JP2006193108A - Rail oil feeding device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rail oil feeding device capable of injecting oil of proper quantity by maintaining fixed gaps among tongues and rail heads, even if rails are vibrated when a train passes, and continuously feeding oil to required parts such as curve rails and point rails, etc. <P>SOLUTION: This device is provided with a pressurizing type oil tank 10, an oil feeding pump 20 capable of feeding oil by pressing wheels 200 of the train, and oil applying devices 40 arranged to inject oil to the rail heads 101 of the rails 100 via the tongues 42. In the tongues 42 of the oil applying devices 40, projecting parts 4211 and plane parts 4212 are alternately formed in the longitudinal direction. By making the projecting parts 4211 abut on a side surface 1011 of the rail heads 101 of the rails 100, spaces among the plane parts 4212 and the side surfaces of the rail heads 101 are maintained as fixed gaps to inject oil. All of the plurality of oil applying devices 40 having short tongues 42 arranged at fixed intervals of the rails 100 are capable of simultaneously injecting oil. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a rail fueling device that is installed in order to prevent wear of a contact portion between a wheel and a rail or generation of noise due to a curve or a point of a railroad rail.

Conventional rail refueling devices include those shown in Japanese Utility Model Publication No. 55-5050. However, as shown in FIG. 1 to FIG. Lubricating pump 1 which is actuated by a plunger 12 provided on the outer surface of the head of the rail 2 being pressed, and an oiling device provided with a tongue (tongue plate) 53 for receiving oil on the inner surface of the head of the rail 2 A vessel 5 was used.
However, the lubrication to the inner surface of the head of the rail 2 is performed through a slight gap between the inner surface of the head of the rail 2 and the tongue 53 of the oil applicator 5, but as shown in FIG. The tongs 53 having a length of millimeter and oil-sealed at both ends tend to be excessively lubricated when the plunger 12 of the oil pump 1 is operated due to the change of the gap due to the vibration of the rail 2 when the train passes. There is a drawback that the head running surface of the rail 2 and the track floor are contaminated.
Further, the tong length of the conventional oil applicator was about 500 mm as described above, but the wheel diameter of trains and diesel cars is currently reduced to about 800 mm. In the case of the oiling of the container, even if the extended oiling portion of the grease is taken into consideration with respect to the running wheel in one oiling amount, only about 1500 mm, that is, about 60% can be applied to the wheel circumferential length of 2400 mm. About 900 millimeters of unlubricated parts remain on the wheels, which causes unevenness in the oiled part of the rails through the lubricated wheels, and it is possible to sufficiently generate wear and noise on the rails and wheels due to train running. Could not be prevented.
Furthermore, the conventional oil applicator has a tong length of at least about 500 millimeters as described above, so it cannot be placed on a sharp curve or a subway with many points. A vessel was requested.
Japanese Utility Model Publication No. 53-10642 Japanese Utility Model Publication No. 55-5050 No. 3-14448 No. 4-3903 JP 2001-106072 A

The present invention provides a rail refueling system capable of supplying a proper amount of oil by maintaining a constant gap between the tongue of the rail oil applicator and the side surface of the rail head even when there is vibration of the rail when the train passes. A device is provided.
In addition, the present invention provides a rail oil supply device capable of continuously and evenly applying oil from a single oil supply pump to a sharp curve rail or a rail of a necessary portion of a point via a traveling wheel. .

In order to achieve the above object, the rail oil supply device of the present invention communicates with the pressurized oil tank 10 as shown in the drawing, and the oil supply pump 20 is configured to supply oil to the oil applicator 40 by pressing the train wheel 200; In the rail oil supply apparatus provided with the oil applicator 40 which communicates with the oil supply pump 20 and is arranged so that the rail head 101 of the rail 100 can be lubricated via the tongue 42, the tongue 42 of the oil applicator 40 includes: The convex portions 4211 and the flat surface portions 4212 are alternately formed in the longitudinal direction, the convex portions 4211 are brought into contact with the side surfaces 1011 of the rail head 101 of the rail 100, and the oil gap between the flat surface portions 4212 and the side surfaces of the rail head 101 is formed. In addition to being able to maintain a constant gap, oil seals 424 are fixed to both ends of the tongue 42 so that an appropriate amount of oil can be supplied.
Further, in order to achieve the above-mentioned object, the rail oil supply device of the present invention communicates with one pressurized oil tank 10 and the pressurized oil tank 10 with respect to a single rail 100 as shown in the figure. One oil pump 20 that can supply oil to the oil applicator 40 by pressing the wheel 200 and the oil pump 20 communicate with each other, and the rail head 101 of the rail 100 can be lubricated via a tongue 42, respectively. As described above, the plurality of oil applicators 40 disposed on the rail 100 are provided, and the plurality of oil applications are performed so that the wheels are oiled all around by the passage of the train wheels. The entire container 40 is lubricated so that the rail of the required length is lubricated.
Furthermore, the rail oil supply device of the present invention can display the adjustment of the lubrication amount on the rotary scale 4534 so that each of the oil applicators 40 can finely adjust the lubrication amount, as illustrated, in order to achieve the above-described problem. The needle valve type throttle valve 45 is provided.
In the present invention, the pressurized oil tank 10 is provided with a weight 13 for applying a constant pressure to the oil and pumping the oil to the suction port 301 of the oil supply pump 20 as shown in FIG.
Further, in the present invention, as shown in FIG. 7, the needle valve-type throttle valve 45 rotates a needle valve rod 453 whose tip is formed in a truncated cone shape so as to move forward and backward, and a valve body 4531 and a valve seat 4511. The amount of oil passing through the gap between the valve body 4531 and the valve body 4531 is provided with a scale portion 4534 coaxial with the valve body 4531 so that it can be finely adjusted accurately.
Further, in the present invention, the tongue 42 is made of a thin leaf spring obtained by superposing one or a plurality of pieces, and can be lubricated while maintaining a constant minute gap on the side surface of the rail head regardless of the vibration of the rail when the train passes. Therefore, a plurality of convex portions 4211 and flat portions 4212 are alternately provided to enhance the structure.
In the present invention, oil seals 424 are provided on both side ends of the tongue 42 to prevent oil leakage. The oil seal 424 is preferably a plate-like material such as a felt plate or a rubber plate (including a porous plate).

The rail lubrication device of the present invention is designed so that each lubricator can be maintained at a constant gap by strengthening the structure so that the gap between the tongue and the side of the rail head does not change due to the vibration of the rail when the train wheel passes. As a result, it became possible to lubricate the rails without excessive or deficient regardless of the vibration of the rail, and there was no contamination of the track road floor due to excessive oiling or oil leakage on the rail running surface.
In addition, the rail oil supply device of the present invention can install oil dispensers having a plurality of short tongue lengths at regular intervals on a single rail so that the train wheels can be lubricated all around. As a result, it is possible to continuously and evenly apply the required part of the rail through the oiled wheel, so that the wear of the contact part between the wheel and the rail at a sharp curve rail or point is greatly increased. It will be improved.
In addition, each lubricator has a rotary scale that allows the amount of lubrication to be visually observed, and can be easily fine-tuned, facilitating the lubrication management of supplying an appropriate amount of lubrication to the traveling wheels of the train.
Furthermore, the rail oil supply device of the present invention is small in size and simple in structure, and does not require an expensive electric control relationship. One oil tank, one oil pump, and a plurality of oil coatings are required for one rail. This has the advantage of reducing the cost and time for inspection and repair.

  The rail oil supply device of the present invention includes one pressurized oil tank, one oil pump, and four short tongue-length oilers for each rail.

An embodiment of the present invention is shown in FIGS.
The rail oil supply device according to the present invention has one pressurized oil tank 10, one oil pump 20, one manifold 30, and four oil coatings for one rail 100 (A) or 100 (B). A container 40 and a set of oil supply pipes 50 are provided.
As shown in FIG. 15, the pressurizing oil tank 10 includes a tank body 11, a lid 12, an oil pressurizing weight 13 with a slider box 131, and an oil outlet 14.
As shown in FIGS. 2 to 5, the oil supply pump 20 includes a cylinder 21, a plunger 22, a plunger insertion valve 23, and a frame 24.
The cylinder 21 includes an upper portion 211, a middle portion 212, a lower portion 213, and a bottom portion 214.
The upper part 211 of the cylinder is open at the upper end, the middle part 212 of the cylinder is provided with an oil inlet 2101 and an oil outlet 2102 on the side wall, and the cylinder bottom part 214 forms an empty chamber 227.
The plunger 22 includes an upper portion 221 having a small diameter, a middle portion 222 having a large diameter, and a lower portion 223 having a small diameter. The plunger upper part 221 is fitted into the cylinder upper part 211, the plunger middle part 222 is fitted into the cylinder middle part 212, the plunger lower part 223 is fitted into the cylinder lower part 213, and the plunger middle part 222 has Y-shaped holes 225, 225 therein. 224 and an inverted T-shaped hole 226 communicating therewith are formed. The holes 225 and 225 communicate with the vacant chambers 2121 and 2121 formed between the cylinder middle portion 212 and the plunger middle portion 222, and the hole 226 communicates with the vacant chamber 2122 formed between the cylinder middle portion 212 and the plunger lower portion 223. is doing.
Further, the Y-shaped hole 224 is provided with a tapered step 2241 between the hole 225 and the hole 226, and the tip of the plunger insertion valve 23 having a tapered conical tip is inserted.
The lower part of the plunger insertion valve 23 is mounted on a compression coil spring 231 and is formed so as to block the hole 224 and the hole 226 when the plunger 22 is lowered and to communicate the hole 225 and the hole 226 when the plunger 22 is raised. .
The plunger middle portion 222 has its lower surface mounted on a compression coil spring 2221 provided on the cylinder lower portion 213, and the coil spring 2221 pushes up the upper surface 2221 of the plunger middle portion 222 so as to contact the lower surface 2111 of the cylinder upper portion 211. It is formed to be able to.
As shown in FIGS. 4 and 5, the pair of frames 24 are each provided with a frame plate 241, a clamp 242, a clamp bolt 243, and a leaf spring 244.
Each frame plate 241 is provided with a long hole 2413 in the upper portion and a through hole 2411 in the lower portion, and a bite 2415 that fits on the side surface 1033 of the base 103 of the rail 100 (A) or 100 (B) at the upper portion of the hole 2411. Provided.
Each clamp 242 is provided with a bite 2422 that fits on one side surface 1032 of the base 103 of the rail 100 (A) or 100 (B) at the upper part, and a through hole 2421 at the lower part.
Each clamp bolt 243 is passed through the through hole 2411 of the frame plate 241, and the clamp 242 is screwed with a nut 2431.
Each leaf spring 244 has an inverted U shape, and through holes 2441 and 2442 are provided on both sides, and the hole 1441 on one side is screwed by a bolt 2412 and a nut 2414 passed through a long hole 2413 on the upper part of the frame plate 241. The other hole 2442 is screwed into the through hole 2142 of the wing plate 214 extended from the cylinder 21 by a bolt 2143 and a nut 2144.
The adjustment bolt 2145 is screwed downward together with the nuts 2146 to the protruding pieces 2141 of the left and right wing plates 214 and 214, and the lower end of the bolt 2145 is brought into contact with the upper surface 1031 of the rail base 103. When the manifold 30 is installed, the height can be adjusted.
As shown in FIGS. 2 and 3, the manifold 30 is provided with an oil introduction hole 301 and an oil discharge hole 302. The oil introduction hole 301 communicates with the oil tank 10 and communicates with the oil introduction port 2101 of the cylinder 21 via the check valve 32, and the oil discharge hole 302 communicates with the oil discharge port 2102 of the cylinder 21, Each oil applicator 40 is connected to an oil inlet 4513 through an oil supply pipe 50.
Further, the manifold 30 is provided with a check valve 32 and a relief valve 33 between the oil introduction hole 301 and the manifold hole 3011.
The check valve 32 is provided with a valve main body 321 and a compression coil spring 322, and is configured to prevent oil from flowing backward from the manifold hole 3011 to the oil introduction hole 301.
The relief valve 33 is provided with a valve rod portion 331, a compression coil spring 332, and a presser plug 333, and is formed so as to release abnormal hydraulic pressure generated in the oil discharge hole 302 through a hole 3022 communicating with the oil introduction hole 301.
4 and 5, the manifold 30 is screwed into four screw holes 2111 provided in the cylinder 21 with four bolts 311.
Each oil applicator 40 includes a box 41, a tongue (tongue plate) 42, a frame 43, and a throttle valve 45, as shown in FIGS. 6 to 11.
As shown in FIG. 12, the box 41 includes a front plate 414, a rear plate 415, side plates 416 and 416, and a bottom plate 417.
The box body 41 is formed with a long groove 411 having an open top, and a seat plate 418 provided with a through hole 4111 communicating with the long groove 411 and four screw holes 4181 at the lower center of the front plate 414. ing.
The rear plate 415 is fitted with a string-like rubber seal 4151 having a round cross section at the upper end. As shown in FIG. 7, the rubber seal 4151 contacts the lower surface 1013 of the rail head 101 in order to prevent oil leakage to the web 102 side of the rail 100 (A) or 100 (B).
The bottom plate 417 is coupled to leg portions 4171 and 4171 matched to the inclined surface 1031 which is the upper surface of the rail base 103 at both ends.
As shown in FIG. 6, two sets of frames 43 are attached to both sides of the front plate 414 of the box body 41, and each frame 43 includes frame plates 431, It consists of a clamp 432, a clamp bar 433, and a push bolt 434.
As shown in FIG. 11, each frame plate 431 is provided with a screw hole 4312 at the upper portion and a through hole 4311 at the lower portion, and at the upper portion of the hole 4311 is provided a contact portion 4313 that contacts the side surface 1033 of the base 103 of the rail 100. ing.
Each clamp 432 is provided with a bite 4321 fitted to the side surface 1032 of the base 103 of the rail 100, and its lower part is coupled to the clamp bar 433.
Each clamp bar 433 is provided with a threaded portion 4330, passed through a through hole 4311 of the frame plate 431, and screwed with a nut 4331.
As shown in FIG. 11, the frame 43 has a clamp 432 fitted on one side surface 1032 of the rail base 103 and a clamp bar 433 fixed thereto screwed with a nut 4331 through a hole 4311 of the frame plate 431. The frame plate 431 can be erected at a position in contact with the other side surface 1033 of the rail base 103.
Each push bolt 434 is screwed into the screw hole 4312 of the frame plate 431 and presses the front plate 414 of the box 41 together with the nut 4341 toward the web 102 of the rail 100 (A) or 100 (B). The box 41 is fixed.
6 to 11, the tongue 42 includes a tongue plate 421, a screw rod 422, a nut 423, an oil seal plate 424, and a plate packing 425.
As shown in FIGS. 12 to 14, the tongue plate 421 is a tongue-plate-shaped thin plate spring having an upper end thickness of about 1 mm and a lower end thickness of about 1 and 9 mm, and flat portions 4212 and convex portions 4211 are alternately arranged at regular intervals. 13, the convex portion 4211 is in contact with the side surface 1011 of the rail head 101, and the flat portion 4212 is formed so as to form a minute gap of about 1 mm with respect to the side surface 1011 of the rail head 101. As shown in FIG. 4, the structure is strengthened so that the gap between the flat surface portion 4212 of the tongue plate 421 and the side surface 1011 of the rail head 101 can always be lubricated while maintaining a constant gap against the vibration of the rail head 101. ing.
The screw rod 422 is fixed to and protrudes from the front lower portion of the tongue plate 421.
As shown in FIG. 11, the nut 423 is screwed onto the screw rod 422 via a washer 4231.
As shown in FIGS. 12 and 13, the oil seal 424 is made of a felt plate, a rubber plate or the like (including a porous plate) that prevents grease oil from leaking, and both end convex portions 4213 of the tongue plate 421. , 4213 is fixed to the rear surface.
As shown in FIG. 12, the tongue plate 421 and the screw rod 422 are arranged so as to fit into the long groove 411 of the box body 41 and to fit into a plurality of groove-type notches 4141 provided at the upper end of the front plate 414. Yes.
As shown in FIG. 13, the plate packing 425 is made of a rectangular plate-shaped synthetic resin or rubber, provided with a hole 4251 into which the screw rod 422 can be fitted, and in contact with the front surface of the tongue plate 421. The plate 414 is formed so as to prevent oil leakage from the groove-type notch 4141.
Further, as shown in FIGS. 7 to 10 and 13, the tongue 42 has a plate packing 425 so that the upper end 4201 of the convex portion 4211 of the tongue plate 421 can move up and down in contact with the side surface 1011 or 1012 of the rail head 101. The cutout 4141 is moved up and down via the screw rod 422 and the nut 423 so as to be screwed.
As shown in FIGS. 6 and 7, the throttle valve 45 includes a valve box 451, a cover 452, and a valve rod 453.
The valve box 451 has a valve seat 4511 and a threaded portion 4512 formed therein, and an oil inlet at the lower portion. Further, the valve box 451 is provided with four through holes 4514 as shown in FIG.
The cover 452 has a valve rod 453 fitted therein, provided with a seal hole 4521 sealed by an O-ring 45211 fitted in the valve rod 453, and has four through holes 4523 as shown in FIG.
As shown in FIG. 7, the valve stem 453 is integrally formed of a valve body 4531, a threaded portion 4532 that is screwed into the threaded portion 4512, a seal portion 4533, a scale portion 4534, and a handle portion 4535. Has been.
Further, when the valve stem 453 is rotated by the handle portion 4535, a coaxial scale portion 4534 is displayed, the threaded portion 4512 of the valve box 451 and the threaded portion 4532 are engaged, and the valve body 4531 moves forward. It is formed so that the amount of lubrication can be finely adjusted by moving backward.
As shown in FIG. 11, the throttle valve 45 is inserted into the four screw holes 4181 of the seat plate 418 of the box body 41 through the holes 4523 of the cover 452 and the holes 4514 of the valve box 451 by the four bolts 4522. Screwed.
The oil supply pipe 50 is provided between the outlet 14 of the oil tank 10 and the oil introduction hole 301 of the manifold 30 of the oil pump 20, and the oil discharge hole 302 of the manifold 30 and the oil inlet 4513 of the throttle valve 45 of each oil applicator 40. It is connected between the pipes.
In addition, as a preparatory work, the oil pump 20 is operated and filled with grease oil up to the flat portion 4212 of the upper end 4201 of the tongue plate 421 of each oil applicator 40, and the plunger 22 is pressed by the passage of the train wheel. Then, the grease oil is adjusted in advance so that it can be discharged from the flat portion 4212 of the upper end 4201 of the tongue plate 421 to the side surface 1011 of the rail head 101.
In order to install the rail oil supply apparatus of the present invention, as an example, one oil tank is provided at each of the portions where the curve rail 100 (A) and the curve rail 100 (B) need to be oiled, as shown in FIG. 10 and one oil pump 20 and one manifold 30 are arranged, and four oil applicators 40 are arranged at regular intervals.
In the outer rail 100 (A), each oil applicator 40 is disposed such that the tip of the tongue plate 421 abuts against the inner side surface 1011 of the head 101 of the rail 100 (A), and in the inner rail 100 (B), Each oil applicator 40 is disposed such that the tip of the tongue plate 421 contacts the outer surface 1012 of the head 101 of the rail 100 (B). In the case of the inner rail 100 (B), each oil applicator 40 may be arranged such that the tip of the tongue plate 421 contacts the inner side surface 1011 of the rail 100 (B).
As shown in FIG. 1, four oil applicators 40 are arranged for each of the inner rail 100 (B) and the outer rail 100 (A), and an oil supply pipe 50 is connected by piping.
As for the curve rail 100 (A) and the curve rail 100 (B), as shown in FIG. 3, when the plunger 22 of each oil supply pump 20 is pressed by the wheel 200 when the train passes, the plunger 22 However, the plunger insertion valve 23 blocks the hole 225 and the hole 226, and with a sufficiently high negative pressure from the oil tank 10, the oil introduction hole 301, the check valve 32, through the manifold hole 3011, the check valve 32 is opened against the reaction force of the coil spring 322 of the check valve 32, and grease oil is introduced into the hole 224 through the oil introduction port 2101 and the empty chamber 2121. Further, the grease oil in the empty chamber 2122 and the empty chamber 227 is pressure-fed to the oil discharge hole 302 via the oil discharge port 2102 and the manifold hole 3021.
Subsequently, the grease oil discharged from the oil discharge hole 302 is pumped to the oil inlet 4513 of the throttle valve 45 of each oil applicator 40 through the oil supply pipe 50.
Further, the grease oil whose flow rate has been adjusted in advance by the scale portion 4534 passes through a gap between the valve body 4531 of the valve rod 453 of the throttle valve 45 and the valve seat 4511 of the valve box 451 and enters the long groove 411 of the box body 41. From the flat portion 4212 at the upper edge of the tongue plate 421, oil is applied to the side surface 1011 or 1012 of the head 101 of the rail 100 (A) or 100 (B).
In this case, in the outer rail 100 (A) of the curved rail, the grease oil to be lubricated from each oil applicator 40 to the side surface 1011 of the rail head 101 from the tongue 42 is finely adjusted in advance by the rotary scale 4534 of the throttle valve 45. Therefore, the inner surface 1011 of the rail head 101 is lubricated without excess or deficiency.
Further, in the inner rail 100 (B) of the curved rail, the grease oil lubricated from each of the oil applicators 40 to the side surface 1012 of the rail head 101 from the tongue 42 is adjusted in advance by adjusting the position of the upper end 4201 of the tongue plate 421. Since fine adjustment is performed by the rotary scale 4534 of the valve 45, the running surface 1014 of the rail head 101 is lubricated without excess or deficiency.
Next, when the train wheel 200 passes and the plunger 22 is raised by the reaction force of the compression coil spring 2221, the check valve 32 is closed by the reaction force of the coil spring 322 as shown in FIG. The grease oil in 2121 and the Y-shaped hole 224 pushes down the plunger insertion valve 23 against the reaction force of the coil spring 231, and is pumped to the oil discharge hole 302 through the oil discharge port 2102 and the manifold hole 3021. Thus, the grease oil discharged from the oil discharge hole 302 is pumped to the oil inlet 4513 of the throttle valve 45 of each oil applicator 40 through the oil supply pipe 50. When the other wheels of the train or the wheels of the next train pass, the grease oil is lubricated from the tongue 42 to the side surface of the rail head 101 through the oil supply pipe 50 and the throttle valve 45 of each oil applicator 40. The rail oil is transferred to the wheel, and the rail in the traveling direction is oiled again by the rotation of the wheel.
Since the grease used for rail lubrication is applied to the wheels, it has been experimentally obtained that the oil is stretched to approximately twice the length of the oil on the traveling wheel. The sum of the total length 4T of the lengths T of the tongues 42 of the four oil applicators 40 and the total length 8T to be extended and oiled corresponds to the total circumferential length πD of the wheel having the wheel diameter D. If you do so,
4T + 8T = πD, and 12T = πD to T = 1 / 12XπD.
Now, if the wheel diameter is 800 mm, the length T of the tongue 42 of each oil applicator 40 is:
From T = 1 / 12XπD to about 230 millimeters.
As shown in FIG. 16, each of the oil applicators 40 is arranged as follows. If four oil applicators 40 having a length of about 232 mm of tongs 42 are arranged at intervals of about 370 mm, a traveling wheel having a wheel diameter of 800 mm is obtained. When oiling portions 201 (A), 201 (B), 201 (C), and 201 (D) are applied to four places around the 200, and the stretching of the oiled grease on the wheels is considered, Oil is applied to almost the entire circumference, and the oil is stretched and applied to the rail in the traveling direction by the rotation of the wheel.
The oil applicator 40 of the embodiment of the present invention has a tong 42 length of about 232 millimeters and can be installed on a sharp curve or a point rail. The oil application length of the four tongs 42 is about 800 millimeters and the grease on the wheels. The oiling length of the oil is about 1600 millimeters, and the oiling length is about 2400 millimeters. It is applied over the entire circumference of a wheel with a wheel diameter of 800 millimeters, and oiling is required through the wheels. The rail part can be continuously and evenly lubricated.

  The oil tank, oil pump, manifold, and oil applicator of the rail oil supply device of the present invention can be mass-produced.

It is explanatory drawing of the Example of this invention arrange | positioned on a long curve rail. It is explanatory drawing of the cross section of the oil pump of this invention Example. It is explanatory drawing of another cross section of the oil pump of this invention Example. It is explanatory drawing of the front of the oil supply pump of this invention Example. It is explanatory drawing of the side surface of the oil pump of this invention Example. It is explanatory drawing of the front of the oil applicator of this invention Example. It is explanatory drawing of the cross section of the oil applicator of this invention Example. It is explanatory drawing of the AA line cross section of the principal part of FIG. It is explanatory drawing of the expanded BB sectional view of the principal part of FIG. It is explanatory drawing of the CC line cross section of the principal part of FIG. It is explanatory drawing of the side surface of the oil applicator of this invention Example. It is an expansion perspective view of the box of the oil applicator of the present invention example. It is explanatory drawing seen from the plane of the tongue of the Example of this invention. It is an expansion perspective view of the tongue of the oil applicator of this invention Example. It is explanatory drawing of the cross section of the oil tank of this invention Example. It is explanatory drawing which shows the oiling condition to the wheel of this invention Example. It is explanatory drawing seen from the plane of the tongue of the prior art example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Oil tank 20 Oil supply pump 30 Manifold 40 Oil applicator 41 Oil applicator box 42 Oil applicator tongue 4211 Tongue convex part 4212 Tongue plane part 424 Tongue oil seal 45 Throttle valve 4534 Rotation scale 100 (A) , 100 (B) Rail 101 Rail head 1011 Rail head side surface 1014 Rail head running surface 200 Train wheel

Claims (3)

  An oil pump 20 that communicates with the pressurized oil tank 10 and is capable of refueling the oil applicator 40 by pressing a train wheel 200, and a tongue 42 that communicates with the oil pump 20 and that is connected to the rail head 101 of the rail 100. In the rail refueling device including the oil applicator 40 arranged so as to be lubricated, the tongues 42 of the oil applicator 40 alternately form convex portions 4211 and flat portions 4212 in the longitudinal direction. The convex portion 4211 is brought into contact with the side surface 1011 of the rail head 101 so that the oil supply gap between the flat surface portion 4212 and the side surface of the rail head 101 can be maintained at a constant gap, and oil seals 424 are provided at both ends of the tongue 42. A rail oiling device characterized by being fixed and capable of supplying an appropriate amount of oil.   For one rail 100, one oil tank 10 and one oil pump which communicates with the oil tank 10 and is capable of supplying oil to the applicator 40 by pressing a train wheel 200. 20 and a rail provided with a plurality of oil applicators 40 arranged on the rail 100 so that the rail head 101 of the rail 100 can be lubricated via a tongue 42, respectively. It is a fueling device, and all of the plurality of oiling devices 40 are lubricated and lubricated to a rail of a necessary length so that the wheels are lubricated all around by the passage of train wheels. The rail oil supply device according to claim 1. Each of the oil applicators 40 includes a needle valve-shaped throttle valve 45 that can display an adjustment of the amount of oil lubrication on a rotary scale 4534 so that the amount of oil lubrication can be finely adjusted. 2. Rail oil supply device according to 2.

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