WO2021069954A1 - Mecanismo auto-centrante disipador de energía de impacto - Google Patents
Mecanismo auto-centrante disipador de energía de impacto Download PDFInfo
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/005—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a wound spring and a damper, e.g. a friction damper
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02B—HYDRAULIC ENGINEERING
- E02B3/00—Engineering works in connection with control or use of streams, rivers, coasts, or other marine sites; Sealings or joints for engineering works in general
- E02B3/20—Equipment for shipping on coasts, in harbours or on other fixed marine structures, e.g. bollards
- E02B3/26—Fenders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
- F16F15/06—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means with metal springs
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/08—Vibration-dampers; Shock-absorbers with friction surfaces rectilinearly movable along each other
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/16—Positive railway stops
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B59/00—Hull protection specially adapted for vessels; Cleaning devices specially adapted for vessels
- B63B59/02—Fenders integral with waterborne vessels or specially adapted therefor, e.g. fenders forming part of the hull or incorporated in the hull; Rubbing-strakes
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
- E01F15/145—Means for vehicle stopping using impact energy absorbers
- E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements
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- E—FIXED CONSTRUCTIONS
- E04—BUILDING
- E04H—BUILDINGS OR LIKE STRUCTURES FOR PARTICULAR PURPOSES; SWIMMING OR SPLASH BATHS OR POOLS; MASTS; FENCING; TENTS OR CANOPIES, IN GENERAL
- E04H9/00—Buildings, groups of buildings or shelters adapted to withstand or provide protection against abnormal external influences, e.g. war-like action, earthquake or extreme climate
- E04H9/02—Buildings, groups of buildings or shelters adapted to withstand or provide protection against abnormal external influences, e.g. war-like action, earthquake or extreme climate withstanding earthquake or sinking of ground
- E04H9/021—Bearing, supporting or connecting constructions specially adapted for such buildings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2222/00—Special physical effects, e.g. nature of damping effects
- F16F2222/04—Friction
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2230/00—Purpose; Design features
- F16F2230/0023—Purpose; Design features protective
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2230/00—Purpose; Design features
- F16F2230/04—Lubrication
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A30/00—Adapting or protecting infrastructure or their operation
- Y02A30/30—Adapting or protecting infrastructure or their operation in transportation, e.g. on roads, waterways or railways
Definitions
- the present invention relates to the shock energy dissipation industry.
- the nature of the situations in which energy must be dissipated is very varied, so any new dissipation mechanism must be studied to evaluate its real applicability to the problem in which it is expected to be implemented.
- the present invention is proposed as a mechanism for dissipating the kinetic energy of objects that impact against a rigid body or surface. These objects could eventually be cars, trains, boats, etc.
- Each eventual proposed application implies a different technological development, however, the proposed dissipation mechanism has the same basic components for the different possible applications.
- road defenses arranged on the sides of the roads, or vehicles have energy dissipation mechanisms in the event of impacts that are incorporated into their chassis.
- ports there are rubber port fenders installed on the docks that protect both the latter and the ship from the force generated by the impact.
- rail fenders at the ends of the tracks, in stations or maintenance facilities, and the carriages are mounted on bearings that dampen their movement.
- damping devices with various applications that dissipate energy or attenuate the displacements of the devices to which they are connected, for example car shock absorbers, washing machine shock absorbers, devices to reduce vibrations. in rotary hammers, among many others.
- Each of the systems described has different dissipation mechanisms and their efficiency and effectiveness can be measured in terms of the amount of energy. absorbed, amount of energy dissipated and rebound speed of the vehicle when losing contact with the bumper, the magnitude of the reaction force on impact, the maximum deformation of the interacting objects.
- US20180178885A1 describes a mooring mechanism comprising a bracket capable of being mounted on a maritime vessel, a first clamping component connected to the bracket through an adjustment mechanism, and a second clamping component. clamp connected to bracket. Operation of the adjustment mechanism moves the first clamping component relative to the second clamping component to allow a frame to be clamped between them to tie a sea vessel to the frame.
- US8408153B2 which describes a system capable of receiving and partially controlling the process of approaching a vessel to a docking place.
- the system is made up of multiple devices mounted along the berthing line and each device has at least one contact mechanism with the ship supported by a mobile system that must allow movement relative to the dock and capable of adjusting to the ship's hull. vessel.
- a sensor detects the position of the ship relative to the dock and a processor can indicate instructions to the system to adjust the response of the mechanism during the reception of the ship and reduce the speed of approach of the ship to its docking site.
- the device presents proportionality in its dissipation capacity in front of the excitation load, has the ability to recover its original position autonomously (self-centering) and is independent of other energy sources, does not occupy space on the port platform and can be implemented as a new device or as an upgrade to the current infrastructure, which substantially reduces the initial investment and increases the possibilities of updating old infrastructure.
- Reference W02005097590 corresponds to a mooring device that includes a suction-actuated attraction mechanism capable of hooking into a boat to connect the boat to a berth.
- the suction mechanism can be moved relative to the mooring facility to be able to retract to a safe condition in which the port defenses prevent the interaction of the vessel with the docking infrastructure.
- Our device presents several differences in relation to what is proposed here, firstly, it is functional for both docking and mooring maneuvers, the dissipative mechanism is different and its capacity is not proportional to the load. Additionally, the reference requires external energy for its operation, which makes it dependent on energy support.
- the application CL201502305 describes a compact, simple frictional energy dissipative device capable of taking large loads avoiding the existence of a residual deformation to be used in a wide range of applications such as energy dissipation in various structures, it comprises a Internally symmetrical body around its vertical axis that has an internal cavity formed by 2 or more bars or arms which at their ends form wedges and because inside said body there is a central rod two or more wedges an elastic element of compression and where the elastic element of compression is found in at least one of its ends fixed to the arms at the ends of which a friction surface is arranged.
- the device differs significantly with the present technology, both in the geometric shape of the dissipation mechanisms, and in the way the devices operate. and the dissipation capabilities of the device.
- a device for protection against collisions of an automobile in particular a frictional mechanism for absorbing energy generated by the collision of the automobile.
- the device comprises an energy absorbing box and a damping bar, wherein the damping bar is fixedly mounted on a bumper of the vehicle and extends in a front direction and a rear direction; A frictional damping element is mounted on the energy absorbing box.
- This device has a dissipative mechanism for car collisions that, unlike the present proposal, does not have a self-centering mechanism and its dissipative capacity is fixed and depends on an adjustable external tightening system, but it is not proportional to the magnitude. of the applied load.
- the device is capable of dissipating energy in a controlled way in successive events, without considerably changing its properties.
- the above two requirements are satisfied by two basic components in the device: an elastic element, and a friction dissipation element.
- the elastic element provides the "self-centering" force which is proportional to the deformation imposed by the impact load.
- the dissipation element comprises a frictional element in which the normal force that generates the friction force is proportional to the force exerted by the elastic element. Due to the above, said dissipation element imposes a non-conservative force in the direction of impact that allows the controlled dissipation of the impact energy.
- the friction force projected in the direction of the deformation of the device due to impact load must be less than the elastic force in that direction. This is achieved thanks to the geometric design of the device that guarantees that the friction force is always less than the elastic force. Due to all of the above, the device can respond proportionally to the impact load applied to both its elastic component and the frictional component, dissipating energy in proportion to the displacement and load imposed.
- FIG.1A shows a schematic view of an embodiment of the mechanism of the present invention in the rest position.
- FIG. 1B shows the mechanism of FIG. 1A in compressed position, subjected to load.
- FIG. 2 shows the theoretical relationship between force and displacement (or deformation) of the mechanism of the present invention when subjected to loading and unloading.
- FIG. 3A shows an isometric or three-dimensional view of an embodiment of the shock absorbing device, with an exploded view of the set of components and form of assembly suggested by segmented lines.
- FIG. 3B shows a side view of the mechanism of FIG. 3A assembled, in its undeformed configuration.
- FIG. 3C shows a side view of the mechanism of FIG. 3A assembled, in its configuration deformed to its maximum compression load capacity.
- FIG. 4A shows a schematic view of a simplified or basic embodiment of the mechanism of the present invention in the rest position.
- FIG. 4B shows a schematic view of a simplified or basic embodiment of the mechanism of the present invention in a compressed position when subjected to load.
- FIG. 5 shows a schematic view of an embodiment similar to that described in FIG. 4A and 4B in which a greater number of friction elements or plates are incorporated in stacked form and integrated in a friction dissipation member.
- FIG. 6 shows a schematic top (or plan) view of a model of the mechanism of the present invention, used in laboratory tests, which is approached by a mobile in the collision direction aligned with the degree of freedom of the mechanism.
- FIG. 7 shows the hysteresis cycles during the car-shock absorber interaction obtained from the experimental results of a first test of six laboratory tests with different mass and speed of the mobile that impacts the shock absorber.
- FIG. 8 shows the hysteresis cycles during the car-shock absorber interaction obtained from the experimental results of a second test of six laboratory tests with different mass and speed of the mobile that impacts the shock absorber.
- FIG. 9 shows the hysteresis cycles during the car-shock absorber interaction obtained from the experimental results of a third test of six laboratory tests with different mass and speed of the mobile that impacts the shock absorber.
- FIG. 10 shows the hysteresis cycles during the car-shock absorber interaction obtained from the experimental results of a fourth test out of six laboratory tests with different mass and speed of the mobile that impacts the shock absorber.
- FIG. 11 shows the hysteresis cycles during the car-shock absorber interaction obtained from the experimental results of a fifth test out of six laboratory tests with different mass and speed of the mobile that impacts the shock absorber.
- FIG. 12 shows the hysteresis cycles during the car-shock absorber interaction obtained from the experimental results of a sixth test out of six laboratory tests with different mass and speed of the mobile that impacts the shock absorber.
- the present invention consists of a device or mechanism with a degree of freedom, self-centering, dissipating energy transmitted by a impact load, to be mounted on the ground, foundation or on a structure, applicable as a passive road, port, railway or similar safety element for the protection of the respective vehicles or structures against a collision, which has: a) an elastic element or spring (1) located in the center of the device and oriented in the direction of the degree of freedom presented with the arrow u; b) a friction dissipation member formed by at least two pressure plates (2a, .., 2N) rigid and vertically stacked, where the upper face of the pressure plate located in the uppermost position supports and holds the lower end of the elastic element (1), where all the pressure plates are mechanically locked together to restrict the relative displacement between them in the direction of their plane, but allowing the displacement perpendicular to said plane for mounting purposes; the pressure plate located in the lowest position, corresponding to the plate (2a) in FIG.
- a pair of friction element systems composed of two or more friction elements (3) that slide within cavities or spaces defined between said at least two plates (2a) and (2N) are subjected to pressure transmitted by the elastic element ( 1), so that they can move in a direction orthogonal to the axis of the elastic element (1) and that when sliding in the presence of friction forces they contribute energy dissipation to the device that constitutes the invention; c) two coupling elements (4) located on the left and right sides of the device, which hold the friction elements (3); d) some sliding supports
- the mechanism also includes a bracing or stiffener member (9) that joins pairs of rigid elements
- the elastic element (1) located on the same side of the elastic element (1), allowing said pairs of rigid elements to work together.
- the incorporation of the intermediate rigid elements (6a) is a design suggestion that makes it possible to condition the deformation of the device in a manner aligned with the central vertical axis, therefore, restricting the displacement of the device in the direction perpendicular to the ground plane, foundation or in a structure against which it is fixed, represented by the bottom line in the diagrams of FIG. 1 A and 1 B.
- the elastic element (1) can be designed to withstand lateral stresses.
- FIG. 4 A minimalist or basic embodiment of the device is represented in FIG. 4. It presents a self-centering mechanism that dissipates energy transmitted by an impact load, to be mounted on the ground, foundation or on a structure, applicable as a passive road, port, railway or similar safety element for the protection of the respective vehicles or structures in the event of a collision, comprising: at least one rigid element (6) that is arranged as one side of a triangle whose basal side rests on said ground, foundation or structure, is hingedly mounted, with its first end at the apex of said triangle, its midpoint pivoted to an intermediate element (6a), which can articulate with respect to a point on the basal side of the triangle, and with its second end pivoted with respect to at least one friction element ( 3); wherein said at least one friction element (3) has a longitudinally extended body and a free end which are arranged in the direction of the basal side of the triangle, covering a greater distance than the projection of the rigid element (6) on said side basal; a friction dissipation member
- said at least one coupling element (4) holds several friction elements (3), included in the same plane or in different planes.
- each friction element (3) has a cross section that provides multiple surfaces for friction.
- the friction dissipation member (2) comprises pressure elements or plates (2a, .., 2N) with cavities oriented so as to receive multiple friction elements (3) that slide at different levels or planes with respect to the direction of the axis of the elastic element (1).
- the pressure elements or plates (2a, .., 2N) of the friction dissipation member (2) are mechanically locked together to restrict the relative displacement between them in the direction of their plane, but allowing the displacement perpendicular to said plane.
- the friction dissipation member (2) also comprises a watertight housing that encloses the pressure elements or plates (2a, .., 2N), within which only the friction elements (3) come out. , which is connected on its upper face the elastic element (1) and is fixed on its lower face to the ground, foundation or structure, without seeing the technology inside it.
- said housing of the friction dissipation member (2) includes a lubrication box, to incorporate lubricant between the pressure elements or plates (2a, .., 2N).
- the friction dissipation member (2) further comprises heat dissipation means comprising at least one of the following options: a radiator system that operates by natural or forced convection, a heat exchanger, or the Use of a material with higher thermal conductivity for the manufacture of the watertight housing.
- heat dissipation means comprising at least one of the following options: a radiator system that operates by natural or forced convection, a heat exchanger, or the Use of a material with higher thermal conductivity for the manufacture of the watertight housing.
- said at least one rigid element (6) with its corresponding intermediate element (6a) and said at least one friction element (3) with its corresponding coupling element (4) and sliding support (5) are defined as a primary set that is associated with a plane perpendicular to the ground, foundation or structure, and said primary set is replicated symmetrically with respect to the axis of the elastic element (1), of so that the replicated assembly can articulate simultaneously to the primary assembly when the elastic element (1) is compressed.
- said at least one rigid element (6) with its corresponding intermediate element (6a) and said at least one friction element (3) with its corresponding coupling element (4) and sliding support (5) are defined as a primary set associated with a plane perpendicular to the ground, foundation or structure, and said primary set is replicated in at least one plane with a predetermined angular displacement with respect to the axis of the elastic element (1), so that each The replicated set can articulate simultaneously to the primary set when the elastic element (1) is compressed, where the elements or pressure plates (2a, .., 2N) have their cavities oriented so as to receive between each pair of elements of consecutive pressure to the friction elements (3) of a single set either primary or replicated, so that the friction elements (3) slide at different levels or planes with respect to the direction of the axis of the elastic element (1) parallel to the corresponding angular displacement.
- the mechanism comprises friction elements (3a, 3b), each one attached to rigid elements (6) on opposite sides with respect to the axis of the elastic element (1 ), where an overlap is established between the friction elements (3a, 3b) that allows the dissipation of energy by friction between them.
- said overlap between the friction elements (3a, 3b) occurs in several different planes.
- each pressure element (2a, .., 2N) has a replaceable or sacrificial part, depending on its wear, or each pressure element (2a, .., 2N) is a component of sacrifice in its entirety.
- the impact load F produces the transition of the mechanism between a rest position represented in FIG. 1A to a compressed position shown in FIG. 1 B.
- This allows the transmission of load through the elastic element (1) to the plate (2N), which compresses the friction elements (3) against the fixed plate (2a), so that together the plates ( 2a, 2N) and the friction elements (3) form the frictional dissipator.
- the impact load F Due to the geometry of the shock absorbing device that constitutes this invention, the impact load F generates a displacement u in the direction of the elastic element (1) which causes the friction elements (3) to move in a transverse direction by an amount v (u).
- n corresponds to the number of surfaces of the friction elements (3) subjected to friction force due to the pressure applied by the elastic element (1).
- n 2 since the friction elements (3) are confined by the upper face against the plate (2N) and by the lower face against the plate (2a).
- an excess of friction force may cause the damping device to be unable to regain its undeformed configuration, which is undesirable.
- the hysterical cycle of the proposed impact defense device would be the one represented in FIG. 2, where you have to:
- the pendients correspond to the tangent stiffnesses in the undeformed condition, of the load and discharge curve respectively.
- the slope of the load curve decreases with increasing displacement u and, conversely, the slope of the discharge curve increases with increasing u.
- AF u AF u
- the design of the shock absorbing mechanism must take into account an adequate choice of parameters: L, H, m, Ko and UMA, complying with the condition of arrest of the object of mass M that impacts against the shock absorber with speed v 0 , in a distance less than or equal to the maximum admissible displacement of the defense, UMA.
- the stiffness K c ° must tend to be maximum and the stiffness K ⁇ tends to zero. The latter occurs simultaneously when the following constraint is satisfied:
- the geometric parameters H and L are linked by means of the friction coefficient m and the number of sliding planes with friction n, reducing the number of design variables.
- the maximum energy absorption capacity of the device must at least equal the energy imposed by the impact, Ei. This imposes a restriction for the stiffness of the elastic element, K 0 (or K 0 (u)), if the stiffness varies with the imposed deformation, for the friction coefficient, m, the number of friction surfaces, n, and a single geometric variable, L, which together define the height H.
- equations 2 and 3 allow the mechanism to be designed to satisfy the demands of displacement and load.
- the areas of port and road defenses are those that would have the greatest impact.
- the first is due to the potential benefit of the proposed device by better controlling the energy dissipation mechanism, which is an important comparative advantage over traditional products.
- the top is pushed into the bottom as the imposed offset increases.
- the upper part is also welded to the panel (8) that receives the impact of a rolling cart (12).
- the lower part which does not move when the mechanism is deformed, is welded to a pressure element (2a) which rests against the friction elements (3a, 3b) which are the moving parts of the friction dissipator.
- the pressure element (2a) restricts the axial movement of the buckling limiting element, but does not oppose resistance transversely to the axis of the elastic element (1).
- the shock absorbing mechanism was installed on a wooden plank with rails to guide the displacement of its sliding supports (5) in the horizontal direction, transversely to the direction of impact. Between the wooden plank and the reinforced concrete block, a pair of load cells arranged in parallel was installed, on each side of the shock absorber, with a pre-stretching spring that subjected them to compression, to ensure that the measurements were within the reliable operating range of cells. In addition, measures were taken to avoid misalignment of the carriage (12) during the impact and to keep the panel (8) that receives impact at the desired height. To simulate ships of different sizes, the cart (12) was loaded with concrete blocks. These blocks were rigidly attached to the cart to prevent them from sliding or moving during the impact.
- LVDT displacement sensors were installed to measure the position of the carriage approaching the damper mechanism and the crushing of the latter during the interaction.
- Table 1 Parameters for the execution of tests in the second experimental stage.
- each graph is associated with a fall height (related to impact speed).
- Tests 1 and 2, 3, 4 and 5, 6 correspond to the same mass of the trolley (12), with different fall heights. Cases 5 and 6, despite having the highest mass, generated the least crushing in the shock absorber, due to the fact that the fall heights were lower than those of the other tests. Therefore, the impact speed and the kinetic energy imposed on the shock absorber turned out to be lower, which is consistent with the lower force, crushing and therefore energy dissipated by the device in these tests.
- the load versus strain graphs of the tested shock absorber shown in FIGS. 7 to FIG. 12 show three curves for each trial. One of them, the most irregular, corresponds to the response measured experimentally. The other two curves correspond to the analytical prediction calculated using the parameters K 0 and m optimized for the particular test and for the set of tests as a whole, respectively.
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- Mechanical Engineering (AREA)
- Structural Engineering (AREA)
- Civil Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Environmental & Geological Engineering (AREA)
- Architecture (AREA)
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US17/754,687 US20240093755A1 (en) | 2019-10-08 | 2019-10-08 | Self-centring impact energy dissipation mechanism |
PCT/IB2019/058571 WO2021069954A1 (es) | 2019-10-08 | 2019-10-08 | Mecanismo auto-centrante disipador de energía de impacto |
AU2019469841A AU2019469841A1 (en) | 2019-10-08 | 2019-10-08 | Self-centring impact energy dissipation mechanism |
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PCT/IB2019/058571 WO2021069954A1 (es) | 2019-10-08 | 2019-10-08 | Mecanismo auto-centrante disipador de energía de impacto |
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Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114775540A (zh) * | 2022-04-12 | 2022-07-22 | 重庆交通大学 | 一种桥梁上部结构防船撞保护装置 |
CN116254809A (zh) * | 2023-05-15 | 2023-06-13 | 枣庄科技职业学院 | 一种海洋平台用船舶停靠液压缓冲机构 |
CN116654204A (zh) * | 2023-07-11 | 2023-08-29 | 山东诺亚方舟船舶有限公司 | 一种船舶防撞装置 |
Families Citing this family (1)
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CN117960923B (zh) * | 2024-03-29 | 2024-06-04 | 宁波劳伦斯汽车内饰件有限公司 | 一种自润滑减震缓冲套及冲压装置 |
Citations (4)
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FR1031969A (fr) * | 1951-02-02 | 1953-06-29 | Neyret Beylier & Piccardpictet | Perfectionnements aux amortisseurs de chocs de navires |
US2842939A (en) * | 1953-10-14 | 1958-07-15 | Neyrpic Ets | Shock absorber for docking of ships |
US4137861A (en) * | 1974-06-26 | 1979-02-06 | Irving Brummenaes | Process for mooring a ship and a fender arrangement for such mooring process |
WO2019172754A1 (en) * | 2018-03-06 | 2019-09-12 | Merwelands Jachtbouw Rotterdam B.V. | Fender |
-
2019
- 2019-10-08 US US17/754,687 patent/US20240093755A1/en active Pending
- 2019-10-08 WO PCT/IB2019/058571 patent/WO2021069954A1/es active Application Filing
- 2019-10-08 AU AU2019469841A patent/AU2019469841A1/en active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1031969A (fr) * | 1951-02-02 | 1953-06-29 | Neyret Beylier & Piccardpictet | Perfectionnements aux amortisseurs de chocs de navires |
US2842939A (en) * | 1953-10-14 | 1958-07-15 | Neyrpic Ets | Shock absorber for docking of ships |
US4137861A (en) * | 1974-06-26 | 1979-02-06 | Irving Brummenaes | Process for mooring a ship and a fender arrangement for such mooring process |
WO2019172754A1 (en) * | 2018-03-06 | 2019-09-12 | Merwelands Jachtbouw Rotterdam B.V. | Fender |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114775540A (zh) * | 2022-04-12 | 2022-07-22 | 重庆交通大学 | 一种桥梁上部结构防船撞保护装置 |
CN114775540B (zh) * | 2022-04-12 | 2024-04-05 | 重庆交通大学 | 一种桥梁上部结构防船撞保护装置 |
CN116254809A (zh) * | 2023-05-15 | 2023-06-13 | 枣庄科技职业学院 | 一种海洋平台用船舶停靠液压缓冲机构 |
CN116654204A (zh) * | 2023-07-11 | 2023-08-29 | 山东诺亚方舟船舶有限公司 | 一种船舶防撞装置 |
CN116654204B (zh) * | 2023-07-11 | 2024-02-09 | 威海聚星船舶技术有限公司 | 一种船舶防撞装置 |
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US20240093755A1 (en) | 2024-03-21 |
AU2019469841A1 (en) | 2022-05-12 |
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