• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    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.
    公开号:SU1075964A3
    申请号:SU792840610
    申请日:1979-07-13
    公开日:1984-02-23
    发明作者:Бюргер Дитрих
    申请人:Аб Эрик Болин (Фирма)；
    IPC主号:
    专利说明:


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    The invention relates to iron transport DOFGedarmu transport, in particular, to devices for batch lubrication of railroad tracks, which is installed adjacent to the rail.
    A device for portioning lubrication of railroad rails is known, comprising an ejector for supplying lubricant installed along the rail track connected by a hydraulic line to a reservoir with lubricant subordinate to the compressed air source / and the control system ij.
    However, the known device is characterized by an unreasonably large consumption of lubricant, which represents 15 ortgtCHocTb for the environment, and labor intensive.
    The purpose of the invention is to reduce the complexity of service.
    The goal is achieved by the fact that, in a device for batch lubrication of rails of a railway track, an ejector for lubricant supply installed along the track next to the rail, i. connected by a hydraulic line to reserve-25 with a lubricant connected to a source of compressed air and a control system, the latter contains low and high pressure lines connected to a source of compressed air, the first of which is a solenoid valve, which is mainly connected to the signal circuit of railway tracks, and in the second distributors with pneumatic control-. It is connected with the specified solenoid valve, which connects the high pressure line with the ejector, and in the hydraulic line there is a pump driven pneumatically from the low pressure line to supply lubricant from the reservoir to the ejector.
    Moreover, the distributor is a relay valve of the piston type, which is connected on one side with the solenoid valve, and on the other hand, 45 with a high pressure line and an ejector.
    FIG. 1 shows a diagram of the device; in fig. 2 shows a lubricant reservoir, cross section} in FIG. 3-50 pneumatic pump, cross-reference; in fig. 4 - pressure increasing valve, cross section; in fig. 5 - the main parts of the device .55
    The device contains a tank 1 containing compressed air, pressure regulators 2 and 3, one of which is connected to the supply tank with lubricant 4 and to the pump 5 for delivery, lubricant, which in turn is connected to ejector 6.
    On the lines coming from the other pressure regulator 3, there is a control unit in the form of a magnetic valve 7.5
    which controls the supply of compressed air to the amplifier 8.
    The tank with grease 4 (Fig. 2) includes a cylindrical body 9 that has lids 10 and 11 at the wallpaper ends, the upper lid has a connection 12 for the compressed air line from the regulator 2, and the lower lid 11 has a connection 13 for line 14, through which lubricant is supplied to lubrication pump 5. Line 14 has an outlet 15, on which a check valve is installed and through which the tank can be filled with lubricant supplied under pressure. A partition 16 is installed inside the tank 4, which has the ability to move and seal like a piston along the inside of the housing 9. On one side of this partition there is compressed Air, while the other side acts on the lubricant and constantly squeezes it out of the tank through the C 14 line towards the pump 5. The partition 16 eliminates the contact of air with lubricant, which prevents oxidation and eliminates the danger of air leakage into line 1
    Pump 5 (FIG. 3) has an inlet check valve 17 through which lubricant from the reservoir is introduced into the cylinder of pump 18 through line 14. From cylinder 18 leaves output channel 19, which is equipped with a check valve and which is connected to ejector b through line 20. A finger 21, which has the ability to move in cylinder 18, and serves as a pump piston, is directly connected to a working piston 22, which moves under the action of compressed air coming from pressure regulator 2 against the action of a return spring 23.
    Thus, both the supply tank 4 and the pump 5 are supplied with compressed air at a pressure reduced by means of the pressure regulator 2.
    The movement of the working piston is controlled by a three-way valve 24, which is actuated by a pulse valve 25 and returns to its original position when an o-ring seal 26 mounted on the end of the piston rod 27 passes the annular recess 28 in the upper end face. wall. This return movement leads to the fact that the channel 29 releases air for the annular seal 26 into the atmosphere.
    The ejector 6 includes a housing 30, a control piston 31 that can move therein and connected to the rod 32, and a moving plunger 33, which, together with the adjustable piston 34, limits the chamber 35.
    Line 20 from the lubrication pump 5 is connected to the fitting 36. The channel 37 is open in a cylindrical boring, the opening of the valve body near the supports: the foot of the protrusion 38 in the plunger 33.
    The plunger has channels. 39, which open the central boring hole adjacent to them. Since the rod 32 has flat portions 40, a connection is established between the channel 39 and the chamber 35 along the rod 32. The adjustable piston 34 includes a central bore hole 41 in which the washer 42 is located, provided with a passage for the rod 32. The nozzle located next to rails that are lubricated are installed in the threaded outlet 41. At the opposite end of the valve body there is a connection 43 for the amplifier 8. The amplifier 8 has a connection 44 with a solenoid valve.
    The movement of the piston relay 45 associated with the ball valve 46 is controlled by the supply of low pressure air, the air supply being regulated through a magnetic valve. The ball valve controls the channel: between the hole 47, which is directly without pressure drop connected to the compressed air source 1, and the hole 48, which is connected via connection 43 to the actuating valve 6 In one position of movement, the valve opens the channel between two holes 47 and 48, and in a different position of movement, the channel between the opening 48 and the air exhaust hole 49.
    The device works as follows.
    Compressed air at a pressure of 6 bar from the tank is supplied to pressure regulators 2 and 3 at port 47 of amplifier 8. Pressure regulator 3 is set at a pressure of 1.4 bar, which is supplied to a magnetic valve.
    The magnetic valve 7 is electrically connected to the relay so that the signal potential in the rail signal system can activate the magnetic valve. The magnetic valve is connected in such a way, - that in the absence of a current in its winding, it is open, i.e. when the signal potential is applied, the valve will close and close the air channel
    The pressure regulator 2 is set at a pressure of 2 bar, which is supplied to the piston or peregrodka 16 tank with lubricant 4, as well as the driving pressure to the lubrication pump 5 into its connecting hole. Pump 5 begins to work on the creation of pressure.
    When the piston reaches its lower end position, the ring
    26 passes a recess 22, with the result that the channel ijy between the valves 25 and 24 is operated to exhaust air. The valve 24 passes air according to. with its capacity and pressure above the piston is released through the valve 24 so that the spring 23 can return the piston 22 to its former position. Here the piston 22 acts on the tubular rod in the valve 25, due to the movement of which the channel 29 to the valve 24 is again filled with compressed air . The valve 24 now switches to the other side and again passes compressed air to the upper side of the piston 22. At each return stroke, the piston of the pump 21 sucks in lubricant through the inlet of the check valve 17 and during each feed flow the piston of the pump 21 pushes the lubricant through the outlet of the check valve and channel 19 to the ejector 6. When the maximum pressure in the piston chamber 35 of this valve is reached, for example, 72 bar, and in practice around 50 bar due to frictional losses in the line, an equilibrium is reached between the working part of us the wasp, for example, iep piston 22, and the forcing part, janpHMep piston 21, and the forcing transfer stops automatically.
    The pump starts moving again as soon as the backpressure stops as a result of the release of lubricant.
    The ejector chamber 35 is filled with lubricant at a pressure of about 50 bar through fitting 36, channel 37 and plunger channel 39, through grooves 32 formed by flat parts 40. The volume of chamber 35 can be adjusted by turning the adjustable piston 34.
    When a train or other vehicle closes the signal circuit, a voltage is applied to the solenoid valve 7. As a result, the connection between elements 3 and 8 is established through valve 7 and the pneumatic signal in line 14; pressure is transmitted to junction 44 to the booster. At this point, the preset relay 45 rises, causing the ball valve 46 (compressed air pressure of 6 bar) to rise above its seat and open the channel between openings 47 and 48. A pneumatic signal (6 bar) is supplied to the control piston 31 of ejector 7 through connection 43. The control piston 31 with the rod 32 moves forward and the flow of lubricant from the opening 36 to the chamber 35 is closed. The grooves or flat portions 40 of the stem 32 are now displaced so that a connection is formed between the chamber 35 and a portion of the opening 41 located outside the washer 42. This leads to a drop in pressure s of the chamber 35 while pressure is still maintained in the opening 36 equal to 50 bar. In accordance with the selection of areas of the plunger 33, it is moved forward by means of pressure towards the stop of the adjustable piston 34, and a portion of lubricant in the chamber is now ejected through the hole 41 and the nozzle at the outlet end of the hole. The amount of lubricant that passes through channel 37 is immediately replenished with pump 5 until the set pressure of 50 bar is restored. When the train leaves the signal circuit zone, the solenoid valve 7 is excited again and the connection between pressure regulator 3 and amplifier 8 is stopped and amplifier 8 releases air through valve 7. Piston relay 45 of amplifier 8 is moved back due to the action of a return spring and ball valve The high pressure unit assembly pan 46 presses against the opposite seat and closes the connection between the openings 47 and 48 at the same time as the opening 48 is connected to the opening 49 to release air from the space above the control piston 31 6. The projector of return spring 31 returns the control piston, at the same time itself flat portion 40 due to movement of the rod 32 emerges from the abutment position to the washer 42 and the bond between the chamber 35 and the nozzle is stopped. Chamber 35 is again filled with the next batch of lubricant. This supply quantity is also immediately replenished with pump 5 until a predetermined pressure of 50 bar is restored. The proposed device can significantly reduce the complexity of service.
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    权利要求:
    Claims (2)
    [1]
    1. DEVICE FOR PORTIONAL LUBRICATION OF RAILS OF RAILWAY RAILS, containing an ejector for supplying lubricant installed along the path next to the rail, connected by a hydraulic line to a reservoir with lubricant connected to a source of compressed air, and a control system, characterized in that, in order to reduce the complexity of maintenance, the control system contains low and high pressure manifolds connected to a source of compressed air, the first of which contains an electromagnetic valve, which is mainly connected to the signal circuit train tracks, and the second "valve pneumatically controlled by said solenoid valve communicating the high pressure line with an ejector, and in gidromagistrali a pump pneumatically driven by the low-pressure pipe for supplying the lubricant from D 'eervuara to the ejector.
    [2]
    . 2. An apparatus according to claim 1, from L u, and w h e c o f I so that the distribution g is a divisor relay piston type valve connected on the one hand with a solenoid valve, and on the other - with the high pressure manifold and ejector.
    „„ SU ,,,, 1075964 i
    类似技术:
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    US3618709A|1971-11-09|Pressurized lubrication system
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    US2112860A|1938-04-05|Lubricating system
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    SU489293A3|1975-10-25|Antidust device of a railway vehicle
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    SU557944A1|1977-05-15|Rail Brake Air Dispenser
    US3511130A|1970-05-12|Differential reciprocating hydraulic motor
    SU1442316A1|1988-12-07|Arrangement for automatic lubrication
    同族专利:
    公开号 | 公开日
    WO1979000307A1|1979-06-14|
    GB2037379A|1980-07-09|
    DK506778A|1979-05-16|
    GB2037379B|1982-08-25|
    NO151316C|1985-03-27|
    SE7712883L|1979-05-16|
    DE2857205A1|1980-12-18|
    NO151316B|1984-12-10|
    NO783779L|1979-05-16|
    FR2408499B1|1982-06-11|
    CH635282A5|1983-03-31|
    IT7829818D0|1978-11-15|
    IT1101157B|1985-09-28|
    FR2408499A1|1979-06-08|
    BR7808712A|1979-11-20|
    SE429030B|1983-08-08|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    AT220191B|1960-05-14|1962-03-12|Friedmann Kg Alex|Device for spraying liquid using compressed air|
    DE1405687C3|1961-04-11|1973-10-18|Fa. Willy Vogel, 1000 Berlin|Device for the lubrication of wheel flanges on rail vehicles|US4711320A|1985-10-08|1987-12-08|Madison-Kipp Corporation|Wheel flange and rail lubricator apparatus|
    DE3633895A1|1986-10-04|1988-04-07|Wabco Westinghouse Steuerung|DOSING DEVICE|
    AT400427B|1990-12-18|1995-12-27|Gunacker Richard|STATIONARY LUBRICATION SYSTEM|
    AUPN254995A0|1995-04-21|1995-05-18|Craft Nominees Pty Ltd|Rail head lubricating apparatus|
    CN103738354A|2013-07-29|2014-04-23|太原融盛科技有限公司|Automatic oil spraying and lubricating device for inner side of track|
    AT515059B1|2013-10-15|2015-08-15|Nowe Gmbh|Dosing device for dosing and conveying a flowable lubricant|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE7712883A|SE429030B|1977-11-15|1977-11-15|EQUIPMENT FOR PORTION OF LUBRICATION OF RAILWAY AND LIKE|
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