DE2857205A1 - INSTALLATION FOR PORTIONAL LUBRICATION OF RAILWAY RAILS AND THE LIKE - Google Patents

Description

Ans 4504

Device for allocating lubrication of railroad tracks and the like

The invention relates to a device for a dispensing lubrication of railroad tracks and the like, for arrangement in the vicinity of the railroad, including a control unit, a feed mechanism for the lubricant and a nozzle placed near each of the two rails.

When the wheels of a railroad car go through curves, both the rails and The wheels are also exposed to abrasion, which entails high maintenance costs for both the tracks and the track for the rolling facilities.

In addition to the direct costs of changing rails and replacing them caused by wheels, there are indirect costs due to the reduced traffic during the Time of the overhaul work and due to the reduced degree of use of the wagons or rail vehicles are.

For bends in which wear occurs, it is known to provide lubrication devices through the wagon wheels are mechanically actuated and which release a quantity of lubricant when passing each wheel.

The conventional devices consume lubricant in an unacceptably large amount Compared to the actual requirement and the fact that a large part of the lubricant is lost goes, brings environmental risks with it.

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Because of their construction and attachment methods, the conventional facilities require Work on the rails, and because of the large amount of lubricant they use, they also require one Maintenance in short periods of time.

The invention is therefore based on the object of creating a device which has a predetermined, limited Amount of lubricant supplies before each passage of a rail vehicle, which is also designed should be that they can be left unattended for a long time, which continues to have no external power supply requires and which are replenished and easily maintained and also on the railroad can be assembled without any special work affecting the rails.

According to the invention, this object is achieved by a device of the type mentioned at the outset solved in such a way that the feed mechanism can be actuated via the control unit is and a pneumatically operated control system as well as a pneumatically operated one System for supplying lubricant from a supply tank to the nozzle includes, the control system into an actuation unit which can be operated by the control unit and which works with a low air pressure and into a high pressure nozzle unit operable by the actuator unit and wherein the lubricant delivery system is a low pressure driven one Contains pump unit for supplying lubricant to the nozzle from which it is ejected at high pressure will.

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An embodiment of the invention is given below described in more detail with reference to the drawing. Show it .

1 shows a line diagram to illustrate the inventive Facility; 5

Fig. 2 is a cross-sectional view of a lubricant or Grease container;

Fig. 3 is a cross-sectional view of a pneumatically operated Pump installed in the facility

hold is;

4 shows a cross-sectional view of an additional compressor or device pressure increasing valve;

Figure 5 is a cross-sectional view of one in the device included insert valve for lubricant or grease.

In Fig. 1, the main parts of the device are initially illustrated: 1 denotes a compressed air tank / which can be charged in a manner known per se or replaced by an air bottle, 2 and 3 are pressure regulating devices, one of which to a feed or supply tank 4 for lubricant and to a Lubricant pump 5 is connected, which in turn is connected to a nozzle or insert valve 6.

A control unit in the form of a solenoid valve is located on the line that extends from the other pressure regulating element 3 7 provided that the compressed air supply to

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an additional actuating compressor or pressure increasing valve 8 controls.

The pressure regulators 2 and 3, which need not be shown in detail, are adjustable Regulatory bodies.

The lubricant supply tank 4, which is shown in Figure 2, contains a cylindrical housing 9, the lid 10 and 11 has at both ends, of which the upper lid 10 with a connection 12 for a compressed air line from the regulating member 2 and the lower cover 11 with a connection 13 for a Lubricant line 14 is provided, which feeds the lubricant pump 5. The line 14 has a Branch line 15, which is provided with a check valve and through which the tank with pressure-actuated Lubricant can be filled. A partition 16 is provided within the supply tank 4, which - like a piston - is slidable and sealed against the inside of the housing 9 and the is operated on one side by compressed air, while the other side is in contact with the lubricant and this increasingly presses through the line 14 in the direction of the pump 5. The partition 16 has the advantage that compressed air is prevented from coming into contact with the lubricant, so that also prevents oxidation and the risk of blowing air through line 14, is eliminated.

The pump 5 shown in Figure 3 has a non-return valve formed inlet valve 17, through the lubricant from the supply tank 4 in the

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Pump cylinder 18 introduced via line 14 will. An outlet channel 19, which is provided with a check valve, extends from the pump cylinder 18 and is connected to the nozzle valve 6 via a line. A pin 21 that is slidable is arranged in the pump cylinder 18 and as

Pump piston is used, is directly connected to a working piston 22, which by the compressed air from Pressure regulating member 2 can be moved against the action of a return spring 23, as will be described later on is written.

Both the supply tank 4 and the lubricant pump 5 are supplied with compressed air in this way fed with a pressure which is reduced with the aid of the pressure regulating element 2.

The movements of the working piston are controlled by a three-way valve 25, which is controlled by a pulse valve 24 (upper turning position of the working piston) is actuated and returned again when the O-ring seal 26, which is attached to the piston rod end 27, the ring recess 29 (lower reverse position of the working piston) in the upper end wall. This return movement takes place by venting a channel 28 behind the O-ring seal 26 to the atmosphere.

The nozzle valve 6 contains a valve housing 30, a control piston 31, which is displaceable therein 2Q and is in communication with a spindle 32, as well a displaceable plunger 33 which, together with an adjustable piston 34, forms a chamber 35.

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The line 20 from the lubricant pump 5 is connected at 36. A channel 37 opens into the cylindrical bore of the valve housing in the vicinity of a stop 38 on the plunger 33. The The plunger is provided with channels 39 which open out in the vicinity of its central bore.

Since the spindle 32 is provided with flat ground parts 40, there is the possibility of a connection between the channels 39 and the chamber 35 along the spindle 32.

The adjustable piston 34 contains a central bore 41 in which an intermediate disk 41 * with a through hole for the spindle 32 is provided. The very close to the one to be lubricated Rail mounted nozzle is attached to the threaded outer end of bore 41.

At the opposite end of the nozzle housing is a connection 42 for the pressure increasing valve 8 (addition compressor) provided.

The pressure increase valve 8 has a connection 43 which is connected to the solenoid valve 7. The movement of a relay piston 44 associated with a ball valve 45 is controlled by the supply of air at low pressure, this supply being regulated by the solenoid valve. The ball valve controls the passage between an opening 46, which is directly - without any pressure reduction the compressed air source 1 is connected, and an opening 47 which is connected to the connection 42 of the nozzle

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valve 6 is in communication. In a shift position, the ball valve opens the passage between, these two openings 46 and 47 and in the other shifting position a passage between the opening 47 and a vent 48.

The function of the facility is as follows:

The pressure (6 bar) from the compressed air tank is · ^; applied to the pressure regulating members 2 and 3 and to the opening 46 of the pressure increasing valve 8. The pressure regulating element 3 is to be set, for example, to 1.4 bar, as a result of which it supplies the feed pressure for the solenoid valve 7.

The electrical lines of the solenoid valve 7 are to be connected to the relay so that the signal voltage can operate the solenoid valve in the signaling system of the path. The solenoid valve is for one currentless opening function connected, i.e. when the signal voltage is applied, the valve should closed and the passage of air interrupted.

The pressure regulating element 2 is to be set, for example, at 2 bar in order to increase the feed pressure

To transmit piston-like partition 16 of the lubricant supply tank 4 and drive pressure to the lubricant pump 5 (in its connection opening 12 ').
30th

The lubricant pump 5 starts after the pressure has been released.

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When the piston has reached its lower end position, the O-ring seal 26 has the recess 29 happens, whereby the channel 28 between the valves 24 and 25 is vented, the valve 25 due its surface states switches and the pressure chamber above the piston through the valve 25 is vented so that the spring 23 can return the piston 22 to its return position. here the piston acts on a pipe journal 24 * of the valve 24, through the movement of which the channel 28 to the valve 25 is again fed with compressed air. That Valve 25 now switches to the other side and again leads compressed air to the upper side of piston 22. After each return stroke, the pump piston 21 sucks in lubricant via the inlet valve 17 and with Each feed stroke of the pump piston 21 pushes lubricant through the non-return valve Outlet valve and the channel 19 to the nozzle valve 6. When a maximum pressure in the chamber 35 this Valve has been reached, i.e. theoretically about 72 bar, but in practice about 50 bar due to the Frictional losses in the line, then there is equilibrium between the working part of the pump, i.e. the piston 22, and the pumping parts, i.e. the piston 21, and the pump movement stops automatically on.

The pump will restart as soon as the back pressure ceases due to the release of lubricant.

The purpose of the pressure acting in the supply tank 4 is to eliminate the risk of vacuum suction in the pump part, as on the other hand

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the viscous lubricant or grease does not pass through the inlet valve as quickly as required 17 (check valve) of the suction opening could.

The chamber 35 of the nozzle valve is filled with lubricant at a pressure of about 50 bar via the opening 36, the channel 37 and the channels 39 through the flat ground parts (or groove sections) filled in the spindle 32. The volume of the sub-chamber 35 can be adjusted by the adjustable Piston 34 is rotated.

When a train or other rail vehicle denies Reached the signal section, a short circuit occurs in a manner known per se across the wheels and axles of the Vehicle on, whereby the voltage to the electro-magnetic valve 7 drops. Connection 3 to 6 opens across the solenoid valve 7, and a pneumatic signal (about 1.4 bar) is the connection 4 3 transmitted on valve 8. At this point it lifts the relay piston 44 to, whereby the ball valve in the high pressure valve (6 bar compressed air) from his Seat lifts off and the channel between openings and 47 is exposed. A pneumatic signal (6 bar) is transmitted to the control piston 31 of the nozzle valve 6 via the connection 42. The control piston 31 with the spindle 32 is moved in the forward direction and the supply from the opening of the connection 36 to chamber 35 is blocked. The abraded parts 40 of the spindle 32 are not has been shifted so that a communication between the chamber 35 and the part of the bore 41, which is

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located outside the intermediate disk 41 ' is. This leads to a pressure drop in the chamber 35, while the port 36 is still the full pressure (50 bar) is available. Due to the surface conditions of the plunger 33, this is now with With the help of this pressure pushed forward in the direction of the abutment of the adjustable piston 34, and the part of the lubricant in the chamber is now through the bore 41 and the nozzle at the outer end ejected or ejected from the bore. The amount of lubricant that passes through the channel 37 is determined by the pump 5 is immediately replaced until the desired pressure (50 bar) is reached again.

When the train leaves the signal section, the magnet of the solenoid valve 7 will be energized again, and the connection between the pressure regulating element and the pressure increasing valve 8 is interrupted, the latter being vented via valve 7. The relay piston 44 of the pressure increasing valve 8 is pushed back by its return spring and the high pressure unit ball valve 45 is against pressed the opposite seat and blocked the connection between the openings 46 and 47 to same time as the opening 47 with the opening for venting the space above the control piston 31 of the nozzle valve 6 is connected. The return spring of the control piston 31 guides the piston back, and at the same time the flat ground part 40 leaves, due to the displacement of the Spindle 32, the position near the intermediate ring 41 ', the connection between the Chamber 35 and the nozzle connection (at 41) is interrupted. Open the flat ground sections 40

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instead, the connection between the connector and the chamber 35, which occurs during the return movement topped up again with the next quantity of lubricant.

c This filling quantity is also immediately applied by itself

- ■ O ¹ V * C! O * t ~ * 7 "f"

the pump 5 until the desired pressure of 50 bar is restored.

In a practical embodiment, the main part of this device is placed in a cupboard which is mounted on a post next to the railroad track. The nozzle valve with the attached The nozzle and the additional compressor or the pressure increasing valve are mounted on a threshold, where- ^ c at the nozzle at a distance of about 10 cm from the outer rail and aligned with the inside of this rail and with the other parts of the facility are connected by cables.

20th

Since the device is operated pneumatically, is

^: no external power supply required. There is also no special arrangement for operating the device necessary; however, use is made of the signal voltage of 6 V, which is normally used on rail tracks in the blocking system. Since the coil of the solenoid valve is connected to both relatively insulated rails in the track, the coil will be under voltage, and as a result the compressed air supply to the relay piston of the pressure increasing valve will be interrupted as long as the wheels and axles of the rail vehicle do not short-circuit the two rails .

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When a train arrives at the signal or blocking section, the voltage drops through the coil of the solenoid valve and this opens and operates the device.

Both the lubricant tank and the compressed air cylinder should allow for unattended operational function be dimensioned for about 6 months. A cart with an air compressor can be used for refilling can be used to charge the compressed air cylinder and with a lubricant pump supplied by a lubricant tank on the trolley refills the facility's lubricant supply tank.

Both the compressed air bottle and the lubricant supply tank should be provided with automatic couplings that allow easy connection and refilling with compressed air and lubricant for an additional 6 months.

It should be mentioned that in this context lubricating grease or fats, oils and wax-based agents can be used as lubricants.

Since the device for a low pressure (1.4 bar) is executed, which is only in the nozzle valve (for applying the lubricant) to the required 6 bar is increased is the consumption of energy or air for pulse transmission between the equipment cabinet and the nozzle valve very low. The following table illustrates the required air consumption.

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Approximate calculations

Air consumption per lubricant charge delivery (0.5 g) Ncm ³

1 - Required amount of air to fill the opening or connection 42 of the lubricant nozzle valve 6 and for pressing the control piston 31 forward:

11 326 mm ³ (6 bar) 76.3 10

2. Amount of air in connection between the lubricant nozzle valve 6 and the pressure increasing valve 8: 400 mm ³ (6 bar) 2.4

3. Amount of air in opening 47 of pressure increasing valve 8: 500 mm ³ (6 bar) 3.0

4. Amount of air to fill the port 43 of the pressure increasing valve 8 and to raise the Relay piston 44 in the pressure increasing valve:

1800 mm ³ (1.4 bar) 4.3

5. Amount of air in the line between the pressure increasing valve 8 and the solenoid valve 7:

12 560 mm ³ (1.4 bar) 17.6

6. Amount of air in opening 2 of solenoid valve 7: 300 mm ³ (1.4 bar) 0.4

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4S

7. Air consumption for the compressed air-operated lubricant pump 5 per lubricant shot or charge delivery: 32 700 mm ³

(2 bar) 98.1

8. Amount of air to squeeze out 0.5 g of lubricant (P = 0.92) from lubricant tank 4:

543 mm ³ (2 bar) 1.1

203.2 Nc no

In the above calculations, the expansion process was assumed to be isothermal is.

Average air consumption for a 6 month operation

Requirements;

Compressed air tank 20 1, ρ = 150 bar (the pressure should not drop below 10 bar, however),

35 trains / 24 hours,

y \ = 0.7 (efficiency for losses in valve switches), 25

theoretical air consumption per lubricant charge delivery = 203.2 Ncm ³ .

V (6 months) = _{= 13fO6} j. _{Compressed air} 140 χ 0.7

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Average lubricant consumption for 6 months of operation

contains 4 The lubricant supply tank Ir = 0.92

G _n = 4 χ 0.92 = 3.68 kg

G (6 months) = 180 χ 35 χ 0.0005 = 3.15 kg of lubricant .

Finally, it should be noted that the device can of course also be used in railroad tracks in which there is no signal current in the rails. In this case the facility is through a battery-powered time control is completed, which is set in relation to the expected train intensity and which can operate the solenoid valve that triggers the function of the device. It is also possible to complete the time control or to replace it with a rail contact or the like, which triggers the device when a train passes.

The invention is not limited to the embodiment described above and illustrated in the drawing, but can be modified in various ways within the scope of the claims will.

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Claims (7)

Patent claims: Device for dispensing lubrication of railroad tracks and the like for placement in the vicinity of the railroad, containing a control unit, a feed mechanism for the Lubricant and a nozzle next to each rail, characterized that the feed mechanism can be actuated via the control unit (7) and one that can be actuated pneumatically . Control system (6,8) and a likewise pneumatically operated system (4,5) for feeding Contains lubricant from a supply tank (4) to the nozzle (41), the control system in an actuation unit which can be actuated by the control unit (7) and operates with a low air pressure and into one operable by the actuating unit (8) and operating at high pressure The nozzle unit is divided and the lubricant delivery system is a low pressure driven one Contains pump unit (5) for supplying lubricant to the nozzle, from which it is at high pressure is expelled. 2. Device according to claim 1, characterized in that the control device is an electromagnetic valve (7) which controls the air supply to the actuation unit (8) and to the signal circuit of the Railroad track is connected in such a way that the valve can be actuated when this circuit is through a vehicle on the track is short-circuited. 030804/0017 3. Device according to claim 1, characterized in that the control unit contains an electromagnetic valve, that controls the air supply to the actuation unit and is connected to a circuit, which in turn is controlled by a time setting device. 4. Device according to claim 1, characterized in that the supply tank (9) with the aid of a displaceable Partition wall (16) is divided into two compartments, one of which is filled with lubricant and is connected to the suction side of the lubricant pump and of which the other with a Compressed air source (2) low pressure is in communication. 5. Device according to claim 1, characterized in that that the actuating unit contains a pressure increasing or relay valve (8), which on the one hand with the control unit (7) is in connection and the other hand between a compressed air source (1) at high pressure and the nozzle unit is connected so that under the influence of the control unit Air at low pressure actuates a valve element (44,45) which connects the source of high pressure air (1) and the nozzle unit (6) either allowed or prevented. 6. Device according to claim 5, characterized in that the nozzle unit (6) has a sub-chamber (35) contains, which in the inactive position of the nozzle unit with the pressure side of the lubricant pump (5) is in open communication and which, if the 030604/0017 Feed unit is actuated under the influence of the relay valve (8) by compressed air at high pressure, separated from the connection with the pump and with the nozzle opening (41) of the nozzle unit in connection is brought to allow the amount of lubricant to be expelled. 7. Device according to claims 1 or 6, characterized in that the lubricant pump (5) has a Pump piston (21) working in a compartment provided with inlet and outlet valves, and one Contains working colleagues (22), whose movement by means of low pressure air with the support of regulating valves (24,25) is effected, the regulating valves are adapted so that they the air supply to interrupt the working piston when a. certain counter pressure in the working chamber of the working piston (22) and thus in the sub-chamber (35) of the nozzle unit is reached. 030804 / 001-7