The present invention relates to the field of transport mechanical engineering. Objectimprove performance and operational reliability of a friction shock absorber. The friction shock absorber (FIG. 2) comprises housing (1), whose walls form orifice (2), and bottom (4) that is in contact with return-and-retaining device (5) contacting a friction assembly that consists of the following elements fitted out with friction surfaces (f1-f10): supporting plate (10), pressure wedge (6), stay wedges (7), and reverse-U-shaped movable plates (9) fitted out with side shelves (14) that cover guide plates (8) and are located on supporting plate (10). Return-and-retaining device (5) is available between the guide plates. Additional return-and-retaining device (11) is available between the pressure wedge and the supporting plate. Recesses for the return-and-retaining device and hard lubricant inserts are available on the guide plates; Movable plates may be partially T-shaped forming side shelves that are located on the supporting plate. Hooks (15, 16) are available on the pressure wedge and stay wedges, located so as to enable a mutual contact during the back stroke of the pressure wedge.

The present invention relates to the field of transport mechanical engineering.

Objectimprove performance and operational reliability of a friction shock absorber.

It (FIG. 2) comprises housing (1) with internal protuberances, base (3), and orifice (6), wherein friction assembly (7) is situated that consists of pressure wedge (8) and stay wedges (9) contacting therewith, which wedges are in contact with guide plates (10) and movable plates (11) contacting therewith. The movable plates and stay wedges are in contact with pressure plate (12), between whereof and the base return-and-retaining device (14) is located contacting the carrying edge with its peak (15).

Part (A) of the return-and-retaining device is situated between the guide plates resting against the housing's internal protuberances fitted out with recesses (21) that may run along the entire width of the guide plates.

Width (B) of its Part (A) located between the recesses is bigger than the shortest distance (C) between the guide plates. The guide plates are located closer to the housing base than the pressure plate's carrying end contacting the peak of the return-and-retaining device.

The present invention relates to the field of transport mechanical engineering.

Objectimprove performance and operational reliability of a friction shock absorber.

It (FIG. 2) comprises housing (1) with internal protuberances, base (3), and orifice (6), wherein friction assembly (7) is situated that consists of pressure wedge (8) and stay wedges (9) contacting therewith, which wedges are in contact with guide plates (10) and movable plates (11) contacting therewith. The movable plates and stay wedges are in contact with pressure plate (12), between whereof and the base return-and-retaining device (14) is located contacting the carrying edge with its peak (15).

Part (A) of the return-and-retaining device is situated between the guide plates resting against the housing's internal protuberances fitted out with recesses (21) that may run along the entire width of the guide plates.

Width (B) of its Part (A) located between the recesses is bigger than the shortest distance (C) between the guide plates. The guide plates are located closer to the housing base than the pressure plate's carrying end contacting the peak of the return-and-retaining device.

The present invention relates to the field of transport mechanical engineering.

Objectimprove performance and operational reliability of a friction shock absorber.

The friction shock absorber (FIG. 2) comprises housing (1), whose walls form orifice (2), and bottom (4) that is in contact with return-and-retaining device (5) contacting a friction assembly that consists of the following elements fitted out with friction surfaces (f1-f10): supporting plate (10), pressure wedge (6), stay wedges (7), and reverse-U-shaped movable plates (9) fitted out with side shelves (14) that cover guide plates (8) and are located on supporting plate (10). Return-and-retaining device (5) is available between the guide plates. Additional return-and-retaining device (11) is available between the pressure wedge and the supporting plate.

Recesses for the return-and-retaining device and hard lubricant inserts are available on the guide plates;

Movable plates may be partially T-shaped forming side shelves that are located on the supporting plate.

Hooks (15, 16) are available on the pressure wedge and stay wedges, located so as to enable a mutual contact during the back stroke of the pressure wedge.

The present invention relates to the field of transport mechanical engineering.

Objectimprove performance and operational reliability of a friction shock absorber.

The friction shock absorber (FIG. 2) comprises housing (1), whose walls form orifice (2), and bottom (4) that is in contact with return-and-retaining device (5) contacting a friction assembly that consists of the following elements fitted out with friction surfaces (f1-f10): supporting plate (10), pressure wedge (6), stay wedges (7), and reverse-U-shaped movable plates (9) fitted out with side shelves (14) that cover guide plates (8) and are located on supporting plate (10). Return-and-retaining device (5) is available between the guide plates. Additional return-and-retaining device (11) is available between the pressure wedge and the supporting plate.

Recesses for the return-and-retaining device and hard lubricant inserts are available on the guide plates;

Movable plates may be partially T-shaped forming side shelves that are located on the supporting plate.

Hooks (15, 16) are available on the pressure wedge and stay wedges, located so as to enable a mutual contact during the back stroke of the pressure wedge.

The invention relates to the field of vehicle engineering and concerns friction shock absorbers for vehicles, primarily rolling stock. The aim of the invention is to increase the reliability and operating efficiency of a friction shock absorber. The present friction shock absorber (FIG. 3) comprises a housing (1), having a bottom (4) and a neck (2), which is formed by the walls (3) of the housing, said neck having disposed therein a return and retaining device (5) which can be compressed and which contacts with a friction assembly (7) consisting of a pressure wedge (10) and stay wedges (11) in contact therewith. In the neck (2) of the housing (1) there are arranged guide plates (12), which are in contact with the stay wedges (11) as well as with movable plates (13), the latter being in contact with the walls (3) of the housing (1) and being provided with protuberances (9), between which are disposed the guide plates (12), which are mounted on internal protuberances (20) in the housing (1). The surfaces of the guide plates (12) facing the stay wedges (11) have recesses (V) provided therealong, which encompass the return and retaining device (5).

A coupler pivot. A coupler (10) comprises at least a first gimbal (31; 32) defining a pivot that is secured to a mounting (41) for securing to a frame member of a vehicle, the pivot also being secured to a buffer column (39) part of which protrudes on an opposite side of the pivot to the mounting (41) such that the buffer column (39) is moveable relative to the mounting (41) with at least two degrees of freedom. The buffer column (39) defines a free (42) end that is remote from the mounting (41) and that is securable to a further member. The buffer column (39) also includes both a reversible buffer that attenuates buff and draft forces acting between the free end (42) and the mounting (41) and also a non-reversible buffer that attenuates buff forces acting between the free end (42) and the mounting (41) and attaining or exceeding a predetermined energy threshold, the reversible and non-reversible buffers overlapping over at least part of their lengths in the buffer column (39) which in turn overlaps at least one of the pivots.

A coupler pivot. A coupler (10) comprises at least a first gimbal (31; 32) defining a pivot that is secured to a mounting (41) for securing to a frame member of a vehicle, the pivot also being secured to a buffer column (39) part of which protrudes on an opposite side of the pivot to the mounting (41) such that the buffer column (39) is moveable relative to the mounting (41) with at least two degrees of freedom. The buffer column (39) defines a free (42) end that is remote from the mounting (41) and that is securable to a further member. The buffer column (39) also includes both a reversible buffer that attenuates buff and draft forces acting between the free end (42) and the mounting (41) and also a non-reversible buffer that attenuates buff forces acting between the free end (42) and the mounting (41) and attaining or exceeding a predetermined energy threshold, the reversible and non-reversible buffers overlapping over at least part of their lengths in the buffer column (39) which in turn overlaps at least one of the pivots.

A coupler buffer is provided that includes a coupler yoke for connection to a coupler, a front stop body for mounting to a vehicle body, a first elastic element, wherein a rear end thereof abuts against the coupler yoke and a front end thereof abuts against the front stop body, a casing arranged at a rear end of the coupler yoke, wherein a rear end of the casing is configured to be connected to the vehicle body, and the casing is connected with the coupler yoke via a connecting shaft, and the coupler yoke is movable along an axial direction of the connecting shaft, and a second elastic element arranged between the casing and the coupler yoke, wherein even when a vehicle body suffers a traction force or a compression force, the coupler buffer may function well.

A coupler buffer is provided that includes a coupler yoke for connection to a coupler, a front stop body for mounting to a vehicle body, a first elastic element, wherein a rear end thereof abuts against the coupler yoke and a front end thereof abuts against the front stop body, a casing arranged at a rear end of the coupler yoke, wherein a rear end of the casing is configured to be connected to the vehicle body, and the casing is connected with the coupler yoke via a connecting shaft, and the coupler yoke is movable along an axial direction of the connecting shaft, and a second elastic element arranged between the casing and the coupler yoke, wherein even when a vehicle body suffers a traction force or a compression force, the coupler buffer may function well.