Evaluation of the coefficient of friction of rail in the field and laboratory using several devices

Harmon, Matthew; Santa, Juan Felipe; Jaramillo, Jaime A.; Toro, A.; Beagles, A.; Lewis, Roger

doi:10.1080/17515831.2020.1712111

Cited by 18 publications

(9 citation statements)

References 18 publications

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“…However most methods for field measurement involve the use of a tribometer to measure friction between the tribometer "wheel" or "slider" and may not be representative of what i achieved in a wheel/rail contact, for instance due to the lack of the previously described third body layer. Figure 11a shows a comparison of data from a range of different meas urements [24]. Most rail head friction measuring devices, including the pendulum device and the push-tribometer, provide a poor representation of wheel/rail interface conditions However, the data in Figure 11b show that for TOR-FM measurements the pendulum de vice does give results similar to a full-scale rig [24].…”

Section: Effective Friction Datamentioning

confidence: 99%

“…Figure 11a shows a comparison of data from a range of different meas urements [24]. Most rail head friction measuring devices, including the pendulum device and the push-tribometer, provide a poor representation of wheel/rail interface conditions However, the data in Figure 11b show that for TOR-FM measurements the pendulum de vice does give results similar to a full-scale rig [24].…”

Section: Effective Friction Datamentioning

confidence: 99%

“…Most rail head friction measuring devices, including the pendulum device and the push-tribometer, provide a poor representation of wheel/rail interface conditions. However, the data in Figure 11b show that for TOR-FM measurements the pendulum device does give results similar to a full-scale rig [24]. The OnTrak railhead tribometer [25] is a new portable device with more representative contact conditions.…”

Section: Effective Friction Datamentioning

confidence: 99%

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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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Section: Effective Friction Datamentioning

confidence: 99%

Section: Effective Friction Datamentioning

confidence: 99%

Section: Effective Friction Datamentioning

confidence: 99%

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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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“…3,7 During industry operation, portable tribometers are used as a flexible, quick and cost effective method to measure railhead friction. Examples of their use are:• Implementing or optimising friction management methods; reducing the friction to prevent excessive wear and squeal 8–10 or increasing the friction coefficient to prevent wheel slips and spins, delays and safety concerns. • Assessing the role and extent of low friction after a safety incident, such as a station overrun or a signal passed at danger .…”

Section: Introductionmentioning

confidence: 99%

Rail-wheel friction quantification and its variability under lab and field trial conditions

White,

Lewis,

Fletcher

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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Friction forces (often referred to as adhesion or traction forces) at the wheel/rail interface can vary dramatically due to changing environmental and contact conditions. The causes of this variance are partially documented, but it is not fully understood. Friction forces affect wheel and rail wear, traction energy usage, vehicle dynamics and safety through braking performance. A range of different portable railhead tribometers are used in the field to measure friction, but until recently have been limited in their performance, being unable to measure low friction situations or have made use of an unrealistic contact geometry. Recent developments have improved this situation but there is currently a lack of published field data which is required for validation, benchmarking and comparison between other studies and test rigs, as well as for input to multi-body dynamics simulations of railway vehicles. Friction studies in general are often undertaken for a specific period of time or under closely controlled conditions which makes it difficult to understand the true range of conditions occurring in the wheel/rail contact. In this paper an extensive dataset of railhead measurements is presented, using two types of measuring devices and three railhead conditions throughout a 4-week test period. Confidence in tribometer results was gained by comparing between established laboratory friction test rigs and methodologies. The results provide an insight into the friction variance and transient conditions that would occur on the railhead during operational use.

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“…On the basis of these data, six parameters are used: Total length, maximum diameter, inclination, operating pressure, length of the test section, and type of fluid. [15,16] Once a model has been completed, careful verification, in order to display how the model predictions can be compared with the results of experimental laboratory studies, is required. Thus, the parametric study must be performed to help acquire insights on the effects of various parameters and the complex interplay at work.…”

Section: Introductionmentioning

confidence: 99%

Prediction models for multiphase‐flow‐induced corrosion of API X80 steel in CO₂/H₂S environment

Pereira

Taqueda

et al. 2021

Materials & Corrosion

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In the offshore oil and gas industry, mainly focusing on the use of rigid or flexible pipes of subsea infrastructure applied to risers or flowlines, one of the greatest difficulties is the interpretation of the combined effects of the various correlated phenomena (hydrodynamic effects of intermittent flow, the effects of corrosivity of the environment in addition to variations in pressure, temperature, and dynamic loading). On the basis of this scenario, defining the degree of severity of each of the correlated system variables becomes of fundamental importance for establishing reliable criteria for selecting materials for subsea application. The established flow pattern directly affects the corrosion rate (or the pipe material mass loss), but the balance of other variables including possible changes in the physical and transported fluid chemical properties may increase the damage up to an order of magnitude, which is a piece of information normally not foreseen in design criteria. Therefore, to improve the understanding of the corrosion study influenced by multiphase flow, a testing loop was designed and assembled at the Corrosion and Protection Laboratory of the Institute for Technological Research, in which API X80 steel coupons were positioned in locations with a 0°and 45°inclinations. Tests were conducted by varying the partial pressure of the gaseous phase containing blends of CO 2 and H 2 S with N 2 balance, mixed with the liquid phase containing light oil and heavy oil in water with salinity (NaCl)simulating oil well conditions with 80% water cut. The main objective of this study is to establish models that can predict the corrosion intensity in conditions close to those obtained experimentally. To achieve results, the multiple regression and Box-Cox transformation methods were applied. These models will make possible damage prediction and optimization of matrix parameters for the multiphase-loop test.

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Evaluation of the coefficient of friction of rail in the field and laboratory using several devices

Cited by 18 publications

References 18 publications

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

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

Rail-wheel friction quantification and its variability under lab and field trial conditions

Prediction models for multiphase‐flow‐induced corrosion of API X80 steel in CO₂/H₂S environment

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Evaluation of the coefficient of friction of rail in the field and laboratory using several devices

Cited by 18 publications

References 18 publications

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

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

Rail-wheel friction quantification and its variability under lab and field trial conditions

Prediction models for multiphase‐flow‐induced corrosion of API X80 steel in CO2/H2S environment

Contact Info

Product

Resources

About

Prediction models for multiphase‐flow‐induced corrosion of API X80 steel in CO₂/H₂S environment