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Lubrication and friction are the core processes in cold strip rolling, which are the key links to realizing the stable production of high‐quality strips, reflecting country advanced level in rolling technology. This review investigates the crucial properties of lubrication and friction in cold strip rolling by analyzing the mechanism, characterization methods, and influencing factors. The lubricant forms an oil film on the surface of rolls and strips based on the lubrication dynamics and tribology theory, changing the asperity contact state in the loaded roll gap, leading to changes in friction characteristics. Oil film thickness and coefficient of friction (COF) are crucial parameters for characterizing and judging the characteristics of lubrication and friction, theoretical calculations have become the core analytical method, and the study of the measurement method is still a great challenge. Parameters like rolling speed and oil viscosity affect the lubricant distribution and asperity contact in the loaded roll gap, changing the lubrication and friction state. The influence of parameters is strongly linked to the experimental or rolling environment. Prospective research trends on lubrication and friction in cold strip rolling are presented based on the status of research on lubrication and friction characterization. [ABSTRACT FROM AUTHOR]

AISI 301LN metastable austenitic stainless steels (MASSs) are known to exhibit high work‐hardening rates attributed to martensite evolution during straining which results in the second‐phase strengthening mechanism. This enhances surface hardness and potentially reduces wear and rolling contact fatigue (RCF). The aim of this study is therefore to evaluate the work hardening, wear, and RCF performance of AISI 301LN metastable austenitic stainless steel as a possible alternative material for rolling and sliding applications by varying the contact conditions such as slip ratio against the standard R350HT rail steel using a twin‐disc simulator. The results show that 301LN MASS has high surface work hardening and increased hardness because of martensitic transformation, while R350HT rail steel has only slightly changed. The formation of a hard martensitic phase is also confirmed by X‐ray diffraction analysis as well as by two other techniques, indicating a secondary hardening effect. Although it shows potential for work hardening, its susceptibility to wear‐related problems may make it less suitable for rolling and sliding applications due to a cracking and spalling mechanism induced by martensite formation. The surface strains required for the observed martensite formation are calculated and found to be very high, approaching 0.4. [ABSTRACT FROM AUTHOR]

The rail profile milling process allows considerable thickness to be removed in a single pass. However, the residual waviness formation law after milling and its subsequent effect on rail performance remains uncertain. In this paper, the wavelength and wave height of the residual waviness are identified as the key characteristics. The relationship between milling speed and residual waviness is determined, and a numerical model of the residual waviness formed on the surface after milling is established based on the commonly used three milling speeds of 300, 600, and 1000 m/h, and its accuracy is verified using the parameters of the residual waviness detected by the milling experiments. A three-dimensional finite element analysis model of wheel-rail contact was employed to analyze the contact stresses and low fatigue cycles at a wheel load of 11.5 tons with no residual waviness on the rail profile surface and with three types of residual waviness, respectively. The results show that the residual waviness changes the wheel-rail contact position and the morphology of the contact area, reduces the maximum contact stress and increases the strain fatigue cycles. The application of elevated milling speeds reduces the wheel-rail contact stresses after milling, thereby increasing the low fatigue cycles. [ABSTRACT FROM AUTHOR]

For conformal contact situations, some of the assumptions employed in classical contact theories, such as the flatness of the contact area, lose their validity. Existing conformal contact models are challenged by either accuracy or computational efficiency. With the aim of achieving a balanced trade-off between these contrasting requirements, this paper proposes a new simplified method to solve conformal rolling contact problems, which is based on fast non-Hertzian contact model INFCON and FaStrip. Numerical experiments are performed for two typical wheel/rail conformal contact scenarios to assess the performance of the proposed method, taking as the reference the CONTACT method for conformal contacts. The comparative analyses show that the proposed method is in good agreement with the reference method in terms of the determination of the contact stresses, total forces, and the prediction of wear, whereas the traditional half-space approach fails to capture the main features of the conformal contacts. In addition, the high computational efficiency of the proposed method shows the potential for application in vehicle dynamic simulation and damage analysis. [ABSTRACT FROM AUTHOR]

Fine particle peening (FPP) technology offers an effective method to achieve outstanding surface integrity and fatigue performance in aviation gears. However, the lack of sufficient research on the correlation between process parameters, surface integrity parameters, and fatigue life undermines the full potential of FPP in strengthening aviation gears. Therefore, we have developed an elastic–plastic contact fatigue life model to predict the fatigue life of AISI 9310 gear steel after different strengthening processes. This model can consider surface integrity parameters such as surface micro‐topography, residual stress gradient, and hardness gradient. To validate the model, we conducted rolling contact fatigue tests and compared the results with the predictions from our model. The influence of process parameters on the rolling contact fatigue of AISI 9310 gear steel was further investigated. A process window for FPP was established, and an optimization method was proposed in order to provide guidance for selecting process parameters for FPP on high‐performance aviation gears. HIGHLIGHTS: 1. The rolling contact fatigue life of aviation gear after strengthening is predicted. 2. The simulation results are in good agreement with the rolling contact fatigue tests. 3. A process window for aviation gear steel after FPP is established. [ABSTRACT FROM AUTHOR]

The wind turbine fault feature has strong uncertainty due to various factors such as wind speed and equipment parameters. Based on the analysis of the vibration characteristics of wind turbines with unknown prior conditions, this paper conducts research on the enhancement method of fault features. First, analyzing the change in fault features caused by the change in operating conditions to lay the foundation for subsequent research; Second, for the uncertainty of wind turbine fault feature frequency, searching for fault features by constructing the energy in each spectral interval, then use signal noise optimal resonance to transfer noise energy to low frequency fault features to achieve the purpose of adaptive optimal resonance enhancement of fault feature; Finally, validation of the proposed method by simulation experiments and fault signals of actual wind turbine rolling bearings. The case shows that the proposed algorithm can effectively realize the uncertain fault feature of wind turbines search and enhancement. © 2024 Institute of Electrical Engineers of Japan and Wiley Periodicals LLC. [ABSTRACT FROM AUTHOR]

This study presents the outcomes of applying an integrated approach for assessing surface layer parameters of backup roll bodies in the continuous broad-strip hot rolling mill 2000 at Severstal. This approach includes several key aspects: the operational intensity of backup rolls, the increase in body hardness, wear across different stands in the continuous mill, and the determination of the material removed after the rolling campaign. To estimate the operational intensity of backup rolls within the mill stand during the campaign, the methodology suggests using the number of contacts with the working roll or the total length of strips rolled in each stand, alongside the linear load exerted on the rolls during inter-roll contact. Experimental findings have revealed that backup roll bodies exhibit varying degrees of wear and hardness increases across the continuous mill stands throughout the rolling process. The strip length and linear load in the stands have been determined to be crucial factors influencing the wear and hardness increase of backup roll bodies during a campaign. The research successfully derived a formula to illustrate how the length of rolled strips and the inter-roll load affect the increment of the roll bodies. Furthermore, an algorithm for predicting wear in three zones along the mill stands with a prediction accuracy of at least 85% was developed. The study proposes a method for calculating the necessary removal during backup roll grinding based on up-to-date data from the mill for the duration of the rolling campaign, which correlates with the roll's operational intensity in the stand. The proposed solution aims to optimize roll consumption significantly. Implementing this integrated approach to assess the condition of backup roll bodies, particularly within the context of the 2000 hot rolling mill at Severstal, satisfies the evolving requirements for roll operation. Additionally, it aligns with the new requirements for compiling a rolling schedule, ultimately enhancing mill productivity. [ABSTRACT FROM AUTHOR]

Wheel squeal is generally attributed to the lateral wheel vibration induced by lateral creepage. It should be noted, however, longitudinal creepage also exists at wheel/rail interface. Given the significance of longitudinal creepage in vehicle dynamics, a test rig that can introduce various longitudinal creepages by changing the teeth number of synchronous pulley is developed in this research, and measurement results show that squeal spectrum has three dominant peaks, whose sound pressure levels decrease with longitudinal creepage. In order to investigate the reason why longitudinal creepage can mitigate wheel squeal, a model of a wheel/rail system is developed in this research to analyse this phenomenon using complex eigenvalue method, and the results show the inner wheel tends to generate unstable vibration at three different vibration modes, correlating well with the dominant peaks of sound spectrum. Further analyses can illustrate the reason why longitudinal creepage can mitigate wheel squeal: the absolute value of effective damping ratio of each mode decreases with longitudinal creepage, so structural damping and frictional damping are less likely to be overcome by negative damping. [ABSTRACT FROM AUTHOR]

Here a comprehensive 3-D wheel-rail rolling contact finite element model was developed to investigate the influence of wheel-rail material properties on the dynamic wheel-rail interaction. The wheel-rail contact responses induced by two typical wheel tread defects (i.e. wheel flat and tread spalling) were discussed and compared to the responses of perfect wheel in this work. The dynamic wheel-rail responses of three typical material models involved (i.e. rigid, elastic, and elastic-plastic models) were investigated in terms of contact force, contact pressure/stress, and wheel/rail degradation. Furthermore, the strain rate levels during wheel-rail rolling contact at various train speeds were estimated with emphasis on the elastic-plastic model, which was helpful for determining strain rate range of wheel/rail material property tests. Finally, the influences of strain rate effect and initial fatigue damage of wheel/rail materials on dynamic wheel-rail responses were discussed. These results illustrated that the rigid model grossly overestimated wheel-rail impact force caused by wheel tread defects, while the elastic model overestimated wheel-rail contact pressure/stress, damage index, and frictional work. The strain rate effect could significantly increase Mises stress and inhibit plastic deformation of wheel-rail system, while the initial fatigue damage would reduce Mises stress and aggravate plastic deformation. [ABSTRACT FROM AUTHOR]

Bogie hunting instability is one of the common faults in railway vehicles. It not only affects ride comfort but also threatens operational safety. Due to the lower operating speed of metro vehicles, their bogie hunting stability is often overlooked. However, as wheel tread wear increases, metro vehicles with high conicity wheel–rail contact can also experience bogie hunting instability. In order to enhance the operational safety of metro vehicles, this paper conducts field tests and simulation calculations to study the bogie hunting instability behavior of metro vehicles and proposes corresponding solutions from the perspective of wheel–rail contact relationships. Acceleration and displacement sensors are installed on metro vehicles to collect data, which are processed in real time in 2 s intervals. The lateral acceleration of the frame is analyzed to determine if bogie hunting instability has occurred. Based on calculated safety indicators, it is determined whether deceleration is necessary to ensure the safety of vehicle operation. For metro vehicles in the later stages of wheel wear (after 300,000 km), the stability of their bogies should be monitored in real time. To improve the stability of metro vehicle bogies while ensuring the longevity of wheelsets, metro vehicle wheel treads should be reprofiled regularly, with a recommended reprofiling interval of 350,000 km. [ABSTRACT FROM AUTHOR]

The possibility of representing the process of temper rolling for a galvanized cold-rolled strip as a simultaneous deformation of a binary zinc-steel system is demonstrated. It is confirmed that the simultaneous plastic deformation of the components of the galvanized strip during its temper rolling occurs when the critical thickness of zinc is achieved. The process of reproducing the microgeometry of the textured surface of the roll on a galvanized cold-rolled strip during its temper rolling is considered the process of filling the micro-cavities of the roll with the material in contact with it. A mathematical dependence is obtained for calculating the reproducibility ratio of the parameters of the textured surface on a cold roll on a galvanized cold-rolled strip, depending on the thickness and mechanical properties of the galvanized coating and steel strip, equipment characteristics, modes, and conditions of its temper rolling, as well as on the roughness parameters S, Ra, and Pc of the roll surface. A comparative assessment of the influence of the technological parameters of temper rolling on the reproduction ratio of the microgeometry of the roll surface on a galvanized cold-rolled strip is provided. [ABSTRACT FROM AUTHOR]

A simple dynamic system with dry friction is studied theoretically and numerically. Models of systems including dry friction are not easily obtained, as defining the relationship between the friction force and the relative velocity presents a significant challenge. It is known that friction forces exhibit notable discontinuities when there is a change in the direction of motion. Additionally, when the relative motion ceases, the friction force can assume any value within a certain range. In the literature, numerous models of dry friction are presented, and most of them assume a biunivocal dependency of the friction force with respect to relative velocity. The dynamic system considered here is a tilted rod with spherical ends, initially at rest. Dry friction forces are evident at the contact point with the horizontal plane. The ball–plane contact highlights the rolling friction or/and sliding friction. The problem is theoretically solved after adopting one of the two cases of friction: rolling friction or sliding friction. The nonlinear differential equations of motion have been derived, along with expressions for the magnitude of the normal reaction and the friction force. The results of the model are displayed graphically for three different sets of values for the coefficient of friction. It is revealed that there is a critical value of the coefficient of friction that determines the transition from rolling to sliding regimes. To validate the theoretical model, dynamic simulation software was utilised. The excellent match between the theoretical predictions and the results from the numerical simulation confirms the accuracy of the proposed analytical solution. [ABSTRACT FROM AUTHOR]

The paper provides a review of modelling approaches for conformal wheel/rail rolling contact, with a focus on contact models in the context of railway vehicle dynamics simulation. Firstly, an overview is provided of conformal rolling contact between elastically deformable solids in a broad perspective, together with issues specific to wheel/rail contact. We highlight the increased complexity of conformal wheel/rail contact conditions compared to nonconformal ones, and describe the main tasks involved with the mathematical modelling of the conformal case. The approaches are summarised that are found in the present state-of-the-art, with a focus on the trade-off between accuracy and computational efficiency that is highly relevant to vehicle dynamics simulation. Finally, the paper proposes some challenges and future research directions. It is hoped that this review may be of help to researchers interested in developing new conformal wheel/rail contact algorithms for application in rail vehicle dynamics simulation. [ABSTRACT FROM AUTHOR]

An express method for assessing the effectiveness of lubricating compositions with nano-additives of various chemical compositions is proposed, and a joint analysis of experimental data on the changes in the value of wear and the level of damage to the surface layers of metallic friction pairs was performed. The variation in the current relative hardness of the sample's surface, the variation in the current relative material damage level, the current value of wear, and the current level of the coefficient of friction were chosen as the key parameters to conduct a performance assessment. The level of material damage in the contact zone was determined using the parameters of the statistical law of hardness value scattering. Based on an analysis of data in the literature, it was observed that the structural changes occurring in metallic materials during long-term, cyclic, static, and frictional loading are correlated with changes in the statistical characteristics of the hardness scattering results. An experimental substantiation of the proposed method was carried out for steel-sliding friction pairs using lubricating compositions based on Greaseline Lithium BIO Rail 000 oil manufactured by AIMOL with nano-additives of copper, magnesium and aluminum alloys, graphite, and two grades of medium-carbon steel. According to the system of indicators presented in this research, the greatest efficiency (in terms of increasing the wear resistance of friction steel pairs) was achieved with lubricating compositions including nano-powder additives made of steel, which have lower hardness. For the friction experiments, where the determining factor was abrasive wear, such lubricants ensured minimal damage and wear to the friction surface, while the value of the friction coefficient was maintained at a level that is optimal for wheel–rail friction pairs. [ABSTRACT FROM AUTHOR]

This article presents a vibration model of neighboring rolling parts that takes into account non-smooth symmetric collisions. This model was used to examine the motion state of the rolling element and the collision force between nearby rolling elements. It also determined the motion posture and overall collision form of the rolling element after setting the functional slot. Afterwards, the level of disorderly movement and the structure of the moving object were examined and confirmed through the use of a phase diagram of the motion system in relation to zero symmetry, the Lyapunov exponent, and a platform for measuring irregular vibrations in the bearing. This work aims to clarify the factors that contribute to the persistent chaotic state of rolling elements in bearing vibration. [ABSTRACT FROM AUTHOR]

Purpose: Dynamic low adhesion (DLA) has become an urgent problem for the high-speed wheel-rail system because of continuous decrease of adhesion redundancy in the past decades. This article aims to provide a simulation method to reveal the mechanism of DLA under high-frequency vibrations. Design/methodology/approach: A transient wheel-rail rolling contact model is developed for a typical Chinese high-speed railway system using the explicit finite element (FE) method. Instantaneous adhesion exploitation levels are studied in the time domain, for which driving cases over corrugated rails are taken as an example. A speed up to 500 km/h is considered together with different traction coefficients and corrugation dimensions. DLA is expected when the instantaneous adhesion exploitation level reaches 1.0, that is adhesion saturates and full sliding contact occurs. Findings: The instantaneous adhesion exploitation level can be very high in the presence of corrugation, even at low traction coefficients. DLA is found to occur as great vertical unloading takes place and causes a significant increase of creepage. An approach is further developed to determine the critical depth of corrugation over which DLA occurs. Originality/value: This study employs the transient wheel-rail rolling contact model to predict the instantaneous adhesion exploitation level under high-frequency vibrations. The presented results reveal a mechanism of DLA being beneficial to guidelines for future railway practice. [ABSTRACT FROM AUTHOR]

The ingression of external contaminants probably causes spalling even severe failure, which may have significant effects on operation reliability of gas turbines. To investigate the evolution and determine the mechanism, artificial pits were made on the outer bearing ring raceway to simulate such failure. Comprehensive investigation into the base materials, macro and micro surface morphologies, service environments including lubricating oil analysis were conducted after disassembly of the engine. Also, during the 3-hours' operation, vibration and the metal debris monitoring were implemented. Results of this paper have demonstrated that the rolling contact fatigue spalling initiated from the edge of the dent with a distance of approximately 100 millimeters and extended along the balls' movement trace in the load-carrying area, while in the non-load-carrying area, no visible wear traces were found. The vibration and the metal debris analysis have demonstrated that the protruded edge was formed due to metal accretion around the dent, which later lead to stress concentrations, and it disappeared in the load-carrying area and induced spalling. This paper has discovered the initial failure morphologies and original site of contact fatigue spalling of ball bearings, and specified the mechanism through the simulation caused by foreign substance. [ABSTRACT FROM AUTHOR]

The layup quality of prepreg fibers onto complex surfaces is the most concerned issue in automated fiber placement (AFP), which is intimately related to the contact stress in tractive rolling contact. An analytical model of tractive rolling contact is proposed in this paper to clarify the defects mechanism during the AFP process, which considers the mold curvatures, mechanical properties of contacted objects, and pose information to make it suitable for irregular surfaces and arbitrary conditions. Classical Hertz theory in this model is expanded to 3D contact area, and multi‐scale deformations are united in the accurate calculation of contact stress under geometric constraints. Based on the model, the phenomena of adhesion, microslip, and the transition between them in AFP are systematically analyzed. For engineering applications, a discrete processing strategy is proposed to quickly obtain the local curvatures of the mold. Additionally, an algorithm is designed to calculate the contact stress of any path. Experimental results on an aircraft component demonstrate the accuracy of the proposed model in restoring the contact stress distribution during AFP. In conjunction with specific layup information, this model exhibits utility in forecasting laying defects and parameter optimization. Highlights: An analytical modeling approach based on Hertz theory is proposed to calculate the contact stress in automated fiber placement.A model‐based algorithm is designed and combined with the proposed discrete scheme to quickly restore the contact stress distribution.Contact states related to stress are systematically investigated and defects analysis based on computational mechanics results is illustrated. [ABSTRACT FROM AUTHOR]

To study the thermal ‐ force bulging behavior of roll profile electromagnetic control technology (RPECT), the variation laws of the comprehensive roll crown, the thermal ‐ force contribution roll crown and the ratio of the force crown with the heat of contact zone under different current densities and frequencies were analyzed by finite element method, and the mapping relationship and establishment condition between the heat of contact zone and the thermal‐force bulging ability were explored. The results show that, within the range of the middle and low values of the heat of contact zone, the thermal‐force control ability corresponding to the same value of the heat of contact zone cannot be affected by the magnetic parameters. Therefore, an efficient control strategy of RPECT can be proposed, which takes the heat of contact zone as the bridge value between the input parameter and the control ability. The strategy can quickly achieve the target temperature rise effect of the contact zone by increasing the magnetic parameters, and then obtain the target control ability. Taking the roll gap crown requirement of 20 μm as an example, the comparison between the original and the efficient control strategy shows that the control time of the new strategy can be effectively shortened to 19. 57% of the original control time. [ABSTRACT FROM AUTHOR]

The high-speed turnout is a key part of railway track infrastructure. A process of wheel-load transition and single-wheel/multi-track contact take place in the turnout area, causing significant wheel-rail interaction. Most high-speed turnouts include movable-point crossings. To investigate the wheel-rail transient rolling contact behaviour in movable-point crossings, a 3D finite element (FE) model of a wheelset rolling over a crossing was introduced. The actual geometrical profile of the wheel and the rails in turnouts, the nonlinear materials, the actual relative motion between the point/wing rail, and the moving postures of the wheelset were considered. The simulated mode shape was compared with the experimental mode shape to verify the wheel-rail coupling model. Precise frictional rolling contact solutions and dynamic response, including wheel-rail force, contact stress, equivalent stress, equivalent plastic strain, and stick-slip distribution of the contact patches, were all studied. After this, the parametric analysis of dynamic wheel-rail contact behaviour was carried out. The simulated results indicate that the proposed explicit finite element method can characterise wheel-rail coupled dynamic interaction and mesoscopic rolling contact behaviour well, and improve the understanding of wheel-rail contact behaviour in the movable-point crossing panel of the high-speed turnouts. [ABSTRACT FROM AUTHOR]

Rolling contact fatigue (RCF) cracks online detection using eddy current testing (ECT) is in urgent demand. However, RCF cracks detection and evaluation in this way under moving conditions remains challenging due to the velocity effect in ECT. This paper aims to study the response of a transmitter-receiver eddy current probe to cracks under moving conditions and evaluate the depth and inclination angle of RCF cracks. In this paper, a high-speed eddy current testing system is developed to experimentally investigate the influence of coil gap, detection speed, and the lift-off on the eddy current probe's response under moving conditions. In addition, the temporal and amplitude features of the eddy current signal are extracted to characterise the depth and inclination angle of the RCF cracks. The experimental results indicate the eddy current probe's response can be improved by increasing the coil gap (coil centre distance) suitably, which can be done to compensate for the attenuation of the eddy current signal caused by detection speed and lift-off. The probe's response hardly changes with an increase in detection speed when the driver and pick-up coils of the eddy current probe completely overlap. The crack depth and inclination angle can be evaluated under moving conditions. [ABSTRACT FROM AUTHOR]

This article explores the significance of friction in mechanics textbooks and the various techniques used to measure coefficients of friction. It specifically focuses on the tilting-plane method, which is commonly employed in classroom teaching to measure the static friction coefficient. Additionally, the article introduces an enhanced version of the tilting-plane method that can measure static friction, kinetic friction, and rolling resistance coefficients in a single test. The setup for this method is simple to construct and suitable for classroom experiments. The article provides comprehensive instructions on how to set up and conduct this method. Furthermore, the text discusses a method for measuring friction coefficients between different surfaces using an experiment involving a metal coin and an inclined plane. By measuring the coin's acceleration as it rolls down the plane at various angles and analyzing the data through graphing, the coefficients of static friction (µs), kinetic friction (µk), and rolling resistance (CR) can be determined. This method can be applied to other objects like spheres, cylinders, or rings, and can aid students in comprehending the characteristics of friction and how to measure friction coefficients. [Extracted from the article]

This paper presents a rolling contact fatigue life prediction model for bearing steel. In the initial stage of rolling contact, the gradient structure appears in the subsurface region of bearing steel and the hardness shows a gradient distribution along the contact depth direction due to the roller compaction effect. This indicates that the fatigue resistance of bearing steel varies in the subsurface region. Besides, each subsurface material volume element is subject to different stress cycles. Based on Weibull theory, the survival possibility of subsurface volume elements is formulated. Then the rolling contact fatigue life is evaluated considering the stress state and anti-fatigue performance of each elementary volume of the subsurface material. According to the phenomenon and assumption, the model proposed for gradient material was applied in the rolling contact fatigue life prediction of the bearing steel GCr15 and validated with the fatigue experiment data in the open literature. Furthermore, the accuracy of the proposed model results was compared with the traditional empirical rolling contact fatigue life prediction models. [ABSTRACT FROM AUTHOR]

In this paper, finite element simulation of asymmetric rolling in relief rolls of C11000 copper alloy in order to analyze the effectiveness of possible roll profiles and technological schemes of deformation was performed. The scientific innovation of this work lies in determining the patterns of development of stress-strain state parameters for various configurations of rolls, as well as determining the effectiveness of metal processing using various technological schemes. It was found that the use of trapezoidal relief makes it possible to increase the level of metal processing by almost 5 times compared with the use of radial relief. Comparison of technological schemes of deformation showed that deformation with 180° workpiece turning between passes significantly reduces the influence of the asymmetry factor. Deformation without changing the workpiece position between the passes has the opposite effect, and such a scheme significantly increases the influence of the asymmetry factor. Deformation with a transverse workpiece shift for the relief period between passes has the effect of a "golden mean." The conducted laboratory experiment for lead billet showed that the shape change of lead billet during computer simulation has a high level of convergence with real conditions. At each stage of deformation, the difference in the geometric parameters of the workpiece between the model and the experiment did not exceed 3-5%. When deforming a copper billet, the maximum difference level was 8%, which is the result of the low rigidity of the rolling cage with smooth rolls. [ABSTRACT FROM AUTHOR]

Currently, mechanical gears with cycloid engagement are increasingly used in mechanisms along with involute ones. In modern drive mechanisms, using pin gears and gears with intermediate rolling elements (IRE) is widespread, which simultaneously use cycloid gears. To a greater extent, pin gears are now being investigated, but IRE gears have their undeniable advantages. Many works are devoted to the study of cycloid toothing for certain gears, but the efficiency, especially that of IRE gears, has practically not been investigated. Therefore, the analysis of power losses in the engagement of a gear with IRE and a free cage (IREFC) is relevant. In this analysis, the authors of the work have used laws of mechanics, methods of energy flows and a secant normal. Mathematical expressions have been obtained to estimate slip speeds and power friction losses in the engagement of a gear with IREFC, and a formula has been derived to determine the efficiency of a mentioned mechanical transmission. The calculation of slip speeds and power losses at the points of contact of a rolling element with cycloid profiles of wheels for selected initial parameters of a gear with IREFC has been presented. The friction power and the overall efficiency of the entire gear engagement have also been calculated. This work shows that power friction losses at the points of contact of a rolling element with cycloid profiles of tooth wheels of a gear with IREFC are not the same. The friction power in the contact of a rolling element with a cycloid profile of a cam is an order of magnitude higher than the friction power in the contact of a rolling element with a cycloid profile of a crown. [ABSTRACT FROM AUTHOR]

High-order polygonal wear of wheels is one of the most severe technical challenges for China's high-speed trains at present, and its formation mechanism has not been thoroughly understood. The effect of train traction on the wheel polygonal wear of high-speed trains was studied based on a wheel/rail rolling contact finite element model. The frequency domain characteristics of unstable vibration of the wheel/rail system under rolling/sliding contact were studied by using the finite element complex modal analysis method. We also examined wheel/rail contact forces and friction in the time domain. The cause of the high-order polygonal wear of Chinese high-speed train wheels was revealed. The effect of the vehicle speed and the wheel diameter on wheel polygonal wear were investigated. The results show: the friction-induced vibration of the wheel/rail system will be excited when the rolling/sliding contact between the wheel and rail. The radial zoom modal of the wheel is an unstable mode, which is the main cause of the 21-22 order polygonal wear of the high-speed train wheels in China. Additionally, vehicle speed has a linear relationship with the order of polygonal wear. Reducing the vehicle speed helps to control the polygonal wear of the wheels. Wheels of different diameters exhibit varying degrees of polygonal wear, with smaller wheels being more resistant to friction-induced vibrations. [ABSTRACT FROM AUTHOR]

The tribological performance of two polymeric friction modifiers, one based on an ester‐based compound and another based on an ethoxylated fatty ester and an organic friction modifier, oleamide, was studied at 50, 90 and 140°C using a Mini Traction Machine equipped with optical interferometry and electrical contact resistance. The ability to form surface film is found to vary among the friction modifiers and with temperature and rubbing duration. Despite a thinner film being formed, polymeric friction modifier (PFMs) exhibited lower friction and wear than oleamide at all the studied temperatures. Further, the PFMs reduced boundary friction more effectively at higher temperature. In accordance with lower boundary friction, a smoother surface topography characterized by low wear was exhibited by PFM lubricated surfaces at higher temperatures. Scanning electron microscopy‐energy dispersive x‐ray analysis and time‐of‐flight secondary ion mass spectrometry provided insights on the tribofilm formation. The improvement in the tribological performance of PFMs is attributed to temperature‐induced conformation transition of adsorbed polymer chains on the surface. The results are corroborated by data obtained from dynamic light scattering and gel permeation chromatography. [ABSTRACT FROM AUTHOR]

Bearing is the most vulnerable key part in rotating machine and bears important influence on the safety of equipment. Weakness and complexity are the two features of fault characteristic information carried by signals in the early stage of fault. For that, a fault is difficult to be recognized correctly. To identify a compound failure of bearing, the paper has brought forward a new self-adaptive option method for component signals that are sensitive to failure feature information of bearing. The sensitivity of kurtosis to bearing failure is exploited and the influence of signal complexity on the extraction of failure feature information is taken seriously, the paper has proposed the self-adaptive option method for component signals that are sensitive to failure feature by combined kurtosis with Complexity parameter included in Hjorth parameters. Furthermore, as the mid-value represents the general level of signal and is not affected by larger or smaller data, with the mid-values of kurtosis and Complexity parameter as the boundary, the paper has chosen the component signals which can more comprehensively show the failure features of bearing. Additionally, by principal component analysis (PCA), component signals selected are blended and reconstructed. Finally, by the Hilbert envelope spectrum of signals reconstructed, failure types of bearing are identified. To verify the effectiveness of presented method, the presented method is compared with conventional method on the basis of the exactly consistent data. The result indicates that the proposed method is superior to the traditional one in extracting fault information and identifying the multiple failure types of bearing. [ABSTRACT FROM AUTHOR]

Small-radius wheels are gradually introduced on special rail vehicles, such as double-decker coaches and piggyback wagons. It allows for a low-floor design and further increases the loading capacity of vehicles. From the perspective of vehicle dynamics, small-radius wheels have lower unsprung mass than the nominal wheels with a radius of 460 mm, and it could mitigate the wheel-rail dynamic interaction. Also, the contact patch size is reduced due to the increased curvature of the rolling contact circle, and they are more sensitive to changes in the track geometry than nominal wheels, especially in turnouts with discontinuous rail profiles. To investigate the dynamic response of small-radius wheels in a turnout, the Manchester Benchmark passenger coach with variable radius wheels and a left-hand turnout with a radius of 245 m are introduced in this work. The influence of wheel radii on the running performance, including the wheel-rail interaction and wheel damage behaviour, is investigated by numerical simulations. In addition, a sensitivity study is executed to evaluate the influence of unsprung mass and wheel flange friction on the performance of a vehicle whose wheel radius is 275 mm, and the potential remedy to mitigate high wheel wear is proposed. [ABSTRACT FROM AUTHOR]

This paper presents an investigation on the forming characteristics of the tailor rolled blank of an aluminum alloy (Al-TRB) during three-point bending at room temperature through experiments and finite element simulations. The strain distribution, spring-back characteristics, and metal flow law of 6000 series Al-TRB during three-point bending are explored. The prepared Al-TRB has good bending properties, and no surface cracks appear in the bending region of the Al-TRB when bent to 180°. Surface roughening occurs on the outside of the bending region. Since the strain in the thick zone is greater than that in the thin zone, the surface roughening in the thick zone is more obvious than that in the thin zone. The spring-back angle in the thin zone is higher than that in the thick zone after three-point bending, and the overall spring-back angle of Al-TRB becomes larger with an increasing bending angle. When the transition zone of Al-TRB is centered and the length of the transition zone is certain, as the length of the equal-thickness zone increases, the spring-back angle of the thin zone is larger, while the spring-back angle of the thick zone is smaller. Under the premise of a certain total length of Al-TRB and the length of the transition zone, the larger the length proportion of the thin zone, the larger the overall spring-back angle of Al-TRB, and the larger the length proportion of the thick zone, the smaller the overall spring-back angle of Al-TRB. In addition, a slight metal flow phenomenon exists during three-point bending, which shows that the metal in the bending region will flow to the thick zone, and the metal at the edge will flow to the thin zone. At the same time, there are localized thickening and thinning phenomena in Al-TRB. This study is helpful because it provides theoretical guidance for designing molds for the actual production of Al-TRB parts for automotives. [ABSTRACT FROM AUTHOR]

High‐speed trains (HSTs) often face challenges associated with car‐body hunting, resulting from factors such as complex operating environments and wheel‐rail contact degradation. These issues have a significant impact on the ride quality and operational safety. Passive suspension systems are inadequate to provide satisfactory dynamic performance for HSTs in such circumstances. However, active suspension systems can provide an effective solution. To address the car‐body hunting stability of HSTs, this study proposes a novel control approach called displacement inequality constraint following control (ICFC‐BIS) for the active suspension of HSTs. The ICFC‐BIS leverages the beneficial nonlinearity of bio‐inspired structures (BIS) to indirectly achieve excellent dynamic characteristics of the BIS through actuators installed in the suspension of HSTs, eliminating the need for actual BIS installation. Numerical simulation results demonstrate that the proposed ICFC‐BIS can effectively suppress car‐body hunting motion, thereby enhancing the ride comfort of HSTs. Consequently, the operational safety and ride comfort indices of HSTs equipped with active suspension systems are significantly improved. [ABSTRACT FROM AUTHOR]

The atomic‐level fundamental understanding of the rolling contact fatigue (RCF) mechanism using molecular dynamics (MD) simulation is yet to be understood more clearly. In this paper, the atomistic behavior of the single‐crystal Ni is studied under dynamic rolling contact loading with the help of MD simulations at varying temperatures of the specimen. The deformed material is investigated using atomic strain analyses to evaluate the shear, volumetric strain distribution, and von Mises stress. Furthermore, dislocation and stacking–fault analyses are done to determine the deformation mechanism of the material with the oscillation cycles. Simulation studies infer that dislocation defects tend to increase with the temperature of the specimen logarithmically. The deformation majorly results in partial dislocations, indicating low stacking fault (SF) energy. The present work opens up a new field of study to understand the RCF mechanisms, which can provide the foundational work to understand other face‐centered cubic (FCC) materials. Highlights: The degree of straining and defect generation depends on cycles and ambient temperature.Specimen undergoes relaxation as von Mises stress decrease with increasing cycles.Partial dislocations are more dominant, indicating low stacking fault energy. [ABSTRACT FROM AUTHOR]

When high-speed trains operate under braking conditions, the wheel-rail interaction increases significantly, which can lead to more serious wear problems. To analyze the evolution of wheel wear and the dynamic characteristics of wheel-rail under braking conditions, this paper first carries out long-term monitoring of the service state of wheel-rail during the operation period. The study analyzed the matching characteristics of the measured wheel-rail profile and calibrated the wear model by using the collected data. The resulting wear prediction model was then used to examine the wheel wear characteristics under braking conditions. The research results indicate that during the operation period, the wheel experiences tread concave wear within a range of ±20 mm of the rolling circle, at a rate of approximately 0.05 mm per 10,000 km. Meanwhile, the rail experiences top surface wear at a natural rate of about 0.09 mm per year. Concave wear causes the contact point of the wheel-rail to appear in two zones, resulting in a sudden change of contact geometric parameters. The concave worn wheel and rail with a 60 N profile have better matching compared to the 60 rail profile. Increasing the braking torque and wheel-rail friction coefficient will significantly increase the wheel wear depth on straight sections. On small-radius curve sections, rail side lubrication can significantly reduce high rail side wheel flange wear. A worn concave wheel can lead to unfavorable wheel-rail contact geometry characteristics and increase low-frequency components in the vehicle's lateral dynamic response. [ABSTRACT FROM AUTHOR]

Focusing on the problem of strip shape quality control in the finishing process of hot rolling, a shape model based on metal flow and stress release with the application of varying contact rolling parameters is introduced. Combined with digital twin technology, the digital twin framework of the shape model is proposed, which realizes the deep integration between physical time–space and virtual time–space. With the utilization of the historical data, the parameters are optimized iteratively to complete the digital twin of the shape model. According to the schedule, the raw material information is taken as the input to obtain the simulation of the strip shape, which shows a variety of export shape conditions. The prediction absolute error of the crown and flatness are less than 5 μm and 5 I-unit, respectively. The results prove that the proposed shape simulation model with strong prediction performance can be effectively applied to hot rolling production. In addition, the proposed model provides operators with a reference for the parameter settings for actual production and promotes the intelligent application of a shape control strategy. [ABSTRACT FROM AUTHOR]

The heat transfer of a slab is significantly influenced by roll contact during the continuous casting process. The influence of roll contact calculation methods on the predicted heat transfer results has not been previously investigated. In this work, the non-uniform solidification of the wide-thick slab was studied with a 2D heat transfer model using real roll contact method (R. method) and equivalent roll contact method (E. method). The predicted slab surface temperature and shell thickness were verified with the measured results of the infrared camera and nail shooting experiments, respectively. Then, the predicted heat transfer results (including the slab surface temperature, mushy region length, and solidification end position) for the wide-thick slab with different thicknesses and different casting speeds were calculated using the E. method and R. method, and the influence of these two roll contact methods on the predicted heat transfer results was discussed for the first time. The results show that both these two roll contact methods could be applied to accurately predict the slab surface temperature without considering the transient temperature dips in the roll–slab contact regions. However, the deviation of the predicted mushy region length and solidification end position using the E. method are obvious. Compared with the R. method, the predicted mushy region length obtained using the E. method is larger and the solidification end obviously subsequently moves along the casting direction. [ABSTRACT FROM AUTHOR]

The selection and evaluation of the hyperelastic model of tread rubber material were of great value and significance to the clarification and application of the mechanical properties of tread rubber material. In this article, a non-contact tread rubber material rolling test bench was established. The improved digital image correlation method was used to calculate the strain rate distribution of the marked point under different test conditions. Combined with the stress distribution of the marked point, the rolling dynamic stress-strain characteristics of tread rubber material were obtained. Based on rubber material models under different tensile test modes, the parameter inversion identification of the hyperelastic model was completed, and the influence of the tensile test mode on the parameter inversion of the tread rubber hyperelastic model was revealed. A new method for selecting and evaluating the hyperelastic model of tread rubber material under rolling contact conditions was proposed. The selection criterion for the hyperelastic model of tread rubber material was developed under different rolling conditions. The experimental and analytical results show that the nonlinear degree of the constitutive relation of the hyperelastic model decreased with the increase in rolling speed. Compared with hyperelastic models under different tensile modes, the fitting error of the Yeoh model was less than 3%, and the overall fitting error of the Yeoh model was less than 2%. Therefore, the Yeoh model had better stability and accuracy and was more suitable for describing the rolling mechanical properties of tread rubber under rolling contact conditions. [ABSTRACT FROM AUTHOR]

Bonded insulated rail joints (Bonded IRJ) are essential to insulate rails and ensure normal operation of track-circuit signalling. Therefore, bonded IRJs cannot be replaced by the continuously welded joints and are widely existing in high-speed turnouts, by which the wheel-joint impact has been severely threatening the ride safety and comfort. Few researchers are concerned about how the damaged bonded IRJ deteriorates the wheel-rail contact behaviour in high-speed turnouts. To this end, this paper proposed a transient wheel-rail impact model based on the actual irregularities. Results show two different wheel-rail impact modes. The concave shape of the irregularities will induce the discrepancy of impact position when the running speed varies, thus the increase in speed causes the peak wheel-rail force to decrease in downward impact mode as opposed to upward impact. Besides, wheel-joint impact induces greater contact stress and area of contact patches in the vicinity of the end-post, contributing to wider light bands which are consistent with the on-situ conditions. Therefore, the proposed wheel-bonded IRJ impact model can provide guidance in the research of RCF and wear on bonded IRJ, explore the forming reason of the depression and provide a valuable reference for maintenance or damage detection of bonded IRJ. [ABSTRACT FROM AUTHOR]

The development of thermomechanical coupled simulations for rolling contacts is challenging when the adjacent material is temperature-dependent or when there are cracks or other discontinuities on the contact surface. This paper proposes a novel thermomechanical coupled modeling method for rolling contacts using a nonlocal peridynamic (PD) approach. Fully coupled, ordinary state-based PD thermomechanical equations for the plane strain and plane stress cases are derived based on the strain-energy density, including thermal coupling terms, and detailed information on each parameter is provided. Subsequently, an algorithm for rolling thermal contacts in PD is proposed based on the penalty method. This study further provides a detailed modeling process and an algorithm for the proposed method based on a multi-rate time-integration scheme for numerical implementation. A typical two-dimensional (2D) wheel–rail rolling contact model is established to evaluate the performance of the proposed contact modeling method in wheel–rail thermal contact and to analyze the influence of temperature-dependent material and rail-surface cracks on the thermomechanical response. It is found that the contact stress and rail-surface temperature rise in the case of small creepages and temperature-independent materials are in good agreement with the analytical solution. In the case of large creepages, the mechanical and temperature results of using temperature-dependent materials and temperature-independent materials are quite different, and the frictional heat generated can cause martensitic transformation of adjacent materials. Rail-surface cracks cause a sharp increase in the contact stress and temperature rise near the cracks, and the high temperature also promotes crack growth. • A nonlocal thermomechanical coupled modeling method for rolling contacts using peridynamic is proposed. • Fully coupled, ordinary state-based PD thermomechanical equations are derived. • An algorithm for rolling thermal contacts in PD is proposed based on the penalty method. • A typical 2D wheel–rail rolling contact model is established for a case study. [ABSTRACT FROM AUTHOR]

This study investigates the energy dissipation and application of a simplified incremental wear model to assess its effectiveness in predicting the wear behavior of three specific bearing materials (phosphorus bronze, gunmetal, and aluminum 6061) under dry sliding/rolling conditions. The wear experiments were conducted using twin disk rolling/sliding tribometers at different applied loads of 49, 98, and 147 N, while maintaining a fixed slip ratio of 4%. The wear depth changes were periodically measured over a total sliding distance of 1860 m experimentally as well through simplified wear model in MATLAB®. The wear depths obtained from the experimental data were compared with the wear depths predicted by the incremental wear model for the three selected material pairs: (i) phosphor bronze, (ii) gunmetal, and (iii) aluminum alloy with EN31 as the counterface disk material. The simulated wear depth results showed good qualitative and quantitative agreement with the experimental results, with errors of 6.4, 6.8, and 10.7% for the aluminum disk, gunmetal disk, and phosphor bronze disk, respectively. Overall, the wear model was found to be computationally efficient in estimating the dry wear behavior and service life of chosen bearing tribo pairs. [ABSTRACT FROM AUTHOR]

Rotary sliding mode triboelectric nanogenerator (TENG) provides high efficiency, a continuous and high output strategy for harvesting low-frequency mechanical energy. However, poor durability owing to material abrasion during sliding restricts its practical application. Here, a novel ferromagnetic metal particle-based triboelectric nanogenerator (FMP-TENG) is proposed, which couples the unlimited point contact rolling motion of particles instead of planar contact of film to improve durability of TENG. Besides, due to the extensively enhanced contact area by ferromagnetic metal particles, FMP-TENG improves its electric output, achieving a charge density of 103 μC m-2 and a peak power density of400 mW m-2 Hz-1. After 10 000 cycle running-in, FMP-TENG exhibits excellent durability, which retains 97% of the output charge for 110 000 cycles. In addition, a metal powder mass sensor based on FMP-TENG is also designed, which can effectively detect mass change in ferromagnetic metal powder in a dynamic mechanical platform. A novel strategy is proposed here to solve the problem of durability of sliding TENG in practical applications. [ABSTRACT FROM AUTHOR]

In this study, finite element method (FEM) is applied to investigate the effect of material defect orientation on subsurface crack initiation in rolling bearings. First, the history of stress intensity factors (SIFs) of a subsurface cubic material defect is calculated. SIFs calculation is conducted when it is parallel to the rolling surface of a bearing ring ( φ = 0 ∘ ) under a ball rolling on the ring. Then, the effect of defect orientation, varying from φ = 0 ∘ to φ = 30 , 45 and 60 ∘ , on the history of SIFs is investigated. It is deduced that changing the defect orientation results in a threefold increase in the equivalent SIF range compared to parallel orientation. [ABSTRACT FROM AUTHOR]

Purpose: Due to high speeds, heavy loads, large slide-to-roll ratios (SRR) and other variable operating conditions, some rolling bearings that have been working in harsh conditions may experience flash temperatures in the contact area, which may result in early damage like smearing and then affect service life. This study aims to investigate the flash temperature phenomenon of rolling bearings through theoretical and experimental analysis. Design/methodology/approach: A technology for measuring temperature distribution in rolling ball on disk contact under lubrication was developed. The test-rig can simulate the ball bearing contact. The effects of working conditions such as entrainment speed, load, SRR and lubricating oil viscosity on the flash temperature were investigated. Findings: The results of the theoretical calculation and experiments indicate that the parameters promoting the reduction of film thickness in elastohydrodynamic lubrication are always related with the number of flash points, even film thickness reduced to mixed lubrication. The flash temperature is easier to happen in conditions of high SRR, heavy load, slow entrainment speed and low viscosity oil. Originality/value: This work conducts an experimental study on the flash temperature phenomenon, providing a test technology for bearing lubrication and failure investigation. Peer review: This author has opted into Transparent Peer Review available at: https://publons.com/publon/10.1108/ILT-04-2023-0104 [ABSTRACT FROM AUTHOR]

An improved moment of load path model for rolling contact fatigue life prediction is proposed in this paper. First, the complex multiaxial stress variation of the subsurface materials under rolling contact conditions was analyzed by the finite element method. Next, the equivalent stress parameter was presented to characterize the complex stress state based on the improved moment of load path method. The key concept of the proposed method is building a new coordinate system for analyzing the load path of the complex multiaxial stress state. The efficiency of the proposed model was validated with different kinds of fatigue test results in the existing literature. The model results show a good agreement with the test data. Finally, the model was used to obtain the relationship of the Hertz stress versus fatigue life under rolling contact conditions according to the fatigue life data. Highlights: The proposed multiaxial life prediction model considers the hydrostatic stress.The correlation of the multiaxial test data is built using a defined stress parameter.Rolling contact fatigue life is predicted by the proposed multiaxial model. [ABSTRACT FROM AUTHOR]