JP2001151110A - Method and device for injection of friction adjusting agent - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method and a device for an injection of a friction modifier capable of restraining a wave-like friction on a rail and preventing generation of vibration and noise while exhibiting a comfortable ride at a curve territory, and capable of preventing an increase in a stopping distance at a station front territory along with preventing a climbing failure caused by an idle running of a wheel at uphill running and a deceleration failure caused by a slip at downhill running at a steep slope territory. SOLUTION: This friction adjusting agent of which friction coefficient increases in proportion to an increase in a slip ratio, is injected from a rolling stock side to a rail vertex surface uniformly, during rolling stock running, to be deposited approximately in an area of 20-80% when the area of the rail vertex surface coming in contact with a wheel is taken as 100%.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a friction modifier for controlling a coefficient of friction between a wheel and a rail when a vehicle passes a curved section to prevent corrugated abrasion of the rail, slipping and slipping of the wheel. The present invention relates to an injection method and apparatus.

[0002]

2. Description of the Related Art When a vehicle passes through a curved section, both wheels of a wheel axle at the rear of the bogie come into contact with the rail substantially at the center and run. In addition, since the inner and outer rails in the curved section have slightly different lengths, the wheels passing through the inner rail will overlap the same rail top surface in the curved section.

[0003] Further, both wheels of the wheel set behind the bogie cause large vertical slippage with respect to the rail. As a result, the slip between the wheel and the inner rail at the time of passing the curved section causes stick-slip vibration, and corrugated wear occurs on the top surface of the rail.

[0004] As described above, when wavy abrasion occurs on the top surface of a rail when passing through a curved section, wear of the rail, abrasion of a flange portion of a wheel, and the like occur, and vibration and noise are generated. Riding comfort is worsened, and the cost of repairing rails and bogies is increased.

[0005] In addition, when a vehicle passes through a section in front of the station, if a wheel slips due to a brake, the stopping distance increases and the vehicle may not be able to stop at a correct position.

Further, when a vehicle passes through a steep section, for example, when rain or fallen leaves intervene between the wheels and the rails, the coefficient of friction between the wheels and the rails decreases, and when climbing up, poor climbing due to slippage occurs. This may cause poor deceleration due to slipping when traveling downhill.

[0007]

As a countermeasure against rail wavy wear in the above-mentioned curved section, the vehicle side is provided with:
In order to improve the turning performance, there is a method in which the tread shape of the wheel is an arc-shaped tread to increase the wheel diameter difference or to steer the wheel axle to reduce the attack angle. However, these methods have a limit because the running performance is reduced.

Further, there is an oil dispenser installed on the vehicle side to detect a curve and inject it to the shoulder (corner) of the rail. In many cases, lubricating oil is injected to the top of the rail. You may slip when you apply the brakes.

As a countermeasure on the ground side, there is a method in which a lubricating device is partially provided on the inner rail side and low-viscosity lubricating oil is sprayed on the top of the rail. Since the devices need to be installed, the number of installed devices is very large, and maintenance such as lubrication and replenishment of lubricating oil requires time and labor and is inefficient. It was also dangerous that the spark of the brake ignited the lubricating oil and caused a fire.

If the amount of the lubricating oil is large, the lubricating oil is circulated on the wheel treads, impairing the braking performance, increasing the stopping distance and causing the risk of slipping.
It was difficult to set the amount of oil applied.

That is, when traveling on a curved section,
Conventional measures to prevent corrugated wear of rails have limitations on measures on the vehicle side, and measures on the ground side require a large number of oiling devices, complicated mechanisms and increased maintenance When the lubricant is applied to the top surface of the rail, the friction coefficient is extremely reduced, and the braking performance is impaired, and there is a risk of increasing the stopping distance and slipping.

[0012] In addition, in the section near the station and the steep section, in order to increase the coefficient of friction, a method of scattering sand from the vehicle side toward the rail has been adopted. Because the sand is supplied on the rails, the sand may scatter before reaching the rails due to wind, etc.
The rate at which the sand stopped at the top of the rail was low, and it was necessary to spray a large amount of sand to obtain a sufficient friction coefficient between the wheel and the rail.

[0013] Further, in sections where large amounts of sand are scattered or where sand is steadily scattered, sand accumulates in the tracks and clogs the trackbed, and as a result, post-processing work such as removal of the scattered sand is required. Had become.

In order to solve the above-mentioned problems in the method of sanding, Japanese Patent No. 2950641 discloses a method in which a particle or powdery anti-slip material is directed from a vehicle side to a contact portion between a wheel and a rail. A technique in which high-speed injection is performed is disclosed.

According to the above patent, since the anti-slip material is supplied directly to the contact portion between the wheel and the rail, a large amount of the anti-slip material is not required, and the braking and acceleration performance can be efficiently improved. Although it is possible, it does not have the effect of preventing corrugated wear of the rail in the curved section, and also in the section where the anti-slip material is steadily sprayed, although in a small amount compared to the case where sand is scattered, the anti-slip material is also deposited. Problems arise.

The present invention has been made to solve the above problems, and suppresses corrugated wear of a rail in a curved section, thereby preventing generation of vibration and noise, and improving the riding comfort of a vehicle.
In addition, friction adjustment can prevent an increase in stopping distance in the section just before the station, and can prevent poor climbing due to wheel idling during uphill running and poor deceleration due to slippage during downhill running in steep sections. It is an object of the present invention to provide a method and an apparatus for spraying an agent.

[0017]

SUMMARY OF THE INVENTION In order to achieve the above objects, the present invention provides a method for increasing the slip coefficient, which increases the coefficient of friction, instead of using a lubricating oil or a particle or powder anti-slip material. Since the friction modifier having characteristics is uniformly sprayed such that the total area of the sprayed friction modifier is approximately 80% to 20% with respect to the area of the area on the rail top surface where the wheel contacts. is there.

By doing so, it is possible to suppress the wavy wear of the rail in the curved section, suppress the increase in the stopping distance in the section in front of the station, and when climbing in the steep section. Can prevent poor climbing due to wheel idling, and can prevent poor deceleration due to slip when traveling downhill.

[0019]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In a curved section, when lubricating oil is applied between a wheel (inner rail side) of a wheel axle behind a bogie in a traveling direction and a top of a rail, a friction coefficient is extremely reduced and slip or brake is applied. There is a risk of performance degradation, and when the anti-slip material is injected, the coefficient of friction increases extremely, which may increase corrugated wear or increase the derailment coefficient.

That is, in the curved section, it is necessary to keep the coefficient of friction between the wheel and the top of the rail moderately, not too large and not too small. On the other hand, in a section just before the station or a steep section, by increasing the friction coefficient, it is possible to secure appropriate braking performance and prevent the wheels from spinning. That is, by making the coefficient of friction between the wheel and the top of the rail appropriate for each traveling section of the vehicle, various problems occurring in each traveling section can be solved.

By the way, the coefficient of friction between the wheel and the rail is
During drying, the friction coefficient is usually about 0.3 to 0.4. In this state, for example, when rain or the like intervenes between the wheel and the rail, the friction coefficient decreases, and when lubricating oil intervenes, the coefficient of friction decreases to 0.06. Further, when "slip" occurs between the wheel and the rail, such as when the wheel is idling or slipping, the friction coefficient is further reduced from the above state. This characteristic is referred to as a negative characteristic of the friction coefficient.

The friction modifier increases the coefficient of friction when "slip" occurs between the wheel and the rail, such as when the wheel slips or slips, and exhibits a positive characteristic with respect to the negative characteristic. Things. In the present invention, as the friction modifier, for example, a lubricant composition according to Patent No. 2876551 (patent holder: Kelsan Technologies Corporation) is used.

The method of spraying a friction modifier according to the present invention is directed to the above-mentioned lubricant composition having a characteristic that the friction coefficient increases as the sliding rate increases from the vehicle side toward the top of the rail during running of the railway vehicle. The friction modifier is uniformly sprayed so that the total area of the sprayed friction modifier is approximately 80% to 20% with respect to the area of the area on the rail top surface where the wheel contacts. is there.

The friction modifier used in the above method is a product of the lubricant composition according to the above patent, and the coefficient of friction increases as the slip ratio increases.
In particular, when the wheel of the wheelset behind the bogie slides significantly in the vertical direction with respect to the rail, the coefficient of friction between the wheel and the inner rail side rail at the time of passing the curved section increases, and as a result, the occurrence of stick-slip vibration is prevented, Suppresses wavy wear on the top surface of the rail.

Further, the friction modifier increases the coefficient of friction when the wheels run idle and slips during a steep section, so that the idlers are prevented and the poor climbing is suppressed. In addition, when the wheels slip on the rails when the vehicle travels down and slippage occurs, the friction coefficient increases. As a result, the slip is prevented and the increase in the stopping distance is suppressed.

Further, in the section just before the station, when the slip occurs due to the application of the brake, the friction coefficient increases in the same manner as described above, so that the increase in the stopping distance is suppressed. As described above, according to the present invention, by using the friction adjusting agent, it is possible to suppress the respective phenomena due to the friction between the wheels and the rail in the traveling section of the vehicle, and to appropriately drive the vehicle.

Further, the friction adjusting agent is uniformly sprayed so that the total area of the sprayed friction adjusting agent is approximately 80% to 20% with respect to the area of the region on the rail top surface where the wheel contacts. The reason is as follows.

The total area of the sprayed friction modifier is 20 to the area of the area of the rail top surface where the wheel contacts.
%, The properties of the friction modifier may not be satisfactorily obtained. On the other hand, if it exceeds 80%, the friction coefficient between the rail and the wheel immediately after the injection becomes low, and there is a risk of wheel slippage.

The friction modifier spraying device of the present invention for carrying out the method of the present invention is provided on the vehicle side corresponding to each of the rails in contact with both wheels of the wheel set, and the friction modifier is sprayed from the vehicle side toward the top of the rail. An injection mechanism for injecting the vehicle, traveling point detecting means for obtaining current traveling point information of the vehicle, and an injection position in which the traveling position information of the vehicle captured by the traveling point detecting means stores the injection position information of the friction modifier. Storage means; injection determination means for performing injection determination by comparing the injection position information of the injection position storage means with travel point information of the travel point detection means; and a predetermined amount for the injection mechanism based on the determination of the injection determination means. And an injection control means for issuing a command to inject the selected friction modifier.

In the friction adjusting agent injection device of the present invention, the injection mechanism is provided on the last vehicle in the traveling direction, and the friction adjusting agent is injected toward the top of the rail from the injection nozzle similarly provided on the last vehicle. Is done. In other words, the friction modifier spraying device of the present invention ensures that the effect of the friction modifier is exerted on the following train after the train has passed.

In the above configuration, the injection of the friction modifier is determined by the injection determining means based on the injection position information stored in advance in the traveling point information of the vehicle in the injection position storage means and the current traveling state obtained by the traveling point detecting means. Is compared with the traveling point information of the vehicle, and it is determined that the friction modifier is injected when the vehicle is traveling at the injection position on the traveling track.

Based on the above determination, the injection control means issues a command to the injection mechanism to inject a predetermined amount of the selected friction modifier. This makes it possible to reliably inject the friction modifier at the injection position.

Further, in the method of injecting a friction modifier according to the present invention, in the method described above, a plurality of friction modifiers having different friction coefficients are selected and injected in accordance with a traveling section to further increase the vehicle. Can be appropriately driven.

First, the friction modifier used at this time is a product of the lubricant composition according to the above patent, and has a coefficient of friction of 0.40 to 0.55 (a little larger than the normal coefficient of friction between wheels and rails). ), A liquid quick-drying friction modifier VHPF (Very High Positive Friction), and a friction coefficient of 0.17 to 0.35 (slightly smaller than the normal friction coefficient of wheels and rails). And at least two types of quick-drying friction modifiers HPF (High Positive Friction) are selected according to the traveling section and sprayed onto the top of the rail.

For example, the above-mentioned friction modifier VHPF is
Since it has a high coefficient of friction, it is particularly suitable for use in steep sections, and may also be used in sections near stations. By the way, in the section just before the station, the friction coefficient is not required as large as in the steep section, so it is sufficient to use a friction modifier HPF described later. Also, the reason why the coefficient of friction is not used in the curved section is that the coefficient of friction is too large, which may increase corrugated wear and increase the derailment coefficient.

On the other hand, the above-mentioned friction modifier HPF has a lower friction coefficient than the friction modifier VHPF, and is therefore particularly suitable for use in curved sections and sections just before stations, and may be used in steep sections. By the way, in a steep section, a friction coefficient larger than that in front of the station is required as described above. Therefore, when the friction modifier HPF is used, the effect is slightly inferior to that when the friction modifier VHPF is used. There is also an effect.

For example, in a steep section that simply requires a large friction coefficient, if the friction modifier VHPF is selected, the friction coefficient increases when the slip ratio increases, so that slip during downhill traveling is suppressed and the braking performance is improved. In addition, idling of the wheels when traveling uphill is suppressed, and the uphill performance is improved.

On the other hand, for example, in a curve section where a problem is caused if the friction coefficient is too large or too small, the friction modifier (HP
By using F), in spite of the fact that the friction coefficient between the wheel and the rail is made smaller than the normal friction coefficient, especially when the wheel of the axle behind the bogie slides significantly in the vertical direction with respect to the rail,
The coefficient of friction between the wheel and the inner rail at the time of passing the curved section is increased, and as a result, stick-slip vibration is prevented, and the wavy wear generated on the top surface of the rail is suppressed.

As described above, by selecting a plurality of friction modifiers having different friction coefficients in accordance with the traveling section and injecting the same from the bogie to the top of the rail, the friction coefficient between the wheel and the rail in each section can be properly adjusted. As a result, the vehicle can travel more optimally as compared with the above-described method, has a high effect of suppressing the wavy wear of the rail in the curved section and the resulting noise and vibration, and has a high slippage in the steep section and the section just before the station. And the effect of suppressing wheel idling is enhanced.

As described above, the friction modifier used in the method according to the first aspect of the present invention is, specifically, one having a smaller friction coefficient than the friction modifier VHPF and equivalent to the friction modifier HPF. If it is adopted, it can be used for each traveling section, and the effect equivalent to the above can be obtained.

The friction modifier spraying device of the present invention for carrying out the method of the present invention is provided on the vehicle side corresponding to each of the rails in contact with both wheels of the wheel set, and the friction modifier is sprayed from the vehicle side toward the top of the rail. An injection mechanism for injecting the vehicle, traveling point detecting means for obtaining current traveling point information of the vehicle, and an injection position in which the traveling position information of the vehicle captured by the traveling point detecting means stores the injection position information of the friction modifier. Storage means, injection determination means for performing injection determination by comparing the injection position information of the injection position storage means with travel point information of the travel point detection means, and selecting a friction adjusting agent to be injected; And an injection control means for issuing a command to inject a predetermined amount of the selected friction modifier to the injection mechanism based on the determination of the above.

Since the friction adjusting agent injection device of the present invention is the same as the above-described friction adjusting agent injection device, only the differences will be described. When the vehicle is traveling at the injection position on the travel trajectory to be selected, an optimum friction modifier is selected at the injection position, and it is determined that the selected friction modifier is injected.

Based on the above determination, the injection control means issues a command to the injection mechanism to inject a predetermined amount of the selected friction modifier. This ensures that the friction modifier is selectively injected according to the traveling section.

Further, in the friction modifier spraying device of the present invention, in addition to any one of the above-described structures, the spray determining means may control one or both of the spraying mechanisms corresponding to the respective rails in contact with both wheels of the wheel set. You may make it select.

That is, in the information in the injection position storage means, for example, information such as injecting the friction adjusting agent to the inner rail side of the curve in the curved section is stored in advance. Then, as described above, when the vehicle is traveling at the injection position in the traveling section, the injection determination means determines that the friction adjusting agent is to be injected from the injection mechanism corresponding to the curve inner rail side, and the injection is determined based on this determination. The control unit issues a command to inject the friction adjusting agent to the injection mechanism.

In this way, the selected friction modifier is injected from only one of the inner track sides of the curve in accordance with the curvature of the curve section, and depending on the running section, the injection is performed from both injection mechanisms. So that it is selected,
There is no waste in consumption of the friction modifier.

Further, in addition to any one of the above-mentioned constitutions, the friction modifier spraying device of the present invention provides the latest information obtained by comparing the spraying position information of the spraying position storage means with the running point information of the running point detecting means. The injection position updating means for updating and inputting the injection position information to the injection position storage means.

In the above configuration, the position at which the injection determining means determines that the friction modifier is to be injected, that is, the latest injection position is shifted from the injection position stored in the injection position storage means. May be. Therefore, if the latest injection position information is updated and input to the injection position storage unit by the injection position updating unit, the deviation is reduced, and the friction modifier can be always injected at an appropriate position.

[0049]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a friction modifier spraying method and apparatus according to an embodiment of the present invention. FIG.
1 shows a schematic configuration of a friction modifier injection device of the present invention for carrying out a friction modifier injection method of the present invention. FIG. 2 shows the periphery of the friction adjusting agent injection mechanism in the friction adjusting agent injection device of the present invention. FIG. 3 shows the injection points of the friction modifier.

In the figure, reference numeral 1 denotes a rail R from the vehicle P according to the running section so that the following train can be properly run in each running section.
Is a friction modifier spray device that selectively injects a friction modifier toward the top surface of the head, and is configured as follows.

The friction modifier used in this embodiment is
The friction coefficient is 0.40 to 0.55, and a liquid and quick-drying friction modifier VHPF (Very High Positive Friction)
And a friction coefficient of 0.17 to 0.35, and a liquid and quick-drying friction modifier HPF (High Positive Friction)
It is a type and is selectively injected according to the traveling section.

Reference numeral 2 denotes traveling point detecting means for detecting the current traveling point of the vehicle. The traveling point detecting means 2 includes:
Forward / reverse rotation detector 2A for detecting the rotation direction of the power (not shown)
And a vehicle speed detection unit 2B for detecting a vehicle speed from a pulse signal generated by the rotation of the wheel W, and an ID tag detection unit 2C for reading an ID tag Q laid on the ground near the stop station.

In the traveling point detecting means 2, the vehicle speed detecting unit 2B is connected to a converting unit 2Ba for calculating the distance by F / V converting the detected vehicle speed, and the output from the converting unit 2Ba is the wheel W. Correction unit 2B for correcting the diameter data of
It is configured to add information from c. The information output from the conversion unit 2Ba and the correction unit 2Bc is configured to be output to a point calculation unit 2Bd that calculates a point where the vehicle P is currently traveling.

In the traveling point detecting means 2, a reading section 2Ca for reading traveling point information in the read ID tag Q is connected to the ID tag detecting section 2C.
A corresponding unit 2Cb that associates the read information with the distance table of the traveling point is connected to a. The ID tag information read by the reading unit 2Ca is configured to be output to the point calculation unit 2Bd. The point calculation unit 2Bd corrects the calculation of the traveling point, if necessary, from the information and calculates the accurate traveling point during the current traveling.

Reference numeral 3 denotes a point where the friction modifier is to be injected into the traveling trajectory information of the vehicle P, for example, in the present embodiment, when the vehicle travels along a steep section, a curved section, and a section between stations, The injection position storage means stores information as to which of the types of friction adjusting agents is to be injected to one or both of the rails R corresponding to both wheels of the wheel set.

4 compares the traveling point information output from the point calculating section 2Ba in the traveling point detecting means 2 with the injection position information read out from the injection position storage means 3 to inject the friction modifier. This is an injection determination unit that determines whether or not the friction adjustment agent is to be injected from the two types of friction adjustment agents and outputs a signal to an injection control unit 5 described later.

In the present embodiment, the injection determination means 4 is, for example, based on the various information stored in the injection position storage means 3 as described above, for example, on the inner track side of the curved section or on the inner or outer track according to the traveling section. One or both of the later-described injection mechanisms 7R and 7L corresponding to the rails R on both sides are driven.

When the friction adjusting agent is injected based on the judgment of the injection judging means 4, the traveling point detecting means 2 is used.
In accordance with the vehicle speed information output from the conversion unit 2Ba, the injection amount of the friction adjusting agent is determined in accordance with the vehicle speed with respect to the area of the area on the top of the rail where the wheel is in contact. The injection control means controls the total area to be, for example, 20% and drives the selected injection mechanism 7.

Reference numeral 6 denotes a point at which injection is determined by the injection determination means 4, that is, the injection position information read out by the injection position storage means 3 and the current travel point information output from the travel point detection means 2. An injection position updating unit that updates and inputs the latest injection position information obtained by comparison to the injection position storage unit 3.

Numerals 7 are provided on the rearmost vehicle P in the traveling direction, respectively, corresponding to the rails in contact with both wheels of the wheel set, and inject the selected friction modifier from both or one of them according to the traveling section. This is an injection mechanism. In this embodiment, the injection mechanism 7 corresponding to the right side of the rail R is referred to as an injection mechanism 7R.
The injection mechanism 7 corresponding to the left side of the rail R is connected to the injection mechanism 7L.
When the ejection mechanisms 7R and 7L are collectively referred to or not specified, they are referred to as the ejection mechanism 7.

As shown in FIG. 2, the injection mechanism 7 includes a tank 7a filled with two kinds of friction modifiers partitioned in the rearmost vehicle P in the traveling direction, and a tank 7a in the tank 7a.
A switching valve (not shown) for switching each section filled with a friction modifier and opening and closing the compartment, and an air tank 7b filled with compressed air for injection, and a friction modifier in the middle of the pipe from the tank 7a. For example, a trochoid-type pump 7c is provided for sending out, and at the end opposite to the traveling direction of the trailing bogie T, together with the compressed air from the air tank 7b,
Injection nozzle 7d for injecting a friction modifier from tank 7a
Is provided.

By providing the injection mechanism 7 at a position as low as possible with respect to the rail R, it is possible to inject the friction modifier in a pinpoint manner onto the top of the rail without flowing under the influence of the vehicle speed or wind. Become.

Next, the operation of the friction adjusting agent injection device 1 having the above configuration will be described. In the injection position storage means 3 of the vehicle P, the traveling trajectory information of the train, the injection position information, the injection position, which one of the two types of friction modifiers is selected, and the injection mechanism 7 from one or both of them. Information such as whether or not to eject is stored.

Now, when the train leaves the station, the traveling point detecting means 2 detects the rotation direction of the power by the forward / reverse rotation detecting section 2A, and the vehicle speed detecting section 2B detects the vehicle speed from the rotation pulse of the wheel W. Then, a signal is output to the conversion unit 2Ba. The distance information output from the conversion unit 2Ba is added to the correction information of the wheel W from the correction unit 2Bc, and output to the point calculation unit 2Bd and the injection control unit 5.

On the other hand, when the train departs from the station, as shown in FIG.
The ID is detected by the tag detecting unit 2C, and the ID of the station is read by the reading unit 2Ca, and the distance number is made to correspond from the corresponding unit 2Cb. Then, these information are stored in the point calculation unit 2B.
d.

The point calculating section 2Bd calculates the running point by adding the above-mentioned distance at any time from when the train leaves the station. When the ID tag Q is detected, the point calculating section 2Bd reads the distance between the stations from the reading section 2Ca. The distance is corrected based on the distance information. By doing so, the accuracy of the detected traveling point can be increased.

As shown in FIG. 3, when, for example, the vehicle enters a curved section after leaving the station, the injection position storage means 3 stores a signal indicating that the vehicle P has reached the injection position, a signal indicating the injection section, and two types of signals. A signal indicating that the friction adjusting agent HPF is selected from among the friction adjusting agents, and a signal indicating that one of the injection mechanisms 7 corresponding to the inner track side is driven are output to the injection determining means 4. . Then, when the traveling point information output from the point calculation unit 2Bd indicates the injection position, the injection determination unit 4 outputs a signal for driving the injection mechanism 7 to the injection control unit 5.

When a signal to drive the injection mechanism 7 is output from the injection determination means 4 to the injection control means 5, the conversion section 2Ba and the correction section 2 in the traveling point detection means 2 described above.
Based on the vehicle speed information output from Bc, the injection control means 5 determines that the injection amount of the friction modifier is such that the total adhesion area of the friction modifier is, for example, 20% of the contact area between the wheel on the top of the rail and the rail. While controlling the amount so that
Of the R and 7L, the friction adjusting agent HPF is injected toward the rail top from the injection mechanism 7 on the inner rail side of the curve.

When a drive signal is output from the injection control means 5 to the injection mechanism 7, the injection position information is newly input to the injection position storage means 3 by the injection position updating means 6, and the latest injection is always performed. The position information is stored in the injection position storage means.

For example, in the case shown in FIG. 3, on the basis of the information stored in the injection position storage means 3 in advance, the first injection mechanism 7L on the curve inner track side, and then the next injection mechanism 7L on the curve inner track side.
R is driven to inject the friction modifier toward the rail R by an amount determined by the injection control means 5 within a predetermined section.

For example, in a steep section, a large coefficient of friction is required to prevent the wheels W from spinning and improve the uphill performance when traveling uphill, and to prevent slippage and improve the braking performance when traveling downhill. So that the friction modifier VHPF is attached from both the injection mechanisms 7L and 7R corresponding to the rail R in contact with both wheels W of the wheel set, for example, by 20% with respect to the contact area between the wheel and the rail. Inject on the top of the rail. In the section where the gradient section and the curved section are combined, the friction adjusting agent HPF is injected from the injection mechanisms 7L and 7R.

For example, in the section before the station, a large coefficient of friction is required to prevent slippage when the brake is applied and to optimize the stopping distance, but when the section before the station is flat, From both of the injection mechanisms 7L and 7R corresponding to the rail R in contact with both wheels W of the wheel set, a friction modifier is applied to the rail top surface so as to adhere, for example, 20% to the contact area between the wheel W and the rail R. Inject HPF.
Further, when the section just before the station has a gradient and is a curved section, the friction adjusting agent HPF is injected from the injection mechanisms 7L and 7R.

Here, the usage of the friction modifier VHPF and the friction modifier HPF can be summarized as follows. Friction modifier VHPF, ・ Suitable for injection from injection mechanisms 7L, 7R in steep sections. -You may inject from the injection mechanism 7L, 7R in the section just before the station. Friction adjuster HPF, suitable for injection from one of the inner rail injection mechanisms 7L, 7R in the curved section. -It is suitable to inject from the injection mechanism 7L, 7R in the section before the station. Injection may be performed from the injection mechanisms 7L and 7R in a steep slope section.

When the sections are combined, for example, as described above, in the section where the curved section and the steep section are combined, the friction modifier VHP having a large friction coefficient is added to the curved section.
The use of F has a low effect of suppressing the wavy wear of the rail in the curved section. Even if the fuel is injected from one of the injection mechanisms 7L and 7R on the inner track side of the curved section in the steep section, the slip or slip in the steep section is performed. Since the prevention effect is low, the friction adjusting agent HPF is dealt with by injecting it from the injection mechanisms 7L and 7R.

From the above, the following is a summary of the travel sections in which each section is combined. Curve section + steep section ・ Friction modifier HPF is injected from injection mechanisms 7L and 7R. Curve section + station section section ・ Friction modifier HPF is injected from injection mechanisms 7L and 7R. Steep slope section + station section section ・ If the slope is large, friction mechanism VHPF is injected by injection mechanism 7
Inject from L, 7R. If the gradient is small, the friction adjusting agent HPF is injected with the injection mechanism 7L,
Inject from 7R. Curved section + steep section + station section section-Friction modifier HPF is injected from injection mechanisms 7L and 7R.

In this manner, when the following train travels in each section after the train has passed, for example, in a curved section, it is possible to suppress the generation of the wavy wear of the rail R, and as a result, Vibration and noise are suppressed, and the frequency of maintenance can be reduced. Also, in steep sections, wheel slippage on uphills is prevented, and slippage on downhills is prevented. Thus, it is possible to suppress an increase in the stopping distance due to slip.

The above description is about the case where the method according to claim 2 of the present invention and the apparatus according to claims 4 to 6 are employed, but when the method according to claim 1 and the apparatus according to claim 3 are employed, When the vehicle P travels at the injection position using only one kind of the friction adjusting agent HPF, the friction adjusting agent HPF
In this case, although the operation and effect are lower than in the above embodiment, a remarkable operation and effect can be obtained in a state where the present invention is not employed or in comparison with the conventional technology.

The present invention is not limited to the above embodiment, but can be variously modified. For example, in the above-described embodiment, the injection control unit 5 determines the amount of the friction adjusting agent in accordance with the vehicle speed. It is also possible not to inject, and in this way, unnecessary injection can be prevented. Further, as the information on the vehicle speed output to the conversion unit 2Ba and the injection control unit 5 in the traveling point detecting means 2, information used for measuring the vehicle speed during operation may be used. Further, a plurality of types of friction modifiers having different friction coefficients may be used for each section.

[0079]

As described above, the friction adjusting agent injection method of the present invention has a characteristic that the friction coefficient increases as the sliding rate increases from the vehicle side toward the top of the rail during running of the railway vehicle. Since the adjusting agent is uniformly sprayed so that the total area of the sprayed friction adjusting agent is approximately 80% to 20% with respect to the area of the region on the rail top surface where the wheel contacts, the friction adjusting agent is used. The effect of the wavy abrasion of the rail, which occurs between the wheels and the top of the rail in the running section of the vehicle,
Problems such as slipping and slippage can be solved, and the friction modifier does not flow from the top of the rail, so that the friction modifier can be reliably applied between the rail top and the wheel. .

Further, in the friction adjusting agent injection method of the present invention, a plurality of friction adjusting agents having different friction coefficients are selected and injected in accordance with the traveling section, so that the friction coefficient required in accordance with the traveling section is required. By injecting the friction modifier reliably, more remarkable effects can be obtained as compared with the above.

The friction modifier spraying device of the present invention is provided with a traveling point detecting means, a spray position storing means, a spray determining means, a spray control means, and a spray mechanism on the vehicle side. A plurality of friction modifiers can be properly injected in accordance with a traveling section, and thus, as described above, wavy wear, idling, and slipping of the rail generated between the wheel and the top of the rail in the traveling section of the vehicle. And other problems can be solved.

In the friction modifier spraying device of the present invention, if the spray determining means selects one or both of the spraying mechanisms corresponding to the respective rails which come into contact with both wheels of the wheel set, unnecessary portions can be selected. Elimination of the injection of friction modifier.

In the friction adjusting agent injection device of the present invention, the latest injection position information obtained by comparing the injection position information of the injection position storage means with the travel point information of the travel point detection means is stored in the injection position storage means. Since the injection position updating means for updating and inputting to the means is provided, the injection position information stored in the injection position storage means can be constantly updated to the latest accurate information and stored.

[Brief description of the drawings]

FIG. 1 is a diagram showing a schematic configuration of a friction modifier spraying device of the present invention.

FIG. 2 is a view showing the vicinity of an injection mechanism in a friction modifier spraying device of the present invention.

3A and 3B are diagrams for explaining a state in which a train equipped with the friction modifier spraying device of the present invention travels, wherein FIG. 3A is a diagram viewed from the side of the vehicle, and FIG. This is the figure I saw.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Friction modifier injection device 2 Traveling point detection means 3 Injection position storage means 4 Injection determination means 5 Injection control means 6 Injection position updating means 7 Injection mechanism P Vehicle R Rail T Bogie W Wheel

 ──────────────────────────────────────────────────続 き Continuation of the front page (71) Applicant 000182993 Sumikin Kansai Kogyo Co., Ltd. 5-1-1109 Shimaya, Konohana-ku, Osaka-shi (72) Inventor Masao Toruoka 3--19-6 Higashi-Ueno, Taito-ku, Tokyo Teito Metropolitan Expressway Corporation (72) Inventor Naoji Kabe 3-19-6 Higashi-Ueno, Taito-ku, Tokyo Teito Metropolitan Expressway Corporation (72) Machi Nakata 5-1-1 Shimaya Konohana-ku, Osaka-shi, Osaka No. 109 Sumitomo Metal Industries, Ltd.Kansai Works Steelworks Office (72) Inventor Kaori Sato 5-1-1 Shimaya, Konohana-ku, Osaka-shi, Osaka Sumitomo Metal Industries, Ltd.Kansai Works Steelworks Office (72 Inventor Masuhisa Tanimoto 5-1-1109 Shimaya, Konohana-ku, Osaka-shi, Japan Sumitomo Metal Technology Co., Ltd. (72) Inventor Eiji Miyauchi Kono, Osaka-shi, Osaka 5-1-1109 Kushimaya, Sumitomo Metal Technology Co., Ltd. (72) Inventor Yoshihisa Nakagawa 5-1-1109 Shimaya, Konohana-ku, Osaka-shi, Osaka Sumikin Kansai Kogyo Co., Ltd. (72) Masato Terashima, Inventor Osaka, Osaka, Japan 5-1-1109 Shimaya, Konohana-ku, Sumikin Design and Engineering Co., Ltd.

Claims (6)

[Claims] 1. An area of a rail top surface where a wheel comes in contact with a friction modifier having a characteristic that a friction coefficient increases as a sliding rate increases from a vehicle side to a rail top surface during traveling of a railway vehicle. A method for injecting the friction modifier uniformly, so that the total area of the friction modifier adhered is approximately 80% to 20%. 2. A plurality of friction modifiers having different friction coefficients,
The method according to claim 1, wherein the fuel is selectively injected according to a traveling section. 3. An apparatus for carrying out the method according to claim 1, wherein said apparatus is provided on a vehicle side corresponding to each of the rails in contact with both wheels of said wheel set, and friction is applied from said vehicle side to the rail top surface. The injection mechanism for injecting the adjusting agent, the running point detecting means for obtaining the current running point information of the vehicle, and the injection position information of the friction adjusting agent are stored in the running point information of the vehicle captured by the running point detecting means. Injection position storage means, injection determination means for performing injection determination by comparing injection position information of the injection position storage means with travel point information of the travel point detection means, and an injection mechanism based on the determination by the injection determination means And an injection control means for issuing a command to inject a predetermined amount of the friction modifier. 4. An apparatus for carrying out the method according to claim 2, which is provided on a vehicle side corresponding to each of the rails in contact with both wheels of the wheel axle, and friction is applied from the vehicle side to the rail top surface. The injection mechanism for injecting the adjusting agent, the running point detecting means for obtaining the current running point information of the vehicle, and the injection position information of the friction adjusting agent are stored in the running point information of the vehicle captured by the running point detecting means. Injection position storage means, injection determination means for performing injection determination by comparing the injection position information of the injection position storage means and the travel point information of the travel point detection means, and selecting a friction modifier to be injected, An injection control unit for issuing an instruction to inject a predetermined amount of the selected friction adjusting agent to the injection mechanism based on the determination by the injection determining unit. 5. The friction adjusting agent injection device according to claim 3, wherein the injection determination means selects one or both of the injection mechanisms corresponding to each of the rails in contact with both wheels of the wheel set. 6. An injection position update, which updates the latest injection position information obtained by comparing the injection position information of the injection position storage means with the travel point information of the travel point detection means and inputs the updated injection position information to the injection position storage means. The friction modifier injection device according to any one of claims 3 to 5, further comprising means.