EP1674369B1 - Système de graissage pour chemin de fer - Google Patents

Système de graissage pour chemin de fer 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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German (de)
English (en)
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EP1674369A1 (fr
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/fr
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Publication of EP1674369B1 publication Critical patent/EP1674369B1/fr
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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)
  • Lubrication Of Internal Combustion Engines (AREA)
  • General Details Of Gearings (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (22)

  1. Dispositif (1) pour appliquer un lubrifiant sur une partie incurvée d'une voie ferrée, le dispositif comportant :
    - un réservoir d'agent de pulvérisation (46) dans lequel une quantité prédéterminée d'agent de pulvérisation peut être stockée,
    - une unité de pulvérisation stationnaire devant être placée de façon adjacente au rail intérieur (bi) de la partie incurvée de la voie ferrée, et comportant au moins une tête de pulvérisation (26) pouvant être reliée au réservoir d'agent de pulvérisation (46) pour pulvériser un lubrifiant dans la direction de la partie supérieure (19) du rail intérieur,
    - un capteur de vibrations (45) pour détecter les vibrations générées par un véhicule ferroviaire dans un ou plusieurs des rails, et pour générer un signal représentatif de la présence d'un véhicule ferroviaire,
    - des moyens de commande (48) couplés à l'unité de pulvérisation et au capteur de vibrations (45) pour commander l'unité de pulvérisation soumise au signal provenant du capteur de vibrations (45), de sorte que le lubrifiant vient se trouver directement sur le côté supérieur (19) du rail intérieur avec le dosage de lubrifiant prédéterminé correct, caractérisé en ce que l'unité de pulvérisation est adaptée pour appliquer une moyenne comprise entre 0,01 g de 0,1 g de lubrifiant sur le rail par essieu de véhicule ferroviaire.
  2. Dispositif selon la revendication 1, dans lequel l'unité de pulvérisation est adaptée pour éjecter un dosage compris entre 0,2 et 0,4 g de lubrifiant.
  3. Dispositif selon la revendication 2, dans lequel la tête de pulvérisation (26) comporte quatre buses, chacune éjectant une gouttelette d'environ 0,05 à 0,1 g.
  4. Dispositif selon la revendication 1, caractérisé en ce que des moyens de commande (48) sont adaptés pour déterminer, sur la base du signal reçu à partir du capteur de vibrations (45), le nombre d'essieux qui ont passé la tête de pulvérisation et, lorsqu'un nombre préétabli d'essieux sont passés, pour avoir l'unité de pulvérisation à appliquer du lubrifiant dans chaque cas selon le dosage de lubrifiant prédéterminé, le dosage dépendant du nombre préétabli de passages d'essieu.
  5. Dispositif selon la revendication 4, caractérisé en ce que le dosage prédéterminé est compris entre 0,1 g et 0,6 g par nombre préétabli de passages d'essieu.
  6. Dispositif selon la revendication 4, dans lequel un dosage de lubrifiant entre 0,2 g et 0,4 g par le nombre préétabli de passages d'essieu est distribué.
  7. Dispositif selon la revendication 1, dans lequel la tête de pulvérisation comporte plusieurs buses, de préférence quatre buses, pour pulvériser le lubrifiant dans différentes directions jusqu'à différents emplacements sur la surface supérieure (19) du rail.
  8. Dispositif selon l'une quelconque des revendications précédentes, dans lequel l'unité de pulvérisation est positionnée entre les rails de la voie ferrée, à proximité du côté intérieur du rail intérieur, et le réservoir d'agent de pulvérisation est positionné à l'extérieur de la voie ferrée.
  9. Dispositif selon l'une quelconque des revendications précédentes, comportant un boîtier (5) dans lequel la tête de pulvérisation est agencée, dans lequel le boîtier (5) est muni de moyens d'ajustement de hauteur pour modifier la hauteur de la tête de pulvérisation par rapport au rail.
  10. Dispositif selon la revendication 9, dans lequel le capteur de vibrations (45) est disposé dans le boîtier (2), et le boîtier peut être couplé de manière rigide au rail pour transmettre les vibrations dans le rail vers le capteur de vibrations (45).
  11. Dispositif selon la revendication 9 ou 10, dans lequel le réservoir d'agent de pulvérisation est agencé de manière échangeable dans le boîtier (2).
  12. Dispositif selon l'une quelconque des revendications précédentes, comportant un capteur de température (62) qui est relié aux moyens de commande (48), et qui génère un signal de température représentatif de la température ambiante, dans lequel les moyens de commande (48) sont adaptés pour lubrifier le rail uniquement à une température supérieure à une température minimale prémémorisée.
  13. Dispositif selon l'une quelconque des revendications précédentes, le réservoir d'agent de pulvérisation comportant un boîtier cylindrique (46), un piston (53) pouvant être déplacé dans le boîtier (2), une sortie de lubrifiant via laquelle le lubrifiant peut être déchargé sous l'influence du piston (53), et une alimentation de fluide pour alimenter du fluide avec lequel le piston (53) peut être déplacé, dans lequel le lubrifiant est agencé dans le boîtier (2).
  14. Système comportant un rail intérieur et un rail extérieur d'une voie ferrée agencés sous la forme d'une courbe en plus d'un dispositif selon l'une quelconque des revendications précédentes, dans lequel le dispositif est positionné proche du rail intérieur dans le but d'appliquer du lubrifiant sur la surface supérieure (19) du rail intérieur.
  15. Système selon la revendication 14, dans lequel un second dispositif est agencé proche du rail extérieur (bu) pour appliquer également du lubrifiant sensiblement sur la surface latérale (20) du rail extérieur.
  16. Système selon la revendication 14 ou 15 dans lequel les rails forment une partie d'aiguilles qui est ajustable entre une position droit devant et une position d'arrêt, un détecteur est fourni, à l'aide duquel la position et/ou le déplacement de la lame mobile des aiguilles peut être détecté(e), et les moyens de commande (48) sont adaptés pour lubrifier les rails uniquement lorsque les aiguilles sont situés dans la position d'arrêt.
  17. Procédé pour lubrifier au moins un des rails d'une partie incurvée d'une voie ferrée, utilisant de préférence le dispositif selon l'une quelconque des revendications 1 à 13 le procédé comportant les étapes consistant à :
    - fournir une unité de pulvérisation stationnaire destinée à être mise en place de façon adjacente à au moins le rail intérieur,
    - détecter les vibrations générées dans le rail par un véhicule ferroviaire,
    - générer un signal représentatif d'un véhicule ferroviaire,
    - pulvériser du lubrifiant à l'aide de l'unité de pulvérisation à un dosage de lubrifiant prédéterminé sur le côté supérieur (19) du rail sur la base du signal provenant des vibrations, caractérisé par la pulvérisation de lubrifiant à l'aide de l'unité de pulvérisation de manière à appliquer en moyenne entre 0,01 g et 0,1 g de lubrifiant sur le rail par essieu de véhicule ferroviaire.
  18. Procédé selon la revendication 17, comportant l'éjection de lubrifiant à un dosage compris entre 0,2 et 0,4 g de lubrifiant.
  19. Procédé selon la revendication 18, comportant l'éjection de quatre gouttelettes sur le côté supérieur du rail, chaque gouttelette pesant environ 0,05 à 0,1 g.
  20. Procédé selon la revendication 17, comportant les étapes consistant à :
    - déterminer, sur la base du signal représentatif d'un véhicule ferroviaire, le nombre d'essieux qui ont passé l'unité de pulvérisation, et
    - lorsqu'un nombre prédéterminé d'essieux sont passés, pulvériser du lubrifiant dans chaque cas au dosage de lubrifiant prédéterminé, le dosage dépendant du nombre préétabli de passages d'essieu.
  21. Procédé selon la revendication 20, dans lequel le dosage prédétermine est compris entre 0,1g et 0,6 g par nombre préétabli de passages d'essieux.
  22. Procédé selon la revendication 20, dans lequel un dosage de lubrifiant compris 0,2 g et 0,4 g est distribué par le nombre préétabli de passages d'essieu.
EP05077916A 2004-12-27 2005-12-19 Système de graissage pour chemin de fer Active EP1674369B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL05077916T PL1674369T3 (pl) 2004-12-27 2005-12-19 Układ smarowania toru kolejowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
NL1027894A NL1027894C2 (nl) 2004-12-27 2004-12-27 Spoorstaafsmeersysteem.

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AT (1) ATE388070T1 (fr)
DE (1) DE602005005146T2 (fr)
DK (1) DK1674369T3 (fr)
ES (1) ES2303181T3 (fr)
NL (1) NL1027894C2 (fr)
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DE102010001230A1 (de) * 2010-01-26 2011-07-28 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
AU2003242911A1 (en) * 2002-06-13 2003-12-31 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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DE602005005146T2 (de) 2009-04-30
DK1674369T3 (da) 2008-06-30
NL1027894C2 (nl) 2006-06-28
DE602005005146D1 (de) 2008-04-17
ATE388070T1 (de) 2008-03-15
PL1674369T3 (pl) 2008-10-31
ES2303181T3 (es) 2008-08-01
EP1674369A1 (fr) 2006-06-28
PT1674369E (pt) 2008-04-29

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