Journal of Materials Processing Technology 125126 (2002) 638644

A 3D nite element analysis of the hot rolling of

strip with lubrication
A.K. Tieu*, Z.Y. Jiang, C. Lu
Faculty of Engineering, University of Wollongong, Wollongong, NSW 2522, Australia
Received 4 December 2001; received in revised form 2 March 2002; accepted 2 March 2002

Abstract
In both rolling theory and practice, two important factors must be considered: friction and deformation resistance strength. A major
handicap to producing accurate and reliable models for hot strip rolling is the lack of well-dened friction boundary conditions. In order to
improve the accuracy of the computer on-line control model, in this paper, the authors developed a 3D rigidvisco-plastic nite element
method (FEM) model to simulate the hot rolling of strip, considering dry and lubricated conditions. The simulation was based on the
experimental conditions conducted on a Hille 100 experimental mill. Rolling pressure was measured by a sensor roll that includes a radial pin
and an oblique pin. A comparison of the simulation results and experimental values, such as roll separating force and torque, taking into
account the friction variation in the roll bite shows a good agreement. The application of lubrication in hot strip rolling can reduce the roll
separating force, and the rolling speed also has a signicant inuence on the roll separating force.
# 2002 Elsevier Science B.V. All rights reserved.
Keywords: Friction variation; Lubrication; Hot rolling; Finite element analysis

1. Introduction
The technology of the hot rolling of steel strip is well
understood by researchers and engineers of the steel industry
[1] and renement of the process may contribute, in a
signicant manner, to cost reduction and improvement of
the quality of the surface. By improving the rolling conditions at the interface of the strip and rolls, such as lubrication
in the roll bite, the rolling load can be reduced and quality of
surface can be improved signicantly. The cost associated
with the frequency of roll change due to wear has been
estimated to be as much as 10% of the total process [1]. Zhu
et al. [2] determined the lm thickness using oil-in-water
emulsions under elasto-hydrodynamic lubrication in cold
rolling. Luong and Heijokoop [3] concluded that in respect
to friction, the scale thickness appears to be more important
than scale composition. In a recent study, Jarl [4] estimated
the mechanical properties of the scale in hot rolling, and
found that if the scale thickness is low it cannot act as a
lubricant. Munther and Lenard [5] found that in the hot
rolling of low carbon steels, the thicker scale leads to a lower
frictional resistance. The present work will focus on the hot
rolling of strip with lubrication.
*
Corresponding author. Tel.: 61-2-4221-3061; fax: 61-2-4221-3101.
E-mail address: ktieu@uow.edu.au (A.K. Tieu).

The 3D nite element method (FEM) has been used in the

analysis of strip rolling [614], shape rolling [1518] and
slab rolling [1925] in the past, and Jiang et al. [2630] have
used this FEM to solve special shape rolling. There is a
major handicap to producing accurate and reliable models
for hot strip rolling due to the lack of well-dened friction
boundary conditions [31]. Previous research showed that the
friction in the roll bite is not constant, and it varies in the roll
bite [32,33]. Therefore, in order to model realistically, it is
necessary to employ a variable friction model in the roll
bite. Based on our understanding, the modelling of the hot
rolling of strip with lubrication has not been reported till
now. In this work, the experimental results obtained during
the hot rolling of steel with lubricated work rolls are
presented. The results indicate that the friction coefcient
in the roll bite is not constant, there is a neutral point where
the friction coefcient is zero, and the further is the distance
away from the neutral point, the larger the friction coefcient. Based on the empirical models of the friction coefcient, a simulation of the strip rolling with lubrication
was carried out by the rigidvisco-plastic FEM. The simulation results have shown that the rolling force and torque
have been reduced in the case of lubricated rolling. The
calculated results obtained from the dry and lubricated
conditions are in good agreement with the experimental
values.

0924-0136/02/$ see front matter # 2002 Elsevier Science B.V. All rights reserved.
PII: S 0 9 2 4 - 0 1 3 6 ( 0 2 ) 0 0 3 7 1 - 0

A.K. Tieu et al. / Journal of Materials Processing Technology 125126 (2002) 638644

2. Theoretical analysis
2.1. Slightly compressible method formulation
The slightly compressible method in 3D rigidvisco-plastic
FEM has been employed to solve many rolling problems.
According to the variational principle [34], the real velocity
eld must minimise the following functional:
Z Z Z
Z Z
Z Z
F
se_ dv
tf DVf ds
tK DVK ds
v

Z Z


sf

sK

T1 v ds fp ff fj ft

(1)

sv

where the rst term on the right-hand side is the work rate of
plastic deformation (fp), s the equivalent stress and e_ the
equivalent strain rate. The second term on the right-hand
side is the work rate of friction (ff); DVf is the relative slip
velocity on the interface of the rolled material and the rolls
where the frictional shear stress tf is applied. To take into
account the friction variation in the roll bite, in this study
the modied frictional stress model [6] can be written as
follows:

 
m1 ss 2
1 Vg
tf Ki p
tan
(2)
k1
3 p
where m1 is the friction factor; ss the yield stress; Ki a
coefcient describing the changes of frictional shear stress in
the deformation zone, which has two parameters K1 and K2
for the forward slip zone and backward slip zone, respectively, k1 is a small positive constant. The distribution of the
frictional shear stress can be seen in Ref. [30]. The relative
slip velocity, Vg, between the rolled material and roll is
calculated by
q
Vg vx sec b VR 2 vy 2
(3)
where vx and vy are the velocity components in the x and y
directions, respectively; b the angular position of the node;
VR the tangential velocity of the roll. DVf is also the relative
slip velocity between the rolled material and roll, which can
be calculated by
q
DVf vx sec b VR 2 v2y k22
(4)
where k2 is a small positive constant to prevent a second
singular point during simulation [7]. The third term on the
right-hand side of Eq. (1) is the additional shearing work rate
(fj) at a surface on which there is a velocity discontinuity.
DVK is the velocity discontinuity across the velocity discontinuity surface sK within the volume V, tK is the shear
stress, tK K (K is the shear yield stress). The fourth term
on the right-hand side is the work rate (ft) of tension. T1 is
the tension and v is the velocity of the cross-section with
tension. Here `` '' indicates the forward tension, and ``''
the backward tension. When the functional F is minimised
by the rigidvisco-plastic FEM using the formulation for

639

compressible materials, the stress tensor can be written as

follows [7]:
r
3 0 0
s s gs2m
s
(5)
2 ij ij
where s0ij is the deviatoric stress tensor; sm the hydrostatic
stress; and g a small positive constant, i.e. a factor conferring a
small degree of compressibility, in general. g 0:01 0:0001.
The equivalent strain rate is written as:
s
2
1
(6)
e_
e_ ij e_ ij e_ 2v
3
g
where e_ ij is thestrain rate tensor and e_ v e_ x e_ y e_ z thevolumetric strain rate. The stress tensor can be written as follows [27]:

 

s 2
1 2
sij
e_ ij dij
e_ v
(7)
g 9
e_ 3
where dij is the Kronecker delta. The rolling force can be
calculated by Eq. (8):
Z l Z bx
P
sz dy dx
(8)
0

where l and bx are respectively the projected length and width

of strip in the deformation zone; sz the stress in the thickness
direction. The torque can be calculated by rolling torque and
additional frictional torque as shown in Eq. (9) [27]:
M MP Mf Pll1 0:5Pfd

(9)

where Mp and Mf are rolling and bearing frictional torque,

respectively; P the roll separating force; l the projected
length of deformation zone; l1 a force arm coefcient which
has been determined from experience; f the bearing friction
coefcient; and d the neck diameter of roll.
2.2. Flow model of metal
The ow model of carbon steel is as follows [35]:
 m
e_
sp 9:8sf f
MPa
(10)
10
where for T  0:95C 0:41=C 0:32,


5
0:01
sf 0:28 exp
;
T C 0:05
m 0:019C 0:126T 0:075C

0:05

(11)
(12)

and for T < 0:95C 0:41=C 0:32,



C 0:32
0:01
sf 0:28qC; T exp
;
0:19C 0:41 C 0:05
(13)


C 0:49 2
qC; T 30C 0:9 T 0:95
C 0:42
C 0:06
;
(14)

C 0:09

640

A.K. Tieu et al. / Journal of Materials Processing Technology 125126 (2002) 638644

m 0:081C 0:154T
0:027

C 0:32

Table 1
Velocity boundary conditions (see Fig. 1)

0:019C 0:207
(15)

and
f 1:35en 1:5e;
T1 273
T
1000

n 0:41

0:07C;
(16)

where T1 is the temperature (8C); [C] the carbon content

in the steel (wt.%); e the true strain; and e_ the strain rate.
This ow model can be used for the following ranges of
parameters: carbon contents C < 1:2%; temperature T1
between 700 and 1200 8C; strain rate e_ between 0.1 and
100 s 1; and strain e < 70%.
3. Simulation and experimental conditions
3.1. Simulation conditions
FE mesh. As the deformation is symmetric about both the
yx and zx planes, one quarter of the deforming workpiece
as shown in Fig. 1, was studied. Isoparametric hexahedral
elements with eight Gauss points were used throughout the
strip, including the corner at entry to the roll gap. The
number of elements along the x, y and z directions are
10, 8 and 5 respectively and total 400 elements and 594
nodes were used. There is a thin element layer [30] at the
entry of the roll bite. The strip temperature is considered in
the simulation, but it does not couple with the visco-plastic
FEM. In the steady rolling process, the chilling effect of the
work rolls on strip is not signicant.
Velocity boundary conditions. The velocity boundary conditions are shown in Table 1. vx , vy , and vz are the velocity
components in directions x, y, and z, respectively.

Fig. 1. FE mesh used for analysis of strip rolling by flat roll.

Position

Velocity component

AA1B1B
EHH1E1
CDD1C1
BCC1B1
HH1A1A
EHAB

vy vz 0
vy vz 0
vz =vx tg b
vz 0
vz 0
vy 0

3.2. Experimental conditions

An experiment was carried out on the Hille 100 experimental rolling mill to determine friction in hot rolling. The
experiment also shows the effect of the different rolling
parameters on friction. The work rolls were tested under dry
and lubricated conditions. Hille 100 is a reversible mill, rolls
at rolling speed up to 1 m/s, rolling load 150 t and torque
1300 kN m. It operates as a 2-high mill (228 mm dia:
254 mm barrel roll) in this study. The upper roll is a sensor
roll. The mill is tted with two load cells which is employed
to determine the compensations for the mill modulus and
bearing clearance, and two torque gauges on the shaft to
measure individual roll torque. Different surface roughness
characteristics can be considered, with the roughness level in
the range 0.41.1 mm. Two position transducers are used to
control the roll gap.
Rolling pressure measurements are provided by two groups
of pin sensors embedded in the top roll, one mounted with fullbridge strain gauges, and the other pressing against highly
sensitive, temperature compensated load cells. The embedded
pins in contact with the load cells and strain gauges are 2 mm
in diameter and are ground ush with the roll surface. One pin
with load cell and one strain gauged pin are mounted axially
and the other pin with load cell and one strain gauged pin are
mounted at an angle of 258 from the radially embedded ones.
There is also an embedded thermocouple pin. The load cells
and strain gauges signals are transmitted via a slip ring, an
amplier box, and nally collected by a computer. Fig. 2
shows the sensor roll overview and Fig. 3 the sectional view
showing the pressure pins.

Fig. 2. Sensor roll overview [33].

A.K. Tieu et al. / Journal of Materials Processing Technology 125126 (2002) 638644

641

Fig. 3. Sensor roll sectional view [33].

Fig. 4. Force distribution obtained from sensor roll.

Table 2
Chemical composition of the tested steel
Grade

C
(Max)

Si
(Max)

Mn
(Max)

P
(Max)

S
(Max)

Al
(Max)

Ti
(Max)

250

0.22

0.55

1.7

0.04

0.035

0.1

0.04

Since the actual rolling time can be short (less than 25 ms

at a speed of 70 rpm), a Pentium III computer was used to
ensure that enough data points were captured in the roll bite.
A common friction model presently used in hot strip
rolling often involves a simple expression while only considers the friction coefcient as an average value, although,
it is well known from both theory and empirical measurement that this is not true. At rst the surface friction stress,
i.e. the shear stress, increases and pulls the strip into the roll
gap, then the shear stress decreases until it becomes zero at
the point where the strip and the roll velocity are identical:
the greater is the surface friction, the faster is this neutral
point reached. After that, the shear stress rises but it changes
to the opposite direction. In addition to shear stress in the
rolling direction, there can also be shear stresses in the
transverse direction, caused by the spread of the material
during the rolling process. The oil Quakerol HB-98A was
atomised and sprayed on the roll via nozzle. The work roll
was lubricated before rolling and ample lubricant was built
up at the entry to the roll bite. The heating temperature of the
rolled strip is 1000 8C, and the rolling temperature is
measured by infrared thermometers installed on both entry
and exit sides of the rolling mill.
Carbon steel samples 20 mm thick by 100 mm width by
700 mm length were used for the experiment. The chemical
composition of this steel is given in Table 2.

where py is the pressure from the oblique pin; p the pressure

from the radial pin; and y the angle between the radial and
oblique pins. For 17.5% reduction, 0.41 m/s rolling speed
and oil lubricated condition, the force distribution obtained
from the radial and oblique pins is shown in Fig. 4. Based on
the analysis of the measured data obtained from the sensor
roll, the friction coefcient distribution for both dry and
lubricated conditions are shown in Fig. 5. It is expected that
the error incurred is in the order of 1015%.
Fig. 5 clearly demonstrates the variation of the friction
coefcient in the roll bite, and the average friction coefcient is 0.28 for dry and 0.26 for oil lubrication. The neutral
plane is located where the value changes direction, where
there is a change in direction of the frictional shear stresses
at the interface. At the neutral plane, the velocity of the roll
and strip are equal. At this point, pure sticking occurs as
there is no slip between the strip and roll. The change in
direction of the variable friction once again demonstrates
this point. It is also seen that for the lubricated case, the
neutral plane is closer to the exit than that for dry friction

4. Results
4.1. Experimental results
The rolling pressure distributions can be obtained from
the sensor roll, and then the friction coefcient can be
calculated from Eq. (17) [36], as follows:
m

py =p 1
tan y

(17)

Fig. 5. Friction coefficient for reduction 17.5%: (a) dry; (b) lubricated.

642

A.K. Tieu et al. / Journal of Materials Processing Technology 125126 (2002) 638644

Fig. 6. Effect of the rolling speed on friction coefficient.

condition. So the forward slip decreases for the lubricated

case in the hot rolling of strip. The measured friction
coefcient is reduced as the rolling speed increases (see
Fig. 6), and friction coefcient for the lubricated case is
lower than that for dry condition. There is more experimental scatter in the lubricated case.

Fig. 8. Comparison of the calculated torque and measured values.

Based on the experimental conditions and the friction

variation models in the roll bite, a rigidvisco-plastic FEM
was performed for the hot rolling of strip with lubricated and
dry friction conditions. Fig. 7 shows the comparison of the
calculated roll separating force and measured values. In the
simulation of hot rolling with lubrication, K1 0:6, K2
0:3, k1 0:5 (forward slip zone) and 1.0 (backward slip
zone). For the dry friction condition, K1 0:6, K2 0:3,
k1 0:1 (forward slip zone) and 1.0 (backward slip zone). It
is seen that the experimental value of the roll separating
force with oil lubrication is lower than the dry rolling
condition, and the rolling force increases as the rolling speed
increases. Based on the empirical friction variation models
(see Fig. 5), the calculated roll separating forces are also
shown in Fig. 7. It is also seen that calculated results agree to
within 10% of the measured values. The difference between

the measured rolling force for dry and lubricated rolling

is not as signicantly as expected. This could be due to
experimental scatter, low speed effect and non-uniform
temperature of the specimen between surface and centre,
and from head and tail. The comparison of the measured
torque and calculated value with the friction variation
models is shown in Fig. 8. It is also seen that the calculated
torque is in good agreement with the measured value.
In the simulation, it is found that the friction variation has
a signicant inuence on the simulation results. When the
hot rolling of strip with lubrication, the effect of the friction
variation on the simulation results is examined. Fig. 9 shows
that for the friction variation condition K1 0:6, K2 0:3
and k1 0:1 (forward slip zone) and 1.0 (backward slip
zone)calculated case 1, and K1 0:8, K2 0:4 and
k1 0:1 (forward slip zone) and 1.0 (backward slip
zone)calculated case 2, the effect of the rolling speed
on the roll separating force. It is seen that the roll separating
force for the calculated case 1 is lower than that for
calculated case 2. Thus it can be said that a suitable friction
variation model is necessary to improve the simulation
results.
The effect of reduction on the roll separating force with
lubrication is shown in Fig. 10. It is seen that the rolling force
increases when the reduction increases, and the calculated

Fig. 7. Comparison of the calculated roll separating force and measured

values.

Fig. 9. Effect of the rolling speed on roll separating force without lubrication.

4.2. Simulation results

A.K. Tieu et al. / Journal of Materials Processing Technology 125126 (2002) 638644

643

roll separating force and torque increase. The parameters of

the friction variation model have a signicant effect on the
calculated rolling force. Comparison of the calculated results
obtained from the dry and lubricated conditions is conducted,
and the calculated results are in good agreement with the
experimental values.
Acknowledgements

Fig. 10. Effect of the reduction on the roll separating force with oil
lubrication.

This work was supported by the Australian Research

Council (ARC)/University of Wollongong Small Grant,
Australia. Mr. J. Abbott, Mr. C.N. Ward, Mr. Y.J. Liu,
Mr. B. Ma, Mr. W.H. Sun and Ms. S.Y. Liu attended parts
of experimental work, which are gratefully acknowledged.
References

Fig. 11. Effect of the reduction on roll separating force for different rolling
temperatures.

result based on the friction variation model shown in Fig. 5 is

in good agreement with the measured value.
Fig. 11 shows the effect of the rolling speed on rolling
force for different rolling temperature when lubricated friction variation model (see Fig. 5) was applied. Calculated
case 1 is for the rolling temperature 930 8C, and calculated
case 2 is for rolling temperature 910 8C. It is seen that the
rolling temperature has a signicant inuence on the rolling
force, the higher the rolling temperature, the lower the roll
separating force. It is also seen that the measured values are
close to the calculated values at rolling temperature 930 8C.
5. Conclusions
In this work, the experimental results obtained during the
hot rolling of steel under lubricated conditions are presented.
The results indicate that the friction coefcient in the roll
bite is not constant and the lubrication can reduce the friction
coefcient and make the neutral plane move to exit in the
roll bite. Based on the model of the friction variation, a
simulation of the hot rolling of strip with lubrication was
carried out by the rigidvisco-plastic FEM. The roll separating force and torque are reduced when hot rolling was carried
out with lubrication. When the rolling speed increases, the

[1] A. Shirizly, J.G. Lenard, The effect of lubrication on mill loads

during hot rolling of low carbon steel strips, J. Mater. Process.
Technol. 97 (13) (2000) 6168.
[2] D. Zhu, G. Biresaw, S.J. Clark, T.J. Kasun, Elastohydrodynamic
lubrication with O/W emulsions, ASME Trans. J. Trib. 116 (2) (1994)
310320.
[3] L.H.S. Luong, T. Heijokoop, The influence of scale on friction in hot
metal working, Wear 71 (1981) 93102.
[4] M. Jarl, in: Proceedings of the First International Conference on
Modelling of Rolling Processes, September 2123, Imperial College,
London, UK, 1993, p. 614.
[5] P.A. Munther, J.G. Lenard, Effect of scaling on interfacial friction
in hot rolling of steels, J. Mater. Process. Technol. 88 (1) (1999)
105113.
[6] S. Kobayashi, S.I. Oh, T. Altan, Metal Forming and the Finiteelement Method, Oxford University Press, New York, 1989.
[7] X.H. Liu, RigidPlastic FEM and its Application in Steel Rolling,
Metallurgy Industrial Press, Beijing, 1994.
[8] P.H. Hu, K.F. Ehmann, A dynamic model of the rolling process. Part
I. Homogeneous model, Int. J. Mach. Tools Manuf. 40 (1) (2000) 119.
[9] P.H. Hu, K.F. Ehmann, A dynamic model of the rolling process. Part
II. Inhomogeneous model, Int. J. Mach. Tools Manuf. 40 (1) (2000)
2131.
[10] P. Hartley, C.E.N. Sturgess, C. Liu, G.W. Rowe, Experimental and
theoretical studies of workpiece deformation, stress, and strain during
flat rolling, Int. Mater. Rev. 34 (1) (1989) 1934.
[11] K. Osakda, J. Nakano, K. Mori, Finite element method for rigid
plastic analysis of metal formingformulation for finite deformation, Int. J. Mech. Sci. 24 (8) (1982) 459468.
[12] K. Mori, K. Osakada, T. Oda, Simulation of plane-strain rolling by
the rigidplastic finite element method, Int. J. Mech. Sci. 24 (9)
(1982) 519527.
[13] K. Mori, C.C. Wang, K. Osakada, Inclusion of elastic deformation in
rigidplastic finite element analysis, Int. J. Mech. Sci. 38 (6) (1996)
621631.
[14] J.L. Chenot, P. Montmitonnet, P. Buessler, F. Fau, Finite element
computation of spread in hot flat and shape rolling with a steady state
approach, Eng. Comput. (Swansea, Wales) 8 (3) (1991) 245255.
[15] S.W. Wen, P. Hartley, I. Pillinger, C.E.N. Sturgess, Roll pass
evaluation for three-dimensional section rolling using a simplified
finite element method, Proc. Inst. Mech. Eng., Part B 211 (B2) (1997)
143158.
[16] P. Hartley, S.W. Wen, I. Pillinger, C.E.N. Sturgess, D. Petty, Finite
element modelling of section rolling, Ironmak. Steelmak. 20 (4)
(1993) 261263.

644

A.K. Tieu et al. / Journal of Materials Processing Technology 125126 (2002) 638644

[17] S.W. Wen, P. Hartley, I. Pillinger, C.E.N. Sturgess, Finite element

analysis of four-roll pass cold rolling, Proc. Inst. Mech. Eng., Part B
206 (B2) (1992) 133141.
[18] J. Yanagimoto, M. Kiuchi, General purpose FEM simulator for the
three-dimensional deformation analysis of strip, bar/wire and shape
rolling processes, in: Proceedings of the Seventh International
Conference on Steel Rolling, Tokyo, The Iron and Steel Institute of
Japan, 1998, pp. 278283.
[19] C. Liu, P. Hartley, C.E.N. Sturgess, G.W. Rowe, Analysis of Stress
and Strain Distributions in Slab Rolling using an ElasticPlastic
Finite-Element Method, A. Balkema, Rotterdam, Neth and Boston,
MA, USA, 1989, pp. 231236.
[20] C. Liu, P. Hartley, C.E.N. Sturgess, G.W. Rowe, Finite-element
modelling of deformation and spread in slab rolling, Int. J. Mech. Sci.
29 (4) (1987) 271283.
[21] W.K. Chung, S.K. Choi, P.F. Thomson, Three-dimensional simulation of the edge rolling process by the explicit finite element method,
J. Mater. Process. Technol. 38 (12) (1993) 85102.
[22] H.J. Huisman, J. Huetink, Combined EulerianLangrangian threedimensional finite-element analysis of edge-rolling, J. Mech. Working Technol. 21 (1985) 333353.
[23] H. Nikaido, T. Naoi, K. Shibata, T. Kondo, K. Osakada, K. Mori,
Numerical simulation of width spread of ``dog-bone'' slab in nonsteady horizontal rolling, J. Jpn. Soc. Technol. Plast. 25 (277) (1984)
129135.
[24] S.W. Xiong, X.H. Liu, G.D. Wang, Q. Zhang, Simulation of vertical
horizontal rolling process during width reduction by full threedimensional rigidplastic finite element method, J. Mater. Eng.
Perform. 6 (6) (1997) 757765.
[25] Z.Y. Jiang, W.P. Hu, P.F. Thomson, Y.C. Lam, Analysis of slab
edging by a 3-D rigidviscoplastic FEM with the combination of

[26]
[27]
[28]
[29]
[30]
[31]
[32]
[33]
[34]
[35]
[36]

shifted incomplete Cholesky decomposition and the conjugate

gradient method, J. Finite Elements Anal. Des. 37 (2) (2001)
145158.
Z.Y. Jiang, A.K. Tieu, Modelling of rolling of strips with longitudinal
ribs by 3-D rigidvisco-plastic finite element method, ISIJ Int. 40 (4)
(2000) 373379.
Z.Y. Jiang, Forming processes, theory of the strip with longitudinal
ribs and its application, Ph.D. Thesis, Northeastern University,
Shenyang, 1995.
Z.Y. Jiang, S.W. Xiong, X.H. Liu, G.D. Wang, Q. Zhang, 3-D rigid
plastic FEM analysis of the rolling of a strip with local residual
deformation, J. Mater. Process. Technol. 79 (13) (1998) 109112.
Z.Y. Jiang, X.L. Liu, X.H. Liu, G.D. Wang, Analysis of ribbed-strip
rolling by rigidviscoplastic FEM, Int. J. Mech. Sci. 42 (4) (2000)
693703.
Z.Y. Jiang, A.K. Tieu, A method to analyse the rolling of strip with
ribs by 3-D rigidvisco-plastic finite element method, J. Mater.
Process. Technol. 117 (12) (2001) 146152.
J.H. Beynon, Tribology of hot metal forming, Trib. Int. 31 (13)
(1998) 7377.
J.G. Lenard, Friction and forward slip in cold strip rolling, Trib.
Trans. 35 (3) (1992) 423428.
Y.J. Liu, A.K. Tieu, D.D. Wang, W.Y.D. Yuen, Friction measurement
in cold rolling, J. Mater. Process. Technol. 111 (13) (2001) 142145.
Z. Zhao, G.D. Wang, Modern Plastic Forming Mechanics, Northeastern University Press, Shenyang, 1987.
J.G. Lenard, M. Pietrzyk, L. Cser, Mathematical and Physical
Simulation of the Properties of Hot Rolled Products, Elsevier,
Oxford, 1999.
W.A. Backofen, G.T. van Rooyen, Friction in cold rolling, J. Iron
Steel Inst. 186 (1957) 235244.