Page 112 - 摩擦学学报2025年第5期

746 摩擦学学报（中英文） 第 45 卷

wheel-rail material maintenance. However, there is currently limited research reporting on the application conditions and
friction control performance of top-of-rail friction modifiers with different substrates. This paper investigated the friction
control performance and mechanisms of five types of top-of-rail friction modifiers under varying wheel-rail surface
roughness and application amounts. Firstly, the viscosity, density, elemental composition and major element content of
each top-of-rail friction modifier were analyzed using a rotational viscometer, electronic balance and electron
microscope. Then surface roughness parameters of initial wheel-rail rolling contact specimens were obtained using a
twin-disc testing rig, and the influence of roughness on lubrication state parameters was derived based on an empirical
formula. Subsequently, the influence of five types of top-of-rail friction modifiers on wheel-rail adhesion and wear was
tested on the twin-disc testing rig, including their effects on the adhesion coefficient, retentivity, friction characteristics,
wear rate and surface roughness. Refined based on the test results, three comprehensive testing metrics were proposed:
adhesion coefficient controlling performance, retention performance and wear reduction performance. The results
indicated: (1) reasonable application of top-of-rail friction modifiers could transition the wheel-rail interface from dry
friction to mixed lubrication, resulting in moderate levels of adhesion coefficient and positive friction characteristic;
(2) the distribution amount and shearing strength of top-of-rail friction modifiers were key parameters affecting the
adhesion behavior of wheel-rail contact interface. Increasing the surface roughness of the wheel and rail surface
roughness or reducing the application amount of top-of-rail friction modifiers could increase the load-bearing capacity of
the metal surface asperities, thereby avoiding low adhesion phenomenon. Base materials with low shear strength, such as
lubricating oil and grease could enhance the lubrication performance of the material; (3) the safe application amount of
different base top-of-rail friction modifiers from high to low was the water-based, the oil-based, and the grease-based
top-of-rail friction modifier. The higher the adhesion coefficient produced by the application of top-of-rail friction
modifier, the poorer their retention performance at the wheel-rail interface; (4) the application of top-of-rail friction
modifiers significantly reduced wheel-rail wear. The wear reduction performance from high to low followed the order of
the winter water-based friction modifier, the oil-based top-of-rial material, the mixed water-based friction modifier, the
grease-based top-of-rial material and the summer water-based friction modifier. The research results could offer the
oretical backing for the development, testing and selection of top-of-rail friction modifiers.
Key words: top-of-rail friction modifier; wheel-rail adhesion; wheel-rail wear; surface roughness; application amount

截止至2023年底，我国“八横八纵”高速铁路网建 料表面状态是判断能否应用轨顶减摩技术的关键条
[1]
设进度突破80%，普速铁路网不断完善 ，轨道交通行 件之一，不当地应用轨顶减摩技术极有可能加速轮轨
[15]
[14]
业逐步迈入建设发展与运营维护并重的新阶段. 由轨 材料失效. Khan等 和Wu等 通过试验研究发现在
[3]
[2]
顶减摩技术 和轨侧润滑技术 组成的轮轨界面摩擦 轮轨材料表面存在明显的滚动接触疲劳裂纹时，频繁
[5]
[4]
[6]
管理技术能够缓解曲线处的噪音 、波磨 、侧磨 和 应用水基FM会发生明显的油楔效应并加剧疲劳裂纹
[10]
[7]
垂磨 等问题，逐渐成为轮轨界面运维和养护技术中 的扩展速度. Eadie等 综合了曲线半径、运量、轨侧
的重要一环. 轨顶减摩技术由轨顶摩擦调节剂及配套 润滑和道岔等因素提出了1种水基FM材料的应用流
[8]
的涂敷装置组成 ，应用轨顶减摩技术能将曲线轨顶 程，其核心是确定现场条件下涂敷装置的位置和材料
的黏着系数调控至中等水平，并产生正摩擦特性(黏着 的施加量以及施加频率，以确保轨顶减摩技术的安全性.
系数随蠕滑率的增加而增加)，可以在保证列车安全 施加量对轨顶摩擦调节剂应用效果的影响十分显著 ，
[2]
[9]
性的前提下缓解曲线处的病害问题 . 轨顶减摩技术 增加施加量虽然会极大地提高轨顶摩擦调节剂在轮
已广泛应用在了重载铁路 [6, 10] 和城轨线路 [11-12] . 轨顶摩 轨界面间的保持能力但也会降低黏着系数进而影响
擦调节剂按照干燥特性分为可干燥的水基摩擦调节 列车安全性 [13, 16] . 增加施加频率可以间接地增加施加
剂(Friction modifier，简称FM)和不可干燥的油(脂)基 量，并且可以通过降低疲劳裂纹在初始阶段和过渡阶
[9]
轨顶摩擦调节剂(Top-of-rail material，简称TOR) . 段的发展速率以缓解轮轨材料疲劳 [13, 16] ，因此合理的
基于线路运行条件(如曲线半径、超高、坡道和运 轨顶摩擦调节剂的施加量和施加频率是保证其减摩
量等)的轨顶减摩技术应用参数设计是发挥轨顶摩擦 效果的关键参数. 摩擦特性反映了轮轨界面间轮轨力
调节剂减摩性能的关键环节 ，包括前置应用条件研 随蠕滑率的变化趋势，是评估列车在滑动状态下传递
[13]
究、涂敷装置参数设计和材料施加量优化等. 轮轨材 轮轨力能力的重要指标 [17-18] ，然而目前有关轨顶摩擦