Wheel flange lubrication


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Known technology

Description

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Known technology
The system can be compared to German DB's, underground and trams, industrial and mainline railways known technology, which use electro-pneumatic operated
lubrication systems. Such lubrication systems are mostly mounted to one or more railcar wheel sets.
In the meantime lubrication system are
standard equipment to rail-bound vehicles. Momentarily contactless lubricator spray ing via compressed air-lubricator-mix is used.

According to my assesment there is
NO DIFFERENCE in wear off between FIXED concrete tracks or (“relatively loose”) ballast tracks. Momentarily wear off can only be prevented with a EFFECTIVE lubrication system.

Principally
lubricator has:
- good
TRANSMITTING CONDITIONS from the spray ing nozzle to the flange in the air gap and
- sufficient lubricator
ADHESIVE CONDITIONS when the lubricator is wiped off the wheel tires flange by the rail.

The system must be easy to use, robust,
work efficiently without much energy and bring the greatest possible advantage. So that it can work all year round.

System shall
ONLY lubricate curves, NOT straight tracks. System shall ONLY lubricate THOSE gauge exactness sidewalls or inside micrometre sidewalls of the wheel tires flange and the matching gauge exactness sidewalls of the rails or secondary rails. System shall need less technical effort, shall be easy to install, efficient, reliable, retrofitable and easy to use with a long life. This goal is reached by systematical construction, and usage of high-quality, functional and cost-efficient parts. Inside the system, viscosity of the lubricator depends highly on the temperature. Especially when low temperatures occur (under +10°C) the pipeline resistance within the complete system can rise extensively and needed pressure can rise in an uncontrollable way. So the system must be able to hold the optimal temperatures for the lubricator at all times.

Principally
curve sections must be lubricated
CONTINUOUSLY WITHOUT interruptions from the beginning of a curve til the end. For example in cities the percentage of curves in the tramway network is quite high, because of city development (architecture). The percentage of curves is even higher with mountain railways, especially with narrow-gauge railways.
Application of lubricator depending on wheel
SPEED on the gauge exactness sidewall respectivly the inside micrometre sidewall. This way an excess with uncontrolled throwing off of lubricator or too little lubrication is eliminated from the start.
From a certain humidity on the system is to be
SHUT OFF automatically, because natural occurring, “free” waterfilm on the rail is also a LUBRICATING FILM and helps reduce wear offs.
Principally the lubrication system should be
activated at the SAME TIME as the rolling stock. e.g. Every morning. The ON/OFF could be connected with the main battery switch.

To realise the lubrication of the
BEGINNING of a curve, the:
- lubrication system
ACTIVATION sensor should be mounted on the FIRST wheel axle set or boogie
- lubrication systems
DISCHARGE NOZZLES should be mounted to the wheel tires flanges of the wheel axle sets of the
  last boogies
of very
long vehicles with four-, six-, eight- or boogies.
Following drawing shows this case on the example of an articulated train or linked railway vehicles.


  
                                  

INITIATION of lubrication for safety reasons starts directly BEFORE the BEGINNING of a curve and
STOPS directly BEFORE the END of a curve.

It is not necessary to lubricate til the actual
END of a curve, because the lubricator is transferred by the linked or following rail-bound vehicles to the end of the curve.

Medium (lubricator incl. Graphite) must always stay
clean. No impurities like residuals of sealants, metal filings, dirt particles
should get in it.

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