JP7511207B2 - Injection control device and injection control method - Google Patents

Description

The present invention relates to an injection control device that controls the injection of an adhesive between a train wheel and a rail.

There is a known injection device that injects an adhesion enhancer between the wheels and the rails to increase the adhesion of the wheels of a railway vehicle to the rails and prevent the wheels from spinning or skidding (collectively referred to as "spinning and skidding" below) (see, for example, Patent Document 1).

JP 2009-179167 A

In conventional injection devices, the injection control of the adhesive agent was such that injection was started when skidding was detected and ended when the skidding ceased, or injection was controlled in an uphill section. Furthermore, the injection control during skidding was the same uniform injection control regardless of where on the train the skidding axle was located, and the injection control during climbing was also uniform injection control for the entire train regardless of the position of the axle to be injected.

However, the likelihood of wheel slippage occurring varies depending on the number of cars in the train and the position of the axle in the train, such as whether it is the front or rear axle. In addition, the likelihood of wheel slippage occurring varies for each axle depending on various factors such as the number of cars in the train and the relative position with other drive axles. For this reason, it is considered desirable to use individual injection control of each axle according to the position of that axle, rather than uniform injection control, in order to efficiently control the injection of adhesive to prevent wheel slippage.

In addition, there are some locations on the tracks where it is not desirable to inject adhesive. For example, these are locations where there is concern that the injected adhesive may have a negative effect on railway facilities, such as branching points where switches are installed, block boundaries where rail joints are located, and railroad crossings where roads intersect. From this perspective, it is desirable to control injection taking into account not only the state of the train, but also the track facilities.

The problem that this invention aims to solve is to provide more appropriate injection control for the injection device that injects adhesion enhancer between the train wheels and the rails.

The first invention for solving the above problem is:
An injection control device that controls the injection of an adhesion enhancer between a train wheel and a rail,
a candidate point arrival detection means (e.g., the candidate point arrival detection unit 106 in FIG. 12 ) for detecting that the running position of the train approaches a given candidate point where the injection control may be performed;
a prohibition point arrival detection means (e.g., the prohibition point arrival detection unit 108 in FIG. 12 ) that detects that the running position of the train approaches a given injection prohibition point;
a jetting control means for determining whether or not to jet the adhesive when the candidate point arrival detection means detects arrival of the candidate point, and for controlling the jetting of the adhesive, the jetting control means (e.g., the jetting control unit 116 in FIG. 12 ) for controlling the jetting of the adhesive in response to detection by the prohibited point arrival detection means;
The injection control device is provided with:

Other inventions include:
A method for controlling the injection of an adhesion enhancer between a train wheel and a rail, comprising:
a candidate point arrival detection step (e.g., step S23 in FIG. 13 ) of detecting that the running position of the train has approached a given candidate point where the injection control may be performed;
a step of detecting arrival of a prohibited point (e.g., step S25 in FIG. 13 ) of detecting that the running position of the train approaches a given injection prohibited point;
a step of controlling the injection of the adhesive by determining whether or not to inject the adhesive when the candidate point arrival detection step has detected the arrival of the candidate point, the step of controlling the injection of the adhesive in response to the detection of the arrival of the prohibited point (e.g., steps S27 and S41 in FIG. 13);
The injection control method may include the steps of:

According to the first invention, more appropriate injection control can be performed for the injection device that injects the adhesive between the train wheels and the rails. In other words, injection is performed when approaching a candidate point, but when approaching an injection prohibited point, the prohibition of injection due to approaching the injection prohibited point is prioritized and injection is not performed. By setting the injection prohibited point separately from the candidate points, control can be realized that easily prohibits the injection of adhesive in places where it is desired to prohibit the injection of adhesive.

The second invention is the first invention,
A backup injection point arrival detection means (e.g., the backup injection point arrival detection unit 110 in FIG. 12 ) that detects that the running position of the train has approached a backup injection point, which is a point immediately before the injection prohibition point;
Further comprising:
The injection control means includes a preliminary injection control means (e.g., a preliminary injection control unit 118 in FIG. 12 ) that determines whether or not to perform preliminary injection when the preliminary injection point arrival detection means detects arrival of the preliminary injection point, and controls the preliminary injection of the adhesive.
An injection control device.

According to the second invention, a preliminary injection can be performed when approaching a preliminary injection point that is a point immediately before the injection prohibited point. Since a candidate point is a point where injection may be performed, if an injection prohibited point is set to overlap with a candidate point, the injection will not be performed because the injection is prohibited when the candidate point is approached, even though the injection should be performed when the candidate point is approached. However, when approaching a preliminary injection point immediately before the injection prohibited point, a preliminary injection can be performed in place of the injection that should be performed at the candidate point. Since the injection of the adhesive is prohibited because the candidate point is also an injection prohibited point, the preliminary injection at the preliminary injection point is expected to have the effect of suppressing skidding at the candidate point as much as possible.

A third aspect of the present invention relates to the second aspect of the present invention,
a disabling means for selectively disabling a function of either the prohibition point arrival detecting means or the preliminary injection point arrival detecting means;
The injection control device further comprises:

According to the third invention, the functions of detecting the approach of an injection prohibited point and the approach of a backup injection point can be selectively disabled. If the function of the prohibited point arrival detection means is disabled, injection at the candidate point will not be prohibited, and if the function of the backup injection point arrival detection means is disabled, backup injection will not be performed at the backup injection point. This allows, for example, a crew member such as a driver to choose to lift the injection prohibition or not to perform a backup injection, enabling more appropriate injection control depending on the track conditions, the degree of need to suppress skidding, etc.

A fourth aspect of the present invention is the second or third aspect of the present invention,
A selection section selection means (e.g., the selection section selection unit 104 in FIG. 12 ) that selects a selection section to be used as a timing for determining injection from among sections of a group of candidate points having different densities of the candidate points determined in advance, using the running speed of the train;
the candidate location arrival detection means detects that the vehicle has approached a candidate location included in the group of candidate locations for the adoption section;
The preliminary injection control means determines whether or not to perform the preliminary injection by using the adoption category.
An injection control device.

According to the fourth invention, the section to be adopted is selected using the train's running speed from among sections with different densities of candidate points that are the timing for determining whether or not to perform injection. In addition, the section to be adopted is used to determine whether or not to perform preliminary injection.

A fifth aspect of the present invention relates to the fourth aspect of the present invention,
The preliminary injection control means determines whether or not to perform the preliminary injection based on the adoption category and the running speed and/or the frequency of wheel slippage of the train.
An injection control device.

According to the fifth invention, by using the train's running speed and/or the frequency of skidding, it is possible to determine whether or not to perform a preliminary injection depending on the likelihood of skidding occurring.

A sixth aspect of the present invention is the method according to any one of the second to fifth aspects of the present invention,
It is possible to spray multiple types of adhesives with different adhesive effects.
The preliminary injection control means selects a type of adhesive to be injected from the plurality of types of adhesive, based on the running speed of the train and/or a frequency of wheel slippage.
An injection control device.

According to the sixth invention, by using the train's running speed and/or the frequency of skidding, it is possible to spray an appropriate type of adhesion enhancer according to the likelihood of skidding occurring.

A seventh aspect of the present invention is the method according to any one of the first to sixth aspects of the present invention,
It is possible to spray multiple types of adhesives with different adhesive effects.
an injection material designated section setting unit (e.g., the injection material designated section setting unit 112 in FIG. 12 ) for setting, for each type of adhesion improver, an injection material designated section which is a travel section to which only the adhesion improver of that type is to be injected;
Further comprising:
The injection control means selects a type of adhesive agent to be injected based on the injection material designated section including the running position of the train.
An injection control device.

According to the seventh invention, by selecting the type of adhesive to be injected based on the injection material designated section including the train's running position, it is possible to perform injection control using an appropriate adhesive material according to the track facilities, etc.

Example of application of injection control device. An example of a candidate location. 13 is an example of a category selection table. 13 is an example of an injection determination table. 13 is an example of an index value calculation table. 13 is an example of an index value calculation table. 13 is an example of an index value calculation table. 13 shows an example of an ejection method table. 13 is an example of a spray material selection table. An example of an injection restriction section. 4 is an example of a preliminary injection determination table. FIG. 4 is a flowchart of an injection control process.

Below, a preferred embodiment of the present invention will be described with reference to the drawings. Note that the forms to which the present invention can be applied are not limited to the following embodiments. In addition, in the description of the drawings, the same elements are given the same reference numerals.

[Application example]
1 shows an application example of the injection control device of this embodiment. The injection control device 1 of this embodiment is a device that controls injection of an injection device 10 that injects an adhesion enhancer between a wheel 20 and a rail 22 in a train composed of one or more cars. By injecting an adhesion enhancer between the wheel 20 and the rail 22, the adhesion force of the wheel 20 to the rail 22 can be increased, and the wheel 20 can be prevented from spinning or sliding (spinning and sliding). The adhesion enhancer is, for example, alumina particles or silica sand particles, which are ceramic particles, but other materials may be used as long as they have the effect of increasing the adhesion coefficient (friction coefficient).

The injection device 10 has an adhesive tank 11 that stores an adhesive, an air tank 12 that stores compressed air, a nozzle 13 that injects the adhesive between the wheel 20 and the rail 22, and an electromagnetic valve 14 that supplies and stops the supply of compressed air from the air tank 12 to the adhesive tank 11. When the electromagnetic valve 14 is opened by a control signal from the injection control device 1, the compressed air in the air tank 12 is supplied to the adhesive tank 11 and the adhesive in the adhesive tank 11 is injected from the nozzle 13. In this embodiment, the compressed air in the air tank 12 is supplied appropriately from a main air reservoir.

The injection control device 1 can also switch between and inject multiple types of adhesives with different adhesion enhancing effects. Therefore, the injection device 10 has systems for injecting different types of adhesives, one for each type of adhesive. Specifically, the injection device 10 has multiple adhesive tanks 11 that contain different types of adhesives, and a set of nozzles 13 and solenoid valves 14 associated with the tanks. In this embodiment, it is possible to inject two types of adhesives α and β. The adhesive α is made of a non-ferrous material such as alumina particles, and the adhesive β is made of a material that has a higher adhesion enhancing effect than the adhesive α. Of course, the types of adhesives may be three or more.

In this embodiment, a train is made up of one or more cars, and an injection device 10 is attached to each axle of each car. The injection control device 1 treats one axle as an injection control unit and controls the injection of the adhesive agent by the injection device 10 for each axle, which is the injection control unit.

[Injection control]
The injection control by the injection control device 1 will be described. When a train approaches a predetermined candidate point where injection control may be performed, the injection control device 1 performs injection control by determining whether or not to perform injection control for each axle, which is an injection control unit. Whether or not the train has approached the candidate point is determined based on the train position.

(A) Candidate points Figure 2 is a diagram for explaining candidate points. Figure 2 shows an example of a candidate point between stations (between Station A and Station B). In Figure 2, the horizontal direction is the position along the track, the track between the stations is shown in the center, the track structure that is a determining factor of the candidate point is shown on the upper side, and the candidate point is shown on the lower side. As shown in Figure 2, a group of candidate points, which is a collection of multiple candidate points with different densities, is defined between the stations.

In the example of FIG. 2, four candidate point groups are defined corresponding to each of the sections 0, 1, 2, and 3, and the density of the candidate points increases in the order of sections 0, 1, 2, and 3. That is, section 0 is the least dense, and only the stopping positions of the two stations, the departure station and the arrival station, are defined as candidate points. In section 1, in addition to the candidate points of section 0 described above, candidate points are defined at predetermined intervals along the track from the departure station. In section 2, in addition to the candidate points of section 1 described above, the start and end points of the curved part of the track are defined as candidate points. Section 3 is the most dense (highest density), and in addition to the candidate points of section 2 described above, the start and end points of the part where the gradient changes, the tunnel, and the bridge are defined as candidate points.

The size of the division depends on the density of the corresponding candidate locations. In other words, division 0, which has the lowest density of the corresponding candidate locations, is the division with the smallest numerical value, division 3, which has the highest density of the corresponding candidate locations, is the division with the largest numerical value, and divisions 0, 1, 2, and 3 are the "largest" divisions in that order.

In addition, by integrating multiple adjacent candidate points into one candidate point, the timing of determining whether to perform injection control may not occur frequently. The candidate point group for a certain section is determined by adding new candidate points based on the track structure corresponding to the section to the candidate point group for a smaller section. For example, if a candidate point newly added to a certain section and a candidate point for a smaller section are determined adjacent to each other within a predetermined reference distance as candidate points included in the candidate point group for a certain section, the candidate point for the smaller section is integrated into the candidate point for the certain section so that even if a train approaches the candidate point for the smaller section, a determination of whether to perform injection control is not made (integration example 1 in FIG. 2). In addition, if three candidate points newly added to a certain section are determined adjacent to each other within a predetermined reference distance as candidate points included in the candidate point group for a certain section, the middle candidate point of the three candidate points is integrated into one of the other two candidate points so that even if a train approaches the middle candidate point, a determination of whether to perform injection control is not made (integration example 2 in FIG. 2). Here, the reference distance can be determined based on, for example, the calculation time and calculation cycle of the injection control device 1, the train length, and the train speed (maximum speed, etc.). The reference distance may be the same for all trains, or may be different for each train. If a different reference distance is set for each train, the injection control device 1 will determine the candidate points to be integrated according to the performance of the train itself. This determination can be made, for example, before the train itself departs from the starting station (before step S1 in FIG. 13 described later).

The injection control device 1 selects, for each axle, a category (adopted category) for determining whether or not to inject from among the four candidate point groups, categories 0, 1, 2, and 3, based on the index value and the train's running speed and operating state. Then, for each axle, a determination is made as to whether or not to inject for that axle, with the timing being when the train approaches each candidate point of the candidate point group corresponding to the selected adopted category. The index value includes four values, La, Lb, Lc, and Bb, the calculation method of which will be described in detail later. The operating state of the train is either acceleration (powering), coasting, or braking, and is one of the on-board information that the injection control device 1 can determine by acquiring information on the driver's driving operation from the cab. Information on the running speed is also one of the on-board information, and is acquired by the injection control device 1 from a means such as a circuit or device that transmits on-board information (hereinafter collectively referred to as the "on-board information monitor").

The injection control device 1 selects the adopted category of the candidate location group according to the category selection table 204, an example of which is shown in FIG. 3. FIG. 3 is an example of the category selection table 204. As shown in FIG. 3, the category selection table 204 includes a category selection table 204a used when the operating state is acceleration (powering) and a category selection table 204b used when the operating state is braking. In the category selection tables 204a and 204b, Q1, Q2, R1, and R2 are thresholds for the index value Bb, α1 and α2 are thresholds for the index value La, and Va1 and Va2 are thresholds for the train's running speed V.

The category selection table 204 associates categories 0, 1, 2, and 3 with combinations of the index values La, Bb, and the train's running speed V relative to the respective thresholds. In other words, the train's running speed is also used to select the category to be adopted.

(B) Injection judgment When the train approaches a candidate point included in the group of candidate points for the selected adoption section, for each axle, the injection control device 1 judges whether or not to inject for that axle based on the index values La, Lb, Lc, Bb, which are judgment indexes, and the train's running speed and operating condition, in accordance with the injection judgment table 208, an example of which is shown in Figure 4.

Figure 4 is an example of the injection judgment table 208. As shown in Figure 4, the injection judgment table 208 includes an injection judgment table 208a used when the operating state is accelerating (powering), an injection judgment table 208b used when coasting, and an injection judgment table 208c used when braking. In the injection judgment tables 208a, 208b, and 208c, P1 and P2 are thresholds for the index value Bb, β1, β2, and β3 are thresholds for the index value La, and Vb1 and Vb2 are thresholds for the train's running speed V.

The injection determination table 208 defines whether or not to inject, by associating combinations of the index values La, Bb, and the train's running speed V with their respective thresholds. In this embodiment, the index values La, Bb are defined so that the larger the values are, the more likely it is to be determined that injection should be performed.

The injection decision table 208b used when coasting also determines whether or not to perform injection depending on the presence or absence of preventive injection. Preventive injection is an injection that is performed in advance before approaching a specific location, such as a slope where skidding is likely to occur, and is performed when approaching a position a specified distance ahead of the specific location, regardless of the candidate location. The presence or absence of continuous injection is determined by the train's operating state and adoption category using an injection method table, an example of which is shown in Figure 8, which will be explained later.

(C) Calculation of index value The index value is a judgment index for whether or not to inject fuel for an axle, which is an injection control unit, and is calculated by the injection control device 1 based on on-board information about the train that can be acquired on the vehicle. The injection control device 1 calculates the index value for each axle, with the calculation timing being the time when the train approaches a candidate point in the group of candidate points for the selected adoption section. Then, based on this index value, as described above, for the axle, it selects and updates the adoption section of the group of candidate points, and judges whether or not to inject fuel.

Specifically, the index values are calculated by calculating three index values La, Lb, and Lc based on on-board information about the train obtained from the on-board information monitor, according to the index value calculation tables, examples of which are shown in Figures 5 to 7. The sum of the three calculated index values La, Lb, and Lc is set to index value Bb. The index value calculation table 206 includes an index value calculation table 206a for calculating index value La, an example of which is shown in Figure 5, an index value calculation table 206b for calculating index value Lb, an example of which is shown in Figure 6, and an index value calculation table 206c for calculating index value Lc, an example of which is shown in Figure 7.

As shown in FIG. 5, the index value calculation table 206a for the index value La defines an additional value corresponding to each of the possible item values divided into multiple ranges for six items: the status K of the open unit, the ordinal number N of the controlled axle, the MR pressure P, the ratio of effective numbers, the vehicle weight W, and the remaining amount of adhesive.

The status K of an open unit is whether or not there is a unit (open unit) in the train that is no longer contributing to braking or vehicle drive. The additional value is determined according to the type of braking or vehicle drive device installed in the train, such as the engine, transmission (in the case of diesel railcars), motor, and storage battery. The additional value is determined so that it is larger when there is an open unit than when there is no open unit. The additional value also differs depending on whether the open unit is at the front (front side) or rear (rear side) of the train based on the axle to be controlled, and also differs depending on the total number of open units.

Note that an open unit means that it is not used as a unit related to braking or vehicle drive, such as an engine, transmission, motor, or storage battery. Therefore, as described above, the injection determination table 208 is set so that the larger the index value La, the higher the likelihood of determining that injection will be performed. Therefore, it can be said that the index value is calculated so that when the unit is open, the likelihood of injection is higher than when it is not open.

The ordinal number N of the controlled axle is the ordinal number of the controlled axle counting from the front of the train. Note that the way in which the ordinal number N is counted from the front of the train may be changed depending on the operating conditions, the status of the released unit, and the contribution to powering and braking, for example, by counting only the driving axles when powering and counting all axles regardless of driving and driven axles when braking, or excluding the driving axle of a unit when it is released. The smaller the ordinal number N, that is, the closer to the front of the train, the larger the additional value is. This ordinal number N of the controlled axle corresponds to the relative position in the train of the axle that is the unit of injection control.

The MR pressure P is the pressure of the vehicle's main air reservoir (MR). The compressed air stored in the main air reservoir is supplied to all vehicle equipment that operates on air pressure, such as air brakes, and is also supplied to the air tank 12 of the injection device 10 and used to inject the adhesive agent. For this reason, the lower the MR pressure P, the smaller the added value, which is set to be a negative value.

The effective number ratio is the ratio of the difference between the total number of controlled axles of the host vehicle and the total number of axles that no longer contribute to braking or vehicle driving, relative to the total number of controlled axles (axles on which motors are installed) of the host vehicle. For example, if the total number of controlled axles of the host vehicle is "2" and the total number of axles whose motors have been released (equivalent to no longer contributing to vehicle driving) is "1", the effective number ratio is "0.5 (less than 1)". When the effective number ratio is less than 1, that is, when the host vehicle has axles that no longer contribute to braking or vehicle driving, the added value is set to be larger than when there are no axles.

Vehicle weight W is the weight of the vehicle itself. If the vehicle is a reserved seat vehicle, the weight of passengers may be added according to the occupancy rate, or the weight of passengers estimated from the air pressure of the air springs may be added. The larger the vehicle weight W, the larger the added value is set.

The remaining amount of adhesive is the amount of adhesive remaining in the adhesive tank 11 of the injection device 10 for the axis to be controlled, and is the largest amount remaining among the remaining amounts of each of the multiple types of adhesive. The smaller the remaining amount of adhesive, the smaller the added value, which is set to a negative value.

According to this index value calculation table 206a, the index value La is calculated as follows. That is, in the index value calculation table 206a, a provisional index value is calculated by adding up all the added values corresponding to the item values of each of these six items contained in the on-board information at the time of forming the train, and this is set as the formation index value La1. Also, in the index value calculation table 206a, a provisional index value is calculated by adding up all the added values corresponding to the item values of each of these six items contained in the on-board information at the timing of determining whether or not to inject, and this is set as the current index value La2. Then, a predetermined calculation is performed based on the formation index value La1 and the current index value La2 to calculate the index value La. That is, the index value La is calculated according to a calculation method that is determined so that the weighting of the index values La1 and La2 differs depending on the combination of the presence or absence of continuous injection and the presence or absence of preventive injection.

Here, continuous injection means continuous injection for a predetermined period of time from the start of injection or detection of re-adhesion (convergence of wheel slip), and refers to injection that is determined to be injected when approaching a candidate point. Preventive injection means injection that is performed in advance before approaching a specific point, such as a slope where wheel slip is likely to occur, and is performed when approaching a position a predetermined distance ahead of the specific point, regardless of the candidate point. The presence or absence of continuous injection and preventive injection is determined according to the train's operating state and adoption category by an injection method table, an example of which is shown in Figure 8.

Figure 8 is a diagram showing an example of the injection method table 210. As shown in Figure 8, the injection method table 210 includes an injection method table 210a used when the driving state is accelerating (powering) and an injection method table 210b used when braking (braking). The injection method tables 210a and 210b correspond the presence or absence of preventive injection (Yes/No) and the presence or absence of continuous injection (Yes/No) to each of the categories 0 to 3. The presence or absence of preventive injection indicates whether or not preventive injection is performed. The injection conditions when continuous injection is "No" are, for example, to start injection when skidding is detected and end injection when re-adhesion is detected (convergence of skidding).

As shown in FIG. 6, the index value calculation table 206b for the index value Lb defines an additional value corresponding to each of the multiple ranges of possible item values for the four items of the number of cars in the formation M, the control unit U, the wheel diameter R, and the gear ratio G. In the index value calculation table 206b, the total of all the additional values corresponding to the item values of each of these four items contained in the on-board information is calculated as the index value Lb. These four item values do not change while the train is running. For this reason, for example, the index value Lb can be calculated when the train is formed, and the previously calculated index value Lb can be used while the train is running.

The number of cars M is the total number of cars that make up the train. The smaller the number of cars M, the larger the additional value is.

The control unit U is the control unit of the motors in a train, and is the number of drive shafts (motors) that are controlled simultaneously by one inverter. The larger the number of shafts, the larger the added value is.

Wheel diameter R is the diameter of the wheel on the axle to be controlled. The larger the wheel diameter R, the larger the added value is set.

The gear ratio G is the gear ratio of the gear that connects the controlled shaft and the motor. The smaller the gear ratio, the larger the added value.

As shown in FIG. 7, the index value calculation table 206c of the index value Lc defines the possible item values for six items, namely, power increase command S, notch limit C, delay, temperature rise protection, auxiliary operation, and SOC (State of Charge)/DOD (Depth of Discharge), by dividing the item values into multiple ranges and associating each with an additional value. In the index value calculation table 206c, the index value Lc is calculated by adding up the item values of each of these six items contained in the on-board information and the associated additional values. These six item values change while the train is running, so they need to be calculated each time the train approaches a candidate point.

The power increase command S indicates whether the train driver has issued an acceleration command in response to standard driving operations defined in the operation plan, etc., for example, whether the high acceleration switch in the cab has been turned on. It is set so that the additional value is larger when there is a power increase command S than when there is no power increase command.

Notch limit C is the difference between the actual notch set by the train driver and the reference notch for each running position defined in the operation plan, etc. The smaller the actual notch is from the reference notch, the larger the additional value is set.

The delay is the amount of time a train is delayed, and can be, for example, the difference between the time indicated on the train schedule and the actual elapsed time from the previous departure station. The larger the delay, the larger the added value is.

Temperature rise protection refers to whether or not a specific protective action has been taken against a rise in temperature of vehicle equipment such as the motor or engine of the vehicle (hereinafter referred to as the "own vehicle") that has the target injection control unit. The additional value is set to be larger when a protective action has been taken (Yes) than when it has not been taken (No).

Auxiliary operation refers to whether or not the vehicle's auxiliary equipment (mainly the air conditioner or compressor) is operating. The additional value is set to be larger when the auxiliary equipment is not operating (absent) than when it is operating (present).

SOC/DOD is the state of the storage battery when the vehicle has a drive battery, and is the state of charge (SOC) or depth of discharge (DOD). An additional value is set for each of the SOC and DOD. In addition, the additional value is set to be larger the closer the SOC or DOD is to the lower limit range.

(D) Type of Adhesive Material The injection control device 1 selects the adhesive material to be injected for each axle in accordance with an injection material selection table 228, an example of which is shown in FIG.

Figure 9 is an example of the abrasive selection table 228. As shown in Figure 9, the abrasive selection table 228 associates types of adhesive with combinations of the train's running speed V, the remaining adhesive amount ratios Za and Zb, and the slippage frequency Sp. Za is the remaining adhesive amount ratio of adhesive α, and Zb is the remaining adhesive amount ratio of adhesive β. The slippage frequency Sp is the number of slippages occurring per unit distance or unit time. The unit distance can be, for example, a running distance of 100 m, and the unit time can be, for example, 1 second. K is a constant greater than 1. Vd3 and Vd4 are thresholds for the train's running speed V, and Sl3 is a threshold for the slippage frequency Sp.

In the example of Figure 9, the slower the train's running speed V, the higher the possibility of skidding occurring, so it is stipulated that an adhesive material β with a higher adhesion-increasing effect is selected. In addition, when the train's running speed V is medium, it is stipulated that an adhesive material with a larger remaining amount is selected, and when the remaining amount percentages of adhesive material are the same, an adhesive material β with a higher adhesion-increasing effect is selected when the frequency of skidding occurring (skid frequency Sp) is higher.

(E) Jet Restriction Furthermore, in addition to the above-mentioned candidate points, a jet restriction section is defined. The jet restriction section includes a jet prohibition point where jetting is prohibited and a jet designation section where a jet-injecting adhesive is designated.

Figure 10 is a diagram explaining jet restriction sections. Figure 10 shows an example of a jet restriction section between stations (between Station A and Station B) illustrated in Figure 2. In Figure 10, the horizontal direction is the position along the track, and below each block section, the locations of switches, crossings, and special equipment that requires consideration for jetting are shown as the installation locations of track-related equipment that determines the jet restriction section. Further below that, jet-prohibited points and jet-designated sections, which are jet restriction sections, are shown. Also, in Figure 10, as in Figure 2, the direction of train travel is from Station A to Station B.

A no-jet point is a point where the injection of adhesive is prohibited. Strictly speaking, a no-jet point is not a point but a section with a certain range, but for convenience, it is called a point because it is a narrow range. For example, when the location of a certain consideration equipment is specified as a pinpoint, a no-jet point is set to a certain range (e.g., 20 m) before and after the pinpoint, including the error of the running position that can be grasped on the train, which is a narrow range compared to the length of the track. The injection of adhesive is prohibited within this section. In Figure 10, four no-jet points are defined, including the locations of switches and consideration equipment.

When a jet prohibition point is determined, a preliminary injection point where preliminary injection may be performed is determined immediately before the jet prohibition point (in front of the train in the direction of travel). If the jet prohibition point overlaps with a candidate point where injection may be performed, the injection will not be performed when the candidate point is approached because the point is also an injection prohibition point. The preliminary injection point is determined immediately before (in front of) the injection prohibition point so that preliminary injection can be performed before approaching the injection prohibition point as a substitute for the injection that should be performed at the candidate point. In addition, a preliminary injection point may be determined not only when the injection prohibition point overlaps with a candidate point, but also when the injection prohibition point and the candidate point satisfy a predetermined short distance condition. In addition, if the distance between the two injection prohibition points in front and behind is short, a preliminary injection point may not be determined immediately before (in front of) the rear (rear) injection prohibition point, but only immediately before (in front of) the front injection prohibition point. A preliminary injection point may also be determined behind (in back) the injection prohibition point.

In Figure 10, backup jet points are set immediately before (forward: on the left side of the figure) three of the four no-jet points. Because the distance between the second and third no-jet points along the train's direction of travel is short, no backup jet point is set immediately before (forward) the third no-jet point.

The injection material designated section is a section in which the type of adhesive to be injected is designated. The injection control device 1 determines the number of types of injection material designated sections equal to the number of types of adhesive. In this embodiment, since it is possible to switch between two types of adhesive materials α and β and inject them, two types of injection material designated sections are determined. That is, injection material designated section a specifies adhesive material α as the adhesive to be injected, and injection material designated section b specifies adhesive material β.

Between abrasive-designated sections and injection-prohibited points, injection-prohibited points take priority. For this reason, abrasive-designated sections are determined so as not to overlap with injection-prohibited points. Note that injection-designated sections of different types may overlap. In FIG. 10, three sections including railroad crossings and designated facilities are defined as injection-designated sections a where adhesive-increasing material α is specified, and three sections including tunnels and bridges are defined as injection-designated sections b where adhesive-increasing material β is specified. Of the three injection-designated sections a, the first two injection-designated sections a exclude some sections that overlap with injection-prohibited points.

(F) Pre-injection The injection control device 1 determines whether or not to perform preliminary injection for each axle, using the time when the preliminary injection point is approached as the judgment timing, in accordance with a preliminary injection judgment table, an example of which is shown in FIG. 11.

Figure 11 is an example of the pre-injection judgment table 226. As shown in Figure 11, the pre-injection judgment table 226 associates the presence or absence of pre-injection with each combination of the train's running speed V, the slip frequency (frequency of slipping and sliding) Sp, the remaining amount of adhesive, and the current adoption category. Za is the remaining amount of adhesive α, and Zb is the remaining amount of adhesive β. Vd1 and Vd2 are threshold values for the train's running speed V, and Sl1 and Sl2 are threshold values for the slip frequency Sp.

In the example of Figure 11, the slower the train's running speed V, the higher the possibility of wheel slippage occurring, and therefore the system is set up to perform preventive injection in more cases. Also, even if the train's running speed V is roughly the same, if the remaining amount of adhesive β, which has a high adhesion-increasing effect, is greater than the remaining amount of adhesive α, the system is set up to perform preventive injection even in the "small" category (where the density of candidate points is "low") in order to increase the effectiveness of preventing wheel slippage.

[Device configuration]
Fig. 12 is a configuration diagram of the injection control device 1, and shows the functional units for realizing the injection control of this embodiment and the information used in each functional unit. The injection control device 1 is realized as a kind of computer system such as a so-called CPU board, and as shown in Fig. 12, includes a processing unit 100 and a storage unit 200 as functional units for realizing the injection control.

The processing unit 100 is a processor implemented by an arithmetic device or arithmetic circuit such as a CPU (Central Processing Unit) or FPGA (Field Programmable Gate Array), and has, as individual functional units, an on-board information acquisition unit 102, an adoption category selection unit 104, a candidate point arrival detection unit 106, a prohibited point arrival detection unit 108, a preliminary injection point arrival detection unit 110, an injection material designated section setting unit 112, an index value calculation unit 114, and an injection control unit 116. Each of these functional units can be implemented in software by the processing unit 100 executing a program, or can be implemented by a dedicated arithmetic circuit.

The storage unit 200 is a memory that stores various information used for injection control, and stores candidate point group information 202, index value calculation table 206, category selection table 204, injection judgment table 208, injection method table 210, composition time index value information 212, current index value information 214, adopted category information 216, injection prohibited point setting table 220, preliminary injection point setting table 222, injector designated section setting table 224, preliminary injection judgment table 226, and injector selection table 228.

The on-board information acquisition unit 102 acquires on-board information, which is information about the train that can be acquired on-board, from the on-board information monitor. The on-board information includes the train's direction of travel, the train's running speed and running position, operating conditions such as acceleration (powering), coasting, and braking, open unit status such as whether there are any units that are no longer contributing to braking or vehicle drive, the MR pressure of each car, power increase commands and notch number due to the driver's driving operation, train delays, temperature rise protection for vehicle equipment, auxiliary operation of each car, remaining amount of adhesive agent in each injection device 10, SOC and DOD of the storage battery, etc. Depending on the type of information, etc., the information may be acquired from a control device installed in each car rather than from the on-board information monitor.

The section selection unit 104 selects the section to be used as the injection determination timing from among a group of candidate points with different densities of the determined candidate points, using the train's running speed. Specifically, for each axle, which is the injection control unit, the section to be used is selected according to the section selection table 204 (see FIG. 3) using the on-board information acquired by the on-board information acquisition unit 102. The section to be used for each axle, which is the injection control unit, is selected when the candidate point arrival detection unit 106 detects that the candidate point for that axle has been approached. Note that when the driving state is stalling, the section selection table 204 has not been determined, so no section to be used is selected, and the previously selected section (current section to be used) is continued.

In addition, when a train is running, it is prohibited to select a category of candidate points with a lower density than the candidate points of the previously selected category as the current adopted category. In other words, if the currently selected category is the same as or larger than the previously selected adopted category, the currently selected category is updated as the new adopted category, and if the currently selected category is smaller than the previously selected adopted category, the currently selected adopted category is not updated and remains the previously selected adopted category. In addition, when a train arrives at a station and changes direction at that station, the adopted category is initialized (updated to the smallest category 0).

The candidate point arrival detection unit 106 detects that the running position of the train has approached a candidate point where injection control may be performed. Specifically, for each axle, which is the injection control unit, it detects that the train has approached a candidate point included in the candidate point group of the adopted section selected by the adopted section selection unit 104 for that axle. The running position of the train is included in the on-board information acquired by the on-board information acquisition unit 102. The adopted section selected by the adopted section selection unit 104 is stored as adopted section information 216. In addition, the correspondence between sections 0 to 3 and the candidate point group, which is a collection of multiple candidate points, is stored in advance as candidate point group information 202 (see Figure 2).

The candidate point arrival detection unit 106 may detect the approach of a candidate point at a timing earlier than the approach of the actual candidate point. To achieve this, in the candidate point group information 202, a position a predetermined distance before the actual candidate point position is associated with each candidate point as a provisional candidate point. Then, the candidate point arrival detection unit 106 detects the approach of a provisional candidate point as the approach of the corresponding candidate point. The predetermined distance for determining the provisional candidate point is set taking into consideration the calculation time of the injection control device 1 and the delay time of the control of the injection device 10. As a result, when the train approaches the provisional candidate point before approaching the candidate point, the index value calculation unit 114 calculates an index value, and the injection control unit 116 determines whether to inject, so that the injection device 10 can start injection without a time delay when the train approaches the actual candidate point.

The prohibited point arrival detection unit 108 detects when the train's running position approaches a given prohibited jet point. The prohibited jet points are stored in the prohibited jet point setting table 220.

The injection prohibition point setting table 220 may be stored in advance, or may be created and stored in accordance with an external input. In the latter case, the processing unit 100 sets the point specified by the external input as an injection prohibition point, and stores the set injection prohibition point in the injection prohibition point setting table 220. Furthermore, the processing unit 100 sets a preliminary injection point at a position immediately before the set injection prohibition point (specifically, a position a predetermined distance ahead), and stores the set preliminary injection point in the preliminary injection point setting table 222.

The backup injection point arrival detection unit 110 detects that the train's running position has approached a backup injection point, which is the point immediately before the injection prohibited point. The positions of the backup injection points are stored in the backup injection point setting table 222.

The abrasive material designated section setting unit 112 sets an abrasive material designated section, which is a driving section in which only the adhesive of that type is sprayed, for each type of adhesive material with a different adhesive effect. Specifically, the abrasive material designated section is a section from a start position to an end position specified by an external input, etc. At this time, if an injection prohibited point defined in the injection prohibited point setting table 220 is included in the specified section, the section excluding the injection prohibited point is set as the abrasive material designated section. The abrasive material designated section set by the abrasive material designated section setting unit 112 is stored in the abrasive material designated section setting table 224.

The index value calculation unit 114 calculates an index value that is a judgment index for whether or not to inject for the target injection control unit. Specifically, for each axle, which is the injection control unit, the index values La, Lb, Lc, and Bb are calculated according to the index value calculation table 206 (see Figures 5 to 7) using the on-board information acquired by the on-board information acquisition unit 102. The calculation of the index value for each axle, which is the injection control unit, is performed when the candidate point arrival detection unit 106 detects that the candidate point for that axle has been approached. The index value calculated by the index value calculation unit 114 using the on-board information at the time of formation of the train is stored as the formation time index value information 212, and the index value calculated using the on-board information at the current calculation timing is stored as the current index value information 214.

Then, according to the index value calculation table 206a, the index value La is calculated as follows. That is, according to the index value calculation table 206a, a provisional index value is calculated using on-board information at the time of the formation of the train, and is set as the formation-time index value La1. Also, according to the index value calculation table 206a, a provisional index value is calculated using on-board information at the calculation timing, and is set as the current index value La2. Then, the index value La is calculated according to a calculation method that is determined so that the priority (weight) of the index values La1 and La2 differs depending on the combination of the presence or absence of continuous injection and the presence or absence of preventive injection. Therefore, a provisional index value is calculated when the train is formed and stored as the formation-time index value, a provisional index value at a given calculation timing is calculated and set as the current index value, and the index value is determined by performing a predetermined calculation based on the formation-time index value and the current index value.

The injection control unit 116 determines whether or not to inject when a candidate point arrival detection unit 106 detects an arrival of the candidate point, and controls the injection of the adhesive material, and also controls to prohibit the injection of the adhesive material in response to detection by the prohibited point arrival detection unit 108. In addition, the injection control unit 116 selects the type of adhesive material to be injected based on the injection material designated section including the running position of the train.

Specifically, for each axle, which is the injection control unit, the candidate point arrival detection unit 106 detects that the axle has reached a candidate point included in the candidate point group for the adoption category, and the timing is used to determine whether or not to inject the axle. First, if the prohibited point arrival detection unit 108 detects that the injection prohibited point has been reached, it is determined that the axle will not be injected. If the prohibited point has not been reached, the on-board information acquired by the on-board information acquisition unit 102 is used to determine whether or not to inject according to the injection determination table 208 (see FIG. 7). If it is determined that the axle will be injected, the type of adhesive to be injected is selected according to the injection material selection table 228. Next, it is determined whether or not the running position of the train is within the injection material designated section defined by the injection material designated section setting table 224, and if it is within the injection material designated section, it is determined whether the type of adhesive designated by the injection material designated section matches the selected type. If there is a match, it is decided to spray the selected adhesive material, and if there is no match, it is decided not to spray it.

If it is determined that injection is to be performed, an injection signal is output to the injection device 10 of that axle, specifying the type of adhesive and instructing injection. At that time, the injection method table 210 is referenced, and if the setting for continuous injection corresponding to the train's operating state and the adoption category of the axle to be controlled is "yes", the injection signal is an instruction to inject for a set injection time.

The injection control unit 116 also has a pre-injection control unit 118. The pre-injection control unit 118 determines whether to perform a pre-injection when the pre-injection point arrival detection unit 110 detects that the pre-injection point has been reached, and controls the pre-injection of the adhesion enhancer. The pre-injection control unit 118 also determines whether to perform a pre-injection using the adoption category and the train's running speed and/or the frequency of wheel slippage. The type of adhesion enhancer to be injected is selected from among multiple types of adhesion enhancers with different adhesion enhancing effects, using the train's running speed and/or the frequency of wheel slippage. The occurrence of wheel slippage can be detected using conventional technology.

Specifically, when the preliminary injection point arrival detection unit 110 detects that the preliminary injection point has been reached, it determines whether or not to perform a preliminary injection according to the preliminary injection judgment table 226. If it is determined that a preliminary injection should be performed, it selects the type of adhesive to be injected according to the injection material selection table 228. Then, it outputs an injection signal to the injector 10 of the axle, indicating the type of adhesive and the injection. At that time, the injection signal is set to indicate an injection time for a preliminary injection that has been determined in advance.

[Process flow]
13 is a flowchart for explaining the flow of the injection control process. This process is executed in parallel by the injection control device 1 for each axle of the train as an axle to be controlled. This process also shows the process from when the train is stopped at the starting station until it arrives at the terminal station.

First, while the train is stopped at a station, the adopted category selection unit 104 initially sets the adopted category for the axis to be controlled to the smallest category 0 (step S1). Next, the index value calculation unit 114 uses the on-board information to calculate an index value according to the index value calculation table 206. Then, the adopted category selection unit 104 selects and updates the adopted category according to the category selection table 204 based on the calculated index value (step S3).

The processing unit 100 also sets an injection prohibition point according to an external input and stores it as the injection prohibition point setting table 220 (step S5), and then sets a position just before (in front of) the set injection prohibition point as a preliminary injection point and stores it in the preliminary injection point setting table 222 (step S7). Note that if the injection prohibition point setting table 220 and the preliminary injection point setting table 222 are stored in advance, it is not necessary to set the injection prohibition point and the preliminary injection point (steps S5 to S7). Furthermore, the injection material designated section setting unit 112 sets the injection material designated section according to an external input (step S9).

After that, when the train departs the station (step S11), the preliminary injection point arrival detection unit 110 judges whether the preliminary injection point has been approached for the axle to be controlled, and if it detects that it has been approached (step S13: YES), the preliminary injection control unit 118 uses the current on-board information to make a preliminary injection judgment as to whether or not to perform a preliminary injection according to the preliminary injection judgment table 226 (step S15). If it is determined that a preliminary injection is to be performed (step S17: YES), the type of adhesive agent to be injected is selected according to the injection material selection table 228 (step S19). Then, an injection signal is output to the injection device 10 of the axle to be controlled to instruct the injection of the selected adhesive agent (step S21).

Then, the candidate point arrival detection unit 106 determines whether the control target axis has approached a candidate point included in the group of candidate points corresponding to the selected adoption category, and if it detects that it has approached (step S23: YES), the prohibited point arrival detection unit 108 determines whether it has detected that it has approached an injection prohibited point. If it detects that it has approached an injection prohibited point (step S25: YES), the injection control unit 116 determines that injection will not be performed for the control target axis (step S41). If it has not detected that it has approached an injection prohibited point (step S25: NO), the index value calculation unit 114 calculates an index value according to the index value calculation table 206 using the current on-board information. Next, the injection control unit 116 determines whether or not to perform injection for the control target axis based on the calculated index value and according to the injection judgment table 208 (step S27).

If it is determined that injection is to be performed (step S29: YES), the type of adhesive to be injected is selected according to the injection material selection table 228 (step S31). Next, it is determined whether the train is running within the injection material designated section. If it is within the injection material designated section (step S33: YES), it is determined whether the type of selected adhesive matches the adhesive specified for that injection material designated section. If they match (step S35: YES), the injection control unit 116 determines that the selected type of adhesive will be injected (step S37) and outputs an injection signal to the injection device 10 of the controlled axis to instruct it to inject the selected type of adhesive (step S39). If the types of adhesive do not match (step S35: NO), it is determined that injection is not to be performed (step S41).

The adopted category selection unit 104 selects a category for the axis to be controlled based on the calculated index value and in accordance with the category selection table 204 (step S43). Then, if the currently selected category is "larger" than the previously selected category (currently adopted category) (step S45: YES), the adopted category is updated to the currently selected category (step S47).

Then, it is determined whether the train has stopped at the next stop, and if it has not stopped (step S49: NO), the process returns to step S11. If the train has stopped at the next stop (step S49: YES) and that stop is not a terminal station (step S31: NO), the process returns to step S3. If the stop is a terminal station (step S31: YES), the process ends.

[Action and Effect]
According to the present embodiment, more appropriate injection control can be performed as the injection control of the injection device that injects the adhesive material between the train wheels and the rails. In other words, it is possible to prioritize the prohibition of injection when approaching an injection prohibition point, and to perform injection when approaching a candidate point, but not to perform injection when approaching an injection prohibition point. In addition, by setting the injection prohibition point separately from the candidate point, it is possible to easily realize control that prohibits the injection of the adhesive material at a place where it is desired to prohibit the injection of the adhesive material.

[Modification]
Incidentally, the applicable embodiments of the present invention are not limited to the above-described embodiments, and can of course be modified as appropriate without departing from the spirit of the present invention.

(A) Injection control unit For example, in the above embodiment, the injection control unit is an axle, but it may be something other than an axle, such as a bogie or a vehicle. In that case, the above embodiment can be applied as it is, except that the target injection control unit is a bogie or a vehicle.

(B) Injection control device In the above embodiment, one train is equipped with one injection control device, but multiple injection control devices may be equipped on one train, for example, each unit may be equipped with an injection control device. When each unit is equipped with an injection control device, each injection control device performs injection control for each injection control unit of the unit in which the injection control device is installed. The control itself performed by each injection control device is the same as in the above embodiment. The same applies when an injection control device is installed on each car.

(C) Disabling of the functions of injection prohibition and preliminary injection The vehicle may further include a means for selectively disabling either the function of the prohibited point arrival detection unit 108 for detecting the approach of an injection prohibition point, or the preliminary injection point arrival detection unit 110 for detecting the approach of a preliminary injection point. If the function of the prohibited point arrival detection unit 108 is disabled, the injection at the candidate point by the injection control unit 116 is not prohibited, and if the function of the preliminary injection point arrival detection unit 110 is disabled, the preliminary injection at the preliminary injection point by the preliminary injection control unit 118 is not performed. This disabling can be configured, for example, by installing an operating device in the driver's cabin and allowing a crew member such as a driver to instruct and operate it. This allows, for example, a crew member such as a driver to select whether to release the injection prohibition or not to perform preliminary injection at the appropriate time based on the judgment of the driver. More appropriate injection control according to the track conditions, the degree of necessity to suppress slippage, etc. is possible. For example, when the injection control device 1 is applied as a control device for a locomotive, the number and weight of freight cars to be pulled by the locomotive may change from time to time. In such cases, when it is necessary to reliably suppress slippage even if the injection prohibition is lifted, such as on an uphill slope immediately after departure, this is preferable because it allows the driver, etc., to select the option to lift the injection prohibition.

Reference Signs List 1: Injection control device 100: Processing unit 102: On-board information acquisition unit 104: Adoption section selection unit 106: Candidate point arrival detection unit 108: Prohibited point arrival detection unit 110: Pre-injection point arrival detection unit 112: Injection material designated section setting unit 114: Index value calculation unit 116: Injection control unit 118: Pre-injection control unit 200: Memory unit 202: Candidate point group information,
204: Category selection table 206: Index value calculation table 208: Injection judgment table 210: Injection method table 212: Index value information at the time of composition 214: Current index value information 216: Adopted category information 220: Injection prohibition point setting table 222: Preliminary injection point setting tape 224: Injection material designated section setting section 226: Preliminary injection point setting table 228: Injection material selection table 10: Injection device 11: Adhesive material tank 12: Air tank 13: Nozzle 14: Solenoid valve 20: Wheel 22: Rail

Claims (7)

An injection control device that controls the injection of an adhesion enhancer between a train wheel and a rail,
a candidate point arrival detection means for detecting that the running position of the train has approached a given candidate point where the injection control may be performed;
a prohibition point arrival detection means for detecting that the running position of the train has approached a given injection prohibition point;
an auxiliary injection point arrival detection means for detecting that the running position of the train has approached an auxiliary injection point, which is a point immediately before the injection prohibition point;
a jetting control means for determining whether or not to jet the adhesive when the candidate point arrival detection means detects the arrival of the candidate point, and for controlling the jetting of the adhesive, the jetting control means for controlling the jetting of the adhesive in response to the detection by the prohibited point arrival detection means;
Equipped with
The injection control means includes a preliminary injection control means for determining whether or not to perform preliminary injection when the preliminary injection point arrival detection means detects arrival of the preliminary injection point, and for controlling the preliminary injection of the adhesive.
Injection control device. a disabling means for selectively disabling a function of either the prohibition point arrival detecting means or the preliminary injection point arrival detecting means;
The injection control device of claim 1 further comprising: an adoption section selection means for selecting an adoption section to be used as a timing for determining injection from among sections of a group of predetermined candidate points having different densities of the candidate points, using a running speed of the train;
the candidate location arrival detection means detects that the vehicle has approached a candidate location included in the group of candidate locations for the adoption section;
The preliminary injection control means determines whether or not to perform the preliminary injection by using the adoption category.
3. An injection control device according to claim 1 or 2 . The preliminary injection control means determines whether or not to perform the preliminary injection based on the adoption category and the running speed and/or the frequency of wheel slippage of the train.
The injection control device according to claim 3 . It is possible to spray multiple types of adhesives with different adhesive effects.
The preliminary injection control means selects a type of adhesive to be injected from the plurality of types of adhesive, based on the running speed of the train and/or a frequency of wheel slippage.
The injection control device according to any one of claims 1 to 4 . It is possible to spray multiple types of adhesives with different adhesive effects.
a jet material designated section setting means for setting, for each type of adhesive material, a jet material designated section which is a travel section in which only the adhesive material of that type is to be injected;
Further comprising:
The injection control means selects a type of adhesive agent to be injected based on the injection material designated section including the running position of the train.
The injection control device according to any one of claims 1 to 5 . A method for controlling the injection of an adhesion enhancer between a train wheel and a rail, comprising:
a candidate point arrival detection step of detecting that the running position of the train has approached a given candidate point where the injection control may be performed;
a prohibition point arrival detection step of detecting that the running position of the train has approached a given injection prohibition point;
an auxiliary injection point arrival detection step of detecting that the running position of the train has approached an auxiliary injection point, which is a point immediately before the injection prohibition point;
a control step of determining whether or not to perform injection when the candidate point arrival detection step has detected the arrival of the candidate point and controlling the injection of the adhesive agent, the control step of prohibiting the injection of the adhesive agent in response to the detection by the prohibited point arrival detection step;
Including,
The injection control step includes a preliminary injection control step of determining whether or not to perform preliminary injection when the preliminary injection point arrival detection step detects arrival of the preliminary injection point, and performing preliminary injection control of the adhesive.
Injection control method.

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