Friction management on a Chinese heavy haul coal line

Lu, Xin; Makowsky, Tony W; Eadie, Donald T.; Oldknow, Kevin; Xue, Jilian; Jin, Jia; Li, Guibao; Meng, Xianhong; Xu, Yidong; Zhou, Yu

doi:10.1177/0954409712447170

Cited by 13 publications

(11 citation statements)

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“…The application of a developed criterion for predicting the crack growth for different loading states showed good agreement with the experimental results [28]. It should be noted that the improper application of liquid media (such as liquid lubrication or liquid FM) to the wheel-rail surfaces might accelerate the development of RCF cracks and damage [29,30] due to hydro-pressurization. Hardwick and Lewis [31] studied the effects of liquid FMs on pre-existing RCF damage cracks and found that a lower viscosity caused faster crack growth.…”

Section: Introductionsupporting

confidence: 56%

Effects of solid friction modifier on friction and rolling contact fatigue damage of wheel-rail surfaces

et al. 2021

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In railway network, friction is an important factor to consider in terms of the service behaviors of wheel-rail system. The objective of this study was to investigate the effect of a solid friction modifier (FM) in a railway environment. This was achieved by studying the friction, wear, and rolling contact fatigue (RCF) damage on the wheel-rail materials at different slip ratios. The results showed that when a solid FM was applied, the friction coefficient decreased. After the solid FM was separated from the wheel-rail interface, the friction coefficient gradually increased to its original level. With the application of the solid FM, the wear rates of the wheel-rail decreased. In addition, the thickness and hardness of the plastic deformation layers of the wheel-rail materials were reduced. The worn surfaces of the wheel-rail were dominated by pits and RCF cracks. Without the FM, RCF cracks ranged from 84 to 120 µm, and subsurface cracks were generated. However, with the FM, RCF cracks ranged from 17 to 97 µm and no subsurface cracks were generated. These findings indicate possible methods of improving the performance of railway rolling stock by managing friction, and reducing wear and permanent RCF damage affecting both the wheels and rails.

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Section: Introductionsupporting

confidence: 56%

Effects of solid friction modifier on friction and rolling contact fatigue damage of wheel-rail surfaces

et al. 2021

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“…TOR-FM manufacturers claim various benefits, such as a reduction in noise, 7 wear, 6,8 energy consumption, 8 RCF 9–11 and short pitch corrugation. 12 In contrast, Lundberg et al.…”

Section: Introductionmentioning

confidence: 99%

Carry distance of top-of-rail friction modifiers

Khan

Lundberg

Stenström

2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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Rail issues such as corrugation, rolling contact fatigue, noise and wear have been increasing with the increase in railway traffic. The application of top-of-rail friction modifiers (TOR-FMs) is claimed by their manufacturers in the railway industry to be a well-established technique for resolving the above-mentioned issues. There are various methods for applying friction modifiers at the wheel-rail interface, among which stationary wayside systems are recommended by TOR-FM manufacturers when a distance of a few kilometres is to be covered. TOR-FM manufacturers also claim that by using wayside equipment, the TOR-FM can be spread over a minimum distance of 3 km, over which it maintains a coefficient of friction of m ¼ 0.35 AE 0.05. To determine the carry distance of TOR-FMs, some researchers use tribometers to measure the coefficients of friction. However, moisture and deposits from the environment and trains can alter the top-of-rail friction and give a misleading indication of the presence of a friction modifier. Therefore, the coefficient of friction itself is not a clear indicator of the presence of TOR-FMs. In the present study, cotton swabs dipped in a mixture of alcohol and ester were used to collect surface deposits (a third body) from both the wheel and rail at various distances from the point of application. Subsequently, the third body collected on the cotton swab was analysed using an energy dispersive X-ray analysis. The results have shown that the maximum carry distance of TOR-FMs on the top of the rail is limited to 70 m when using a TOR-FM from one manufacturer and to 450 m when using a TOR-FM from another manufacturer. The carry distance on the contact band of the wheel is limited to 100 m and 340 m. The friction modifier on the edges of the contact band was detected over a distance of up to 3 km; however, this will not minimise the damage or friction at the wheel-rail interface.

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“…This is achieved through improving steering in curves, and hence reducing lateral forces and a reduction in stick-slip oscillations. 3–11 They allow greater deformation of the third-body layer and therefore maintain positive friction characteristics up to higher creep rates. Positive friction characteristics are when friction increases with respect to increasing creep.…”

Section: Friction Modifier Researchmentioning

confidence: 99%

New laboratory methodologies to analyse the top of rail friction modifier performance across different test scales

Harmon

Lewis

2020

Proceedings of the Institution of Mechanical Engineers, Part F:

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Test methodologies originally developed for greases have been adapted to be used for top of rail friction modifiers (TORFMs). This has included: a small-scale benchtop tribometer to measure the tackiness of different TORFMs, attaching an applicator bar to a section of rail and rolling a scaled-wheel through the TORFM applied to the rail head to analyse the effect of different variables on pick-up, and applying TORFM to a full-scale test facility to analyse the scaling effects and the effect of slip, load and speed on pick-up. These methods can be used to measure the relative performance of different TORFMs with respect to how much product is picked up by the wheel. The results have shown that the relative ranking of different TORFMs is the same across the three test scales. This shows that these small-scale test methods that are more suitable for inclusion in test standards could be used to reduce the need for the more time-consuming and expensive larger scale tests, as the relative performance is the same.

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Friction management on a Chinese heavy haul coal line

Cited by 13 publications

References 0 publications

Effects of solid friction modifier on friction and rolling contact fatigue damage of wheel-rail surfaces

Effects of solid friction modifier on friction and rolling contact fatigue damage of wheel-rail surfaces

Carry distance of top-of-rail friction modifiers

New laboratory methodologies to analyse the top of rail friction modifier performance across different test scales

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