CN111232012A

CN111232012A - Improved rail top applicator

Info

Publication number: CN111232012A
Application number: CN201911142903.2A
Authority: CN
Inventors: 史蒂夫·唐纳德·安德森; 凯文·雷·阿德金斯; 兰达尔·克雷克; 凯文·基多蒂克; 凯尔·威尔逊
Original assignee: Whitmore Manufacturing LLC
Current assignee: Whitmore Manufacturing LLC
Priority date: 2018-11-29
Filing date: 2019-11-20
Publication date: 2020-06-05
Also published as: EP3659895A1

Abstract

A rail Top (TOR) applicator having: a lever positioned in the housing; and an exit aperture on an upper portion of the shank for delivering the friction control composition to the crown of the railhead. The upper portion of the rod is inclined away from the friction control composition exit orifice. The rod may be constructed of an elastomer such as polyurethane. The passageway extends from the inlet or entrance orifice to the exit orifice. The friction reducing composition is pumped into the entry orifice, through the passageway to the exit orifice, and then onto the crown of the railhead. The friction reducing composition may be thixotropic.

Description

Improved rail top applicator

The present application claims the benefit of: U.S. patent application serial No. 14/967,264 filed 12/11/2015 and U.S. patent application serial No. 62/124,240 filed 12/2014, and further a partial continuation of U.S. patent application serial No. 14/655,903 filed 6/26/2015, which entered the national phase of PCT/US14/10188, which in turn claimed the benefits of: us patent application serial No. 61/963,448 filed on 4.12.2013; us patent application serial No. 61/962,265 filed on 4.11.2013; us patent application serial No. 61/958,789 filed on 6.8.2013; us patent application serial No. 61/850,923 filed on 26.2.2013; us patent application serial No. 61/850,690 filed on 21/2/2013; U.S. patent application serial No. 61/848,596, filed on 7/1/2013, all of which are incorporated herein by reference.

Technical Field

The present disclosure relates to applicators for delivering friction control compositions to railheads.

Background

The development of high noise levels and extensive wear of steel wheels and rails is a common problem in rail systems including freight, passenger and mass transit trains. Such problems are directly attributable to the frictional forces generated between the wheels and the railhead during operation of the system. In addition to noise problems and extensive wear of the wheels and rails, the negative friction between the two sliding steel surfaces also causes stick-slip oscillations. This in turn results in inefficiency and less than optimal performance.

In order to control friction, it has long been the practice to apply grease or friction control compositions to rails, including to the railhead and the sides of the rail. Most notably, such compositions have been applied at curves, inclines, turnouts, switches, and the like. The friction control composition can either reduce or increase friction as necessary to improve train performance and reduce wear on both the railhead and the train wheels.

To increase the friction between the train wheels and the rails, friction control compositions are typically placed on the railhead. The applicator used to place the friction control composition onto the railhead is referred to as a top of rail (TOR) applicator. In normal practice, TOR applicators are periodically spaced along the length of the rail track. The spacing of TOR applicators is generally dependent on the ability of the friction control composition to flow down the rail. Unfortunately, TOR applicators that are in direct contact with the train wheel are more likely to be damaged or destroyed by the train wheel when compared to applicators placed on the side of the rail.

TOR applicators have been developed over the years to address this problem. However, such applicators have proven to be inadequate for a number of reasons. For example, in some prior art applicators, the friction control composition typically does not reach the center of the railhead. Thus, the friction control composition does not effectively run down the rail. In other cases, a significant amount of the friction control composition is wasted because the friction control composition eventually leaks off the side of the rail and away from the railhead. In other cases, while prior art TOR applicators place the friction control composition on the railhead, the applicator itself is damaged or destroyed by impact when impacted by a train wheel. Thus, such TOR applicators of the prior art become inoperable due to impact damage.

There is a need for a TOR applicator that efficiently places the friction control composition onto the railhead such that the friction control composition effectively flows down the rail. In addition, such TOR applicators need to be relatively safe from being damaged or destroyed by the impact of a train wheel.

It should be understood that the above discussion is provided for illustrative purposes only and is not intended to limit the scope or subject matter of the appended claims or the claims of any related patent application or patent. Accordingly, none of the appended claims, or claims of any related application or patent, should be limited by the above discussion, or interpreted to state, include, or exclude the features or disadvantages merely as a result of a reference herein to each or any of the above-referenced features or disadvantages.

Disclosure of Invention

In an embodiment of the present disclosure, an applicator for delivering a friction control composition to a railhead is provided. The applicator is comprised of: a housing; a lever positioned in the housing; and an exit aperture on an upper portion of the shank for delivering the friction control composition to the crown of the railhead.

In another embodiment of the present disclosure, an applicator for delivering a friction control composition to a railhead is provided. The applicator is comprised of: a housing; an elastomeric rod positioned in the housing; an access port for drawing the friction control composition into the passageway; and an exit port for drawing the friction control composition onto the rail.

In another embodiment of the present disclosure, an applicator for delivering a friction control composition to a railhead is provided. The applicator is comprised of: a housing; a lever positioned in the housing; an access port located on a lower portion of the ramp for feeding the friction control composition into the passageway; and an exit aperture on an upper portion of the shank for delivering the friction control composition from the passageway to the crown of the railhead. The upper portion of the rod is inclined away from the friction control composition exit orifice. In an embodiment, the upper portion of the rod is angled away from the friction control composition outlet at an angle between about 5 degrees and about 15 degrees. The applicator assembly may also contain a platform for the bottom surface of the housing, a clamp for coupling the applicator to the railhead via the platform, and a leveler.

In another embodiment of the present disclosure, an applicator assembly for delivering a friction control composition to a railhead is provided. The applicator assembly includes an applicator comprised of: a housing; a lever positioned in the housing; and an exit aperture on an upper portion of the shank for delivering the friction control composition to the crown of the railhead. The applicator assembly may also contain a platform for the bottom surface of the housing, a clamp for coupling the applicator to the railhead via the platform, and a leveler.

In another embodiment of the present disclosure, an applicator assembly for delivering a friction control composition to a railhead is provided; the applicator assembly comprises: a housing; an elastomeric rod positioned in the housing; an access port for drawing the friction control composition into the passageway; and an exit port for drawing the friction control composition onto the rail. The applicator assembly further contains: a platform on which a bottom surface of the housing is seated; a leveler attached to the platform; and a clip coupled to the platform for affixing the applicator assembly to the rail.

In another embodiment of the present disclosure, an applicator assembly for delivering a friction control composition to a railhead is provided. The applicator assembly includes an applicator comprised of: a housing; a lever positioned in the housing; an access port located on a lower portion of the ramp for feeding the friction control composition into the passageway; and an exit aperture on an upper portion of the shank for delivering the friction control composition from the passageway to the crown of the railhead. The applicator assembly may also contain a platform for the bottom surface of the housing, a clamp for coupling the applicator to the railhead via the platform, and a leveler.

In another embodiment of the present disclosure, an applicator assembly for delivering a friction control composition to a railhead is provided. The applicator assembly includes an applicator comprised of: a housing; a rod positioned in the housing and having a downwardly sloped top; an access port located on a lower portion of the downwardly sloped top for feeding a friction control composition into the passageway; and at least two exit apertures on an upper portion of the shank for delivering the friction control composition from the passageway to the crown of the railhead. The applicator assembly may also contain a platform for the bottom surface of the housing, a clamp for coupling the applicator to the railhead via the platform, and a leveler.

Accordingly, the present disclosure includes features and advantages believed to enable the most efficient placement of a friction control composition onto railroad rails.

Drawings

The following drawings are part of the present specification, are included to demonstrate certain aspects of various embodiments of the present disclosure, and are referenced in the detailed description herein:

fig. 1 is a front perspective view of a top of rail (TOR) applicator assembly attached to a side of a rail.

Fig. 2 is a side view of the TOR applicator assembly and illustrates the interaction of the TOR applicator with the train wheel.

Fig. 3 is a top perspective view of the TOR applicator assembly.

Fig. 4 is a cross-sectional elevation view of a TOR applicator assembly.

Fig. 5 is a cross-sectional side view of a TOR applicator demonstrating a passageway for feeding a friction control composition onto the crown of a railhead.

Fig. 6 is a top perspective view of an alternative embodiment of a TOR applicator assembly.

Fig. 7 is a cross-sectional view taken along line 7-7 in fig. 6.

Fig. 8 is a cross-sectional view taken along line 8-8 in fig. 7.

Fig. 9 is a top perspective view of yet another alternative embodiment of a TOR applicator assembly.

Fig. 9a is a detailed view of a portion of the TOR applicator shown in fig. 9.

Fig. 10 is a cross-sectional view taken along line 10-10 in fig. 9.

Fig. 11 is a cross-sectional view taken along line 11-11 in fig. 10.

Detailed Description

The features and advantages of the present disclosure, as well as additional features and benefits, will be readily apparent to those of ordinary skill in the art upon consideration of the following detailed description of exemplary embodiments of the present disclosure and by reference to the accompanying drawings. It should be understood that the description herein and drawings with example embodiments are not intended to limit the claims of this patent or any patent or patent application claiming priority to this patent. On the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the claims. Changes may be made in the particular embodiments and details disclosed herein without departing from the spirit and scope of such disclosure.

In illustrating and describing the preferred embodiments in the drawings, common or similar elements are referenced with similar or identical reference numerals or are apparent from the drawings and/or the description herein. The drawings are not necessarily to scale and certain features and certain views of the drawings may be shown exaggerated in scale or in schematic in the interest of clarity and conciseness.

As used herein and throughout the various parts (and headings) of this patent application, the terms "disclosure," "disclosure," and variations thereof are not intended to refer to every possible embodiment encompassed by the disclosure or any particular claim(s). Thus, the subject matter of each such reference should not be construed as necessarily requiring, by virtue of such reference only, each embodiment of the reference or any particular claim(s) or portion thereof.

The terms "couple" and the like and variations thereof as used herein and in the appended claims are intended to mean either an indirect or direct connection or engagement. Thus, if a first device couples to a second device, that connection may be through a direct connection, or through an indirect connection via other devices and connections.

Certain terms are used herein and in the appended claims to refer to particular components. As one skilled in the art will appreciate, different persons may refer to a component by different names. This document does not intend to distinguish between components that differ in name but not function.

Also, the terms "including" and "comprising" are used in an open-ended fashion herein and in the appended claims, and thus should be interpreted to mean "including, but not limited to. Further, references herein and in the appended claims to components and aspects in the singular do not necessarily limit the present disclosure or the appended claims to only one such component or aspect, but should be generally construed to mean one or more, as may be suitable and desirable in each particular instance.

Accordingly, the preferred embodiments of the present disclosure provide advantages over the prior art and are well suited to carry out one or more of the objects of the present disclosure. However, the present disclosure does not require each of the components and acts described above and is in no way limited to the embodiments described above. Any one or more of the above components, features and processes may be employed in any suitable configuration without the inclusion of other such components, features and processes. Furthermore, the disclosure includes additional features, capabilities, functions, uses, and applications that have not been explicitly set forth herein but are or will become apparent from the description herein, the drawings, and the claims.

The railhead applicator (TOR) disclosed herein may be used to deliver a friction control composition (or lubricant) to the railhead, most notably to the crown of the railhead. When the TOR applicator is attached to the railhead, the TOR applicator is less likely to be damaged by the railway wheel. Thus, the friction control composition flows down the top of the railhead more efficiently.

Fig. 1 is a front perspective view illustrating a TOR applicator assembly attached to a side of a rail. The TOR applicator assembly contains a TOR applicator. The TOR applicator includes a stem, a housing, and optionally a platform and/or a sealant, as described herein. Fig. 2 is a side view illustrating the interaction of the TOR applicator assembly with a train wheel. Fig. 3 is a top perspective view of the TOR applicator assembly. Fig. 4 is a cross-sectional elevation view of a TOR applicator assembly.

As shown, the TOR applicator assembly 100 includes a TOR applicator. The TOR applicator contains a rod 102. The rod 102 may be seated in a rod housing 104. The pole housing 104 can be characterized as having a front wall 104A (which faces the field side of the rail when attached to the rail), side walls 104B, a rear wall 104C, and a bottom wall 104D. As illustrated in fig. 1, the lever 102 can be seated onto the housing such that the bottom of the lever interfaces with the inner surface of the bottom wall 104D. The rod 102 may be releasably attached to and from the inner surface of the bottom wall 104D using conventional fasteners such as snap-fit, bolts, screws, nails, adhesive, Velcro, and the like.

Because the rod 102 is mounted inside the housing 104 and can be releasably attached, it can be easily replaced. Thus, when the rod 102 is damaged, destroyed, or becomes less efficient due to wear, it may be removed and replaced with a new rod. The rod 102 may be releasably attached to the rod housing 104 using mechanical fasteners or self-tapping screws.

As shown in fig. 1, in an embodiment, the pole housing 104 may not have a top wall so that the pole may simply rest in the housing with the upper surface of the pole exposed to the environment. This arrangement facilitates replacement of a worn or damaged rod with a new one.

In an alternative embodiment, the lever may be integrally formed with the housing.

In some cases, the front wall 104A and the side walls 104B (as illustrated in fig. 2) of the lever housing 104 may be lower than the upper surface of the lever 102 and the rear wall 104C of the housing 104. This arrangement makes it less likely that the wheels 107 of the train will impact and damage the housing and the pole when attached to the railhead 108. Strategically placing the rod below the railhead 108 enables the rod housing 104 and rod 102 to withstand impacts from a false flange of a train wheel, such as from a severely worn train wheel.

In the preferred embodiment shown in fig. 4, the upper surface 102A of the rod 102 is inclined such that when affixed to the rail head 108, the upper surface of the rod is inclined away from the rail head 108. Such a downward slope is not appropriate for the TOR applicators of the prior art. In prior art TOR applications, when the TOR applicator is attached to a rail, the rod is tilted towards the rail head. In such cases, the TOR applicator is designed to form a reservoir to hold the lubricant or friction modifier on top of the rail, particularly on the crown 106 of the railhead 108. Such lubricants or friction control compositions are much less viscous than those disclosed herein. Such tilting of the rod toward the railhead makes the rod of the TOR applicator of the prior art more likely to be damaged by the train wheel.

In a preferred embodiment, the front wall 104A and the side walls 104B may be sloped such that the top surfaces of the front and side walls slope away from the exit aperture 114, typically between 0.5 inches and 1.25 inches below the exit aperture.

Thus, in an embodiment, such as shown in fig. 1 and 2, when the TOR applicator assembly 100 is affixed to the railhead 108, the upper surface of the rod 102 is tilted away from the railhead 108. The top surface of the stem of the TOR applicator as defined herein exhibits a downward slope from the exit aperture 114 from the railhead 108 to the side of the stem 102 that is closest to the field. When affixed to the railhead 108, the configuration of the TOR applicator is such that the TOR applicator will be less likely to be negatively affected by the train wheel. When attached to railhead 108, the slope of rod 102 may be about 5 degrees to about 15 degrees, more preferably about 8 degrees to about 10 degrees, from a horizontal plane defined by railhead 108.

As illustrated in fig. 3, the friction control composition is pumped into the passage 110 through the inlet port 112. The composition then exits the passageway 110 through the exit orifice 114 onto the railhead 108.

Fig. 2 shows a threaded screw 113 with an access port 112 at one end. The other end of the threaded screw is secured into the platform 120, which in turn feeds into the rod 102 via the front wall 104A of the housing. In an alternative embodiment, the port for receiving the friction control composition may be part of the housing such that the access port and the housing are one unitary element.

As shown in fig. 5, passageway 110 provides a path for the friction control composition to flow from the pump onto rail head 108. The diameter of the passageway 110 is preferably between about 0.50 inches and about 0.75 inches. When the diameter of the passageway 110 is less than 0.50 inches, it may become clogged. When the diameter of the passageway 110 is greater than 0.75 inches, a larger pump may be required to push the friction control composition through the access port 112 and into the passageway. In some embodiments, the inlet port 112 and/or the exit orifice 114 may be purely slits that are opened by pressure from the pump.

Conventional pumps, valves and hoses are used to supply the friction control composition to port 112, through passageway 110 and onto the rail through exit orifice 114.

In fig. 5, the entry port 112 on the threaded screw 113 is shown connected to the passage 110 in the stem 102 leading to the exit aperture. The pump may be activated in a variety of ways well known in the art, including an electronic wheel sensor.

In an alternative embodiment, the TOR applicator may not have a housing, such that the entry port 112 feeds into a single element having an exit orifice.

The stem 102 may further include a sealant 116, as illustrated in fig. 4. The sealant 116 assists in preventing the friction control composition from flowing from the crown 106 of the railhead 108 onto the stem 102 of the TOR applicator. Without the sealing member 116, once the friction control composition is applied to the railhead 108, the friction control composition may flow onto any surface of the TOR applicator, including any side of the rod 102 or housing 104. Thus, the sealant 116 may provide an impermeable membrane between the sides of the railhead 108 and the housing 104. In cases where the friction control composition does not tend to flow (such as, for example, when the friction control composition is thixotropic), the sealant 116 may not be necessary.

In an embodiment, the sealing member 116 may be a gasket. Suitable gaskets include Teflon rope such as that available from McMaster Carr under the product part number 8824K11 FlangeMount PTFE rope seal. In addition, the sealing member 116 may be composed of an elastomer or rubber.

At times, it may be desirable to move the TOR applicator away from the railhead 108 during maintenance (such as during rail grinding when the railhead 108 reverts back to its original profile). Rail grinding requires moving an object (including a TOR applicator) in the path of the grinding machine.

Movement of the TOR applicator away from the railhead 108 and toward the field may be accomplished by using the pivot point 118. As illustrated in fig. 3, the bottom surface of the housing 104 may rest directly or indirectly on the solid platform 120. The

downward brackets

122A and 122B are shown extending from the bottom of the platform 120. Such brackets may be attached to the platform 120 or may be integrally formed with the platform. The

downward brackets

122A and 122B further have slots 124 for receiving the pivot points 135A and 135B, respectively. At opposite ends of the

downward brackets

122A and 122B are

rail clamps

128A and 128B for securing the remainder of the TOR applicator to the rail head 108. The rail clamps 128 and 128B are pivotally coupled to the platform by the

downward brackets

122A and 122B. The down

brackets

122A and 122B are shown as being formed as an integral unit with the rail clips 128A and 128B, but they may exist as separate and distinct elements from each other. Although the pivot points 118A and 118B are illustrated as nuts and bolts, other fixation elements may be used. The TOR applicator may be moved up and down using

pivot bolts

118A and 118B and slot 124. Additionally, the

pivot bolts

118A and 118B may be used to loosen the attachment between the platform 120 and the rail clamp 128 such that the platform 120 (and TOR applicator) may be rotated away from the rail head 108 in a counterclockwise motion, as may be observed from fig. 1.

The surface of the platform 120 may further have slots 134 for receiving leveling bolts 136. Leveling bolts 136 in fig. 5 are shown threaded into receiving mounts 115 that are affixed to rail pier foundation 109 of the rail using J-bolts 137. The leveling bolts 136 may be used to ensure that the exit apertures 114 from the passages 110 are positioned 1/8 inches or more below the rail head 108. In some cases, the rod may be placed higher than 1/8 inches below the rail head 108 if the rod is constructed of a ductile material and/or if the rod is tilted away from the rail head such that the impact of the rail wheel is less damaging.

To ensure that the rod 102 is properly positioned relative to the rail head 108, the leveling bolt 120 on the rail foot 20 can be rotated and the TOR applicator, and thus the rod 102, moved up and down.

The TOR applicator may further have one or more shock absorbers 130 to assist in minimizing damage to the rod 102. As illustrated in fig. 1, a shock absorber 130 may be placed between the platform 120 and the bottom surface of the housing 104. Suitable shock absorbers 130 include a series of washers for use with bolts 132 and include springs and pneumatic absorbers. In the preferred embodiment, the rod 102 flexes if subjected to impact by a train wheel. However, it is important that the rod have the necessary resistance to the exit orifice 114 to remain at an optimal height relative to the rail head 108. It is further desirable that the rod be UV resistant and/or waterproof.

In at least one embodiment, the stem 102 is an elastomer. In a preferred embodiment, the elastomeric rod exhibits a hardness between 50Shore a and 75Shore a. The elastomeric stem 102 is preferably composed of polyurethane (such as that available from H & H Urethane) and may be molded or formed by methods well known in the art (e.g., injection molding, machining, etc.).

In certain embodiments of the present disclosure, the portions of the applicator 50 that are not intended to flex (i.e., the rod 102 and shock absorber 130 are intended to flex) are made of a rigid, strong material that is intended to last longer than the rod 102. Some examples include certain metals such as 1060 carbon steel and 4130 molybdenum steel. These portions may be formed by processes well known in the art, such as machining, stamping, and molding.

In at least one embodiment of the present disclosure, the friction control composition changes the friction or coefficient of friction between steel surfaces from negative to positive and thereby reduces or eliminates lateral, longitudinal, and/or rotational creep, and correspondingly reduces or eliminates lateral forces and wheel-rail wear while increasing the stability of the train.

The friction control composition may be placed on the crown 106 of the railhead 108 through the exit orifice 114.

The friction control composition is sufficiently viscous to be drawn up the exit orifice in the applicator rod and onto the top of the rail. In some cases, the friction control composition can have a viscosity of at least 2,000cP at 25 ℃ measured on a model 35 van's viscometer with a R1B1 spindle and spindle assembly rotating at 300 rpm. The problem with using a friction modifier with a viscosity of at least 2,000cP is that: a larger tubular passage through the applicator rod may be required and a more powerful pump may also be required to propel the more viscous friction modifier.

Because it is intended in some embodiments to have the exit orifice 114 at least 1/8 inches below the railhead 108, it is important that the friction modifier be thixotropic so that it can be "pushed" up the incline onto the top of the railhead 10. This ensures that a significant amount of the friction modifier ends up on the top surface of the rail and then runs down the track.

Referring now to fig. 6-8, an alternative embodiment of the present invention is shown. The shaft 1102 is similar in configuration and structure to the shaft 102, except that it includes two

exit orifices

1114a and 1114b, each of which is in fluid communication with a corresponding

passageway

1110a and 1110b, as shown in FIG. 8. Each

passageway

1110a and 1110b is in fluid communication with a manifold passageway 1128, which in turn is in fluid communication with an inlet aperture 1113. As with the embodiment shown in fig. 1-5, lubricant enters through the entry aperture 1113 and passes through the

passageways

1128, 1110a, and 1110b to exit through the

corresponding exit apertures

1114a and 1114 b. In this manner, more than one exit orifice is provided in the event that either the

passageway

1110a or 1110b or the

exit orifice

1114a or 1114b becomes blocked, restricted, or plugged. As with the embodiment shown in fig. 1-5, each

exit aperture

1114a and 1114b is located near an upper portion of the stem 1102. The exit apertures 1114a/1114b are preferably spaced apart along the longitudinal length of the stem 1102 by about 4 inches to about 12 inches, more preferably about 5 inches to about 8 inches along the longitudinal length of the stem 1102, and most preferably about 6 inches along the longitudinal length of the stem 1102. The access aperture 1113 is again located near the bottom of the stem 1102. Also, as in the case of the embodiment shown in fig. 1-5, the lever 1102 is held within a housing similar to the housing 104 in the embodiment of fig. 1-5.

Referring now to fig. 9, 9a, 10 and 11, yet another alternative embodiment of the present invention is shown with three

exit orifices

2114a, 2114b and 2114 c. The rod 2102 is similar in configuration and structure to the

rods

102 and 1102, except that it includes three

exit apertures

2114a, 2114b, and 2114 c. Each

exit aperture

2114a, 2114b, and 2114c is in fluid communication with a corresponding

passageway

2110a, 2110b, or 2110c, as shown in fig. 11. Each of the

passages

2110a, 2110b, or 2110c is in fluid communication with a manifold passage 2128, which in turn is in fluid communication with an inlet port 2113. As with the embodiment shown in fig. 1-5 and 6-8, lubricant enters through the entry apertures 2113 and passes through the

passages

2128, 2110a, 2110b and 2110c to exit through the

corresponding exit apertures

2114a, 2114b and 2114 c. In this manner, three exit orifices are provided in the event that one or more of

passages

2110a, 2110b, and 2110c or

exit orifices

2114a, 2114b, and 2114c become blocked, restricted, or obstructed. As with the embodiment shown in fig. 1-5 and 6-8, each

exit aperture

2114a, 2114b, and 2114c is located near an upper portion of the shaft 2102. The

outer exit apertures

2114a and 2114c are preferably spaced apart along the longitudinal length of the shaft 2102 from about 4 inches to about 12 inches, more preferably from about 5 inches to about 8 inches along the longitudinal length of the shaft 2102, and most preferably about 6 inches along the longitudinal length of the shaft 1102. The central exit aperture 2114b is preferably approximately centered between the

outer exit apertures

2114a and 2114c, as measured along the longitudinal length of the shaft 2102. Access port 2113 is again located near the bottom of shaft 2102. Also, as in the case of the embodiment shown in fig. 1-5 and 6-8, the rod 2102 is held within a housing similar to the housing 104 in the embodiment of fig. 1-5.

Based on what is provided by the present disclosure with respect to fig. 6-11, it will be apparent to those skilled in the art that either rod 1102 or 2202 may include any number of multiple exit apertures and this is included within the scope of the present invention.

Referring now to fig. 8, 9a and 11, an alternative embodiment is shown which includes a pre-fabricated manifold 1500/2500 having an access port 1113/2113 and a passageway 1128/2128 machined therein. In this manner, during manufacture of the stem 1102/2102, it can be molded around the manifold 1500/2500 to ensure a unitary and robust structure with clean open passageways 1128/2128. Also, prior to molding the stem 1102/2102, plugs may be inserted into the mold to mold the passageways 1110a/1110b and 2110a/2110b/2110 c. Each such plug would extend from manifold 1500/2500 to a corresponding exit orifice of stem 1102/2201. After molding is complete, such plugs are pulled out, creating passageways 1110a/1110b and 2110a/2110b/2110 c.

In one embodiment of the present disclosure, the friction modifier comprises a thixotropic material that readily flows through an orifice in the applicator rod due to shear thinning. However, as a thixotropic material, it becomes more viscous when it is statically on the top or side of the rail. While the thixotropic friction modifier is pumped through the pump, hose and applicator rod, shear thinning reduces the viscosity and allows the friction modifier to flow more easily through the tubular passage and out of the applicator.

In at least one other embodiment, the rail top applicator of the present disclosure is intended for use only with thixotropic friction modifying compositions and is therefore capable of pushing up onto the rail head even if the exit orifice is below the level of the rail head by an amount of at least 1/8 inches. The thixotropic nature of the friction modifier ensures that when the composition exits the exit orifice at the top surface of the applicator rod from a position below the top of the rail surface, the composition will "climb" up (i.e., push up) the railhead so that a substantial amount of the friction modifier ends up on the top surface of the rail and then flows down the rail.

This lower viscosity during pumping allows for smaller pumps and/or smaller tubular passages. As the thixotropic friction modifier exits the applicator rod, it immediately begins to thicken (i.e., become more viscous). This increased viscosity allows for three desired effects. First, a "drop" of the friction modifier, which is viscous, is thick enough to be pushed up the sides of the rail head and toward the top center of the rail head due to back pressure from the pump. Second, friction modifiers in this more viscous state are less likely to run off the side of the rail to the ground. Again, as the friction modifier material is "sheared" by the train wheels, it again becomes less viscous and flows down the rail more easily to allow for more distant spacing of the applicators. Such materials provide a more consistent distribution of friction modifier down the rails of the track.

In at least one embodiment, the friction modifier composition has the following composition in weight percent (w/w%):

(a) about 4 w/w% to about 40 w/w% water;

(b) about 2 w/w% to about 20 w/w% of a rheological additive;

(c) about 10 w/w% to about 40 w/w% of a water-insoluble hydrocarbon;

(d) from about 10 w/w% to about 40 w/w% of a water-soluble polyol freezing point depressant;

(e) about 1 to about 7 w/w% of a liquid or solid friction modifier; and

(f) about 1 w/w% to about 40 w/w% of a liquid or solid lubricant.

Optionally, the composition may also contain one or more of the following:

(g)1 to 3 w/w% of a surfactant or wetting agent,

(h)0.1 to 0.5 w/w% of a corrosion inhibitor, and/or,

(i)0.05 to 0.2 w/w% of biocide/fungicide.

The water-insoluble hydrocarbon may be an isoparaffin, a vegetable oil, a bio-based triglyceride, a fatty oil, or a mixture thereof.

In another embodiment, a friction control composition of the friction control composition comprises:

(a)15 to 29 w/w% of water,

(b)4 to 13 w/w% of a rheological additive,

(c)11 to 28 w/w% of a water-insoluble hydrocarbon (e.g., an isoparaffin, a vegetable oil, a bio-based triglyceride, or a fatty oil),

(d)22 to 40 w/w% of a freezing point depressant,

(e)9 to 24 w/w% of a liquid or solid friction modifier,

(f)1 to 6 w/w% of a liquid or solid lubricant.

As noted above, the composition may also optionally contain one or more of the following:

(g)1 to 3 w/w% of a surfactant or wetting agent,

(h)0.1 to 0.5 w/w% of a corrosion inhibitor, and/or,

(i)0.05 to 0.2 w/w% of biocide/fungicide.

It has been found that the addition of water-insoluble hydrocarbons to a composition (e.g., isoparaffins such as SOTROL 220) helps to lower the freezing point and also helps to stabilize or even improve the rheological properties of the formulation. This is particularly true when comparing water insoluble hydrocarbons with other freezing point depressants such as glycerol. Other water-insoluble hydrocarbons that have environmental advantages over isoparaffins are vegetable oils, bio-based triglycerides and fatty oils such as rapeseed oil. The oils do not have the same freeze point advantage as isoparaffins, but they are environmentally friendly.

The addition of water-insoluble hydrocarbons (isoparaffins or oils) in a partially water-based friction control composition is counterintuitive, as it will be appreciated that the water-insoluble hydrocarbons will not be well mixed with water and will most likely separate. However, we believe that the clay has acceptor sites that allow the water-insoluble hydrocarbons to bind to the clay and keep the final product homogeneous. The result is a composition that can contain lower amounts of water and, in the case of isoparaffins, lower amounts of soluble polyol freezing point depressants such as glycerol. As noted above, water-based friction control compositions have storage problems, and typical freezing point depressants can cause negative rheological properties effects on the composition.

An example of a thixotropic friction modifier material that is currently available is the "TOR Armor" from Whitmores, Rock Wall, texas. Thixotropic materials allow for pumps, hoses and applicators of optimal size. In at least one embodiment, the replaceable applicator rod is made of a polyurethane insert. This ensures that the rod flexes to help prevent damage in the event that the rod is impacted by a train wheel. However, the rod is also sufficiently malleable to retain its general profile even after such impacts.

Claims

1. An applicator for delivering a friction control composition to a railhead, the applicator comprising:

(a) a housing;

(b) a lever positioned in the housing; and

(c) at least two friction control composition exit apertures on the upper portion surface of the rod,

wherein the upper portion surface of the rod is inclined to have a downward slope from the railhead when the applicator is attached to the railhead.

2. The applicator of claim 1, wherein the ramp is about 5 degrees to about 15 degrees from the horizontal plane defined by the railhead.

3. The applicator of claim 2, wherein the ramp is about 8 degrees to about 10 degrees from the horizontal plane defined by the railhead.

4. An applicator according to claim 1, further comprising a platform onto which the bottom of the housing rests.

5. An applicator according to claim 1, comprising a friction control composition access orifice located on the lower portion of the ramp.

6. The applicator of claim 5, further comprising a passageway from the friction control composition entering an orifice to the friction control composition exiting an orifice for transporting the friction control composition.

7. An applicator for delivering a friction control composition to a railhead, the applicator comprising:

(a) a housing;

(b) an elastomeric rod positioned in the housing;

(c) at least two friction control composition exit apertures on the upper surface of the elastomeric bar, wherein the upper surface of the elastomeric bar slopes downwardly away from the railhead when the applicator is affixed to the railhead;

(d) a friction control composition access orifice on the lower portion of the ramp; and

(e) a passageway from the friction control composition entering the orifice to the friction control composition exiting the orifice.

8. An applicator according to claim 7, wherein the elastomer of the elastomer rod is polyurethane.

9. An applicator according to claim 8, wherein the polyurethane has a hardness between 50Shore a and 75Shore a.

10. An applicator according to claim 7, wherein the housing has side, front and rear walls, and further comprising a sealant adjacent the front wall.

11. An applicator according to claim 7, further comprising a platform onto which the bottom of the housing rests.

12. An applicator according to claim 7, wherein the passageway is tubular and has a diameter of between about 0.5 to about 0.75 inches.

13. An applicator assembly comprising the applicator of claim 7 and a clamp for coupling the platform to the railhead.

14. An applicator for delivering a friction control composition to a railhead, the applicator comprising:

(a) a housing;

(b) a lever positioned in the housing;

(c) a manifold member embedded within the rod and having a friction control composition entry aperture, an

(c) At least two friction control composition exit apertures on an upper portion surface of the stem along the longitudinal length of the stem, the exit apertures in fluid communication with the manifold member,

wherein the outer exit apertures located along the longitudinal length of the rod are spaced between about 4 inches and about 12 inches apart.

15. An applicator according to claim 14, wherein the outer exit apertures located along the longitudinal length of the rod are spaced apart by between about 5 inches and about 8 inches.

16. An applicator according to claim 15, wherein the outer exit apertures located along the longitudinal length of the rod are spaced apart by about 6 inches.

17. An applicator according to claim 14, wherein the upper part surface of the rod is inclined with a downward slope from the railhead.

18. An applicator according to claim 14, wherein the ramp is from about 8 degrees to about 10 degrees from the horizontal plane defined by the railhead.

19. An applicator according to claim 14, wherein the rod is constructed of polyurethane.

20. An applicator according to claim 19, wherein the polyurethane has a hardness of between 50Shore a and 75Shore a.