Patent Application
20140339022
The present disclosure relates to a lube car, and more particularly to a lube car for dispensing lube onto rails underlying a consist of a locomotive system.
Typically, locomotives travelling on railroads from one location to another location may traverse straight sections, curved sections, and gradient sections in the railroad. However, a locomotive pulling or pushing one or more cars may need an increased tractive effort to overcome frictional forces between wheels of the trailing cars. Thus, lubrication may be required on the railroads to reduce an amount of friction between the wheels of the trailing cars and hence, reduce the amount of tractive effort needed in pulling these cars.
Wayside lubricating systems installed alongside the railroads dispense lube onto the railroads. In some cases, the wayside lubricating systems may be positioned at remote locations. This may require personnel to visit such remotely located lubricating systems for routine functions such as servicing or refilling of lube.
Other traditional methods of lubricating may employ a hi-rail car containing lube dispensers. This method may require personnel to drive the hi-rail cars over the railroad at least once before the locomotive and the cars travel on the railroad. However, when the locomotive passes over the lubricated railroad, wheels of the locomotive may have a reduced co-efficient of friction with the railroads thereby tending to slip on the railroads. Therefore, locomotives running over pre-lubricated railroads may require an increased amount of tractive effort in pulling or pushing the cars and hence, encounter difficulty in powering the cars. Further, personnel required to drive the hi-rail car may entail additional costs, effort and time.
U.S Published Application 2011/0061973 ('973 application) discloses a lubrication system contained within the body of a non-freight carrying intermodal container for lubricating a pair of rails of a train track. The lubrication system includes at least a lubricant holding tank for holding lubricant, a lubricant dispensing pump, and one or more hoses connected to the lubricant holding tank for directing a flow of the lubricant to one or more nozzles. The nozzles are positioned to distribute lubricant to at least a top of the pair of rails. The nozzles may be mounted with respect to a car body, floor, or axle trucks. The container is easily moved and repaired via its corner fittings, for example. However, the '973 application incorporates the lubrication system within the body of the non-freight carrying intermodal container whereby such an arrangement may pose constraints to handle or maintain the lubrication system independent of the container. Further, the '973 application may require shunting of cars in order to variably position the lubrication system within a consist of cars driven by the locomotives.
In one aspect, the present disclosure provides a lube car for a locomotive configured to power a consist of revenue cars. The lube car includes a control unit, and a dispensing unit. The control unit is configured to determine one or more of a rolling resistance of the revenue cars, and a number of revenue cars trailing the lube car in the consist. The control unit is further configured to generate a control signal based on the determined rolling resistance, and number of revenue cars trailing the lube car in the consist. The dispensing unit is operatively connected to the control unit, and is configured to dispense lube onto an underlying rail based on the control signal.
In another aspect, the present disclosure discloses a locomotive system including a locomotive, a consist powered by the locomotive, and a lube car. The lube car includes a control unit, and a dispensing unit. The control unit is configured to determine one or more of a rolling resistance of the revenue cars, and a number of revenue cars trailing the lube car in the consist. The control unit is further configured to generate a control signal based on the determined rolling resistance, and number of revenue cars trailing the lube car in the consist. The dispensing unit is operatively connected to the control unit, and is configured to dispense lube onto an underlying rail based on the control signal.
In another aspect, the present disclosure discloses a method of lubricating rails underlying a consist of a locomotive system. The method includes determining one or more of a rolling resistance of the revenue cars, and a number of revenue cars in the consist. The method further includes generating a control signal based on the determined rolling resistance, and the number of revenue cars in the consist. The method further includes dispensing lube onto the underlying rails based on the control signal.
Other features and aspects of this disclosure will be apparent from the following description and the accompanying drawings.
The present disclosure relates to a lube car for dispensing lube onto rails underlying a consist of a locomotive system.
The locomotive system 100 can further include a consist 106 of revenue cars 108, 110, 112, and 114 coupled one behind the other. The consist 106 can be powered by the locomotive 102 such that wheels 116 of the revenue cars 108, 110, 112, and 114 roll on the rails 104. Although four revenue cars 108, 110, 112, and 114 are shown in various embodiments herein, it is to be understood that the number of revenue cars shown is merely exemplarily in nature, and hence, non-limiting of this disclosure. Thus, the consist 106 may include any number of revenue cars therein. In one embodiment as shown in
The locomotive system 100 further includes a lube car 124. In an embodiment as shown in
In one embodiment as shown in
Although specific positioning of the lube car 124 is disclosed in various embodiments herein, the positioning of the lube car 124 is merely exemplary in nature and hence, non-limiting of this disclosure. Further, there may be more than one lube car 124 interspersed with or within the consist 106. Therefore, the specific positioning and number of lube cars 124 if any, may be based on requirements in lubrication of the wheels 116 of the revenue cars 108, 110, 112, and 114 trailing thereof, which will be evident from the appended disclosure.
In an embodiment as shown in
In an embodiment as shown in
The body 130 of the lube car 124 may be configured to store lube, for example, oil, grease, or any other type of lube commonly known in the art. A physical state of the lube under ambient conditions of atmosphere may be, but not limited to, a solid state, a liquid state, or a semi-solid state. Further, liquid lubes having properties similar to that of Newtonian or non-Newtonian fluids may also be stored within the body 130 of the lube car 124.
As shown in
In an embodiment as shown in
In an embodiment as shown in
In another embodiment as shown in
Numerous commercially available microprocessors can be configured to perform the functions of the logical controller 152. It may be appreciated that the logical controller 152 could readily be embodied in a general machine microprocessor capable of controlling numerous lube car functions. The logical controller 152 may include a memory, a secondary storage device, a processor, and any other components for running an application. Various other circuits may be associated with the logical controller 152 such as power supply circuitry, signal conditioning circuitry, solenoid driver circuitry, and other types of circuitry. Various routines, algorithms, and/or programs can be programmed within the logical controller 152 for execution thereof.
In a situation where the puller and pusher locomotives 118, 122 are both employed to power the consist 106 in the locomotive system 100, the strain in the frame 126 of the lube car 124 may be influenced by a weight of the pusher locomotive 122 trailing the consist 106. Thus, the weight sensors 148 on the frame 126 may provide an erroneous value of the weight of the consist 106 to the processor 150. However, in such a situation, an operator may provide the input signal 154 to the logical controller 152 of the control unit 142 indicative of the presence of the pusher locomotive 122. Alternatively, the logical controller 152 may receive the input signals 154 from the transponder 160 on the pusher locomotive 122.
Further, the processor 150 disclosed herein may multiplex signals from the weight sensors 148 and the logical controller 152 to compute and deduce the rolling resistance of the revenue cars trailing the lube car 124 in the direction of travel 120. In one exemplary embodiment, the pusher locomotive 122 may weigh 40 tonnes while a signal 162 from the weight sensors 148 on the frame 126 of the lube car 124 outputs a weight value of 1180 tonnes. The processor 150 may then apply suitable factors to the values and perform pre-determined subtraction methods to deduce the actual rolling resistance of the trailing revenue cars without the pusher locomotive 122. Hence, in the preceding embodiment, the processor 150 may subtract 40 tonnes from 1180 tonnes to output a processed signal 164 indicative of 1160 tonnes. This signal 164 may be representative of the actual rolling resistance of the trailing revenue cars and is input to the logical controller 152.
Another exemplary way of deducing a weight and hence, the rolling resistance of the revenue cars is to deduce the rolling resistance from a co-relation between the weight of the revenue cars and a tractive effort at the puller and pusher locomotives 118, 122. In this way, the weight of the revenue cars alone can be approximated while factoring a weight of the pusher locomotive 122 into the calculations. Although some exemplary models are disclosed herein for the purposes of calculation, one having ordinary skill in the art will acknowledge that the rolling resistance between the wheels 116 of the consist 106 and the rails 104 is proportional to a weight of the revenue cars in the consist 106. Further, the rolling resistance may also be dependent on various other factors such as a grade of the rails 104, a curve in the rails 104, air resistance, resistance offered by bearings (not shown) at the wheels 116, such as journal bearings and the like. Therefore, several other mathematical and/or logical models factoring the aforesaid parameters and including reductive, additive, multiplicative, divisible, or even exponential factors may be contemplated, and employed in computations to specifically determine the rolling resistance of the revenue cars. Hence, the aforesaid exemplary calculation models are merely exemplary in nature, and hence, non-limiting of this disclosure.
As disclosed earlier herein, the logical controller 152 may be configured to include various types of circuitry. One such circuitry disclosed herein is a solenoid driver circuitry compatible with electrically operated solenoids commonly known in the art. Therefore, as shown in
In one embodiment, the control unit 142 is configured to control an amount of lube dispensed onto an underlying rail. In another embodiment, the control unit 142 is configured to control a rate of dispensing the lube onto the underlying rail. In an alternative embodiment, the control unit 142 may be configured to control an amount of lube and a rate of dispensing the lube simultaneously.
At step 604, the method 600 further includes generating a control signal 146 based on the determined rolling resistance, and the number of revenue cars in the consist 106. At step 606, the method 600 further includes dispensing lube onto the underlying rails 104 based on the control signal 146. In an embodiment, dispensing lube onto the underlying rails 104 includes controlling the amount of lube dispensed onto the underlying rails 104 in each dispense. In another embodiment, dispensing lube onto the underlying rails 104 includes controlling the rate of dispensing the lube onto the underlying rail.
Typically, locomotives travelling on railroads from one location to another location may traverse straight sections, curved sections, and gradient sections in the railroad. However, a locomotive pulling one or more cars may need an increased tractive effort to overcome frictional forces between wheels of the trailing cars. Thus, lubrication may be required on the railroads to reduce an amount of friction between the wheels of the trailing cars and hence, reduce the amount of tractive effort needed in pulling these cars.
One way of lubricating the railroads is by installing wayside lubricating systems alongside the railroads to dispense lube. However, in some cases, these wayside lubricating systems may be positioned at remote locations. This may require personnel to visit such remotely located lubricating systems for routine functions such as servicing or refilling of lube.
Other traditional methods of lubricating may employ a hi-rail car containing lube dispensers. However, this method of lubricating the railroads requires personnel to drive the hi-rail cars over the railroad at least once before the locomotive and the cars travel on the railroad. Further, slippage may occur between wheels of the locomotive and the railroad with use of the hi-rail car thus increasing the required amount of tractive effort. Furthermore, personnel employed to drive the hi-rail car may entail additional costs, effort and time.
With the lube car 124 of the present disclosure, the lube car 124 may be trailed by the locomotive 102 along with the consist 106 of revenue cars 108, 110, 112, and 114. Further, the lube car 124 may be positioned anywhere along the length of the consist 106. To this end, the lube car 124 may be easily hoisted and moved around to variably position within the consist 106. The smaller weight and size of the lube car 124 along with the lifting attachments 134 make it easier for handling the lube car 124 with the help of a gantry crane, for example. Thus, use of the lube car 124 disclosed herein, may do away with shunting the revenue cars 108, 110, 112, and 114 of the consist 106 which may be uneconomical.
Flexibility to variably position the lube car 124 also allows an adjustment of lubrication to a desired degree based on the lubrication requirements of the trailing revenue cars 108, 110, 112, and 114. Further, the lube car 124 may be serviced at yards typically used for servicing other types of rail vehicles as compared to the remotely accessible wayside lubricating systems located alongside the railroad. Therefore, various functions such as refilling, maintenance, and servicing of the lube car 124 may be easily accomplished.
Furthermore, the control unit 142 when implemented on the lube car 124 may also control one or more of the quantity of lube dispensed, and the frequency of dispense such that the lubrication of the rails 104 is optimized to reduce a tractive effort required at the locomotives 118, 122. Therefore, implementation of the control unit 142 may improve an overall efficiency and performance of the locomotive system 100 thus improving profitability and reducing exorbitant costs associated with operation of the locomotive system 100.
While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed machines, systems and methods without departing from the spirit and scope of what is disclosed. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.
