SIST EN 15427:2008
Railway applications - Wheel/rail friction management - Flange lubrication
Railway applications - Wheel/rail friction management - Flange lubrication
This standard is limited to specifying the requirements when applying lubricants to the wheel-rail interface between the wheel flange and the rail gauge corner (active interface) and includes both trainborne and trackside solutions.
All relevant terminology, which is specific to flange lubrication is defined in this standard. The means of defining the product specification, testing and quality control are also specified.
Bahnanwendung - Behandlung der Reibung zwischen Rad und Schienen - Spurkranzschmierung
Dieses Dokument beschränkt sich auf die Bestimmung der Anforderungen bei der Applikation von
Schmierstoffen auf die Kontaktfläche zwischen Spurkranz und der Schienenflanke (aktive Kontaktfläche),
entweder direkt oder indirekt auf den Spurkranz oder die Schiene, und umfasst sowohl fahrzeugseitige als
auch gleisseitige Lösungen.
Dieses Dokument definiert:
die Eigenschaften, die Schmierungssysteme der Fläche zwischen Rad und Schiene erfüllen müssen,
zusammen mit geeigneten Inspektions- und Prüfverfahren, die zur Verifikation durchzuführen sind;
alle entsprechenden Begriffe, die spezifisch für die Spurkranzschmierung der Kontaktfläche zwischen
Rad und Schiene sind.
Applications ferroviaires - Gestion des frottements roue/rail - Lubrification des boudins de roues
La présente norme se limite à prescrire les exigences relatives à l’application de lubrifiants à l’interface roue rail, entre le boudin de roue et le rayon de guidage de rail (interface active) et inclut deux types de solutions : les systèmes embarqués sur les trains et les systèmes installés sur la voie.
La présente norme définit :
- les caractéristiques qu’un système de lubrification d’interface roue / rail doit disposer, avec les inspections appropriées et les méthodes d’essais pour vérification ;
- toute la terminologie spécifique à la lubrification de l’interface roue-rail.
Železniške naprave - Trenje na stiku kolo-tirnica - Mazanje kolesnega venca
General Information
Relations
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Trenje na stiku kolo-tirnica - Mazanje kolesnega vencaBahnanwendung - Behandlung der Reibung zwischen Rad und Schienen - SpurkranzschmierungApplications ferroviaires - Gestion des frottements roue/rail - Lubrification des boudins de rouesRailway applications - Wheel/rail friction management - Flange lubrication45.040Materiali in deli za železniško tehnikoMaterials and components for railway engineering21.260Mazalni sistemiLubrication systemsICS:Ta slovenski standard je istoveten z:EN 15427:2008SIST EN 15427:2008en01-december-2008SIST EN 15427:2008SLOVENSKI
STANDARD
SIST EN 15427:2008
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 15427October 2008ICS 21.260; 45.040 English VersionRailway applications - Wheel/rail friction management - FlangelubricationThis European Standard was approved by CEN on 24 August 2008.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nationalstandards may be obtained on application to the CEN Management Centre or to any CEN member.This European Standard exists in three official versions (English, French, German). A version in any other language made by translationunder the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as theofficial versions.CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2008 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 15427:2008: ESIST EN 15427:2008
EN 15427:2008 (E) 2 Contents Page Foreword.3 Introduction.4 1 Scope.5 2 Normative references.5 3 Terms and definitions.5 4 Requirements for trainborne equipment.7 4.1 General.7 4.2 Selection of trainborne equipment.8 4.3 Design of trainborne equipment.8 4.4 Control system.9 4.5 Application.9 4.6 Verification.9 4.7 Operation, inspection and maintenance.10 5 Requirements for trackside equipment.10 5.1 General.10 5.2 Selection of trackside equipment.11 5.3 Design of trackside equipment.11 5.4 Installation of trackside equipment.12 5.5 Application.12 5.6 Verification.12 5.7 Operation, inspection and maintenance.12 6 Wheel and rail wear monitoring.13 7 Lubricant properties.13 Annex A (informative)
Types of trainborne and trackside equipment.15 A.1 Introduction.15 A.2 Trainborne equipment.15 A.3 Trackside equipment.15 Annex B (informative)
Guidance on verification and optimization.17 B.1 General.17 B.2 Trainborne equipment.17 B.3 Trackside equipment.17 Annex C (informative)
Installation and maintenance good practice notes for trainborne equipment.22 C.1 Reasons for installing trainborne equipment.22 C.2 Positioning of Lubricant Application Unit.22 C.3 Information for maintenance of spray nozzles.24 Annex D (informative)
Installation and maintenance good practice notes for trackside equipment.25 D.1 Selecting locations for trackside equipment.25 D.2 Determination of Lubricant Application Unit position.25 D.3 Inspection and maintenance.26 D.4 Records.26 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 96/48/EC, as modified by Directive 2004/50/EC.27 Bibliography.29
SIST EN 15427:2008
EN 15427:2008 (E) 3 Foreword This document (EN 15427:2008) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by April 2009, and conflicting national standards shall be withdrawn at the latest by April 2009. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights. This European Standard has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association to support Essential Requirements of EU Directive 96/48/EC1), as modified by EU Directive 2004/502) of 29 April 2004. For relationship with EU Directives, see informative Annex ZA, which is an integral part of this document. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
1) Official Journal of the European Communities No L 235 of 17.09.96. 2) Official Journal of the European Communities No. L 220 of 21.6.04. SIST EN 15427:2008
EN 15427:2008 (E) 4 Introduction Friction management using solid or fluid (oil, grease, etc) substances at the wheel-rail interface is a complex subject and includes: lubrication of the wheel flange / rail gauge corner interface, commonly referred to as “flange or rail lubrication”; friction modification of the top of rail / wheel tread interface, commonly referred to as “top of rail friction management”. This document sets out requirements for the lubrication of the wheel flange / rail gauge corner only. It describes systems fitted on board trains and on the track, as both systems may need to be employed to achieve effective lubrication of the wheel-rail interface. Managing the wheel-rail interface effectively will reduce wear of both wheel and rail. When friction is managed effectively, noise levels, energy consumption and the risk of flange climbing are reduced. Conversely where not managed effectively, assets may require replacement prematurely before reaching their full economic potential. There needs to be control in the application of lubrication such that there is no: loss of traction or braking performance; adverse effect on signalling systems or track circuits; intolerable increased risk of fire; harmful environmental effect; incompatibility between the different lubricants in use, particularly, between solid and fluid systems.
SIST EN 15427:2008
EN 15427:2008 (E) 5 1 Scope This document is limited to specifying the requirements when applying lubricants to the wheel-rail interface between the wheel flange and the rail gauge corner (active interface) either directly or indirectly to the wheel flange or to the rail, and includes both trainborne and trackside solutions.
This document defines: the characteristics that systems of lubrication of the wheel-rail interface shall achieve, together with applicable inspection and test methods to be carried out for verification; all relevant terminology which is specific to the lubrication of the wheel-rail interface. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13749, Railway applications — Wheelsets and bogies — Method of specifying the structural requirements of bogie frames EN 50121-1, Railway applications — Electromagnetic compatibility — Part 1: General EN 50125-1, Railway applications — Environmental conditions for equipment — Part 1: Equipment on board rolling stock EN 61373, Railway applications — Rolling stock equipment — Shock and vibration tests (IEC 61373:1999) 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. Figures 1 and 2 show the areas on the wheel and rail that are referred to in this standard. SIST EN 15427:2008
EN 15427:2008 (E) 6
Key 1 flange tip K flange toe L flange face M flange root/fillet Flange
N tread/running surface
NOTE This terminology is specific to this document. Figure 1 — Areas of a wheel tread
Key A gauge side face B gauge side corner C rail head 1 inside of rail 2 web
3 outside of rail Figure 2 — Areas of a rail 3.1 active interface contact area between wheel flange root and rail gauge side corner NOTE Contact also occurs between the wheel tread and the rail head but this interface is not within the scope of this document. SIST EN 15427:2008
EN 15427:2008 (E) 7 3.2 lubricant oil, grease, solid stick or other substance that lowers the friction level 3.3 flange lubrication lubrication of the active interface by applying a lubricant to the wheel flange 3.4 rail lubrication lubrication of the active interface by applying a lubricant to the rail gauge side face 3.5 lubricant application unit (LAU) component of the lubrication system (trainborne or trackside) that delivers the lubricant to the active interface NOTE This includes stick applicators, spray nozzles, trackside GDUs/blades, etc. See Annex A for more systems. 3.6 lubrication system components required to apply lubricant to the active interface that may include one or more Lubricant Application Units, a reservoir unit, pump and/or a control device 3.7 trainborne equipment lubrication system installed on the train
3.8 trackside equipment lubrication system installed on or adjacent to the track
4 Requirements for trainborne equipment 4.1 General 4.1.1 The trainborne equipment shall apply lubricant to take effect in the active interface as described in 4.5. It is generally used to apply lubricant to the wheel. The most effective use of lubricant is achieved by installation of lubricating equipment on wheelsets close to the leading end of a train. This ensures that all the subsequent active interfaces between train wheels and rails are lubricated. The optimum position for this equipment is on the leading wheelset, but space limitations may preclude this. The area of implementation and the lubrication system shall be defined and agreed by the customer. NOTE If required, further wheelsets may be equipped with trainborne equipment. 4.1.2 The trainborne equipment shall be designed to optimize lubrication of the active interface and limit contamination of any other part of the train or infrastructure. Build up of excess lubricant on the train should be avoided to reduce the risk of fire. 4.1.3 Solid lubricants that are used in the form of, for example stick application on to the flange, may eject part of the stick as debris. The size of any piece of debris should be kept to a minimum. NOTE It is suggested that the mass of any piece of debris should be no greater than 5 g. SIST EN 15427:2008
EN 15427:2008 (E) 8 4.2 Selection of trainborne equipment 4.2.1 In selecting the trainborne equipment, the following shall be taken into account as a minimum: ambient temperature range and climatic conditions (see EN 50125-1); equipment positioning; space constraints; availability of pneumatic and electrical supplies; speed; options for system control and lubricant regulation; interface with other on-board systems; the type of lubricant; compatibility between different lubricants used by the Railway Undertaking; total life cycle cost and maintainability. 4.2.2 A technical file shall be compiled setting out verification criteria and compliance. 4.2.3 A description of types of Lubricant Application Unit currently available is given in Annex A. A list of reasons for fitting trainborne equipment is given in C.1. 4.3 Design of trainborne equipment 4.3.1 The position and alignment of each Lubricant Application Unit shall take into account suspension movements to ensure application of lubricant to the active interface (see 4.5), at all conditions within the train’s operational limits, and the need to gain access for maintenance. See C.2 for some positioning and alignment information. 4.3.2 The trainborne equipment shall be designed to meet the vibration and shock loads requirements of EN 61373 and EN 13749 relevant to the position on the vehicle. 4.3.3 The design shall: incorporate a stated fatigue load case appropriate for the intended service life of the equipment; provide protection to the equipment from flying objects e.g. track ballast and snow and ice; ensure the security of fixing against vibration. NOTE Account should be taken of the effects of turbulence of surrounding airflow at service speeds on the performance of the application system.
4.3.4 The Lubricant Application Unit shall be adjustable such that it can be returned to its correct working position (see 4.5) following wheel reprofiling or other maintenance changes. 4.3.5 The capacity of the system shall take into account the intervals between maintenance opportunities. Consideration may be given to providing a means to determine when refilling is required. SIST EN 15427:2008
EN 15427:2008 (E) 9 4.4 Control system 4.4.1 The control system chosen shall ensure that the rate of application of the lubricant is correctly maintained under all conditions during service. 4.4.2 Any trainborne equipment using a liquid spray Lubricant Application Unit shall have a low speed cut out. The speed at which the cut-out takes place shall be agreed between the relevant parties. 4.4.3 The control system should take account of the direction of travel of the train, where applicable. 4.5 Application When applying to the wheel, lubricant shall be applied in areas “L” and/or “M” of the wheel (as shown in Figure 1), or when applying to the rail, lubricant shall be applied in areas “A” and/or “B” of the rail (as shown in Figure 2) as defined by the Railway Undertaking according to service experience.
4.6 Verification The application of lubricant to the active interface shall be verified by the following means in Table 1. Table 1 - Verification Requirement Check When carried out System fitted to train Yes/no Documentation check Near front of train Yes/no Documentation check Design check – Lubricant Application Unit shown applying lubricant to active interface Yes/no Documentation check Physical check – Lubricant Application Unit applies lubricant to active interface Yes/no By static test and inspection Check of control equipment as required: distance;
time; angle; cant; curve. To operate in accordance with customer requirement. During train testing
This does not exclude other requirements referenced in Clause 4, or specified by the customer. As the effectiveness of the system cannot be verified immediately, 4.7 is to be used to optimize the effectiveness of the system. SIST EN 15427:2008
EN 15427:2008 (E) 10 4.7 Operation, inspection and maintenance 4.7.1 Adjustments may need to be made to the trainborne system to establish the most effective application of the lubricant. The testing method chosen will depend on the type of lubrication system and will be relevant to the application. The method of testing shall be agreed between the relevant parties. NOTE Annex B sets out typical methods for making these adjustments. 4.7.2 When checking for the effective performance of trainborne equipment, a trace of lubricant shall be evident on the outer rail of curved track after the train has passed. The results of the tests shall be validated by assessment of the application of the lubricant on to the active interface of both the wheel and the rail. NOTE On straight track, generally the wheel flange root does not touch the rail, so it is not expected that a trace should be seen in this circumstance.
4.7.3 After the passage of the train over a section of track, traces of lubricant shall be verified as described below: i) As set out in 4.5 and in Figure 1, lubricant shall be evident in areas “L” and “M” and shall be permitted in area “K”. Traces of migrated lubricant are permissible into area “N”, close to the border with “M” with the agreement of the relevant parties. ii) As set out in 4.5 and Figure 2, lubricant shall be evident in area “B” and shall be permitted in area “A”. Traces of migrated lubricant are permissible into area “C” close to the border with “B” with the agreement of the relevant parties. 4.7.4 The lubrication system shall be adjusted in accordance with the manufacturer’s instructions to ensure that the performance is optimized to deliver the requirements set out above. 4.7.5 The supplier of the trainborne equipment shall provide maintenance instructions for the equipment. These shall include a method for fault diagnosis to check that the trainborne equipment is not partially or fully blocked or misaligned, see C.3. 4.7.6 The railway undertaking shall have a maintenance plan for the lubrication system. These documents shall regulate the in-service performance of the lubrication system and shall ensure that all components are securely attached to their mountings. 4.7.7 This maintenance plan should include monitoring of lubricant usage as a method of checking effective delivery. The maintenance plan shall be reviewed and amended according to service experience. 4.7.8 After wheelset change or reprofiling, or other adjustments to the trainborne equipment, the Lubricant Application Unit shall be checked to ensure correct alignment (see 4.5 and 4.7.3) in accordance with the supplier’s instructions. 5 Requirements for trackside equipment 5.1 General 5.1.1 The trackside equipment shall apply lubricant to take effect in the active interface as described in 5.5. The trackside equipment shall ensure that all active interfaces between the train wheels and rails are lubricated throughout the intended length of the rail to be lubricated. 5.1.2 The trackside equipment shall be designed, installed and maintained to optimize lubrication of the active interface and limit contamination of any other part of the train or infrastructure. Build up of excess lubricant on the Lubricant Application Unit, trackbed or trains shall be avoided to reduce the risk of fire. It may also lead to problems with maintenance. SIST EN 15427:2008
EN 15427:2008 (E) 11 5.2 Selection of trackside equipment
5.2.1 The trackside equipment shall meet the specified requirements for application over the full range of operating conditions. These shall include as a minimum local conditions relating to: track curvature and gradient; ambient temperature range and climatic conditions (see EN 50125-1); equipment positioning for access and space constraints; availability of power supplies; options for system adjustment, control and lubricant regulation; type of lubricant; total life cycle cost and maintainability; wheel and rail profiles, permitted wheel and rail wear, axle loads and train speeds; requirements of electric properties and characteristics in relation to the influence on the signalling and telecommunication performance (see EN 50121-1). 5.2.2 The supplier shall verify the compatibility of the trackside equipment with the customer´s requirements. NOTE 1 D.1 and D.2 give details for trackside equipment selection. NOTE 2 Trackside equipment usually falls into three main categories according to the pump mechanism: mechanical, hydraulic and electric. A description of the types of trackside equipment currently available is contained in Annex A. 5.3 Design of trackside equipment
5.3.1 Trackside equipment shall be capable of being fitted without drilling of rails, unless the Infrastructure Manager specifically agrees. 5.3.2 When selecting trackside equipment, work on the tracks by on-track maintenance machines shall be considered. 5.3.3 The means of adjusting the height of the Lubricant Application Unit shall be separate from the means of attaching to the rail. 5.3.4 The Lubricant Application Units shall ensure lubricant is transferred to as much of the circumference as is practicable of the wheels of trains normally using the route. 5.3.5 The trackside equipment shall conform to the infrastructure gauge. 5.3.6 The trackside equipment shall include a means of checking and adjusting the amount of and position of lubricant dispensed. 5.3.7 A means shall be provided in the trackside equipment to show the quantity of lubricant remaining. NOTE Metallic armoured pipes and cables may be prohibited on third rail electrified routes. SIST EN 15427:2008
EN 15427:2008 (E) 12 5.4 Installation of trackside equipment 5.4.1 The supplier of the trackside equipment shall produce instructions for the installation of the equipment. 5.4.2 Trackside equipment shall be installed in accordance with the manufacturer’s instructions and shall conform to the infrastructure gauge. The installation shall be checked after a short period of service (typically after the passage of no more than five trains) to ensure that lubricant is being applied in accordance with the requirements of 5.5 and 5.7.2. 5.5 Application When applying to the wheel, lubricant shall be applied in areas “L” and/or “M” of the wheel (as shown in Figure 1); or when applying to the rail, lubricant shall be applied in areas “A” and/or “B” of the rail (as shown in Figure 2) as defined by the Railway Undertaking according to service experience.
5.6 Verification The application of lubricant to the active interface shall be verified by the following means in Table 2. Table 2 - Verification Requirement Check When carried out System fitted to track Yes/no Documentation check Location check Yes/no Documentation check Design check – Lubricant Application Unit shown applying lubricant to active interface Yes/no Documentation check Physical check – Lubricant Application Unit applies lubricant to active interface Yes/no By static test and inspection Check of control equipment as required: Wheel count interval Lubricant delivery rate To operate in accordance with customer requirement. To be carried out during testing
This does not exclude other requirements referenced in Clause 5, or specified by the customer. As the effectiveness of the system cannot be verified immediately, 5.7 is to be used to optimize the effectiveness of the system. 5.7 Operation, inspection and maintenance 5.7.1 The trackside equipment shall be checked for conformance by verification that there is a trace of lubricant on the rail throughout the length of the curve(s) to be lubricated. Evidence of the lubricant shall be verified on the rail as a continuous film around the high rail on the curve(s) to be lubricated and shall be verified on the wheel such that it is present in the active interface around as much of the circumference as is practicable. NOTE Annex B sets out typical methods for verification. SIST EN 15427:2008
EN 15427:2008 (E) 13 5.7.2 After the passage of the train over a section of track, traces of lubricant shall be verified as follows: i) As set out in 5.5 and in Figure 2, lubricant shall be evident in area “B” and shall be permitted in area “A”. Traces of migrated lubricant is permissible into area “C” close to the border with “B” with the agreement of the relevant parties. ii) As set out in 5.5 and in Figure 1, lubricant shall be evident in areas “L” and “M” and shall be permitted in area “K”. Traces of migrated lubricant is permissible into area “N”, close to the border with “M” with the agreement of the relevant parties. 5.7.3 The lubrication system shall be adjusted in accordance with the manufacturer’s instructions to ensure that the performance is optimised to deliver the requirements set out above. 5.7.4 The supplier of the trackside equipment shall provide maintenance instructions for the equipment. These shall include an inspection and a method for fault diagnosis to check that the equipment is not partially or fully blocked or misaligned and all components are securely attached to their mountings. 5.7.5 The maintainer of the infrastructure shall produce a maintenance plan that includes a check of the trackside equipment to be carried out at pre-defined intervals taking into account, the equipment supplier’s instructions. This maintenance plan should include monitoring of lubricant usage. The maintenance plan shall be reviewed and amended according to service experience. 5.7.6 The condition of the rail throughout the curve(s) served by the Lubricant Application Unit shall be inspected to ensure effective lubrication is taking place. 5.7.7 After refilling or adjustment, the trackside equipment shall be inspected for correct application of the lubricant (see 5.5 and 5.7.2). NOTE D.3 sets out recommendations for the inspection and maintenance arrangements. 6 Wheel and rail wear monitoring Agreement shall be reached between the Railway Undertaking and the Infrastructure Manager to monitor wheel and rail wear. NOTE Lubricant will take time to become established on new or clean rails or wheels and may require more than one train passage. This should be taken into consideration.
7 Lubricant properties 7.1 The selection of lubricant shall be compatible with the
...
SLOVENSKI oSIST prEN 15427:2006
PREDSTANDARD
januar 2006
Železniške naprave – Trenje na stiku kolo/tirnica – Mazanje kolesnega venca
(istoveten prEN 15427:2005)
Railway Applications - Wheel/Rail Friction Management - Flange Lubrication
ICS 45.060.01 Referenčna številka
oSIST prEN 15427:2006(en)
© Standard je založil in izdal Slovenski inštitut za standardizacijo. Razmnoževanje ali kopiranje celote ali delov tega dokumenta ni dovoljeno
---------------------- Page: 1 ----------------------
EUROPEAN STANDARD
DRAFT
prEN 15427
NORME EUROPÉENNE
EUROPÄISCHE NORM
November 2005
ICS
English Version
Railway Applications - Wheel/Rail Friction Management - Flange
Lubrication
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/TC 256.
If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations which
stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other language
made by translation under the responsibility of a CEN member into its own language and notified to the Management Centre has the same
status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia,
Slovenia, Spain, Sweden, Switzerland and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36 B-1050 Brussels
© 2005 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 15427:2005: E
worldwide for CEN national Members.
---------------------- Page: 2 ----------------------
prEN 15427:2005 (E)
CONTENTS
1 Scope .5
2 Normative references .5
3 Terms and definitions.5
4 Requirements for trainborne equipment.7
5 Requirements for trackside equipment.10
6 Lubricant properties.13
Annex A.14
Annex B.15
Annex C.18
Annex D.19
Annex E.20
Annex ZA.21
2
---------------------- Page: 3 ----------------------
prEN 15427:2005 (E)
Foreword
This document (prEN 15427:2005) has been prepared by Technical Committee CEN/TC 256 “Railway
Applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document has been prepared under a mandate given to CEN by the European Commission and
the European Free Trade Association, and supports essential requirements of EU Directive(s).
For relationship with EU Directive(s), see informative annex ZA, which is an integral part of this
document.
3
---------------------- Page: 4 ----------------------
prEN 15427:2005 (E)
Introduction
Friction management using solid or fluid (oil, grease, etc) lubricants at the wheel-rail interface is a
complex subject and includes:
• lubrication of the wheel flange / rail gauge corner interface, commonly referred to as “flange
lubrication”,
• friction modification of the top of rail / wheel tread interface, commonly referred to as “top of rail
friction management”.
This part of this standard EN sets out requirements for the lubrication of the wheel flange / rail gauge
corner only. It describes systems fitted on board trains and on the track, as both systems may need to
be employed to achieve effective lubrication of the wheel-rail interface.
Managing the wheel-rail interface effectively will reduce wear of both wheel and rail. When friction is
managed effectively, noise levels, energy consumption and the risk of flange climbing are reduced.
Conversely where not managed effectively, assets may require replacement prematurely before
reaching their full economic potential.
There needs to be control in the application of lubrication such that there is no:
• loss of traction or braking performance,
• adverse effect on signalling systems or track circuits,
• intolerable increased risk of fire,
• harmful environmental effect.
• incompatibility between the different lubricants in use, particularly, between solid and fluid
systems.
4
---------------------- Page: 5 ----------------------
prEN 15427:2005 (E)
1 Scope
This standard is limited to specifying the requirements when applying lubricants to the wheel-rail
interface between the wheel flange and the rail gauge corner (active interface) and includes both
trainborne and trackside solutions.
All relevant terminology, which is specific to flange lubrication is defined in this standard. The means
of defining the product specification, testing and quality control are also specified.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
EN 61373, Railway applications. Rolling stock equipment. Shock and vibration tests.
prEN 13749, Railway Applications – wheelsets and bogies – method of specifying the structural
requirements of bogie frames.
EN 50125-1, Railway applications – Environmental conditions for equipment – Part 1: Equipment on
board rolling stock
prEN 13715, Railway Applications – Wheelsets and bogies – Wheels – Tread profile
3 Terms and definitions
For the purposes of this European Standard, the following terms and definitions apply:
Figures 1 and 2 show the areas on the wheel and rail that are referred to in this standard.
1
2
3
4
5
Figure 1: Areas of a wheel tread
Key:
1. Tread
2. Flange root
3. Flange face Flange
4. Flange toe
5. Flange tip
Note: This terminology is specific to this Standard, however to relate it to EN 13715 see Annex E.
5
---------------------- Page: 6 ----------------------
prEN 15427:2005 (E)
2
3
1
4
76
5
8
Figure 2: Areas of a rail
Key:
1. Field Shoulder
2. Crown Top of rail
3. Gauge Shoulder
4. Gauge corner
5. Gauge face
6. Inside of running rail (four foot )
7. Outside of running rail (six foot or field side)
8. Web
3.1
active interface
contact area between wheel flange root and rail gauge corner
NOTE Contact also occurs between the wheel tread and the crown of the rail but this interface is not within the
scope of this standard
3.2
flange lubrication
lubrication of the active interface, either by applying a lubricant to the wheel flange or to the rail gauge
face
3.3
train
one or more railway vehicles coupled together
3.4
lubricant
fluid (oil, grease, etc) or solid (stick) that lowers the friction level
3.5
lubrication system
means of applying a lubricant to the active interface
3.6
applicator
equipment that is attached to the railway vehicle and results in lubricant being delivered to the active
interface
3.7
trainborne equipment
lubrication system carried on the train that consists of one or more applicators, a storage unit and a
control device
3.8
lubricator
equipment fitted to the track that delivers lubricant to the gauge face of the rail
3.9
trackside equipment
lubrication system mounted on or adjacent to the track that consists of one or more lubricators,
storage containers and a control device
6
---------------------- Page: 7 ----------------------
prEN 15427:2005 (E)
3.10
railway undertaking (Train operator)
authority responsible for operating the train or their authorised representative
3.11
contracting entity
organisation purchasing the train. Could be a railway undertaking, a leasing company or a
manufacturer
3.12
infrastructure manager
authority responsible for the infrastructure
3.13
supplier
organisation that produces and/or supplies the lubrication equipment
4 Requirements for trainborne equipment
4.1 General
4.1.1 The trainborne equipment shall apply lubricant to take effect in the active interface. The
trainborne equipment shall be installed as a minimum on one axle close to the leading end of a train
to ensure all the following active interfaces between the train wheels and rails are lubricated. The
optimum position for this equipment is on the leading wheelset, but space limitations may preclude
this.
Note: If required, further wheelsets may be equipped with trainborne equipment.
4.1.2 The trainborne equipment shall be designed to limit contamination of any other part of the
train or infrastructure. Build up of excess lubricant on the train shall be avoided to reduce the risk of
fire. It may also lead to problems with maintenance.
4.1.3 Solid lubricants that are used in the form of, for example stick application on to the flange may
eject part of the stick as debris. The mass of this part shall be no greater than 5 g
This caused some
concern in
4.1.4 Compatibility between different lubricants in use shall be taken into account. Lubricant
Euroland, as to if
properties and characteristics shall comply with the requirements set out in clause 6.
it was g
(9.81m/s2) rather
4.2 Selection of trainborne equipment
than grams. I will
leave it to your
4.2.1 In selecting the trainborne equipment, the following shall be taken into account:
judgement as to
- ambient temperature range and climatic conditions (see EN 50125-1)
the best/correct
- equipment positioning
way of showing it.
- space constraints
- availability of air and electrical supplies
- options for system control and lubricant regulation
- interface with other on-board systems
- the type of lubricant
- total life cycle cost and maintainability
4.2.2 A description of types of applicator currently available is given in Annex A.
4.3 Design of trainborne equipment
4.3.1 The position and alignment of each applicator shall take into account suspension movements
to ensure application of lubricant to the active interface in all conditions, and the need to gain access
for maintenance. Typical arrangements are shown in figures 3a and 3b.
7
---------------------- Page: 8 ----------------------
prEN 15427:2005 (E)
5
1
3
4 2
Figure 3a: Preferred range of applicator positions on the wheel
Key:
1. Preferred position (on horizontal, see note) where no brake equipment is present
o o
2. Typical range for applicator position (30 below to 45 above the horizontal)
3. Train wheel
4. Rail level
5. Brake shoe (if fitted)
Note: Positioning the applicator on the horizontal centre line of the wheel will limit the effects of vertical suspension
movements.
Y
X
2
1
Z
Figure 3b: Alignment of applicator onto the wheel flange
Key
1. Applicator
2. Train wheel
a, b, c. Dimensions to be agreed between the Railway Undertaking and the supplier.
Note: ‘a’ and ‘b’ will be influenced by longitudinal and lateral suspension movements.
4.3.2 The integrity of the trainborne equipment shall be designed to meet the following:
• vibration and shock loads requirements of EN 61373 and prEN 13749 relevant to the position on
the vehicle.
• fatigue life.
• protection of the equipment from flying objects eg track ballast.
4.3.3 The applicator shall be designed to ensure that the lubricant is delivered to the intended
element of the active interface, at all conditions within the train’s operational limits, as required by the
Railway Undertaking. The climatic conditions defined in EN 50125-1shall be considered.
Note : Wind turbulence affects the performance of a spray system which may be optimized by use of a
windbreak.
8
---------------------- Page: 9 ----------------------
prEN 15427:2005 (E)
4.3.4 The trainborne equipment shall not exceed the vehicle gauge.
4.3.5 The applicator shall be adjustable such that it can be returned to its correct working position
(refer to section 4.5) following wheel reprofiling or other maintenance changes.
4.3.6 A means should be provided in the trainborne equipment to determine when refilling is
required.
4.4 Control
4.4.1 The control system chosen must ensure that the rate of application of the lubricant is correctly
maintained under all conditions during service.
4.4.2 Where the trainborne equipment provides the facility, it is permissible for the driver to
temporarily over-ride the application of lubricant if the train's braking or traction is being affected.
Where such a facility is provided this action shall be recorded.
4.4.3 Any trainborne equipment using a liquid spray applicator shall have a low speed cut out.
Consideration shall be given to varying the point of recommencing lubrication after each such
cessation and when regaining the set speed, to ensure that pooling or excess lubricant does not occur
at the same location on the infrastructure.
4.5 Application
4.5.1 The lubricant shall be applied to the parts of the wheel or the rail as follows:
a) As set out in Figure 4, lubricant shall be applied to area “L”.
b) As set out in Figure 5, lubricant shall be applied to area “B”.
D
C
B
N
A
M
L
K
Key to areas: Key:
Area K is the flange toe. Area A is the gauge face.
Area L is flange face and the initial portion of the Area B is the lower portion of the gauge corner up to its
flange root up to its midpoint. midpoint.
Area M is the remaining portion of the flange root Area C is the remaining portion of the gauge corner.
from its midpoint. Area D is the crown and shoulders.
Area N is the tread.
Figure 4: Areas on wheel for application Figure 5: Areas on rail for application and
and verification verification
4.6 Verification
4.6.1 Verification of the trainborne equipment shall be undertaken to establish effective application
of the lubricant. The testing method chosen shall depend on the type of lubrication system and shall
be relevant to the application. The method of testing shall be agreed between the contracting entity
and the equipment supplier.
Note: Annex B sets out typical methods for verification.
9
---------------------- Page: 10 ----------------------
prEN 15427:2005 (E)
4.6.2. When verifying the effective performance of trainborne equipment, a trace of lubricant shall be
evident on the outer rail of curved track after the train has passed. The results of the tests shall be
validated by assessment of the application of the lubricant on to the active interface of both the wheel
and the rail.
Note: on straight track, generally the wheel flange root does not touch the rail, so it is not expected that a trace would be seen
in this circumstance.
4.6.3 After the passage of the train over a section of track, traces of lubricant shall be verified as
described in 4.6.4 and 4.6.5
4.6.4 As set out in Figure 4, lubricant shall be evident in area “L” and shall be permitted in area “K”.
Migration of lubricant shall be permitted into area “M”. No lubricant shall be evident in area “N”.
4.6.5 As set out in Figure 5, lubricant shall be evident in area “B” and shall be permitted in area “A”.
Migration of lubricant shall be permitted into area “C”. No lubricant shall be evident in area “D”.
4.6.6 It is suggested that agreement is reached between the Railway Undertaking and the
Infrastructure Manager to monitor wheel and rail wear over a period of time.
Note: Lubricant will take time to become established on new or clean rails or wheels and may require more than one train
passage. This should be taken into consideration.
4.7 Inspection and maintenance
4.7.1 The supplier of the trainborne equipment shall provide maintenance instructions for the
equipment. These shall include a method for fault diagnosis to check that the trainborne equipment is
not partially or fully blocked or misaligned and that all components are securely attached to their
mountings (see Annex D for some examples).
4.7.2 A train maintenance plan shall include a check of the trainborne equipment to be carried out
at pre-defined intervals taking into account the equipment supplier’s instructions. This maintenance
plan should include monitoring of lubricant usage as a method of checking effective delivery.
4.7.3 After wheelset change or reprofiling, or other adjustments to the trainborne equipment, the
applicator shall be checked to ensure correct alignment (see 4.3 and 4.5) in accordance with the
supplier’s instructions.
5 Requirements for trackside equipment
5.1 General
5.1.1 The trackside equipment shall apply lubricant to take effect in the active interface as specified
in section 5.5. The trackside equipment shall ensure that all active interfaces between the train wheels
and rails are lubricated throughout the intended length of the rail to be lubricated.
5.1.2 The trackside equipment shall be designed, installed and maintained to limit contamination of
any other part of the train or infrastructure. Build up of excess lubricant on the lubricator, trackbed or
trains shall be avoided to reduce the risk of fire.
Note: It may also lead to problems with maintenance.
5.1.3 Compatibility between different lubricants in use shall be taken into account. Lubricant
properties and characteristics shall comply with the requirements set out in clause 6.
5.2 Selection of trackside equipment
5.2.1 The trackside equipment shall meet the specified requirements for application over the full
range of operating conditions. These shall include local conditions relating to:
- ambient temperature range and climatic conditions (see EN 50125-1)
- equipment positioning for access and space constraints
- availability of power supplies
- options for system adjustment, control and lubricant regulation
- the type
...
Questions, Comments and Discussion
Ask us and Technical Secretary will try to provide an answer. You can facilitate discussion about the standard in here.