JP2010069994A - Injection device and injection method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an injection device and an injection method not requiring an exclusive coating vehicle and capable of injecting an injection article to a space between a wheel and a rail only by a power vehicle. <P>SOLUTION: The vehicle 1A is the power vehicle traveling while towing the vehicle 1B, etc. and a locomotive having an electric motor. The vehicle 1B, etc. is a vehicle to be towed by the vehicle 1A, and is a freight vehicle or a carriage having no electric motor and connected to the vehicle 1A. When the vehicle 1A enters to a sharp curve, the injection device 6A injects a friction relaxing material from the vehicle 1A side to the space between the wheel W<SB>L</SB>of a front axle of a truck 3A at a front side in an advancement direction of the vehicle 1B and the rail R<SB>L</SB>. Therefore, it is not required that the exclusive coating vehicle provided with the injection device 6A is manufactured and is connected between the vehicle 1A and the vehicle 1B, and the injection device 6B may be mounted only on the vehicle 1A. Friction resistance between the wheels W<SB>L</SB>, W<SB>R</SB>and the rail R<SB>L</SB>, R<SB>R</SB>can be relaxed at low cost. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an injection device and an injection method for injecting an injection material between a wheel and a rail.

  Railroad vehicles travel with a lateral pressure corresponding to the curve-passing performance when passing a sharp curve, and this lateral pressure causes squealing (frictional noise) of the inner and outer gauges of the curve, as well as the inner gauge. This also causes wavy wear on the rail rail top surface. In general, in order to reduce such excessive lateral pressure and wavy wear, a lubricant such as mineral oil or grease is applied to the top surface of the rail on the inner rail side or the wheel tread surface. Mineral oil or grease used for lubrication between the wheel and the rail induces idling or sliding of the wheel because the lubrication effect is excessive. For this reason, in recent years, solid lubricants (solid lubricants) that can ensure a stable coefficient of friction have been used as friction modifiers. Even if such a friction modifier is sprayed on the rail surface as it is, it will be blown off by the wind, so it is sprayed on the rail surface after being dispersed in the solution. In a conventional injection device, a tank for storing a friction modifier is mounted on a special application vehicle that can be connected to a railroad vehicle or a locomotive that can travel on both a track and a road (see, for example, Patent Document 1). In such a conventional injection device, while the dedicated application vehicle is connected to the rear of the locomotive and travels, a friction modifier is injected from the dedicated application vehicle onto the top surface of the rail, or the tracked vehicle travels along the track. The friction modifier is sprayed from the rail vehicle to the top surface of the rail.

Special table 2004-509225 gazette

FIG. 12 is a plan view illustrating, as an example, replacement work of a dedicated application vehicle including a conventional injection device.
Train 101 shown in FIG. 12 is a freight train or passenger train, stops on the main line L ₁ of the depot premises to elevating the unloading or passenger cargo. The vehicle 101A is a locomotive having a prime mover that pulls and travels the dedicated application vehicle 101S and the vehicles 101B to 101H. The dedicated application vehicle 101S is a special vehicle having special equipment equipped with a tank for storing a conventional friction modifier, and is connected to the vehicle 101A. Vehicles 101B to 101H are freight cars or passenger cars that are towed and run by vehicle 101A, and vehicle 101B is connected to dedicated application vehicle 101S.

The main line L ₁ is a track that is commonly used for the operation of the train 101, and the side line L ₂ is a track that is used to replace the vehicle 101A and the dedicated application vehicle 101S, and the vehicle 101A and the vehicle 101A connected in front of the vehicle 101B and In order to change the dedicated application vehicle 101S to the rear of the vehicle 101H, it is a machine line for running these vehicles 101A and the dedicated application vehicle 101S. The turnout P ₁ is a device that divides the track into two, and a turntable T is a table on which the vehicle 101A and the dedicated application vehicle 101S are mounted in order to change the direction of the vehicle 101A and the special application vehicle 101S. It is a device that rotates.

Next, the replacement | exchange operation | work of the exclusive application vehicle provided with the conventional injection apparatus is demonstrated.
When the train 101 from D ₁ direction in depots, as shown in FIG. 12 to complete a passenger of unloading or passenger cargo in depot enters, to release the dedicated application vehicle 101S and the vehicle 101B. In this state, the vehicle 101A and dedicated coating vehicle 101S rotates and is stopped railway turntable T on mains L ₁ on traveling in the D ₁ direction railway turntable T stop, the orientation of the vehicle 101A and dedicated coating vehicle 101S Turns about 180 °. Then, the vehicle 101A and dedicated coating vehicle 101S is by rolling travel from chassis T in D ₂ direction enters the lateral line L _2, and stops enters the mains L ₁ passes through the splitter P _2. Thereafter, the vehicle 101A and dedicated coating vehicle 101S is traveling in the D ₁ direction connecting the dedicated application vehicle 101S and vehicle 101H, replacement work of the vehicle 101A and dedicated coating vehicle 101S is completed. In this state, the vehicle 101A and dedicated coating vehicle 101S train 101 when traveling to the D ₂ direction to travel on the main line L ₁ in D ₂ direction.

  The dedicated application vehicle 101S having such a conventional injection device needs to be manufactured as a special vehicle for injecting the friction modifier, and there is a problem that the cost becomes high. Moreover, in the special application vehicle 101S provided with the conventional injection device, since it is necessary to incorporate it during knitting, the number of passenger cars and freight cars is reduced when the knitting growth of the train 101 is determined with respect to the effective length of the stop. There is a problem that the amount of transportation per train is reduced. Also, in the dedicated application vehicle 101S equipped with a conventional injection device, as shown in FIG. 12, it is necessary to change the direction together with the vehicle 101A using the turntable T because it is necessary to change the direction together with the vehicle 101A. There is a problem that takes time and effort. Furthermore, in the special application vehicle 101S equipped with the conventional injection device, it is necessary to change the direction by the turntable T while being connected to the vehicle 101A. Therefore, the length of the turntable T becomes longer and the turntable T becomes larger. There is a problem that it is difficult to secure an installation space on the premises of the stop.

  An object of the present invention is to provide an injection device and an injection method that do not require a dedicated application vehicle and can inject an injection material between a wheel and a rail only by a power vehicle.

The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
As shown in FIG. 3, the invention of claim 1 is an injection device for injecting an injection (C) between a wheel (W _L , W _R ) and a rail (R _L , R _R ). The injection from the power vehicle side between the wheel and the rail of the carriage (3A) on the front side in the traveling direction of the vehicle (1B, 1C,...) Connected to the vehicle (1A; 1A ₁ , 1A ₂ ). It is an injection device (6A, 6B) provided with the injection part (14L, 14R) which injects a thing.

  According to a second aspect of the present invention, in the injection device according to the first aspect, as shown in FIGS. 5 and 6, a tensile force detecting unit (a tensile force detecting unit) that detects a tensile force necessary for the power vehicle to pull the vehicle. 21) An injection device comprising an injection amount variable section (9L, 9R) for changing the injection amount of the injection based on the detection result of 21).

  As for invention of Claim 3, in the injection device of Claim 2, as shown in FIG. 2, the said injection amount variable part is tension | tensile_strength which acts on the connection apparatus (4) which connects the said motor vehicle and the said vehicle. An injection device characterized in that the injection amount of the injection is varied based on force.

  According to a fourth aspect of the present invention, in the injection device according to the first aspect, as shown in FIG. 9, the setting result of the vehicle number setting section (23) that sets the number of all vehicles towed by the power vehicle is used. The injection device includes an injection amount variable section (9L, 9R) that changes the injection amount of the injection based on the injection amount.

  According to a fifth aspect of the present invention, in the injection device according to the first aspect, as shown in FIG. 9, the setting result of the axle number setting unit (24) for setting the total number of axles of all vehicles towed by the power vehicle. And an injection amount variable section (9L, 9R) that varies the injection amount of the injection product.

  As for invention of Claim 6, in the injection device of any one of Claim 1 to Claim 5, as shown in FIG.1 and FIG.2, the said motor vehicle (1A) is a locomotive, The vehicle is a freight car or a passenger car connected to the locomotive, and the injection unit is arranged between the locomotive side and a wheel of a carriage on the front side in the traveling direction of the freight car or the passenger car from the locomotive side. It is an injection device characterized by injecting.

According to a fourth aspect of the present invention, in the injection device according to any one of the first to fifth aspects, as shown in FIG. 11, the power vehicle (1A ₁ , 1A ₂ ) is a leading locomotive. And the rear locomotive, the vehicle is a freight car or a passenger car to which the leading locomotive is connected at one end and the rear locomotive is connected to the other end, and the injection unit is the freight car or the It is an injection device which injects the above-mentioned injection thing from the head locomotive side between the wheel and rail of the bogie ahead of the direction of travel of a passenger car.

  According to an eighth aspect of the present invention, in the injection device according to any one of the first to seventh aspects, the injection portion is provided between the wheel and the rail as shown in FIGS. An injection device characterized by injecting a friction relaxation material (C) that reduces the frictional resistance.

The invention of claim 9 is an injection method for injecting an injection material (C) between a wheel (W _L , _{R R} ) and a rail (R _L , R _R ) as shown in FIGS. 3 and 6. The power vehicle (1A; 1A ₁ , 1A ₂ ) is connected to the power vehicle (1A, 1A ₂ ) between the wheels and the rail of the vehicle (1B, 1C,. The injection method is characterized by injecting the above-mentioned injection material.

  According to a tenth aspect of the present invention, in the injection method according to the ninth aspect, as shown in FIG. 7, the power vehicle detects a tensile force necessary for towing the vehicle, and based on the tensile force, the The injection method is characterized in that the injection amount of the injection is variable (S160, S170).

  The invention of claim 11 is the injection method according to claim 10, wherein the injection amount of the injection is varied based on a tensile force acting on a connecting device (4) for connecting the power vehicle and the vehicle. An injection method characterized by the above.

  According to a twelfth aspect of the present invention, in the injection method according to the ninth aspect, as shown in FIG. 7, the injection amount of the injected matter is variable based on the number of all vehicles towed by the power vehicle (S260). , S270).

  According to a thirteenth aspect of the present invention, in the injection method according to the ninth aspect, as shown in FIG. 7, the injection amount of the injection is variable based on the total number of axles of all vehicles towed by the power vehicle ( (S260, S270).

  As for invention of Claim 14, in the injection method of any one of Claim 9 to Claim 13, as shown in FIG.1 and FIG.2, the said motor vehicle (1A) is a locomotive, The vehicle is a freight car or a passenger car connected to the locomotive, and the jet is injected from the locomotive side between a wheel and a rail of a carriage on the front side in the traveling direction of the freight car or the passenger car. This is a characteristic injection method.

According to a fifteenth aspect of the present invention, in the injection method according to any one of the ninth to thirteenth aspects, as shown in FIG. 11, the power vehicle (1A ₁ , 1A ₂ ) is a leading locomotive. And the rear locomotive, and the vehicle is a freight car or a passenger car to which the leading locomotive is connected at one end and the rear locomotive is connected to the other end, and the front side in the traveling direction of the freight car or the passenger car The injection is characterized by injecting the injection from the leading locomotive side between the wheel and the rail of the bogie.

  According to a sixteenth aspect of the present invention, in the injection method according to any one of the ninth to thirteenth aspects, as shown in FIGS. 2 and 6, the frictional resistance between the wheel and the rail is reduced. This is an injection method characterized by injecting the friction relaxation material (C).

  According to the present invention, the special application vehicle is not required, and the injection can be injected between the wheel and the rail only by the power vehicle.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view schematically showing a train including an injection device according to the first embodiment of the present invention, and FIG. 1 (A) is a side view during traveling in the upward direction, and FIG. FIG. 3 is a side view during traveling in a downward direction. FIG. 2 is a side view of a vehicle provided with the injection device according to the first embodiment of the present invention, FIG. 2 (A) is a side view during traveling in the up direction, and FIG. 2 (B) is in the down direction. It is a side view in driving | running | working. FIG. 3 is a plan view showing a state of wheels and rails when a train including the injection device according to the first embodiment of the present invention passes a sharp curve. FIG. 4 is a front view showing a state of wheels and rails when a train including the injection device according to the first embodiment of the present invention passes a sharp curve, and FIG. 4 (A) is a rail on the inner track side. FIG. 4B is a front view showing a contact state between the rail on the outer gauge side and the wheel. FIG. 5 is a perspective view schematically showing an injection device according to the first embodiment of the present invention. FIG. 6 is a block diagram schematically showing the injection device according to the first embodiment of the present invention.

The track R shown in FIGS. 1 to 3 is a passage (track) on which the train 1 travels, and a pair of rails R _L and R _R for guiding the wheels W _L and W _R as shown in FIGS. It has. As shown in FIG. 3, the rail _RL is a sharp curve inner rail (rail inside the curve), and the rail R _R is a sharp curve outer track (rail outside the curve). Rail R _L, R _R, as shown in FIG. 4, the wheel W _L, top surface that supports the W _R directly (head top) R _1, an inner head side R ₂ continuous with the top surface R ₁ It has. As shown in FIG. 6, the rail R _L, R _R and the wheel W _L, the contact point S between the W _R acting vertical force W and the tangential force F, proportional coefficient (tangential tangential force F against the vertical force W Force coefficient (traction coefficient) F / W is a friction coefficient, and the maximum value of this friction coefficient is an adhesion coefficient. Lateral force Q shown in FIG. 3, the rail R _L, the force acting on the axle direction of the force acting (the direction perpendicular to the normal force W and the tangential force F) between the R _R and the wheel W _L, W _R It is.

  The train 1 shown in FIGS. 1 to 3 is a vehicle configured for the purpose of operating the track R, and includes a freight train for transporting cargo, a passenger train for transporting passengers, or a passenger train and a freight train. It is a mixed train that operates in combination. The train 1 is formed by vehicles 1A, 1B,..., And is a power concentration type train in which power is concentrated on the vehicle 1A being formed and the vehicle 1A pulls the vehicles 1B, 1C,.

  The vehicle 1A is a power vehicle that travels by towing the vehicles 1B, 1C,... And is a locomotive having a prime mover. The vehicle 1A is, for example, an electric locomotive having an electric motor or an internal combustion locomotive (diesel locomotive) having an internal combustion engine, and is the leading vehicle of the train 1. The vehicle 1A includes carts 2A to 2C, a connecting device 4, an obstruction device 5, injection devices 6A and 6B, and the like shown in FIG.

  1 to 3 is a towed vehicle towed by a vehicle 1A and does not have a prime mover and is connected to the vehicle 1A. The vehicles 1B and 1C are, for example, a freight car that transports cargo or a passenger car that transports passengers. The vehicles 1B, 1C,... Are provided with carriages 3A, 3B, a connecting device 4, and the like.

The carts 2A to 2C are devices that run while supporting the vehicle body of the vehicle 1A, and the carts 3A and 3B are devices that run while supporting the vehicle bodies of the vehicles 1B, 1C,. The carriages 2A and 2B are both-end carriages located at both ends of the vehicle 1A, and the carriage 2C is an intermediate carriage located in the middle of the vehicle 1A. Carriage 2A-2C shown in FIG. 2, 3A, 3B, as shown in FIG. 3, a pair of rails R _L, a pair of wheels rotating in contact respectively with R _R W _L, and W _R, carriage 2A-2C, 3A , 3B and the vehicle body are rotatably connected to each other. The wheels W _L and W _R are a wheel tread W ₁ that is in contact with the top surface R ₁ of the rails R _L and R _R and receives frictional resistance, and the rail R on the outer gauge side when the railway vehicle passes a sharp curve. _A flange surface W ₂ that is in contact with the medial side surface R ₂ of R and receives frictional resistance.

  The connecting device 4 shown in FIG. 2 is a device for connecting and opening the vehicles 1A, 1B,..., And is capable of rotating in the vertical and horizontal directions and extending and retracting in the front-rear direction of the vehicles 1A, 1B,. Attached to both ends. The connecting device 4 is, for example, an automatic connector that can automatically connect and release the vehicles 1A, 1B,. The evacuation device 5 is a device that eliminates obstacles on the track R, and is an evacuation device attached to the lower part of the front surface of both ends of the vehicle 1A.

The injection devices 6A and 6B shown in FIG. 1 to FIG. 3 are devices that inject the friction relaxation material C between the wheels W _L and W _R and the rails R _L and R _R. The injection devices 6A, 6B use the friction modifier C so that the amount of the friction modifier C applied to the rails R _L , R _R becomes substantially constant regardless of the traveling speed of the vehicles 1A, 1B,. Spray. Here, the friction-reducing material C, rails R _L, R _R and the wheel W _L, a powdery substance or a granular material to relax the frictional resistance between the W _R, for example, a coefficient of friction within a substantially constant range The base material is made of a carbon-based material to be reduced, and the coating layer is made of a hard plating layer that covers the base material. Injector 6A, as shown in FIG. 1 (A) and FIG. 2 (A), when the vehicle 1A and the vehicle 1B is connected travels in D ₁ direction, the wheels in the traveling direction front bogie 3A of the vehicle 1B The friction modifier C is injected from the vehicle 1A side between W _L and W _R and the rails R _L and R _R. Meanwhile, the injection apparatus 6B, as shown in FIG. 2 (B) and FIG. 3 (B), the vehicle 1A and when the vehicle 1I and is coupled to travel in the D ₂ direction, the traveling direction front bogie 3B vehicle 1I The friction modifier C is injected from the vehicle 1A side between the wheels W _L and W _R and the rails R _L and R _R. The injection devices 6A and 6B have the same structure, and the following description will focus on the injection device 6A, and a detailed description of the injection device 6B will be omitted.

  The injection device 6A includes the gas injection unit 7, the flow path 8, the injection amount variable parts 9L and 9R, the flow paths 10L and 10R, the injection material storage parts 11L and 11R, and the variable throttle shown in FIGS. 12L, 12R, flow paths 13L, 13R, injection ports 14L, 14R, speed detector 15, curve detector 16, lateral pressure detector 17, squeak detector 18, and emergency brake operation detector 19, a wiper operation detection unit 20, a tensile force detection unit 21, a control device 22, and the like. As shown in FIGS. 2 and 3, the injection devices 6A and 6B have the injection ports 14L and 14R advanced from the end of the vehicle 1A toward the carriages 3A and 3B of the vehicle 1B when in use, and the vehicle 1A side when not in use. The flow paths 13L and 13R are formed of soft flexible members so that the injection ports 14L and 14R move backward. The injection devices 6A and 6B are installed outside the obstruction device 5 of the vehicle 1A, and inject the friction relaxation material C from the outside of the obstruction device 5.

  The gas injection part 7 shown in FIG.5 and FIG.6 is an apparatus which injects compressed air. The gas injection unit 7 includes, for example, an air tank that stores compressed air, a compressor that supplies air into the air tank, and an on-off valve that allows the compressed air in the air tank to flow into the flow path 8. The flow path 8 is a conduit through which compressed air flows, the upstream side is connected to the gas injection unit 7, and the downstream side is branched into two and connected to the injection amount variable units 9L and 9R.

The injection amount variable portions 9L and 9R shown in FIGS. 5 and 6 are devices that vary the injection amount of the friction modifier C. The injection amount varying units 9L and 9R vary the injection amount of the frictional relaxation material C according to the traveling speed of the vehicles 1A, 1B,... So that the amount of application of the frictional relaxation material C becomes substantially constant. The injection amount variable units 9L and 9R vary the injection amount of the friction relaxation material C based on the detection result of the speed detection unit 15 that detects the traveling speed of the vehicles 1A, 1B,. Here, the injection amount of the friction modifier C is an amount (for example, injection amount (g / min)) of the friction modifier C injected per unit time, and the spray amount of the friction modifier C is the rail R _L. , R _R is an amount (for example, spraying amount (g / m)) to which the friction modifier C adheres per unit length. Further, the injection amount variable units 9L and 9R vary the injection amount of the friction modifier C based on the measurement result of the tensile force detection unit 21. The injection amount varying units 9L and 9R vary the injection amount of the friction relaxation material C based on, for example, the tensile force detected by the tensile force detection unit 21. The injection amount variable portions 9L and 9R include a pressure adjustment valve (solenoid valve) that functions as a flow rate regulator that adjusts the flow rate of the compressed air flowing through the flow paths 10L and 10R. It discharges to the accommodating portions 11L and 11R. The injection amount variable sections 9L and 9R are installed on the upstream side of the flow paths 10L and 10R, respectively, and adjust the flow rate of the compressed air flowing through the flow paths 10L and 10R based on the variable operation signal output from the control device 22. .

  The flow paths 10L and 10R are pipes through which the compressed air that has passed through the injection amount variable portions 9L and 9R flows. In the flow path 10L, the compressed air that has passed through the injection amount variable portion 9L flows toward the injection port 14L, and in the flow path 10R, the compressed air that has passed through the injection amount variable portion 9R flows toward the injection port 14R. The upstream side of the flow path 10L is connected to the injection amount variable unit 9L, and the downstream side is connected to the ejected matter storage unit 11L. The upstream side of the flow path 10R is connected to the injection amount variable unit 9R, and the downstream side is connected to the ejected matter storage unit 11R. The flow paths 10L and 10R have the same cross-sectional area.

The ejected matter accommodating portions 11L and 11R are portions that accommodate the friction moderating material C. Injection was accommodating portion 11L accommodates a friction reducing material C that is injected into between the rail R _L in the traveling direction left wheels W _L in the traveling direction left, injection-accommodation unit 11R includes a rail R _R of the right side in the traveling direction accommodating the friction member C that is injected into between the right side in the traveling direction of the wheel W _R. The ejected matter accommodating portions 11L and 11R are, for example, tanks for accommodating the friction modifiers C, and both have the same structure. When the compressed air that has passed through the injection amount variable portions 9L and 9R flows in the ejected matter accommodating portions 11L and 11R, the frictional relaxation material C is discharged into the flow paths 13L and 13R together with the compressed air.

  The variable throttles 12L and 12R are throttles that can adjust the throttle opening to a predetermined value. The variable throttle 12L adjusts the flow rate of the compressed air that flows through the flow path 10L from the injection amount variable unit 9L toward the injected product storage unit 11L, and the variable throttle 12R moves from the injection amount variable unit 9R toward the injected product storage unit 11R. The flow rate of the compressed air flowing through the flow path 10R is adjusted. The variable throttles 12L and 12R change the cross-sectional areas of the flow paths 10L and 10R through which the compressed air flows by manually rotating the rotation operation unit, for example, and the throttle openings (throttle amounts) of the flow paths 10L and 10R. It is a variable throttle valve etc. that can be adjusted. The variable throttles 12L and 12R are adjusted and set in advance to a predetermined throttle opening degree when the vehicle 1A is stopped, and the mixing ratio between the compressed air discharged from the injection object storage portions 11L and 11R and the friction modifier C is set. adjust.

The flow paths 13L and 13R shown in FIGS. 5 and 6 are pipelines through which the compressed air and the friction modifier C flow. Passage 13L, 13R are rail R _L, R _R and the wheel W _L, in order to supply the friction modifying material C between the W _R, toward the injection-accommodation unit 11L, the 11R injection port 14L, 14R and The friction relaxation material C is sent out. As for the flow paths 13L and 13R, the upstream side is connected to the injection material accommodating parts 11L and 11R, and the downstream side is connected to the injection ports 14L and 14R.

The injection ports 14L and 14R are rubbed from the vehicle 1A side between the wheels W _L and W _R and the rails R _L and R _R of the carriage 3A on the front side in the traveling direction of the vehicle 1B to be connected to the vehicle 1A. It is a part which injects the moderation material C, and injects the friction moderating material C with compressed air. Injection port 14L injects friction reducing material C between the wheel W _L and the left rail R _L in the traveling direction left side of the vehicle 1B, injection ports 14R is a right side in the traveling direction of the vehicle 1B wheels W _R and right The friction modifier C is injected between the rail R _R. Injection port 14L, 14R is like rail R _L, the injection nozzle for injecting the friction reducing material C inwardly head side R ₂ of R _R immediately before the contact point S shown in FIG. The injection ports 14L and 14R are configured based on the detection results of the curve detection unit 16, the lateral pressure detection unit 17 or the squeak noise detection unit 18, and the wheels W _L and W _R and the rail R _L of the carriage 3A on the front side in the traveling direction of the vehicle 1B. , R _R are injected with friction modifier C. The injection ports 14L, 14R stop the injection of the friction reducing material C during emergency braking operation of the vehicles 1A, 1B,. The injection ports 14L and 14R are driven by a driving device (not shown) so as to inject the friction relaxation material C to the injection position immediately before the contact point S, for example, in order to specify the injection position immediately before the contact point S. The control device 22 drives and controls the drive device based on an image signal output from an image pickup device (not shown) that picks up an image of the image.

Speed detecting unit 15 is a device for detecting the vehicle 1A, 1B, the ... speed of, is such as tachometer generator for detecting a speed of the vehicle 1A on the basis of a pulse signal generated by the rotation of the wheels W _L, W _R . The speed detector 15 outputs a speed detection signal (electric signal) corresponding to the speed of the vehicles 1A, 1B,.

  The curve detection unit 16 is a device that detects the curve approach of the vehicle 1A. The curve detection unit 16 detects the curve approach of the vehicle 1A based on the track information regarding the track R on which the vehicle 1A travels and the current position information regarding the current position of the vehicle 1A. For example, the curve detection unit 16 detects the current position of the vehicle 1A based on a transmission signal (GPS signal) from a global positioning system (GPS) that specifies the three-dimensional position of the vehicle 1A. The steep curve and the direction of the steep curve are detected with reference to the track information storage unit that stores the line shape and coordinates of the track R on which the vehicle 1A travels. The curve detection unit 16 outputs a curve detection signal to the control device 22 when it detects the vehicle 1A entering the sharp curve.

Lateral pressure detector 17 is a device for detecting a lateral force Q produced between the rails R _L, R _R and the wheel W _L, W _R of the bogie 2A of the vehicle 1A. Lateral pressure detector 17 detects, for example, a load on the basis of the wheel W _L, the output signal strain gauge outputs affixed to W _R, and the like lateral force measuring device for measuring the lateral force Q. The lateral pressure detection unit 17 measures the direction in which the lateral pressure Q acts, detects the steep curve and the direction of the steep curve, and outputs a lateral pressure detection signal corresponding to the lateral pressure Q to the control device 22.

The squeak noise detection unit 18 is a device that detects a squeak noise generated when the vehicle 2A of the vehicle 1A enters the curve. Here, the squeak noise (squeak noise) is the slip (lateral creep force) of the wheels W _L and W _R acting in a direction perpendicular to the rails R _L and R _R when the vehicle 1A passes through a curve. This is a frictional vibration sound generated by self-excited vibration when the natural frequency of the wheels W _L and W _R itself is greatly amplified when a predetermined magnitude is exceeded. The squeak detection unit 18 includes, for example, a microphone that measures noise and a signal processing circuit that processes an output signal of the microphone and extracts a signal component of squeal. The crisp sound detection unit 18 measures the direction in which the crisp sound is generated, detects a steep curve and the direction of the steep curve, and outputs a crisp sound detection signal corresponding to the crisp sound to the control device 22.

  The emergency brake operation detection unit 19 is a device that detects the operation of the emergency brake, and is a sensor that detects the operation of the emergency brake device that decelerates and stops the vehicles 1A, 1B,. The emergency brake operation detection unit 19 outputs an emergency brake operation detection signal to the control device 22 when the emergency brake device is operated.

  The wiper operation detection unit 20 is a device that detects the operation of the wiper device, and is a sensor that detects the operation of the wiper device that wipes off rain, snow, mud, or the like adhering to the window glass of the vehicle 1A to ensure visibility. . The wiper operation detection unit 20 outputs a wiper operation detection signal to the control device 22 when the wiper device operates.

5 and 6 is a device that detects a tensile force necessary for the vehicle 1A to tow the vehicles 1B, 1C,. The tensile force detector 21 detects a tensile force acting on the connecting device 4 that connects the vehicle 1A and the vehicle 1B. Here, the tensile force and the wheel tread W ₁ and the rail R _L of the vehicle 1A, in traction obtained by subtracting the running resistance from the driving wheel peripheral tensile force generated vehicle 1A at the point of contact with the top surface R ₁ of R _R Yes, it is the coupler tensile force (tensile rod tensile force) acting on the coupler of the coupling device 4 that couples the vehicle 1B. For example, the tensile force detection unit 21 inserts a self-association force measurement pin instead of the pin that connects the coupler and the shock absorber of the coupling device 4, so that the tensile force acting on the coupler (connector tensile force) is applied. ) Is detected by the strain gauge attached to the self-link force measuring pin, and the axial link force acting on the link between the vehicle 1A and the vehicle 1B (automatic link force (self-link force)) To detect. The tensile force detection unit 21 outputs a tensile force detection signal corresponding to the tensile force to the control device 22.

  The control device 22 is a device that controls various operations of the injection device 6A. The control device 22 is based on the detection results of the speed detector 15, the curve detector 16, the lateral pressure detector 17, the crisp sound detector 18, the emergency brake operation detector 19, the wiper operation detector 20 and the tensile force detector 21. Thus, the variable operation of the injection amount variable units 9L and 9R and the injection operation of the gas injection unit 7 are controlled. Based on the speed detection signal output from the speed detection unit 15, the control device 22 controls the gas injection unit 7 so that the spray amount of the friction relaxation material C becomes substantially constant regardless of the traveling speed of the vehicles 1A, 1B,. And the injection amount variable portions 9L and 9R are variably operated to adjust the flow rate of the compressed air. For example, the control device 22 calculates the opening degree of the electromagnetic valves of the injection amount variable portions 9L and 9R corresponding to the traveling speed and the spray amount, and the electromagnetic valve so that the spray amount of the friction reducing material C becomes substantially constant. To control the opening degree. Based on the tensile force detection signal output from the tensile force detection unit 21, the control device 22 variably operates the injection amount variable units 9L and 9R so as to increase / decrease the spray amount of the friction relaxation material C to control the flow rate of the compressed air. adjust. For example, when the tensile force is within a predetermined range, the control device 22 uses a standard amount of the frictional relaxation material C. When the tensile force exceeds the predetermined range, the amount of the frictional relaxation material C increases from the standard amount. When the tensile force falls below a predetermined range, the opening degree of the electromagnetic valves of the injection amount variable portions 9L and 9R is controlled so that the amount of the friction relaxation material C sprayed is smaller than the standard amount. The control device 22 outputs an injection operation start signal to the gas injection unit 7 when the gas injection unit 7 starts the injection operation, and outputs an injection operation end signal to the gas injection unit 7 when the gas injection unit 7 ends the injection operation. Output. The control device 22 outputs a variable operation signal (electric signal) to the injection amount variable units 9L and 9R when the injection amount variable units 9L and 9R are variably operated.

Next, the operation of the injection apparatus according to the first embodiment of the present invention will be described.
FIG. 7 is a flowchart for explaining the operation of the injection apparatus according to the first embodiment of the present invention. In the following, the operation of the control device 22 will be mainly described, and the case where the vehicles 1A, 1B,... Travel along a sharp left curve as shown in FIG.

  In step (hereinafter referred to as S) 100 shown in FIG. 7, the control device 22 determines whether or not the vehicle 1A has entered a sharp curve. When the vehicle 1A starts traveling on the track R, the speed detection unit 15, the curve detection unit 16, the lateral pressure detection unit 17, the crisp sound detection unit 18, the emergency brake operation detection unit 19, and the wiper operation shown in FIGS. The detection unit 20 and the tensile force detection unit 21 start the detection operation, and output the detection results to the control device 22. For example, when the vehicle 1A enters a sharp curve as shown in FIG. 3, at least one of the curve detector 16, the lateral pressure detector 17 or the crisp sound detector 18 shown in FIGS. Detect the direction of. As a result, at least one of the curve detection signal, the lateral pressure detection signal, and the squeak noise detection signal is output to the control device 22, and the control device 22 determines whether or not the vehicle 1A has entered the sharp curve. When the control device 22 determines that the vehicle 1A has entered the sharp curve, the process proceeds to S110, and when the control device 22 determines that the vehicle 1A has not entered the sharp curve, the series of operations ends.

  In S110, the control device 22 determines whether or not it is necessary to inject the friction modifier C. Even when the vehicle 1A enters a sharp curve, when the radius of the inner track of the curve is less than 500 m, or when the vehicle 1A, 1B,... There is no need to inject relaxation material C. On the other hand, even when the vehicle 1A enters a sharp curve, the vehicle 1A, 1B,... There is no need to spray. Further, even when the vehicle 1A enters a sharp curve, if the friction relaxation material C is injected during operation of the emergency brake device, the distance until the vehicles 1A, 1B,. C injection needs to be stopped. Further, even when the vehicle 1A enters a sharp curve, the lateral pressure Q decreases in the rain when the wiper device operates, so the injection of the friction modifier C is stopped and the friction modifier C is consumed wastefully. Need to be prevented. For this reason, the control device 22 determines whether or not the injection of the friction reducing material C is necessary based on the detection results of the speed detection unit 15, the curve detection unit 16, the emergency brake operation detection unit 19 or the wiper operation detection unit 20. to decide. When the controller 22 determines that the injection of the friction modifier C is necessary, the process proceeds to S120, and when it is determined that the injection of the friction modifier C is not required, the series of operations ends.

  In S120, the control device 22 instructs the gas injection unit 7 to start the gas injection operation. When the control device 22 outputs a gas injection start signal to the gas injection unit 7, the open / close valve that allows compressed air to flow into the flow path 8 from the air tank of the gas injection unit 7 is opened.

In S130, the control device 22 determines whether or not the tensile force is within a predetermined range. When the train 1 travels, train resistance is generated to prevent the train 1 from proceeding. As shown in FIG. 3, when the vehicles 1A, 1B,... Enter a sharp curve, the rails R _L , R _R and the wheels W _L , friction curve resistance to be to obstruct the progress of the train 1 become the main factor between the W _R occurs. For this reason, when the tensile force is within the predetermined range, it is considered that the friction relaxation effect by the friction relaxation material C is sufficient if the standard amount of the friction relaxation material C is injected. When the tensile force detection unit 21 detects a tensile force when the vehicle 1A is traveling on a flat straight line before entering the sharp curve, a tensile force detection signal is output to the control device 22, and the tensile force detection unit 21 is detected. The control device 22 determines whether or not the tensile force before entering the curve detected by is within a predetermined range. When the control device 22 determines that the tensile force is within the predetermined range, the process proceeds to S140, and when the control device 22 determines that the tensile force is outside the predetermined range, the process proceeds to S150.

  In S140, the control device 22 commands the injection amount variable unit 9L to start a variable operation for injecting the standard amount of the friction modifier C. When the speed detection signal output from the speed detection unit 15 is input to the control device 22, the control device 22 calculates the injection amount of the friction relaxation material C suitable for the speed of the vehicles 1A, 1B,. The control device 22 outputs a variable operation signal. For this reason, the compressed air which flows into the flow path 8 from the air tank of the gas injection part 7 shown in FIG. 6 flows into the injection amount variable part 9L, and the friction moderating material C is injected into the flow path 13L from the projectile storage part 11L. The friction relaxation material C is injected from the injection port 14L together with the compressed air. As a result, the standard amount of the friction modifier C is injected, and the friction modifier C is sprayed at a substantially constant spray amount regardless of the speed of the vehicles 1A, 1B,.

As shown in FIG. 3, when the vehicle 1A enters a sharp curve, the injection device 6A reduces friction between the front wheel W _L and the rail R _L of the front shaft 3A of the carriage 3A on the front side in the traveling direction of the vehicle 1B. The injection of the material C is started. As a result, the friction material C collisions inside the head side R ₂ immediately before the contact point S shown in FIG. 6, the friction reducing material C is roughened inner head side R _2, friction inside the head side R ₂ Material C adheres. Next, the friction moderating material C is sandwiched between the flange surface W ₂ and the inner temporal side surface R _2, and the friction moderating material C is pressurized between them.

Vehicle 1A subsequent next order of the vehicle 1B shown in FIG. 3, ... is sandwiched friction material C between the flange surface W ₂ and the inner head side R ₂ one after the other, the friction reducing material C is further pressurized between them Pressed. As a result, since the lateral pressure Q generated between the rail R _L and the wheel W _L is reduced, excessive frictional resistance generated between the medial side surface R ₂ and the flange surface W ₂ is relieved, and a sharp curve is obtained. The rails R _L and R _R are prevented from being worn. When FIG. 1 (A) to the friction reducing material C after the vehicle 1I of tail passes indicated remaining inside the head side R _2, subsequent train powered vehicles for tread on the friction material C remaining to subsequently pass The tangential force F shown in FIG. 6 may be reduced. Therefore, the injection device 6A injects the friction reducing material C by an injection amount that can maintain the friction relaxing effect until the rear vehicle 1I shown in FIG.

  In S150, the control device 22 determines whether or not the tensile force exceeds a predetermined range. The control device 22 determines whether or not the level of the tensile force detection signal before entering the curve output from the tensile force detection unit 21 is within a predetermined range, and the control device 22 determines that the tensile force exceeds the predetermined range. If so, the process proceeds to S160, and if the control device 22 determines that the tensile force falls below the predetermined range, the process proceeds to S170.

  In S160, the control device 22 instructs the injection amount variable unit 9L to start a variable operation for injecting the friction relaxation material C by increasing the amount from the standard amount. When the tensile force exceeds a predetermined range, the curve resistance increases, and the application of the standard amount of friction modifier C is insufficient for the friction relaxation effect. Therefore, it is necessary to increase the injection amount of the friction modifier C. . For this reason, the control device 22 outputs a variable operation signal to the injection amount variable unit 9L so that the injection amount of the friction relaxation material C slightly increases. As a result, the frictional relaxation material C slightly larger than the standard amount is injected from the projecting matter accommodating portion 11L to the flow path 13L, and the frictional relaxation material C is injected from the injection port 14L together with the compressed air.

  In S170, the controller 22 instructs the injection amount variable unit 9L to start a variable operation for injecting the friction modifier C by reducing the amount from the standard amount. When the tensile force is less than the predetermined range, the curve resistance becomes small, and the application of the standard amount of friction modifier C is useless because the friction relaxation effect is excessive and useless. Therefore, it is necessary to reduce the injection amount of the friction modifier C. . For this reason, the control device 22 outputs a variable operation signal to the injection amount variable unit 9L so that the injection amount of the friction modifier C is slightly reduced. As a result, the friction moderating material C slightly smaller than the standard amount is injected from the ejected matter storage portion 11L into the flow path 13L, and the friction moderating material C is injected from the injection port 14L together with the compressed air.

  In S180, control device 22 determines whether vehicle 1A has left the sharp curve. For example, when the vehicle 1A shown in FIG. 3 leaves the sharp curve, the vehicle 1A is based on the detection result of at least one of the curve detection unit 16, the lateral pressure detection unit 17 or the crisp sound detection unit 18 shown in FIGS. The controller 22 determines whether or not the vehicle exits from the sharp curve. When the control device 22 determines that the vehicle 1A has left the sharp curve, the process proceeds to S190. When the control device 22 determines that the vehicle 1A has not left the sharp curve, the control device 22 continues until the vehicle 1A leaves the sharp curve. Repeats the judgment.

  In S190, the control device 22 commands the gas injection unit 7 to end the gas injection operation. When the control device 22 outputs a gas injection end signal to the gas injection unit 7, the on-off valve that allows compressed air to flow from the air tank of the gas injection unit 7 into the flow path 8 is closed, and the injection of the friction modifier C is stopped.

Next, a vehicle replacement method including the injection device according to the first embodiment of the present invention will be described.
FIG. 8 is a plan view showing, as an example, replacement work of a vehicle including the injection device according to the first embodiment of the present invention.
The train 1 shown in FIG. 8 stops at a stop (station) used for loading and unloading cargo and getting passengers on and off. The main line L ₁ is a track that is commonly used for driving the train 1. Lateral line L ₂ is a line to be used for replacement of the vehicle 1A, in order to replace the vehicle 1A which has been connected to the vehicle 1B to the vehicle 1I, a machine around line to drive the vehicle 1A. The side line L ₃ is a pull-up line that pulls up the vehicle 1 </ b> A to compose and disassemble the train 1. The branching devices P ₁ and P ₂ are devices that divide the track into two.

When the train 1 to the depot from D ₁ direction as shown in FIG. 8 to complete the passenger of unloading or passenger cargo in depot enters the vehicle 1A to release the vehicle 1A and the vehicle 1B is a top mains L ₁ traveling in the D ₁ direction enters on the side tracks L ₃ is stopped. Then, the vehicle 1A is running in the D ₂ direction from the upper side track L _3, it passes through the splitter P ₁ enters the lateral line L _2, and stops enters the mains L ₁ passes through the branching unit P ₂ . Thereafter, connecting the vehicle 1A and the vehicle 1I vehicle 1A is running in the D ₁ direction, replacement work of the vehicle 1A is completed. In this state, when the vehicle 1A travels in the D ₂ direction, the train 1 traveling on the main line L ₁ in D ₂ direction. When the vehicle 1A enters a sharp curve in this state, as shown in FIG. 2 (B), the vehicle 1A is located between the wheels W _L and W _R of the carriage 3B on the front side in the traveling direction of the vehicle 1I and the rails R _L and R _R. The friction modifier C is injected from the side.

The injection device and the injection method according to the first embodiment of the present invention have the effects described below.
(1) In the first embodiment, the vehicle 1A is connected between the wheels W _L , W _R and the rails R _L , R _R of the carriage 3A on the front side in the traveling direction of the vehicle 1B to be connected to the vehicle 1A. The injection ports 14L and 14R inject the friction relaxation material C from the side. For this reason, it is not necessary to manufacture the dedicated application vehicle 101S as shown in FIG. 12 and connect it between the vehicle 1A and the vehicle 1B, and between the wheels W _L and W _R and the rails R _L and R _R. Friction resistance can be reduced at low cost. Further, since the curve resistance generated when the vehicles 1B, 1C,... Pass a sharp curve can be reduced, when the vehicle 1A is an electric locomotive or an internal combustion locomotive, power consumption and fuel consumption are reduced. Energy saving. In addition, since passenger cars and freight cars can be incorporated into the formation as much as possible within a range not exceeding the effective length of the stop, it is possible to increase the transport amount per formation. Further, since the friction relaxation material C is not injected between the wheels W _L and W _R on the vehicle 1A side which is a power vehicle and the rails R _L and R _R , the frictional resistance therebetween decreases more than necessary. The tangential force F shown in FIG. 6 can be prevented from decreasing. Furthermore, as shown in FIG. 2 (A), and when the vehicle 1A travels in the D ₁ direction by connecting the vehicle 1B, the vehicle 1A is the vehicle 1I and replaces the vehicle 1A, as shown in FIG. 2 (B) If the connection to travel in D ₂ direction, the vehicle 1B from the vehicle 1A side, the traveling direction front side of the truck 3A of 1I, 3B wheels W _L, W _R the rail R _L, friction material between R _R C can be injected. For this reason, it is not necessary to change the direction of the power vehicle C and the dedicated application vehicle 101S using the turntable T as shown in FIG. 12, and the time required for the replacement work can be greatly shortened. It is not necessary to install a large-scale facility such as the turntable T on the premises of the stop, and the cost can be reduced.

(2) In the first embodiment, the injection amount of the friction moderating material C is based on the detection result of the tensile force detector 21 that detects the tensile force required for the vehicle 1A to pull the vehicles 1B, 1C,. The injection amount variable portions 9L and 9R are variable. For this reason, when the tensile force exceeds the predetermined range, the frictional resistance material C can be sprayed by increasing the amount from the standard amount, and the curve resistance can be relaxed. Further, when the tensile force is less than the predetermined range, the friction reducing material is sprayed by reducing the amount from the standard amount, and the friction relaxing material C can be prevented from being wasted.

(3) In the first embodiment, the tensile force detector 21 detects the tensile force based on the tensile force acting on the connecting device 4 that connects the vehicle 1A and the vehicle 1B. For this reason, for example, it is possible to detect the tensile force by using the self-link force measuring pin and adjust the injection amount of the friction relaxation material C according to the tensile force.

(4) In the first embodiment, the vehicle 1A is locomotive, a freight car or passenger vehicle 1B is connected to the vehicle 1A, in the traveling direction front side of the truck 3A wagon or passenger wheel W _L, W _{Between the R} and the rails R _L and R _R , the injection ports 14L and 14R inject the friction modifier C from the locomotive side. For this reason, it is not necessary to mount the injection devices 6A and 6B on all the freight cars or passenger cars towed by the locomotive, and only by installing the injection devices 6A and 6B only on the locomotive, the friction mitigation effect at the time of passing a sharp curve can be obtained. It can be realized at low cost.

(Second Embodiment)
FIG. 9 is a block diagram schematically showing an injection device according to the second embodiment of the present invention. In the following, the same parts as those shown in FIG. 6 are denoted by the same reference numerals and detailed description thereof is omitted.
The injection device 6A illustrated in FIG. 9 includes a vehicle number setting unit 23 and an axle number setting unit 24 instead of the tensile force detection unit 21 illustrated in FIGS. 5 and 6. The injection amount variable units 9L and 9R vary the injection amount of the friction reducing material C based on the setting result of the vehicle number setting unit 23 or the setting result of the axle number setting unit 24. The control device 22 includes an injection amount variable unit that increases or decreases the spray amount of the friction reducing material C based on the vehicle number setting signal output from the vehicle number setting unit 23 or the axle number setting signal output from the axle number setting unit 24. 9L and 9R are variably operated to adjust the flow rate of the compressed air. For example, when the number of vehicles or the number of axles is within a predetermined range, the control device 22 applies the standard amount of the friction reducing material C, and when the number of vehicles or the number of axles exceeds the predetermined range, the amount of the friction relaxing material C is applied. When the number of vehicles or the number of axles falls below a predetermined range, the opening of the solenoid valves of the injection amount variable portions 9L and 9R is reduced so that the spray amount of the friction reducing material C decreases from the standard amount. Control.

  The vehicle number setting unit 23 is a device that sets the number of all the vehicles 1B, 1C,... Towed by the vehicle 1A. The vehicle number setting unit 23 is set when the vehicles 1B, 1C,... Are fixed knitting used in knitting units. For example, as shown in FIGS. 1 and 2, the vehicle number setting unit 23 is a fixed train in which the vehicles 1B to 1I are two-shaft trucks and the number of axles is the same, and the vehicles 1B to 1I are always operated with eight cars. There is an input device for inputting the number of vehicles by manual operation of the driver at a certain time. The vehicle number setting unit 23, for example, when some vehicles are disconnected from the vehicles 1B to 1I or new vehicles are incorporated into the vehicles 1B to 1I, and the number of fixed formation vehicles increases or decreases, The number of vehicles after increase / decrease is input. The vehicle number setting unit 23 outputs a vehicle number setting signal corresponding to the number of vehicles 1B, 1C,.

  The number-of-axes setting unit 24 is a device that sets the total number of axles of all the vehicles 1B, 1C,. The number-of-axes setting unit 24 is set when the vehicles 1B, 1C,... Shown in FIGS. 1 and 2 are knitted by an arbitrary vehicle instead of fixed knitting. The number-of-axes setting unit 24 includes, for example, manual operation by the driver when each of the vehicles 1B to 1I includes a cart having a different number of axes and the number of vehicles 1B to 1I is changed and operated as needed. An input device for inputting the total number of axles is provided. The axle number setting unit 24 outputs an axle number setting signal corresponding to the total number of axles of the vehicles 1B, 1C,.

Next, the operation of the injection apparatus according to the second embodiment of the present invention will be described.
FIG. 10 is a flowchart for explaining the operation of the injection apparatus according to the second embodiment of the present invention. In the following, the steps corresponding to the steps shown in FIG.
In S230 shown in FIG. 10, the control device 22 determines whether or not the number of vehicles or the total number of axles is within a predetermined range. When the number of vehicles or the total number of axles of all the vehicles 1B, 1C,... Towed by the vehicle 1A is large, train resistance occurs, and when the vehicles 1A, 1B,... Enter a sharp curve as shown in FIG. . For this reason, when the number of vehicles or the total number of axles is within a predetermined range, it is considered that the friction relaxation effect by the friction relaxation material C is sufficient if the standard amount of the friction relaxation material C is injected. When the vehicle number setting unit 23 sets the number of vehicles or the axle number setting unit 24 sets the total number of axles, a vehicle number setting signal or a total number of axles setting signal is output to the control device 22, and the number of vehicles or the total number The control device 22 determines whether or not the number of axles is within a predetermined range. When the control device 22 determines that the number of vehicles or the total number of axles is within the predetermined range, the process proceeds to S240, and when the control device 22 determines that the number of vehicles or the total number of axles is outside the predetermined range, the process proceeds to S250.

  In S240, the control device 22 instructs the injection amount variable unit 9L to start a variable operation for injecting the standard amount of friction modifier. Therefore, the standard amount of the friction modifier C is injected, and the friction modifier C is sprayed at a substantially constant spray amount regardless of the speed of the vehicles 1A, 1B,.

  In S250, the control device 22 determines whether or not the number of vehicles or the total number of axles exceeds a predetermined range. When the control device 22 determines that the number of vehicles or the total number of axles exceeds the predetermined range, the process proceeds to S260, and when the control device 22 determines that the number of vehicles or the total number of axles falls below the predetermined range, the process proceeds to S270.

  In S260, the control device 22 instructs the injection amount variable unit 9L to start a variable operation for injecting the friction relaxation material C by increasing the amount from the standard amount. When the number of vehicles or the total number of axles exceeds the predetermined range, the curve resistance becomes small, and the spraying of the standard amount of friction modifier C is insufficient to increase the friction relaxation effect. It is necessary to let As a result, the friction modifier C slightly larger than the standard amount is injected from the injection port 14L.

  In S270, the controller 22 instructs the injection amount variable unit 9L to start a variable operation for injecting the friction reducing material C by reducing the amount from the standard amount. When the number of vehicles or the total number of axles falls below a predetermined range, the resistance of the curve becomes small, and the application of the standard amount of the friction modifier C is too wasteful because the friction relaxation effect is sufficient, so the injection amount of the friction modifier C is reduced. It is necessary to let As a result, the friction modifier C slightly smaller than the standard amount is injected from the injection port 14L.

The injection device and the injection method according to the second embodiment of the present invention have the following effects in addition to the effects of the first embodiment.
In the second embodiment, the injection amount of the friction reducing material C is changed based on the setting result of the vehicle number setting unit 23 that sets the number of all the vehicles 1B, 1C,... Towed by the vehicle 1A. 9L is variable. In the second embodiment, the injection amount of the friction reducing material C is injected based on the setting result of the axle number setting unit 24 that sets the total number of axles of all the vehicles 1B, 1C,. The amount variable unit 9L varies. For this reason, when the number of vehicles or the total number of axles exceeds a predetermined range, it is possible to reduce the curve resistance by increasing the amount from the standard amount and injecting the friction modifier C. Further, when the number of vehicles or the total number of axles falls below a predetermined range, the friction reducing material is injected by reducing the amount from the standard amount, and the friction relaxing material C can be prevented from being wasted.

(Third embodiment)
FIG. 11: is a side view which shows roughly the train provided with the injection apparatus which concerns on 3rd Embodiment of this invention.
A train 1 shown in FIG. 11 has vehicles 1A ₁ and 1A ₂ each having a prime mover connected to one end and the other end, and can be driven at a normal speed in both the front and rear directions without changing the direction of the entire train.・ It is a pull train. Train 1 is a high-speed train with a centralized power system where the front and rear cars are electric cars, such as TGV of the French National Railways, AVE of the Spanish National Railways, Eurostar for the Eurotunnel, and passenger cars when the traction force is insufficient Or it is a heavy-duty operation train etc. which connected a main locomotive at the head of a wagon and an auxiliary locomotive at the back. The injection device 6A is mounted on the side of the vehicle 1A ₁ that connects the vehicle 1B, and the injection device 6B is mounted on the side of the vehicle 1A ₂ that connects the vehicle 1I. When the vehicle 1A ₁ is the leading vehicle and travels in the direction D ₁ , the injection device 6A injects a friction relaxation material from the vehicle 1A ₁ side between the wheel and the rail of the carriage 3A on the front side in the traveling direction of the vehicle 1B. . On the other hand, when the vehicle 1A ₂ travels in the direction D ₂ with the vehicle 1A ₂ as the leading vehicle, the injection device 6B applies a friction modifier from the vehicle 1A ₂ side between the wheels and rails of the carriage 3B on the front side in the traveling direction of the vehicle 1I. Spray. When the vehicle 1A ₁ travels in the direction D ₁ with the vehicle 1A ₁ as the leading power vehicle, the injector 6A prevents the wheels of the vehicle 1A ₂ that is the rear power vehicle from stepping on the friction modifier and reducing the tangential force. The friction relaxation material is injected at an injection amount that can maintain the friction relaxation effect until the vehicle 1A ₂ passes. Similarly, injection device 6B, when the vehicle 1A ₂ travels in the D ₂ direction become powered car top, the tangential force does not lower the wheels of the vehicle 1A ₁ is a motor vehicle of the tail is squished the friction material In this way, the friction relaxation material is injected in such an amount that the friction relaxation effect can be maintained until the vehicle 1A ₁ passes.

The injection device according to the third embodiment of the present invention has the effects described below in addition to the effects of the first embodiment and the second embodiment.
In the third embodiment, the vehicle 1A ₁ is the leading locomotive, the vehicle 1A ₂ is the trailing locomotive, the vehicles 1B, 1C,... Are connected to the leading locomotive at one end, and the trailing locomotive is connected to the other end. A freight car or a passenger car to which the locomotive is connected, and a friction relaxation material is injected from the front locomotive side from the injection port between the wheels and rails of the carriages 3A and 3B on the front side in the traveling direction of the freight car or the passenger car. . As a result, in order to install one injection device 6A and 6B respectively at the end of the vehicle 1A ₁ on the side to which the vehicle 1B is connected and the end of the vehicle 1A ₂ on the side to which the vehicle 1I is connected, Cost reduction can be achieved compared with the case where two injection devices 6A and 6B are installed at both ends of the vehicle 1A as in the first embodiment.

(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where the vehicles 1B, 1C,... Are freight cars or passenger cars has been described as an example, but a prime mover such as a luggage car that transports luggage or a special car having a special structure or facility is used. The present invention can also be applied to vehicles that do not have. In this embodiment, the case of injecting the friction relaxation material C as an injection material has been described as an example. However, the present invention can also be applied to the case of injecting the injection material other than the friction relaxation material C. Furthermore, in this embodiment, the case where compressed air is injected as compressed gas has been described as an example, but the present invention can also be applied to a case where a gas other than compressed air is injected.

(2) In this embodiment, the case where the vehicles 1A, 1B,... Pass through the sharp curves of the main line and the branch lines has been described as an example, but the vehicles 1A, 1B,. The present invention can be applied to cases. Further, in this embodiment, it has been described by taking a case where the deposited friction reducing material C the friction material C in the inner head side R ₂ is injected between the rail R _L and the wheel W _L as an example, The friction modifier C can be adhered to both the inner head side surface R ₂ and the flange surface W ₂ or only to the flange surface W ₂ . Further, in this embodiment, the case where the vehicles 1A, 1B,... Enter the left sharp curve has been described as an example, but the case where the vehicles 1A, 1B,. The present invention can be applied.

(3) In this embodiment, the case where the injection devices 6A and 6B are installed outside the obstruction device 5 has been described as an example, but the injection devices 6A and 6B may be installed inside the obstruction device 5. it can. In this case, the friction modifiers C can be injected by causing the injection ports 14L and 14R to protrude from the opening of the obstruction device 5. Further, in this embodiment, the case where the injection devices 6A and 6B are installed on the vehicle body side of the vehicles 1A, 1A ₁ and 1A ₂ has been described as an example. However, the injection devices 6A and 6B may be installed on the carts 2A and 2B side. Furthermore, in this embodiment, the case where the injection devices 6A and 6B are installed on the side of the vehicles 1A, 1A ₁ and 1A ₂ has been described as an example, but the injection devices 6A and 6B are installed on the ground side and It is also possible to inject the friction modifier C between the inner head side surface R ₂ and the flange surface W ₂ .

(4) In this embodiment, the curve detection unit 16 detects a sharp curve based on the track information and the current position information, but the present invention is not limited to such a detection method. For example, the steep curve can be detected by detecting the rotation angle (yawing angle) of the cart 2A on the front side in the traveling direction of the vehicle 1A with a cam device, a proximity switch, a displacement sensor, an acceleration sensor, or the like. Moreover, in this embodiment, although the injection amount of the frictional relaxation material C in the curved section is varied according to the tensile force detected by the tensile force detection unit 21, the frictional relaxation material C of the linear section is changed according to the tensile force. The injection amount can also be varied. Furthermore, in this embodiment, the case where the curve detection unit 16, the lateral pressure detection unit 17, and the crisp sound detection unit 18 are provided has been described as an example. However, one of these may be installed in the vehicle 1A, or any of these may be arbitrarily set. It can also be configured to be selectable.

(5) In this embodiment, the case where the emergency brake operation detector 19 detects the operation of the emergency brake device has been described as an example, but the vehicle 1A is stopped when an abnormality occurs in the service brake device and the emergency brake device. It is also possible to provide a safety brake operation detection unit that detects the operation of the safety brake device. For example, the present invention is also applied to the case where the injection devices 6A and 6B are provided with a direct spare brake detection unit that detects the operation of a direct air brake device having a command and air source that is a separate system as a backup system. Can do. In this case, similarly to the operation of the emergency brake device, the control device 22 operates the gas injection unit 7 and the injection amount variable units 9L and 9R so that the friction reducing material C is not injected when the direct standby brake device is operated. Control. In the second embodiment, the case where the vehicles 1B, 1C,... Are two-axis carts has been described as an example. However, the present invention can also be applied to a case of a one-axis cart or a three-axis cart. it can.

BRIEF DESCRIPTION OF THE DRAWINGS It is a side view which shows roughly the train provided with the injection device which concerns on 1st Embodiment of this invention, (A) is a side view which is drive | working in an up direction, (B) is a side surface which is drive | working in a down direction. FIG. BRIEF DESCRIPTION OF THE DRAWINGS It is a side view of the vehicle provided with the injection device which concerns on 1st Embodiment of this invention, (A) is a side view which is drive | working to an up direction, (B) is a side view which is drive | working to a down direction. It is a top view which shows the state of a wheel and a rail when a train provided with the injection device which concerns on 1st Embodiment of this invention passes a sharp curve. BRIEF DESCRIPTION OF THE DRAWINGS It is a front view which shows the state of a wheel and a rail when a train provided with the injection apparatus which concerns on 1st Embodiment of this invention passes a sharp curve, (A) is a contact state of the rail and wheel on an inner track side (B) is a front view which shows the contact state of the rail by the side of an outer rail, and a wheel. 1 is a perspective view schematically showing an injection device according to a first embodiment of the present invention. It is a lineblock diagram showing roughly the injection device concerning a 1st embodiment of this invention. It is a flowchart for demonstrating operation | movement of the injection apparatus which concerns on 1st Embodiment of this invention. It is a top view which shows the replacement | exchange work of a vehicle provided with the injection device which concerns on 1st Embodiment of this invention as an example. It is a block diagram which shows schematically the injection apparatus which concerns on 2nd Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the injection device which concerns on 2nd Embodiment of this invention. It is a side view which shows roughly the train provided with the injection apparatus which concerns on 3rd Embodiment of this invention. It is a top view which shows the replacement | exchange operation | work of a special application vehicle provided with the conventional injection apparatus as an example.

Explanation of symbols

1 train 1A, 1A ₁ , 1A ₂ vehicle (power vehicle)
1B, 1C, ... Vehicles 2A to 2C, 3A, 3B Carriage 4 Coupling device 5 Ejection device 6A, 6B Injection device 7 Gas injection part 9L, 9R Injection amount variable part 11L, 11R Injection thing storage part 14L, 14R Injection port ( Injection part)
DESCRIPTION OF SYMBOLS 15 Speed detection part 16 Curve detection part 17 Side pressure detection part 18 Crimp sound detection part 19 Emergency brake action detection part 20 Wiper operation | movement detection part 21 Tensile force detection part 22 Control apparatus 23 Vehicle number setting part 24 Axle number setting part R Track R _L rail (inner gauge)
R _R rail (outer gauge)
R ₁ top surface R ₂ medial side W _L , W _R wheels W ₁ wheel treads W ₂ flange surfaces C Friction modifier Q lateral pressure

Claims (16)

An injection device that injects an injection between a wheel and a rail,
Including an injection unit for injecting the injected matter from the side of the power vehicle between the wheel and the rail of the carriage on the front side in the traveling direction of the vehicle connected to the power vehicle and towed;
An injection device characterized by the above. In the injection device according to claim 1,
An injection amount variable unit that varies the injection amount of the injection based on a detection result of a tensile force detection unit that detects a tensile force required for the power vehicle to pull the vehicle;
An injection device characterized by the above. In the injection device according to claim 2,
The injection amount variable unit varies the injection amount of the injection based on a tensile force acting on a connecting device that connects the power vehicle and the vehicle;
An injection device characterized by the above. In the injection device according to claim 1,
An injection amount variable unit that varies the injection amount of the injection based on a setting result of a vehicle number setting unit that sets the number of all vehicles towed by the power vehicle;
An injection device characterized by the above. In the injection device according to claim 1,
An injection amount variable unit that varies the injection amount of the injection based on a setting result of an axle number setting unit that sets the total number of axles of all vehicles towed by the power vehicle;
An injection device characterized by the above. In the injection device according to any one of claims 1 to 5,
The power vehicle is a locomotive,
The vehicle is a freight car or a passenger car connected to the locomotive,
The injection unit injects the injection from the locomotive side between a wheel and a rail of a carriage on the front side in the traveling direction of the freight car or the passenger car;
An injection device characterized by the above. In the injection device according to any one of claims 1 to 5,
The power vehicle is a leading locomotive and a trailing locomotive,
The vehicle is a freight car or a passenger car in which the leading locomotive is connected to one end and the trailing locomotive is connected to the other end,
The injection unit injects the injection from the front locomotive side between a wheel and a rail of the carriage on the front side in the traveling direction of the freight car or the passenger car;
An injection device characterized by the above. In the injection device according to any one of claims 1 to 7,
The jetting unit jets a friction relaxation material that relaxes a frictional resistance between the wheel and the rail;
An injection device characterized by the above. An injection method for injecting an injection between a wheel and a rail,
Injecting the ejected matter from the side of the power vehicle between the wheel and the rail of the carriage on the front side in the traveling direction of the vehicle connected to the power vehicle;
An injection method characterized by the above. In the injection method according to claim 9,
Detecting a tensile force necessary for the power vehicle to pull the vehicle, and varying an injection amount of the injection based on the tensile force;
An injection method characterized by the above. The injection method according to claim 10, wherein
Varying the injection amount of the projectile based on a tensile force acting on a connecting device that connects the power vehicle and the vehicle;
An injection method characterized by the above. In the injection method according to claim 9,
Varying the injection amount of the injection based on the number of all vehicles towed by the powered vehicle;
An injection method characterized by the above. In the injection method according to claim 9,
Varying the injection quantity of the injection based on the total number of axles of all vehicles towed by the powered vehicle;
An injection method characterized by the above. In the injection method according to any one of claims 9 to 13,
The power vehicle is a locomotive,
The vehicle is a freight car or a passenger car connected to the locomotive,
Injecting the ejected matter from the locomotive side between the wheel and the rail of the carriage on the front side in the traveling direction of the freight car or the passenger car;
An injection method characterized by the above. In the injection method according to any one of claims 9 to 13,
The power vehicle is a leading locomotive and a trailing locomotive,
The vehicle is a freight car or a passenger car in which the leading locomotive is connected to one end and the trailing locomotive is connected to the other end,
Injecting the ejected matter from the front locomotive side between the wheel and the rail of the carriage on the front side in the traveling direction of the freight car or the passenger car;
An injection method characterized by the above. In the injection method according to any one of claims 9 to 13,
Injecting a friction modifier that reduces frictional resistance between the wheel and the rail;
An injection method characterized by the above.

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