RU67046U1 - DEVICE FOR LUBRICATION OF RAILS OF RAILWAY - Google Patents

Abstract

It contains means for applying grease to the switch tongue, the operation of which is initiated by a sensor interacting with the wheels of the rolling stock, i.e. the sensor serves both as a motion sensor for the composition and as a sensor for the position of the wit. This is achieved by the fact that the sensor is placed on a frame rail opposite the lubricated wit: either between the wit and the frame rail, or from the outside (relative to the path axis) side of the frame rail.

Description

The proposed device relates to auxiliary equipment used in railway transport and is designed to supply lubricant to the switch wag in the contact zone "wheel-rail".

It is known that traffic safety depends on the degree of wear of rails and wits of railroad switches, which primarily refers to its curved sections, where wear is most intense (wit is a curved section of the track in the translation curve). When it is exceeded beyond the permissible, the wheel runs on the rail head with subsequent unpredictable consequences.

There are numerous devices for lubricating rails that reduce wear and their premature replacement, which significantly reduces the cost of operation of the track (rails on curved sections are used from special wear-resistant steels). The variety of designs is due to the desire to simplify the device, increasing its reliability, reducing lubricant consumption, which affects not only the environment, but also the physicomechanical properties of the ballast of the railroad track (the presence of oils in the ballast leads to its subsidence), i.e. ultimately also on traffic safety.

Known, for example, devices similar to those described in ed. St. USSR No. 1735102, IPC B 61 K 3/00, in which a groove is made on the lateral edge of the rail head with a sponge material that holds grease in it. According to the author of this device when passing the wheels of a rolling

of the composition along the rail section with the lubricant, the flanges of the wheels will be lubricated and their wear will decrease (as well as the rail heads).

The obvious advantage of the known device is seen in the practical absence of environmental pollution, but its technical implementation is doubtful, since it requires the use of a special rail.

Close to those described by the principle of solving the task of the device according to ed. St. USSR Nos. 1323444 and 1555168, IPC B 61 K 3/00, also lubricate the wheel flange, without requiring reworking the rail itself, however, their autonomy is limited, they need increased attention and are mechanically vulnerable.

A fairly high autonomy can be noted in devices such as, for example, by author. St. USSR No. 1789936, 1804405, 2057667, IPC B 61 K 3/00, which, despite a fundamentally different design, are united by a common feature: the lubricant supply signal is issued by a mechanical sensor in direct contact with the rolling stock wheel, however, there are kinematic connections between the sensors and actuators, taking into account climatic, weather conditions and operating characteristics, reduce the reliability of the known devices.

By the set of similar essential features, the closest to the proposed technical solution is the well-known device for rail lubrication "Stationary track rail lubricator SPR-02" of the project RDNK.663324.002.00.000 (RF patent No. 52375, IPC B 61 K 3/00, 2005 priority, to the utility model "Device for lubrication of rails of a railway track").

The known device ("rail lubricator") contains a nozzle-dispenser mounted next to the rail against the point of lubrication. The nozzle is connected by a hydraulic hose to an oil reservoir connected through a gas pressure regulator to a cylinder with compressed nitrogen. At the same time, the nozzle is electrically connected to the electronic control unit,

to which at least one sensor is connected, interacting with the wheels of the rolling stock, giving a signal for the operation of the electro-pneumatic nozzle control valve. When the train moves, the wheels pass over the sensor, which gives a signal to the control unit, on command of which the grease is released to the corresponding section (point) of the rail head. The number of emissions and their frequency is set by the electronic control unit. On the turnout switch to control the position of the wit, it is proposed to use an additional sensor that interacts with the wit of the turnout.

The disadvantages of the proposed solution include an excessive number of sensors. According to the authors, at least two sensors are needed for the turnout switch: one for interacting with the wheels of the rolling stock, the other for interacting with the wit of the turnout. In addition to the sensors themselves, it is necessary to use additional designs for their fastening and protection of electrical cables. Thus, the use of each additional sensor leads to clutter of the turnout, which is already an object of increased attention from the railway technical services.

The claimed device was tasked with minimizing the number of sensors and associated structures used in devices for applying lubricant directly to the switch tongue in the wheel-rail contact zone. At the same time, both contact and proximity switches can be used in the device, using various operating principles: mechanical, inductive (including those commercially available and specifically for interaction with rolling stock wheels), capacitive, ultrasonic, etc.

The problem is solved by the fact that a device for lubricating the rails of a railway track, equipped with a railroad switch, containing frame rails and wits interacting with them, the alternative position of which sets the direction of movement of the rolling

composition, and interacting with its wheels, at least one sensor initiating the operation of the device.

New in the proposed device is that the sensor is placed on a frame rail interacting with the wit opposite the lubricated one.

The technical result of the claimed device is to reduce the number of sensors and associated structures, reducing energy consumption (which is especially true in devices with autonomous power from an electric battery). This reduces the cost of the actual sensors, their installation and maintenance. Turnout is not cluttered with additional designs, since the sensor is located opposite the nozzle that supplies the grease to the wit. So, for example, when using a sensor with an electric signal, the cable route, passing, as a rule, from the sensor to the nozzle (and further to the control device), will be perpendicular to the axis of the path and located between adjacent sleepers, without going beyond the limits of one inter-sleeper box.

The drawing shows the installation diagram of the sensor.

In the claimed device, the sensor 1 interacting with the wheels (not shown) of the rolling stock is mounted on a frame rail 2 of the railroad switch. Sensor 1 can be installed both from the outside (as shown in the drawing), and from the inside, relative to the path axis, side of the frame rail 2. Pin 3, specifying - with the alternative position of the points of the turnout indicated on the drawing - the linear direction of the rolling stock along rails 4, interacts with the frame rail 2. The wit 5, specifying - with the position of the witches indicated on the drawing - the direction of movement along the rails 6 of the translated curve, interacts with the frame rail 7. The lubricating device 8 is mounted opposite the wit 5 and provides the supply of lubricant to it, in the contact zone with the wheels of the rolling stock.

The device operates as follows.

When the train follows the rails 6 of the transfer curve — in the turnout position shown in the drawing — its wheels roll along the pin 5 and the frame rail 2 on which the sensor 1 is installed. At this time, the pin 5 is pressed against the opposite frame rail 7. It is the pin 5 is a curved portion of the path in the conversion curve and is lubricated. In this position of the switch points, the wheels of the rolling stock pass over the sensor 1, which initiates the supply of lubricant to the pin 5.

When transferring wits to an alternative direction of travel, wit 3 is pressed against the frame rail 2, on which the sensor 1 is mounted, and wit 5 is retracted from the frame rail 7. In this position of the wags of the railroad switch, the rolling stock will follow the rails 4 of the straight section of the track, the wheels will roll already along wit 3 and frame rail 7 and will not be able to pass over sensor 1, since it is no longer on the trajectory of the train and, accordingly, its wheels. Therefore, the device will not be initialized, there will be no lubricant supply to the wit 5, but this is not necessary - the wheels do not interact with it.

The proposed technical solution can be used to lubricate the wits of a symmetrical turnout. In this case, two sensors are installed, each of which initiates the supply of lubricant to the “own” wit and is placed on a frame rail interacting with the wit opposite to the lubricated one.

Claims (1)

A device for lubricating the rails of a railway track equipped with a railroad switch containing frame rails and witts interacting with them, the alternative position of which determines the direction of movement of the rolling stock, and at least one sensor interacting with its wheels initiating the operation of the device, characterized in that the sensor is placed on a frame rail interacting with the wit opposite the lubricated one.