Automatic locomotive wheel flange lubricating device
Patent Information
- Application Number
- CN202522429991.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-17
- Publication Date
- 2026-11-03
- Estimated Expiration
- 2035-11-17
AI Technical Summary
The rapid wear on the sides and top of rails results in a short service life, affecting rail strength and railway transportation safety.
Design an automatic lubrication device for locomotive wheel flanges. The device utilizes the vertical vibration generated when the locomotive passes to drive a purely mechanical structure. It automatically supplies oil through a vertical displacement acquisition unit, a stroke amplification unit, and an oil supply unit, and uses oil-absorbing felt to lubricate the rails.
It reduces the wear rate of railway rails, extends the service life of railway rails, is energy-saving and environmentally friendly, does not rely on electricity or wind power sources, and is suitable for railway line maintenance.
Smart Images
Figure CN224929030U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of railway operation and maintenance technology, and relates to a lubrication device, especially an automatic lubrication device for locomotive wheel flanges. Background Technology
[0002] The most crucial component of railway transportation enterprises is railway line equipment. Ensuring its integrity and high quality is paramount, contributing to stable train operation and enhanced operational safety. Scientific line maintenance allows for timely detection of equipment problems, enabling preventative and control measures that drive enterprise development. However, with the rapid growth of railway freight volume and the continuous upgrading of locomotive types, the rate of lateral and top surface wear on rails has accelerated, particularly severe on small-radius curves. Rail wear directly reduces rail strength, making it more susceptible to damage, shortening its lifespan, and impacting its performance. Replacing rails is not only costly but also disrupts normal railway transportation operations.
[0003] Therefore, it is necessary to provide a lubrication device that can reduce the wear rate of rails and increase their service life. Utility Model Content
[0004] The purpose of this utility model is to provide an automatic lubrication device for locomotive wheel flanges, so as to solve the technical problems of fast side wear and top surface wave wear and short service life in the prior art.
[0005] To achieve the above objectives, the specific technical solution of this utility model is as follows: An automatic lubrication device for locomotive wheel flanges includes a vertical displacement acquisition unit disposed below the rail, a stroke amplification unit and an oil supply unit disposed outside the rail, and a lubrication unit disposed on the bottom of the rail. The vertical displacement acquisition unit is vertically disposed at the input end of the stroke amplification unit, and the top surface of the vertical displacement acquisition unit is in contact with the bottom surface of the rail. The output end of the stroke amplification unit is connected to the power input end of the oil supply unit. The oil outlet of the oil supply unit is connected to the oil inlet of the lubrication unit via an oil delivery pipe. The lubrication unit includes a mounting frame, an oil reservoir, and oil-absorbing felt. The oil reservoir is an open-topped tank that is mounted on the inside of the rail via the mounting frame. The top of the oil reservoir is located directly below the wheel flange of the locomotive and is flush with the lower edge of the flange. The oil delivery pipe extends from the bottom of the rail to the inside of the rail and connects to the oil reservoir. The oil-absorbing felt fills the oil reservoir and extends upward to the top of the oil reservoir.
[0006] The vertical displacement acquisition unit includes a displacement acquisition rod and a height adjustment nut. The top of the displacement acquisition rod contacts the bottom surface of the rail base, and the lower part is provided with threads. The displacement input end of the stroke amplification unit is provided with a through hole that is clearance-fitted with the displacement acquisition rod. The lower part of the displacement acquisition rod is provided at the through hole of the displacement input end of the stroke amplification unit through threads and a height adjustment nut.
[0007] The stroke amplification unit includes a mounting base, and a primary connecting rod and a secondary connecting rod respectively hinged to the mounting base via hinged base A and hinged base B. The output end of the primary connecting rod is hinged to the input end of the secondary connecting rod, and the output end of the secondary connecting rod is drivenly connected to the power input end of the oil supply unit. The vertical displacement acquisition unit is located at the input end of the primary connecting rod.
[0008] The length ratio of the output end to the input end of the first-stage connecting rod hinged on hinge seat A is N:1, where N≥2; the length ratio of the output end to the input end of the second-stage connecting rod hinged on hinge seat B is M:1, where M≥2.
[0009] The oil supply unit includes a hand-operated oil pump and an oil tank. The oil outlet of the oil tank is connected to the oil inlet of the hand-operated oil pump through a pipeline, and the oil outlet of the hand-operated oil pump is connected to the oil inlet of the oil storage tank through an oil delivery pipe.
[0010] The fixing frames are installed in pairs on both sides of the bottom of the rail, and the oil storage tank is installed on the bottom of the rail by two sets of fixing frames.
[0011] The beneficial effects of this utility model are as follows: This utility model provides an automatic lubrication device for locomotive wheel flanges. When the locomotive travels on the section of rail, a vertical displacement acquisition unit captures and obtains the vertical vibration generated by the rail, and a stroke amplification unit amplifies the vertical vibration captured by the vertical displacement acquisition unit, thereby effectively driving the oil supply unit to supply oil to the oil storage tank. In addition, the oil-absorbing felt in the oil storage tank absorbs the lubricating oil in the oil storage tank to the upper part of the oil-absorbing felt under continuous capillary action. When the locomotive passes, the lower edge of its wheel flange comes into close contact with the oil-absorbing felt, and the flange carries the lubricating oil out and contacts the rail, completing the lubrication.
[0012] The technical solution adopted in this utility model is a purely mechanical structure, which uses only the vertical vibration displacement generated by the locomotive passing over the rails as a power source to automatically complete the oiling and lubrication of the locomotive wheel flanges, thereby reducing the wear rate of the wheels on the rails and extending the service life of the rails. Furthermore, it does not use electricity, wind power, or other other power sources throughout the process, making it energy-saving and environmentally friendly, and suitable for widespread application in railway line maintenance. Attached Figure Description
[0013] Figure 1 This is a front view of the present invention when it is used in railway tracks; Figure 2 This is a first-person view structural diagram of the present invention when it is applied in a railway track; Figure 3 This is a structural schematic diagram of the present invention from a second perspective when it is applied in a railway track; Figure 4 for Figure 2 A magnified view of a portion of point A in the middle; Figure 5 This is a schematic diagram of the structure of the part of the present invention outside the railway track; Figure 6 for Figure 5 A magnified view of a portion of point B in the middle.
[0014] The markings in the diagram are as follows: 1. Rail, 101. Rail base, 102. Rail head, 103. Rail web, 2. Vertical displacement acquisition unit, 4. Oil supply unit, 5. Fixing frame, 6. Oil storage tank, 7. Oil-absorbing felt, 8. Displacement acquisition rod, 19. Height adjustment nut, 10. Mounting seat, 11. Hinge seat A, 12. Hinge seat B, 13. First-stage connecting rod, 14. Second-stage connecting rod, 15. Hand-operated oil pump, 16. Oil tank, 17. Lateral transmission rod, 18. Guide slide. Detailed Implementation
[0015] To better understand the purpose, structure, and function of this utility model, a more detailed description of this utility model is provided below with reference to the accompanying drawings.
[0016] like Figures 1 to 6 As shown, this utility model provides an automatic lubrication device for locomotive wheel flanges. It includes a vertical displacement acquisition unit 2, located below rail 1, for obtaining vertical drive through the vertical vibration of rail 1 when the locomotive passes over rail 1; a stroke amplification unit and an oil supply unit 4, located outside rail 1; and a lubrication unit located on the rail base 101 for lubricating the wheel flanges of the locomotive. The vertical displacement acquisition unit 2 is vertically positioned at the input end of the stroke amplification unit, with its top surface in contact with the bottom surface of rail 1. It amplifies the vertical movement caused by the vertical vibration of rail 1. The output end of the stroke amplification unit is connected to the power input end of the oil supply unit 4, transmitting the amplified motion to the oil supply unit 4, driving its drive end to move and supply oil to the lubrication unit. For convenient oil supply to the lubrication unit, the oil supply unit 4 is connected to the lubrication unit via an oil pipe; the oil supply unit 4 is mechanically driven.
[0017] Specifically, the lubrication unit in this embodiment includes a fixing frame 5, an oil reservoir 6, and an oil-absorbing felt 7, such as... Figures 1 to 3As shown, the fixing brackets 5 are arranged in pairs and clamped to both sides of the rail base 101 of the rail 1. The oil storage tank 6 is a tank with an open top and is set inside the rail web 103 of the rail 1 through the fixing brackets 5. The top of the oil tank is located directly below the wheel flange when it passes the rail head 102 of the rail 1 and is level with the lower edge of the wheel flange when the locomotive passes the rail 1.
[0018] To ensure adequate lubrication of the locomotive wheels, the length of the oil reservoir 6 is greater than the outer circumference of the locomotive wheels. Furthermore, to improve the stability of the oil reservoir 6 when the locomotive passes by, two sets of fixing brackets 5 are provided, with both ends of the oil reservoir 6 fixed to the two sets of fixing brackets 5 respectively.
[0019] An oil supply pipe extends from the lower part of the rail base 101 to the inner side of the rail 1, connecting the oil supply unit 4 and the oil storage tank 6, for supplying oil to the oil storage tank 6. Oil-absorbing felt 7 fills the oil storage tank 6 and extends upwards to above the top of the oil storage tank 6. Utilizing the fact that the extension height of the oil-absorbing felt 7 is higher than the top surface of the oil storage tank 6, and that lubricating oil, through capillary action, wets the upper part of the oil-absorbing felt 7, it ensures that the wheel flange is in close contact with the oil-absorbing felt 7 when the locomotive passes over the rail 1. The contacted wheel flange carries the lubricating oil out, thus achieving lubrication of the wheel flange.
[0020] Under the crushing action of the wheels, a siphon effect is generated between the upper and lower parts of the porous oil-absorbing felt 7. The lubricating oil in the oil storage tank 6 is automatically replenished to the oil-deficient area on the upper part of the oil-absorbing felt 7 under the action of the siphon effect, thereby ensuring that the lubrication work can continue when the locomotive passes through the rail 1 where the lubrication device is installed.
[0021] Furthermore, such as Figure 4 , Figure 5 , Figure 6 As shown, the vertical displacement acquisition unit 2 in this embodiment includes a displacement acquisition rod 8 and a height adjusting nut 9. The top of the displacement acquisition rod 8 contacts the bottom surface of the rail base 101 of the rail 1, and is used to obtain vertical drive by utilizing the vertical vibration of the rail 1 when the locomotive passes over the rail 1. In this embodiment, the top of the displacement acquisition rod 8 is preferably round-headed. In addition, in order to facilitate the adjustment of its relative position with the stroke amplification unit during installation and to ensure its contact with the bottom surface of the rail base 101, a thread is provided at the lower part of the displacement acquisition rod 8 in this embodiment. Furthermore, a through hole with clearance fit to the displacement acquisition rod 8 is provided at the displacement input end of the stroke amplification unit. The lower part of the displacement acquisition rod 8 is set at the through hole of the displacement input end of the stroke amplification unit by the thread and the height adjusting nut 9. The relative position of the displacement acquisition rod 8 with respect to the through hole is adjusted by adjusting the height adjusting nut 9. In this embodiment, in order to improve the stability of the length of the displacement acquisition rod 8 extending out of the through hole, height adjusting nuts 9 are provided on both sides of the displacement acquisition rod 8 relative to the through hole.
[0022] Furthermore, such as Figure 5 As shown, the stroke amplification unit includes a mounting base 10, and a primary connecting rod 13 and a secondary connecting rod 14 respectively hinged to the mounting base 10 via hinged bases A11 and B12. To fully amplify the vertical displacement acquired by the displacement acquisition rod 8 and use this vertical displacement to drive the oil supply unit 4, in this embodiment, the displacement acquisition rod 8 is vertically positioned at the input end of the primary connecting rod 13, the output end of the primary connecting rod 13 is hinged to the input end of the secondary connecting rod 14, and the output end of the secondary connecting rod 14 is drively connected to the power input end of the oil supply unit 4.
[0023] Furthermore, the length ratio of the output end to the input end of the first-stage connecting rod 13 hinged on the hinge seat A11 is N:1, where N≥2, preferably N=3; the length ratio of the output end to the input end of the second-stage connecting rod 14 hinged on the hinge seat B12 is M:1, where M≥2, preferably M=4. The vertical displacement obtained by the displacement acquisition rod 8 from the vibration of the rail 1 is amplified 3 times by the first-stage connecting rod 13, and then amplified 4 times by the second-stage connecting rod 14. The displacement stroke output from the second-stage connecting rod 14 is 12 times the initial vertical displacement stroke. In this embodiment, a transverse transmission rod 17 is hinged to the output end of the second-stage connecting rod 14, and the transverse transmission rod 17 is used to drive the power input end of the oil supply unit 4 laterally.
[0024] Furthermore, the oil supply unit 4 in this embodiment includes a hand-operated oil pump 15 and an oil tank 16. The hand-operated oil pump 15 is horizontally arranged and connected to the horizontal transmission rod 17 at the output end of the secondary connecting rod 14. The oil outlet of the oil tank 16 is connected to the oil inlet of the hand-operated oil pump 15 through a pipeline for storing lubricating oil. The oil outlet of the hand-operated oil pump 15 is connected to the oil inlet of the oil storage tank 6 through an oil supply pipe for supplying oil to the oil storage tank 6. In this embodiment, in order to guide the output end of the secondary connecting rod 14 and ensure that the transmission direction of the horizontal transmission rod 17 remains horizontal, a guide slide 18 is provided on the side of the secondary connecting rod 14. The extension direction of the guide slide 18 is the same as the pressing direction of the hand-operated oil pump 15. The horizontal transmission rod 17 slides with the guide slide 18 and has the freedom to slide relative to the guide slide 18. The technical solution provided in this embodiment uses a purely mechanical structure to automatically lubricate the wheel flanges of passing locomotives by utilizing the displacement of vertical vibrations generated during the locomotive's passage over rail 1. It does not require the drive of other power sources such as electricity or wind power, making it energy-saving and environmentally friendly. It can effectively reduce the coefficient of friction between the wheel flanges and rail 1, thereby reducing the wear rate of rail 1 and extending its service life.
[0025] It is understood that this utility model has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of this utility model. Furthermore, under the teachings of this utility model, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of this utility model.
Claims
1. An automatic lubrication device for locomotive wheel flanges, characterized in that: It includes a vertical displacement acquisition unit (2) set below the rail (1), a stroke amplification unit and an oil supply unit (4) set outside the rail (1), and a lubrication unit set on the bottom (101) of the rail (1). The vertical displacement acquisition unit (2) is vertically set at the input end of the stroke amplification unit, and the top surface of the vertical displacement acquisition unit (2) is in contact with the bottom surface of the rail (1). The output end of the stroke amplification unit is connected to the power input end of the oil supply unit (4) via a transmission connection; The oil outlet of the oil supply unit (4) is connected to the oil inlet of the lubrication unit through an oil delivery pipe; The lubrication unit includes a fixing frame (5), an oil storage tank (6), and an oil-absorbing felt (7). The oil storage tank (6) is an open-top tank that is set inside the rail (1) by the fixing frame (5). The top of the oil tank is located directly below the wheel flange of the locomotive and is level with the lower edge of the wheel flange. The oil supply pipe passes from the bottom (101) of the rail (1) to the inside of the rail (1) and connects with the oil storage tank (6). The oil-absorbing felt (7) fills the oil storage tank (6) and extends upward to the top of the oil storage tank (6).
2. The automatic lubrication device for locomotive wheel flanges according to claim 1, characterized in that: The vertical displacement acquisition unit (2) includes a displacement acquisition rod (8) and a height adjustment nut (9). The top of the displacement acquisition rod (8) contacts the bottom surface of the rail base (101) of the rail (1) and the lower part is provided with a thread. The displacement input end of the stroke amplification unit is provided with a through hole that is clearance-fitted with the displacement acquisition rod (8). The lower part of the displacement acquisition rod (8) is provided at the through hole of the displacement input end of the stroke amplification unit through the thread and the height adjustment nut (9).
3. The automatic lubrication device for locomotive wheel flanges according to claim 1, characterized in that: The stroke amplification unit includes a mounting base (10) and a first-stage connecting rod (13) and a second-stage connecting rod (14) respectively hinged to the mounting base (10) via a hinged mounting base A (11) and a hinged mounting base B (12). The output end of the first-stage connecting rod (13) is hinged to the input end of the second-stage connecting rod (14), and the output end of the second-stage connecting rod (14) is connected to the power input end of the oil supply unit (4). The vertical displacement acquisition unit (2) is located at the input end of the first-stage connecting rod (13).
4. The automatic lubrication device for locomotive wheel flanges according to claim 3, characterized in that: The length ratio of the output end to the input end of the first-stage connecting rod (13) hinged on the hinge seat A (11) is N:1, where N≥2. The length ratio of the output end to the input end of the second-stage connecting rod (14) hinged on the hinge seat B (12) is M:1, where M≥2.
5. The automatic lubrication device for locomotive wheel flanges according to claim 1, characterized in that: The oil supply unit (4) includes a hand-operated oil pump (15) and an oil tank (16). The oil outlet of the oil tank (16) is connected to the oil inlet of the hand-operated oil pump (15) through a pipeline. The oil outlet of the hand-operated oil pump (15) is connected to the oil inlet of the oil storage tank (6) through an oil delivery pipe.
6. The automatic lubrication device for locomotive wheel flanges according to claim 1, characterized in that: The fixing frames (5) are arranged in pairs on both sides of the rail base (101) of the rail (1), and the oil storage tank (6) is set on the rail base (101) by two sets of fixing frames (5).