Twin disc evaluation of third body materials in the wheel/rail interface

Gutsulyak, Dmitry V.; Stanlake, Louisa J. E.; Qi, Hao

doi:10.1080/17515831.2020.1829878

Cited by 17 publications

(7 citation statements)

References 34 publications

(57 reference statements)

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“…Train wheels pass through the puddle picking-up the product and then transferring it back to the rail with each subsequent contact, spreading it further down the track, as shown in Figure 2. 9 Numerous studies have investigated the influence of TOR products on wheel/ rail interface friction using a range of test rigs of different scales, such as a pin-on-disc machine; 10 a twin disc rig, 11,12 full-scale rigs (FSR) 6,13 and scaled-wheel rigs 14 and more recently a high pressure torsion rig 15 However, few studies have investigated product transfer mechanisms that dictate product are pick-up, carry-on along the track and consumption. Some work has been carried out investigating this for grease used for curve lubrication.…”

Section: Introductionmentioning

confidence: 99%

Studying the transfer mechanisms of water based top-of-rail products in a wheel/rail interaction

Lee

Trummer

Harmon

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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The railway industry uses top-of-rail products to control and manage the friction in the wheel/rail interface to help ensure efficient train operations and reduce wheel and rail damage. A product is typically applied from a wayside applicator that pumps a puddle onto the rail head where a passing wheel will pick it up and then transfer it down the track. The aim of this study was to study the transfer mechanisms of water-based top-of-rail friction modifiers (TOR-FMs) and how they are linked to the friction conditions in the wheel/rail interface. The transfer mechanisms were split into three parts: pick-up, carry-on and consumption. Pick-up looks at how the product transfers from the puddle on the rail to a wheel tread, whereas the carry-on mechanism relates to the product transfer back to the wheel. Consumption focuses on the removal rate of the product layer from the wheel or rail. A full-scale rig and twin disc machine were chosen to perform the tests because each rig could give different insights into understanding the product transfer mechanisms. Two products were tested of similar formulation. Results show that there are differences in the transfer and friction between the two products despite them being relatively similar. The test methods developed can clearly resolve differences between varying product types, which could be useful for product development studies or approvals work. The outcomes could also be used to develop a model of transfer/consumption.

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Section: Introductionmentioning

confidence: 99%

Studying the transfer mechanisms of water based top-of-rail products in a wheel/rail interaction

Lee

Trummer

Harmon

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Examples of components that are "artificial" include sand, oils and grease, top-of-rail friction management products, debris from road crossings 4 and freight vehicle overspill. 5 Naturally occurring, unmanaged coefficient of friction can vary between approximately 0.05 and 0.7. Typical values needed for braking are above 0.09, with 0.2 or above required for traction sufficient to maintain timetabled operation.…”

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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“…There are three types of test regularly carried out on friction management products; one to determine "effective friction" and "retentivity" (how long the product remains active in the contact); another for "creep curve" generation and finally a wear test. The first is most often used [6], ensuring the product meets the desired friction thresholds for operational use. Creep curves may be required if the data are to be used for modelling, for instance multi-body dynamics simulations.…”

Section: Introductionmentioning

confidence: 99%

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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Twin disc evaluation of third body materials in the wheel/rail interface

Cited by 17 publications

References 34 publications

Studying the transfer mechanisms of water based top-of-rail products in a wheel/rail interaction

Studying the transfer mechanisms of water based top-of-rail products in a wheel/rail interaction

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

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

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