JP2003127858A - Oil coating device for rail - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an oil coating device for rail having a simple structure, easy to install and maintain, capable of securely reducing squeak noise between the rail and wheels, and preventing wear of the rail and flange part of the wheels, saving the cost of the oil coating device of rail itself and its running cost. SOLUTION: The oil coating device for rail comprises a pressure oil tank 1, an oil pump 2 which is supplied with a lubricant from the pressure oil tank 1 for sending oil by the pressure of wheels, and an oil coating unit 3 for discharging the lubricant supplied from the oil pump 2 onto the rail. The oil pump 2 having a piston mechanism 8 for moving up and down in accordance with the pressure of wheels, supplies the predetermined quantity of oil in a moment upon the rapid falling motion of the piston and slowly supplies the predetermined quantity of oil onto the rail with slow rising motion.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rail oiling device, and more particularly, to a portion where noise is generated due to an increase in contact pressure between a wheel and a rail, such as a curve point (particularly of a wheel tread). The present invention relates to an oil coating device for a rail installed on the inner rail side where skidding occurs) to reduce the noise and prevent wear of the rail and wheels.

[0002]

[Prior Art] A recent derailment accident in a subway triggered
There has been an increasing focus on preventing railroad vehicle compound derailment and operational safety measures. As part of this, it is going to be carried out such as remodeling to restore the rail shape and changing the wheel flange angle from 60 degrees to 70 degrees. This is to increase the frictional resistance between the rails and the wheels and to increase the margin for derailment after riding. If this is done, the flanges and rails of the wheels will wear more than the current situation (especially on the outer track side), and the squeak noise will increase (especially on the inner track side), especially at the curve points of the rails. It is considered that the maintenance cost of the track will increase and the necessity of taking noise countermeasures will increase.

At the curve point, when the wheel of one axle is considered, the rolling distance of the outer gauge wheel is longer than the rolling distance of the inner gauge wheel. Therefore, the wheels on the inner gauge side run idle (slide) on the inner gauge rail, and at that time, a large squeak noise is generated.

As a countermeasure against the squeak noise, grease or water is manually applied to the side surface of the rail tread.
However, since this work requires labor and labor cost, an oiling device having an oiling hole opened toward the wheel flange portion of the vehicle traveling on the track is provided on the track, and the oiling device is connected via an electric pump. And electrically connect the electric pump to a vehicle entry detection device through a discharge amount control device equipped with a timer mechanism, and a signal from the vehicle entry detection device is used to feed the oil from the oil filling hole of the oil filling device. An electric rail lubrication device characterized by applying oil to a rail has been proposed (Japanese Utility Model Publication No. 53-10641).

[0005]

In the case of the rail oiling device, since it is electric and has a large number of parts, the mechanism is complicated.
Not only the cost of the equipment itself and the running cost increase, but since oil is often applied excessively, oil lees adhere to the treads and side surfaces of the rails, and it takes time to remove the lees, and a large amount of grease is used. There is a defect that the surroundings get dirty.

The present invention has been made to eliminate the above-mentioned drawbacks of the prior art. It has a simple structure, the cost of the device itself and the running cost are low, the installation and maintenance are easy, and the rail at a curve point or the like. An object of the present invention is to provide an oiling device for a rail that can reliably reduce the squeaking noise between the rail and the wheel and prevent wear of the flange portions of the rail and the wheel.

[0007]

An oil coating device for a rail according to the present invention for solving the above problems receives an oil tank and a lubricating oil supplied from the oil tank, and an oil feeding operation is performed by a wheel treading pressure. And an oil coating unit that receives the lubricating oil supplied from the oil pump and discharges it onto the rail.

Preferably, the oil pump is provided with a piston mechanism that moves up and down in response to the pedaling pressure of the wheels, and a predetermined amount of lubricating oil is instantaneously supplied onto the rail in accordance with the rapid lowering operation of the piston. It is assumed that a predetermined amount of lubricating oil is gradually supplied to the rail as the piston slowly moves up.

Further, the oil pump has two oil chambers, a buffer oil chamber and an oil feed chamber, and the piston mechanism is
A piston that slides in the buffer oil chamber and a piston that slides in the oil supply chamber are configured to be provided in one piston rod, and a slow rising operation of the piston mechanism causes It shall be achieved by directing a small movement of the piston from the upper side to the lower side.

The instantaneous supply of lubricating oil is performed by the oil supply operation from the lower side of the piston in the oil supply chamber.
It is assumed that the gradually-supplied lubrication oil supply is performed by the oil supply operation from the upper side of the piston in the oil supply chamber.

Further, the oil pump has an oil feed chamber in which the piston of the piston mechanism slides, and a slow ascending operation of the piston mechanism is stored above the piston in the oil feed chamber. It shall be achieved by draining the lubricating oil through a throttle valve.

More preferably, the oiling unit has a block having a large number of nozzle holes arranged side by side on the upper surface thereof, an oil storage pipe inserted into the block and having an opening communicating with the nozzle hole, and the inside of the oil storage pipe. And an oil tube having a large number of discharge ports at its insertion portion, and weirs are provided on the upper surface of the block at appropriate intervals, and the oil tube is the oil storage pipe. Shall be inserted from both sides.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described with reference to the accompanying drawings. As shown in FIG. 1, the oil coating apparatus according to the present invention is, as shown in FIG. 1, an oil tank 1 installed near a line 32 for storing lubricating oil, and an oil pump that is usually fixed to abdomen or legs of the line 32. 2 and the same number of oil pumps 2 as the oil coating units 3 installed along the line. The oil coating unit 3 is arranged on the downstream side of the oil pump 2 when viewed from the traveling direction of the vehicle shown by the arrow in FIG. 1.

The oil tank 1 is a tank for storing the lubricating oil to be applied to the line. For example, a pressing lid of an appropriate weight is brought into contact with the oil surface to keep the lubricating oil constantly pressurized.
A type of pumping lubricating oil to the oil pump 2 or the like is used. The capacity of the tank is usually 10 to 20 liters. This type of tank is disclosed in, for example, Japanese Patent Laid-Open No. 11-2.
No. 93602.

As shown in FIG. 2, the oil pump 2 includes a cylinder 6 through which lubricating oil for rail supply flows, an upper lid 7 for closing the upper surface of the cylinder 6, and a lower lid 7a for closing the lower surface of the cylinder 6. And a piston mechanism 8 that moves up and down in the cylinder 6.

The cylinder 6 is partitioned in the middle to form oil chambers above and below. The upper oil chamber is the buffer oil chamber 9
The lower oil chamber is the oil feed chamber 10. The piston rod 11 of the piston mechanism 8 that moves up and down in the cylinder 6 is
Upper piston 12 that slides in the upper buffer oil chamber 9
And a lower piston 13 that slides in the lower oil feed chamber 10.

The buffer oil chamber 9 has an upper and lower oil port 1
4 and 15, one oil port 14 is for oil entry and exit of the upper chamber 16 of the upper piston 12, and the other oil port 15 is for oil entry and exit of the lower chamber 17 of the upper piston 12. Oil port 14 and oil port 15
Are connected via an annulus 19 having a check valve 18 and form a loop circuit including the upper chamber 16 and the lower chamber 17 (see FIG. 5).

As shown in FIG. 5, the upper piston 12
A slight gap 20 is held between the peripheral side surface of the upper chamber 16 and the inner wall surface of the buffer oil chamber 9.
Is allowed to flow to the lower chamber 17. The gap 20 does not necessarily have to extend over the entire circumferential surface of the upper piston 12, and may be partially formed. Further, instead of the gap 20, a choke that vertically penetrates the upper piston 12 may be provided.

In the loop circuit of the buffer oil chamber 9, the oil filling the lower chamber 17 is pressurized by the upper piston 12 and pushed out at a dash as the piston rod 11 is rapidly lowered by the pedaling pressure described later.
Then, the check valve 18 is opened, the circulation path 19 is made to flow, and the check valve 18 is made to flow into the upper chamber 16.

On the contrary, when the pedal pressure on the piston rod 11 is released and the upper piston 12 rises, the upper chamber 1
The oil in 6 cannot flow back through the annulus 19 due to the presence of the check valve 18, and moves to the lower chamber 17 through the gap 20 (or choke). In that case, since the flow resistance is large, the moving speed of the oil from the upper chamber 16 to the lower chamber 17 is slow, and as a result, the upward movement of the piston mechanism 8 becomes gradual.

The return time of the piston mechanism 8 can be adjusted by changing the size of the gap 20. As a result, it is possible to prevent a vehicle passing therethrough from repeatedly pushing the piston rod 11 to cause excessive oiling (usually, it is sufficient to apply oil only once for each passing of one train set).

The oil feed chamber 10 is provided with an upper oil entry port 25, an upper oil exit port 26, and a lower oil entry port 27 and a lower oil exit port 28 located below. The lubricating oil supplied from the upper oil inlet port 25 into the oil feeding chamber 10 flows into the upper surface side of the lower piston 13, and the lubricating oil supplied from the lower oil inlet port 27 into the oil feeding chamber 10 is It flows into the lower surface side of the lower piston 13 (see FIG. 5). The conduits 21 and 22 connected to the upper oil outlet port 26 and the lower oil outlet port 28 are unified and extend to the oil coating unit 3.

Upper oil entry port 25 and lower oil entry port 27
Has a tank-side oil supply pipe 4 extending from the oil tank 1,
It is connected via a check valve 5a. The volume on the upper surface side and the volume on the lower surface side of the lower piston 13 in the oil feed chamber 10 change according to the vertical movement of the piston rod 11. That is, the lower surface side volume of the lower piston 13 is maximum when the piston rod 11 is at the rising end, and is minimum when the piston rod 11 is at the falling end.

The piston rod 11 is pushed up by a return spring 29 provided between the lower lid 7a and the lower surface of the lower piston 13 at a normal position to be located at the upper end, and receives the pedaling pressure of the wheels 31 when passing a train. Reach the end of the momentary descent.
The piston rod tip portion 23 that directly contacts the wheel 31 is
A hemispherical shape is preferable for shock absorption.

When mounting the oil pump 2 on the rail 32, the cylinder 6 portion of the oil pump 2 is directly attached to the rail 32.
The rail 32 may be fixed to the abdomen or leg of the rail 32 by a method such as bolting, but is preferably fixed to the rail 32 via an L-shaped pump support member 33 (FIG. 2, FIG.
6 and 7).

In the illustrated pump support member 33, a fixing member 35 is passed between a pair of fixing legs 34 having an L-shaped cross section, and the cylinder 6 of the oil pump 2 is bolted to the fixing member 35 ( (See FIGS. 3 and 4). Fixed leg 3
4 receives the rail 32 at its horizontal portion and is bolted to the belly portion of the rail 32 at its vertical portion.

It is preferable that the bolt hole 36 of the cylinder 6 be elongated so that the fixing position of the oil pump 2 can be changed and adjusted in the vertical direction (see FIG. 3). By doing so, it is possible to change the stroke of the lower piston 13 and adjust the discharge amount of oil from the oiling unit 3 described later.

Next, the structure of the oil coating unit 3 will be described with reference to FIGS. The oiling unit 3 forms a pair with the oil pump 2, and the same number of oil pumps 2 as a plurality of oil pumps 2 are usually installed in parallel. The oiling unit 3 has a shape such as 6
The block 40 has a length of about 00 mm.

The upper surface of the block 40 is slightly inclined from the outside (left side in FIG. 8) toward the rail 32, and is installed so that the end portion on the rail 32 side is substantially level with the rail 32. (See FIG. 8). An oil storage pipe 41 having openings 42 formed at regular intervals is embedded in the block 40, and a nozzle hole 43 communicating with each of the openings 42 and passing through to the upper surface is formed in the block 40 (FIG. 8, FIG. 8). 9
reference). The nozzle hole 43 is formed so as to be inclined by about 45 degrees in the direction of the rail 32.

Preferably, weirs 50 that cross the width direction are provided on the upper surface of the block 40 at appropriate intervals. This weir 50
Plays a role of preventing the lubricating oil on the upper surface of the block 40 from flowing downward without staying when the block 40 is inclined in the longitudinal direction depending on the installation condition.
The height of the weir 50 is about 0.2 mm.

In the oil storage pipe 41, an oil tube 4 extending from the oil pump 2 via a check valve 44 is provided.
5 is inserted all the way. A large number of discharge ports 46 are formed in the insertion portion of the oil tube 45 inside the oil storage pipe 41 (see FIG. 10). The discharge ports 46 are provided, for example, at regular intervals in the length direction of the tube and at a random pitch in the outer peripheral direction.

The lubricating oil discharged from the discharge port 46 is discharged and stored in the oil storage pipe 41. In order to prevent oil leakage, the soft rubber 4 is attached to the end of the oil storage pipe 41.
7 to complete the seal with the oil tube 45 (see FIG. 10).

In the example shown in FIG. 1, the oil tube 45 is inserted only into one end of the oil storage pipe 41, but the oil tube 45 is branched so that the oil tube 45 is inserted from both ends to the middle. Can also be set (see FIG. 10). If you do so, the oil storage pipe 4
The discharge in 1 and by extension, the discharge from the nozzle hole 43 onto the rail 32 is carried out in good balance over the entire length.

By forming the block 40 by resin molding, it is easy to form the block 40 into a shape corresponding to the curvature of the rail. The block 40 can be supported from below by a bracket 49 and fixed to the rail 32 via a fixing leg 48 similar to the fixing leg 34 (see FIG. 8).

In the above structure, a train arrives and the wheels 3
When the pedaling pressure of 1 is applied to the piston rod 11, the piston rod 11 is rapidly pushed down against the pushing force of the return spring 29 (FIG. 6). As a result, the lubricating oil staying below the lower piston 13 in the oil feed chamber 10 is pressurized and pushed out by a predetermined amount. In that case, the lubricating oil cannot flow to the oil tank 1 side because of the check valve 5a, but flows only to the check valve 5b side, and opens only the check valve 5b to flow to the oil coating unit 3 side.

As the piston rod 11 descends,
Lubricating oil flows into the upper side of the lower piston 13 of the oil feed chamber 10 through the upper oil inlet port 25. At that time, the oil in the lower chamber 17 of the buffer oil chamber 9 flows into the upper chamber 16 via the circulation passage 19 as described above.

Thus, when the check valve 44 is opened and the lubricating oil is pressure-fed, the lubricating oil is discharged from the discharge port 46 at the tip of the oil tube 45 into the oil storage pipe 41.
Along with this, a part of the lubricating oil filled in the oil storage pipe 41 is pushed out from each opening 42 of the oil storage pipe 41 into the nozzle hole 43 and is delivered onto the rail 32. This operation is performed almost simultaneously in all the oil pumps 2 and the oil coating units 3.

When the wheel 21 passes and the stepping pressure on the piston rod 11 is released, the piston rod 11 is pushed up by the action of the return spring 29 and tries to return to the original rising end position (FIG. 7). However, as described above, since the oil in the upper chamber 16 moves to the lower chamber 17 through the gap 20 in a small amount, the piston rod 11 returns slowly.

On the other hand, with the gradual return operation of the piston rod 11, a small amount of the lubricating oil filling the upper side of the lower piston 13 is delivered from the upper oil outlet port 26, and the hydraulic pressure associated with the delivery is generated. It is applied to the tip of the oil tube 45, and its discharge port 46 and the opening 42 of the oil storage pipe 41
After that, the lubricating oil is delivered from the nozzle 43 onto the rail 32. However, since the supply in this case is performed slowly, the lubricating oil gradually exudes from the nozzle 43 onto the rail 32.

As described above, the squeak noise is likely to occur on the inner rail side, and the rail wear and the wheel flange wear are likely to progress on the outer rail side. Further, although it is necessary to use a lubricating oil having a relatively high viscosity for preventing squeaking noise, the lubricating oil used for preventing wear does not need to have such a high viscosity.

Therefore, as the lubricating oil, a water-soluble lubricating oil (for example, a water-based synthetic lubricant manufactured by Fortune Chemidax of America, Inc., product name "Metcool 133A") is used.
A water-soluble coating product manufactured by Sanwa Kasei Kogyo Co., Ltd. such as "Samic coating liquid" can be used. It is preferable that the dilution ratio of the lubricating oil to be applied be different between the inner rail side and the outer rail side.

In the above-described embodiment, the upper chamber 16 and the lower chamber 17 serve as cushions when the piston rod 11 returns.
Although it was performed in a loop circuit including and (see FIG. 5),
This buffer can also be performed without using such a loop circuit. 11 and 12 show a configuration example for that purpose.

The cylinder 6 in that structure does not have the buffer oil chamber 9 in the above embodiment, but only the oil feed chamber 10 is formed. An upper oil inlet port 25 and an upper oil outlet port 26 are provided at the upper portion of the oil feed chamber 10, and at the lower portion thereof,
A lower oil inlet port 27 and a lower oil outlet port 28 are provided.

The oil input side branch line 22 branched from the tank oil feed pipe 4 is connected to the upper oil feed port 25 via a check valve 5a, and the lower oil feed port 27 is connected to the tank oil feed pipe. 4 is connected via a check valve 5a.

Further, the oil output side branch pipe 22a is connected to the upper oil output port 26, and the oil coating unit side oil supply pipe 4a is connected to the lower oil output port 28. Oil output side branch line 22
A throttle valve 51 is installed in the middle of a, and a check valve 5b is installed in the middle of the oil supply unit side oil supply pipe 4a. The oil output side branch pipe line 22a joins the oil coating unit side oil feeding pipe 4a extending to the oil coating unit 3.

An O-ring 52 and a dust seal 53 are wound around the piston rod 11 of the piston mechanism 8, and an O-ring 55 and preferably a double piston ring 56 are wound around the piston 54. The piston ring 56 projects outward and is in close contact with the inner wall of the cylinder 6 to seal the lubricating oil.

In this structure, when a train arrives and the pedaling pressure of the wheel 31 is applied to the piston rod 11, the piston rod 11 is rapidly pushed down against the pushing force of the return spring 29 (FIG. 11). As a result, the oil transfer chamber 1
The lubricating oil retained in the lower part of 0 is pressurized and pushed out by a predetermined amount. In that case, the lubricating oil cannot flow to the oil tank 1 side because there is the check valve 5a, but flows only to the check valve 5b side, flows through the oil supply unit side oil feed pipe 4a by opening the check valve 5b, and applies the oil. It flows into the oil unit 3.

As the piston rod 11 descends,
Upper oil-filling port 2 blocked by piston 54
5 and the upper oil outlet port 26 are opened, and the oil transfer chamber 10
A buffer oil chamber is formed on the upper side of the piston 54, and the lubricating oil flows into the buffer oil chamber from the upper oil inlet port 25 and is stored as buffer oil.

When the wheel 21 passes and the stepping pressure on the piston rod 11 is released, the piston rod 11 is pushed up by the action of the return spring 29 and tries to return to the original rising end position (FIG. 12). However, buffer oil is accumulated on the upper side of the piston 54, and this is controlled by the throttle valve 51 and gradually flows out to the oil output side branch pipe 22a. Therefore, the return of the piston rod 11 becomes gradual. The return speed of the piston rod 11 can be controlled by the throttle valve 51.

The lubricating oil flowing out to the oil outlet side branch conduit 22a flows into the oil applying unit side oil feeding pipe 4a and is supplied to the oil applying unit 3.

[0051]

As described above, the present invention has a simple structure, a low cost of the device itself and a low running cost, is easy to install and maintain, and produces a squeak noise between a rail and a wheel at a curve point or the like. You can surely reduce
Moreover, there is an effect that an oiling device for the rail can be obtained which can prevent the wear of the rail and the wheel.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of an apparatus according to the present invention.

FIG. 2 is a vertical sectional view of an oil pump in the device according to the present invention.

FIG. 3 is a front view of an oil pump in the device according to the present invention.

FIG. 4 is a plan view of an oil pump in the device according to the present invention.

FIG. 5 is a simplified vertical sectional view showing the operation of the oil pump in the device according to the present invention.

FIG. 6 is a vertical sectional view of the apparatus according to the present invention when the oil pump is stepped on.

FIG. 7 is a vertical cross-sectional view of the device according to the present invention when the oil pump is not stepped on.

FIG. 8 is a vertical cross-sectional view of the apparatus according to the present invention when the oil applying unit is installed.

FIG. 9 is a perspective view showing an oiling block of an oiling unit in the device according to the present invention.

FIG. 10 is a diagram showing a configuration of an oil storage pipe and an oil tube of the oil applying unit in the device according to the present invention.

FIG. 11 is a simplified vertical sectional view showing the operation of another configuration example of the oil pump in the device according to the present invention.

FIG. 12 is a simplified vertical cross-sectional view showing the operation of another configuration example of the oil pump in the device according to the present invention.

[Explanation of symbols]

1 oil tank 2 oil pump 3 oiling unit 4 Tank side oil pipe 4a Oil supply unit side oil supply pipe 5a check valve 5b check valve 6 cylinders 7 Top cover 7a Lower lid 8 piston mechanism 9 Buffer oil chamber 10 oil transfer chamber 11 piston rod 12 Upper piston 13 Lower piston 14 Oil port 15 oil port 16 Upper chamber 17 Lower chamber 18 check valves 19 Return Route 20 gap 21 pipeline 22 Oil entry side branch line 22a Oil output side branch line 25 Upper oil filling port 26 Upper oil output port 27 Lower oil entry port 28 Lower oil output port 29 Return spring 31 wheels 32 rails 33 Support member 34 Fixed leg 35 fixing member 36 bolt holes 40 blocks 41 oil storage pipe 42 opening 43 nozzle holes 45 oil tube 46 Discharge port 47 Soft rubber 48 fixed legs 49 bracket 50 weir 51 Throttle valve 52 O-ring 53 dust seal 54 piston 55 O-ring 56 piston ring

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Kozo Sekine             1-1-2 Oshiage, Sumida-ku, Tokyo Tobu Railway Co., Ltd.             Inside the company (72) Inventor Makoto Wakamatsu             1-1-2 Oshiage, Sumida-ku, Tokyo Tobu Railway Co., Ltd.             Inside the company (72) Inventor Yasuyuki Iino             1-8-3 Nishishinjuku, Shinjuku-ku, Tokyo Odakyuden             Inside the iron company (72) Inventor Takahiro Hosokawa             1531 Tsuruga Sone, Yashio City, Saitama Prefecture (72) Inventor Saichi Ito             1740-121 Oyama, Furukawa City, Ibaraki Prefecture

Claims (11)

[Claims] 1. An oil tank, an oil pump that receives a supply of lubricating oil from the oil tank, and performs an oil feeding operation by the pedal pressure of a wheel, and a supply of lubricating oil from the oil pump that discharges the oil onto a rail. Oiling device for rails, which is composed of an oiling unit. 2. The oil pump includes a piston mechanism that moves up and down in response to a pedaling pressure of a wheel, and a predetermined amount of lubricating oil is instantaneously supplied onto the rail as the piston mechanism rapidly descends. The rail oiling device according to claim 1, wherein a predetermined amount of lubricating oil is gradually supplied onto the rail as the piston mechanism slowly moves upward. 3. The oil pump has two oil chambers, a buffer oil chamber and an oil feed chamber, and the piston mechanism includes a piston sliding in the buffer oil chamber and a piston sliding in the oil feed chamber. The rail oiling device according to claim 2, wherein the oiling device is provided on one piston rod. 4. The slow raising motion of the piston mechanism is
The rail oiling device according to claim 3, which is achieved by slightly moving the oil in the buffer oil chamber from the upper side to the lower side of the piston. 5. The lubricating oil is instantaneously supplied by an oil feeding operation from a lower side of the piston in the oil feeding chamber, and the gradually lubricating oil is fed from an upper side of the piston in the oil feeding chamber. The rail oiling device according to claim 2, wherein the oiling operation is performed by an oil feeding operation. 6. The oil pump has an oil feed chamber in which a piston of the piston mechanism slides, and a slow ascending operation of the piston mechanism is stored above the piston in the oil feed chamber. The rail oiling device according to claim 2, which is achieved by discharging the lubricating oil through a throttle valve. 7. The rail oiling device according to claim 6, wherein a piston ring is wound around said piston together with an O-ring. 8. The oil pump according to claim 1, wherein the oil pump is attached to a rail via a pump support member, and a fixing position of the oil pump with respect to the pump support member can be changed in a vertical direction. Oiling device for rails. 9. The oiling unit includes a block having a large number of nozzle holes arranged side by side on an upper surface thereof, an oil storage pipe having an opening communicating with the nozzle hole and inserted into the block, and an oil storage pipe inserted into the oil storage pipe. The rail oiling device according to claim 1, wherein the oiling device includes an oil tube having a large number of discharge ports provided at its insertion portion. 10. The rail oiling device according to claim 9, wherein weirs are provided on the upper surface of the block at appropriate intervals. 11. The rail oiling device according to claim 9, wherein the oil tube is inserted from both sides of the oil storage pipe.