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Publication numberUS2643738 A
Publication typeGrant
Publication dateJun 30, 1953
Filing dateMar 12, 1949
Priority dateMar 12, 1949
Publication numberUS 2643738 A, US 2643738A, US-A-2643738, US2643738 A, US2643738A
InventorsMagnus Oscar F
Original AssigneeAmerican Brake Shoe Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Pump actuating system for rail and flange lubricators
US 2643738 A
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Description  (OCR text may contain errors)

June 30, 1953 o. F. MAGNus 2,643,738

PUMP ACTUATING SYSTEM FOR RAIL AND FLANGE LUBRICATORS Filed March 12, 1949 5 Sheets-Sheet l v I (-7147: f

4 I INVENTOR. 129 Z? j J 0504/? E MAGNus //7 #8 m, mmfiw A TTORNL'KS.

June 30, 1953 o. F. MAGNUS 2,643,738

PUMP ACTUATING SYSTEM FOR RAIL AND FLANGE LUBRICATORS 5 Sheets-Sheet 3 Filed March 12, 1949 INVENTOR OSCAR F MAGNUS BY M WMYW ATTORNEYS.

June 30, 1953 o. F. MAGNUS 2,643,738

PUMP ACTUATING SYSTEM FOR RAIL AND FLANGE LUBRICATORS Filed March 12, 1949 5 Sheets-Sheet 4 K h 2 Ci J {3 a \gls i 4:: l o IN E 2,

\ av 3 u,

INVENTOR.

/ 05cm? 17' MAGNUS ATTORNEYS.

June 30, 1953 o. F. MAGNUS PUMP ACTUATING SYSTEM FOR RAIL AND FLANGE LUBRICATORS 5 Sheets-Sheet 5 Filed March 12 1949 5 W m M6 5 T A N M E T m T m A x 0 M M B w 7 2 m m mm Patented June 30, 1953 PUMP ACTUATING SYSTEM FOR RAIL AND FLANGE LUBRICATORS Oscar F. Magnus, Chicago, 111., assignor to American Brake Shoe Company, New York, N. Y., a

corporation of Delaware Application March 12, 1949, Serial No. 81,096

3 Claims.

The invention relates to railroad track. equipment and, more particularly, to the lubrication of rails and the flanges of car wheels. The invention relates especially to the type of lubricator disclosed and claimed in Huber and Magnus application, Serial No. 600,326, filed June 19, 1945, now Patent No. 2,486,500 .but is not necessarily limited to such use. a

According to the prior application, the rail lubricator is operated by a spring-urged wheelcontacting plunger depressed by the treads of car wheels. Journaled at the rail is a drive shaft having an overrunning, friction drive clutch and an overrunning, friction check clutch. The drive clutch has an arm bearing against a lug on the plunger whereby reciprocation of the plunger is communicated to the clutch arm. A flexible shaft connects said drive shaft with suitable pumping apparatus mounted in a lubricant reservoir set into the ground alongside of the track.

The effective operation of the prior lubricator depends largely upon the fact that friction type clutches provide substantially instantaneously gripping regardless of the amplitude of movement applied to the clutch. In fact, under some conditions of operation, the amplitude of vibration of the clutch arm is of the order of only a degree or two, and the movement seems more like a tremble than a substantial reciprocation. The effective operation of the prior lubricator depends also on the fact that all reciprocating parts are located at the rail; that their number is kept at a minimum; that their mass is small; and that the amplitude of reciprocation is kept at a minimum.

It is an object of the present invention to further utilize these desirable characteristics. More instantaneous gripping is obtained by a new type of friction clutchwhich acts more on what might be called a toggle principle than on a wedging principle. Less mass is obtained by use of the new clutch and by suitable arrangement of the parts. Less amplitude is obtained by providing for smaller depression of the plunger. More positive spring action is obtained by the use of a multicoil torsion spring for holding the clutch arm in contact with the plunger lug. Improved adjustment of plunger movement is obtained by adjusting the height of the entire plunger housing with respect to the rail by a special shim carrier.

The present invention, in its preferred form, provides a housing secured to the running rail. Within the housing is a plunger compartment and a clutch compartment. The clutch compartment is closed by a check clutch housing having an inwardly projecting hub. Within the check housing is a check body in which the drive shaft is journaled. The inboard side of the check body is provided with a cylindrical racewayin which is disposed a plurality of toggle elements, or sprags, operating betweenthe outer cylindrical raceway and the cylindrical drive shaft. Also mounted on the drive shaft is a drive clutch body having a cylindrical raceway disposed adjacent the check raceway and having similar sprags operating directly against the drive shaft. Suitable retaining rings hold the respective sprags in position and a thrust collar spaces the respective clutch bodies apart. The reciprocating drive arm is secured to the drive clutch body. fhis drive arm carries a roller which bears against a lug on the plunger. A torsion spring surrounds the hub of the check clutch housing and has end projec tions disposed against suitable shoulders on the check clutch housing and on the drive clutch housing. The housing is adjustably mounted on the rail by shim carrier cages enclosing blocks through which the mounting bolts pass; shims located between. the blocks and the cages determine the height of the housing.

The invention also consists in-certain new and original features of construction and combinations of parts hereinafter set forth and claimed.

Although the novel features which are believed to be characteristic of this invention will be particularly pointed out in the claims appended hereto, the invention itself, as to its objects and advantages, and the manner in which,

it may be carried out, may be better understood by referring to the following description taken in connection with the, accompanying I drawings forming a part hereof, in which:

Fig. 1 is a fragmentary plan view, illustrating the lubricator of the inventionv applied to a running rail;

Fig. 2 is an elevation,'on the line 22 of Fig. 1;

Fig. 3 is a cross section through the rail taken on the line 3-3 of Fig. 1;

Fig. 4 is a side elevation of a portion of the rail, showing the plunger mechanism applied thereto, the view taken on the line 44 of Fig. 1;

Fig. 5 is a section through the plunger mechanism, taken lengthwise of the rail, on the line 5-5 of Fig. 6; f Y Fig. 6 is a plan section of the plunger mechanism; taken on the line 6'6 of Fig. 5;

Fig. 7 is a vertical section of the plunger mechanism, taken on the line. 1-1 of Fig. 5, showing an adjusting shim in position;

Fig. 12 is an enlarged section through the over-- running clutches illustratingthe .details thereof Fig. 13 is a side elevatiomofiamodifieditrack. lubricator, illustrating a preferred lubricant feed rate adjusting arrangement, in which the housing is adjustably mounted on the running rail by shim carriers;

Fig. 14 is a plan view, partly broken away, of theconstruction shown in-Fig. 13;

Fig..l5'is.a verticalisection, taken on theline I5'I5' of'Fig. Bland. v

Fig; l6is a vertical section taken; on the line" IB'I6 of Fig. 15;

In the following'des'cription andinxthe claims; various details will be identifi'edby specific'names for ccnvenience,.but.they'are intended to be as generic in their application as the art" will permit.

Like reference characters denote like parts" in the severalfigures ofthe' drawings. 7

In the drawings accompanying and forming part of this specification, certain specific" disclosure of the invention is made for purposesof explanation but it will be understood that the details may be modified in various respects without departure from the broad aspect of' the: invention.

Referringnow to thedrawings, and more par;- ticularly to Figsnl to 3, the l'ubricator, according" to. the invention, comprises; in' general, a delivery plate IB secured to the side; ofa conventional T-rail I5; thesezmembers form aseries of aligned delivery slots IT for delivering lubricant to the flanges ofwheels 24.. Secured to the other side of rail I5 is plunger mechanism, indicated in general by I8, including a plunger 52 adapted tov be depressed by the treads of wheels 24. The plunger mechanism I8. operates through the special clutch mechanism, explained more in detail hereinafter, to drive uni-directionally'a flexible shaft 19' extending, to azlubricant tank- 2 I tank- 2 I; i's.set in the groundla'longside the track and filled. with lubricant.

The flexible shaft: I 9 drives a vertical chain 26- in the tank which in turn drives a, series of gear' pumps 22' located inthe bottom ofthe-reservoir 2 I. Three .gearpumps22 areshown for purposes of illustration; a lesser orgreater number may be used. Each pump 22 delivers lubricant to itsindividual supply pipe 23 which passes through the tank walliand extends to the running rail I5 to deliver lubricant to the slots IT.

The rail I5 rests on suitable-tie plates 26 which may. be suitably canted in' accordance with conventional practice; the tie plates 26 rest'on conventional ties 25, as shown-in Fig. 2. The rail I5 and tie plates 26. are suitably spiked to the ties by spikes (not shown).

Referringnow also to Figs. 4 to 10, the plunger mechanism I8 will now 7 be described. This mechanism comprises a housing 28 which may be. in theform. of a. casting; housing 28 comprises vertical end walls 25 and plunger guide walls 32, 33, top wall 36, and bottom Wall 31,

The end walls 29 and 35 have flanges 39. The back of the housing 28 is closed by a back plate 3i secured to end walls 29 and 35 by screws 34. The housing is disposed against a backing plate 27 which in turn is disposed against a filler plate 3.9.. Flanges 39, backingplate 2] and filler plate 3clare connected'to the;rail' I5 by bolts 38 which pass therethrough. The corners formed by end walls 29, 35 and top wall 36 are rounded as indicated in Fig. 5; end walls 29 and 35 converge outwardly toward-front wall 40 as indicated in Fig: 6.

The vertical wall.33,divides the housing 28 into two compartments; viz, a plunger compartment for-plunger 52. and a clutch compartment 13 for drive clutch 68 and check clutch 80. Plungercompartment 42 has an opening in its front wall. closed by removable plate 41. Plate 4? is secured to the housing by a screw 49 which holds it in position between. lugs 50 (Fig. 4). Plunger compartmentJlZv has-a drain hole A l at the bottom thereof extendinggthrough the front wall 40.

Clutch compartment 43 is closed by a check clutch housing" 48 which is. held in position by bolts 51 which pass through the check clutch housing-48 into plunger housing 28 (Fig. 4).

Plunger 52 has a rounded or beveled top 53, the surface" of which may be suitably hardened towithstand theshock of engagement by wheel treads of high speed trains. Plunger 52 slides in vertical ways formed in guide walls 32, 33, front. wall. 40, back plate 3i, and a hole in top wall 36. Stifi' coil spring 54 seatsin a recess 58 inthe bottomof the plunger and surrounds a boss. 55. on the bottomwall 31 to urge plunger 52..upivardly.. Upward movement of the plunger is limited by-a lug-5'! (see Fig: '7) on the plunger engaging a shoulder 58' formed by'the top wall of the. plunger compartment opening.

A suitable shim 59 is interposed between lug 511 and shoulder 58 to adjust amplitude of plunger movement, as described hereinafter more in detail.

Referring now more-particularly to 8, 9, loand 12', the overrunning' friction drive clutch 58' and overrunnin'g friction check clutch 353 will now be described. These clutches are mounted on drive shaft BI journaled in bearing sleeve K32 fitted in check clutch body 63; the latter is se cured within housing by pin 64 fitting in half holes in the checkhousing'a and check body 53.

The-body: 63 has an annularrecess forminga raceway 65 in which are disposed a plurality of friction elements or sprags 59. The sprags are heldjinposition by'a retaining ring 66 set into check clutch body 63'.

The drive clutch 68 includes an arm having a hub' or drive clutch housing 9|. Fitted within hub 9| is drive clutch body 10'; the latter is held in position by pin I5 fitted in half holes in hub 91 and in body 'lfl. Fitted within body It? is bearing-sleeve II journa'led on shaft GI. Body it has an annularreoess forming a raceway l2 for;sprags.'l4. A retaining ring i3 is set in clutch bodyv 'Hlto hold the sprags 14in place.

The entire clutch assembly is held endwise on shaft 61 by end washers I6 and H; the latter are held in place by snap rings, indicated by it, sprung in grooves in the shaft. A center thrust washer I9 separates retaining rings 66 and i3. Itwill be noted thatthe hub 9| ofthe-arm 96 and the hub ofthe check clutch body 63- meet at the thrust washer I9. Both clutches may be suitabl packed in lubricant;

The sprags 69 and 14 are identica1 in construction. They operate between their respective outer races 55 and 12, which are cylindrical, and the cylindrical surface of the shaft 5 I, which constitutes their inner races.

The relationship of the sprags and their inner and outer ra'ces is the same in each clutch, but the unidirectional action of the two clutches is opposite; in actual operation the outer race of the drive clutch t8 applies torque to the drive shaft 6| to drive the shaft uni-directionally, while the shaft of the check clutch 85} applies torque to its outer race 65 to prevent retrograde movement of the shaft, as will hereinafter appear.

Since the sprags are identical in construction, the details thereof are given the same refer" ence characters. The sprags 69 and'l i are D- shape in end elevation as indicated in Figs. 9 and 10; they have rounded inner contact surfaces BI and outer contact surfaces 82. The ends of the sprags have notches in which are disposed helical endless garter springs 3 which tend to expand.

The shape of the sprags and the action of the garter springs cooperate to urge the axes of the sprags (connecting the contact surfaces 80 and 82) toward a radial position with respect to the center of the shaft 6 I. Thus, as either the inner race or the outer race rotates in such direction as to urge the sprag axes toward radial position, the angle and co-efficient of friction'is such as to lock the contacting surfaces SI and 82 against their respective races, 1. e. to provide a toggle action; and thus provide for the transmission of torque from either the outer race to the inner race, or vice versa; this is the driving condition of the friction clutches.

When the direction of either the inner race or the outer race with respect to the other race is in such direction as to urge the sprag axes away from radial position, the angle is such as to perrnit free movement of one race with respect to the other; this is the overrunning condition of the friction clutches.

For a more complete description of the construction and operation of this type of overrunning clutch, attention is called to Lund Patent No. 2,388,424, dated November 6, 1945, and Blair Patent No. 2,427,120, dated September 9, 1947.

Referring now to Figs. 5 and 6, the plunger 52 operates the housing arm 9E1 by a roller and cam mechanism. A roller 95 is journaled on pin 96 which is fixed in a fork ill on the end of arm 96. Arm SD projects through an opening in wall 33 toward plunger compartment 42. Roller 95 engages a cam surface 28 on lug 99 secured to the plunger 52. The arm 9% is sufiiciently short that even with maximum amplitude of reciprocation of plunger 52, the roller never contacts the side wall 88 of the plunger.

A torsion spring It!) surrounds a hub on check clutch housing as and operates between an abutment IUI on arm 90 and a projection Hi2 on housin 48. Additional abutments IBI are provided on arm hub BI and additional abutments I92 are provided on housing 58 against which the ends of torsion spring Illll may also be set to obtain the desired spring tension. The torsion spring I80 operates to hold the roller 95 constantly against the cam surface 98.

It will be understood that the passage of trains on the running rail I5 causes the plunger 52 to move Vertically back and forth, being pushed down by car wheels against the pressure of plunger spring 54. This causes cam roller 95 to execute a follower movement on cam surface 98, which oscillates drive arm about shaft BI. Due to the drive clutch 58 overrunning in one direction, the reciprocating movement of drive arm 90 causes uni-directional movement of shaft Shaft 6I drives the lubricant pumps in the reservoir through linkage indicated particularly in Figs. 1, 2 and 8. Shaft BI has secured thereto a universal joint I05 forming part of the flexible shaft I9. Universal joint I05 is connected to shaft El by sleeve I2 I. The other end of flexible shaft I9 has a universal joint I06 forming part of sleeve I22 secured to shaft II5 journaled in the reservoir tank 2|. The universal joints I and I06 are secured to stud shafts I08 and I!!!) surrounding which is a sleeve I01. Sleeve IN is fixedly connected to shaft I08 but slidably connected to shaft I09, a bolt IIB passing through shaft I09 and slots III in sleeve I01.

The drive mechanism in the reservoir 2I com- .prises a sleeve II4 having a flange H3 bolted to the adjacent vertical wall of the reservoir 2|. The sleeve I I4 forms a bearing for shaft H5. A

suitable sprocket is mounted on shaft H5 on I which rides chain 20.

Located at the bottom of the reservoir'tank 2I is a base I I1 suitably spaced from the bottom of the tank by spacers II8. Bolted to base plate III are one or more gear pumps 22 of the type illustrated in Heidenthal Patent No. 2,185,810, dated January 2, 1940. These gear pumps 22 have their drive shafts in line and connected by suitable coupling members I29. The drive shaft of end pump 22 supports a sprocket on which rides chain 26.

The entire flexible shaft I9 may be covered with a flexible synthetic boot II9 having feltbushed ends snugly fitting oversleeves I2I and I22. This keeps out dirt and permits the flexible shaft to be packed in grease.

Referring now to Figs. 1, 3 and 11, the delivery plate It is clamped against the running rail It in such a way as to form a plurality of lubricant chambers I24 between the plate and the rail.

The delivery plate I6 is clamped to the stock rail by a series of bolts I25. Gaskets I23 of soft material are located around the periphery of the grease chambers I24 to form grease-tight joints. Separate metal spacers I26 are located between the several gaskets. The bolts I25 pass through these spacers.

At the center of each chamber I24 a supply nipple I21 is provided. These nipples pass through openings in the reinforcing plate 36 and are threaded into the web of the rail I5. Each grease chamber I24 communicates with a dispensing slot or crevice II. These slots or crevices form in effect a very long slot which is substantially continuous along the length of the rail, being interrupted only at the spacers I26.

The underside of the head of the rail I5 is cut away to a length corresponding to the length of the lubricator. The underside of the rail head is planed straight, i. e. to form a plane surface and the delivery plate It is also cut to form a corresponding plane surface. The connecting channels through which the lubricant flows are thus also straight from the point where they connect with the lubricant chambers I24 to the delivery slots or crevices FL This straight planing of the rail not only simplifies machining, but is effective in reducing rail failures.

To assist in uniform distribution of the lubricant along the length of the delivery slots I I, grease deflecting members I30 are provided. These deflecting members are in the form of separate strips anchored in grooves suitably machimed in the delivery plate. The strips are held in position by screws I3 I.

The deflectors I30 have their maximum prolection over the nipples I21 and taper toward their ends; this insures a more even and uniform distribution of the grease along the length of each individual delivery slot or crevice II.

Referring now to Figs. 13 to 16, the form showing the preferred adjustment of lubricant feed rate will now be described. In this form, similar parts are indicated by the same numbers as corresponding parts in the main form, but with primes added.

Here the mounting flanges 39 of the main housing 28' are provided with vertical rectangular .openings I35 in which are mounted shim carrier cages I36. The front wall of the shim carrier "136 is flanged on all four sides to overlap the opening I35 and has an elongate vertical slot I37 for bolt I39. The'shim cage I36 has a back wall 138 which is also slotted for the bolt I39. The cage I36 is open at its sides. Within the cage I36 is a square block I49 having a hole through which the bolt I39 passes. A plurality of shims I are. located at the top, and at the bottom, of the block I46, as indicated. The bolt I39 has a removable nut I42, 3, spring Washer I43 and pressure plate I 44. The manner of using this adjustment is described hereinafter.

Operation and comments As the trains pass over the running rail I5, the wheel treads engage plunger 52, pressing it downwardly against plunger spring 54; torsion spring IIII) urges roller 95 to follow cam surface shaft I9 and chain20 to the several gear pumps 22 which deliver lubricant to the delivery plate.

In the formindicated, the overrunning clutches are set to drive the pumps 22 upon upward movement of the plunger 52, with clutch shaft moving in the direction of arrow A (Figs. 5, 9 and this is the preferred form.

lit will be understood that worn wheels cause false flanges indicated at I 04 to be built up at the sides of the treads where they engage the plunger 52 and that the plunger 52 will be depressed diif'erent amounts depending upon the size 'of the false flange. Unequal depressions of the plunger will, in general, cause unequal oscillations of the clutch arm 90.

The relationship between the top of the plunger and the rail surface may be varied to provide different operations to control lubricant feed under different conditions. For example, a section of track having many heavy curves will need a larger rate of lubricant feed than a section of track having fewer and gentler curves. Ascending grades, other things being equal, will generally require less lubricant feed. Locations where trains regularly stop require less feed. In addition, there are the varying effects of high speed trains and low speed trains. Generally speaking, higher train speeds will operate the present lubricator to feed more lubricant than slower speed trains. In addition, there are the different effects of new wheels and worn wheels. After a wheel is in use, a false flange is formed on the tread opposite the true flange. The larger the false flange, the more the plunger is depressed.

In Figs. 1 to 12, lubricant feed rate may be adjusted by the use of different size shims 59 between the plunger lug 57 and shoulder 58. The size of the shim determines the upper (undepressed) position of the plunger and the corresponding lower position of the roll on surface 98. The size of the shim determines the upper limiting position of the clutch arm. The size of the false flange I04 determines the lower limiting position of the clutch arm. In general, the thicker the shim, the less the rate of lubricant feed, and vice versa.

To change the size of the shim, the adjusting plate 41 is removed and a shim 59 removed and another one of the proper size inserted between the plunger lug 51 and shoulder stop 58.

In Figs. 13 to 16, to adjust the height of the main housing 28', it is only necessary to remove the nuts I42, washers I43 and plates Md, then remove the shim carriers I35 and blocks M0. The shims I H are then easily accessible by sliding out the sides of the shim cages I36. The necessary shims are transferred from beneath the block I 40 to the top of the block Hi0, if it is desired to raise the housing; and vice versa, if it is desired to lower the housing. The parts are then replaced, as will be understood by those skilled in the art.

With this type of adjustment, it is preferred to omit the adjusting shims 59, as shown in the first described form. This eliminates troubles due to battering the shims 59 by blows caused by upward movement of the plunger, a condition sometimes occurring at locations handling high speed trains.

In general, the higher the position of the housing 28 (and plunger) the greater the pumping action and grease feed; similarly, the lower the housing, the less pumping action. The adjusted position of the housing determines the lower limiting angular position of the clutch arm with any particular false flange size; the upper limiting angular position of the clutch arm remains the same, regardless of housing height.

Thus a track lubricator is provided in which the number and mass of reciprocating parts is reduced to a minimum. Only the plunger and drive arm and parts fixed thereto reciprocate. The amplitude of movement and mass of these reciprocating parts is reduced to a minimum. Movement of the clutch drive shaft, of the flexible connecting shaft, of the chain, and of the pumps is uni-directional. Lost motion is thus minimized. There are fewer points of operating impact. There is less wear, repair and maintenance. There is more accurate grease delivery.

The torsional clutch spring IEiSi surrounds the hubs of both the check clutch housing and the drive clutch housing and operates to hold the follower roll 95 in firm engagement with the cam surface 98 under the rapid reciprocations of the plunger 52.

The friction 'sprags take hold substantially instantly, without requiring any appreciable slipping movement to make the surfaces grip. Both the inner and outer races of the sprags are true cylindrical surfaces; this facilitates manufacture since they can be turned on an ordinary lathe. No special spiral or straight wedging surfaces are necessary on the races as are necessary with conventional overrunning friction roller clutches. The sprags operate directly upon the cylindrical surface of the drive shaft. The sprag construction permits the races of the drive and check clutches to be adjacently disposed. The body members of these races are journaled on the drive shaft and form seals for the sprags, facilitating exclusion of dirt. The check clutch body provides a journal for the drive shaft and the drive clutch body provides a support for the drive arm.

Since all parts of the uni-directional drive linkage are maintained in taken-up condition, the.

impulses applied by the first wheels of the train are immediately available to start the pumps rotating to deliver lubricant. Since all pressure on the lubricant immediately ceases after the last impulse is imparted to the plunger, after-feed oi the lubricant is also minimized.

The shim carrier adjustment of the entire plunger housing provides a convenient adjustment in the track of lubricant feed to handle the different conditions of lubricator operation discussed above. It makes possible elimination of the plunger shims 59 and resulting troubles due to shim battering. The bodily removal of the shim carriers gives convenient access to the shims for adjustment. At the same time the shim adjustment does not interfere with tight clamping of the housing against the rail.

While certain novel features of the invention have been disclosed herein, and. are pointed out in the annexed claims, it will be understood that various omissions, substitutions and changes may be made by those skilled in the art Without departing from the spirit of the invention.

What is claimed is:

1. In a rail lubricator, operating mechanism actuable by trains running on the track structure, said operating mechanism including a housing secured to the track structure, an operator movable in said housing, said housing having a mounting opening, a bolt passing through the track structure and through said opening, and adjusting devices for adjusting the height of said housing, said adjusting devices comprising a shim located between said bolt and said housing.

2. In a rail lubricator, operating mechanism actuable by trains running on the track structure, said operating mechanism including a housing secured to the track structure, an operator movable in said housing, said housing having a mounting opening, a bolt passing through the track structure and through said mounting opening, a shim carrier cage disposed in said opening and through which said bolt passes, a block within said cage having an opening for said bolt, a shim located between the top of said block and the corresponding surface of said cage, and a removable nut on said bolt to hold said block and cage in position and to clamp said housing to the track structure.

3. In a rail lubricator, operating mechanism actuable by trains running on the track structure, said operating mechanism including a housing secured to the running rail, a plunger slidable in said housing, said housing having mounting flanges at either end, bolts passing through the rail and through said mounting flanges; each said flange having a vertical opening, a shim carrier cage disposed in said opening, said cage having a back wall and a front wall and open at the sides, each wall being provided with vertical slots through which a bolt passes, a block 7 within said cage and having an opening through which said bolt passes, shims located between the top and bottom of said block and corresponding surfaces of said cage, and a removable nut on said bolt to hold said block and cage in position and to clamp said housing to the rail.

OSCAR F. MAGNUS.

References Cited, in the file of this patent UNITED STATES PATENTS Number Name Date 1,350,721 Gits Aug. 24, 1920 1,918,144 Stern July 11, 1933 2,427,120 Blair Sept. 9, 1947 2,486,699 Huber Nov. 1, 1949

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US1350721 *Dec 15, 1919Aug 24, 1920Gits Jules POil-cup
US1918144 *Jan 8, 1932Jul 11, 1933Ardco Mfg CompanyRail flange lubricator
US2427120 *Nov 26, 1945Sep 9, 1947Gear Grinding Mach CoTwo-way overrunning clutch
US2486699 *Nov 17, 1945Nov 1, 1949Bell Telephone Labor IncChannel and transmitter control for telegraph systems
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2995209 *Apr 21, 1958Aug 8, 1961American Brake Shoe CoOperating mechanism for rail lubricator
US3015370 *Nov 25, 1960Jan 2, 1962Poor & CoTrack lubricator
US3051262 *Nov 20, 1959Aug 28, 1962Railroad Accessorics CorpApparatus for reducing friction between railroad car wheels and rails
US4334596 *Nov 26, 1980Jun 15, 1982Moore And Steele CorporationHydraulic fluid-operated railway track lubricating apparatus
US4556127 *Oct 17, 1983Dec 3, 1985Trak-Tech, Inc.Railway track lubricator
US5722509 *May 14, 1996Mar 3, 1998Consolidated Rail CorporationFlange oiler
US6464039Sep 8, 2000Oct 15, 2002Portec Rail Products, Inc.Actuator element of a hydraulic fluid-operated railway track lubricating system
US7096997Jun 10, 2003Aug 29, 2006Portec, Rail Products Ltd.Trackside friction management digital control system
Classifications
U.S. Classification184/3.1
International ClassificationB61K3/00
Cooperative ClassificationB61K3/00
European ClassificationB61K3/00