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This paper aims to analyze the friction heat conduction and entransy of two friction linings in the high‐speed slide accident of a mine friction hoist.

Firstly, the dynamic thermophysical properties were analyzed and their fitting equations were also obtained. Additionally, the dynamic heat partition ratio was obtained according to the dynamic thermophysical properties. Then, a simple method was developed to solve the temperature rise of friction lining. Finally, based on the theoretical model of temperature rise, the entransy of friction lining with respect to T and t were gained.

The error of temperature rise between simulation result and experiment result is less than 7 per cent, which proves that the theoretical model is correct. The entransy decreases with the temperature below 40°C and it increases after 40°C. The entransy of lining K is a little higher than that of lining G within 19 s, but the entransy of lining G is much higher than lining K after 19 s and the entransy difference gets great gradually. It is indicated that the lining K has good heat‐resistant property which is of great benefit to the tribological property of friction lining.

The authors' study provides a fundamental basis for developing a new friction lining with good heat‐resistant property, and it also brings forward a new quantitative method to evaluate the heat‐transfer capability of friction materials.

A simple method was introduced to calculate the temperature rise of friction lining with the consideration of dynamic thermophysical properties and dynamic heat partition ratio. And the entransy of friction lining was obtained to evaluate the heat‐transfer capability of friction linings quantitatively.

The unique chimney design for Drax power station resulted in problems with conventional linings. Low exit flue gas temperatures made it necessary for the chimney flues to be protected from deposited acid attack. A cheap plastic material was initially used to protect the flues, but it failed during precommissioning tests. An alternative protection had to be found in the short period before the chimney became operational. N.E. Region Scientific Services Department together with a manufacturer have developed a new fluoroelastomer plastic lining. The new lining has been installed in two of the flues in the Drax chimney and its performance is being monitored. Life expectancy predictions have been made, based on theoretical treatments of experimental data.

This paper aims to design and manufacture a wear-test rig performing reciprocating movement that is more relevant to the elevator brake system. Also, a sample test result that was conducted in this experimental set-up is presented to evaluate the tribological properties of the brake linings of the elevator system that are activated in emergencies.

The brake linings are some of the most important security elements in elevators. The friction and wear properties of these brake linings have great importance for both safety and comfort. Elevator brake linings are often used in conjunction with guided rails under dry and boundary lubrication conditions. Therefore, friction coefficient and wear types occurring in the brake linings may be different. The tribological properties of the brake lining material in the literature are generally identified using a pin-on-disc wear-tester. The pin is contacted by rotating a disc in this wear-test rig. However, as the brake linings and guide rails do not have a reciprocating movement (linear translational motion) on each other, this wear-test rig is not suitable for brake linings and guide rails in the elevator system.

A sample test result that was conducted in this experimental set-up is presented to evaluate the tribological properties of the brake linings of the elevator system that are activated in emergencies. In these experiments, three different brake lining materials that are widely used in the elevator car guide rails in Turkey were tested under different speeds and loads.

The paper provides information about how to evaluate the tribological properties of the brake linings of the elevator system that are activated in emergencies. Also, it offers practical help for the manufacturer and researcher in the elevator sector.

The great magnitude differences between the integral tunnel and its structure details make it impossible to numerically model and analyze the global and local seismic behavior of large-scale shield tunnels using a unified spatial scale, even with the help of supercomputers. The paper aims to present a combined equivalent & multi-scale simulation method, by which the tunnel's major mechanical properties under seismic loads can be represented by the equivalent model, and the seismic responses of the interested details can be studied efficiently by the coupled multi-scale model.

The nominal orthotropic material constants of the equivalent tunnel model are inversely determined by fitting the modal characteristics of the equivalent model with the corresponding segmental lining model. The critical sections are selected by comprehensive analyzing of the integral compression/extension and bending loads in the equivalent lining under the seismic shaking and the coupled multi-scale model containing the details of interest is solved by the mixed time explicit integration algorithm.

The combined equivalent & multi-scale simulation method is an effective and efficient way for seismic analyses of large-scale tunnels. The response of each flexible joint is related to its polar location on the lining ring, and the mixed time integration method can speed-up the calculation process for hybrid FE model with great differences in element sizes.

The orthotropic equivalent assumption is, to the best of the authors’ knowledge, for the first time, used in the 3D simulation of the shield tunnel lining, representing the rigidity discrepancies caused by the structural property.

A method has been proposed for testing rubber linings in industrial conditions based on a proposed model of coating penetration. The depth of penetration of rubber lining by water has been determined on the basis of investigation results by electrochemical impedance spectroscopy. Verification of the proposed procedure has been performed by comparing the obtained results of electrochemical investigations with determination of the water content in rubber by the gravimetric method. It has been confirmed that the values calculated in accordance with the penetration model correlate with the water content in rubber. Investigation results confirm views on the corrosion aggressiveness of media in different zones of a scrubber working as part of the flue gas desulphurisation installation.

The cracking of a reinforced concrete lining has a significant influence on the safety and leakage of pressure tunnels. This study aims to develop, validate and apply a numerical algorithm to simulate the lining cracking process during the water-filling period of pressure tunnels.

Cracks are preset in all lining elements, and the Mohr−Coulomb criterion with a tension cutoff is used in determining whether a preset crack becomes a real crack. The effects of several important factors such as the water pressure on crack surfaces (WPCS) and the heterogeneity of the lining tensile strength are also considered simultaneously.

The crack number and width increase gradually with the increase in internal water pressure. However, when the pressure reaches a threshold value, the increase in crack width becomes ambiguous. After the lining cracks, the lining displacement distribution is discontinuous and steel bar stress is not uniform. The measured stress of the steel bar is greatly determined by the position of the stress gauge. The WPCS has a significant influence on the lining cracking mechanism and should not be neglected.

A reliable algorithm for simulating the lining cracking process is presented by which the crack number and width can be determined directly. The numerical results provide an insight into the development law of lining cracks and show that the WPCS significantly affects the cracking mechanism.

To investigate the performance of linings in clothing.

A total of 24 lining fabrics were produced in different constructions. 150 denier 350 twist/cm filament polyester warp yarn was used for all of the fabrics. Two different weft yarns (textured, filament) were used to produce lining fabrics in three different densities.

In the garment sector, lining performance is highly important for the manufacture of proper quality garments. The main problem of linings during usage is seam slippage for some constructions.

Fabric constructions were chosen as warp rips, weft rips, ripstop (rips both in warp and weft direction) and plain weave. Seam slippage, bending behaviour, crease recovery angle and comfort properties of the linings were measured and the results evaluated.

The paper contributes to understanding the performance of linings.

With the widespread use and development of automobile, much attention has been paid to its security issues. So to ensure the driving safety, the automobile must be equipped with good braking performance. In the process of braking, the friction from friction pair causes continuous wear and tear of the surface of brake lining and increases the gap between break pairs, until the lining is not being used (Belhocinea et al., 2014); thus, it is very important to detect the lining wear rate.

This paper designed the automobile brake friction test wear rate detection system based on Labview.

Through the detect data, we find that the automobile brake lining wear rate detection system has higher detect accuracy, in the process of detection, the brake lining without the defects such as cracks and bulges, which shall effect the normal use, the lining has no remarkable scratch to disk friction surface, can completed meet the requirements of users.

The automobile brake friction test wear rate detecting system adopts the components of USB-9211 DAQ, optoNCDT1700 non-contract high accuracy displacement sensor, in addition the Labview software to complete the functions such as lining wear rate real time detection, data multichannel real time acquisition, display, and storage record, etc., and uses LabSQL to import the detecting data to Microsoft Access database, which can satisfy the demands of various customers. Moreover, the wear rate real time detection can reflect the lining’s wear regulation of different manufacturers and different material and provide a reliable basis for selecting the appropriate lining material and predicting the lining’s lifetime.

The purpose of this paper is to investigate the effect of fly ash content on the friction–wear performance of bronze-based brake lining material.

In this study, bronze-based brake linings containing 0-12 weight per cent fly ash were produced by the hot-pressing process. The friction-wear properties of the unreinforced bronze matrix brake lining material and fly ash reinforced samples were investigated using a Chase-type friction tester. The hardness and density of the samples were also determined. The microstructures and friction surfaces of the samples were examined using scanning electron microscopy.

The experimental results showed that the fly ash content significantly affects the friction-wear properties of the brake lining material. It was found that the friction coefficient increases with the increase in the fly ash content for the brake lining materials studied. Moreover, the mass losses in the wear test were lower for the brake linings containing over 4 weight per cent fly ash than unreinforced bronze-based lining material.

This study has proven to be useful in exploring fly ash particles as low cost reinforcing materials in improving the friction–wear performance of bronze-based brake lining material. In addition, the use of fly ash particles in the manufacture of brake lining materials contributes to reducing the production cost of brake linings and to a sustainable environment.

Despite improvements in tank cars since their invention in 1870, a major problem has always remained—the problem of corrosion and contamination control. Although aluminium and stainless‐steel cars seem to offer the ideal solution to this problem in some applications, the initial cost of such tank cars makes their utilisation impracticable for most users. It has been estimated that less than 2% of the 174,000 tank cars now in service in the U.S.A. are so constructed. However, close to 10%, or more than 17,000 interiors or tank cars at present in use, are treated with protective coatings or linings designed to ensure adequate protection for the cars and the products they carry. Customer demand for high standards of product purity is continuing to raise this figure at a rapid rate. Because of this trend towards the use of more and better protective linings, the ever‐increasing diversification of chemical products, and the once‐again rising use of railroad tank cars, Metalweld Inc., of Philadelphia, have recently conducted an extensive study of the problems encountered in the protection of tank‐car interiors and exteriors and the effect of such protection on the purity of the products carried. The results of the research indicated that, in practically every problem situation, protection of car and product can be achieved by one of the many protective coating systems available to industry today.