US2720940A

US2720940A - Oiler for railroad car journal boxes

Info

Publication number: US2720940A
Application number: US342172A
Authority: US
Inventors: George W Gardner; Joseph H Whitaker
Original assignee: Individual
Current assignee: Individual
Priority date: 1953-03-13
Filing date: 1953-03-13
Publication date: 1955-10-18
Anticipated expiration: 1972-10-18

Description

Oct. 18, 1955 G. w. GARDNER ETAL 2,720,940

OILER FOR RAILROAD CAR JOURNAL BOXES Filed March 13, 1953 4 Sheets-Sheet l INVENTOR. 650046 14 Gaza/v15? lass/ h. WHIT9KR BY Oct. 18, 1955 G. w. GARDNER ETAL 2,720,940

OILER FOR RAILROAD CAR JOURNAL BOXES Filed March 13, 1953 4 Sheets-Sheet 2 I I l: -l

/2 I 1 CZ: :Lt]

/zz I29 440V a3 [/7 //ov me INVENTOR.

G. W. GARDNER ETAL Oct. 18, 1955 Oct. 18, 1955 G. w. GARDNER ET AL 2,720,940 OILER FOR RAILROAD CAR JOURNAL BOXES Filed March 13, 1953 4 Sheets-Sheet 4 INVENTOR. 64 qawae w. Gaza/v52 F g 9 JosaPfl H. W/l/Tfl/(EE HTT'OEA/EYS United States Patent and Joseph H. a.

George W. Gardner, Birmingham,

Whitaker, Warrior, Al

Application March 13, 1953, Serial No. 342,172 Claims. (Cl. 184-2) This invention relates to apparatus for automatically injecting oil into the journal boxes of railway cars as the cars move along.

An object of our invention is to provide apparatus of the character designated in which provision is made for accommodating the actual oil injection to the passage of the journal boxes on the cars thus assuring that the oil stream enters the journal boxes while the cars are moving thereby within the usual speed limit of cars in a classification yard or the like.

Another object is to provide apparatus of the character designated in which the oil injecting mechanism is controlled selectively by a pair of track switches which are actuated by the wheels of the passing cars, and in which the one of said pair of switches which is effective at a given time to cause the apparatus to inject oil is in turn controlled by a train speed signal, thus energizing the apparatus at a time which automatically compensates for variations in speed of the cars, thereby assuring that the oil is injected into the journal boxes.

A more specific object of our invention is to provide oil injecting mechanism embodying a pair of solenoid actuated oil injector valves disposed alongside the railway track at the correct elevation to inject streams of oil into the journal boxes of the cars as they move along, the solenoids being energized selectively by track switches placed for sequential closing by the wheels of the cars as they move along.

Apparatus embodying features of our invention is illustrated in the accompanying drawings forming a part of this application, in which:

Fig. 1 is a diagrammatic plan view Fig. 2 is a sectional view taken along Fig. 1;

Fig. 3 is a plan view showing the track switches and the position of the oil injectors;

Fig. 4 is a diagrammatic wiring diagram;

Fig. 5 is an enlarged sectional view of one of the oil injectors;

Fig. 6 is a sectional view of Fig. 5;

Fig. 7 is a side elevational view showing the manner in which the oil injectors are mounted adjacent the railroad track;

Fig. 8 is a plan view of one of the track switches; and

Fig. 9 is a side elevational view of the track switch shown in Fig. 8.

Referring now to the drawings for a better understanding of our invention we show oil injectors 10 and 11 adjacent a rail 12 of the railroad track and oil injectors 1?. and 14 adjacent the other rail 16 thereof. Oil is supplied to the injectors 1B and 11 by means of a conduit 17 which communicates with a tank 18. The tank 18 is maintained under a pressure of from to pounds per square inch by means of a pressure pump 19 which is connected to the tank 18 by means of a conduit 21. Communicating with the pump 19 through a conduit 22 is an oil storage tank 23. Connected to the conduits 21 and of the apparatus; the line IIII of taken along the line VIVI 22 is a by-pass conduit 24 having a pressure regulating valve 26 therein which maintains the desired pressure within the tank 18. Communicating with the tank 18 through a conduit 27 is a tank 28 which is positioned on the opposite side of the railroad track from tank 18 and supplies oil to the

injectors

13 and 14 through a conduit 29. The advantage in providing both

tanks

18 and 28 is that a reservoir is positioned adjacent each set of injectors thus preventing undue loss of pressure which might result from the use of a single tank.

To assure that the oil flows freely through the

conduits

17 and 29 to the oil injectors, the

tanks

18 and 28 are provided with suitable heating means 31 which may be electrical heating elements of the immersion type.

Each of the oil injectors is pivotally mounted on a supporting bracket 32 by means of a pivot pin 33. In View of the fact that the

oil injectors

10, 11, 13 and 14 are all of the same construction, the description of only one is deemed necessary. Each injector comprises a hollow housing member 34 having a front wall 36, a rear wall 37, a top 38 and a bottom 39. A threaded opening 41 is provided in the lower portion of the rear wall 37 for receiving the threaded end of a short supply conduit 42 which in turn communicates with the

oil conduits

17 or 29 as the case may be. A threaded opening 43 is provided adjacent the upper end of the front wall 36 for receiving the threaded end of a cylinder44. The outer end of the cylinder 44 is threaded as at 46 for receiving the threaded end of a nozzle member 47 having an opening 48 therethrough for receiving a valve member 49.

Positioned within the cylinder 44 is a sleeve smaller in diameter than the inner diameter of the cylinder 44 but having projections 45a and 45b thereon bearing against the walls of the cylinder 44 whereby it is free to slide therein. The outer end of the cylinder 45 is closed by a cap 450. The inner end of the sleeve 45 and the cap 450 are bored to form a passage for the stem 50 of the valve 49. Surrounding the stem 50 is a compression spring 51 which bears against the end of the sleeve 45 and a collar 52 on the stem 59. The cylinder 45 is connected by a link 53 to the armature 54 of the solenoid 55. The spring 51 urges the outer end of the valve member 49 into engagement with the valve seat 48 in the nozzle 47 and cushions the seating of the valve member when the latter is closed as hereafter described. A suitable opening 56 is provided in the rear wall 37 for the passage of the link member 53 and a suitable oil seal 57 is provided to prevent leakage of oil around the link member. Surrounding the link member 53 between the rear wall 37 and the inner end of the sleeve 45 is a compression spring 58 which urges the armature 54, the sleeve 45, and with it the valve member 49 outwardly toward the valve seat 48. The solenoid is encased in a suitable housing 59 which is secured to the housing 34 by means of bolts 61. Threaded through a drilled and tapped hole 62 in the rear of the housing 59, is a stem 63 carrying on its forward end a stop 64 located adjacent the end of the armature 54. A look nut 66 is employed to hold the stop at adjusted positions relative to the end of the armature, thus determining the stroke of the armature and hence the degree of opening of the valve 49.

Mounted adjacent one of the

rails

12 or 16 are a pair of

track switches

67 and 68 which actuate the solenoids 55 of the oil injectors in a manner to be described hereinafter. As shown in Fig. 9, the

track switches

67 and 68 are mounted on a cross tie 69. Suitable spacer blocks 71 are provided to position the switches at the desired elevation with respect to the rail 12. The

track switches

67 and 68 are spaced longitudinally from each other alongside the rail 12.

In view of the fact that the switches 67 and68 are identical in construction, the description of only switch 67 83 having a vertically extending '87 of the railroad car as it moves along the rail.

the solenoid actuated oil injectors controls a solenoid operated switch 106.

3 will be given. The switch 67 comprises a base plate 73. Mounted on the base 73 by means of bolts 74 having nuts 76 are a pair of

upstanding brackets

77 and 78. Mounted between the

brackets

77 and 78 on a pivot pin 79 is a bushing member 81 which is preferably made of brass or similar material. Secured to the bushing 81, by any suitable means such as by welding, is a horizontally extending arm 82. Secured to the bushing 81 at a point diametrically opposite the arm 82 is an L-shaped arm portion 84. Mounted at the outer end of the horizontally extending arm 82 is a cylindrical member 86 which is formed of brass or the like. As shown in Fig. 9 the cylindrical member 86 is positioned alongside the rail 12 in substantially the same horizontal plane as the upper surface of the rail, thus permitting the member 86 to be engaged by a wheel Secured adjacent the lower end thereof between the

brackets

77 and 78 is a bracket 88. Pivotally mounted between the

brackets

77 and 78 on a pivot pin is a sleeve member 91 having a closed end wall 92 adjacent w the bracket 88. Pivotally connected to the bracket 88 and extending through a suitable opening in the end wall 92 is a rod 93. The free end of the rod 93 is threaded for receiving a nut 94. Surrounding the rod 93 between theend wall 92 and the nut 94 is a compression spring 96 which tends to urge the lower end of the L-shaped arm 83 inwardly between the brackets, thus holding the cylindrical member 86 in position to be engaged by thewheel 87 of the railroad car and also returns the arm 82 to a horizontal position after the wheel has passed. A stop member 97, secured to the base 73 and extending upwardly between the

brackets

77 and 78, limits inward movement of the arm 83.

Mounted on the base 73 adjacent the lower end of the L-shaped arm 83 is a switch box indicated generally at to the L-shaped arm 83 and extending inwardly 98.' The switch mechanism is actuated by means of an arm member 99 which is rigidly secured to an arm 101 extending outwardly of the switch box. Mounted for rotation at the outer end of the arm 99 on a suitable pin 102 is a roller 103 which is in position to be engaged by the lower end of the L-shaped arm 83.

7 Referring now to Fig. 4 of the drawing, we show the manner in which the track switches 67 and 68 actuate 10 and 13. While we show two pairs of oil injectors, namely 10 and 13 and 11 and 14, only one pair is used at a time. The purpose of having two pairs is to assure that there is a pair in operation at all times.

It is customary to signal the desired speed of cars in classification yards, especially in hump yards where our invention is particularly applicable, by a series of lights. For instance, when a locomotive is to move a string of cars at a speed of two miles per hour one yellow light is shown and when a train is to proceed at four miles per hour a second yellow light is also shown. As shown in Fig. 4, the two miles per hour light controls a solenoid operated switch 104 and the second yellow light Thus, when the two miles per hour signal light is shown, solenoid switch 104 is energized; when both the two and four miles per hour lights are shown, both

switches

104 and 106 are energized. V The solenoid operated switch 104 connects one side 107' of a power supply to the primary of a transformer 108, through 'a wire 109. The side 111 is connected directly to the transformer primary. The secondary of the transformer 108 is connected to a solenoid 112 through awire 113 and to the track switch 67 through wires 114 and 116 e switch 106 .in the position shown. The solenoid 112 is connected'to' a three phase magnetic starter switch 117 through 'a wire 118. Connecting the starter switch 117 and the track switch 67 is awir e128. 1'T t d' 17 r t es fish 1 i connect; e

' manually operated switch 124 is closed.

one line 119 of a power source through a wire 121 and to the second line 122 of the ower source through a wire 123, a manually operated switch 124 and a wire 126, thus making the apparatus inoperative until the The light controlled switch 106 is connected to the transformer 108 through the wire 114 and, when the switch 106 is closed, to one pole of the track switch 68 through a wire 127. The other pole of the track switch 68 is connected to the starter switch 117 through the wire 128.

One side of the solenoid 55 of the oil injector 10 is connected to one pole of the starter switch 117 through a wire 129 which in turn is connected to the power line 119. The other side of the solenoid 55 is connected to a time delay relay 131 which in turn is connected through a wire 132 to one pole 133 of a switch 134 which is actuated by the solenoid 112. The other pole 136 of the switch 134 is connected through a wire 137 to a pole of the starter switch 117 which is connected to the power line 122 when the starter switch is closed, thus completing the circuit to the solenoid 55 when both the starter switch 117 and the solenoid 112 are energized. The solenoid of the injector 13 on the opposite side of the track is wired for simultaneous operation with the unit 10 through

wires

138 and 139. connected as shown.

The time delay relay '1'31 employed may be a 440 volt time delay relay embodying two normally open contacts with the center gang omitted and having a special 440 volt operating coil, as disclosed in Bulletin 7305 of the Clark Controller Company. We have found in actual practice that such a relay is satisfactory in every respect From the foregoing description the operation of our improved mechanism will be readily understood. With the light controlled switch 104 closed, the cars are moved at a speed of two miles per hour. The wheels 87 of each railroad can close the track switch 67. As they pass thus completing the circuit to the solenoid 112 through

conductors

128, 118, 113, 114, and 116, thus closing the switch 134. With the switch 134 closed, the circuit is complete between the

oil injectors

10 and 13 and the starter switch 117 through the time delay relay 131 and leads 132, 137 and 129.- The track switch 67 is positioned adjacent the track 12 so that when itis actuated, the oil injection occurs at the proper time for the oil to enter a journal box 141, with the lid 141a open as shown, as the same moves past at two miles per hour, thus accommodating the oil injection to the speed of the moving cars.

With both

light switches

104 and 106 closed, the cars are moved at four miles per hour. Under this condition the connection between conductors 114 and 116 is broken thus breaking the connection to switch 67 and connecting wire 114 to lead 127. As the wheel 87 closesthe switch 68, the circuit is complete to solenoid 112 through conductors 128, '118, 113, 114 and 127, thus closing the switch 134 and actuating the solenoid 55 through the relay 131. The switch 68 is so positioned adjacent the rail 12 that when it is actuated, the oil injection occurs at the proper time for the oil to enter the journal box as the same moves past at four miles per hour.

The time delay relay 131 causes the oil injection valve to remain open until the required quantity of oil is injected into the journal box. Also, the relay 131 breaks the circuit to the solenoid 55 in the event a wheel of the railroad car should stop on one of the track switches 67 or 68. The solenoid 55 is thus energized only for a predetermined length of time due to the fact that the relay must be released and actuated again before it would again energize the solenoid 55. In actual practice we permit the valve 49 to remain open for about V of a second during which time approximately four ounces of oil are injected into the journal box. 7 7

From the foregoing it will be seen that we have devised improved mechanism for automatically oiling journal boxes ofrailway cars as the cars move along in a classification yard. By providing means for accommodating the actual oil injection to the speed of the moving cars, all of the oil enters the journal boxes, thus eliminating waste. Furthermore, our improved mechanism is now in regular operation in the classification yard of a major railroad company and has proved to be satisfactory in every respect.

While We have shown our invention in but one form it will be obvious to those skilled in the art that it is not so limited, but is susceptible of various changes and modifications without departing from the spirit thereof, and we desire, therefore, that only such limitations shall be placed thereupon as are specifically set forth in the appended claims.

What we claim is:

1. In apparatus for oiling railway car journal boxes as the car moves along a track, a solenoid operated oil injector valve mounted alongside the track and operable to inject precise quantities of oil into the journal boxes as said journal boxes pass said valve, at least one track switch mounted adjacent the track in connection with said injector valve and actuating the same upon engagement of said switch with a wheel of the car, means holding said valve open until said quantities of oil are injected into the journal boxes, means closing said valve after the track switch remains closed for a predetermined time, and means supplying oil under pressure to said injector valve.

2. In apparatus for oiling railway car journal boxes as the car moves along a track, a solenoid operated oil injector valve mounted alongside the track and operable to inject precise quantities of oil into the journal boxes as said journal boxes pass said valve, track switches operatively connected to said oil injector valve and spaced longitudinally alongside at least one rail of the track a distance to accommodate the oil injection to variations in the speed of the moving car, whereby said quantities of oil are injected into said journal boxes upon engagement of said track switches with a wheel of the car, means holding said injector valve open until said quantities of oil are injected into the journal boxes, means closing said injector valve after said track switches remain closed for a predetermined time, and means supplying oil under pressure to said oil injector valve.

3. In apparatus for oiling railway car journal boxes as the car moves along a track, an oil injector valve housing mounted alongside the track, there being an oil inlet in said housing, a cylindrical member mounted on and communicating at its inner end with said housing, a nozzle mounted at the outer end of said cylindrical member, a valve seat in said nozzle, a valve member in said cylindrical member and engageable with said valve seat, an electrically operated solenoid mounted on said valve housing, means operatively connecting said valve member to the armature of said solenoid, resilient means urging said valve member toward said valve seat when the solenoid is de-energized, track switches operatively connected to said solenoid and spaced longitudinally alongside at least one rail of the track a distance to accommodate the oil injection to variations in the speed of the moving car, whereby precise quantities of oil are injected into said journal boxes upon engagement of said track switches with a wheel of the car, and means supplying oil under pressure to said oil inlet.

4. In apparatus for oiling railway car journal boxes as the car moves along a track, track switches mounted alongside at least one rail of the track and spaced apart alongside the rail, a solenoid operated oil injector valve mounted alongside the track in position to inject oil into the journal boxes and comprising a hollow housing having an oil inlet therein, a cylindrical member mounted on and communicating at its inner end with said housing, a nozzle mounted at the outer end of said cylindrical member, a valve seat in said nozzle, a valve member in said cylindrical member and engageable with said valve seat, an electrically operated solenoid mounted on said housing, means operatively connecting said valve member to the armature of said solenoid, resilient means urging said valve member toward said valve seat when the solenoid is de-energized comprising a sleeve member having a closed inner end and fitting in the cylindrical member, spaced projections on said sleeve member slidably engaging said cylindrical member, a cap for the outer end of said sleeve member having a centrally disposed opening therethrough, a stem on said valve member extending inwardly through the opening in said cap, there being an opening in the inner end of said sleeve member for receiving the inner end of said stem, a compression spring within said sleeve member and surrounding said stem, a spring abutment on said stem adjacent the inner side of said cap, a link connecting said sleeve member to the armature of the solenoid, there being an opening in the rear wall of said housing for slidably receiving said link, a compression spring surrounding said link intermediate said sleeve member and said rear Wall of the housing, means operatively connecting said track switches to said oil injector valve whereby a quantity of oil is injected into said journal boxes upon engagement of said track switches with a wheel of the car, and means supplying oil under pressure to said injector valve.

5. In apparatus for oiling railway car journal boxes as the car moves along a track, a solenoid operated oil injector valve mounted alongside the track in position to inject precise quantities of oil into the journal boxes, means supplying oil under pressure to said oil injector valve, track switches mounted alongside at least one rail of the track and spaced apart alongside the rail to accommodate the oil injection to variations in the speed of the moving car, a pair of wires supplying power to said solenoid operated oil injector valve, a time delay relay in circuit with one of said wires holding said valve open until said quantities of oil are injected into the journal boxes and breaking the circuit to said valve after said track switches remain closed for a predetermined time, a switch in the circuit supplying power to the injector valve, and means in circuit with said track switches adapted to close the switch which is in the circuit supplying power to the injector valve when one of said track switches is closed.

References Cited in the file of this patent UNITED STATES PATENTS 288,102 Nickum Nov. 6, 1883 410,530 Beattie Sept. 3, 1889 1,416,668 Abbott May 23, 1922 1,605,812 Davidson Nov. 2, 1926 2,593,841 Burchsted Apr. 22, 1952