JP2013075601A - In-vehicle type friction adjusting material coating device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an economical in-vehicle type friction adjusting material coating device, that can stably and efficiently apply a liquid friction adjusting material on a rail vertex surface without any waste and keeping manufacturing costs low with a simple structure.SOLUTION: The device includes a liquid discharge nozzle 40 attached to a railway rolling stock to face a rail vertex surface. The liquid discharge nozzle 40 is a one liquid coating device for discharging a liquid friction adjusting material, pressed from a material tank mounted on the railway rolling stock to be fed through a material conduit line, to the rail vertex surface from above in a liquid state as-is, and includes: a pressure control valve 41 attached to the dead end of the material conduit line to manage discharge pressure of the friction adjusting material; a tubular nozzle body 43 extending from the pressure control valve 42 and made of a non-expansion material; and a check valve 44 attached to the leading end of the nozzle body 43 to be opened by pressure lower than the discharge pressure of the friction adjusting material.

Description

  The present invention relates to a friction adjusting material applying device that applies a liquid friction adjusting material used for adjusting friction between a rail wheel and a rail to a rail top surface, and more specifically, mounted on a chassis of a railway vehicle. The present invention relates to a frictional friction material coating apparatus.

  When a railway iron wheel travels on an iron rail, a creep force is generated along with a minute creep (slip) between the wheel and the rail. The correlation between creep and creep force is called the creep coefficient. Most of the contact problems between wheels and rails, such as the “squeaking noise” that occurs when a vehicle travels in a curved section and the wavy wear on the rail head, are due to the excessive creep coefficient between iron and iron and its negative creep characteristics. Has been caused. In particular, the negative creep characteristic is a source of energy for slip sticks and induces noise, vibration, and wavy wear on the rail head.

  Friction modifiers are used to solve various problems caused by the negative creep characteristics between the wheels and rails, and the creep coefficient between the wheels and rails is maintained at an optimum level by using the friction modifier. At the same time, the creep characteristics change positively, so that various problems related to the contact between the wheels and the rails are solved at once. In addition, the running resistance of the vehicle is reduced, and the vehicle driving energy can be reduced.

  The friction modifier is roughly classified into a solid solidified in a resin and a liquid mixed in water depending on the form. Solid friction modifiers are pressed against and attached to the wheel flanges and treads when necessary, while liquid friction modifiers are attached to the rail side surfaces and the top surface of the necessary sections such as sharp curve sections. The difference in the position of attachment to the wheel and the position of attachment to the rail is due to the difference in the type of friction modifier.

  Among these friction modifiers, the liquid friction modifier that adheres to the rail top surface is a multi-purpose, multifunctional friction modifier that reduces lateral pressure and creaking noise, prevents wavy rail wear, and prevents wheel slipping and sliding. Among them, those developed for coating devices (trade name: KELTRACK (liquid HPF) manufactured by Kelsan, Canada) are particularly excellent in usability, and a friction modifier coating device for this is also presented in Patent Document 1. Has been.

  The friction modifier application device presented in Patent Document 1 is a vehicle-mounted type mounted on the rear side of a rear carriage in a vehicle at the end in the traveling direction, and a liquid tank supplied from a material tank mounted on the carriage. This is a spraying method in which the friction adjusting material is sprayed from the spray nozzle also mounted on the carriage toward the top surface of the rail together with the compressed air supplied from the air tank mounted on the carriage. The friction modifier applied to the rail top surface by fog spray solves various problems related to the contact between the wheels and the rails when the following train passes through the section.

  However, as described above, the liquid friction modifier is a viscous water-based liquid obtained by mixing the friction modifier with water. For this reason, in the case of two-fluid mixed injection with compressed air such as mist injection, not only the friction adjustment material is caused to separate, but also the friction adjustment material in the injection nozzle is dried by the compressed air, and the nozzle is clogged. There is a risk of causing. In addition, since the diffusion of the sprayed liquid is unavoidable, there is also an economic problem that the friction adjusting material is supplied to places other than the rail top surface and the utilization efficiency of the expensive friction adjusting material is lowered.

JP 2001-151110 A

  It is an object of the present invention to be able to apply a liquid friction modifier to the rail head top surface stably and efficiently without waste, and at the same time, the structure is simple and the manufacturing cost can be suppressed at a low cost. The object is to provide an excellent on-vehicle friction modifier coating device.

  In order to solve the above-mentioned problems, an in-vehicle friction modifier application device according to the present invention includes a material supply means for supplying a liquid friction modifier from a material tank mounted on a railway vehicle to a material conduit, and the material conduit And a liquid discharge means for discharging the liquid friction adjustment material supplied to the rail top from the liquid discharge nozzle attached to the railway vehicle so as to face the rail top. The liquid discharge nozzle in the discharge means includes a pressure control valve that is attached to the end of the material conduit and manages the discharge pressure of the friction adjusting material, and a tubular nozzle made of a material that extends from the pressure control valve and does not expand. A main body and a check valve that is attached to the tip of the tubular nozzle main body and opens at a pressure lower than the discharge pressure of the friction adjusting material.

  In the on-vehicle friction modifier application device of the present invention, the liquid friction modifier accommodated in the material tank is pressurized and discharged down as a liquid from the liquid discharge nozzle through the material conduit, thereby causing the rail top surface To be supplied. Here, the liquid discharge nozzle is mounted on a railway vehicle together with a material tank, a pressure pump, and the like. For this reason, as the railway vehicle travels on the rail, the liquid friction adjusting material is directly supplied from the vehicle side to the top surface of the rail.

  The first feature of the in-vehicle friction modifier application device of the present invention is that, first, a liquid friction modifier is not mixed with a pressurized gas (conveying medium) such as compressed air, and the friction modifier is pressurized alone. Then, it is applied directly from the liquid discharge nozzle to the rail top surface. For this reason, in the liquid discharge nozzle, there is no drying by the pressurized gas (conveyance medium), and nozzle clogging hardly occurs. Due to such a one-liquid coating method, the structure of the liquid discharge nozzle is also simple.

  Second, since the discharge from the liquid discharge nozzle is not mist-jetted but is supplied in a bead shape to the rail top surface by liquid discharge, the friction adjustment material discharged from the liquid discharge nozzle is in the air. There is little diffusion. In addition, the effects of wind pressure and other factors associated with train travel may be reduced compared to fog jets, and a large amount of discharge can be supplied to the rail top surface, making it possible to use expensive friction modifiers. high. In addition, since a pressure control valve is provided at the end of the material pipe and a non-expanding material is used for the nozzle body extending from the pressure control valve, there is no fluctuation in the discharge amount due to pipe expansion. For these reasons, a predetermined amount of the friction modifier can be applied with high precision only at a predetermined application location.

  These features are realized by an organic combination of a plurality of members (a pressure control valve, a nozzle body, and a check valve) constituting the liquid discharge nozzle. The detailed functions of each member (pressure control valve, nozzle body and check valve) will be described in order below.

  The pressure control valve attached to the end of the material pipe eliminates the influence of the end pressure fluctuation due to the expansion of the material pipe on the tubular nozzle body when the pressurization pump is operated, and the inflow pressure to the nozzle body is constant. To manage. At the same time, the pressure in the material pipeline is maintained at a constant level, and the expansion of the pipeline due to the pressure is maintained at a constant level. Thereby, when the pressurizing pump is operated, the same amount of friction adjusting material as that discharged from the pump can be quickly supplied to the nozzle body through the pressure control valve.

  The nozzle body is a pipe (pipe) that guides the friction adjusting material from the pressure control valve to the vicinity of the top surface of the rail. By using a pipe having a large inner diameter, the risk of nozzle clogging can be reduced. By using a material such as a non-expandable metal or hard resin as the material of the nozzle body, the same amount of friction adjusting material as the friction adjusting material that has passed through the pressure control valve is discharged from the liquid discharge nozzle. Further, by using a material that can be plastically processed, the direction of the nozzle can be freely adjusted. Using this characteristic, the direction in which the friction adjustment material is likely to adhere to the rail top surface is taken into account by taking into account the traveling direction and speed of the train, the discharge speed of the friction adjustment material, the height of the nozzle from the rail top surface, etc. Can be given to.

  The function of the check valve is as follows. Since a pipe is used for the nozzle body, a relatively large amount of friction adjusting material remains in the nozzle body when the pressure control valve is closed. For this reason, the friction adjusting material remaining in the nozzle body even after the pressure control valve is closed may flow out (droop) from the nozzle body under its own weight. When this happens, air enters the nozzle body and dries the friction modifier remaining in the nozzle body, causing nozzle clogging. In order to prevent this, a check valve is attached to the tip of the nozzle body. This prevents the residual material from dripping after the pressure control valve is closed, thereby preventing the residual material from drying and clogging the nozzle.

  With regard to this check valve, it is sufficient if there is a check pressure that can prevent dripping of the friction adjusting material remaining in the nozzle body due to its own weight, and the valve opening pressure can be sufficiently reduced. For this reason, the check valve is small and can be easily attached to the tip of the nozzle body. Further, since the check pressure (valve opening pressure) is sufficiently smaller than the discharge pressure of the friction adjusting material, there is almost no influence on the performance of the pressure control valve by attaching the check valve. Furthermore, by selecting a material having a low affinity with the friction adjusting material as a constituent material of the check valve, it is possible to prevent the friction adjusting material from adhering to the nozzle tip after being discharged from the liquid discharge nozzle. The outlet shape of the check valve can be appropriately designed so that the flow-down shape of the discharged friction adjusting material is appropriate.

  Regarding the mounting position of the on-vehicle friction modifier coating device, the mounting position of the liquid coating nozzle is important. It is preferable to install the liquid application nozzle on the carriage so that it is located behind the wheels in order to avoid the influence of wind pressure, etc. associated with the running of the railway vehicle. If it does, it is more preferable to arrange behind the rear wheel among the wheels. For the same purpose, it is preferable that a windshield be installed in front of the liquid discharge nozzle in the vehicle running direction to shield the vicinity of the rail top surface below the check valve.

  Adjustment of the discharge amount of the friction adjusting material from the liquid discharge nozzle is normally performed based on a coating command signal. As the application command signal, it is preferable to use a pulse signal generated with the rotation of the wheel as the vehicle travels. In the train controller mounted on the vehicle side, a pulse signal accompanying the rotation of the wheel is generated and used for various purposes. The pulse signal is generated according to the number of rotations of the wheel, and can be generated every arbitrary traveling distance by changing the reference number of rotations. By using the pulse signal on the train controller side, it becomes possible to control the discharge amount for each unit mileage, so a predetermined amount of friction modifier is applied with high precision only at a predetermined application location. can do.

  Specifically, the amount of the friction adjusting material to be discharged is changed for each pulse signal (change of the discharge amount per time). Alternatively, every time a predetermined number of pulse signals are generated, a certain amount of friction adjusting material is discharged, and the amount of the friction adjusting material is changed by changing the number of pulse signals at that time (changing the discharge timing). Or they are combined. In either case, the discharge amount of the friction adjusting material for each unit travel distance can be accurately controlled. As the application command signal, a ground transponder can be used in addition to the pulse signal on the train controller side.

  The vehicle-mounted friction modifier coating device of the present invention uses a one-component liquid discharge nozzle that does not use compressed air, and the liquid discharge nozzle is a tubular nozzle made of a pressure control valve and a material that does not expand. Since the configuration combined with the main body is adopted, it is possible to avoid application amount fluctuations due to pipe expansion, and to apply a predetermined amount of friction adjusting material accurately only to a predetermined application location. In addition, since the nozzle body in the liquid discharge nozzle is a simple pipe (pipe), and a double valve structure with a check valve attached to the tip of the nozzle is used, material dripping from the nozzle body, resulting in the nozzle body The material can be prevented from clogging, and the friction modifier can be stably applied.

It is a side view of the vehicle-mounted friction modifier coating device which shows one Embodiment of this invention. It is a top view of the same vehicle-mounted friction modifier application device. It is the vertical side surface of the liquid discharge nozzle vicinity which is the principal part of the pressurization apparatus for same lateral pressure calibration. It is a rear view of the liquid discharge nozzle vicinity. It is a top view of the liquid discharge nozzle vicinity. It is a timing chart which shows operation | movement of the same liquid discharge nozzle.

  Embodiments of the present invention will be described below with reference to the drawings. The in-vehicle friction modifier application device of this embodiment includes a material supply means for supplying a liquid friction modifier from a material tank mounted on a railway vehicle to a material pipeline, and a friction adjustment of the liquid supplied to the material pipeline. Liquid discharge means for discharging the material from above to the rail head top surface as liquid from a liquid discharge nozzle attached to the railcar so as to face the rail head top surface.

  As shown in FIGS. 1 and 2, the material supply means and the material discharge means are provided behind the wheels, particularly the rear wheels 10, attached to the carriage of the railway vehicle. The material tank 20 attached to the lower surface of the vehicle body floor behind the carriage is provided with a pressure pump 30 attached to the front of the material tank 20 in the vehicle traveling direction. On the other hand, the liquid discharge means includes, as main components, liquid discharge nozzles 40 on both sides attached to the rearmost part of the carriage so as to be located behind the rear wheel 10.

  The two liquid discharge nozzles 40 correspond to the rear wheels 10 on both sides, and the two pressurizing pumps 30 correspond to the liquid discharge nozzles 40 on both sides. The pressurizing pump 30 and the liquid discharge nozzle 40 are connected to each other by two material pipes 50 provided below the floor of the vehicle body. The material tank 20 is a container for storing a liquid friction modifier.

  Each material pipe 50 includes a non-expanding metal pipe 51 fixed to the lower surface of the vehicle body floor, a first flexible pipe 52 connected to one end side of the metal pipe 51 and connected to the pressurizing pump 30, and a metal. The second flexible pipe 53 is connected to the other end side of the pipe 51 and is connected to the liquid discharge nozzle 40. The first flexible pipe 52 and the second flexible pipe 53 are for preventing liquid leakage from the connecting portion between the material conduit 50 and the pressurizing pump 30 and from the connecting portion between the material conduit 50 and the liquid discharge nozzle 40. It is an important member.

  The liquid discharge nozzles 40 on both sides are attached to the both sides of the both sides of the both sides of the both sides of the rear side of the axle 10 of the rear wheel 10 attached to the carriage through the mounting stays 60 extending rearward in the vehicle traveling direction. It is fixedly installed behind the rear wheel 10. The mounting stay 60 includes a vertical beam 61 on both sides extending rearward from both ends of the axle 11 and a lateral beam 62 extending between the vertical beams 61 on both sides and parallel to the axle 11. The liquid discharge nozzles 40 on both sides are supported through the brackets 70 at the locations.

  The bracket 70 includes an L-shaped base 71 having a vertical section bolted to the rear surface of the transverse beam 62, triangular reinforcing plates 72 attached to both sides of the base 71, and rearward from the lower end of the vertical portion of the base 71. The extended horizontal portion includes a pair of upper and lower vertical support plates 73 attached with the horizontal portion interposed therebetween, and a windshield stay 74 attached vertically to the lower surface of the horizontal portion. A bolt hole 79 on the base 71 side through which a bolt 80 for fixing the base 71 to the transverse beam 62 passes is a long hole in the vertical direction for adjusting the position of the liquid discharge nozzle 40 in the vertical direction. The bolt hole 63 on the side of the horizontal beam 62 is a long hole that is long in the horizontal direction in order to adjust the position in the horizontal direction (lateral direction) perpendicular to the traveling direction of the liquid discharge nozzle 40. The windshield stay 74 is a U-shaped rigid member that protrudes forward in the direction of travel and is open at the rear, and if it is made of rubber, the windshield 75 is curved into a U-shaped cross section and supported in a skirt shape by bolting. ing.

  Each of the liquid discharge nozzles 40 is positioned in front of a vertical support plate 73 attached to the horizontal portion of the base 71 and passes through a through hole 76 provided in the horizontal portion. 77 and the receiving member 78 are vertically fixed to the front side of the vertical support plate 73. Thereby, the liquid discharge nozzles 40 on both sides are disposed in the vehicle rearward direction position of the rear wheels 10 on both sides and directly above the rails, in a vertical posture and close to the rear wheels 10 and the rails.

  The detailed structure of each liquid discharge nozzle 40 is as follows. As shown in FIGS. 3 to 5, the liquid discharge nozzle 40 is attached to the pressure control valve 41 vertically attached to the front of the vertical support plate 73, and to the upstream side (upper side here) of the pressure control valve 41. A connecting member 42 to the second flexible pipe 53, a tubular nozzle body 43 that is vertically connected to the downstream side (here, the lower side) of the pressure control valve 41, and a check valve attached to the tip of the nozzle body 43 44 is a main component.

  The pressure control valve 41 manages the liquid discharge pressure from the liquid discharge nozzle 40 to a predetermined value. A management value of 20 to 40 kPa is appropriate. If the discharge pressure is too low, it will be easily affected by wind fluctuations. On the other hand, if it is too high, it jumps and scatters when it hits the rail. Here, the management value is 30 kPa.

  The nozzle body 43 connected to the downstream side (here, the lower side) of the pressure control valve 41 is made of a metal tube having a constant inner diameter over the entire length. The inner diameter of the nozzle body 43 is an important factor from the viewpoint of preventing clogging, and is preferably 3 to 5 mm. Here, the inner diameter is 4.4 mm and the outer diameter is a copper tube of 6 mm. If the inner diameter of the nozzle main body 43 is small, clogging is likely to occur. On the other hand, if the nozzle main body 43 is too large, the amount of the friction adjusting material remaining in the nozzle main body 43 will increase when the discharge of the friction adjusting material is stopped. If the capacity exceeds 44, the friction modifier may leak out.

  The metal tube that is a constituent material of the nozzle main body 43 is a rigid body that does not expand due to internal pressure, but has a workability capable of plastic working. Is bent forward in the vehicle traveling direction, that is, toward the rear wheel 10 at an inclination angle of about 45 degrees with respect to the vertical line. This inclination is the direction of the liquid discharge nozzle 40 relative to the rail, and greatly affects the adhesion of the friction adjusting material discharged from the liquid discharge nozzle 40 to the rail top surface. From the viewpoint of adhesion of the rail top surface of the friction modifier, it is preferable to select the inclination angle within a range of 30 to 60 degrees as an angle with respect to the vertical line. If the inclination angle is too small, the discharged friction adjusting material collides with the rail and jumps. On the other hand, if it is too large, the air-conditioning time of the friction modifier becomes longer and it is blown by the wind. In consideration of these, the angle is set to 45 degrees as described above. For the same reason, the distance from the tip of the liquid discharge nozzle 40 to the rail top surface is also important. Specifically, 20 to 80 mm is preferable, and 50 mm is adopted here.

  The check valve 44 attached to the tip of the nozzle body 43 is to prevent the friction adjustment material amount remaining in the nozzle body 43 from flowing out due to its own weight when the discharge of the friction adjustment material is stopped. The check pressure (opening pressure) is preferably made as small as possible within a range in which the outflow can be prevented because pressure loss can be reduced. Although the specific check pressure (open pressure) depends on the specifications of the nozzle body 43, it is usually preferably in the range of 1 to 5% of the discharge pressure (management pressure value by the pressure control valve 41). If the check pressure (open pressure) is too small compared to the discharge pressure, there is a risk that the friction modifier will not be completely prevented from flowing out. It becomes. Here, a check pressure (open pressure) of 1 kPa corresponding to about 3% of the discharge pressure of 30 kPa was selected.

  As the material constituting the check valve 44, it is preferable to select a material having a low affinity for the friction modifier, and specific examples thereof include polytetrafluoroethylene or silicon rubber. Silicon rubber was selected from among them.

  The tip shape of the check valve 44 determines the flow-down shape of the friction adjusting material discharged from the liquid discharge nozzle 40. If the tip shape, more specifically, the discharge port shape at the tip is circular, the material flow has a circular cross section, and if the shape is wide and flat, the material flow has a flat shape having a wide cross section. In any case, the bead shape of the friction adjusting material supplied to the rail top surface may be selected so as to be suitable for application and adhesion, and here, the flat shape is wide. Since the check valve 44 is not an injection nozzle, the cross-sectional shape of the material flowing out is substantially the same until it reaches the rail top surface and does not spread to the periphery.

  The nozzle body 43 and the check valve 44 at the lower end thereof are also located inside the windshield stay 74 in the bracket 70 and the windshield 75 below it. The windshield stay 74 and the windshield 75 are U-shaped shielding members that are convex forward and open at the rear, so that the nozzle body 43 and the check valve 44 at the lower end of the nozzle body 43 and the vicinity of the rail top surface below the nozzle body 43 are moved forward. Shield from both sides.

  Next, the function of the vehicle-mounted friction modifier coating device of this embodiment will be described.

  When a railway vehicle enters an application section that requires application of a friction modifier, such as a sharp curve section or a steep slope section, one or both of the two pressurizing pumps 30 in the in-vehicle friction modifier application apparatus operate. . When the pressurizing pump 30 is operated, the friction adjusting material is discharged from the corresponding liquid discharge nozzle 40. The discharge amount is controlled by controlling the operation of the pressurizing pump 30 as follows.

  In the train control device, as shown in FIG. 6, a pulse signal OC is generated corresponding to the rotation of the wheel. The duration t1 of the pulse signal OC is a constant 0.75 s, and the interval t2 can be arbitrarily set on the train controller side. The ON signal of the pressurization pump motor is given to the pump motor controller at the timing when the pulse signal OC on the train controller side corresponding to the rotation of the wheel is generated, and the duration t of the pump motor ON signal is adjusted (control) Examples 1 and 2: An example of changing the discharge amount per time).

  Alternatively, the number of occurrences of the pulse signal OC on the train controller side is adjusted with the duration t of the pump motor ON signal being constant (control example 3: example of changing discharge timing). That is, the maximum output of the pump motor ON signal every time the train controller side pulse signal OC is generated, the number of occurrences of the train controller side pulse signal OC is once every two times, once every three times. In this way, the number of generations of the pump motor ON signal is adjusted. Both the durations t2 of the pump motor ON signal may be adjusted.

  In either case, while the railway vehicle travels in the application section, one or both of the two pressurizing pumps 30 in the on-vehicle friction adjusting material application device operate to adjust the friction of the liquid from the liquid discharge nozzles 40 on both sides. As the material continues to be discharged intermittently in accordance with the operation timing of the pressure pump 30, the friction adjusting material is supplied to the rail top surface in a predetermined application section. At the same time, the operation time of the pressure pump 30 is controlled, whereby the discharge amount from the liquid discharge nozzle 40 (the discharge amount per unit travel distance is controlled according to various conditions such as the radius of curvature in the application section.

  At this time, the friction adjusting material is pressurized every time the pressurizing pump 30 is operated, sent from the material tank 20 to the liquid discharge nozzle 40 through the material conduit 50, and supplied from the liquid discharge nozzle 40 to the rail top surface. However, the material pressure is reduced to the set pressure by the pressure control valve 41 in the liquid discharge nozzle 40, and the liquid alone is discharged from the check valve 44 at the tip through the tubular nozzle body 43. For this reason, the discharged friction adjusting material does not diffuse around, but is concentratedly supplied to the rail top surface, and a bead of the friction adjusting material is formed on the rail top surface. In order to prevent the friction modifier from diffusing, the windshield 75 that shields the check valve 44 from the front and both sides of the rail top to the front and both sides is shielded from the front and both sides, the mounting position of the liquid discharge nozzle 40, the forward inclination angle of the lower portion of the nozzle body 43, etc. Needless to say, is contributing.

  In addition, the flexible pipe 52 and the flexible pipe 53 are used at both ends of the material pipe 50 connecting the pressurizing pump 30 and the liquid discharge nozzle 40 to protect the connecting section. However, since the pressure control valve 41 is provided on the inlet side of the liquid discharge nozzle 40, the residual pressure does not affect the liquid discharge nozzle 40. In the liquid discharge nozzle 40, the nozzle body 43 is made of a non-expanding metal tube, so that there is no influence by the residual pressure.

  The nozzle main body 43 has a relatively large inner diameter to prevent clogging. As a result, the remaining amount when the pressurizing pump 30 is stopped increases, and the outflow due to its own weight becomes a problem. There are concerns. In particular, in the vehicle-mounted friction modifier coating device of this embodiment, the pressurization pump 30 repeatedly stops frequently in order to perform intermittent supply using the vehicle-side pulse signal P1 and discharge amount control using this. The problem of spillage due to its own weight is great. However, since the check valve 44 is attached to the tip of the nozzle main body 43, the problem of material coagulation due to the outflow of the remaining flow material due to its own weight and the accompanying air intrusion does not occur.

  Furthermore, since a material having a low affinity with the friction adjusting material is used as the constituent material of the check valve 44, adhesion and clogging in the check valve 44 do not occur. As described above, since the check pressure (open pressure) of the check valve 44 is extremely small compared to the discharge pressure of the friction adjusting material, the discharge pressure is not affected.

  Incidentally, the on-vehicle friction modifier coating device of this embodiment can generate one pulse per 50 m of vehicle travel distance and discharge 2 to 10 cc of friction modifier according to the above-described specifications, and also a liquid ejection nozzle It is possible to apply a substantial amount of the discharged friction adjusting material to the rail head top surface by minimizing the influence of the wind by means of the mounting position of 40 and the inclination angle of the nozzle body 43, and further by the windshield 75 or the like. did it.

DESCRIPTION OF SYMBOLS 10 Rear wheel 20 Material tank 30 Pressure pump 40 Liquid discharge nozzle 41 Pressure control valve 42 Connection member 43 Nozzle body 44 Check valve 50 Material pipe 51 Metal piping 52, 53 Flexible piping 60 Mounting stay 61 Vertical beam 62 Horizontal beam 63 Bolt hole 70 Bracket 71 Base 72 Reinforcement plate 73 Support plate 74 Windshield stay 75 Windshield 76 Through hole 78 Receiving member 79 Bolt hole 80 Bolt

Claims (7)

Material supply means for supplying a liquid friction adjusting material from a material tank mounted on the railway vehicle to the material pipe, and the liquid friction adjusting material supplied to the material pipe so as to face the rail top surface. A liquid discharge means for discharging the liquid from the liquid discharge nozzle attached to the rail to the top surface of the rail as it is from above,
The liquid discharge nozzle in the liquid discharge means is attached to the end of the material pipe and is a pressure control valve for managing the discharge pressure of the friction adjusting material, and a tube made of a material that extends from the pressure control valve and does not expand. A vehicle-mounted friction adjusting material application apparatus comprising: a nozzle main body; and a check valve that is attached to a tip of the tubular nozzle main body and opens at a pressure lower than a discharge pressure of the friction adjusting material.   The in-vehicle friction modifier application device according to claim 1, wherein the liquid discharge nozzle is attached to the carriage so as to be located behind the wheel.   The vehicle-mounted friction modifier application device according to claim 2, wherein the liquid discharge nozzle is disposed behind a rear wheel.   4. The vehicle-mounted friction modifier application device according to claim 2 or 3, wherein the liquid discharge means includes a windshield installed in front of the liquid discharge nozzle in the vehicle traveling direction.   5. The vehicle-mounted friction adjusting material coating apparatus according to claim 1, wherein the amount of friction adjusting material discharged from the liquid discharge nozzle is adjusted based on a coating command signal.   6. The on-vehicle friction modifier application device according to claim 5, wherein the application command signal is a pulse signal on the train controller side that is generated with the rotation of a wheel as the vehicle travels, and the material supply means is a train. A vehicle-mounted type that adjusts the discharge amount of the friction adjusting material from the material discharging means by supplying the friction adjusting material for each pulse signal on the controller side and changing the supply amount of the friction adjusting material for each pulse signal. Friction modifier coating device.   6. The on-vehicle friction modifier application device according to claim 5, wherein the application command signal is a pulse signal on the train controller side that is generated with the rotation of a wheel as the vehicle travels, and the material supply means is a train. Each time a predetermined number of pulse signals are generated on the controller side, a certain amount of friction adjusting material is supplied, and the number of pulse signals at that time is changed to adjust the discharge amount of the friction adjusting material from the material discharging means. Car-mounted friction modifier application device.