WO1979000307A1

WO1979000307A1 - Installation for portional lubrication of railway rails and the like

Info

Publication number: WO1979000307A1
Application number: PCT/SE1978/000073
Authority: WO
Inventors: Dietrich Burger
Original assignee: Bohlin E Ab
Priority date: 1977-11-15
Filing date: 1978-11-09
Publication date: 1979-06-14
Also published as: NO783779L; FR2408499A1; GB2037379A; NO151316C; DK506778A; DE2857205A1; IT1101157B; IT7829818A0; BR7808712A; FR2408499B1; NO151316B; CH635282A5; SU1075964A3; SE7712883L; SE429030B; GB2037379B

Abstract

An installation for lubrication of railway rails and the like, intended to be placed near the rail-track and including a control unit, a feed mechanism actuable by the control unit and at least one nozzle positioned adjacent either rail. The novel feature resides in that, in the feed mechanism which is actuable by means of the control unit (7) and comprises a pneumatically operated control system (6, 8) and a likewise pneumatically operated system (4, 5) for feeding lubricant from a supply tank (4) to the nozzle, the control system is divided into an actuating unit operable by means of the control unit (7) and working at low air pressure and an ejecting unit operable by means of the actuating unit (8) and working at high pressure, and the system for feeding lubricant includes a pump unit (5) driven at low pressure for feeding lubricant to the nozzle from which it is ejected at high pressure.

Description

INSTALLATION FOR PORTIONAL LUBRICATION OF RAILWAY RAILS AND THE LIKE

The present invention relates to an installation for portional lubrication of railway rails and the like, intended to be placed near the rail-track and including a control unit, a feed mechanism for lubricant and a nozzle positioned adjacent either rail,

When the wheels of a railway vehicle pass through curves, both the rails and the wheels are subjected to wear which causes heavy maintenance costs for the track as well as the rolling stock. In addition to direct costs, caused by necessary changes of rails and turning of wheels, there are indirect costs due to the traffic being reduced during the time railway work is going on and the reduced degree of utilization of vehicles.

In curves where wear occurs it is known to provide lubricators which are mechanically actuable by the vehicle-wheels and which dispense a quantity of lubricant at the passage of every wheel.

Conventional devices consume lubricant in a quantity that is unreasonably large as compared to the actual need and the fact that the major part of the lubricant will be lost implies an environmental risk.

Due to their construction and method of mounting, conventional devices require working on the rails and, due to the large consumption of lubricant, they also require attendance at short intervals.

The object of the invention is to provide an installation which yields a pre-determined, limited amount of lubricant prior to each passage of a vehicle, which is so constructed that it may be left unattended for a long time, which requires no external supply of power, which can be replenished and maintained in a simple way and can be mounted at the track without any special operations interfering with the rail.

The characteristic feature of the new installation resides in that, in the feed mechanism which is actuable by means of the control unit and comprises a pneumatically operated control system and a likewise pneumatically operated system for feeding lubricant from a supply tank to the nozzle, the control system is divided into an actuating unit operable by means of the control unit and working at low air pressure and an ejecting unit operable by means of the actuating unit and working at high pressure and that the system for feeding lubricant includes a pump unit driven at low pressure for feeding lubricant to the nozzle from which it is ejected at high pressure.

An embodiment of the installation according to the invention will be described hereinafter with reference to the accompanying drawings, in which:

Fig. 1 is a circuit diagram 'showing an installation according to the invention;

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 included in the installation;

Fig. 4 is a cross-sectional view of a booster or pressure increasing valve included in the installation; and

Fig. 5 is a cross-sectional view of an applicator valve, included in the installation, for lubricant or grease .

Referring now to Fig. 1, which shows the main parts qf the installation, 1 designates a compressed-air container, which may be a per se known chargeable or replaceable air-bottle, 2 and 3 are pressure regulators, one of which is connected to a lubricant supply tank 4 and to a lubricant pump 5 which, in turn, is connected to an ejector or applicator valve 6.

On the line extending from the other pressure regulator 3 there is provided a control unit in the form of a magnetic valve 7 which controls the compressed-air supply to an actuating booster or pressure-increasing valve 8.

The pressure regulators 2 and 3, which require no detailed presentation/ are adjustable regulators.

The lubricant tank 4, which is shown in Fig 2, com prises a cylindrical casing 9 which has covers 10 and 11 at both ends, the top cover 10 being provided with a connection 12 for a compressed-air line from the regulator 2, and the bottom cover 11 being provided with a connection 13 for a lubricant line 14 feeding the lubricant pump 5. The line 14 has a branch line 15 provided with a non-return valve and via which the tank can be filled with pressure-actuated lubricant, Provided within the tank 4 is a partition 16 which is slidable and seals like a piston against the inside of the casing 9 and on one side this partition is actuated by the compressed air, while the other side bears against the lubricant and presses this gradually out through the line 14 towards the pump 5. The partition 16 has the advantage that the compressed air is prevented from coming in contact with the lubricant, thus also preventing oxidation and eliminating the risk of air blowing through to the line 14.

The pump 5 shown in Fig. 3 has a non-return inlet valve 17 through which lubricant from the tank 4 is introduced into the pump cylinder 18 via the line 14. Extending from the cylinder 18 is an outlet passage 19 which is provided with a non-return valve and which is connected to the ejector or applicator valve 6 via a line 20. A pin 21, which is slidable in the cylinder 18 and serves as a pump piston, is directly connected to a working piston 22 which is movable by the pressure air from the pressure regulator 2 against the action of a return spring 23, as will be described later on, Both the supply tank 4 and the pump 5 are thus fed with compressed air at a pressure reduced by means of the regulator 2.

The movements of the working piston is controlled by a three-way valve 25, which is actuated by an impulse valve 24 (upper turning position of the working piston) and is returned again when the O-ring seal 26, mounted on the piston rod end 27, passes the annular recess 29 (lower turning position of the working piston) in the upper end wall. This return movement takes place in that a passage 28 is deaerated past the O-ring seal 26 to atmosphere.

The ejector valve 6 comprises a valve housing 30, a pilot piston 31 displaceable therein and connected with a spindle 32, and a displaceable plunger 33 which, together with an adjustable piston 34 , defines a chamber 35 .

The line 20 from the lubricant pump 5 is connected at 36. A passage 37 opens into the cylindrical bore of the valve housing close to an abutment 38 in the plunger 33. The plunger is provided with passages 39 which open adjacent its central bore.

Since the spindle 32 is provided with flat-milled portions 40 it is possible to establish communication between the passages 39 and the chamber 35 along the spindle 32.

The adjustable piston 34 includes a central bore 41 in which there is provided a washer 41' provided with a troughpassage for the spindle 32, The nozzle localized close to the rail to be lubricated is attached to the threaded outer end of the bore 41,

Provided at the opposite end of the valve housing is a connection 42 for the booster or pressuresincreasing valve 8.

The booster valve 8 has a connection 43 joined with the magnetic valve 7. The movement of a relay piston 44, connected with a ball valve 45, is controlled by supply of lew-pressure air, said supply being regulated via the magnetic valve. The ball valve controls the passage between a port 46, which is directly - without pressure reduction - connected to the compressed-air source 1, and a port 47 which communicates with the connection 42 of the applicator valve 6. In one position of displacement the ball valve opens the passage between said two ports 46 and 47 and, in the o.ther position of displacement, a passage between the port 47 and a deaeration opening 48, The function of the installation is as follows: The pressure, 6 bar, from the compressedvair container is applied to the pressure regulators 2 and 3 and the port 46 of the booster valve 8, The pressure regulator 3 is to be set at, say, 1,4 bar, which provides feed pressure to the magnetic valve 7.

The electrical lines to the magnetic valve 7 are to be connected to. the relays so that the signal potential in the signal system of the track can actuate the magnetic valve. The magnetic valve is connected for currentless open function, i. e. when the signal potential is applied, the valve should be closed and the airpassage broken.

The pressure regulator 2 is to be set at, say, 2 bar, which imparts feed pressure to the piston or partition

16 of the lubricant tank 4 and drive pressure to the lubricant pump 5 in its connection port 12',

The pump 5 starts upon release of pressure. When the piston has reached its lower end position the O-ring 26 has passed the recess 29, whereby the passage 28 between valves 24 and 25 is deaerated, the valve 25 switches cue to its area conditions and the pressure chamber above the piston is deaerated through the valve 25 so that the spring 23 can return the piston 22 to the return position. Here the piston acts upon a tube pin 24' in the valve 24 through the movement of which the passage 28 to the valve 25 is again supplied with compressed air. The valve 25 now switches to the other side and gives again compressed air to the upper side of the piston 22. At each return stroke the pump piston 21 sucks lubricant via the non-return inlet valve

17 and at each feed stroke the pump piston 21 presses lubricant through the non-return outlet valve and passage 19 to the ejector or applicator valve 6. When maximum pressure has been reached in the portion compartment 35 of this valve, i.e. theoretically 72 bar, but in practice about 50 bar due to friction losses in the line, there is equilibrium between the working part of the pump, i.e. the piston 22, and the pumping part, i,e, the the piston 21, and the pumping movement ceases automatically.

The pump starts again as soon as the counter-rpressure ceases due to the discharge of lubricant.

The purpose of the pressure acting in the supply tank 4 is to eliminate the risk of vacuum-suction in the pumping part, since otherwise the viscous lubricant or grease cannot pass the non-return valve 17 of the suction port as rapidly as required.

The portion chamber 35 of the ejector or applicator valve is filled with lubricant at a pressure of about 50 bar via the port 36, the passage 37 and the plunger passages 39 through the flat-milled grooves 40 in the spindle 32. The volume of the portion chamber 35 can be adjusted by turning of the adjustable piston 34.

When a train or other vehicle enters the signal section, in a per se known manner, a short-circuit occurs over the wheels and axles of the vehicle, whereby the voltage to the electromagnetic valve 7 falls. The communication 3-8 opens across said valve 7, and a pneumatic signal, 1.4 bar, is given to the connection 43 at the booster or pressure-increasing valve 8, At this moment the relay piston 44 lifts, whereby the ball valve 45 in the high-pressure valve (6 bar compressed air) lifts from its seat and uncovers the passage between the ports 46 and 47. A pneumatic signal (6 bar] is given to the pilot piston 31 of the applicator or ejector valve 6 via the connection 42. The pilot piston 31 with the spindle 32 is displaced in forward direction and the supply of lubricant from the port 36 to the chamber 35 is blocked. The grooves or milled portions 40 of the spindle 32 have now been displaced so that communication will be obtained between the chamber 35 and the portion of the bore 41 situated outside the washer 41'. This results in a pressure drop in the chamber 35, while there still is full pressure, 50 bar, in the port 36, Due to the area conditions of the plunger 33 this is now pushed for ward by means of said pressure towards the abutment of the adjustable piston 34, and the portion of lubricant in the chamber is now ejected through the bore 41 and the nozzle at the outer end of the bore. The amount of lubricant which passes the passage 37 is immediately replaced by means of the pump 5 until the desired pressure, 50 bar, has been regained.

When the train leaves the signal section the magnet of the valve 7 will again be excited, and the communication between the pressure regulator 3 and the pressureincreasing valve 8 is broken and the latter is deaerated via the valve 7. The relay piston 44 of the booster or pressure-increasing valve 8 is pushed back by its return spring and the ball valve 45 of the high-pressure unit is pressed against the opposite seat and blocks the communication between the ports 46 and 47 at the same time as the port 47 is connected with the port 48 for deaeration of the space above the pilot piston 31 of the ejector valve 6. The return spring of the pilot piston 31 returns the piston and at the same time the milled portion 40, due to the displacement of the spindle 32, leaves the position adjacent the washer 41' and the communication between the chamber 35 and the nozzle connection at 41 is broken. The milled portions 40 open instead the communication between the connection 36 and the chamber 35 which, during the return movement, is again filled up with the next lubricant portion.

Also this filling amount is immediately replaced by means of the pump 5 until the desired pressure of 50 bar has been regained.

In the practical embodiment, the principal part of the installation will be placed in a cabinet which is mounted on a post beside the track. The ejector valve, with the nozzle mounted on it, and the booster or pressure-increasing valve are mounted on a sleeper with the nozzle situated at a distance of about 10 cm from, and directed towards the inside of the outer rail and connected with the other parts of the installation by means of lines.

As the apparatus is pneumatically operated no external power supply is required, Nor is any special arrangement necessary to actuate the installation, but use is made of the signal voltage 6V= normally used in tracks with block system. Because the coil of the magnet valve is connected to both the relatively insulated rails in the track, the coil will have tension and consequently, the compressed-air supply to the relay piston of the pressure-increasing valve will be broken as long as the 'wheels and axles of the vehicle do not short-circuit the two rails. When a train arrives on the signal or block-section the tension drops across the coil of the magnet valve and this opens and actuates the installation, The lubricant tank as well as the compressed-air bottle should be dimensioned for unattended service for about six months. For replenishment use is made of a trolley with air compressor for charging the air bottle and a lubricant pump which from a lubricant tank on the trolley refills the lubricant tank of the installation. The compressed-air bottle as well as the lubricant tank should be provided with automatic couplings permitting easy connection and replenishment of a supply of air and lubricant for another six months. it may be mentioned in this connection that grease or fats, oils and wax-abased media may be used as lubricant.

Since the apparatus has been designed for low pressure, 1.4 bar, which is increased to the required 6 bar in the grease applicator valve only, the consumption of energy or air for impulse transmission between the apparatus cabinet and the applicator valve is very low. The following table illustrates the air consumption reσuired. Approximate calculations

Air cons-umption per shot of grease (0.5 g) Ncm³ 1. Air quantity required to fill port 42 of the grease applicator valve (6) and to press forward pilot piston 31: 11326 mm³ (6 bar) 76.3

2. Air quantity in the connection between the grease applicator valve (6) and the pressure-increasing valve (8) : 400 mm

(6 bar) 2.4

3. Air quantity in port 47 of the pressure- increasing valve (8) 47: 500 mm³ (6 bar). 3.0

4. Air quantity to fill port 43 of the pressure-increasing valve (8) and to lift the relay piston 44 in the pressure- in- creasing valve: 1800 mm³ (1.4 bar). 4.3

5. Air quantity in the tube between the pressure-increasing valve (8) and the electromagnetic valve (7) : 12560 mm³ (1.4 bar). 17.6

6. Air quantity in port 2 of the electromagnetic valve (7) : 300 mm (1.4 bar). 0.4

7. Air consumption for compressed-air operated grease pump (5) per shot of grease: 32 700 mm³ (2 bar], 98.1

8. Air quantity to press out 0.5 g grease (p= 0.92) from the grease tank (4);

543 mm (2 bar). + 1.1

203.2 N.cm³ =============

In the above calculations the expansion process has been presupposed to be isothermic,

Average air consumption for 6-month service Presuppositions:

Compressed-air container 20 1, p = 150 bar (but pressure must not fall below 10 bar),

35 trains/48 hours,

η= 0,7 (degree of efficiency for losses in valve switches),

theoretical air consumption per shot of grease = 203.2 Ncm³.

Average grease consumption for 6-month service The grease tank holds 4 1p = 0.92 G_B= 4 × 0.92 = 3.68 kg G (6 months] = 180 × 35 × 0.0005 = 3.15 kg grease

It should finally be mentioned that the installation may of course also be used in tracks where there is no signal current in the rails. In that case the installation is completed with a battery-operated time control which is set in relation to the expected train intensity and is allowed to actuate the magnetic valve releasing the function of the installation. It is also possible to complete or replace the time control by a rail contact or the like which releases the installation as the train passes.

The invention should not be considered restricted to that described above and shown in the drav/ings but may be modified in various ways within the scope of the appended claims.

Claims

1. An installation for portional lubrication of railway rails and the like, intended. to be placed near the rail-track and including a control unit, a feed mechanism for lubricant and a nozzle positioned adjacent either rail, wherein, in the feed mechanism which is actuable by means of the control unit (7) and comprises a pneumatically operated control system (6,8) and a likewise pneumatically operated system (4,5) for feeding lubricant from a supply tank (4) to the nozzle (41), the control system is divided into an actuating unit operable by means of the control unit (7) and working at low air pressure and an ejecting unit operable by means of the actuating unit (8) and working at high pressure, and the system for feeding lubricant ineludes a pump unit (5) driven at low pressure for feeding lubricant to the nozzle from which it is ejected at high pressure.

2. Installation as claimed in claim 1, wherein the control unit includes an electromagnetic valve (7) controlling the air supply to the actuating unit (8) and connected to the signal circuit of the railway track in such way that t he valve is actuated as said circuit is short-circuited by a vehicle on the track.

3. Installation as claimed in claim 1, wherein the control unit includes an electromagnetic valve controlling the air supply to the actuating unit and connected to a circuit which, in its turn, is controlled by a timer,

4. Installation as claimed in claim 1, wherein the supply tank (9) is divided up by means of a displaceable partition (16) into two compartments one of which is filled with lubricant and connected to the suction side of the lubricant pump and the other communicates with a compressed-air source (2] with low pressure.

5. Installation as claimed in claim 1, wherein the actuating unit includes a pressure-increasing or relay valve (8), which is connected, on one hand, to the control unit (7) and, on the other hand, between a compressed-air source (1) with high pressure and the ejector unit (6), whereby under the influence of the control unit air with lower pressure will actuate a valve member (44,45) which respectively permits and prevents communication between the pressure source (1) with high pressure and the ejector unit (6),

6. Installation as claimed in claim 5, wherein the ejector unit (6) includes a portion chamber (35) which, in the inactive position of the ejector unit, is in open communication with the pressure side of the lubricant pump (5) and, when the feed unit under the influence of the relay valve (8) is actuated by compressed air with high pressure, is cut off from communication with the pump and is brought into communication with the nozzle opening (41) of the ejector unit to permit ejection of the lubricant portion.

7. Installation as claimed in claim 1 or 6, wherein the pump (5) includes a pump piston (21) operating in a compartment provided with inlet and outlet valves, and a working piston (22) the movement of which is effected by means of compressed air with low pressure, with the aid of regulatingvalves (24,25), and the regulating valves are adapted to cut off air supply to the working piston when reaching a certain counterpressure in the working chamber of the pump piston (22) and thus in the portion chamber (35) of the ejector unit.