JP5073410B2 - Injection device - Google Patents

Description

  The present invention relates to an injection device that injects an injection material between a wheel and a rail of a vehicle.

  Railroad vehicles travel with a lateral pressure corresponding to the curve-passing performance when passing a sharp curve, and this lateral pressure causes squealing (frictional noise) of the inner and outer gauges of the curve, as well as the inner gauge. This also causes wavy wear on the top surface of the rail on the side. In general, in order to reduce such excessive lateral pressure and wavy wear, a lubricant such as mineral oil or grease is applied to the top surface of the rail on the inner rail side or the wheel tread surface. Mineral oil or grease used for lubrication between the wheel and the rail induces idling or sliding of the wheel because the lubrication effect is excessive. For this reason, in recent years, a solid lubricant (solid lubricant) capable of ensuring a stable friction coefficient is used as a friction modifier, and this friction modifier is injected onto the top surface of the rail by an injection device. For example, a conventional injection device includes a regulator tank that contains a friction modifier, an air tank that contains compressed air, a nozzle that injects compressed air and a friction modifier on the top surface of the rail, and a friction modifier. For example, a switching valve for supplying and stopping the supply of compressed air from the air tank to the regulator tank is provided (for example, see Patent Document 1). Such a conventional injection device is installed in the tail vehicle of a train, and when the train passes a sharp curve, the friction adjusting agent is injected from the rear vehicle of the train onto the top of the rail on the inner rail side. Yes.

Japanese Patent Laid-Open No. 2001-151110

  In the conventional injection device, the compressed air in the air tank is supplied to the adjusting agent tank by the switching operation of the switching valve, and the friction adjusting agent is injected from the nozzle by the compressed air, so the injection amount of the compressed air is substantially constant The injection amount of the friction modifier is also substantially constant. For this reason, in the conventional injection device, it is sprayed on the rail when the traveling speed of the vehicle becomes higher than the spraying amount of the friction adjusting agent sprayed on the rail when the traveling speed of the vehicle is low. There is a problem that the amount of friction modifier applied changes when the amount of friction modifier applied decreases and the vehicle running speed changes. For example, in the conventional injection device, since the injection amount of the friction modifier is constant, there is a problem that when the traveling speed is doubled, the spray amount is halved.

  When using an electric flow control valve, the disc-shaped valve body of the flow control valve is rotated by a motor, the opening of the flow control valve is adjusted by the control unit, and a friction adjusting agent is used. It becomes possible to variably control the injection amount. However, when an electric flow control valve is used, the flow control valve receives vibrations that occur when the vehicle is running. Therefore, the flow control valve is operated quickly and the opening of the flow control valve is adjusted with high accuracy. It is difficult to do this, and there is a problem in that the amount of friction modifier applied varies.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an injection device capable of making the sprayed amount sprayed substantially constant regardless of the traveling speed of the vehicle and preventing variations in the sprayed spray amount due to vehicle vibration. Is to provide.

The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
As shown in FIGS. 1, 2, 4, 5, 10, 12, and 13, the invention of claim 1 includes wheels (4a, 4b) and rails (1a, 1b) of a vehicle (2A). Between the wheel and the rail based on the detection result of the speed detection unit (13) for detecting the speed of the vehicle. An injection amount variable unit (8) that varies the injection amount of the friction relaxation material (C) to be relaxed , and the injection amount variable unit travels the vehicle so that the spray amount of the friction relaxation material becomes substantially constant. the injection amount of the friction material is variable according to the speed, a plurality of parallel flow paths which compressed gas flows for injecting the friction reducing material and (P ₀ ~P _n), through the plurality of parallel flow paths A plurality of variable restrictors (T) that adjust the flow rate of the compressed gas to vary the injection amount of the friction modifier. _{0 to} T _n ) and a plurality of on-off valves (S _{1 to} S _n ) for opening and closing the plurality of parallel flow paths, and the plurality of variable throttles are manually operated to rotate the rotation operation unit, The injection device (5) is characterized in that the cross-sectional areas of the plurality of parallel flow paths are changed, and the throttle openings of the plurality of parallel flow paths are adjusted .

According to a second aspect of the present invention, in the injection device according to the first aspect , the variable injection amount portion injects the friction modifier between the right wheel (4b) and the right rail (1b) of the vehicle. A right flow path (P _R ) through which the compressed gas flows from the plurality of parallel flow paths toward the right injection port (12R), a right on-off valve (S _R ) that opens and closes the right flow path, and the vehicle Left flow path through which the compressed gas flows from the plurality of parallel flow paths toward the left injection port (12L) that injects the friction modifier between the left wheel (4a) and the left rail (1a) (P _L ) and a left on-off valve (S _L ) that opens and closes the left flow path.

According to a third aspect of the present invention, in the injection device according to the first or second aspect , as shown in FIG. 5, the injection amount variable section includes at least two variable amounts with the throttle opening adjusted to a minimum value. An injection device comprising an aperture (T _O , T ₁ ) and one variable aperture (T ₂ ) adjusted to an aperture opening larger than the minimum value.

According to a fourth aspect of the present invention, in the injection device according to the first or second aspect , as shown in FIGS. 10, 12, and 13, the injection amount varying unit has the throttle opening adjusted to a minimum value. And at least two variable throttles (T _O , T ₁ ) and two or more variable throttles (T _{3 to} T _n ) whose throttle opening is adjusted stepwise to be larger than the minimum value. It is an injection device characterized by comprising.

According to a fifth aspect of the present invention, in the injection device according to the third or fourth aspect , as shown in FIG. 13, the number n of on-off valves for opening and closing the plurality of parallel flow paths (P _{1 to} P _n ), n-th-off valve of the parallel flow paths (S _n) is opened and closed (P _n) variable aperture (T _n) of the throttle opening degree a _n, variable aperture is adjusted to the minimum value (T _0, T ₁₎ When the throttle opening a ₀ = 1 and the throttle opening adjustment number b _n adjusted so as to increase stepwise from the minimum value, a _n = 2 ⁿ⁻¹ (n = 1, 2, 3,..., A ₀ = 1) b _n = 2 ⁿ (n = 1, 2, 3,..., B ₀ = 1).

  According to the present invention, it is possible to make the sprayed amount sprayed substantially constant regardless of the traveling speed of the vehicle, and to prevent variations in the sprayed spray amount due to the vibration of the vehicle.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view schematically showing a vehicle including an injection device according to the first embodiment of the present invention. FIG. 2 is a plan view showing a state of wheels and rails when a vehicle including an injection device according to the first embodiment of the present invention passes a sharp curve. FIG. 3 is a front view showing a state of wheels and rails when a vehicle including the injection device according to the first embodiment of the present invention passes a sharp curve, and FIG. FIG. 3B is a front view showing a contact state between the outer rail side rail and the wheel. FIG. 4 is a perspective view schematically showing the injection device according to the first embodiment of the present invention. FIG. 5 is a block diagram schematically showing the injection device according to the first embodiment of the present invention.

A track 1 shown in FIGS. 1 and 2 is a path (track) on which vehicles 2A, 2B,... Travel, and a pair of rails 1a, 1b for guiding wheels 4a, 4b as shown in FIGS. It has. For example, the rail 1a shown in FIGS. 2 to 5 is a sharply curved inner gauge (rail inside the curve), and the rail 1b is a sharply curved outer gauge (rail outside the curve). As shown in FIG. 3, the rails 1a and 1b include a parietal surface (head upper surface) 1c that directly supports the wheels 4a and 4b, and an inner temporal side surface 1d continuous with the parietal surface 1c. As shown in FIG. 5, the normal force W and the tangential force F act on the contact point S between the rails 1a and 1b and the wheels 4a and 4b, and the proportional coefficient (tangential force coefficient (traction coefficient) of the tangential force F with respect to the vertical force W. Coefficient )) F / W is a friction coefficient, and the maximum value of this friction coefficient is an adhesion coefficient. The lateral pressure Q shown in FIG. 2 is a force acting in the axle direction (direction perpendicular to the vertical force W and the tangential force F) among the forces acting between the rails 1a, 1b and the wheels 4a, 4b.

  1 and 2 are railway vehicles such as trains or trains, the vehicle 2A is a leading vehicle, and the vehicle 2B is a next vehicle connected next to the leading vehicle. The vehicle 2A includes a vehicle body 3 shown in FIGS. 1 and 2, carts 4A and 4B shown in FIG. 1, an injection device 5 shown in FIGS. The vehicle body 3 is a structure for loading and transporting passengers. The carts 4A and 4B are devices that travel while supporting the vehicle body 3, the cart 4A is a front cart in the traveling direction of the vehicles 2A, 2B,..., And the cart 4B is behind the traveling direction of the vehicles 2A, 2B,. It is a side cart. As shown in FIG. 2, the carts 4A and 4B include a pair of wheels 4a and 4b that are in rotational contact with the pair of rails 1a and 1b, a traction device 4e that rotatably couples the carts 4A and 4B and the vehicle body 3, and the like. It has. As shown in FIG. 3, the wheels 4 a and 4 b include a wheel tread surface 4 c that is in contact with the top surface 1 c of the rails 1 a and 1 b and receives frictional resistance, and a rail on the outer gauge side when the railway vehicle passes a sharp curve. And a flange surface 4d that receives frictional resistance in contact with the inner head side surface 1d of 1b.

  The injection device 5 shown in FIGS. 1, 2, 4, and 5 is a device that injects the friction moderating material C between the wheels 4a, 4b of the vehicle 2A and the rails 1a, 1b. The injection device 5 injects the frictional relaxation material C so that the amount of the frictional relaxation material C applied to the rails 1a, 1b becomes substantially constant regardless of the traveling speed of the vehicles 2A, 2B,. Here, the friction modifier C is a powder or granular material that reduces the frictional resistance between the rails 1a and 1b and the wheels 4a and 4b. For example, a carbon-based material that reduces the friction coefficient within a substantially constant range. It is composed of a base material made of a material and a coating layer made of a hard plating layer covering the base material. 4 and 5, the injection device 5 includes a gas injection unit 6, a flow path 7, a variable injection amount unit 8, injection material storage units 9 </ b> L and 9 </ b> R, variable throttles 10 </ b> L and 10 </ b> R, 11R, injection ports 12L and 12R, speed detection unit 13, curve detection unit 14, lateral pressure detection unit 15, squeak noise detection unit 16, emergency brake operation detection unit 17, and wiper operation detection unit 18 And a control device 19 and the like.

The gas injection unit 6 shown in FIGS. 4 and 5 is a device that injects compressed air. The gas injection unit 6 includes, for example, an air tank that stores compressed air, a compressor that supplies air into the air tank, and an on-off valve that allows the compressed air in the air tank to flow into the flow path 7. The flow path 7 is a conduit through which compressed air flows. The upstream side is connected to the gas injection unit 6 as shown in FIGS. 4 and 5, and the downstream side is branched into three parts as shown in FIG. It is connected to the flow paths P _{0 to} P ₂ of the variable amount portion 8.

4 and 5 is a device that varies the injection amount of the friction modifier C. The injection amount variable unit 8 varies the injection amount of the friction relaxation material C according to the traveling speed of the vehicles 2A, 2B,... So that the spray amount of the friction relaxation material C becomes substantially constant. The injection amount variable unit 8 varies the injection amount of the friction reducing material C based on the detection result of the speed detection unit 13 that detects the traveling speed of the vehicles 2A, 2B,. Here, the injection amount of the friction modifier C is an amount of the friction modifier C injected per unit time (for example, injection amount ( g / min )) , and the application amount of the friction modifier C is the rail 1a, This is the amount (for example, spraying amount ( g / m 2 )) of the friction modifier C per unit length of 1b. The injection amount variable unit 8 functions as a flow rate regulator that adjusts the flow rate of the compressed air flowing through the flow path 7, and discharges the compressed air after the flow rate adjustment to the ejected matter storage units 9L and 9R. Injection quantity varying unit 8, as shown in FIG. 5, the flow path P ₀ to P _2, the variable stop T ₀ through T _2, and the opening and closing valve S _1, S _2, the flow path P _L, and P _R, On-off valves S _L and S _R and fixed throttles T _L and T _R are provided.

The flow paths P _{0 to} P ₂ are pipelines through which compressed air for injecting the friction modifier C flows. The flow paths P _{0 to} P ₂ are piped so as to connect the variable throttles T _{0 to} T ₂ in parallel, and all have the same cross-sectional area. The flow paths P _{0 to} P ₂ have an upstream side connected to the flow path 7 and a downstream side connected to the flow paths P _L and P _R. Passage P ₀ does not exist off valve for opening and closing the flow path P ₀ Unlike the flow channel P _1, P _2, flow path P _L, off valve S _L for opening and closing the P _R, opened and closed by S _R Is done.

Variable throttle T ₀ through T ₂ adjusts the flow rate of the compressed air flowing through each passage P ₀ to P _2, a diaphragm for varying the injection amount of the friction reducing material C. The variable throttles T _{0 to} T ₂ change the cross-sectional areas of the flow paths P _{0 to} P ₂ through which the compressed air flows, for example, by manually rotating the rotation operation unit, and thereby restrict the flow paths P _{0 to} P ₂ . It is a variable throttle valve that can adjust the opening (throttle amount). Variable throttle T ₀ through T _2, the vehicle 2A is adjusted to advance a predetermined throttle opening degree during the stop is set. For example, the variable throttle T _0, T ₁ is aperture size is set to the minimum value "1", the variable throttle T ₂ are passage P ₂ passage P ₀ flow rate of the compressed air flowing shown in FIG 5, The throttle opening is set to “2” (twice the throttle opening of the variable throttles T ₀ and T ₁ ) so as to be twice the flow rate of the compressed air flowing through P ₁ .

The on-off valves S ₁ and S ₂ are valves that open and close the flow paths P ₁ and P ₂ . The on-off valves S ₁ and S ₂ are arranged in parallel, the on-off valve S ₁ is arranged in the flow path P ₁ upstream of the variable throttle T ₁ , and the on-off valve S ₂ is upstream of the variable throttle T ₂ . It is disposed in a flow path P ₂ side. The on-off valves S ₁ and S ₂ are, for example, electromagnetic valves that open and close the valves by generating a magnetic force in the solenoids by passing a current through the solenoids.

The flow paths P _L and P _R shown in FIGS. 4 and 5 are pipes through which the compressed air that has passed through the variable throttles T _{0 to} T ₂ flows. Flow path P _L is toward the injection port 12L flow path P ₀ to P ₂ compressed air flows from the flow passage P _R compressed air flows passing through the flow channel P ₀ to P ₂ toward the injection port 12R . As shown in FIG. 5, the upstream side of the flow path P _L is connected to the flow paths P _{0 to} P ₂ , and the downstream side is connected to the projectile storage part 9L. Passage P _R is the upstream side is connected to the flow path P ₀ to P _2, the downstream side is connected to the injection material accommodating portion 9R. The flow paths P _L and P _R have the same cross-sectional area.

Off valve S _L, S _R shown in FIG. 5, the flow path P _L, a valve for opening and closing the P _R, on-off valve S _L is disposed in the flow path P _L on the upstream side of the fixed throttle T _L, The on-off valve S _R is disposed in the flow path P _R upstream of the fixed throttle T _R. The on-off valves S _L and S _R are, for example, electromagnetic valves similar to the on-off valves S ₁ and S ₂ .

The fixed throttles T _L and T _R are throttles whose throttle opening is set to a predetermined value. Fixed throttle T _L adjusts the flow rate of the compressed air flowing through the duct P _L, fixed throttle T _R adjusts the flow rate of the compressed air flowing through the channel P _R. Fixed throttle T _L, T _R, for example, the flow path P _L which compressed air flows, as the cross-sectional area of the P _R becomes constant, fixed for fixing the flow path P _L, the throttle opening of the P _R to a predetermined value For example, a throttle valve. The fixed throttles T _{L and} T _R are ejected from the ejection ports 12L and 12R when the distance from the ejected matter accommodation unit 9L to the ejection port 12L is different from the distance from the ejection matter accommodation unit 9R to the ejection port 12R. The injection amount of the friction relaxation material C is made constant.

The propellant accommodating portions 9L and 9R are portions that accommodate the friction modifier C. The propellant accommodating part 9L accommodates the friction modifier C that is injected between the rail 1a on the left side in the traveling direction and the wheel 4a on the left side in the advancing direction. The friction relaxation material C to be injected is accommodated between the wheels 4b. The ejected matter storage portions 9L and 9R are, for example, tanks for storing the friction modifiers C, and both have the same structure. When the compressed air that has passed through the fixed throttles T _{L and} T _R flows into the ejected matter accommodating portions 9L and 9R, the ejected matter accommodating portions 9L and 9R receive the frictional relaxation material C together with the compressed air from the ejected matter accommodating portions 9L and 9R. Discharge into the flow paths 11L and 11R.

The variable throttles 10L and 10R are throttles that can adjust the throttle opening to a predetermined value. Variable aperture 10L adjusts the flow rate of the compressed air flowing through the flow path P _L toward the fixed throttle T _L to the injection-accommodation portion 9 L, the variable throttle 10R is toward the fixed throttle T _R to the injection-accommodation portion 9 R adjusting the flow rate of the compressed air flowing through the channel P _R. Variable aperture 10L, 10R is, for example, the variable throttle T ₀ through T ₂ the same variable throttle valve and the like. The variable throttles 10L and 10R are adjusted and set in advance to a predetermined throttle opening, and adjust the mixing ratio between the compressed air discharged from the injected matter housing portions 9L and 9R and the friction modifier C.

  The flow paths 11L and 11R shown in FIGS. 4 and 5 are pipes through which the compressed air and the friction modifier C flow. The flow paths 11L and 11R are provided with friction modifiers C from the jetted container storage portions 9L and 9R toward the injection ports 12L and 12R in order to supply the friction modifiers C between the rails 1a and 1b and the wheels 4a and 4b. Is sent out. The flow paths 11L and 11R have upstream sides connected to the ejected matter storage portions 9L and 9R, and downstream sides connected to the injection ports 12L and 12R.

  The injection ports 12L and 12R are portions that inject the friction relaxation material C together with the compressed air. The injection port 12L injects friction modifier C between the wheel 4a on the left side in the traveling direction of the vehicle 2A and the left rail 1a, and the injection port 12R has the wheel 4b on the right side in the traveling direction of the vehicle 2A and the rail 1b on the right side. In the meantime, the friction modifier C is injected. The injection ports 12L and 12R are injection nozzles or the like that inject the friction relaxation material C toward the inner head side surface 1d of the rails 1a and 1b immediately before the contact point S shown in FIG. The injection ports 12L and 12R are configured so that the wheels 4a and 4b and the rails 1a and 1b of the carriage 4B on the rear side of the leading vehicle 2A are based on the detection result of the curve detection unit 14, the lateral pressure detection unit 15 or the squeak noise detection unit 16. The friction relaxation material C is injected between the two. The injection ports 12L and 12R, for example, inject the friction relaxation material C based on the rotation angle θ in the left-right direction of the front carriage 4A of the leading vehicle 2A detected by the curve detection unit 14, or detected by the lateral pressure detection unit 15. The friction moderating material C is injected when the lateral pressure Q is larger than a predetermined value, or the friction moderating material C is injected when the level of the squeaking noise detected by the squeaking noise detecting unit 16 is higher than the predetermined value. The injection ports 12L, 12R stop the injection of the friction moderating material C when the emergency braking of the vehicles 2A, 2B,.

  The speed detector 13 is a device that detects the speed of the vehicles 2A, 2B,..., And is a speed generator that detects the speed of the leading vehicle 2A based on a pulse signal generated by the rotation of the wheels 4a, 4b. . The speed detection unit 13 outputs a speed detection signal (electric signal) according to the speed of the vehicles 2A, 2B,.

  The curve detection unit 14 is a device that detects a curve approach of the front carriage 4A of the leading vehicle 2A, and detects a rotation angle (yawing angle) in the left-right direction of the front carriage 4A of the leading vehicle 2A. For example, as shown in FIG. 2, the curve detector 14 detects a rotation angle when the front carriage 4A of the leading vehicle 2A rotates around the traction device 4e by a cam device, a proximity switch, a displacement sensor, an acceleration sensor, or the like. Then, the steep curve and the direction of the steep curve are detected. The curve detection unit 14 outputs a rotation angle detection signal corresponding to the rotation angle to the control device 19.

  The lateral pressure detector 15 shown in FIGS. 4 and 5 is a device that detects a lateral pressure Q generated between the rails 1a, 1b and the wheels 4a, 4b of the front carriage 4A of the leading vehicle 2A. The lateral pressure detection unit 15 is, for example, a lateral pressure measuring device that detects a load based on an output signal from a strain gauge attached to the wheels 4a and 4b and measures the lateral pressure Q. The lateral pressure detector 15 measures the direction in which the lateral pressure Q acts, detects the steep curve and the direction of the sharp curve, and outputs a lateral pressure detection signal corresponding to the lateral pressure Q to the control device 19.

  The squeak noise detection unit 16 is a device that detects a squeak sound that is generated when the carriage 4A on the front side of the leading vehicle 2A enters the curve. Here, the squeak noise (squeak noise) means that the slip (lateral creep force) of the wheels 4a and 4b acting in a direction perpendicular to the rails 1a and 1b when the leading vehicle 2A passes through a curve is a predetermined value. This is a frictional vibration sound generated by self-excited vibration when the natural frequency of the wheel 4a itself is greatly amplified when the magnitude is exceeded. The crisp sound detection unit 16 includes, for example, a microphone that measures noise and a signal processing circuit that processes an output signal of the microphone and extracts a signal component of the crisp sound. The crisp sound detection unit 16 measures the direction in which the crisp sound is generated, detects a steep curve and the direction of the steep curve, and outputs a crisp sound detection signal corresponding to the crisp sound to the control device 19.

  The emergency brake operation detection unit 17 is a device that detects the operation of the emergency brake, and is a sensor that detects the operation of the emergency brake device that decelerates and stops the vehicles 2A, 2B,. The emergency brake operation detection unit 17 outputs an emergency brake operation detection signal to the control device 19 when the emergency brake device is operated.

  The wiper operation detection unit 18 is a device that detects the operation of the wiper device, such as a sensor that detects the operation of the wiper device that wipes off rain, snow, mud, and the like adhering to the window glass of the leading vehicle 2A, etc. It is. The wiper operation detection unit 18 outputs a wiper operation detection signal to the control device 19 when the wiper device operates.

The control device 19 is a device that controls various operations of the injection device 5. Based on the detection results of the speed detector 13, the curve detector 14, the lateral pressure detector 15, the crisp sound detector 16, the emergency brake operation detector 17, and the wiper operation detector 18, the controller 19 opens and closes the on-off valve S _1. , S ₂ , S _L , S _R and the injection operation of the gas injection unit 6 are controlled. For example, based on the speed detection signal output from the speed detector 13, the control device 19 performs gas injection so that the spray amount of the friction relaxation material C becomes substantially constant regardless of the traveling speed of the vehicles 2 </ b> A, 2 </ b> B,. The flow of compressed air is adjusted by opening and closing the on-off valves S ₁ , S ₂ , S _L , and S _R while injecting the part 6. The control device 19 outputs an injection operation start signal to the gas injection unit 6 when the gas injection unit 6 starts the injection operation, and outputs an injection operation end signal to the gas injection unit 6 when the gas injection unit 6 ends the injection operation. Output. Controller 19, on-off valve _{S 1, S 2, S L} , when the opening and closing operation of the S _R outputs opening and closing operation signal (electrical signal) off valve S ₁ thereof, S _2, S _L, the S _R.

FIG. 6 is a graph showing, as an example, the relationship between the running speed of the vehicle and the injection amount of the friction relaxation material with respect to the amount of the friction relaxation material sprayed in the injection device according to the first embodiment of the present invention.
The vertical axis shown in FIG. 6 is the injection amount ( g / min ) of the friction modifier C, the horizontal axis is the traveling speed ( km / h ) of the vehicles 2A, 2B,. The cases where the set application rates are 100 mg / m, 75 mg / m, 50 mg / m and 25 mg / m, respectively. For example, as shown in FIG. 6, the control device 19, when spraying the friction relaxation material C at a constant spray rate (50 mg / m ( standard amount )) , reduces the friction when the traveling speed is 20 km / h. When the travel rate of the material C is 18 g / min, the traveling speed is 40 km / h, the friction material C is 26 g / min, and when the traveling speed is 60 km / h, the friction material C is ejected. The on-off valves S ₁ , S ₂ , S _L , S _R shown in FIG. 5 are set so that the injection amount of the friction modifier C is 66 g / min when the amount is 50 g / min and the traveling speed is 80 km / h. Controls the opening and closing operation.

FIG. 7 is a view for explaining the relationship between the injection amount and the air flow rate when the opening / closing operation of the opening / closing valve of the injection device according to the first embodiment of the present invention is combined, and FIG. It is a graph which shows as an example the relationship between the injection quantity when combining the opening-and-closing operation | movement of a valve, and an air flow rate, FIG.7 (B) is a block diagram which shows schematically the injection quantity variable part of an injection device. In FIG. 7 (B), the in order to make easier the understanding are omitted off valve S _R and the flow path P _R shown in FIG.

In FIG. 7A, the vertical axis on the right is the air flow rate ( liter / min ) , the vertical axis on the left is the injection amount ( g / min ) of the friction modifier C, and the horizontal axis is the on-off valve S ₁ , A combination of ON operations of S ₂ and S _L (open / close operation patterns) and a total value of the throttle opening degrees of the variable throttles T _{0 to} T ₂ corresponding to the respective open / close operation patterns. The thick line shown in FIG. 7A represents a change in the injection amount of the friction modifier C, and the thin line represents a change in the air flow rate. In the variable throttles T ₀ and T ₁ shown in FIG. 7B, the throttle opening is adjusted to the minimum value “1”, and the variable throttle T ₂ has a larger throttle opening than the variable throttles T ₀ and T _1. The throttle opening is adjusted to “2” so that “0” on the horizontal axis shown in FIG. 7 (A) indicates the total throttle opening when the on-off valves S ₁ , S ₂ , S _L close all ( OFF ) the flow paths P ₁ , P ₂ , P _L. “1” is the total value of the throttle opening when the opening / closing valve S _L opens ( ON ) the flow path P _L , and “2” is the opening / closing valve S _L , S ₁ is the flow path P _L. , P ₁ is the total value of the throttle opening when P ₁ is opened ( ON ) , and “3” is the throttle opening when the on-off valves S _L , S ₂ open ( ON ) the flow paths P _L , P _2. 4 is a total value of the throttle opening when the on-off valves S _L , S ₁ , S ₂ open ( ON ) the flow paths P _L , P ₁ , P ₂ .

The control device 19 shown in FIGS. 4 and 5 determines, based on the detection result of the curve detection unit 14, that the rotation angle θ exceeds the predetermined angle and the vehicle 2A passes through the sharp curve in either the left or right direction. When this occurs, the gas injection unit 6 is operated and the on-off valves S ₁ , S ₂ , S _L , S _R are opened / closed. For example, when the control device 19 determines from the detection result of the curve detection unit 14 that the radius of the inner track of the curve is less than 500 m, the gas injection unit 6 and the on-off valve S ₁ , S ₂ , S _L and S _R are controlled. For example, when the vehicle 2A, 2B,. ₁ , S ₂ , S _L and S _R are controlled. On the other hand, for example, when the vehicle 2A, 2B,... Travels at a high speed exceeding 80 km / h or travels at a low speed below 5 km / h, the control device 19 does not inject the friction modifier C regardless of the curve radius. Thus, the gas injection unit 6 and the on-off valves S ₁ , S ₂ , S _L , S _R are controlled in operation. Further, for example, when the control device 19 determines that the lateral pressure Q detected by the lateral pressure detection unit 15 is greater than a predetermined value, the gas injection unit 6 and the on-off valve S ₁ , S ₂ , S _L and S _R are controlled. Further, for example, when the control device 19 determines that the level of the squeaking noise detected by the squeaking noise detection unit 16 is larger than a predetermined value, the gas injection unit 6 and the on-off valve S ₁ so as to inject the friction relaxation material C. , S ₂ , S _L , S _R are controlled. On the other hand, when the emergency brake operation detection unit 17 detects the operation of the emergency brake device, or when the wiper operation detection unit 18 detects the operation of the wiper device, the control device 19 does not inject the friction modifier C. The operation of the injection unit 6 and the on-off valves S ₁ , S ₂ , S _L , S _R is controlled.

FIG. 8 is a diagram schematically showing a determination criterion of the control device when the vehicle travels a sharp left curve in the injection device according to the first embodiment of the present invention.
The control device 19 controls the on-off valve S ₁ so that the total value of the throttle opening becomes “1” to “4” as shown in FIG. 7A according to the traveling speed of the vehicles 2A, 2B,. , S ₂ and S _L are switched to change the injection amount of the friction modifier C in four stages. The control device 19 stores the determination criteria as shown in FIG. 8 as a table (database) and stores the determination criteria information, and each on-off valve S ₁ is based on the speed detection signal output from the speed detection unit 13. , S ₂ and S _L are determined. For example, as shown in FIG. 8, when the traveling speed of the vehicles 2A, 2B,... Is not less than 5 km / h and less than 20 km / h, the control device 19 opens only the flow path P _L by the on-off valve S _{L and} causes friction. A small amount of relaxation material C is sprayed. When the traveling speed of the vehicles 2A, 2B,... Is 20 km / h or more and less than 40 km / h, the control device 19 opens only the flow paths P _L and P ₁ with the on-off valves S _L and S ₁ , and the friction modifier. C is doubled and injected. When the traveling speed of the vehicles 2A, 2B,... Is 40 km / h or more and less than 60 km / h, the control device 19 opens only the flow paths P _L and P ₂ by the on-off valves S _L and S ₂ , and the friction modifier C Is increased by a factor of 3 and sprayed. When the traveling speed of the vehicles 2A, 2B,... Is 60 km / h or more and less than 80 km / h, the control device 19 opens and closes all the flow paths P _L , P ₁ , P ₂ with the on-off valves S _L , S ₁ , S _2. And the friction modifier C is increased by a factor of 4 and sprayed.

Next, the operation of the injection apparatus according to the first embodiment of the present invention will be described.
FIG. 9 is a flowchart for explaining the operation of the injection apparatus according to the first embodiment of the present invention. In the following, the operation of the control device 19 will be mainly described, and the case where the vehicles 2A, 2B,... Travel along a sharp left curve as shown in FIG.

  In step (hereinafter referred to as S) 100 shown in FIG. 9, the control device 19 determines whether or not the vehicle 2A has entered a sharp curve. For example, as shown in FIG. 2, when the vehicle 2A, 2B,... Travels in a straight section and the leading vehicle 2A enters a sharp curve, the curve detection unit 14 and the lateral pressure detection unit shown in FIGS. 15 or at least one of the crisp sound detector 16 detects the steep curve and the direction of the steep curve. As a result, at least one of the curve detection signal, the lateral pressure detection signal, and the squeak noise detection signal is output to the control device 19, and the control device 19 determines whether or not the vehicle 2A has entered the sharp curve. When the control device 19 determines that the vehicle 2A has entered the sharp curve, the process proceeds to S110, and when the control device 19 determines that the vehicle 2A has not entered the sharp curve, the series of operations ends.

  In S110, the control device 19 determines whether or not the friction modifier C needs to be injected. Even when the vehicle 2A enters a sharp curve, when the radius of the inner track of the curve is less than 500 m, or when the vehicle 2A, 2B,. There is no need to inject relaxation material C. On the other hand, even when the vehicle 2A enters a sharp curve, the vehicle 2A, 2B,... There is no need to spray. Further, even when the vehicle 2A enters a sharp curve, if the friction moderating material C is injected during operation of the emergency brake device, the distance until the vehicles 2A, 2B,. C injection needs to be stopped. Further, even when the vehicle 2A enters a sharp curve, the lateral pressure Q decreases during rain when the wiper device operates, so the injection of the friction modifier C is stopped and the friction modifier C is wasted. Need to be prevented. For this reason, the control device 19 determines whether or not the injection of the friction reducing material C is necessary based on the detection result of the speed detection unit 13, the curve detection unit 14, the emergency brake operation detection unit 17 or the wiper operation detection unit 18. to decide. When the control device 19 determines that the injection of the friction modifier C is necessary, the process proceeds to S120, and when it is determined that the injection of the friction modifier C is not required, the series of operations ends.

  In S120, the control device 19 instructs the gas injection unit 6 to start the gas injection operation. When the control device 19 outputs a gas injection start signal to the gas injection unit 6, the open / close valve that allows compressed air to flow into the flow path 7 from the air tank of the gas injection unit 6 is opened.

In S130, the control device 19 instructs the on-off valves S _L , S ₁ , S ₂ to start the opening / closing operation. When the speed detection signal output from the speed detector 13 is input to the control device 19, FIG. 8 shows an opening / closing operation pattern of the on-off valves S _L , S ₁ , S ₂ suitable for the speed of the vehicles 2A, 2B,. The control device 19 makes a determination according to the determination criteria, and the control device 19 outputs an opening / closing operation signal to the on-off valves S _L , S ₁ , S ₂ . As a result, as shown in FIG. 7 (A), the injection amount of the friction moderating material C changes according to the opening / closing operation patterns of the on-off valves S _L , S ₁ , S ₂ , and the speed of the vehicles 2A, 2B,. Regardless, the friction modifier C is sprayed at a substantially constant spraying amount. For example, since the vehicle 2A, 2B, is ... running speed of when it is 50 km / h is in the range running speed is less than 40 km / h or more 60 km / h as shown in FIG. 8, the on-off valve S _L, S ₂ There open the flow path _{P 0, P 2, P L} , as on-off valve S _1, S _R is closing the flow channel P _1, P _R, on-off valve _{S 1, S 2, S L} , the control device S _R 19 outputs an opening / closing operation signal. As a result, the compressed air flowing into the flow path 7 from the air tank of the gas injection unit 6 shown in FIG. 5 and FIG. 7 (B) flows into the flow path P _0, P _2, passing through the variable throttle T _0, T ₂ At the same time, it flows into the flow path P _L and passes through the fixed throttle T _L. For this reason, the friction alleviating material C is injected from the projecting matter accommodating portion 9L into the flow path 11L, and the friction reducing material C is injected from the injection port 12L together with the compressed air.

  When the leading vehicle 2A shown in FIG. 2 enters a sharp curve, the injection device 5 starts to inject the friction modifier C between the front wheel 4a of the carriage 4B on the rear side of the leading vehicle 2A and the rail 1a. To do. As a result, the frictional relaxation material C collides with the inner temporal side surface 1d immediately before the contact point S shown in FIG. 5, the frictional relaxation material C roughens the inner temporal side surface 1d, and the frictional relaxation material C is applied to the inner temporal side surface 1d. In close contact. Next, the frictional relaxation material C is sandwiched between the flange surface 4d and the inner temporal side surface 1d, and the frictional relaxation material C is pressurized between them.

  The next vehicles 2B,... After the first vehicle 2A shown in FIG. 2 successively sandwich the friction modifier C between the flange surface 4d and the inner head side surface 1d, and the friction modifier C is further added between them. Pressed. As a result, since the lateral pressure Q generated between the rail 1a and the wheel 4a is reduced, excessive frictional resistance generated between the medial side surface 1d and the flange surface 4d is relieved, and the rail 1a in the sharp curve portion is relieved. Wear is prevented. In addition, the friction modifier C remains on the inner temporal side surface 1d, and the friction coefficient relaxation function of the friction modifier C continues for a long period of time. After the vehicles 2A, 2B,. In this case, the effect of frictional relaxation is maintained by the remaining frictional relaxation material C. As shown in FIG. 2, the front carriage 4A of the leading vehicle 2A is already after entering the sharp curve when the injection device 5 injects the friction relaxation material C, so that the effect of friction relaxation is obtained. However, the friction relaxation effect can be obtained by the friction relaxation material C injected by the preceding train that has passed through the sharp curve before the vehicles 2A, 2B,.

  In S140 shown in FIG. 9, the control device 19 determines whether or not the vehicle 2A has left the sharp curve. For example, when the vehicle 2A shown in FIG. 2 exits from the sharp curve, the vehicle 2A turns into a sharp curve based on at least one detection result of the curve detection unit 14, the lateral pressure detection unit 15 or the crisp sound detection unit 16 shown in FIG. The control device 19 determines whether or not the user has exited. When the control device 19 determines that the vehicle 2A has left the sharp curve, the process proceeds to S150. When the control device 19 determines that the vehicle 2A has not left the sharp curve, the control device 19 continues until the vehicle 2A leaves the sharp curve. Repeats the judgment.

  In S150, the control device 19 instructs the gas injection unit 6 to end the gas injection operation. When the control device 19 outputs a gas injection end signal to the gas injection unit 6, the on-off valve that allows compressed air to flow from the air tank of the gas injection unit 6 into the flow path 7 is closed, and the injection of the friction modifier C is stopped.

The injection device according to the first embodiment of the present invention has the following effects.
( 1 ) In the first embodiment, the injection amount of the friction relaxation material C is changed according to the traveling speed of the vehicles 2A, 2B,... So that the spray amount of the friction relaxation material C becomes substantially constant. Is variable. For this reason, the amount of application of the friction modifiers C becomes substantially constant regardless of the traveling speed of the vehicles 2A, 2B,..., And the amount of application of the friction modifiers C varies depending on the traveling speed of the vehicles 2A, 2B,. Can be prevented.

( 2 ) In the first embodiment, the injection amount variable unit 8 varies the injection amount of the friction relaxation material C that reduces the frictional resistance between the wheels 4a, 4b and the rails 1a, 1b. Therefore, the friction relaxation effect can be made substantially constant regardless of the traveling speed of the vehicles 2A, 2B,.

( 3 ) In the first embodiment, the injection amount variable unit 8 varies the injection amount of the friction moderating material C based on the speeds of the vehicles 2A, 2B,... Detected by the speed detection unit 13. For this reason, the frictional relaxation material C can be injected so that the amount of the frictional relaxation material C sprayed becomes substantially constant according to the traveling speed of the vehicles 2A, 2B,.

(4) In the first embodiment, the flow path P ₀ ~P _2, P _L, and the variable throttle T ₀ through T ₂ the flow rate of the compressed air flowing through the P _R are respectively adjusted, the variable throttle T ₀ ~ T ₂ is variable injection amount of the friction reducing material C, on-off valve _{S 1, S 2, S L} , is S _R to open and close the flow path P ₀ ~P _2, P _L, the P _R, respectively. Therefore, the on-off valve _{S 1, S 2, S L} , by changing the opening and closing operation pattern of S _R, the flow path P ₀ ~P _2, P _L, to change the flow rate of the compressed air flowing through the P _R, friction The injection amount of the relaxation material C can be easily adjusted. Further, in the first embodiment, unlike the conventional flow rate adjustment valve that controls the opening degree by rotating a disc-like valve body by a motor, the variable throttle T ₀ to which the throttle opening degree is adjusted and set in advance. using a combination of T _2. For this reason, in this 1st Embodiment, it is not influenced by the vibration which generate | occur | produces at the time of driving | running | working of vehicles 2A, 2B, ... can do.

(5) In the first embodiment, the flow path P ₀ to P a passage P _R flowing compressed air toward the ₂ from the injection port 12R to open and close off valve S _R is injected from the flow path P ₀ to P ₂ The on-off valve S _L opens and closes the flow path P _L through which the compressed air flows toward the port 12L. Therefore, when the vehicles 2A, 2B,... Enter the sharp curve in the right direction, the friction modifier C is supplied between the wheels 4b and the rail 1b, and the vehicles 2A, 2B,. When entering, the friction moderating material C can be injected separately on the left and right sides so that the friction moderating material C is supplied between the wheel 4a and the rail 1a.

( 6 ) In the first embodiment, the throttle openings of the two variable throttles T ₀ and T ₁ are adjusted to the minimum value “1”, and one is set to be larger than the minimum value “1”. The aperture of the variable aperture T ₂ is adjusted to “2”. Therefore, for example, as shown in FIG. 7, the flow paths P _{0 to} P ₂ for flowing compressed air to the variable throttles T _{0 to} T ₂ are opened and closed by arbitrary opening / closing valves S _L , S ₁ , S ₂ , and compressed. The flow rate of air can be varied in four stages, and the injection amount of the friction modifier C can be varied in four stages.

(Second Embodiment)
FIG. 10 is a block diagram schematically showing an injection device according to the second embodiment of the present invention. FIG. 11 is a diagram schematically illustrating a determination criterion of the control device when the vehicle travels on a sharp left curve in the injection device according to the second embodiment of the present invention. In the following, the same parts as those shown in FIGS. 1 to 5 are denoted by the same reference numerals and detailed description thereof is omitted.

Injection quantity varying unit 8 shown in FIG. 10, the flow path P ₀ to P _3, the variable throttle T ₀ through T _3, and the on-off valve S ₁ to S _3, the flow path P _L, and P _R, on-off valve S _L and S _R and fixed apertures T _L and T _R are provided. The flow path P _3, the flow path P ₀ to P ₂ and are piped in parallel, the flow path P ₀ to P ₂ and the cross-sectional area are identical. The flow path P ₃ has an upstream side connected to the flow path 7 and a downstream side connected to the flow paths P _L and P _R. The variable throttle T ₃ is a throttle that adjusts the flow rate of the compressed air flowing through the flow path P ₃ to vary the injection amount of the friction reducing material C, such as a variable throttle valve having the same structure as the variable throttles T _{0 to} T _2. It is. For example, the variable throttles T ₀ and T ₁ shown in FIG. 10 have the throttle opening set to the minimum value “1”, and the variable throttle T ₂ has the throttle opening “2” (variable throttles T ₀ and T ₁ The variable throttle T ₃ is set to “4” (four times the throttle opening of the variable throttles T ₀ and T ₁ ). The on-off valve S ₃ is a valve that opens and closes the flow path P ₃ . The on-off valve S ₃ is disposed in the flow path P ₃ upstream of the variable throttle T ₃ , and is an electromagnetic valve having the same structure as the on-off valves S ₁ and S ₂ .

Based on the detection results of the speed detector 13, the curve detector 14, the lateral pressure detector 15, the crisp sound detector 16, the emergency brake operation detector 17, and the wiper operation detector 18, the controller 19 opens and closes the on-off valve S _1. Controls the opening / closing operation of S ₃ , S _L , S _R and the injection operation of the gas injection unit 6. Controller 19, on-off valve S ₁ ~S _3, S _L, when the opening and closing operation of the S _R and outputs a closing operation signal these off valve S ₁ ~S _3, S _L, the S _R. As shown in FIG. 11, the control device 19 opens and closes the on-off valves S ₁ to S so that the total value of the throttle opening becomes “1” to “8” according to the traveling speed of the vehicles 2A, 2B,. _3, by switching the opening and closing pattern of S _L, varying the injection amount of the friction reducing material C in 8 stages. The control device 19 stores a determination criterion as shown in FIG. 8 as determination criterion information, and on the basis of the speed detection signal output from the speed detector 13, each of the on-off valves S _{1 to} S ₃ , S _L , S Determine whether to open or close _R.

The injection device according to the second embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the second embodiment, the throttle openings of the two variable throttles T ₀ , T ₁ are adjusted to the minimum value “1”, and the two variable throttles T ₀ , T ₁ are increased stepwise from the minimum value “1”. The apertures of the variable throttles T ₂ and T ₃ are adjusted to “2” and “4”, respectively. For this reason, for example, as shown in FIG. 10, the flow paths P _{0 to} P ₃ for flowing the compressed air to the variable throttles T _{0 to} T ₃ are opened and closed by arbitrary on-off valves S _L and S _{1 to} S ₃ to compress the compressed air. The flow rate of air can be varied in 8 steps, and the injection amount of the friction modifier C can be varied in 8 steps. As a result, as shown in FIG. 11, since the injection amount of the friction modifier C can be varied for each traveling speed of 10 km / h of the vehicles 2A, 2B,..., The vehicles 2A, 2B are compared with the first embodiment. ,... Can be sprayed with higher accuracy according to the traveling speed of.

(Third embodiment)
FIG. 12 is a block diagram schematically showing an injection device according to the third embodiment of the present invention.
Injection quantity varying unit 8 shown in FIG. 12, the flow path P ₀ to P _4, the variable throttle T ₀ through T _4, and the on-off valve S ₁ to S _4, the flow path P _L, and P _R, on-off valve S _L and S _R and fixed apertures T _L and T _R are provided. Passage P ₄ has a passage P ₀ to P ₃ and are piped in parallel, the flow path P ₀ to P ₃ and the cross-sectional area are identical. The upstream side of the flow path P ₄ is connected to the flow path 7, and the downstream side is connected to the flow paths P _L and P _R. The variable throttle T ₄ is a throttle that adjusts the flow rate of the compressed air flowing through the flow path P ₄ to vary the injection amount of the friction modifier C, and has the same structure as the variable throttles T _{0 to} T _3. It is. For example, the variable throttles T ₀ and T ₁ shown in FIG. 12 have the throttle opening set to the minimum value “1”, and the variable throttle T ₂ has the throttle opening “2” (variable throttles T ₀ and T ₁ The throttle opening of the variable throttle T ₃ is set to “4” (four times the throttle opening of the variable throttles T ₀ and T ₁ ). T ₄ has a throttle opening set to “8” (8 times the throttle opening of the variable throttles T ₀ and T ₁ ). The on-off valve S ₄ is a valve that opens and closes the flow path P ₄ . Off valve S ₄ is disposed in parallel with the on-off valve S ₁ to S _3, it is disposed in the flow path P ₄ on the upstream side of the variable throttle T _4. The on-off valve S ₄ is an electromagnetic valve having the same structure as the on-off valves S _{1 to} S ₃ .

Based on the detection results of the speed detector 13, the curve detector 14, the lateral pressure detector 15, the crisp sound detector 16, the emergency brake operation detector 17, and the wiper operation detector 18, the controller 19 opens and closes the on-off valve S _1. Control the opening / closing operation of S ₄ , S _L and S _R and the injection operation of the gas injection unit 6. Controller 19, on-off valve S ₁ ~S _4, S _L, when the opening and closing operation of the S _R and outputs a closing operation signal these off valve S ₁ ~S _4, S _L, the S _R. Controller 19, vehicle 2A, 2B, ... in accordance with the traveling speed of, so that the total value of the throttle opening degree becomes "1" to "16", the opening and closing operation of the opening and closing valve S ₁ to S _4, S _L By changing the pattern, the injection amount of the friction modifier C is varied in 16 steps.

The injection device according to the third embodiment of the present invention has the effects described below in addition to the effects of the first embodiment and the second embodiment.
In this third embodiment, the throttle openings of the two variable throttles T ₀ , T ₁ are adjusted to the minimum value “1”, and the three variable throttles T ₀ and T ₁ are increased so as to increase stepwise from the minimum value “1”. The apertures of the variable throttles T _{2 to} T ₄ are adjusted to “2”, “4”, and “8”, respectively. For this reason, for example, as shown in FIG. 12, the flow paths P _{0 to} P ₄ for flowing the compressed air to the variable throttles T _{0 to} T ₄ are opened and closed by arbitrary opening / closing valves S _L and S _{1 to} S ₄ to compress the compressed air. The flow rate of air can be varied in 16 steps, and the injection amount of the friction modifier C can be varied in 16 steps. As a result, for example, the injection amount of the friction relaxation material C can be varied for each traveling speed of 5 km / h of the vehicles 2A, 2B,..., So that the vehicles 2A, 2B are compared to the first and second embodiments. ,... Can be sprayed with higher accuracy according to the traveling speed of.

(Fourth embodiment)
FIG. 13 is a block diagram schematically showing an injection device according to the fourth embodiment of the present invention.
Injection quantity varying unit 8 shown in FIG. 13, the flow path P ₀ to P _n, and the variable throttle T ₀ through T _n, on-off valve S ₁ to S _n, and the flow path P _L, P _R, on-off valve S _L and S _R and fixed apertures T _L and T _R are provided. The flow paths P _{0 to} P _n are piped in parallel and all have the same cross-sectional area. The flow paths P _{0 to} P _n are connected to the flow path 7 on the upstream side and connected to the flow paths P _L and P _R on the downstream side. The variable throttles T _{0 to} T _n are throttles that adjust the flow rate of the compressed air flowing through the flow paths P _{0 to} P _n to vary the injection amount of the friction modifiers C, and all of them are variable throttle valves having the same structure. Etc. For example, the variable throttle T _0, T ₁ shown in FIG. 13 is aperture size is set to the minimum value "1", the variable throttle _{T 2, T 3, ...,} T n-1, T n the stop aperture The degrees are set to “2”, “4”,..., “2 ⁿ⁻² ”, “2 ⁿ⁻¹ ” ( n = 1, 2, 3,...). Off valve S ₁ to S _n is a valve for opening and closing the flow path P ₁ to P _n, respectively. The on-off valves S _{1 to} S _n are respectively disposed in the flow paths P _{1 to} P _n on the upstream side of the variable throttles T _{1 to} T _n , and are all electromagnetic valves having the same structure.

Opening a _n aperture of the variable throttle T _n of the channel P _n shown in FIG. 13 is expressed by the following equation (1), adjusting the number b _n of the throttle opening degree is represented by the following equation (2).

Here, n indicating the number 1, the number of on-off valve S ₁ to S _n to open and close the flow path P ₁ to P _n, a _n is the flow path P _n for opening and closing the n-th-off valve S _n The throttle opening (injection amount) of the variable throttle T _n is a ₀ , and the throttle opening (injection amount) of the variable throttle T ₀ adjusted to the minimum value. B _n shown in Equation 2 is an adjustment number of the throttle opening adjusted so as to increase stepwise from the minimum value of the throttle opening.

Based on the detection results of the speed detector 13, the curve detector 14, the lateral pressure detector 15, the crisp sound detector 16, the emergency brake operation detector 17, and the wiper operation detector 18, the controller 19 opens and closes the on-off valve S _1. Control the opening / closing operation of S _n , S _L , S _R and the injection operation of the gas injection unit 6. Controller 19, on-off valve S ₁ ~S _n, S _L, when the opening and closing operation of the S _R and outputs a closing operation signal these off valve S ₁ ~S _n, S _L, the S _R. The control device 19 opens and closes the on-off valves S _{1 to} S _n , S _L , S so that the total value of the throttle openings becomes “1” to “2 ⁿ ” according to the traveling speed of the vehicles 2A, 2B,. By switching the opening / closing operation pattern of _R , the injection amount of the friction modifier C is varied in 2 ⁿ stages.

The injection device according to the fourth embodiment of the present invention has the following effects in addition to the effects of the first to third embodiments.
In the fourth embodiment, the throttle openings of the two variable throttles T ₀ , T ₁ are adjusted to the minimum value “1”, and n− so that it becomes larger stepwise than the minimum value “1”. The opening degree of each of the variable throttles T _{2 to} T _n is adjusted to “2”,..., “ 2 ⁿ⁻¹ ”, respectively. Thus, for example, as shown in FIG. 13, the variable throttle T ₀ through T _n any of the on-off valve a flow path P ₀ to P _n flowing compressed air to S _L, S _R, and opened and closed by S ₁ to S _n Te, the flow rate of compressed air was varied to 2 ⁿ stages, the injection amount of the friction reducing material C can be varied to 2 ⁿ stages. As a result, it is possible to disperse the friction relaxation material C with higher accuracy in accordance with the traveling speed of the vehicles 2A, 2B,... As compared with the first to third embodiments.

(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
( 1 ) In this embodiment, the case where the friction moderating material C is injected as an injection has been described as an example. However, a thickening material that increases the adhesion coefficient between the wheels 4a, 4b and the rails 1a, 1b, etc. The present invention can also be applied to the case of injecting a jetted product. In this embodiment, the case of injecting compressed air as compressed gas has been described as an example. However, the present invention can also be applied to the case of injecting gas other than compressed air. Further, in this embodiment, the railway wheel and the rail for rail have been described as examples. However, the present invention is also applied to other railway members that receive frictional resistance due to the relative motion between the contact surface and the contacted surface. Can be applied.

( 2 ) In this embodiment, the frictional relaxation material C is injected between the rail 1a and the wheel 4a and the frictional relaxation material C is adhered to the inner temporal side surface 1d. The friction modifier C can be attached to both the side surface 1d and the flange surface 4d or only to the flange surface 4d. In this embodiment, the case where the vehicles 2A, 2B,... Enter the left sharp curve has been described as an example, but the case where the vehicles 2A, 2B,. The present invention can be applied. Furthermore, in this embodiment, the case where the two variable throttles T ₀ and T ₁ whose throttle opening is adjusted to the minimum value “1” is described as an example, but the throttle opening is the minimum value “1”. Three or more variable apertures adjusted to “1” can be arranged.

( 3 ) In this embodiment, the friction modifier C is injected between the front wheel 4a and the rail 1a of the carriage 4B on the rear side of the leading vehicle 2A. However, the present invention is not limited to this. For example, the friction relaxation material C is injected between the rails 1a and wheels 4a of the next vehicles 2B,... Of the next vehicle 2B,... After the first vehicle 2A, or the rear vehicle 4B of the rear vehicle 4A. It is also possible to inject the friction modifier C between the rear wheel 4a and the rail 1a. Further, in this embodiment, the case where the injection device 5 is installed on the vehicle 2A side has been described as an example. However, the injection device 5 is installed on the ground side, and the inside head side surface 1d and the flange surface 4d are connected from the ground side. It is also possible to inject the friction modifier C in between.

( 4 ) In this embodiment, the case where the vehicles 2A, 2B,... Pass the sharp curves of the main line and the branch lines has been described as an example, but the vehicles 2A, 2B,. The present invention can be applied to cases. Further, in this embodiment, the case where the vehicle 2A includes the curve detection unit 14, the lateral pressure detection unit 15, and the crisp sound detection unit 16 has been described as an example, but one of these is installed in the vehicle 2A, These can be arbitrarily selected. Furthermore, in this embodiment, the case where the emergency brake operation detection unit 17 detects the operation of the emergency brake device has been described as an example. However, when an abnormality occurs in the service brake device and the emergency brake device, the vehicles 2A, 2B, It is also possible to provide a safety brake operation detection unit that detects the operation of the safety brake device that stops... For example, the present invention can also be applied to a case where the injection device 5 includes a direct spare brake detection unit that detects the operation of a direct air brake device that has a separate command and air source from the service brake device as a backup system. . In this case, similarly to the operation of the emergency brake device, the gas injection unit 6 and the on-off valves S ₁ , S ₂ , S _L , S _R so that the friction modifier C is not injected when the direct standby brake device is operated. The control device 19 controls the operation.

1 is a side view schematically showing a vehicle including an injection device according to a first embodiment of the present invention. It is a top view which shows the state of a wheel and a rail when a vehicle provided with the injection device which concerns on 1st Embodiment of this invention passes a sharp curve. BRIEF DESCRIPTION OF THE DRAWINGS It is a front view which shows the state of a wheel and a rail when a vehicle provided with the injection device which concerns on 1st Embodiment of this invention passes a sharp curve, (A) is a contact state of the rail and wheel on an inner track side (B) is a front view which shows the contact state of the rail by the side of an outer rail, and a wheel. 1 is a perspective view schematically showing an injection device according to a first embodiment of the present invention. It is a lineblock diagram showing roughly the injection device concerning a 1st embodiment of this invention. It is a graph which shows the relationship between the travel speed of a vehicle with respect to the application quantity of the friction relaxation material of the injection device which concerns on 1st Embodiment of this invention, and the injection quantity of a friction relaxation material as an example. It is a figure for demonstrating the relationship between the injection quantity and the air flow rate when combining the opening / closing operation | movement of the on-off valve of the injection device which concerns on 1st Embodiment of this invention, (A) combines the opening / closing operation | movement of an on-off valve. It is a graph which shows the relationship between the injection amount at the time of an air flow, and an air flow rate as an example, (B) is a block diagram which shows roughly the injection amount variable part of an injection device. It is a figure which shows typically the criterion of a control apparatus when a vehicle drive | works the left-side sharp curve in the injection device which concerns on 1st Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the injection apparatus which concerns on 1st Embodiment of this invention. It is a block diagram which shows schematically the injection apparatus which concerns on 2nd Embodiment of this invention. It is a figure which shows typically the criterion of the control apparatus when a vehicle drive | works the left-side sharp curve in the injection device which concerns on 2nd Embodiment of this invention. It is a block diagram which shows roughly the injection apparatus which concerns on 3rd Embodiment of this invention. It is a block diagram which shows roughly the injection apparatus which concerns on 4th Embodiment of this invention.

Explanation of symbols

1 Rail 1a Rail (Left rail)
1b Rail (Right side rail)
1c top surface 1d inner side surface 2A, 2B, ... vehicle 4A, 4B dolly 4a wheel (left wheel)
4b Wheel (right wheel)
4c Wheel tread surface 4d Flange surface 5 Injection device 6 Gas injection part 7 Flow path 8 Injection amount variable part 9L, 9R Injection thing accommodating part 10L, 10R Variable throttle 11L Flow path (left side flow path)
11R channel (right channel)
12L injection port (left injection port)
12R injection port (right injection port)
DESCRIPTION OF SYMBOLS 13 Speed detection part 14 Curve detection part 15 Side pressure detection part 16 Crimp sound detection part 17 Emergency brake action detection part 18 Wiper operation | movement detection part 19 Control apparatus C Friction relaxation material (injection)
P _{0 to} P _n flow paths (parallel flow paths)
P _L channel (left channel)
P _R flow path (right channel)
T ₀ -T _n variable throttle T _L , T _R fixed throttle S ₁ -S _n ,..., S _L , S _{R on-} off valve S _{L on-} off valve (left-side on-off valve)
S _R-off valve (opening-and-closing valve)

Claims (5)

An injection device that injects an injection between a vehicle wheel and a rail,
Based on a detection result of a speed detection unit that detects the speed of the vehicle, an injection amount variable unit that varies an injection amount of a friction relaxation material that reduces friction resistance between the wheel and the rail ,
The injection amount variable unit is
Wherein as application rate of the friction-reducing material is substantially constant, the injection quantity of the friction material is variable according to the running speed of the vehicle,
A plurality of parallel flow paths through which compressed gas for injecting the friction relaxation material flows;
A plurality of variable throttles for adjusting the flow rate of the compressed gas flowing through the plurality of parallel flow paths, and varying the amount of injection of the friction modifier,
A plurality of on-off valves for opening and closing the plurality of parallel flow paths ,
The plurality of variable throttles, by manually rotating the rotation operation unit, to change the cross-sectional area of the plurality of parallel flow paths, to adjust the throttle opening of the plurality of parallel flow paths;
An injection device characterized by the above. In the injection device according to claim 1 ,
The injection amount variable unit is
A right flow path through which the compressed gas flows from the plurality of parallel flow paths toward a right injection port for injecting the friction modifier between a right wheel and a right rail of the vehicle;
A right open / close valve that opens and closes the right flow path;
A left flow path through which the compressed gas flows from the plurality of parallel flow paths toward a left injection port for injecting the friction modifier between a left wheel and a left rail of the vehicle;
A left opening / closing valve that opens and closes the left channel,
An injection device characterized by the above. In the injection device according to claim 1 or 2 ,
The injection amount variable unit is
At least two variable throttles whose throttle opening is adjusted to the minimum value;
A variable throttle adjusted to a throttle opening larger than the minimum value,
An injection device characterized by the above. In the injection device according to claim 1 or 2 ,
The injection amount variable unit is
At least two variable throttles whose throttle opening is adjusted to the minimum value;
Comprising two or more variable throttles, the throttle opening of which is adjusted stepwise to be larger than the minimum value,
An injection device characterized by the above. In the injection device according to claim 3 or 4 ,
The number n of the opening and closing valve for opening and closing the plurality of parallel flow paths, n-th variable throttle of the throttle opening degree a _n parallel channel opening and closing valve is opened and closed, the variable throttle of the throttle opening degree a is adjusted to the minimum value _{When 0} = 1, the throttle opening adjustment number b _n adjusted to be stepwise larger than the minimum value,
a _n = 2 ^n-1 (n = 1, 2, 3,..., a ₀ = 1) b _n = 2 ⁿ (n = 1, 2, 3,..., b ₀ = 1)
Being
An injection device characterized by the above.

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