RU207483U1 - MOBILE DAMPER - Google Patents

Abstract

The utility model relates to a mobile damper device, which contains a hitch assembly (4), a frame consisting of two longitudinal tubular damping elements (9) and two transverse elements (11, 21), and two pivot axle assemblies (16) with wheels, each of which is attached to the corresponding frame element (9), while the transverse element (21) of the frame is connected to the hitch unit (4), and the transverse element (11) is a bumper, and between the damping elements (9) there is at least one transverse the stop (1) inserted into the clips (2) on the corresponding elements (9), and inside the frame parallel to the main damping elements (9) and at an equal distance from them there is a fixing cable (3) fixedly connected to the transverse stop (1) and at one end attached to the bumper (11), and at the other end to the cross member (21) through the pretensioner spring (22), while in each node of the pivot axle (16) a limit stop (15) is attached to it, to which An annular restraining cable (13) is installed, with each main damping element (9) running inside a corresponding cable (13).

Description

Technical field to which the utility model belongs

The utility model refers to means of ensuring passive traffic safety on highways, in particular, to mobile damper devices that can be used in places where road works are performed (marking, roadway repair, restoration of road barriers, cleaning, watering, etc.) on cars -fences / cover. Damper devices are designed to prevent a possible collision of a vehicle with road workers or technicians engaged in the production of work within the carriageway or next to it, while in a collision with a vehicle, the damper device (or damper) provides damping / weakening of the kinetic energy of the vehicle and his retention.

State of the art

Motorway / highway service vehicles are often parked next to the carriageway or moving slowly in or near high-speed lanes. In such situations, maintenance vehicles pose a serious hazard to motorists and workers. The safety risk associated with these service vehicles is usually minimized by the use of a damper device (damper) installed on such a vehicle.

Known are various designs of damper devices used to ensure the safety of technical services in places of production of road works.

The closest analogue of the claimed utility model is a technical solution disclosed in publication EP 1838567 B1, 2011, which is a collision mitigation system (crash system) installed on a trailer, containing an impact head assembly, a destructible tubular element of the trailer frame and a destructible axle assembly ... In a collision with a vehicle, the head assembly moves forward, destroying the trailer tubular frame. As the impact continues, the head assembly contacts the axle accelerator rod, causing the axle, trailer tire, and fenders to detach from the trailer frame member. Impact energy is dissipated by the vehicle's controlled deceleration as it travels forward through the collision mitigation system.

The disadvantages of the known system include low holding capacity and, as a consequence, low maximum speed of collision of the car, at which there is no structural destruction of the system. In addition, due to insufficient structural rigidity in a side collision with a car (at an angle to the central axis of the trailer), uncontrolled bending of the damping tubular frame elements can occur, which should predictably collapse in a collision with a vehicle, as well as disconnection and exit from the pivot system. trailer axles with unpredictable consequences dangerous for people and equipment.

Thus, until now, there is a need for safe damping devices that are able to effectively deform and damp the impact energy in a collision with a vehicle.

Disclosure of a utility model

The technical problem to which the utility model is directed is the creation of a mobile damper device that can be attached to the hook of the hitch of the cover car and does not have the disadvantages of the prototype.

The technical result, which is provided by the utility model, is an increase in safety for workers during road works, as well as for drivers and passengers of the vehicle.

The increase in safety achieved by the use of the inventive damper device consists in the following aspects.

1. Increase the holding capacity of the mobile damper device in the event of a collision with a vehicle.

2. Increase in the maximum speed of the vehicle collision, at which there is no structural destruction of the main damping elements of the mobile damper device.

3. Preservation of the physical properties and integrity of the main damping elements of the mobile damper device, as well as the integrity of the vehicle itself when it hits the device at low speed.

4. Compensation of the curvature of the main damping elements of the mobile damper device when the vehicle collides at an angle to the central axis of the damper.

5. Restricting the movement of the chassis / wheelset of the mobile damper device when a vehicle hits it.

The technical result of the utility model is achieved by a mobile damper device, which contains a hitch assembly (4), a frame consisting of two longitudinal tubular damping elements (9), two transverse elements (21) and (11), and two pivot axle assemblies (16) with wheels, each of which is attached to the corresponding element (9) of the frame, while one of the transverse elements - (21) of the frame is connected to the unit (4) of the hitch, and the other is a bumper (11), and between the damping elements (9) is installed at least one transverse stop (1) inserted into the latches (2) on the corresponding elements (9), and inside the frame parallel to the main damping elements (9) and at an equal distance from them there is a fixing cable (3) fixedly connected to the transverse stop (1) and one end attached to the bumper (11), and the other end to the cross member (21) through the pretensioner spring (22), while in each pivot axle assembly (16) a limit stop (1 5), to which an annular restraining cable (13) is attached, with each main damping element (9) passing inside the corresponding cable (13).

The mobile damper device can contain two or three lateral stops (1).

The lock (2) of the cross stop (1) can be attached to the main damping element (9) by welding.

The cross stop (1) can be attached to the fixing cable (3) using various types of fastening, namely: bolt (7), anchor, rivets or welding.

The limit stop (15) can be welded to the pivot shaft (16).

The fixing cable (3) can be attached to the main element (17) of the bumper (11) through the eyelet of the bracket (6) of the cable (3).

The fixing cable (3) can be attached to the bumper (11) by welding, riveting or bolting, and to the cross member (21) by means of a bolt.

The restraining cable (13) can be attached to the stop (15) through the fixing sleeve (14).

The pretensioner spring (22) can be attached to the frame cross member (21) using a threaded rod (5) and a nut (8).

The bumper (11) can consist of a main element (17) and an energy absorbing element (19), between which additional damping elements (20), made in the form of corrugated elements, can be installed.

The number of additional damping elements (20) can be from one to six.

Cores (18) can be attached to the main element 17 of the bumper (11) with bolts at one end, which can be attached to the damping elements (9) at their other end.

Each of the main element (17) and the energy absorbing element (19) of the bumper (11) can consist of two transverse elements (24) connected by means of vertical corners (25).

The number of vertical corners (25) can be from one to three.

The attachment of the corners (25) to the cross members (24) of the bumper can be done by welding.

Additional damping elements (20) can be attached to the main element (17) and energy absorbing element (19) using flanges (23) with threaded rods (27).

brief description of the drawings

The essence of the utility model is illustrated by graphic materials.

FIG. 1 shows a general top view of the mobile damper, and FIG. 1a shows the assembly for attaching the core to the main damping element.

FIG. 2 shows a general top view of a mobile damper, including nodes H, I, K.

FIG. 2a shows at a 1: 2 magnification the node H of FIG. 2.

FIG. 2b at a magnification of 1: 5 shows node I from FIG. 2.

FIG. 2c at a magnification of 1: 2 shows the node K of FIG. 2.

FIG. 2d shows a view of the device in section Y-Y from FIG. 2.

FIG. 3a shows a cross stop (1).

FIG. 3b shows the lock (2) of the cross stop (1).

FIG. 3c shows the fastening bracket (8) of the cable (3) to the main element (17) of the bumper (11).

FIG. 4 shows an additional damping element (20) (absorber) assembled (top view), FIG. 4a shows the corrugated element of the absorber (20) and a fragment of the half-cup of the absorber (20) (top view), Fig. 4b - two half-canisters of the absorber (20), two flanges (23) of the absorber (20) with threaded rods (27) and a top view of the flange.

FIG. 5 shows a bumper (11) assembled with absorbers (20), and FIG. 5a shows the bumper mount (11).

FIG. 6 shows the fastening of the ring cable (13).

FIG. 7 shows a general view of the damper device on the left and right.

FIG. 8 is a 3D image of a mobile damper, top left view.

FIG. 9 is a 3D image of a mobile damper, top right view.

FIG. 10 is a 3D image of a mobile damper, top view.

FIG. 11 shows an enlarged 3D image of a fragment of a mobile damper with a left lateral stop unit (1) with a limit stop (15), an annular cable (13) and a fixing sleeve (14), top right view.

FIG. 12 is an enlarged 3D image of the ring cable (13), top right view.

FIG. 13 shows an enlarged 3D view of the attachment point of the cross stop (1) with the help of the lock (2) to the damping element (9) of the mobile damper.

FIG. 14 is an enlarged 3D view of a double bumper (11) with absorbers (20), top side view.

FIG. 15 is an enlarged 3D view of a double bumper (11) with absorbers (20), top view.

Implementation of the utility model

The principle of operation of the mobile damper device (Fig. 1) is based on the use of technology aimed at moving the central axis of the device forward in the same direction as the vehicle making a collision. Due to the absence of rigid mountings or guides with which the pivot axis (16) of the damper would be fixed or along which it could move predictably and unidirectionally, the pivot axis (16) of the damper moves chaotically forward and, with a strong impact, can gain speed and energy, capable of collision with a cover vehicle to which the device is attached, cause damage to it.

In order to minimize or completely eliminate damage to both people and vehicles, this utility model provides for several degrees of protection.

1. Installation of cross stops

When a vehicle collides with the declared damper device at a speed of more than 15-20 km / h, the longitudinal tubular damping elements (9) of the mobile damper frame are destroyed along the lines where the ribs of the said tubular elements meet. It should be noted that during impacts directed at an angle to the central axis of the inventive device, significant forces are applied to the device, which can deform / bend its frame, and the main damping elements (9) at the joints can break.

In order to maintain the required rigidity of the structure during such impacts in the claimed utility model, it is proposed to use transverse stops (1) (Fig. 1-2 and Fig. e. in the direction of the central axis of the damper, allow "correct", i.e. along the mating lines of the ribs, deform the main tubular damping elements (9). Due to the deformation of the damping elements (9) by breaking them with the core (18) passing through them (in appearance, the deformation resembles peeling a banana, since the spent parts of the damping element are bent in 4 directions), the main impact energy is extinguished when the vehicle hits damping device.

To ensure that the lateral stops (1) do not interfere with the deformation of the main damping elements (9) along the lines of the ribs in the case of a strong impact, the claimed utility model uses a flexible type of fastening of the lateral stops (1). For this, latches (2) of the transverse stop (Fig.3b) are provided on the frame, which are fixed on it from the inner side of the main damping elements (9) so that the transverse stop can be inserted between these two elements (9).

At least one cross stop (1) can be used, but there can also be more than one. Three lateral stops are optimally used, with this amount providing the optimum desired structural rigidity, which allows the load to be distributed evenly during lateral collisions along the entire length of the device structure, and not at one point (which will inevitably lead to deformation at this particular point). A larger number of stops is not economically feasible; if fewer stops are used, the rigidity of the device structure will decrease.

The cross stop (1) is inserted into the clips (2), which are rigidly fixed to the damping element (9), for example, by welding, but any other suitable types of fastening can be used, such as fastening on rivets, on anchors, bolted connection (if the mounting area allows), due to which the rigidity of the entire structure of the device is achieved.

When using a fastening other than welding, the core (18), passing through the attachment point, should not meet resistance, otherwise it can affect the overload for passengers, but the fastening must be reliable in order to fasten the clips.

To hold the transverse stop (1) in the latch (2) through the hole (12) in the transverse stop (1) (Fig. 3a), pull the fixing cable (3) (Fig. 1-2). The fixing cable (3) is tightened and fixed with a bolt (7) (Fig. 2c and 2d) to fix the cable through the threaded hole (12) for fixing the cable in the transverse stop (1). The tension of the fixing cable (3) is provided by the tension of the pretensioner spring (22) (Fig. 1-2), adjustable by tightening the nut (8) (Fig. 2a). Thus, the cable is fixed from the side of the bumper (11) with a rigid attachment and flexible attachment from the side of the hitch assembly (4) with the cover car. Due to the use of transverse stops (1), the rigidity of the device structure in a side impact is maintained throughout the entire length of the device structure.

The flexibility of this type of attachment is provided by means of a fixing cable (3) running inside the frame parallel to the main damping elements (9) and at an equal distance from them. In this case, the fixing cable (3) is attached at one end through the eyelet of the cable bracket (6) (Fig.3c) to the bumper (11) of the device (Figs. 2 and 2b), and the other end to the spring of the pretensioner (22), which, in turn, attached to the cross member of the frame (21) connected to the hitch assembly (4) of the device.

The flexibility of fastening is provided by the spring of the pretensioner (22), which is tensioned by means of the threaded rod (5) of the pretensioner (22) (Fig.2a) to ensure rigid fastening of the transverse stop (1) by tightening the nut (8) of the stud (5) of the pretensioner (22 ) until the moment of collision with the vehicle.

2. Installation of the ring restraining cables

Another aspect of improving the safety achieved by the claimed invention is limiting the movement of the chassis / wheelset of the mobile damper device when a vehicle hits it. In practice, this advantage of the device design is realized in leveling the probability of the damper's pivot axis (16) coming out from under its frame under various unfavorable circumstances that cannot be taken into account, such as an uneven road, the position of the damper device and the vehicle relative to each other in a collision, etc. ...

The above effect is provided by the use of an annular restrictive cable (13) in the design of the inventive damper, which does not allow the pivot axis (16) of the device to go beyond its limits and separate from it, crash into a cover car, fly forward onto the roadway or on the people working in front.

The annular limiting cable (13) through the fixing sleeve (14) is attached to the limiting stop (15) (Fig. 1 and Fig. 6). The limit stop (15) is rigidly fixed on the pivot axis (16) of the device, for example, by welding, but any other suitable fastening methods can be used, such as a clamp, bolted connection, rivets (when choosing a fastener, besides welding, it is worth considering the strength of the fastening materials and choose them with a margin in relation to the fastened elements, since the fastening must have greater strength than the stop (15) and the axis (16), since during deformation it will be a "thin" place and "break" in place fastenings) and when the vehicle hits the device, the bumper (11) moves forward, predictably destroying the main damping element (9) along the lines of its ribs mating and resting on the limit stop (15).

Under the influence of pressure from the bumper (11) on the limit stop (15), the mechanical fastening of the pivot shaft (16) to the main damping element (9) is deformed and the pivot axis (16) moves forward without interfering with further deformation of the damping element (9). The limiting cable (13) in combination with the limiting stop (15) fixed on the pivot axis (16) of the device does not allow this axis (16) to move anywhere except along the direction along the central axis of the damping device. Such a design of a damper device with a restrictive cable and a restrictive stop eliminates the likelihood of the device pivoting axis protruding and separation from it, increasing the safety of the device for people and equipment around it.

3. Installation of additional damping elements - absorbers

In the claimed utility model, the bumper (11) (Fig. 5) can be a prefabricated structure consisting of a main element (17) and an energy absorbing element (19). To the main element (17) of the bumper (11), one end of the cores (18) are attached using a bolted connection (you can also use various types of fasteners that provide the necessary rigidity and integral strength of the connection, for example, rivets, anchors or welding), which by their other end, are attached to the damping elements (9) also by bolting - using bolts 26 (Fig.1a), other types of fastening are also possible, which must provide the required level of fixation and predictable deformability so that the core (18) could break the fastening element ... Due to the deformation of the core (18) of the main damping element (9), namely by breaking into parts, the main impact energy is extinguished when the vehicle hits the damping device.

Both the main element (17) and the energy absorbing element (19) of the bumper (11) can consist of two or more transverse elements (24), made, for example, in the form of a U-shaped, as shown in Fig. 5, or a Y-shaped profile, and interconnected by means of vertical corners (25) (Fig. 5a), in an amount from one to three. The fastening of the corners (25) to the cross members (24) of the bumper (11) is usually carried out by welding, but can be done in any suitable way for fastening: through rivets, anchors or bolted connection (bolts).

Between the main element (17) and the energy absorbing element (19) of the bumper (11), additional damping elements (20) can be installed - absorbing elements or absorbers capable of effectively deforming and effectively damping the impact energy at speeds up to 15-20 km / h, in depending on the mass of the car that hit, the impact energy can be completely extinguished, which allows you to preserve the operational properties of the vehicle and / or reduce the cost of repairing it in cases where the driver managed to see an obstacle in the form of road equipment / workers and react, but still collided at low speed. In this case, only the absorbers (20) are deformed, without deforming the main absorbing elements (9), which allows the cover car, if necessary, to continue its normal operation. In this case, the absorbers (20) can be easily replaced with new ones and continue to operate the device in normal mode.

Additional damping elements (20) (absorbers) are replaceable elements that can be made in the form of corrugated elements (Fig. 5), for example, from steel, various alloys or composite materials. The physical dimensions of the absorber can vary depending on the dimensions of the damper device. As a non-limiting example of the utility model, the absorber may have a width of 190 ± 30 mm, a length of 210 ± 30 mm, a half-cup height of 60 ± 10 mm and a thickness of 2 ± 1 mm, while the absorber flange may have a thickness of 5 ± 2 mm.

In this case, the impact energy is extinguished due to elastoplastic deformation (crushing) of these replaceable energy-absorbing elements (absorbers). Crumpling of the absorber sections (20) due to energy dissipation reduces the severity of the impact / collision and, therefore, its possible consequences for people.

The number of additional damping elements (20) can be from one to six. The optimal number of elements (20), at which the necessary damping of the impact energy is achieved, is four - two absorbers on each element (17, 19) of the bumper (11). Additional damping elements (20) are attached to the main element (17) and energy absorbing element (19) by means of flanges (23) with threaded rods (27) (Figs. 4a and 4b).

When vehicles move at a speed of 40-130 km / h in an urban environment or on country roads, the mobile damper due to the presence of additional damping elements - absorbers (20) has a holding capacity from 30 kJ with two absorbers to 60 kJ when using four absorbers. That gives an increase in the initial holding capacity (770 kJ) by 4-8% compared to the prototype.

When the vehicle collides with the mobile damper at an angle to its central axis, this damper assembly compensates for the bending moment arising in the entire damper device during deformation, thereby improving the operation of the entire damper device along the damper's central axis.

The installation of absorbers (20) also makes it possible to increase the maximum collision speed of the vehicle, at which there is no structural destruction of the main damping elements (9) of the mobile damper device, from 5 km / h (for the prototype) to 15-20 km / h.

In addition, in the event of a minor collision that only activates the double bumper (11) and does not travel further, the damaged absorber (20) can be removed and replaced with a new one. This significantly reduces damper repair costs. The use of an absorber (20) makes it possible to minimize repairs in terms of cost and timing not only of the mobile damper, but also of the vehicle that crashed into it.

Thus, in a preferred embodiment of the utility model, in the event of a frontal impact, the energy absorbing element (19) of the bumper (11) begins to move forward and the absorbers (20) are crumpled, when the absorbers (20) are crumpled, the element (19) abuts against the element (17) and both elements (17, 19) of the bumper (11) continue to move together. Further, the movement of the fixing cable (3) due to the tensioned spring of the pretensioner (22) forward provides the pull-out of the lateral stops (1) from the clamps (2), which allows the damping elements (9) of the damper to be deformed predictably and without interference by breaking them with rigid cores (18) ... The limiting cable (13) in combination with the limiting stop (15) does not allow the axis (16) to move anywhere, except in the direction along the central axis of the damping device.

It should be understood that the physical dimensions of the inventive device may vary depending on such specific requirements as the holding capacity of the damper, its height required for the intended application, etc. As a non-limiting example of a useful model, a mobile device may have the following dimensions (mm): length 5000-8500, width 2100-2500, height 800-1100, wheel track 1800-2400.

As a rule, all elements of the claimed damper device are made of metals or their alloys, for example, various types and grades of steel. However, fiber-reinforced plastic elements can also be used whenever possible.

A standard set of fastening tools such as bolts, nuts, studs, wrenches, etc. are used to assemble the mobile damper, as well as standard mechanical fastening methods.

Claims (16)

1. Mobile damper device, which contains a hitch assembly (4), a frame consisting of two longitudinal tubular damping elements (9) and two transverse elements (11, 21), and two pivot axle assemblies (16) with wheels, each of which is attached to the corresponding frame element (9), while the cross member (21) of the frame is connected to the hitch unit (4), and the cross member (11) is a bumper, and between the damping elements (9) there is a cross stop (1) inserted into the clips (2) on the corresponding elements (9), and inside the frame parallel to the main damping elements (9) and at an equal distance from them there is a fixing cable (3), fixedly connected to the transverse stop (1) and attached to the bumper at one end (11), and the other end to the cross member (21) through the pretensioner spring (22), while in each node of the pivot axle (16) a limit stop (15) is attached to it, to which an annular limit cable (13) is attached, wherein each main damping element (9) runs inside a corresponding cable (13). 2. A mobile damper device according to claim 1, which comprises two or three transverse abutments (1). 3. A mobile damper device according to claim 1, wherein the lock (2) of the lateral abutment (1) is attached to the main damper element (9) by welding. 4. Mobile damper device according to claim 1, in which the cross stop (1) is attached to the fixing cable (3) by means of a bolt (7), anchor, rivet or welding. 5. The mobile damper device according to claim 1, wherein the stop (15) is attached to the pivot shaft (16) by welding. 6. Mobile damper device according to claim 1, in which the bumper (11) consists of a main element (17) and an energy absorbing element (19), between which additional damping elements (20), made in the form of corrugated elements, are installed. 7. Mobile damper device according to claim 1, wherein the fixing cable (3) is attached to the bumper (11) by welding, riveting or bolting, and to the cross member (21) by bolting. 8. Mobile damper device according to claim 1, wherein the restraining cable (13) is attached to the stop (15) through a locking sleeve (14). 9. Mobile damper device according to claim 1, wherein the pretensioner spring (22) is attached to the frame cross member (21) by means of a threaded rod (5) and a nut (8). 10. A mobile damper device according to claim 6, wherein the fixing cable (3) is attached to the main element (17) of the bumper (11) through the lug of the bracket (6) of the cable (3). 11. Mobile damper device according to claim 6, wherein the number of additional damper elements (20) is from one to six. 12. A mobile damper device according to claim 6, wherein cores (18) are bolted to the main element (17) of the bumper (11) with bolts, which are attached to the damper elements (9) at their other end. 13. The mobile damper device according to claim 6, wherein each of the main element (17) and the energy absorbing element (19) of the bumper (11) consists of two transverse elements (24) interconnected by vertical corners (25). 14. The mobile damper device according to claim 13, wherein the number of vertical corners (25) is from one to three. 15. A mobile damper device according to claim 13, wherein the corners (25) are attached to the cross members (24) of the bumper (11) by welding. 16. Mobile damper device according to claim 6, in which additional damper elements (20) are attached to the main element (17) and energy absorbing element (19) by means of flanges (23) with threaded rods (27).

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