CA1058529A - Flanged wheel lubricating apparatus - Google Patents

Abstract

ABSTRACT
Lubricating apparatus for the flanged wheels of rail-road rolling stock comprises a lubricant applicator coupled to source of lubricant under pressure. The applicator comprises a head engaging the wheel flange and coupled to a pivotally supported hollow shaft. A solenoid-operated, screw driven piston working i n a cylinder filled with lubricant supplies lubricant in metered amount to the hollow arm and thence to the applicator head, which spreads it in a uniform film on the flange of the wheel.

Description

~585~9 FLANGE~ WHEEL LUBRICATING APPAP~TUS
Thls invention relate~ to lubricating ~ppara~us for the f langed whee 1~ of ra i lrc>a d ro l 1 ing ~ t ock .
It i~ well known that in the absence of lubrication the pflssage of heavy tonnage railroad rolling stock over the rails causes severe wear to both rail~ and wheel~. Thus passage of lOû-car freight t~ain over a sin~le curve wlll peel a~ much as three pounds of ~teel of the rails. It also æeverely wear~ the wheel flange8 snd treads so tha~ frequen~ changing or turn~ng of 10 the wheel~ i~ requixed.
U. S. Patent 3,011,590 de~cribe~ a flange lubrlcator which in large measure overcomes this problem by applying a sui~able lubricant directly to ~he flange~ of ~elected wheels of the rol-ling stock, partfcul~rly the locomotive. This maintains on the locomotive wheel flange a f~lm of lubricant which i8 transferred .
to the rails and thence to the flanges of the wheel~ of the follow-ing cars. A~ time goes on, the ~racks and rolllng stock wheels of the entire s~ste~ become coated wlth a thin but effective l~yer of lubricant which overcomes the wear problem and reduces main~enance

2~ to a minimum.
Thi~ p~rticular lubrlcating ~y~tem, while highly useful~
reli~ for the lubr~cant dr~ve upon mechanical llnkage3 tied to relative movement occ~rrlng between the sprung and unsprung por-tions of the railroad car trucks. The amount of lubricant deliver--ed to the wheel flange~ thus is a function of the degree of rough-ness or smoothness o~ the road bed. Also, ~he nature of the mechan-ic81 1~nk8geS i~ such that it i8 po~sible for them to Btop in a dead center condit~on when the train comes to a h~1~. Putting the train ~ubsequently in motion then dam~ges the link~ge~.
It ~ccordlngly 1~ the general ob~ect of ~he pre~ent inven-tion to provide lu~ric~tlng app~ratu~ for ~he flanged wheels of railroad rolling ~tock which apparatus applie3 lubricant uniformly to the ~heel flange irrespective of the condltion of ~he ro~d bed and which i~ ~har~cterlzed b~ ~he following ~dditionsl advantage~.

It i~ not sub~ect to breakage upon starting and stoppin~
the tra~n.
It is operative in both forward and backward directions of movement of the trai~.
It i8 appllcable in structural 9itu8tlon~ where there i8 limited clearance between the locomotive cab ~nd the wheel trucks.
It applie~ the lubricant selectivel~ to the flange of the wheel, without tra~sfexring it to the wheel ~read, where it would cause ~lippage and requ~re excesslve ~andlng.
The amount of lubricane which it dellver~ i~ adjustable ea~ily.
The lubricant is applied by mean~ o~ an applicator head which its the flange accurately under ~11 condition8 o~ trsvel without cresting a condltion o wear either to the head or to the f lange .
Use of the lubricator i8 safe ln that even thou~h it ls in constant contact with the rapidLy turnlng wheel, ~ doe~ not gener-ate sparks which would cre~te 8 fire hazard.
The applicator head i~ properl~ located wlth reference to the wheel flange at all tlmes irrespeotive of rosd bed condltions, atmospheric condition~, and length of use.
Broadly considered, ehe hereinde~cribed flanged wheel lubrl-cating apparatu~ which ~ccompll~hes the forego~ng and other ob~ects _ comprlse~ a lubricant app~cator unit adapted to dischs~ge lubrlcant on the flange of the wheel, a lubric~nt drive unlt providing a ~ource of lubrica~t under pre~ure, and conduit means interconnect-lng the two units, The lubrlcant appl~cator unit ~n ~ fir~t embodlment compris-e~-an applicator head sd~pted to lie ~d~cent the wheel tre~d and hav~n~ a groove contoured to receive the wheel fl~nge. The applica-eOr head i8 ~upported on a trunnion-mounted hollow shAf~ 9 the bore of which communic~e~ ~hrough the condui~ ~eans with the lubric~t drive unlt. Means ~re prov~ded for po~i~io~ing the ~rm both hori-zont~lly ~nd vertlc~ o that the applic~or he~d ~t ~11 tlme8 ~585~Z~

is in proper working relation to the flange of the wheel.
The lubricant applicator unit in a secona embodiment is generally similar to that described above with the~variation that the shaft comprises forward and rearward segments and pivotal connecting means connecting the segments for angular movement of the forward segment radially with respect to the wheel. The rearward shaft segment comprises a flat plate mounted in tracks for longitudinal movement of the shaft. This construction permits application of the apparatus in structural situations where there is limited clearance between, for example, the locomotive wheel trucks and the cab.
The lubricant drive comprises a cylinder adapted to contain lubricant and fitted with a screw-driven piston.
Ratchet driven gear wheel means is arranged in driving connection to the screw. An electrically operated drive, specifically a solenold drive with associated crank and gear means, drives the screw at a predetermined continuous rate as long as the locomotive engine is under way. This causes the discharge of a small but effective amount of lubricant from the applicator head upon the flange of the wheel.
According to one broad aspect, the invention relates to a flanged wheel lubricating apparatus comprising a lubricant applicator unit adapted to discharge lubricant on the flange of the wheel, a lubricant drive unit providing a source of lubricant under pressure, and conduit means interconnecting the app~icator and drive units, a lubricant drive unit comprising:
a) a cylinder adapted to contain lubricant and ha~ing a port communicating with the conduit means and fitted with screw-driven piston means behind the lubricant, b~ ratchet-driven gear-wheel means arranged in driving connection to the screw of the screw-driven piston means, and c) electrically operated ~ -3-~S~SZ9 dxive means arranged in dxiving connection to the ratchet of the ratchet-driven gear wheel means, dl the drive means comprising an electric circuit, an electr~c solenoid in the~
cirCuit fitted with a clapper and including crank means interconnecting the clapper and the ratchet of the ratchet-driven gear wheel means, and electric timing means in the circuit for energizing the solenoid at predetermined intervals.
Considering the foregoing in greater detail and with particular referece to the drawings wherein:
Fig. 1 is a sch~a~ic side elevation of a railroad diesel locomotive illustrating the manner of placement of the hereindescribed flanged wheel lubricating apparatus on the wheels thereof.
Fig~ 2 is a detailed plan view of the apparatus looking in the direction of the arrows of line 2-2 of Fig. 1.
Fig. 3 is an enlarged view in elevation of the apparatus.
Fig. 4 is a schematia wiring diagram illustrating the electric circuit for the apparatus.
Fig. 5 is an enlarged plan view of the lubricant applicator unit of the apparatus.
Fig. 6 is a longitudinal sectional view taken along _ line 6-6 of Fig. 5.
Figs. 7 and 8 are views in side and end elevation respectively of the lubricant drive unit component of the apparatus.

~51~35~9 Fig. 9 is ~ vlew in side elevation s~mllar to l~ig. 3 but illustrating the apparatus in a ~econd enibod~ment applied to ~truct~
ur~l situations of restricted clearance;
Figs. 10 and 11 are view9 in plan alld side elevat~on re8-pectively, s~milar to Figs. 5 and 6, and illustrating further the construction of the appar~3tu8 of the invention in its second embo~i-ment;
Fig. 12 is a view in end elevation of ~e apparatu~ of F~
9-11, looking in the directiorl o~ ~che srrows of line 12-12 of Fig 10 11; and Fig. 13 i9 ~ deSail sectivnal vlew taken along line 13-13 of Flg. 10.
DETAILED DESCRIPTIO~ OF SPECIFIC E~IBODIMENTS
a) The Embodiment of Figure8 1-~
A~ illustrated in F~g~. 1, 2 and 3, the pre~ently de~cribed flanged wheel lubricating apparatu~, indicated generally at 10, cons~_ts of a lubricant applicator unit, indlcM~ed generally ~t 12, and a lubricant drive ~mlt, iodicated gener~lly ~t 14. The assemblg i~ de8igned to apply lubrlcant selec:t~srely to the flange 16 of a rallroad car or locomotive wheel 18 tracking on rail 20.
The two units of the spparatu~ ~re connected through ~
flexible conduit 22 and are mounted on a s~itable fr&me member, such a8 frame member 24 of the truck mountlng w~.eel 18.
- The particular construction of the lubricant applicator unlt i~ lllustrated in det~il ln Figs. 5 and 6.
This unit of the aQsembl~ include~ ~n applicator head 30 having a corner rece~8 32 dimensioned and con~oured tc receive flange 16 of the railroad ca~ wheel, an lnner chn~ber 34 communl-- catlng wlth the exterior OD the rear iEac~ of he head~ ~nd a chan-ne~ 36 communicatlng with chamber 34 and open~llg out into`rece~a 32 immedlAtely adJ~cent 1~nge 16~

Head 30 preferabl~ i8 m~de o a non-me~ materi~ l such a~ mlcarta. Thl3 ~8 a synthetlc product made up of l~rera of abr~c impregnated ~lth ~ h~rdened re~n. It ~g be m~chined~ ~8 hard and ~rademark 52~
durable, and i~ a non-conductor o electricity. In addition, upon frict~onal ~on~act with the wheel flange it does not gener~te 3parks and thus ~s free from a fire ha~ard.
Mounting means are provided for mounting head 30 in such a manner that in its working po~tion it rest~ in counter balanced condition adjacent flange 16.
The mounting mean~ employed for th~ purpo~e comprlse~ an arm or shafe 40 havlng a threaded outer end which mounts a Y fitting 42, one leg of which i8 coupled to flexible condult 22.
A nipple 44 haa one of its ends threaded into the end of Y 42 and the other of i~s ends threaded Into a gland 46. The lat-ter i~ bolted by means of bolts 48 acros~ the back face of applica-tor head 30 wieh the opening in the nipple~ and hence of arm 40, registering with rece~s 34 of ~he applicator head and flccordingly communlc~ting therewith.
The rearward ~nd of arm 40 i~ rece~ved in longitudina 1 9 lid-ing engagement in a ~leeve or guide 50, The ~orwardT~nd of guide 50 i~ open; the rë~rward end 9 closed by means of a cover pl~te 52 bolted flcro~s it.
An e~ten~ion 54 of sharply reduced diameter extend~ rearward-ly from ~rm 40 coaxiall~ therewith. Thi~ extena~on serves a~ fln ad~ustment shaft. It~ outer end i8 threaded and mount~ lock nuts 56.
- The extension mounts a compre~sion sprinR 58 wh~ch bear~
on one end again~t the b~ck end of arm 40 and on the other end ~ga~nst cover plste 52. It biases the arm outwardly ~or proper po~itioning of head 30. A stop ring 60 on the end of the anm pre-vent~ ltB overextenslon by abutment against ~ shou1der 61.
- A key 62 18 f~xed to anm 40 and enters an appropri~te longi-tudin~lly disposed keyway 63 1n the w~ll o housing 50, thereby malntsinlng the proper alignmen~ of the arm.
Trunnion-mountlng meana support hou~in~ 509 and hence ~nm 40, for plvot~l movemene ~n ~ vert~cAl plane.

35Z~
As shown ln Figs. 5 and 6, the trunnion-mountln~ means compr~ses a plate 64 welded or otherwise afixed to frame member 24 and supp~rtin~ a pair of parallel, upwardly extendin~ arm~ 66.
The arms are p~ovided with aligned thre~ded openings which receive bolt~ 68.
The ends of the bolts are seated in allgned sockets 72 in the outer wall of guide 50, thu~ pDviding the de~ired trunnion mounting which enables the appl-cator hesd or shoe 30 to rest gravi-tationally in operative po8~t~0n with respect to flange 16 of the 10 ~heel.
Proper posi~oning of applicator head 30 in ~he horizont~l plane i~ obtained by ~d~ustment of lock nuts 56 on arm extension 54. Proper po~itioning in the vert~cal plane i8 obtained by means o~ a vertical ad~ustment bolt 73 threaded into plate 64 and fitted with ~ lock nut 74. Adequate lubrlcation of the a~3embly i8 obtain-ed by mean8 of a ~rease fittin8 76.
Appllcstor he~d 30 i~ suF~ilied with lubricant, norma lly a so1id gre~se, by meRns of ~ lubricant drive unit indic~ted genera-ally at 14 and lllu~trated in detail in Fig~. 7 and 8.
Like unit 12, unit 14 18 attached by we lding or other ~ult-able means to structur~l mer~ber 24. It i~ supported on ~ frame 80 ln the shape of an in~rerted U.
Frame 80 mounts on itR outer f~ce ~ cyl~nd~r 82. This i~
adapted to con~ain a c}uantity of grea~e or other lubr~cant and i~
itted with ~ pl~on 84.
Pi~ton 84 1~ driven by mean3 of a plston rod 86. The rear-ward end of the piston rod l~ 1xed to a feed ecrew nut 880 The latter ha8 ~9 ~hreaded bore engaging the thread~ of 9 d~e acrew 90 arranged parall~l to piston rod B6 and having a squared rear-30 ward end 92 which ex~ends beyond the plane of the rearward leg offrame 80. The forw~rd end of feed ~crew 90 i8 ~ntegr~l with ~ spur gear 94.
Both 8esr arld eed screw are dr~ven by a drive trai~ hlch i9 electricflll~ ac~usted. It i~clude~ ~ ~olenoid 96 wlth asoocia~ed ~ 5~5~9 pivoted clapper 98 mounted on top of U-shaped frame 80. The clspper of the solenoid is pivotaly connected to A link 100 which in turn ia connected to one arm of a bell crank lever 102, Thls l.ever i~
pivoted centrally on a pivot bolt 104. It ls spring pres~ed by mean~
of a spring ~06. An ad~ustable stop bolt 108 with associated lock nut 110 opposes the action of the spring.
The other end of bell crank lever 102 pivotally mounts a pawl 112. This enga~es a ~ear 114 mounted on a common shaft with, ~nd fixed to, a second gear 116 of appropriate ratio. The teeth of gear 116 mesh w~th the teeth of gear 94 carried by drive screw 90.
Accordingly, operation of solenoid 96 intermit~ently will work clspper 98 and hence advance piston 84 by increments determined by the stroke of clapper 98~ Operatlon of ~olenoid 96 ls determined by mean~ of an electric circuit indic~ted ~chematically in Fig. 4.
In ~ typical instAllatlon~ this circu~Lt may include four ~olenoid~
96 each driving one of the hereinde8cribed lubricating units. Aa is~dicated in Fig. 1, the four un~t~ may be loc~ted in pairs, two on each si~e of the r~ilro~d locomotive, where they will ~upply grease to the wheel8 thereo~ and al~o to the ~rack and the entire train whlch 20 follO~8.
The electric circuie ~8 powered by me3nq of batteries 118.
It includes ~ four contact switch 120 operated by mean8 of ~ relay 122. Thi~ makes and br~ak~ the circuit to all of solenoids 96 ~imul-- taneou8ly.
Relay 122 18 in 8erie8 clrcuit relationship with a timer 124.
The l~tter in turn 1~ energized by means of a sw~ch 126 which i8`1n the c~uit controlling the locomo~lve drive.
b) The embodiment o~ Flgs. 9-13. `~
The form of the ~nvention illustr~ed in Fig~. 9-13 13 ~ppll-

3~ ed i~ ~he s~me general m~nner ~ the previou81y de~cribed embodl-me~t of Figs. 1-8.
Thu8, a8 ~hown particularly in Fig8.9 and 10, the app~r~tu~
: con~i~ts of a lubrican~ appl~c~tor u~it, lndicated g~ner~lly ~t 12~, ~nd a lubrlc~n~ drlve unie indi~ated gener~lly ~t 14. These compon-~7-~ S85Z9 ents of the a~sembly are deslgned 'co apply lubrlcan~s selectively to the ~lange 16 o~ the railroad car or l.ocomotive wheel 18 ~raclcing on ta~l 20.
.- The lubric~nt sppllcator unit and lubrlcant drive un~t are connected through ~lexible conduit 22 and are mount~d on 8 suitable frame member such as frame member 24 of the truck mounting wheel ?8.
It i~ a particula~ feature of this embodiment thst the lubricant appl~cator unit 12a may be mounted ~n ~tructural situation3 where very limited space, e.g. a space of 2" or le3a, 1~ present betweer 10 the ~op of a locomoti~e truck 24 and its cab 25, As be~ore, the lubr~cant flpplicator ~ub-assembly includes an applicator head 30 which may be identical with that previouslg de~cfibed. Thus it ha~ a corner rece~s 32 dimen3ioned and coneoured to receive flange 16 o~ the ra~lroad car wheel, sn inner chamber 34 communicating with the exterior o n the rear f~ce o the head, ~nd a channel 36 communlcatlng wi~h chamber 34 and opening out lnto re~
cess 32 immediately ad3acent flange 16, A gland 46 havlng ~n intern~lly threaded opening communic~t ing with recess 34 i8 secured to the outer face of head 30 b~ mean~
of bolt~ 48.
In the presently de~crlbed embodlmen~, head 3Q 1~ mounted on a shaft or arm which 1~ pivoted intermed~ate it~ end~ and ~ccord-ingly comprlses a ~orward segment indicated generelly flt 130 and a ~ rearward segment indlcated generally ~t 132.
The forwa~d ~e~ment terminates ln a rearwardly loca~ed knuck-le 134 while the ~earward segment terminateM in a pflir of laterallg spaced, orwardl~ exeend~ng knuckles 136. The knuckles are inter-leaved and pivotally ~onnected by me~n~ of a p~n 138 with a880ci8t-ed waahers 140 and cotter keys 142. The net e~fe~t l~ ~o mount sh~fe segment 130 pivotall~ through`;a h~nge type connectlon which perm~t~
the forward segment to move angularly radl~ wlth re~pect to wheel 18 as required to ~d~us~ its r~dlal spacing from the wheel.
Means sre provided fo~ connect~ng ~orward ~egment 130 to head 30 and ~100 the lubrl~an~ drive unie.

. -8-~OS85~29 The mean~ for connecting the forwsrd ~egmerlt to head 30 com-pr~ses 8 threaded forwardly extending extension 144, Thi~ 1~ bored lon,gitudina lly an~ 18 threaded into gl~nd 46 where it is secured in a de~lred po~ition of ad~ustment by means of lock nut 146~
The connecting means on ~haft 6egment 130 for connect~on to the source of lubricant under pressure compr~ses a nlpple 148 thread-ed into a drilled and tapped opening ~n the forward end of shaft segment 130 and communicating with the longltudinsl bore therethrou~h.
It thu~ fonm~ a Y-connection similar to Y-connection 42 of the pre-10 viously described embodiment.
Conduit 22 which communicates with the pres~urized lubric~nt ~ource ~s connected to the nipple and ~ecured by means of nut 150.
Stop mean~ are provided for ~rrestlng ~he angular movement o~ shaft ~egment 130 ~o ~h~t head ~, and in p~rtlcul~r recess 32 thereof, is ma~ntalned a spaced d~stance from the flsnge 16 of the wheel ~o th~t lubricant ~u~plied through condult 22 f~ applied efficiently to the flange.
As illustrated, the 3top mefln~ comprise~ a p~ir of verticall~
reglsterlng and ver~l~ally spaced tabs 152, 154. Tab 152 extend~
la~erally from ~rm segment 130; tsb 154, ~rom knuckle 136.
An ad~u~tment screw 156 ~ threaded through tab 152 and i~
supported thereby, It~ lower end bears aga~nst an~ ~8 stopped by tab 154. Ad~ustment screw 156 m~y be ~et at any desixed po8it~0n 0 _ angular ad~ustmen~ of head 30, and maint~ined in th~ positlon ~y means of lock nut 158.
Rearward ~egment 13~ of the ~pplicator shaft essentially C!ompr~Se~ a ~lat slide adapted to be ~n~erted in ~he limited cle~r~
ance area between locomotive truck 24 and cab 25, and ~ecured ~o the ~ o~mer.
Thu~ it compri3es ~ ~llde plate 160 hsvlng at it~ forw~rd end ~ cros~ piece 162 on the forw~rd f~ce o which knuckle~ 136 are mount ed, Sl~de 16û i8 mounted in ~ palr of ~oopera~lng guides 164.
These are integral ~ith ,~3 ba~e pl~te 1~6 ~hlch iB weldet or other~

_g_ .

ll~S8529 wise fixed to truck 24 of the locomotive.
As ln the previouslg descr~bed embodiment, bias~ng means are provided for bias1ng the shaft as~emb~y longitudinall~ ln the direction toward and away fro~ wheel flange 16, ~gain to as~t in placing lubricant dellvery pa~sageway 36 in proper operative rela-tion to the flange, The bias~ng ~ub-assembly i8 mouh~ed on a pair of laterally extend~ng brackets lS~ welded to guide~ 164, and the end~ of cross head 162 of slide plate l60~
Both of ~hese ele~ent~ of the assembly are provided wlth registerin~ openings dimensioned to receiYe a pair of support rod~ 170, The forwa~d ends of ~he rod~ ~re secured to cross head l62 by means o pins l72. The rearward end~ of the rods extend through the openings in brackets 168 in freely sliding relation.
They ~re thresded snd mount lock nut pairs 174, 176 Rods l70 mount biasing compression spring~ 178 the end~
of which bear, respectively, ~sgainse the extensions o~ CrOB8 head 162 and brackets 168.
In this manner, ~pp~:ator head 30 i8 made doubly ad~u~t-20 ~ble bOeh angularl~ and long~tudinall~r as requlred for preciseoperatlve placement with respect to the flange of the wheel t~ be lubr~cated.
In oper~tion, whenever the en~ineer plices the locomotive _ controls ln drive position, eleher forward or reverse, ~witch 126 i8 clo~ed, This energize~ timer 124 whlch in a predetermlned snd ad~u~table time ~equence, for example once every flfteen to fort~
flve ~econds, oper~te~ rela~ 122 and close~ the circuit to solenoid~
96.
Each tlme ~ given solenoid i8 energ~zed, it advances pista~
84 o the assoc~ated grea~e-filled c~linder b~ 8 prede~ermined amount. This force~ ~ predete~mined amou~ of lubricant through flexible couplln~ 22 lnto Y 42 ~nd ehence ~nto appl~c~or head 30.
~here it i~ appli~d to flange l6 o the car wheel and produce~ ~he ` lOS13529 desired lubricating effect.
The application of lubricant to the wheels thus is inde-pendent of track conditions since the screw-driven plston derives energy from a timer-operated electric source. Still further, it is impossible for the apparatus to stop in a dead center condition which upon subsequent movement of the train, would destroy its components.
Upon achieving proper flange lubrication, every curve of the rails and every wheel flange on all the rolling stock will show traces of the fLange lubricant after the passage of several trains.
~hen this condition is reached, lccomotive draw bar capability is increased from 10 to 30/0. Flange wear on all rolling equipment practically ceased. Flange life on locomotives increased over 500/0.
Tread wear also shows a marked decline. All of this is accomplished~
furthermore, while keeping the grease on the 1ange without passing it to the tread where it would cause slippage of the wheels and re-quire excessive sanding.

Claims (2)

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. In flanged wheel lubricating apparatus comprising a lubri-cant applicator unit adapted to discharge lubricant on the flange of the wheel, a lubricant drive unit providing 8 source of lubricant under pressure, and conduit means interconnecting the applicator and drive units, a lubricant drive unit comprising:
a) a cylinder adapted to contain lubricant and having a port com-municating with the conduit means and fitted with screw-driven piston means behind the lubricant, b) ratchet-driven gear wheel means arranged in driving connection to the screw of the screw-driven piston means, and c) electrically operated drive means arranged in driving connection to the ratchet of the ratchet-driven gear wheel means, d) the drive means comprising an electric circuit, an electric sole-noid in the circuit fitted with a clapper and including crank means interconnecting the clapper and the ratchet of the ratchet-driven gear wheel means, and electric timing means in the circuit for energizing the solenoid at predetermined intervals.

2. In flanged wheel lubricating apparatus comprising a lubricant applicator unit adapted to discharge lubricant on the flange of the wheel, a lubricant drive unit a providing of lubricant under pressure, and conduit means interconnecting the applicator and drive units, a lubricant drive unit comprising:
a) a cylinder adapted to contain lubricant and having a port com-municating with the conduit means and fitted with screw-driven piston means behind the lubricant, b) ratchet-driven gear wheel means arranged in driving connection to the screw of the screw-driven piston means, and c) electrically operated drive means arranged in driving connection to the ratchet of the ratchet-driven gear wheel means, d) the drive means comprising an electric circuit, an electric sole-noid in the circuit, and electric timing means in the circuit for energizing the solenoid at predetermined intervals, the drive means being associated with the flanged wheel of a railway loco-motive having a control for the locomotive drive, the electric circuit including a switch actuated by the locomotive control and operable to energize the timing means upon energization of the locomotive control.