Wheel flange lubrication

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Technical field



Technical field
Information on the technical field this system is assigned to

Preferably in rail- and rail vehicle engineering during CURVE travel used lubrication system which reduces the sidewall wear off of the:
flange's wheel tires of the wheel set axles and
- bend rails
as well as reduction of noise pollution, hearable as screechy sounds, mainly while curvetravel with especially low radii.
Considered wear off on the unrolling wheel and rail in
track sections with CURVES occurs inevitably by axially acting forces during
curve travel.
Operation of such a system, which is placed directly on chosen wheel set (or on more wheel sets), is inevitable to maintain full
functionality in rail and rail vehicle engineering. System applies lubricator on gauge exactness- and inside micrometer sidewall of the wheel tire while going round bend. Inevitably at the sliding and unrolling process the lubricator
GETS STRIPPED OFF from the sidewalls of the wheel and its flange ON the RAIL.

The following drawing shows the concerning area with the example of a tram wheel on a


The following drawing shows the concerning area with the example of a tram/ rail wheel on a
HEAD RAIL (vignol rail).


CURVES, often mentioned in the text, are in principle track curves
- mostly between two straight track sections
- at bending railway switch constructions and
- reversing loops
to change traffic direction.

Lubrication is only to be named so, when, by its use a reduction of wear off between the wheels and rails is reached, without
operating safety in an unfavourable way.

Principally lubricated track curves lead to a reduction of the coefficient of static friction. And in this manner also to a longer
braking distance in curve travel. In the last decades there have been NO accidents due to LUBRICATED lubricated curve tracks. This requires high discipline from the conductors.

Wear offs in CURVE TRAVEL on wheel and rail are highly due to gliding against rolling friction.
In this case the most wear off appears on:
- the wheel tire's gauge exactness sidewall and inside micrometre sidewall, and
- the rail's gauge exactness sidewall and secondary rail sidewall.

Wear off also appears on the wheel's and rail's running surfaces which are not to be lubricated see following drawing and animation.

                                        Drawing                                                  Animation

the wheels unrolling on rail running surfaces, in closed circuit level at “only line contact”, should lead to no wear off. In practice, flattenings of the wheel tire running surfaces appear on the contact points with the rail running surfaces. The cause is the wheel pressure and a limited elasticity of the steel materials. The flattenings lead to surface contacts between the wheels and the rails. This leads to coarsenesses and these lead to wear offs.
In track sections
WITH CURVES constant exceedances of the coefficient of static friction occur in different intervals (compared to track sections with theoretically CLEAR UNROLLING PROCESSES).
This happens because of the
different ways on the inside- opposite outside rails.
Axial forces occur during curve travel which increase surface pressure between the wheel’s gauge exactness sidewalls and the rails, the smaller the curve radii gets.
High surface pressure, as a gliding friction process, leads to the most wear off due to plastic
strain of the steel material and to a ripping out of metal filings from the surfaces caused by overstressing.


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