WO2006062056A1

WO2006062056A1 - Friction control device for railway vehicle

Info

Publication number: WO2006062056A1
Application number: PCT/JP2005/022289
Authority: WO
Inventors: Takuji Nakai; Yoshi Sato; Yoshihiro Suda; Hisanao Komine; Kosuke Matsumoto; Tomohisa Ogino; Jun Kurihara; Yasunobu Endo
Original assignee: Sumitomo Metal Industries, Ltd.; Tokyo Metro Co., Ltd.; The University Of Tokyo
Priority date: 2004-12-06
Filing date: 2005-12-05
Publication date: 2006-06-15
Also published as: JP4763432B2; HK1099892A1; JP2006188208A

Abstract

Friction between wheels and curved rails when a railway vehicle runs on the curved rails is controlled quantitatively and accurately. A friction control device (0) has a means (9) for detecting vertical force (P) acting on a wheel (2) positioned behind, relative to a railway vehicle advance direction, a truck (1) of the railway vehicle; a means (8) for detecting forward-backward force (T) acting on the wheel (2); a calculation means (7a) for calculating a friction coefficient μ between the wheel (2) and a curved rail (3) from both the detected vertical force (P) and forward-backward force (T); and an application control means (7b) for comparing, based on curve information, the calculated friction coefficient μ with a preset critical value, determining whether emission of an friction adjustment agent is needed, and issuing a command to a device (13) for emitting friction adjustment agent. A state of friction between the wheel (2) and the curved rail (3) can be grasped in real time, which enables appropriate control on the friction state.

Description

Specification

Rail vehicle friction control device

Technical field

[0001] The present invention relates to a friction control device for a railway vehicle. Specifically, the present invention relates to a railroad vehicle friction control device for controlling a friction state between a railcar and a curved rail.

Background art

[0002] The majority of modern railway vehicles have four wheels that are usually installed on two axles because of the ability to increase the size of the vehicle body and to ensure good riding comfort due to excellent trackability. The two axle bogie consists of two bogies with a car body mounted on top. As a matter of course, this bogie vehicle runs on the steel wheels guided by the iron rails.

[0003] By the way, particularly in large urban areas and the like, it is difficult to lay a curved rail having a large radius, so it is often necessary to lay a curved rail having a small radius. When a railway vehicle runs on a curved rail having a small curved radius, the wheels and the curved rail come into strong contact with each other, and a large frictional force is inevitably generated. This frictional force becomes the running resistance of the bogie, causing noise and vibration, and premature wear of the curved rail.

[0004] Thus, for example, Patent Document 1 discloses that the friction coefficient between the wheel and the curved rail is appropriately maintained by applying a lubricant to the tread surface of the wheel, thereby reducing the running resistance when passing through the curved rail. A reducing invention is disclosed.

[0005] Further, in Patent Document 2, a friction modifier is applied to the outer surface of the wheel flange, and the friction modifier is applied to the curved rail by applying the friction modifier to the shoulder of the curved rail by rotating the wheel. An invention that reduces the running resistance when passing through a curved rail is disclosed.

Patent Document 1: Japanese Patent No. 3389031

Patent Document 2: JP 2001-151105 A

Disclosure of the invention Problems to be solved by the invention

[0006] However, the inventions disclosed in Patent Documents 1 and 2 are both lubricants while the railway vehicle travels on a curved rail. (Collectively referred to as “friction modifier”). That is, in these inventions, for example, the application timing of the friction modifier is determined in advance based only on the condition of the curved rail such as the curved radius. Therefore, in these inventions, the friction modifier is applied without taking into consideration any actual friction state between the wheel traveling on the curved rail and the curved rail. The reason for not considering the frictional state is that it has been considered technically impossible to quantitatively and accurately measure the frictional state between the wheel and the curve rail in the railway vehicle during traveling. It is.

[0007] For this reason, it is not necessary to apply a friction modifier, because the frictional state between the wheel running on the curved rail and the curved rail is appropriate, and it is not necessary to apply a friction modifier. It becomes. Therefore, the friction modifier may be applied excessively.

[0008] On the other hand, the magnitude of the frictional force generated between the wheel passing through the curved rail and the curved rail depends on factors such as the ambient temperature, humidity, and weather when the railway vehicle passes through the curved rail. fluctuate. For this reason, there is a case where the friction modifier should be injected in a larger amount than a predetermined injection amount. However, even in this case, in these inventions, the amount of the friction modifier applied cannot be changed according to the changing frictional force.

Means for solving the problem

[0009] As described above, it has been considered technically difficult to quantitatively and accurately measure the friction state between a wheel and a curved rail during traveling. However, if it becomes possible to quantitatively and accurately grasp the friction state between the wheel and the curved rail, it is possible to appropriately apply the friction modifier based on the frictional state grasped quantitatively and accurately. Be expected.

[0010] Generally, a wheel traveling on a curved rail has a vertical force P (referred to herein as "up / down force P"), the width direction of the carriage perpendicular to the traveling direction of the carriage, that is, the curved rail. The force Q in the direction parallel to the sleeper that is perpendicular to the tangent of the rail (herein referred to as “lateral force Q”) and the direction of travel of the carriage, that is, the force T in the direction parallel to the tangent to the curved rail (in this specification, All three external forces (called “front / rear force T”) are applied. [0011] As a result of intensive studies to solve the above problems, the present inventors have

(a) When the lateral force Q does not act on the vehicle during traveling, the friction coefficient between the wheel and the curved rail can be easily obtained as (TZP), and

(b) Literature “Investigation of Curve Passing Characteristics of Commercial Vehicles” (Japan Railway Technical Association, 2003, V OL. 46, No. 5, Fig. 1) The left and right force Q should not be applied to the wheel axle located behind

As a result of further investigation, the vertical force P and the longitudinal force T acting on the wheel located behind the carriage in the traveling direction are detected, and if these detected values are used, the wheel during running is detected. The present invention was completed by discovering that the coefficient of friction between the rail and the curved rail can be determined quantitatively and accurately using (TZP).

[0012] In a broad sense, the present invention broadly refers to the detected value of the vertical force P acting on the wheel positioned on the rear side in the traveling direction of the bogie for a railway vehicle during traveling, and the longitudinal force T acting on the wheel. Based on the friction coefficient between this wheel and the curved rail on which this wheel travels calculated based on the detected value = (T / P), the friction modifier injection is controlled by the friction modifier injection device. A railway vehicle friction control device comprising an application control means for performing the above operation. According to the friction control apparatus for a railway vehicle according to the present invention, since the friction coefficient = (T / P) is used, the friction state between the wheel and the curved rail on which the wheel travels is quantitatively and accurately determined. I can grasp it.

[0013] Further, the present invention provides a vertical force detection means for detecting vertical force acting on a wheel located on the rear side of the traveling direction of the bogie for a rail vehicle during traveling, and front and rear acting on the wheel. Based on the longitudinal force detection means for detecting the force, the vertical force detected by the vertical force detection means, and the longitudinal force detected by the longitudinal force detection means, the wheel and the curved rail on which the wheel travels are detected. And a calculating means for calculating a friction coefficient, and an application control means for controlling a friction adjusting agent injection device for injecting the friction adjusting agent based on the friction coefficient calculated by the calculating means. Specifically, in the railcar friction control device according to the present invention, the friction coefficient is calculated as (detected longitudinal force) Z (detected vertical force). Is desired. In these friction control apparatuses for railway vehicles according to the present invention, the application control means includes the friction adjusting agent when the calculated friction coefficient is equal to or greater than a preset critical value based on the curve information regarding the curve rail. It is desirable to output a command to inject the friction modifier to the injection device. In this case, it is more desirable that the critical value is 0.3.

[0015] In the railroad vehicle friction control apparatus according to the present invention, it is desirable that the application control means outputs a command for the injection amount of the friction modifier to the friction modifier injection device.

Another aspect of the present invention is that the present invention acts on a vertical force detection means for detecting a vertical force acting on a wheel located on the rear side in the traveling direction of the bogie for a rail vehicle during traveling, and the wheel. A longitudinal force detection means for detecting longitudinal force, a vertical force detected by the vertical force detection means, and a curved rail on which the wheel travels based on the longitudinal force detected by the longitudinal force detection means. Based on the calculation means for calculating the friction coefficient between them and the friction coefficient calculated by this calculation means and the curve information of the curve rail, the injection amount of the friction adjusting agent is calculated and the friction adjusting agent injection device is calculated. A railroad vehicle friction control device comprising: an application control unit that commands injection.

[0016] In these railcar friction control devices according to the present invention, the longitudinal force detection means is the force acting on the axle box of the wheel shaft having the wheels, or the vehicle travels between the axle box and the carriage frame. It is exemplified that the longitudinal force is obtained based on the relative displacement amount in the direction. In this case, the force acting on the axle box is measured using a strain gauge (strain gauge, which detects a minute strain generated in the material as an electrical signal) attached to the axle box suspension. While it is desirable to measure the relative displacement in the direction of travel of the vehicle between the axle box and the carriage frame, it should be measured using a displacement meter installed in the axle box support device. Is desirable.

[0017] Further, in these railcar friction control apparatuses according to the present invention, it is desirable that the vertical force detection means obtains the vertical force based on the measured value of the internal pressure of the air spring.

Furthermore, in these railcar friction control devices according to the present invention, the longitudinal force detection means force is calculated by calculating the difference between the longitudinal forces acting on the two left and right wheels located on the rear side in the traveling direction ( 1Z2) U, which is desired to be calculated as a multiplied value.

The invention's effect [0018] With the friction control device for a railway vehicle according to the present invention, the friction state between the wheels and the curved rail when the railway vehicle passes through the curved rail can be quantitatively and accurately grasped simultaneously with traveling. Can do. Therefore, according to the present invention, it is possible to apply the friction modifier according to the friction state grasped in this way, so that it is possible to prevent the friction modifier from being applied excessively, and a small curve. Even when passing through a curved rail with a radius, the friction state between the wheel and the curved rail can be maintained properly.

Brief Description of Drawings

FIG. 1 is an explanatory diagram showing a configuration of a railroad vehicle friction control apparatus according to an embodiment.

FIG. 2 is an explanatory diagram showing an example of a control flow of a coating control unit of the embodiment.

FIG. 3 is an explanatory view showing another example of the control flow of the application control means of the embodiment.

FIG. 4 is an explanatory diagram schematically showing a situation where the friction control device of the embodiment is mounted on an actual knitted vehicle and the vehicle travels on a curved rail.

[Fig. 5] A graph showing the longitudinal force T while running on a curved rail having a curved radius of 200 m. Fig. 5 (a) shows the case where friction control between the wheel and the curved rail is performed, and Fig. 5 ( b) shows the case where no action was taken.

[Fig. 6] A graph showing the longitudinal force T while running on a curved rail having a curved radius of 130 m. Fig. 6 (a) shows the case where the friction control between the wheel and the curved rail is performed, and Fig. 6 ( b) shows the case where no action was taken.

FIG. 7 is a graph showing the relationship between the ratio (QZP) between the wheel load Q of the front shaft located on the front side in the traveling direction and the lateral pressure P and the friction coefficient (T / P).

FIG. 8 is a graph showing the relationship between the ratio (QZP) or friction coefficient (TZP) and the distance traveled on a curved rail.

FIG. 9 is a graph showing the amount of friction modifier used according to the present invention in comparison with the amount of friction modifier used in the conventional method (control of constant injection amount).

Explanation of symbols

[0020] 0 Friction control device

1 dolly 2 wheels

3 Curved rail

4-axis box

5 axle box support device

6 Air spring

7a Calculation means

7b Application control means

8 Strain gauge

9 Sensor

10 body

11 Lead vehicle

11a First truck

12 Last car

13 Friction modifier injection device

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, the best mode for carrying out a railcar friction control apparatus according to the present invention will be described with reference to the accompanying drawings. In the description of the embodiments below, the trolley is a so-called bolsterless truck, in which the bolster is omitted for the purpose of light weight and simplified maintenance. Take a case as an example.

FIG. 1 is an explanatory diagram for explaining a configuration of a railroad vehicle friction control apparatus 0 according to the present embodiment.

As shown in the figure, this railcar bogie 1 (hereinafter simply referred to as “trolley”) has two bogie frames (side frames) la provided in a direction substantially parallel to the running direction, and the running direction. And two bogie frames (horizontal beam; Transom not shown) that are arranged in a horizontal direction substantially orthogonal to the left and right to connect the two bogie frames la and the upper surface of the left and right two bogie frames la in the longitudinal center. And two left and right air springs 6 (Air spring; a secondary spring that is standardly equipped in recent vehicles to improve passenger comfort) and two bogie frames It is placed in the center between the horizontal beam (not shown) and the cart 1 is generated. A traction device (not shown) for transmitting the longitudinal force to the vehicle body 10 and two left and right bogie frames (side beams) la are arranged at both longitudinal ends of each wheel 2 through the bearings. It includes four axle boxes 4 for supporting, and four axle box support devices (links) 5 for supporting the four axle boxes 4 respectively.

[0023] This cart 1 is a so-called monolink bolsterless cart, which is an improved shaft beam type that supports the axle box 4 from the carriage frame la via the axle box support device (link) 5, and this axle box support By arranging the device (link) 5 only inside the traveling direction of the bogie frame la, the length of the bogie frame la in the running direction is shortened, thereby achieving a significant light weight.

[0024] In this monolink bolsterless bogie 1, the body 10 and the bogie frame la are directly coupled by the two left and right air springs 6, and the bogie frame la and the car body 10 generated due to steering and vibration are placed between the bogie frame la and the car body 10. The relative displacement of each air spring 6 is absorbed by the deformation of each air spring 6 and prevents sliding between the axle box guard and the axle box, which is a disadvantage of the conventional axle box guard type (pedestal type) carriage. wear. For this reason, this bolsterless bogie 1 is a bogie used as a mainstream in recent years.

[0025] Since these components of the bogie 1 are the same as the well-known and conventional railcar bolsterless bogies and are obvious to those skilled in the art, further components relating to the bogie 1 are further described. Description is omitted.

[0026] The friction control device 0 according to the present embodiment detects the vertical force P acting on the wheel 2 located behind the traveling direction of the railway vehicle carriage 1 (indicated by the arrow A in FIG. 1). 9 and the means 8 for detecting the longitudinal force T and the friction between the wheel 2 and the curved rail 3 based on the longitudinal force T and the vertical force P detected by the detecting means 8 and 9. And an arithmetic means 7a for calculating the coefficient μ.

[0027] The means 9 for detecting the vertical force P and the means 8 for detecting the longitudinal force T act on the wheel 2 located on the rear side in the traveling direction of the carriage 1 when traveling on the curved rail 3. As long as the vertical force P and the longitudinal force T can be detected, the detection means is not limited to a specific detection means. In other words, the vertical force P and the longitudinal force T may be detected directly, or may be detected indirectly based on a certain detected value.

[0028] For example, as illustrated in FIG. 1, the longitudinal force T is obtained by attaching a strain gauge 8 to a shaft box support device 5 that supports a wheel box 4 that is located behind the carriage 1 in the traveling direction. , Curved rail Alternatively, it may be obtained by measuring the force acting on the axle box 4 when passing 3 or, unlike this, a displacement meter is installed in the axle box support device 5, and the axle box 4 and the carriage frame la It may be obtained by measuring the relative displacement in the traveling direction of the vehicle between the two.

[0029] The longitudinal force T may be detected for one of the left and right wheels 2 and 2. However, it is desirable to use a value obtained by multiplying the difference in the longitudinal force T detected for both wheels 2 and 2 by (1Z2). While the curved rail 3 is passing, the longitudinal force T in different directions usually acts on the wheels 2 on both sides of the axle, so if the longitudinal force T on the wheels 2 on both sides of the axle is obtained, the difference is obtained. This is because, for example, the influence of the longitudinal force T detected when the brake is applied can be eliminated.

On the other hand, as means 9 for detecting vertical force P, for example, as shown in FIG. 1, the internal pressure of air spring 6 interposed between bogie frame (side beam) la of bogie 1 and vehicle body 10 is measured. For example, the sensor 9 is provided, and the measured force of the sensor 9 is obtained as the vertical force P.

[0031] It should be noted that the vertical force detection means 9 does not use the measured value of the internal pressure of the air spring 6, and the amount of displacement between the axle box 4 and the axle spring, or the air spring 6 and the axle in the bogie frame la. It is also possible to use a displacement amount at a position intermediate to box 4.

[0032] The calculation means 7a is based on the detection value of the longitudinal force T input from the detection means 8 and the detection value of the vertical force P input from the detection means 9, and Calculate the coefficient of friction between. Here, since the calculated friction coefficient is the friction coefficient for the wheel 2 to which the lateral force Q does not act as described above, it is simply calculated as = (TZP).

[0033] Furthermore, the friction control device 0 of the present embodiment includes application control means 7b. An example of the control flow of the coating control means 7b in this embodiment is shown in FIGS. In the following, referring to Figs. 2 and 3, two examples of control flow will be described separately.

(i) As shown in FIG. 2, in step (hereinafter referred to as “S”) 1, it is detected by appropriate means that the carriage 1 has entered the curved rail 3, and the process proceeds to S2.

In S2, the detection means 8 detects the longitudinal force T and the detection means 9 detects the vertical force P. Then, these detected values are input to the calculating means 7a, and the process proceeds to S3.

In S3, the coefficient of friction; z is calculated as (TZP) by the calculation means 7a and is input to the application control means 7b. Curve information such as the radius, the turning direction, the length of the curved rail 3 and the limit passing speed is input to the application control means 7b. The “curve information” may be appropriately acquired during traveling or may be stored in advance. And move to S4

In S4, the application control means 7b compares the input friction coefficient with a preset critical value based on the curve information, and determines whether or not it is necessary to perform friction control, that is, to inject the friction modifier. If it is determined that friction control is necessary, the process proceeds to S5. If it is determined that friction control is not necessary, the process proceeds to S6.

In S5, the application control means 7b determines that it should be injected into the friction modifier injection device (not shown!), And proceeds to S6.

In S6, if friction control is not performed, the control proceeds to S7 without controlling the injection of the friction modifier, and passes through the curved rail 3. On the other hand, when the friction control is performed, the difference between the friction coefficient and the critical value is appropriately ranked, and the injection amount of the friction adjusting agent is determined according to the table value created in advance. The command to inject the friction modifier with the injection amount is output to the friction modifier injection device. That is, when the calculated friction coefficient is less than the critical value, the friction modifier is not injected, and when it exceeds the critical value, the friction modifier is injected.

[0037] In the latter case, when the difference between the friction coefficient and the critical value is small, the injection amount of the friction modifier is set small, and when the difference is large, the injection amount of the friction modifier is set large. The specific relationship between the friction coefficient, the applicability of the friction modifier, and the application amount may be set as appropriate in consideration of specific curve information such as the curve radius and passage speed. As a result, it is possible to pass through the curve rail 3 while injecting the amount of friction modifier instructed from the friction modifier injection device, so that the amount of friction modifier used can be minimized. (ii) As shown in FIG. 3, in step 1, it is detected by appropriate means that the carriage 1 has entered the curved rail 3, and the process proceeds to S2.

[0038] In S2, the detection means 8 detects the longitudinal force T, and the detection means 9 detects the vertical force P. Then, these detected values are input to the calculating means 7a, and the process proceeds to S3.

In S3, the friction coefficient; z is calculated as (TZP) by the calculation means 7a and the application control means 7b In addition, the curve information such as the radius of the curved rail 3, the turning direction, the length of the curved rail, and the limit passing speed, which is stored in a storage device (not shown), is input to the application control means 7b. And it moves to S4.

[0039] In S4, the application control means 7b determines the injection amount of the friction modifier based on the input friction coefficient and curve information. And it moves to S5.

In S5, a command to inject the friction modifier with the determined injection amount is output to the friction modifier injection device. As a result, it passes through the curved rail 3 while injecting the amount of friction modifier specified by the friction modifier injection device.

[0040] A case where the control of the present embodiment is applied to an actual knitted vehicle will be briefly described.

FIG. 4 is an explanatory view schematically showing a situation in which the friction control device 0 of the present embodiment is mounted on an actual knitted vehicle and travels on the curved rail 3.

[0041] As shown in the figure, when the leading vehicle 11 enters the curved rail 3, the vertical force P and the front force acting on the wheel 2 located behind the leading carriage 11a in the traveling direction of the leading vehicle 11 Detects rear force T. Then, the friction coefficient is calculated based on the vertical force P and the longitudinal force T detected in this way.

[0042] The application control means 7 mounted on the leading vehicle 11 compares the calculated friction coefficient; z with a threshold value set in advance based on the curve information! If it is too large, it is determined that it is necessary to spray a friction modifier. In this case, the difference between the friction coefficient and the critical value is appropriately ranked, and the injection amount of the friction modifier is determined according to a table value created in advance. On the other hand, if the calculated friction coefficient is smaller than the critical value, it is determined that the friction modifier need not be injected.

[0043] The necessity of injection of the friction modifier and, when it is injected, the control command B for the injection amount is, for example, the friction modifier injection device 13 of the leading vehicle 11 or the friction of the tail vehicle 12. It is output to the adjusting agent injection device 13. At that time, the friction control may be performed for the knitted vehicle, or the friction control may be performed for the next knitted vehicle. When the friction control is performed for the next knitting vehicle, the friction modifier may be applied using a friction modifier injection device 13 installed in the last vehicle 12 as shown in FIG.

Such friction control is performed until the last vehicle 12 passes through the curved rail 3. Thus, according to the present embodiment, using the calculated friction coefficient z, the friction state between the wheel 2 and the curved rail 3 when the railway vehicle passes the curved rail 3 is At the same time, it is possible to grasp quantitatively and accurately, and it becomes possible to apply a friction modifier according to the magnitude of the calculated friction coefficient. For this reason, it is possible to prevent excessive application of the friction modifier, and always maintain the friction state between the wheel 2 and the curved rail 3 properly even when passing through the curved rail 3 having a small radius of curvature. Is possible.

Example 1

Furthermore, the present invention will be described more specifically with reference to examples.

A railway vehicle provided with a railway vehicle carriage 1 equipped with the friction control device 0 according to the present invention shown in FIG. 1 was run on a curved rail 3 having a radius of 200 m or 130 m, respectively. Then, when the friction control between the wheel 2 and the curve rail 3 is performed by injecting the friction modifier on the curve rail 3, and when the force is applied, the wheel positioned on the rear side in the traveling direction is used. The relationship between the longitudinal force T and vertical force P acting on 2 and the friction coefficient z was investigated.

[0046] It should be noted that the longitudinal force T is determined by attaching strain gauges 8 to the axle box support devices 5 and 5 of the left and right wheels 2 and 2 located on the rear side in the traveling direction of the carriage 1, and the left and right axle boxes 4 Thus, the longitudinal force T acting on 4 was obtained, and the difference (1Z2) was detected as the longitudinal force T. On the other hand, the vertical force P was determined by measuring the internal pressure of the air spring 6 with the sensor 9 to obtain the load acting on the air spring 6 and detecting this as the vertical force P.

[0047] Table 1 summarizes the measurement results. Table 1 shows the maximum value of the longitudinal force T (kN), the maximum value of the vertical force P (kN) of the wheel 2 located behind the traveling direction when traveling on the curved rail 3, and the respective values. The obtained friction coefficient is shown together. The maximum value of the longitudinal force T and the maximum value of the vertical force P are the maximum values of the longitudinal force T and the vertical force P measured continuously while traveling on the curved rail 3.

[0048] [Table 1] Curve radius 200m Curve radius 1 30m Friction control status

Longitudinal force T Vertical force P Friction coefficient // Longitudinal force T Vertical force P Friction coefficient With friction control 3.04 k N 24.3 kN 0.1 3 4.2 k N 24.3 k N 0.1 7 Without friction control 5.64 k N 24.3 k N 0.23 1 0.6 k N 24.3 k N 0.44

[0049] Fig. 5 is a graph showing the longitudinal force T during running on the curved rail 3 having a curved radius of 200 m. Fig. 5 (a) shows a case where the friction control between the wheel 2 and the curved rail 3 is performed. Fig. 5 (b) shows the case where force is applied. On the other hand, Fig. 6 is a graph showing the longitudinal force T while running on the curved rail 3 having a curved radius of 130 m, and Fig. 6 (a) shows the case where the friction control between the wheel 2 and the curved rail 3 is performed. Figure 6 (b) shows the case where no action was taken.

[0050] As shown in Table 1 and FIGS. 5 and 6, by performing the friction control between the wheel 2 and the curved rail 3 based on the present invention, the friction coefficient can be remarkably reduced. It can be seen that the smaller the curve radius of rail 3, the more the friction coefficient can be suppressed. Further, by performing the friction control between the wheel 2 and the curved rail 3 according to the present invention, the fluctuation range of the friction coefficient when passing through the curved rail 3 can be suppressed to be small, and the stable running of the vehicle can be suppressed. In terms of points, Ari IJ is also powerful.

Example 2

[0051] In general, it is known that when the friction coefficient between a wheel and a curved rail increases, noise, vibration, wear of the curved rail, and the like increase. Up to now, the evaluation of the frictional state between the wheel and the curved rail has usually been evaluated by the ratio (QZP) of the wheel load Q and the lateral pressure P of the front axle located on the front side in the traveling direction. That is, it is known that when the ratio (QZP) exceeds 0.4, noise, vibration, and wear are all excessive, so the above-described friction coefficient μ and the ratio ( QZP) was investigated.

[0052] Fig. 7 shows the relationship between the ratio (QZP) between the wheel load Q of the front shaft located on the front side in the traveling direction and the lateral pressure Ρ and the friction coefficient (ΤΖΡ) defined in the present invention. It is a graph to show.

As shown in the figure, the ratio (QZP) is 0.52 (T / P) +0.18, and there is a clear correlation between the coefficient of friction (T ZP) and the ratio (QZP). It is done. In particular, the coefficient of friction (TZP) = 0.42 corresponds to the ratio (QZP) = 0.4. Therefore, considering the variation in measurement data, friction When the critical value of the number (TZP) is set to 0.3 ((Q / P) = 0.34) and the coefficient of friction (TZP) detected when passing the curved rail exceeds 0.30, this The feedback control with the friction control of the invention was performed and compared with the case without this feedback control. The friction control was performed by injecting a friction modifier onto the curved rail.

FIG. 8 is a graph showing the relationship between the ratio (QZP) or the coefficient of friction (TZP) and the travel distance on the curved rail.

As shown in the figure, when friction control is not performed (without friction control in FIG. 8), the ratio (QZP) changes at a high value of approximately 0.4 or more. On the other hand, when the friction control is performed by setting the critical value of the friction coefficient (TZP) to 0.3 (feedback friction control in Fig. 8), the friction coefficient stays substantially constant at the critical value 0.3. The fluctuation range was also kept small. In addition, the ratio (QZP) was always at a low value below 0.4, and it was maintained at a level that had no adverse effects on noise and vibration.

FIG. 9 is a graph showing the amount of friction modifier used according to the present invention in comparison with the amount of friction modifier used in the conventional method (control of injection amount constant). As shown in the figure, when the difference between the detected value of the friction coefficient (TZP) and the set critical value is large, the injection amount of the friction modifier is increased accordingly. It can be seen that the friction control can be performed more optimally than before while the amount of the adjusting agent used is substantially halved.

[0055] Note that the friction control device of the above-described embodiment injects a friction modifier onto the curved rail itself. However, since the present invention relates to a friction control device that performs friction control based on a friction coefficient during traveling that is constantly grasped in real time, the target of spraying the friction modifier is not limited to a curved rail, For example, it may be sprayed onto a wheel flange or the like.

Claims

The scope of the claims

[1] Calculated based on the detected value of the vertical force acting on the wheel located on the rear side in the traveling direction of the bogie for the railway vehicle during traveling, and the detected value of the longitudinal force acting on the wheel, A friction control device for a railway vehicle, comprising application control means for controlling injection of the friction modifier by the friction modifier injection device based on a friction coefficient between the wheel and the curved rail.

[2] a vertical force detection means for detecting a vertical force acting on a wheel located on the rear side in the traveling direction of the bogie for a rail vehicle during traveling;

Longitudinal force detection means for detecting longitudinal force acting on the wheel;

Computing means for calculating a friction coefficient between the wheel and the curved rail based on the vertical force detected by the vertical force detecting means and the longitudinal force detected by the longitudinal force detecting means;

Application control means for controlling a friction modifier injection device for injecting a friction modifier based on the friction coefficient calculated by the arithmetic means;

A friction control device for a railway vehicle, comprising:

[3] The railroad vehicle friction control device according to claim 1 or 2, wherein the friction coefficient is {(detected longitudinal force) Z (detected vertical force M).

[4] The application control means is configured to instruct the friction adjusting agent injection device to inject the friction adjusting agent when the friction coefficient exceeds a preset critical value based on curve information regarding the curved rail. The railcar friction control device according to any one of claims 1 to 3, wherein the force is output.

[5] The friction control device for a railway vehicle according to any one of claims 1 to 4, wherein the critical value is 0.3.

[6] The railroad vehicle friction gear according to any one of claims 1 to 5, wherein the application control means outputs an instruction of the injection amount of the friction modifier to the friction modifier injection device. Rub control device.

[7] A vertical force detecting means for detecting a vertical force acting on a wheel located on the rear side of the traveling direction of the bogie for a rail vehicle during traveling, A longitudinal force detection means for detecting a longitudinal force acting on the wheel, a vertical force detected by the vertical force detection means, and the wheel and curve based on the longitudinal force detected by the longitudinal force detection means. Computing means for calculating the coefficient of friction with the rail,

An application control means for calculating an injection amount of the friction adjusting agent based on the friction coefficient calculated by the calculating means and the curve information of the curved rail, and instructing the friction adjusting agent injection device to inject;

A friction control device for a railway vehicle, comprising:

[8] The longitudinal force detection means is based on the force acting on the axle box of the wheel shaft having the wheel or the relative displacement amount in the traveling direction of the vehicle between the axle box and the carriage frame. The friction control device for a railway vehicle according to any one of claims 1 to 7, wherein the front / rear force is obtained.

9. The railcar friction control device according to claim 8, wherein the force acting on the axle box is measured by using a strain gauge attached to the axle box support device.

[10] The relative displacement amount in the traveling direction of the vehicle between the axle box and the carriage frame is measured by using a displacement meter installed in the axle box support device. Friction control device for railway vehicles.

11. The vertical force detecting means obtains the vertical force based on a measured value of an internal pressure of an air spring interposed between a bogie frame of a bogie bogie for a railway vehicle and a vehicle body. The friction control device for a railway vehicle according to any one of the above.

[12] The longitudinal force detection means obtains the longitudinal force as a value obtained by multiplying the difference between the longitudinal forces acting on the two wheels positioned on the rear side in the traveling direction by (1Z2). The friction control device for a railway vehicle according to any one of claims 1 to 11, wherein