The effects of top of rail friction modifier on wear and rolling contact fatigue: Full-scale rail–wheel test rig evaluation, analysis and modelling

Eadie, Donald T.; Elvidge, D.; Oldknow, Kevin; Stock, Richard J.; Pointner, Peter; Kalousek, J; Klauser, Peter E.

doi:10.1016/j.wear.2008.02.029

Cited by 108 publications

(67 citation statements)

References 9 publications

(8 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Some friction modifiers (FMs) have been designed to eliminate the negative slope of the traction curve that is responsible of the stick-slip oscillations, thus overcoming the squealing noise and corrugation phenomena that can especially occur in small-radius curves [8][9]. FMs have also been aimed at reducing the occurrence rolling contact fatigue (e.g., head checks) and the rates of wear [10]. This paper deals with another popular practice of friction management, in which FMs are used to increase the adhesion between wheel and rail facilitating the traction and braking operation under poor adhesion conditions.…”

Section: Introductionmentioning

confidence: 99%

Rolling–sliding laboratory tests of friction modifiers in dry and wet wheel–rail contacts

Arias-Cuevas

Lewis

et al. 2010

Wear

View full text Add to dashboard Cite

A popular practice is the application of friction modifiers to increase the adhesion level between wheel and rail under different contamination conditions.Particularly, two friction modifiers have been used or tested in several railway networks as adhesion enhancers to facilitate the traction and braking operation under poor adhesion conditions. However, the railway operators and infrastructure managers only count with practical observations that do not elucidate completely the effectiveness and side effects of these adhesion enhancers. In this paper, a twin-disk roller rig has been used to study their performance in dry and wet contacts under closely controlled laboratory conditions. The adhesion characteristics of both friction modifiers are examined for different slip ratios. The constituents of the friction modifiers are identified and the solid components are analyzed. Furthermore, the wheel and rail disks are examined after a series of dry tests to analyze the mass loss, surface damage, modification of surface hardness and roughness, and subsurface deformation caused by the friction modifiers compared to dry contacts.

show abstract

Section: Introductionmentioning

confidence: 99%

Rolling–sliding laboratory tests of friction modifiers in dry and wet wheel–rail contacts

Arias-Cuevas

Lewis

et al. 2010

Wear

View full text Add to dashboard Cite

show abstract

“…Tomeoka et al [2] reported the positive effects of using various friction modifiers to control the coefficient of friction. The successful application of friction modifiers is also described by Eadie et al [3].…”

Section: Introductionmentioning

confidence: 71%

Pin-on-disc study of the effects of railway friction modifiers on airborne wear particles from wheel–rail contacts

Abbasi¹,

Olofsson²,

Zhu³

et al. 2013

Tribology International

View full text Add to dashboard Cite

Knowledge of wheel-rail interaction is crucial to wheel and rail maintenance. In this interaction, some of the worn-off material is transformed into airborne particles. Although such wear is well understood, few studies treat the particles generated. We investigated friction modifiers' effects on airborne particles characteristics generated in wheel-rail contacts in laboratory conditions. Pin-on-disc machine testing with a round-head pin loaded by a dead weight load 40 N simulated maximum contact pressure over 550 MPa. Airborne particle characteristics were investigated in dry contacts and in ones lubricated with biodegradable rail grease and water-and oil-based friction modifiers. The number of particles declined with the grease; the number of ultrafine particles increased with the water-based friction modifier, mainly due to water vaporization.

show abstract

“…But lubricants also serve as an accelerant to surface breaking cracks by reducing the crack face friction [54]. Friction modifiers have shown to significantly reduce rates of wear and crack initiation [55] but the water or oil base of these products raises questions regarding potential increases in RCF under certain conditions.…”

Section: Competition Between Wear and Crack Formationmentioning

confidence: 99%

Rolling contact fatigue, wear and broken rail derailments

Magel

Mutton

Ekberg

et al. 2016

Wear

View full text Add to dashboard Cite

Vous avez des questions? Nous pouvons vous aider. Pour communiquer directement avec un auteur, consultez la première page de la revue dans laquelle son article a été publié afin de trouver ses coordonnées. Si vous n'arrivez pas à les repérer, communiquez avec nous à PublicationsArchive-ArchivesPublications@nrc-cnrc.gc.ca. Questions? Contact the NRC Publications Archive team atPublicationsArchive-ArchivesPublications@nrc-cnrc.gc.ca. If you wish to email the authors directly, please see the first page of the publication for their contact information. NRC Publications Archive Archives des publications du CNRCThis publication could be one of several versions: author's original, accepted manuscript or the publisher's version. / La version de cette publication peut être l'une des suivantes : la version prépublication de l'auteur, la version acceptée du manuscrit ou la version de l'éditeur. NRC Publications Record / Notice d'Archives des publications de CNRC:http://nparc.cisti-icist.nrc-cnrc.gc.ca/eng/view/object/?id=ca2dd2ef-04ac-48b2-9a33-980b4b7ede69 http://nparc.cisti-icist.nrc-cnrc.gc.ca/fra/voir/objet/?id=ca2dd2ef-04ac-48b2-9a33-980b4b7ede69 abstract Rolling contact fatigue (RCF) and wear are inevitable in the wheel/rail system, but resulting failures and derailments need not also be inevitable. Understanding why and under which conditions broken rails and derailments are likely to occur will focus research, inspection and maintenance efforts to minimize their probability. RCF leads to many broken rails, and rails with severe RCF damage are difficult to inspect. Yet wear reduces the extent of crack growth and hence can be beneficial in some cases. On the other hand, wear changes wheel and rail profiles, may expose virgin material to contact stresses, and reduces the section strength, which may lead to higher stress from bending and torsion. These influences are explored together with case studies of operational derailments. Based on this information and the current state of the art -both theoretical and practical -a number of issues are raised which need to be addressed through further developments in understanding and mitigating strategies to reduce the risk of failures from RCF and wear.Crown

show abstract

The effects of top of rail friction modifier on wear and rolling contact fatigue: Full-scale rail–wheel test rig evaluation, analysis and modelling

Cited by 108 publications

References 9 publications

Rolling–sliding laboratory tests of friction modifiers in dry and wet wheel–rail contacts

Rolling–sliding laboratory tests of friction modifiers in dry and wet wheel–rail contacts

Pin-on-disc study of the effects of railway friction modifiers on airborne wear particles from wheel–rail contacts

Rolling contact fatigue, wear and broken rail derailments

Contact Info

Product

Resources

About