Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02527090 1996-04-19
TITLE
"RAIL GAUGE FACE LUBRICATING APPARATUS"
FIELD OF THE INVENTION
The present invention relates to a rail gauge face lubricating apparatus. More
particularly, the rail gauge face lubricating apparatus of the present
invention is
intended to allow the accurate and controlled delivery of lubricant to a rail
gauge
face.
DISCUSSION OF THE PRIOR ART
Lubricating devices for minimising both the wear of wheel flanges and rails
and
the generation of noise thereby have typically involved the periodic
application of
a lubricant spray to the flange of a wheel. The lubricant spray is generally
produced by way of a combination of compressed air and lubricant. There are a
number of problems associated with such a system. Not all lubricant is
transferred to the point of flange/rail contact. The use of a spray of
lubricant
often results in lubricant spraying over more than just the wheel flange as it
is
the nature of a spray to fan out from the spray nozzle.
Most known lubricating apparatus allow the periodic application of lubricant
whereas it is desirable that lubricant be applied only when needed, for
example
when a rail car is travelling around a curve and the flange/rail contact is
greatest.
BRIEF DESCRIPTION OF THE INVENTION
In accordance with the present invention there is provided a rail gauge face
lubricating apparatus characterised by a delivery means for delivering
lubricant
to the rail head and a pump means for producing a pressure to deliver
lubricant
to the delivery means, the delivery means comprising in part an actuable flow
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means governing the delivery of lubricant through the delivery means, wherein
the actuable flow means of the delivery means is able to be influenced by a
sensing means able to detect the position of a bogey of a rail vehicle
relative to
the remainder of the rail vehicle whereby upon the rail vehicle moving through
a
curve, turn or corner an amount of lubricant is delivered to the rail gauge
face of
the rail head, the sensing means comprising two members pivotally mounted to
the underside of the rail vehicle having first ends thereof positioned with
respect
to one another and having second ends thereof mounted to the bogey of the
vehicle, the first ends of the members being arranged so that relative
movement
therebetween is detected, that movement in turn directly or indirectly
resulting in
the actuation of the flow means of the delivery means.
The actuable flow means preferably comprises a piston member having a head
and rod. The piston member may be maintained such that the actuable flow
means is in a closed state through action of an air pressure directed to the
head
thereof. The sensing means is preferably capable of influencing the direction
of
the air pressure to the head of the piston member such that lubricant is
delivered
through the actuable flow means.
The present invention further provides a positioning means characterised by
two
cylinders in fluid communication each having a single member extending
therethrough dividing each cylinder into first and second compartments, each
member being moveable within its cylinder, the first compartment of one
cylinder
being in fluid communication with the second compartment of the other cylinder
and the second compartment of the first cylinder being in fluid communication
with the first compartment of the other cylinder whereby movement of the
member relative to the cylinder through which it passes produces a consequent
movement in the member of the other cylinder, the upper end of the member of
one cylinder being mounted on a bogey of a rail vehicle and its lower end
having
provided thereon a delivery means for application of lubricant to a rail gauge
face of a rail head.
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Preferably, the fluid communication between the compartments of the cylinders
is provided with means for adjusting the volume of fluid held in the
compartments
interconnected thereby.
The present invention still further provides a method for the consistent and
accurate application of a lubricant to a rail gauge face characterised by
there
being provided a delivery means for delivering lubricant to the rail gauge
face of
the rail head and a pump means for producing a pressure to deliver lubricant
to
the delivery means, the delivery means comprising in part an actuable flow
means whereby the delivery of lubricant through the delivery means is governed
by the actuable flow means, the actuable flow means being operable by a
sensing means able to detect the position of a bogey of a rail vehicle
relative to
the remainder of the rail vehicle.
In accordance with another aspect of the present invention, there is provided
a
positioning means characterised by two cylinders in fluid communication each
having a single member extending therethrough dividing each cylinder into
first
and second compartments, each member being moveable within its cylinder, the
first compartment of one cylinder being in fluid communication with the second
compartment of the other cylinder and the second compartment of the first
cylinder being in fluid communication with the first compartment of the other
cylinder whereby movement of the member relative to the cylinder through which
it passes produces a consequent movement in the member of the other cylinder,
the upper end of the member of one cylinder being mounted on a bogey of a rail
vehicle and its lower end having provided thereon a delivery means for
application of lubricant to a rail gauge face of a rail head.
DESCRIPTION OF THE DRAWINGS
The present invention will now be described, by way of example only, with
reference to two embodiments thereof and the accompanying drawings, in
which:-
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Figure 1 is a schematic diagram of a rail gauge face lubricating apparatus
in accordance with one embodiment of the present invention;
Figure 2 is a schematic cross-sectional view of a positioning means in
accordance with a second embodiment of the present invention;
Figure 3 is a lower perspective view of a rail carriage to which rail gauge
face lubricating apparatus of Figure 1 and positioning means of Figure 2
have been fitted;
Figure 4 is a second lower perspective view of the apparatus of Figure 1,
positioning means of Figure 1 and a sensing means, each in position on
tha rail r~arrianA of Fine ira W
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Figure 5 is a tower perspective view of a second cylinder of the
positioning means having a delivery means actuable flow means and
nozzle provided thereon;
Figure 6 is a cross-sectional side view of the first cylinder of Figure 5;
Figure 7 is a cross-sectional side view of a second cylinder of the
positioning means of Figure 2;
Figure 8 is a cross-sectional side view of a nozzle for use on the deliver
means of Figure 5;
Figure 9 is a cross-sectional side view of a nozzle for use on the delivery
7 0 means of Figure 5;
Figure 10 is a cross-sectional side view of a nozzle for use on the delivery
means of Figure 5;
Figure 11 is a cross-sectional side view of the delivery means of Figure 5;
and
Figure 12 is a lower perspective view of a sensing means of the
apparatus of Figure 1.
DESCRI PTI ON
In Figure 1 there is shown a rail gauge face lubricating apparatus 10
comprising
in part a pair of delivery means, for example valves 12 and a single pump
means
14. The pump means 14 may be electric, hydraulic or pneumatic and has a
motor 16 associated therewith. The pump means 14 and the valves 12 are
interconnected by a fluid line 18 whereby pressure on the fluid in the fluid
line 18
is transferable to each valve 12. The fluid line 18 bifurcates into two
branches
20, each branch 20 extending to one valve 7 2.
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The fluid line 18 has provided therein a differential pressure switch 22
having the
ability to start and stop the motor 16 driving the pump means 14. !n this
manner
a desired pressure range may be maintained in the fluid line 18. It is
envisaged
also that an accumulator 24 may be provide din the fluid line 18 so as to
maintain a more accurate pressure in the fluid line 18. A gauge 26 is provided
in
the fluid line 18 to allow ready determination of the pressure of the fluid
therein.
Typically a lubricating grease will be the fluid or lubricant provided in the
supply
line, although oil, a water and glycol mixture or other suitable fluid may be
utilised.
An air intake means 28 is provided at the beginning of an air supply line 30
that
also bifurcates into two branches 32. Each of the two branches 32 lead to a
valve 12 and each has a solenoid valve 34 provided inline. The line 30 has an
isolation valve 36 located therein also.
It is envisaged that the pressure switch 22 may be replaced with two pressure
switches, one in each branch 20, or a single analogue pressure switch.
The valves 12 are each provided in direct connection with a positioning means
38, best seen in Figures 2 and 5 to 7, governing the position of the valve 12
relative to an inner rail gauge face of a rail head 40. The rail heads 40 form
a
portion of the rail pair that form the rail track.
A programmable logic controller (PLC) is provided governing the operation of
the
solenoid valves 34, the motor 16, the differential pressure switch 22 and a
sensing means 42 (best seen in Figures 4 and 12) provided to detect when a
rail
vehicle to which the apparatus 10 is fitted is travelling around a curve. The
PLC
performs the function of monitoring the entire apparatus 10. For example, the
PLC can detect low fluid levels in the fluid/grease reservoir for the pump 14
which may be caused through leakages in the lines 18 and 20. Further, the PLC
could shut one branch of the apparatus down if a breakage occurs in that
branch
with for example a nozzle (discussed later) being lost. The connection of the
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PLC to a wheel tachometer would allow the application of fluid by distance
rather
than time.
Further, the PLC is able to determine, in combination with the sensing means
42
which rail's rail gauge face is to have lubricant applied thereto. For
example, in a
right hand curve it is appropriate to apply lubricant to the left hand rail
gauge
face. The PLC may be modified to allow delivery of lubricant on tangent
tracks.
In Figures 2 and 4 to 7 there is shown the positioning means 38 comprising in
part a first sealed cylinder 46 having an elongate member 48 passing
therethrough and by way of an intermediate flange 50 provided thereabout
dividing the cylinder 46 into a first compartment 52 and a second compartment
54. The member 48 is fixedly attached at a lower end 56 thereof to a point 57
on
the suspension system of a rail vehicle 58 (shown in Figure 3) and the
cylinder
46 is attached thereto at another point 59 whereby when the vehicle is loaded
and unloaded the member 48 moves relative to the cylinder 46 thereby altering
the volume of the compartments 52 and 54.
The positioning means 44 further comprises a second sealed cylinder 60 having
an elongate hollow member 62 having an elongate hollow member 62 extending
therethrough and by way of an intermediate flange 64 dividing the cylinder 60
into a first compartment 66 and a second compartment 68. A lower end 70 of the
member 62 is fixedly and adjustably attached to the valve 12. An upper end 72
of the member 62 has provided thereabout a collar 74 to limit the travel of
the
member 62 through the cylinder 60 is supported on a bogey 76 of the rail
vehicle
58, as is seen in Figures 3 and 4.
A fluid line 78 is provided connecting compartments 52 and 68 whereas a fluid
line 80 is provided connecting compartments 54 and 66. Each line 78 and 80
has provided therein one or more bleed valves 82.
In Figures 6 and 11 there is shown a valve 12 comprising an outer housing 84
and an inner cylinder bore 86. The bore 86 defines an area 88 of wide diameter
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and an area 90 of comparatively narrow diameter in which a rigidly inter-
connected piston head 92 and rod 94 are located respectively. The head 92 and
rod 94 together provide a piston member. A seal 96 is provided between the
head 92 and internal walls 98 of the area 88. An inlet 100 for the branches 32
of
the air supply line 30 opens into the area 88. An inlet 102 for a branch 20 of
the
fluid line 18 is provided into the area 90. _
The rod 94 has a lower end 104 provided with a bevelled surface which acts to
engage a shoulder or seat 106 in the area 90. From, the area 90 an outlet 108
is
located through the seat 106 whereby movement of the rod 94 into and out of
engagement with the seat 106 controls fluid flow from the inlet 102 to and
from
the outlet 108.
A nozzle 110 is provided in engagement with the valve 12 adjacent the outlet
108 such that fluid flow therefrom will pass through the nozzle 110. The
nozzle
110 has provided thereon a threaded spigot 112 allowing attachment to a
complimentary thread on the outlet 108 of the valve 12 and through which fluid
is
transferred to the rail gauge face of the rail head 40. A variety of nozzles
114,
116, and 118 are shown in Figures 8, 9, and 10 and like numerals denote like
parts. Each nozzle 110, 114, 116 and 118 has a passage 120 provided therein
for the passage of lubricating fluid..The fluid is preferably projected from
the
nozzles 110, 114, 116 and 118 as a stream rather than a spray. Nozzle 114
preferably has a terminal portion 121 of the passage 120 provided at
approximately 72° to the vertical (as opposed to 90° as shown in
nozzles 116
and 118). This causes the nozzle 114 to project a stream of lubricant that
impinges upon the rail gauge face of the rail head 40 at an acute angle and
spreads downwardly only, rather than spreading upwardly also (as is seen when
the stream hits the face at 90° ) which can cause some lubricant to
spread to an
upper face of the rail head 40. The terminal portion 121 of the passage 120
preferably is drilled to about 0.5 ml to 1.0 ml diameter. Tfiis ensures
maintenance of a back pressure in the fluid line 18 thereby preventing rapid
loss
of pressure.
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The sensing means 42 comprises two members 122 and 124 pivotally mounted
at points 126 and 128, respectively to a base mounting member 130 as is best
seen in Figure 12. The points 126 and 128 are intermediate the ends of the
members 122 and 124. The member 122 has a first end 132 pivotally mounted
by way of a guide bar 134 to the bogey 76 on which the rail vehicle 58 is '
supported. A second end 136 of the member 122 is provided with a U-shaped
member 138 having a proximity switch 140 located on each arm thereof. The
proximity switches 140 are finked electrically to the PLC.
The member 124 has a first end 142 pivotally mounted indirectly to the bogey
76
by way of a guide bar 144 whilst a second end 146 has provided thereat a wider
U-shaped member 148 than the member 138. The members 138 and 148 are
positioned in different lateral planes allowing at least a portion of the
member
148 to pass over some or all of the member 138 and the switches 140 upon
turning of the bogey 76 relative to the remainder of the rail vehicle 58.
In use, upon varying of a load carried by the rail vehicle 58 the suspension
of
that vehicle will adjust accordingly whereby the elongate member 48 will move
with respect to the first cylinder 46 thereby producing a consequent movement
in
the elongate member 62 in the cylinder 60 through transfer of fluid between
the
compartments thereof. For example, if a greater load was applied to the rail
vehicle 58 then the elongate members 48 will move upwardly with respect to the
cylinder 46 and the volume of the second compartment 54 will decrease thereby
forcing fluid through the fluid line 80 to the first compartment 66 of the
cylinder
60. This reduces a consequent movement in the elongate member fit thereby
adjusting the position of the valve 12 affixed to the lower end 70 of the
elongate
member 62. The interaction of the cylinders 46 and 60 and the resultant
positioning of the valve 12 with respect to the rail gauge face of the rail
head 40
is shown clearly in Figure 4.
It is important to note that the volume of the cylinders 46 and 60 is
prflvided in a
predetermined ratio, as the volume or magnitude of movement in the elongate
member 48 caused by loading or unloading of the rail vehicle 58 will typically
not
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be of the same magnitude required in the elongate member 62 to adjust the
positioning of the valve 12 connected thereto with respect to the rail gauge
face
of the rail head 40. Further, the bleed valves 82 provided in the fluid lines
78 and
80 allow the purging of the compartments 52, 54, 66 and 68 and allow
adjustment of the fluid levels therein so as to allow accurate setting of the
positioning means 38. A threaded rod running through the hollow elongate
member 62 allows the adjustment of the height of the valve 12 and the collar
74
provided about the upper end of the elongate member 62 ensures there is a
maximum volume or magnitude of downward movement of the elongate member
62 so as to not damage the valve 12 located thereon.
A pressure of between 150 and 300 bar is maintained in the fluid line 18
through
the interaction of the pump 14, the motor 16, the differential pressure switch
22
and the PLC. The pressure switch 22 detects when the pressure of the fluid in
the fluid line 18 reaches either of the extremes and causes the motor 16 to
either
stop or actuate the pump 14. The pressure in the fluid line 18 is able to be
readily determined by way of the pressure gauge 26.
The air supply line 30 delivers an air pressure through the branches 32
thereof
into the area 88 of the valve 12. The air pressure acts upon the broad head 92
of
the piston thereby preventing passage of fluid into the fluid inlet 102 and
through
the outlet 108 whereby it could have been delivered to the rail gauge face of
the
rail head 40. The solenoid valves 34 provided in the branches 32 of the air
supply line 32 may be caused to close by the PLC if the PLC is provided with
an
appropriate signal from the sensing means 42. The sensing means 42 may
provide such a signal from one or both of the proximity switches 140 if the
position of the bogey 76 of the rail vehicle 58 changes relative to that rail
vehicle
58 upon which the base mounting member i 30 is located. The closing of the
solenoid valves 34 allows the pressure maintained in the fluid line 18 to
cause
the movement of the rod 94 of the piston upwardly thereby opening the fluid
inlet
102 allowing fluid to flow therethrough and out the fluid outlet 108 into the
nozzle
120 attached thereto. Upon the signal from the sensing means 42 no longer
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being received by the PLC, such will again open the solenoid valves 34 thereby
allowing the air pressure to again act on the broad head 92 of the piston in
the
valves 12. It is important to note that the fluid delivery from the fluid
outlet 108 is
airless and delivers only the lubricant at the predetermined rate. The area 88
of
the inner cylinder bore 86 also has located therein an air vent allowing the '
movement of the broad head 92 of the piston.
It is envisaged that the valves 12 may be alternatively actuated by a
different
form of fluid or by electrical means in the form of a solenoid valve. It is
further
envisaged that the sensing means 42 may produce a signal from optical,
pneumatic or hydraulic means and derivatives thereof. Further, electrical
switching utilising switches other than the proximity switches 140 is
envisaged to
fall within the scope of the present invention.
Importantly, the rail gauge face lubricating apparatus of the present
invention
allows automatic adjustment of the position of the lubricant delivery means,
being the valve 12, relative to the bogey 76 such that it will maintain a
constant
position in relation to the rail gauge face of the rail head 40 under all
loading
conditions of the rail vehicle 58. As such, irrespective of the load being
carried
by the rail vehicle 58 the nozzles will apply lubricant to the same position
on the
rail gauge face of the rail head 40.
The particular structure of the sensing means 42 of the present invention
allows
limited forward and rearward movement of the bogey 76 with respect to the fail
vehicle 58 without switching of the proximity switches 140. Such an
arrangement
is advantageous and necessary so as to prevent switching upon the common
minor forward and rearward movements of the bogey 76 with respect to the rail
vehicle 58 as are commonly experienced.
Modifications and variations such as would be apparent to the skilled
addressee
are considered to fall within the scope of the present invention.
