Jointing brace to be mounted between aircraft adjacent landing split flap

FIELD: transport.

SUBSTANCE: jointing brace (10, 10') comprises two elements (20, 21, 20', 21') of the brace, two end thrusts, as well as damping appliances (30, 31, 30') to damp displacement of brace elements (20, 21, 20', 21') for them to reach end thrusts in case particular tolerable displacement is reached. Brace elements (20, 21, 20', 21') are arranged coaxially to displace relative to each in lengthwise direction (L) of jointing brace (10, 10'). Damping appliances (30, 31, 30') are made from material that undergoes plastic deformation in the range of originating loads and het contracted in said direction (L) for damping said displacement. In contraction of damping appliances (30, 31, 30'), their cross section increases radially inward and radially outward in direction perpendicular to direction (L).

EFFECT: simple design and reduced weight.

15 cl, 4 dwg

 

The technical field to which the invention relates.

The present invention relates to the connecting strut for installation between adjacent landing flaps of an aircraft.

The level of technology

Large aircraft, such as passenger or transport aircrafts, on all bearing surfaces have many of the same plates, which act in a similar way and which should operate at the same time. These flaps include, for example, landing flaps, which are mounted on the rear edge of the supporting plane. Mentioned, the landing flaps are usually divided into internal, external and Central landing flaps and are driven by separate actuators shields. In order to ensure safety in the event of failure of the actuator panels, adjacent panels are connected by means of the so-called connecting struts. Mentioned connecting struts are designed in such a way that adjacent shields performed various movements within the calculated allowable range and could take different positions, for example, in order to achieve different speeds of regulation, different dynamic loads, as well as the different kinematics of the adjacent plates. If, for example, has been denied the power drive circuits, the guards at first can still move within the estimated range, depending on the flight situation. In this context, this allowable range of movement is constant from the point of view of aerodynamics, it is not allowed to happen jamming of one or the other flap. In the case of the permissible range of movement of the metal end stops mounted on the connecting struts, and shock-absorbing elements, which dampen the movement by contact with these end stops ensure that adjacent panels can occupy different positions to a limited extent. The permissible range of movement can be detected by sensors mounted on the connecting struts, which produce a corresponding warning signal. A warning signal informs the pilot of a failure, resulting in the pilot is no longer able to control the movement of the plates. Therefore, actuators shields stop in the proper position, and the flaps become motionless.

The connecting strut typically includes two installed coaxially element of the knee, which can move freely in relation to each other within the allowable range along the longitudinal axis connect inogo of the strut. Allowable offset between the elements of the knee, in this case, corresponds to a valid displacement amplitude between adjacent panels. In addition, the connecting strut is equipped with end stops defining the amount of movement of the elements of the strut and shock-absorbing elements, absorbing the blow of the end stops. In case of exceeding the permissible displacement between the two elements of the knee, the movement of the knee extinguished with the help of shock absorbing elements before they are reached end stops.

In order to suppress the movement and, in particular, to absorb the blow of the two elements of the brace about their end stops, for example, in the case of a broken connection between the actuator plates and shield, shock-absorbing elements are of a composite construction that includes a tube and a spherical segment. In this case, the tube and the spherical segment mounted sequentially on the same axis, in the direction of the longitudinal axis of the connecting strut, between the two elements of the strut. In case of exceeding the value of allowable displacement between the two elements of strut their movement is extinguished. In this case, the tube is stretched spherical segment - partly plastic and partly elastically - radius, from the inside towards the strut element located coaxially outside. At t the same time the spherical element suffers from the side of the tube the pressure on the inside radius, in relation to the strut element located coaxially inside.

The connecting strut is shown as an example in figure 4. The connecting strut 100 consists of two mounted coaxially elements 200, 210 of the knee, which can move relative to each other along the longitudinal axis L of the connecting strut 100. In order to be able to install, not exceeded the permissible displacement of the two elements 200, 210 of the knee in relation to each other, the element 200 of the knee, located coaxially outside, the sensors 400, which determine the position of the radiating element 420, connected to the strut element located coaxially outside. Cushioning element 300 is located coaxially between the elements of the strut 200, 210. Cushioning element 300 of the connecting strut 100, shown in figure 4, is designed to suppress the movement caused by tensile loads and compressive loads acting on the connecting strut 100. For this purpose, a cushioning element 300 is made of tube 320 and a spherical segment 340, the diameter of which corresponds to the diameter of the tube 320. Shock-absorbing element is located between the two retaining elements 500, 510. The locking elements 500, 510 is placed between two hard surfaces 600, 610, mounted on the element of the strut 200, whic is its coaxially on the outside. The two retaining element 500, 510 can be moved towards each other by spherical indentation portion 340 on the front side of the tube 320, which has one annular protrusion 700, 710 on both sides of the locking elements 500, 510 on the element 210 strut, located coaxially inside. The space on both sides between the retaining elements 500, 510 and corresponding annular protrusion 700, 710 correspond to a valid displacement of the two elements of the strut 200, 210 with respect to each other. In case of exceeding the value of allowable offset in one of two directions corresponding annular protrusion 700, 710 affects one of the two locking elements 500, 510 and shifts mentioned locking elements toward each other by spherical indentation portion 340 on the front side of the tube 320. As a result, the movement of the strut 200, 210 extinguished before they reach the end stops.

The disadvantage of this is considered as an example of the connecting strut is, first of all, a lot of weight, due, in particular, a great weight of damping elements, which are made of steel. In addition, the very high cost of manufacture of the connecting strut, in particular the cost of manufacturing a shock-absorbing elements, which is the result of choosing a mate is the Rial and ensure accuracy of fit of the spherical segment and the tube.

Disclosure of inventions

The present invention is the development of the connecting strut, which is characterized by a simpler design and less weight.

According to the invention this result is achieved by a connecting strut with signs of paragraph 1 of the claims, in which the cushioning means is composed of a material which is plastically deformable in the range of the occurring loads. When compressed in the longitudinal direction of the cushioning means to extinguish the movement and at the same time, during compression of the shock absorbing means of their cross-section increases in the direction perpendicular to the longitudinal. Using the combined effect of compression and resulting increase of the cross-section can be, for example, to produce a shock-absorbing elements, forming a shock absorbing means in the form of one part, which significantly reduces the cost of manufacture. In addition, for manufacturing a shock-absorbing means can be any material capable of plastic deformation in the range of the occurring loads, which can lead to a further reduction in the manufacturing cost. Through the use of a material capable of plastic deformation in the range of the occurring loads, constant persistence with ulichennym cross-section, therefore, the kinetic energy absorbed during compression, is not released again.

According to the invention the connecting strut has the advantage that, for example, a damping element (shock-absorbing elements), forming (forming) shock absorbing means, may be executed (performed) in a single piece, since, due to the combined effect of compression and increase of the cross section of the cushioning elements can absorb large amounts of kinetic energy and thereby damp the movement. As a result, compared with the prior art, there is no more need to produce a shock-absorbing elements of the two components interacting with each other. Now the shock-absorbing elements represent one item.

In addition, due to the combined effect of compression and increase the cross-section shock-absorbing element is made as one part, you can use for making funds depreciation non-ferrous metals and non-metallic materials, are considerably lighter than the previously used steel. The result, according to the invention significantly reduces the weight and cost of manufacture of the connecting strut, as compared with the known constructions of the connecting struts. In addition to the CSO, the combined effect of compression and increase the cross-section ensures that the cushioning elements can take very high loads.

One preferred embodiment of the invention provides that the damping means are arranged coaxially between the two elements of the strut. At the same time, it is preferable that the shock absorbing means includes means for mutual directions of the two elements of the brace installed coaxially in one another, during normal operation, within the allowable offset.

Particularly preferred variant of the invention provides that the damping means includes a damping elements, respectively, for traction and compressive loads acting on the connecting strut in excess of the allowable displacement. In this regard, the first cushioning element is exclusively for damping movement caused by the compressive load acting on the connecting strut. Design with separate cushioning elements for traction and compressive loads is particularly preferred for relatively long struts, because of this significantly reduces the cost of installation of damping elements. In this regard, preferably, the shock-absorbing cell battery (included) which you still installed on one of the two elements of the knee with one of the corresponding locking element, and one of the two damping elements, respectively, were installed on the stop element, which acts on the thrust surface provided on the other element of the strut, in case of exceeding the permissible displacement, and was compressed with a simultaneous increase in cross-section, with the purpose of damping the motion. In this case, the end stops may be formed by means of locking elements and the respective thrust surfaces. Then, for damping movement in excess of the allowable displacement, the corresponding damping element is pressed against the corresponding thrust surface, then the corresponding locking element and the associated thrust surface form corresponding end stop. It is also assumed that prior to engagement of the locking element with the corresponding thrust surface of the two elements of the knee and come in direct contact with each other and thereby form end stops.

Further particularly preferred variant of the invention provides that the shock absorbing means include a common shock-absorbing element for traction and compressive loads acting on the connecting strut in excess of the allowable displacement. In this regard, the same damping element serves for damping the viginia, caused by the traction load acting on the connecting strut, as well as to absorb movement caused by the compressive load acting on the connecting strut. Design with overall cushioning element for traction and compressive loads, in particular, preferred when a relatively large offset between the elements of the strut. In this case, preferably, the shock-absorbing element was placed between two locking elements which can be displaced in the direction towards each other between two hard surfaces available on one of the two elements of the knee, by compressing the shock-absorbing element. Another element of the knee, on both sides of the locking elements, there is one circular protrusion belonging to one of the two locking elements, and separated from the locking elements on the total allowable offset, so that in case of exceeding the permissible displacement of the elements of the strut relative to each other depending on the direction of effort, one or the other of the annular protrusion interacts, respectively, with one of the two locking elements, resulting in the two retaining element is moved in direction to each other, and a damping element located between the retaining elements, shrink, settle movement, at the same time velocipede its cross-section.

Further preferred variant of the invention provides for the execution of the damping element in the form of a single part. The combined effect of compression and resulting increase in cross-section in the direction perpendicular to the longitudinal allows the use of shock-absorbing element is a very simple design, so that the shock-absorbing element may be a single item.

Further preferred variant of the invention provides that the shock-absorbing element comprises a preferably hollow cylindrical ring made of a material which can be plastically deformed in the range of the occurring loads. For damping the resulting impact, in excess of the allowable displacement, the ring preferably includes an additional transitional stage.

In accordance with one preferred variant of the invention, the cushioning element is made of plastic reinforced with fiberglass. It is also assumed that the damping element is made of plastic reinforced coiled fiber. Preferably, the quality of the plastic, reinforced with fiberglass, used plastic, reinforced with carbon fiber (CFRP). The design of the components, issue lannah of plastic, reinforced with fiberglass, can be specially designed for specific types of loads. In addition, plastics, fiberglass-reinforced, can absorb a very large amount of strain energy, with the ability to control this process.

One preferred embodiment of the invention provides for detection of displacement of elements of the strut relative to each other, which produce a warning signal in case of exceeding the permissible displacement, before further actuation of adjacent panels connected to each other by means of a connecting strut. Means of detecting the displacement of the elements of the knee, for example, include at least one sensor mounted on a single strut element, preferably coaxially on the outside, and a radiating element mounted on the other element of the strut, preferably coaxially inside, which can be detected by the sensor. In this case, the radiating element and the sensor are shifted relative to each other, along with members of the strut. Therefore, a radiating element, also referred to as the "target"preferably designed so that in addition to exceeding the allowable displacement, the sensor could also detect small movements within the allowable range, so that during normal RA is the notes it was possible to identify differences in the position of the plates relative to each other, for example, in order to be able to proactively identify an error or a denial of actuators shields.

Brief description of drawings

The invention is explained in more detail below by means of a variant of implementation, with reference to the accompanying drawings:

Figure 1 shows a side view of the connecting strut according to a preferred variant implementation of the present invention;

Figure 2 shows a longitudinal section of the connecting strut of figure 1 with a separate cushioning elements for traction and compressive loads acting on the connecting strut;

Figure 3 shows a longitudinal section of the connecting strut according to a preferred variant implementation of the present invention with General damping element for traction and compressive loads acting on the connecting strut; and

Figure 4 shows as an example a longitudinal section of the connecting strut with shock-absorbing element consisting of several parts.

The implementation of the invention

The connecting strut, as shown in figure 1, includes two installed coaxially element 20, 21 of the knee, which can move freely in relation to each other within the allowable range in the longitudinal direction L of the connecting brace 10. Free Kon is Ah 80, 81 elements 20, 21 of the strut, spaced at a distance from each other, fixed at one tip 82, 83. Each of these lugs is attached to one of the two adjacent landing pads (not shown). On the outer side of the element 21 of the strut located coaxially outside, has two sensor 40, which define the position of the radiating element 42, shown in figure 2, which is connected with item 21 of the strut located coaxially inside. A radiating element is positioned coaxially between the two elements 20, 21 of the strut. If there is an excess of the maximum allowable displacement between the elements 20, 21 of the strut in the direction of the traction load, or in the direction of the compressive load, this condition is detected by sensors 40, then an appropriate warning signal is emitted in the cockpit of the aircraft. This signal informs the pilot about the failure of the actuator plates and prevents further movement of the plates. In principle, however, it is assumed that differences in the position of the plates relative to each other are detected not by using sensors mounted on the connecting struts 10, as for example, by using optical sensors placed on the front surface of the plates.

Figure 2 shows how two elements 20, 21 of the strut are arranged coaxially. Guide members 90, 91 is raspolagayutsya coaxially between the two elements 20, 21 of the knee and connects the two elements 20, 21 of the strut can be moved towards each other in the longitudinal direction L of the connecting brace 10. In this regard, the guide element 90, which is fixedly mounted on the end of the element 20 of the strut located coaxially inside, facing in the direction opposite to the free end 80 and the second guide element 91 which is fixedly mounted on the end of the strut element located coaxially on the outside facing in the direction opposite to the free end 81. Between the guide elements 90, 91 and the corresponding elements 21, 20 knee, which can move relative to each other, set oil ring 92, which provide clean mating surfaces and protect the sliding surface. The connecting brace 10 shown in figure 2, includes two shock-absorbing element 30, 31. In this case, the first shock absorbing element 30 serves for damping the movement caused by tensile loads acting on the connecting brace 10, and the second shock absorbing element 31 is used exclusively for damping movement caused by compressive loads acting on the connecting brace 10. Cushioning elements 30, 31, which includes a ring 32 fixedly mounted on the element 20 is connected the sa, located coaxially inside, using the appropriate locking elements 50, 51. The locking element 50, which is a shock-absorbing element 30 is, for example, of an annular ledge 33, while the locking element 51 for shock absorbing element 31 consists of a disk 34 with a shoulder corresponding to the ring 32. In case of exceeding the permissible displacement of one of the two damping elements 30, 31 communicates, depending on the direction of the displacement, with thrust surface 60, 61 provided on the element 21 of the strut, located coaxially outside. When the compression of the shock absorbing element, it dampens the movement, while simultaneously increasing its cross-section. In order to weaken the interaction of damping elements 30, 31 with thrust surfaces 60, 61, on the rings 32, forming a shock-absorbing elements 30, 31, made the transition stage 35. In addition, the element 20 of the strut, located coaxially inside fixedly mounted radiating element 42, which is detected by the sensors 40, as shown in figure 1. The lugs 82, 83 mounted on the free ends 80, 81 of the elements 20, 21 of the strut.

In particular, in long connecting the struts 10 for traction and compressive loads used one shock-absorbing element 30, 31, as shown in figure 2. Thus, the design of the connecting on the spit 10 can be simplified. In case of exceeding the permissible offset in the cockpit signal about the position of the radiating element 42 relative to the sensors 40. After that can no longer be moving plates. In order to resolve the error, depending on the direction of load, shock-absorbing elements 30, 31 come into contact with hard surfaces 60, 61. When tension load absorbing element 30 comes into contact with the thrust surface 60, as in the case of a compressive load damping element 31 comes in contact with the thrust surface 61. For damping movement of the respective damping elements 30, 31 can compress by 20 mm, namely radially inward while simultaneously increasing their cross-section outwards, in the direction perpendicular to the longitudinal direction L of the connecting brace 10. In this regard, the cushioning elements 30, 31 can absorb loads of 120 kN. Subsequently reached the metal end stop, the rod 22 of the element 20 of the knee affects the surface 23 dynamic effects of item 21 of the strut with a compressing force, and the annular protrusion 24 provided on the element 20 of the strut, affects the surface 25 of the dynamic impact element 21 of the strut with a tensile force. Therefore, the two surfaces 23, 25 di is omicheskogo effects serve as limit stops.

An implementation option of connecting brace 10'corresponding to the invention shown in Figure 3. This connecting brace 10' provided with a common shock absorbing element 30' for traction and compressive loads acting on the connecting brace 10' in case of exceeding the permissible displacement. The connecting brace 10' includes, in turn, two coaxially moving relative to each other element of the strut 20', 21'. Shock-absorbing element 30' is located coaxially between the elements of the strut 20', 21'. Design with overall cushioning element 30' for traction and compressive loads, in particular, preferred when a relatively large offset between the elements of the strut 20', 21'. Shock-absorbing element 30' is located between the two retaining elements 50', 51', which is installed between two hard surfaces 60', 61', item 21 of the strut, located coaxially outside. The two retaining element 50', 51' can be displaced in the direction toward each other by compression damping element 30'. On the strut element 20', located coaxially inside, there is one circular protrusion 70, 71, each of which influences, respectively, on one of the two locking elements, which are arranged on both sides of the locking elements 50', 51'. Therefore, the sum of the distances between two annular invoice is the groups 70, 71 and the associated locking elements 50', 51' corresponds to the value of the permissible displacement. In case of exceeding the permissible displacement between the two elements 20', 21' of the knee, depending on the direction of effort, one or the other of the annular ledge 70, 71 communicates, respectively, with one of the two locking elements 50', 51', resulting in the two retaining element 50', 51' may be displaced toward each other, and a damping element 30'located between the locking elements 50', 51', squeezed settle movement, while simultaneously increasing its cross-section. Shock-absorbing element 30' is composed of a ring 32'. The ring 32' includes a transitional stage 35', in order to reduce the impact in case of exceeding the permissible offset.

The connecting brace 10', shown in Figure 3, in addition, equipped with a radiating element 42', still attached to the element 20' of the knee, located coaxially inside. Move that the radiating element is detected by two sensors 40'mounted on the outer side of the element 21' of the strut located coaxially outside. In case of exceeding the permissible displacement between the elements 20', 21' of the knee and this state is detected by sensors 40, then an appropriate warning signal is emitted in the cockpit of air is wow vessel. After that can no longer be moving plates. In order to resolve the error, the shock-absorbing element 30', mounted between the two retaining elements 50', 51', now squeezed - depending on the direction of load - annular ledge 70 or 71, interacting with thrust surface 60' on the locking element 50', or hard surface 61' on the locking element 51', and the two retaining element 50', 51' are moved towards each other. Consequently, the shock-absorbing element 30' can be deformed to 30 mm, up until the two locking item will not come in contact with each other with their hard surfaces 52, 53. Up until the thrust faces 52, 53 of the locking elements 50', 51' are in contact with each other, a shock-absorbing element 30' is sdavlennoy condition, he plastically deformed, and its cross-section increases radially inward and radially outwards.

After switching off the actuator plates remain in a certain position. Thus, the two thrust surfaces 52, 53 of the locking elements 50', 51' form end stops, which determines the amount of displacement of the elements 20', 21' of the strut relative to each other. Therefore, the locking elements 50', 51' of the connecting brace 10' simultaneously serve ka is este guide elements 90', 90". To ensure the sustainability of an additional guide element 91 is coaxially between elements 90', 90", 91' of the knee and oil scraper rings 92', which are preferably made of Teflon and are respectively pressed a silicone ring to the mating surface. Oil scraper rings are installed in places the rails, which must be kept clean and must be protected from dirt and from the ice.

It should be noted that the cushioning elements 30, 31 in figure 1-3 provide the calculated plots of inhibition within which extinguished the movement of the knee, before they reach the metal end stops. The magnitude plots of the inhibition is preferably from 20 mm to 30 mm Metal end stop between elements 20 and 21 of the knee and/or 20' and 21' can be achieved only if the plot of inhibition was completely well and/or overlaps. Under the action of tensile stresses on the connecting strut, figure 2, these end stops are formed annular ledge 24 and the surface 25 dynamic effects, and figure 3 is an annular ledge 70, which pushes the locking element 50' to the surface 53 dynamic effects. Under the action of compressive loads on the connecting strut, as shown in figure 2, end stops on the course by the rod 22 and the surface 23 dynamic effects, and, as shown in Figure 3, is an annular projection 71, which pushes the locking element 51' on the surface 52 of a dynamic effect.

The list of designations
10, 10'The connecting strut
20, 20'The strut element
21, 21'The strut element
22Rod
23Surface dynamic effects
24The annular ledge
25Surface dynamic effects
30, 30'Shock-absorbing element
31Shock-absorbing element
32, 32'Ring
33The annular ledge
34Drive
35Transition
40, 40'Sensor
42, 42'A radiating element
50, 50'The locking element
51, 51'The locking element
52Surface dynamic effects
53Surface dynamic effects
60, 60'Resistant surface
61, 61'Resistant surface
70The annular ledge
71The annular ledge
80The free end
81The free end
82Tip
83Tip
90, 90', 90"Guide
91, 91'Guide ale is NT
92, 92'Oil scraper ring
100The connecting strut
200The strut element
210The strut element
300Shock-absorbing element
320Tube
340Spherical segment
400Sensor
420A radiating element
500The locking element
510The locking element
600Resistant surface
610Resistant surface
700The annular ledge
710The annular ledge
LThe longitudinal direction of the connecting strut

1. The connecting strut (10, 10')that contains two elements(20, 21, 20', 21') the brace installed coaxially with the possibility of displacement relative to each other in the longitudinal direction (L) of the connecting strut (10, 10'); the two end stops which determine the magnitude of the mutual displacement of the two elements(20, 21, 20', 21') the strut and shock-absorbing means (30, 31, 30'), which, in case of exceeding a specific valid offset, dampen the movement of the elements(20, 21, 20', 21') the knee until they reach the end stops, and shock absorbing means (30, 31, 30') is made of plastically deformable material with compression in the longitudinal direction (L) for damping the movement, while during the compression shock-absorbing means of their cross-section increases radially inward and radially outward in the direction perpendicular to the longitudinal direction (L).

2. The connecting strut according to claim 1, characterized in that the damping means (30, 31, 30') are aligned between the two elements(20, 21, 20', 21') the strut.

3. The connecting strut according to claim 1, characterized in that the damping means (30, 31, 30') includes funds(90, 91, 90', 90") for the mutual direction of the two elements(20, 21, 20', 21') the strut mounted coaxially one within another, within the range of valid offset.

4. The connecting strut according to P1, characterized in that the damping means includes a damping elements (30, 31), respectively, for traction and compressive loads acting on the connecting strut (10) in case of exceeding the permissible offset.

5. The connecting strut according to claim 4, characterized in that the two damping element (30, 31) still installed on one of the two elements (20, 21) of the knee with one of the corresponding locking element, and one of the two damping elements (30, 31) is installed on the stop element acting on the thrust surface (60, 61)provided on the other element (21, 20) of the knee, in the case of exceeding the permissible offset.

6. The connecting strut according to claim 1, characterized in that the damping means include a common damping element (30') for traction and compressive loads acting on the connecting strut (10') in the case of exceeding the permissible offset.

7. The connecting strut according to claim 6, characterized in that the damping element (30') installed between the two retaining elements (50', 51')which can be displaced in the direction towards each other between two hard surfaces (60', 61')provided on one of the two elements (21') of the knee, due to the compression of the damping element (30'), and on another element (20') of the knee, on both sides of the lock e is the elements (50', 51'), there is one circular protrusion (70, 71), affecting one of the two locking elements, so that in case of exceeding the permissible displacement, depending on the direction of effort, one or the other of the annular protrusion (70, 71) affects one of the two locking elements(50', 51').

8. The connecting strut according to claim 4, characterized in that the damping element (30, 31, 30') are designed as one piece.

9. The connecting strut according to claim 4, wherein the cushioning element includes a ring (32, 32').

10. The connecting strut according to claim 9, characterized in that the ring (32, 32') includes transitional stage (35, 35').

11. The connecting strut according to claim 4, characterized in that the damping element (30, 31, 30') is made of plastic reinforced with fiberglass.

12. The connecting strut according to claim 4, characterized in that the damping element (30, 31, 30') is made of plastic reinforced coiled fiber.

13. The connecting strut according to claim 11, characterized in that the plastic, reinforced with fiberglass, is a plastic reinforced with carbon fiber (CFRP).

14. The connecting strut according to claim 4, characterized by the availability of funds(40, 42, 40', 42') detection bias elements(20, 21, 20', 21') the strut relative to each other, which generates a warning signal in case of exceeding the permissible cm is recorded.

15. The connecting strut according to 14, characterized in that the means(40, 42, 40', 42') detection bias elements(20, 21, 20', 21') the strut includes at least one sensor (40, 40'), mounted on a single element (21, 21') of the knee, and a radiating element (42, 42')installed on another element (20, 20') of the knee, which can be detected by the sensor (40, 40').



 

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9 cl, 11 dwg

FIELD: mechanics.

SUBSTANCE: plastic shock absorber contains parallel bases and pre-bent deformable rods arranged there between, uniformly along the circumference. The rods are made up of rectilinear and smaller-length pre-bent sections with smooth transition on bents. The rod rectilinear ends are fixed at the shock absorber parallel bases. The pre-bent rod sections are arranged in the matrix chutes bent to mate the rod bent shape. The matrix has the bearing surfaces and through holes, axial or peripheral, parallel to the shock absorber axis and enclosing the bearing inserts by their surfaces.

EFFECT: multiple use of plastic shock absorber recovering initial shape after rods deformation and higher efficiency of specific load at dynamic loading.

2 cl, 8 dwg

FIELD: engineering industry.

SUBSTANCE: device consists of the internal and external tubular profiles connected in the upper part with plug, executed in the form of the sleeve. Vibration isolator is executed in the form of a twisted spring with a flange. Viscoelastic envelope is set in a clearance between tubular profiles and connected mainly by method of hot vulcanization to the sleeve, spring and flange. Spring is connected fixed to the sleeve and flange by means of the screw grooves executed on them and fixed in junctions with them by fixing elements which are connected mainly by a method of hot vulcanization to a viscoelastic envelope.

EFFECT: development of operation possibilities; support of adaptability to manufacture of a product.

1 dwg

FIELD: mechanical engineering.

SUBSTANCE: impact damping apparatus has plastically deformed rod-like member connected to supporting members positioned respectively on object to be protected and protective object. Plastically deformed rod-like member is passed through openings provided through supporting members. Supporting members connected to object to be protected and supporting members connected to protective object are positioned lengthwise of plastically deformed rod-like member in next-but-one arrangement. Plastically deformed rod-like member is formed as set of joined links which are connected with one another so that upon application of impact force adjacent links move relative to one another along central axis of plastically deformed rod-like member. Adjacent supporting members are equally spaced from one another.

EFFECT: increased efficiency by optimized force characteristics.

11 cl, 9 dwg

FIELD: transport engineering; car protective devices.

SUBSTANCE: invention relates to device aimed at protecting cars in case of collisions, and it can used in form and rear bumpers of cars, microbuses and other vehicles. Buffer is divided into central and side sections, the latter being turned backwards at preset angle, and it includes bumper and energy-absorbing devices connected to bumper and arranged uniformly lengthwise at a distance from each other. Two central energy-absorbing devices of buffer, being mirror reflection of each other, are installed adjoining each other. Each energy-absorbing device includes definite number of adjoining energy-absorbing members, each being mirror reflection of adjacent one, is made integral from cut of round metal rod and it includes base, jumper and brace, all arranged in relatively perpendicular planes. Bases of energy-absorbing members are connected to outer surface of bumper, jumpers of energy-absorbing members are arranged coaxially for interaction with outer surface of bumper. Bases and braces and braces of energy-absorbing members are arranged horizontally, and jumpers, vertically. Each energy-absorbing device is provided with leaf springs and movable base plate, braces of all energy-absorbing devices of left-hand and, accordingly, right-hand halves of buffer are pointed to different sides at preset angle in directions from middle to edges of bumper. Buffer includes outer sheath provided with metal strip sections connected to its inner surface which guarantees regulated destruction of sheath in preset places. Invention provides protection at high energy-absorbing capacity and stability of shock-absorbing characteristics of car at collision with obstacle or other car.

EFFECT: improved protection of cars.

3 cl, 9 dwg

FIELD: transport engineering; car protective devices.

SUBSTANCE: invention relates to devices aimed at protection of cars in case of collisions and it can be used to protect side surfaces of cars, microbuses and other vehicles together with front and rear bumpers. Proposed buffer contains two protective sections arranged at one level with bumpers, each being connected to car body load-carrying members and provided with support surface in form of U-shaped section, and energy-absorbing devices connected to U-shaped section being uniformly arranged over its length at a distance from each other. Each energy-absorbing device includes definite number of adjoining energy-absorbing members, each being mirror reflection of adjacent one, made integral from cut of round metal rod and includes base, jumper and brace located in relatively perpendicular planes. Bases of energy-absorbing members are connected to outer surface of U-shaped section. Jumpers of energy-absorbing members are arranged coaxially and they interact with outer surface of section. Bases and braces of energy-absorbing members are arranged horizontally, and jumpers, vertically. Each energy-absorbing device is furnished with movable base plate made integral with leaf spring. Braces of all energy-absorbing devices of buffer sections are tilted at preset angle, respectively, in direction from front to rear bumper. Each section of buffer includes also foamed shock-absorbing material units placed in spaces between adjacent energy-absorbing devices, and outer sheath connected to bent off parts of U-shaped section and it can be additionally provided with safety strip connected to its outer surface. Invention provides protection of car body side surface at collision with obstacle to other car. It provides high energy-absorbing capacity and stability of shock-absorbing characteristics of car.

EFFECT: improved protection of cars.

3 cl, 7 dwg

Damper // 2245469

FIELD: mechanical engineering.

SUBSTANCE: damper comprises flexible members and bearing plates assembled in a structure with interference. The flexible members are made of a system of flexible half-rings and flexible damper interposed between the bearing plates and clamped with at least one guiding column and threaded joint, which allows the value of interference and rigidity of the damper to be adjusted. The ends of the flexible half-rings abut against the bearing plates. The cylindrical surface of the half-rings faces toward the interior of the damper and abut against the flexible damper.

EFFECT: enhanced damping capabilities.

13 cl, 7 dwg

FIELD: rail vehicles and different industries.

SUBSTANCE: proposed device contains energy absorbing part, movable and stationary support plates. Energy absorbing part can be made up of metal plate members, thickness from 2 to 10 mm, extreme ones being secured on support plates with flat section and camber section and forming cellular structure in section consisting of great number of hexahedrons in section by planes passing through vector of external resultant force with provision of impact energy absorbing owing to flexural strains in metal plate members mainly on chamber sections. Energy absorbing part can contain great number of cells, each formed by two flat metal plates, thickness from 2 to 10 mm, arranged square to external force vector, and two metal plates, thickness from 2 to 10 mm, placed in between, with initial camber in direction square to vector of external force and thrusting against middle of flat metal plates of adjacent cells. Extreme metal plates are secured to support plates with provision of absorption of impact energy owing to flexible strains of metal plates in places of maximum camber and flexural strains of flat metal plates in places of butt-joining of metal plates. Energy absorbing part can be made in form of cellular structure consisting of great number of rectangles made up of metal plate members, thickness from 2 to 10 mm, extreme ones being secured on support plates. Some metal plate members coincide with direction of external force and thrust against middle of metal plate members of adjacent cells arranged square to vector of external force with provision of impact energy absorbing owing to flexural strains in units of intersection of metal plate members. Device provides absorption of impact energy of the order of 0.5-2.5 MJ.

EFFECT: provision of effective absorption if impact energy at relatively uniform overloads to which passengers are subjected.

4 cl, 3 dwg

Ring damper // 2259504

FIELD: mechanical engineering.

SUBSTANCE: ring damper comprises flexible cylindrical rings secured to the housing. The housing is made of panel whose face grooves receive cylindrical rings fitted with interference so that the projecting parts of the flexible cylindrical rings from both sides of the panel define flexible bearing arcs of the damper which are in a contact with the surfaces of the object to be damped and bearing surfaces of the vehicle or construction structure, or foundation. The heights of the flexible bearing arcs are controlled by means of flexible semirings that are set with interference in the space between the flexible bearing arcs of the flexible cylindrical rings and panel surfaces. The peripheral planks secured to the panel prevent the flexible cylindrical rings and flexible semirings against falling out of the face grooves.

EFFECT: improved and simplified structure and expanded functional capabilities.

15 cl, 12 dwg

FIELD: transport engineering; trucks.

SUBSTANCE: proposed energy-absorbing buffer of truck relates to collision protective means of vehicles and it can be used in front and rear bumpers of trucks, buses and other vehicles of different types. Buffer connected to front of rear bumper is arranged lower than bumper and includes energy-absorbing devices united into sections arranged at a distance from each other. Energy-absorbing devices in each section are butt-joined and connected to each other. Each energy absorbing device consists of two energy-absorbing members, being mirror-like relative to each other, made integral of tubular blank cut and including bases, bridges and main and additional struts located in relatively perpendicular planes. Bases of energy-absorbing members are connected to outer surface of bumper, bridges of energy-absorbing members are arranged coaxially relative to each other, some engaging with outer surface of bumper, and others, with support plate. Each energy-absorbing device is furnished with leaf-springs and members made of elastic material arranged around additional struts which are united in each section by C-shaped section. Invention prevents getting of passenger car under truck frame, thus providing passive safety. It is reusable device featuring high energy-absorbing properties and stability of shock-absorbing characteristics which can be set within wide ranges. It has simple design and reduced aerodynamic drag which provides economy of fuel.

EFFECT: improved safety, reduced aerodynamic drag and fuel consumption.

3 cl, 7 dwg

FIELD: mechanical engineering; seismic protection.

SUBSTANCE: proposed device contains deformable plastic member. Said member is made in form of frame made of channel elements connected, with flanges outwards, with formation of upper and lower support planes furnished with fastening units arranged on opposite sides of each plane. Fastening units are provided with cone-like elements, for instance, cone-like washers adjoining support plane and orientated towards each other by narrow part.

Fastening units of one support plane are displaced relative to fastening units of other plane through 90°.

EFFECT: protection of equipment from seismic shocks of 15-20 g and higher in any direction.

2 dwg

FIELD: transport engineering; automobile protection means.

SUBSTANCE: proposed bumper connected to load-bearing structure of automobile includes two sections arranged at a distance from each other and energy-absorbing device adjoining each other. Each energy-absorbing device consists of two interconnected energy-absorbing members, each being mirror image of the other and made as integral part from cut of round metal bar including base, additional base, near, additional and far bridges interconnected by main and additional braces and located in relatively perpendicular planes. Bases of energy-absorbing members are arranged vertically and connected to support surface, bridges of energy-absorbing members are arranged horizontally coaxially relative to each other, main and additional braces of energy-absorbing members of each section are arranged lower than support surface being inter connected by rigid plates. Each section of bumper is provided with guard made up of interconnected vertical and horizontal tubular members connected to additional bases of energy-absorbing devices and shock-absorbing devices connected to tubular members of guard and load-bearing structure of automobile and made integral of two leaf springs. Bumper includes outer sheathing with thinning sections to provide order destruction in preset places and elastic resilient members in form of cylinders connected to tubular members of guard.

EFFECT: simplified design, provision of high energy-absorbing properties and stability of shock absorbing, possibility of repeated use of structure.

3 cl; 6 dwg

FIELD: mechanical engineering.

SUBSTANCE: shock-absorbing device comprises housing made of a closed chamber filled with deformable members. The deformable members are made of hollow unclosed members whose strength is less or equal to that of the housing and glass hollow microscopic spheres. The inner spaces of the closed chamber and hollow members are filler with the glass hollow microscopic spheres.

EFFECT: enhanced efficiency.

1 dwg

FIELD: transport engineering.

SUBSTANCE: invention relates to collision protective devices and it can be used as front and rear bumpers of different passenger cars, minibuses and other vehicles. proposed buffer to be connected to bearing structure of car has common outer sheathing and central and side sections whose support surfaces are connected to each other through connecting energy-absorbing devices with leaf springs. Main energy-absorbing devices are connected to support surfaces of sections being uniformly spaced and including definite number of interconnected absorbing mirror-like members. Each energy-absorbing member is made integral from section of round metal bar and provided with base, bridge and brace arranged in relatively perpendicular planes. Braces of main energy-absorbing devices are arranged horizontally, being connected to plates of movable bases made integral with leaf springs. Braces of main energy-absorbing devices of left-hand and right-hand parts of buffer are pointed to different sides, respectively, in directions from middle to edges of buffer. Buffer is furnished additionally with energy-absorbing devices made in similar manner, connected to bearing structure of car and interacting through braces with rear surface of corresponding side section of buffer.

EFFECT: high energy absorbing capacity and stability of shock absorbing characteristics with possibility of repeated use.

3 cl, 8 dwg

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