JP2011084180A - Injection system and injection method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an injection system and an injection method capable of reducing the cost by injecting only an optimum spraying amount of an injection material according to a curved section. <P>SOLUTION: An injection device injects a friction relaxing material when a plurality of trains 1 pass through curved sections C<SB>1</SB>-C<SB>N</SB>one after another so that the total amount of the friction relaxing material to be injected at every train 1 becomes a standard spraying amount regulated in every curved section C<SB>1</SB>-C<SB>N</SB>. The injection device automatically injects the friction relaxing material by dividing into M times so that the total spraying amount of the friction relaxing material to be injected at every train 1 from the first to the Mth passing through the curved sections C<SB>1</SB>-C<SB>N</SB>becomes the standard spraying amount of each curved section C<SB>1</SB>-C<SB>N</SB>. The injection device injects the friction relaxing material so that the spraying amount of the friction relaxing material to be injected at every train 1 becomes the same. The injection device injects the friction relaxing material so that the spraying amount of the friction relaxing material to be injected at every train 1 from the first to the Mth passing through the curved sections C<SB>1</SB>-C<SB>N</SB>becomes the standard spraying amount/M of each curved section C<SB>1</SB>-C<SB>N</SB>. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an injection system 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. For example, a conventional friction modifier injection device includes a tank that stores the friction modifier, an injection device that injects the friction modifier from the tank onto the top surface of the rail, a detection device that detects a sharp curve, and this detection. And a control device that operates the injection device based on the detection result of the device (see, for example, Patent Document 1). Such a conventional friction modifier injection device starts the injection of the friction modifier when the train enters the curved section, and continues the injection of the friction modifier while the train is traveling in the curved section. When this train advances into this curved section, the injection of the friction modifier is stopped.

Japanese Patent Laid-Open No. 2001-151110

  The conventional friction modifier injection device continues to inject a certain amount of friction modifier while the train passes through the curved section. For this reason, in the conventional friction modifier injection device, a large amount of friction modifier may be injected even though the friction relaxation effect is sufficiently obtained even if the injection amount of the friction modifier is reduced. There is a problem that the adjustment agent is unnecessarily injected to increase the cost.

  An object of the present invention is to provide an injection system and an injection method capable of reducing the cost by injecting an injection material by an optimum spray amount in accordance with a curve section.

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 FIGS. 4, 5, 9, and 14, the invention according to claim 1 places an injection (C) between a wheel (W _L , W _R ) and a rail (R _L , R _R ). An injection system for injecting, comprising: an injection device (5) for injecting the injection when the train (1) passes through a curved section (C ₁ ,..., C _N ). When a standard spray amount of an object is specified for each curve section, the spray is divided into a plurality of times so that the total spray amount of the spray becomes the standard spray amount. Is an injection system (4).

  As for invention of Claim 2, in the injection system of Claim 1, as shown in FIG. 9, the said injection apparatus injects for every train, when several trains pass the said curve area sequentially. An injection system characterized by injecting the injection product such that the total application amount of the injection product becomes the standard application amount.

  The invention of claim 3 is the injection system according to claim 2, wherein the injection device injects the injection so that the amount of the injection of the injection injected for each train is the same. It is an injection system.

  According to a fourth aspect of the present invention, in the injection system according to any one of the first to third aspects of the present invention, as shown in FIG. 14, the injection device is configured such that one train enters the curved section. The injection system is characterized in that the injection material is injected so that the total amount of the injection material sprayed before the advance of the curve section becomes the standard application amount.

  According to a fifth aspect of the present invention, in the injection system according to the fourth aspect of the present invention, the spraying device is configured to apply the sprayed amount of the ejected matter between the time when the train enters the curved section and the time when the train advances. This injection system is characterized by injecting the injection product so that the number of particles decreases stepwise.

According to a sixth aspect of the present invention, in the injection system according to any one of the first to fifth aspects, as shown in FIGS. 4, 5, 10, and 15, the spraying condition of the injected matter is set. A scatter condition information storage device (16) that stores each scatter condition information as scatter condition information (D ₁ ,..., D _N ), a curve section detection device (14) that detects the curve section that the train enters, and A control device (20) for controlling the operation of the injection device, wherein the control device injects the injection based on the spraying condition information corresponding to the curve section detected by the curve section detection device. An injection system that controls operation of an injection device.

  A seventh aspect of the present invention is the injection system according to any one of the first to sixth aspects, wherein, as shown in FIGS. 4, 5, and 11 (B) to (D), the injection device Is an injection system comprising a forced injection start command device (18) for instructing the injection device to start an injection operation so as to forcibly start injection of the injection material at an arbitrary point.

  According to an eighth aspect of the present invention, in the injection system according to the seventh aspect, when the train is instructed to start an injection operation from the forced injection start command device while the train is passing through a curved section, the injection operation is performed. When the injection is started after the start command, and when the train is instructed to start the injection operation from the forced injection start command device before entering the curve section, the curve section in which the train enters after the injection operation start command The injection system is characterized in that the injection of the injection material is started when passing through the nozzle.

  According to a ninth aspect of the present invention, in the injection system according to any one of the first to eighth aspects, as shown in FIGS. 4, 5, and 11 (C) (D), the injection device An injection system comprising a forced injection stop command device (19) for instructing the injection device to stop the injection operation so as to forcibly stop the injection of the injection material at an arbitrary point.

  According to a tenth aspect of the present invention, in the injection system according to the ninth aspect, when the train is instructed to stop the injection operation from the forced injection stop command device while the train is passing through the curved section, the injection operation is performed. An injection system that stops the injection of the injection after a stop command.

According to an eleventh aspect of the present invention, in the injection system according to any one of the first to tenth aspects, as shown in FIGS. 4, 5, and 11 (A), the injection device is the injection object. It is an injection system characterized by including a curve section selection device (17) for selecting curve sections (C ₁ , C ₃ ) for injecting fuel.

  As for invention of Claim 12, in the injection system of any one of Claim 1 to Claim 11, as shown in FIG. 5, the said injection device is a frictional resistance between the said wheel and the said rail. It is an injection system characterized by injecting a friction relaxation material (C) that relaxes.

The invention of claim 13, FIGS. 4, 5, 10, as shown in FIGS. 12 and 14, a wheel (W _L, W _R) and the rail (R _L, R _R) injection was between ( C) is an injection method for injecting the spray when the train (1) passes through the curve section (C ₁ ,..., C _N ), and the standard spray amount of the spray is the curve section. An injection method characterized by injecting the spray into a plurality of times (S160, S180) so that the total spray amount of the spray is equal to the standard spray amount when specified for each time. It is.

  As for invention of Claim 14, in the injection method of Claim 13, as shown in FIG.10 and FIG.12, when several trains pass the said curve area sequentially, the said injection thing injected for every train This spraying method is characterized in that the spray is sprayed so that the total spraying amount becomes the standard spraying amount.

  A fifteenth aspect of the present invention is the injection method according to the fourteenth aspect, wherein the sprayed material is sprayed so that the sprayed amount of the sprayed material sprayed for each train is the same.

  According to a sixteenth aspect of the present invention, in the injection method according to any one of the thirteenth to fifteenth aspects, as shown in FIG. 14, after one train enters the curved section, the curved section The spraying method is characterized in that the sprayed material is sprayed so that the total sprayed amount of the sprayed material to be sprayed before advancing is reached the standard sprayed amount.

  According to a seventeenth aspect of the present invention, in the injection method according to the sixteenth aspect, the sprayed amount of the sprayed material is reduced stepwise between the time when the train enters the curved section and the time when the train enters the curved section. This is an injection method characterized by injecting this injection product.

  The invention of claim 18 is the injection method according to any one of claims 13 to 17, wherein the injection of the injection is performed as shown in FIGS. 11 (B) to (D) and FIG. This injection method is characterized in that the injection operation start of this injection is commanded (S180) so as to be forcibly started at an arbitrary point.

  The invention of claim 19 is the injection method according to claim 18, wherein when the train is instructed to start an injection operation while passing through the curved section, the injection of the injection is started after the injection operation start command, When the train is instructed to start an injection operation before entering the curved section, the injection of the injection is started when the train passes through the curved section in which the train enters after the injection operation start command. It is an injection method.

  According to a twentieth aspect of the present invention, in the injection method according to any one of the thirteenth to nineteenth aspects, as shown in FIGS. This injection method is characterized by instructing the injection to stop the injection operation (S210) so as to forcibly stop at this point.

  The invention according to claim 21 is the injection method according to claim 20, wherein when the train is instructed to stop the injection operation while passing through the curved section, the injection of the injection is stopped after the injection operation stop command. An injection method characterized by the above.

  According to a twenty-second aspect of the present invention, in the injection method according to any one of the thirteenth to twenty-first aspects, as shown in FIGS. (S100) is an injection method.

  According to a twenty-third aspect of the present invention, in the injection method according to any one of the thirteenth to twenty-second aspects, as shown in FIG. 5, a friction relaxation that reduces a frictional resistance between the wheel and the rail. It is an injection method characterized by injecting material (C).

  According to the present invention, it is possible to reduce the cost by injecting the sprayed material by the optimum spraying amount according to the curve section.

It is a side view which shows roughly the train provided with the injection system which concerns on 1st Embodiment of this invention. It is a top view which shows the state of a wheel and a rail when a train provided with the injection system 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 system which concerns on 1st Embodiment of this invention passes a sharp curve, (A) is the contact state of the rail and wheel on the 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 system according to a first embodiment of the present invention. It is a lineblock diagram showing roughly the injection system concerning a 1st embodiment of this invention. It is a graph which shows the relationship between the application quantity of a friction relaxation material, and distance as an example. It is a schematic diagram for demonstrating the relationship between the application quantity of a friction relaxation material, and distance. It is a graph which shows the example of a dispersion | distribution of a friction relaxation material, (A) is a graph which shows the relationship between the amount of dispersion | distribution of a friction relaxation material when a large amount is initially sprayed as an example, and (B) was sprayed a small amount every time. It is a graph which shows the relationship between the application quantity of the friction relaxation material in a case, and distance as an example. It is a schematic diagram for demonstrating the automatic injection operation | movement by the injection apparatus of the injection system which concerns on 1st Embodiment of this invention. It is a schematic diagram which shows the data structure of the spraying condition information storage device of the injection system which concerns on 1st Embodiment of this invention as an example. It is a schematic diagram for demonstrating the injection operation | movement by the injection apparatus of the injection system which concerns on 1st Embodiment of this invention, (A) is a schematic diagram for demonstrating selection operation | movement of a curve area, (B) is It is a schematic diagram for demonstrating forced injection operation | movement, (C) is a schematic diagram for demonstrating forced injection stop operation, (D) is a schematic diagram for demonstrating forced injection stop operation after forced injection operation | movement. FIG. It is a flowchart for demonstrating operation | movement of the injection system which concerns on 1st Embodiment of this invention. It is a graph which shows the example of a dispersion | distribution of a friction relaxation material, (A) is a graph which shows the relationship between the amount of dispersion | distribution of a friction relaxation material when a certain amount is spread | diffused at once, and a distance as an example, (B) leaves an interval. It is a graph which shows the relationship between the application quantity of a friction relaxation material at the time of spraying a small quantity and distance, as an example. It is a schematic diagram for demonstrating the automatic injection operation | movement by the injection apparatus of the injection system which concerns on 2nd Embodiment of this invention. It is a schematic diagram which shows as an example the data structure of the distribution condition information storage device of the injection system which concerns on 2nd Embodiment of this invention.

(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 vehicle including an injection system according to the first embodiment of the present invention. FIG. 2 is a plan view showing a state of wheels and rails when a vehicle including the injection system according to the first embodiment of the present invention passes a sharp curve. FIG. 3 is a front view showing a state of wheels and rails when a vehicle including the injection system according to the first embodiment of the present invention passes a sharp curve, and FIG. FIG. 3B is a front view showing a contact state between the outer rail side rail and the wheel. FIG. 4 is a perspective view schematically showing an injection system according to the first embodiment of the present invention. FIG. 5 is a block diagram schematically showing the injection system according to the first embodiment of the present invention.

The track R shown in FIGS. 1 and 2 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. 2, the rail _RL is a sharply curved inner track (rail inside the curve), and the rail _RR is a sharply curved outer track (rail outside the curve). Rail R _L, R _R, as shown in FIG. 3, 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. 5, the rail R _L, R _R and the wheel W _L, W is the contact point S between _R acts normal force W and the tangential force F, the proportional coefficient of the tangential force F against the vertical force W (tangent 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. 2, 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 FIG. 1 and FIG. 2 is a vehicle composed for the purpose of operating the track R, and is a passenger train for transporting passengers, a freight train for transporting cargo, or a passenger train and a freight train. This is a mixed train that operates in combination. The train 1 is organized by vehicles 1A, 1B,.

  The vehicles 1A, 1B,... Are railway vehicles that travel on the track R, and are trains, diesel vehicles, locomotives, freight cars, and the like. The vehicle 1A is a leading vehicle of the train 1, and the vehicle 1B is a next vehicle connected next to the vehicle 1A. A vehicle 1A includes a vehicle body 2, a carriage 3, an injection system 4, and the like, and a vehicle 1B includes a vehicle body 2, a carriage 3, and the like.

The vehicle body 2 is a structure for loading and transporting passengers or cargo. The carriage 3 is a device that supports the vehicle body 2 and travels, and a pair of wheels W _L and W _R that are in rotational contact with the pair of rails R _L and R _R , respectively, and the vehicle body 2 and the carriage 3 are rotatably connected. And a towing device (not shown). Wheels W _L, W _R, as shown in FIG. 3, the rail R _L, the wheel tread W ₁ being contacted to frictional resistance and top surface R ₁ of R _R, when the railway vehicle passes through the sudden curve And a flange surface W ₂ that is in contact with the inner head side surface R ₂ of the outer rail-side rail R _R and receives frictional resistance.

The injection system 4 shown in FIGS. 4 and 5 is a system that injects the friction modifier C between the wheels W _L and W _R and the rails R _L and R _R. The injection system 4 disperses the optimum amount of the friction modifier C substantially uniformly for each curve section, and suppresses the friction modifier C from being consumed more than necessary. 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 A base material mainly composed of a carbon-based material to be reduced and a coating layer made of a hard plating layer covering the base material are provided. The injection system 4 includes an injection device 5, a curve section detection device 14, a speed detection device 15, a spray condition information storage device 16, a curve section selection device 17, a forced injection start command device 18, and a forced injection stop command. A device 19 and a control device 20 are provided.

The injection device 5 shown in FIGS. 1, 2, 4, and 5 is a device that injects the friction modifier C when the train 1 passes through a curved section. When the standard spreading amount of the friction modifier C is defined for each curve section, the injection device 5 uses the friction modifier C so that the total spreading amount of the friction modifier C becomes the standard spreading amount. Is sprayed in several times. For example, when the optimum standard application amount of the friction modifier C in a certain curve section is specified, the injection device 5 once applies the friction modifier C having the standard application quantity when the train 1 passes through this curve section. The friction modifier C is sprayed in a plurality of times with a spraying amount smaller than the standard spraying amount. The injection device 5 injects the frictional relaxation material C so that the amount of the frictional relaxation material C applied to the rails R _L and R _R becomes substantially constant regardless of the traveling speed of the train 1. The injection device 5 is installed on the vehicle body 2 side or the cart 3 side of the vehicle 1A.

FIG. 6 is a graph showing an example of the relationship between the application amount of the friction modifier and the distance.
The vertical axis | shaft shown in FIG. 6 is the application quantity (mg / m) of the friction modifier C, and a horizontal axis is distance (m). In the curve section (target section) shown in FIG. 6, if the application amount of the friction modifier C is 20 (mg / m) or more, the increase in the friction coefficient is suppressed, but the application amount of the friction modifier C is 20 (mg If it is less than / m), the friction coefficient tends to increase rapidly. Therefore, in the target section shown in FIG. 6, the friction relaxation material C is distributed substantially uniformly so that the amount of the friction relaxation material C applied is 20 (mg / m), thereby exerting the friction relaxation effect. Is possible.

FIG. 7 is a schematic diagram for explaining the relationship between the application amount of the friction modifier and the distance.
In Figure 7, when the train 1 sudden curve in the left direction as shown in FIG. 3 passes, the scattering amount of friction material C is sprayed between the left wheels W _L and the left rail R _L, and adhesion amount of friction material C adhered to the left side of the wheel W _L, the relationship between the deposition amount of the friction reducing material C adhered to the left side of the rail R _L as an example. A spray start point P ₀ shown in FIG. 7 is a point at which spraying of the friction modifier C is started. Application rate a _1,0, a _2,0 ... is the total amount of the friction material C to the wheels W _L is sprayed per rotation. Adhesion amount a _1,1, a _2,1 ... is the total amount of the friction material C to the wheels W _L is attached to the wheel W _L and the rail R _L per rotation. In Figure 7, 1/2 1/2 of the wheel W _L friction material C adhered to while the wheel W _L are rotated 1 is attached to the rail R _L remains on the wheel W _L, the wheel W _L There has been an assumption that 1/2 attached to the rail R _L 1/2 wheels W lubricative material C adhered to the _L during one rotation of the following remains rail R _L. Here, the friction-reducing material C adhered to the rail R _L while the wheel W _L rotates 1, the wheel W _L is considered that does not adhere to the wheel W _L during one revolution.

For example, as shown in FIG. 7, when the friction material C is sprayed by spray volume a _{1, 0} while the wheel W _L from spraying start point P _O is one rotation (1 revolution), the application rate a _1, 1/2 ₀ 1/2 remaining attached to the wheel W _L is attached to the rail R _L. As a result, the adhesion amount to the friction material C wheels _{W L a 1,1 = a 1,0 /} 2 only adheres the coating weight to the friction reducing material C rail R _L a _1,1 = a _1,0 / Only 2 sticks. Next, when the wheel W _L is sprayed friction reducing material C only application rate a _{2, 0} during one rotation (second rotation), 1/2 of the scattering amount a _{2, 0} is attached to the wheel W _L The remaining half adheres to the rail _RL . Further, the friction reducing material C is deposited amount a _{1, 0/2} only from the wheel W _L attached, the remaining 1/2 rail R _L 1/2 of the coating weight a _{1, 0} remains in the wheels W _L Adhere to. As a result, the wheel W _L a friction reducing material C remained only attached amount a _1,0 / _2/2, a new friction material C adheres only adhesion amount a _{1, 0/2,} friction material C is wheels W deposition amount in accordance with the _{L a 2,1 = (a 2,0 /} 2 + a 1,0 / 2) / 2 by adhering. Further, the rail R _L of friction material C is attached by adhesion amount a _{2, 0/2,} deposited from freshly friction material C is deposited amount a _1,0 / 2/2 only wheels W _L, friction The material C adheres to the rail _RL by an adhesion amount a _2,1 = (a _2,0 / 2 + a _1,0 / 2) / 2. Thus, the wheel W _L 1 a friction member C each time the rotational a _{1, 0,} a _{2, 0,} ... when sprayed, the wheel W _L and the rails R _L and each friction material C is deposited amount a Only _{x, 1} = (a _{x, 0/2} + a _x−1,0 / 2) / 2 is attached.

For example, as shown in FIG. 7, when the up line or down line of double track section or quadruple track section the train 1 runs (one way travel) is a scatter start point P ₀ as a zero, the wheel W _L is x revolutions The weight density (dispersion amount) of the friction relaxation material C when the number of passing axes is y at the point where the distance traveled is as follows.

Here, x and y shown in Equation 1 are integers, and when x ≦ 0 or y = 0 except for x = 1 and y = 0, a _{x, y} = 0 (mg / m).

FIG. 8 is a graph showing an example of the application of the friction modifier, and FIG. 8A is a graph showing, as an example, the relationship between the application amount of the friction modifier and the distance when a large amount is initially applied. (B) is a graph showing, as an example, the relationship between the application amount of the friction modifier and the distance when a small amount is applied each time.
The vertical axis | shaft shown in FIG. 8 is the application quantity (mg / m) of the friction relaxation material C, and a horizontal axis is distance. The graph shown in FIG. 8 is an example of scatter when six trains of eight trains of one train travel on this curved section one way assuming a certain curved section. The graph shown in FIG. 8 (A) is an example of spraying when 60 mg / 2.7 m of friction modifier C is sprayed over 100 m for the first time. The graph shown in FIG. 8 (B) is an application example in which 10 mg / 2.7 m of friction modifier C is applied over 100 m each time (total of 6 times). The graphs shown in FIG. 8 are all the simulation results calculated based on Equation 1, and the horizontal axis represents the wheel rotation speed x × wheel diameter (0.86 (m)) × π shown in Equation 1. As shown in FIG. 8 (B), each time the train passes, the friction modifier C distributed near the spray start point P ₀ shown in FIG. 7 is gradually pushed out toward the traveling direction of the train, The friction modifier C is carried over a wide area and is dispersed. As shown in FIGS. 8 (A) and 8 (B), when the total amount of the friction modifier C applied is the same in all cases, the case shown in FIG. In the case of spraying a small amount each time as shown in B), it is possible to distribute the frictional relaxation material C evenly over a long distance, and the application amount of the frictional relaxation material C as shown in FIG. 6 approaches a substantially constant state. I understand.

FIG. 9 is a schematic diagram for explaining an automatic injection operation by the injection device of the injection system according to the first embodiment of the present invention.
Figure 4 and injector 5 shown in FIG. 5, as shown in FIG. 9, the train 1 is curved section C ₁ of the plurality of, ..., when successively passing through the C _N, friction material is injected into each train 1 the total amount of C is curved section C _1, ..., injects the friction member C so that the standard application rate being defined for each C _N. Injector 5, as shown in FIG. 9, the curve section C _1, ..., friction material C application rate of total each curved section for injecting each train 1 from the first passing through C _N to M-th C _1, ..., so that the standard application rate of C _N, the friction material C is automatically injected separately in M times. Here, M, each curved section C _1, ..., a number of trains passing through C _N within a predetermined time, for example, each curved section C _1, ..., the last train from the first train passing through C _N to 1 day The number of trains up to. The injection device 5 injects the frictional relaxation material C so that the amount of the frictional relaxation material C sprayed for each train 1 is the same. Injector 5, as shown in FIG. 9, the curve section C _1, ..., friction material C application rate each curved section C ₁ for injecting each train 1 from the first passing through C _N to M-th ,..., C _N is sprayed so as to achieve a standard spreading amount / M of _N. For example, as shown in FIG. 8 (B), the injection device 5 has six trains 1 sequentially passing through the curved section when the standard spraying amount is 60 mg / 2.7 m and the spraying distance is 100 m in a certain curved section. Occasionally, each train 1 sprays the friction modifier C at a spraying amount of 10 mg / 2.7 m and a spraying distance of 100 m until the sixth train 1 passes from the first train 1. As shown in FIGS. 4 and 5, the injection device 5 includes a gas injection unit 6, a flow path 7, injection amount variable parts 8 </ b> L and 8 </ b> R, flow paths 9 </ b> L and 9 </ b> R, and ejected matter storage units 10 </ b> L and 10 </ b> R. , Variable throttles 11L, 11R, flow paths 12L, 12R, injection ports 13L, 13R, and the like.

  The gas injection unit 6 shown in FIGS. 4 and 5 is a device that injects compressed air. The gas injection unit 6 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 7. The gas injection unit 6 injects compressed air based on the injection operation signal output from the control device 20. The flow path 7 is a conduit through which compressed air flows, the upstream side is connected to the gas injection unit 6, and the downstream side is branched into two and connected to the injection amount variable units 8L and 8R.

The injection amount variable sections 8L and 8R are devices that vary the injection amount of the friction reducing material C. The injection amount varying units 8L and 8R vary the injection amount of the friction reducing material C according to the traveling speed of the train 1 so that the spray amount of the friction relaxing material C becomes substantially constant. The injection amount varying units 8L and 8R vary the injection amount of the friction moderating material C based on the detection result of the speed detection device 15 that detects the traveling speed of the train 1. 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. The injection amount variable parts 8L and 8R are provided with a pressure adjusting valve (solenoid valve) that functions as a flow rate regulator that adjusts the flow rate of the compressed air flowing through the flow paths 9L and 9R. It discharges to the accommodating portions 10L and 10R. The injection amount variable sections 8L and 8R are installed on the upstream side of the flow paths 9L and 9R, respectively, and adjust the flow rate of the compressed air flowing through the flow paths 9L and 9R based on the variable operation signal output from the control device 20. .

  The flow paths 9L and 9R are pipes through which the compressed air that has passed through the injection amount variable portions 8L and 8R flows. In the flow path 9L, the compressed air that has passed through the injection amount variable portion 8L flows toward the injection port 13L, and in the flow path 9R, the compressed air that has passed through the injection amount variable portion 8R flows toward the injection port 13R. The upstream side of the flow path 9L is connected to the injection amount variable unit 8L, and the downstream side is connected to the injected matter storage unit 10L. The upstream side of the flow path 9R is connected to the injection amount variable unit 8R, and the downstream side is connected to the injected matter storage unit 10R. The flow paths 9L and 9R have the same cross-sectional area.

The propellant accommodating portions 10L and 10R are portions that accommodate the friction modifier C. Injection was accommodating portion 10L 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 10R 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 propellant storage units 10L and 10R are, for example, tanks that store the friction modifiers C, and both have the same structure. When the compressed air that has passed through the injection amount variable portions 8L and 8R flows in the ejected matter storage portions 10L and 10R, the friction material C is discharged into the flow paths 12L and 12R together with the compressed air.

  The variable throttles 11L and 11R are throttles that can adjust the throttle opening to a predetermined value. The variable throttle 11L adjusts the flow rate of the compressed air that flows through the flow path 9L from the injection amount variable unit 8L toward the injected product storage unit 10L, and the variable throttle 11R moves from the injection amount variable unit 8R toward the injected product storage unit 10R. The flow rate of the compressed air flowing through the flow path 9R is adjusted. The variable throttles 11L and 11R change the cross-sectional areas of the flow paths 9L and 9R through which the compressed air flows, for example, by manually rotating the rotary operation unit, and the throttle openings (throttle amounts) of the flow paths 9L and 9R. It is a variable throttle valve etc. that can be adjusted. The variable throttles 11L and 11R are adjusted and set in advance to a predetermined throttle opening, and adjust the mixing ratio between the compressed air discharged from the injected matter storage portions 10L and 10R and the friction modifier C.

The flow paths 12L and 12R are pipe lines through which the compressed air and the friction relaxation material C flow. Passage 12L, 12R 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 10L, the 10R injection port 13L, the 13R The friction relaxation material C is sent out. As for the flow paths 12L and 12R, the upstream side is connected to the injection material accommodating parts 10L and 10R, and the downstream side is connected to the injection ports 13L and 13R.

The injection ports 13L and 13R are portions for injecting the friction relaxation material C together with the compressed air. Injection port 13L 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 1A, the injection port 13R is the right side in the traveling direction of the vehicle 1A wheels W _R and right The friction modifier C is injected between the rail R _R. Injection port 13L, 13R 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.

Curve segment detection device 14 shown in FIGS. 4 and 5, curved section C ₁ of the train 1 enters, ..., is a device for detecting the C _N. The curved section detection device 14 detects the current position of the train 1 based on a transmission signal (GPS signal) from a global positioning system (GPS) that specifies the three-dimensional position of the train 1, and this train The curve sections C ₁ ,..., C _N are detected with reference to a track information storage unit that stores track information related to the alignment and coordinates of the track R on which the vehicle 1 travels. The curved section detection device 14 outputs the absolute position information output by the ATS vehicle upper of the automatic train stop device (ATS) installed at a specific point on the track R when the transmission signal from the global positioning system cannot be received. The absolute position of the train 1 is received to detect the current position of the train 1 by integrating the distance pulse signals output from the speed detector 15 until the train 1 reaches the next ATS ground element. The curved section detection device 14 receives the current position information of the train 1 from, for example, a train information management system (Train Information Management System) mounted on the train 1 and moves to the curved sections C _{1 ,.} Can be detected. Curve segment detection device 14, curved section C ₁ of the train 1, ..., when detecting the entry into C _N, each curved section C _1, ..., curved section detection information corresponding to the C _N (curve section detection signal) Is output to the control device 20.

The speed detection device 15 is a device that detects the traveling speed of the train 1. The speed detection device 15 is a speed generator that detects the traveling speed of the train 1 based on a pulse signal generated by the rotation of the wheels W _L and W _R of the train 1. The speed detection device 15 outputs speed information (speed detection signal) corresponding to the speed of the train 1 to the control device 20.

FIG. 10 is a schematic diagram showing an example of the data structure of the spray condition information storage device of the injection system according to the first embodiment of the present invention.
Spraying condition information storage device 16 shown in FIGS. 4 and 5, spraying the spraying conditions of the friction reducing material C condition information D _1, ..., curved section C ₁ as D _N, ..., is a device for storing for each C _N . The spraying condition information storage unit 16, the curved section C ₁ shown in FIG. 9, ..., spraying condition information D ₁ in correspondence with C _N, ..., and stores the D _N. For example, as shown in FIG. 10, the spray condition information storage device 16 has curve section position information D ₁₁ ,..., D _1N , injection direction information D ₂₁ , ..., D _2N , and standard spray amount information D ₃₁ ,. , and D _3N, spray volume information D _41, ..., and D _4N, spraying distance information D _51, ..., spraying condition information D ₁ of the like D _5N, ..., stores D _N. Here, curved section position information D _11, ..., D _1N are curved section C _1, ..., which is information about the position of C _N. Curved section position information D _11, ..., D _1N are, for example, friction materials each curved section C ₁ to start and end the injection of C, ..., such as the latitude and longitude of the injection start point and the injection end point C _N coordinates and the train 1 each curved section from a starting point which starts traveling C _1, ..., a distance of the injection starting point and the injection end position of the C _N (kilometrage) and the like. Injecting direction information D _21, ..., D _2N is curved section C _1, ..., which is information about the direction for injecting the friction reducing material C when the C _N train 1 passes. The injection direction information D ₂₁ ,..., D _2N is, for example, on the left side in the injection direction when the train 1 enters the left curve as shown in FIG. Standard spray volume information D _31, ..., D _3N are curved section C _1, ..., which is information on the standard application rate of friction material C that is defined for each C _N. The standard spread rate information D ₃₁ ,..., D _3N is, for example, as shown in FIG. 8B, the standard spread rate 60 mg / 2.7 m = approx. 22.2 mg. Spray volume information D _41, ..., D _4N is curved section C _1, ..., which is information relating to an application rate of friction material C that is defined for each C _N. As shown in FIG. 8 (B), for example, as shown in FIG. 8 (B), the spraying amount information D ₄₁ ,..., D _4N is 10 mg / 2.7 per one train when a total of six trains spray each time. m = about 3.7 mg. Spraying distance information D _51, ..., D _5N is curved section C _1, ..., which is information about the spraying distance and then sprinkled continued friction material C that is defined for each C _N. The spread distance information D ₅₁ ,..., D _5N is, for example, a spread distance when a total of 6 trains spread over 100 m with a spread amount of 10 mg / 2.7 m each time as shown in FIG. Is 100m.

  FIG. 11 is a schematic diagram for explaining an injection operation by the injection device of the injection system according to the first embodiment of the present invention, and FIG. 11 (A) is a schematic diagram for explaining a curve section selection operation. 11B is a schematic diagram for explaining the forced injection operation, FIG. 11C is a schematic diagram for explaining the forced injection stop operation, and FIG. 11D is a forced injection operation. It is a schematic diagram for demonstrating subsequent forced injection stop operation | movement.

Curved section selection apparatus 17 shown in FIGS. 4 and 5, curved section C ₁ of the injection device 5 injects friction material C, ..., it is a device to select the C _N. Curved section selecting unit 17, for example, as shown in FIG. 11, the curve section C _1, ..., manually when selecting the curved section C _1, C ₃ that need to inject friction reducing material C of C _N It is operated by. The curve section selection device 17 is a touch panel switch that can be operated on the monitor screen of the train information management system in the crew room of the train 1. For example, as shown in FIG. 11 (A), the curve section selection device 17 operates a switch on the monitor screen of the train information management system, so that the curve section (Figure (Solid line portion shown in FIG. 11) C ₁ , C ₃ and a curve section (two-dot chain line portion shown in FIG. 11) C ₂ that does not require the application of the friction modifier C are selected. The curve section selection device 11 outputs to the control device 20 curve section selection information (curve section selection signal) regarding the selected curve section and the unselected curve section.

The forced injection start command device 18 shown in FIGS. 4 and 5 is a device that commands the injection device 5 to start an injection operation so that the injection device 5 forcibly starts injection of the friction modifier C at an arbitrary point. It is. As shown in FIG. 11 (B), the forced injection start command device 18 commands the injection device 5 to start the injection operation while the train 1 passes through the curved section C ₂ , or as shown in FIG. 11 (D). The train 1 is instructed to start the injection operation to the injection device 5 while passing through the curve section C ₁ . Forced injection start instruction device 18, for example, as shown in FIG. 11 (B), the curved section C ₂ when the train 1 is passing through, forcibly sprayed friction material C by determination of the operator's It is manually operated by the driver when the need arises. Further, for example, as shown in FIG. 11 (D), the forced injection start commanding device 18 automatically sprays the friction relaxation material C by a prescribed spray amount in the curve section C ₁ , and then displays the curve section C ₁ . When the train 1 is traveling, it is manually operated by the driver when it becomes necessary to forcibly disperse the friction modifier C according to the driver's judgment. Forced injection start instruction unit 18, as shown in FIG. 11 (C), the train 1 commands the injection operation starts in the injection device 5 before entering the curved section C _2. For example, as shown in FIG. 11 (C), the forced injection start command device 18 is used when it is necessary to forcibly disperse the friction relaxation material C in the curve section C ₂ according to the judgment of the driver. before the train 1 to the curved section C ₂ enters, it is operated manually by motorman. The forced injection start command device 18 is, for example, a touch panel switch that can be operated on the monitor screen of the train information management system in the crew room of the train 1, and outputs a forced injection start command signal to the control device 20.

The forced injection stop command device 19 shown in FIGS. 4 and 5 is a device that commands the injection device 5 to stop the injection operation so that the injection device 5 forcibly stops injection of the friction modifier C at an arbitrary point. It is. Forced ejection stop command device 19, as shown in FIG. 11 (C), the curved section C ₃ or directing the injection operation stopping the train 1 during passage in the injector 5, as shown in FIG. 11 (D) the curved section C ₁ train 1 or commanding injection operation stop injector 5 during the passage. For example, as shown in FIG. 11 (C), the forced injection stop command device 19 forcibly spreads the friction modifier C after starting the automatic dispersion of the friction modifier C in the curve section C _3. It is manually operated by the driver when there is a need to stop it. Further, the forced ejection stop command device 19, as shown in FIG. 11 (D), after the curved section C ₁ train 1 starts forcibly sprayed into the passage, the curved section C ₁ train 1 is traveling It is manually operated by the driver when it becomes necessary to forcibly stop the application of the friction modifier C at the judgment of the driver. The forced injection stop command device 19 is, for example, a touch panel switch that can be operated on the monitor screen of the train information management system in the crew room of the train 1, and outputs a forced injection stop command signal to the control device 20.

The control device 20 shown in FIGS. 4 and 5 is a device that controls the operation of the injection device 5. The control device 20 executes a predetermined injection process according to an injection program for injecting the friction modifiers C between the wheels W _L and W _R and the rails R _L and R _R. For example, the control device 20 outputs an injection operation signal to the gas injection unit 6 in order to cause the gas injection unit 6 to start or stop the injection of compressed air, or sets the flow rate of the compressed air to the injection amount variable units 8L and 8R. In order to make adjustments, variable operation signals are output to the injection amount variable sections 8L and 8R, or the curve sections C ₁ ,..., C _N of the train 1 are entered based on the curve section detection signal from the curve section detection device 14. determination or, or calculates the injection amount of the friction reducing material C based on the speed detection signal from the speed detector 15, scatter condition information D ₁ from the spraying condition information storage device 16, ..., and reads D _N, curve curved section C ₁ of section detection unit 14 detects, ..., spraying condition information D ₁ corresponding to C _N, ..., or the operation control of the injector 5 to inject the friction material C on the basis of D _N, Strong from forced injection start command device 18 Based on the injection start command signal, command the injection device 5 to forcibly inject the friction modifier C, or to force the injection device 5 to inject the friction modifier C based on the forced injection stop command signal from the forced injection stop command device 19. Command stop. The control device 20 includes an injection device 5, a curve section detection device 14, a speed detection device 15, a spray condition information storage device 16, a curve section selection device 17, a forced injection start command device 18, a forced injection stop command device 19, and the like. Are connected so that they can communicate with each other.

Next, the operation of the injection system according to the first embodiment of the present invention will be described.
FIG. 12 is a flowchart for explaining the operation of the injection system according to the first embodiment of the present invention. Below, it demonstrates centering around operation | movement of the control apparatus 20 shown in FIG.4 and FIG.5.
Figure 12 shows steps in (or less, S hereinafter) 100, a curved section C ₁ by a curved section selecting device 17, ..., C _N is the control device whether or not it has been selected 20 determines. When the curve section selection device 17 selects the curve sections C ₁ ,..., C _N , the curve section selection device 17 outputs a curve section selection signal to the control device 20. For example, as shown in FIG. 11, the curve section C _1, ..., when it is necessary to spray the friction material C in a curved section of the C _N C _1, C _3, these curved section by a curved section selecting apparatus 17 C ₁ and C ₃ are selected. When the control device 20 determines that the curve segment selection signal is input from the curve segment selection device 17 to the control device 20, the process proceeds to S110. On the other hand, when the control device 20 determines that the curve segment selection signal has not been input from the curve segment selection device 17 to the control device 20, the series of processing ends.

In S110, scatter condition information D ₁ from the spraying condition information storage device 16, ..., a D _N control unit 20 reads. As a result, the curved section C ₁ of the train 1 passes, ..., spraying condition information D ₁ corresponding to the C _N, ..., D _N are read from the sprayed condition information storage device 16.

In S120, a curved section C ₁ in a curved segment detection device 14, ..., detecting a control device 20 of C _N is commanded. As a result, for example, the curve section detection device 14 detects the current position of the train 1 based on a transmission signal from the global positioning system, and the curve information about the track R on which the train 1 travels and the current position of the train 1 are curved. The section detection device 14 collates.

  In S <b> 130, the control device 20 instructs the speed detection device 15 to detect the speed of the train 1. As a result, for example, the speed detection device 15 detects the traveling speed of the train 1 based on the pulse signal from the speed generator, and the speed detection device 15 outputs speed information to the control device 20.

In S140, the curve section C _1, ..., the control device whether the train 1 enters 20 determines the C _N. When the curve section detection device 14 detects the curve sections C ₁ ,..., C _N , the curve section detection device 14 outputs a curve section detection signal to the control device 20. When the control device 20 determines that a curve segment detection signal is input from the curve segment detection device 14 to the control device 20, the process proceeds to S150. On the other hand, when the control device 20 determines that the curve segment detection signal has not been input from the curve segment detection device 14 to the control device 20, the series of processing ends.

In S150, the control device 20 determines whether or not the curve sections C ₁ ,..., C _N detected by the curve section detection device 14 are the curve sections C ₁ and C ₃ to be selected. For example, as shown in FIG. 11 (A), a curved section C _1, ..., when the curved section C _1, C ₃ of the C _N is selected by the curved section selecting unit 17, the curve segment detection device 14 detects The control device 20 determines whether or not the curve sections C ₁ ,..., C _N are the curve sections C ₁ and C ₃ to be selected. When the curve sections C ₁ ,..., C _N detected by the curve section detection device 14 are the curve sections C ₁ , C ₃ to be selected, the process proceeds to S160, and the curve sections C ₁ ,. When C _N is a curve section C ₂ other than the selected curve sections C ₁ and C ₃ , the process proceeds to S170.

In S160, the control device 20 commands the injection device 5 to start automatic injection of the friction modifier C. For example, as shown in FIG. 11, when the curve section detecting device 14 detects the entry of the train ₁ into the curve section C ₁ to be selected, the scatter condition information D corresponding to this curve section C ₁ is shown in FIG. _The control device 20 searches for 1. As a result, the control device 20 causes the injection device to inject the friction relaxation material C in accordance with the injection direction information D ₂₁ , the application amount information D ₄₁ and the application distance information D ₅₁ corresponding to the application condition information D _1. 5 is instructed to start injection of the friction modifier C. Train 1 is a pulse signal output from the speed detecting device 15 from the start of entering the curved section C ₁ controller 20 is integrated, FIG between the rail R _L and the wheel W _L as shown in FIG. 5 As shown in FIG. 8 (B), the friction modifier C is automatically sprayed by a spray amount of 10 mg / 2.7 m while traveling a spray distance of 100 m from the spray start point P ₀ .

  For example, when the train 1 enters a sharp curve in the left direction in FIG. 3, when the pulse signal output from the speed detection device 15 is input to the control device 20, the friction modifier C suitable for the speed of the train 1 is injected. The control device 20 calculates the amount, and the control device 20 outputs a variable operation signal to the injection amount variable unit 8L. For this reason, the compressed air which flows into the flow path 7 from the air tank of the gas injection part 6 shown in FIG.4 and FIG.5 flows into the injection amount variable part 8L, and the friction relaxation material C enters the flow path 12L from the injection material accommodating part 10L. The friction relaxation material C is injected from the injection port 13L together with the compressed air. As a result, 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 train 1.

As shown in FIG. 3, the injection device 5 starts to inject the friction moderating material C from the vehicle 1 </ b> A side between the front wheel W _L and the rail R _L of the carriage 3 on the front side in the traveling direction of the vehicle 1 </ b> A. As a result, the friction material C collisions inside the head side R ₂ immediately before the contact point S shown in FIG. 5, 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. Further, when the friction material C is remaining on the inner head side R ₂ sustained reduction function of the coefficient of friction by the friction material C is over a long period of time, the train 1 passes Trailing train suddenly curve after passing However, the frictional relaxation effect is maintained by the remaining frictional relaxation material C.

In S <b> 170 shown in FIG. 12, the control device 20 determines whether or not a forced injection start command is received from the forced injection start command device 18. For example, FIG. 11 (B) (C), the even when the curved section C ₂ do not need to spray friction reducing material C by curve segment selection unit 17 is selected, the curve segment C ₂ There is a case where it is desired to forcibly disperse the friction modifier C during traveling. Further, for example, as shown in FIG. 11D, when a curve section C ₁ that needs to be sprayed with the friction modifier C is selected by the curve section selection device 17, the curve section C ₁ is being traveled. There is a case where it is desired to forcibly spray a lot of friction modifiers C. In such a case, as shown in FIG. 11 (B), the driver manually operates the forced injection start command device 18 after the train 1 enters the curve section C ₂ , or in FIG. 11 (C). As shown, if the driver manually operates the forced injection start command device 18 before the train 1 enters the curve section C ₂ , a forced injection start command signal is output from the forced injection start command device 18 to the control device 20. The When the control device 20 determines that the forced injection start command signal is input from the forced injection start command device 18 to the control device 20, the process proceeds to S180, and the forced injection start command signal is input from the forced injection start command device 18 to the control device 20. When the control device 20 determines that there is not, the process proceeds to S230.

In S180, the control device 20 commands the injection device 5 to start forced injection of the friction modifier C. When the driver manually operates the forced injection start command device 18, the control device 20 searches for the spray condition information D ₂ corresponding to the curve section C ₂ . As a result, the control device 20 causes the injection device 5 to forcibly inject the friction relaxation material C according to the injection direction information D ₂₂ , the application amount information D ₄₂ and the application distance information D ₅₂ corresponding to the application condition information D _2. Instructs the injection device 5 to start the forced injection of the friction modifier C.

In S190, the control device 20 determines whether or not a forced injection stop command is received from the forced injection stop command device 19. For example, as shown in FIG. 11 (C), between the start of spraying of the friction modifier C in the curve section C _{3 and} before the friction modifier C is sprayed at a spraying amount of 10 mg / 2.7 m and a spraying distance of 100 m. When the driver manually operates the forced injection stop command device 19, a forced injection stop command signal is output from the forced injection stop command device 19 to the control device 20. When the control device 20 determines that no forced injection stop command signal is input from the forced injection stop command device 19 to the control device 20, the process proceeds to S200, and a forced injection stop command signal is input from the forced injection stop command device 19 to the control device 20. When the control device 20 determines that it has been, the process proceeds to S210.

In S200, the control device 20 instructs the injection device 5 to stop the automatic injection of the friction modifier C. For example, as shown in FIG. 11 (A), during the period from the start of the injection of the friction modifier C in the curve section C ₁ until the friction modifier C is sprayed at a spray amount of 10 mg / 2.7 m and a spray distance of 100 m. When the driver does not manually operate the forced injection stop command device 19, the control device 20 applies the friction modifier C to the injector 5 after spraying the friction modifier C at a spray rate of 10 mg / 2.7 m and a spray distance of 100 m. Automatically command injection stop.

In S210, the control device 20 instructs the injection device 5 to stop the forced injection of the friction modifier C. For example, since the lateral pressure Q decreases during rainy weather, the friction relaxation effect can be sufficiently exerted even if the application amount of the friction relaxation material C is reduced. For this reason, when it rains, it is necessary to reduce the application amount of the friction modifier C to prevent the friction modifier C from being wasted. As shown in FIG. 11 (C), after the injection of the friction modifier C in the curve section C ₃ , the friction modifier C is forced to be applied at a spraying amount of 10 mg / 2.7 m and a spraying distance of 100 m. When the driver manually operates the injection stop command device 19, the control device 20 instructs the injection device 5 to stop the injection of the friction modifier C. As a result, the injection of the friction modifier C is forcibly stopped, and the consumption of the friction modifier C more than necessary is suppressed.

In S220, the control device 20 determines whether or not a forced injection start command is received from the forced injection start command device 18. For example, as shown in FIG. 11 (D), when the friction relaxation effect is not sufficient even though the friction relaxation material C is sprayed at a spray amount of 10 mg / 2.7 m and a spray distance of 100 m in the curve section C ₁ , There is a case where it is desired to forcibly disperse the friction modifier C at the judgment of a technician. For this reason, after spraying the friction modifier C in the curve section C ₁ , the friction modifier C is sprayed at a prescribed spray amount of 10 mg / 2.7 m and a spray distance of 100 m, and then the forced injection start command device 18 is operated by the operator. Is manually operated, the forced injection start command device 18 outputs a forced injection start command signal to the control device 20. When the control device 20 determines that a forced injection start command signal has been input from the forced injection start command device 18 to the control device 20, the process returns to S180, and the control device 20 commands the injection device 5 to start forced injection of the friction modifier C. . On the other hand, when the control device 20 determines that the forced injection start command signal is not input from the forced injection start command device 18 to the control device 20, the process proceeds to S230.

In S230, the control device 20 determines whether or not the train 1 has entered the next curve section. For example, when the curve segment detection device 14 detects that the train 1 that has advanced from the curve segment C ₁ has entered the next curve segment C ₂ , the curve segment detection device 14 outputs the curve segment detection information to the control device 20. . When the control device 20 determines that a curve segment detection signal is input from the curve segment detection device 14 to the control device 20, the process returns to S150, and the processing from S150 is repeated. On the other hand, when the control device 20 determines that the curve segment detection signal has not been input from the curve segment detection device 14 to the control device 20, the series of processing ends.

The injection system according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, when the train 1 passes through the curve sections C ₁ ,..., C _N , the injection device 5 injects the friction relaxation material C, and the standard application amount of the friction relaxation material C is a curve. section C _1, ..., when it is specified for each C _N, so that the total application rate of the friction member C is the standard application rate, injection device divides the friction material C into a plurality of times 5 sprays. Therefore, curved section C _1, ..., C _N by dispersing only the optimal application rate of friction material C according to, possible to suppress the friction material C is consumed more than necessary cost reduction Can do.

(2) In the first embodiment, when a plurality of trains 1 sequentially pass through the curved sections C ₁ ,..., C _N , the total application amount of the friction modifiers C injected for each train 1 is the standard application. The injection device 5 injects the friction relaxation material C so that the amount becomes equal. For this reason, the distribution of the friction modifier C can be controlled to optimize the application amount of the friction modifier C.

(3) In the first embodiment, the injection device 5 injects the friction relaxation material C so that the amount of the friction relaxation material C sprayed for each train 1 is the same. For this reason, the useless consumption of the friction relaxation material C can be suppressed by spraying the minimum necessary friction relaxation material C.

(4) In the first embodiment, spraying a spraying condition of the friction-reducing material C condition information D _1, ..., curved section C ₁ as D _N, ..., spraying condition information storage device 16 is stored for each C _N. Further, in the first embodiment, curved section C ₁ of the train 1 enters, ..., C _N is detected by the curved section detector 14, a curved section C ₁ of the curve segment detection device 14 detects, ..., C spraying condition information D ₁ corresponding to _N, ..., to inject friction material C on the basis of D _N, the control unit 20 controls the operation of injectors 5. Therefore, the distribution condition information D ₁ ,..., D _N corresponding to each curve section C ₁ ,..., C _N can be stored in a database in advance, and the curve sections C _{1 ,.} When detected, the friction modifier C can be sprayed under optimal spraying conditions.

(5) In the first embodiment, the forced injection start command device 18 instructs the injection device 5 to start the injection operation so that the injection device 5 forcibly starts the injection of the friction modifier C at an arbitrary point. To do. For this reason, as shown in FIGS. 11B and 11C, even when the vehicle passes through a curved section C ₂ where it is not necessary to spray the friction modifier C at normal times, the friction modifier C is judged by the driver. Can be forcibly sprayed to exert a friction relaxation effect.

(6) In the first embodiment, when the train 1 is instructed to start the injection operation from the forced injection start command device 18 while passing through the curve section C ₂ , the friction modifier C is injected after the injection operation start command. The injection device 5 starts. For this reason, as shown in FIG. 11 (D), even if it is only necessary to apply the specified amount of friction modifier C when passing through the curve section C ₁ during normal times, friction is determined by the judgment of the driver. The cushioning material C can be forcibly sprayed to further improve the friction relaxation effect.

(7) curve In the first embodiment, the train 1 when commanded injection operation starts from the curve section C ₂ forced injection start command device prior to entering the 18, this train 1 enters after the injection operation start command interval injection of friction reducing material C injector 5 begins when it passes through the C _2. For this reason, as shown in FIGS. 11B and 11C, even when passing through a curved section C ₂ where it is not necessary to spray the friction modifier normally, the friction modifier C is determined by the operator's judgment. It is possible to exert the friction relaxation effect by forcibly spraying.

(8) In the first embodiment, the forced injection stop command device 19 instructs the injection device 5 to stop the injection operation so that the injection device 5 forcibly stops the injection of the friction modifier C at an arbitrary point. To do. For this reason, as shown in FIG. 11 (C), even when passing through a curve section C ₃ where it is necessary to spray the friction reducing material C by a specified amount during normal operation, the friction is reduced by the judgment of the driver. The spraying of the material C can be forcibly stopped to suppress the consumption of the friction modifier C more than necessary.

(9) In the first embodiment, when the train 1 is instructed to stop the injection operation from the forced injection stop command device 19 while the train 1 is passing through the curve sections C ₁ and C ₂ , the friction modifier C is applied after the injection operation stop command. The injection device 5 stops the injection. Therefore, as shown in FIGS. 11 (C) and 11 (D), when the driver determines that the friction relaxation effect has been sufficiently exerted, the friction relaxation material C is forcibly stopped to stop the friction relaxation material C. The consumption of C more than necessary can be suppressed.

(10) In the first embodiment, the injection device 5 has curved section C ₁ for injecting friction material C, ..., C _N a curved section selection unit 17 is selected. Therefore, it is possible to arbitrarily select the curve sections C ₁ and C ₃ in which the friction modifier C needs to be sprayed among the curve sections C _{1 to} C _N through which the train 1 passes.

(Second Embodiment)
FIG. 13 is a graph showing an example of the application of the friction modifier, and FIG. 13A is a graph showing an example of the relationship between the amount of the friction modifier applied and the distance when a fixed amount is applied at a time. 13 (B) is a graph showing, as an example, the relationship between the application amount of the friction modifier and the distance when a small amount is applied at intervals. In the following, detailed description of the same parts and the same processes as those shown in FIGS.

  The vertical axis shown in FIG. 13 is the application amount (mg / m) of the friction modifier C, and the horizontal axis is the distance. The graph shown in FIG. 13 is an example of scatter when one train of 8 cars in one train travels one way on this curved section when a certain curved section is assumed. The graph shown in FIG. 13 (A) is an application example in the case where a constant amount of 60 mg / 2.7 m of friction modifier C is applied over 100 m when one train passes. In the graph shown in FIG. 13 (B), 800 mg / 2.7 m of friction modifier C is sprinkled in the first rotation, and about 50 m (17 rotations) apart, 700 mg / 2.7 m of friction modifier C is sprayed. This is an example of spraying when 700 mg / 2.7 m of friction modifier C is sprayed at about 50 m (17 rotations). The graphs shown in FIG. 13 are all the simulation results calculated based on Equation 1, and the horizontal axis is represented by the number of wheel rotations x × wheel diameter (0.86 (m)) × π shown in Equation 1. As shown in FIGS. 13 (A) and 13 (B), when the total amount of the friction modifier C is the same in any case, compared to the case where a constant amount is applied when passing one train shown in FIG. 13 (A), In the case of spraying in three times as shown in FIG. 13 (B), it is possible to distribute the frictional relaxation material C evenly over a long distance, and the application amount of the frictional relaxation material C as shown in FIG. It turns out that it approaches a certain state.

FIG. 14 is a schematic diagram for explaining an automatic injection operation by the injection device of the injection system according to the second embodiment of the present invention.
4 and injector 5 shown in FIG. 5, the standard application rate curve section C ₁ of the friction material C, ..., when it is specified for each C _N, the total application rate of the friction material C The friction modifier C is sprayed a plurality of times so as to achieve this standard spray amount. Injector 5, as shown in FIG. 14, one of the train 1 is curved section C _1, ..., C _N the curved section C ₁ from enters the, ..., injected until the advance of the C _N The friction relaxation material C is sprayed so that the total spraying amount of the frictional relaxation material C is the standard spraying amount. As shown in FIG. 14, the injection device 5 is configured such that the total amount of the friction modifier C sprayed for each train 1 passing through the curve sections C ₁ ,..., C _N is the respective curve sections C ₁ ,. _The friction modifier C is automatically sprayed in a plurality of times so that the _N standard spread amount is obtained. Injector 5 may, for example, as shown in FIG. 14, the curve section C _1, ..., train 1 passing through C _N is injected three times less friction reducing material C than the standard application rate. In this case, the injection device 5, the train 1 is curved section C _1, ..., C _N the curved section C ₁ from enters the, ... and before advancing the C _N, spraying lubricative material C The friction modifier C is sprayed so that the amount decreases stepwise. For example, as shown in FIG. 13 (B), the injection device 5 is configured such that when the standard application amount in a certain curve section is 60 mg / 2.7 m, the train 1 enters the curve section and wheels W _L , W _R is applied at an application rate 800 mg / 2.7 m the friction material C during one rotation, while the train 1 moves a distance 50m stops injection of friction reducing material C, then the wheel W _L, W _R is applied at an application rate 720 mg / 2.7 m the friction material C during one rotation, while the train 1 moves a distance 50m stops injection of friction reducing material C, finally the wheel W _L, W _R Friction modifier C is sprayed at a spraying amount of 700 mg / 2.7 m during one rotation of.

FIG. 15 is a schematic diagram showing an example of the data structure of the spray condition information storage device of the injection system according to the second embodiment of the present invention.
4 and FIG. 5, for example, as shown in FIG. 15, the curve section position information D ₁₁ ,..., D _1N , the injection direction information D _{21 ,.} spray volume information D _31, ..., and D _3N, spray volume information D _41, ..., and D _4N, spraying distance information D _51, ..., and D _5N, scatter count information D _61, ..., and D _6N, spraying distance information D _71, ..., spraying condition information D ₁ of the like D _7N, ..., stores D _N. Here, an application rate information D _41, ..., D _4N is curved section C _1, ..., which is information relating to an application rate of friction material C that is defined for each C _N. The spread amount information D ₄₁ ,..., D _4N is, for example, as shown in FIG. 13 (B), when one train injects the friction modifier C three times in a certain curve section. The application amount for the second time is 800 mg / 2.7 m = about 296.2 mg, the application amount for the second time is 720 mg / 2.7 m = about 266.7 mg, and the application amount for the third time is 700 mg / 2.7 m = about 259.3 mg. Scatter count information D _61, ..., D _6N is curved section C _1, ..., which is information about the spraying times when sprayed separately friction material C that is defined for each C _N. For example, as shown in FIG. 13 (B), the number of spraying times information D ₆₁ ,..., D _6N is the number of times of injection when one train injects the friction modifier C in three times in a certain curve section. 3 times. Spraying interval information D _71, ..., D _7N is curved section C _1, ..., is information about the interval for spraying the friction reducing material C when sprayed separately friction material C that is defined for each C _N . For example, as shown in FIG. 13 (B), the spraying interval information D ₇₁ ,..., D _7N is 1 when one train injects the friction modifier C three times in a certain curved section. The spraying interval is 50 m between the second spraying and the second spraying, and the spraying interval is 50 m between the second spraying and the third spraying.

The injection system according to the second embodiment of the present invention has the effects described below in addition to the effects of the first embodiment.
(1) In the second embodiment, one of the train 1 is curved section C _1, ..., C _N the curve from entering the section C _1, ..., is injected until the advance of the C _N Friction The friction relaxation material C injection device 5 injects so that the total application amount of the relaxation material C becomes the standard application amount. For this reason, the distribution of the friction modifier C can be controlled to optimize the application amount of the friction modifier C.

(2) In the second embodiment, the train 1 is curved section C _1, ..., C _N the curve from entering the section C _1, ..., until to advance the C _N, friction materials C The injection device 5 injects the friction relaxation material C so that the amount of application decreases stepwise. For this reason, the useless consumption of the friction relaxation material C can be suppressed by spraying the minimum necessary friction relaxation material C.

(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 of injecting the friction modifier C as an example has been described, but the present invention can also be applied to the case of injecting an injection other than the friction modifier C. . In this embodiment, the case of injecting compressed air as compressed gas has been described as an example. However, the present invention can also be applied to the case of injecting gas other than compressed air. Further, in this embodiment, the friction moderating material C is injected between the wheels W _L and W _R of the front shaft of the carriage 3 on the front side of the leading vehicle 1A and the rails R _L and R _R. It is not limited. For example, the friction moderating material C is injected between the wheels W _L , W _R and the rails R _L , R _R of the bogie 3 of the next vehicle 1B,. It is also possible to inject the friction modifier C between the front or rear wheels W _L and W _{R of the} rear carriage 3 and the rails R _L and R _R.

(2) In this embodiment, the main line or branch line curved section C _1, ..., if has been described by way of C _N an example in which the train 1 passes, which is a steep curve train 1, such as splitter passes The present invention can also be applied to. Further, in this embodiment, the case where the train 1 enters the left sharp curve has been described as an example, but the present invention can be applied to the case where the train 1 enters the right sharp curve. . Further, in this embodiment, the case where the injection system 4 is installed on the train 1 side has been described as an example, but the injection system 4 can be installed on the ground side to inject the friction modifier C from the ground side. .

(3) In this embodiment, the case where the vehicles 1A, 1B,... Are biaxial carts has been described as an example, but the present invention can also be applied to the case of a monoaxial cart or a triaxial cart. . In this embodiment, the curve section detection device 14 detects the curve sections C ₁ ,..., C _N based on the track information and the current position information, but is not limited to such a detection method. . For example, the lateral direction rotation angle of the traveling direction front side of the carriage 3 of the vehicle 1A (yawing angle) of the cam device, proximity switch senses the like displacement sensor or an acceleration sensor, the curve segment C _1, ..., detects the C _N You can also Further, in the first embodiment, the case where six trains 1 pass through a certain curved section has been described as an example, but the number of trains is not limited. Similarly, in this 2nd Embodiment, when the train 1 passed through a certain curve section, it demonstrated as an example the case where the friction relaxation material C was spread | dispersed in 3 times, However, The frequency | count of spreading is limited to 3 times. Not what you want.

DESCRIPTION OF SYMBOLS 1 Train 1A, 1B Vehicle 2 Car body 3 Bogie 4 Injection system 5 Injection device 6 Gas injection part 7 Flow path 8L, 8R Injection amount variable part 9L, 9R Flow path 10L, 10R Injection thing storage part 11L, 11R Variable throttle 12L, 12R Flow path 13L, 13R Injection port 14 Curve section detection device 15 Speed detection device 16 Spray condition information storage device 17 Curve section selection device 18 Forced injection start command device 19 Forced injection stop command device 20 Control device R line R _L rail (inner gauge) )
R _R rail (outer gauge)
R ₁ head top surface R ₂ medial side W _L , W _R wheels W ₁ wheel treads W ₂ flange surfaces C Friction mitigation material (propellant)
Q lateral force C _1, ..., C _N curve section D _1, ..., D _N spraying conditions information

Claims (23)

An injection system that injects an injection between a wheel and a rail,
Comprising an injection device for injecting the injection when the train passes through a curved section;
When the standard spray amount of the propellant is defined for each of the curve sections, the spray device is configured to spray the propellant multiple times so that the total spray amount of the propellant becomes the standard spray amount. Spraying separately,
An injection system characterized by. The injection system according to claim 1.
The injection device, when a plurality of trains sequentially pass through the curve section, to inject this injection so that the total amount of the injection of the injection injected for each train is the standard application amount,
An injection system characterized by. The injection system according to claim 2,
The injection device injects the injection so that the spray amount of the injection injected for each train is the same,
An injection system characterized by. In the injection system according to any one of claims 1 to 3,
The injection device injects the injection so that the total amount of the injection of the injection injected from one train entering the curve section to the advance of the curve section becomes the standard application amount. To do,
An injection system characterized by. The injection system according to claim 4,
The injection device injects the injection so that the spray amount of the injection decreases stepwise after the train enters the curve section and advances into the curve section.
An injection system characterized by. In the injection system according to any one of claims 1 to 5,
A spraying condition information storage device for storing the spraying condition of the sprayed material as the spraying condition information for each curve section;
A curved section detection device for detecting the curved section into which the train enters;
A control device for controlling the operation of the injection device,
The control device controls the operation of the injection device to inject the injection based on the spraying condition information corresponding to the curve section detected by the curve section detection device;
An injection system characterized by. In the injection system according to any one of claims 1 to 6,
Including a forced injection start command device that commands the injection device to start an injection operation so that the injection device forcibly starts injection of the injection material at an arbitrary point;
An injection system characterized by. The injection system according to claim 7,
The injection device
When the train is instructed to start an injection operation from the forced injection start command device while passing through a curved section, the injection of the injection is started after the injection operation start command,
When the train is instructed to start the injection operation from the forced injection start command device before entering the curved section, the injection of the injection is started when the train passes through the curved section in which the train enters after the injection operation start command. To do,
An injection system characterized by. The injection system according to any one of claims 1 to 8,
Including a forced injection stop command device that commands the injection device to stop the injection operation so that the injection device forcibly stops the injection of the injection material at an arbitrary point;
An injection system characterized by. The injection system according to claim 9,
When the injection device is instructed to stop the injection operation from the forced injection stop command device while the train is passing through the curved section, the injection device stops the injection of the injection material after the injection operation stop command,
An injection system characterized by. In the injection system according to any one of claims 1 to 10,
Comprising a curve section selecting device for selecting a curve section in which the injection device injects the injected matter;
An injection system characterized by. In the injection system according to any one of claims 1 to 11,
The spraying device sprays a friction relaxation material that relaxes a frictional resistance between the wheel and the rail;
An injection system characterized by. An injection method for injecting an injection between a wheel and a rail,
When the train passes through a curved section, the spray is injected,
When the standard spray amount of the spray is defined for each curve section, the spray is divided into a plurality of times so that the total spray amount becomes the standard spray amount. ,
An injection method characterized by the above. The injection method according to claim 13,
When a plurality of trains sequentially pass through the curved section, injecting the injection so that the total application amount of the injection injected for each train is the standard application amount,
An injection method characterized by the above. The injection method according to claim 14, wherein
Injecting this injection so that the spray amount of the injection injected for each train is the same,
An injection method characterized by the above. In the injection method according to any one of claims 13 to 15,
Injecting the propellant so that the total spray amount of the spray injected from the time when one train enters the curve section to the time of entering the curve section becomes the standard spray amount;
An injection method characterized by the above. The injection method according to claim 16,
Injecting the spray so that the spray amount of the spray decreases stepwise between the time when the train enters the curve section and the time when the train advances.
An injection method characterized by the above. The injection method according to any one of claims 13 to 17,
Commanding the start of the injection operation of the injection so as to forcibly start the injection of the injection at an arbitrary point;
An injection method characterized by the above. The injection method according to claim 18,
When the train is instructed to start an injection operation while passing through a curved section, the injection of the injection is started after the injection operation start command,
When the train is instructed to start an injection operation before entering the curved section, the injection of the injection is started when passing through the curved section in which the train enters after the injection operation start command,
An injection method characterized by the above. In the injection method according to any one of claims 13 to 19,
Instructing the injection to stop the injection operation so as to forcibly stop the injection of the injection at an arbitrary point;
An injection method characterized by the above. The injection method according to claim 20,
When the train is instructed to stop the injection operation while passing through the curved section, stopping the injection of the injection after the injection operation stop command,
An injection method characterized by the above. The injection method according to any one of claims 13 to 21,
Selecting a curve section for injecting the propellant;
An injection method characterized by the above. In the injection method according to any one of claims 13 to 22,
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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