Wheel flange lubrication


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Further considerations

Description

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Further considerations
Some sentences about wear off on wheel and rail, which can be considered.

The problem is almost completely solved by the developed lubrication system.
Apart from that, the field and its topic is wide and complicated.

Winter
The
wear off is larger on wheel and rail at low outside temperatures.
Plastic deformation is smaller.
Elasticity of the steel interacting materials is lower.
Structure is brittle.
Particles are rubbed, ripped or torn stronger out of the surfaces.
Materials flow badly.


Summer
Less wear off on wheel and rail at high outside temperatures.
Plastic deformation is higher.
Elasticity of the steel interacting materials is higher.
Less particles are rubbed, ripped or torn out of the surfaces...
Materials flow better.
Wheel shoves the railbulge in front of itself. It grows while travelling into the curve due to rising stress (together with constant overstepping of the coefficient of static friction) and sinks afterwards.
Materials are soft and deform.
Surface wear-off of wheels and rails is lower.
Materials flow in large measures.

Wheel and rail
only theoretically have linear contact, practically they have broader surface contact due to occurring flattenings.

Because of lubrication during curve travel the axial and radial thrust forces are reduced and as a result also the size of the flattenings and the wear off.

For example, it is observed that with very heavy locomotives after being unused for several weeks in combination with
very high
axis pressure occur:
- flattenings on wheel's running surfaces and
- deepenings in the railhead running surfaces.

Flattenings on the wheel's running surfaces
  hearable as banging sounds
  correct themselves fast due to constant plastic deformation.

Coarsenesses on the rail's surfaces
  stay over a long period.

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