VEHICLE LUBRICATION

CONTENTS

  • Introduction

  • Pump

  • The system of progressive distribution
  • Chasis lubrications of Truck/Bus
  • Tubings & Fittings
  • Control Box
  • Advantage of the system

  • Lubrication for heavy duty earth moving equipments
  • Wheel Flange Lubrication for Railway Locomotive
  • INTRODUCTION

    CENLUB has been manufacturing various lubrication systems for oil & Grease to serve the industrial applications for the last 15 years. Being pioneer in this field and following the motto of friction free running of industries, CENLUB is venturing out for the chassis lubrication of vehicles and earthmoving equipments in an efficient manner.


    As earthmoving equipments work in field & roads under difficult environmental conditions. It becomes utmost important that lubrication points on chassis must be taken care of by a proper sophisticated centralized Lubrication systems. In absence of the proper Lubrication system, dust may enter & act as an abrasive, resulting in fast wearing out of the joints & parts, thus leading top frequent breakdowns of the vehicle.

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    CENTRALISED VEHICLE CHASSIS LUBRICATION SYSTEM

    The System comprises of :

    Pump

    Master Block

    Secondary Blocks

    Tubings & Fittings

    Control Box

    PUMP

    Manual Grease Pump Model CIL-GP-700

  • It is a manually operated Grease Pump with two outlets.

  • It has got a steel reservoir for storing the grease.

  • On the first stroke of the handle grease comes out from the reservoir under heavy pressure of max. 150 kg cm2.

  • When the handle is pulled back because of the positive suction and spring loaded piston, the grease is pushed into the suction port of the cylinder and ready for the next cycle.

  • There is a telltale rod connected with the piston which indicates the level of the grease in the reservoir.

  • For filling the grease into the reservoir utmost care must be taken against entry of any foreign particle into the reservoir.

    Grease can be filled from the bottom opening specified on the pump or from the top after opening the lid in both the cases grease quality must be ensured both in terms of lubricant as well as cleanliness.

    Discharge Volume : 1.0 cc/stroke
    Max. Pressure : 150 kg.cm2
    Reservoir capacity : 700 cc
    Grease : From 00-NLGI 1
    Net Weight : 1.75 kg

  • b) Electrically operated Pump of 12V/24V DC It has built-in reservoir. These type of pumps are quite accepted on earthmoving equipment like shovels, dumpers, excavators, buses and trucks. These pumps have different plunger pumps which are connected to the secondary block on the chassis. Normally 3 plunger pumps are sufficient to cover 25-30 points. The pump is so designed that no foreign particle goes into its reservoir The reservoir once filled with grease is sealed with lock and key arrangement.


     

    Discharge Volume : 3 gms / min / pump
    Maximum Pressure : 200 kg/cm2
    Reservoir capacity : 2.0 kg
    Grease : Upto NLGI 2
    Pumping Elements: 3 max.

     

     

     

     

    Discharge : 3 gms / min / pump
    Electric Supply : 12 / 24 Volt DC
    Reservoir capacity : 1 kg
    Grease : NLGI 2
    Max. Pressure: 200 Bar

    Discharge : 2gm /min/pump
    Eectric Supply : 24 Volt DC Reservoir capacity : 1 kg
    Grease : NLGI 1
    With On - Off Cycle Timer

    Discharge : 2gm /min/pump
    Electric Supply : 24 Volt DC
    Reservoir capacity : 1 kg
    Grease : NLGI 1
    With On - Off Cycle Timer
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    THE SYSTEM OF PROGRESSIVE DISTRIBUTION

    In chassis lubrication system, the metering of grease is done with the help of master as well as secondary blocks. These blocks are of quite complicated construction and are selected very carefully to eject right amount of grease to lubrication points. The specification of these blocks are given hereunder.

    Progressive Block Model CIL-R Series

    I. CIL-R type is a single-line grease distributor which measures accurate amount of grease discharged from pump and it supplies oil to each lubrication suppliers in order.

    II. When distributor completes 1 cycle indicator moves back and forth on time. if any single pipe is blocked, distributor stops its operation. So, any problem can be detected immediately.

    Type CIL-R 4R 6R 8R 12R
    Discharge -point (N1) 4 Hole 6 Hole 8 Hole 12 Hole
    Discharge Volume 0.3 cc/st.
    Lowest operating pressure 15 kg/cm2
    Highest operating pressure 150 kg/cm2
    In-let PF 1/4" PF 1/8"
    Out-Let PF 1/8"
    Material Die Cast Aluminum
    Net-weight (kg) 0.6 0.6 0.6 0.7
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    CHASIS LUBRICATION OF BUS /TRUCK

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    TUBINGS & FITTINGS

    As the vehicle chassis lubrication system is operated at a main pressure of 100-150Kg/ cm and the line joining secondary block to the lubrication points, normally operates at 40-50Kg/cm2, corresponding tubing and fittings are recommended to be used Generally the fittings are of the following nature:

    1. From the pump to the master block 10mm OD seamless pipe is used with compression type of fitting.

    2. From the master block to secondary block 6mm OD seamless pipe is used.

    3. From the secondary block to the lubrication points again 4mm OD seamless pipe is used with compression fittings.

    4. Many times where the points are moving on the chassis, necessary hoses are used.

    5. Particularly in the case of propeller shaft which is rotating while the vehicle is moving It is not possible to connect the fittings on the lubrication pints. In that case quick connector type coupling is used whenever vehicle becomes stationary, these couplings are connected to the propeller pints for lubrication of these points This is, of course, done at the service station. Once the lubrication of propeller shaft is over connector coupling with hoses to be removed and attached on the chassis with the help of suitable clamps. For on board pump lubrication system, propeller shaft joints are not possible to be lubricated They are lubricated manually as and when required.

    6. Care must be taken that all pipes are properly clamped As regards hoses, they should not hang loose and must be of smallest length possible.

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    CONTROL BOX

    To actuate the lubrication system for greasing, a control box is provided This is normally fitted in the driver's cabin The control box has facility for ON time as well as OFF time for lubrication cycle This ON-OFF cycle is sellable which is normally kept 1-2 min ON and 4-6 hrs. OFF. However, rt actually depends upon type of vehicle and working condition A manual push button is also incorporated to lubricate the points depending upon driver's choice On ignition (start) of vehicle, first OFF time is counted. The control box gets power from main battery (12V/24V) of vehicle.

    It is also possible to cycle the lubrication w.r t. distance traveled by vehicle For example if setting on control box is done for 500 Km. lubrication of all the points of chassis shall take place automatically after coverage of said distance.

    In case of failure of lubrication on any point of chassis. 1UB FAULT' signal shall appear and remedial action can be taken.

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    ADVANTAGE OF THE SYSTEM

  • ENSURES EACH POINT IS GREASED

    The system ensures that grease reaches each point connected to the system unlike in manual point to point greasing where the person doing greasing may forget or miss some points In centralized system, this is just not possible as all lubrication points are connected to one central source (pump).

  • PROPER AMOUNT OF GREASE

    The system ensures that proper amount of grease as recommended reaches each point. In the manual point to point greasing, very frequently the grease nipples having spring loaded balls are sticky Grease may not really go in and falsely show up that grease has been pumped in by its overflow outside.

  • GREASING WHILE VEHICLE RUNNING

    Greasing can be done while the vehicle is in the running condition It need not be brought for this purpose to the garage.

  • MINIMISES GREASE WASTAGE

    In manual point to point greasing, the general method is to keep pumping the grease till it starts flowing out This wastes grease as well as needs subsequent cleaning of the points If points are not cleaned, dirt & dust accumulates on those points and further greasing become difficult In centralised system required amount of grease is ejected to lubrication point; hence there is no wastage of grease.

  • NO PRIOR CLEANING/WASHING NEEDED

    Normally vehicles need washing before greasing particularly in manual point to point system, whereas in case of centralised lubrication this additional washing only for this purpose is not required.

  • GREASING UNDER PRESSURE

    In manual point to point system grease does not reach to the real point under pressure and sometimes it gives false indication of filling for completion of greasing While in centralised system grease is done normally at a high pressure of 50 Kg/Cm2. which of course ensures that grease has actually gone to the moving surfaces.

  • GREASING AT UN-APPROACHABLE POINT

    There are few points in the vehicle where approach of grease gun is very difficult This can be achieved with the help of centralised greasing system where lubrication line can be attached to those points at the stage of assembly of chassis.

  • USE OF CLEAN GREASE

    In manual grease gun method, there are chances that a dirty grease is filled in the grease gun If foreign particle dust reaches to the grease point this certainly spoils the joints and parts rather than giving them less friction In case of centralised lubrication system this can be avoided by filling reservoir of the recommended grease carefully and then locking it permanently for at least 6 months till the time grease is consumed Pump is so designed that no water, air or dust enters the pump.

  • FUEL EFFICIENCY

    Since greasing is done periodically as per requirement, the machine runs smoothly The losses which normally occur because of friction between the ungreased parts is well reduced. This results in fuel efficiency of the vehicle.

  • LESS INVENTORY

    As proper greasing is done periodically and automatically, the wear and tear of pints and parts is drastically reduced This thus brings down the spare part inventory to minimum level.

  • LIFE OF VEHICLE

    In case of centralised automatic lubrication system, vehicle run smoothly as coefficient of friction between sliding and rubbing parts significantly tow; wear and tear of vehicle parts is very less as well as toad on engine is less as compared to manually lubricated vehicle. This increases life of vehicle.

  • PROPER DISTRIBUTION OF GREASE

    By means of centralised lubrication the grease can be distributed according to the greasing need of the points with heavy duty points getting more grease as compared to lighter duty points.

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    LUBRICATION FOR HEAVY DUTY EARTHMOVING EQUIPMENTS

    In case of heavy duly earthmoving machines like draglines, rope shovels, high tonnage cranes, to overcome long distance pressure drop, it is must to go for high pressure greasing

    As number of lubrication points being many, Dual Line Grease System is the only way to lubricate chassis and other points on heavy duty earthmoving machinery effectively. During pump operation pressure of about 400Kg/Cm2 can be generated It operates dual line blocks feeding metered grease to lubrication points as per requirement Once the last [point gets lubricated line I changes line II by the help of over pressure valve and again all the lubrication points get greasing. A signal from end pressure relay in picked which stops the pump.

    The way cycle is over and machine gets totally lubricated effectively of course, in this system tubing, fittings and hoses should withstand test /pressure of 600Kg/Cm. Normally a control panel is also supplied with the system which monitors the cycle timing and any fault detection in the line. As regards the pump, it can be pneumatically operated or electrically operated depending upon the power available on the machine.

    The blocks used in double line system are of complicated design where in amount of grease ejection can be varied.

    The sketch for typical double line lubrication system is shown on next page.

    The system basically comprises of:

    a) Pump - Electrically or pneumatically operated.

    b) Metering Blocks: with adjustable discharge.

    c) Tubing & Fittings: Seamless: size 18-22 mm ID for main-line, 8-12 mm ID for secondary line.

    d) Control Box: To monitor frequency of tub cycle and sequence of operation of switch relay and valves It also houses switch gear parts of electrical items.

    e) End Pressure Relay: To sense grease pressure at farthest point and give electrical signal to control panel to give command to change over valve of pump.

    f) Grease Transfer Pump (Optional): Electrically or Pneumatically operated, to be put directly on grease barrel.

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    WHEEL FLANGE LUBRICATION FOR RAILWAY LOCOMOTIVE

    Lately speed of Railway trains have touched new heights This must ensure safety of Passengers and Property.

    The rubbing of wheel flange with track cannot be ruled out This becomes very dangerous particularly for high speed trains at curve tracks. Rubbing wears out flange as well as track making them thinner and thinner It cannot be tolerated in any circumstance The lubrication of flange reduces the friction drastically and thereby there is no metal to metal rubbing of flange with track.

    In Western Countries and USA/Canada, Wheel Flange lubrication for railway locomotive has been adopted widely.

    The basic concept is explained below :

    1. On straight track, mist grease is ejected out on exact rubbing points of wheels, after fixed distances periodically.

    2. On curved tracks, the distance (cycle) of mist grease ejection is much smaller
    3. When train is not moving, there should not be any greasing.
    4. The grease is at all not permitted to cover the top of track where the wheels roll
    5. The system has to be totally automatic governed by electronic transducers and circuits

    As regard engineering of the system, in some systems, the pump remains under pneumatic pressure consistently. whenever pulse is given the valves open out and the mist (spray) of grease is ejected on flanges It basically comprises of a pneumatic pump which gets command for feeding grease with the help of pneumatic (air) line of locomotive Appropriate mist nozzles are placed near the wheels to convert metered grease into mist spray with the help of compressed air line For controlling the system—Electronic Curve Sensors, Gradient Sensors. Speed Sensors are used which in turn give command for actuating the system at required intervals.

    Normally there are four valves connected with 4 nozzles through metering devices. In case of curve tracks, only 2 valves touching the tracks are actuated Technically both the systems as mentioned above are same, however the first system has advantage as it's reservoir of grease is not under pressure Regarding lubricant for wheel flange lubrication only grease of 0.00,000 consistency is used, which gives fine atomised spray on flanges.

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