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Title: |
1938 Article-Detroit Lubricator Co., Model B Mechaical Lubricator |
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Source: |
Locomotive Cyclopedia of American Practice, 1938, pg. 726 |
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Insert Date: |
10/18/2022 10:30:05 PM |
The “Genuine Detroit” Model A Locomotive Mechanical Lubricator employs the proven elements of the “Genuine Detroit” Model A Locomotive Mechanical Lubricator somewhat more compactly arranged. It thus makes possible a lubricator design having as many as sixteen feeds within a small space. Each feed is a separate unit with individual oil feed adjustment and positively driven from a common drive shaft. The pumping mechanisms arc of the ball check type with packed plungers made of special steel, hardened and ground. The packings, easily and cheaply replaceable, take up any wear that might occur. They are a special type molded in the form of rings and held under compression by springs thus requiring readjustment or replacement only at very infrequent intervals. Experience has shown that this is an efficient method of pumping oil against high pressures to locomotive valves, cylinders, and other points, and for maintaining efficiency over long periods.
Strong Construction and Accessible Parts
The lubricator throughout is a particularly sturdy design made to last for years, with a minimum of maintenance expense. The mechanism operates in a bath of oil. The fact that the feeds lead out of the cover makes installation and tight pipe joints an easy matter.
All parts are readily accessible. The pump units are attached to the cover. By removing eight nuts (10 nuts on the 32 pint Lubricator) and lifting the cover off it is a simple operation to get at any part. The drive arm is strong, of the non-adjustable type, and is cut to proper length at the time of installation. The ratchet is designed for long wear and is provided with multiple pawls for driving and holding, limiting the wheel movement to as little ns one half a tooth for each full stroke of the lubricator drive arm.
The extra large filler cap makes filling particularly easy with warm or cold oil. It is hinged and provided with an ingenious quick-opening and self- locking feature. A rod type oi oil gage, graduated in pints, is placed in the filler cap opening for easy use. This is in addition to a gage glass on the side of the reservoir. Individual strainers of fine mesh screens are provided at the inlet of each feed and are readily removable. These strainers are enclosed by the heater and are covered by a shield ("S”, Fig. 1641) which serves to keep the oil surrounding them hot and at even temperature. The heater is provided with an effective heat control valve at the steam inlet. Thermometer wells ("U") arc provided for testing the temperature of the oil and also serve as air vents.
Secondary Drive for Lubricating Guides and Auxiliaries
A simple and effective arrangement is employed in order to deliver to the guides and auxiliaries the relatively small amount of oil which they require, yet at the same time meet the demand of the valves and cylinders for ample oil supply. This provision avoids waste of oil, eliminates "fine adjustment" of feed adjusting screws, and gives ample working range of adjustment in every feed within the most efficient length of plunger stroke.
When the valves and cylinders only, or the guides and auxiliaries only, are lubricated, the Secondary Drive is not needed so lubricators can be furnished without it. In this case, all feeds are driven directly from the Primary Drive Shaft; the Secondary Shaft Assembly is omitted, and the gear eccentric “FF” is replaced by a plain eccentric collar. However, the same Primary Shaft "E" is used, and the tank is machined so the Lubricator can be converted by the user at any time, to Secondary Drive by the insertion of the necessary parts.
Method of Operation
The Drive Arm (See Fig. 1640) is connected to a reciprocating part of the locomotive so when the latter is in motion, the arm is given an oscillating movement. This movement, operating through a ratchet (consisting of spider "B”, pawls “C” and wheel “D”) develops a rotary motion in shaft “E" Eccentric “FM is keyed to this shaft. Pinion "AA". integral with shaft “E" engages gear “BB” keyed to secondary shaft “CC”. This has an integral pinion "EE”, which in turn drives gear “GG” with eccentric shank “FF".
Eccentrics “F” and "FF” impart an oscillating motion to the plunger lever operating yokes “G” (See Fig. 1641) pivoted on pin “J", which in turn correspondingly moves plunger operating levers “HM", also pivoted on pin “J", thus actuating plungers "K” to make an angular reciprocating cycle. Four levers and plungers are operated by one yoke.
The gear reduction ratio is approximately 5 to 1 so the secondary eccentric “GG” rotates about one- fifth as fast as the drive shaft "E". The pumping mechanism driven by this secondary drive is thereby operated at this reduced speed, causing the corresponding oil feeds to lie diminished proportionally.
The feeds to the valves and cylinders, being operated directly from the Drive Shaft “E”, pump their full quantity of oil.
The pumping mechanism for each feed consists of the plunger "K" (Sec Fig. 1641) working in a header “L”. On the suction or downward stroke, oil which has been warmed by heater “T" and filtered through strainer "M” is drawn past ball checks "T" into space “O". On the up stroke the oil in this space is forced past hall checks "P” into discharge fitting into the oil delivery tubing.
The same dependable high pressure check as used with the Model A is used with the Model B Lubricator for lubricating valves, cylinders, and accessories where superheated or high pressure steam is encountered.
Due to the fact that the Model B can be furnished with any number of feeds from 1 to 16, this Lubricator when used with the "Genuine Detroit" Oil Feed Divider is especially suitable for chassis lubrication. |
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