clearance and the
corner radius of the wedge edge was enlarged to prevent the
concentration of contact pressure.
(2) Fatigue life decreases with increasing wedge contact length.
As a countermeasure, several different wedge lengths in use
were unified into the shortest length. Furthermore, long
wedges of a whole length or several split lengths were
adopted with wedge joints to avoid meeting the rotor core
center.
(3) Fatigue life decreases with increasing hardness, rigidity and
Young modulus of the wedge. As a countermeasure, wedge
materials of a lower hardness than shaft materials were
selected when using ferrous wedges. Analysis of main flux
distribution indicated that no operational problem occurs
when using nonmagnetic wedges in the slot by the pole. In
view of this finding, aluminum alloy wedges may be used in
all slots in some cases.

Fig. 19 UT Probe for Shaft-Dovetail

Refurbishment
Permanent countermeasures against fretting fatigue cracking
introduced in Chapter IV were applied to approximately 150
installed generators so far. No crack event is reported, in the
follow-up research, since early 1990s when the refurbishment
was almost completed. This means that the validity of
prevention measures has been confirmed.

Residual stress in the shaft is one of the known factors

affecting initiation and propagation of fretting fatigue cracks in
the slot-dovetails. Residual stress originates at the stage of
shaft forging production and in the process of slots making.
The former is controlled to a level of several kg/mm2 or below
by improving steel making process in the shaft forging
production or by stress relieving annealing after steel making.
For the latter, thickness of the residual stress layer is controlled
at several tens m or less by using carbide cutter and improving
the slots making process.

VI CONCLUSION
In the 1970s, it was reported that generator shafts were
cracked due to fretting fatigue in the slot-dovetails. We studied
the countermeasures and have developed fretting fatigue
preventive technologies and UT inspection technology. These
technologies were applied to new and existing machines as a
standard design application and refurbishment. The machines
are running for more than 20 years successfully since then.

INSPECTION AND REFURBISHMENT

Inspection
Fretting fatigue cracks in the slot-dovetails are easily detected
by magnetic particle or eddy current inspection when the
wedges are removed. When the wedges are in place into slots,
ultrasonic tests are used but testing accuracy with standard
probes is often insufficient because of the short distance
between the rotor surface (inspection surface) and the crack and
inclination of slot-dovetails relative to the rotor surface.

Thermal power turbo-generators are, however, running under

increasingly diverse and severe operating conditions in recent
years. It is not rare that units are operated over the original
design conditions. Fretting fatigue life of slot-dovetails may be
affected also by operating conditions. We will keep close contact
with users to prevent fatigue damage and contribute to stable
power supply.

We developed a special probe featuring an optimum angle of

refraction and frequency. Model teeth simulating actual shaft