Drilled Rail Lubrication
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1 APTA Rail Conference June 23, 2015 SKF Lincoln Lubrication Systems St Louis, MO Presented by Drew Welch Completed by Paul Conley
2 Drew Welch SKF North American Railroad Specialist Drew Welch is the North America Railroad Specialist for the SKF Lubrication Business Unit based in St Louis, MO. He has held that position for 3 years during which he has been instrumental in developments of new railroad lubrication products and technology. He is a founding member of SKF s global railroad team that is focused on innovations for all segments of the industry. He holds a BS degree from Penn State University and served as a nuclear power plant operator in the US Navy. He is also a member of APTA, AREMA, and ASLRRA. Paul Conley SKF Chief Technologist Paul Conley has been the Chief Engineer at SKF Lincoln for 17 years responsible for developments of new products and technology. Currently, he is Chief Technologist where he conducts evaluations of emerging technologies. He holds a BS and MS in engineering from St. Louis University and from Missouri Science and Technology respectively. He is also a member of STLE, NLGI and AIST. Paul has published several papers in the area of lubrication and is the holder of 17 patents with 9 pending. 1
3 SKF Lincoln Railroad Lubrication 2
4 SKF Lincoln Railroad Lubrication 12 Ports Distribution Valve
5 SKF Lincoln Railroad Lubrication
6 SKF Lincoln Railroad Lubrication
7 w/o TOR fluid SKF Lincoln Railroad Lubrication with TOR fluid Curve squeal > Hz disappeared Quietschgeräusche > Hz sind verschwunden Curve squeal > Hz disappeared Source: Lubcon 6
8 Drilled Rail System Pumping Stations
9 Drilled Rail System Installation Typical installation uses a 5 mm drill bit (.197 in) with a M6 threaded connection to a 1/8 hose supplied by a 4,000 psi progressive feed system.
10 Drilled Rail System in Milan, Italy
11 Drilled Rail System in Helsinki, Sweden 10
12 Drilled Rail Systems for Trimet in Portland, OR Drilled Rail Lubrication 11
13 Drilled Rail System in Hamburg, Germany 12
14 Drilled Rail System in Frankfurt, Germany 13
15 Drilled Rail System in Riyadh, Saudi Arabia 14
16 Drilled Rail System Test at MBTA in Boston on 6/21/15 Drilled Rail Lubrication 15
17 Advantages of Drilled Rail Systems Very accurate grease placement. Simple, low maintenance pumping system. Very low consumption of grease. Minimal site contamination. Proven method. 16
18 Stress Study on 115 lb. Worn Rail Various hole locations used. SKF study commissioned in 2015 to confirm safest locations. 17
19 Stress Study on 115 lb. Worn Rail Description of Studies Performed Worn Rail / Wheel Profile Definition of Failure Criteria Results Summary 18
20 1 Description of Studies Performed 19
21 Stress Study on 115 lb. Worn Rail Finite Element Analysis (FEA) study completed by SKF in February of FEA was developed in the 1950 for aerospace, it is now a common tool used for the evaluation of structures. The analysis is done by modeling the structure in thousands of small pieces or finite elements. Provides an accurate prediction of a component s response to thermal or structural loads. Used to verify design integrity and identify critical locations. 20
22 Stress Study on 115 lb. Worn Rail Six FEA studies performed on simulated 115 lb. worn rail. A load of 15 tons (30,000 lbs. ) per axil was used (15,000 lbs. per wheel) on all. Contact patch.850 distance from gauge face end on normal wheel used for studies 1 to 4. Contact patch.250 distance from gauge face end on a worn wheel used for studies 5 & 6. 21
23 Alloy Steel Material Properties Worn rail hardness 35 Rockwell C scale 22
24 Stress Study on 115 lb. Worn Rail Tangent Modulus Slope of stress-strain curve for any specified material. Useful to describe behavior of materials stressed beyond elastic region. Maximum Tensile Stress Ultimate stress a material can withstand before failure occurs. Maximum Yield Stress Maximum stress before plastic deformation starts. Maximum Endurance Limit The amplitude of cyclic stress that can be applied to a material without causing fatigue failure. 23
25 Stress Study on 115 lb. Worn Rail Study 1: 15,000 lb. load with.250 diameter hole drilled from top intersecting with hole drilled on field side. Center of contact patch.850 inches from gauge face side. Study 2: 15,000 lb. load with.250 diameter hole drilled from top intersecting with hole drilled on gauge face side. Center of contact patch.850 inches from gauge face. Study 3: 15,000 lb. load with.250 diameter hole drilled top on angle to field side. Center of contact patch.850 inches from gauge face side. Study 4: 15,000 lb. load with.250 diameter hole drilled from gauge face side on angle to field side. Center of contact patch.850 inches from gauge face side. Study 5 : 15,000 lb. load with.250 diameter hole drilled from gauge face side on angle to field side. Worn wheel contact patch.250 inches from gauge face side. Study 6: 15,000 lb. load with.156 diameter hole drilled from gauge face side on angle to field side. Worn wheel contact patch.250 inches from gauge face side. 24
26 2 Worn Wheel / Rail Profile 25
27 Stress Study on 115 lb. Worn Rail New Rail Profile Worn rail profile after regrinding Contact patch.850 inches 115 lb. rail Contact patch.250 inches Worn rail with new wheel profile (before localized yielding when the shape will change) Worn rail with worn wheel profile 26
28 3 Definition of Failure Criteria 27
29 Stress Study on 115 lb. Worn Rail Maximum allow stress not to exceed fatigue endurance limit (68,000 lbs/sq in) at drill hole surface. Failure criteria applied as not to induce crack propagation at location where maximum stress occurs. 28
30 4 Results 29
31 Stress Study on 115 lb. Worn Rail Study 1 Stress level below endurance at drill hole location. Acceptable drill option. Using a 15,000 lb. load with a.250 diameter hole drilled from the top and intersecting with a hole drilled from field side. The center of the contact patch is.850 in. from gauge face side (representing a non-worn wheel). 30
32 Stress Study on 115 lb. Worn Rail Study 2 Stress level above endurance limit at drill hole location. Unacceptable drill option. Using a 15,000 lb. load with a.250 diameter hole drilled from the top and intersecting with a hole drilled on gauge face side. The center of the contact patch is.850 in. from gauge face (representing a non-worn wheel). 31
33 Stress Study on 115 lb. Worn Rail Study 3 Stress level below endurance limit at drill hole location. Acceptable drill option. Using a 15,000 lb. load with a.250 diameter hole drilled top on angle to field side. The center of the contact patch is.850 in. from gauge face side (representing a non-worn wheel). 32
34 Stress Study on 115 lb. Worn Rail Study 4 Stress level below endurance limit at drill hole location Acceptable drill option. Using a 15,000 lb. load with a.250 diameter hole drilled from the gauge face side on angle to field side. Center of contact patch is.850 in. from gauge face side (representing a non-worn wheel). 33
35 Stress Study on 115 lb. Worn Rail Study 5 Stress level near endurance limit at drill hole location. Borderline acceptable drill option. Using a 15,000 lb. load with a.250 diameter hole drilled from gauge face side on angle to field side. Center of the contact patch is.250 in. from gauge face side (representing a worn wheel). 34
36 Stress Study on 115 lb. Worn Rail Study 6 Stress level near endurance limit at drill hole location. Borderline acceptable drill option. Using a 15,000 lb. load with a.156 diameter hole drilled from gauge side on angle to field side. Center of the contact patch is.250 in. from gauge face side (representing a worn wheel). 35
37 5 Summary 36
38 Stress Study on 115 lb. Worn Rail For TOR material application, only study 2 is unacceptable. Study 1 is an option and the location in study 3 is not recommended. Holes for application of gauge face material must be low on the gauge face to avoid stress zone as show in studies 5 & 6 for worn rail with worn wheels. Use of high pressure, precision bars is another option. All results based on analysis parameters used in this study. 37
39 Stress Study on 115 lb. Worn Rail Recommended drill location Recommended drill angle 38
40 6 Questions? Drew Welch North American Railroad Specialist Bruce Schnelle District Manger Western States 39
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