A comparison of friction modifier performance using two laboratory test scales

Buckley-Johnstone, L.E.; Harmon, Matthew; Lewis, Roger; Hardwick, C.; Stock, Richard J.

doi:10.1177/0954409718787045

Cited by 15 publications

(12 citation statements)

References 19 publications

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“…High Pressure Torsion tests were performed with 5 different dosages of dry friction modifier present in the contact, these were performed at 600MPa and are shown compared to a dry baseline in Figure 20. The results in Figure 20 show that even the lowest dosage of dried friction modifier reduces the coefficient of friction from >0.8, to <0.3, similar values for friction modifiers were found at full scale tests by Buckley-Johnstone et al [25]. Each increase in the dosage of friction modifier reduced the friction levels further, until a minimum friction of around 0.1 (512 mL/mile) is reached, at which point increasing the friction modifier dosage does not result in a further drop in friction.…”

Section: Controlled Dosagessupporting

confidence: 75%

The development of a high pressure torsion test methodology for simulating wheel/rail contacts

Evans

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Buckley-Johnstone

et al. 2021

Tribology International

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Section: Controlled Dosagessupporting

confidence: 75%

The development of a high pressure torsion test methodology for simulating wheel/rail contacts

Evans

Skipper

Buckley-Johnstone

et al. 2021

Tribology International

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“…Friction value has been replotted against cycle numbers for different slip values, as shown in Figure 17. The cycles to "dry" friction compare quite well with twin disc data [8].…”

Section: Retentivity Datasupporting

confidence: 68%

“…Friction value has been replotted against cycle numbers for different slip values, as shown in Figure 17. The cycles to "dry" friction compare quite well with twin disc data [8]. There have been no direct investigations of "retentivity" in the field as this is hard to quantify.…”

Section: Retentivity Datasupporting

confidence: 59%

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Towards a Standard Approach for the Twin Disc Testing of Top-Of Rail Friction Management Products

2022

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A wheel/rail friction coefficient that is too low can result in damage to the wheel and rail due to slips and slides, delays and safety concerns. A friction coefficient that is too high can result in excessive wear, noise and rolling contact fatigue. Changing contact and environmental conditions cause variations in wheel/rail friction, so friction management products, applied via wayside or on-board applicators, are used to either increase or decrease the friction coefficient so that an improved level is reached. They can be split into three classes; traction enhancers, lubricants and top-of-rail products (including water-based, oil/grease-based and hybrid products). This paper focuses on top-of-rail products and describes the different apparatus, contact conditions, product application methods and result interpretation that have been used to test these products and highlights the requirement for a more standardised test method. A proposed test method is outlined, which uses a twin disc test rig to collect “effective level of friction” and “retentivity” data to assess product effectiveness. More comparable and standardised data will ensure that maximum benefit is obtained from each set of results and help both product development and the approvals process.

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“…The consumption part of the simulation model has been parameterized based on experimental results from two test rigs at the University of Sheffield: A twin disc rig (TDR), and a full-scale wheel-rail rig (FSR). A brief description of both rigs can be found in [32].…”

Section: Experimental Results and Model Parameterizationmentioning

confidence: 99%

Modelling of Frictional Conditions in the Wheel–Rail Interface Due to Application of Top-of-Rail Products

et al. 2021

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The coefficient of friction between a wheel tread and the top of the rail should be maintained at intermediate levels to limit frictional tangential contact forces. This can be achieved by applying top-of-rail products. Reducing the coefficient of friction to intermediate levels reduces energy consumption and fuel costs, as well as damage to the wheel and rail surfaces, such as, e.g., wear, rolling contact fatigue, and corrugation. This work describes a simulation model that predicts the evolution of the coefficient of friction as a function of the number of wheel passes and the distance from the application site for wayside application of top-of-rail products. The model considers the interplay of three mechanisms, namely the pick-up of product by the wheel at the application site, the repeated transfer of the product between the wheel and rail surfaces, and the product consumption. The model has been parameterized with data from small-scale twin disc rig experiments and full-scale wheel–rail rig experiments. Systematic investigations of the model behaviour for a railway operating scenario show that all three mechanisms may limit the achievable carry-on distance of the product. The developed simulation model assists in understanding the interplay of the mechanisms that govern the evolution of the coefficient of friction in the field. It may aid in finding optimal product application strategies with respect to application position, application amount, and application pattern depending on specific railway operating conditions.

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A comparison of friction modifier performance using two laboratory test scales

Abstract: This is a repository copy of A comparison of friction modifier performance using two laboratory test scales.

Cited by 15 publications

References 19 publications

The development of a high pressure torsion test methodology for simulating wheel/rail contacts

The development of a high pressure torsion test methodology for simulating wheel/rail contacts

Towards a Standard Approach for the Twin Disc Testing of Top-Of Rail Friction Management Products

Modelling of Frictional Conditions in the Wheel–Rail Interface Due to Application of Top-of-Rail Products

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