EA017023B1 - Test stand for flexible cargo coverings used on railroad open-top cars, railroad open-top car model, flexible covering testing method (variants), and application thereof for testing flexible coverings - Google Patents

Abstract

The present invention relates to the installations, equipment and testing methods of flexible cargo coverings used on full-size railroad open-top cars. The offered test stand for flexible cargo coverings used on full-size railroad open-top cars consists of a continuous-flow wind tunnel (WT); mountings constructed in a way that allows to adjust the angles of yaw and attack; full-size railroad open-top car model set up on the abovementioned mountings; full-size flexible covering with fixed markers to keep records of its movements; rigging anchors, installed inside the abovementioned models, allowing to fixate the covering on different levels; rigging elements for fastening and fixation of the abovementioned covering; eyelets, attached to the abovementioned covering and located at intervals along the whole perimeter of the fore-mentioned covering to provide its fixation to the walls of the model with the help of the abovementioned rigging elements; strain gage sensors, installed to obtain straining force measurements of the abovementioned rigging elements; video cameras used for photo shooting and video recording of the fore-mentioned covering. Using the full-size model of rail-road open-top car and full-size flexible covering helps to obtain reliable data about the durability and performance characteristics of differently designed coverings, as well as to optimize their materials consumption.

Description

FIELD OF THE INVENTION

The invention relates to installations, equipment and methods for testing flexible shelters of railway gondola cars.

State of the art

Flexible shelters are used to prevent spoilage, entrainment and / or fire of bulk cargo during their transportation in railway gondola cars.

According to GOST 127.1-93, in order to prevent ignition of lump and granular sulfur when transported in bulk in open railway gondola cars from external ignition sources, it is necessary to cover the entire surface of the cargo with a sheet of slow-burning material with reliable fastening on the inner walls of the gondola and cross-strapping it with a strong non-metallic tape (cord) , rope) on the surface of the shelter in order to exclude windage; in this case, uncovered sections and web breaks are not allowed on the surface of the cargo.

Practice shows that during operation the integrity of the most common shelters made of fiberglass is often violated, and the surface of the sulfur is partially exposed. Gondola cars with bare sulfur removed from the route and re-cover. Despite the measures taken, gondola cars with sulfur periodically light up, which leads to interruptions in the movement of trains and poses a threat to the health of citizens.

For fire protection, shelters are usually used, sewn from several panels of fiberglass. Shelter is attached to the walls of the gondola for grommets - metal rings embedded on the edges of the shelter. The properties of the fiberglass used are given in table. one.

Table 1

Fiberglass Properties

Name of indicator Indicator value The mass of fiberglass, g / m ² 160-280 Fiberglass thickness, mm 0.14-0.25 Density (thickening / inch), pcb / bcb based by duck 43 + 3 (30-38) + 3 Burst stress, N / 50 mm based by duck 800-3000 800-2000

The test results of fiberglass shelters in accordance with GOST 6943.16-94, GOST 29104.491 and GOST 6943.10-79, fastening tapes, lacing tapes and eyelets are given in table. 2 and 3.

table 2

Test results of fiberglass shelters from various manufacturers

It was found that the surface density of fiberglass ranged from 189 to 272 g / m ² , the breaking load on the base from 677.6 to 2991.1 N, the breaking load on the weft from 1324.4 to 1882.3 N,

- 1 017023 the flexural stability of the weft and warp was small - from 18 to 69 cycles.

In the table. 3 shows the test results of the grommets of the shelters, as well as fastening and lacing tapes. For metal eyelets of shelters, the table shows the outer and inner diameter of the eyelet ring. As a fastening and lacing tape, as a rule, the same tape is used.

Table 3

Test results of the grommets of shelters, as well as the name of the sample of fastening and lacing tapes

Actual Values

Name of quality

- 2 017023

The selection of suitable shelters for the transportation of goods in railway gondola cars in practice is complicated by the lack of correlation between and strength characteristics of the shelter elements and their damage on the route. Often, shelters from less durable fiberglass retained integrity under the same conditions under which shelters from more durable fiberglass were significantly damaged.

The integrity of the shelter is influenced by many factors, in particular the method of attaching the eyelets to the shelter, as well as the strength of the lifting elements, i.e. fastening tapes and tapes for cross diagonal lacing (for clamping the shelter to the surface of sulfur). A direct correlation between the strength characteristics of the rigging elements and the integrity of the shelter during transportation of goods was also not observed.

The fastening strength of the eyelets to fiberglass was tested on a Tiratest 2200 tensile testing machine. The size of the shelter strip with the eyelet was 150x150 mm, a wire loop was passed through the eyelet hole. The gap occurred when the test sample was tensioned between the wire loop and the glass cloth clamped in the lips of the tensile testing machine. A direct correlation between the tear-off strength of the eyelets from fiberglass and the integrity of the shelter during transportation of sulfur was also not observed. At the same time, during the transportation of sulfur, the intact grommets fell out of the shelter nest.

It was found that a great influence on the integrity of the shelter has a choice of distance (N) between the level of fastening of the shelter to the walls of the gondola and the surface of sulfur, that is, the windage of the shelter. With the increase of this distance (N), the area of cargo exposure increased due to various damage to the shelter: rupture of fiberglass along the weft or warp, grinding of fiberglass with lacing tape; tearing seams connecting fiberglass cloths, tearing fastening tapes from the walls of a gondola car, tearing lacing tapes. It was noted that during strong winds (in spring and autumn) shelters are damaged more.

These circumstances indicate the need for shelter testing for wind resistance. According to passport data for open wagons, the allowable speed of open wagons is 120 km / h, which corresponds to an air flow at a speed of 33 m / s. In this case, wind speed can reach 15 m / s or more, and during a storm 25 m / s. The direction of the wind with respect to the direction of movement of the train can be fair, lateral or oncoming. As practice and test results show, the greatest amount of damage is caused by headwinds and crosswinds.

As shown in FIG. 1, the surface of the shelter is most severely damaged near the end walls of the gondola (the direction of movement of the trains changes, therefore, there are no significant differences between the ends of the gondola).

Thus, the integrity of the shelter is affected by many factors, the combined effect of which cannot be satisfactorily predicted on the basis of existing ideas about the strength of individual elements of shelters. It is these circumstances that determine the relevance of creating a model and a stand for testing shelters in conditions as close as possible to operating conditions.

An adequate shelter model and test bench should be suitable to justify you

- 3 017023 boron properties of shelters that provide satisfactory resistance to various harmful factors. Among the properties and factors include weft and warp strength, flexural resistance of fiberglass yarns to weft and warp, the strength of the seams connecting the fiberglass webs, the strength of the eyelets fastening to the shelter, the number of eyelets on the shelter, the number of hooks on the walls of the gondola for fixing the shelter, the distance between the level of fastening of the shelter to the walls of the gondola and the surface of the bulk cargo, that is, the windage of the shelter, the speed of the gondola on the route up to the maximum, the speed and direction of the headwind, sk growth of lateral wind strength tapes that secure the cover to the wall of the gondola, strength lacing strips, and securing the number of lacing strips, the method of binding.

As a model, a reduced model of a railway gondola car was tested on a scale of 1:10 (model length 1.235 m, width 0.3 m) by blowing it in a wind tunnel. However, the results of testing shelters made of fiberglass with a size of 1.235x0.3 m with reduced to a scale of 1:10 grommets (diameter 3 mm) were of little value. In this regard, it was decided to abandon the use of reduced models.

In aerodynamic modeling, physically similar phenomena are usually considered; The dimensions of models and their details, the speed of the medium are subject to change. The phenomena will be dynamically similar if, at similar points of the compared flows flowing around the full-scale object (car) and its model (gondola car model), the conditions for the correspondence of all elements creating a dynamic picture will be met, that is, if the similarity of polygons of forces acting on the corresponding elements is observed flowing around (Martynov A.K. Applied aerodynamics. - M.: Mashinostroenie, 1972; Bedrzhitsky E.L., Dubov B.S., Radtsig A.N. Theory and practice of aerodynamic experiment. - Moscow: Publishing House of Moscow Aviation Institute , 1990).

The similarity is complete if the polygons of the acting forces, velocities, and accelerations are similar, and all the homogeneous physical quantities that determine the flow around are in a certain constant relation at arbitrary similar points in space. If this condition is not fulfilled, that is, not all physical quantities characterizing the flow around the model (layout) and full-size gondola car are in a certain constant relation, then the similarity is incomplete.

However, shelter testing cannot be carried out even in conditions of partial similarity. When studying unsteady or periodic movements of air or streamlined bodies (unsteady movements of the shelter surface in the area of vortices formed inside the gondola, oscillation of elastic fastening and lacing tapes), the Strouhal number refers to similarity criteria. Additional modeling conditions in this case include the dynamic and elastic properties of the shelter structure, the fastening and lacing tapes of the shelter (Martynov A.K. in the same place, Bedrzhitsky E.L. in the same place).

In the aerodynamic modeling of a shelter, it is especially important to comply with the modeling conditions for the thickness of the fiberglass, the structure of the surface of the fiberglass and its breathability, the diameter of the warp and weft, the flexural stability of the fiberglass, the dynamic and elastic properties of the shelter, the size and strength of the fastening and lacing tapes. For aerodynamic modeling of the shelter at a scale of 1:10, it is necessary to reduce the thickness of the fiberglass from 0.140.25 to 0.014-0.025 mm, to reduce the weight of the fiberglass from 160-250 to 16-25 g / m ² . These conditions are not feasible. Since in this case it is not possible to simulate natural conditions, extrapolation of the results of tests on natural conditions is very difficult. In addition, other similarity criteria are violated - the Cauchy criterion (the ratio of elastic and aerodynamic forces) and Newton's criterion (the ratio of inertial and elastic forces).

In this regard, the behavior of the shelter in the wind tunnel was simulated on a full-size model of a gondola car at a scale of 1: 1 using full-size shelters made of fiberglass.

In the works (World Railways, No. 7, 2000, High-Speed Traffic and the Environment; BsiiIeUetshpd V. s1 a1. E18epBaip1essys8sie Kipbvsiai, 1998, No. 8/9, 8. 541-545) studied the aerodynamic and aero-acoustic efficiency of European fairings with the aim of optimization high speed rolling stock. The studies were carried out in three stages: testing of prototypes, experiments in a wind tunnel and mathematical modeling. The data obtained in the first stage were used to confirm the results of subsequent experiments and modeling. Prototypes were tested on a high-speed electric train ETK500 series of Italian state railways (E8). The paper notes that the strength and direction of the wind greatly influence the measurement results. To the greatest extent, the aerodynamic drag of a train increases with a crosswind. Wind tunnel research costs are largely dependent on the scale of the models used. Although small-scale models are more economical, however, the reliability of the results obtained by testing on large models is higher. A study of the 101 series electric locomotive showed that large models should be used. In this regard, experiments in the wind tunnel were carried out on models made on a scale of 1:15 and 1: 7. To ensure comparability with the results of tests carried out on a model of a 1: 1 scale at a low crosswind speed, most of the measurements in the wind tunnel are performed at a side angle

- 4 017023 shear β = 0 °. In real conditions, calm weather is very rare, therefore, to assess the possible savings in operating costs by reducing resistance to movement, studies were also carried out at an angle β = 20 °. Shelter studies on full-size gondola cars were not carried out.

In the publication \ ya1ksh8 8.c1 a1. 1oitpa1 οί \ Ushb Epchepeppd apb 1pbi81pa1 Aetobupash1C5, 1992, νοί. 40, 1k5ie 2, 1pe, p. 147-178, tests of models of hoppers and gondola cars on a scale of 1:10 in a closed wind tunnel are described. During the tests, the number of car models in the train was changed, and tests were carried out with and without a locomotive model. The measured drag coefficient on the model train can be used in relation to a full-size train. It was found that the use of fairings on open wagons, the elimination of open air gaps between open wagons, and the use of modern loading and unloading methods for open wagons reduce the average drag coefficients by 27% for empty open wagons. Shelter studies on full-size gondola cars were not carried out.

From the description of the patent of the Russian Federation for invention No. 2075740, a method is known for determining the aerodynamic characteristics of a vehicle using a vehicle model using a full-size model of the front of the vehicle.

From the description of the RF patent for the invention 2097729, a method for determining the aerodynamic characteristics of a model and a vehicle and an aerodynamic installation for its implementation are known.

Known methods according to patents 2075740 and 2097729 are not suitable for studying the impact of air flow on flexible shelters.

From the description of US patent No. 7107831, a direct-acting wind tunnel with a closed working part is known (see Fig. 2, where a truck tractor 118, a trailer or trailer model 120 are shown, an experimental closed section 122 ADT, an air outlet 124 ADT, an air vent 126 of an aerodynamic pipes, air inlet 128 into the wind tunnel, air outlet 130 from the wind tunnel, engine location with fan 132, fan 134) for measuring the aerodynamic characteristics of the vehicle. As vehicles can be used cars, trucks, tractors, trains, planes and other vehicles. Known wind tunnel includes a test section with a vehicle. Air moving through the inlet of the wind tunnel 128 and the test section 122 can be collected by many separate channels (12 pieces), each individual channel has a fan 134 for moving air through the test section and air ducts. The vehicle can be installed in a wind tunnel at various angles. For example, a vehicle (118, 120) can be mounted so that the front of the vehicle can be raised relative to the rear of the vehicle at different angles. During the tests, the force of the air flow on the vehicle is measured. To identify the features of air resistance, full-size vehicle models can be used. A disadvantage of the known installation is that it is intended only for measuring the impact of moving air on the vehicle itself and is not suitable for testing shelters.

From the description of the RF patent for invention No. 2035030, a method for determining the aerodynamic characteristics of a vehicle is known, in which the vehicle model installed in the wind tunnel is driven by an incoming air flow, the pressure in the drainage holes of the model is measured and recorded, and the aerodynamic characteristics of the vehicle are determined by known dependencies. At the same time, a bar-indicator coating (PS) is preliminarily applied to the model, a change in the color spectrum of the PS is recorded in the process of impact on the model by an incident flow. According to the change in the color spectrum, the dependences of the pressure change and nodal points (inflection points, extrema, etc.) are determined, then, under the same mode of impact, the pressure in the drainage holes corresponding to the nodal points is measured with the free flow, and taking into account these changes correlate BP of pressure change on the surface of the model. The disadvantage of this method is that it is not suitable for testing flexible shelters for railway gondola cars, since the latter changes its shape depending on the air flow rate and is subject to vibrations with a certain amplitude and frequency.

Disclosure of invention

The main objective of the present invention is to increase the reliability of the test results of flexible shelters of railway gondola cars for resistance to operational loads, to increase the reliability of measuring loads leading to the destruction of the elements of flexible shelters. Obtaining reliable information about the loads acting on a flexible shelter in conditions that mimic the conditions of railway transportation creates the necessary prerequisites for the targeted development of shelters that meet the requirements for operational loads, reliability and material consumption, and also reduces the number of tests necessary to select suitable rigging elements, eyelets, elements of diagonal lacing, shelter material, step between eyelets, step between rigging anchors, type and seams, method of linking and other const

- 5 017023 manual parameters that were previously selected either by trial and error, or taking into account unreasonably high safety margins.

The technical result consists in achieving the above goals, as well as in reducing the material consumption of flexible shelters of railway gondola cars while maintaining the safety of transportation in conditions of strong head and cross winds.

The above technical result is manifested when using a test bench for testing flexible shelters of railway gondola cars containing a continuous wind tunnel;

racks made with the possibility of adjusting the pitch and yaw angle;

a full-size model of a railway gondola car installed on the said racks; full-sized flexible shelter with markers fixed on it for recording its movements;

rigging anchors mounted on the walls of the said model from the inside, made with the possibility of attaching the said shelter at various heights;

rigging elements for fastening and fixing said shelter;

eyelets connected to the said shelter and located at a distance from each other around the entire perimeter of the said shelter for its fastening by said rigging elements to the walls of the said model;

strain gauges installed with the ability to measure the tensile forces of said rigging elements;

cameras installed with the possibility of photo and / or video shooting of the said shelter.

In this text, a full-size model of a railway gondola car and a full-size shelter refers to a model and shelter made in the scale of (0.8-1.2): 1 with respect to the railway gondola and full-size shelter.

Mentioned shelter can be made whole-fabric, sewn from separate panels, whole-sheet or consisting of separate sheets, inextricably interconnected.

Said shelter may be made of a non-combustible, non-combustible or fire-resistant woven material, fiberglass, fiberglass, asbestos fiber or basalt fiber or composite materials reinforced with fiberglass, fiberglass, asbestos fiber or basalt fiber.

The said shelter is made of polyethylene, polypropylene or polyvinyl chloride.

As the mentioned lifting elements can be used tapes, cords, cables, ropes, chalks, chains, belts, textile, rope and / or chain slings.

Said rigging elements may be interconnected by means of rigging, turnbuckles, thimbles, hooks, rope clamps and / or rigging brackets.

In a private form of execution, the said shelter is additionally pressed against the covered surface by means of rigging elements, flexible tapes or cables, which are pulled diagonally and fixed on opposite sides of the said gondola.

In yet another particular embodiment, said cover is pressed substantially against the surface to be covered.

Mentioned racks can be associated with aerodynamic scales made with the possibility of measuring the aerodynamic forces acting on the said model.

Mentioned racks can be made with the possibility of adjusting the angle of heel of the said model.

Said walls may be further provided with reference points and / or scales for calculating the relative displacement of the model elements and the shelter mentioned above.

In a particular embodiment, said markers are retroreflective optical elements, preferably based on corner reflectors.

In yet another particular embodiment, said cameras may be provided with searchlights configured to produce a narrowly directed light flux, wherein said searchlights and cameras are oriented along one optical axis in one direction.

The aforementioned technical result is also manifested when using a model of a railway gondola car made on a scale of (0.8-1.2): 1 with respect to a railway gondola car, for installation on racks made with the possibility of changing the pitch and yaw angle, and testing flexible shelters, which contains a prefabricated frame of metal profiles, walls and a bottom of a metal sheet, interconnected to form a spatial configuration in the form of the body of a railway gondola, rigging anchors, made with the possibility of attaching the said shelter to the said walls at different heights from the said bottom, rigging elements for attaching and fixing the said shelter, as well as strain gauges installed with the ability to measure the tensile forces of the rigging elements.

In a preferred embodiment, the model is made on a scale of (0.9-1.1): 1, preferably on a scale of (0.95-1.05): 1, particularly preferably on a scale of 1: 1.

- 6 017023

To reproduce the aerodynamic conditions arising from the rolls of a gondola car, the said struts of the model can be made with the possibility of changing the angle of heel.

The aforementioned technical result also manifests itself in a method for testing flexible shelters of railway gondola cars, which use the above-described model of a railway gondola car, which is exposed to the air flow in the wind tunnel, records the movements of the shelter and takes readings of strain gauges, while varying the speed of the air flow, the distance between the shelter mounts and covered surface vertically, strength and elasticity of rigging elements, material and const the direction of the said shelter, while the load cell readings and video are processed, determining the amplitude and frequency of oscillations of the said shelter and the efforts in the lifting elements.

The aforementioned technical result also manifests itself in a method for testing flexible shelters of railway gondola cars, in which the above-described model of a railway gondola car is exposed to air flow in a wind tunnel, the relationship between the probability of damage to the shelter for a given time interval and the intensity of the shelter reaction to the action of the air flow is determined, and the tests are stopped if the probability of damage to at least one element of the said shelter exceeds a threshold value.

The shelter reaction may be the amount, amplitude and / or bending frequency of the flexible shelter material and / or the tensile force in the rigging element and / or the aerodynamic force acting on said model.

In one preferred embodiment of the method for creating a shelter with equally strong elements, shelter elements are selected that have a substantially equal probability of damage exceeding threshold values.

In another preferred embodiment of the method, in order to reduce the material consumption of the shelter, the shelter elements whose probability of damage exceeds a threshold value are replaced by less resistant elements whose probability of damage is higher than the threshold value.

In another particular embodiment of the method, after stopping, a shelter element whose probability of damage exceeds a threshold value is replaced with a shelter element whose probability of damage is above a threshold value.

The aforementioned technical result is also manifested in the process of applying the above-described model of a railway gondola car in accordance with the above-described method for testing flexible shelters, in which tests are carried out to obtain such parameters of rigging elements and flexible shelters that ensure their integrity at an air flow rate of at least 90 km / h regardless of the pitch angle, yaw and / or roll of the above model.

The inventions can be used to create new and improve existing cargo shelters for the safe transportation of goods in open gondola cars by rail. The invention can also be used to improve the fastenings of flexible shelters to railway gondola cars; to protect bulk cargo (for example, sulfur and coal) from losses caused by the ablation of part of the cargo by air flow during the movement of the train; to study vortices, air currents, velocity and pressure fields inside a gondola car at different speeds of the gondola car and the presence of wind in different directions and different intensities when the gondola car moves.

Brief Description of the Drawings

In FIG. 1 is a photograph of a damaged shelter; it is clearly seen that the shelter is more damaged in the front, and not in the middle part (at the end) of the gondola;

in FIG. 2 is a perspective view of one embodiment of a test facility of US Pat. No. 7107831;

in FIG. 3 - model of a railway gondola car on a scale of 1: 1;

in FIG. 4. - photo of a model of a railway gondola car on a scale of 1: 1, top view at an angle;

in FIG. 5 - model of a railway gondola car on a scale of 1: 1 from the inside; on the walls of the gondola, rigging anchors (vertical metal profiles with holes) are clearly visible, allowing the shelter to be mounted at different distances from the covered surface;

in FIG. 6 schematically shows the location of a model of a railway gondola car on a 1: 1 scale in a wind tunnel;

in FIG. 7 shows the location of the model of a railway gondola car on a scale of 1: 1 relative to the cross section of the ADT diffuser;

in FIG. 8 is a photograph of a model of a railway gondola car illustrating its location relative to the wind tunnel (the model is installed at an angle to the air flow in the open part of the wind tunnel);

in FIG. Fig. 9 schematically shows the spatial configuration of the shelter (on the example of cuts in the longitudinal and transverse directions) of a model of a railway gondola car when tested in a wind tunnel (H = 430 mm, β = 0 °, ν = 45 m / s);

in FIG. 10 is a photograph of a grommet torn off by a stream of air from a shelter of fiberglass;

- 7 017023 in FIG. 11 is a photograph illustrating the rupture of a fiberglass cover for a length of about 1 m along the seam;

in FIG. Figure 12 shows the rupture of the shelter and damage to the fastening and lacing tapes when testing a model of a railway gondola car in a wind tunnel.

Information confirming the possibility of carrying out the invention

For experiments, a model of a railway gondola car 12.35 m long, 3 m wide, with a side height of 1.18 m (from the bottom of the gondola, i.e. from the conditional surface of the cargo) is used.

As shown in FIG. 3, a model of a railway gondola car comprises a metal frame of profiled racks of rectangular cross section, sheathed on the sides with a steel sheet. The floor of the model is covered with sheets of plywood 1.5> <1.5 m with a thickness of 10 mm. Along the entire inner perimeter of the model of a railway gondola with a pitch of 950 mm, 32 rigging anchors are welded, representing vertical equal-angle angled combs of 450 mm length. The said combs are provided with holes with a diameter of 20 mm for fastening the shelters, which are located in increments of 70 mm. A full-size model of a railway gondola car has a first section 136, a second section 138, a third section 140, conical racks 142 with balls with a diameter of 80 mm, a hinge assembly 144 of a fork type for attachment to the rear telescopic rack of the upper structure of the scales, vertical angle combs with holes, model floor 148 from plywood sheets 10 mm thick. A photo of the model of a railway gondola car is externally shown in FIG. 4, and the inside photo is in FIG. 5.

The model of a gondola car is installed on the racks of the upper structure of the weights of the wind tunnel at a zero angle of attack and is crucified with removable cables to the roof of the control cabin to exclude vibrations. With weight measurements, the cables are dismantled.

As shown in FIG. 6 and 8, the model is tested in a continuous subsonic wind tunnel, a closed type with two return channels and an open working part. The test setup includes a nozzle 150, fans 152, an open working part 154, a prechamber 156, a return channel 158, a control cabin 160 with six-component scales 168, a diffuser 162 (166), a full-size model of a gondola car 164 (172), a rack of the upper structure 170 with a strut.

The air flow in the wind tunnel is created by two fans. In the open working part on a turntable, a cabin with scales is installed. Above the cabin are racks of the upper structure with struts. The characteristics of the wind tunnel are shown in table. 4.

Table 4

Wind tunnel characteristics

Flow rate up to 50 m / s Dimensions of the working part: Nozzle section (ellipse) 24x14m Working length 24 m

The wind tunnel is equipped with an electromechanical balance and a remote control system for the test object. Registration, collection and processing of test results is carried out by means of a measuring and computing complex.

As schematically shown in FIG. 7, the model of a gondola car is placed in the open part of the wind tunnel along the axis of the diffuser, and in FIG. 8 - at an angle to the axis.

The test shelters contained several fiberglass panels sewn together. The length and width of the shelter was slightly larger than the length and width of the gondola. The edges of the shelter around the perimeter were hardened (wrapped in two layers and stitched). Shelters were attached to the grommets to rigging anchors (corner combs) on the walls of the model of a railway gondola car. Mentioned anchors are made with the ability to mount the shelter at different heights from the floor of the model (imitating the surface of the load). The mounting height varied in the range from 20 to 440 mm. Eyelets were attached to said combs by means of fastening tapes. In addition, the shelter was pressed against the floor of the model by means of lacing ribbons stretched diagonally between opposite sides of the model. The number of diagonals is 7 pieces in one direction and 7 pieces in the other direction.

Reflective markers (retroreflectors of 15x15 mm and 50x50 mm in size) in three sections in the longitudinal plane of symmetry of the gondola are glued to each test shelter; at the same time, contrasting circles with a diameter of 150 and 300 mm in black are applied to each shelter to increase the selectivity of the light flux reflected by retroreflectors; over the nozzle and diffuser in the longitudinal planes, cameras and cameras are installed; install spotlights coaxially with photo and video cameras; between the walls of the gondola and the grommets of the shelter, graded tensor rings are installed to determine the tensile forces in the fastening tapes (the first tensor ring was installed near rack No. 12, the second at the left rear tailgate); apply to the top of the sides

- 8 017023 reference points for parrying the mixing of a gondola car in the frame due to its fluctuations in the stream; the bottom of the gondola car is crucified to the weighing cabin by cables with a diameter of 6 mm with thunderbolts to increase rigidity.

The aerodynamic load on the model to select the maximum allowable sliding angle β of the model was determined at a flow velocity of 30 m / s (108 km / h). Sliding angle β is the angle between the free-stream velocity vector and the longitudinal axis of the gondola. At β = 0 °, the drag force of the gondola model was X = 360 kgf, the lifting force Υ = -150 kgf. At β = 15 °, the calculation of the lateral force Ζ and the resistance force X acting on the gondola car model showed that the expected loads would not exceed the maximum permissible values for the upper structure of the scales. At β = 15 ° and an air flow rate of 30 m / s X = 430 kgf, Υ = -250 kgf, lateral force Ζ = 240 kgf. Therefore, the glide angle β = 15 ° was chosen when studying the influence of the side wind on the shelter. At the maximum air flow velocity in the experiment of 45 m / s, the crosswind velocity V at β = 15 ° was 11.6 m / s.

The experiments with various flexible shelters were carried out in a wind tunnel using a full-size model of a gondola car, while the flow rate, the time of exposure to the air flow, the height of the shelter fastening above the floor level (windage), and the angle between the free-stream velocity vector and the longitudinal axis of the gondola were varied. Shelter properties were evaluated with comparable values of these parameters, using fastening and lacing tapes from the same material and with the same linking pattern.

We studied the long-term effect of the air flow at three speeds - 18, 28 and 45 m / s, which corresponds to the train speed of 65, 101 and 162 km / h. We studied the effect of the side wind on the shelter at an angle between the free-stream velocity vector and the longitudinal axis of the gondola car β = 150 ° (at this angle, the side-wind speed is about 4 times less than the free-stream velocity). The amplitude and frequency of oscillations of individual sections of shelters with retroreflectors were determined by photo and video, while the tensile forces in the fastening tapes were recorded using tensor rings. After each start-up of the wind tunnel, the shelter and its elements were inspected for damage (tearing of the fabric, seams diverging, eyelets were torn apart, fastening tapes were torn, lace-up tapes were torn over the entire area of the gondola car).

In a series of 15 experiments, 9 types of flexible fiberglass shelters were tested in a wind tunnel at various air flow rates, the time of exposure to the air flow, including in the presence of cross-wind, at different mounting heights of the shelter above the floor of the gondola car model (i.e., above the conventional surface of the load). At the same time, the results of photo and video shooting of the entire surface of the shelter were obtained, the amplitudes and vibration frequencies of the shelter were determined in various parts of the gondola car model, the forces acting on the grommets of the shelter were determined by strain gauges, and fastening tapes and lacing tapes of different strength and quality were tested.

Test modes of flexible shelters, fixed in the model of a gondola car, in a wind tunnel are given in table. 5.

- 9 017023

Table 5

Test modes of flexible shelters, fixed in the model of a gondola car, in a wind tunnel

No. P./ and. Air flow rate, m / s and holding time, min Sailing N mm Angle β, degrees room shelters Width of fastening / lacing tapes Launch purpose one 18 m / s - 1 min; 17 mm in one 28 m / s - 1 min; twenty 0 No. 1 layer / 17mm in one 45 m / s - 1 min; layer Study 2 18 m / s - 1 min; 17 mm in one dependencies --------- 28 m / s - 1 min; 230 0 No. 1 layer / 17mm in one shelter integrity 45 m / s - 1 min; layer and integrity 3 18 m / s - 1 min; 17 mm in one fixing and 28 m / s! min; 430 0 No. 1 layer / 17mm in two layers lacing tapes from heights H 45 m / s - 1 min; (racks 1 -6), in one layer (racks 7-14) (sailing shelter) and directions 4 18 m / s - 1 min; 17 mm in one air flow 28 m / s - 1 min; 430 fifteen No. 1 layer / 17mm in two layers 45 m / s - 1 min; (racks 1 -6), in one layer (racks 7-14) 5 18 m / s - 1 min; 17 mm in one Study 28 m / s - 1 min; 230 0 5 layer / 17mm in two layers addictions 45 m / s - 1 min; (racks 1 -6), in one shelter integrity layer (racks 7-14) and integrity Speed air No. flow, m / s and Sailing Angle room Width of fasteners / P./ time N mm β ₅ shelters lacing tapes Launch purpose P. excerpts hail min 6 18 m / s - 1 min; 17 mm single fixing and 28 m / s - 1 min; twenty 0 Number 5 layer / 17mm in two layers lacing tapes from heights H 45 m / s - 1 min; (racks 1-6), in one layer (racks 7-14) (sailing shelter) and directions 7 18 m / s - 1 min; 35 mm in one layer / 35 air flow 28 m / s - 1 min; 230 0 Number 2 mm in one layer 45 m / s - 1 min; 8 18 m / s - 1 min; 17 mm in one 28 m / s - 1 min; 230 fifteen No. 3 layer / 17mm in two layers 45 m / s - 1 min; (racks 1-6), in one layer (racks 7-14) nine 18 m / s - 1 min; 25 mm in two layers / 25 28 m / s - 1 min; 430 0 Number 2 mm in two layers 45 m / s - 1 min; 10 18 m / s - 1 min; 25 mm in two layers / 25 28 m / s - 1 min; 430 0 No. 3 mm in two layers 45 m / s - 1 min; Comparison eleven 18 m / s - 1 min; 25 mm in two layers / 25 various shelters 28 m / s - 1 min; 430 0 Number 4 mm in three layers (racks in resistance to 45 m / s - 1 min; 1-6), and two layers the impact (stands 7-14) air flow

Each experiment was carried out according to the following scheme:

turned off the upper lighting in the working part of the wind tunnel; included 2 spotlights for directional lighting of the shelter;

consistently carried out a set of flow rates set in the test program equal to 18, 28 and 45 m / s;

upon reaching each of the given flow velocity V, the warning lights were turned on: one at Y = 18 m / s, two at ν = 28 m / s, three at ν = 45 m / s;

at each fixed flow rate, video was taken of the behavior of the shelter from the nozzle and diffuser side;

the flow parameters in the wind tunnel and the signals from the strain rings were continuously recorded.

The narrowly directed light flux from the spotlights reflected by retroreflectors was recorded by means of video cameras, the results were processed and the vertical and transverse amplitude of oscillations of the points of each shelter marked (by retroreflectors) were determined. At the same time, the load in the lifting elements of the shelters was determined using tensor rings, and the aerodynamic load on the gondola car model was determined using electromechanical scales.

At the end of the experiment, the shelter was examined, and the damage was photographed.

With the systematization of videos, it is possible to identify patterns in the behavior of the shelter under the influence of adverse factors. In particular, when testing in a wind tunnel, it was found (see Fig. 8) that the load is distributed unevenly over the shelter area: in the front and rear (downstream) parts of the gondola car model, the shelter rises, being exposed to strong impact of the incoming air flow, and in the middle part of the shelter, on the contrary, is pressed against the floor surface of the model of a railway gondola car. In FIG. Figure 8 shows the configuration of the shelter in the longitudinal and transverse directions at H = 430 mm, β = 0 °, ν = 45 m / s. In the first zone of the shelter (located behind the end wall of the gondola from the side of the incoming air flow), it can bulge up to a height above the level of fastening and be in a tense (tense) state. The surface of the first zone in the plan has a cellular structure due to the presence of diagonal ribbons of the upper harness, limiting deformation. In the case of the destruction of diagonal ribbons, the shelter configuration assumes a domed shape. The length of this zone depends on the material of the shelter and can be 2-3 m. The behavior of the shelter at the end of the first zone is very unstable, which leads to unsteady loads on the material of the shelter. The maximum oscillation amplitudes according to observations are noted at the end of the first zone.

In the middle zone 2, the shelter along the axial line of the gondola car at the width of the gondola car is approximately 1.5 m (the width of the gondola car is 3 m) is pressed to the gondola car model. Near the side walls of the model, the behavior of the shelter is characterized by a significant amplitude of oscillations, which causes alternating loads of rigging elements. Such a feature of the behavior of the shelter in the near-wall area is observed practically along the entire perimeter of the gondola car model. The length of the middle zone 2 is quite large and is 6-7 m.

Zone 3, located beyond zone 2, is adjacent to the rear end wall of the gondola car model. In this

- 11 017023 zone, the behavior of the shelter is unstable across the entire width of the model. The length of zone 3 is 1-2 m and depends on the mechanical properties of the shelter sheet - density, permeability, stiffness.

Thus, it was unexpectedly found that the areas of increased unsteady loads are zones 1 and 3 located at the end walls, and wall zones around the entire perimeter of the gondola car model.

The maximum oscillation amplitudes of the shelters are noted in the front and rear sections of the gondola car model. At the same time, with increasing shelter mounting height from 20 to 230 mm, the vertical and transverse vibration amplitudes, as a rule, increase. For example, at a flow velocity ν = 45 m / s, β = 0 °, the oscillation amplitudes increase from 138-575 mm to 247-981 mm. Therefore, it is recommended to reduce the mounting height of the shelters N to a minimum, that is, to 0 mm.

In the presence of a lateral component of the flow velocity (β = 150 °), the amplitudes of vertical and transverse vibrations increase, especially the amplitudes of vertical vibrations in the rear section of the gondola car model. The main harmonic of the oscillation frequency with increasing flow velocity from 18 to 45 m / s, increases from 5 to 20 Hz.

The forces in the unit of fastening the shelter to the rack model of the gondola car are determined. With an increase in the flow velocity from 18 to 45 m / s at H = 430 mm, the forces increase from 3.9-11.8 N to 19.3-56.9 N.

During the experiments, various damage to the shelter assembly was observed: damage to the shelter tissue; damage to the seams of the shelter; separation of eyelets from the shelter; separation of the fastening tapes from the walls of the gondola car; tearing of lacing tapes; separation of part of the shelter from the gondola car. Data were obtained on the frequency and amplitude of shelter vibrations during the experiments. Especially valuable were the results of video shooting and photography, as well as the results of measurements of forces acting on the grommets of the shelter.

As an example in FIG. Figures 9, 11 and 12 show photographs of damage to shelters during tests in ADT. In FIG. Figure 9 shows the gap between the grommet and the shelter mounting socket when testing fiberglass shelter in ADT. Tearing of fixing and lacing tapes. In FIG. 10 shows a break in a seam connecting fiberglass to a length of about 1 m. In FIG. Figure 11 shows the rupture of the shelter, damage to the fastening and lacing tapes during tests in the ADT.

The above method can be used to test shelters in general and individual elements of shelters, to select the best shelter design, to select the best ways to mount the shelter in the gondola, as well as to determine the maximum wind resistance of the shelter.

Claims (23)

1. A test bench for flexible shelters of railway gondola cars, containing a continuous wind tunnel; racks made with the possibility of adjusting the pitch and yaw angle; a full-size model of a railway gondola car installed on the said racks; full-sized flexible shelter with markers fixed on it for recording its movements; rigging anchors mounted on the walls of the said model from the inside, made with the possibility of attaching the said shelter at various heights; rigging elements for fastening and fixing said shelter; eyelets connected to the said shelter and located at a distance from each other around the entire perimeter of the said shelter for its fastening by said rigging elements to the walls of the said model; strain gauges installed with the ability to measure the tensile forces of said rigging elements; cameras installed with the possibility of photo and / or video shooting of the said shelter. 2. The stand according to claim 1, in which the said shelter is made of whole-fabric, sewn from separate panels, whole-sheet or consisting of separate sheets, inextricably interconnected. 3. A booth according to any one of claims 1 or 2, wherein said shelter is made of a non-combustible, non-combustible or fire-resistant woven material, fiberglass, fiberglass, asbestos fiber or basalt fiber or composite materials reinforced with fiberglass, fiberglass, asbestos fiber or basalt fiber. 4. The stand according to any one of claims 1 to 3, in which said shelter is made of polyethylene, polypropylene or polyvinyl chloride. 5. A stand according to any one of claims 1 to 4, in which said lifting elements are tapes, cords, cables, ropes, chalks, chains, belts, textile, rope and / or chain slings. 6. The stand according to any one of claims 1 to 5, in which the aforementioned rigging elements are interconnected by means of rigging, turnbuckles, thimbles, hooks, rope clamps and / or rigging brackets. 7. A stand according to any one of claims 1 to 6, in which said shelter is additionally pressed against the shelter - 12 017023 of the desired surface by means of rigging elements, flexible tapes or cables, which are pulled diagonally and fixed on the opposite sides of the said gondola car. 8. The stand according to claim 7, in which the said shelter is pressed essentially close to the covered surface. 9. A bench according to any one of claims 1 to 8, in which said racks are associated with aerodynamic scales made with the possibility of measuring aerodynamic forces acting on said model. 10. A bench according to any one of claims 1 to 9, wherein said walls are further provided with reference points and / or scales for calculating the relative movement of the model elements and the shelter mentioned above. 11. A stand according to any one of claims 1 to 10, in which said markers are retroreflective optical elements, preferably based on corner reflectors. 12. The stand according to any one of claims 1 to 11, in which said cameras are equipped with searchlights made with the possibility of creating a narrowly directed light flux, while the said searchlights and cameras are oriented along one optical axis in one direction. 13. The stand according to any one of claims 1 to 12, in which said racks are configured to adjust the angle of heel of the said model. 14. Model of a railway gondola car made on a scale of (0.8-1.2): 1 with respect to a railway gondola car for installation on racks made with the possibility of changing the pitch and yaw angle and testing of flexible shelters containing a prefabricated metal frame profiles, walls and a bottom of a metal sheet interconnected to form a spatial configuration in the form of the body of a railway gondola, rigging anchors made with the possibility of attaching the said shelter to the said walls at different th height from said bottom, lifting elements for fastening and fixing the said shelter, as well as strain gauges installed with the ability to measure the tension forces of the lifting elements. 15. The model according to 14, made in the scale of (0.9-1.1): 1, preferably in the scale of (0.95-1.05): 1, particularly preferably in the scale of 1: 1. 16. The model according to any one of paragraphs.14, 15, in which the said racks are made with the possibility of changing the angle of heel. 17. A test method for flexible shelters of railway gondola cars, in which the model of a railway gondola car according to any one of claims 14-16 is used, which is exposed to the air flow in a wind tunnel, video records of the shelter movements, take readings of strain gauges, while varying the speed of the air flow, distance between the fastenings of the shelter and the covered surface vertically, the strength and elasticity of the rigging elements, the material and design of the said shelter, while the strain gauge sensors and video are processed, determining the amplitude and frequency of oscillations of the said shelter and effort in the lifting elements. 18. A test method for flexible shelters of railway gondola cars, in which the model of a railway gondola car according to any one of claims 14-16 is exposed to the air flow in the wind tunnel, determine the relationship between the probability of damage to the shelter for a given time interval and the intensity of the shelter reaction to the effect of the air flow and stop tests if the probability of damage to at least one element of the said shelter exceeds a threshold value. 19. The method according to p, in which the reaction of the shelter is the number, amplitude and / or frequency of bending of the material of the flexible shelter and / or the tensile force in the rigging element and / or the aerodynamic force acting on the said model. 20. The method according to any one of paragraphs 18, 19, in which shelter elements are selected that have essentially the same probability of damage exceeding threshold values. 21. The method according to any one of claims 18 to 20, wherein the shelter elements, the probability of damage of which exceeds the threshold value, are replaced by less resistant elements, the probability of damage of which is higher than the threshold value. 22. The method according to any one of claims 18 to 21, wherein after stopping the shelter element, the probability of damage of which exceeds a threshold value, is replaced by a shelter element, the probability of damage of which is higher than the threshold value. 23. The use of the model according to any one of paragraphs.14-16 and the method according to any one of paragraphs.17-22 for testing flexible shelters, in which the tests are carried out to obtain such parameters of rigging elements and flexible shelters that ensure their integrity at an air flow rate of at least 90 km / h regardless of the pitch, yaw and / or roll angle of the model.