Separation type mild steel shock absorber

Abstract

The present invention provides a separation type mild steel shock absorber. The separation type mild steel shock absorber comprises an upper shock absorber part and a lower shock absorber part which are symmetrically arranged relatively, wherein relative end portions of the upper shock absorber part and the lower shock absorber part have force transmission segments, and a gap is left between end surfaces of the two force transmission segments; a force transmission cylinder arranged outside the force transmission segments of the upper shock absorber part and the lower shock absorber part and capable of slidably connecting the force transmission segments of the upper shock absorber part and the lower shock absorber part; and a limiting steel pin arranged in the gap so as to limit the force transmission cylinder outside the force transmission segments.

Description

technical field [0001] The invention relates to a shock-absorbing tenon, in particular to a separate mild steel shock-absorbing tenon. Background technique [0002] In order to meet the safety and comfort requirements of train operation, the stiffness of railway bridge piers is generally greater than that of general bridge structures, which leads to an increase in the seismic response of bridge piers, especially for piers with low pier body. If the traditional ductility design method is adopted to Reaching the expected seismic capacity means a large increase in engineering investment, and once a strong earthquake exceeding the design seismic intensity occurs, the bridge will inevitably be severely damaged, so the ductility design method is often not available for bridges with low piers. In this case, in the prior art, anti-seismic design is adopted in railway bridges. Commonly used shock-absorbing and isolating designs include shock-absorbing and isolating bearings such as l...

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Problems solved by technology

[0002] In order to meet the safety and comfort requirements of train operation, the stiffness of railway bridge piers is generally greater than that of general bridge structures, which leads to an increase in the seismic response of bridge piers, especially for piers with low pier body. If the traditional ductility design method is adopted to Reaching the expected seismic capacity means a large increase in engineering investment, and once a strong earthquake exceeding the design seismic intensity occurs, the bridge will inevitably be severely damaged, so the ductility design method is often not available for bridges with low piers. In this case, in the prior art, anti-seismic design is adopted in railway bridges. Commonly used shock-absorbing and isolating designs include shock-absorbing and isolating bearings such as lead-core rubber bearings, laminated rubber bearings, etc., and energy-dissipating bearings. Dampers such as viscous dampers, metal dampers, etc., but the initial stiffness of this type of shock-absorbing and isolation design is small, and it is difficult to meet the requirements of the dynamic performance of railway bridges

On this basis, in the prior art, there is a shock-absorbing and isolation design through a shock-absorbing tenon, such as a single-cantilever shock-absorbing tenon, which has an obvious shock-absorbing effect, but when large deformation occurs, this shock-absorbing Larger angular displacement and vertical displacement will occur at the force transmission point at the upper end of the tenon, so it is necessary to set up a rotating friction pair such as a spherical joint structure and a sliding friction pair, which makes the structure of this shock-absorbing tenon complex, difficult to manufacture, and difficult to produce. The cost is high, and the phenomenon of stress concentration is prominent

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