US1008828A

US1008828A - Lubricating system.

Info

Publication number: US1008828A
Application number: US47040909A
Authority: US
Inventors: Walter A Keith
Original assignee: CHICAGO LUBRICATOR Co
Current assignee: CHICAGO LUBRICATOR Co
Priority date: 1909-01-02
Filing date: 1909-01-02
Publication date: 1911-11-14
Anticipated expiration: 1928-11-14

Description

LUBRIGAIING SYSTEM. PPLIUATIOH FILED IN.2, i909.

'Fate'nted Nov. i4,

M2M/Maak;

W.. A. KEITH. Luwnjmo SYSTEM. APPLIUATION Hmm umm. 190e.

3,008,828.. f atentedNov. -14, 1911.

i 2 sHEn'rs-smzm 2.

Su?! MQ n ing drawings, in Wlichren. 1

WALTER. A. KEITH, OF LOS ANGELES, CALIFORNIA, ASSIGNOR T THE-CHICAGO LUBRI- CATOR COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

f .n site as i LUBRICATING SYSTEM..

1,008 828. Specification 0f Letters Patent. Patented N ov. 14A 1911. 9 7

Application filed January 2, 1 909. Serial No. 470,409.

To all 'whom t may cou/cem.' under the control of the engineer by mean's Be it known that l. human A. KEITH, a lof the pressure regulating valve 4l (see Fig. 5 citizen of the United States. residing at Los l.) in the cab of the engine. This valve may Angeles, in the county of Los Angeles and be of such Character :as to indicate to the. 5.State of California. have. invented new and engineer any failure to use the lubricant at useful Improvements in Lubricating Systhe proper places and in proper quantities, tenis, of which the following is a speciiicaso v'that the excuse that the device is not 60 tion.` y lvvorkinpr properly Will not be available. The My invention relates more particularly to air pipe 13 extends downwardly and commeans to properly lubricate the flanges on municates with the spray valve l5. There the wheels of railway rolling stock and the beinga spray valve on eaehside of the rails on. which they7 travel. r truck to properly spray the head of each 65 It is one of the objects of my invention rail and the flange of each Wheel thereon, to provide an apparatus easily accessible to and to that end l have connectedv this air y. l5 the engineer and Aunder his control, for supply pipe` 13 with the horizontally disproperly lul'irieating the wheel anges andv posed pipe 39 which connects at each end the rails on the curves in the track wlierewith a spray valve l5 having a spray nozzle 70 ever required. A 24. This is more particularly shown in Fig. The invention consists iii a lubricant supi '7. The .downwardly extending oil supply plying medium, exposed to air pressure-, pipe 17 is also connected with horizontally which conducts the lubricant to a distrilmt- .disposed pipe which also. terminates at ingr nozzle Whore it is atom ized and forcibly each; end iin the spray valves. Disposed on 75 discharged upon the' wheel flange and rail, the oil supply pipe 17 intermediate the oil to thereby reduce friction and Wear. tank and the spray valve is the strainer 16 My invention is shown in the accompany-A shoivn' in enlarged detail in Fig. When pressure is puton, the air in the air pipe Figure 1 is an elevation, of n locomotive .will cause the oil inthe oil tank to flow 80 engine with my lubricating .systei'i'i in place `down through the pipe 17 into the spray I thereon. Fig. 2 is a side view partly in Valve '15 and the air passing into the spray 3o sec-tion of the valve mechanism for spraying valve through the air pipe 13 Willeause the the atomized oil. Fig. 3 is a, View partlyin 5511119 t0 be GGC'ed in the form 0f a Spray, section of thetrainer. Fig". 4 isa. top plan I 11S Sl'lOWIl @I 18 1n 31.5.15 2 Em'd 4- The mln- S5 View of the spraying nozzle. Fig. 5 is an nel' 111 WhlCh the 011 1S atonilzed lund ceused elevation, on a larger scale, and looking tol robe issued .into e Spray 1s plrnnlviillus ward the rear, of portions of the front of i'lilted in Fig- 2. For the purpose of keeping'- l the locomotive with the lubricating' system theoil in proper' conditionto he sprayed and y in place. Fig. 6 is a side view .of portions fr0 PTGYGR it from C10 2mg 111 the Spray -90 -oi the front end ot the tender with a, modivalve 1n of change of temperature,- I' fied form of my system placed thereon. Fig. have provided a ohamher 19 in the top o'v lo T is a rear elevation of the parts shown in the spray valve v vith a: .steam pipe 2O Whieh Fig. G. Fig. 8 is a plan view ofthe adjustcommunicates with the exhaust of they air 'inn' bar and adjusting,r rod and connecting pump 2 0. Leading out/of this chamber are 95 mechanism of the modification shown in a plurality of discharge ports 21 so that the Fig-s, 6 and 7. Figs. 9 and l0 aredetails of exhaust steam may pass out through these the modified construction. exhaust ports in the shape of steam rand Referring to Fig. l, l1 represents the lu- Will-201' and keel) the Spray Valv' at 'Proper bricating oil tank, which is filled through fempfltn- The 1102210 Ofthe SPIQJY Vake 100 nu ruling: pipe 12. This rank is connected 1S loated 1n prperposltlon t0 elect the with the Compressed air reservoir (not l fffl'llzed mi llallst the- Inner edgef .the shown) by the air supply pipe 13. This pipe l WIP-.eel Harige 22, Shown 1n dottedhnes 1n has au offset 14 through which the air pres- Fig. 4. l I v In Figs. 6 and 7 I have shownan 011 tank, 105

sure is maintained in the tank, and the supl ply of lubricant fedl therefrom is always mounted on the front end ot the locomotive tender, connected with the spraying mechanism and adapted to project a spray of atomized oil on the ange of the wheel and the head of the rail 23, Fig. 7, the spray nozzle 24 being prolonged'downwardly so as to discharge the ,spray atl the proper position to oil the flange and the rail. The oil tank located'on the tender, is connected with the spray valve and the air supply in manner similar to that on the locomotive already described, except that the Aconnections on the tank have flexible hose unions 24 to permit a lateral movement ofthe spray nozzles relative to the frame of the truck as the truck is passing over curves in the track. This lateral movement of the spray nozzles rela- `tive to the truck is accomplished by the adjusting bar 26, which has an intermittent longitudinal movement on the frame 2T. At

each end of the bar 26 a bolt 28 projects downwardly through longitudinal slots Q9 therein and lhas a scrcwthreaded engagement in the frame 27, thereby permitting the adjusting bar to have the aforesaid longitudinal movement on the frame 27. To hold the bar in its normal adjusted position on the frame, coiled springs are connected j atone end by the bolts 28to the frame and at the other end are securedby the bolts 3l 'i so to the adjusting bar. This adjusting bar is provided with recesses B2 for the. reception of the flanges 33 on the wheels, so that it is kept at all Vtimes in the same point with reference to the flanges on the wheels. In

.ing curves, but means are herein provided to lkeep the discharge nozzle of each spray valve in-its proper positionwith reference to the vflange of the wheel and the head of the rail, so that the atomized oil ejected in the form of a spray from the nozzle will always spray thev flange and the-'rail follows. A. pin 311- is rigidly secured to the bot- 'tom of thc frame and projects downwardly beyond an adjusting rod 35, which has an offset portionBG which partly surrounds the downwardly projecting pin 34 at thisI pol'nt, so that said rod .will be movedl longitudinally, by virtue of its connection with the xed downwardly projecting pin, as the truck swings. The adjusting rodv 35 is pivotally connectedl at both of its ends, as at 37, with projecting arms 38 rigidly secured to the nozzles 24 of the sprayvalves, so that the nozzles will be rotated slightly when the adjusting' rod moves, and the discharge nozzles always will be kept 'close to the flanges?i Lacasse mitting' this limited movement. j

Having. described my invention, what claim as new and desire vto secure by Letters Patent is l. In a lubricating system, for railway cant' on the wheel flange va d the rail, coin'- prising an oil tank in coi munication with an air supply under pressure having an airregulating valve thereon, a discharge pipe connected with said oil discharge` pipe, a pipe connecting the spray valve with'the air supply, and a nozzle extending from the spray valve and adapted to spray the lubricant on the wheel flange and the rail.

2. In a lubricating system, for railway rolling stock, means to spra the lubricant, comprising an oil tank under air pressure, a discharge pipe leading therefrom, a spray valye connected with said oil-discharge pipe, a spray nozzle on said valve adapted to project'a spray of oil, and an air pipe communiveating with .the 'tank and the valve,y combined .with means to shift the nozzleu when 3. In a lubricating systeniin communica tion vwithaan air pressuresupply provided withnieans to properlyveject a lubricant in the form of a spray, the -herein described means `to direct the spray 'on roundingcurves in the track, comprising a shifting bar mounted on the frame o'a wheeled vehicle and having a longitudinal movement thereon, the said bar having'-mounted on either end thereof a spiral spring to :,control the longitudinal movement of the `shifting bar,

"said shifting bar,.the said shifting-bar having recesses therein for the engagement of the. flanges of the wheel, combined With a wheeled vehicle.

- 411A lubricating system adaptedito the oil on the flange ofthe Wheel and on the systen'i,l comprising an j airpipe communicatingwwith lair'under.pressure, an air regulatin'g valvethereoman. oil" tank, and a spray and the rails, the flexible connections 25 per-` use of air in rejecting', a lubricant on the.

nozzle adapted to .project a spray of air and to distribute the lubricant externally ofsaid rolling stock, means to disribute the lubri- Y extending from theoil tank, a spray valve and spraying nozzles workably mounted on rail, and means to maintain the nozzle of isc f comprising a spray valve -in the proximity Lacasse valve,psaid oil tankvhaving connection With the air pipe and having a discharge pipe leading therefrom to the spray valve, and a separate air supply pipe opening into the spray valve so that said spray valve is in communication with the air under pressure and with the oil tank.

6. A lubricating system for railways,

' comprising an oil supply tank, a spray valve, a source of air under pressure communicating with said tank and said valve, a steam chamber insaid valve, a steam pipe communicating therewith, andexhaust ports leading from said chamber.

7 A lubricatingsystem for flanged Wheels of the Wheel ange, an oil supply operatively connected with said spray valve, means for Huid under pressure in said introducing A i and means tor leading steam to spray valve,

-a chamberv located on said spray valve.

8, A lubrication system for lubricating the flanges of Wheels, .comprising an atom.'

f izer head, an oil supply connected with said atomizer head, means for supplying a fluid under pressure to said oil supply and to said atomizer head, a steam chamber operatively connected with said atomizer head, said steam chamber being provided with discharge ports, and means for supplying steam to said steam chamber.

9. A system 'surrounding said nozzle,

for lubrication of the flanges.

of Wheels, comprising a spra valve which includes a'nozzle connected with an air supply, a casing provided with an oil chamber said casing also being provided with a steam chamber, means for conducting steam to said steam chamber,

means for conducting oil to said oil chamber,

and a head in" said casing provided with an opening in axial alinement with the opening in said nozzle, said head being arranged in close proximity to the flange of the wheel to be lubricated.

10. A lubricating system, comprising an oil tank, an air supply, a spray nozzle, means connecting the air supply with the oil tank and delivering air pressure to the top of the oil inthe tank and a separate connection',`

for conveying' the oil by gravity from the tank to the spray nozzle and which is"exposed to the pressure of the air in the tank,

andan independent connection for supply-v