US3051262A

US3051262A - Apparatus for reducing friction between railroad car wheels and rails

Info

Publication number: US3051262A
Application number: US854499A
Authority: US
Inventors: David C Bettison
Original assignee: RAILROAD ACCESSORICS CORP
Current assignee: RAILROAD ACCESSORICS Corp
Priority date: 1959-11-20
Filing date: 1959-11-20
Publication date: 1962-08-28
Anticipated expiration: 1979-08-28

Description

Aug. 28, 1962 D. c. BETTISON APPARATUS FOR REDUCING FRICTION BETWEEN RAILROAD CAR WHEELS AND RAILS Filed Nov. 20, 1959 2 Sheets-Sheet 1 INVENTOR. DAVID C. BETTISON BLAIR, SPENCER BUCKLES ATTORNEYS.

D. c. BETTISON EfiSLZfiZ APPARATUS FOR ucmc FRICTION BETWEEN RAILROAD WHEELS AND RAILS Filed Nov. 20, 1959 2 Sheets-Sheet 2 RED CAR Aug. 28, 1962 V I .7. mmhunw M m m mW g W MAIN 3 m 8 R m m m it tat 3,51,2fi2 Patented Aug. 28,1962

3,ii5i,262 APPARATU FGR REDUCING FRICTION BE- TWEEN RAHJRGAD CAR WTEELS AND RAILS David C. Bettison, Grnaha, Nebn, assignor to Railroad Accessories Corporation, Cresskilll, NJ. Filed Nov. 29, 1959, Ser. No. 854,499 5 Ciairns. ill. 184-3) This invention relates to a system and apparatus for reducing friction between a railroad wheel and the track surface upon which the wheel rides, and more particularly, for reducing friction by lubrication between railroad car wheels and the rail surfaces in a classification yard where it is essential that a coasting car arrive at its point of destination at a proper speed.

In railroad operations, classification yards are used for the sorting of railroad cars and the assembling of trains. A classification yard is generally composed of a lead track, branching tracks and a number of classification tracks, with appropriate switches, etc. for routing a car or a cut of cars from the lead track to the proper classification track. Trains are assembled in such a classification yard by directing the desired cars onto the desired classification tracks, and in like manner a train at its destination may be disassembled and the separated cars later moved to sidings for unloading.

Most classification yards utilize gravity for moving the cars onto the classification tracks. This is accomplished by providing a slight grade running from the lead track to the assembly tracks. The lead track passes over the high point of this grade, called the hump, in the area ahead of the branching tracks, which permits the cars to roll downhill over the branching tracks and onto the classification tracks. A switch engine generally is used to push cars over this hump.

In modern classification yards, the switching of cars and control of car speeds is accomplished electronically. The speed of a car or a cut of cars is controlled by a car retarding system which automatically calculates the weight, rolling resistance and distance the car must travel to its predetermined position in the yard. This information is obtained as the car approaches the retarder and the proper car speed is determined by electronic calculation which then automatically operates the car retarder to slow the car to the proper speed. The car is slowed by pressure on the wheel flanges as it passes over the retarder.

Electronic classification of railroad cars is extremely efiicient if all factors such as Weight of the car, rolling resistance and distance the car is to travel are known within certain limits. Of these factors, rolling resistance is the most difficult to ascertain. During classification, the weight of the car does not fluctuate and the distance the car must travel also remains constant. The rolling resistance between the car and the rail, however, varies to a great degree, depending upon whether the rails and wheels are dry, Wet or rusty.

Rolling resistance between a railroad car wheel and a rail is usually a minor factor on straight track, but on the curves encountered in a classification yard, there is a great variation in this friction. This is due to the use of live axles on railroad cars, i.e., each axle is secured to and rotates with both of its wheels. As the car traverses a curve, there is a varied amount of differential slip between wheel and rail. If the wheels and rails are dry or rusty, this differential slip becomes a major factor in increasing rolling resistance. If the rail is wet, the slip is enhanced and rolling resistance is decreased. Thus, it can be seen that the effect of the varying rail surface conditions will substantially vary the rolling resistance of the cars as they pass through the classification yard.

The variation in rolling resistance is difficult to compute and as a result a number of problems are encountered in the control of cars being classified. If the rolling resistance is high, the cars may not travel far enough to engage the cars already on the classification track, necessitating further measures to couple these cars. If the rolling resistance is low, the car will roll at undesired speed and damage to personnel, freight or conplings may result when the moving car reaches the end of its travel and engages another car.

Thus, for an electronic classification yard to function safely and efficiently, it is essential to maintain a constant rolling resistance between car wheels and the rails and particularly to maintain such resistance at a relatively low value.

Accordingly, it is a principal object of this invention to provide a wheel lubricating apparatus and system wherein the friction between a railroad car wheel and the rail upon which it runs has a relatively low constant value.

Another object of the invention is to provide an apparatus and system of the above character for lubricating the running surface of at least one wheel of a pair, wherein differential slip of the Wheels is enhanced on the curves of the track.

A further object of the invention is to provide an apparatus and system of the above character which is relatively simple, durable and results in low operating costs.

A further object of the invention is to provide an apparatus and system of the above character for reducing the wear of railroad wheels and rails when cars are operated on curved track.

A further object of this invention is to provide an apparatus and system of the above character that is automatically operated by a railroad car as it passes over the lubricating system.

Another object of this invention is to provide an apparatus and system of the above character that retains a lubricant on a rail permitting one or more wheels on a railroad car to be lubricated from a single injection of lubricant to the rail.

A further object of the present invention is to provide an apparatus and system of the above character that automatically provides a predetermined amount of lubricant on a rail for each wheel or set of wheels to be lubricated.

Another object of the present invention is to provide an automatic system for lubricating railroad car wheels in a classification yard whereby the rolling resistance of the cars is maintained at a low Value for more accurate calculation of car travel to a predetermined point in the yard.

()ther objects of the invention will in part be obvious and will in part appear hereinafter.

The invention accordingly comprises the features of construction, combination of elements, and arrangement of parts which will be exemplified in the construction hereinafter set forth, and the scope of the invention will be indicated in the claims.

For a fuller understanding of the nature and objects of the invention, reference should be had to the following detailed description taken in connection with the accompanying drawings, in which:

FIGURE 1 is a schematic top plan view of a railroad classification yard utilizing the present invention;

FIGURE 2 is a fragmentary perspective sectional view of a portion of a rail showing lubricant applying equipment of the present invention;

FIGURE 3 is a top plan view of a rail portion with associated lubricating equipment and schematic representation of equipment for controlling lubricant flow; and

FIGURE 4 is a vertical section of a portion of the rail shown in FIGURE 3 and taken along the line 44 thereof. 7

The following is a description of the invention in which similar reference characters refer to similar parts throughout the views of the drawings.

'Referring now to FIGURE 2, it will be seen that a rail 10 is provided with a plurality of grooves or wells 12 on its running surface 14. These wells are graduated in depth because of the slight grade of the track in the classification yard. The wells are filled with a lubricant to form a convex meniscus over each well; thus the lubricant extends slightly above the running surface of the rail. As the car wheel passes over wells 12, lubricant is picked up by the periphery of the wheel as it contacts the lubricant meniscus over the wells. These wells are disposed along a length of rail 10 sufiicient to completely lubricate a railroad car wheel about substantially its entire circumference, i.e. usually about 9 /2 feet.

As best seen in FIGURE 1, the lubricant is supplied to the wells 12 from a lubricant reservoir 16, through a conduit 18 which branches to supply lubricant to three sets of rails as here shown illustratively. An air compressor 20 provides power through air line 22 for a lubricant pump 24 connected to the reservoir. In most classification yards, there is a ready supply of compressed air which may be utilized for this purpose, thus avoiding the necessity of a separate compressor. Pressure regulators 26 maintain a constant pressure in the lubricant conduits to valves 23 which control the fiow of lubricant t the wells 12.

Referring now to FIGURES l and 3, the valve 28 may be solenoid-operated and is actuated by a metering switch 30 located ahead of the welled portion of the rail as the car travels toward the classification tracks- This switch is of conventional construction and located inside the rail to be tripped and closed by the flange of the passing car wheel. The switch is provided with a suitable time delay device (not shown) to maintain valve 28 in an open position for a predetermined length of time. Thus, with a constant pressure being maintained by pressure regulator 26, a preselected amount of lubricant is fed to the wells 12 each time a car wheel trips switch 30.

When valve 28 is opened by the passage of a car wheel over switch 30, lubricant flows under pressure through a manifold line 32 and into the manifold 34. The lubricant is then distributed to the wells 12 through flexible tubes 36 and passages within the rail which will be more fully described hereafter.

As the wheel of the car passes over switch 28, the meniscus of lubricant in wells 12, deposits lubricant on each wheel passing thereover. This lubrication of the periphery of the wheels is suflicient to provide constant,

low rolling resistance of the car as it traverses the curves of the classification yard. Since the difierential slip is the critical factor in the rolling resistance encountered, only the wheels on one of the rails need be lubricated to provide this constant low rolling resistance.

Referring now to FIGURE 1, in the operation of a classification yard utilizing the present invention, a railroad car (not shown) passing over the hump area 38, of lead track 40 rolls down a slight grade from left to right as shown in the drawing. The car is then switched to the proper branching track and as the car proceeds into the yard, its weight and speed are determined. This information is then fed to a calculator (not shown), which computes the required retardation to be given the car. This information is utilized to actuate hydraulic or pneumatic car retarders 42 which act on the cars in a well-known manner to impart proper speed to the car. After the car leaves the retarder, the flange of the leading wheel trips the switch 39 actuating solenoid 28. Lubricant then flows into wells 12 as described above, forming a meniscus of lubricant on the top of each well. After the wheels have been lubricated the car proceeds onto one of the classification tracks 44.

As best seen in FIGURES 2 and 3, the Wells or grooves 12 are supplied with lubricant from a manifold 34 which is secured to ties 46 by straps 43. The manifold is provided with a centrally located T-joint t) and a cap 52 at each end. Lubricant enters the mam'fold through T- joint 50 and flows from the manifold through outlet fittings 54, connected to flexible tubes 36. These flexible tubes are connected at their other ends to fittings 56 which are threaded as at 58 into horizontal passages 60 below the deep ends 64 of the wells 12. Vertical passages 62 connect each well 12 with passages 69.

As shown in FIGURE 3, the wells are closely spaced longitudinally and preferably their Width is approximately one-third that of the rail running surface. It has been found that ten wells, each ten to twelve inches long, are adequate to lubricate the full circumference of a car wheel.

The lubricant flow control will now be described in more detail with reference to FIGURES 1 and 3. The lubricant flows under pressure from the pump 24 through lubricant conduit 18 in the direction of the arrow (FIG- URE 3). The pressure regulator 26, which may be adjustable, has a pressure indicator 68 and maintains uniform lubricant pressure in the system. The required pressure setting of the regulator will, of course, depend upon the time interval that valve 28 remains open.

Switch 39 is located on the inside of the rail 10' and is provided with a shoe 70 positioned adjacent the railhead 72, the shoe being depressed by the flange of the car wheel as described above. Depression of shoe 70 closes a circuit energizing a solenoid (not shown) in the casing of valve 28 by way of cable 74-, permitting lubricant to flow through manifold line 32, to T-joint 50, and into manifold 34. As previously noted, switch 39 is provided with a variable time delay to keep valve 28 open a predetermined period. Preferably this time delay is set to permit the two wheels of a truck to pass thereover before permitting valve 28 to close. Thus, the amount of lubricant fed to the wells is dependent upon the pressure setting of the regulator 26 and the time delay setting of switch 3%.

As seen in FIGURE 4, the wells 12 are graduated in depth to compensate for the grade in the classification yard. This grade in the area of the wells is generally a non-retarding grade, e.g., it is compensating for the rolling resistance of the car and is preferably on the order of 02%. In other words, schematic extension lines 76 and 73 of the rail surface 14 and the well bottom surface 80 respectively illustrate the angle between these surfaces necessary to maintain lubricant throughout the length of each well 12 on such a grade. This graduated depth of the wells and the viscosity characteristics of the lubricant used forms the previously described meniscus over the entire surface of each well to cover approximately the entire circumference of each wheel with lubricant.

Thus, from the foregoing description, it can be understood that there is provided a novel wheel lubricating system which can be particularly used in a railroad classification yard for safe and eificient classification of railroad cars. By automatically lubricating the wheels of a car on one side, the differential slip of the lubricated wheels is enhanced, resulting in a lowered and constant rolling resistance as the cars travel on curved track. Because of this constant rolling resistance, the car speed can be accurately calculated so that the car retarders may operate efficiently. With reduced friction between the car Wheels and the rails it will be obvious that wear of both the wheels and rails is materially reduced. Further still, the apparatus and system is constructed from standard and inexpensive equipment and may be easily installed, thus requiring only a modest initial investment. It is also inexpensive in operation, for lubricant waste is substantially eliminated and the apparatus requires little maintenance. The apparatus and system described herein may be installed on curved or straight rails without interference with track circuits, joints, switch points or frogs.

It will thus be seen that the objects set forth above, among those made apparent from the preceding description, are efficiently attained and, since certain changes may be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

It is also to be understood that the following claims are intended to cover all of the generic and specific features of the invention herein described, and all statements of the scope of the invention which, as a matter of language, might be said to fall therebetween.

Having described my invention, what I claim as new and desire to secure by Letters Patent is:

1. Apparatus for reducing friction by lubricating with oil the peripheral rim of a railroad car wheel and the running surface of a portion of railroad track over which said wheel travels, comprising, in combination, a standard rail having a wheel-contacting top running surface, said top surface having a plurality of longitudinal shallow wells formed therein, lubricating oil supply and metering means, and means forming passageways in said rail connecting each well to said supply and metering means, whereby a metered amount of lubricating oil is passed to said Wells and is picked up by the tread of said car wheel to reduce friction between said rail and said wheel.

2. Apparatus as defined in claim 1 wherein said lubricating oil supply and metering means includes a lubricating oil reservoir, a pump connected to said reservoir and a time delay switch operable by said railroad car wheel and in operative control of said pump, whereby upon actuation of said switch a predetermined amount of lubricating oil will be passed from said reservoir by said pump to said wells.

3. Apparatus for reducing friction by lubricating with oil the peripheral rim of a railroad car wheel and the top running surface of a portion of railroad track over which said wheel travels, comprising, in combination, a standard rail having a wheel-contacting top running surface, said top surface having a plurality of longitudinal shallow wells therein, a lubricating oil distributing manifold adjacent said rail, means forming passages in said rail connected to said manifold, each passage terminating in one of said Wells, oil supply means for delivering lubricating oil at a predetermined pressure to said manifold, including an oil reservoir, pumping means, a valve, and a metering switch operated by the passage of a railroad car wheel thereover connected to actuate said valve to meter and deliver to said wells a predetermined amount of lubricating oil selected to fill said wells to a level slightly above the wheel-contacting top running surface of said rail, whereby lubricating oil will be deposited on the tread of sa d h l as i p s es o r said wells,

4. Apparatus for reducing friction by lubricating with oil the peripheral rim of a railroad car wheel and the top running surface of a portion of railroad track over which said wheel travels, comprising, in combination, a standard rail having a wheel contacting top running surface, said rail being longitudinally graded to be slightly inclined from a true horizontal position, said top running surface having a plurality of longitudinal shallow wells formed therein, said shallow wells having bottoms sloped relative to the inclined rail running surface and substantially parallel to a true horizontal plane to compensate for the grade of the rail and to provide supporting surfaces upon which lubricating oil introduced into said wells spreads to form a convex meniscus of oil extending above the level of said wheel-contacting surface over substantially the entire length of each well, a lubricating oil distributing manifold adjacent said rail, means forming a plurality of passages through said rai-l, each passage terminating in one of said Wells, conduit means connecting each passage with said manifold, oil supply means for supplying lubricating oil at a predetermined pressure to said manifold, inclding an oil reservoir, pumping means, a valve, and a metering switch operated by the passage of a railroad car wheel thereover and actuating said valve to deliver to said Wells a predetermined amount of lubricating oil selected to fill said wells to a level at which the meniscus of the oil extends slightly above the Wheel-contacting top running surface of said rail, whereby lubricating oil will be deposited on the tread of said Wheel as it passes over said wells.

5. Apparatus for reducing friction by lubricating with oil the peripheral rim of a railroad car wheel and the top running surface of a portion of railroad track over which said wheel travels, comprising, in combination, a standard rail having a wheel-contacting top running surface, said top surface having a plurality of longitudinal shallow wells therein, a lubricating oil distributing manifold adjacent said rail, means forming passages in said rail connected to said manifold, each passage terminating in one of said wells, oil supply means for delivering lubricating oil to said manifold in quantities metered to overfill said wells producing a lubricating oil meniscus protruding above said top running surface, and actuating means connected to actuate said supply means in response to the approach of a railroad car toward said wells.

References Cited in the file of this patent UNITED STATES PATENTS 1,132,311 Dubois Mar. 16, 1915 1,436,831 Wallace Nov. 28, 1922 2,184,969 Allen Dec. 26, 1939 2,272,774 McGarry Feb. 10, 1942 2,643,738 Magnus June 30, 1953 2,720,940 Gardner et a1 Oct. 18, 1955 2,891,144 Yalich et al June 16, 1959 2,907,410 Stokes Oct. 6, 1959