RU176226U1 - Energy absorption buffer device - Google Patents

Abstract

The proposed buffer device for energy absorption contains a deforming element in the form of a matrix or mandrel and a tubular crash element, the mating surfaces of which are conical. In order to increase reliability by preventing the possibility of rotation of a ribbed shock plate or automatic coupler installed at its end, grooves are made on the surface of the deforming element interacting with the tubular crash element, the depth of which is 0.003 ... 0.02 and the width is 0.03 ... 0.2 of the largest diameter of the working part of the deforming element. The grooves may be in the cross section the shape of a circular segment or a trapezoidal (rectangular, triangular) shape.

Description

The utility model relates to railway vehicles with devices for absorbing impact energy in an emergency collision.

In the present description, the terms will be used in the following interpretation:

inner cone - a conical part or conical element whose inner surface is conical;

deforming element - a part directly interacting with a crash element; in the present utility model, it is a conical matrix or mandrel;

crash apparatus - a device for absorbing the kinetic energy of an accidental collision of a rolling stock due to the controlled irreversible deformation of its crash element;

a crash element is an irreversibly deformable part, the deformation of which consumes collision energy;

matrix - a part of a crash apparatus into which a tubular crash element is pressed, for the reduction of which the collision energy is consumed; in the prior art it is sometimes not quite correctly called a die;

mandrel - a part of a crash apparatus on which a tubular crash element is mounted, on the distribution of which the collision energy is consumed, the equivalent name for the punch is found in the prior art:

energy absorption device - in accordance with GOST 32410-2013.

Known fixed on a fixed support, a crash apparatus containing one end fastened with a shock receiving head, which is a standard automatic coupler, a tubular crash element and a deforming element enclosing one of its ends in the form of an annular matrix fastened to the support, and the interacting crash surfaces element and matrix are made in the form of respectively outer and inner truncated cones with close angles at the apex [RU No. 2253583].

When mounting the shock-receiving head during installation, they attach the usual position for automatic couplings so that it can interact normally with the automatic coupling of a braked train. Since the known crash device is part of the dead end stop, rigidly fastened to the dead end prism, and is not subject to shock or vibration, the probability of the automatic coupler turning together with the crash element around the longitudinal axis of the latter is practically zero. But it is impossible to apply a similar design on rolling stock. No matter how firmly the end of the crash element in the die is pressed into place, endless jolts, bumps and vibration accompanying the movement will cause a weakening of the landing and rotation of the automatic coupler to the inoperative position.

Side and central crash devices with a tubular crash element and a movable deforming element in the form of a piston are also known, at the front end of which anti-lifting shock rib plates or passenger coupling devices are reinforced [SU No. 2520632].

Known crash devices do not prevent the rotation of plates or couplings together with the crash elements at the end of which they are fixed, the rotation is completely inevitable due to the shocks, shock, vibration and thermal cycling to which all elements of the rolling stock are subjected. In the case of rotation of the shock plates, their ribs will not be able to prevent the climb to an obstacle. In the case of rotation of the coupling device, the possibility of attaching another unit of rolling stock to it is excluded.

The closest to the proposed technical essence and the achieved result is a rail vehicle crash apparatus containing a fixed tubular crash element and a movable deforming element mounted inside it, made in the form of an annular mandrel-punch made of solid steel, and the interacting surfaces of the crash element and the punch is made in the form of respectively inner and outer truncated cones with close angles at the apex. The deforming element through the absorbing apparatus is connected to a buffer or automatic coupler [RU No. 2359853].

The design of the known crash apparatus also does not prevent rotation of the deforming element relative to the crash element, and with it the end device: buffer or hitch. For a buffer with a round plate, such a turn is still bearable, but for a ribbed plate or coupling device, the specified orientation must be unconditionally observed throughout the entire service life. The likelihood of attenuation is also increased by the fact that in most cases the end device is cantilevered to the cache device. This reduces the reliability of the protection of the rolling stock, since neither the ribbed plate nor the automatic coupler, turned at a certain angle from the working position, will be able to fulfill their function in a collision properly.

The technical result from the use of the proposed utility model is to increase the reliability of the protection of rolling stock by preventing the rotation of the end device associated with the crash element or the deforming element of the crash device.

The specified technical result is achieved due to the fact that on the surface of the deforming element interacting with the tubular crash element, grooves are made, the depth of which is 0.003 ... 0.02, and the width is 0.03 ... 0.2 of the largest diameter of the working part of the deforming element.

Due to the presence of grooves with the indicated parameters during the initial mounting of the crash element, its material penetrates into the grooves of the deforming element, forming a semblance of a splined joint. This eliminates the possibility of their mutual rotation during operation of a rolling stock unit equipped with the proposed crash devices, thereby ensuring constant readiness for the operation of a buffer or coupling device using a crash device.

The essence of the utility model is illustrated by drawings.

In FIG. 1 shows a crash apparatus with a tubular crash member, the end of which is threaded into a die.

In FIG. Figure 2 shows a fragment of the cross section of the die by a plane perpendicular to its cone.

In FIG. 3 shows a front view from the side of a larger diameter on the die of the proposed crash apparatus.

In FIG. 4 shows a crash apparatus with a tubular crash member mounted on a punch with a deforming member at the end.

In FIG. 5 shows a front view from the side of a smaller diameter on the deforming element of the proposed crash apparatus.

In the proposed crash devices, the collision energy is spent on the deformation of the tubular crash element. There are two peers in terms of achieving the claimed technical result of the embodiment of the proposed crash apparatus. In the first embodiment, energy is spent on reducing (reducing) the diameter of the tubular crash element 1 by forcing it through a collision force through an annular conical matrix 2 of solid material (Fig. 1). In the second embodiment, energy is spent on the distribution (increase in diameter) of the tubular crash element 1 by seating it on a deforming element consisting of a conical mandrel (punch) 3 made of solid material and mounted on the end of the pipe 4.

In the initial, that is, before the collision, state, one of the ends of the crash element in advance, that is, during manufacture, is deformed to form an external (Fig. 1) or internal (Fig. 2) cone, which, respectively, is either inserted into die 2 or inserted on the mandrel 3 and the pipe 4.

In the first embodiment, the diameter of the matrix 2 gradually decreases, and in the second, the diameter of the mandrel 3 gradually increases in the direction from the end of the crash element.

In the crash apparatus of the first embodiment (Fig. 1), the die 2 is usually fixed in the plate 5 mounted on the frame 6 of the carriage or locomotive, and the ribbed impact plate 7 or the coupling is on the free end of the crash element.

Two versions are possible in the crash apparatus of the second embodiment (FIG. 4): when the ribbed impact plate 7 or the hitch is fixed on the free end of the pipe 4 or when they are fixed on the free end of the crash element 1, as shown in FIG. 4. The second of the interacting elements of the crash apparatus is fixed in the plate 5 mounted on the frame 6 of the car.

The crash device in the embodiment according to the first embodiment is shorter and there is no risk that the tube of the crash element will burst along the generatrix at the time of distribution, thereby reducing the strain force to a minimum. At low (up to - 60 ° C) temperatures at which domestic railways should operate, this risk should be taken into account. The crash device according to the second embodiment, with an equal stroke length of the crash element is twice as long as the first one and its use is advisable in cases of large distances from the frame to the front of the car or locomotive.

On the working, that is, directly interacting with the crash element, conical surface of the matrix 2 or punch 3 grooves 8 or 9 are made, directed along the generatrix of the conical surface. As tests have shown, the cross-sectional shape of the grooves does not affect the achievement of the claimed technical result and is determined by the convenience of manufacturing.

So for the die 2, the grooves can be cut with a cylindrical end mill, the end of which moves along the generatrix of the matrix cone. In cross section, the resulting grooves 8 have a circular segment profile. In addition to the convenience of manufacturing, grooves with such a profile do not create stress concentrators and weaken the radial tensile matrix less.

For mandrel 3, the grooves can be cut with a disk mill. Considering the square and the triangle as the ultimate degenerate cases of the trapezoid, we can call the transverse profile of the grooves 9 obtained in this way rapezoidal (Fig. 5). A trapezoidal profile with a trapezoid base ratio of 1: (1.2 ... 2) is preferable, since with this ratio the metal of the crash element is guaranteed to completely fill the entire groove.

Essential to achieve the claimed technical result is the ratio of the size of the grooves h and t with the diameter D of the deforming element 2 or 3 of FIG. 2). Since the working surface of the deforming element is conical, in this description, the diameter D of the deforming element is considered to be the largest diameter of the deforming element in direct contact with the crash element (see Figs. 1 and 4).

Bench tests have established the range of permissible changes in size ratios h = (0.003 ... 0.02) 2) and t = (0.03 ... 0.2) D. When any of the ratios decreases below the lower of the indicated limits, the material of the crash element embedded in the grooves breaks down under the action of a torque of 2000 N⋅m. Rotational force with such a moment, as established by calculation, can occur during operation of a crash apparatus with a shock plate or automatic coupler; an increase in both parameters h and t in excess of the above specified limits reduces the strength of the deforming element.

The number of grooves 8 or 9 is determined by the diameter of the pipe of the crash element 1 should be at least three for a pipe diameter of 100 mm, at least five for a diameter of 180 mm and at least seven for a diameter of 220 mm. A symmetrical groove arrangement is preferred. In FIG. 3 shows a matrix 2 with three grooves 8, and in FIG. 5 - mandrel 3 with five grooves 9.

The material of the deforming element (usually a hardened low alloy steel) is harder than the material of the crash element (structural steel).

The specified technical result can be achieved by using a crash element with a cross-section different from round, for example, square or oval. However, such a performance is much more expensive.

The practical experience of hundreds of samples of crash devices made according to the proposed utility model showed a complete absence of turns of plates or couplings installed on them. Selective bench tests showed the absence of destruction of deforming elements with grooves having the declared dimensions over the full stroke length of the crash apparatus.

Claims (3)

1. Buffer energy absorption device containing a deforming element and a tubular crash element with conical mating surfaces, characterized in that on the surface of the deforming element interacting with the tubular crash element, grooves are made, the depth of which is 0.003 ... 0.02, and the width - 0.03 ... 0.2 of the largest diameter of the working part of the deforming element. 2. The buffer device according to claim 1, characterized in that the grooves have a circular segment in cross section. 3. The buffer device according to claim 1, characterized in that the grooves are trapezoidal in shape.

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