JPH0723092B2 - Method and apparatus for controlling the speed of a rail transit facility - Google Patents

Abstract

A method and a device for controlling the speed of rail vehicles are used for deceleration and acceleration of vehicles at hunting yards. During the process of controlling the speed a pressure element (1) is introduced into an annular hollow (3) of the wheel (2), which is formed by the disk of the wheel (2), by the hub (5) and by the inner radial surface (6) of the wheel's rim and which is located on the inner or outer side of the wheel, so as to apply a force effect to any point of one of the two areas (7) of the inner radial surface of the wheel's rim which are located on both sides of an imaginary plane (a-a) passing through the axis of the wheel and its point (B) of contact with the rail. The pressure element (1) is so shaped as to ensure its free entry into the annular hollow and is mounted on a carriage displaceable along the railway line. In this way, the value of the force effect of the pressure element is not limited by the weight of the vehicle.

Description

Description: TECHNICAL FIELD The present invention relates to railway transportation installations, and more particularly to a method for controlling its speed and a device for implementing the method.

BACKGROUND ART In order to operate a marshalling yard (or hump) optimally, the moving speed of the railway transportation facility (vehicle, open vehicle, long vehicle, tank vehicle, etc.), for example, deceleration, acceleration, stop, or stop. It is necessary to be able to effectively control the start-up of a transport vehicle in operation.

There are many known methods and apparatus used in the past for controlling the speed of rail vehicles.

It is well known to decelerate a rail transport vehicle by interfering with the movement of the wheels between the two beams carried by the rail on either side of the rail.

However, with this method, the actual speed of the transport vehicle when the delay mechanism is removed and started is very different. This phenomenon is due to the fact that the coefficient of friction between the "wheel side / beam surface" is very unstable, which is due to the lubricating oil
This is because not only the paint, sand, and moisture are attached, but also temperature changes and other factors are involved. Moreover, this method cannot, in principle, be used to increase the speed of transport vehicles. Accordingly, other methods and apparatus for use in marshalling yardes for performing speed control (deceleration and acceleration) of a transportation vehicle include at least one interaction between the pressure member and the wheels of the transportation vehicle. Adopt power,
The interaction must be completed within the range of the wheel's mechanical trajectory (movement path) (eg,
"Zheleznye Dorogi Mira" / World Railroad / Magazine, 198
1 year, No. 9, pp. 17-18, 27).

The basis of the above-mentioned method for controlling the speed of a railway transport facility is that, in the part of the track selected for carrying out the above-mentioned control, the outer flange area of the lower side of the wheel rim surface (acceleration Which is in the rear with respect to the direction of travel of the train and in the case of deceleration in the front) is mounted so that it receives its force (by the rollers, rods, screw faces of the conveyor) by its pressing member, said member Provided on the path of travel of the wheels, in other words, they are located in front of or behind the wheels (eg, FRG Patent No. 153).
0302, International Classification No. 3B61 j3 / 06).

When this method is realized, from the viewpoint that the action of the force generated by the pressing member is practically independent of the friction constant, and the value of the force effect is strictly proportional. It is convenient. This method was adopted as a prototype.

It should be noted here that the value of the force acting on the wheel according to the method is limited to a very narrow range, which range is applied to the associated wheel of the force of the transport vehicle. The point is that it is governed by component forces. Beyond this range, the wheels run over adjacent pressing members or the transportation vehicle derails.

This is due to a fundamental limitation of the method described above, since the acting force must correspond to the value of its vertical component force in order for the device to operate without accident. This vertical force component must not exceed 17 kilonewtons, as this involves the possibility of interaction with the "light axle" (ie empty car), which is met by very few vehicles. It ’s extremely difficult even for trains
Even impossible.

An apparatus for implementing the above method is a carriage used to move a passenger car or other railroad vehicle. The device has two pairs of pressure rollers, which can be moved forward and backward in the transverse direction of the track. The pair of pressing rollers are separated from the front part of the wheel by a certain distance when moving forward and backward, and are separated from the rear part of the wheel by a certain distance otherwise, and the pressing rollers are all moved by the movement of the wheel. It is within the range of the route.

The pressure roller can act on the lower rear part and the lower front part of the flange of the wheel, and the working range corresponds to 1/4 of the flange. The device itself moves along an auxiliary rail laid inside the rail and parallel to the rail and is activated by a cable connected to a drive.

If the vehicle travels faster than the carriage with the wheels between the extension rollers, the flanges will start pushing down the rollers in front of the wheels. The latent energy of the vehicle is transferred to the carriage via the rollers and is further transmitted to the drive unit via the cable, and the drive unit absorbs the energy. Therefore, the speed of the vehicle becomes lower than the speed of the carriage.

If the vehicle moves slower than the carriage with the wheels between the extendable rollers, the pressure roller on the rear side of the wheel begins to push down on the flange corresponding to the lower rear 1/4 of the wheel. . Furthermore, energy from the drive is sent to the wheels via the lower roller, carriage and cable, so that the speed of the vehicle is comparable to that of the carriage.

However, the above-mentioned interaction between the pressing member and the wheel flange (whether decelerating or accelerating)
There are emergencies associated with vertical upward force components. Therefore, it is necessary to severely limit the magnitude of such interaction forces. This is because, if the component force directed vertically upward exceeds the force due to the weight applied to the corresponding axle, the wheel must be separated from the upper part of the rail and the vehicle must be derailed. . Therefore, the risk that such a control action is performed is sufficiently eliminated.

DISCLOSURE OF THE INVENTION An object of the present invention is to provide a method for controlling the speed of a railway transportation facility and an apparatus therefor, in which the pressing member and the wheel interact, and the interaction is The force exerted by the pressing member on the wheel is not limited by the weight of the vehicle applied to the corresponding wheel, and further, the method does not limit the accuracy of speed control at any time when the interaction force is large. By presetting, the risk of derailment of the vehicle is completely eliminated.

The above object is achieved by the following method. Ie; 1
In a method for controlling the speed of a railway transportation facility using the force of interaction of one or more pressing members and the wheels of a transportation vehicle within the mechanical track of said wheels, according to the invention,
The pressing member is introduced into the cavity of the annular space from the outside or inside of the wheel, the cavity being formed by the disk and hub of the wheel and the circular inner surface of the rim of the wheel, the force of which is Depending on the direction, it acts on any point in one of the two ranges of the circular inner surface of the wheel rim, said range being on the face side of the imaginary plane, said wheel axis and said A method for controlling the speed of a rail transit facility, characterized by crossing the point where a wheel contacts its rail. Therefore, the length of each range inside the circular inner surface along the rim of the wheel is 2 degrees from the contact point between the wheel and the rail when drawn from the center of the wheel.
It can accommodate the arc length of the wheel formed by the 145 degree angle opening line. In the most preferred embodiment, the length of each of the ranges inside the circular inner surface along the rim of the wheel is 2 degrees from the contact point between the wheel and the rail drawn radially from the center of the wheel. Formed by a line that opens at an angle of 90 degrees.

The device for carrying out the proposed method comprises one or more pressing members for producing an interaction with the wheel, said interaction being carried out in the region of the mechanical track of the wheel, The member is attached to a carriage and a device for controlling the position of the pressing member, the carriage is connected to a driving device, and the carriage can move along a railroad track. A device for controlling the speed of a railway transportation facility. In the above, the pressing member is attached to the carriage, and the carriage is attached so as to be introduced into the cavity of the annular space from the outside or the inside of the wheel, and the cavity is the disc and hub of the wheel and the rim of the wheel. The inner surface of the wheel rim in any of two ranges on either side of the imaginary plane formed by the inner surface of the wheel. It agrees to the member, the imaginary plane crosses the axis of the wheel, and that the wheel is in contact with the rail.

The length of each range inside the circular inner surface of the rim of the wheel is formed by a line drawn from the center of the wheel and opening at an angle of 2 and 145 degrees from the point of contact between the wheel and the rail. Corresponding to the arc length of the wheel, in a preferred embodiment, the angle is between 2 and 90 degrees.

Suitably, the bearing member of the carriage is housed between the top of the lateral rail and the base and is mounted so that it has a force to contact the top of the rail or its base. Further, the carriage itself can be mounted so as to be movable in the vertical direction.

Introducing the pressing member inside the cavity of the annular space,
By applying pressure with the pressing member to any point in one of the ranges formed by the circular inner surface of the rim of the wheel, a pressing action that is not limited to the value of the weight applied to the wheel is applied to the wheel. Can be added. this is,
This moving force does not include a vertical component force, and in particular, the moving force does not include a vertical component force in the range of 2 to 90 degrees with respect to the contact point between the wheel and the rail. is there. Expressed in other words, any force exerted by the pressing member does not act to pull the wheel away from the top of the rail. Besides, 90
The force applied at an angle of less than a degree acts to push the wheel against the rail. This is clearly an advantage of the present invention. The reason is that the wheels of the transport vehicle (the above wheels,
This is because (independently of its weight) a force that does not cause an accident is applied, and this method allows the vehicle to decelerate, accelerate, start, stop, and track in any practical control mode. This is because the vehicle can be fixed to the vehicle and all of these operations can be performed without danger of derailment of the vehicle. By adopting this method,
Any increase in the acting force applied to the wheel is absorbed by the excess safety factor. Therefore, when carrying out a vehicle operation such as lowering a transportation vehicle on a track from a hump, the speed of the vehicle can be controlled in the same manner as a normal vehicle operation in the vehicle yard. The speed is in principle a very slow speed (0 to 35 km / h). From this viewpoint, it is well known that the static load applied to the wheel is much smaller than the dynamic load. At speeds of 120 to 160 kilometers per hour, the dynamic load is many times the maximum static load within the permissible range. Therefore, the safety factor is extremely large when operating a vehicle at a speed of 30 to 40 kilometers per hour.

Another thing to note is that the value of the force is practically limited according to this method only in the case of acceleration, so that there is no danger of damaging the vehicle and the objects loaded on it Can be applied to a vehicle.

It should be further noted that the pressing member acts on a point in the lower semicircle of the inner surface of the wheel rim, which point lies in a virtual plane, which virtual plane crosses the wheel axle.
If the contact point between the wheel and the rail is crossed, the desired effect cannot be obtained. The reason is that the force applied to the point does not include a horizontal component and does not produce the desired control effect (in this case the resistance in the opposite direction of the wheel rotation does not increase the resistance). . Furthermore, it should be added that, in this case, the horizontal component force in the range of 2 degrees measured with reference to the contact point between the wheel and the rail is negligibly small.

Furthermore, it should be taken into account that when the acting force is applied to the area of the inner rim surface above the axle,
The acting force forms a vertical component, which tends to pull the wheel away from the rail. Therefore, it is against the above-mentioned object to apply the above-mentioned force to a point which exceeds 145 degrees measured within the range of the circular inner surface of the wheel rim with reference to the contact point between the wheel and the rail.

Further, in comparison to the method and apparatus used as the prototype with interaction surfaces of different curvatures (circular inner surface of the wheel rim and the flange of the wheel and the pressure member), the present invention provides Using a pressure member of a shape selected to match the circular inner surface of the rim, which shape has the same curvature as the circular inner surface of the wheel (thus optimally matching the working surface), Since all other factors are equal, eventually the contact stress drops significantly,
Therefore, friction is reduced and the life of the device is extended.

The size of the pressing member introduced into the cavity of the circular space is
Initial dimensional tolerance of the wheel, friction between the wheel and the rail,
And for the other parameters associated with the specified geometry, the member must be properly aligned.

In the present invention, only vertical action, horizontal action, and transverse rail action are used on the carriage member to withstand all loads. This is because the bearing member of the carriage member is mounted so as to be accommodated between the head and the base of the traveling rail. A point to be noted in this regard is that, when the vertically applied load reaches the maximum value, the force flux closes along the shortest path, and the force flux is applied to the pressing member and the wheel. , The upper rail, the head surface, the head surface of the lower rail, and the bearing member, and the flux of this force is completed by using the vertically movable carriage. The engineering solution described above makes it possible to save substantially on the materials used to manufacture the overall structure.

Brief Description of the Drawings The invention will be elucidated by the method for controlling the speed of a railway transportation facility and the device for carrying out this method, which will be described below with the aid of the figures.

FIG. 1 shows the direction of movement of the wheels by means of the arrow A, a schematic representation of a pressing member housed in the circular cavity of the rim of the wheel, FIG. 2 being introduced into the wheel pair from outside and inside. Fig. 3 is a schematic view illustrating a pressing member, Fig. 3 is a basic shape of a speed control device of a railway transportation facility in an initial position drawn into a line, and Fig. 4 shows a pressing member introduced into a cavity of an annular space of wheels. 3 shows the device according to FIG. 3 in the operating position, and FIG. 5 is a top view of the device according to FIG.

BEST MODE FOR CARRYING OUT THE INVENTION The basic matters of the method for controlling the speed of a railway transportation facility proposed by the present invention are achieved by the following points. One or more pressure members 1 (Fig. 1) are attached to the outer side of the wheel 2 (Fig. 2a).
(Fig. 2) or the inner side (Fig. 2b) into the cavity 3 of the annular space formed by the disc 4, the hub 5 and the circular inner surface 6 of the wheel rim 2. The pressure member 1 introduced into the cavity gives a command of the force of action, i.e. braking to any point in one of the two ranges 7 (Fig. 1) of the inner circular surface 6 of the wheel rim, or , The acceleration is started, and the range is on both sides of the imaginary plane “aa”, and the imaginary plane crosses the axle O and the point B where the wheel contacts the rail 8.

When the pressure member 1 acts on the inner circular surface 6 of the wheel rim 2 in the immediate vicinity of the surface "a-a", the horizontal vector of said force is relatively small and therefore the speed of the transport vehicle. In order to improve the efficiency of the control of the range 7, each range 7 has a length corresponding to an arc of the circular inner surface 6 of the wheel rim 2, which arc is defined by the lines b ₁ , b ₁ . b
₁ and b ₁ cross the center of the wheel and open 2 to 145 degrees with respect to the point B where the wheel contacts the rail 8 at the point B. The applied force crosses the center of the wheel and is 2 degrees and 90 degrees with reference to the contact point B between the wheel and the rail 8.
When acting in the area 7 of the circular inner surface 6 of the wheel rim defined by the lines b ₁ , b ₂ opening in degrees, the wheel is pressed against the rail by the vertical component of the acting force. In this state, the force acts on the wheels without limiting the force that equalizes the weight of the organized train, and this weight acts on the wheels to prevent derailment of the organized train. I do.

The acting force is exerted when a force is applied from the pressing member 1 to a range 7 defined by lines b ² and b ¹ opening 90 ° to 145 ° across the center of the wheel on the circular inner surface 6 of the rim 2 of the wheel. , Which tends to separate the wheel from the rail, thus its value is limited by a value that equalizes the forces of the vehicle weight exerted on the wheel. When the force from the pressing member is applied to the circular inner surface 6 of the rim of the wheel at an angle of 90 degrees measured from the contact point of the wheel and the rail, the applied force is the vertical component force. In this situation, the controlled cure (acceleration-braking) is at its maximum.

During deceleration (braking), the pressing member 1 acts on the rear area 7 (with respect to the direction of travel of the vehicle) of the circular inner surface 6 of the rim of the wheel, while on the other hand during acceleration. In particular, the pressing member 1 (shown in broken lines) acts on the front area 7 of the circular inner surface 6 of the wheel rim.

A device configured to achieve the above method comprises a pressing member 1 (FIG. 3) designed to exert a force which interacts with the wheel within the mechanical track of the wheel 2. A device designed to control the position of one,
The device can be of any shape known in the art.

The pressing member 1 is attached to a carriage 9, which moves along the rails and is connected to a driving device. The pressing member 1 connected to the drive can enter into a cavity 3 having an annular space formed by the disc 4, the hub 5 and the circular inner surface 6 of the wheel rim, Has a shape that allows the member 1 to be introduced into the cavity 3 without being obstructed, and the introduction is performed from the inside of the wheel 2 and crosses the axis of the wheel 2 and the contact point B between the wheel and the rail 8. At any point in the two areas 7 (FIG. 1) on either side of the imaginary plane "aa", the member is properly aligned with the circular inner surface 6 of the wheel rim.

From the outside of the wheel 2 (FIG. 2a) or the pair of wheels, not only by the specific characteristics of the shape of the wheel (its rim, disc and hub) but also by the construction of the engaged rail parts, Obviously, the pressing member can be introduced more appropriately into the wheel cavity. In order to meet this requirement, the device is provided with a carriage that can move along the base of a rail on which the vehicle travels, the pressing member that is located beyond the rail, and the wheel (or wheel pair) outside. There must be an additional guide member capable of receiving the forces of interaction with the circular inner surface of the wheel rim.

In order to achieve the introduction of the pressing member from the outside, various suitable devices can be used, among which the pressing member is in the shape according to the invention.

Next, referring to FIG. 3, the carriage 9 is appropriately sized and shaped so as to fit inside the rail, is mounted so as to be vertically movable, and is mounted so as to include the frame 10. The frame 10 has four bearings in the form of rollers 11 made in contact with the surface of the base 12 of the rail 8, the surfaces of which face the inside of the rail and, in addition, of the form of rollers 13. Facing four bearings, this roller 13 is shaped to contact the underside of the head 14 of the rail 8 and its surface also faces the inner part of the rail.

The shaft 15 is attached to the frame 10 and is parallel to the rail 8, and the shaft is an arm 16 attached to the shaft.
And the pressing member 1 in the form of a roller. The pressing member 1 is rotatably attached to the arm 16 by a shaft 17. The shape and dimensions of the pressing member 1 are such that the generatrix of which is a circular inner surface 6 of the rim of the wheel.
Is selected such that it conforms to the outer shape of the wheel pair and the axis of rotation 17 is parallel to the axis of the wheel pair in its operating position. From this point of view, the length of the generatrix of the member 1 forms the maximum matching area within the contact range between the pressing member and the circular inner surface 6 of the rim of the wheel. The dimensions of the arm 16, the pressing member 1 and the shaft 17 are as follows.
To the working surface of the pressing member 1 at this position.
When it enters the inside of the cavity 3 formed by the circular inner surface of the rim 18 of the wheel 2 and the disk 4 of the wheel 2, the working surface of the pressing member 1 and the wheel 2
Of the rim 18 is selected to be in contact with the front and rear areas 7 formed on the circular inner surface 6.

A hydraulic cylinder 21 is attached to the frame 10 by a device of an arm 19 and a shaft 20, and its rod 22 is connected to the arm 16 by a shaft 23, and the arm is preset around the shaft 15 as shown in FIG. Rotate to the specified angle. Both chambers of the hydraulic cylinder 21 are connected to pump equipment 25 by flexible hoses 24 (Fig. 5).

A detector 26 is provided to control the operation of the pump facility 25 and the cylinder 21, and the detector is set to act on the support frame 10 at some position on the wheel 2. The detector 26 may have a conventional shape as long as the detector 26 can be used for the purpose of controlling the position of the pressing member.

The rod 29 of the driving hydraulic cylinder 30 is connected to the arm 27 and the shaft 28.
Is attached to the frame 10.

An eye 31 of the hydraulic cylinder 30 is connected to an arm 33 by a shaft 32, and the arm is firmly fixed to a fixed base plate 34.

Both chambers of the rocking hydraulic cylinder 30 are connected to the pump facility via a flexible high pressure hose 35. The flow velocity, direction, and pressure of the liquid are set by a known control device (not shown).

The above-mentioned device and its constituent members are mounted so as to correspond to a railway transportation facility, and the dimensions thereof may vary depending on the inside of various railroad structures, their gaps, and their limits (or other factors, depending on the vehicle used). The gap and the limit are determined only by the components of the overall apparatus, which are the shapes that directly interact with the vehicle.

Thus, the positioning of the component in the interior space formed by the overall dimensions is associated with the positioning of the vehicle component to be interacted with, and thus the possibility of contact with other components of the vehicle. Are completely removed.

The above conditions can also be applied to other embodiments of the device.

The vertical movement of the carriage device and the position of the bearing member of the carriage device between the head and the base of the travel rail are the shortest loop for the strongest driving force flux, i.e. the wheel rim. A circular inner surface-the rail head-the lower surface of the rail head-the bearing member of the carriage-the pressing member can be formed.

Almost all the members mentioned above are involved in the transmission of the driving force flux, which acts as a compression. Thus, the overall shape of the device generally reduces the material used for the device and improves its operational reliability.

The method described above is achieved by the operation of the above device,
The implementation of this method is better understood by the examples showing this method. The operation of the above device is achieved by the following procedure.

When the first pair of wheels approaches the device, an output signal of a detector 26 indicating the position of the wheel 2 is sent to the pump equipment 25, and this signal is sent via the one hose 24 to the hydraulic cylinder 21. Increase the chamber pressure. This pressure causes the roller drum 22 to rotate about the shaft 15 and the arm 16 to rotate from its idle position to its operating position. Therefore, the rim 18 of the wheel of the pressing member 1 group
Into the cavity 3 formed by the circular inner surface 6, the hub 5 and the disk 4.

The detector 26 and the control system of the yard are governed by the pair of wheels and the speed, which is also governed by the speed of the railroad vehicle, the speed being preset for the rail part and the detector 26 And the control device of the yard introduces the pressing member 1 into the cavity 3. When it is necessary to increase the speed of the train that is organized (that is, when the movement of the train needs to be accelerated), the pressing member 1 is a semi-circular portion of the front half of the wheel (of the vehicle). For exercise). In the case of reducing the speed of the vehicle (that is, when it is necessary to slow down the movement of the train), the pressing member 1 is applied to the semicircular portion of the rear half of the wheel (relative to the movement of the vehicle). is there.

When the speed of the train corresponds to the speed selected for a portion of the rail, the yard control unit does not output a command signal and thus the vehicle interacts with the speed control unit. Move freely over the speed control device.

If the vehicle is moving above a certain position on the rail at a speed slower than a predetermined speed, the yard control will immediately react and send a corresponding command signal to the hydraulic cylinder.
Sent to the appropriate chamber of 30 and the hydraulic fluid of the hydraulic system begins to move from the pumping equipment 25 via the hose 35 to the hydraulic cylinder, so that the rod 29 is attached to the frame 10 and the same. The coupled pressing member is pushed in the moving direction of the vehicle. The speed of the passing frame 10 is set to a predetermined optimum speed at the point of the yard by the pump facility.

Further, the pressing member, while moving inside the cavity, reaches the front semicircular portion of the circular inner surface of the wheel rim and begins to press the range 7 with the preset force, As a result, the wheel 2 along with the vehicle as a whole is accelerated until it reaches a predetermined speed, or the frame 10 reaches the end of the range in which the rod 29 should be actuated depending on the distance traveled. Will be speeded up.

When the vehicle moves at a faster speed than the carriage member, the rear surface of the circular inner surface 6 of the wheel rim is rotated by the pressing member and begins to press on it to dissipate the energy stored in the train. Allow a portion to be released. The vehicle converts its energy into speed on a course of reciprocal movement, which speed is reduced as set by the drive until it equals the speed of the carriage device.

After that, a command signal is sent to the pump equipment 25 from the control device of the above example car formation. The signal indicative of the pressure in one chamber of the cylinder 21 decreases, while the pressure in the other chamber of the cylinder causes the rod 22 to rotate up the arm 16 about the shaft 16 to raise the arm. It is returned to the initial position (FIG. 3), whereby the pressing member 1 is separated from the inner surface formed on the rim of the wheel 2. This operation is performed when the frame reaches its limit position, even if the speed of the train set does not reach a predetermined value.

The wheels of the vehicle then continue to rotate while increasing (or decreasing) speed to a certain value. The control device described above controls the pressure in the chamber of the hydraulic cylinder 30 so that the frame 10 returns to its initial state, which allows the device to interact with the next pair of wheels.

When the device includes two pressing members, the operation is substantially the same as that of the above-mentioned operation, except that the wheel pair and the wheel of the wheel pair are different from each other.
The only interaction is with the individual rollers. Therefore, the value of the allowable force interaction is
Doubling before reaching the specifically specified pressure to be used at the contact point.

In this way, the efficiency of the control interaction can be doubled with all subsequent consequences.

Hydraulic drives have practically unlimited utility value and can use the control characteristics of the characteristics to approach the optimum parameters, which makes them suitable for use with electronic control devices adopted in train formations. Is the precision of the device,
In addition, it is possible to perform efficient operation.

The method described above can also be applied to the development of many other devices for rail transport vehicles (vehicle restraints, fastening devices, pushers, etc.).

Therefore, the method and apparatus proposed above provide an apparatus for railway oriented facility oriented handling without compromising operational safety. This drastically reduces the amount of equipment used for control operations, and thus obviously saves not only the consumption of material required for operating room mechanization, but also man-hours and overall equipment manufacturing costs. You can

INDUSTRIAL APPLICABILITY The method and apparatus proposed here are for monitoring the speed of vehicles, small vehicles, and also for changing the moving speed of railroad vehicles without a drive based on the operating method, that is, their deceleration and acceleration. It can be used to set stop, stop and move.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Ignatkin, Vladimir Ivanowic Soviet Union Rostov-na-Donu, Woolitza Pogodina, Day. 5/2, carve. 60 (72) Inventor Fomishin, Valerie Nikolaevich Soviet Union Rostov-na-Donu, Uhlitsa Volco, Day. 5, carve. 56 (56) References French patent publication 1601306 (FR, A)

Claims (7)

[Claims] 1. A method for controlling the speed of a railway transportation facility using the force of interaction between one or more pressing members (1) and a wheel (2) of a transportation vehicle within the mechanical track of said wheel. In the method, the pressing member (1) is introduced into the cavity (3) of the annular space from outside or inside of the wheel (2),
The cavity is formed by the disc (4) of the wheel (2), the hub (5) and the circular inner surface (6) of the rim of the wheel (2), the force of which depends on the direction of the force of the wheel. Acting on any point in one of the two ranges (7) of the circular inner surface (6) of the rim, said ranges being on either side of the imaginary plane (aa), And a point (B) at which the wheel comes into contact with its rail (8), the method for controlling the speed of a railway transportation facility. 2. The length of each said range (7) inside the circular inner surface (6) along the rim of said wheel (2) is drawn from the center of said wheel so that said wheel (2) and the rail. Claim 1 characterized in that it corresponds to the length of the arc of the wheel formed by the lines (b ₁ , b ₁ ) opening from the point of contact (B) with 2 and 145 degrees. A method for controlling speed of a railway transportation facility as described. 3. The length of each said range (7) inside the circular inner surface (6) along the rim of said wheel (2) is drawn from the center of said wheel to A line (b ₁ ,, 2 that opens at an angle of 2 to 90 degrees from the contact point (B) with the rail.
b ₂ ) A method for controlling the speed of a railway transportation facility according to claim 2, characterized in that it corresponds to the length of the arc of the wheel formed by b ₂ . 4. One or more pressing members (1) for producing an interaction force with a wheel (2) of a transport vehicle, said interaction taking place in the range of the mechanical track of said wheel. That is, the member is attached to a carriage (9) and a device for controlling the position of the pressing member, the carriage (9) is connected to a driving device, and the carriage (9) can move along a track. In a device for controlling the speed of a railway transportation facility, said pressing member (1) is attached to said carriage (9), said carriage being from the outside or inside of said wheel (2) to a cavity (3) in an annular space.
Mounted so that it can be introduced into, the cavity is formed by the disk (4) of the wheel (2), the hub (5) and the circular inner surface (6) of the rim of the wheel (2), In any of the two ranges (7) on either side of aa), the member is matched to the member by the circular inner surface (6) of the wheel rim, and the virtual surface (a-
a) is a device for controlling the speed of a railway transportation facility, characterized in that it crosses the axis of the wheel and the point (B) at which the wheel contacts its rail (8). 5. A circular inner surface (6) of the rim of the wheel (2).
The length of each of the above ranges (7) on the inner side of the line is drawn from the center of the wheel (2) and the line (b _{1) that} opens from the contact point (B) between the wheel (2) and the rail by 2 degrees and 145 degrees. , b ₁ ) corresponding to the length of the arc of the wheel formed by the wheel, the device for controlling the speed of a railway transport facility according to claim 4. 6. The length of each said range (7) inside a circular inner surface (6) along the rim of said wheel (2) is drawn from the center of said wheel so that said wheel (2) and rail Lines (b ₁ , b ₂ ) that open at an angle of 2 to 90 degrees from the contact point (B) with
Device for controlling the speed of a rail transport facility according to claim 5, characterized in that it corresponds to the length of the arc of the wheel thus formed. 7. The bearing member of the carriage (9) is housed between the upper part (14) of the traverse rail (8) and the base (12), and the rail head (14) or its base (12).
Device for controlling the speed of a rail transit facility according to claim 4, characterized in that it is mounted such that it has a force in contact with.