Numerical prediction on the effect of friction modifiers on adhesion behaviours in the wheel-rail starved EHL contact

Li, Qun; Wu, Bingnan; Ding, Haohao; Galas, Radovan; Kvarda, Daniel; Liu, Qiyue; Zhou, Zhongrong; Omasta, Milan; Wang, Wenjian

doi:10.1016/j.triboint.2022.107519

Cited by 10 publications

(2 citation statements)

References 33 publications

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“…The adding frequency was determined by the dynamic friction coefficient at the contact position of the sample. When the number of revolutions reached 5000, the lubricant was added for the first time, and the friction coefficient after adding the lubricant should not be less than 0.1 [19,20]. The next cycle of adding lubricants began when the dynamic friction coefficient reached above 0.5.…”

Section: Methodsmentioning

confidence: 99%

Effects of Lubricating Conditions on Wear Performance of U77MnCrH Rail

Liang,

Wei,

et al. 2024

Metals

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With the rapid development of railway towards being high speed and having heavy load capacity, the wheel–rail wear and rolling contact fatigue in the curve section with a small radius of freight have become the key problems in urban railways, which need to be solved urgently. The aims of this study were to compare the wear resistance with three different lubricating conditions on wheel–rail wear based on the wheel–rail rolling contact simulation tests. The wear loss, microhardness, and microstructure of the contacted surface of the rail were detected systematically. The results showed that the wear rates of rail were reduced by 71% for grease lubrication and 55% for solid lubrication, compared to those without lubrication. At the same time, the thickness of plastic deformation layer of rail samples were about 167 μm for the dry state, 138 μm for the solid lubrication state, and 128 μm for the oil lubrication state, respectively. It indicates that the thickness of the plastic deformation layer was significantly reduced under both grease and/or solid lubricating conditions. In addition, the microstructure of the deformation layer with two kinds of lubricated states was coarser and denser than that without lubricants. The average grain size of the deformation layer was approximately 0.22 μm under dry conditions and 0.32 μm under lubricated conditions. It also indicated that the changes in lubricants did not have a significant effect on the average grain size of the deformation layer. The results of the present study could provide theoretical reference for the development and design of lubricants used as rail materials.

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Section: Methodsmentioning

confidence: 99%

Effects of Lubricating Conditions on Wear Performance of U77MnCrH Rail

Liang,

Wei,

et al. 2024

Metals

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“…Profile wear changes the wheel/rail geometric contact relationship, increases the wheel/rail interaction forces and reduces the safety and economy of vehicle operation (Tosangthum et al , 2023). Wheel wear is the result of accumulated friction work in the wheel/rail contact area, and the easiest way to reduce the friction work is by controlling the friction coefficient (Li et al , 2022). Therefore, the key factor of friction coefficient must be taken into consideration when studying the service performance of subway vehicles and developing wear reduction measures.…”

Section: Introductionmentioning

confidence: 99%

Influence of wheel profile wear coupled with friction coefficient on the dynamic response of subway vehicles

2023

ILT

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Purpose The purpose of this study is to match appropriate friction coefficients for subway operational vehicles, considering the dynamic variations of wheel profile wear. Design/methodology/approach This study combines experimental testing and numerical simulation to investigate the influence of wheel profile wear coupled with the friction coefficient on the vehicle dynamic response. Findings For the test route in this paper, it is recommended to control the friction coefficient on straight sections between 0.25 and 0.3, and on curved sections between 0.2 and 0.3. This satisfies the required adhesion coefficient for normal train traction and braking, while also ensuring the straight running performance and curve negotiation performance of the vehicle. Practical implications Reasonable friction coefficient ranges are proposed for straight and curved track lines to improve the operational safety and economy of the vehicles. Moreover, this study can provide a theoretical basis and reference direction for developing anti-wear measures for rail vehicles operating on fixed routes. Originality/value Considering the wear characteristics of operating vehicles and the dynamic changes in the wear profile, this paper explores the adaptability of different degrees of wheel wear profiles to different friction coefficients. Based on the response characteristics of vehicle dynamics, reasonable lubrication recommendations are proposed for this operating vehicle.

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