U.S. patent number 3,602,151 [Application Number 04/777,395] was granted by the patent office on 1971-08-31 for energy dissipating construction for trains.
Invention is credited to Duane B. Ford, Grant W. Walker, Bruce O. Young.
United States Patent |
3,602,151 |
Walker , et al. |
August 31, 1971 |
ENERGY DISSIPATING CONSTRUCTION FOR TRAINS
Abstract
An energy dissipating construction for absorbing and dissipating
the kinetic energy of moving trains is disclosed which comprises a
backstop fixedly secured with respect to the rails which support
the train, a plurality of telescoping diaphragm members each
consisting of a vertical diaphragm plate and a horizontal support
plate and an energy dissipating assembly comprising a plurality of
vertical liquid containing resilient cylinders between the backstop
and the first diaphragm plate and between succeeding diaphragm
plates, each of the cylinders having one or more openings adapted
and constructed to permit escape of the liquid therefrom at a rate
commensurate with the energy of impact on the construction. Upon
impact each of the diaphragm assemblies telescopes with the
adjacent diaphragm assembly thereby crushing the resilient liquid
filled cylinders and forcing the liquid therefrom to thereby
dissipate the kinetic energy of the train and bring the train to a
stop.
Inventors: |
Walker; Grant W. (Sacramento,
CA), Young; Bruce O. (Sacramento, CA), Ford; Duane B.
(Placerville, CA) |
Family
ID: |
25110136 |
Appl.
No.: |
04/777,395 |
Filed: |
November 20, 1968 |
Current U.S.
Class: |
104/256; 293/1;
267/116 |
Current CPC
Class: |
B61K
7/18 (20130101); E01F 15/146 (20130101); F16F
5/00 (20130101) |
Current International
Class: |
E01F
15/00 (20060101); B61K 7/18 (20060101); B61K
7/00 (20060101); E01F 15/14 (20060101); F16F
5/00 (20060101); B61k 007/18 (); F16f 009/10 () |
Field of
Search: |
;104/256 ;293/51,1
;267/1 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: LaPoint; Arthur L.
Assistant Examiner: Saifer; Robert
Claims
We claim:
1. An energy absorbing construction for absorbing and dissipating
the kinetic energy of trains and the like without storing said
energy which in combination comprises:
a backstop means fixedly secured relative to rail means, said rail
means being adapted to support a train or the like;
a plurality of relatively rigid diaphragm means supported for
movement along said rail means toward said backstop means, said
diaphragm means in normally spaced disposition along said rail
means and being spaced from said backstop means;
a plurality of nonenergy storing normally noncompressible fluid
containing energy dissipating means in the space between the
diaphragm means and the backstop means and separating said
diaphragm means, said energy dissipating means including container
means for said fluid, said container means including collapsible
portions and being adapted and constructed for being collapsed by
relative movement of the diaphragm means toward the backstop means,
said container means including at least one orifice adapted and
constructed for permitting escape of said fluid at a rate
commensurate with the kinetic energy transmitted to the diaphragm
means;
said diaphragm means and energy absorbing means being so
constructed and arranged that a series of energy absorbing
subconstructions is formed by adjacent pairs of diaphragm means,
energy being dissipated by energy dissipating means between the
respective diaphragm means as said diaphragm means move relatively
close upon impact of a train or the like.
2. The construction of claim 1 wherein said diaphragm means are
constructed and adapted to telescope into each other upon impact by
a train or the like.
3. The construction of claim 1 wherein said diaphragm means are
adapted and constructed to support said energy dissipating
means.
4. The construction of claim 3 wherein said diaphragm means are
constructed and adapted to telescope into each other upon impact by
a train or the like.
5. The construction of claim 4 wherein the backstop means
comprises:
a fixed support stop;
a movable backing member; and
resilient means separating the backing member from the support stop
for temporarily storing energy for transmittal into said energy
dissipating means.
6. The construction of claim 1 wherein the backstop means
comprises:
a fixed support stop;
a movable backing member; and
resilient means separating the backing member from the support stop
for temporarily storing energy for transmittal into said energy
dissipating means.
7. The construction of claim 1 wherein said diaphragm means are
constructed and adapted to support said energy dissipating
means.
8. A nonenergy storing construction for dissipating kinetic energy
of trains and the like comprising:
a support stop fixed relative to train supporting rail means;
a backing member constructed and adapted to be restrained from
movement by said support stop;
a plurality of diaphragm means supported for movement on said rail
means, each of said diaphragm means including a generally vertical
diaphragm plate and a generally horizontal platform plate and being
constructed and adapted to telescope with one another and with the
backing member;
a plurality of nonenergy storing dissipating means separating said
diaphragm means and supported on said platform plates between said
diaphragm plates, each of said dissipating means comprising at
least one semiresilient container normally at least partially
filled with a noncompressible fluid, said container including at
least one orifice constructed and adapted to expel fluid
commensurate with a train impact energy when the diaphragms move
toward the backing member collapsing said container; and
additional dissipating means disposed between one of said diaphragm
means and said backing member.
9. The construction of claim 8 wherein said additional dissipating
means comprises:
resilient means for permitting limited relative movement for
temporary storage of energy and retransmittal of said energy to
dissipating means.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to railroad equipment and, more
particularly, to energy absorbing stops for trains.
2. Description of the Prior Art
It is known, in the prior art, to provide stops at the end of
railroad spurs and at the end of rails in train stations. These
stops may simply be in the form of a pile of sandbags or the like,
a concrete abutment, or a steel stop welded to the rails. Energy
absorbing devices such as springs and compressible fluid devices,
in addition to the structures mentioned, are not generally
successful for the intended purpose.
Trains traveling toward the end of a spur or the end of the rail in
a station are usually not moving at a very high velocity. However,
because of the enormous inertia of a train it is impractical, and
often impossible, to bring the train to a dead stop instantly
without severe damage to the train, the stopping mechanism, and/or
to the cargo of the train. The problem is particularly acute where
passengers may be riding on the train.
Similarly, it is not a satisfactory solution to the problem simply
to store up the kinetic energy of a moving train, as by means of a
spring alone, since as soon as the train comes to a halt, the
stored up energy acts against the train and causes a second, and
often equally serious, jolt to the passengers and/or cargo.
What is required, for a practical train stopping mechanism, is
means for permitting the train to travel over a short distance,
which often may be significant, while dissipating the kinetic
energy of the train without storage of the energy. It is,
accordingly, a principal object of this invention to provide an
improved nonenergy storing construction for bringing moving trains
to a gentle stop.
SUMMARY OF THE INVENTION
A novel construction for utilizing liquid filled kinetic energy
dissipating devices has now been invented. This construction
comprises, as its major components, a backstop fixedly secured to
the rails or relative thereto, a plurality of relatively
telescoping diaphragm assemblies, supported for movement along the
rails, each of the diaphragm assemblies including a vertical
diaphragm plate and a horizontal support portion and a plurality of
nonenergy storing normally noncompressible fluid containing energy
dissipating cylinders in the space between the diaphragm and the
backstop and between the adjacent diaphragms. The dissipating
devices are supported on the support plate of the diaphragm
assembly. It will be apparent, from the foregoing, that the primary
object of this invention is to provide a novel combination energy
absorbing construction of the type briefly described. It is a
further object of the invention to provide a novel energy absorbing
construction which includes a fixed backstop means and one or more
relatively rigid diaphragm means separated by energy dissipating
means, the diaphragm means being supported for relative movement
toward the backstop means by a moving train for forcing fluid from
the energy dissipating means at a rate commensurate with the energy
of the moving train.
A novel combination of backstop means, energy absorbing means and
relatively rigid diaphragm means is an important more specific
object of the invention.
A still more specific object of the invention is to provide a novel
backstop means for use in combination with movable diaphragm
means.
A highly significant and important object of the invention is to
provide an energy absorbing construction which includes a plurality
of relatively telescoping diaphragm means separated by energy
dissipating means.
The specific construction disclosed herein have the combination of
parts and elements described and illustrated constitutes a further
and more specific, but nonlimiting, object of the invention.
Other objects of the invention will become apparent from the
specification which follows and from the drawings to which
reference is now made.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is a top plan view of the construction of this invention
shown in its normal configuration, prior to impact by a train.
FIG. 2 is a top plan view of the embodiment of FIG. 1 shown in its
completely compressed position as it would appear following maximum
impact by a train or the like.
FIG. 3 is a side view of the construction of FIG. 1.
FIG. 4 is a side view of the construction of FIG. 4 shown in the
compressed configuration.
FIG. 5 is a detail showing the support means for the movable
elements of the construction.
DESCRIPTION OF THE PREFERRED EMBODIMENT
The major components of the invention are adapted to be used on
rail means such as 10 which may include a second rail 10a. It will
be understood, however, that it is well within the skill of the art
to adapt the construction of this invention, in view of the
teachings which will follow, for use on a monorail or equivalent.
The main components include backstop means shown generally at 12
fixedly secured relative to the rails and an energy absorbing
assembly including moving components shown generally at 14.
The backstop means 12, which may be of the type supplied to the
railroad industry, for example, by Hayes Track Appliance Company,
Richmond, Indiana, or others, comprises a pair of legs 16 and 18
connected by a bite portion 20. The legs 16 and 18 are, in the
preferred embodiment, welded to the rails. In the case of a
monorail, however, only one supporting leg would normally be used.
The bite portion 20 may include a spring receiving member 22 for
receiving and securing one end of a spring 24, the other end of the
spring 24 being received in a cap 26 which is in contact with and
may be secured to a backing member 28 which is constructed and
adapted to be restrained from movement by the support stop which
comprises the legs 16 and 18 and the bite portion 20. Limited
relative movement is permitted against the resilient bias of the
spring 24, however, a guide 30 may be secured to the cap 26 or to
the backing member 28, as shown in the drawing, and is received in
a slot 32 of the bite portion 20 in the support stop.
As best shown in FIG. 3, the backstop 20 includes a generally
vertical backstop plate 34 connected to a horizontal support having
a bottom plate 36 and sideplates 38 and 38'.
The rearwardmost end of the backing member is supported by a pair
of legs 40 connected to a slidable rail gripping foot portion
comprising a pair of plates 42 and 44 connected by bite portions 46
and 46' which may be secured to the bottom of the legs 40 by means
of frictional fasteners such as bolts 48 and 50, the latter being
best shown in FIG. 5. A similar arrangement is used on the
diaphragm means as will be described hereinafter.
As best shown in FIGS. 1 and 2, the rearwardly extending bottom
plate portion 36 is cut out and adapted to be received around
anchor cable 52 which extends from an anchor, shown at 54, below
the rails 10 and over the bite portion 20 of the support stop where
it is secured by means of a receiving sleeve 56 and a bolt 58
extending through an opening in a ring 60 which is formed,
preferably, integrally with the bit portion 20.
As indicated at 62, the front or forwardmost end of the backing
member 28 is supported by the rearwardmost end of a diaphragm
assembly indicated generally at 64, the front end of which is
supported, as indicated at 66, on the rearwardmost end of a
relatively telescoping diaphragm assembly 68 which is supported in
like manner on the rear end of diaphragm member 70. Diaphragm
member 70 is similarly supported on the rearwardmost portion of
diaphragm member 72 which is supported in the same manner on the
rearwardmost portion of diaphragm 74. Diaphragm assembly 74 differs
from the other assemblies in that it also includes a front
support.
The diaphragm assembly 74 will be described in detail and it is to
be understood that, except as noted, the elements of the other
diaphragm assemblies are similar except for dimensions. To avoid
undue repetition, however, the elements of the remaining diaphragm
assemblies will not be described in detail.
The diaphragm assembly 74 includes a vertical diaphragm plate 76
which is connected to a bottom support plate 78 and to sideplates
80 and 82, shown best in FIG. 1. The rearwardmost portion of the
diaphragm assembly 74 is supported by a pair of legs 84 which are
secured to feet members 86 of the type shown in FIG. 5 and
previously described.
To this point, the diaphragm assembly 74 is substantially identical
with the other diaphragm assemblies 64-72 except that it is wider
than the remaining diaphragm assemblies. It will be apparent from
FIG. 1 that each diaphragm assembly is slightly smaller than the
next succeeding diaphragm assembly forwardly thereof and that the
sidewalls are received inside the sidewalls of the next adjacent
diaphragm assembly and the bottom support plate is received on top
of the bottom support plate of the succeeding diaphragm assembly in
such a manner that all of diaphragm assemblies may telescope over
each over. Similarly, the diaphragm assemblies 64, 66, and 68 are
adapted to telescope over the backing plate 28 in a similar
manner.
In addition to the components common to all of the diaphragm
assemblies, however, the forwardmost diaphragm assembly 74 includes
a pair of front legs 88 secured to shoes 90 of similar construction
and may include bracing 92 and 94 on each side as best shown in
FIG. 3. It is to be understood that except as described or
illustrated, the construction of the assembly is symmetrical and
like elements will appear on the side of the construction obscured
from view by the drawing.
In the preferred embodiment, it is desirable to provide engaging
means shown generally at 96 which may include a block 98 secured to
the vertical diaphragm plate 76 of the diaphragm assembly and an
energy absorbing buffer 100, such as a liquid filled buffer
generally of the type described in U.S. Pat. No. 3,284,122 secured
as by means of a plate 102 to the block 98. This engaging means
prevents or reduces damage to the construction but is otherwise not
necessary.
Between each of the diaphragm plates and between the first
diaphragm plate and the backing plate there is provided a nonenergy
storing dissipating means. In the preferred embodiment, the
dissipating means comprises a plurality of liquid filled buffers
for absorbing kinetic energy of the type described and illustrated
in the application of John W. Rich, Ser. No. 664,333 filed Aug. 30,
1967, now U.S. Pat. No. 3,503,600 the entire disclosure of which is
incorporated herein by reference.
Briefly described, buffer members of the type under consideration
comprises a vertical semiresilient cylinder which is partially or
fully filled with water. The cylinders provided, normally in the
upper portion thereof, with one or more openings. These openings
are constructed and adapted to permit escape of water only at a
rate commensurate with the energy of impact on the walls thereof.
The walls are described as semiresilient in that the cylinders may
be collapsed and will, upon removal of external forces, return to
their original shape but have little energy storing capacity. These
cylinders may be made of rubber but are preferably made of plastics
such as highly plasticized polyvinylchloride or
vinylchloride-vinylacetate copolymers, and the like. Reference is
made to the aforementioned application for a detailed description
of devices of this type.
OPERATION
FIGS. 1 and 3 shown the construction of this invention in its
normal configuration ready for use; i.e., prior to any impact by a
moving train. As will readily be seen, each of the diaphragm plates
is spaced from each adjacent diaphragm plate and the first
diaphragm plate is spaced from the backing plate 28. The spaces
between these plates are filled with a plurality of the energy
absorbing cylinders. These cylinders are normally approximately
filled with water or some other noncompressible or substantially
noncompressible fluid. Cylinder 104 is exemplary of such
constructions.
Since each of the diaphragms are substantially rigid they will
transmit the impact energy equally to all of the energy dissipating
cylinders in contact therewith and, through the series of energy
dissipating cylinders, to the next diaphragm plate and so on along
the length of the construction so that ultimately, any
nondissipated kinetic energy is transmitted to the backing plate
28. As the train strikes the construction, preferably engaging the
cushion buffer 100, the last diaphragm 74 begins moving toward the
backing plate 28 and transmitting energy to the diaphragm 72 which,
in turn, begins to move in the same direction and so on down the
line such that, upon sufficient impact, all of the diaphragms will
begin moving toward the backing plate. Not all of the diaphragms
will, however, necessarily move at the same velocity. Indeed, in
the preferred embodiment, the diaphragm 74 moves faster than the
diaphragm 72 and likewise with the diaphragms 70, 68, and 64. As
the diaphragms are moved closer relative to each other, the energy
of impact is dissipated as the water contained in the cylinders 104
is spewed forth out of the orifices therein, as described in detail
and illustrated in the aforementioned application of John W.
Rich.
Upon maximum impact by a moving train, all of the diaphragms will
be moved very close to each other relatively as shown in FIGS. 2
and 4. When this occurs, substantially all of the water will have
been blown out of the cylinders, and the spring 24 will be in
compression. Normally, however, the spring 24 is utilized merely to
even out the rate of dissipation of energy by absorbing minor
portions of the kinetic energy of the train and retransmitting this
energy to the energy dissipating buffer cylinders. Thus, it will be
apparent from the foregoing that a moving train is brought
gradually to a stop and the kinetic energy thereof is dissipated by
the discharge of large quantities of noncompressible fluid from the
semiresilient cylinders and, as a major factor, through the viscous
flow of the liquid through the orifice arrangement in each of the
cylinders as described in detail in the aforementioned application
of John W. Rich. It is important to note that the kinetic energy of
the train is not simply stored and retransmitted to the train. The
advantages of this invention has been discussed previously and,
upon reflection, will be appreciated. If an energy storing device
were used, the train would simply suffer a second jolt which may
cause damage as severe as the original impact. There is, of course,
no second jolt utilizing the present invention.
Furthermore, it will be realized that, contrary to prior practices,
no effort is made to bring the train instantly to a stop but
rather, the construction is so designed as to dissipate the energy
of movement of the train over a considerable distance. This maximum
utilization of distance and energy dissipation is accomplished by
the novel telescoping arrangement of the diaphragm system and the
energy dissipating means of this invention.
In the present invention, the feet on the supporting legs are
simply adapted to restrain vertical movement of the diaphragm
assemblies. The diaphragm assemblies and the backing plate assembly
is slidably supported on the rails. Of course, this support may be
accomplished by means of wheels, rollers, or by other means. All
such relatively movable supports would be equivalent for purposes
of the present invention. However, it is more economical to use
simple sliding friction devices and such devices are ample for
present purposes because a moving train possesses sufficient
momentum to overcome the initial coefficient of friction.
Furthermore, it will be understood that while the present diaphragm
arrangement is adapted to be supported by and slid upon the same
rails upon which the train runs, other relatively movable
arrangements could be provided. All that is necessary is that the
backstop assembly be fixed relative to the rail or the like upon
which the train moves and that the diaphragms be movable relative
to the rail or the like toward the backstop assembly. The foregoing
embodiment is exemplary of the invention and may be used as a model
for constructing the invention, however, many variations of the
invention may be made without departing from the spirit and scope
of the invention as defined in the following claims.
* * * * *