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In response to the problem of insufficient traction/braking adhesion force caused by the existence of the third-body medium on the rail surface, this study aims to analyze the utilization of wheel-rail adhesion coefficient under different medium conditions and propose relevant measures for reasonable and optimized utilization of adhesion to ensure the traction/braking performance and operation safety of trains.

Based on the PLS-160 wheel-rail adhesion simulation test rig, the study investigates the variation patterns of maximum utilized adhesion characteristics on the rail surface under different conditions of small creepage and large slip. Through statistical analysis of multiple sets of experimental data, the statistical distribution patterns of maximum utilized adhesion on the rail surface are obtained, and a method for analyzing wheel-rail adhesion redundancy based on normal distribution is proposed. The study analyzes the utilization of traction/braking adhesion, as well as adhesion redundancy, for different medium under small creepage and large slip conditions. Based on these findings, relevant measures for the reasonable and optimized utilization of adhesion are derived.

When the third-body medium exists on the rail surface, the train should adopt the low-level service braking to avoid the braking skidding by extending the braking distance. Compared with the current adhesion control strategy of small creepage, adopting appropriate strategies to control the train’s adhesion coefficient near the second peak point of the adhesion coefficient-slip ratio curve in large slip can effectively improve the traction/braking adhesion redundancy and the upper limit of adhesion utilization, thereby ensuring the traction/braking performance and operation safety of the train.

Most existing studies focus on the wheel-rail adhesion coefficient values and variation patterns under different medium conditions, without considering whether the rail surface with different medium can provide sufficient traction/braking utilized adhesion coefficient for the train. Therefore, there is a risk of traction overspeeding/braking skidding. This study analyzes whether the rail surface with different medium can provide sufficient traction/braking utilized adhesion coefficient for the train and whether there is redundancy. Based on these findings, relevant measures for the reasonable and optimized utilization of adhesion are derived to further ensure operation safety of the train.

To authenticate the existence and principles of the adhesion recovery phenomenon under water pollution conditions, an innovative circumferential rail–wheel adhesion test rig was used. The study conducted extensive tests on the adhesion characteristics under large sliding conditions.

Experiments were conducted to investigate the influence of speed, axle load and slip on adhesion recovery. Based on the experimental results, the adhesion recovery transition function was re-fitted.

The study reveals that the adhesion recovery phenomenon truly exists under water conditions. The adhesion coefficient shows an increasing trend with the growth of the slip ratio. Moreover, at the current speed and axle load levels, the adhesion recovery is directly proportional to the square of the slip ratio and inversely proportional to the axle load.

The phenomenon of adhesion recovery and the formulated equations in this study can serve as an experimental and theoretical foundation for the design of braking and anti-skid control algorithms for trains.

The peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-11-2023-0379/

The purpose of this study is to provide that porous media and viscous dissipation are crucial considerations when working with hybrid nanofluids in various applications.Recent years have witnessed significant progress in optimizing these fluids for enhanced heat transfer within porous (Darcy–Forchheimer) structures, offering promising solutions for various industries seeking improved thermalmanagement and energy efficiency.

The first step is to transform the original partial differential equations into a system of first-order ordinary differential equations (ODEs). The fourth-order Runge–Kutta method is chosen for its accuracy in solving ODEs. The present study investigates the free convective boundary layer flow of hybrid nanofluids over a moving thin inclined needle with the slip flow brought about by inclined Lorentz force and Darcy–Forchheimer porous matrix, viscous dissipation.

It is found that slip conditions (velocity and Thermal) exist for a range of the natural convection boundary layer flow. In the hybrid nanofluid flow, which consists of Al₂O₃ and Fe₃O₄ are nanoparticles, H₂O − C₂H₆O₂ (50:50) are considered as the base fluid. The consequence of the governing parameter on the momentum and temperature profile distribution is graphically depicted. The range of the variables is 1 ≤ M ≤ 4, 1 ≤ d ≤ 2.5, 1 ≤ δ ≤ 4, 1 ≤ Fr ≤ 7, 1 ≤ Kr ≤ 7 and 0.5≤λ ≤ 3.5. The Nusselt number and skin friction factors are used to calculate the numerical values of various parameters, which are displayed in Table 4. These analyses elucidate that upsurges in the value of the Fr noticeably diminish the momentum and temperature. It is investigated to see if the contemporary results are in outstanding promise with the outcomes reported in earlier works.

The results can be very helpful to improve the energy efficiency of thermal systems.

The hybrid nanofluids in heat transfer have the potential to improve the energy efficiency and performance of a wide range of systems.

This study proposes that in the combined effects of hybrid nanofluid properties, the inclined Lorentz force, the Darcy–Forchheimer model for porous media and viscous dissipation on the boundary layer flow of a conducting fluid over a moving thin inclined needle. Assessing the potential practical applications of the hybrid nanofluids in inclined needles, this could involve areas such as biomedical engineering, drug delivery systems or microfluidic devices. In future should explore the benefits and limitations of using hybrid nanofluids in these applications.

The present article aims to investigate the squeeze effects on hematite suspension-based curved annular plates with Rosensweig’s viscosity and Kozeny–Carman’s porous structure under the variable strong magnetic field and slip in the Shliomis model. The variable magnetic field is utilised to retain all magnetic elements within the model. The aforementioned mechanism would have the benefit of generating a maximal field at the system’s required active contact zone.

The Kozeny–Carman globular sphere model is used for porous facing. Rosensweig’s extension of Einstein’s viscosity is taken into consideration to enhance the fluid’s viscosity, and Beavers and Joseph’s slip boundary conditions are employed to assess the slip effect.

The pressure and lifting force under squeezing are computed through modification of the Reynolds equation with the addition of Kozeny–Carman’s model-based porosity, Rosensweig’s viscosity, slip and varying magnetic field. The obtained results for the lifting force are very encouraging and have been compared with Einstein’s viscosity-based model.

Researchers so far have carried out problems on lubrication of various sliders considering Einstein’s viscosity only, whereas in our problem, Rosensweig’s viscosity has been taken along with Kozeny–Carman’s porous structure model.

The Purpose of this study is to prove the possibility of developing low cost mechanical anti – lock braking system (ABS) for the passenger’s safety.

The design methodology of the proposed newer mechanical ABS comprises of two units, namely, the braking unit and wheel lock prevention unit. The braking unit actuates the wheel stopping as and when the driver applies the brake, whereas the wheel lock prevention unit initiates wheel release to prevent locking and subsequent slip/skidding. The brake pedal with master cylinder assembly and double-arm cylinder forms the braking unit, brake pad cylinder, movable brake pad, solenoid valve and dynamo forms the wheel lock prevention unit. The dynamo coupled with the rotor energises/de-energises the solenoid values to direct airflow for applying brake and release it, which makes the system less energy-dependent.

The braking unit aids in vehicle stops, by locking the disc with the brake pad actuated by a double-arm cylinder. The dynamo energises the solenoid valve to activate the brake pad cylinder piston for applying the brake on the disc. Instantaneously, on applying the brake the dynamo de-energises the solenoid to divert the pneumatic flow for retracting the brake pad thereby minimizing the braking torque. The baking torque reduction revives the wheel rotating and prevents slip/skidding.

Mechanical ABS preventing wheel lock by torque reduction principle is a novel method that has not been evolved so far. The system was designed with repair/replacement of the parts and subcomponents to support higher affordability on safety grounds.

This research aims to present a novel cooperative control architecture designed specifically for roads with variations in height and curvature. The primary objective is to enhance the longitudinal and lateral tracking accuracy of the vehicle.

In addressing the challenges posed by time-varying road information and vehicle dynamics parameters, a combination of model predictive control (MPC) and active disturbance rejection control (ADRC) is employed in this study. A coupled controller based on the authors’ model was developed by utilizing the capabilities of MPC and ADRC. Emphasis is placed on the ramifications of road undulations and changes in curvature concerning control effectiveness. Recognizing these factors as disturbances, measures are taken to offset their influences within the system. Load transfer due to variations in road parameters has been considered and integrated into the design of the authors’ synergistic architecture.

The framework's efficacy is validated through hardware-in-the-loop simulation. Experimental results show that the integrated controller is more robust than conventional MPC and PID controllers. Consequently, the integrated controller improves the vehicle's driving stability and safety.

The proposed coupled control strategy notably enhances vehicle stability and reduces slip concerns. A tailored model is introduced integrating a control strategy based on MPC and ADRC which takes into account vertical and longitudinal force variations and allowing it to effectively cope with complex scenarios and multifaceted constraints problems.

Based on the weak seismic performance and low ductility of coupled shear walls, engineered cementitious composites (ECC) is utilized to strengthen it to solve the deformation problem in tall buildings more effectively and study its mechanical properties more deeply.

The properties of reinforced concrete coupled shear wall (RCCSW) and reinforced ECC coupled shear wall (RECSW) have been studied by numerical simulation, which is in good agreement with the experimental results. The reliability of the finite element model is verified. On this basis, a detailed parameter study is carried out, including the strength and reinforcement ratio of longitudinal rebar, the placement height of ECC in the wall limb and the position of ECC connecting beams. The study indexes include failure mode and the skeleton curve.

The results suggest that the bearing capacity of RECSW is significantly affected by the ratio of longitudinal rebar. When the ratio of longitudinal rebar increases from 0.47% to 3.35%, the bearing capacity of RECSW increases from 250 kN to 303 kN, an increase of 21%. The strength of longitudinal rebar has little influence on the bearing capacity of RECSW. When the strength of the longitudinal rebar increases, the bearing capacity of RECSW increases little. The failure mode of RECSW can be improved by lowering the casting height of the ECC beam in a certain range.

In this paper, ECC is used to strengthen the coupled shear wall, and the accuracy of the finite element model is verified from the failure mode and skeleton curve. On this basis, the casting height of the ECC casting wall limb, the strength and reinforcement ratio of longitudinal rebar and the position of the ECC beam are studied in detail.

This study aims to investigate the rarefaction effects on flow and thermal performances of an equivalent sand-grain roughness model for aerodynamic thrust bearing.

In this study, a model of gas lubrication thrust bearing was established by modifying the wall roughness and considering rarefaction effect. The flow and lubrication characteristics of gas film were discussed based on the equivalent sand roughness model and rarefaction effect.

The boundary slip and the surface roughness effect lead to a decrease in gas film pressure and temperature, with a maximum decrease of 39.2% and 8.4%, respectively. The vortex effect present in the gas film is closely linked to the gas film’s pressure. Slip flow decreases the vortex effect, and an increase in roughness results in the development of slip flow. The increase of roughness leads to a decrease for the static and thermal characteristics.

This work uses the rarefaction effect and the equivalent sand roughness model to investigate the lubrication characteristics of gas thrust bearing. The results help to guide the selection of the surface roughness of rotor and bearing, so as to fully control the rarefaction effect and make use of it.

This paper aims at studying numerically the entropy generation of nanofluid flowing over an inclined sheet in the presence of external magnetic field, heat source/sink, chemical reaction along with slip boundary conditions imposed on an impermeable wall.

A suitable similarity transformation technique has been used to convert the coupled nonlinear partial differential equations to ordinary differential equations (ODEs). The ODEs are then solved simultaneously using the finite difference method implemented through an in-house computer program. The effects of different controlling parameters such as magnetic parameter, radiation parameter, Brownian motion parameter, thermophoresis parameter, chemical reaction parameter, Reynolds number, Brinkmann number, Prandtl number, velocity slip parameter, temperature slip parameter and the concentration slip parameter on the entropy generation and Bejan number have been discussed comprehensively through the relevant physical insights for the first time.

The relative strengths of the irreversibilities due to heat transfer, fluid friction and the mass diffusion arising due to the change in each of the controlling variables have been delineated both in the near-wall and far-away-wall regions, which may be helpful for a better understanding of the thermo-fluid dynamics of nanofluid in boundary layer flows. The numerical results obtained from the present study have also been validated with results published in open literature.

The effects of different controlling parameters such as magnetic parameter, radiation parameter, Brownian motion parameter, thermophoresis parameter, chemical reaction parameter, Reynolds number, Brinkmann number, Prandtl number, velocity slip parameter, temperature slip parameter and the concentration slip parameter on the entropy generation and Bejan number have been discussed comprehensively through the relevant physical insights for the first time.

The paper aims to identify a suitable generic brake force distribution ratio (β) corresponding to optimal brake design attributes in a diminutive driving range, where road conditions do not exhibit excessive variations. This will intend for an appropriate allocation of brake force distribution (BFD) to provide dynamic stability to the vehicle during braking.

Two techniques are presented (with and without wheel slip) to satisfy both brake stability and performance while accommodating variations in load sharing and road friction coefficient. Based on parametric optimization of the design variables of hydraulic brake using evolutionary algorithm, taking into account both the laden and unladen circumstances simultaneously, this research develops an improved model for computing and simulating the BFD applied to commercial and passenger vehicles.

The optimal parameter values defining the braking system have been identified, resulting in effective β = 0.695 which enhances the brake forces at respective axles. Nominal slip of 3.42% is achieved with maximum deceleration of 5.72 m/s² maintaining directional stability during braking. The results obtained from both the methodologies are juxtaposed and assessed governing the vehicle stability in straight line motion to prevent wheel lock.

Optimization results establish the practicality, efficacy and applicability of the proposed approaches. The findings provide valuable insights for the design and optimization of hydraulic drum brake systems in modern automobiles, which can lead to safer and more efficient braking systems.