1、January 2011 Translation by DIN-Sprachendienst.English price group 15No part of this translation may be reproduced without prior permission ofDIN Deutsches Institut fr Normung e. V., Berlin. Beuth Verlag GmbH, 10772 Berlin, Germany,has the exclusive right of sale for German Standards (DIN-Normen).IC
2、S 21.260; 45.040!$m5“1741895www.din.deDDIN EN 15427Railway applications Wheel/rail friction management Flange lubrication (includes Amendment A1:2010)English translation of DIN EN 15427:2011-01Bahnanwendungen Behandlung der Reibung zwischen Rad und Schiene Spurkranzschmierung (enthlt nderung A1:2010
3、)Englische bersetzung von DIN EN 15427:2011-01Applications ferroviaires Gestion des frottements roue/rail Lubrification des boudins de roues (Amendement A1:2010 inclus)Traduction anglaise de DIN EN 15427:2011-01SupersedesDIN EN 15427:2010-05www.beuth.deDocument comprises pagesIn case of doubt, the G
4、erman-language original shall be considered authoritative.310 .11 2DIN EN 15427:2011-01 A comma is used as the decimal marker. National foreword This standard has been prepared by Technical Committee CEN/TC 256 “Railway applications” (Secretariat: DIN, Germany). The responsible German body involved
5、in its preparation was the Normenausschuss Fahrweg und Schienen-fahrzeuge (Railway Standards Committee), Working Committee NA 087-00-02 AA Fahrwerke. Amendments This standard differs from DIN EN 15427:2010-05 as follows: a) Annex ZA concerning the relationship between this standard and EU Directives
6、 has been brought in line with the essential requirements of the new Directive 2008/57/EC on the interoperability of the rail system within the Community. Previous editions DIN EN 15427: 2010-05 2 EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 15427:2008+A1 October 2010 ICS 21.260; 45.040 Supe
7、rsedes 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 Th
8、is 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 witho
9、ut 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
10、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, F
11、inland, 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 COMIT EUROPEN DE NORMALISATION EUROPISCHE
12、S KOMITEE FR 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: EEN 15427:2008+A1:2010 (E) 2 Contents Page Foreword 3Introduction .41 Scope 52 Norma
13、tive references 53 Terms and definitions .54 Requirements for trainborne equipment .74.1 General 74.2 Selection of trainborne equipment 84.3 Design of trainborne equipment 84.4 Control system .94.5 Application .94.6 Verification .94.7 Operation, inspection and maintenance 105 Requirements for tracks
14、ide equipment 105.1 General . 105.2 Selection of trackside equipment . 115.3 Design of trackside equipment . 115.4 Installation of trackside equipment 125.5 Application 125.6 Verification 125.7 Operation, inspection and maintenance 126 Wheel and rail wear monitoring 137 Lubricant properties . 13Anne
15、x A (informative) Types of trainborne and trackside equipment 15A.1 Introduction . 15A.2 Trainborne equipment 15A.3 Trackside equipment 15Annex B (informative) Guidance on verification and optimization . 17B.1 General . 17B.2 Trainborne equipment 17B.3 Trackside equipment 17Annex C (informative) Ins
16、tallation and maintenance good practice notes for trainborne equipment 22C.1 Reasons for installing trainborne equipment 22C.2 Positioning of Lubricant Application Unit 22C.3 Information for maintenance of spray nozzles 24Annex D (informative) Installation and maintenance good practice notes for tra
17、ckside equipment 25D.1 Selecting locations for trackside equipment . 25D.2 Determination of Lubricant Application Unit position 25D.3 Inspection and maintenance . 26D.4 Records 26Annex ZA (informative) !Relationship between this European Standard and the Essential Requirements of EU Directive 2008/5
18、7/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 . 29DIN EN 15427:2011-01 EN 15427:2008+A1:2010 (E) 3 Foreword This document (EN 15427:2008+A1:2010) has been prepared by Technical Committee CEN
19、/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 la
20、test 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.
21、 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 e
22、ssential 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 impl
23、ement 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, Sw
24、itzerland and United Kingdom. DIN EN 15427:2011-01 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 re
25、ferred 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
26、 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
27、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
28、 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. DIN EN 15427:2011-01 EN 15427:2008+A1:2010 (E) 5 1 Scope This document is limited
29、 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: th
30、e 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 foll
31、owing 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 Metho
32、d 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 equ
33、ipment 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. DIN EN 15427:2011-01 EN 15427:2008+A1:2010 (E) 6 Key 1 f
34、lange 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 act
35、ive interface contact area between wheel flange root and rail gauge side corner DIN EN 15427:2011-01 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 o
36、ther 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) compo
37、nent 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 inte
38、rface 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
39、.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
40、 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 a
41、nd 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 lubr
42、icant 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
43、 of any piece of debris should be no greater than 5 g. DIN EN 15427:2011-01 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
44、 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
45、; 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
46、.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 trains operational limits, and the need to gain a
47、ccess 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 lo
48、ad 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 servic
49、e 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. Consider
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