JPH11173495A - Vehicle mounting type lubrication method and device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly lubricate a section requiring oil supply so as to suppress the pollution of the ambient environment due to oil by judging a direction of bending of a rail curve road based on an angular speed of a rolling stock and jetting lubricating oil fed under pressure from an electromagnetic pump intermittently to a rail on an outer side of the rail curve road. SOLUTION: An oil tank 1 storing lubricating oil is provided on a body of a rolling stock, and a first lubrication system 2 and a second lubrication system 3 are connected with the tank 1. Each lubrication system 2, 3 has an electromagnetic pump 12 to supply lubricating oil of which pressure is increased by the electromagnetic pump 12 to a lubrication nozzle 14 through a high pressure feed oil pipe 13. At this time, each lubrication nozzle 14 is operated by a control means 62 based on angular speeds of a rolling stock running on a rail curve road which are detected by an angular speed sensor mounted on the rolling stock. That is, the direction of bending of the rail curve road is judged based on the angular speeds of the rolling stock, and lubricating oil fed under pressure from the electromagnetic pump 12 is intermittently jetted to a rail A or B on an outer side of the rail curve road to perform non-contact oil supply.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to lubricating a rail on which a railway vehicle travels or a wheel of the railway vehicle rolling on the rail by using an oiler mounted on the railway vehicle on a curved road of the rail. The present invention relates to an on-vehicle oiling method for applying oil, and also relates to an on-vehicle oiling apparatus for performing the oiling method.

[0002]

2. Description of the Related Art Conventionally, a method and apparatus for applying grease to a rail vibration type for applying oil to a curved road of a rail,
On-board oiling methods and devices are known. The former is implemented by arranging an oiling device at an arbitrary point on a curved rail track. The oiling device includes an oiling member close to the rail on the rail curved road, a vibration detector for mechanically detecting rail vibration based on the running of the rail vehicle, and a nozzle provided on the oiling member in accordance with the detection. And a lubrication mechanism for supplying grease through the oil supply unit. When a running railway vehicle approaches a curved railroad track, the rail generates vibration on this curved road.In the oiling device, the vibration detector detects the vibration of the rail, and uses the vibration of the rail. By operating the oiling mechanism, grease is oozed from the nozzle to the oiling member and supplied. Therefore, when the railroad vehicle approaches the rail curved road, as the wheel flange passes through the lubrication member, grease is adhered to the wheel flange so as to be scraped off, and further, from this wheel to the rail. It can be transferred and oiled.

[0003] Further, the latter vehicle-mounted type, in which an oiling device is mounted on a railroad vehicle to apply oil, employs a proximity switch, a photoelectric switch or a mechanical lever to detect the curved road of the rail. And a rail curve detecting mechanism formed in combination with the above, and detects the displacement amount of the vehicle body with respect to the bogie of the railway vehicle by this mechanism. Then, when the detected amount is equal to or more than a predetermined value, the electromagnetic valve communicating with the air tank of the railway vehicle is opened, whereby the pressure of the supplied compressed air is used to remove the liquid lubricant in the lubricant tank. In addition to sucking up, the sucked-up lubricating oil is sprayed together with air from a spray nozzle arranged close to a wheel or a rail, so as to apply oil to a rail or the like.

[0004] By the way, when a railroad vehicle travels on a curved railroad, the lateral force acting on the railroad vehicle influences the wear of the wheel flanges and rails as compared with the straight railroad road, and the vehicle travelability is poor. However, it is effective to apply oil for lubricating rails and the like using the conventional oiling method and apparatus as described above in that the life and running performance of rails and wheels can be reduced.

[0005]

However, according to the method and the apparatus for grease oiling of the rail vibration type, the oiling apparatus must be individually installed for each curved path of the rail, which is uneconomical in terms of equipment. . Not only that, but the lubrication device is moved by rail vibration in addition to the close arrangement of the lubrication device in contact with the wheels of the vehicle, which poses a safety problem and the mounting adjustment of the lubrication device is very delicate. Therefore, there is a problem that the maintenance is also difficult.

According to the above-described on-vehicle type oiling method and apparatus, the above-mentioned problems can be solved. However, in the oiling apparatus, air pipes are used in addition to pipes for electric wiring and lubricating oil. Since it is necessary, the piping structure is complicated, and the structure of the rail curve detecting mechanism is complicated, so that there is a problem that a large amount of processing is required for mounting the same on a vehicle. In addition, while this detection mechanism is detecting the rail curved road, the lubricant is sprayed in a mist state with air all the time to continuously apply oil, so that the lubricant scatters and pollutes the surrounding environment. For example, it is not possible to apply oil only to the target location such as a rail, and the top of the rail or the tread of the wheel is also applied to the rail. May cause slippage. Furthermore, the rail curve detection mechanism continues to detect the rail curve as long as the railway vehicle is on the curve rail, so if power is supplied while the rail vehicle is stopped on this curve, the rail vehicle There is also a problem that the oiling by the spraying continues even when the vehicle is stopped, and there is much waste.

Further, the rail vibration type grease lubricating method and apparatus can be applied only at the installation location of the lubricating apparatus. Although it can be lubricated, it does not apply oil in consideration of vehicle speed and the size of rail curved road, etc.
It was difficult to say that proper oiling was being carried out because the oiling was only applied uniformly regardless of these conditions.

Accordingly, a first problem to be solved by the present invention is to properly lubricate a limited position of a rail or a wheel outside a curved railroad path of two rails, and to waste the lubrication. It is an object of the present invention to provide an on-vehicle oiling method and apparatus which can eliminate oil pollution in the surrounding environment and can simplify piping.

[0009]

In order to solve the first problem, a method according to the first aspect of the present invention is directed to a method in which two parallelly laid-out members are laid.
An angular velocity sensor mounted on a railroad vehicle traveling on the rail detects an angular velocity of the railroad vehicle when the railroad vehicle travels on a rail curved road of the rail, and based on the detected angular velocity, detects the rail curve. Determine the bending direction of the road, and then operate the electromagnetic pump faster as the magnitude of the detected angular velocity is larger to pump liquid lubricating oil,
The lubricating oil is intermittently ejected from an oiling nozzle adjacent to the rail outside the rail curved road or a wheel rolling on the rail, so that the top surface and the head of the rail outside the rail curved road are intermittently sprayed. At the boundary with the side of the part, or at the boundary between the flange and the rail tread on the wheel outside the curved rail road,
It is characterized by non-contact lubrication.

Generally, when a railway vehicle approaches a curved railroad track, a lateral force generated depending on the speed and the curvature of the railroad curved road acts on the railroad vehicle. It is known that the flanges of the wheels on the outside of a curved road compete at the border between the side of the head inside the curved road and the top of the head in the rail head of the rail outside the curved road.

By the way, the angular velocity of a running railway vehicle (that is, the angle change per unit time) depends on the speed of the railway vehicle and the curvature of the curved railroad track. Big, likewise,
The higher the vehicle speed, the higher the angular speed. Therefore, the change in the angular speed of the railcar determines whether the rail is a straight road or a curved road, and if the rail is a curved road, the direction of the curved road, etc. Data can be obtained.

Therefore, in the method according to the first aspect of the present invention, first, an angular velocity sensor detects an angular velocity of a railroad vehicle traveling on a rail curved road, and then determines a bending direction of the rail curved road based on the detected angular velocity. judge. Next, the electromagnetic pump corresponding to the determined bending direction is operated according to the magnitude of the detected angular velocity. In this operation, as the angular velocity of the railway vehicle increases, in other words,
The higher the speed of the railway vehicle and the smaller the curvature of the curved railroad track, the faster the pump operates. Thereby,
A fixed amount of liquid lubricating oil is intermittently injected from an oiling nozzle communicating with the pump to the outer rail on the rail curved path or the wheels rolling on the rail. Therefore, the rail or the wheel can be lubricated with an appropriate amount of lubricating oil according to the curvature of the rail curved road and the vehicle speed by such intermittent oiling according to the angular velocity. Moreover, since the lubricating oil thus applied is not used by utilizing the pressure of the air but is injected by the pressure of the pump, a fixed amount of liquid lubricating oil which is injected without being in a spray state is as if a short line. It is jetted while maintaining the shape of the shape, and adheres to rails and the like. Thereby, when the railroad vehicle approaches the rail curved road, the boundary between the head top surface and the head side surface of the rail outside the rail curved road, or the flange and the rail tread on the wheel outside the rail curved road. Non-contact refueling can be performed at the boundary between the two. In addition, when the curvature of the rail curved road is extremely large and can be substantially regarded as a rail straight road, and when the railroad vehicle stops on the rail curved road, the railroad vehicle is stopped in the same manner as when traveling on the rail straight road. Since the angular velocity does not occur or is negligibly small, the pump does not operate.

[0013] Similarly, in order to solve the first problem, an apparatus according to a second aspect of the present invention is mounted on a railcar running on two rails laid in parallel, and the railcar is mounted on the railcar. An angular velocity sensor that detects the angular velocity of the railway vehicle when traveling on a curved road, and a plurality of electromagnetic pumps mounted on the railway vehicle and pumping liquid lubricating oil corresponding to the bending direction of the rail curved road. An oiling nozzle mounted on the railway vehicle in close proximity to the two rails or wheels of the railway vehicle rolling on the two rails while being individually communicated with the discharge ports of the pumps; The output of the angular velocity sensor is processed to determine a bending direction of the rail curved road based on the detected angular velocity, and a pump corresponding to the determined bending direction is selected from the electromagnetic pumps according to the determination. Oil coating control means for operating the selected pump faster as the magnitude of the detected angular velocity is larger to pump liquid lubricating oil to the oil coating nozzle; and The pressure-fed lubricating oil is intermittently ejected from the oiling nozzle adjacent to the rail outside the rail curved road or the wheel rolling on the rail, and the head of the rail at a position outside the rail curved road. Non-contact refueling is performed at the boundary between the top surface and the side surface of the head, or at the boundary between the flange of the wheel located outside the curved rail road and the tread surface of the rail.

In the apparatus according to the present invention, the angular velocity sensor detects the angular velocity of the railway vehicle. And when the railroad vehicle approaches the rail curved road, each electromagnetic pump,
The pump operation sucks and discharges a fixed amount of liquid lubricating oil, and each of the oiling nozzles individually connected to these pumps collects the fixed amount of liquid lubricating oil pumped from the pump as if it were a short linear shape. Inject while maintaining the state. Thereby, limited to the boundary between the head top surface and the side of the head of the rail outside the rail curved road, or the boundary between the flange and the rail tread on the wheel outside the rail curved road, So that the lubricating oil is sprayed. Also, the oiling control means processes the output of the angular velocity sensor supplied thereto, determines the bending direction of the rail curved road from this output, and applies the determined bending direction to the rail or the like from among the pumps. In addition to selecting and operating a pump for oiling, the higher the angular velocity in this operation,
Control to speed up the pump operation of the selected pump. As a result, intermittent oiling according to the detected angular velocity, that is, an appropriate amount of lubricating oil according to the curvature of the rail curved road and the vehicle speed can be applied to the rail or the wheel. Furthermore,
The lubrication control unit processes the output of the angular velocity sensor supplied thereto, and when the curvature of the rail curved road is extremely large and can be regarded as substantially a rail straight road, and when the railway vehicle stops on the rail curved road. In this case, the operation of the pump is stopped in the same manner as when traveling on a straight rail road. Therefore, the apparatus according to the second aspect of the present invention can perform oiling by implementing the method according to the first aspect of the present invention.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to FIGS. As shown in FIG. 1, on-vehicle type lubricating apparatuses that carry out the on-vehicle type lubricating method of the present invention and apply non-contact lubrication only to rails located outside the curved portion on a curved railroad track are laid in parallel with each other as shown in FIG. It is mounted on a railway vehicle (hereinafter simply referred to as a vehicle) traveling on the two rails A and B. The oiling device described below in this installation is mounted on at least one of the vehicles constituting the train, but in order to be able to respond to switching of the running direction of the train, at least the leading vehicle of the train and It is preferable to mount it on each of the rear vehicles. or,
One or more on-vehicle oiling devices having a first oiling system corresponding to the rail A and a second oiling system corresponding to the rail B are mounted on the mounted vehicle.

The construction of the rails A and B is shown as a representative in FIG. 10, where d is the rail head, E is the top (or tread) of the head, and f1 and f2 are the heads. Side view. Similarly, the configuration of the wheel C of the vehicle body rolling on the rails A and B is shown as a representative in FIG. 11, in which g is a flange and h is a rail tread.

As shown in FIG. 1, the lubricating apparatus includes an oil tank 1 installed on a vehicle body or a bogie for storing liquid lubricating oil, a first oiling system 2 and a second oiling system 2 connected to the tank 1. The system includes an oiling system 3, a control panel 4 installed on the vehicle body, and first and second electric wiring systems 5 and 6, which individually apply control outputs of the control panel 4 to the two systems. The electric wiring systems 5 and 6 are composed of power and signal cables.

The first and second oiling systems 2 and 3 have the same configuration. These are provided with a low-pressure oil feed pipe 11 made of rubber or the like for convenient piping and a tip end of the oil feed pipe 11. An electromagnetic pump, for example, an electromagnetic plunger pump 12 (hereinafter abbreviated as a pump) connected to and connected to the suction port 12a, a high-pressure oil supply pipe 13 connected to a discharge port 12b of the pump 12 and formed of a high-pressure hose; This oil pipe 13
And a lubrication nozzle 14 connected to the tip of the nozzle. The pump 12 is mounted on a vehicle body or a trolley via a mounting bracket 15 thereof.
The electric wiring system 5 or the second electric wiring system 6 is connected, and the pumps 12 of the two systems 2 and 3 are controlled by the control panel 4 via the electric wiring system 5 as described later. Each oiling nozzle 1
4 is mounted on the trolley via the mounting bracket 16.

The structure of the pump 12 is shown in FIG.
That is, the pump casing denoted by reference numeral 21 in FIG.
The upper casing 23 is connected to the upper side of the intermediate casing 22 by a bolt or the like with a ring-shaped liquid-tight packing 24 interposed therebetween, and the lower casing 25 is connected to the lower side of the intermediate casing 22 with a ring-shaped liquid-tight packing 26 interposed therebetween. It is formed by being connected by bolting or the like. The pump casing 21 is fixed to the vehicle via the mounting bracket 15 in a vertical or oblique posture with the upper casing 23 positioned above.

At the lower center of the upper casing 23, a piston support block 27 inserted from below is screwed. A guide hole 2 is provided at the center of the block 27.
8 penetrates, and an oil guide groove 29 communicating with the upper end of the hole 28 extends in the radial direction of the block 27 and is formed on the upper end surface thereof. Reference numeral 27a denotes a ring-shaped packing for sealing between the upper casing 22 and the block 27 in a liquid-tight manner.

At the upper center of the upper casing 23, a stepped oil discharge hole 30 is formed which is located just above the guide hole 28 and communicates with the hole 28. A joint-shaped discharge port forming a discharge port 12b to which the high-pressure oil supply pipe 13 is connected is attached to the hole 30, and the discharge port 12b and a step portion of the oil discharge hole 30 are connected to each other. The oil discharge side check valve 31 is housed between the two. The valve 31 is composed of a ball valve body seated on the step portion as a valve seat, and a coil spring for urging the valve member to always press the valve portion against the step portion. The flow of the lubricating oil above the predetermined pressure in the direction is allowed, but the reverse flow is impeded.

Further, the upper casing 23 is provided with an oil guide passage 32 communicating with the oil guide groove 29, and a joint-shaped suction port body which communicates with the passage 32 and forms the suction port 12a. A suction side check valve 33 is attached. The low-pressure oil supply pipe 11 described above is inserted into the suction port 12a.
Is connected. The suction-side check valve 33 also includes a ball and a coil spring that constantly biases the ball toward the oil guide passage 32,
The valve 33 allows the flow of the lubricating oil from the suction port 12a in the direction of the oil guide passage 32, but prevents the reverse flow.

The lower casing 25 has a solenoid 3
4 are accommodated. The solenoid 34 fixes an upper core 36 made of iron on an upper part of a coil 35 wound on a bobbin, and magnetically connects the upper core 36
5 is provided, and a ring-shaped lower yoke 38 that magnetically connects to the yoke 37 and covers the lower end surface of the coil 35 is provided. An iron plunger 39 is formed inside the lower part so as to be movable in the axial direction. The upper core 36 has a center hole 36a extending in the axial direction.
A tapered recess 36b whose diameter gradually decreases toward the communication end with 6a is formed. The upper part of the plunger 39 is tapered so that it can be inserted into the tapered recess 36b, and an insulating pin 40 made of a non-magnetic material is attached to the upper end. This pin 40 prevents the inner surface of the tapered recess 36b from coming into contact with the upper tapered surface 39a of the plunger 39 due to the magnetic attraction of the plunger 39. Used to return immediately to the indicated initial position. The plunger 39 has a ventilation groove 39b.

The coil 35 is electrically connected to a terminal block 41 attached to the intermediate casing 22. The terminal block 41 is connected to a terminal of the first electric wiring system 5 or the second electric wiring system 6. Connected. A drive pulse is applied to the coil 35 through such electric wiring. For example, a DC voltage of 24 V to 50 V is applied for 100 ms.
It is applied at a drive cycle of up to 150 ms.

The intermediate casing 22 is provided with a pusher rod 43 which slidably penetrates a slide bearing 42 provided at the center thereof. The upper end of the pusher rod 43 is provided with a plunger receiving portion 43 a whose diameter is increased in a brim shape, and the lower end of the pusher rod 43 is supported against the upper end of the insulator pin 40. A piston 44 is accommodated in the pump casing 21. The upper portion of the piston 44 is slidably inserted into the guide hole 28, and the large diameter portion 44a at the lower end is provided.
Is supported against the upper end of the plunger receiving portion 43a. Between the large diameter portion 44a of the piston 44 and the piston support block 27, a spring, for example, a coil spring 45, which constantly urges the piston 44 downward, is provided by winding the piston 44.

In the pump 12 configured as described above,
A hole portion above the upper end of the piston 44 of the guide hole 28 and a hole portion below the step portion of the oil discharge hole 30 communicated with this hole portion form a pump chamber. Therefore, the pump 12 operates as follows.

The piston 44 has its own weight and a coil spring 45
When the pressure in the pump chamber is lowered by the urging force of the above, the liquid lubricating oil guided from the oil tank 1 through the low-pressure oil supply pipe 11 pushes and opens the suction-side check valve 33 to open the oil guide passage from the suction port 12a. It is sucked into the pump chamber through 32 and the oil guide groove 29. And the coil 3 of the solenoid 34
When a drive pulse is applied to the coil 5, the upper core 36 is magnetized by a magnetic field generated by the right-handed screw rule as a current flows through the coil 35. It is moved upward by suction. Therefore, the piston 4 is pushed through the pusher rod 43.
4 is pushed up and rises above the inlet end 30a of the oil outlet hole 30, the lubricating oil is compressed. Therefore, the oil outlet side check valve 31 is pushed open and the fixed amount in the pump chamber (from the inlet end 30a to the piston 44). (The amount corresponding to the rise of the upper end surface 44b of the upper end surface 44b by a predetermined distance).
b. At this time, the suction side check valve 33 maintains the valve closed state to prevent backflow and to promote the discharge of the lubricating oil described above. When the application of the drive pulse to the coil 35 is stopped after the discharge operation, the piston 44 is pushed down by its own weight and the spring force of the coil spring 45, so that the volume of the pump chamber is increased and the above-described suction operation is performed. Run. At this time, the plunger 39 is connected to the spring 45.
Is pushed down via the pusher rod 43 by the force of the above and returned to the initial position by its own weight to prepare for the next lubricating oil discharging operation. The above pump operation is repeated every time a drive pulse is applied to the coil 35.

The construction of the oiling nozzle 14 will be described with reference to FIG. The nozzle 14 is formed by screwing a threaded cylindrical body 52 to the distal end of a nozzle body 51 to which the distal end of the high-pressure oil supply pipe 13 is connected. The body 53 is attached to the nozzle body 51, and the nozzle body 53 is formed to accommodate the nozzle check valve 54 over the nozzle body 53 and the nozzle body 51. The threaded cylinder 52 surrounds the nozzle tube 53 from its periphery. The nozzle tube 53 has a small-diameter nozzle hole 53a having an inner diameter of, for example, about 0.8 mm at a tip end thereof, and a ring-shaped liquid-tight packing 55 is provided between the tube 53 and the nozzle body 51. It is sandwiched.

The nozzle check valve 54 is connected to the oil nozzle 14
, A ring-shaped seal 54b attached to the valve body 54a, and a seal 54b provided by winding the valve body 54a to form a tapered valve seat surface of the nozzle body 51. The valve body 54 is always pressed against the valve body 51a.
and a coil spring 54c that urges a.
The check valve 54 is pushed and opened by the high-pressure lubricating oil exerted through the high-pressure oil supply pipe 13 when the pump 12 performs the discharging operation, and the nozzle hole 53a of the lubricating oil is opened.
, And at other times, the valve is kept closed by the force of the coil spring 54c.

The mounting posture of the oiling nozzle 14 via the mounting bracket 16 described above is set as shown in FIG. That is, the oiling nozzle 14 is mounted on the rail A or B
And the inner shoulder i or j of the rail A or B is positioned on the extension of the nozzle hole 53a. In this case, arranging the oiling nozzle 14 so that the nozzle hole 53 is opposed to the side surface f1 of the head, rather than the inner shoulder portion i or j, means that the lubricating oil is applied to the top surface E of the head. It is excellent in that the risk of adhesion can be reduced.
Here, the inner shoulder portion i or j is a boundary formed by the head top surface E of the rail A or B and the inner side surface f1 of the rail A or B facing the inside.

The control panel 4 serves as a sensor unit 61 for detecting the angular velocity of the vehicle and oiling control means for controlling the operation of the pump 12 based on the detected angular velocity to control the oiling of the rails A and B. And a lubrication control circuit section 62. The control panel 4 is installed in the driver's seat or the lower floor of the vehicle body, but when installed in the driver's seat, it is excellent in that the control panel can be easily operated.

FIG. 3 shows the structure of the sensor unit 61. In the figure, reference numeral 65 denotes a unit housing, in which a sensor housing box 66 is provided with two types of rubbers 6.
7 and 68 are arranged via vibration isolating means. The anti-vibration means is packed over the entire inside of the unit housing 65, and a rubber 67 having a relatively high viscosity is provided.
Is sandwiched between relatively hard rubbers 68 from both upper and lower sides. Thereby, the rubber 67 absorbs the shock, and the rubber 68 absorbs the high frequency vibration to take a mechanical vibration proof measure.

The inner rubber 67 is hollow, and a sensor substrate 69 is disposed in this hollow portion. Sensor board 69
On the top, an angular velocity sensor 70, a temperature sensor 71 composed of a thermistor or the like, three electric heaters 72, and a heat insulating material 73
, An inner box 74 for accommodating them, and a sensor control circuit unit 75 are mounted respectively. The angular velocity sensor 70 has a rectangular box shape, and a temperature sensor 71 is arranged in contact with one surface thereof, and an electric heater 72 is arranged in thermal conduction contact with each of the three surfaces, and The heat insulating material 73 is provided so as to surround the angular velocity sensor 70, the temperature sensor 71, and each electric heater 72.

The angular velocity sensor 70 is a tuning fork-shaped sensor having a piezoelectric element mounted thereon. When angular acceleration is applied to a moving vehicle, a Coriolis force generated in a direction perpendicular to the moving direction is provided. Thus, the distortion generated in the piezoelectric element is extracted as an electric signal (for example, voltage) and detected as a rotational angular velocity (angular velocity). As this type of sensor 70, a vibration type angular velocity sensor used for an automobile navigation system, an automobile rotational angular velocity detection, a boat attitude detection and the like can be used.

The angular velocity sensor 70 is, for example,
V is output, and the output voltage in a neutral state where the angular velocity is not detected is set to 3V. Moreover, the angular velocity sensor 70 detects an angular velocity of 0 V to 3 V when the vehicle turns to the left in the traveling direction.
And a voltage of 3 V to 6 V is output at an angular velocity detected when the vehicle turns right in the traveling direction. In this specification, a neutral state in which the angular velocity sensor 70 does not detect an angular velocity is referred to as a zero point.

A sensor control circuit unit 75 to which a detection output of the angular velocity sensor 70 (hereinafter referred to as a sensor output voltage) is taken is provided on a sensor board 69. The circuit unit 75 includes an anti-vibration circuit that electrically performs anti-vibration processing on the sensor output voltage. That is, as shown in FIG. 7, the anti-vibration circuit includes a stabilizing circuit 81 for stably supplying a power supply voltage to the angular velocity sensor 70,
, A signal amplifying circuit 83 for amplifying the smoothed sensor output voltage, and a detection output averaging circuit 84 for averaging the amplified sensor output voltage
And According to this anti-vibration circuit, the disturbance of the waveform of the sensor output voltage of the angular velocity sensor 70 due to externally applied vibration is removed by the smoothing circuit 82, and the amplified output is averaged by the detection output averaging circuit 84. In this case, the disturbance of the waveform of the sensor output voltage due to an external impact can be reduced as much as possible.

Here, the averaging process means averaging the values of the sensor output voltage in an appropriately determined time unit. That is, as shown in FIG. 8, the sensor output voltage amplified by the signal amplifying circuit 83 is supplied to the A / D converter 85.
Is converted into digital data by the data operation circuit 86
Supplied to The arithmetic circuit 86 is also supplied with the averaging time specified by the averaging time setting circuit 87. Therefore, the data operation circuit 86 takes in the sensor output voltage during the designated averaging time, performs an operation to average it, and outputs the operation result as the sensor output voltage e. As a result, a sudden change in the voltage value of the sensor output due to external vibration or the like can be reduced, and the accuracy of the angular velocity detection can be improved. The averaging time setting circuit 87 has, for example, 1 second to 1 second by operating an operation element provided on the operation surface of the operation panel 4.
The averaging time of 16 seconds can be arbitrarily specified. Specifying this time as short as about 1 second can minimize the time delay from the rail curved road to the refueling command. Is preferred.

Therefore, the accuracy of the sensor output of the angular velocity sensor 70 can be improved by the vibration damping structure implemented by combining the electric vibration damping processing and the mechanical vibration damping processing shown in FIG. Can be.

The control circuit 75 performs a constant temperature process so that the temperature in the sensor housing box 66 can be kept constant. FIG. 9 shows the flow of this processing. That is, the temperature of the angular velocity sensor 70 is detected by the temperature sensor 71 disposed in contact therewith, and the detected temperature is compared with a set value by a comparator 88 provided in the circuit section 75. When the detected temperature is higher than the set value of the comparator 88, the control circuit unit 75 cuts off the power supply to the electric heater 72. Conversely, when the detected temperature is lower than the set value, the control circuit unit 75 turns off the electric circuit. The heater 72 is energized. Thereby, the temperature in the sensor housing box 66, and hence the temperature of the angular velocity sensor 70, can be made constant. In order to further ensure the constant temperature, the heat insulating material 73 is used, and each of the unit housing 65, the sensor housing box 66, and the inner box 74 is made of, for example, stainless steel having a low thermal conductivity. In addition, the sensor housing box 66 is surrounded by rubbers 67 and 68 so that the angular velocity sensor 70 is not affected by the ambient temperature as much as possible. With such a constant temperature measure, the accuracy of the sensor output of the angular velocity sensor 70 that is easily affected by the ambient temperature can be improved.

The oiling control circuit 62 processes the output of the angular velocity sensor 70 supplied from the sensor unit 61 and determines the direction of the curved roads of the rails A and B based on the detected angular velocity. According to this determination, the pump 12 corresponding to the determined bending direction is selected from the pumps 12, and the selected pump 12 is operated faster as the magnitude of the detected angular velocity is larger, so that the liquid lubricating oil is discharged. The oil supply nozzle 14 is fed under pressure. This circuit section 62
Is shown in the flow charts of FIGS. The details will be described below.

When the power is turned on, a process for clearing the initial conditions in step 1 is performed. Here, the initial conditions are a delay process for maintaining the inside of the sensor housing box 66 at a predetermined temperature and a zero point correction (update) process.

In the delay process, the electric heater 72 is energized upon power-on, and the oiling control circuit 62 is operated until the temperature in the sensor housing 66 rises to a predetermined temperature, for example, 40 ° C. The lubrication operation is stopped using a delay timer (not shown). Therefore, in this period, the sensor output voltage output from the angular velocity sensor 70 continues to increase due to the temperature characteristics of the angular velocity sensor 70, but the oiling operation is not executed regardless of that. Then, after the temperature in the sensor housing 66 and the output voltage of the angular velocity sensor 70 are stabilized by such delay processing, the time set in the delay timer elapses. After this point, control is performed so that the constant temperature is maintained by the constant temperature setting procedure already described with reference to FIG.

Subsequent to the time-up of the delay timer, the zero point correction processing shown in FIG. 6 is executed. That is, in step 21, the averaged sensor output voltage e of the angular velocity sensor 70 is read.
In the next step 22, the reading time (elapsed time t =
It is determined whether or not the voltage e read in step 0) is within the range of the allowable voltage fluctuation value (−d to + d) near the zero point voltage. Note that the voltage fluctuation allowable value is set to, for example, a width of 0.188 V around the zero point voltage (3 V). This step 2
Steps 21 and 22 are repeated as long as the determination in step 2 is NO, and if the determination in step 22 is YES,
That is, the sensor output voltage e becomes the voltage fluctuation allowable value (−d to +
If it is within d), go to step 23. In this step 23, it is determined whether or not the sensor output voltage e is within the voltage fluctuation allowable value (−d to + d) continuously for a predetermined monitoring time Ta.
Return to 1. The monitoring time Ta is set to, for example, 25 seconds.
If the determination in step 23 is YES, the process proceeds to the next step 24, where the zero-point voltage value b is updated, and the zero-point correction process ends. In this update, the monitoring time T
The zero point may be updated using the sensor output voltage e at the point a as the correction voltage, or the voltage value up to the monitoring time Ta may be averaged, and the zero point may be updated as the correction voltage value. Is also good. Performing such zero point correction
It is excellent in that error factors caused by temperature changes of the angular velocity sensor 70 and the like can be removed as much as possible, and detection accuracy can be further improved. In addition, as described above, continuing for a certain time near the zero point voltage means that the vehicle is traveling on a straight rail road, or is stopped, or is traveling at a constant speed on a rail curved road with a very large curvature. Means that there is no angular velocity.

When the clearing process of the initial condition is completed as described above, the oiling operation is enabled, and the next step 2 is executed, and the sensor output voltage e, which is the detection output of the angular velocity sensor 70, becomes 1 for example. Read every second. Thereafter, the read sensor output voltage e is converted into an A / D signal in step 3.
And converting the converted digital data into the next step 4
To perform an averaging process on the angular velocity in an arbitrarily designated time of 1 to 16 seconds. This processing is executed by the circuit shown in FIG. 8, whereby malfunctions due to vibrations and impacts during running of the vehicle can be prevented and detection accuracy can be improved.

Thereafter, step 5 is executed, and the sensor output voltage e of the averaged angular velocity sensor 70 is obtained.
And whether or not the zero point voltage b already updated in step 1 is substantially equal. If this comparison is YES (eb), it can be considered that the rail is a straight road, a curved road having a very large curvature, or a stop, so that monitoring is performed in the next step 6. It is determined whether or not the sensor output voltage e is within the predetermined voltage fluctuation range for the time Ta or more. If the determination is NO, the process returns to step S5. Then, if the determination in step 6 is YES, the process proceeds to the next step 7, where the T
The zero point voltage b is updated using the voltage e at the time a or the average value of the voltage e over the monitoring time Ta as a correction value, and the process returns to step S5.

The processing in steps 5 to 7 is the zero point correction processing described above. Steps 5 to 7 are only repeated when the vehicle is stopped on a straight rail road, a curved curved road having a maximum curvature, or a stop. In such a state, the lubrication operation is not performed and the non-lubricating state is maintained.

If the determination in step 5 is NO, step 8 is executed. In this step 8, it is determined whether or not the averaged sensor output voltage e is larger than the zero point voltage b. In other words, it is determined whether or not the vehicle has approached a right-curve rail curve in the traveling direction. If e> b, it is determined that the turning direction of the rail curve is a right curve. (Right-turning direction determining means of rail curved road) However, if the determination in step 8 is NO, the next step 9 is executed. In this step 9, it is determined whether or not the averaged sensor output voltage e is smaller than the zero point voltage b. In other words, it is determined whether or not the vehicle has approached the left curved rail curve in the traveling direction. If e <b, it is determined that the bending direction of the rail curved road is a right curve. If this determination is NO, the determination is repeated until the determination of e <b is satisfied. (Means for Determining Left Curving Direction of Rail Curved Road) If it is determined in step 8 that the rail curved road is a left curve based on the angular velocity detected by the angular velocity sensor 70, the process proceeds to step 10 and proceeds to step 10. 7
After reading the magnitude of the detected angular velocity 0, in other words, the sensor output voltage e, in the next step 11, the read sensor output voltage e is converted into an angular velocity to determine an oiling interval.

This interval, that is, the lubrication cycle T is determined as follows. That is, between the oiling cycle T (unit s) and the angular velocity ω (unit deg / s), T = K /
While there is a relationship represented by the expression of ω, the relationship between the angular velocity ω and the sensor output voltage e (unit v) of the angular velocity sensor 70 is represented by the expression of ω = (e−b) / a. here,
K is a coefficient for obtaining the oil application cycle T from the angular velocity ω, a is a constant for obtaining the angular velocity ω from the sensor output voltage e of the angular velocity sensor 70, and b is the value of the zero point voltage (including the updated voltage value). It is. From these equations, the oiling cycle T
Can be obtained by the equation of T = (K × a) / (e−b). As is clear from the equation of T = K / ω, it can be understood that the oiling cycle T becomes shorter as the angular velocity ω becomes larger, and conversely, the oiling cycle T becomes longer as the angular velocity ω becomes smaller. From this, it can be understood that the lubrication cycle T varies according to the curvature of the rail curved road, and that the lubrication cycle T varies according to the vehicle speed even with the same curvature.

Further, the detection of the curvature R of the rail curve portion in the determination of the oiling cycle T is performed as follows. The detection of a curved rail track depends on the following facts. That is, the angular velocity detected by the angular velocity sensor 70 increases as the curvature of the rail curved road decreases and as the vehicle speed increases. Therefore, the curvature R of the rail curved road (unit: m), the vehicle speed V (unit: km / s), and the angular velocity ω (unit: deg / s)
Is V × (1000/3600) = ω / (360 × 2
πR), and when this is expanded, R = 10
0 / 2π × (V / ω). In this equation, (100
/ 2π) as a constant A, R = A × (V /
ω).

Accordingly, the vehicle speed V detected by a speed sensor (not shown) and the angular speed ω detected by the angular speed sensor 70 are given to the relational expression of R = A × (V / ω), and are calculated. The curvature R of the rail curved road can be obtained.

Next, the routine proceeds to step 12, where the pump 12 included in the first oiling system 2 corresponding to the right curved rail curve path is selected, and the pump 12 is determined as described above. Operated according to the lubrication cycle T, the top surface E of the head forming the inner shoulder i of the left rail A on the curved rail road.
The lubricating oil is intermittently jetted from the oiling nozzle 14 to the boundary between the oil and the head side f1 to apply the oil. In this case, since the pump 12 performs the pump operation according to the oiling cycle T, the pump 12 operates faster as the magnitude of the angular velocity detected by the angular velocity sensor 70 increases, and conversely, the magnitude of the angular velocity decreases. The smaller, the slower the pump 12 is operated. As a result, the oil is intermittently applied to the inner shoulder i of the rail A with the oil amount proportional to the magnitude of the angular velocity. Then, after such an oiling operation is performed, the process returns to step 6 and the sensor output voltage e corresponding to the angular velocity detected by the angular velocity sensor 70 is monitored.

Similarly, if it is determined in step 9 that the rail curved road is a left curve based on the angular velocity detected by the angular velocity sensor 70, the process proceeds to step 13 where the magnitude of the angular velocity detected by the angular velocity sensor 70 is determined. In other words, after reading the sensor output voltage e, the next step 1
According to 4, the read sensor output voltage e is converted into an angular velocity to determine an oiling interval (oiling cycle T). Next, the process proceeds to step 12, wherein the pump 12 provided in the second oiling system 3 corresponding to the rail curve path of the left curve is selected, and the pump 12 is set to the oiling cycle determined as described above. T according to T, the top surface E and the side surface f1 of the head forming the inner shoulder j of the right rail B of the rail curved road.
The lubricating oil is intermittently jetted from the oiling nozzle 14 to the boundary between the above and the oil is applied. Also in this case, since the pump 12 performs the pump operation according to the oiling cycle T, the pump 12 operates faster as the magnitude of the angular velocity detected by the angular velocity sensor 70 increases, and conversely, the magnitude of the angular velocity Is smaller, the pump 12 is operated later.
Thereby, the oil is intermittently applied to the inner shoulder j of the rail B with an oil amount proportional to the magnitude of the angular velocity.
Then, after such an oiling operation is performed, the process returns to step 6 and the sensor output voltage e corresponding to the angular velocity detected by the angular velocity sensor 70 is monitored.

With the above control, the oiling control circuit 6
2 determines the bending direction of the curved road of the rails A and B based on the angular velocity detected by the angular velocity sensor 70 of the sensor unit 61, and corresponds to the determined bending direction of the plurality of pumps 12 according to this determination. Pump 12 is operated, the selected pump 12 is operated faster as the magnitude of the detected angular velocity is larger, and the liquid lubricating oil is pumped to the oiling nozzle 14, and the intermittent oil And the non-contact refueling of the inner shoulder i or j of the outer rail of the corresponding rail curve. Further, since the pressure in the high-pressure oil supply pipe 13 decreases immediately after the injection of the lubricating oil, the nozzle check valve 54 closes immediately, so that the lubricating oil does not run out from the tip of the oiling nozzle 14.

In this oiling operation, as described above, the pump operation of the selected pump 12 is accelerated as the angular velocity increases, and the oil is intermittently oiled according to the detected angular velocity. An appropriate amount of lubricating oil according to the curvature of the road and the vehicle speed can be applied to the rail A or B. The lubricating oil is transferred to a corner m between the flange g and the rail tread h of the wheel C of the vehicle, and further transferred from the wheel C to the rail A or B.

In addition, the oil can be directly applied only to the outer rails A or B on the curved rail road competing with the wheel C in combination with the above-described intermittent oiling, and the oil can be applied without being in the spray state. , Can eliminate the waste of oiling. In addition, in applying oil to the rails A or B, the oil is applied by spraying the liquid lubricating oil into a short linear shape by the pressure of the pump 12 without using the pressure of air. An appropriate amount of lubrication can be accurately applied only to the inner shoulder i or j on the outer rail of the rail curved road. Further, as described above, since no air is used in the oil application, oil pollution in the surrounding environment can be reduced, and the piping system can be simplified because the air piping can be omitted.

Further, when the curvature of the curved rail road is extremely large and can be regarded as substantially a rail straight road, and when the vehicle is stopped on the rail curved road, substantially the same as when traveling on the straight rail road, Since the angular velocity is not detected in a specific manner, the operation of the pump 12 is maintained in a stopped state in the same manner as when the vehicle travels on a straight rail road as in steps 5 to 7 described above. It is not performed, and therefore there is no needless lubrication except when the vehicle approaches the curved rail road.

Various switches and indicator lamps are mounted on the operation surface of the control panel 4, and the switches include an oiling cycle changing switch 90 (see FIG. 1). I have. The switch 90 is a rotary type, and is provided for adjusting the value of the coefficient K in the calculation formula T = K / ω of the oil application cycle T in a plurality of steps, for example, six steps. Depending on the magnitude of the angular velocity ω, the amount of oil applied changes linearly with a certain proportionality automatically according to the magnitude of the lateral force acting on the vehicle body on the curved railroad. Is to slightly adjust the total amount of lubrication, and thereby various conditions that affect the amount of lubrication, such as the number of trains, the number of vehicles passing, line sections, and the natural environment. Considering this, it is possible to arbitrarily adjust the amount of oil applied so as to conform to it. This adjustment is performed in a driver's seat or the like. Table 1 shows the change switch 9
Oil per minute adjusted by 0 (cc / mi
4 shows the relationship between n) and the angular velocity ω.

[0058]

[Table 1]

In the first embodiment, the rails are coated with oil on the curved rails. However, instead of this, in the present invention, the oil is applied so as to be close to the boundary m of the wheels outside the curved rails. The oiling nozzle 14 is disposed, and the oiling nozzle 14 is controlled by the pressure of the pump 12 limited to the boundary m.
, A liquid lubricating oil may be supplied in a non-contact manner. However, applying oil to the curved rail road is superior to applying wheels to the point that the number of oiling devices to be installed is reduced.

[0060]

The present invention is embodied in the form described above and has the following effects. According to the method and apparatus according to the first and second aspects of the present invention, an appropriate amount of lubricating oil is applied in accordance with the curvature of the rail curved road and the vehicle speed by intermittent oiling in accordance with the angular velocity of the railway vehicle. It is possible to lubricate the rails or wheels outside the curvilinear track of the book rail, and only the outer rails or wheels of the curvilinear rail track competing with the wheels in combination with the intermittent lubrication described above. In addition, since the oil can be applied without being in the spray state, waste of the oil can be eliminated. In this lubrication, the liquid lubricating oil is sprayed in a short linear shape by the pressure of the electromagnetic pump instead of utilizing the pressure of air, and the lubricating oil is sprayed. An appropriate amount of lubrication as described above can be applied to the limited positions of the rails or wheels. Further, since no air is used in the oil application, oil pollution in the surrounding environment can be reduced, and the piping system can be simplified since the air piping can be omitted. In addition, when the railway vehicle stops on a curved road of a rail or on a straight rail road, the detected angular velocity is small and the pump maintains a standby state, so that it is useless except when the railway vehicle approaches the curved rail road. No oiling.

[Brief description of the drawings]

FIG. 1 is a diagram showing the overall configuration of an oiling device that implements an on-vehicle oiling device that implements an oiling method according to a first embodiment of the present invention.

FIG. 2 is a sectional view showing a configuration of an electromagnetic plunger pump provided in the oil applying device according to the first embodiment.

FIG. 3 is a sectional view showing a configuration of an angular velocity sensor unit provided in the oil applying device according to the first embodiment.

FIG. 4 is a sectional view showing a configuration of an oiling nozzle provided in the oiling device according to the first embodiment.

FIG. 5 is a flowchart showing a control operation by an oiling control circuit of the oiling device according to the first embodiment.

FIG. 6 is a flowchart specifically showing a zero point correction process in the initial condition clearing process in FIG. 5;

FIG. 7 is a flowchart showing a specific example of an electric vibration isolation process in the angular velocity sensor unit shown in FIG. 3;

FIG. 8 is a diagram specifically showing a detection output averaging circuit of FIG. 7;

9 is a flowchart specifically showing a constant temperature process in the angular velocity sensor unit shown in FIG.

FIG. 10 is a sectional view showing the structure of a rail.

FIG. 11 is a sectional view showing the structure of a part of the wheel.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Oil tank, 2 ... 1st oiling system, 3 ... 2nd oiling system, 4 ... Control panel, 5 ... 1st electric wiring system, 6 ... 2nd electric wiring system, 11 ... Low pressure oil supply pipe, 12 ... Electromagnetic plunger pump (electromagnetic pump), 12a: suction port, 12b: discharge port, 13: high-pressure oil supply pipe, 14: oiling nozzle, 34: solenoid, 39: plunger, 44: piston, 61: sensor unit , 62: oiling control circuit (oiling control means), 70: angular velocity sensor, A, B: rail, C: wheel, d: rail head, E: head top surface, f1: head side surface, g ... Flange, h ... Tread surface of rail, i, j ... Inner shoulder of rail (border), m ... Corner of wheel (border).

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Koichi Nakatsuka 1217 Hayashi-cho, Takamatsu City, Kagawa Prefecture Inside Hutec Origin Co., Ltd.

Claims (2)

[Claims] An angular velocity sensor mounted on a railcar running on two rails laid in parallel detects an angular velocity of the railcar when the railroad car travels on a curved road of the rail, The bending direction of the rail curved path is determined based on the detected angular velocity. Next, the larger the magnitude of the detected angular velocity is, the faster the electromagnetic pump is operated to pump the liquid lubricating oil, and this lubrication is performed. Oil is intermittently sprayed from an oiling nozzle near a rail outside the curved railroad track or a wheel rolling on the rail, and a top surface and a side surface of the head of the outer rail of the railroad curved road are used. A non-contact lubrication method at a boundary between the vehicle and a boundary between a flange and a rail tread on a wheel outside the curved rail road. 2. An angular velocity sensor mounted on a railroad vehicle running on two rails laid in parallel and detecting an angular speed of the railroad vehicle when the railroad vehicle runs on a curved road of the rail; A plurality of electromagnetic pumps mounted on a railway vehicle and for pumping liquid lubricating oil corresponding to the bending direction of the rail curved path, while being individually connected to discharge ports of these pumps,
An oiling nozzle mounted on the railway vehicle in close proximity to the two rails or wheels of the railway vehicle rolling on these rails, and processing the output of the angular velocity sensor, based on the detected angular velocity The bending direction of the rail curved road is determined, and a pump corresponding to the determined bending direction is selected from the electromagnetic pumps according to the determination, and the selected pump is set to the magnitude of the detected angular velocity. Oil control means for operating the liquid lubricating oil to the oil applying nozzle by pumping the lubricating oil from the selected electromagnetic pump to the outside of the rail curved path. Or, by intermittently jetting from the oiling nozzle close to the wheel rolling on the rail, the boundary between the head top surface and the head side surface of the rail at a position outside the rail curved road, or the rail The boundary between the flange and the rail tread surface at the wheels of the outside position of the line, the vehicle-mounted type oiling device, characterized in that the non-contact oil.