JPH045165A - Device for cushioning friction elastomer - Google Patents

Abstract

PURPOSE: To obtain remarkable buffering effect in a buffer which relaxes impact fore when collision of railway rolling stocks occurs by rationally assembling a frictional plate, frictional wedges, a coil spring and elastomer elements. CONSTITUTION: This buffer 10 arranged in a frame has a bottomed cylindrical housing 24 in which first and second series steel coil springs 23, 38a to 38d, and elastomer springs 41, 45a to 45d. A frictional part 40 is arranged in an opening end 26 of the housing 24. An inner end 44 of the frictional plate 40 is provided with a frictional plate 22 in contact with a releasing wedge 46. Boundary plates 48a, 48b are arranged on both sides thereof. Frictional wedges 18a, 18b are arranged on one side of each boundary plate, and abuts against the releasing wedge 46b. Shoes 60a, 60b are abutted against the frictional wedges 18a, 18b.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to railway shock absorbers in general, and in particular to the American Railroad Association Specification M-901G-82, currently updated M-901G- The invention relates to a damping device incorporating friction, coil springs and elastomeric elements meeting the requirements of 87.

[Prior Art J] American Railroad Association Specification M-901G-82 was drafted to address the proliferation of heavy 125 ton vehicles, and specifically to address the high performance shock absorbers used.

In order to test and evaluate the suitability of the product for this large demand, the railway industry has developed a performance specification that evaluates the ability of the shock absorber to cushion the impact of a 70 ton freight vehicle colliding with a stationary 70 ton vehicle. In order to pass the requirements of the adopted specifications, the impact speed must be at least 8.8 km/h.
(5,0 MPH), while the maximum force (impact force) acting on each vehicle coupler is 226.800 MPH.
kg (500,000 lbs.) or less.

Devices that pass this limit test are also statically tested to a resistance force of at least 3629 kg (8,000 bonds). Each test shock absorber then receives an actual energy input by means of a drop hammer. Each shock absorber was then repeatedly subjected to the same freight car crash test at a speed of at least 8.8 km/h (226,800 at 5,0 MP).
A connection force of less than 500,000 pounds must be achieved. Another requirement is that the combined traction and shock travel of the device must not exceed 165 mm (6 and a half inches). To be successful.

Most shock absorbers must survive long, smooth movements during a crash, utilizing most of the available shock travel distance.

Since the adoption of Freight Vehicle Impact Performance Specifications by the railroad industry, all existing friction shock absorbers and
Although the shock absorbers introduced into the market were evaluated according to existing drop hammer performance specifications, the new model also failed to pass the requirements of the Freight Vehicle Impact Specification (Association of American Railroads Specification M-901G-821).

The main reason for this is the substantial increase in the final period of frictional resistance that the frictional shock absorber exhibits after the appropriate amount of energy manpower has been applied. 8.8km/H/226.800k
g (5,0 MPH 1,500,000 bond) A friction shock absorber that initially passes the connection force requirements will suffer from wear of the various friction parts of the shock absorber and contact surfaces during drop hammer energy manpower during the specification procedure. After increasing, repeated impact tests are unsuccessful. During the additional impact test, 8
．． At impact speeds below 8 km/h (5,0 MPH), the coupling forces are typically greater than 226,800 kg (500°000 lbs). The implication is that it did not have the necessary technology to adequately control frictional resistance during the impact specification and was therefore unable to pass that requirement.

Prior to the present invention, freight vehicle impact assessment specifications could only be met by various shock absorbers using expensive, leaky hydraulic shock absorbers. Mixed-type shock absorbers with both a hydraulic shock absorber and a friction mechanism that meet the specifications inherently have the disadvantage of increased cost; Compared to shock absorbers, the spring capacity is sacrificed. Hydraulic shock absorbers that have passed the specifications will be used as a means of returning the device to the reference point after an operating stroke.
Depends on internal gas pressure. The disadvantages to such technology are the high cost and the low static load resistance provided by gas springs. Clearly, the friction/elastomeric dampener of the present invention is preferred for today's heavy lifting operations.

The full text of the specifications M-901G-82 is 2000! Columbia District Washington F Street F Double: x, = -50 (50F 5treet NJ.

Association of American Railroads, Mechanical Division, 11ashington, D.C., 200011.
American Ra1lroad.

Mechanical Division). This specification is incorporated herein by reference.

[Problem to be Solved by the Invention 1] To date, no all-friction type, all-elastomer type, or friction elastomer type shock absorber has been designed that can satisfy these performance specifications. This has not been done despite the high cost and maintenance problems of hydraulic shock absorbers. A fundamental problem facing engineered elastomeric shock absorbers is the failure to find elastomers that absorb the required energy over commercially acceptable lifetimes. Friction shock absorbers have not been able to sufficiently smooth over the available shock travel distance, which is typically 83 mm (3-1/4 inches) long. In addition, using a 70 ton rail car moving at 8.8 km/h (5 mph) and having the required travel distance after the energy input and parts wear out, the impact force is 226.800 kg (500 kg). ,000 pounds), the second impact test was unsuccessful.

The main purpose of the present invention is to comply with the American Railroad Association's specification M-900.
It is an object of the present invention to provide a frictional elastomeric shock absorber that passes the requirements of G-82.

[Technical means for solving the problem] To summarize, the technical idea of the present invention shown below is based on a friction type shock absorber, but the angle of the friction wedge is limited,
The all-steel spring package is modified to include a specially designed integral elastomer spring. In order to obtain a smooth device by controlling friction, four of the six friction surfaces are made of lubricating bronze liners. April 5, 1988 Richard A. Carlsted
U.S. Patent No. 4.735. ．． 328
The unique shock absorber is a typical friction shock absorber. Integrated elastomer spring was adopted on April 1, 1980.
David Gee Anderson (Davi) on the 5th
d U.S. Patent 4, granted to G. Anderson.
．． No. 198.037. Both of these patents are incorporated herein by reference.

The present invention is as follows.

During initial testing, the impact force generated when a 70-ton rail vehicle collided at a speed of at least 8.8 km/h was 22 km/h.
6.800 kg or less, and even during the second test after considerable human effort and wear on parts, 70
A frictional elastomer shock absorber having an open end at one end and having an impact force of not more than 226,800 kg when struck by a railway vehicle of at least 8.8 km per hour and having a centerline along its major axis. a hollow housing having a generally cylindrical body with a closed end at the other end and including: a hollow housing centrally located along the main axis and having one end within the hollow housing and extending outwardly from the housing; a friction plate located at the open end of the friction plate, and first and second boundary plates arranged on each side of the friction plate and fixed against axial movement and responsive to lateral pressure. and a first friction wedge disposed on one side of the first boundary plate and a second friction wedge disposed on one side of the second boundary plate,
first and second friction wedges having first and second sloped surfaces, respectively; a first shoe disposed on one side of the first friction wedge; and a first shoe disposed on one side of the second friction wedge. a first sloped surface of the first friction wedge is opposite to a first sloped surface of the first shoe, and a second sloped surface of the second friction wedge is opposite to the first sloped surface of the first shoe; , first and second shoes that are in contact with a second inclined surface of the second shoe, each inclined surface having an angle of about 53±2 degrees with respect to the centerline; a first wear liner plate secured to the open end of the housing against movement and located on one side of the first shoe and a second wear liner plate located on one side of the second shoe; The friction wedge has a main body portion extending in the horizontal direction and an inclined portion, the inclined portion facing the second inclined surface of the friction wedge and forming an angle of approximately 60 ± 2 degrees with respect to the centerline. a release wedge; a spring seat having an inclined surface for exerting a force on the two shoes and in contact with a second inclined surface of the shoe and forming an angle of approximately 66±2 degrees with respect to the centerline; a first series of coil springs having a central cavity in which a first series of elastomeric columnar springs is received; A frictional elastomer shock absorbing device characterized by comprising: a second series of coil springs having a central cavity into which two series of elastomer column springs are accommodated;

[Example and operation] FIG. 1 shows the relationship between the frictional elastomer shock absorber lO, the underframe 12, and the part 14 of the support device.

The trailing vehicle 16 is adjacent to the friction wedges 18a, 18b. On the other hand, the main axis of the centrally located shock absorber IO is represented by a line 20. The shock absorber is vertically symmetrical about the main axis, and the main axis passes through the center of the friction plate 22, as shown in FIG.

FIG. 3 is a front view of FIG. 2.

As illustrated in FIG. 2, the shock absorber 10 includes a hollow housing 24 having a generally cylindrical body having an open end 26 at one end and a closed end or bottom 28 at the opposite end. Its main axis 20 is centrally located along its longitudinal direction. The spring device 21 is composed of a first series and a second series of coil springs made of steel and a first series and a second series of elastomer springs, and the spring device 21 is constructed of a first series and a second series of steel coil springs and a first series and a second series of elastomer springs. is disposed against the closed end 28 of. The first series of steel coil springs includes a central coil spring 23, which has a cavity 32 in the center. The second series of steel coil springs includes first, second, third, and fourth corner springs 38a, 38b.
, 38c, and 38d (see Figure 3). These springs have corresponding first, second, third and fourth central cavities 39a, 39b, 39c and 39d, respectively. This central cavity contains a first series and a second series of elastomeric springs, which are comprised of multistage segments 41.45a,
45b, 45c, and 45d, these are elastomer springs composed of segments. In a preferred embodiment,
These elastomer springs 41 are integral, and the twelfth
It is composed of segments 43 as shown in the figure. The segments are all identical and in the free, unforced state are as shown in FIG.

FIG. 2 shows the state under initial load, and FIG. 15 shows the state when external force is applied.

The friction portion 40 of the present invention is disposed within the open end 26 of the housing and includes the following components.

First is the friction plate 22. It is centrally disposed along the main axis 20, with a first end 42 extending outwardly from the hollow housing 24, and a second end 44 extending outwardly from the hollow housing 24.
It is in contact with the release wedge 46. First and second boundary plates 48a and 48b are arranged on both sides of the friction plate.

FIG. 7 is a plan view of this boundary plate 48a. Boundary plate 48
a, 48b each have a first end 50a, 50b and a second end 52a, 52b, and the housing 24
The second end portions 52a and 52b are adjacent to the second end portion 44 of the friction plate 22. The first and second boundary plates 48a, 48b are fixed against movement in the longitudinal direction with respect to the housing 24, but respond to pressure in the lateral direction.

First and second friction wedges 18a, 18b are arranged on each side of the boundary plate.

FIG. 4 is a plan view of one of the friction wedges 18a.

Friction wedges 18a, 18b have first ends 56a, 56b.
and second ends 58a, 58b. The first end extends from the housing, while the second end 58a;
58b is adjacent to the release wedge 46. During operation, the angular surfaces 59a, 59- of the friction wedges 18a, 18b
b is in contact with the angular surfaces 61a and 61b of the releasing wedge 46. First and second shoes 60a, 60b are arranged on one side of each of the first and second friction wedges, and first inclined end surfaces 62a, 62b, respectively, are arranged on one side of each of the first and second friction wedges.
The second inclined end surfaces 64a, 64b are in contact with the inclined surfaces 65a, 65b of the spring seat 66. FIG. 5 is a plan view of the first juro 0a.

First and second wear liners 68'a, 68b are disposed on each side of the first and second shoes. FIG. 6 shows a plan view of the first friction liner plate 68a. First and second friction liner plates 68
a and 68b are fixedly attached to the housing 24 both in the lateral and longitudinal directions.

The release wedge 46 (the plan view is shown in FIG. 9) has a main body 70 extending horizontally, and the above-mentioned friction (slanted surface 59 of the wedge).
first and second inclined ends 61a that are in contact with a and 59b;
61b, and this inclined end has a certain angular relationship with respect to the main axis 20.

As the side view is shown in FIG. 8, the spring seat 66 has a recess 67 located at its center and, as mentioned above, is provided with a recess 67 in contact with the sloped surfaces 64a, 64b of the shoe. There are designed inclined surfaces 65a and 65b. It has an angular relationship with respect to the principal axis or centerline 20. A first series or center coil spring 23 and interconnecting multi-stage segmented elastomeric columns or elastomeric springs 41 and a corresponding second series or corner coil springs 38a, 38b, 38c, 38d. Second to do
interconnected multi-segment elastomeric column spring 45
a, 45b, 45c, and 45d are supported by spring seats 66. Contact is maintained by spring fittings 83a, 83b. FIG. 10 is a plan view of this spring fitting 83a. A recess 67 of the spring seat 66 is provided in the spring seat 66, which seat houses the coil 30 on the inside, which directly supports the release wedge 46. Here, the inclined portions 61a, 61b are in contact with corresponding portions of the friction wedges 59a, 5b.

As can be seen, the various slopes form angles when a line passing through the slopes is extended to the center line.

It has been discovered that three angles are important in achieving release and friction characteristics that pass the M-901G-82 specifications.

These three angles were defined as shown in FIG.

The initial angle 100 is the slope of the friction wedge 19a, 19
b and the inclined portions 6 of the shoes 60a, 60b.
It exists between the first group of 2a and 62b. It has been found that this angle is approximately 53±2 degrees for optimal performance.

The shoes 60a, 60b are provided with an inclined portion 65a of the spring seat 66,
65b and the second group inclined surface 64a that is in contact with each other.
, 64b. It has been found that this angle is approximately 66±2 degrees for optimal performance.

a second group of inclined surfaces 59a, 59b of friction wedges 18a, 18b and inclined surfaces 61a, 61b of release wedge 46;
The third angle 104 that exists between them is significant. This angle 104 should be approximately 66±2 to achieve optimal release characteristics.
I discovered that it must be a degree.

As mentioned above, the present invention relates to specific angle and coil springs as well as connected multi-segmented elastomeric column springs or monoliths 41 as shown in FIGS. 12 and 13. To pass specification M-901-82, there must be sufficient initial load and strong initial spring constant during the first half of the travel.

Coil springs offer these advantages. However, the spring constant of the coil is linear. After the initial high spring constant contribution due to coil deflection, it is desirable and necessary to have a very high spring constant resistance due to the elastomer during the final stages of shock absorber travel. The particular combination in the present invention provides a resistance force of approximately 50 tons at the end of travel.

The first series of elastomeric springs 41 is a connected multi-segmented elastomeric column arrangement located inside the envelope space formed by each helical coil spring. As a result, as shown in FIG.
Similar small diameter devices 74a, 74b, 74c, 74
d (see Figure 3). Combination device 7 of elastomer spring and coil spring arranged in the center
2 is in direct contact with the pressure spring seat, but the corner device 74a
, 74b, 74c, and 74d are located on auxiliary spring seats or spring hardware that are in contact with the king spring seat. driving,
The elastomer spring as well as the coil spring are initially loaded in the axial direction.

The term "free height" is the length of the elastomeric spring or column when it exists as separate parts, as shown in FIG. That is, the height before installation into the shock absorber and before initial loading. When the shock absorber is not subjected to external forces, the height at rest or initial load is less than the free height, as is the inner volume of each coil spring.

This situation is shown in FIG. What is the fully compressed height?
Maximum compression is applied to the shock absorber such that the height of the coil spring column is minimal and its internal volume is minimal, or
This is the state when it is fully compressed. This state is the 15th
As shown in the figure. Note that the volume of the elastomer column does not change.

The dimensions of the special elastomeric columns used in this invention are compression core stable (flat deflection) when unsupported. In order to function properly, the elastomeric column requires auxiliary support or guides to act on it during operation. This role is played by a steel coil spring whose inner diameter is set to a specific value, and the 6-coil spring into which the elastomer column spring is placed acts like a tube, surrounding the elastomer column. The coil spring limits the freedom of the column to prevent it from collapsing or flattening when subjected to axial loads during shock absorber operation.

first and second to limit the plain of the elastomeric column
In solving the flat pressure problem of matching a series of elastomeric column springs to the inner diameter of the first and second series of coil springs, the elastomeric column, when subjected to full compression, expands into and out of the way between the coils. You must take a moderate approach and avoid getting close enough to get caught in the middle. It has been found that effective guidance of the elastomer column by the coil spring occurs when conditions and certain relationships between the elastomer column and the coil spring are achieved.

First of all, the durometer hardness of the elastomeric column spring is 83 m for this environment, i.e. for full compression.
It must be compatible with 3-1/4 inch (3-1/4 inch) shock absorbers. The elastomeric material must be soft enough to provide elasticity over the entire range of travel.

If the elastomer is too hard, it will not return to its original position after being compressed to its full compression height.

It has been determined that for the shock absorber of the present invention, the durometer should be approximately 40±3 Shore hardness. An elastomeric material of this hardness operates over the entire range of travel and fits tightly between the rear wall of the housing and the spring seat or spring hardware. It must be noted that the presence of loose or unloaded parts in the shock absorber assembly is an undesirable condition and must be avoided in any case of device operation.

The volume of elastomeric material in the first and second series of elastomeric post springs should be approximately 113±2% of the internal envelope volume of the coil spring at full compression height, as shown in FIG. During operation of the shock absorber, as the spring combination approaches and reaches full compression height, approximately 13±2% of the excess elastomer expands to the deepest point 76 of the spring wire helix. However, the coils do not go far enough to be pinched between the coil springs when they close together. Containing more than this volume of elastomeric material will cause excessive expansion and become trapped between the coil springs, creating undesirably large forces as the coil spring arrangement approaches its full compression height. Using less than the recommended volume of elastomeric material reduces the efficiency of the elastomeric spring and coil spring combination device. If the volume of the elastomeric material is less than 113%±2% of the fully compressed envelope volume, it becomes more difficult to achieve the dimensional ratios necessary to prevent flattening of the elastomeric column.

The initial compression distance between the free height of the elastomeric column and the initial load height shall be at least 20% of the difference in distance between the confession height and the fully compressed height measured when the shock absorber is subjected to maximum compression. Must be 2%. This latter distance is called the maximum compression distance, i.e. the distance the column is pushed from the free height shown in FIG. 12 to the initial load height shown in FIG. It is calculated from the free height divided by the distance pushed into full compression as shown in FIG. This value must be at least 20%±2%. Adequate primary compression or preloading of the elastomeric material is necessary to ensure that the elastomer columns remain tightly packed within the damping device at all operating positions and operating temperatures. Also, sufficient initial loading of the elastomeric material will maintain the compactness of the column as the material sets during its lifetime. As shown in FIGS. 11 and 14, when the elastomer column is under initial load in the shock absorber, the outer diameter 78 of the elastomer column is at its thickest point, and the elastomer column is accommodated. It must be 89% ± 2% of the inner diameter 80 of the coil spring.

If this outer diameter 78 is about 91% of the inner diameter 80 of the coil spring
If it is greater than 1, excessive expansion and pinching of the material will occur as the elastomeric spring and coil spring combination approaches the fully compressed height of FIG. If the diameter of the elastomeric strut spring is smaller than about 87% of the inside diameter of the coil spring, there will be too much freedom so that the elastomeric strut will flatten when compressed.

Elastomer segment 8 used in elastomer column
The number 2 shall be selected so as to increase the above conditions, as shown in FIG.

If the number of segments differs by more than ±1 from the optimum number of segments, it will have an adverse effect on the performance of the elastomer spring. For the shock absorber of the present invention, the larger central elastomeric column 41 is
The corner elastomeric columns 45a-45d each have nine segments, whereas they are constructed from five connected segments. A low number of segments will tend to expand too much during full compression, resulting in jamming between the coils. If the number of segments is too large, the length-to-diameter ratio of the individual segments makes it difficult to form the elastomer column.6 Even with an excessive number of segments, the outer diameter is large enough to effectively limit the flat pressure, i.e. 89±2% of the inner diameter of the coil spring will not result.

Although particularly preferred embodiments of the invention have been disclosed above for purposes of illustration, the invention is not limited thereto and the invention fully encompasses various modifications that fall within the scope of the claims. It is something that exists.

That is, the contents of the invention for which a patent is sought are as set forth in the claims.

[Effects of the Invention] The friction elastomer device of the present invention complies with U.S. Railway Specification M-9.
Has performance that fully meets the requirements of 01G-82.

[Brief explanation of drawings]

FIG. 1 is a partial view showing the relationship between the underframe, the support device, and the shock absorber of a freight vehicle. In order to simplify the illustration, some parts are shown in cross section, and other parts are omitted. 2 is a cross-sectional plan view of the shock absorber of the present invention, FIG. 3 is a side view of the shock absorber of FIG. 2, FIGS. 4 to 10 are plan views of frictional elements of the shock absorber, and FIG. 12 is a plan view of the elastomeric column in the free state; FIG. 13 is a side view of FIG. 12; FIG. 14 is a partial view of an elastomer column under initial loading;
Various dimensions are shown. FIG. 15 is a plan view of the shock absorber shown in FIG. 2, showing the state at maximum movement when receiving an external force.

Claims (1)

[Claims] 1. During the first test, the impact force generated when a 70 ton railway vehicle collided at a speed of at least 8.8 km/h was less than 226,800 kg, which resulted in significant energy input and wear on parts. Also during the second test after the occurrence of
A frictional elastomer shock absorber having an open end at one end and having an impact force of not more than 226,800 kg when struck by a 70 ton railway vehicle at a speed of at least 8.8 km/h and having a centerline along its major axis. a hollow housing having a generally cylindrical body with a closed end at the other end and including: a hollow housing centrally located along the main axis with one end extending outwardly within the hollow housing and the other end extending outwardly within the hollow housing; a friction plate located at the open end of the housing; first and second boundaries arranged on each side of the friction plate, fixed against axial movement and responsive to lateral pressure; a first friction wedge disposed on one side of the first boundary plate and a second friction wedge disposed on one side of the second boundary plate, the friction wedges having first and second slopes, respectively; first and second friction wedges having surfaces; a first shoe disposed on one side of the first friction wedge; and a second shoe disposed on one side of the second friction wedge. The first sloped surface of the first friction wedge is opposite to the first sloped surface of the first shoe, and the second sloped surface of the second friction wedge is opposite to the first sloped surface of the second shoe. first and second shoes in contact with two inclined surfaces, each inclined surface having an angle of about 53±2 degrees with respect to said centerline; and opening said housing against longitudinal and lateral movement. a first wear liner plate secured to the end and disposed on one side of the first shoe and a second wear liner plate disposed on one side of the second shoe; and a horizontally extending body portion. and a sloping portion, the sloping portion facing the second sloping surface of the friction wedge and forming an angle of approximately 60±2 degrees with respect to the center line; a spring seat having an inclined surface that exerts a force on the shoe and is in contact with a second inclined surface of the shoe and that forms an angle of about 66±2 degrees with respect to the centerline; a spring device disposed against the closed end of the housing and including: a first series of coil springs having a central cavity in which a first series of elastomeric columnar springs is accommodated; A friction elastomer shock absorbing device comprising: a second series of coil springs having a central cavity; 2. The elastomer column consisting of connected multi-stage segments, which fits in the central cavity of the first series of coil springs, has five connected segments and fits in the central cavity of the second series of coil springs. 2. The shock absorber of claim 1, wherein the elastomeric column of connected multi-stage segments comprises nine connected segments. 3. The durometer hardness of the elastomer column of the connected multi-stage segment in the first series of coil springs is about 40±3 in Shore D hardness, and the connected multi-stage in the second series of coil springs 2. The shock absorber mechanism of claim 1, wherein the elastomeric column of the segment has a durometer hardness of about 40±3 Shore D hardness. 4 When the coil springs of the first and second series reach a fully compressed height, the coil springs of the first and second series have fully compressed internal envelopes, and the volumes of the elastomer column springs of the first and second series are respectively equal to the volume of the first series of elastomer column springs. and approximately 113% ± of the fully compressed internal envelope volume of the second series coil spring.
2. The shock absorber mechanism of claim 1, wherein the damping mechanism is 2%. 5 the first and second series of coil springs have inner diameters, the first and second connected multi-stage segment elastomer column springs have an initial load height, and the first and second connected multi-stage segment elastomer column springs have an initial load height; 5. The shock absorber mechanism according to claim 4, wherein the outer diameter of the column is 89%±2% of the inner diameter at an initial load height. 6. The shock absorber mechanism of claim 5, wherein the initial compression distance of the first and second connected multi-segment elastomeric columns is at least 20%±2% of the maximum compression distance. 7 A first angle of 53 ± 2 degrees to the center line, a second angle of 66 ± 2 degrees to the center line, and 6 degrees to the center line.
a friction device having a third angle of 0±2 degrees; first and second series of coil springs with first and second internal envelopes, each series having said first and second internal envelopes; located within the envelope, an elastomeric spring comprising first and second series of elastomeric springs manufactured from a polyetherester composition, having a centerline along the principal axis, and having a centerline along the principal axis, and having a centerline along the principal axis; Frictional elastomeric dampener meeting the requirements of M-901G-82.