Or maybe not. Here is the real story. The travelling wheels of traction vehicles (railway, trams, construction rolling stock etc.) are generally equipped with a flange. Friction occurs between the flange and the side of the rail when railway vehicles are passing through bends, which causes increased wear and tear in the material of both the rail and wheel, and is accompanied by a distinct noise. In order to suppress these phenomena, rail vehicles are equipped with a lubrication device which supplies lubricant continuously to wherever its presence is desirable. This method has already been in use for quite long, which means it is a tried and tested solution; nonetheless, it also has a number of drawbacks.

Professor Nevrlý of the BUT Faculty of Mechanical Engineering is professionally engaged in, among other disciplines, applied mechanics and liquid systems, so the above-mentioned issue is not something he is a complete stranger to. In his research he has focused on the prevention and elimination of undesirable phenomena, and he has developed over the years a range of solutions in this field, each of which is protected as a utility model. He has designed laboratory equipment which facilitates experimental testing of the functionality and effectiveness of lubricating devices of the flanges on the travelling wheels of rail vehicles, including a simulation of atmospheric conditions. Details are available here. Optimizing the function of lubricating devices from the outset, i.e. during the construction stage, results in savings on materials, costs and a lower burden on the environment.

Figure: Undercarriage of freight train

The above-mentioned lubricating equipment in railway transport usually consists of a lubricating device with a mixer for lubricant and compressed air, which is connected through tubes to lubrication nozzles. Both lines and nozzles are located on the undercarriage, where the parts are exposed to extreme conditions (weather, dynamic impacts, corrosion), which lead to reduced functionality (lubricant is applied to an incorrect point or in the incorrect amount) or to total lubrication failure. Inspection of the lubricating device is only performed during regular checks, therefore any defect is generally found after a considerable delay, thus negating any possibility of preventing damage (to the top of the rail, undercarriage or the environment). Professor Nevrlý has developed two solutions that will eliminate these drawbacks. The first is a device for checking the lubrication of rail vehicle flanges, which informs operators whether all lubricating nozzles are functioning in the specified mode and that the lubricant is being applied to the points where it is desirable. Details of the utility model are available here. The second solution is a device for lubricating the travelling wheels of rail vehicles which provides immediate information to operators should the lubricating device fail. This enables an immediate response and leads to the restoration of functionality as soon as possible. More information is available here.

Source of the main image: Dezidor, Wikimedia Commons, 2008
Source of the image in the text: Běťák, Wikimedia Commons, 2014