AU730655B2

AU730655B2 - Rail gauge face lubricating apparatus

Info

Publication number: AU730655B2
Application number: AU27679/00A
Authority: AU
Inventors: Rodney Evan Chisholm
Original assignee: Craft Nominees Pty Ltd
Current assignee: Craft Nominees Pty Ltd
Priority date: 1995-04-21
Filing date: 2000-04-11
Publication date: 2001-03-08
Anticipated expiration: 2016-04-19
Also published as: AU2767900A

Description

P/00/011 28/5/91 Regulation 3.2

AUSTRALIA

Patents Act 1990

ORIGINAL

COMPLETE SPECIFICATION STANDARD PATENT Name of Applicant: Actual Inventor Address for service is: Craft Nominees Pty Ltd Rodney Evan Chisholm WRAY ASSOCIATES 239 Adelaide Terrace Perth, WA 6000 Attorney code: WR Invention Title: "Rail Gauge Face Lubricating Apparatus" The following statement is a full description of this invention, including the best method of performing it known to me:- -2-

TITLE

"RAIL GAUGE FACE LUBRICATING APPARATUS" FIELD OF THE INVENTION The present invention relates to a rail gauge face lubricating apparatus. More particularly, the rail gauge face lubricating apparatus of the present invention is intended to allow the accurate and controlled delivery of lubricant to a rail gauge face.

DISCUSSION OF THE PRIOR ART Lubricating devices for minimising both the wear of wheel flanges and rails and 10 the generation of noise thereby have typically involved the periodic application of a lubricant spray to the flange of a wheel. The lubricant spray is generally produced by way of a combination of compressed air and lubricant. There are a number of problems associated with such a system. Not all lubricant is transferred to the point of flange/rail contact. The use of a spray of lubricant often results in lubricant spraying over more than just the wheel flange as it is the nature of a spray to fan out from the spray nozzle.

Most known lubricating apparatus allow the periodic application of lubricant **(whereas it is desirable that lubricant be applied only when needed, for example when a rail car is travelling around a curve and the flange/rail contact is greatest.

Throughout the specification, unless the context requires otherwise, the word "comprise" or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated integer or group of integers but not the exclusion of any other integer or group of integers.

BRIEF DESCRIPTION OF THE INVENTION -3- In accordance with the present invention there is provided a rail gauge face lubricating apparatus comprising at least one delivery means for delivery of a lubricant to the rail gauge face and a pump means for producing a pressure to deliver lubricant to the delivery means, the delivery means comprising in part an actuable flow means governing the delivery of lubricant through the delivery means, whereby the lubricant is delivered to the rail gauge face in a substantially airless stream, wherein the delivery means comprises a valve containing the actuable flow means, the valve receiving a supply of lubricant under pressure and a supply of air pressure, the air pressure acting to close the actuable flow means.

Preferably, the stream of lubricant is delivered to the rail gauge face at an acute angle and spreads downwards, thereby minimizing any spread of lubricant to an upper face of the rail head. The stream of lubricant may be delivered to the rail gauge face at an angle of about 720 to the vertical.

15 Still preferably, upon interruption of the supply of air pressure the lubricant pressure is preferably sufficient to open the actuable flow means and thereby result in delivery of lubricant to the rail gauge face.

Still further preferably, the actuable flow means comprises a piston member received in a bore within the valve, the air pressure acting on a head of the piston member to close the actuable flow means and the lubricant acting on a rod of the piston member to open the actuable flow means.

The supply of air pressure may comprise an air supply line for each delivery means, each air supply line having a solenoid valve provided therein and by which the air pressure to the actuable flow means may be blocked, thereby allowing opening of the actuable flow means and delivery of lubricant.

A nozzle is preferably attached to the valve to receive and deliver lubricant. The nozzle contains a passage for the passage of lubricant, the passage having a terminal portion provided at an acute angle to the vertical. The terminal portion of the passage may be provided at about 720 to the vertical.

-4- DESCRIPTION OF THE DRAWINGS The present invention will now be described, by way of example only, with reference to two embodiments thereof and the accompanying drawings, in which:- Figure 1 is a schematic diagram of a rail gauge face lubricating apparatus in accordance with one embodiment of the present invention; Figure 2 is a schematic cross-sectional view of a positioning means in accordance with a second embodiment of the present invention; Figure 3 is a lower perspective view of a rail carriage to which rail gauge 10 face lubricating apparatus of Figure 1 and positioning means of Figure 2 oo have been fitted; Figure 4 is a second lower perspective view of the apparatus of Figure 1, positioning means of Figure 1 and a sensing means, each in position on the rail carriage of Figure 3; Figure 5 is a lower perspective view of a second cylinder of the I: positioning means having a delivery means actuable flow means and nozzle provided thereon; Figure 6 is a cross-sectional side view of the first cylinder of Figure Figure 7 is a cross-sectional side view of a second cylinder of the positioning means of Figure 2; Figure 8 is a cross-sectional side view of a nozzle for use on the deliver means of Figure Figure 9 is a cross-sectional side view of a nozzle for use on the delivery means of Figure Figure 10 is a cross-sectional side view of a nozzle for use on the delivery means of Figure Figure 11 is a cross-sectional side view of the delivery means of Figure and Figure 12 is a lower perspective view of a sensing means of the apparatus of Figure 1.

DESCRIPTION

In Figure 1 there is shown a rail gauge face lubricating apparatus 10 comprising in part a pair of delivery means, for example valves 12 and a single pump means 10 14. The pump means 14 may be electric, hydraulic or pneumatic and has a motor 16 associated therewith. The pump means 14 and the valves 12 are interconnected by a fluid line 18 whereby pressure on the fluid in the fluid line 18 is transferable to each valve 12. The fluid line 18 bifurcates into two branches each branch 20 extending to one valve 12.

15 The fluid line 18 has provided therein a differential pressure switch 22 having the ability to start and stop the motor 16 driving the pump means 14. In this manner a desired pressure range may be maintained in the fluid line 18. It is envisaged also that an accumulator 24 may be provided in the fluid line 18 so as to 20 maintain a more accurate pressure in the fluid line 18. A gauge 26 is provided in the fluid line 18 to allow ready determination of the pressure of the fluid therein.

Typically a lubricating grease will be the fluid or lubricant provided in the supply line, although oil, a water and glycol mixture or other suitable fluid may be utilised.

An air intake means 28 is provided at the beginning of an air supply line 30 that also bifurcates into two branches 32. Each of the two branches 32 lead to a valve 12 and each has a solenoid valve 34 provided inline. The line 30 has an isolation valve 36 located therein also.

-6- It is envisaged that the pressure switch 22 may be replaced with two pressure switches, one in each branch 20, or a single analogue pressure switch.

The valves 12 are each provided in direct connection with a positioning means 38, best seen in Figures 2 and 5 to 7, governing the position of the valve 12 relative to an inner rail gauge face of a rail head 40. The rail heads 40 form a portion of the rail pair that form the rail track.

A programmable logic controller (PLC) is provided governing the operation of the solenoid valves 34, the motor 16, the differential pressure switch 22 and a sensing means 42 (best seen in Figures 4 and 12) provided to detect when a rail vehicle to which the apparatus 10 is fitted is travelling around a curve. The PLC performs the function of monitoring the entire apparatus 10. For example, the PLC can detect low fluid levels in the fluid/grease reservoir for the pump 14 which may be caused through leakages in the lines 18 and 20. Further, the PLC could shut one branch of the apparatus down if a breakage occurs in that branch 15 with for example a nozzle (discussed later) being lost. The connection of the PLC to a wheel tachometer would allow the application of fluid by distance rather than time.

Further, the PLC is able to determine, in combination with the sensing means 42 which rail's rail gauge face is to have lubricant applied thereto. For example, in a right hand curve it is appropriate to apply lubricant to the left hand rail gauge face. The PLC may be modified to allow delivery of lubricant on tangent tracks.

In Figures 2 and 4 to 7 there is shown the positioning means 38 comprising in part a first sealed cylinder 46 having an elongate member 48 passing therethrough and by way of an intermediate flange 50 provided thereabout dividing the cylinder 46 into a first compartment 52 and a second compartment 54. The member 48 is fixedly attached at a lower end 56 thereof to a point 57 on the suspension system of a rail vehicle 58 (shown in Figure 3) and the cylinder 46 is attached thereto at another point 59 whereby when the vehicle is loaded and unloaded the member 48 moves relative to the cylinder 46 thereby altering the volume of the compartments 52 and 54.

-7- The positioning means 44 further comprises a second sealed cylinder 60 having an elongate hollow member 62 having an elongate hollow member 62 extending therethrough and by way of an intermediate flange 64 dividing the cylinder into a first compartment 66 and a second compartment 68. A lower end 70 of the member 62 is fixedly and adjustably attached to the valve 12. An upper end 72 of the member 62 has provided thereabout a collar 74 to limit the travel of the member 62 through the cylinder 60 is supported on a bogey 76 of the rail vehicle 58, as is seen in Figures 3 and 4.

A fluid line 78 is provided connecting compartments 52 and 68 whereas a fluid line 80 is provided connecting compartments 54 and 66. Each line 78 and has provided therein one or more bleed valves 82.

In Figures 6 and 11 there is shown a valve 12 comprising an outer housing 84 and an inner cylinder bore 86. The bore 86 defines an area 88 of wide diameter and an area 90 of comparatively narrow diameter in which a rigidly inter- S.i 15 connected piston head 92 and rod 94 are located respectively. The head 92 and rod 94 together provide an actuable flow member, or piston member. A seal 96 is provided between the head 92 and internal walls 98 of the area 88. An inlet 100 for the branches 32 of the air supply line 30 opens into the area 88. An inlet 102 for a branch 20 of the fluid line 18 is provided into the area The rod 94 has a lower end 104 provided with a bevelled surface which acts to engage a shoulder or seat 106 in the area 90. From the area 90 an outlet 108 is "i located through the seat 106 whereby movement of the rod 94 into and out of engagement with the seat 106 controls fluid flow from the inlet 102 to and from the outlet 108.

A nozzle 110 is provided in engagement with the valve 12 adjacent the outlet 108 such that fluid flow therefrom will pass through the nozzle 110. The nozzle 110 has provided thereon a threaded spigot 112 allowing attachment to a complimentary thread on the outlet 108 of the valve 12 and through which fluid is transferred to the rail gauge face of the rail head 40. A variety of nozzles 114, 116, and 118 are shown in Figures 8, 9, and 10 and like numerals denote like -8parts. Each nozzle 110, 114, 116 and 118 has a passage 120 provided therein for the passage of lubricating fluid. The fluid is preferably projected from the nozzles 110, 114, 116 and 118 as a stream rather than a spray. Nozzle 114 preferably has a terminal portion 121 of the passage 120 provided at approximately 720 to the vertical (as opposed to 900 as shown in nozzles 116 and 118). This causes the nozzle 114 to project a stream of lubricant that impinges upon the rail gauge face of the rail head 40 at an acute angle and spreads downwardly only, rather than spreading upwardly also (as is seen when the stream hits the face at 900) which can cause some lubricant to spread to an upper face of the rail head 40. The terminal portion 121 of the passage 120 preferably is drilled to about 0.5 mm to 1.0 mm diameter. This ensures maintenance of a back pressure in the fluid line 18 thereby preventing rapid loss of pressure.

The sensing means 42 comprises two members 122 and 124 pivotally mounted 15 at points 126 and 128, respectively to a base mounting member 130 as is best seen in Figure 12. The points 126 and 128 are intermediate the ends of the members 122 and 124. The member 122 has a first end 132 pivotally mounted by way of a guide bar 134 to the bogey 76 on which the rail vehicle 58 is supported. A second end 136 of the member 122 is provided with a U-shaped 20 member 138 having a proximity switch 140 located on each arm thereof. The proximity switches 140 are linked electrically to the PLC.

The member 124 has a first end 142 pivotally mounted indirectly to the bogey 76 *:Oll by way of a guide bar 144 whilst a second end 146 has provided thereat a wider U-shaped member 148 than the member 138. The members 138 and 148 are positioned in different lateral planes allowing at least a portion of the member 148 to pass over some or all of the member 138 and the switches 140 upon turning of the bogey 76 relative to the remainder of the rail vehicle 58.

In use, upon varying of a load carried by the rail vehicle 58 the suspension of that vehicle will adjust accordingly whereby the elongate member 48 will move with respect to the first cylinder 46 thereby producing a consequent movement in the elongate member 62 in the cylinder 60 through transfer of fluid between the -9compartments thereof. For example, if a greater load was applied to the rail vehicle 58 then the elongate members 48 will move upwardly with respect to the cylinder 46 and the volume of the second compartment 54 will decrease thereby forcing fluid through the fluid line 80 to the first compartment 66 of the cylinder 60. This reduces a consequent movement in the elongate member 62 thereby adjusting the position of the valve 12 affixed to the lower end 70 of the elongate member 62. The interaction of the cylinders 46 and 60 and the resultant positioning of the valve 12 with respect to the rail gauge face of the rail head is shown clearly in Figure 4.

It is important to note that the volume of the cylinders 46 and 60 is provided in a predetermined ratio, as the volume or magnitude of movement in the elongate member 48 caused by loading or unloading of the rail vehicle 58 will typically not be of the same magnitude required in the elongate member 62 to adjust the *positioning of the valve 12 connected thereto with respect to the rail gauge face 15 of the rail head 40. Further, the bleed valves 82 provided in the fluid lines 78 and 80 allow the purging of the compartments 52, 54, 66 and 68 and allow adjustment of the fluid levels therein so as to allow accurate setting of the •o°positioning means 38. A threaded rod running through the hollow elongate member 62 allows the adjustment of the height of the valve 12 and the collar 74 20 provided about the upper end of the elongate member 62 ensures there is a maximum volume or magnitude of downward movement of the elongate member 62 so as to not damage the valve 12 located thereon.

A pressure of between 150 and 300 bar is maintained in the fluid line 18 through the interaction of the pump 14, the motor 16, the differential pressure switch 22 and the PLC. The pressure switch 22 detects when the pressure of the fluid in the fluid line 18 reaches either of the extremes and causes the motor 16 to either stop or actuate the pump 14. The pressure in the fluid line 18 is able to be readily determined by way of the pressure gauge 26.

The air supply line 30 delivers an air pressure through the branches 32 thereof into the area 88 of the valve 12. The air pressure acts upon the broad head 92 of the piston thereby preventing passage of fluid into the fluid inlet 102 and through the outlet 108 whereby it could have been delivered to the rail gauge face of the rail head 40. The solenoid valves 34 provided in the branches 32 of the air supply line 32 may be caused to close by the PLC if the PLC is provided with an appropriate signal from the sensing means 42. The sensing means 42 may provide such a signal from one or both of the proximity switches 140 if the position of the bogey 76 of the rail vehicle 58 changes relative to that rail vehicle 58 upon which the base mounting member 130 is located. The closing of the solenoid valves 34 allows the pressure maintained in the fluid line 18 to cause the movement of the rod 94 of the piston upwardly thereby opening the fluid inlet 102 allowing fluid to flow therethrough and out the fluid outlet 108 into the nozzle 120 attached thereto. Upon the signal from the sensing means 42 no longer being received by the PLC, such will again open the solenoid valves 34 thereby allowing the air pressure to again act on the broad head 92 of the piston in the valves 12. It is important to note that the fluid delivery from the fluid outlet 108 is 15 airless and delivers only the lubricant at the predetermined rate. The area 88 of the inner cylinder bore 86 also has located therein an air vent allowing the movement of the broad head 92 of the piston.

l*O* It is envisaged that the valves 12 may be alternatively actuated by a different form of fluid or by electrical means in the form of a solenoid valve. It is further .:oo 20 envisaged that the sensing means 42 may produce a signal from optical, pneumatic or hydraulic means and derivatives thereof. Further, electrical switching utilising switches other than the proximity switches 140 is envisaged to fall within the scope of the present invention.

Importantly, the rail gauge face lubricating apparatus of the present invention allows automatic adjustment of the position of the lubricant delivery means, being the valve 12, relative to the bogey 76 such that it will maintain a constant position in relation to the rail gauge face of the rail head 40 under all loading conditions of the rail vehicle 58. As such, irrespective of the load being carried by the rail vehicle 58 the nozzles will apply lubricant to the same position on the rail gauge face of the rail head -11 The particular structure of the sensing means 42 of the present invention allows limited forward and rearward movement of the bogey 76 with respect to the rail vehicle 58 without switching of the proximity switches 140. Such an arrangement is advantageous and necessary so as to prevent switching upon the common minor forward and rearward movements of the bogey 76 with respect to the rail vehicle 58 as are commonly experienced.

Modifications and variations such as would be apparent to the skilled addressee are considered to fall within the scope of the present invention.

*oo *o*oo •gig

Claims

1. A rail gauge face lubricating apparatus comprising at least one delivery means for delivery of a lubricant to the rail gauge face and a pump means for producing a pressure to deliver lubricant to the delivery means, the delivery means comprising in part an actuable flow means governing the delivery of lubricant through the delivery means, whereby the lubricant is delivered to the rail gauge face in a substantially airless stream, wherein the delivery means comprises a valve containing the actuable flow means, the valve receiving a supply of lubricant under pressure and a supply of air pressure, the air pressure acting to close the actuable flow means.

2. A rail gauge face lubricating apparatus according to claim 1, wherein the i ***stream of lubricant is delivered to the rail gauge face at an acute angle and ~spreads downwards, thereby minimizing any spread of lubricant to an upper face of the rail head. 15

3. A rail gauge face lubricating apparatus according to claim 3, wherein the stream of lubricant is delivered to the rail gauge face at an angle of about 720 to the vertical.

4. A rail gauge face lubricating apparatus according to any one of claims 1 to 3, wherein upon interruption of the supply of air pressure the lubricant pressure is sufficient to open the actuable flow means and thereby result in delivery of lubricant to the rail gauge face.

A rail gauge face lubricating apparatus according to any one of the preceding claims, wherein the actuable flow means comprises a piston member received in a bore within the valve, the air pressure acting on a head of the piston member to close the actuable flow means and the lubricant acting on a rod of the piston member to open the actuable flow means. -13-

6. A rail gauge face lubricating apparatus according to any one of the preceding claims, wherein two delivery means are provided, each communicating with a single pump and each directed to one rail.

7. A rail gauge face lubricating apparatus according to any one of the preceding claims, wherein the supply of air pressure comprises an air supply line for each delivery means, each air supply line having a solenoid valve provided therein and by which the air pressure to the actuable flow means may be blocked, thereby allowing opening of the actuable flow means and delivery of lubricant.

8. A rail gauge face lubricating apparatus according to any one of the 06:4. preceding claims, wherein a nozzle is attached to the valve to receive and .0 deliver lubricant. fee.

9. A rail gauge face lubricating apparatus according to claim 8, wherein the nozzle contains a passage for the passage of lubricant, the passage having a terminal portion provided at an acute angle to the vertical.

A rail gauge face lubricating apparatus according to claim 9, wherein the terminal portion of the passage is provided at about 720 to the vertical.

11. A rail gauge face lubricating apparatus substantially as hereinbefore described with reference to Figures 1,6 and 11. Dated this eleventh day of April 2000. Craft Nominees Pty Ltd Applicant Wray Associates Perth, Western Australia Patent Attorneys for the Applicant