JP2010228507A - Liquid lubricant applying method of railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To precisely apply a liquid lubricant to a range in the righter timing by a pick-up injection system. <P>SOLUTION: The problem is solved by applying the liquid lubricant by determining the timing for applying the liquid lubricant 13 to a rail 5 from an injector 2 in response to a curve of the rail 5 when a vehicle 1 travels. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a method for improving contact between a wheel and a rail in a railway vehicle, and more specifically, when a vehicle is traveling on a curve, a liquid lubricant is sprayed and applied to a specific portion of the rail, and the friction between the wheel and the rail is applied. The present invention relates to the application of a liquid lubricant to railway vehicles to reduce curve and improve curve passing performance and prevent abnormal wear of wheels and rails.

Regarding materials used for application to such rails, a technique of applying a solid friction modifier in contact with a wheel (Patent Document 1), a technique of applying a solid modifier or a high viscosity liquid modifier ( Patent Literature 2), technology for immersing in water (Patent Literature 3), technology for applying a friction modifier mixed with ceramic particles using carbon-based material as the main material (Patent Literature 4), plating with a carbon-based friction modifier, etc. Technology for applying a friction modifier coated with a layer (Patent Literature 5), Technology for applying coke particles and graphite particles as a friction modifier (Patent Literature 6), lubricating oil base oil, surfactant, addition of lubricating oil A technique of applying a friction modifier mixed with an agent and water (Patent Document 7) is known, and when a sharp curve approach of the front carriage of the leading vehicle is detected, the wheels and rails of the rear carriage of the leading vehicle Inject a friction modifier during Techniques to allow relaxation as possible friction between the vehicle itself wheel and rail that enters the steep curve (Patent Document 8) are also known.
JP-A-10-181600 JP 2001-151105 A JP 2003-276604 A JP 2006-188617 A JP-A-2005-75042 JP 2007-217539 A JP 2008-248080 A JP 2006-188158 A "Reduction effect of friction noise on wheels, rails, and flange contact noise", Sumitomo Metal Technology, Railway Industrial Equipment Division, Internet <URL: www.smt-railway.jp/content/friction_adjustment/pdf/souon.pdf >

  However, as described in Patent Documents 1 and 2, the method of applying the solid friction modifier in contact with the wheel can be applied to the minimum necessary places, so the problem of excessive slip and excessive friction due to excessive application While there is an advantage that the wasteful consumption of the agent can be suppressed, there is a problem of environmental pollution in which the fine powder of the solid friction modifier is scattered over a wide area and contaminated. In addition, there is a problem that a contact sound between the solid friction modifier and the wheel is generated.

  Further, as described in Patent Documents 4 to 7, as a liquid friction modifier, a carbon-based material as a main material mixed with ceramic particles, a carbon-based friction modifier such as a coating layer, -Mixtures of coke particles and graphite particles, lubricant base oils, surfactants, lubricant additives, and water mixes are not scattered around environmental pollutants or pollutants, In addition to high running costs, in order to avoid insufficient application, it is inevitably necessary to inject into an excessive range including the necessary range, reducing the effective utilization rate of the injected friction modifier and consuming it wastefully. There's a problem. At the same time, environmental pollutant particles remain attached to the vehicle and can be contaminated, so regular cleaning is required. Furthermore, it is difficult to remove environmental pollutant particles that have adhered to and penetrated the ground.

  Furthermore, Patent Document 8 omits the injection of the friction modifier during the wiper operation, and uses the water disclosed in Patent Document 3 to rely on the friction adjustment effect by rainwater, so that the friction modifier is wasted. The technology that avoids the loss of water is also disclosed, and the running cost is reduced, and there is an advantage that the problem of environmental pollution is reduced in the range where water is used, but it is difficult to obtain a sufficient friction adjustment effect with water.

  On the other hand, lubrication on the inner rail side of the rail will aim to satisfy the incompatible conditions of reducing wear and preventing derailment due to excessive lubrication, but lubrication on the outer rail side is a creaking sound due to negative creep ( For example, non-patent document 1)) is aimed at reduction, and overcoating does not become a problem. Regarding the generation of creaking noise due to negative creep, Non-Patent Document 1 gives a flange contact sound and depends greatly on the pressing force of the wheel flange against the rail shoulder, and the reduction of the flange force is limited only to the prevention of flange contact noise. In addition, it is very effective in preventing wear of the wheel flange and the rail shoulder, and the flange force F is a turning lateral pressure Y composed of excess centrifugal force, bogie force, etc., inner gauge side lateral creep force fi, outer gauge side lateral creep. It is composed of force fo (F = Y + fi + fo), turning lateral pressure is determined by running conditions and vehicle structure, inner and outer gauge lateral creep is determined by creep force and creep rate creep characteristics, and equilibrium creep rate is constant For example, the lateral creep force when the friction modifier is applied is smaller than the lateral creep force in the dry state, and as a result, the flange force when the friction modifier is applied. It decreases, and the flange contact sound is reduced. In addition, the flange force reduction effect when the friction modifier is applied to both rail head surfaces is greater than that of the rail head surface on one side.

  In any case, the optimum application conditions for the inner and outer gauges do not match, and no lubricant application technology that satisfies this requirement has yet been provided.

  An object of the present invention is a rail vehicle that is an on-vehicle injection type, can apply liquid lubricant precisely in the timing and range without excess and deficiency, and improves curve passing performance and prevents abnormal wear of wheels and rails, and abnormal noise generation. The main problem is to provide a liquid lubricant application method.

  In order to solve the above-described problems, the liquid lubricant application method for a railway vehicle according to the present invention is applied to a specific portion of a rail from a vehicle injector when the vehicle is traveling on a curved portion of the rail. In this application method, the main feature is that the curve of the rail is determined when the vehicle travels, and the timing and direction of applying the liquid lubricant from the injection tool to the rail are determined and applied in response to this determination. .

  In such a configuration, the rail curve when the vehicle travels on the curved portion of the rail is determined, and the liquid lubricant is applied from the injection tool to the rail at the timing and direction corresponding to this determination. The position becomes accurate, and the application range in the traveling direction determined in time and the application position or application range on the cross section of the rail can be satisfied with accuracy.

  As the liquid lubricant, an aqueous solution mainly composed of propylene glycol known as a lubricant having miscibility with water and almost no danger can be used.

  In addition, the liquid lubricant can be used by switching to an aqueous solution mainly composed of propylene glycol by storing rainwater or condensed water from an air conditioning system.

  Thereby, while rainwater or condensed water is stored, it can be effectively used as a liquid lubricant supplementing a liquid lubricant mainly composed of propylene glycol.

  Furthermore, the liquid lubricant can be injected in accordance with the curve, the vehicle speed detected by the speed sensor, and the ambient temperature detected by the temperature sensor.

  Thereby, application | coating of a liquid lubricant can respond | correspond correctly with respect to the difference in the viscosity by speed and environmental temperature in addition to a curve.

  Furthermore, the injection tool is to apply liquid lubricant only on the inner rail side of the rail or on the inner rail side of the rail before or after the outer rail side, based on the determination of the curve of the rail. Can do.

  Thereby, application | coating to the outer gauge side can be minimized by mainly applying the liquid lubricant to the inner gauge side.

  Furthermore, in 5 to 6 or more trains, injection tools can be provided on both the front trolleys of both leading vehicles and the front and rear trolleys of vehicles on the way.

  As a result, in any case where both leading vehicles are leading in the traveling direction, the liquid lubricant is applied from the jetting tool of the front carriage when entering the curved portion to be applied before the leading vehicle. Even if it may not be in time for lubrication with the wheel of the partial truck, it is possible to lubricate the running of the following vehicle, and in the case of applying the liquid lubricant on the leading vehicle in the latter half vehicle, it is possible to lubricate the running of the following vehicle. If the liquid lubricant is apt to be insufficiently applied to the running of the vehicle, the liquid lubricant is applied from the jetting tool of the running cart on the way, which is sufficient for running on the anti-traveling cart and beyond. Can respond.

  In addition, the determination of the curvature of the rail can be performed based on the correlation between the travel distance data including the total number of rotations of the wheel from the starting point of the vehicle and the rail curvature data, and each has a carriage with an injector attached. The application timing may be determined in consideration of the relative positional relationship of the vehicle.

  Thereby, from the correlation between travel distance data and rail curvature data, the curve of the rail during train travel can be determined without applying a sensing device, and the liquid lubricant can be applied.

  Further, the distance data may be reset at a specific or all stop stations after the travel start point, and may be used for determination of the curvature of the rail from the correlation with the previous rail curvature data with the reset stop station as the travel start point. it can.

  Thereby, the shift | offset | difference with the rail curvature data by the slip etc. during train driving | running can be corrected and eliminated.

  Further objects and features of the present invention will become apparent from the following detailed description and drawings. Each feature of the present invention can be used alone or in combination in various combinations as much as possible.

  According to the liquid lubricant application method for a railway vehicle of the present invention, the application range in the traveling direction determined in time by applying the liquid lubricant to the rail at a timing and direction according to the curve of the rail corresponding to the determination. And the application position or application range on the cross-section of the rail exactly, so that wasteful consumption of liquid lubricant is avoided without reducing the lubrication effect to prevent abnormal wear of wheels and rails and abnormal noise generation. And the impact on the running cost and the environment can be reduced accordingly.

  The liquid lubricant can be used as an aqueous solution mainly composed of propylene glycol, which is known as a lubricant that is miscible with water and has a very low risk, and has a lower running cost than the conventional friction modifier described above. Remarkably suppressed.

  Further, while rain water or condensed water is stored, it can be effectively used as a liquid lubricant supplementing a liquid lubricant mainly composed of propylene glycol, and the running cost can be further reduced.

  Furthermore, the application amount of the liquid lubricant can be accurately matched to the difference in viscosity depending on the speed and the environmental temperature in addition to the curve, so that it is possible to prevent the application amount from being excessive or insufficient in many aspects. .

  Furthermore, the application of the liquid lubricant to the inner gauge side is mainly performed, the application to the outer gauge side is minimized, and the usage amount of the liquid lubricant can be reduced.

  Further, while applying either of the liquid lubricants when either one of the two leading vehicles travels ahead and enters the application target curved portion in advance, lubrication to the traveling of the following vehicle is attempted even if it is not in time for itself. Insufficient lubrication with respect to the running of the latter half vehicle with ˜6 cars or more can be sufficiently coped with by lubrication from an increased position as compared with the leading vehicle on the way.

  In addition, from the correlation between mileage data and rail curve data, it is possible to determine the curve of the rail while the train is running without sensing equipment and apply liquid lubricant, reducing system cost and failure rate due to equipment. .

  In addition, the distance data is reset at specific or all stations, and the deviation from the rail curve data due to slips during train travel is corrected by using the reset stop station as the starting point for the determination of rail curvature. In addition, it is possible to prevent an application timing shift.

  1 to 4 of the present invention, the method for applying a liquid lubricant for a railway vehicle according to the present embodiment specifies the rail 5 when the vehicle 1 is traveling on the curved portion of the rail 5 as shown in FIG. In order to apply a portion, for example, the top of the inner rail 5 to the inner shoulder of the outer rail 5 from the injection tool 2 mounted on the vehicle 1, the vehicle 1 travel distance data and rail curvature data The timing for applying the liquid lubricant from the injection tool 2 to the rail 5 is determined by attaching various known curve detection sensors and curve detection means to the method for calculating the application timing obtained from the correlation between the two, Apply. In this way, the curve of the rail 5 when the vehicle 1 travels the curved portion of the rail 5 is determined, and the liquid lubricant 13 is applied from the injection tool 2 to the rail 5 at a timing corresponding to this determination. The application range can be accurately determined, and the application range in the traveling direction determined in time and the application position or application range on the cross section of the rail can be satisfied with accuracy. As a result, when using a liquid lubricant, regardless of its type, the application range in the traveling direction determined in time and the application position or application range on the cross section of the rail are accurately satisfied and lubrication is performed. The wasteful consumption of the liquid lubricant 13 can be suppressed without reducing the effect, and the running cost and the influence on the environment can be reduced accordingly.

  As the liquid lubricant 13, an aqueous solution mainly composed of propylene glycol, which is miscible with water and known as a low risk lubricant, can be used. In this experiment, the inventor conducted an experiment on the inner track side. In comparison with the average acceleration in the case of no application, the present example shows a very high peak in the vicinity of a frequency of 800 Hz without application. It has been reduced to below the current minimum level. Further, when comparing noise levels, at present, one peak is shown in the vicinity of a frequency of 800 Hz, and the next higher and lower levels are exhibited before and after that, whereas in the present embodiment, the current level is the quasi-high level. It is greatly reduced below the minimum level.

  Furthermore, the liquid lubricant 13 can be injected in accordance with the curve, the vehicle speed detected by the speed sensor, and the ambient temperature detected by the temperature sensor. This significantly reduces running costs compared to the conventional friction modifiers described above, and is subject to regulations under the Fire Service Act, Water Pollution Control Act, and Environmental Conservation Act. Naturally, the problem of environmental pollution is greatly reduced with respect to the entire organism.

  In the example of FIG. 1, the liquid lubricant 13 is injected according to the curve, the vehicle speed detected by the speed sensor 15, and the ambient temperature detected by the temperature sensor 16. Thereby, application | coating of the liquid lubricant 13 can be made to respond | correspond accurately with respect to the difference in the viscosity by speed and environmental temperature in addition to a curve. As a result, the application of the liquid lubricant 13 can accurately correspond to the difference in viscosity depending on the speed and the environmental temperature in addition to the curve, and it is possible to prevent the application amount from being excessive or insufficient in many ways. it can.

  In order to achieve such a method, the liquid lubricant application device for a railway vehicle according to the present embodiment turns on and off the high pressure electromagnetic valve 22 in the liquid storage tank 11 according to the speed as shown in FIG. Thus, the spraying tool 2 for spraying and applying the liquid lubricant 13 having the back pressure applied to the liquid storage tank 11 adjusted to the optimum pressure to the outer rail 5 and the specific portion of the inner rail 5 is different. The supply of air for opening and closing the electromagnetic valve 21, the curve of the rail 5, the speed of the vehicle 1, the electromagnetic valve control means 14 for controlling the injection amount of the liquid lubricant 13 according to the ambient temperature, and the curve of the vehicle 1 The vehicle 1 is provided with a curve detection function for calculating the application timing with respect to the vehicle, a speed sensor 15 for detecting the speed of the vehicle 1, and a temperature sensor 16 for detecting the ambient temperature.

  These liquid storage tank 11, liquid supply means 12, various sensors 3, 15, 16, and control means 14 are centrally equipped as an underfloor device 17 of the vehicle 1.

  Here, the injector 2 has a left rail 5 and a right rail 5, both of which are opened and closed by supplied air controlled by the left and right solenoid valves 21. If the liquid lubricant 13 in the liquid storage tank 11 is always supplied by back pressure and the electromagnetic valve 21 is opened, the liquid lubricant 13 can be injected immediately at a predetermined injection amount, and the pressure increasing electromagnetic valve in the middle of the liquid piping. 22, the pressure is increased according to the curve, the speed of the vehicle 1 and the viscosity of the liquid lubricant depending on the ambient temperature, and the coating can be applied at an injection speed corresponding to the speed of the vehicle. The application means 12 supplies the liquid storage tank 11 with the compressed air stored in the air tank 24 reduced to the injection reference pressure by the pressure reducing valve 25. Thereby, the existing air tank 24 used for other applications can be shared to obtain compressed air having a coating liquid reference pressure, and automatic application can be performed without requiring a special compressed air source.

  Furthermore, the liquid lubricant 13 can store rain water and dew condensation water from an air conditioning system, and can be switched to an aqueous solution mainly composed of propylene glycol. Thereby, while rainwater or condensed water is stored, it can be effectively used as a liquid lubricant supplementing the liquid lubricant 13 mainly composed of propylene glycol. Therefore, the running cost can be reduced in proportion to the effective use amount of rainwater or condensed water.

  Furthermore, the injection tool 2 is based on the determination of the curvature of the rail 5, and by applying the main liquid lubricant 13 to the inner rail side, only the inner rail side of the rail 5 or before the outer rail side, or The liquid lubricant 13 can be applied with a delay. Accordingly, at the application timing of the liquid lubricant 13 to the inner gauge side, the application at the outer gauge can be minimized to suppress wear at the flange portion, and the occurrence of abnormal noise can also be suppressed.

  Furthermore, in 5 to 6 or more trains, injection tools can be provided on both the front carriage 4 of both leading vehicles and the front and rear carriages 4 of the vehicle on the way. Thereby, in any case where both the leading vehicles are leading in the traveling direction, the liquid lubricant 13 is applied from the injection tool 2 of the front carriage 4 when entering the application target curved portion in advance. Even if it may not be in time for lubrication with the wheels of the front carriage 4 of the vehicle, it is possible to provide lubrication with respect to the traveling of the following vehicle, and the liquid lubricant 13 in the leading vehicle is 5-6 or more. In the application of the liquid, the liquid lubricant 13 tends to be insufficiently applied to the running of the latter half of the vehicle. By applying the liquid lubricant 13 from the injection tool 2 of the traveling side carriage 4 in the middle of the vehicle, the anti-running is performed. It is possible to sufficiently cope with traveling on the side carriage 4 or later. As a result, by applying the liquid lubricant 13 when either one of the two leading vehicles travels ahead and enters the application target curved portion in advance, while trying to lubricate the following vehicle, even if it is not in time for itself, Lack of lubrication with respect to the running of the latter half vehicle with 5-6 cars or more can be sufficiently dealt with by the lubrication from the running side carriage of the leading vehicle on the way vehicle.

  For this purpose, when the applicator 2 is provided on the leading traveling side of the leading traveling side wheel of the leading traveling side carriage 4 of the leading vehicle 4, lubrication is effectively performed from the leading traveling wheel of the leading traveling carriage 4 in the leading traveling vehicle. Become. Moreover, in order to satisfy this similarly in the vehicle on the way, the injection tool 2 is provided outside the both wheels in the front-rear direction when viewed on both vehicles in the front-rear direction of the vehicle, and corresponds to the wheel on the leading side. It is preferable to apply from the sprayer 2 to be applied.

  Moreover, the determination of the curvature of the rail 5 can be performed based on the correlation between the travel distance data including the total number of rotations of the wheels from the travel start point of the vehicle and the rail curvature data. As a result, the liquid lubricant 13 can be applied by determining the curvature of the rail 5 during train travel from the correlation between the travel distance data and the rail curvature data without sensing equipment, and the failure rate due to system cost and equipment. Is reduced. In addition, the injection tool 2 is provided correspondingly to all of the wheels of the carriage 4 of each vehicle, ideally all of them, and it is easy to cope with the application at the optimal timing and location.

  In this case, the distance data is reset at a specific or all stop stations after the travel start point, and is used for determination of the curvature of the rail 5 from the correlation with the previous rail curvature data with the reset stop station as the travel start point. be able to. Thereby, the shift | offset | difference with the rail curvature data by the slip etc. during train travel can be corrected, and the timing shift of application | coating can be prevented.

  The present invention is a wheel-rail contact improvement technique in a railway vehicle, and is achieved by suppressing the running cost and environmental impact by injecting a minimum amount of liquid lubricant to a track requiring contact improvement. Can do.

1 is a control circuit diagram and a connection diagram illustrating one example of a method and apparatus for applying a liquid lubricant for a railway vehicle according to an embodiment of the present invention. It is an experimental result graph which shows the relationship between the frequency and the average acceleration in the case where the present inner track side lubricant is not applied and the presence of the inner track side lubricant applied by the propylene glycol main agent liquid of the present invention. It is a graph which shows the relationship between a frequency and noise with no present application | coating of FIG. 2, and this invention application | coating.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Injection tool 2a Injection port 5 Rail 11 Storage tank 12 Liquid supply means 13 Liquid lubricant 14 Control means 15 Speed sensor 16 Temperature sensors 21, 22 Solenoid valve

Claims (8)

In the on-vehicle application method for a railway vehicle, the liquid is applied from the vehicle injector to the specific part of the rail when the vehicle is traveling on the curved portion of the rail.
A rail lubricant liquid lubricant application method, comprising: determining a curve of a rail during traveling of a vehicle; determining a timing of applying a liquid lubricant from a jetting tool to a rail in response to the determination; and applying the liquid lubricant.   The method for applying a liquid lubricant for a railway vehicle according to claim 1, wherein the liquid lubricant is an aqueous solution mainly composed of propylene glycol.   The method of applying a liquid lubricant for a railway vehicle according to claim 2, wherein the liquid lubricant stores rainwater or dew condensation water from an air conditioning system, and is switched to an aqueous solution mainly composed of propylene glycol.   The liquid lubricant application method for a railway vehicle according to claim 2, wherein the liquid lubricant is injected according to the curve, the vehicle speed detected by the speed sensor, and the atmospheric temperature detected by the temperature sensor.   Based on the determination of the curvature of the rail, the injection tool applies liquid lubricant only to the inner rail side top surface of the rail or to the inner rail side top surface of the rail before or after the outer rail side shoulder. The liquid lubricant application method according to claim 1, wherein the liquid lubricant is applied.   The method for applying a liquid lubricant according to any one of claims 1 to 5, wherein, in a train having 5 to 6 or more trains, an injection tool is provided on both the front carriage of both leading vehicles and the front and rear carriages of the middle vehicle. .   The liquid lubrication according to any one of claims 1 to 6, wherein the determination of the curvature of the rail is performed based on the correlation between the travel distance data including the total number of rotations of the wheel from the travel start point of the vehicle and the rail curvature data. Agent application method.   The distance data is reset at a specific or all stop stations after the travel start point, and is used for determination of the curvature of the rail from the correlation with the previous rail curvature data with the reset stop station as the travel start point. The liquid lubricant application method described.