JP4680089B2 - Friction adjusting device and friction adjusting method - Google Patents

Description

  The present invention relates to a friction adjusting device and a friction adjusting method for adjusting friction generated between a wheel of a bogie truck such as a light rail transit (LRT) and a track rail of a sharp curve portion.

  In general, a pair of track rails provided with a friction reducing device for a sharp curve is used for a streetcar or the like (see, for example, Patent Document 1). As shown in FIG. 12, some of the pair of track rails 102 are provided with guide grooves 106 on both rails in which the flanges 103 of the truncated cone-shaped wheels 101 are arranged. The wheel 101 is guided by the guide groove 106 so that the vehicle can travel stably. However, when the guide grooves 106 are provided in both the track rails 102, the following problems occur when the wheels 101 travel on the curved track rails 102 for curved traveling such as curves. That is, for example, at the time of a left turn, the track rail 102 draws a curve to the left, but the radius of the curves of the outer rail side rail 102a arranged on the outer track side and the inner track side rail 102b arranged on the inner track side. Since the dimensions are different, the lengths in the circumferential direction are different. That is, the length dimension of the inner rail side rail 102b is shorter than the length dimension of the outer rail side rail 102a.

  On the other hand, since the outer ring 101a and the inner ring 101b have the same diameter and the same rotational speed, the traveling distances due to the rotation of the wheel 101 are the same for the outer ring 101a and the inner ring 101b. For this reason, the length of the track rail 102 differs between the inner track and the outer track, whereas the traveling distance of the wheel 101 is the same between the inner race and the outer race. A difference will occur between the travel distances. As a result, the wheel 101 slides on the track rail 102, noise and vibration are generated, and the track rail 102 and the wheel 101 are worn. Further, when the frictional force of the inner rail side rail 102b is increased, a force that presses the outer ring 101a against the outer rail side rail 102a is activated, which may cause noise, wear, and climbing derailment.

  Therefore, as shown in FIG. 13, without providing the guide grooves 106 on both rails, such as a rail for general railways, a slack is formed on the inner rail 102b ′ using a normal grooveless rail 102 ′. A device in which S is provided is known. "Slack" means that the grooved rail 102 'is located between the outer rail 102a' and the inner rail 102b ', that is, between the rails, rather than the straight grooveless rail 102' for straight running. A portion that is expanded (expanded) in a direction orthogonal to the traveling direction of the wheel 101 in the extending plane. That is, by providing the slack S, the pair of wheels 101 as a whole is arranged on the outer side of the curve of the grooveless rail 102 ′ (the outer ring 101 a side of the outer ring 101 a and the inner ring 101 b). The tangent line R at the time of the straight traveling between the straight line 102b ′ and the inner ring 101b appears on the inner side of the curve of the grooveless rail 102 ′ than the tangent line L at the straight traveling time.

Since the radius dimension of the tangent line R at the time of bending is shorter than the radius dimension of the tangent line L at the time of straight travel, the travel distance of the inner ring 101b on the tangent line R at the time of curvature is shorter than the travel distance on the tangent line L at the straight travel. Therefore, the traveling distance of the inner ring 101b is shorter than the traveling distance of the outer ring 101a, and the length dimension and the traveling distance are balanced to prevent slipping.
JP 2003-276604 A

  However, in the configuration in which the guide groove is not provided as described above, when two pairs of wheels are provided for the front wheel and the rear wheel, the front wheel is arranged and balanced as described above, but the front wheel Because the front and rear wheels do not travel on the same track due to the difference in distance between the rear wheel and the rear wheel, the rear wheel may be disposed on the inside opposite to the above. This is particularly noticeable when traveling along a sharply curved track with a radius of 100 m or less at a low speed of 40 km / h or less. This is because, when passing through a large curve at high speed, the vehicle centrifugal force exerts a force to move the wheel toward the outer gauge side, but when passing through a sharp curve at low speed, the vehicle centrifugal force is weak and the wheel is moved toward the outer gauge side. This is because the force that tries to get closer to is also reduced. In addition, the bogie bogie angle is reduced due to the turning resistance of the bogie relative to the vehicle body and the straight direction restoring force. If the rear wheels are arranged on the inside, a difference occurs between the length dimension and the traveling distance as described above. For example, when a bogie is used, the front side of the bogie is reversed toward the outside. There is a problem that directional force is generated.

  Therefore, even if the anti-friction agent is applied to the inner rail side rail in advance and the rear wheel is arranged on the inner side, the actual traveling distance and length dimensions can be obtained by sliding the inner ring with the anti-friction agent and causing it to idle. It is conceivable to suppress the reverse direction force, but in this case, there are the following problems. That is, when the wheel passes over the rail, the lubricant applied in advance adheres to each wheel, so that the lubricant is drastically reduced only by passing the vehicle once over the rail. Therefore, in order to facilitate maintenance, it is necessary to apply a large amount of a lubricant in advance. However, if a large amount of anti-friction agent is applied, a large amount of the anti-friction agent adheres to each wheel, causing not only performance disturbance such as road surface braking, but also liquefaction of the track roadbed, and track maintenance. Makes it difficult. Moreover, it also causes vehicle pollution.

  The present invention has been made in view of such circumstances, and can adjust the friction between the wheel and the track rail at the time of low-speed sharply traveling, so that the wheel can travel stably. It is an object of the present invention to provide a friction adjustment device and a friction adjustment method that can be performed.

In order to solve the above problems, the present invention provides the following means.
The friction adjusting device according to the present invention is a friction that adjusts the friction generated between a pair of curved track rails for causing a vehicle having at least two pairs of wheels, a front wheel and a rear wheel, to run at a low speed and a sharp curve, and the wheels. An adjusting device, which is between the outer rail side rail arranged on the outer rail side of the curved track rail and the inner rail side rail arranged on the inner rail side, and at the time of the low-speed sudden traveling A switch part provided at the rear wheel position of the rear wheel that is disposed, and a jet part that jets an anti-friction agent to a front part of the inner rail side rail in the traveling direction from the switch part, And the anti-friction agent is ejected from the ejection part when the switch part is driven.

In the friction adjusting device according to the present invention, when the wheel passes on the curved track rail, the rear wheel is arranged on the inner side than when the vehicle travels straight ahead. At this time, the position of the rear wheel becomes the rear wheel position of the curve. Then, when the switch portion provided at the position of the rear wheel is driven by the rear wheel, the lubricant is jetted from the jet portion to the front portion of the inner rail side rail in the traveling direction from the switch portion. .
When the wheel passes on the curved track rail, the front wheel is arranged on the outside, and therefore does not pass through the switch part.
As described above, when the wheel passes on the curved track rail, an appropriate amount of the lubricant can be ejected onto the inner track side rail at an appropriate timing.
The “front part in the direction of travel” refers to the front part in one direction of travel when the wheel travels in only one direction on the track rail, such as a double track, or a single line or the like. In addition, when the wheel travels in the forward direction and the backward direction on the same track rail, it means at least one of the forward part in the forward direction and the forward part in the backward direction, respectively. is there.

In addition, the friction adjusting device according to the present invention adjusts the friction generated between a pair of curved track rails for causing a vehicle having at least two pairs of wheels, a front wheel and a rear wheel, to travel at a low speed suddenly, and the wheels. A friction adjusting device that is between the outer rail side rail disposed on the outer rail side of the curved track rail and the inner rail side rail disposed on the inner rail side, wherein the low-speed sudden turn A rear wheel detection unit that is provided at a curved rear wheel position of the rear wheel that is arranged during traveling and detects the rear wheel, and of the inner rail side rail, the front of the rear wheel detection unit in the traveling direction A jetting unit that jets the lubricant to the portion, and a control unit that jets the lubricant from the jetting unit according to the detection result of the rear wheel detection unit.

In the friction adjusting device according to the present invention, when the wheel passes on the curved track rail, the rear wheel is arranged on the inner side than when the vehicle travels straight ahead. At this time, the position of the rear wheel becomes the rear wheel position of the curve. Then, when the rear wheel detection unit provided at the bent rear wheel position detects the rear wheel, according to the detection result, the control unit causes the inner rail side rail to move in the traveling direction more than the rear wheel detection unit. An antifriction agent is ejected from the ejection portion to the front portion.
When the wheel passes on the curved track rail, the front wheel is arranged on the outside, and therefore does not pass through the rear wheel position.
As described above, when the wheel passes on the curved track rail, an appropriate amount of the lubricant can be ejected onto the inner track side rail at an appropriate timing.
The “front part in the direction of travel” refers to the front part in one direction of travel when the wheel travels in only one direction on the track rail, such as a double track, or a single line or the like. In addition, when the wheel travels in the forward direction and the backward direction on the same track rail, the forward part in the forward direction (travel direction) or the forward part in the reverse direction (travel direction) respectively. At least one of them.

  Moreover, the friction adjusting device according to the present invention is characterized in that the ejection portion ejects a lubricant between the front wheel and the rear wheel in the inner rail side rail.

In the friction adjusting device according to the present invention, the lubricant is ejected from the ejection portion between the front wheel and the rear wheel of the inner rail side rail.
Here, at the time of turning, the front wheel generates a wheel shaft self-turning force, and a force for arranging the carriage inward is obtained. For this reason, when a lubricant is applied to the front wheel, the front wheel may idle so that an effective wheel shaft self-turning force may not be obtained. Further, when the front wheel passes on the track rail, a large amount of the lubricant on the track rail adheres to the front wheel, so that the lubricant on the track rail is drastically reduced just by passing the front wheel once. Therefore, if a lubricant is applied to the front wheels, there is a risk that the lubricant is not sufficiently applied to the rear wheels.
In the present invention, the anti-friction agent is jetted between the front wheel and the rear wheel of the inner rail side rail, so that an effective wheel shaft self-turning force is reliably obtained without adhering the anti-friction agent to the front wheel. And the rear wheel alone can be easily idled with an appropriate amount of lubricant.

  Further, in the friction adjustment device according to the present invention, the traveling direction has a forward direction and a backward direction, and the forward portion of the forward direction is a forward forward portion of the inner rail side rail, The forward portion in the retrograde direction is a retrograde forward portion, and the portion of the inner rail side rail where the lubricant is ejected is switched to either the forward forward portion or the retrograde forward portion. A switching unit, and a traveling direction detection unit that detects whether the vehicle is traveling in the forward direction or the backward direction, and the control unit detects the vehicle from the detection result of the traveling direction detection unit. When it is determined that the vehicle is traveling in the forward direction, the switching unit causes the lubricant to be jetted to the forward portion, and when it is determined that the vehicle is traveling in the backward direction, The retrograde front part by the switching part Wherein the jetting lubricant.

In the friction adjustment device according to the present invention, when the control unit determines from the detection result of the traveling direction detection unit that the vehicle is traveling in the forward direction, the switching unit causes the lubricant to be applied to the forward portion. Is ejected. On the other hand, when the control unit determines that the vehicle is traveling in the retrograde direction, the switching unit causes the lubricant to be jetted to the retrograde front portion.
As described above, even in the case of a double track, an appropriate amount of the lubricant can be ejected to the inner rail side rail at an appropriate timing, and the wheel can be easily idled.

In addition, the friction adjustment method according to the present invention adjusts the friction generated between a pair of curved track rails for causing a vehicle having at least two pairs of wheels, a front wheel and a rear wheel, to travel at a low speed and a sharp curve, and the wheels. A friction adjustment method for performing a low-speed sudden turn between the outer rail side rail disposed on the outer rail side of the curved track rail and the inner rail side rail disposed on the inner rail side. The rear wheel is detected by a rear wheel detection unit provided at a curved rear wheel position of the rear wheel that is disposed during traveling, and according to the detection result of the rear wheel detection unit, The anti-friction agent is ejected from the ejection portion to the front portion in the traveling direction with respect to the rear wheel detection portion.

In the friction adjustment method according to the present invention, the rear wheel is detected by the rear wheel detection unit provided at the bent rear wheel position, and the inner wheel disposed on the inner track side is determined according to the detection result of the rear wheel detection unit. Of the rail-side rail, the lubricant is jetted from the jetting part to the front part in the traveling direction from the rear wheel detecting part.
Thus, when the wheel passes on the curved track rail, an appropriate amount of the lubricant can be ejected to the inner track side rail at an appropriate timing.

  According to the present invention, when the wheel passes on the curved track rail, an appropriate amount of lubricant can be ejected to the inner rail side rail at an appropriate timing. The friction between the rail and the track rail can be adjusted appropriately, and the wheels can be driven stably.

(Embodiment 1)
Hereinafter, a friction adjustment device according to a first embodiment of the present invention will be described with reference to the drawings.
The friction adjusting device in this embodiment is for adjusting the friction which arises between the wheel provided in the vehicle, and a track rail.
First, the vehicle and the track rail will be described.

In FIG. 1, the code | symbol 2 shows the bogie vehicle (for example, bolsterless system) as a vehicle.
The bogie vehicle 2 includes a vehicle body 3 formed in a box shape and a carriage 6 provided on the bottom surface of the vehicle body 3, and the vehicle body 3 and the carriage 6 are connected to each other through a macula spring 7. . Moreover, the vehicle body 3 and the cart 6 are connected to each other so as to be rotatable.
The carriage 6 is connected to the front end portion and the rear end portion of the vehicle body 3, and each carriage 6 includes two pairs of wheels 10, a front wheel 8 and a rear wheel 9. As shown in FIG. 2, each wheel 10 is formed in a truncated cone shape when viewed from the side. A flange 16 is provided at the edge of the bottom surface 11 of the wheel 10 (the end surface having the larger area of both end surfaces). Of these wheels 10, the one arranged on the outer side at the time of low-speed sudden turning is the front outer ring 8 a and the rear outer ring 9 a as shown in FIG. 1, and the one arranged on the inner side is the front inner ring 8 b and the rear inner ring. 9b.

Further, the front wheel 8 is connected by a single front shaft 19 with the bottom surfaces 11 facing each other. Similarly, the rear wheels 9 are connected by a single rear shaft 20 with the bottom surfaces 11 facing each other. Thereby, at the time of low-speed sudden turning traveling, the respective peripheral surfaces of the front inner ring 8b and the rear inner ring 9b gradually become smaller in diameter toward the inside of the curve.
The front shaft 19 and the rear shaft 20 are supported on the bottom surface of the carriage 6 and can rotate around the axis extending in the length direction, but the rotation around the axis extending in the vertical direction is restricted. It has become. That is, the front shaft 19 and the rear shaft 20 are held parallel to each other even during low-speed sharply traveling, so that the distance between the front wheel 8 and the rear wheel 9 is held at equal intervals. ing. That is, the cart 6 is configured as a non-steering cart.

Moreover, the track rail in this embodiment is used as a double track, and is for making the bogie vehicle 2 travel at a low speed and suddenly turn (curve). “Low speed” means 40 km / h or less, and “sudden turn” means traveling on a curve with a radius of 100 m or less.
The track rail is formed as a pair of curved track rails 13 which are formed in a sharp curve shape having a radius of 100 m or less and are arranged in parallel to each other. The curved track rail 13 is a normal grooveless rail. Of the pair of curved track rails 13, the one disposed on the outer side of the curve is the outer rail side rail 13 a, and the one disposed on the inner side is the inner rail side rail 13 b. The inner rail side rail 13b is provided with a slack S which is an enlarged portion of the gauge.

Next, the friction adjusting device according to the present invention will be described.
In FIG. 3, the code | symbol 1 shows a friction adjustment apparatus.
The friction adjustment device 1 includes a plurality of sensors (rear wheel detection units) 23a, 23b, 23c, 23d,... That detect that the rear wheel 9 has traveled. The sensors 23a, 23b, 23c, 23d,... Output a detection signal when the rear wheel 9 passes over them. Further, the sensors 23a, 23b, 23c, 23d,... Are provided inside the outer rail side rail 13a and at predetermined positions from the outer rail side rail 13a. That is, the sensors 23a, 23b, 23c, 23d... Are provided on the rear wheel position R.

  Here, with reference to FIG. 3, the rear wheel position R will be described. When the bogie vehicle 2 is traveling straight ahead, the front wheels 8 and the rear wheels 9 are evenly arranged in the center with respect to the track rail, and the position of the wheel 10 on one side at this time becomes the straight traveling wheel position C. On the other hand, when the bogie vehicle 2 enters the low-speed curved traveling, the front shaft 19 faces outward, and the front outer wheel 8a is disposed outward with respect to the straight traveling wheel position C. The position of the front outer wheel 8a at this time is the front wheel position F before bending. Further, the rear shaft 20 faces inward, and the rear outer ring 9a is arranged on the inner side with respect to the straight wheel position C. At this time, the position of the rear outer wheel 9a becomes the rear wheel position R at the turn.

  In addition, the friction adjusting device 1 is provided in the vicinity of the inner rail side rail 13b, and a plurality of nozzles (spouting portions) 24a, 24b, 24c, 24d,.・ Equipped with The nozzles 24a, 24b, 24c, 24d ... correspond to the sensors 23a, 23b, 23c, 23d ..., respectively, and one sensor (for example, the sensor 23a) and one nozzle (nozzle 24a) are provided. Paired. The nozzles 24a, 24b, 24c, 24d,... Are installed in front portions of the bogie vehicle 2 in the traveling direction E with respect to the corresponding sensors 23a, 23b, 23c, 23d,. Further, as shown in FIG. 1, for example, the nozzle 24d is a position that becomes the inter-wheel spacing P between the front wheel 8 and the rear wheel 9 in the inner rail 13b when the rear outer wheel 9a travels on the sensor 23d. Is provided. Similarly, nozzles 24a, 24b, 24c... Are also provided between the respective rings.

As shown in FIG. 3, the nozzles 24a, 24b, 24c, 24d... Are connected to the respective output ports 33a, 33b, 33c, 33d. . The switching device 28 switches communication between the input port 34 and the plurality of output ports 33a, 33b, 33c, 33d. In addition, a pump 29 for storing the lubricant is connected to the input port 34 of the switching device 28 via a conduit 25.
Furthermore, the control unit 30 is electrically connected to the switching device 28. The control unit 30 is electrically connected to the sensors 23 a, 23 b, 23 c, 23 d..., And the detection signals of the sensors 23 a, 23 b, 23 c, 23 d. It has become. When these detection signals (for example, detection signals from the sensor 23a) are input, the control unit 30 communicates with the output port (33a) connected to the corresponding nozzle (24a) and the input port 34, whereby the pump 29 From the nozzle (24a).

Next, the operation of the friction adjusting apparatus 1 according to this embodiment configured as described above will be described.
When the bogie vehicle 2 is traveling straight ahead, the front outer wheel 8a and the rear outer wheel 9a travel on the straight wheel position C.
When the bogie vehicle 2 travels from a straight travel to a low-speed sharp turn, for example, a left turn, as shown in FIG. 2, the front shaft 19 is directed outward as a whole, and the front outer wheel 8 a is disposed outside the straight travel wheel position C. It is arranged and travels on the front curve wheel position F. Since the inner rail side rail 13b is provided with the slack S, the traveling distance of the front inner ring 8b is shorter than the front outer ring 8a. Thereby, the travel distance of the front wheel 8 and the length dimension of the curved track rail 13 are balanced. At this time, the front outer ring 8a does not travel on the sensors 23a, 23b, 23c, 23d... Provided at the rear wheel position R, so that the sensors 23a, 23b, 23c, 23d. Is not detected and no detection signal is output.

  On the other hand, as shown in FIG. 4, the rear shaft 20 is directed inward as a whole, and the rear outer wheel 9 a is disposed on the inner side of the straight traveling wheel position C and travels on the curved rear wheel position R. Since the sensors 23a, 23b, 23c, 23d... Are provided at the bent rear wheel position R, the flange 16 of the rear outer ring 9a is first detected by the sensor 23a. The sensor 23 a detects the rear outer ring 9 a to output a detection signal, and this detection signal is input to the control unit 30. The control unit 30 causes the input port 34 and the output port 33a to communicate with each other based on the detection signal from the sensor 23a. Then, the lubricant is supplied from the pump 29 to the nozzle 24a through the pipe line 25 and the input / output ports 33a and 34. Then, the lubricant is ejected from the nozzle 24a and adheres to the inter-ring P of the inner rail side rail 13b. Then, as the wheel 10 advances, the rear inner ring 9b advances on the anti-friction agent adhering to the inter-wheel space P. Thereby, the friction generated between the rear inner ring 9b and the inner rail side rail 13b is reduced. As a result, in order to balance the travel distance of the wheel 10 and the length dimension of the curved track rail 13, the inner rail The rear inner ring 9b slips and idles on the side rail 13b.

  Further, when the rear outer ring 9a is detected by the sensors 23b, 23c, 23d,..., The lubricant is ejected from the nozzles 24b, 24c, 24d,. Thereby, the actual travel distance of the wheel 10 and the length dimension of the curved track rail 13 are balanced from the entrance to the exit of the curved track rail 13. Thereby, the reverse direction force of the trolley | bogie 6 is suppressed.

  As described above, according to the friction adjustment device 1 in the present embodiment, when the wheel 10 travels on the curved track rail 13, an appropriate amount of the lubricant is jetted onto the inner rail 13b at an appropriate timing. Can do. Therefore, the friction between the wheel 10 and the curved track rail 13 can be appropriately adjusted during the low-speed sudden turn, and not only the wheel 10 can travel stably, Wear of the wheel 10 can be reduced. In addition, the use efficiency of the lubricant can be improved, and performance disturbances such as braking and liquefaction of the track roadbed are not caused.

  In addition, since the lubricant is ejected to the inter-rail P of the inner rail 13b, the effective self-turning force by the front wheel 8 can be reliably obtained without the lubricant being attached to the front inner ring 8b. In addition, only the rear inner ring 9b can be easily idled with an appropriate amount of lubricant.

(Embodiment 2)
Next, a second embodiment of the present invention will be described.
5 and 6 show a second embodiment of the present invention.
5 and 6, the same components as those shown in FIGS. 1 to 4 are denoted by the same reference numerals, and the description thereof is omitted.
This embodiment and the first embodiment have the same basic configuration, and different points will be described here.

  In the present embodiment, instead of the sensor 23, piston pumps (switch parts) 37a, 37b, 37c, 37d,... These piston pumps 37 a, 37 b, 37 c, 37 d... Are connected to a tank 38 for storing an antifriction agent via a pipe line 25. The tank 38 is provided with a check valve 39, which allows the flow of the lubricant from the tank 38 to the piston pumps 37a, 37b, 37c, 37d... But restricts the reverse. ing.

  Under such a configuration, when the bogie vehicle 2 enters a straight turn to a low-speed sudden turn, for example, a left turn, the front outer wheel 8a proceeds on the front turn wheel position F in the same manner as described above, and the rear outer wheel 9a advances on the rear wheel position R at the turn. Then, the piston pump 37a is first pushed down by the flange 16 of the rear outer ring 9a, whereby pressure is generated in the pipe 25. At this time, since the flow to the tank 38 is regulated by the check valve 39, the lubricant in the pipe 25 is sent to the nozzle 24a, and the wheel of the inner rail 13b from the nozzle 24a. It is ejected to P. In the same manner as described above, the lubricant is ejected from the nozzles 24b, 24c, 24d.

  As described above, according to the friction adjustment device 1 in the present embodiment, not only the same effects as in the first embodiment can be obtained, but also the control unit 30 and the like can be eliminated and the configuration can be simplified.

(Embodiment 3)
Next, a third embodiment of the present invention will be described.
7 and 8 show a third embodiment of the present invention.
7 and 8, the same components as those shown in FIGS. 1 to 6 are denoted by the same reference numerals, and the description thereof is omitted.
This embodiment and the first embodiment have the same basic configuration, and different points will be described here.

  In this embodiment, instead of the sensor 23, pushers 42a, 42b, 42c, 42d,... These piston pumps 37a, 37b, 37c, 37d... Are provided with action rods 43a, 43b, 43c, 43d. Further, valves 44 a, 44 b, 44 c, 44 d... Are connected to the pump 29 via the connected pipe line 25. These valves 44a, 44b, 44c, 44d,... Are connected to action bars 43a, 43b, 43c, 43d,.

  Under such a configuration, when the bogie vehicle 2 enters a low-speed sharp turn from a straight drive, the front outer wheel 8a travels on the front wheel position F and the rear outer wheel 9a turns. Proceed on the rear wheel position R. The pusher 42a is first pushed down by the flange 16 of the rear outer ring 9a, whereby the action rod 43a is driven to open the valve 44a. As a result, the lubricant from the pump 29 is fed into the nozzle 24a via the conduit 25 and the valve 44a, and is ejected from the nozzle 24a to the inter-ring P in the inner rail 13b. In the same manner as described above, the lubricant is ejected from the nozzles 24b, 24c, 24d.

  As described above, according to the friction adjustment device 1 of the present embodiment, the same effects as those of the second embodiment can be obtained.

(Embodiment 4)
Next, a fourth embodiment of the present invention will be described.
FIG. 9 shows a fourth embodiment of the present invention.
In FIG. 9, the same components as those shown in FIGS. 1 to 8 are denoted by the same reference numerals, and the description thereof is omitted.
This embodiment and the first embodiment have the same basic configuration, and different points will be described here.

In the present embodiment, the curved track rail 13 is used as a single line for causing the bogie vehicle 2 to travel in two directions, the forward direction A and the reverse direction B.
The friction adjusting device 1 according to this embodiment includes a first traveling direction detection unit 47 and a second traveling direction detection unit 48 for detecting the traveling direction of the bogie vehicle 2. The first traveling direction detector 47 is provided at the entrance portion in the forward direction A, and the second traveling direction detector 48 is provided at the entrance portion in the backward direction B. The first and second traveling direction detection units 47 and 48 are electrically connected to the control unit 30. In addition, a nozzle 24 </ b> A and a nozzle 24 </ b> B are connected to the switching device 28 via a pipeline 25. The nozzle 24 </ b> A is provided in the forward front portion PA, which is an area in the forward direction A (same as the backward in the backward direction B) with respect to the sensor 23, and the nozzle 24 </ b> B is in front of the backward direction B ( It is provided in the retrograde front part PB, which is the same area as the rear of the forward direction A).

  Under such a configuration, when the bogie vehicle 2 is traveling in the forward direction A, the first traveling direction detection unit 47 first moves the bogie vehicle 2 into the low-speed sudden turn from the straight traveling. The detection signal is input to the control unit 30. At this time, since the detection signal is not output from the second traveling direction detector 48, the bogie vehicle 2 is traveling in the forward direction A. Then, when the sensor 23 detects the rear outer ring 9a, a detection signal is input to the control unit 30. Then, the control unit 30 causes the input port 34 and the output port 33A of the switching device 28 to communicate with each other. Thereby, the lubricant sent from the pump 29 is ejected from the nozzle 24A to the inner rail 13b of the forward portion PA.

On the other hand, when the bogie vehicle 2 is traveling in the backward direction B, when the vehicle travels from the straight traveling to the low-speed sharp traveling, the second traveling direction detection unit 48 first detects the bogie vehicle 2 and sends the detection signal to the control unit. Enter 30. At this time, since no detection signal is output from the first traveling direction detection unit 47 , the bogie vehicle 2 travels in the backward direction B. Then, when the sensor 23 detects the rear outer ring 9a, a detection signal is input to the control unit 30. Then, the control unit 30 causes the input port 34 and the output port 33B of the switching device 28 to communicate with each other. As a result, the lubricant sent from the pump 29 is ejected from the nozzle 24B to the inner rail 13b of the retrograde front portion PB.

  As described above, according to the friction adjustment device 1 in the present embodiment, not only the same effect as in the first embodiment can be obtained, but also it can be easily applied to the case of a single wire.

(Embodiment 5)
Next, a fifth embodiment of the present invention will be described.
FIG. 10 shows a fifth embodiment of the present invention.
10, the same components as those shown in FIGS. 1 to 9 are denoted by the same reference numerals, and the description thereof is omitted.
This embodiment and the first embodiment have the same basic configuration, and different points will be described here.

  In the present embodiment, one sensor is installed more than the nozzle, and for example, the nozzle 24a is installed on the front side and the sensor 23a installed on the rear side in the forward direction A. It is provided at an intermediate position Da with respect to the sensor 23b. In other words, the intermediate position Da is equal in linear distance l to each of a line extending in the direction orthogonal to the forward direction A from the sensor 23a and a line extending in the direction orthogonal to the forward direction A from the sensor 23b. Further, the nozzles 24b, 24c, and 24d are also arranged at the intermediate positions Db, Dc, and Dd, respectively.

  With such a configuration, when the bogie vehicle 2 is traveling in the forward direction A, the nozzles arranged forward with respect to the forward direction A with respect to each sensor (for example, the sensor 23a). The lubricant is ejected from (24a). On the other hand, when the bogie vehicle 2 travels in the backward direction B, the lubricant is applied to each sensor (for example, the sensor 23b) from the nozzle (24a) disposed forward with respect to the backward direction B. Erupted.

  As described above, according to the friction adjustment device 1 in the present embodiment, not only the same effects as in the fourth embodiment can be obtained, but also in the forward direction A and the backward direction B even if there are multiple wires. The nozzle 24 can also be used, and the configuration can be simplified.

In addition, about the sensor 23 in the said 1st, 4th and 5th embodiment, a contact type or a non-contact type is applicable.
In addition, as the lubricant in the first to fifth embodiments, a friction modifier, water, fats and oils, and the like can be used.
Furthermore, although the cart 6 is a non-steering wheel shaft wheel that does not have a steering wheel shaft mechanism, the non-steering wheel shaft wheel does not include one that is steered by an external force using an actuator or the like, but is linked by rubber or the like. In addition, those that can be freely steered by expansion and contraction of the rubber are included.

In the first to fifth embodiments, the sensor 23, the piston pump 37, or the pusher 42 is provided at the bent rear wheel position R of the rear outer ring 9a. Can be appropriately changed. For example, as shown in FIG. 11, it may be provided at the curved rear wheel position R ′ of the rear inner ring 9b. Needless to say, the flange 16 of the front inner ring 8b indicated by a two-dot chain line in FIG.
In the first to fifth embodiments, the case of a left turn has been described. However, the present invention is not limited to this, and may be a right turn or a U-turn. In the case of a right turn, it goes without saying that the outer ring and the inner ring, and the outer rail and the inner rail are reversed.
The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

It is a figure which shows 1st Embodiment of the friction adjustment apparatus which concerns on this invention, Comprising: It is explanatory drawing which shows a mode that the streetcar is carrying out the curve driving | running | working on the track. It is explanatory drawing which expands and shows a mode when the friction adjustment apparatus of FIG. 1, a curved track rail, and a streetcar are seen from the advancing direction. It is explanatory drawing which expands and shows the friction adjustment apparatus of FIG. It is explanatory drawing which expands and shows a mode when the friction adjustment apparatus of FIG. 1, a curved track rail, and a bogie vehicle are seen from the back of the advancing direction. It is a figure which shows 2nd Embodiment of the friction adjustment apparatus which concerns on this invention, Comprising: It is explanatory drawing which shows a mode that a rear outer ring presses an offset pump and ejects a lubricant. It is a general view which shows a mode that the friction adjustment apparatus of FIG. 5 was installed. It is a figure which shows 3rd Embodiment of the friction adjustment apparatus which concerns on this invention, Comprising: It is explanatory drawing which shows a mode that a rear outer ring pushes a presser and ejects a lubricant. It is a general view which shows a mode that the friction adjustment apparatus of FIG. 7 was installed. It is a figure which shows 4th Embodiment of the friction adjustment apparatus which concerns on this invention, Comprising: It is explanatory drawing which shows a mode that it installed. It is a figure which shows 5th Embodiment of the friction adjustment apparatus which concerns on this invention, Comprising: It is explanatory drawing which shows a mode that it installed. It is explanatory drawing which shows the modification of the friction adjustment apparatus of FIG. It is explanatory drawing which shows the mode of the track | orbit for conventional streetcars, and a wheel. It is explanatory drawing which shows the mode of the track | orbit for conventional general railways, and a wheel.

Explanation of symbols

1 Friction adjustment device 2 Bogie vehicle (vehicle)
8 Front wheel 9 Rear wheel 10 Wheel 13 Curved track rail 13a Outer rail side rail 13b Inner rail side rail 23 Sensor (rear wheel detection unit)
24 nozzles (spout part)
28 Switching device (switching unit)
30 Control part 37 Piston pump (switch part)
42 Pusher (Switch part)
47 First traveling direction detector 48 Second traveling direction detector A Forward direction B Reverse direction PA Forward front portion PB Reverse forward portion R Curved rear wheel position

Claims (4)

A pair of curved track rails for causing a vehicle having at least two pairs of wheels of a front wheel and a rear wheel to travel at a low speed and a friction curve, and a friction adjusting device that adjusts friction generated between the wheels,
The rear wheel disposed between the outer rail side rail disposed on the outer rail side of the curved track rail and the inner rail side rail disposed on the inner rail side, which is disposed at the time of the low-speed sudden turn traveling A switch part provided at the rear wheel position of
Of the inner rail side rail, comprising a jet part for jetting the lubricant to the front part in the traveling direction than the switch part,
When the switch unit is driven,
The ejection part is
A friction adjusting device for jetting a lubricant between the front wheel and the rear wheel of the inner rail side rail. A pair of curved track rails for causing a vehicle having at least two pairs of wheels of a front wheel and a rear wheel to travel at a low speed and a friction curve, and a friction adjusting device that adjusts friction generated between the wheels,
The rear wheel disposed between the outer rail side rail disposed on the outer rail side of the curved track rail and the inner rail side rail disposed on the inner rail side, which is disposed at the time of the low-speed sudden turn traveling A rear wheel detector that detects the rear wheel,
Of the inner rail side rail, a jet part that jets the lubricant to the front part in the traveling direction from the rear wheel detection part, and
In accordance with the detection result of the rear wheel detection unit, a control unit that ejects the lubricant from the ejection unit;
With
The ejection part is
A friction adjusting device for jetting a lubricant between the front wheel and the rear wheel of the inner rail side rail. The traveling direction has a forward direction and a backward direction;
Of the inner rail side rail, the forward part in the forward direction is a forward part, and the forward part in the backward direction is a forward part.
A switching unit that switches a portion of the inner rail side rail from which the antifriction agent is ejected to either the forward front portion or the backward front portion,
A traveling direction detector that detects whether the vehicle is traveling in the forward direction or the backward direction,
The control unit is
When it is determined from the detection result of the traveling direction detection unit that the vehicle is traveling in the forward direction, the switching unit causes the lubricant to be jetted to the forward portion and the vehicle travels backward. The friction adjusting device according to claim 2 , wherein when it is determined that the vehicle is traveling in a direction, the switching unit causes the lubricant to be jetted to the retrograde front portion. A friction adjustment method for adjusting friction generated between a pair of curved track rails for causing a vehicle having at least two pairs of wheels of a front wheel and a rear wheel to travel at a low speed and a sharp turn,
Between the outer rail side rail arranged on the outer rail side of the curved track rail and the inner rail side rail arranged on the inner rail side, the rear side arranged at the time of the low-speed sudden turn traveling The rear wheel is detected by a rear wheel detector provided at the rear wheel position of the curve,
According to the detection result of the rear wheel detection unit, out of the inner rail side rail, the lubricant is ejected from the ejection unit to the front part in the traveling direction from the rear wheel detection unit,
The said ejection part ejects a lubricant agent between the said front wheel and the said rear wheel among the said inner rail side rails, The friction adjustment method characterized by the above-mentioned.

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