BACKGROUND OF THE INVENTION Field of the Invention [0002] The present invention relates to a device for applying a friction modifying material to railroad rails which is mountable to a track vehicle.

Description of Related Art [0003] It has long been the practice to apply grease, friction modifying materials or similar gel-like lubricants to the sides of rails at curves, switches and other parts of the railroad track. Such materials are applied to the sides of the rail to reduce the friction which occurs as the flanges of the train's wheels contact the sides of the rail. Lubricants and/or friction controlling gels are also applied to the top of the rail. The friction reduction results in reduction of wear of both the rail and the wheels and reduces fuel consumption of the locomotion of the train and reduces squealing noises.

[0004] Devices for lubricating rails are already known, such as U. S. Patent No.

5,687,814. Typically, these devices for lubricating rails are mounted on a track vehicle, such as a pickup truck equipped with additional flanged wheels. The lubricating nozzle of the device is secured to a rail gear mounted to a truck body.

[0005] As shown in Fig. 1A, preferably, devices for lubricating rails should direct lubricants 1 and 2 along a straight line at a constant fixed distance as measured from a head of a rail 3 and along a straight line at the top of the head. However, due to the suspension of the track vehicle and the varying weight of the vehicle due to varying loads, the positions of the lubricants 1'and 2'vary on the rail 3'as shown in Fig. 1B. These varying positions of the lubricants can cause excessive waste, inefficient lubricant use and locomotion traction problems if the lubricant is mistakenly placed on the top of the rails. Also, in some applications, the friction modifying material has a low viscosity and hence applying a bead of this material may be difficult.

[0006] Therefore, it is an object of the present invention to provide a device for lubricating a rail that can accurately apply lubricant and/or friction modifying material to a rail. It is also an object of the present invention to apply a friction modifying material having a low viscosity to a rail.

SUMMARY OF THE INVENTION [0007] The present invention is a device for lubricating a rail that includes a mounting frame, a first support frame, a roller and a lubricating nozzle. The first support frame includes a first end and a second end. The second end is pivotally secured to the mounting frame. The roller is rotatably secured to the first end of the first support frame and is adapted to ride on a rail. The roller is adapted to rotate about a first axis relative to the first support frame. The lubricating nozzle is mounted to the first support frame for directing lubricant toward a rail.

[0008] The present invention is also an arrangement for applying friction modifying material in spray form or atomized form to the rails.

[0009] The present invention is also a device for applying a friction modifying material to a rail that includes a support member, a nozzle mounted on a support member for directing friction modifying material, a supply tank for holding a liquid in fluid communication with the nozzle, and a device for providing pressurized gas in fluid communication with the nozzle. The device can include a fluid pump in fluid communication with the supply tank and the nozzle. The device for providing pressurized gas can include a gas compressor, such an air compressor. The device can further include a spray gun in fluid communication with the nozzle and the supply tank. Further, an agitator can be coupled to the supply tank agitating liquid provided in the supply tank. The agitator can be a mixer.

Furthermore, the heater may be coupled to the supply tank for heating fluid contained therein.

[0010] The previously described fluid pump can be one of a group of progressive cavity pumps, gear pumps, and piston pumps. A fluid filter may also be provided in fluid communication with the supply tank and the nozzle. A reservoir may be provided for containing a purging fluid in fluid communication with the nozzle.

[0011] A supply valve may be provided in fluid communication with the supply tank and the nozzle, whereby when the supply valve is in a first position, supply fluid can flow from the supply tank to the nozzle, and when the supply valve is in a second position, flow is blocked from the supply tank to the nozzle and may be sent through a recirculation loop back to the supply tank. Also, a purge valve can be provided in fluid communication with the reservoir and the nozzle, whereby when the purge valve is in a first position, purging fluid can flow from the reservoir to the nozzle, and when the purge valve is in the second position, flow is blocked from the reservoir to the nozzle.

[0012] A computer, such as a PLC (Programmable Logic Controller), can be provided for controlling the position of the supply valve and the pumps so as to control when purging fluid and supply fluid pass through the nozzle. The computer can adjust the flow rate of the supply fluid through the nozzle based upon the speed of the vehicle and position of the vehicle. Specifically, the computer can send a signal to control the pump speed to adjust the flow rate.

[0013] The present invention may also include a wheeled vehicle, where the support member is mounted to the wheeled vehicle and the supply tank and the device for providing pressurized gas are provided on the vehicle. The wheeled vehicle can be, for example, a truck or a locomotive.

[0014] The present invention is also a method for applying a friction modifying material to a rail, that includes the steps of : (a) providing a friction modifying material; (b) providing a source of pressurized gas; (c) passing a mixture of friction modifying material and pressurized gas through a nozzle; (d) forming a mist of friction modifying material exiting the nozzle which is directed toward a rail; (e) stopping the flow of friction modifying material and pressurized gas through the nozzle; (f) passing a purging fluid through the nozzle; and (g) stopping the flow or purging fluid through the nozzle. The method can further include the steps of, before step (a), providing a wheeled vehicle on which said nozzle is coupled, and moving the vehicle along the rail onto which friction modifying material is to be applied. Further, the method can include the step of heating of the friction modifying material and/or agitating the friction modifying material. The method can further include the step of recirculating the friction modifying material when flow is stopped through the nozzle.

Furthermore, the method can include the step of varying the flow of friction modifying material through the nozzle.

BRIEF DESCRIPTION OF THE DRAWING (S) [0015] Fig. 1A is a perspective view of a rail with a lubricant applied to a rail in a uniform manner; [0016] Fig. 1B is a perspective view of a rail with a lubricant applied to the rail in a non-uniform manner; Fig. 2 is an elevation of a device for lubricating a rail made in accordance with the present invention, which is attached to a pickup truck; [0017] Fig. 3 is a plan view of the device for lubricating a rail made in accordance with the present invention, which is attached to a bumper of the pickup truck shown in Fig. 2; [0018] Fig. 4 is an elevation of the bumper shown in Fig. 3; [0019] Fig. 5 is a top plan view of the device for lubricating a rail shown in Fig. 2; [0020] Fig. 6 is an elevation of the device shown in Fig. 5; [0021] Fig. 7 is a top plan view of a nozzle shown in Fig. 5; [0022] Fig. 8 is a top plan view of another nozzle shown in Fig. 5; [0023] Fig. 9 is an elevation of the nozzles shown in Figs. 7 and 8; [0024] Fig. 10 is an elevation of a roller of the device for lubricating a rail shown in Fig. 2; [0025] Fig. 11 is a plan view of a mounting bracket frame made in accordance with the present invention; [0026] Fig. 12 is a side elevation of the mounting bracket frame shown in Fig. 11; [0027] Fig. 13 is an end elevation of the mounting bracket frame shown in Figs. 11 and 12; [0028] Fig. 14 is a plan view of a pivot bracket frame of the device for lubricating a rail shown in Fig. 2; [0029] Fig. 15 is a side elevation of the pivot bracket shown in Fig. 14; [0030] Fig. 16 is an end elevation view of the pivot bracket shown in Figs. 14 and 15 ; [0031] Fig. 17 is an elevation of the device for lubricating a rail in a first or engaged position; [0032] Fig. 18 is an elevation view of the device for lubricating a rail in a second or intermediate position; [0033] Fig. 19 is an elevation of the device for lubricating a rail in a third or disengaged position; Figs. 19A-19D show another embodiment of the present invention that includes a flanged wheel and tension spring; [0034] Fig. 20 is a top plan view of another embodiment of a rail lubricator made in accordance with the present invention; [0035] Fig. 21 is an elevation of the rail lubricator shown in Fig. 20; [0036] Fig. 22 is an elevation of the rail lubricator shown in Fig. 20 engaged with a rail; [0037] Fig. 23 is a top plan view of a portion of the rail lubricator shown in Fig. 20; [0038] Fig. 24 is an elevation of the portion of the rail lubricator shown in Fig. 23; [0039] Fig. 25 is an elevation of a mounting channel of the rail lubricator shown in Fig. 20; [0040] Fig. 26 is a top plan view of another embodiment; [0041] Fig. 27 is an elevation view of the embodiment shown in Fig. 26; [0042] Figs. 28A and 28B are schematic views of a friction modifying supply system made in accordance with the present invention; and [0043] Fig. 29 is a perspective view of a rail with a friction modifying material applied to the rail via a spray or mist.

DESCRIPTION OF THE PREFERRED EMBODIMENTS [0044] Fig. 2 shows a pickup truck 4 engaged with rails 3 (of which only one rail 3 is shown) via rail gears 5. Rail gears 5 are known in the art and include, respectively, arms 6 and guide wheels 7 pivotally secured thereto. The arms 6 are secured to the pickup truck 4.

The pickup truck 4 also includes a friction modifier supply 8, which supplies a friction modifying material to two spaced apart rail lubricators 10 or devices for lubricating rails, made in accordance with the present invention. Each rail lubricator 10 is secured to a bumper 12 of the pickup truck 4.

[0045] Referring to Fig. 3, the rail lubricators 10 are spaced apart a distance X and engage respective spaced apart rails 3. The rail lubricators 10 are secured by fasteners to the bumper 12. The fasteners, such as threaded bolts and nuts, as shown in Figs. 2 and 3, pass through respective slots 14 as shown in Fig. 4.

[0046] Referring now to Figs. 5-9, each rail lubricator 10 includes a frame or support frame 16 that is made up of two spaced apart parallel arms 18 and 20 secured to each other through a cross member 22. A roller 24, as shown in Figs. 5,6 and 10, is rotatably secured to the arms 18 and 20 through a shaft 26 and bearings 28 positioned at a first end 30 of the rail lubricator frame 16. The roller 24 is adapted to rotate about an axis 31 relative to the frame 16 and is positioned between the arms 18 and 20.

[0047] A nozzle assembly 32 is also secured to the first end 30 of the frame 16. The nozzle assembly 32 is adapted to direct friction modifying materials toward a respective rail 3. The nozzle assembly 32 includes a bracket 33 secured to the frame 16 at arms 18 and 20.

Nozzles 34 and 36 are secured to the bracket 33 and are adapted to direct friction modifying material to the top portion of the rail and side portion of the rail, respectively. Each nozzle 34 and 36 includes adjustment brackets 37A and 37B that are secured to the bracket 33 via threaded bolts. Slots are defined in brackets 37A and 37B for adjustment of the nozzles 34 and 36 relative to each other. A pin 38 is removably received by the shaft 26 to enable removal of the roller 24 from the frame 16. Specifically, the pin 38 can be removed from the frame to permit removal of the shaft 26 from the frame 16, thereby permitting the roller 24 to be removed from the frame 16. Hoses 40 are secured to nozzles 34 and 36 for supplying the nozzles with friction modifying material. By friction modifying material, it is meant to include both friction increasing material or friction reducing material. Further, it is to be understood that different types of friction modifying materials can be supplied to each nozzle 34 and 36.

[0048] A second end 41 of the frame 16 is pivotably secured to a pivot frame or mounting frame 42. As shown in Figs. 11-16, the pivot frame 42 includes a mounting bracket frame 44 and a pivot bracket 46 pivotally mounted to the mounting bracket frame 44.

The pivot bracket 46, as shown in Figs. 14-16, includes plates 48 and 50 secured to side plates 52 and 54. Plates 48 and 50 and side plates 52 and 54 are secured to a backplate 56.

Two oppositely positioned stops 58 and 60, which are threaded fasteners, are threadably secured to the backplate 56.

[0049] The mounting bracket frame 44, as shown in Figs. 11-13, includes an upper plate 62 spaced apart from a lower plate 64, which are secured to a rear plate 66. As shown in Figs. 5 and 6, a shaft 68 extending along a Y-axis, passes through the plates 48,50,54 and 64. Bearings 70 and 72 pivotally receive the shaft 68 and are secured to plates 48 and 50 and include lips 73A and 73B. A hair pin 71 removably secures the shaft 68 in place. The bearings 70 and 72 are made of an electrically insulating material. In this arrangement, the pivot bracket 46 and mounting bracket frame 44 can pivot relative to each other about the Y- axis.

[0050] Tabs T are provided at the second end 41 of the frame 16 on respective arms 18 and 20. A pivot pin 74 passes through the tabs T and the plates 52 and 54. Specifically, bearings 76 and 78 are received by plates 52 and 54 and the pivot pin 74 passes through the bearings 76 and 78. This arrangement permits the frame 16 to pivot about a Z-axis passing through the pivot pin 74 relative to the pivot frame 42, which is parallel to the axis 31. The Z-axis and the axis 31 are perpendicular and not parallel to the Y-axis. Hairpins 80 and 92 are received by the pivot pin 74 to permit removal of the pivot pin 74 from the pivot frame 42. Preferably, the bearings 76 and 78 are made of an electrically insulating material to electrically insulate the pivot frame 16 from the mounting bracket frame 46.

[0051] Lock pins 81 and 82 are provided and removably securable to tabs provided on plates 52 and 54. The tabs are positioned at the end of the lanyard 90. Bolts pass through tabs and holes defined in plates 52 and 54. The bolts are secured with flat washers, lock washers and nuts. The lock pins 81 and 82 are adapted to be removed from the tabs defined on plates 52 and 54, so that holes 83A and 83B provided in the arms 18 and 20, can be aligned with respective holes defined in the tabs of plates 52 and 54 and the lock pins 81 and 82 can be passed through the holes 83A and 83B and those provided in the tabs of plates 52 and 54 to maintain the frame 16 in a disengaged position as shown in Fig. 19.

[0052] Gas springs or biasing members 84 and 86 are secured between the opposite ends of respective arms 18 and 20. Opposite ends of the gas springs 84 and 86 are pivotally secured to the plates 52 and 54 and arms 18 and 20. Each of the gas springs 84 and 86 includes a piston slidably received by a gas charged chamber, which are well known in the art. The piston is biased relative to the chamber. Each gas spring 84 and 86 also includes ball members 88 defined on the chamber and piston which are received by respective receiving members 89 to permit the pivotal movement. Each of the lock pins 81 and 82 are also secured to the respective plates 52 and 54 through a lanyard 90. Preferably, handles 110 are secured to arms 18 and 20.

[0053] Referring back to Fig. 10, preferably the roller 24 is made of an electrically insulating material such as uhmw polyethylene. The roller 24 includes a roller surface 94 that includes a first tapered surface 96 spaced apart from a second tapered surface 98. A cylindrical surface 100 is positioned between the first tapered surface 96 and the second tapered surface 98. A recess 102 is defined between the first tapered surface 96, the second tapered surface 98 and the cylindrical surface 100. The roller 24 is adapted to contact the top portion 3A of the rail 3 on the first tapered surface 96 and second tapered surface 98 within the recess 102. The tapered surfaces 96 and 98 permit alignment of the roller 24 with the rail 3.

[0054] As can be seen in Fig. 10, the tapered surfaces 96 and 98 are dissimilar.

Specifically, the tapered surfaces 96 and 98 are frusto-conical in shape having the same interior smaller diameters d and d'but differing larger exterior base diameters D and D'.

Preferably, the larger base diameter tapered surface D'is positioned along the inner surfaces I of the rail 3. The roller 24 also includes cylindrical portions C and C'which are positioned adjacent tapered portions 96 and 98.

[0055] The operation of the rail lubricator device 10 will now be discussed. First, the bumper 12 is secured to the pickup truck 4. Two rail lubricators 10 are spaced apart and secured to the bumper (preferably at the rear of the pickup truck 4) through bolts passing through the rear plate 66 of the mounting bracket frame 44 and the slots 14 and as shown in Figs. 2 and 3. The rail lubricators 10 can be slightly adjusted on the bumper 12 through tolerances of the respective slots 14 so that the rollers 24 are positioned directly above respective rails 3. Once the rail lubricators 10 are secured to the bumper 12 via the bolts, then a rail lubricator arrangement 200 is formed.

[0056] The gas springs 84 and 86 are configured so as to apply pushing force P against the arms 18 and 20, as shown in Fig. 6. This will cause the frames 16 to be pushed downwardly toward the rail 3, as shown in Fig. 17, in a first or engaged position 104. In the first or engaged position 104, the rollers 24 engage with the rail 3 and the gas springs 84 and 86 apply a downward force P against the frame 16 so as to maintain the rollers 24 in engagement with the rails. The rail lubricators 10 can then be activated by applying pressure, via a pump to the friction modifier supply 8 so as to supply friction modifying material to nozzles 34 and 36, whereby friction modifying material can be applied to the top or side of the rail 3 or both. The gas springs 84 and 86 also assist in maintaining the rollers 24 in engagement should rollers 24 engage a bump or inconsistency on the rail 3. Further, the pivot frame 42 permits the frame 16 to rotate about the shaft 68 (and the Y-axis) so as to permit the roller 24 to turn as the track weaves and bends.

[0057] After lubrication is complete, an operator may grab the handles 110 and pivot the frames 16 about the pivot pin 74 (and about the Z-axis) to first a second or intermediate position 106 and then to a third or disengaged position 108, which is a position disengaged from the rail, as shown in Figs. 18 and 19, respectively. Due to the arrangement of the gas springs 84 and 86 known as an over the center arrangement, the frame 16 is maintained in the disengaged position 108 because the gas springs 84 and 86 again apply a pushing force P toward the frame 16. The pickup truck 4 can now continue either on the rails 3 or on the road without the lubricators 10 engaged with the rails 3. This arrangement will prolong the life of the rollers 24. Further, preferably, the frame 16 maintains the disengaged position 108 by placing the lock pins 81 and 82 through the holes 83A and 83B and the holes defined in the tabs of plates 52 and 54. When the lubricators 10 are to be engaged with the rails 3, then the lock pins 81 and 82 are removed and the operator moves the frame 16 from the disengaged third position 108 to the first position 104 via the handles 110.

[0058] The present invention results in lubricant applied accurately to the rails 3. The use of the gas springs permits proper engagement of the rollers 24 with the rails 3 and applies a pushing force P against the frames 16 so as to maintain the rollers 24 engagement with the rails 3. Further, the arrangement of the gas springs 84 and 86 permit the frame to be maintained in a disengaged position 108 as well as the engaged position 104. Finally, the pivot frame 42 permits the frames 16 to pivot when the pickup truck 4 makes turns on the rails 3 resulting in improved performance of the lubricators 10 and results in minimum wear of the rollers 24. Alternatively, extension springs can be provided in lieu of the gas springs 84 and 86.

[0059] An optional centering spring such as a torsional spring S, shown in phantom, may be provided and have one end secured between the face plate 48 and another end secured to the upper plate 62 so that the pivot bracket 46 can be maintained in a central or straight position as shown in Fig. 5. In this manner, a rotational force or torsional force will be applied to the pivot bracket 46, and in turn the frame 16, should the pivot bracket 46 pivot or move from the central or straight position. This will minimize the tendency of the roller 24 to leave the rails 3 due to sharp turns of the rails 3. Alternatively, a standard flanged rail wheel can be provided in lieu of the roller 24 and an extension spring Q, shown in phantom in Fig.

5, can be provided secured to plates 56 and 66 so as to abut the flange against the rail 3. Figs.

19A-19C show such a flanged wheel F and Fig. 19D shows the extension spring Q. Finally, the stops 58 and 60 are threaded members, which are threadably adjustable to limit the pivotable movement of the pivot bracket 46 relative to the mounting bracket frame 44.

Should the pivot bracket 46 rotate above a fixed value, the stops 58 and 60 will contact rear plate 64 preventing additional rotation about the shaft 68. Alternatively, the stops 58 and 60 could be provided on the rear plate 64 to contact the pivot bracket 46 to limit rotation.

[0060] Figs. 20-25 show a second embodiment of rail lubricator 200 made in accordance with the present invention. The rail lubricator 200 is similar to the rail lubricator 10, except for the below noted differences. Like reference numerals will be used for like parts. Handles 210 are positioned closer to the first end 30 of the frame 16 of the rail lubricator 200 than the rail lubricator 10.

[0061] The rail lubricator 200 includes a nozzle assembly 220 that differs from the nozzle assembly 32 of the rail lubricator 10. Specifically, the nozzle assembly 220 includes two extension channels 222 extending forwardly from the arms 18 and 20. A bar stock 224 is secured to the channels 222. A clamp mounting channel 226 is secured to the bar stock 224.

A nozzle clamp 228 is slidably received by the clamp mounting channel 226. Such an arrangement is manufactured by Stauff Corporation of 7WM Demerest PI., Waldick, New Jersey 07463, U. S. A. A nozzle 230 is secured to the nozzle clamp 228. The position of the nozzle 230 relative to the rail 3 is adjusted by sliding the nozzle clamp 228 in the mounting channel 226.

[0062] A further difference between the rail lubricator 200 and rail lubricator 10 is the inclusion of a stiffening brace 232 secured to the arms 18 and 20. Furthermore, tabs T are eliminated in the rail lubricator 200.

[0063] Figs. 26 and 27 show another arrangement of a rail lubricator 300 that incorporates the features of the rail lubricator 200 except that it can swivel about the Y-axis with the lubricator in a horizontal position, such as shown in Fig. 27, and moved in a stowed position, substantially parallel to a tail gate or bumper of a vehicle. In this arrangement, the bumper 12 extends along an axis A and the frame 16 is adapted to be pivoted about the second end so that the frame 16 extends along an axis B parallel to the axis A. The bumper 12 extends along so that the frame 16 is in a stowed position. A removable pin P is provided for coacting with the mounting frame 46 and the frame 16 to maintain the frame 16 in the stowed position.

[0064] Figs. 28A and 28B are schematic views of a friction-modifying material supply system 500 made in accordance with the present invention. Typically, this system may be provided in the bed of a pickup truck or vehicle as shown in Fig. 2 and designated as friction modifier supply 8. Specifically, the system 500 includes a tank 502 for receipt of a liquid friction modifying material. Preferably, this material has a low viscosity, which is similar to water. The tank 502 includes a mixing motor and mixer 504 for mixing and agitating the friction modifying material. A level sensor is provided with the tank 502 so that it can determine when more friction modifying material needs to be added. Two supply pumps 506 are provided. Preferably, the supply pumps 506 are metering Progressive Cavity Pumps such as those manufactured under the trademark SEEPEX (Seeberger GmbH and Co.

Postfach 10 15 64 D-46215 Bottrup Scharnholzstrasse 344). Alternatively, other types of metering pumps 506 may be used such as gear pumps and piston pumps.

[0065] Appropriate motors are attached to the supply pumps 506. The supply pumps 506 are each individually in fluid communication with filters 508. Flow meters 510 are in fluid communication with the filters 508. Nozzles 512 are in fluid communication with the respective flow meters 510. The nozzles 512 are positioned on the spray guns 34,36,34'and 36'. These nozzles 512 are described previously herein to apply the friction modifying material to the respective tops and sides of the rails. The spray guns 34,36,34', and 36'can be secured to the bar stock 224 as opposed to the clamp mounting channel 226, nozzle clamp 228, and nozzle 230 as shown in Fig. 22. Alternatively, the spray guns can be directly secured onto arms 18 and 20, as shown in Fig. 29, or other types of support members.

Further, an air compressor 514 is in fluid communication with the nozzles 512 and an oil lubrication system. Preferably, the air compressor 514 compresses air at 100 psi so as to apply the friction modifying material in a spray form. Finally, a purge system 516 is provided. The purge system includes a reservoir for containing either a windshield washer fluid or some other fluid for purging the nozzles and spray guns after the friction modifying material passes therethrough. The reservoir 518 is in fluid communication with purge pumps 520 which are then in fluid communication with respective nozzles 512. The spray guns/nozzles 512 are manufactured by ITW DeVilbiss, 195 Internationale Blvd., Glendale Heights, IL 60139.

[0066] Heater elements H can be provided on the tanks 502 and 516 and on the conduits to prevent freezing in the colder temperatures. Also, the fluid flow lines and the nozzles may be heated via heaters H.

[0067] A computer controlled system C is provided to control the system 500 with the exception of spray guns 34,36,34'and 36'and nozzles 512 that are attached to respective arms 18 and 20. Specifically, the control system monitors the flow rate of friction modifying material by measuring the flow rate of the friction modifying material passing through the flow meters 510 and controlling the supply pumps 506 depending on the required flow rate.

The computer controlled system 500 can include a computer, such as a PLC (Programmable Logic Controller).

[0068] In operation the system 500 is primarily attached to the bed of a pickup truck such as shown in Fig. 2. The nozzles through appropriate conduits and tubing via spray guns 34,36,34'and 36'are attached to the rail lubricators as shown herein. The mixer motor 504 is first activated via the computer controlled system whereby the friction modifying material contained in tank 502 is mixed or agitated. Appropriate valves, which are normally in the closed position, positioned in the flow conduit passageways are opened. Specifically, valves V, are positioned upstream of the nozzles 512 within the spray guns 34,34', 36 and 36'.

Preferably, the valves are pneumatic valves. Pumps 506 are then activated to an appropriate rate drawing out friction modifying material from the tank 502 to the nozzles 512. The friction modifying material passes through conduits and filters 508. Flow meters 510 via feedback control loops, control the speeds of the pumps to provide an appropriate flow rate of the friction modifying material. The flow of friction modifying material can be increased or decreased as a function of velocity. The computer controlled system 500 can be coupled to the vehicle speedometer and/or inclinometer etc. to determine velocity. Then, the supply pump 506 speeds can be varied to accommodate an increase or decrease of friction modifying material flow rate. The fluid then flows through nozzles 512 and spray guns 34,36,34', and 36'so as to direct the friction modifying material toward the appropriate rails as shown in Fig. 29. Simultaneously, the air compressor 514 is activated so as to apply the friction modifying material in a mist form or atomized form.

[0069] The present invention also provides a recirculation feature. Specifically, valves RV are in fluid communication with the supply tank 502 and a respective nozzle 512.

In a first position, each valve RV is closed and valve V, is open while the pump is activated in that arrangement. The supply fluid flows from the supply tank 502 down respective conduits defined by path P, through check valves CVl and through nozzles 512. After a period of time, once the flow of friction modifying material is to be stopped through the nozzles 512, then valves RV are open and friction modifying material flows along path P2 back into the supply tank 502. The closed valve V, and the spring-loaded check valves CV, prevent the friction modifying material to flow through the nozzles 512 because the line pressure is below the pressure necessary to open the check valves CVI, during this operation, after which friction modifying material is not applied to the rail. Purging fluid is then passed through the nozzles 512. The purging fluid is contained in the reservoir 516. During the purging process, the computer control system activates the purge motors 520 and valves V, are opened to receive purging fluid, such as windshield washer fluid, through various conduits to the nozzles 512. Purging fluid is prevented to flow through the remainder of the system by check valves CV,. This process carries away the friction modifying material and prevents clogging of the nozzles 512. After a period of time, the purge motors 520 are shut off and valves V, are closed. Closing valves V, will block flow of both friction modifying material and purging fluid through the nozzles 512. All the while, the friction modifying material is recirculated through the system. Further, in operation, friction modifying material is prevented from flowing to the purge vessel via spring-loaded check valves CV2 which only permit flow towards the nozzles 512. Hence, when the check valve CV2 is in a first position (open) purge fluid will flow to the nozzles, and when the check valve CV2 is in a second position (closed) purge fluid is blocked. After a period of time, the pumps 506, mixer motor 504 and air compressor 514 are deactivated and appropriate valves V, are closed in the flow conduit passageways, whereby the friction modifying material is not applied to the rail or recirculated.

[0070] The system can also be mounted directly to a locomotive traveling on the railroad tracks. In this manner, the friction modifying material could be sprayed forwardly of the locomotive forwardly of to the wheels of the locomotive. The controlled system may be activated by a transponder system on the other type of system to activate the system 500.

[0071] Having described the presently preferred embodiments of the present invention, it is to be understood that it may otherwise be embodied within the scope of the appended claims.