Friction-Induced Vibration by Stribeck’s Law: Application to Wiper Blade Squeal Noise

Rouzic, Julian Le; Bot, Alain Le; Perret-Liaudet, Joël; Guibert, M.; Rusanov, Anton; Douminge, L.; Bretagnol, F.; Mazuyer, Denis

doi:10.1007/s11249-012-0100-z

Cited by 64 publications

(41 citation statements)

References 29 publications

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“…3. This is caused by the negative dependence of μ k on V rel [4], e.g., in the mixed lubrication regime [6], given by a negative value of Δμ = − 0.083 in Eq. (21).…”

Section: Methodsmentioning

confidence: 99%

“…If it is clear that these fluctuations represent noise caused by electrical equipment, time-averaging the signal is reasonable for acquiring the magnitude of the frictional force. However, if they are caused by mechanical vibrations induced by friction, i.e., frictional vibration [3][4][5][6], the time-averaged spring force may not give the true value of the kinetic frictional force, except in the case of stick-slip in an undamped single-degree-of-freedom (SDOF) system with the Coulomb friction [3]. Many researchers have reported on the effect of externally applied oscillating forces on the friction coefficient [7][8][9][10][11][12][13][14][15][16][17][18][19], which indicates that even when the instrument-related uncertainty [1,2] is negligible, frictional vibrations generate some other errors in tribotesting, although the mechanisms of forced vibration and self-excited vibration are completely different.…”

Section: Introductionmentioning

confidence: 99%

“…Eng. C79: 2635-2643, 2013 have recently shown experimentally that frictional vibration in tribotesting causes considerable error, e.g., a 35% underestimation of the kinetic friction coefficient for the sliding contact between a steel ball and a steel plate lubricated with glycerol. In this paper, it is shown that their experimental results can be numerically simulated based on a purely mechanical model, which confirms that their experiments were carried out properly and also that in conventional tribotesting, the "measured kinetic friction coefficient" (obtained from the time-averaged spring force) is not the "inherent kinetic friction coefficient" (determined by the inherent nature of materials in contact as a function of the relative velocity) but the "effective kinetic friction coefficient" (determined by the mean energy consumption rate as a function of the driving velocity).…”

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confidence: 99%

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Kinetic Friction Coefficient Measured in Tribotesting: Influence of Frictional Vibration

2014

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Using a novel anti-vibration tribometer with a yaw angle misalignment, Kado et al. (Trans. Jpn. Soc. Mech. Eng. C79: 2635-2643, 2013 have recently shown experimentally that frictional vibration in tribotesting causes considerable error, e.g., a 35% underestimation of the kinetic friction coefficient for the sliding contact between a steel ball and a steel plate lubricated with glycerol. In this paper, it is shown that their experimental results can be numerically simulated based on a purely mechanical model, which confirms that their experiments were carried out properly and also that in conventional tribotesting, the "measured kinetic friction coefficient" (obtained from the time-averaged spring force) is not the "inherent kinetic friction coefficient" (determined by the inherent nature of materials in contact as a function of the relative velocity) but the "effective kinetic friction coefficient" (determined by the mean energy consumption rate as a function of the driving velocity). The effective kinetic friction coefficient depends on the mechanical properties of the tribometer used in the test, and it corresponds to the inherent kinetic friction coefficient when the measurement is carried out with no frictional vibration.

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“…3. This is caused by the negative dependence of μ k on V rel [4], e.g., in the mixed lubrication regime [6], given by a negative value of Δμ = − 0.083 in Eq. (21).…”

Section: Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

mentioning

confidence: 99%

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Kinetic Friction Coefficient Measured in Tribotesting: Influence of Frictional Vibration

2014

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“…Le Rouzic et al [22] analysed the stability problem for this kind of friction-induced self-excited oscillators through a Hopf bifurcation leading to a cycle solution, i.e. a periodic vibration.…”

Section: Negative Friction Slope Modelmentioning

confidence: 99%

“…An exponential falling model for the local slip velocity-dependent friction coefficient is chosen in the present work since it is widely used in the literature as a simplification of the Stribeck's friction law [22], without considering the hydrodynamic ascending regime for high slip velocities. Based on the experimental results from Ref.…”

Section: Numerical Errors Due To a Falling Friction Coefficientmentioning

confidence: 99%

Advanced Techniques for Time-Domain Modelling of High-Frequency Train/Track Interaction

Navarro¹

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The aim of the present Thesis is to develop models for the study of very highfrequency phenomena associated with the coupled dynamics of a railway vehicle with the track. Through these models, this Thesis intends to address squeal noise as a particular case of rolling noise when the train negotiates a small radius curve.Wheel/rail interaction is the predominant source of noise emission in railway operations. Rolling contact couples the wheel and the rail through a very small area, characterised by strongly non-linear and non-steady state dynamics that differentiates rolling noise from any other noise problem. Wheel/rail contact problem is studied based on Kalker's variational theory and the local falling behaviour of the coefficient of friction is introduced by means of a regularisation of Coulomb's law. Its implementation shows that the influence of the falling friction on the creep curves can be assumed negligible, thus rolling contact is finally modelled using a constant coefficient of friction.Flexibility is introduced in railway substructures through the Finite Element (FE) method in order to cover the high-frequency range. This work adopts a rotatory wheelset model that takes computational advantage of its rotational symmetry. It also develops a cyclic flexible rail model that fixes the translational contact force in a spatial point of the mesh through a technique called Moving Element (ME) method. A modal approach is used to reduce significantly the number of degrees of freedom of the global problem and a diagonalisation technique permits to decouple the resulting modal equations of motion in order to reduce the computational requirements of the time integrator.Simulations in curving conditions in the time domain are carried out for constant friction conditions in order to study if the proposed interaction model can reproduce squeal characteristics for different curve radii and coefficients of friction.Keywords: train/track dynamic interaction, rotatory wheelset, cyclic track, wheel/rail rolling contact, falling friction, regularisation of Coulomb's law, Moving Element Method, decoupling techniques, curve squeal. iii ResumenEl objetivo de la presente Tesis es desarrollar modelos para el estudio de fenómenos de muy alta frecuencia asociados a la dinámica acoplada de un vehículo ferroviario con la vía. A través de estos modelos, esta Tesis pretende abordar el fenómeno de los chirridos como un caso particular de ruido de rodadura en condiciones de curva cerrada.La interacción rueda/carril es la fuente predominante de ruido en las operaciones ferroviarias. El contacto es el responsable del acoplamiento entre la rueda y el carril a través de un área muy pequeña caracterizada por una dinámica fuertemente no lineal y no estacionaria. El problema de contacto rueda/carril se estudia mediante la teoría variacional de Kalker y la caída local del coeficiente de fricción se introduce por medio de una regularización de la ley de Coulomb, que muestra que su influencia sobre las curvas de fluencia se puede despre...

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Stick–slip vibration of an oscillator with damping

Won

Chung

2016

Nonlinear Dyn

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This paper proposes a new criterion for the occurrence of stick-slip vibration in an oscillator excited by a moving belt. Equations of motion were derived for a single-degree-of-freedom oscillator excited by the friction between the oscillator mass and a moving belt, considering two types of velocity-dependent friction models: exponential and polynomial. Based on the derived equations, dynamic responses were analyzed for various damping values, and it was found that the damping value determines the classification of oscillator motion among stick-slip, pure slip, and damped slip motions. Furthermore, a criterion for the occurrence of stick-slip motion, expressed in an integral form, was derived in terms of friction and damping forces. Using the least squares method, closed forms for the damping values to determine the occurrence of stick-slip vibration were obtained as functions of normal force, relative speed between contact surfaces, and friction parameters. In addition, the effects of the belt speed and of friction parameters on the occurrence of stick-slip vibration were also investigated.

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Friction-Induced Vibration by Stribeck’s Law: Application to Wiper Blade Squeal Noise

Cited by 64 publications

References 29 publications

Kinetic Friction Coefficient Measured in Tribotesting: Influence of Frictional Vibration

Kinetic Friction Coefficient Measured in Tribotesting: Influence of Frictional Vibration

Advanced Techniques for Time-Domain Modelling of High-Frequency Train/Track Interaction

Stick–slip vibration of an oscillator with damping

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