RU164701U1 - FRICTION SHOCK ABSORBER - Google Patents

Abstract

1. Friction shock absorber, comprising a housing with a neck formed by its walls and bottom, on which is located a pre-pressed return-retaining device, on top of which, through the base plate, a friction assembly is located, consisting of the external force sensing the friction shock absorber and in contact with the friction wedge wedges in contact with the base plate and with guide plates, in turn in contact with movable plates in contact with the walls of the housing and, while friction wedges and a pressure wedge, wedging angles are formed that provide the occurrence of a normal force consisting of a vertical component and a horizontal component acting in the direction of the housing wall when the pressure wedge moves, characterized in that the said wedging angles are formed with the possibility of the aforementioned normal force , the value of the horizontal component of which is not more than 28% of the magnitude of the external force acting on the pressure wedge. 2. Friction shock absorber according to claim 1, characterized in that the value of said wedging angles is from 24 ° to 34 °. 3. Friction shock absorber according to claim 1, characterized in that the contact of the friction wedges with the guide plates is made at an angle in the range from 1.5 ° to 3 °. 4. Friction shock absorber according to claim 1, characterized in that the contact of the friction wedges with the base plate is made at an angle in the range from 0 ° to 25 °. 5. Friction shock absorber according to claim 1, characterized in that its reciprocating device is made of a package of polymer elastic elements acting on the base plate at the end of a full stroke

Description

The utility model relates to the field of mechanical engineering and transportation and relates to nodes for vehicles, mainly installed between railcars.

Known friction shock absorber [1, Patent RU 2128301 C1, IPC F16F 7/08, B61G 9/02, priority 02.06.1998, published 03/27/1999], containing a package of elastic-elastic elements mounted on top of each other, and also containing in the neck of the housing a mechanism for transmitting shock loads and / or compressive forces to a package of elastic elements.

The disadvantage of this device is the inconvenience and the complexity of its assembly-disassembly due to the need to use additional bulky devices for pre-compressing the multi-ton force of its package of elastic-elastic elements during installation of the device, and subsequent unpacking of such a package when dismantling the device, for example, to replace elastic-elastic elements.

These disadvantages are eliminated in the friction shock absorber [2, Patent RU 2338100 C1, IPC F16F 7/08, B61F 5/12, B61G 11/04, Convention priority 18.04.2006, PL-379484, published 10.11.2008]. It contains the same elements as the analogue [1], as well as a package of elastic-elastic elements mounted on top of each other located on the bottom of its housing, through which a coupling rod fixed in the housing is passed. In the neck of the body of such a shock absorber there is a mechanism for transferring shock loads and / or compressive forces to a package of elastic elements. At the same time, the package of elastic elements is pre-pressed through part of the shock transmission mechanism by a nut screwed onto the threaded part of the said rod, which makes it possible to assemble and disassemble the device easily and without special additional devices.

However, such a device - an analogue [2] has an insufficient MTBF.

The fact is that a protrusion for the coupling rod is made on the bottom of the friction shock absorber casing [2], which increases the inner diameter of the two lower elastic-elastic elements and reduces their service life under repeated cyclic loads.

This disadvantage is eliminated in the friction shock absorber [3, Absorption device PMKP-110 (Fig. 8.18) / Electronic resource - http://1jelesnodorojnik.ru/2012-10-09-03-46-57/67-8-/250- 83 - Access date 10/10/2015], adopted as a prototype.

Such a prototype device [3] contains a housing with a neck formed by its walls and a bottom, on which a pre-pressed return-retaining device is located, on top of which a friction assembly is located through the base plate, which consists of the external force of the pressure wedge that acts on the friction shock absorber and makes contact with friction wedges in contact with the base plate and with guide plates, which in turn contact with movable plates in contact with the walls of the housing. Wedging angles are formed by friction wedges and a pressure wedge, providing a normal force that consists of a vertical component and a horizontal component acting in the direction of the housing wall when the pressure wedge moves.

The pre-tensioned reciprocating device can be made in the form of a package of compression springs inserted into each other or in the form of a package of elastic elements. In the first case, the friction shock absorber prototype [3] has the worst performance, but simpler design. In the second case, its performance is improved by eliminating the aforementioned drawback of the analogue [2], by the fact that two elastic-elastic elements located immediately from the bottom of the housing one after another are installed so that they form a contour that extends to the bottom of the housing. Those. the elastic-elastic element located on the bottom of the housing, covering the protrusion in it for the rod, has a larger central hole and is made more perimeter than the next elastic-elastic element and all other elements from this package.

However, for the normal operation of such a package of elastic-elastic elements, their equal rigidity is required (for uniform load distribution between the elastic-elastic elements and, as a consequence, to reduce the probability of destruction of one of the elements), which leads to the observance of proportional volumes of material in the elastic-elastic elements. But this is not provided in the prototype device [3]. Therefore, in the process of compressing the package, the load is distributed unevenly in its elastic components, and they get unequal deformation. Since the outer diameter of one of the elastic-elastic elements with an enlarged central hole at the same load will always be larger than that of the other elastic-elastic elements, this can lead to its destruction due to the fact that part of such elastic-elastic element in contact with the plate, moves beyond its size and works to cut about the edge of this plate. As a result, the likelihood of both ductile and brittle fracture is sharply increased (especially at low negative temperatures), and, as a result, the likelihood of a decrease in operating efficiency and even damage to the device increases.

If, to prevent such damage, an elastic-elastic element near the bottom of the housing is made of thermoelastoplast of increased hardness, then this will negatively affect the remaining elastic-elastic elements of the package, because under the same load, they will receive a large deformation (i.e., they will compress more along the axis of the friction shock absorber and increase more around the perimeter), which under extreme conditions can also cause their destruction.

The execution of the Central hole of increased diameter in the elastic-elastic element adjacent to the protrusion on the bottom of the housing of the prototype device [3], causes plastic deformation of some of the supporting plates between adjacent elastic-elastic elements. At the same time, elastic-elastic elements with a smaller central hole tend to “push through” an elastic-elastic element with a large central hole.

The use of analogues of [1 and 2] and in the prototype [3] metal-ceramic pads on the guide plates in contact with the friction wedges, allows to increase the coefficient of mutual friction, thereby increasing the friction force and energy intensity of the dynamically loaded friction shock absorber. However, the use of cermets increases the cost of the apparatus, on the one hand. On the other hand, cermet pads are susceptible to shock, especially at low temperatures, which can lead to chipping edges and chipping friction surfaces. In addition, to achieve such a result (high friction force and energy intensity), the relative position of the friction wedges and the pressure wedge at an angle is required, which ensures the transfer of normal force to each of the walls of the apparatus body, the horizontal component of which is more than 28% of the external force acting directly on pressure wedge from the side of the car coupler. Otherwise, the use of cermet makes no sense, because the resulting normal force will not be able to create friction forces, causing an increase in energy intensity to the level required by standards. In addition, an increase in the mentioned angles increases the risk of jamming of the apparatus, both during compression and in reverse.

Therefore, the objective of the utility model is to achieve a technical result aimed at improving the reliability of the friction shock absorber by eliminating jamming of the friction shock absorber during its compression course or during its reverse course.

The problem is solved in that the friction shock absorber comprising a body with a neck formed by its walls and the bottom, on which a pre-pressed reciprocating retaining device is located, on top of which, through the base plate, there is a friction assembly, consisting of the external pressure force that acts on the friction shock absorber a wedge in contact with friction wedges in contact with the base plate and with the guide plates, which in turn contact with the movable plates, the wedging angles are formed in contact with the walls of the housing, while the friction wedges and the pressure wedge provide a normal force that consists of a vertical component and a horizontal component acting in the direction of the body wall when the pressure wedge moves, characterized in that the said wedging angles are formed with the possibility of occurrence the said normal force, the value of the horizontal component of which is not more than 28% of the magnitude of the external force acting on the pressure ling.

Such distinguishing features make it possible to exclude the possibility of jamming of the friction shock absorber during its compression stroke or during its reverse stroke, which eliminates the need to use ceramic-metal overlays with a high coefficient of friction on the guide plates, as in the prototype [3], and also allows the use of a back-retaining device high rigidity, which will increase the initial tightening force of the reciprocating device of the friction shock absorber.

Additional distinguishing features:

- the value of the mentioned wedging angles from 24 ° to 34 °;

- the contact of the friction wedges with the guide plates is made at an angle in the range from 1.5 ° to 3 °.

- the contact of the friction wedges with the base plate is made at an angle in the range from 0 ° to 25 °;

- the back-retaining device is made of a package of polymer elastic elements acting on the base plate at the end of the full working stroke of the pressure wedge with a force of not less than 44 Newton;

- a package of polymer elastic elements is formed in the form of a geometric figure with a contour expanding to the bottom of the body;

- inside its neck, the housing is equipped with protrusions with bevels in contact with the bevels made on the ends of the guide plates conjugated with these protrusions;

- grease is located at the contact points of the mentioned bevels;

- inserts of solid lubricant are installed in samples of surfaces of friction wedges;

- the pressure wedge and the walls of the housing are made with hooks, which ensure contact of the pressure wedge with the walls of the housing.

The essence of the utility model is illustrated by illustrations, where in FIG. 1-3 are respectively a front view with a local section, view A from above in FIG. 1 and a sectional view BB of FIG. 2 friction shock absorbers with a pre-tensioned using a tie rod with a nut back-retaining device - a package of elastic components, where the guide plates are fixed in the housing using bends; in FIG. 4 and 5 show, respectively, a front view with a local section and top view C of FIG. 4 friction shock absorbers with pre-drawn by means of the hooks of the housing and pressure wedge reciprocating device without the use of a centering element; in FIG. 6 and 7 show, respectively, a front view with a local section and a top view D from FIG. 6 friction shock absorber with pre-tensioned by means of the hooks of the housing and pressure wedge reciprocating device using a centering element; in FIG. 8 and 9 show profile sections of the friction shock absorber using, as its reciprocating retaining device, respectively, compression springs and a package of elastic components; in FIG. 10 shows a general view of the friction shock absorber of FIG. 9 with a diagram of the relative position of the friction unit and the reciprocating device within it; in FIG. 11 shows the top of the friction shock absorber of FIG. 9 at the beginning of the application of an external force F to its pressure wedge, FIG. 12 and 13 show the location options of the solid lubricant (bronze) inserts in the samples on the surfaces of the friction unit parts.

Friction shock absorber (Fig. 1-13), contains a housing 1 with a neck 2 formed by its walls 3 and bottom 4, on which is located a pre-tensioned reciprocating device 5, on top of which a friction unit 7 is located through the base plate 6.

Reciprocating device 5 can be made in the form of compression springs 8 inserted into each other (Fig. 8) or in the form of a package of elastic elements 9 (Fig. 3, 9-13) arranged one after another so that they a contour G is formed (Fig. 3, 9), expanding to the bottom 4 of the housing 1. This contour G is formed by more than two elastic-elastic elements 9 of different lengths arranged one after another, with the possibility of their placement anywhere in the reciprocating device 5 in depending on the mechanism of transfer of loads on it and depending on housing instructions 1. Such an installation of the described package of elastic-elastic elements 9 will ensure compliance with their equal volume due to a gradual increase in their dimensions.

Friction unit 7 (Figs. 1–9, 11–13) consists of a pressure wedge 10 that receives the external force F acting on the friction shock absorber (Fig. 11) and is in contact with friction wedges 11 (Figs. 2, 3, 5, 7, 8, 9, 11-13) in contact with the base plate bis by the guide plates 12.

The guide plates 12 are in turn in contact with the movable plates 13 in contact with the walls 3 of the housing 1.

The friction wedges 11 and the pressure wedge 10 form wedging angles α (Fig. 11), which ensure the emergence of the horizontal component n1 and the vertical component n2, and the normal force N acting in the direction of the wall 3 of the housing 1 when the pressure wedge 10 moves under the influence of an external force F, attached to the pressure wedge 10 of the friction shock absorber installed, for example, in the coupling device of the car.

Moreover, the said wedging angles α are formed with the possibility of the aforementioned normal force N, the value of the horizontal component n1 of which is not more than 28% of the external force F acting on the pressure wedge 10.

To achieve this effect, it is necessary that the friction wedges 11, the movable plates 13 and the guide plates 12 are made of heat-treated steel (shown in Fig. 12, 13).

It is also recommended that the value of the mentioned angles of wedging α be in the range from 24 ° to 34 °, and the contact of the friction wedges 11 with the base plate 6 and with the guide plates 12 should be made at angles, respectively, β and γ in the range , respectively, from 0 ° to 25 ° and from 1.5 ° to 3 °.

Possible location in the neck 2 of the friction shock absorber (Fig. 4 and 5) of the reciprocating device 5 without centering it along the axis, as well as with such centering using the guide rod 14 (Fig. 6, 7), fixed (not shown) in the bottom 4 of the housing 1 and passed through the base plate 6 with the location of the free end in the pressure cone 10. It is possible to use as the centering element of the tie rod 15 (Figs. 1-3, 8-9, 11-13) also secured to the bottom 4 of the housing 1 ( Fig. 3, 8, 9). At the threaded end of the tie rod 15, a nut 16 is wound, holding the back-retaining device 5 in a compressed state.

To fix the position of the guide plates 12 (Fig. 3) their ends closer to the bottom 4 of the housing 1 can be made with bends 17 located in the holes 18 of the walls 3 of the housing 1.

In order to improve the power characteristics, increase the durability of the friction shock absorber (reduce wear of its friction wedges 11, guide plates 12 and movable plates 13, walls 3 of the housing 1), it is useful to use the option when the position of the guide plates 12 can be fixed without bends 17 (Fig. 3). In this case, the guide plates 12 are made without bends (Fig. 8-10) and are fixed in the housing 1 using their collars 27 (Fig. 10), similar to the elements of the "T-shaped hook" located at their ends closer to the bottom 4 cases 1. This is done to increase the contact area of the movable plates 13 with the guide plates 12 by introducing a kind of "T-shaped hook" in their lower part.

Inside the neck 2, the housing 1 can be equipped (Fig. 8, 9) with protrusions 19 with bevels 20 in contact with similar bevels (not indicated), made on the ends of the guide plates 12 connected to these protrusions. The protrusions 19 of the housing 1 are supporting platforms for guide plates 12, and on the other hand with stops preventing pulling of the guide plate 12 from the housing 1 during the reverse stroke, due to engagement with the shoulders 27.

The burt 27 abuts (Fig. 10) in the lower part of the protrusions 19 (Figs. 8-10, in Figs. 8 and 9 are shown by a dashed line) cast together with the housing 1. The supporting platforms 19 are made with bevels 20 in contact with similar bevels ( not shown) of the guide plates 12.

At the points of contact of said bevels 20, it is useful to arrange a lubricant, for example, based on oils, silicones, powders, paints, other types, applied by spraying, irrigation, grinding or other means.

Retention of the lubricant on the bevels 20 and the aforementioned surfaces can be made by hardening, adhesion, or using micro-roughness, microscopic grooves, selections, shagreen, which depends on the consistency of the selected type of lubricant, its ability to cure, solidify, etc. The presence of such a lubricant will increase the spacer force at the first time of operation of the underworked parts of the friction shock absorber, prevent the friction surfaces from setting, welding, and breakdowns of the friction unit 7 in the unworked state. The characteristic of such a device is characterized by high energy intensity in the delivery state, after which the lubricant is abraded and removed, and high energy intensity is achieved by absorbing energy on the surfaces of the friction wedges 11, guide and movable plates 12, 13 and walls 3 of the housing 1, which have already been worked in by this moment.

On the surface of the guide plates 12 can be installed insert 21 (Fig. 3, 8, 9, 11) of cermet. This is done to increase the stability of the characteristics, reduce the self-oscillations of the friction unit 7 and reduce the wear of its friction surfaces with an increase in the friction coefficient and, accordingly, the friction force and energy absorption.

If a package of elastic-elastic elements 9 is used as a reciprocating device 5 (Figs. 3, 9-13), then it is assembled with the possibility of impacting the base plate with a force of at least 44 Newton at the end of the stroke of the pressure wedge 10 under the action of an external force F (Fig. 11). The use of such a back-retaining device 5 of increased stiffness is aimed at compensating for the reduction of wedging angles α. Thus, the possibility of jamming of the friction shock absorber during the forward or reverse stroke of its pressure wedge 10 is excluded, and the ceramic-metal inserts 21 (Figs. 3, 9, 11) on the surface of the guide plates 12 can be used without danger of chipping and destruction, because by reducing angle α decreases the normal force N acting on them (Fig. 11). Therefore, the tightening force of the reciprocating device 5 also increases in comparison with analogues [1, 2], prototype [3], which increases the energy consumption of the friction shock absorber.

If guide plates 12 of heat-treated steel are used, and without ceramic-metal linings, then samples 22 can be made on the surfaces of the friction wedges 11 facing the guide plates 12 (Figs. 12, 13). They can be placed inserts of solid lubricant 23, for example, cast iron or bronze of a special composition. The same samples 22 and inserts of solid lubricant 23 can be made (Fig. 12) in the movable plates 13, on the surfaces facing the guide plates 12 and / or walls 3 of the housing 1. The samples 22 and inserts of solid lubricant 23 can be performed (Fig. 13) and in the guide plates 12, on the surfaces facing the friction wedges 11 and / or the movable plates 13.

Fixation of the friction unit and the reciprocating device in the shock absorber housing can be performed without a tie rod. The walls 3 of the housing 1 are made with hooks 24 near the pressure wedge 10, which is made with its hooks 25 and is fixed by them for hooks 24 in the housing 1 from falling out. The use of the hooks 24 and 25 in the design of the friction shock absorber in the embodiments of FIG. 4-7 makes the process of disassembling it non-destructive, quick and safe, and the position in the initial state is stable.

To increase the cushioning properties of the package of elastic components 9, rigid plates 26 are installed between them (Figs. 9, 10, 12).

To increase the energy consumption of the reciprocating device of the friction unit, its package of polymer elastic elements 9 can be formed in the form of a geometric figure, for example, a cone or a pyramid, expanding to the bottom of the housing. In FIG. 3, 9 and 10, a contour 28 of such a cone is shown.

The principle of operation of the friction shock absorber is based on the fact that when an external force F (Fig. 11) is applied to the pressure wedge 10, for example, from the side of the coupling device when the cars collide, the back-retaining device 5 is compressed. At the same time, the normal force N, consisting of the vertical component n2 and the horizontal component n1, acting in the direction of the wall 3 of the housing 1. The horizontal component n1, acting in the direction of each of the walls 3 of the housing 1 in contact with the movable plates 13, is at a predetermined angle α of not more than 28% of the pressure acting on the wedge 10 of the external force F. Therefore, the friction damper takes over its major part, it absorbs and mitigates the impact on the carriages.

Moreover, due to the implementation of the package of elastic components 9 (Fig. 3, 9-12), located one after another so that they form a contour G (Fig. 3, 9), expanding to the bottom 4 of the housing 1, is provided the same deformation of all elastic-elastic elements 9 in the package during operation of the friction shock absorber, which reduces the likelihood of both plastic and brittle fracture of the elastic-elastic elements 9, especially at low negative temperatures.

Due to the necessary selection of the values of the wedging angles α, contact angles β and γ (Fig. 11), friction wedges 11, respectively, with the base plate 6 and with the guide plates 12, the probability of welding of the friction wedges 11 to the guide plates 12 is reduced, the working characteristic (not shown) the friction shock absorber takes a smoother look with fewer peaks, which positively affects its performance.

The bevels 20 on the supporting platforms 19 (Fig. 8, 9) of the housing 1 allow the guide plates 12 under the action of the friction wedges 11 and the vertical component n2 (Fig. 11) to slide down to the bottom 4 and to the side to the walls 3 of the housing 1, pressing to him movable plates 13 in that part of the guide plates 12, where the shoulder 27 is made (Fig. 10). As a result, the moving plates 13 are pressed against the walls 3 of the housing 1 over their entire increased area, and the specific pressure per unit of this area will be reduced in comparison with the analogues [1, 2] and the prototype [3], which positively affects the wear of rubbing surfaces in the friction shock absorber and increases the durability of its work.

In addition, the grinding of particles of solid lubricant inserts 23 (Fig. 12, 13) with repeated cycles of external force F provides a smooth change in the coefficient of friction of the friction surfaces of the friction shock absorber. At the same time, its working characteristic also becomes smooth, with smaller peaks, and the wear process of the main material of its parts is reduced.

Information sources:

1. Patent RU 2128301 C1, IPC F16F 7/08, B61G 9/02, priority 02.06.1998, published 03/27/1999.

2. Patent RU 2338100 C1, IPC F16F 7/08, B61F 5/12, B61G 11/04, Convention priority 18.04.2006, PL-379484, published 10.11.2008.

3. Absorbing apparatus PMKP-110 (Fig. 8.18) / Electronic resource - http://1jelesnodorojnik.ru/2012-10-09-03-46-57/67-8-/250-83 - Access date 10.10. 2015 / prototype /.

Claims (10)

1. Friction shock absorber, comprising a housing with a neck formed by its walls and bottom, on which is located a pre-pressed return-retaining device, on top of which, through the base plate, a friction assembly is located, consisting of the external force sensing the friction shock absorber and in contact with the friction wedge wedges in contact with the base plate and with guide plates, in turn in contact with movable plates in contact with the walls of the housing and, while friction wedges and a pressure wedge, wedging angles are formed that provide the occurrence of a normal force consisting of a vertical component and a horizontal component acting in the direction of the housing wall when the pressure wedge moves, characterized in that the said wedging angles are formed with the possibility of the aforementioned normal force , the magnitude of the horizontal component of which is not more than 28% of the magnitude of the external force acting on the pressure wedge. 2. Friction shock absorber according to claim 1, characterized in that the value of said wedging angles is from 24 ° to 34 °. 3. The friction shock absorber according to claim 1, characterized in that the contact of the friction wedges with the guide plates is made at an angle in the range from 1.5 ° to 3 °. 4. The friction shock absorber according to claim 1, characterized in that the contact of the friction wedges with the base plate is made at an angle in the range from 0 ° to 25 °. 5. Friction shock absorber according to claim 1, characterized in that its reciprocating support device is made of a package of polymer elastic elements acting on the base plate at the end of the full stroke of the pressure wedge with a force of at least 44 kN. 6. The shock absorber according to claim 5, characterized in that the package of polymer elastic elements is formed in the form of a geometric figure with a contour expanding to the bottom of the housing. 7. The friction shock absorber according to claim 1, characterized in that the housing is provided with protrusions with bevels in contact with the bevels made on the ends of the guide plates mating with these protrusions. 8. The friction shock absorber according to claim 7, characterized in that a grease is located at the contact points of said bevels. 9. Friction shock absorber according to claim 1, characterized in that solid lubricant inserts are installed in the samples of the surfaces of the friction wedges. 10. The friction shock absorber according to claim 1, characterized in that the pressure wedge and the walls of the housing are made with hooks, which ensure contact of the pressure wedge with the walls of the housing.

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