FLANGE OF A RAILROAD WHEEL

SPECIFICATION

[0001] This application claims the benefit of U.S. patent application serial number 62/499,462, filed January 25, 2017, and entitled Gauge Face Wiper Blade, which is hereby incorporated by reference in its entirety and made a part of this application.

Field of the Disclosure

[0002] This invention relates to an apparatus for applying lubricant to the flange of a rail road wheel, and, more particularly, this invention relates to an apparatus for applying lubricant to the inner surface of the flange train wheel and minimizing the application of lubricant to the side and top of the rail.

Background of the Invention:

[0003] The emission of high noise levels and extensive wear of steel wheels and steel rails is a common problem in rail systems, including freight, passenger and mass transit trains. Such problems are directly attributed to the frictional forces generated between the wheel and the railhead during operation of the system. In addition to noise problems and extensive wear of the wheels and rails, negative friction between the two sliding steel surfaces cause slip-stick oscillations. This, in turn, results in inefficient as well as sub-optimum performance.

[0004] For these reasons for many years railroad companies have applied grease or other lubricants to the sides of the rail at curves, switches and so forth. The reduction in friction can reduce wear on both the rail and the wheel flanges and can maximize fuel use and minimize maintenance.

[0005] As used herein the term gauge face means the side of the rail facing toward the other rail or the interior side of the rail and gauge corner means the transition from the top of the rail to the side of the rail.

[0006] There have been in the past and are now many designs of lubricators and also the means of triggering the use of the lubricators so that lubricant is automatically applied to the gauge face and gauge corner of the rail as the train is passing. Examples of such commercially available gauge face or top-of-rail lubricators and trigger mechanisms located on the side of the track (a/k/a "wayside") are the Electro™ 5, 6, 10, 15, 20 and 30 products available from Whitmore Europe located in Hertfordshire, UK. See, www.whitmores.com/applicationequipmeiU/rail-appUcators. See also, GB patents 2405910 and 2416006.

[0007] One of the problems these prior art devices may have is that the lubricant is not picked up or carried down the rail far enough. This occurs because the wheel flange contacts the lubricant on the gauge face and gauge corner and splashes it off the gauge face and gauge corner rather than being carried down the rail on the train wheel.

[0008] Another problem with existing systems is that they can cause an undesirable amount of head or top-of-rail contamination. The head contamination occurs when the lubricant is injected through a wiper blade that gets pushed onto the top-of-rail when there is an excess of grease or lubricant. Head contamination needs to be avoided because it can result in less friction between the train wheel and the top of the rail and this decrease in friction can cause multiple problems (e.g. loss of traction and decreased braking due to reduced friction).

[0009] Therefore, the needs exist for a lubricant applicator that increases the carry down of the lubricant on the wheel flange but minimizes the amount of head contamination.

[00010] It should be understood that the above-described discussion is provided for illustrative purposes only and is not intended to limit the scope or subject matter of the appended claims or those of any related patent application or patent. Thus, none of the appended claims or claims of any related application or patent should be limited by the above discussion or construed to address, include or exclude each or any of the above- cited features or disadvantages merely because of the mention thereof herein.

Brief Summary of the Invention:

[00011] In order to maximize the carry down of lubricant used to reduce the friction between the flange of a railroad wheel and the gauge face and gauge corner of a rail and to minimize the amount of head contamination, the present invention comprises a first longitudinal member having an entry port, at least one exit port along one edge of this first longitudinal member and at least one open passageway extending from the entry port to the exit port. The present invention also includes a second longitudinal member having a first edge and a second edge, with the second member being positioned adjacent to and substantially parallel to the first member so that the first edge of the second member extends above the at least one exit port of the first member. The present invention also includes a clamp or other means to affix the second member to the first member. In this manner, lubricant may be injected into the entry point, passing through the passageway and exiting at the exit port of the first member. With the first edge of the second member being above the first edge of the first member, the lubricant is deflected as it exits away from the gauge face and onto the flange of the railroad wheel.

[00012] In another embodiment, the present invention may also include a third longitudinal member position generally parallel to the first longitudinal member and supporting a first insert which is configured for engaging the flange of the railroad wheel.

[00013] In yet another embodiment, the present invention may also include a second insert which is supported by the first insert and comprises a pliable membrane. The second insert is configured to be compressed by the flange of the railroad wheel as it passes over preventing lubricant from seeping past the bottom of the flange of the railroad wheel.

[00014] The use of the third member in combination with the first insert and possibly the second insert can contain some of the lubricant that is not initially deposited on the first wheel flange but can be picked it up from the third member by subsequent flanges of railroad wheels.

[00015] Accordingly, the present disclosure includes features and advantages which are believed to enable it to most effectively place friction control compositions onto the flange of a railroad wheel.

Brief Description of the Drawings:

[00016] Figure 1A is a general layout of a prior art controller and rail applicator used to introduce lubricant onto the gauge face of a rail. [00017] Figure IB is a prior art distributor of the lubricant at the rail side, also known as a blade.

[00018] Figure 2 is a perspective view of the present invention.

[00019] Figure 3 is a cross-sectional view of the present invention taken along line

3-3 of Figure 2.

[00020] Figure 3 A is a detailed blowup of a portion of Figure 3.

[00021] Figure 4 is an elevated rear view of the present invention.

[00022] Figure 5 is an exploded elevated rear view of the present invention.

[00023] Figure 6 is a cross-sectional view of the present invention taken along line 6-6 of Figure 5.

Detailed Description of the Invention:

[00024] Characteristics and advantages of the present disclosure and additional features and benefits will be readily apparent to those skilled in the art upon consideration of the following detailed description of exemplary embodiments of the present disclosure and referring to the accompanying figures. It should be understood that the description herein and appended drawings, being of example embodiments, are not intended to limit the claims of this patent or any patent or patent application claiming priority hereto. On the contrary, the intention is to cover all modifications, equivalents and alternatives falling within the spirit and scope of the claims. Changes may be made to the particular embodiments and details disclosed herein without departing from such spirit and scope.

[00025] In showing and describing preferred embodiments in the appended figures, common or similar elements are referenced with like or identical reference numerals or are apparent from the figures and/or the description herein. The figures are not necessarily to scale and certain features and certain views of the figures may be shown exaggerated in scale or in schematic in the interest of clarity and conciseness.

[00026] As used herein and throughout various portions (and headings) of this patent application, the terms "disclosure", "present disclosure" and variations thereof are not intended to mean every possible embodiment encompassed by this disclosure or any particular claim(s). Thus, the subject matter of each such reference should not be considered as necessary for, or part of, every embodiment hereof or of any particular claim(s) merely because of such reference.

[00027] The term "coupled" and the like, and variations thereof, as used herein and in the appended claims are intended to mean either an indirect or direct connection or engagement. Thus, if a first device couples to a second device, that connection may be through a direct connection, or through an indirect connection via other devices and connections.

[00028] Certain terms are used herein and in the appended claims to refer to particular components. As one skilled in the art will appreciate, different persons may refer to a component by different names. This document does not intend to distinguish between components that differ in name but not function.

[00029] Also, the terms "including" and "comprising" are used herein and in the appended claims in an open-ended fashion, and thus should be interpreted to mean

"including, but not limited to " Further, reference herein and in the appended claims to components and aspects in a singular tense does not necessarily limit the present disclosure or appended claims to only one such component or aspect, but should be interpreted generally to mean one or more, as may be suitable and desirable in each particular instance. [00030] Preferred embodiments of the present disclosure thus offer advantages over the prior art and are well adapted to carry out one or more of the objects of this disclosure. However, the present disclosure does not require each of the components and acts described above and are in no way limited to the above-described embodiments or methods of operation. Any one or more of the above components, features and processes may be employed in any suitable configuration without inclusion of other such components, features and processes. Moreover, the present disclosure includes additional features, capabilities, functions, methods, uses and applications that have not been specifically addressed herein but are, or will become, apparent from the description herein, the appended drawings and claims.

[00031] The present invention now will be described more fully hereinafter with reference to the accompanying drawings, in which some preferred embodiments of the invention are shown. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Like numbers refer to like elements throughout.

[00032] Referring now to Figures 1A and IB, the prior art is shown which illustrates schematically a railway track 50 having rails 51, 52 and a trackside pump enclosure 53. A wheel sensor 54 associated with one of the tracks creates a signal every time a wheel passes over that piece of track. The signal is related to a control gear or control means in the enclosure by way of a wheel sensor cable 55. The trackside enclosure is of a robust, waterproof construction and may include an optional external gear capacity gauge 56 to show the level of lubricant in the lubricant reservoir (not shown) inside the enclosure. During operation lubricant from the reservoir is pumped through lubricant distribution hoses 61 to lubricant distributor blades 62 located on the side of the track to be lubricated. The foregoing disclosure is from GP 2405910 which is hereby incorporated by reference and made a part hereof.

[00033] Referring now to Figure IB, the prior art distributor blade 62 is shown located on the side of the track. Lubricant 63 is shown exiting ports 64 of blade 62. Typically, blades 62 are about 24 to 70 inches long and, preferably about 55 inches to about 65 inches, and most preferably about 60 inches long. Each blade 62 is generally positioned in close proximity to the adjacent one in order to lubricate the entire circumference of a wheel. Each blade 62 would be on the same gauge face of the same rail. If they are to be used to minimize friction on a curve, blades 62 are typically installed about 100 m before the tangent of the curve. If it is a right-hand curve, the train will push the flanges against the left rail due to centrifugal force. Therefore, the blades would be installed on the gauge face of the left rail upstream the curve. Conversely, if it is a left turn, centrifugal force will push the train against the right rail and blades 62 would be installed on the gauge face of the right rail upstream the curve. If the curve is both a right and a left turn, then blades 62 would be installed on both gauge faces of the left and right rails upstream the curve.

[00034] Referring now to the Figures 2-3 of the present invention, train wheel 300 with wheel flange 301 is shown sitting or riding on rail 200. Rail 200 is comprised of gauge face 201, gauge corner 203, top-of-rail 204 and base 202. A blade 102 is supported by brackets 119. Brackets 119 are in turn attached to base 150. Base 150 is secured under the base 202 of rail 200 by clamp 158. A base 150 is located at either end of blade 102 and there may be one or more intermediate supports 151 as shown in Figures 2 and 5. [00035] Referring now also to Figure 6, blade 102 comprises a blade portion 102a and a manifold portion 102b. Manifold portion 102b includes a series of passageways 170 to permit the flow of lubricant 63 once it enters blade 62 at entry port 172 as shown in Figures IB and 6. Passageways 170 extend through manifold portion 102b and blade portion 102a and exit at a series of ports 64 proximate top edge 176 of blade 102. In this manner, as lubricant 63 is introduced into entry port 172 it flows through passageways 170 and at ports 64.

[00036] Referring now to Figures 3, 3A and 4, separator 101 is mounted adjacent to blade portion 102b. Separator 101 keeps top edge 176 of blade 102 at a predetermined distance from gauge face 201. Top edge 179 of separator 101 is selected to be placed a distance "d" above the top of ports 64 along edge 176. Distance "d" is preferably about 6 to about 10 mm, and more preferably about 8 mm. In this manner, as lubricant 63 exiting ports 64 it is deflected away from gauge face 201 by separator 101 toward inner surface 302 of flange 301. This is shown by lubricant 63 in Figure 3A. The length of exit port 64 should be about 16 mm to about 40 mm, and preferably about 28 mm to about 32 mm.

[00037] Referring also now to Figures 4 and 5, separator 101 is straight along edge 179 and has a "P" shaped configuration at its lower edge 181. Alternatively, lower edge 181 may have an "L" shaped. This P or L protrusion of separator 101 is placed within groove 138 near the top of manifold portion 102b and held in position by bracket 107. Bracket 107 may be coupled to manifold 102b and blade portion 102b by screws 108. In yet another embodiment, separator 101 may be coupled to manifold 102a or blade portion 102b using adhesives.

[00038] Preferably, separator 101 should be made of an elastomer such as product EXSDA-000051-C available from Martins Rubber Company of Southampton, S014 3PE, U.K., www.martins-rubber.co.uk. Such an elastomeric separator 101, in at least one embodiment, has the following characteristics: Shore hardness in the region of about 30 Shore A to about 60 Shore A. Length 39mm, thickness 4mm, diameter 8mm for a "P profile". Elastomers with the correct hardness and other physical characteristics are available commercially from Batchelor Polyurethanes Ltd from the UK. However, it may be desirable for the end user to mold or machine the elastomeric separator into the desired size and shape which process is well known to those skilled in the art based on this disclosure.

[00039] Figures 4 and 5 show at least one embodiment of separator 101 coupled to manifold 102a and blade portion 102b. In this embodiment, manifold 102a and blade portion 102b are integral. As shown in Figure 4, this bracket style coupling arrangement allows for existing manifolds to be retrofitted with separator 101.

[00040] In another embodiment, manifold 102a may can be machined or formed such that clamp 107 is not necessary. For example, manifold 102a could have an integral cavity that would allow separator 101 to be slid into place using the P or L protrusion at the bottom of separator 101. Alternatively, the female attachment mechanism could be designed into separator 101 and the male attachment means could be a P or L protrusion on manifold 102a.

[00041] Referring still to Figures 3 and 3 A, blade 102/separator 101 should be positioned as close as possible to gauge face 201. In order to elevate edge 179 of separator 101 to the best location adjacent gauge face 201, shim plates 121 may be inserted below clamp 119 and above top surface 153 of clamp 150. In this manner, it is possible to achieve an optimum position relative to the anticipated depth of flange 301 of rail wheel 300 as will be discussed in more detail below. [00042] Referring now to Figures 3-5, trough 103 is attached by brackets 119 to blade 102. Insert 105, preferably elastomeric, is supported within trough 103, and a pliable insert 104, preferable foam, is supported on top of insert 105 and held in position within trough 103 by fasteners 111. In this manner, trough 103 may be held firmly in position adjacent blade 102. Thus, trough 103 in combination with inserts 104/105 serve to provide a firm base against which the bottom 303 of flange 301 may touch as it passes over.

[00043] During operation, top 204 of rail 200 will become worn over time and bottom 303 of flange 301 would ride deeper within inserts 104/105. Pliable insert 105 serves to provide variance to accommodate the particular depth that a given flange 301 would dig in. Since insert 105 is pliable it can assume its original position once the train passes. Referring to detailed Figure 3A, inserts 104/105 provide a sealed edge 401 within cavity 402 minimizing the seepage of lubricant 63 beyond the bottom 303 of flange 301 or seal 401. This then serves to push lubricant 63 up along inner surface 302 of flange 301 and is carried down the track. Trough 103 may be used only with insert 104, but at other times pliable insert 105 may be used to provide pliable depth so that lubricant can rest on it and then be carried down the track a little later by other flanges 301 of subsequent wheels 300. It is important in both the case of either insert

104 or insert 105 that the portion of the trough that will come into contact with wheel flange 301 is malleable enough and robust enough to withstand this contact with wheel flange 301. The hardness of insert 104 would be in the region of about 40 Shore A to about 60 Shore A. The hardness of insert 105 would be in the region of about 30 Shore A to about 40 Shore A. It may also be desirable for the end portions of inserts 104 and

105 to be tapered so that contact with wheel flange 301 is less likely to cause damage. [00044] As noted above, separator 101 is designed to keep blade 102 at a sufficient distance from gauge face 201 to prevent lubricant from contacting gauge face 201 immediately upon exiting ports 64. Furthermore, this spacing of blade 102 away from gauge face 201 results in most of the lubricant exiting ports 64 to be directed away from rail head 201 and instead onto the inner surface 302 of wheel flange 301. And, inserts 104/105 within trough 103 serve to provide an outer edge seal 401 for cavity 402 thereby preventing the lubricant from being squirted under flange 301 but rather instead being pushed up inner side 302 of flange 301 to provide enhanced lubrication or remain on the inserts 104/105 to be picked up by subsequent wheel flanges 301.

[00045] An experiment of the present invention was performed to determine the Lubricator Placement Number (LPN). The LPN is the travel distance of lubricant from the applicator/blade 62 down the track to determine how far the lubricant was displaced by the flange of a railroad wheel through a series of curves. The lubricant travel was measured (1) by the use of a railroad handheld or mobile tribometer, model Hand Push 01382 manufactured by L. B. Foster Rail Business of Sheffield S9 2TX, U.K. www.lbfoster.co.uk and (2) by finger swipes on the gauge face of the rail. The larger the LPN the further apart the applicators maybe located. The experiment also required that within 50 feet of the applicator/blade 62 the coefficient of friction on the rail head remain above 0.35 to ensure adequate friction for breaking. In essence this ensures that lubricant is not splattered onto the rail corner and rail top. Using the present invention, the resulting LPN was measured to be about 2.5 times greater than the LPN for the prior art system such as ELECTRO™ 5 as discussed above. Furthermore, the coefficient of friction remained above 0.35 within 50 feet of the present invention to satisfy the breaking requirements. [00046] This invention has been described with reference to the preferred embodiments. Obvious modifications and alterations will occur to others upon reading and understanding the preceding detailed description. It is intended that the invention be construed as including all such modifications and alterations.