EP1674369B1 - Schmiersystem für Eisenbahngleise - Google Patents

Schmiersystem für Eisenbahngleise Download PDF

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Publication number
EP1674369B1
EP1674369B1 EP05077916A EP05077916A EP1674369B1 EP 1674369 B1 EP1674369 B1 EP 1674369B1 EP 05077916 A EP05077916 A EP 05077916A EP 05077916 A EP05077916 A EP 05077916A EP 1674369 B1 EP1674369 B1 EP 1674369B1
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EP
European Patent Office
Prior art keywords
lubricant
rail
spraying
dosage
housing
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EP05077916A
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English (en)
French (fr)
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EP1674369A1 (de
Inventor
Cornelis Leonard Willem Van Gilst
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RAIL PARTNER SCHWEIZ AG
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Rail Partner Schweiz AG
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Priority to PL05077916T priority Critical patent/PL1674369T3/pl
Publication of EP1674369A1 publication Critical patent/EP1674369A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K3/00—Wetting or lubricating rails or wheel flanges

Definitions

  • the present invention relates to a device for applying lubricant to a railway track.
  • the invention also relates to a railway track lubrication system and to a method for lubricating a railway track.
  • the noise caused by a railway traffic emanates from a number of different sound sources.
  • the wheel-rail system for instance causes dynamic forces which produce low-frequency vibrations and high-frequency sound.
  • the noise transmitted through the air consists mainly of motor noise (noise caused by the motor of the locomotive), rolling noise (the noise caused by rolling of the wheels over the rails), curve squeal noise (the noise occurring in the bends in the rail) and braking noise (noise as a result of braking). Aerodynamic noise can furthermore be a factor at very high speeds.
  • Curve squeal noise occurs at the position where the rails define a curved path, such as in a bend or at a points. Excessive curve squeal noise generally occurs in curves with a radius of less than 500 metres. This curve squeal noise is the result of the difference in rotation speed of the inner wheel and the rotation speed of the outer wheel in such a curved path. A further adverse effect is wear of the rails and of the wheels of the railway vehicle. In order to reduce the curve squeal noise caused by a passing rail vehicle, stationary rail track lubrication systems are known with which the friction between the outer rail wheel and the outer leg (i.e. the rail on the outer side of the curve) can be reduced, wherein the traction and the braking power are practically not adversely affected. As a result the lifespan of the rail is prolonged and the noise emission of the passing rail vehicle is reduced.
  • a known stationary rail track lubrication system there is arranged along the rail an elongate plate in which various grease openings are present.
  • the lubricant is applied to the side of the outer rail (outer leg) as a rail vehicle approaches.
  • the known system dispenses an inaccurate quantity of lubricant.
  • too little lubricant is applied the system does not operate satisfactorily and the high noise emissions are not reduced, or hardly so.
  • too much lubricant is applied, this can result in an increase in the braking distance and a reduced traction.
  • This also means that either large supplies of lubricant must be available, or that the supplies of lubricant must be replenished at relatively short intervals.
  • a lubrication system which is provided with a number of stationary nozzles with which lubricants can be sprayed onto a rail.
  • the known system has a vibration sensor on the basis of which the approach of a train is detected.
  • the nozzles spray a first type of lubricant against the side of the rail and a second type of lubricant, with a composition differing from that of the first type, onto the top side of the rail.
  • the first lubricant is sprayed against the side of an outer rail (outer leg) to protect the rail from wear resulting from the wheel flanges of the locomotive, while the second lubricant is sprayed onto the rail after the locomotive has passed in order to reduce wear caused by the wheels of the carriages.
  • the known system however provides an insufficient degree of reduction in the noise caused by a passing train.
  • the spray head of the device comprises several nozzles, for instance two or more nozzles, for spraying the lubricant in different (two) directions to different locations on the upper surface (tread) of the rail. It has been found that exceptionally good results are produced when four nozzles are used to spray the lubricant in four different directions.
  • Four "droplets" of lubricant hereby come to lie at exactly the correct position on the rail.
  • the lubricant is here preferably applied in the middle of the tread.
  • the device comprises a piston which is drivable with an electric motor.
  • the housing is however provided with a fluid feed opening for feeling a fluid with which the piston is drivable.
  • the fluid can be a liquid but is preferably a gas, such as nitrogen gas stored in a standard nitrogen bottle.
  • the device preferably comprises a fluid reservoir in which the fluid is stored under overpressure. The fluid is under a high pressure such that the piston is thereby driven in the spraying agent housing. This latter construction is extremely simple and little susceptible to malfunction.
  • the device comprises a housing in which the spray head is arranged, wherein the housing is provided with height adjustment means for varying the height of the spray head relative to the rail.
  • the height adjustment means enable a correct positioning of the spray head relative to the rail, so that the lubricant comes to lie exactly at the correct locations on the upper surface of the rail.
  • the device comprises a housing in which a vibration sensor is disposed.
  • the housing can herein be coupled rigidly in direct or indirect manner to the relevant rail so that vibrations in the rail are transmitted via the coupling and the housing to the vibration sensor.
  • the vibration sensor therefore remains protected by the housing, which enhances the robustness of the device.
  • the device comprises a spraying agent reservoir arranged exchangeably in the housing in order to simplify maintenance of the device.
  • a spraying agent reservoir arranged exchangeably in the housing in order to simplify maintenance of the device.
  • the device comprises a temperature sensor which is connected to the control means and which generates a temperature signal representative of the ambient temperature, wherein the control means are adapted to lubricate the rail only at a temperature above a pre-stored minimum temperature. At lower temperatures it is advisable not to apply any lubrication. When for instance the rail is covered with snow or in the case of ice, lubricant in many cases does not remain lying on the top side of the rail, which can result in contamination of the environment.
  • the device comprises a spray unit with which a predetermined lubricant dosage can be dispensed of between 0.02 and 0.06 g per m 1 rail, and preferably between 0.03 and 0.04 g per m 1 rail.
  • a predetermined lubricant dosage can be dispensed of between 0.02 and 0.06 g per m 1 rail, and preferably between 0.03 and 0.04 g per m 1 rail.
  • the quantities of lubricant applied to both the inner and the outer leg are hereby very small. Furthermore, generally less than half the quantity of lubricant for the outer leg is required for lubrication of the inner leg.
  • a further preferred embodiment comprises a device wherein the control means are adapted to determine, on the basis of the signal received from the vibration sensor, the number of axles that have passed the spray head and, when a preset number of axles have passed, to apply lubricant in each case in the predetermined lubricant dosage.
  • a system comprising an inner rail and outer rail arranged in the form of a curve in addition to the above stated device, wherein the device is positioned close to the inner rail for the purpose of applying lubricant to the upper surface of the inner rail.
  • the system comprises a second device which is arranged close to the outer rail for also applying lubricant substantially to the side surface of the outer rail.
  • a further preferred embodiment comprises a system wherein the rails form part of a points which is adjustable between straight-ahead position and a turn-off position, a detector is provided with which the position and/or the movement of the movable blade of the points can be detected, and the control means are adapted to lubricate the rails only when the points is situated in the turn-off position. Lubrication of the points in the straight-ahead position is after all unnecessary and would result in an unnecessary impact on the environment.
  • the reservoir comprises a cylindrical housing, a piston displaceable in the housing, a lubricant outlet via which the lubricant can be discharged under the influence of the piston, and a fluid feed for feeding fluid with which the piston can be displaced, wherein lubricant is arranged in the housing.
  • FIG. 1 shows a preferred embodiment of the rail system 1 according to the invention.
  • the rails are suitable for transporting rail vehicles, including among others underground railway vehicles, trains, trams and similar vehicles for transport by rail.
  • the term "railway” is therefore understood to mean tracks intended for transporting underground railway vehicles, trains, trams and similar vehicles.
  • System 1 comprises a first steel control housing 2 provided with a watertight and closable door. This can be arranged vertically or horizontally on the ground using a post 3, or on a wall.
  • a supply of lubricant Stored in the housing is a supply of lubricant which can be carried via a plastic conduit 4 running from control housing 2 to a spray head housing 5 arranged on the inner rail b i using a clamping element 6.
  • Conduit 4 comprises a lubricant conduit along which the lubricant is transported, a propellant gas conduit, an electrical cable to a magnetic valve provided in housing 5 and a coax cable to a vibration sensor, as is set forth below
  • the spray head housing 5 is rigidly connected to the rail such that vibrations in the rail are transmitted to housing 5 and to the vibration sensor arranged in housing 5.
  • Other rigid couplings are however also possible, for instance in embodiments in which housing 5 is fixed to a sleeper 1 of the railway. Housing 5 is positioned between outer leg b u and inner leg b i of the railway, this such that a nozzle 26 provided in the housing is directed toward inner rail b i .
  • nozzle 26 a correct dosage of lubricant can be applied at a time to inner rail b i in the manner described below.
  • Figure 2a shows an alternative embodiment in which system 1 is augmented with a second system for lubricating the outer rail.
  • the second system comprises a housing 15 which is provided with a spray head and with which the outer rail b u can be lubricated.
  • the outer leg is lubricated with the same lubricant as the inner leg.
  • the system can comprise the embodiment shown in figure 2a , in which the inner leg and outer leg are each provided with their own lubrication system.
  • the lubricating location for the inner leg is situated in the vicinity of the final point where contact is made before the curve, and therefore a short distance before the beginning of the curve (wherein the direction of travel of the rail vehicle is indicated in the figure with P), while the optimum lubricating location for the outer leg is situated in the curve.
  • the lubricating locations shown in the figure are drawn quite close together. The chosen distance between the two lubricating locations is in practice usually greater.
  • the part of the rail to which the lubricants have to be applied also differs for the inner and outer leg.
  • the lubricant In order to reduce the stick-slip effect at the inner leg b i the lubricant must be applied to the top side, or the tread of rail b i . This is shown in the cross-section of figure 3 .
  • Rail b i comprises a foot 16, a railhead 18 and a connecting part 17 lying therebetween.
  • Railhead 18 has an upright inner surface 20 and an upper surface or tread 19.
  • the lubricant (s) is applied to the upper surface 19 of rail b i by the nozzle to be described hereinbelow.
  • the lubricant must be applied very carefully to the top side (radius) of the railhead for an optimal lubrication of inner leg b i .
  • the lubricant is carried along in the most effective manner by the wheel flange of the wheel and left on the contact surfaces with the rail.
  • the lubricant For optimum noise reduction at the position of outer leg b u the lubricant (s) must however be applied at the position of the transition 22 between vertical surface 20 and the substantially horizontal tread 19 of the rail.
  • the lubricant is hereby carried along by the wheel flange of the wheel and left on the contact surfaces of the wheel and the rail. This situation is shown in the cross-section of figure 4 .
  • lubricant such as grease is applied with which the rail is primarily made greasier, while for the inner leg a lubricant is applied which has (practically) no adverse effect on the traction and braking power of the rail vehicle.
  • a lubricant is also referred to in the field as friction modifier.
  • Figure 6 shows a spray head housing 5 which can be fixed using the above stated clamping unit 6 to foot 16 of a rail.
  • the clamp comprises a bracket 30 in which two openings (not shown) are arranged. Such openings are likewise arranged in two clamping parts 31 which are provided with protrusions 32 such that an edge 34 of the rail provided on foot 16 can be clamped thereunder. Clamping takes place with a screw bolt 33.
  • a lubricant receptacle 28 is further provided on spray head housing 5 using screws 29. Receptacle 28 collect excess lubricant and prevents it entering the environment (the ground).
  • control housing 2 and spray head housing 5 are mutually connected using a hose 4, for the case only the inner leg is lubricated, or hoses 4,8 for the case both the inner and outer leg are lubricated.
  • a distributor unit 7 with which a quantity of lubricant supplied from the housing can be distributed over the remaining part of hose 4 or hose 8.
  • hoses 4,8 there is situated in hoses 4,8 a lubricant hose with which lubricant can be supplied, a propellant gas hose (often a nitrogen hose) with which a propellant gas under overpressure can be supplied, an electrical cable for power supply to the three-way magnetic valve 43 ( figure 7 ) and an electrical cable to vibration sensor 45.
  • FIG. 5 there is arranged in housing 2 an exchangeable lubricant cylinder 46, an exchangeable nitrogen gas cylinder 47, a control unit 48, a power supply in the form of a (preferably 9 V alkaline) battery 49 and a pressure-relief valve 50.
  • a spray gun 40, a magnetic valve 43 and a vibration sensor 45 are arranged in spray head housing 5 (and 15).
  • the spray gun is connected to the above-mentioned hose 4,8, wherein the lubricant from grease cylinder 46 is guided into gun 40 via a conduit 51.
  • Gun 40 can carry metered quantities of lubricant via conduit 42 to nozzle 26 in a manner to be described further. Operation of the spray gun takes place under the influence of the nitrogen gas fed via said hose 4,8 and conduit 41,42. Under the influence of the nitrogen gas the supplied lubricant can leave nozzle 26 with great force via conduit 43.
  • the operation of the system will be elucidated with reference to the schematic diagram of figure 8 .
  • the pressure of the nitrogen gas in nitrogen gas cylinder 47 is transferred via a pressure-relief valve 61 and a non-return valve 54 and via a gas feed opening 58 in grease cylinder 46 to a piston 53 arranged displaceably in grease cylinder 46.
  • the gas pressure of the nitrogen gas situated in the drawn embodiment on the top side of grease cylinder 46 which gas pressure is transferred via the piston 53 displaceable in downward direction (P 2 ) to the lubricant (s) at the bottom of grease cylinder 46, the lubricant is carried via lubricant outlet 49 in grease cylinder 46 and hoses 4,8 and 51 respectively to spray gun 40. Via connecting hoses 4,8,51 the lubricant thus exerts a constant pressure on spray gun 40.
  • Vibration sensor 45 which in the embodiment shown in figure 6 is fixedly mounted on spray head housing 5, detects the vibrations in the rail caused by an approaching rail vehicle.
  • the output signal from vibration sensor 45 is carried via a line 60 in hose 4,8 to central control unit 48 arranged in the first housing 2.
  • the central processing unit 48 determines whether a rail vehicle is approaching and whether a quantity of lubricant must be applied to the relevant rail.
  • Central control unit 48 activates spray gun 40 by operating a three-way valve 43 via an electrical cable 52.
  • nitrogen gas flows via the nitrogen gas cylinder 47, pressure-relief valve 50 and gas supply conduits 41,42 to spray gun 40.
  • Spray gun 40 comprises a piston which can be moved by means of the supplied propellant gas, in this case the nitrogen gas flowing in via conduit 42. In the absence of the gas pressure the piston is returned to the initial position by means of a spring (not shown).
  • the magnetic valve 43 is in each case opened for about 0.25 seconds in order to spray the lubricant to the outside via conduit 61 and nozzle 26 during said period.
  • a dosage of about 0.2-0.4 g of lubricant will thus be ejected in each case (more specifically four times a droplet of respectively 0.05 g and 0.1 g).
  • Spray head 26 is herein positioned relative to the top side (radius) of the rail such that lubricant (s) comes to lie practically in the middle of the radius as shown in figures 3 and 5 .
  • spray head 26 is embodied such that four jets of lubricant are sent in the direction of the rail so that four droplets are positioned in a row practically in the middle of the top side of the rail (on the longitudinal axis thereof), whereby a correct distribution of the lubricant over the rail is ensured.
  • pressure-relief valve 61 The function of pressure-relief valve 61 mentioned above in respect of the description of figure 8 is to regulate the gas pressure in lubricant cylinder 46 and spray gun 40.
  • a first manometer 61' indicates the gas pressure in cylinder 47.
  • the other manometer 61" indicates the pressure in grease cylinder 46 and spray gun 40.
  • the pressure reduction can now be adjusted with an adjusting mechanism (not shown). It hereby becomes possible to convert the usually very high-pressure inside the gas bottle (typically about 200 bar) into an operating pressure between 5 and 7 bar.
  • Height-adjusting means 70 are provided in order to position housing 5 in correct manner relative to the top side of the rail.
  • Lubricant cylinder 46 is further preferably embodied such that it is simply and rapidly replaceable and optionally refillable.
  • Lubricant cylinder 46 is provided for this purpose with, among other things, a non-return valve 54 on the nitrogen feed 58 so that nitrogen is prevented from flowing out of cylinder 46 when the connection to nitrogen bottle 47 is released.
  • the operating pressure in cylinder 46 is about 7 bar, with a maximum of 10 bar.
  • About 7 to 10 kg of lubricant can be arranged in lubricant cylinder 46, which in normal conditions is sufficient to keep the system operating for more than a year without maintenance thereof or replacement of the lubricant cylinder being necessary.
  • a temperature sensor 62 connected via cable 63 to control unit 48 is arranged in housing 2 or housing 5. Temperature sensor 62 generates a temperature signal representative of the outside temperature and transmits the signal to central control unit 48. This compares the measured temperature with a minimum value pre-stored in the memory of unit 48. When the measured outside temperature is lower than the minimum value (for example -30°C), control unit 48 switches the system off, since at temperatures which are too low lubrication of the rails has insufficient effect and/or can come off the rail, which means contamination of the environment. When the detected temperature once again increases to above the minimum temperature, the system is switched on again.
  • the minimum value for example -30°C
  • FIG. 9 A further preferred embodiment of the invention is shown in figure 9 .
  • the system is applied at a points in the railway.
  • a points does after all also have rails extending in a curve, with the consequence that curve squeal noises can also occur at points.
  • the rail vehicle is arriving from the left-hand side and will be turned to the right in the drawn position of the movable switch blades 72,73.
  • Inner rail b i and outer rail b u hereby form a rail curve wherein the same phenomena can occur as in respect of the rail curve discussed in figures 1 and 2 .
  • a housing 5 provided with a spray head is therefore provided on the inner side of inner rail b i .
  • a blade movement detector 77 is arranged in the shown embodiment. The detector is connected via cable 76 to central control unit 48. Depending on the position of switch blade 73, and therefore of switch blade 72, central control unit 48 determines whether the rail vehicle will travel straight on (situation A) or will turn off (situation B). In situation A control unit 48 will not allow any lubricant to be applied to the rails, while in situation B this will be the case. Lubricant is thus prevented from erroneously being applied to the rails, which can cause a negative impact on the environment.
  • Control unit 48 can determine on the basis of the signal generated by vibration sensor 45 how many axles have passed the system.
  • Control unit 48 is herein programmed so that each time a predetermined number of axles pass by, for instance 20 axles, a single dosage, preferably about 0.4 g in total, is sprayed in four droplets onto the railway track. Tests have shown that, when the number of times that a dosage is dispensed is increased while the dosage itself is reduced, this can also lead to good, or in some cases even better results. A similar effect can be brought about when, for instance in the case of a modified number of axles, for instance 10 axles, a dosage of 0.2 g is dispensed (for instance in four droplets of 0.05 g).
  • the advantage hereof is that the degree of contamination resulting from lubricant entering the environment is further reduced.
  • the applied lubricant for lubrication of the inner leg therefore preferably also comprises a friction modifier, for instance in the form of an aluminium component. Very fine aluminium particles are added to such lubricants to prevent traction and brake slip.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • General Details Of Gearings (AREA)

Claims (22)

  1. Vorrichtung (1) zur Aufbringung von Schmiermittel auf einen gebogenen Abschnitt eines Eisenbahngleises, wobei die Vorrichtung umfasst:
    - einen Sprühmittelbehälter (46), in dem eine vorbestimmte Menge eines Sprühmittels bevorratet werden kann;
    - eine stationäre Sprüheinheit, die benachbart zur inneren Schiene (bi) des gebogenen Abschnitts des Eisenbahngleises angeordnet ist und die wenigstens einen mit dem Sprühmittelbehälter (46) verbindbaren Sprühkopf (26) zum Sprühen des Schmiermittels in Richtung auf den oberen Teil (19) der inneren Schiene aufweist;
    - einen Vibrationssensor (45) zum Detektieren der Vibrationen, die von einem Schienenfahrzeug in einer oder mehreren der Schienen erzeugt werden, und zum Erzeugen eines für die Präsenz eines Schienenfahrzeugs charakteristischen Signals;
    - Steuerungsmittel (48), die mit der Sprüheinheit und dem Vibrationssensor (45) zur Steuerung der dem Signal des Vibrationssensors (45) unterworfenen Sprüheinheit gekoppelt sind, so dass das Schmiermittel direkt auf der Oberseite (19) der inneren Schiene in der genau vorbestimmten Schmiermitteldosierung zu liegen kommt,
    dadurch gekennzeichnet, dass die Sprüheinheit eingerichtet ist, durchschnittlich zwischen 0,01g und 0,1g an Schmiermittel pro Schienenfahrzeugachse auf die Schiene aufzubringen.
  2. Vorrichtung nach Anspruch 1, wobei die Sprüheinheit eingerichtet ist, eine Dosierung zwischen 0,2 - 0,4g an Schmiermittel auszustoßen.
  3. Vorrichtung nach Anspruch 2, wobei der Sprühkopf (26) vier Düsen umfasst, die jeweils ein Tröpfchen von ungefähr 0,05 - 0,1g ausstoßen.
  4. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Steuerungsmittel (48) eingerichtet sind, um, auf Basis des von dem Vibrationssensors (45) empfangenen Signals, die Anzahl der am Sprühkopf vorbeigefahrenen Achsen zu bestimmen, und um, wenn eine vorgegebene Anzahl von Achsen vorbeigefahren ist, durch die Sprüheinheit das Schmiermittel jeweils in der vorbestimmten Schmiermitteldosierung aufzubringen, wobei die Dosierung von der vorgegeben Anzahl an Achsdurchläufen abhängt.
  5. Vorrichtung nach Anspruch 4, dadurch gekennzeichnet, dass die vorbestimmte Dosierung zwischen 0,1g und 0,6g pro vorgegebener Anzahl an Achsdurchläufen beträgt.
  6. Vorrichtung nach Anspruch 4, wobei eine Dosierung an Schmiermittel von zwischen 0,2g und 0,4g pro der vorgegebenen Anzahl an Achsdurchläufen abgegeben wird.
  7. Vorrichtung nach Anspruch 1, wobei der Sprühkopf eine Vielzahl von Düsen, vorzugsweise vier Düsen, zum Sprühen des Schmiermittels in unterschiedliche Richtungen auf unterschiedliche Stellen auf der oberen Schienenfläche (19) umfasst.
  8. Vorrichtung nach einem der vorhergehenden Ansprüche, wobei die Sprüheinheit zwischen den Schienen des Eisenbahngleises nahe der Innenseite der inneren Schiene angeordnet ist und der Sprühmittelbehälter außerhalb des Eisenbahngleises angeordnet ist.
  9. Vorrichtung nach einem der vorhergehenden Ansprüche, umfassend ein Gehäuse (5), in dem der Sprühkopf angeordnet ist, wobei das Gehäuse (5) mit Höhenjustiermittel zur Änderung der Höhe des Sprühkopfes relativ zu der Schiene versehen ist.
  10. Vorrichtung nach Anspruch 9, wobei der Vibrationssensor (45) in dem Gehäuse (2) angeordnet ist und das Gehäuse mit der Schiene starr verbunden werden kann, um die Vibrationen in der Schiene an den Vibrationssensor (45) zu übertragen.
  11. Vorrichtung nach Anspruch 9 oder 10, wobei der Sprühmittelbehälter austauschbar in dem Gehäuse (2) angeordnet ist.
  12. Vorrichtung nach einem der vorhergehenden Ansprüche, umfassend einen Temperatursensor (62), der mit den Steuerungsmitteln (48) verbunden ist und der ein für die Umgebungstemperatur charakteristisches Temperatursignal erzeugt, wobei die Steuerungsmittel (48) eingerichtet sind, um die Schiene nur bei einer Temperatur oberhalb einer im Voraus abgespeicherten Mindesttemperatur zu schmieren.
  13. Vorrichtung nach einem der vorhergehenden Ansprüche, wobei der Sprühmittelbehälter ein zylindrisches Gehäuse (46), einen in dem Gehäuse (2) verschiebbaren Kolben (53), einen Schmiermittelauslass, über den das Schmiermittel unter der Einwirkung des Kolbens (53) abgegeben werden kann, und eine Fluidzuführung zur Zuführung eines Fluids, mit dem der Kolben (53) verschoben werden kann, wobei das Schmiermittel in dem Gehäuse (2) angeordnet ist.
  14. System, das zusätzlich zu einer in einem der vorhergehenden Ansprüche beanspruchten Vorrichtung eine innere Schiene und eine äußere Schiene eines in der Form einer Kurve angeordneten Eisenbahngleises umfasst, wobei die Vorrichtung nahe der inneren Schiene zum Zweck der Aufbringung von Schmiermittel auf die Oberseite (19) der inneren Schiene angeordnet ist.
  15. System nach Anspruch 14, wobei eine zweite Vorrichtung nahe der äußeren Schiene (bu) ebenso zum Zweck der Aufbringung von Schmiermittel im Wesentlichen auf die Seitenfläche (20) der äußeren Schiene angeordnet ist.
  16. System nach Anspruch 14 oder 15, wobei die Schienen einen Teil einer Weiche bilden, die zwischen einer Geradeaus-Stellung und einer Abbiege-Stellung einstellbar ist, ein Detektor bereitgestellt ist, mit dem die Stellung und/oder die Bewegung des bewegbaren Schenkels der Weiche detektiert werden kann/können, und die Steuerungsmittel (48) eingerichtet sind, um die Schienen nur dann zu schmieren, wenn sich die weiche in der Abbiege-Stellung befindet.
  17. Verfahren zur Schmierung wenigsten einer der Schienen eines gebogenen Abschnitts eines Eisenbahngleises, das vorzugsweise die Vorrichtung nach einem der Ansprüche 1-13 verwendet, wobei das Verfahren umfasst:
    - Bereitstellen einer stationären Sprüheinheit zum benachbarten Anordnen an zumindest der inneren Schiene;
    - Detektieren der in der Schiene von einem Schienenfahrzeug erzeugten Vibrationen;
    - Erzeugen eines für ein Schienenfahrzeug charakteristischen Signals;
    - Sprühen von Schmiermittel mit der Sprüheinheit in einer vorbestimmten Schmiermitteldosierung auf die Oberseite (19) der Schiene auf Basis des Signals der Vibration, gekennzeichnet durch Sprühen von Schmiermittel, mit der Sprüheinheit, um im Durchschnitt zwischen 0,01g und 0,1g an Schmiermittel auf die Schiene pro Schienenfahrzeugachse zu sprühen.
  18. Verfahren nach Anspruch 17, umfassend das Ausstoßen von Schmiermittel in einer Dosierung zwischen 0,2 - 0,4g an Schmiermittel.
  19. Verfahren nach Anspruch 18, umfassend das Ausstoßen von vier Tröpfchen auf die Oberseite der Schiene, wobei jedes Tröpfchen ungefähr 0,05 - 0,1g beträgt.
  20. Verfahren nach Anspruch 17, die Schritte umfassend:
    - Bestimmen der Anzahl der an der Sprüheinheit vorbeigefahrenen Achsen auf Basis des für ein Schienenfahrzeug repräsentativen Signals; und
    - wenn eine vorgegebene Anzahl von Achsen vorbeigefahren ist, Sprühen von Schmiermittel jeweils in der vorbestimmten Schmiermitteldosierung, wobei die Dosierung von der vorgegebenen Anzahl von Achsdurchläufen abhängig ist.
  21. Verfahren nach Anspruch 20, wobei die vorbestimmte Dosierung zwischen 0,1g und 0,6 g pro vorgegebener Anzahl von Achsdurchläufen beträgt.
  22. Verfahren nach Anspruch 20, wobei eine Dosierung des Schmiermittels zwischen 0,2g und 0,4g pro vorgegebener Anzahl von Achsdurchläufen abgegeben wird.
EP05077916A 2004-12-27 2005-12-19 Schmiersystem für Eisenbahngleise Active EP1674369B1 (de)

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PL05077916T PL1674369T3 (pl) 2004-12-27 2005-12-19 Układ smarowania toru kolejowego

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NL1027894A NL1027894C2 (nl) 2004-12-27 2004-12-27 Spoorstaafsmeersysteem.

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EP1674369B1 true EP1674369B1 (de) 2008-03-05

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AT (1) ATE388070T1 (de)
DE (1) DE602005005146T2 (de)
DK (1) DK1674369T3 (de)
ES (1) ES2303181T3 (de)
NL (1) NL1027894C2 (de)
PL (1) PL1674369T3 (de)
PT (1) PT1674369E (de)

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DE202010018220U1 (de) 2010-01-26 2014-11-14 Schunk Wien Gesellschaft M.B.H. Schmiervorrichtung für eine Radlenkervorrichtung
IT1400633B1 (it) * 2010-05-28 2013-06-14 Mazzitecnology S R L Dispositivo ingrassatore per rotaie ferro-tramviarie a gola
DE102011077396A1 (de) * 2011-06-10 2012-12-13 Lincoln Gmbh Schmiervorrichtung
RU193068U1 (ru) * 2019-08-28 2019-10-11 Общество С Ограниченной Ответственностью "Инновационные Технологии На Железнодорожном Транспорте" (Ооо "Итжт") Стрелочный перевод с пониженным износом рамного рельса и остряков
CN112439584B (zh) * 2020-11-18 2022-02-15 西安远景智能控制有限公司 一种桥面防水材料喷涂机及喷涂方法
CN113085944B (zh) * 2021-04-29 2022-06-28 中国铁道科学研究院集团有限公司 一种轮缘润滑控制方法、控制系统及控制器
CN114670991B (zh) * 2022-04-28 2023-08-01 黄山联合应用技术发展有限公司 一种船载拒止系统用下水滑道润滑层保护装置

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AT400427B (de) * 1990-12-18 1995-12-27 Gunacker Richard Stationäre anlage zum schmieren von schienen
IT1289070B1 (it) * 1996-01-31 1998-09-25 Graziadio Mazzi Dispositivo per spruzzare grasso lubrificante sulla parete laterale di rotaie ferroviarie
WO2003106240A1 (en) * 2002-06-13 2003-12-24 Portec, Rail Products Ltd. Trackside friction management digital control system
US6991065B2 (en) * 2002-08-19 2006-01-31 Leslie Carlton L Main line wayside rail lubricating system with feedback

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DK1674369T3 (da) 2008-06-30
ATE388070T1 (de) 2008-03-15
EP1674369A1 (de) 2006-06-28
PL1674369T3 (pl) 2008-10-31
ES2303181T3 (es) 2008-08-01
DE602005005146D1 (de) 2008-04-17
DE602005005146T2 (de) 2009-04-30
PT1674369E (pt) 2008-04-29
NL1027894C2 (nl) 2006-06-28

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