US2486600A

US2486600A - Rail lubricator

Info

Publication number: US2486600A
Application number: US600326A
Authority: US
Inventors: Albert F Huber; Oscar F Magnus
Original assignee: American Brake Shoe Co
Current assignee: American Brake Shoe Co
Priority date: 1945-06-19
Filing date: 1945-06-19
Publication date: 1949-11-01
Anticipated expiration: 1966-11-01

Description

Nov. 1, 1949. A. F. HUBER E'Tm.

RAIL LUBRIGATOR 4 Sheets-Sheet 1 Filed June 19, 1945 lud N y: s NS Q E @E P T: w n ,F osi; l. H www N @s No@ o o e @W2 mmm M El. mS/ E FR T Z.. 0% o Nm A m w. A. w ,m2\\ NS i@ W f 2 y f h e m H z N. m Q. Q2 o: k2 w m G l ml mq Nm wwf 2 MN. I.. mN. Q m E LV L17 P l' L I ll m nwJ\ m NWN Nov. l, 1949. A. F. HUBER Erm. 2,486,600

RAIL LUBRICATOR Filed June 19, 1945 4 Sheets-Sheet 2 A TTOQNYS Nov. l, 1949.

A. F. HUBER El AL RAIL LUBRICATOR 4 Sheets-Sheet 3 Filed June 19, 1945 INVENTORS ALBERT F. HUBER BY OSCAR F. MAGNUS CIMmLApgwnMACW 4 TTOQNEYS Nuvf l, 1949. A, F, HUBER E1- AL 2,486,600

RAIL LUBRICATOR Filed June 19, 1 945 4 Sheets-Sheet 4 fg -W////////////////////////////// A TTOIQNEYS Patentrfl Nov. 1, 1949 RAIL LUBRICATOR 4 Albert F. Huber and Oscar F.

Magnus, Chicago,

Ill., assignors to American Brake Shoe Company, New ware York, N. Y., a corporation of Dela-

Application AJune

19, 1945, Serial No. 600,326

9 Claims. (Cl. 184-3) The invention relates to railroad track equipment and more particularly to the lubrication of rails and the flanges of car wheels.

Although rail lubricators have gone into extensive commercial use, there are certain diiculties which have not been completely overcome. A common type of rail lubricator is operated by a. wheel-'contacting member depressed by the treads of car wheels passing over the running rail. To minimize the effects of inertia and lost motion intensified by high speeds of modern trains, it is necessary to keep both the mass and amplitude of reciprocation of the wheel-contactlng member and connected reciprocating parts down to small values. Different conditions of wheel wear cause further problems. The false flanges of badly worn wheels depress the Wheelcontacting member to a greater extent than comparatively new wheels which have little or no false flanges. Additional problems are created by the desire to start the grease feeding promptly upon first contact of the iirstlwheel with the wheelcontacting member and to stop the fiow promptly after contact by the last wheel of the train.

The present invention seeks to solve or to minimize these and other problems in a simple and convenient manner. In its preferred form, a lubricator according to the invention comprises a housing mounted on a running rail slidably supporting a plunger having a spring urging it upwardly. Suitable abutments are arranged on the plunger and on the casing which may have a shim disposed therebetween to control the uppermost position of the plunger. Journaled in the plunger casing is a drive shaft having two overrunning friction clutches associated therewith, one being a drive clutch and the other a check clutch. The drive clutch includes an outer race having an arm which has a roller cooperating with a cam surface on the plunger. This cam surface is so shaped as to cause movement of the drive arm only by movement of the plunger through a given distance, after which additional movement of the plunger causes no further move-` ment of the drive arm. i

The invention in its preferred form further comprises a reservoir mounted alongside of the .'ackand having pumping apparatus therein. A suitable fiexibl-e shaft connects the drive shaft of the plunger mechanism with the pump oper-` ating mechanism, the arrangement being such that the reciprocating parts are located entirely on the rail and thatv the flexible shaft and all pump driving apparatus driven thereby moves uni-directionally, thereby minimizing the evil effects of lost motion.

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 drawings forming a part hereof, in which:

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

Fig- 2 is an elevational section on the line 2-2 of Fig. 1;

Fig. 3 is a 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; with shim in position;

Fig. 5 is a transverse section through the plunger mechanism; l-shirn in position;

Fig. 5a illustrates a type of shim which may be used for adjusting the amplitude of plunger movement;

Fig. 6 is an enlarged transverse section taken through the lubricant reservoir and illustrating the shafting for driving the lubricant pumps;

Fig. 7 is a vertical longitudinal section through the plunger mechanism; shim omitted;

Fig. 'la is a diagram illustrating operation of the cam and roller of the plunger mechanism;

Fig. '8 is a horizontal transverse section taken on the line 8-8 of Fig. '7;

Fig. 9 is a vertical section through the clutches taken on the line 9 9 of Fig. 1; and

Fig. 10 is a section taken on the line I0-I0 of Fig. 9 illustrating the check clutch.

In the following description and in the claims, various details will be identified by speciiic names for convenience, but they are intended to be as generic in their application as the art will permit.

Like reference characters denote like parts in the `several figures of the drawings.

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

Referring now to the drawings, and more particularly to Figs. 1 to 3, the lubricator, according to the invention, comprises in general a delivery plate I6 securedto the side of a conventional T-rail I5 and forming therewith a series of aligned delivery slots I1 for delivering lubricant to the anges of wheels 24. Secured to theother side of rail I5` is plunger mechanism, indicated in general by I8, including a plunger 52 adapted to be depressed by the treads of wheels 24. The plunger mechanism I8 operates through suitable clutch mechanism, explained more in detail hereybottom of the reservoir 2| inafter, to drive uni-directionally a flexible shaft I9 extending to a lubricant tank 2| set in the Aground alongside the track and lled with lubricant 21, as indicated. The flexible shaft I9 drives a vertical shaft in the tank which in turn drives a series of gear pumps 22 located in the Three gear pumps 22 are shown for purposes of illustration although a lesser or greater number may be used. Each pump 22 delivers lubricant to its individual supply pipe 23., which passes through the tank wall to the' running rail I5 to deliver lubricant to the slots I1.

The rail I5 rests on suitable tie plates 26 and may be suitably canted in accordance with conventional practice and 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).

The gear pumps 22, the distributing pipesl 23 and the delivery plate I6 may have a construction similar to that shown in Heidenthal Patent No. 2,185,810, dated January 2, 1940, the present linvention diiering from the Heidenthal patent mainly in providing different wheel operated mechanism for driving the lubricant pumps.

Referring now also to Figs. 4, 5, 7 and 8, the plunger mechanism I8 will now be described. This mechanism comprises a housing 28, which may be in the form of a casting, comprising

vertical end walls

29 and 35 and vertical

transverse webs

32, 33 and 34, top wall 36, bottom Wall 31 and front wall 40. The entire housing 28 is disposed against a backing plate 3| which in turn is disposed against ller plate 30, all three members being connected to the rail I5 by bolts 38 which pass therethrough. The

end walls

29 and 35 are suitably thickened where the bolts 38 pass through and have recesses 39 for the bolt heads. The corners formed by

end walls

29, 35 and top wall 36 are rounded as indicated in Fig. 7.

The vertical webs divide the housing 28 into a series of compartments including a plunger compartment 42 for a plunger 52 and a clutch compartment 43 for drive clutch 68. This latter compartment is closed by a rear wall 4|. Plunger compartment 42 has an opening in its front wall closed by removable plate 41. Plate 41 is secured to the housing by a bolt 49 which holds it in position between lugs 50. Plunger compartment 42 has a drain hole 44 at the bottom thereof extending through the front face 40.

Clutch compartment 43 is closed by a check clutch housing 48 which is held in position by bolts 5| which pass through the check clutch housing 48 into plunger housing 28 (Figs. 4 and 8).

Plunger 52 has a rounded or beveled top 53, the surface of which may be suitably hardened to withstand the shock of engagement by wheel treads of high speed trains. Plunger 52 slides .in vertical ways formed in

side Walls

33, 34 and front wall 40 of compartment 42, the backing plate 3| also acting as a guide for the plunger. Stiff coil spring 54 seats in a recess 56 in the bottom of the plunger and surrounds a boss 55 on the bottom wall 31 to urge plunger 52 upwardly. Upward movement of the plunger is limited by a lug 51 (see Fig. 5) on the plunger engaging a shoulder 58 formed by the top wall of the plunger compartment opening. A suitable shim 59 may be interposed between lug 51 and shoulder 58 to adjust amplitude of plunger movement, as described hereinafter more in detail. Referring now also t0 Figs. 9 and 10, the drive lclutch 61 applies torque to its outer and check clutch mechanisms will now be described. The drive shaft 6| is journaled in an oilless bearing 62 which is press t into check clutch housing 48. Shaft 6| supports the

hexagons

63, 64 forming the inner races respectively of check clutch 61 and drive clutch 68.

The hexagon 63 of check clutch 61 is secured to shaft 6I by taper pin 69. The outer race 65 is press nt into hub 16 of housing 48 and is prevented from rotating therein by a race pin 15' press t into matching half holes in race 65 and hub 16. A cap 18 having a conventional oil seal 19 is also press, t into the bore of hub 16.

The hexagon 64 of drive clutch 68 has a. hub secured to shaft 6I by tapered pin 86. Surroimding hexagon 64 is outer race 66 press ilt into the hub 9| of housing arm 90. A race pin 84 is press fit into matching half holes in race 66 and hub 9| to prevent relative rotation between race and hub.

Suitable overrunning clutch rolls are provided between the inner and outer races of both clutches 61 and 68. These rolls, which are identified by 'I4 in each clutch, act similarly but in opposite sense in each clutch. The clutches have similar spring devices for urging their rolls into Wedging engagement. These spring devices comprise pins 13 set in the hex faces about which are looped knuckles of leaf springs 12 as indicated particularly in Figs. 9 and 10. The rela.- tionship of rolls 14 and springs 'I2 is the same in each clutch 61 and 68 but the uni-directional action of the two clutches is opposite since the outer race 66 of drive clutch 68 applies torque to its hexagon 64 while the hexagon 63 of check race 65, as Will appear hereinafter.

The drive arm housing has the hub 9| provided with an oilless bearing 81 which has a press t into the hub 9| for the purpose of journaling the housing arm 90 on the shaft 6|. An oilless washer 93 is disposed between hub 9| and housing 48 and a conventional oil seal 94 is disposed between plate 93 and oilless bearing 81. A cap 92 which is press t into hub 9| closes the overclutch on the side opposite the bearing Referring now to Figs. 7 and 7a, the plunger 52 operates the housing arm 90 by roller and cam mechanism. A roller 95 is journaled on pin 96 which is fixed in a fork 91 on the end of arm 90. Arm 90 projects through an opening in wall 33 toward plunger compartment 42. Roller 95 engages a cam surface 98 on lug 99 secured to the plunger 52 and also an adjoining cam surface 88 on the side wall of the plunger. A return spring |00 operates between an abutment |0| on arm 90 and a projection |02 secured to housing 48, the spring |00 having its end convolutions disposed around bosses on the respective members I 0I and |02.

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 surfaces 98 and 88, which oscillates drive arm 90 about shaft 6| Due to the drive clutch 68 overrunning in one direction, the reciprocating movement of drive arm 90 causes uni-directional movement of shaft 6|.

The drive mechanism in the reservoir 2| comprises a bracket ||2 made up of an angle suitably welded to a sleeve ||4 having a ange I|3 bolted to the adjacent vertical wall of the reservoir 2|. The bracket |I2 forms a bearing for shaft ||5 and for vertical shaft 20, these shafts being connected by a set of bevel gears IIS.

Located at the bottom of the reservoir tank 2| is a base |I1 suitably spaced from the bottom of the tank by spacers I8 and from the sides by anchors I|9 and |20. Bolted to base plate ||1 are one or more gear pumps 22 of the type illustrated in the above-mentioned Heidenthal patent. These gear pumps 22 have their drive shafts in line and connected by suitable coupling members |29.

Driving torque is obtained from vertical shaft 28 supported by a U-shaped bracket |23 having a bottom flange |24' suitably bolted to base plate I I1, an upstanding web |25 and a top flange |25. Said top flange |26 journals vertical shaft 20. The pumps 22 are driven by shaft 20 through a set of bevel gears |28 one of which is mounted on the drive shaft |22 of adjacent pump 22.

Operation As the trains pass over the running rail I5, the wheel treads engage plunger 52 pressing it downwardly against plunger spring 54 causing return spring |00 to urge roller 95 to follow cam surfaces 98 and 88. The oscillation of drive arm 90 drives main shaft 6| unidirectionally through overrunning drive clutch 68. The check clutch 61 being constructed to overrun oppositely from the drive clutch 68, prevents any retrograde movement of clutch shaft 6I. Uni-directional movement of clutch shaft 6| is communicated through flexible shaft I9, bevel gears IIB, vertical shaft 20, and bevel gears I 28 to the several gear pumps 22 which deliver lubricant to the delivery plate.

In the form indicated, 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, which is the preferred form. However, it will be understood that if desired, the direction of operation of both overrunning clutches may be reversed so that the return spring |00 will drive the pumps on the downward stroke of the plunger 52.

It will be understood that the effect of the cam and roller drive is to equalize increments of movement imparted to the pumps for the successive depressions of the plunger, regardless of the condition of wear of the car wheels. It will be understood that worn wheels cause false flanges indicated at |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 different amounts depending upon the size ofthe false flange. Regardless of the amount of depression of the plunger 52, the drive arm 90 will move a constant amount because of the peculiar relationship of cam surfaces 98 and 88. The cam surface 98 causes movement of arm 90 but as soon as roller 95 engages cam surface 88, no further movement of arm 90 can take place regardless of the amount of additional downward movement of plunger 52 (see Fig. 7a). The cam surface 98 might therefore be called a fall and the cam surface 88 might be called a dwelL Upward movement of the plunger thus imparts motion to drive arm only while roller is engaging fall 98.

It 'will be understood that the relationship of plunger to rail surface will be such that with a new wheel which imparts a vminimum downward stroke to plunger 52. the plunger 52 will move downwardly far enough for the roller 95 to engage dwell 89 and thus impart the same stroke to drive arm 90 as with a badly worn wheel.

Provision is also made for adjusting the lubricant feed by inserting different size shims 59 between plunger lug 51 and shoulder 58. Maximum stroke of the plunger and thus maximum lubricant feed is obtained with no shims at all. The U-shaped shim 59 shown in Fig. 5a may be used for adjustment purposes for which several dierent sizes may be kept on hand. For example, three different size shims may be used all having the same length of leg indicated by Y but varying in the thickness of base indicated by X.

To decrease the lubricant feed, the adjusting plate 41 is removed and one of the shims 59 is inserted between plunger lug 51 and shoulder stop 58 with the legs of the shim projecting downwardly on either side of the plunger lug 51, there being sufficient clearance provided at 8| for this purpose. The size of shim (dimension X) determines the upper (undepressed) position of the plunger and the lowermost position on fall 98 engaged by roller 95. Figure '1 illustrates such position of roller 95 on fall 98 with shim omitted. When shims are used, roller 95 will have correspondingly higher lowermost positions on fall 98 depending upon shim dimension X.

Provision is also made to cut out lubricant feed entirely if for any reason it is desired to do so. It is only necessary to insert the shim 59 with its legs upwardly instead of downwardly, the legs engaging shoulder stop 58 and the base engaging the plunger lug 51. This holds the plunger 52 down far enough to be free of engagement of any false flange, even on a badly Worn wheel.

Thus, a track lubricator is provided which reduces to a minimum the mass of reciprocating parts since only the plunger and the drive arm and parts fixed thereto reciprocate. Movement of all other parts is uni-directional. This construction also minimizes difliculties due to lost motion and wear since any looseness between the individual parts of the flexible shaft or gears will cause no trouble on either of these scores as any such looseness is permanently taken up by normal uni-directional movement. The check clutch helps maintain the taken-up condition of the uni-directional rotating parts between clutch Shaft 6I and the pumps since it does not permit any unwinding or loosening action to take place between these parts-which ordinarily might take place when drive force is removed, if no check clutch were present. Furthermore, the spring pressed roller friction type overrunning clutch can be made to take hold substantially instantly without requiring any appreciable slipping movement to make the rolls wedge. Since all parts of the uni-directional drive linkage are maintained in taken up condition, the impulses applied by the rst wheels of a train are available immediately to start the pumps rotating to deliver lubricant; and since all -pressure on the lubricant immediately ceases after the last impulse is imparted to the plunger,

75 after feed of the lubricant is also minimized.

casacca The parts are rugged in construction and the plunger mechanism is also compact. The plunger itself is a single piece with no separate or movable parts. The plunger mech-anism is effectively sealed against dirt and discharges from the rolling stock, and the oilless bearings and oil seal make possible running the plunger mechanism for long periods of time without lubricating after the overrunning clutches are initially packed in grease. The transmission between clutch shaft and pump may be made with greater tolerances since reasonable looseness or slack in the uni-directional parts of the transmission is not troublesome. In fact, a chain and sprocket -assemblymay be used in place of the vertical shaft and gears in the reservoir.

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, a track structure having lubricant applying devices, a reservoir, pumping apparatus associated with said reservoir, a conduit connecting said pumping apparatus and said applying devices, operating mechanism comprising a housing secured to a running rail of said track structure, said housing having a substantially vertical guideway, a plunger in said guideway, said plunger being engageable by wheels on said running rail, a spring urging said plunger upwardly, cooperating abutments on said housing and on said plunger to limit the upward movement of said plunger, a drive shaft journaled in said housing, overrunning frictionclutches on said drive shaft and disposed within said housing, one of said clutches comprising a check clutch and the other a drive clutch, said drive clutch comprising an innerrace mounted on said drive shaft and an outer race having an arm, cam and follower devices interposed between said plunger and said arm to impart constant amplitude impulses to said arm regardless of variable amplitude impulses applied to said plunger, said check clutch comprising an inner race mounted on said shaft and an outer race aflixed to said housing, and rotatable linkage connecting said drive shaft and said pumping apparatus.

2. In a. track lubricator, a track having a lubricant applying device, a lubricant supply connected to said applying device, operating mechanism comprising a support, a -plunger slidably mounted on saidlsupport and engageable by the treads of wheels running on said'track, a driven arm journaled on said support and operatively connected to said lubricant supply for controlling the flow of lubricant to said applying device, a cam portion on said plunger, said cam portion having an inclined upper surface constituting a fall and a vertical surface constituting a dwell, a roller engaging said cam portion and mounted on said driven arm, said fall effecting movement of said driven member with downward movement of said plunger through a rst stage, and said dwell effecting no further movement of said driven member with further'downward movement of said plunger beyond said ilrst stage.

3. In a track lubricator, a track having a lubricant applying device, a lubricant supply connected to said applying device, operating mechanism comprising a plunger engageable by the treads of wheels running on said track. a driven apparatus associated with the m'ember operatively connected to said lubricant l supplyjor controlling the flow of lubricant to said applying device, a cam secured to said plunger, part of said cam constituting a fall and part of said cam `constituting a dwell, a roller engaging said cam and mounted on said driven member, said fall eifecting movement of said driven member with downward movement of said plunger through a first stage, and said dwell effecting no further movement of said driven member with further downward movement of said plunger beyond said nrst stage.

4. In a rail lubricator, a track structure having lubricant applying devices, a reservoir, pumping reservoir, a conduit connecting said pumping apparatus and applying devices, plunger mechanism connected to said track structure and comprising a housing having a plunger compartment with an opening in its front face, a removable cover plate for said opening, said plunger having a lug slidable in said opening and cooperating with the upper edge of said opening to limit the upward travel of the plunger, a spring operating between said plunger and bottom of the plunger compartment,

a U-shaped shim, said plunger lug having clearance on either side whereby to accommodate said shim", said shim being adapted to be positioned with its base between said lug and upper edge and with its legs disposed downwardly in said clearance space for the purpose of adjusting the upper operative position of said plunger, said shim being also adapted to be inverted with its base against said lug and its legs against said upper edge to hold down the plunger out of operative engagement with wheels running over said track structure, and an overrunning clutch arrangement operated by said plunger for driving said pumping apparatus.

-5. In a rail lubricator, a track structure having lubricant applying devices, a reservoir, pumping apparatus associated with the reservoir, a conduit connecting said pumping apparatus and applying devices, plunger mechanism connected to said track structure and comprising a housing having a plunger compartment with an opening, said plunger having a lug slidable in said opening and cooperating with the upper edge of said opening to limit the upward travel of the plunger, a spring operating between said plunger and said plunger compartment, a U-shaped shim, said plunger lug having clearance on either side whereby to accommodate said shim, said shim being adapted to be positioned with its base between said lug and upper edge and 'with its legs disposed downwardly in said clearance spaace for the purpose of adjusting the upper operative position of said plunger, said shim being also adapted to be inverted with its base against said lug and its legs against said upper edge to hold down the plunger out of operative engagement with wheels running on said rail, and means operated by said plunger for driving said pumping apparatus.

6. In a rail lubncator, a track structure having lubricant applying devices and including a running rail, a reservoir, pumping apparatus associated with said reservoir, a conduit connecting said pumping apparatus and said applying devices, a plunger mechanism comprising a main housing secured to said rail, said housing having a plunger compartment and a clutch compartment, a plunger in said plunger compartment adapted to be engaged by wheels on said running rail, an auxiliary housing connected to said main housing to close said clutch compartment, said auxiliary housing having a bearing, a clutch shaft journaled in said bearing, a drive clutch in said main housing, a check clutch in said auxiliary housing, said drive clutch comprising a Wedge core afxed to said clutch shaft, an outer race surrounding said core, a drive arm engageable with said plunger and having a hub, said hub having a bearing journaled on said shaft and having a bore alongside of said bearing, said outer race being disposed within said bore, said auxiliary housing having a bore, said check clutch having an outer race disposed in said last-menl tioned bore, said check clutch having a wedge ing said pumping apparatus and said applying devices, a plunger mechanism comprising a mam housing secured to said rail, said housing having a plunger-compartment and a clutch compartment, a plunger in said plunger compartment adapted to be engaged by wheels on said running rail, an auxiliary housing connected to said main housing to close said clutch compartment, said auxiliary housing having a bearing, a clutch shaft journaled in said bearing, a drive clutch in said main housing, a check clutch in said auxiliary housing, said drive clutch comprising a wedge core affixed to said clutch shaft, an outer race surrounding said core, a drive arm associated with said plunger and having a hub, said hub having a bearing journaled on said clutch shaft and having first and second bores on either side of said bearing, said outer race being disposed within said first bore, a cap closing said rst bore, an oil seal within said second bore on thev opposite side of said drive clutch bearing from said cap, said auxiliary housing having a bore, said check clutch having an outer race disposed in said last-mentioned bore, said check clutch having a wedge core secured to said clutch shaft and disposed within its outer race, a cap having an oil seal surrounding said clutch shaft and disposed in said auxiliary housing bore, and rotatable linkage con necting said clutch shaft and said pumping devices.

8. In a rail and ange lubricator, a track structure having lubricant applying devices, a reservoir, pumping devices for transferring lubricant from said reservoir to said applying devices, a

`plunger mounted on the track structure and depressible by car wheels, a return spring holding said plunger in upper position, a drive shaft journaled on the track structure, overrunning driving devices operating between said plunger and said shaft, overrimning check devices operating between said track structure and said shaft, the directional action of said driving and check devices being so set that said return spring drives said pumping devices upon upward movement of said plunger. said overrunning drive devices comprisingI an inner raceway supported by said shaft, an outer raceway, a set of irictional gripping members between said raceways, a drive arm secured to said outer raceway, said plunger having an abutment under said arm,`a take-up spring acting between said track structure and said arm to hold said arm in driving relation to said abutment, said overrunning check devices comprising a second inner raceway supported by said shaft, a second outer raceway supported by said track structure, a second set of frictional gripping members between said second raceways, said frictional gripping members being effective to transmit torque between their respective race- Ways at an infinite number of relative rotative positions of said raceways, whereby said drive arm transmits substantially its full driving movement to said shaftat all amplitudes of arm movement, and said check devices substantially instantly check retrograde movement of said shaft at an innte number of angular positions of said shaft, and rotatable linkage connecting said pumping devices and said drive shaft.

9. In a rail and ange lubricator, a trackv structure having lubricant applying devices, a reservoir, pumping devices for transferring lubricant from said reservoir lto said applying devices, a plunger mounted on the track structure and depressible by car wheels, a return spring holding said plunger in upper position, a drive shaft journled on the track structure, overrunning driving devices operating between said plunger and said shaft, overrunning check devices operating between said track structure and said shaft, the directional action of said driving and check devices being so set that said return spring drives said pumping devices upon upward mavement of said plunger, said overrunning drive devices comprising a rst clutch element movable with said shaft, a second clutch element, frictional gripping means operating between said clutch elements, a drive arm secured to said second clutch element, said plunger having an abutment under said arm, a take-up spring acting between said track structure and said arm to hold said arm in driving relation tc said abutment, said overrunning check devices comprising a first clutch element movable with said shaft, a second clutch element supported by said track structure, frictional gripping means operating between said last-mentioned clutch elements, both said frictional gripping means being effective to transmit torque between their respective clutch elements at an infinite number of relative rotative positions of said clutch elements, whereby said drive arm transmits substantially its full driving movement to said shaft at all amplitudes of arm mov ement, and said check devices substantially instantly check retrograde movement of said shaft at an infinite number of angular positions of said shaft, and rotatable linkage connecting said pumping devices and said drive shaft.

ALBERT F. HUBER. OSCAR F. MAGNUS.

REFERENCES CITED l The following references are of record in the le of this patent:

UNITED STATES VPATENTS Number Name Date 1,132,130 Strobel Mar. 1c', 1915 1,141,733 Vogt June 1, 1915 2,098,791 Perazzoli Nov. 9, 1937 2,185,810 Heidenthal Jan. 2, 1940 2,223,714 Bates et al. Dec. 3, 1940 2,296,365 Moore et al. Sept. 22, 1942 2,349,259 Fuller May 23, 1944 2,398,935 Heidenthal Apr. 23, 1946