Rail wear has been a challenge for many years in areas of tight curves or heavy loaded tracks. Additionally in dry weather, the so-called curve screeching or squeal is apparent. The reasons for this are well-known: It is the wear that occurs between the wheel flange and the outer curve rail, and it is the so-called stick-slip-effect. This originates from the inner curve rail where the wheel must slide through in order to compensate for the shorter distance on the inner track. The task is to reduce wear and noise pollution. Due to the different demands it is necessary to separate the wheel from the outer curve rail at the gauge face by tribological means – in other words by lubrication. On the inner curve rail we need to place a layer between wheel and top of rail in order to dampen the slippage of the wheels. This is achieved with high-viscous lubricants and friction modifiers that are applied automatically and independently from each other. Due to experience gained over many years, the industry approved one lubricant for all areas (gauge and top-of-rail). It is, however, important to use an appropriate friction modifier. In comparison to mainline trains, the tracks of trams are not as highly loaded, which is why lubricant channels that are drilled into the rails can be used. The lubricants or friction modifiers are brought to the lubrication point via high pressure hoses.
Rail flank lubrication device for railway rails
Lubrication device designed for Vignol track switches
Rail flank lubrication device for tram grooved rails
Flank lubrication through drillings