Амортизатор эластомерный для поглощающего аппарата железнодорожного транспортного средства

1. Амортизатор эластомерный для поглощающего аппарата железнодорожного транспортного средства, содержащий полый корпус, закрытый передним дном, через которое проходит шток, на конце которого выполнен поршень, при этом шток установлен в переднее дно посредством уплотнения, отличающийся тем, что уплотнение штока имеет втулку из композиционного материала, к торцу которой прижат комплект уплотнительных колец, уплотненных посредством прижимного кольца, вкрученного в переднее дно со стороны поршня.2. Амортизатор эластомерный для поглощающего аппарата железнодорожного транспортного средства по п. 1, отличающийся тем, что в передней части переднего дна установлен грязесъемник.3. Амортизатор эластомерный для поглощающего аппарата железнодорожного транспортного средства по п. 1, отличающийся тем, что уплотнительный комплект состоит из шевронных колец.4. Амортизатор эластомерный для поглощающего аппарата железнодорожного транспортного средства по п. 1, отличающийся тем, что уплотнительный комплект состоит из комбинированных колец, каждое из которых состоит из нескольких разных материалов.5. Амортизатор эластомерный для поглощающего аппарата железнодорожного транспортного средства по п. 1, отличающийся тем, что уплотнительный комплект, состоящий из шевронных колец, выполнен так, что кольца из более мягкого материала установлены в середину уплотнительного комплекта, а кольца из более твердого материала установлены с краев уплотнительного комплекта. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (51) МПК B61G 9/08 (13) 167 272 U1 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ТИТУЛЬНЫЙ (21)(22) Заявка: ЛИСТ ОПИСАНИЯ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ 2016124791/11, 21.06.2016 (24) Дата начала отсчета срока действия патента: 21.06.2016 (45) Опубликовано: 27.12.2016 Бюл. № 36 (73) Патентообладатель(и): Общество с ограниченной ответственностью "Уральское конструкторское бюро вагоностроения" (RU) 1 6 7 2 7 2 R U (57) Формула полезной модели 1. Амортизатор эластомерный для поглощающего ...

Аппарат поглощающий

Полезная модель относится к области машиностроения и касается аппаратов, предназначенных для поглощения энергии ударов, применяемых преимущественно в железнодорожном транспорте.Предлагается аппарат поглощающий, который состоит из корпуса, упругого элемента, опорной плиты с болтами, подвижной относительно корпуса, и амортизатора. Амортизатор состоит из цилиндра, заполненного сжимаемым жидким эластомером, и установленного в нем штока с поршнем. Внутренняя полость цилиндра с одной стороны закрыта заправочной крышкой, а с другой стороны – рабочей крышкой с манжетным уплотнением. В цилиндре установлена направляющая, в которой выполнены сквозные каналы и сквозь которую пропущена часть штока. В качестве сжимаемого жидкого эластомера используется амортизирующая силиконовая композиция с параметром плотности 1,30-1,35 г/сми параметром динамической вязкости при 25°С 4000-5000 Па⋅с.Технический результат, на достижение которого направлена предлагаемая полезная модель, заключается в повышении эффективности работы аппарата поглощающего, за счет применения в амортизаторе силиконовой амортизирующей композиции с заданными характеристиками. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 191 885 U1 (51) МПК B61G 9/08 (2006.01) F16F 5/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ (52) СПК B61G 9/08 (2019.02); F16F 5/00 (2019.02) (21)(22) Заявка: 2018144707, 17.12.2018 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Общество с ограниченной ответственностью "ЖД ТРАНС" (RU) Дата регистрации: 26.08.2019 (45) Опубликовано: 26.08.2019 Бюл. № 24 1 9 1 8 8 5 R U (54) АППАРАТ ПОГЛОЩАЮЩИЙ (57) Реферат: Полезная модель относится к области машиностроения и касается аппаратов, предназначенных для поглощения энергии ударов, применяемых преимущественно в железнодорожном транспорте. Предлагается аппарат поглощающий, который состоит из корпуса, упругого элемента, опорной плиты с болтами, подвижной относительно корпуса, и ...

Узел поглощения энергии

Полезная модель относится к железнодорожной технике, точнее к конструктивным элементам буферных и сцепных устройств с поглощением удара путём остаточной деформации буферного элемента.Предложен узел поглощения энергии (крэш-аппарат), пригодный для использования в сцепных устройствах, содержащий деформирующий элемент (матрицу) с сужающимся отверстием и трубчатый крэш-элемент, снабжённый резьбой, конец которого заправлен в отверстие деформирующего элемента и закреплён резьбовым стопорным элементом, в котором для увеличения предела прочности при растяжении внутри конца крэш-элемента установлен подпорный элемент, препятствующий уменьшению его внутреннего диаметра.Предпочтительно, чтобы подпорный элемент был выполнен в виде диска с отверстием и установлен в расточке концевой части крэш-элемента на расстоянии (0,2…0,5) от торца резьбового конца крэш-элемента.Кроме того, для ещё большего увеличения прочности входящий в деформирующий элемент торец стопорного элемента и сопрягаемая с ним поверхность деформирующего элемента могут быть выполнены коническими, причём коническая поверхность торца стопорного элемента выполнена как наружный конус. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 203 994 U1 (51) МПК B61G 9/04 (2006.01) B61G 11/16 (2006.01) B61G 11/18 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ (52) СПК B61G 9/04 (2021.02); B61G 11/16 (2021.02); B61G 11/18 (2021.02) (21)(22) Заявка: 2021104562, 24.02.2021 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Общество с ограниченной ответственностью «Транспортная техника» (RU) Дата регистрации: 04.05.2021 (45) Опубликовано: 04.05.2021 Бюл. № 13 2 0 3 9 9 4 R U (54) Узел поглощения энергии (57) Реферат: Полезная модель относится к железнодорожной технике, точнее к конструктивным элементам буферных и сцепных устройств с поглощением удара путём остаточной деформации буферного элемента. Предложен узел поглощения энергии (крэшаппарат), пригодный для ...

FRICTION/ELASTOMERIC DRAFT GEAR

A friction/elastomeric draft gear having a housing, a spring assembly arranged within the housing, and a friction clutch assembly having a wedge member and defining first sliding friction surface disposed at an angle θ relative to a longitudinal axis of the draft gear and a second friction surface disposed at an angle β relative to a longitudinal axis of the draft gear. The spring assembly is designed in combination with the angles θ and β of the first and second friction sliding surfaces relative to the longitudinal axis such that the draft gear consistently and repeatedly withstands between about 100 KJ and 130 KJ of energy imparted at less than three meganewtons over a range of travel of the wedge member in an inward axial direction relative to the draft gear housing not exceeding 120 mm. 1. A friction/elastomeric draft gear , comprising:a hollow metal housing open at a first end and closed toward the second end thereof, said housing defining a longitudinal axis for said draft gear and has a series of tapered longitudinally extended inner surfaces opening to and extending from the first end of said housing, and wherein said housing has two pairs of joined and generally parallel walls extending from the closed second end toward the first end such that said walls define a hollow chamber having a generally rectangular cross-sectional configuration for a major portion of the length thereof and which opens to the open end of said housing;a series of friction members equally spaced about the longitudinal axis of said housing at the first end of said housing, with each friction member having axially spaced first and second ends and an outer surface extending between said ends, with the outer surface on each friction member being operably associated with one of said tapered longitudinally extended inner surfaces on said housing so as to define a first angled friction sliding surface therebetween;a wedge member arranged from axial movement relative to the first end of ...

Piston rod end for a linear actuator, piston assembly and sealing method for a piston rod end

The present invention relates to a piston rod end for absorbing forces on a linear actuator in a train coupler, the piston rod end comprising a housing ( 2 ) enclosing a cavity ( 23 ) with a bottom surface ( 24 ), the cavity ( 23 ) extending in a longitudinal direction in the housing ( 2 ), —an elongated insert ( 3 ) arranged at least partly inside the cavity ( 23 ) of the first portion (P), a spring ( 5 ) arranged inside the cavity ( 23 ), and a fastening device ( 4 ) comprising a transversal element ( 41 ) and a longitudinal slot ( 42 ) forming a play, one being arranged in the housing and the other in the insert, and configured to cooperate in such a way that the transversal element extends into the slot in a transversal direction in relation to the housing and is movable in the play. The invention also relates to a piston assembly and to a sealing method for sealing the piston rod end.

RAILCAR DRAFT GEAR ASSEMBLY

A railcar draft gear assembly specifically designed to consistently and repeatedly withstand up to about 110,000 ft-lbs of energy imparted thereto while not exceeding a force level of 900,000 lbs. and while having a wedge member of the draft gear assembly travel in an inward axial direction of less than about 4.5 inches relative to an open end of the draft gear. 1. A railcar draft gear assembly , comprising:a hollow metal housing open at a first end and closed toward the second end thereof, with the housing being configured to fit within the pocket defined by the centersill on the railcar, with the housing defining a series of tapered longitudinally extended inner surfaces opening to and extending from the first end of the housing;a series of friction members equally spaced about a longitudinal axis of the draft gear assembly toward the first end of the housing, with each friction member having axially spaced first and second ends and an outer surface extending between the ends, with the outer surface on each friction member being operably associated with one of the tapered longitudinally extended inner surfaces on the housing so as to define a first angled friction sliding surface therebetween;a wedge member arranged for axial movement relative to the first end of the housing, with a free end of said wedge member axially extending from said housing and against which an external force is applied during operation of the railcar, with the wedge member defining a series of outer tapered surfaces equally spaced about the longitudinal axis of the housing, with each outer tapered surface on the wedge member being operably associated with an inner surface on each friction member so as to define a second angled friction sliding surface therebetween and such that the wedge member produces a radially directed force against the friction members upon movement of the wedge member inwardly of the housing;a spring seat arranged within the housing, with one surface of the spring ...

ENERGY ABSORBING FASTENER AND PIVOT ANCHOR AND CAR

The invention relates to an energy absorbing fastener suitable for connecting a part of a coupler or pivot to a car of a multi-car vehicle, wherein a fastener having a head and an end is provided, the end being suitable to be connected to an element of the coupler or the pivot, a deformation tube surrounding the fastener, whereby the deformation tube has a first end, whereby the head of the fastener rests against the first end or rests against an element that rests against the first end, and whereby the deformation tube has a second end suitable to rest against a surface of the car or a connection plate suitable to be connected to the car. 1. An energy absorbing fastener suitable for connecting a part of a coupler or pivot to a car of a multi-car vehicle , characterized bya fastener having a head and an end, the end being suitable to be connected to an element of the coupler or the pivot,a deformation tube surrounding the fastener,whereby the deformation tube has a first end, whereby the head of the fastener rests against the first end or rests against an element that rests against the first end, andwhereby the deformation tube has a second end suitable to rest against a surface of the car or a connection plate suitable to be connected to the car.2. Fastener according to characterized in that the end of the fastener has a thread.3. The fastener according to claim 1 , characterized in that the diameter of the deformation tube widens at the first end.4. The fastener according to claim 1 , characterized by a conical ring inserted into the first end of the deformation tube whereby the conical ring contacts the inner walls of the deformation tube and the head of the fastener rests against the conical ring.5. A pivot anchor for a car of a multi-car vehicle havinga pivot pin held in holder,an elastic deformation element arranged between holder; and a housing, the elastic deformation element being compressed when the holder is moved towards the housing,{'claim-ref': {'@ ...

RAILWAY FREIGHT CAR DRAFT GEAR ASSEMBLY

A draft gear assembly for use with railcars having coupler members is provided. The draft gear assembly has front and back ends and comprises a yoke, a coupler follower, a front resilient member, an intermediate stop member, and a back resilient member. The yoke has a back wall, a top wall extending from the back wall toward the front end of the draft gear assembly, and a bottom wall extending from the back wall toward the front end of the draft gear assembly. The coupler follower is positioned between the butt end of the coupler shank and the front end of the draft gear assembly. The front resilient member is positioned between the coupler follower and the intermediate stop member. The back resilient member is positioned between the intermediate stop member and the yoke back wall. The front and back resilient members are compressible. 1. A draft gear assembly for use with railway freight cars ,the draft gear assembly having a front end and a back end and comprising a yoke having a rear wall,a coupler follower having a first side adjacent a butt end of a coupler shank,at least one front resilient member positioned adjacent a second side of the coupler follower,at least one back resilient member positioned adjacent the rear wall of the yoke,an intermediate stop member between the front resilient member and the back resilient member,the front resilient member and the back resilient member being compressible,a draft sill having front stops, the front resilient member including a front stop surface for contact with the draft sill front stops,the draft sill having rear stops, the back resilient member including a back stop surface for contact with the draft sill rear stops.2. The draft gear assembly of claim 1 , whereinthe front resilient member front stop surface contacting the draft sill front stops during a draft condition of the draft gear assembly,and the back resilient member back stop surface contacting the draft sill rear stops during a buff condition of the ...

RAILCAR YOKE

A railcar yoke for a railcar energy absorption/coupling system. The yoke includes a rigid and elongated top wall joined to and axially extending from a back wall toward an open forward end of the yoke along with a rigid and elongated bottom wall joined to and axially extending from said back wall toward the open forward end of the yoke. The top and bottom walls of the yoke are separated by a distance whereby allowing an energy management system to be disposed therebetween. Each of the top and bottom walls of the yoke have two forward-facing stops thereon and which extend in opposed lateral directions from each other. The forward-facing stops on the top wall of the yoke are arranged in a generally coplanar relationship with the two forward-facing stops on the bottom wall of the yoke. 1. A railcar yoke , comprising:a rigid and elongated top wall joined to and axially extending from a back wall toward an open forward-end of said yoke, a rigid and elongated bottom wall joined to and axially extending from said back wall toward the open forward end of said yoke, with the top and bottom walls of said yoke being separated by a distance whereby allowing an energy mange4ments system to be disposed therebetween; andwith the top and bottom walls of said yoke each having two forward-facing stops thereon and which extend in opposed lateral directions from each other, with the two forward-facing stops on the top wall of said yoke being arranged generally coplanar with the two forward-facing stops on the bottom wall of said yoke.2. The railcar yoke according to claim 1 , wherein said stops are formed integral with the top and bottom walls on said yoke.3. The railcar yoke according to claim 1 , wherein said stops are formed integral and generally planar with the top and bottom walls on said yoke.4. A railcar yoke claim 1 , comprising:a back wall, a rigid and axially elongated top wall joined to and extending from said back wall toward an open forward end of said yoke, and a rigid ...

Cushioning unit with reduced tail yoke

A cushioning apparatus for a railway car employs a shortened yoke with a reduced-width tail for placement between stops in a conventional railway car sill. A first stack of rigid plates with elastomeric pads is provided between the straps of the modified yoke behind the coupler follower, and a second stack of plates and elastomeric pads is positioned in the sill behind the modified yoke to absorb buff loads on the coupler. In embodiments, the entire assembly may be placed in a sill having forward stops, intermediate stops, and rear stops, adapted to house a hydraulic cushioning unit.

Coupler device for a coupling, in particular of a rail vehicle

Coupler device for a coupling, in particular of a rail vehicle, is provided with a drawbar with spring elements mounted thereon in order to dampen the tension and pressure forces incurred, with a plate arranged between these, and a support flange secured to the rail vehicle. The plate bears the drawbar and is held on the support flange and connected at its outer circumference in each case with a carrier disk, each in an opening of the support flange, by overload elements arranged adjacent to one another. The overload elements are sheared off in the event of an overload in the pressure or tension direction of the drawbar. Accordingly, a secure connection is formed between the support flange and the plate, which, in the event of a crash or an overload, can be detached in a functionally reliable manner, but which in normal operation ensures a perfect coupling linkage.

Energy dissipating device suitable to be used as part of a connection device that connects a first car of a multi-car vehicle with a second car of a multi-car vehicle and method for dissipating energy in a connection device

The invention relates to an energy dissipating device suitable to be used as part of a connection device that connects a first car of a multi-car vehicle with a second car of the multi-car vehicle, comprising a plug that has a longitudinal axis and a mandrel that has an opening, whereby the plug is arranged to be moved at least partially through the opening, if a force pointing in the longitudinal axis is applied to the plug, and whereby at least a part of the plug—especially its hull—is deformed, when the plug is at least partially moved through the opening, whereby said hull being at least partially deformed, when the plug is at least partially moved through the opening. The hull is attached to the rod by clamping or fixing with fasteners, preferably with protrusions around the rod and/or at least one plug or nut. The hull is a relatively independent element which can be put over a rod and therefore the hull can be mounted or unmounted subsequently to a rod without influencing the stability or main function of the connection device.

RAILCAR END UNIT

A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition. 1. A railcar end unit for interconnecting a center sill and a railcar coupler , wherein the end unit is operably mountable between buff and draft sill stops , said railcar end unit comprising:buff and draft end bodies spaced apart from one another along a unit axis,said buff and draft end bodies configured to be shiftably mounted relative to the center sill to engage the buff and draft sill stops, respectively, with the end bodies being axially shiftable toward one another during a compression event; anda buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition during the compression event,said buff spring pack including a spring component and a cushioning component, each of which is operably arranged between the end bodies so as to be resiliently compressed when the buff spring pack is in the compressed condition,said components being at least in part shiftable relative to one another,said spring component including a plurality of axially arranged disc springs,said spring and cushioning components being at least in part axially coextensive so as to be simultaneously compressible during at least part of the compression event.2. The railcar end unit as claimed in claim 1 ,said cushioning component including a plurality of axially arranged cushioning discs primarily dimensioned and configured to dissipate energy.3. The railcar end unit as claimed in claim 2 ,said cushioning discs including an elastomeric material.4. The ...

Selective cushioning apparatus assembly

A selective cushioning apparatus for a railway car absorbs draft and buff loads applied to a coupler of a railway car during train assembly and normal operation. The apparatus according to the invention provides better cushioning than a conventional draft gear without the excessive travel and maintenance issues of a hydraulic cushioning unit. In embodiments, the selective cushioning unit is adapted to fit into an AAR standard pocket for a hydraulic cushioning unit.

CUSHIONING APPARATUS FOR A RAILWAY CAR

An improved selective travel cushioning device for a railway car is responsive to both draft and buff loads on the coupler, fitting into a standard cushioning unit pocket with little or no reconfiguration of the sill required, while limiting wear on elastic members in the cushioning unit and exhibiting high energy absorption. 1. An end-of-car cushioning device for a railway car , comprising:a yoke having aligned apertures at a front end adapted to receive a pin or key for attaching the yoke to a railway car coupler, and having a vertical wall at a second end of the yoke opposite the front end;a coupler-receiving member adapted to receive buff force from the coupler and adapted to move inside the yoke;a first stack of elastomeric units positioned between the coupler-receiving member and the vertical wall of the yoke, each elastomeric unit in the first stack comprising a metal plate and at least one elastomeric pad, said first stack being compressed by draft and buff loads on the coupler;a front buff plate positioned adjacent to and rearward of the yoke and connected to a rear buff plate by a rod;{'sub': ';', 'a second stack of elastomeric units positioned between the front buff plate and the rear buff plateeach elastomeric unit in the second stack comprising a metal plate and at least one elastomeric pad, said second stack being compressed in response to buff loads on the coupler; wherein,'}the yoke, the front buff plate and the rear buff plate are positioned within a center sill of the railway car.2. The end of car cushioning device according to claim 1 , wherein the yoke is not mechanically attached to the front buff plate or the rear buff plate.3. The end-of-car cushioning device according to claim 1 , wherein claim 1 ,each elastomeric unit in the first stack comprises a metal plate having a vertically oriented face and an elastomeric member in a middle portion of the vertically oriented face; whereinat least one of said plates comprises an edge portion extending ...

Damping device, in particular for a railroad vehicle coupling device

The damping device ( 10 ) according to the invention is designed to damp a shock in a longitudinal direction (X). It includes a central pad ( 12 ), designed to be secured with a first member ( 14 A) of the coupling device ( 14 ), and two side wings ( 18 ), each formed by a thin plate extending in the longitudinal direction (X). Each side wing ( 18 ) includes at least one first longitudinal region ( 20 ), secured to the central pad ( 12 ), at least one second longitudinal region ( 22 ), designed to be secured with a railroad vehicle, and at least one line of least resistance ( 24 ), separating the first ( 20 ) and second ( 22 ) longitudinal regions from each other, extending over the side wing ( 18 ) in the longitudinal direction (X).

DRAFT AND BUFFER APPARATUS

The invention is directed to a draft and buffer apparatus for a track-guided vehicle. The apparatus includes a coupling rod and a draft yoke for connecting the coupling rod to the vehicle body. An energy-dissipating device is arranged between the vehicle and the coupling rod for receiving draft and buffer forces. The energy-dissipating device includes a reversible energy-dissipating unit and is configured so as to cause the force flow of the buffer loads transmitted thereto from the coupling rod and of the draft loads transmitted via the draft yoke thereto to be conducted through the energy-dissipating device and to be transmitted to the vehicle body. The energy-dissipating device further includes an irreversible energy-dissipating unit providing irreversible energy dissipation. The energy-dissipation device is mounted within the axial extent of the draft yoke when viewed in the longitudinal direction of the vehicle. 1. A draft and buffer apparatus for a track-guided vehicle including a rail vehicle , the vehicle defining a longitudinal direction and including a vehicle body and the apparatus comprising:a coupling rod;a draft yoke for connecting said coupling rod to said vehicle body;said coupling rod being configured to transmit therefrom draft and buffer forces, which occur during travel of the vehicle, to said vehicle body;said coupling rod having a vehicle end region;an energy-dissipating device arranged between said vehicle end region of said coupling rod and said vehicle body for receiving said draft and buffer forces;first and second stops for introducing draft forces and/or buffer forces to said vehicle body or to a component connected at least indirectly to said vehicle body;said energy-dissipating device including a reversible energy-dissipating unit;said energy-dissipating device being configured so as to cause the force flow of the buffer loads transmitted thereto from said coupling rod and of the draft forces transmitted via said draft yoke thereto to ...

Railroad car coupling system

A railroad car coupling system including a draft sill with front and rear stops, a coupler along with an energy management assembly for receiving and dissipating external forces experienced by the coupler. A yoke also forms part of the coupling system and is operably coupled to the coupler. The yoke includes top and bottom walls which each include two forward facing stops. A follower is mounted substantially between the top and bottom walls of the yoke for receiving forces experienced by the coupler. The follower is configured with two laterally spaced vertical extensions disposed toward opposed upper corners of the follower and two laterally spaced vertical extensions disposed toward opposed lower corners of the follower. Forward facing surfaces on the follower extensions arc arranged in generally coplanar relationship relative to each other. Rearward facing surfaces on the follower extensions are arranged in generally coplanar relationship with each other and operably engage with the forward facing stops on the yoke to enhance the distribution of forces when the follower engages the front stops on the center sill when the coupling system is in a full draft condition.

HYBRID CUSHIONING APPARATUS WITH DRAFT GEAR

A hybrid cushioning apparatus for a railway car apparatus employs a standard yoke and a conventional draft gear forward of the tail of the yoke and a stack of elastomeric units behind the tail engaging the draft gear with a force transfer member. 1. An end-of-car cushioning apparatus for a railway car , comprising:a yoke having a nose at one end, a tail comprising a transverse tail wall at an end opposite the nose, straps extending from the tail wall to the nose, and an inside area between the straps;a draft gear positioned in the inside area of the yoke, the draft gear having a housing, a spring element within the housing, and a piston abutting the spring element and adapted to move within the housing against a force of the spring element, the draft gear housing having a base extending on opposite sides beyond the tail wall of the yoke;a force transfer member having side walls and a transverse wall between the side walls, the transverse wall aligned with the tail wall of the yoke, said side walls of said force transfer member abutting the base of the draft gear housing on opposite sides of the tail wall;a stack comprising at least two elastomeric units secured to one another by a connecting rod passing through the elastomeric units, each said elastomeric unit comprising an elastomeric pad on a surface of a plate aligned with the tail wall, whereina first end of said stack is positioned against the transverse wall of the force transfer member, said stack extends from the yoke in a direction away from the nose, and each plate of the stack has substantially the same vertical cross-sectional area.226. The end-of-car cushioning apparatus according to claim 1 , wherein the yoke is an AAR standard yoke and the inside area of the yoke has a length along a longitudinal axis of the yoke of at least inches to accommodate the draft gear.3. The end-of-car cushioning apparatus according to claim 2 , wherein the stack of elastomeric units comprises 10 to 15 plates and 11 to 16 ...

METHOD AND SYSTEM FOR MONITORING STRUCTURAL STATUS OF RAILCAR DRAFT GEAR

The present invention discloses a method for monitoring status of a railcar draft gear in an assembly. The assembly comprises the draft gear and a coupler. At least one accelerometer or strain sensor is installed. The at least one accelerometer is configured to measure acceleration or deceleration of the coupler. The at least one strain sensor is configured to measure strain exerted on the coupler. Data collected on the acceleration or deceleration, or the strain is analyzed by algorithms to ascertain status of the draft gear. 1. A method for monitoring status of a railcar draft gear in an assembly , comprising:obtaining sensor data from at least one of an accelerometer installed on the assembly for detecting acceleration or deceleration of the assembly and a strain sensor installed on the assembly for detecting strain exerted on the draft gear; andprocessing the sensor data to determine the status of the railcar draft gear.2. The method of further comprises constructing a set of baseline data based on sensor data obtained when the draft gear is in a normal state.3. The method of claim 2 , wherein the sensor data comprises acceleration or deceleration data and said processing step comprises comparing the acceleration or deceleration data with the set of baseline data to determine whether the status of the railcar draft gear is normal.4. The method of claim 2 , wherein the sensor data comprises strain data and said processing step comprises comparing the strain data with the set of baseline data to determine whether the status of the railcar draft gear is normal.5. The method of claim 1 , wherein the at least one of an accelerometer and a strain sensor is integrated as part of the assembly.6. The method of claim 1 , wherein the processing step uses machine learning method in analyzing the sensor data.7. The method of claim 1 , wherein the processing step uses neural network model in analyzing the sensor data.8. The method of further comprises using at least one of ...

Energy Dissipating Device and Connection Device Comprising Such an Energy Dissipating Device

An energy dissipating device includes a guide defining a guide surface having a curved cross-section. A deformer is slideably supported by the guide surface of the guide in a compression stroke direction of the device. A stopper is fixedly attached to the device and arranged at a distance from the deformer in the compression stroke direction. An energy dissipating member is arranged between the stopper and the deformer in the compression stroke direction, and includes a first end configured to engage with the stopper and a second end configured to engage with the deformer in response to a force thereon in the compression stroke direction.

SELECTIVE CUSHION UNIT YOKE WITH INTEGRAL DRAFT GEAR HOUSING

A cushioning apparatus for a railway car employs a shortened yoke having a draft gear housing integral with the yoke. A stack elastomeric pads is provided in the housing, and a second stack of elastomeric pads and corresponding rigid metal plates, is positioned in the sill behind the modified yoke to absorb buff loads on the coupler. In embodiments, the entire assembly may be placed in a sill having forward stops, intermediate stops, and rear stops. 1. An end-of-car cushioning apparatus for a railway car adapted to be received in a sill having longitudinal , lateral and vertical dimensions , and rear , front , and intermediate lugs , said intermediate lugs being positioned in the sill longitudinally between the rear lugs and the front lugs , the cushioning apparatus comprising:a yoke adapted to be received in the sill and having an open nose at one end adapted to receive a coupler, a tail comprising a transverse tail wall at an end opposite the nose, opposed walls extending from the tail wall to the nose, and an inside area between the opposed walls defined by an integral housing, integral with the yoke;a coupler follower member adapted to receive buff force from the coupler and adapted to move inside the yoke, wherein longitudinal travel of the coupler follower in buff and draft directions is limited by contact of the coupler follower with a forward end of the integral housing;at least one elastic element positioned within the integral housing; anda stack of elastomeric units positioned behind the transverse tail wall of the yoke, each elastomeric unit comprising at least one elastomeric pad on a metal plate.2. The cushioning apparatus according to claim 1 , wherein total travel of the coupler follower member is about 2 to about 3-¼ inches.3. The cushioning apparatus according to claim 1 , wherein the transverse tail wall of the yoke is sized to fit laterally between the intermediate lugs on the sill.4. The cushioning apparatus according to claim 1 , wherein the ...

RAILCAR DRAFT GEAR ASSEMBLY

A railcar draft gear assembly specifically designed to consistently and repeatedly withstand up to about 110,000 ft-lbs of energy imparted thereto while not exceeding a force level of 900,000 lbs. and while having a wedge member of the draft gear assembly travel in an inward axial direction of less than about 4.5 inches relative to an open end of the draft gear. 1. A railcar draft gear assembly for a railcar having a centersill defining a pocket having a distance of 24.625 inches between stops thereon , comprising:a hollow metal housing open at a first end and closed toward the second end thereof and configured to fit within the pocket defined by the centersill on the railcar, with the housing defining a series of tapered longitudinally extended inner surfaces opening to and extending from the first end of the housing;a series of friction members equally spaced about a longitudinal axis of the housing toward the first end of the housing, with each friction member having axially spaced first and second ends and an outer surface extending between the ends, with the outer surface on each friction member being operably associated with one of the tapered longitudinally extended inner surfaces on the housing so as to define a first angled friction sliding surface therebetween;a wedge member arranged from axial movement relative to the first end of the housing, with said wedge member having a free end extending beyond the open end of said housing and to which an external force is applied during operation of the railcar, with the wedge member defining a series of outer tapered surfaces equally spaced about the longitudinal axis of the housing, with the outer tapered surface on the wedge member being operably associated with an inner surface on each friction member so as to define a second angled friction sliding surface therebetween and such that the wedge member produces a radially directed force against the friction members upon movement of the wedge member inwardly of ...

END-OF-CAR ENERGY MANAGEMENT SYSTEM FOR RAILCARS

An end-of-car system for railcars is provided comprising an asymmetric draft gear mechanism offering shock absorption to a railcar when the latter is subjected to buff or draft forces. The end-of-car system may be retrofitted to railcars having a different type of shock absorption system. 2. The end of railcar energy management system of claim 1 , wherein the draft gear unit comprises a mechanism to dissipate energy via friction.3. The end of railcar energy management system of claim 2 , wherein the draft gear unit is a first draft gear unit claim 2 , the end of railcar energy management system including a second draft gear unit.4. The end of railcar energy management system of claim 3 , wherein the first draft gear unit and the second draft gear unit are mounted serially claim 3 , such that compression of the end of railcar energy management system in response to a buff force produces compression of the first draft gear unit and of the second draft gear unit.5. The end of railcar energy management system of claim 4 , wherein said first draft gear unit includes a housing and a retractable element retracting in said housing to cushion impacts imparted to said first draft gear unit claim 4 , wherein said housing is a first housing and said retractable element is a first retractable element claim 4 , said second draft gear unit including a second housing and a second retractable element retracting in said second housing to cushion impacts imparted to said second draft gear unit.6. The end of railcar energy management system of claim 5 , wherein said first draft gear unit and said second draft gear unit are mounted such that said first housing faces said second retractable element.7. The end of railcar energy management system of claim 3 , wherein said first and second draft gear units compress in response to a buff force acting on the end of the railcar energy management system.8. The end of railcar energy management system of claim 7 , wherein the first draft gear ...

Threaded interface buffer with anti-rotation structure

A threaded interface buffer with anti-rotation structure is provided, comprising a buffer housing ( 1 ), a buffer capsule ( 2 ) and a drawbar ( 3 ), wherein the drawbar ( 3 ) comprises a connection portion ( 4 ) connected to the buffer capsule ( 2 ); the drawbar ( 3 ) is in threaded connection to the buffer capsule ( 2 ) through the connection portion ( 4 ); and, a first level anti-rotation structure ( 5 ) for limiting the rotation of the drawbar ( 3 ) and the buffer capsule ( 2 ) is mounted thereon, and a second level anti-rotation structure ( 6 ) for limiting the rotation of the drawbar ( 3 ) and the buffer housing ( 1 ) is mounted therebetween, so that the versatility and adaptability of the buffer can be enhanced and the operational stability of the buffer is ensured.

Linkage device for a coupling, in particular of a railway vehicle

Linkage device for a couplings of railway vehicles, the coupling head of which is connected to a drawbar linked to a steering pivot of the railway vehicle, which drawbar is provided with spring elements sitting on it in order to dampen compressive and tensile force that arise, e.g., when coupling the railway vehicle. The spring elements are fastened to a plate that can be rotated about an axis of rotation of the steering pivot. In this way, they are also deflected when the coupling is deflected so that the compressive and tensile forces acting on the latter also act upon its entire surface evenly, even when the coupling is deflected. The linkage device is also provided with overload protection. 1. A linkage device for a coupling , in particular of a railway vehicle , having a drawbar connectable to a coupling head , a number of spring elements mounted on said drawbar , in particular for damping the compressive and tensile forces of the railway vehicle that arise when coupling , and a flange with a housing connectable to the railway vehicle , wherein for a deflection , the drawbar is mounted at least in a horizontal plane in a plate rotatable within the housing , which plate is disposed between the spring elements.2. The linkage device according to claim 1 , wherein the rotatable plate is rotatable about an axis of rotation and comprises an annular disc and a steering pivot consisting of two diametrically arranged pivot pins.3. The linkage device according to claim 2 , wherein the annular disc is provided with a central through hole for the drawbar between the spring elements.4. The linkage device according to claim 3 , wherein the through hole of the annular disc of the rotatable plate is formed on both sides with widenings claim 3 , at least in the upper and the lower region claim 3 , as viewed in the axial direction passing outwards from its center.5. The linkage device according to claim 1 , wherein the spring elements are arranged on the side of the rotatable ...

VERTICAL SPRING SUPPORT DEVICE FOR COUPLER

A vertical spring support device for a coupler, comprises a support platform, a bracket, a support rod, a support spring, a wear sleeve and a locknut; the support spring is sheathed on the support rod, and an upper end of the support spring is resisted against a lower surface of the support platform while a lower end of the support spring is resisted against an upper end face of the bracket; an upper end of the support rod is fixedly connected to the lower surface of the support platform, while a bottom end of the support rod passes through the bracket and is then in threaded connection to the locknut via the wear sleeve; the support platform comprises a vertical support platform plate and a horizontal support platform plate, and a lower surface of the horizontal support platform plate is fixedly connected to the upper end of the support rod; and, the vertical support platform plate is vertically fixed on one side of the horizontal support platform plate close to the buffer shell 1. A vertical spring support device for a coupler , wherein , mounting on two sides of a buffer shell at a rear end of a coupler , and support device mounting components are provided at opposite positions on two sides of the buffer shell; the vertical spring support device for a coupler comprises a support platform , a bracket , a support rod , a support spring , a wear sleeve and a locknut; the support spring is sheathed on the support rod , and an upper end of the support spring is resisted against a lower surface of the support platform while a lower end of the support spring is resisted against an upper end face of the bracket; an upper end of the support rod is fixedly connected to the lower surface of the support platform , while a bottom end of the support rod passes through the bracket and is then in threaded connection to the locknut via the wear sleeve; the support platform comprises a vertical support platform plate and a horizontal support platform plate , and a lower surface of ...

RAILCAR END UNIT

A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition. 1. A railcar end unit for interconnecting a center sill and a railcar coupler , wherein the end unit is operably mountable between buff and draft sill stops , said railcar end unit comprising:buff and draft end bodies spaced apart from one another along a unit axis,said buff and draft end bodies configured to be shiftably mounted relative to the center sill to engage the buff and draft sill stops, respectively, with the end bodies being axially shiftable toward one another during a compression event; anda buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition during the compression event,said buff spring pack including a spring component and a cushioning component, each of which is operably arranged between the end bodies so as to be resiliently compressed when the buff spring pack is in the compressed condition,said spring component including a plurality of axially arranged disc springs,said spring and cushioning components being at least in part axially coextensive so as to be simultaneously compressible during at least part of the compression event.2. The railcar end unit as claimed in claim 1 ,said cushioning component including a plurality of axially arranged cushioning discs primarily dimensioned and configured to dissipate energy.3. The railcar end unit as claimed in claim 2 ,said cushioning discs including an elastomeric material.4. The railcar end unit as claimed in claim 2 ,said components being generally ...

RAILCAR END UNIT

A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition. 1. A railcar end unit for interconnecting a center sill and a railcar coupler , wherein the end unit is operably mountable between buff and draft sill stops , said railcar end unit comprising:buff and draft end bodies spaced apart from one another along a unit axis,said buff and draft end bodies configured to be shiftably mounted relative to the center sill to engage the buff and draft sill stops, respectively, with the end bodies being axially shiftable toward one another during a compression event; anda buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition during the compression event,said buff spring pack including a spring component and a cushioning component, each of which is operably arranged between the end bodies so as to be resiliently compressed when the buff spring pack is in the compressed condition,said components being at least in part shiftable relative to one another,said spring component including a plurality of axially arranged disc springs,said cushioning component including an elastomeric cushioning structure primarily dimensioned and configured to dissipate energy,said spring component and said elastomeric cushioning structure being at least in part axially coextensive so as to be simultaneously compressible during at least part of the compression event.2. The railcar end unit as claimed in claim 1 ,said elastomeric cushioning structure including a plurality of axially arranged cushioning discs.3. The ...

COUPLER ASSEMBLY AND STRADDLE TYPE RAIL TRAIN WITH SAME

The disclosure discloses a coupler assembly and a straddle type rail train with the same. The coupler assembly includes a mounting base, a buffering mechanism, a folding mechanism, and a coupler head, one end of the buffering mechanism is interconnected movably with the mounting base, the other end of the buffering mechanism is provided with a pull rod, the pull rod is provided with a limiting portion, one end of the folding mechanism is interconnected movably with the pull rod, the folding mechanism is provided with a locking part, the locking part movably cooperates with the limiting portion to lock or release the pull rod, and the pull rod is fixed at a stretching position when the limiting portion is locked by the locking part, and is movable between a folding position and the stretching position when the limiting portion is released by the locking part; and one end of the coupler head is interconnected with the other end of the folding mechanism. 1. A coupler assembly , comprising:a mounting base, wherein the mounting base is configured to be mounted on a vehicle;a buffering mechanism, wherein one end of the buffering mechanism is interconnected movably with the mounting base, the other end of the buffering mechanism is provided with a pull rod, and the pull rod is provided with a limiting portion;a folding mechanism, wherein one end of the folding mechanism is interconnected movably with the pull rod, the folding mechanism is provided with a locking part, the locking part movably cooperates with the limiting portion to lock or release the pull rod, and the pull rod is fixed at a stretching position when the limiting portion is locked by the locking part, and is movable between a folding position and the stretching position when the limiting portion is released by the locking part; anda coupler head, wherein one end of the coupler head is interconnected with the other end of the folding mechanism, and the coupler head is suitable for being connected externally ...

E-TYPE YOKE FOR A SELECTIVE CUSHIONING APPARATUS

A selective cushioning apparatus for a railway car comprises an E-Type yoke having a stack of elastomeric units assembled in the interior space in the yoke absorbing draft and buff loads applied to a coupler of a railway car. The yoke is provided with butt support protruding from the top wall of the yoke to prevent the coupler from drooping after prolonged use. 1. An end-of-car cushioning apparatus for a railway car , comprising:a yoke adapted to receive a coupler shank, the yoke having a length, a front end, and a rear wall opposite the front end, a top wall and a bottom wall opposite the top wall, a first side wall connecting the top wall and bottom wall, and a second side wall opposite the first side wall, the first and second side walls each having an aligned key slot toward the front end of the yoke adapted to receive a coupler key laterally, the top and bottom wall each having an interior surface facing the coupler shank;a coupler follower adapted to move inside the yoke in response to forces on the coupler;a first stack of elastomeric units positioned between the coupler-receiving member and the vertical wall of the yoke, wherein said first stack of elastomeric units is compressed in response to buff and draft loads on the coupler;a butt support protruding from the interior surface of the top wall and retaining the coupler shank when an end of the coupler extending from the railway car is subjected to a downward force.2. The end of car cushioning apparatus according to claim 1 , comprising holes in the top wall of the yoke receiving fasteners to attach a block to the interior surface of the top wall to form the butt support.3. The end of car cushioning apparatus according to claim 1 , wherein the butt support is integral with the wall of the yoke.4. The end of car cushioning apparatus according to claim 1 , comprising a second stack of elastomeric units positioned behind the rear wall of the yoke claim 1 , wherein said second stack of elastomeric units is ...

Railroad car draft gear having a long travel

A friction/elastomeric pad draft gear to cushion and absorb impacting forces on a railroad car coupler system. The friction/elastomeric pad draft gear includes a housing with a closed end and an open opposite end with a major axis extending therebetween. The open opposite end is provided with inwardly tapered extended internal friction surfaces. A wedge is mounted for axial movement in the open end of said housing and friction devices are positioned within the housing between the wedge and the extended internal friction surfaces. A spring seat is positioned adjacent the friction devices and on top of the elastomeric pad stack. The friction devices engagement with the wedge: forms a first selected angle of about 35 degrees ±3 degrees; forms a second selected angle of about 2.25 degrees, ± about 0.25 degrees, with the extended tapered internal friction surface; and forms a third selected angle of about 90 degrees, ±4 degrees, with the spring seat, all in respect to the major axis.

Elastomeric draft gear having a housing

A draft gear assembly for cushioning both buff and draft dynamic impact forces being applied to a center sill member of a railway vehicle includes a housing member closed at one end and open at an opposed end, the housing member having a rear portion adjacent the closed end and a front portion adjacent the open end. At least one compressible elastomeric spring is positioned within the rear portion and has a rear end thereof abutting at least a portion of an inner surface of the closed end. A friction clutch mechanism is also provided in abutting engagement with each of the front end of the compressible elastomeric spring and the coupler shank. The housing member may be provided with a pair of ledge portions disposed intermediate its ends and attachment members disposed on the open end for attaching the housing member directly to the coupler shank.

Friction elastomer draft gear

The draft gear includes: friction elements; coil spring elements; and elastomer elements. With respect to the friction elements, three groups of friction surfaces are defined each of which create a specific angle with respect to a centerline passing down the center of the draft gear. The elastomer elements are interconnected multiple segmented columns having specific heights and occupying particular volumes with respect to the coil spring elements. Particular hardness and number of segments of the elastomer elements are also defined.

Absorbing apparatus

FIELD: machine building.SUBSTANCE: invention relates to vibration dampers, in particular, to automatic coupling couplers. Absorbing apparatus comprises a housing, an elastic system and a friction system. Elastic system comprises elastic elements, each of which is formed by two plates with elastomer elastic element installed between them. Elastic elements are aligned by means of ledges in plates. Each plate has a hole in the center designed for positioning relative to the central rod of the absorbing apparatus. Friction system comprises a friction wedge, a pressure element, barrier plates and friction shoes. On the friction surfaces there can be installed lubricating inserts.EFFECT: higher reliability of absorbing apparatus.9 cl, 10 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 736 971 C1 (51) МПК B61G 9/06 (2006.01) B61G 9/14 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B61G 9/06 (2020.02); B61G 9/14 (2020.02) (21)(22) Заявка: 2019140005, 06.12.2019 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Андреев Александр Александрович (RU) Дата регистрации: 23.11.2020 Приоритет(ы): (22) Дата подачи заявки: 06.12.2019 (45) Опубликовано: 23.11.2020 Бюл. № 33 2 7 3 6 9 7 1 R U (54) Поглощающий аппарат (57) Реферат: Изобретение относится к области гасителей колебаний, в частности, к поглощающим аппаратам автосцепок. Поглощающий аппарат содержит корпус, упругую систему и фрикционную систему. Упругая система содержит упругие элементы, каждый из которых образован двумя пластинами с установленным между ними эластомерным упругим элементом. Центрирование упругих элементов осуществляется при помощи выступов в Стр.: 1 пластинах. Каждая пластина выполнена с отверстием в центре, предназначенным для позиционирования относительно центрального стержня поглощающего аппарата. Фрикционная система содержит фрикционный клин, нажимной элемент, барьерные пластины и фрикционные башмаки. На фрикционные ...

Method of making elastomer liner for contractible elastomer spring

FIELD: process engineering. SUBSTANCE: invention relates to contractible elastomer liner for contractible elastomer spring. Proposed method comprises making liner blank representing solid body of predefined shape of cross-section with two axial ends. Note here that every said end has flat surface located perpendicular to central axis and central seat made in said flat surface. Then, two forming plates are made. Note here that forming plate has convex ring either made integral therewith or secured to its one surface. Then, blank is arranged between said two plates to align axially said convex ring with appropriate central seat. Liner with axial ledges is formed. Said ledges extends outward of blank flat surface. Formed liner is extracted from forming plates. EFFECT: higher damping properties, ease of use. 18 cl, 7 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 467 874 (13) C2 (51) МПК B29C 43/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2009144261/05, 01.05.2008 (24) Дата начала отсчета срока действия патента: 01.05.2008 (73) Патентообладатель(и): УОБТЕК ХОЛДИНГ КОРП. (US) (43) Дата публикации заявки: 10.06.2011 Бюл. № 16 2 4 6 7 8 7 4 (45) Опубликовано: 27.11.2012 Бюл. № 33 (56) Список документов, цитированных в отчете о поиске: US 5351844 А, 04.10.1994. US 4198037 А, 15.04.1980. ЕР 0758577 A1, 19.02.1997. US 5335403 A, 09.08.1994. SU 751688 A1, 30.07.1980. SU 407775 A1, 10.12.1973. ЕР 0743632 A2, 20.11.1996. 2 4 6 7 8 7 4 R U (86) Заявка PCT: US 2008/005606 (01.05.2008) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 01.12.2009 (87) Публикация заявки РСТ: WO 2008/137024 (13.11.2008) Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры" (54) СПОСОБ ИЗГОТОВЛЕНИЯ ЭЛАСТОМЕРНОЙ ПРОКЛАДКИ ДЛЯ СЖИМАЕМОЙ ЭЛАСТОМЕРНОЙ ПРУЖИНЫ (57) Реферат: Настоящее изобретение относится к сжимаемой эластомерной прокладке, используемой в ...

Contractible elastomer spring (versions)

FIELD: transport. SUBSTANCE: invention relates to aircraft engineering. Proposed spring comprises multiple elastomer spacers and separation plates arranged there between and aligned one after the other to make a multitier stack. Every said elastomer spacer has lateral surface and two end surfaces arranged in normal to central axis. Said separation plate has first and second flat surfaces and axial bore. In compliance with first version, multiple teeth are made in contractible spring on both sides of separation plate nearby the axial bore edge. Said teeth feature trapezoidal shape and extend outward at the angle to flat surface and into appropriate elastomer spacer. In compliance with second version, separation plate fastener is arranged nearby axial bore edge to attach said plate to the spacer. EFFECT: damping without using the guide metallic rod or case. 10 cl, 6 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 491 197 (13) C2 (51) МПК B61G 9/06 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2009144287/11, 01.05.2008 (24) Дата начала отсчета срока действия патента: 01.05.2008 (73) Патентообладатель(и): УОБТЕК ХОЛДИНГ КОРП. (US) (43) Дата публикации заявки: 10.06.2011 Бюл. № 16 2 4 9 1 1 9 7 (45) Опубликовано: 27.08.2013 Бюл. № 24 (56) Список документов, цитированных в отчете о поиске: DE 1993283 U, 05.09.1968. US 5351844 A, 04.10.1994. US 4198037 A, 15.04.1980. SU 386793 A1, 03.10.1973. 2 4 9 1 1 9 7 R U (86) Заявка PCT: US 2008/005607 (01.05.2008) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 01.12.2009 (87) Публикация заявки РСТ: WO 2008/134084 (06.11.2008) Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры" (54) СЖИМАЕМАЯ ЭЛАСТОМЕРНАЯ ПРУЖИНА (ВАРИАНТЫ) (57) Реферат: Группа изобретений относится к машиностроению. Пружина содержит множество эластомерных прокладок и размещенных между ними разделительных пластинчатых ...

减震单元

一种减震单元，包括具有封闭端部和相对的开放端部的中空壳体，主轴线穿过该壳体，设置在壳体底部的弹性系统，按压元件和设置在壳体开放端部的摩擦系统。弹性系统由动态负载吸收器构成，其设置在壳体封闭端部中在沿壳体主轴线的引导销上。引导销具有头部,用于将其安装在形成于壳体的封闭的底部中的凹部中，以使引导销相对于主轴线对中。摩擦系统和弹性系统的所有结构部件的构成和布置使得减震单元的工作行程为110至120mm。

Узел поглощающего аппарата для железнодорожного вагона (варианты), корпус для узла поглощающего аппарата и способ сборки узла поглощающего аппарата (варианты)

Изобретение относится к железнодорожному транспорту и может быть использовано для поглощения и рассеивания энергии во время движения железнодорожных вагонов. Узел поглощающего аппарата содержит корпус и комплект эластомерных пружин. Каждая сжимаемая эластомерная пружина содержит сжимаемую эластомерную прокладку. Жесткий элемент расположен в непосредственном контакте с одной торцевой поверхностью сжимаемой эластомерной прокладки. Центральное отверстие выполнено через толщину жесткого элемента. Упор выступает в осевом направлении от торцевой поверхности сжимаемой эластомерной прокладки, причем упор содержит периферийную поверхность, выполненную по размерам таким образом, чтобы он располагался внутри центрального отверстия, выполненного через толщину жесткого элемента. Кольцевой выступ расположен на отдаленном торце осевого упора в плоскости, по существу поперечной центральной оси. Кольцевая часть толщины жесткого элемента оказывается запертой между торцевой поверхностью сжимаемой эластомерной прокладки и внутренней поверхностью кольцевого выступа. Достигается возможность радиального расширения эластомерных элементов. 7 н. и 35 з.п. ф-лы, 10 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 593 732 C2 (51) МПК B61G 9/06 (2006.01) B61G 11/08 (2006.01) F16F 1/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2014114846/11, 13.09.2012 (24) Дата начала отсчета срока действия патента: 13.09.2012 Приоритет(ы): (30) Конвенционный приоритет: (72) Автор(ы): СПРЭЙНИС Рональд Дж. (US), ГРЕГЭР Питер (US), СПРЭЙНИС Джон М. (US) 15.09.2011 US 13/233,231 (43) Дата публикации заявки: 20.10.2015 Бюл. № 29 R U (73) Патентообладатель(и): УОБТЕК ХОЛДИНГ КОРП. (US) (45) Опубликовано: 10.08.2016 Бюл. № 22 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 15.04.2014 (86) Заявка PCT: 2 5 9 3 7 3 2 (56) Список документов, цитированных в отчете о поиске: US 5351844 A, 04.10.1994. RU 2225306 C2, 10.03.2004. RU 2283791 ...

Draw-buffing gear to be coupled to central buffer rod for rail vehicles

FIELD: transport. ^ SUBSTANCE: draw-buffing gear (100) is flange mounted to carriage frame and supports the coupling rod to coupling head by means of a hinge, and it transmits pressure forces in direction (5) of pressure through pre-stressed energy absorbing system (9), and in traction direction (6) it transmits traction forces through energy absorbing system (11). Multi-layered energy absorbing system and energy absorbing system are located in serried inside housing (10). One or both energy absorbing systems are equipped with non-reversible deformable element (23) in the form of a tube (29). In pressure direction, pressure plate (8) is borne against the energy absorbing system located from pressure side with reversible energy absorbing elements through inner cover (15) to inner housing (16), which through stop (17) is borne against non-reversible energy absorbing elements. ^ EFFECT: damping of longitudinal vibrations during movement and free-of-play support of attachment of the coupling rod with decrease of jerks and haulbacks during movement. ^ 8 cl, 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 384 442 (13) C2 (51) МПК B61G 9/04 (2006.01) B61G 9/22 (2006.01) B61D 15/06 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21), (22) Заявка: 2007138391/11, 09.03.2006 (24) Дата начала отсчета срока действия патента: 09.03.2006 (45) Опубликовано: 20.03.2010 Бюл. № 8 (56) Список документов, цитированных в отчете о поиске: SU 1369966 A1, 30.01.1998. SU 522084 A1, 25.07.1976. EP 1225114 A1, 24.07.2002. EP 0417594 A1, 20.03.1991. EP 1468889 A1, 20.10.2004. 2 3 8 4 4 4 2 R U (86) Заявка PCT: EP 2006/002168 (09.03.2006) C 2 C 2 (85) Дата перевода заявки PCT на национальную фазу: 17.10.2007 (87) Публикация PCT: WO 2006/097239 (21.09.2006) Адрес для переписки: 129090, Москва, ул.Б.Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры", пат.пов. А.В.Мицу, рег.№ 364 (54) УДАРНО-ТЯГОВОЕ ...

轭架和弹性体牵引装置的组合

一种牵引装置组件(10)，其可安装到有轨车辆的轭架(20)内以缓冲在组装和操作有轨车辆时遇到的撞击和牵引动态冲击力，该牵引装置组件包括与轭架的纵轴线对准地设置在前车钩随动件(60)与后随动件(50)之间的可压缩弹簧(102)。还可以提供被中心板(200)或轭架的壁(212)间隔开的一对轴向对准的可压缩弹簧(102a、102b)。

Threaded butt buffer with rotation-preventing structures

FIELD: transportation.SUBSTANCE: invention relates to railway transport, namely, to traction devices combined with buffer devices. Traction device comprises a buffer casing, a buffer barrel and a traction rod. On the traction rod and the buffer barrel is installed preventing structure of the first level rotation. On the traction rod and the buffer casing a second level rotation preventing structure is installed. Structure of the second level is made in the form of a plate fixed on the rod and casing.EFFECT: enabling unification of buffer devices.8 cl, 5 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 712 727 C1 (51) МПК B61G 9/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B61G 9/04 (2019.08) (21)(22) Заявка: 2019112068, 09.12.2016 (24) Дата начала отсчета срока действия патента: Дата регистрации: Приоритет(ы): (30) Конвенционный приоритет: 14.11.2016 CN 201611002036.9 (56) Список документов, цитированных в отчете о поиске: CN 102431570 A, 02.05.2012. CN 105644580 A, 08.06.2016. RU 149527 U1, 10.01.2015. RU 2359853 C2, 27.06.2009. (45) Опубликовано: 30.01.2020 Бюл. № 4 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 22.04.2019 (86) Заявка PCT: 2 7 1 2 7 2 7 R U (87) Публикация заявки PCT: WO 2017/173843 (12.10.2017) Адрес для переписки: 123242, Москва, пл. Кудринская, д. 1, а/я 35, "Михайлюк, Сороколат и партнеры патентные поверенные" (54) РЕЗЬБОВОЙ СТЫКУЮЩИЙ БУФЕР С ПРЕДОТВРАЩАЮЩИМИ ВРАЩЕНИЕ КОНСТРУКЦИЯМИ (57) Реферат: Изобретение относится к области первого уровня. На тяговом стержне и кожухе железнодорожного транспорта, а именно к буфера установлена предотвращающая вращение тяговым устройствам, комбинированным с конструкция второго уровня. Конструкция буферными устройствами. Тяговое устройство второго уровня выполнена в виде пластины, содержит кожух буфера, буферный стакан и закрепленной на стержне и кожухе. Достигается тяговый стержень. На тяговом стержне и унификация буферных устройств. ...

车钩伸缩装置及车钩

本发明提出一种车钩伸缩装置及车钩，其中车钩伸缩装置包括壳体，以及可沿壳体伸缩的牵引杆，壳体套接于牵引杆的外部，牵引杆的外侧面固定设置有限位块，壳体的内部套设有可与限位块接触的锁定环，锁定环与壳体同轴，锁定环与壳体可转动连接，锁定环的内表面沿轴向开设有通槽，通槽的形状与限位块对应，以在当通槽与限位块对中时，使限位块穿过通槽，继而在当牵引杆伸出完成后，通过锁定环的转动实现对限位块的阻挡，完成对牵引杆的伸出锁定；车钩包括上述车钩伸缩装置。本发明能够减小占用空间并且结构简单。

Absorbing mechanism assembly including case, contractible elastomer element and damping friction element

FIELD: transport. SUBSTANCE: absorbing mechanism assembly 84 comprises case 300 with one stopped end and exposed opposite end. note here that said case has rear part 321 located nearby stopped end and front part located nearby exposed end. Contractible elastomer spring 102 g is located at rear end and furnished with rear end adjoining stopped end inner surface. It comprises set of elastomer gaskets and plate-type separators 150, 190. EFFECT: decreased weight, damping of higher loads. 15 cl, 14 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 489 289 (13) C2 (51) МПК B61G B61G B61G 9/06 9/10 9/22 (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2009144278/11, 01.05.2008 (24) Дата начала отсчета срока действия патента: 01.05.2008 (73) Патентообладатель(и): УОБТЕК ХОЛДИНГ КОРП. (US) (43) Дата публикации заявки: 10.06.2011 Бюл. № 16 2 4 8 9 2 8 9 (45) Опубликовано: 10.08.2013 Бюл. № 22 2 4 8 9 2 8 9 R U (85) Дата начала рассмотрения заявки PCT на национальной фазе: 01.12.2009 C 2 C 2 (56) Список документов, цитированных в отчете о поиске: US 2006/043045 A1, 02.03.2006. US 5351844 A, 04.10.1994. US 2005/155947 A1, 21.07.2005. US 6488162 B1, 03.12.2002. US 4198037 A, 15.04.1980. RU 2283791 C1, 20.09.2006. RU 2225306 C2, 10.03.2004. RU 2173273 C2, 10.09.2001. (86) Заявка PCT: US 2008/005652 (01.05.2008) (87) Публикация заявки РСТ: WO 2008/137052 (13.11.2008) Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры" (54) УЗЕЛ ПОГЛОЩАЮЩЕГО АППАРАТА, СОДЕРЖАЩИЙ КОРПУС, СЖИМАЕМЫЙ ЭЛАСТОМЕРНЫЙ ПРУЖИННЫЙ ЭЛЕМЕНТ И ФРИКЦИОННЫЙ ДЕМПФИРУЮЩИЙ МЕХАНИЗМ (57) Реферат: Узел (84) поглощающего аппарата содержит корпусной элемент (300), закрытый на одном конце и открытый на противоположном конце, при этом корпусной элемент имеет заднюю часть (312), расположенную рядом с закрытым концом, и переднюю часть, расположенную рядом с открытым концом. Сжимаемая ...

FRICTION ABSORBING UNIT

РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2015 137 027 A (51) МПК B61G 9/06 (2006.01) B61G 9/10 (2006.01) F16F 7/08 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2015137027, 31.08.2015 (71) Заявитель(и): Общество с ограниченной ответственностью "Техсинтэк" (BY) Приоритет(ы): (22) Дата подачи заявки: 31.08.2015 (43) Дата публикации заявки: 06.03.2017 Бюл. № 07 A 2 0 1 5 1 3 7 0 2 7 R U Стр.: 1 A (57) Формула изобретения 1. Фрикционный поглощающий аппарат, содержащий корпус с днищем и горловиной, в которой расположен фрикционный узел, состоящий из нажимного элемента и клиньев, а на днище расположено предварительно поджатое возвратно подпорное устройство, отличающийся тем, что нажимной элемент снабжен выпуклой криволинейной поверхностью, а клинья - вогнутыми криволинейными поверхностями, при этом между нажимным элементом и клиньями расположены распорные элементы с выпуклой и вогнутой криволинейными поверхностями, причем вогнутые криволинейные поверхности распорных элементов сопряжены с выпуклой криволинейной поверхностью нажимного элемента, а выпуклые криволинейные поверхности распорных элементов сопряжены с вогнутыми криволинейными поверхностями клиньев. 2. Аппарат по п. 1, отличающийся тем, что распорные элементы выполнены в виде призмы с прямолинейными боковыми поверхностями, сужающимися друг к другу от вогнутой криволинейной поверхности распорных элементов к их выпуклой криволинейной поверхности. 2 0 1 5 1 3 7 0 2 7 (54) ФРИКЦИОННЫЙ ПОГЛОЩАЮЩИЙ АППАРАТ R U Адрес для переписки: 213826, Респ. Беларусь, Могилевская обл., г. Бобруйск, а/я 14, ООО "Техсинтэк" (72) Автор(ы): Прокопчик Андрей Николаевич (BY), Головач Олег Николаевич (BY)

Coupler

FIELD: rail vehicles.SUBSTANCE: coupler (10) comprises first gimbal (31; 32) defining a pivot that is secured to mounting (41) for securing to a frame of a vehicle, wherein the pivot also comprises a second gimbal, and in said pivot the axes of the gimbals are mutually perpendicular, wherein the pivot is also secured to buffer column (39), part of which protrudes on an opposite side of the pivot to mounting (41) such that buffer column (39) is moveable relative to mounting (41) with at least two degrees of freedom. Buffer column (39) defines free (42) end that is remote from mounting (41) and that is securable to a further member. Buffer column (39) also includes both a reversible buffer that attenuates buff and draft forces acting between free end (42) and mounting (41), and also a non-reversible buffer that attenuates buff forces acting between free end (42) and mounting (41) and attaining or exceeding a predetermined energy threshold, the reversible and non-reversible buffers overlapping over part of their lengths in buffer column (39) which in turn overlaps one of the pivots.EFFECT: providing a compact, easy-to-maintain device.14 cl, 5 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 668 143 C2 (51) МПК B61G 11/16 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B61G 11/16 (2006.01) (21)(22) Заявка: 2014136525, 08.09.2014 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): ТИ ЭЙ СЭЙВЕРИ ЭНД КО., ЛТД. (GB) Дата регистрации: 26.09.2018 (56) Список документов, цитированных в отчете о поиске: US 2007/0107623 A1, 17.05.2007. US 2012/0199545 A1, 09.08.2012. US 2012/0031299 A1, 09.02.2012. RU 2438899 C2, 10.01.2012. 09.09.2013 GB 1316009.8 (43) Дата публикации заявки: 27.03.2016 Бюл. № 9 (45) Опубликовано: 26.09.2018 Бюл. № 27 2 6 6 8 1 4 3 (54) СОЕДИНИТЕЛЬНЫЙ ЭЛЕМЕНТ (57) Реферат: Соединительный элемент (10) содержит первый карданный шарнир (31; 32), образующий поворотное соединение, ...

Friction draft gear for railway vehicle and housing of such gear

FIELD: transportation. SUBSTANCE: friction draft gear for railway transport has a bottom and a side wall that define the inner housing space open from one end. In the side wall of the housing, receiving windows are provided for receiving the bent end of the corresponding fixed friction plate. On the side wall of the body, support flanges are formed for supporting the fixed plates in the longitudinal direction of the housing. The housing is provided with a recess of a depth h not less than 1 mm, the recess width H is not less than the width of the support surface of the fixed plate. The recesses are filled with a material, the hardness and wear resistance of which are higher than the housing material. EFFECT: increasing the wear resistance of the friction draft gear. 5 cl, 3 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 641 956 C1 (51) МПК B61G 9/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B61G 9/00 (2006.01) (21)(22) Заявка: 2017103055, 30.01.2017 (24) Дата начала отсчета срока действия патента: Дата регистрации: 23.01.2018 (45) Опубликовано: 23.01.2018 Бюл. № 3 Адрес для переписки: 241050, г. Брянск, ул. Фокина, 67, оф. 5, Гурову Александру Михайловичу (73) Патентообладатель(и): Болдырев Алексей Петрович (RU), Гуров Александр Михайлович (RU) 2 6 4 1 9 5 6 R U 2578705 C1, 27.03.2016. US 4262888 A1, 21.04.1981. (54) ФРИКЦИОННЫЙ ПОГЛОЩАЮЩИЙ АППАРАТ ДЛЯ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТНОГО СРЕДСТВА И КОРПУС ТАКОГО АППАРАТА (57) Реферат: Группа изобретений относится к отформованы опорные полки для опирания железнодорожному транспорту, в частности к неподвижных пластин в продольном направлении фрикционным поглощающим аппаратам. Корпус корпуса. Корпус снабжен впадиной глубиной h фрикционного поглощающего аппарата для не менее 1 мм, ширина впадины Н не менее железнодорожного транспорта имеет дно и ширины опорной поверхности неподвижной боковую стенку, которые задают открытое с пластины. Впадины заполнены ...

Cushioning unit to absorb impact and traction dynamic loads (versions) and friction mechanism for said unit

FIELD: transport. SUBSTANCE: cushioning unit 76, 78 comprises elastic cushioning element 102 and friction mechanism 220 arranged axially inside traction yoke 20. Friction mechanism is arranged between the elastic cushioning element and front thrust plate 60. Two elastic cushioning elements with friction mechanism arranged there between may well be used. EFFECT: reduced weight, higher reliability. 22 cl, 6 dwg (19) РОССИЙСКАЯ ФЕДЕРАЦИЯ RU (11) 2 456 190 (13) C2 (51) МПК B61G B61G B61G 9/06 9/10 9/22 (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2009144283/11, 01.05.2008 (24) Дата начала отсчета срока действия патента: 01.05.2008 (43) Дата публикации заявки: 10.06.2011 Бюл. № 16 2 4 5 6 1 9 0 R U (85) Дата начала рассмотрения заявки PCT на национальной фазе: 01.12.2009 C 2 C 2 (56) Список документов, цитированных в отчете о поиске: US 2817445 А, 24.12.1957. US 3799360 А, 26.03.1974. US 2858030 A, 28.10.1958. US 6446820 В1, 10.09.2002. US 1852486 А, 05.04.1932. US 761795 А, 07.06.1904. RU 2283791 С1, 20.09.2006. RU 2225306 С2, 10.03.2004. RU 2173273 С2, 10.09.2001. (86) Заявка PCT: US 2008/005598 (01.05.2008) (87) Публикация заявки РСТ: WO 2008/134079 (06.11.2008) Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры" (54) ПОГЛОЩАЮЩИЙ АППАРАТ ДЛЯ АМОРТИЗАЦИИ УДАРНЫХ И ТЯГОВЫХ ДИНАМИЧЕСКИХ НАГРУЗОК (ВАРИАНТЫ) И ФРИКЦИОННЫЙ МЕХАНИЗМ ДЛЯ ПОГЛОЩАЮЩЕГО АППАРАТА (57) Реферат: Поглощающий аппарат (76, 78) упругий амортизирующий элемент фрикционный механизм (220), аксиально установлены внутри хомута (20). Фрикционный располагается между концом амортизирующего элемента и передней упорной плитой (60). Возможно применение пары упругих амортизирующих элементов с фрикционным механизмом, установленным между ними. Обеспечивается облегченный и надежный поглощающий аппарат для больших динамических нагрузок. 6 н. и 16 з.п. ф-лы, 6 ил. ...

Telescopic device for auto coupling, and auto coupling

FIELD: railway transport.SUBSTANCE: group of inventions relates to the field of railway transport, in particular, to telescopic automatic couplers, as well as automatic couplers equipped with such a device. The telescopic device contains a housing and a pull rod. The rod can be extended and retracted into the body. A limiting stop is located on the outer side surface of the rod. A retaining ring is located inside the housing. The ring is rotatably connected to the body. A through groove is made on the inner surface of the ring through which the limiting stop of the rod can pass. The extension of the pull rod is blocked by turning the locking ring after the extension of the rod is complete.EFFECT: design of the automatic coupler is simplified.10 cl, 13 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 747 675 C1 (51) МПК B61G 9/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B61G 9/04 (2021.02) (21)(22) Заявка: 2020133905, 30.11.2018 (24) Дата начала отсчета срока действия патента: Дата регистрации: Приоритет(ы): (30) Конвенционный приоритет: 27.06.2018 CN 201810677483.7 (56) Список документов, цитированных в отчете о поиске: CN 102424057 B, 15.04.2015. RU 173118 U1, 14.08.2017. RU 176272 U1, 15.01.2018. (45) Опубликовано: 12.05.2021 Бюл. № 14 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 15.10.2020 (86) Заявка PCT: 2 7 4 7 6 7 5 R U (87) Публикация заявки PCT: WO 2019/101218 (31.05.2019) C 1 C 1 CN 2018/118557 (30.11.2018) 2 7 4 7 6 7 5 (73) Патентообладатель(и): СиЭрЭрСи ЦИНДАО СЫФАН РОЛЛИН СТОК РИСЁРЧ ИНСТИТЬЮТ КО., ЛТД. (CN) 12.05.2021 R U 30.11.2018 (72) Автор(ы): ВАН, Гуанчао (CN), ЛЮ, Хуэй (CN), ТЯНЬ, Цяньцянь (CN) Адрес для переписки: 123242, Москва, пл. Кудринская, 1, а/я 35, "Михайлюк, Сороколат и партнеры патентные поверенные" (54) ТЕЛЕСКОПИЧЕСКОЕ УСТРОЙСТВО ДЛЯ АВТОСЦЕПКИ И АВТОСЦЕПКА (57) Реферат: Группа изобретений относится к области корпуса расположено стопорное кольцо. Кольцо ...

Load absorbing device

FIELD: machine building. SUBSTANCE: load absorbing device, comprises a casing (1) with a neck (11) and bottom (2), located on the bottom parcel (3) of the mounted one above the other elastic elements (4-9), interleaved by plates (14-17) through which a pivot (10) fixed in the casing passes, and load transfer mechanism (12) on the parcel of elastic elements positioned in the casing neck. Elastic elements (6, 7, 8) placed one after other are installed anywhere of their parcel, so that they form a contour (13) widening towards the bottom of the casing. EFFECT: higher device reliability. 12 cl, 20 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 615 588 C2 (51) МПК B61G 9/06 (2006.01) B61G 9/10 (2006.01) F16F 1/40 (2006.01) F16F 7/09 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ФОРМУЛА (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ РОССИЙСКОЙ ФЕДЕРАЦИИ 2015118088, 14.05.2015 (24) Дата начала отсчета срока действия патента: 14.05.2015 (72) Автор(ы): ГОЛОВАЧ Олег Николаевич (BY) (73) Патентообладатель(и): ГОЛОВАЧ Олег Николаевич (BY) Дата регистрации: (56) Список документов, цитированных в отчете о поиске: WO 2012/057721 A1, 03.05.2012. RU Приоритет(ы): (22) Дата подачи заявки: 14.05.2015 (43) Дата публикации заявки: 10.12.2016 Бюл. № 34 Адрес для переписки: 220050, Республика Беларусь, г. Минск, а/я 329, Головачу О.Н. 2 6 1 5 5 8 8 R U (57) Формула изобретения 1. Устройство, поглощающее нагрузки, содержащее корпус с горловиной и днищем и расположенный на днище пакет установленных друг на друге упругоэластичных элементов, перемеженных пластинами, сквозь который пропущен закрепленный в корпусе стержень, а также содержащее в горловине корпуса механизм передачи нагрузок на пакет упругоэластичных элементов, причем несколько расположенных друг за другом упругоэластичных элементов установлены таким образом, что ими образован контур, расширяющийся к днищу корпуса, отличающееся тем, что упомянутый контур образован более чем двумя расположенными друг за другом ...

Manufacturing method of compressed elastomeric spring; manufacturing method of multiple-link compressed spring assembly and method providing axial linearity and/or stability in lateral direction in multiple-link compressed spring assembly

FIELD: machine building. SUBSTANCE: inventions refer to machine-building industry. Spring manufacturing method involves arrangement of one compressed elastomeric gasket with a central projection between a pair of metal plates with central hole and multiple teeth around its edge, as well as alignment of teeth with the corresponding central projection. Manufacturing method of spring assembly provides for manufacture of multiple-link pack of gaskets separated with plates, application of axial force to spring assembly, piercing of gaskets with teeth, penetration of teeth through the specified distance into the gasket and mechanical attachment of gasket to plates, and then, removal of axial load from spring assembly. In the method providing axial linearity during multiple cushioning of axial dynamic impact loads exceeding 7500 pounds per square inch there used are many compressed elastomeric gaskets from copolyester polymer, which have a slot against axial projection. EFFECT: improvement of axial linearity and stability in lateral direction of multiple-link compressed spring assembly. 9 cl, 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 467 222 (13) C2 (51) МПК F16F 1/40 (2006.01) B61G 9/06 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2009144274/11, 01.05.2008 (24) Дата начала отсчета срока действия патента: 01.05.2008 (73) Патентообладатель(и): УОБТЕК ХОЛДИНГ КОРП. (US) (43) Дата публикации заявки: 10.06.2011 Бюл. № 16 2 4 6 7 2 2 2 (45) Опубликовано: 20.11.2012 Бюл. № 32 (56) Список документов, цитированных в отчете о поиске: US 4198037 А, 15.04.1980. US 5351844 А, 04.10.1994. SU 1709141 А1, 30.01.1992. (85) Дата начала рассмотрения заявки PCT на национальной фазе: 01.12.2009 2 4 6 7 2 2 2 R U (87) Публикация заявки РСТ: WO 2008/137013 (13.11.2008) C 2 C 2 (86) Заявка PCT: US 2008/005584 (01.05.2008) Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и ...

Railcar energy absorption/coupling system

A railcar energy absorption/coupling system including a cushioning assembly arranged in operable combination with a coupler and a yoke. The cushioning assembly is positioned in a draft pocket defined by a draft sill on a railcar between the front and rear stops. The yoke consists of a back wall along with top and bottom walls which are joined to and axially extending from the back wall toward a forward end of the cushioning assembly. The back wall of the yoke is disposed to contact the rear end of the cushioning assembly. The top and bottom walls of the yoke are operably coupled to a shank portion of the coupler toward a forward end of the yoke. The top and bottom walls of the yoke each include stop members which extend in opposed lateral directions from each other and limit draft travel while maximizing buff travel and limit total combined travel of the energy absorption/coupling system. The energy absorption/coupling system has a neutral position, a full buff position disposed a first predetermined distance from the neutral position, and a full draft position disposed a second predetermined distance from the neutral position, with the full buff and full draft positions for the energy absorption coupling system being disposed in opposite directions from the neutral position.

Selective cushioning apparatus assembly

A selective cushioning apparatus for a railway car absorbs draft and buff loads applied to a coupler of a railway car during train assembly and normal operation. The apparatus according to the invention provides better cushioning than a conventional draft gear without the excessive travel and maintenance issues of a hydraulic cushioning unit. In embodiments, the selective cushioning unit is adapted to fit into an AAR standard pocket for a hydraulic cushioning unit.

Railway draft gear

Railcar draft gear assembly and system

A draft gear assembly is disclosed alone and in combination with a draft sill and a coupler. The draft sill has front and rear stops defining a draft gear pocket. The draft gear assembly has a yoke, a coupler follower, a rear follower, a front resilient member and a back resilient member. The yoke has top and bottom stops. The coupler follower is biased against the yoke top and bottom stops. The draft gear assembly also includes a center rod that extends through the yoke, through the back resilient member and through the rear follower. Prior to installation on a railcar, there is a shortening member on the center rod. The length of the assembly between the shortening member and the front of the coupler follower is slightly less than the longitudinal length of the draft gear pocket. After installation, the rear follower is positioned against rear stops of the draft sill. After installation, the yoke, coupler and coupler follower each have a neutral position and a full buff position. The yoke and coupler also have a full draft position. The draft stroke of the coupler and yoke is 1¼ inches forward. The buff stroke of the coupler and coupler follower is at least 4¼ inches rearward, while the buff stroke of the yoke is 3 inches rearward. The center rod is free from compression throughout buff movement and free from tension throughout draft movement of the coupler and yoke.

Draft gear with arrangement for preventing energy absorbing material degradation

A draft gear assembly includes a yoke (102) and a coupler follower (109) disposed within the yoke. A front compressible resilient member (120) is disposed intermediate the yoke and the coupler follower. A rear compressible resilient member (110) engages a back wall of the yoke at one end and engages a rear follower (106) at a distal end. A center rod (118) extends through the rear compressible resilient member and the rear follower and engages a shortening member. A plurality of stops members (202) are attached to the back wall of the yoke for limiting compression of the rear compressible resilient member during buff travel. The stop members may be extended toward the coupler follower for limiting compression of the front compressible resilient member during draft travel. Alternatively, a center rod (228) or elastomeric pads (112) may be adapted for limiting compression of the resilient compressible members during buff and draft travel. Stops for limiting compression may be also attached to a center sill.

Pulling and pushing apparatus

FIELD: machinery. SUBSTANCE: invention relates to the field of pulling apparatuses for railway transport, particularly to pulling and pushing apparatuses. The apparatus is connected to the body with a connecting rod through a pulling clamp. The energy dissipation apparatus is located between the end section of the connecting rod and the body of the wagon. Pulling and pushing forces are transmitted through the dissipation apparatus to the bumper sections of the body of the wagon. The energy dissipation apparatus includes reversible and irreversible energy dissipation apparatuses. Pulling forces are transmitted only through the reversible apparatus. Pushing forces are transmitted through the reversible and the irreversible apparatuses. The irreversible apparatus is located in the direction of the pushing force flow after the reversible apparatus. The apparatus contains frontal and rear transmission elements, wherein a pre-stressed reversible energy dissipation apparatus is located between said elements. EFFECT: structure of the traction apparatus is simplified. 16 cl, 4 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 745 875 C2 (51) МПК B61G 9/04 (2006.01) B61G 9/06 (2006.01) B61G 11/16 (2006.01) F16F 13/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B61G 9/04 (2020.02); B61G 9/06 (2020.02); B61G 11/16 (2020.02); F16F 13/00 (2020.02) (21)(22) Заявка: 2018139526, 27.03.2017 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): ФОЙТ ПАТЕНТ ГМБХ (DE) Дата регистрации: 02.04.2021 Приоритет(ы): (30) Конвенционный приоритет: 11.04.2016 DE 10 2016 205 981.5 (43) Дата публикации заявки: 12.05.2020 Бюл. № 14 (45) Опубликовано: 02.04.2021 Бюл. № 10 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 12.11.2018 2 7 4 5 8 7 5 (56) Список документов, цитированных в отчете о поиске: WO 2016/026708 A1, 25.02.2016. SU 850462 A1, 30.07.1981. UA 13849 A, 25.04.1997. R U 27.03.2017 (72) Автор(ы ...

Friction absorbing apparatus

FIELD: transportation. SUBSTANCE: invention relates to railway transport, in particular to friction absorbing apparatuses. Friction absorption apparatus comprises a housing having a bottom and a side wall cooperating to define the inner space of the housing open at one end. Inside the case there is a friction spacer block consisting of a pressure cone, friction wedges, fixed friction plates, movable friction plates, support plate is supported by a set of elastic elements, which, in turn, rests on the bottom of the housing. On the surface of the support plate facing the bottom of the housing, a spherical recess is made into which a supporting initial elastic member facing the surface is mounted. Wall of the recess forms a limiting stop flush with the surface of the base plate, which prevents the initial elastic member from expanding in the direction of the side wall of the housing. EFFECT: increase in the efficiency of the friction absorber is achieved. 1 cl, 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 654 173 C1 (51) МПК B61G 9/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B61G 9/00 (2006.01) (21)(22) Заявка: 2017123836, 05.07.2017 (24) Дата начала отсчета срока действия патента: Дата регистрации: 16.05.2018 (45) Опубликовано: 16.05.2018 Бюл. № 14 Адрес для переписки: 241050, г. Брянск, ул. Фокина, 67, оф. 5, Гурову Александру Михайловичу (73) Патентообладатель(и): Болдырев Алексей Петрович (RU), Гуров Александр Михайлович (RU) 2 6 5 4 1 7 3 R U 165253 U1, 10.10.2016. US 4960215 A1, 02.10.1990. (54) ФРИКЦИОННЫЙ ПОГЛОЩАЮЩИЙ АППАРАТ (57) Реферат: Изобретение относится к железнодорожному на дно корпуса. На поверхности опорной транспорту, в частности к фрикционным пластины, обращенной ко дну корпуса, поглощающим аппаратам. Фрикционный выполнена сферическая выемка, в которую поглощающий аппарат содержит корпус, установлен обращенный к этой поверхности имеющий дно и боковую стенку, совместно опорный ...

The elastomeric pad that is used for compressible elastomeric spring

一种弹性的可压缩弹性体垫，包括：主体，所述主体限定所述垫的中心轴线，所述主体由预定材料制成并具有外周侧表面、第一轴向端部和第二轴向端部，所述第一轴向端部和所述第二轴向端部分别具有与所述中心轴线正交设置的平整表面。凸出的第一突起形成在所述第一轴向端部的所述平整表面上的中心位置，凸出的第二突起形成在所述第二轴向端部的所述平整表面上的中心位置。第一槽形成在所述第一轴向端部的所述平整表面中并与所述第一突起的外周侧表面邻接，第二槽形成在所述第二轴向端部的所述平整表面中并与所述第二突起的外周侧表面邻接。

The special magnetic oxygen canister one buffer unit of train

火车专用的磁氧碳罐一体缓冲装置，它涉及一种磁氧碳罐一体缓冲装置。目前在火车上相邻节车厢中的缓冲装置结构复杂且功能单一，同时车厢内乘客或物品堆放密集导致厢内空气质量差且净化成本高，难以保证车厢内空气的流通和净化。本发明中所述缓冲器设置在钩尾框内，车钩的一端为挂置端，车钩的另一端为固定端，车钩的固定端通过钩尾销铰接在钩尾框内且该端通过后从板与缓冲器的一端相连接，缓冲器的另一端通过前从板与钩尾框的内壁固定连接，前通气件与钩尾框的外壁固定连接，车钩的挂置端与后通气件的前端可拆卸连接，磁氧碳罐机设置在火车中后一节车厢内，磁氧碳罐机与后通气件的后端相连通。本发明用于火车的厢内空气净化和车厢间的缓冲。

DAMPFER AUTOSCEPT

Damping part of the device for energy absorption

The invention relates to the field of transport engineering and concerns vehicle shock absorbers. The objective of the invention is to increase the efficiency of the damping part of the energy absorption device by increasing the energy absorption capacity of resilient-elastic elements used in the dampers installed in the energy absorption devices provided with a boss, and to ensure equality of stiffness of each of those resilient-elastic elements. The damping part of the energy absorption device contains a pre-loaded damper (A), located on the bottom (G) of a case (K), enclosing its boss (1) and a rod (2) passed therethrough. The pre-loaded damper (A) is made of resilient-elastic elements (4, 4') interleaved with plates (3), one of said elements (4') is a supporting one. The resilient-elastic elements (4, 4') are made of the volume of material enclosed between their curved side surface (C) and end surfaces (T), and are provided with a through hole (5, 5') along main axis (O1), edges (6) of the hole being mated with said end surfaces (T). The boss (1) is located in the through hole (5') of said supporting resilient- elastic element (4'). Width (S1) and size (D) of the through hole (5') of said supporting resilient-elastic element (4') is larger than width (S2) and size (d) of the hole (5) of the remaining resilient-elastic elements (4), while on the curvilinear side surface (C) of the resilient-elastic elements (4, 4') a relief (R) is made. Additional distinctive features of the invention are as follows: a plate (3) located on the supporting resilient-elastic element (4') is designed in such a way that at maximum compression of the damper it is concaved in the direction (P) toward the boss (1), while the end surfaces (T) of the resilient-elastic elements (4, 4') are inclined in the direction away from the curved side surface (C) to the main axis (O1), and the magnitude of the inclination is from 0 to 5; more than one ...

Railroad car draft gear having a long travel

A friction/elastomeric pad draft gear to cushion and absorb impacting forces on a railroad car coupler system. The friction/elastomeric pad draft gear includes a housing with a closed end and an open opposite end with a major axis extending therebetween. The open opposite end is provided with inwardly tapered extended internal friction surfaces. A wedge is mounted for axial movement in the open end of said housing and friction devices are positioned within the housing between the wedge and the extended internal friction surfaces. A spring seat is positioned adjacent the friction devices and on top of the elastomeric pad stack. The friction devices engagement with the wedge: forms a first selected angle of about 35 degrees ±3 degrees; forms a second selected angle of about 2.25 degrees, ± about 0.25 degrees, with the extended tapered internal friction surface; and forms a third selected angle of about 90 degrees, ±4 degrees, with the spring seat, all in respect to the major axis.

Railway car large-stroke draft gear

FIELD: railway transport; draft gears. SUBSTANCE: proposed draft gear has housing with closed end part and opposite open end part between which main axle passes. Open end part is made with tapering inwards elongated inner friction surfaces. Wedge is installed in open end part of said housing for axial displacement, and friction members are installed in housing between wedge and elongated inner friction surfaces. Spring stop adjoining friction members is installed on end of pack of elastomer pads. Surfaces of friction members mating with wedge, elongated tapering inner friction surface and spring stop are arranged relative to main axle at first preset angle of ±, at second preset angle of ± and third preset angle of ±. EFFECT: provision of draft gear with large stroke. 16 cl, 13 dwg эЭ0$59есс ПЧ сэ РОССИЙСКОЕ — АГЕНТСТВО ПО ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (19) (11) (13) РО 2 225 306 ОМК’ В 64 © 9/18 С2 12 ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ РОССИЙСКОЙ ФЕДЕРАЦИИ (21), (22) Заявка: 2001112801/11 , 15.05.2001 (72) Изобретатель: КАРЛСТЕД Ричард А. (15) (24) Дата начала действия патента: 15.05.2001 (73) Патентообладатель: (30) Приоритет: 13.02.2001 0$ —09/782114 (43) Дата публикации заявки: 10.06.2003 (46) Дата публикации: 10.03.2004 (56) Ссылки: КУ 2068130 С71, 20.10.1996. 1015148 А, 30.04.1983. 4$ 5897093 А, 27.04.1999. ЕР 0499518 АЛ, 19.08.1992. (98) Адрес для переписки: 113834, Москва, Раушская наб., 4/5, "Агентство по патентной информации", пат.пов. И.Л. Кольцову Майнер Энтерпрайзис, Инк. (1$) (74) Патентный поверенный: Скибневский Андрей Юрьевич $0 ПК (54) ПОГЛОЩАЮЩИЙ АППАРАТ ЖЕЛЕЗНОДОРОЖНОГО ВАГОНА, ИМЕЮЩИЙ БОЛЬШОЙ РАБОЧИЙ ХОД (57) Изобретение относится к поглощающим аппаратам. Сущность изобретения заключается в том, что поглощающий аппарат содержит корпус с закрытой концевой частью и противоположной открытой концевой частью, между которыми проходит главная ось. Открытая концевая часть выполнена со сходящимися на конус внутрь удлиненными внутренними фрикционными ...

Elastomeric pad for a compressible elastomeric spring

A compressible resilient elastomeric pad includes a body defining a central axis, the body formed from a predetermined material and having each of a peripheral side surface, a first axial end and a second axial end, each of the first and second axial ends having a flat surface thereof disposed normal to such central axis. A first raised projection is centrally formed on the flat surface of the first axial end and a second raised projection is centrally formed on the flat surface of the second axial end. A first groove is formed in the flat surface of the first axial end in abutting relationship with a peripheral side surface of the first projection and a second groove is formed in the flat surface of the second axial end in abutting relationship with a peripheral side surface of the second projection.

Railroad car draft gear

A railroad car draft gear including a housing having an open end with a friction clutch assembly arranged in operable combination therewith. An elongated elastomeric spring assembly is disposed within the housing for storing energy during axial compression of the draft gear. A spring seat is arranged within the housing between the spring assembly and an end portion of each friction member forming part of the friction clutch assembly. The spring seat defines a surface, arranged in contacting relation with an end of the spring assembly, and defining at least one incongruity for allowing the elastomer of the spring assembly to combine therewith so as to establish a mechanical bond between the spring assembly and the spring seat.

Railcar elastomeric spring

A cold formed railcar spring including a spring pad formed from a preform of thermoplastic polyester elastomer having a durometer hardness ranging between about 40 and about 45 on the D Shore scale and sandwiched between a pair of metal plates. Each metal plate has a generally centralized bore extending therethrough and includes a plurality of radially spaced mechanical fasteners formed as an integral part of each plate. Each fastener has first and second generally parallel surfaces and a barb along a length thereof such that, upon axial compression of the preform, the fastener is pressed axially inward of one end of the preform such that the barb on the fastener mechanically interlocks with the spring pad whereby securing the plate to the spring pad.

Railcar draft gear spring assembly and method of making an elastomeric spring unit

A railcar draft gear spring assembly including an axial stack of spring units. Each spring unit is formed from a non-circular elastomeric preform having a series of spaced corners with recessed sides extending between the corners. The preform includes a lobe formed at each corner for channeling the flow of elastomer when the preform is compressed between a pair of non-circular metal plates. Each plate has an outer profile and a series of grippers extending in a common direction away from one surface of the plate. The grippers are arranged in a predetermined pattern relative to each other and relative to the preform for initially positioning the non-circular preformed block of copolyester elastomer relative to the plates and for thereafter restricting the flow of elastomer relative to the outer profile of the plates.

Coupler buffer of railway truck

本发明公开了一种铁路货车车钩缓冲器，包括车钩、与所述车钩固定相连的钩尾框、设置于所述钩尾框内部的牵引缓冲单元以及与所述钩尾框底部相接的压缩缓冲单元，并且所述牵引缓冲单元包括多对叠合的牵引缓冲单体，且每对牵引缓冲单体中的牵引缓冲单体的接触面上均设置有相互配合的第一定位凹槽和第一定位突起。由于牵引缓冲单元在起缓冲作用时是处于压缩状态的，而在压缩的过程中牵引缓冲单体上的第一定位突起将嵌入到第一定位凹槽中，这就使得牵引缓冲单体之间无法产生横向运动，因而使得整个缓冲单元只能够沿纵向移动。这就有效避免了车钩缓冲器的牵引缓冲单元在纵向移动的同时产生横向移动，从而有效保护了车钩缓冲器不被破坏。

Railcar draft gear assembly and related method for assembling a railcar draft gear

A railcar draft gear assembly including a housing, a spring sea, a spring and a friction clutch assembly in operable combination relative to each other within the housing. The spring includes a series of axially stacked elastomeric pads arranged between a closed end of the housing and the spring seat. An axially elongated guide rod is endwise passed through the spring seat and elastomeric pads for aligning the pads relative to a longitudinal axis of the draft gear assembly. The guide rod is operably inhibited from axial shifting movements during operation of the draft gear assembly. A related method for assembling the draft gear is also disclosed.

Railcar draft gear assembly

A railcar draft gear assembly specifically designed to consistently and repeatedly withstand up to about 110,000 ft-lbs of energy imparted thereto while not exceeding a force level of 900,000 lbs. and while having a wedge member of the draft gear assembly travel in an inward axial direction of less than about 4.5 inches relative to an open end of the draft gear.

Double friction draft gear assembly

A dual friction draft gear assembly for a car coupling system of a rail car includes a housing having an internal chamber. One or more friction shoes are disposed within the internal chamber. A first load block has, defines, or otherwise provides a first angled interface with the one or more friction shoes. A second load block has, defines or otherwise provides a second angled interface with the one or more friction shoes.

Cushioning device apm-120 for rail vehicles

Поглинаючий апарат для залізничного транспорта складається із корпуса, в якому розміщений натискний конус, рухомі фрикційні пластини і нерухомі фрикційні пластини зі зносостійкими елементами, фрикційні клини, що контактують з опорною плитою, яка опирається на опорний вузол, що складається із симетричних відносно осі еластомерних елементів, розділених металевими пластинами і рухомо посаджених на болт, розташований центрально в корпусі, при цьому еластомерні елементи мають бочкоподібну форму, розділяючі металеві пластини виконані у вигляді плоских дисків, на розділяючий металевій пластині, що розташована поблизу днища корпусу, встановлена направляюча втулка, прикріплена до виступу днища корпусу. Разом з розділяючою металевою пластиною, яка розташована найближче до днища корпусу, додатково встановлені регулюючі пластини у певному кількісному співвідношенні залежно від конкретного значення довжини початкової затяжки поглинаючого апарата.

Friction shock absorber

The invention relates to the field of transport engineering and concerns friction shock absorbers for vehicles, particularly absorbing devices located between railway train cars. The aims consists in increased reliability of a frictional shock absorber. A friction shock absorber comprises a body (1) formed in the direction of the longitudinal axis (O1) by walls (2) and a bottom (3). A pressure wedge (4) and spacer wedges (5, 5') in contact with each other along the surfaces (n1, n2) inclined to the longitudinal axis (O1) are located in the body (1), wherein a return and retaining apparatus (6) is located between said wedges and the bottom (3). The spacer wedges (5, 5') are located with the friction surfaces (f) thereof in contact with guiding elements (N) of the frictional shock absorber. Provided is the possibility of settling the spacer wedges (5) and the pressure wedge (4) inside the body (1). Near the geometric center (C) of the spacer wedges (5), the inclined surfaces (n2) thereof are made with protrusions (7) towards the pressure wedge (4) the inclined surfaces (n1) of the pressure wedge (4) in contact with the inclined surfaces (n2) of the spacer wedges (5) are made with concavities (8).Other features of the invention and connections therebetween are also described.

Railroad freight car coupling system

A railroad freight car coupling system utilizing purely mechanical cushioning assemblies at opposed ends of the ear. Each cushioning assembly includes an elongated draft gear assembly including two individually operable and axially spaced assemblies for absorbing both buff and draft forces. Each draft gear assembly includes an axially elongated and hollow metal housing with a first open end and a second open end disposed in longitudinally spaced relation relative to each other. The draft gear assembly is provided with first and second spring biased assemblies at opposed open ends of the housing for absorbing, storing and returning energy directed against a railroad freight ear with which the draft gear assembly is arranged in operable combination.

Wedge lock device

In a draft gear having a housing which has an open top, a solid bottom and a tapered bore which defines a shoulder extending around the inside circumference of the draft gear housing, a locking piece which has a hub portion, and outwardly extending fingers therefrom which are positioned beneath and engage the shoulder of the draft gear housing. The draft gear is maintained in assembled operation by a securing means which has a shank portion which extends upwardly from beneath the hub portion of the locking piece through a hole provided in the base of the wedge and which has a nut secured on the threaded end thereof.

Elastomeric pad for a compressible elastomeric spring

A compressible resilient elastomeric pad includes a body defining a central axis, the body formed from a predetermined material and having each of a peripheral side surface, a first axial end and a second axial end, each of the first and second axial ends having a flat surface thereof disposed normal to such central axis. A first raised projection is centrally formed on the flat surface of the first axial end and a second raised projection is centrally formed on the flat surface of the second axial end. A first groove is formed in the flat surface of the first axial end in abutting relationship with a peripheral side surface of the first projection and a second groove is formed in the flat surface of the second axial end in abutting relationship with a peripheral side surface of the second projection.

Elastomeric draft gear having a housing

A draft gear assembly for cushioning both buff and draft dynamic impact forces being applied to a center sill member of a railway vehicle includes a housing member closed at one end and open at an opposed end, the housing member having a rear portion adjacent the closed end and a front portion adjacent the open end. At least one compressible elastomeric spring is positioned within the rear portion and has a rear end thereof abutting at least a portion of an inner surface of the closed end. A friction clutch mechanism is also provided in abutting engagement with each of the front end of the compressible elastomeric spring and the coupler shank. The housing member may be provided with a pair of ledge portions disposed intermediate its ends and attachment members disposed on the open end for attaching the housing member directly to the coupler shank.

Railroad car draft gear

A railroad car draft gear including a housing having an open end with a friction clutch assembly arranged in operable combination therewith. An elongated elastomeric spring assembly is disposed within the housing for storing energy during axial compression of the draft gear. A spring seat is arranged within the housing between the spring assembly and an end portion of each friction member forming part of the friction clutch assembly. The spring seat defines a surface, arranged in direct contacting relation with an end of the spring assembly, and defines at least one surface incongruity for limiting radial expansion with the elastomeric spring at the end of the spring assembly arranged in direct contacting relation with the spring seat along at least two axes when an axial load is applied to the draft gear.

Railroad car draft gear

A railroad car draft gear including a housing having an open end with a friction clutch assembly arranged in operable combination therewith. An elongated elastomeric spring assembly is disposed within the housing for storing energy during axial compression of the draft gear. A spring seat is arranged within the housing between the spring assembly and an end portion of each friction member forming part of the friction clutch assembly. The spring seat defines a surface, arranged in contacting relation with an end of the spring assembly, and defining at least one incongruity for allowing the elastomer of the spring assembly to combine therewith so as to establish a mechanical bond between the spring assembly and the spring seat.

Railroad car draft gear

A railroad car draft gear including a housing having an open end with a friction clutch assembly arranged in operable combination therewith. An elongated elastomeric spring assembly is disposed within the housing for storing energy during axial compression of the draft gear. A spring seat is arranged within the housing between the spring assembly and an end portion of each friction member forming part of the friction clutch assembly. The spring seat defines a surface, arranged in contacting relation with an end of the spring assembly, and defining at least one incongruity for allowing the elastomer of the spring assembly to combine therewith so as to establish a mechanical bond between the spring assembly and the spring seat.

Railcar elastomeric spring

A cold formed railcar spring including a spring pad formed from a perform of thermoplastic polyester elastomer having a durometer hardness ranging between about 40 and about 45 on the Shore D scale and sandwiched between a pair of metal plates. Each metal plate has a generally centralized bore extending therethrough and includes a plurality of radially spaced mechanical fasteners formed as an integral part of each plate. Each fastener has first and second generally parallel surfaces and a barb extending from a side of the fastener such that, upon axial compression of the preform, the fastener is pressed axially inward of one end of the perform such that the barb on the fastener mechanically interlocks with the spring pad whereby securing the plate to the spring pad.

Elastomer spring for railway car

FIELD: transport. SUBSTANCE: invention relates to machine building. This spring comprises spring element and two metal plates. Spring element is composed by billet made of thermoplastic polyether elastomer with Shore D hardness in the range of 40-45. Said billet features cylindrical shape and has axial hole. Elastomer is described by the fact that after axial contraction by 30% of initial billet length it retains a notable part of shortening caused by said contraction. Aforesaid plates can be attached to billet ends. Every plate has through central bores, shaped peripheral contour and multiple mechanical fasteners radially remote from the centre. Said fasteners are made integral with said plate, arranged perpendicular to its surface and have the tooth extending from fastener lateral side. In compliance with second version, said fasteners have base surfaces located perpendicular to the line dividing every plate in symmetric halves. In compliance with second version, said fasteners have base surfaces located perpendicular to the line dividing every plate in symmetric halves. EFFECT: higher reliability, ruled out excessive radial expansion of spring element at contraction. 17 cl, 23 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 510 702 C2 (51) МПК F16F 1/40 (2006.01) B61G 9/06 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2009133108/11, 03.09.2009 (24) Дата начала отсчета срока действия патента: 03.09.2009 Приоритет(ы): (30) Конвенционный приоритет: (72) Автор(ы): КАРЛСТЕДТ Ричард А. (US), ЧЕЗЛИ Родни К. (US), ДЖЕНСЕН Эрик Д. (US), ХОУК Дэвид М. (US) (43) Дата публикации заявки: 27.07.2011 Бюл. № 21 R U (73) Патентообладатель(и): Майнер Энтерпрайзис, Инк. (US) 10.09.2008 US 61/191,560 (45) Опубликовано: 10.04.2014 Бюл. № 10 A, 15.04.1980. DE 1993283 U, 05.09.1968. US 68660368 B2, 01.03.2005. US 6478173 B1, 12.11.2002. SU 27083 A1, 31.07.1932 2 5 1 0 7 0 2 R U (54) ЭЛАСТОМЕРНАЯ ПРУЖИНА ДЛЯ ...

Friction/elastomeric draft gear

A friction/elastomeric draft gear having a housing, a spring assembly arranged within the housing, and a friction clutch assembly having a wedge member and defining first sliding friction surface disposed at an angle θ relative to a longitudinal axis of the draft gear and a second friction surface disposed at an angle β relative to a longitudinal axis of the draft gear. The spring assembly is designed in combination with the angles θ and β of the first and second friction sliding surfaces relative to the longitudinal axis such that the draft gear consistently and repeatedly withstands between about 100 KJ and 130 KJ of energy imparted at less than three meganewtons over a range of travel of the wedge member in an inward axial direction relative to the draft gear housing not exceeding 120 mm.

Friction/elastomeric draft gear

A friction/elastomeric draft gear having a housing, a spring assembly arranged within the housing, and a friction clutch assembly having a wedge member and defining first sliding friction surface disposed at an angle θ relative to a longitudinal axis of the draft gear and a second friction surface disposed at an angle β relative to a longitudinal axis of the draft gear. The spring assembly is designed in combination with the angles θ and β of the first and second friction sliding surfaces relative to the longitudinal axis such that the draft gear consistently and repeatedly withstands between about 100KJ and 130 KJ of energy imparted at less than three meganewtons over a range of travel of the wedge member in an inward axial direction relative to the draft gear housing not exceeding 120mm.

Railroad freight car draft gear

A railroad freight car multipiece spring seat assembly including a spring seat, a top plate, and a spring. The spring seat is adapted to operably engage one end of a spring assembly in a railroad freight car draft gear. The top plate is adapted to operably engage with each of a plurality of friction shoes arranged in the railroad freight car draft gear. The spring of the multipiece spring seat assembly is operably disposed between the spring seat and the top plate.

Elastomeric draft gear for a railcar

A draft gear assembly includes housing and an elastomeric spring stack disposed therewithin and including a plurality of compressible elastomeric springs disposed in series with each other. Each compressible elastomeric spring includes a compressible elastomeric pad, a rigid member positioned in direct contact with one end surface of the compressible elastomeric pad, a central aperture through a thickness of the rigid member, an abutment upstanding axially on the end surface of the compressible elastomeric pad, the abutment having a peripheral surface thereof sized to be received within the central aperture formed through the thickness of the rigid member, and an annular lip disposed on a distal end of the axial abutment in a plane being substantially transverse to the central axis, whereby an annular thickness portion of the rigid member is caged between the end surface of the compressible elastomeric pad and an inner surface of the annular lip.

Elastomeric draft gear for a railcar

A draft gear assembly includes housing and an elastomeric spring stack disposed therewithin and including a plurality of compressible elastomeric springs disposed in series with each other. Each compressible elastomeric spring includes a compressible elastomeric pad, a rigid member positioned in direct contact with one end surface of the compressible elastomeric pad, a central aperture through a thickness of the rigid member, an abutment upstanding axially on the end surface of the compressible elastomeric pad, the abutment having a peripheral surface thereof sized to be received within the central aperture formed through the thickness of the rigid member, and an annular lip disposed on a distal end of the axial abutment in a plane being substantially transverse to the central axis, whereby an annular thickness portion of the rigid member is caged between the end surface of the compressible elastomeric pad and an inner surface of the annular lip.

Elastomeric draft gear for a railcar

一种缓冲装置组件包括外壳和设置在该外壳内的可压缩弹性体弹簧组，该可压缩弹性体弹簧组包括彼此串联设置的多个可压缩弹性体弹簧。每个可压缩弹性体弹簧包括：可压缩弹性体垫；刚性部件，其设置为与可压缩弹性体垫的一个端面直接接触；中心孔，其贯通刚性部件的厚度；抵接件，其沿轴向直立在可压缩弹性体垫的该端面上，该抵接件的周面具有使该抵接件被接纳在贯通刚性部件的厚度而形成的中心孔内的尺寸；以及环形唇边，其设置在轴向抵接件的末端上并且该环形唇边所在的平面与中心轴线大致垂直，从而刚性部件的环形厚部被夹持在可压缩弹性体垫的端面和环形唇边的内表面之间。

Railroad car draft gear assembly and related method for assembling a railcar draft gear

Abstract of the Disclosure [01031 A railcar draft gear assembly including a housing, a spring sea, a spring and a friction clutch assembly in operable combination relative to each other within the housing. The spring includes a series of axially stacked elastomeric pads arranged between a closed end of the housing and the spring seat. An axially elongated guide rod is endwise passed through the spring seat and elastomeric pads for aligning the pads relative to a longitudinal axis of the draft gear assembly. The guide rod is operably inhibited rom axial shifting movements during operation of the draft gear assembly. A related method for assembling the draft gear is also disclosed. -40- 58,9 63-...4L 64 62 68j 62 68i1 112 22 '00 FIG.3 6' "16 14

Railroad car draft gear

A railroad car draft gear is provided which includes a housing. The housing is a unitary structure, having an open end and a closed end. Compressible spring elements are located inside the housing, with an end of the spring element located against the interior side of the closed end. A friction assembly is also located within the housing, near the open end. The friction assembly provides energy absorption during compression cycles. The spring element restores the friction assembly to its fully extended position after a compression event.

Friction elastomer draft gear

The draft gear includes: friction elements; coil spring elements; and elastomer elements. With respect to the friction elements, three groups of friction surfaces are defined each of which create a specific angle with respect to a centerline passing down the center of the draft gear. The elastomer elements are interconnected multiple segmented columns having specific heights and occupying particular volumes with respect to the coil spring elements. Particular hardness and number of segments of the elastomer elements are also defined.

CUSHION OF A RAILWAY WAGON

1.- Un amortiguador de un vagón ferroviario, que comprende: una carcasa hueca abierta en un primer extremo y cenada hacia un segundo extremo, definiendo la citada carcasa un eje longitudinal del citado amortiguador; una serie de miembros de fricción espaciados sobre el citado eje longitudinal y montados en combinación operacional con el extremo abierto de la citada carcasa; una cuña montada para movimiento axial en relación con el extremo abierto de la citada carcasa, y contra la cual puede aplicarse una fuerza exterior, instalándose la citada cuña en combinación operacional con la citada serie de miembros de fricción; un paquete de resortes elastoméricos alargado, dispuesto axialmente en la citada carcasa hueca, para almacenar la energía aplicada a la citada cuña durante la compresión axial del citado amortiguador, disponiéndose un extremo del citado paquete de resortes en relación de contacto con el extremo cenado de la citada carcasa; y un asiento de resorte dispuesto en la citada carcasa entre el citado paquete de resortes y una porción final de cada miembro de fricción, extendiéndose el citado asiento de resorte generalmente normal al eje longitudinal del citado amortiguador y definiendo una superficie dispuesta en relación de contacto con un segundo extremo del citado paquete de resortes, definiendo la citada superficie de contacto en el citado asiento de resorte por lo menos una incongruencia de superficie para permitir que el elastómero del citado paquete de resortes se combine con ella, con el fin de establecer una unión mecánica entre el segundo extremo del citado paquete de resortes y el citado asiento de resorte. 2.- El amortiguador de vagón ferroviario de acuerdo con la reivindicación 1, en donde la superficie de contacto del citado asiento de soporte define un orificio dispuesto coaxialmente en relación con el eje longitudinal de la citada carcasa. 1. A damper of a railway car, comprising: a hollow carcass open at a first end and centered towards a ...

Pmk-110-k23 shock absorber for railway transport

Use: in the railway transport sector for the production of spring-actuated frictional shock absorbers. Essence: the shock absorber comprises a hollow body, movable friction plates, immovable friction plates with metal-ceramic inserts, friction wedges, a pressing cone, a support plate, and an internal and an external spring. The movable friction plates are equipped with lateral guiding ribs interacting with the springs via the support plate. Bevels with corresponding joinable configuration are formed on the surface of the above-mentioned plate, symmetrically relative to the plane thereof, at the abutment points of the friction wedges. Technical advantages: improving the operating characteristics, providing more reliable protection of elements of the construction from transverse movements, increasing the energy capacity and simplifying the construction and the manufacturing technology of the shock absorber.

Apm-120 shock absorber for railway transport

Use: in railway transport for the production of combined frictional-polymeric shock absorbers. Essence: the shock absorber consists of a body containing a pressing cone, movable friction plates and immovable friction plates with wear-resistant elements, friction wedges and a support unit. The friction wedges are brought into contact with a support plate which is supported on the support unit. The support unit consists of elastomeric elements which are symmetrical relative to an axis and are divided by metal plates. The support element is movably fitted onto a central bolt arranged in the body. The elastomeric elements are barrel-shaped. The dividing metal plates are in the form of flat discs. A guiding bushing attached to a projection on the bottom of the body is mounted on the dividing metal plate which is arranged close to the bottom of the body. Regulating plates are additionally mounted together with the dividing metal plate, which is arranged close to the bottom of the body, in a defined quantity depending on the specific value of the pretensioned length of the shock absorber. Technical advantages: stabilizing the power characteristics, increasing the energy capacity and simplifying the construction of the shock absorber.

A plate-type friction draft gear

Hybrid cushioning apparatus with draft gear

A hybrid cushioning apparatus for a railway car apparatus employs a standard yoke and a conventional draft gear forward of the tail of the yoke and a stack of elastomeric units behind the tail engaging the draft gear with a force transfer member.

Combination yoke and elastomeric draft gear having a friction mechanism

A draft gear assembly for cushioning buff and draft dynamic impact forces being applied to a center sill member of the railway vehicle during make-up of a train consist and in-track operation of such train consist includes a resilient cushioning member and a friction mechanism both axially mounted within the yoke with the friction mechanism positioned between the front end of the resilient cushioning member and the front coupler follower. A pair of the resilient cushioning members with the friction mechanism mounted therebetween may also be provided.

Method of making compressible elastomeric spring

A method of making a compressible elastomeric spring including at least one compressible elastomeric pad enclosed by a pair of metal plates includes the steps of forming plates with a center aperture and a plurality of prongs positioned about a peripheral edge thereof, forming each end of the pad with an axial projection and abutting groove, aligning the plurality of prongs with each respective projection and respective groove and applying axial force to one end of the spring to frictionally interlock the plurality of prongs with such projection and groove. The method also provides for making a multi-tiered stack of pads separated by plates in the above described manner and pre-shortening the spring prior to installation into the conventional yoke. The above described method additionally improves axial straightness and lateral stability of the multi-tiered spring assembly.

Combination yoke and elastomeric draft gear

A draft gear assembly which is mountable within a yoke of the railway vehicle for cushioning buff and draft dynamic impact forces encountered during make-up and operation of a railway vehicle includes a compressible spring positioned intermediate the front coupler follower and the rear follower in alignment with the longitudinal axis of the yoke. A pair of axially aligned compressible springs may be also provided being either separated by a center plate or by a wall of the yoke.