SIST EN 15427:2008+A1:2011

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Trenje na stiku kolo-tirnica - Mazanje kolesnega vencaBahnanwendungen - Behandlung der Reibung zwischen Rad und Schiene - 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 15427:2008+A1:2010SIST EN 15427:2008+A1:2011en,fr,de01-maj-2011SIST EN 15427:2008+A1:2011SLOVENSKI
STANDARD



SIST EN 15427:2008+A1:2011



EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 15427:2008+A1
October 2010 ICS 21.260; 45.040 Supersedes EN 15427:2008English Version
Railway applications - Wheel/rail friction management - Flange lubrication
Applications ferroviaires - Gestion des frottements roue/rail - Lubrification des boudins de roues
Bahnanwendungen - Behandlung der Reibung zwischen Rad und Schiene - Spurkranzschmierung This European Standard was approved by CEN on 24 August 2008 and includes Amendment 1 approved by CEN on 14 September 2010.
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. Up-to-date lists and bibliographical references concerning such national standards 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 translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, 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 STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre:
Avenue Marnix 17,
B-1000 Brussels © 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 15427:2008+A1:2010: ESIST EN 15427:2008+A1:2011



EN 15427:2008+A1:2010 (E) 2 Contents Page Foreword .3Introduction .41Scope .52Normative references .53Terms and definitions .54Requirements for trainborne equipment .74.1General .74.2Selection of trainborne equipment .84.3Design of trainborne equipment .84.4Control system .94.5Application .94.6Verification .94.7Operation, inspection and maintenance . 105Requirements for trackside equipment . 105.1General . 105.2Selection of trackside equipment . 115.3Design of trackside equipment . 115.4Installation of trackside equipment . 125.5Application . 125.6Verification . 125.7Operation, inspection and maintenance . 126Wheel and rail wear monitoring . 137Lubricant properties . 13Annex A (informative)
Types of trainborne and trackside equipment . 15A.1Introduction . 15A.2Trainborne equipment . 15A.3Trackside equipment . 15Annex B (informative)
Guidance on verification and optimization . 17B.1General . 17B.2Trainborne equipment . 17B.3Trackside equipment . 17Annex C (informative)
Installation and maintenance good practice notes for trainborne equipment . 22C.1Reasons for installing trainborne equipment . 22C.2Positioning of Lubricant Application Unit . 22C.3Information for maintenance of spray nozzles . 24Annex D (informative)
Installation and maintenance good practice notes for trackside equipment . 25D.1Selecting locations for trackside equipment . 25D.2Determination of Lubricant Application Unit position . 25D.3Inspection and maintenance . 26D.4Records . 26Annex ZA (informative)
!!!!Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (Recast)"""" . 27Bibliography . 29 SIST EN 15427:2008+A1:2011



EN 15427:2008+A1:2010 (E) 3 Foreword This document (EN 15427:2008+A1:2010) 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 2011, and conflicting national standards shall be withdrawn at the latest by April 2011. 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 document includes Amendment 1, approved by CEN on 2010-09-14. This document supersedes EN 15427:2008. The start and finish of text introduced or altered by amendment is indicated in the text by tags ! ". !This document has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC. For relationship with EU Directive 2008/57/EC, 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, Croatia, 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.
SIST EN 15427:2008+A1:2011



EN 15427:2008+A1:2010 (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+A1:2011



EN 15427:2008+A1:2010 (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+A1:2011



EN 15427:2008+A1:2010 (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 SIST EN 15427:2008+A1:2011



EN 15427:2008+A1:2010 (E) 7 NOTE Contact also occurs between the wheel tread and the rail head but this interface is not within the scope of this document. 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+A1:2011



EN 15427:2008+A1:2010 (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+A1:2011



EN 15427:2008+A1:2010 (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 CheckWhen 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+A1:2011



EN 15427:2008+A1:2010 (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+A1:2011



EN 15427:2008+A1:2010 (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+A1:2011



EN 15427:2008+A1:2010 (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 CheckWhen 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+A1:2011



EN 15427:2008+A1:2010 (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 conditio
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