RU124643U1 - MEANS FOR TRANSPORTATION OF BULK CARGO, AND EXACTLY: FLEXIBLE ELASTIC COVER, CLIPPING ELEMENT FOR ITS FIXATION, RAILWAY SEMI-WAGON WITH SUCH SHIELD AND SHEAR, SHOULDER SHOWER - Google Patents

Abstract

1. A railway gondola for transporting bulk goods, comprising a body having sides equipped with rigging anchors configured to attach rigging elements at different heights, a flexible elastic shelter with grommets around the entire perimeter near its edges for attachment to said rigging anchors, tensioning rigging elements for attaching grommets to rigging anchors and clamping rigging elements for fixing the surface of the shelter in a vertical direction, in which said clamping rigging the elements form a wire mesh on the surface of the shelter, and the average area of the cell changes the magnitude of the lift force that can act on the surface of the shelter in critical operating conditions. 2. The gondola car according to claim 1, in which the said shelter is made of whole-fabric, sewn from separate panels, whole-sheeted or consisting of separate sheets, inextricably interconnected. Gondola according to claim 1, in which the said shelter is made of slow-burning, non-combustible or fire-resistant material, fiberglass, fiberglass, asbestos fiber, or basalt fiber, or composite materials reinforced with fiberglass, fiberglass, asbestos fiber or basalt fiber. Gondola according to claim 1, in which the average area of said cell in the front and in its middle (gondola car) parts are correlated at least 1: 2, preferably at least 1: 4, particularly preferably at least , like 1: 9, even more preferably at least 1:16, and the average size of the mentioned cell in the rear and in its middle (gondola car) parts are correlated, by

Description

FIELD OF TECHNOLOGY

A group of utility models relates to methods for linking flexible shelters in various models of open universal railway gondola cars for bulk transportation of solid bulk cargoes. In particular, a group of utility models relates to means for linking flexible shelters of granular and lump sulfur transported by rail in open railway gondola cars.

BACKGROUND

When transporting cargo, it is covered in such a way as to ensure the safety of the cargo itself and the vehicle during the transportation process, as well as the safety of the vehicle.

For fastening goods in wagons, stretch marks, strapping, ties and ties are often used. The extension is fixed at one end to the tie device on the load, and the other end to the tie to the tie device on the car body. The harness covers the load and is fixed at both ends for the tie-down devices on the car body. Screed - a fastener designed to connect with each other and tension other fasteners, including stretch marks and harnesses.

For fastening stretch marks and harnesses, as well as for fastening shelters in gondola cars, lower linking devices in the form of metal scarves, middle linking devices in the form of metal loops located on the racks of the side walls at a height of 1100-1200 mm from the floor, and usually upper binding devices in the form of brackets inside and outside the upper body trim (Technical conditions for the placement and securing of goods in wagons and containers. -M .: Law Firm "Yurtrans", 2003. -544 s).

Typical linking devices of a universal gondola car (UPV) with end doors are shown in Fig. 1. Lump and granular sulfur are transported in such OLAs. To prevent ignition and fires of lump and granular sulfur during its transportation in bulk in open railway gondola cars from external ignition sources, protective non-combustible or slow-combustible shelters of the sulfur surface in the gondola car are used. Protective shelters are made of flame-retardant polymeric materials (Scheglov P.P. et al. Fire hazard of the transportation process of sulfur and possible ways to reduce it. Vestnik VNIIZhT, 2004, No. 1).

To exclude cases of ignition and fires of lump and granular sulfur during its transportation in bulk in open railway gondola cars from external ignition sources, special transportation conditions are required:

- not allowed on the surface of the cargo unclosed sections and breaks of the canvas;

- the entire surface of the sulfur cargo should be covered with a sheet of slow-burning material with reliable fastening on the inner walls of the gondola and cross-strapping with a strong non-metallic tape (cord, rope) on the surface of the awning in order to avoid windage.

According to these requirements, it is necessary to cover the entire surface of the sulfur cargo with an awning and fix it by cross-strapping along the surface to avoid windage. For clarity, figure 2 shows one of the possible schemes for securing the shelter to the walls of the car with tape extensions and the diagonal strapping scheme for the shelter with tape strapping, currently used (numbers from 1 to 14 in figure 2 indicate the number of the middle linking device on the inner walls of the car). On the two side walls of the car there are 28 linking devices, on the two end walls of the car there are 8 linking devices. The total number of middle linking devices in the car is 36. The number of eyelets on the reinforced edges of the shelter is also 36. The distance between the linking devices on the car walls is 0.95 ÷ 1 m, with the exception of corner devices on the side and end walls of the car — the distance between them is 0.05 ÷ 0.10 m.

The fastening of the shelter to the walls of the car using tape stretch marks is implemented as follows. Tape stretching (hereinafter referred to as the tape) is fastened by a double knot to the first eyelet, and then by a double knot to the first linking device. Then the tape is fastened with a double knot to the second eyelet, and then with a double knot to the second linking device. After that, the tape is fastened with a double knot to the third eyelet, and then with a double knot to the third linking device. And so on along the entire inner perimeter of the gondola, until the perimeter is completely closed. After performing this operation, a diagonal strapping (lacing) of the shelter is carried out using tape strapping.

As shown in FIG. 2, one end of the tape is fastened with a double knot to the first tie-in device, and the other end of the tape is attached with a double knot to the third tie-in device on the opposite wall of the car. Then, the end of the tape is fastened with a double knot to the second linking device, and then the tape is fastened with a double knot to the fourth linking device on the opposite wall of the car, and after that the tape is attached with a double knot to the sixth linking device, and so on in the same way.

This scheme of fastening the shelter to the walls of the car using tape stretch marks and the use of a diagonal strapping of the shelter using tape strapping provide complete shelter of the sulfur surface when sending the car along the route. The disadvantages of this method are that during long-term transportation of goods on transit routes (for example, with a route length of 1 ÷ 3 thousand km), the integrity of the sulfur shelter is violated due to damage to the shelter fabric, rupture of tape stretch marks, rupture of the tape strapping. As a result, the surface of the sulfur cargo is exposed; a fire hazard arises.

A tent of a body of a vehicle for transporting bulk cargo is known, comprising a flexible movable coating, a movable edge connected with a rigid movable power element mounted on the body, a opening and closing mechanism and a load distributor-sealant mounted on the movable power element, which is made in the form of a visor, fortified above the level of a movable power element (USSR copyright certificate No. 839748). This vehicle body tarpaulin comprises a frame attached to the upper part of the vehicle body, a movable part of the tent, and an opening and closing mechanism. The moving part of the tent consists of elastic material, flexible links (of cables or traction chains) with straps, a power element in the form of a rigid beam and a leveling-seal. An integral part of the opening and closing mechanism is a hydraulic system, which includes a double-acting hydraulic cylinder. When loading a vehicle, the movable part of the tent is on the right side of the body. After filling the body with bulk cargo, the hydraulic cylinder rod extends and the cargo is closed from above by an awning.

A disadvantage of the known awning is that it cannot be applied to standard gondola cars. Firstly, the wagon body must be divided into at least three parts for normal operation of cables or traction chains for pulling a flexible tent on the wagon, which is unacceptable due to the impossibility of loading and unloading such a gondola car with sulfur - the wagon is loaded using a 20-foot container with opening bottom, and sulfur is unloaded using a grab. Secondly, each car must be equipped with a double-acting hydraulic cylinder, and the entire rolling stock should be provided with a hydraulic system.

Known awning for a goods vehicle (utility model of Germany No. DE 202006009851 U1). This awning has an edge with eyelets (or with Velcro fasteners), and loops are located on the body frame for threading a strong cord and for reliable fastening of the structure. This allows you to cover the load, located in the open box body at the top, with one large tent. Another mounting option is clamps for fixing the tent or its edge on the trailer frame. To unlock the clamps in the driver's cab of a freight vehicle, for example, it may be provided to install a circuit breaker and a clip breaker acting from a magnet.

The disadvantages of the known awning are as follows. Due to the fact that the railway gondola has large dimensions (13 m long, 3 m wide), it is not possible to install one horizontal awning surface on top of the wagon. During the movement of the car at a speed of 80 km / h and the presence of a headwind or crosswind, the awning will be destroyed by aerodynamic forces due to the presence of windage - the distance H between the surface of the cargo and the plane of the shelter.

A device for fixing is known including: a panel, with the help of which cargo is fixed and protected from environmental conditions; a belt of adjustable length, consisting of a first end part of a certain length, a middle part of a certain length, and also a second end part of a certain length, while the ends of the first and second end parts are removed from the middle part; a first holder attached to the first end portion of the belt and capable of releasably connecting the first end portion of the belt and the non-web part of the structure for securing the device; a second holder attached to the second end portion of the belt and capable of releasably connecting the second end portion of the belt and the non-web part of the structure for securing the device; a clamp, with the help of which the first end part is fastened to the panel; however, when the load is covered with a panel, and the first and second holders are connected to the structure for securing the device, the first holder is located between the clamp and the middle part of the belt, while the clamp can be moved along the entire length of the first end part from the end of the first end part to the middle parts of the cargo belt (publication of American application No. 2010/0219657 A1).

It should be especially noted that the cargo shelter (panel) is fastened with holders on a part of the structure that is not a panel (body wall, building wall, soil) in order to fix the device.

The disadvantage of this device for securing cargo is that it is technically difficult to perform as a shelter for bulk cargo in a railway gondola car (the perimeter of the inner walls of the gondola car is 32 m), since it must contain: a lot of belts of adjustable length; a plurality of holders capable of releasably connecting the first end portion of the belt and the structural part; many clamps, permanently attached to the tent (shelter), with the help of which the first end part of the belts is fastened to the panel.

The complexity of the design can be justified for shelters with their repeated (multiple) use. In practice, sulfur cargo shelters are used as disposable. Storage of shelters at the consignee, their storage and subsequent return of shelters to the consignor is not practiced due to unprofitability.

A shelter for transporting bulk chemical goods in a vehicle body is known, comprising a rectangular cloth of flexible laminated polypropylene material, round brackets fixed around its perimeter, through which a flexible element is passed in the form of a polypropylene tape for attaching the cloth to the sides of the vehicle body above the level of cargo location by engaging a flexible element in the form of pieces of strapping polypropylene tape, which is looped to the outer surface open wagon through through holes previously drilled in the sides of the open wagon for tight tension of the panel to the inside sides of the open wagon body; while the shelter is tied with an additional polypropylene tape in a zigzag fashion by pulling this tape on top of the shelter from one wall of the gondola car across to the other wall along the entire length of the shelter (RF patent for utility model No. 74879).

The disadvantage of this shelter is that the through holes in the car for attaching the tape are on the same level. If the sulfur density changes from 1.1 to 1.4 t / m ³ , a large gap will form between the shelter surface and the sulfur surface, a large windage H will appear, the shelter will not adhere to the sulfur surface, which will lead to an increase in aerodynamic loads and can lead to damage to the shelter or harness. Other disadvantages of the known shelter are described in detail below in comparison with the proposed method of sheltering bulk cargo.

BRIEF DESCRIPTION OF THE ESSENCE OF A USEFUL MODEL

A group of utility models relates to the railway transportation of bulk cargoes, and in particular, relates to methods for linking flexible shelters of granular and lump sulfur transported by rail in open railway gondola cars.

Cases of sulfur ignition in open wagons when sparks and other open sources of fire hit the exposed surface of sulfur are known. The exposure of the sulfur surface, in turn, is formed by the action of aerodynamic forces on the structure of the shelter of the cargo when the train is moving.

The permissible speed of movement of wagons with a load of sulfur is 80 km / h, and in a headwind with gusts of up to 25 m / s, an air flow at a speed of 169 km / h acts on the wagon. Tests for the wind resistance of sulfur cargo shelters on a full-size model of a gondola car in a wind tunnel showed that the load is distributed unevenly over the shelter area: in the front of the gondola car model, the shelter, under the intense influence of the incoming air flow, rises and buckles, and in the middle part the shelter, on the contrary, is pressed flow down; in the rear of the car, the behavior of the shelter is unstable across the entire width of the model. The greatest forces that destroy the integrity of the shelter are noted in the front of the car (2-3 m from the end of the car), and the more they are, the higher the flow rate and the greater the windage N of the shelter is the distance between the level of fastening of the shelter to the walls of the car and the level of the cargo surface .

Based on the obtained experimental data and observations, a method was developed that allows extending the resource of shelter integrity without changing the design of the car and with different windage of the shelter. An effective way to preserve the integrity of the shelter in the front and rear of the car (the direction of movement of the car on the route can change many times) is to reduce the distance to a sufficient value between the cross strapping of the shelter (reducing the step of strapping the shelter).

In addition, as a strapping, it is proposed to use a ready-made mesh with integral parts woven from ribbons (cords, rope, cable, rope) to protect the shelter from wind load. The frequency of the mesh cells in the front and rear parts, which are adjacent to the ends of the car to a length of 3 m, is increased several times in comparison with the middle part of the mesh. This allows you to reduce not only the complexity of the work of sheltering the load of sulfur in the car, but also to increase the level of protection of the shelter from the wind load through the use of one-piece mesh nodes.

A railway gondola for transportation of bulk cargo is proposed, comprising a body having sides equipped with rigging anchors (tie-up devices) configured to attach rigging elements at different heights, a flexible elastic shelter with grommets around the entire perimeter near its edges for attachment to said rigging anchors, tensioning lifting elements (extensions) for attaching grommets to rigging anchors and pressing lifting elements (harness) for fixing the shelter surface in a vertical board, wherein said clamping elements are formed on the lifting cover surface mesh network, and an average cell area change magnitude antisymbatic aerodynamic lifting force that may act on the cover surface in critical operating conditions.

A gondola car is also proposed in which the average area of said cell in the front and in its middle (gondola car) parts is correlated at least 1: 2, preferably at least 1: 4, particularly preferably at least 1: 9, even more preferably at least 1:16 and, accordingly, at the same time, the average size of said cell in the rear and in its middle (gondola car) parts are related at least 1: 2, preferably at least as 1: 4, particularly preferably at least 1: 9, even more so preferably at least 1:16. In this case, the average area of the said cell in its front and rear (gondola cars) parts should be equal.

The proposed means for sheltering of goods have proven themselves for more than six months when transporting lump and granular sulfur at distances up to 3000 km. Application of the aforementioned method makes it possible to better preserve the integrity of the shelter structure (including shelter fabric, stretch marks, harnesses and eyelets) throughout the route and to reduce the number of cases of sulfur burden in cars by more than 5 times.

DETAILED DESCRIPTION OF THE ESSENCE OF A USEFUL MODEL

The objective of this group of utility models is to increase the wind resistance of flexible flexible shelters of bulk cargo in railway gondola cars with harness harnesses.

The technical result consists in increasing the wind resistance of flexible flexible shelters of bulk cargo in railway gondola cars by reducing the average square of the mesh of the pressure grid in places of shelter in places exposed to the most severe lifting force.

The above technical result is achieved, in particular, when using a railway gondola for transportation of bulk cargo, containing a body having sides equipped with rigging anchors (linking devices) made with the possibility of fastening rigging elements at different heights, flexible elastic shelter with eyelets around the entire perimeter near it edges for fastening to the mentioned rigging anchors, tensioning rigging elements (extensions) for fastening the eyelets to rigging anchors and clamping rigging elements (strapping) for fixing the shelter surface in a vertical direction, in which the aforementioned clamping lifting elements form a mesh network on the shelter surface, and the average cell area is changed antibatically to the magnitude of the lifting force that can act on the shelter surface in critical operating conditions.

Flexible elastic shelter is used to prevent or reduce the impact of harmful environmental factors on bulk cargo. It can be made whole-fabric, sewn from separate panels, whole-sheet or consisting of separate sheets, one-piece connected to each other. Shelter can be made of slow-burning, non-combustible or fire-resistant material, fiberglass, fiberglass, asbestos fiber or basalt fiber or composite materials reinforced with fiberglass, fiberglass, asbestos fiber or basalt fiber.

Clamping lifting elements (harness) are used to limit the mobility of the shelter in the vertical direction. In one particular form, the clamping rigging elements are made in such a way that the average area of the aforementioned cell in the front and in its middle (gondola car) parts is correlated at least 1: 2, preferably at least 1: 4, especially preferably at least 1: 9, even more preferably at least 1:16 and at the same time, the average size of said cell in the rear and in its middle (gondola car) parts are correlated at least 1: 2 preferably at least 1: 4, particularly preferably at at least 1: 9, even more preferably at least 1:16. In this case, the average area of the said cells in the front and in the back (gondola car) parts should be equal. The clamping elements can be fixed so that between the said shelter and the surface of the said cargo there is essentially no free space, at least in its front and / or rear (gondola) parts. The clamping elements can be a transverse diagonal and / or transverse longitudinal strapping with a variable pitch. In the places of intersection, the clamping lifting elements can be additionally glued and / or interconnected by nodes and / or interconnected by clips. The clamping lifting elements can be made resiliently elastic. The pressing elements may be free or connected to said shelter, preferably by means of adhesive bonding.

Tensioning rigging elements (extension) serve to fix the edges of the shelter in the immediate vicinity of the sides of the gondola car body, provide shelter for the entire surface of the cargo as a whole. In one embodiment of a gondola shelter, the tensioning rigging elements can be pulled through the grommet of said shelter, then diagonally through an opening of said rigging anchor, then through an adjacent grommet of said shelter, and so on, all around the perimeter of the said body and shelter, or sections said tensioning lifting elements are overlapped and / or tied to an additional lifting element stretched through openings in said anchors around the perimeter of said body.

For enhanced fixation of the edges of the shelter, the eyelets can be tied to opposite rigging anchors with additional rigging elements.

Rigging elements are used for fastening and fixing the shelter and, as a rule, are flexible elastic extended elements of various shapes made of one or more materials. As rigging elements, including as tensioning lifting elements and as clamping lifting elements, cables, ropes, shanks, chains, belts, textile, rope and / or chain slings can be used. These elements can be interconnected by means of rigging, lanyards, thimbles, hooks, rope clamps and / or rigging brackets.

In one embodiment of the gondola car, in order to reduce the expansion of the cover fabric under the action of aerodynamic forces when the car moves, the tension elements can be attached to the said anchors at or slightly below the surface of the bulk cargo.

Rigging anchors are used for fastening rigging elements to the sides of a gondola car body, including for fastening tensioning rigging elements, clamping rigging elements, additional and other rigging elements. Lifting anchors can be made in the form of vertically arranged metal elements welded to the inner surface of the sides of the said body around the perimeter, with each metal element having a group of holes at a different level horizontally or representing groups of U-shaped hooks placed at different levels, groups placed at different levels of C-shaped loops, chain links, segments of a metal profile with holes made at different levels.

The aforementioned technical result is also achieved by using a clamping rigging element for fixing a flexible flexible shelter of a railway gondola car in the vertical direction, made in the form of a mesh network, in which the average cell area in the longitudinal direction varies antibately with the amount of lifting force that can act on the surface of the said shelter in critical operating modes.

In one particular embodiment, the average area of said network cell in its front and middle zone is correlated at least 1: 2, preferably at least 1: 4, particularly preferably at least 1: 9, even more preferably at least 1:16 and, accordingly, at the same time, the average size of said network cell in its rear and in the middle part is correlated at least 1: 2, preferably at least 1: 4, particularly preferably at least 1: 9, even more preferably m at least like 1:16. In this case, the average area of the said cells in the front and in the rear (gondola car) parts should be equal.

In yet another particular form, said network is made of transverse longitudinal and / or transverse diagonal elements with variable pitch.

In another particular embodiment, said clamping elements are glued and / or interconnected by nodes / or paper clips at the intersection points.

The aforementioned technical result is also achieved by the method of sheltering bulk cargo for transportation in a railway gondola, in which the aforementioned rigging elements, the aforementioned shelter and the aforementioned gondola without shelter and rigging elements are used, while inside the gondola car, the cargo is poured, the said shelter is laid on the surface of said cargo, fasten the edges of the said shelter to the said rigging anchors by means of the said tensioning elements for the eyelets, and fix the surface of the said shelter in the vertical direction, by forming from the said clamping rigging elements of the wire mesh on the surface of the said shelter, so that the average cell area changes antibatically to the magnitude of the lifting force that can act on the surface of the said shelter in critical operating conditions of the gondola car.

The above technical result is also achieved by using a flexible flexible shelter of bulk cargo in a railway gondola car, characterized in that it is equipped with grommets around the perimeter near the edges for attachment to rigging anchors and contains the above-described clamping rigging element connected to it (shelter), preferably by adhesive bonding.

The aforementioned technical result is also achieved by using a kit for sheltering bulk cargo in a railway gondola car containing the aforementioned flexible elastic shelter and the aforementioned clamping lifting elements.

The specified set can be used to shelter bulk cargo in an open vehicle body.

The above technical result is also achieved by using a train for transportation of bulk cargo, which contains at least one of the above-described railway gondola cars.

LIST OF FIGURES

Figure 1 shows the linking device of a universal gondola car (UPV) with end doors.

Figure 2 shows the scheme of fastening the shelter to the walls of the car with tape stretch marks and the diagram of the diagonal strapping of the shelter with tape strapping, currently used.

Figure 3 shows a diagram of the additional fastening of the panel with a polypropylene tape to the walls of the gondola by cross-strapping (lacing) according to the RF patent for utility model No. 74879 U1.

Figure 4 shows a scheme for sheltering a cargo of sulfur in a gondola car using additional fastening of a shelter for sulfur by cross-strapping (lacing).

Figure 5 shows a photograph of a gondola car with a gap in the shelter of the cargo of sulfur when using additional fastening of the shelter of sulfur by cross-strapping (lacing).

Figure 6 shows the corner of the car with granular sulfur after the fire, which was eliminated using the foam attack of a fire train.

Figure 7 shows a photograph of a model of a railway gondola car outside in a wind tunnel.

On Fig shows a photograph of a model of a railway gondola car from the inside.

Figure 9 schematically shows the configuration of the shelter in the longitudinal and transverse directions at H = 430 mm, β = 0 °, V = 45 m / s. The diagram shows that in the first zone of the shelter, located behind the end wall of the gondola car from the side of the incoming flow, the shelter can bulge up to a height above the level of fastening, subject to strong wind loads.

Figure 10 shows a photograph where the gap between the grommets from the shelter and a partial break in the harness when testing shelter No. 3 at H = 230 mm, angle β = 15 ° are visible.

Figure 11 shows a photograph showing the gap in the seam of the shelter No. 5 connecting two fiberglass cloths to a length of more than 1 m. Sailing H = 230 mm, β = 0 °; a view of the entire shelter as a whole is presented above, a close-up view from below.

On Fig shows a photograph where the breakdown of shelter No. 2 is visible at H = 230 mm, angle β = 0 °; the model of the gondola car is shown from above, from the bottom - the mockup of the gondola is shown from the outside, on the sides of the gondola car on the left and right hang parts of the fabric of the torn shelter and harness (lacing ribbons).

On Fig shows the behavior of the shelter No. 4 in the wind tunnel at flow rates V = 18 (top); 28 (in the center) and 45 m / s (below); windage Н = 430 mm, angle β = 0 ° deg; air flow direction - from left to right.

On Fig shows the additional fastening of the shelter in the gondola by cross-strapping (lacing) with different frequencies.

On Fig shows a diagram of the cross-strapping (lacing) of the shelter with a different pitch near the end walls of the car and in the middle part of the car (it can be seen that the stretching path passes through positions 1, 15, 19, 33, 36, 1 with a double knot in each cringle).

On Fig shows a grid to protect the shelter from the wind load.

The following notations are accepted in the figures shown:

102 - lower linking device;

104 - middle linking device;

106 - upper linking device (internal);

108 - upper linking device (external);

110 - upper harness;

112 - lower harness;

114 - forest staple;

201 - AVSD - the area S of the shelter unit cell when using the shelter design according to the RF patent for utility model No. 74879;

202 - with a decrease in the distance between parallel strapping ribbons by 2 times compared with position 201, the area of the shelter unit cell decreases by 4 times;

203 - when the distance between the parallel strapping tapes is reduced by 3 times compared with position 201, the area of the shelter unit cell decreases by 9 times;

204 - when the distance between the parallel strapping tapes is reduced by 4 times compared to positions 201, the area of the shelter unit cell decreases by 16 times;

301 - the wall of the gondola car;

302 - linking device on the inner wall of the car;

303 - mesh to protect the shelter from wind load;

304 - one-piece mesh node;

305 - screed for attaching the mesh to the tie device;

θ is the distance between the parallel strapping tapes (strapping pitch).

INFORMATION CONFIRMING THE POSSIBILITY OF IMPLEMENTING A USEFUL MODEL

The shelter known from the RF patent for utility model No. 74879 contains a panel of laminated polypropylene fabric, round brackets fixed around it, through which a polypropylene tape is passed, followed by tensioning the strapping tape with pieces of the same tape 500 mm long, which is pulled through through holes ( number of 32 pcs.) on the sides of the vehicle, and on the outside of the gondola car is tied with a knot. Shelter can be fixed in another way. In this case, the response elements on the outer surface of the sides of the vehicle body are pieces of polypropylene strapping tape 500 mm long, which are looped outward over the side of the gondola for a tight fit of the shelter panel to the inner surface of the gondola by pulling a flexible element of the polypropylene tape around the entire perimeter of the shelter, after which pieces of strapping tape are tied with a knot on the outer surface of the sides of the vehicle. As shown in Fig. 3 and photograph 4, to prevent sailing, the shelter is tied at the top with an additional polypropylene tape in a zigzag fashion by pulling this tape on top of the shelter from one wall of the gondola car across to the other wall along the entire length of the shelter.

To fix the shelter to the inner walls of the gondola car, a lot of holes (32 pcs) are drilled in the sides of the gondola car along the entire perimeter. The strapping tape is pulled through the through holes in the sides of the gondola, and then tied with a knot outside the gondola so that the knot does not fall through the hole inward. All holes in the sides of the gondola car are drilled at the same height, since it is unacceptable to drill several rows of holes (at different heights from the car floor) around the entire perimeter of the car: when using the car to transport loose granular sulfur, it will spill out through the holes made at a height that corresponds to backfilling of dense lump sulfur of the same mass.

Nevertheless, despite the measures taken, cross-strapping of the shelter with a strong tape does not prevent the integrity of the shelter from being damaged, and the sulfur load is often exposed during long-distance transport (Fig. 5). Figure 6 shows the corner of the car with granular sulfur after the fire, which was eliminated using the foam attack of a fire train.

Only on the Donetsk railway in 2009 and 2010 about 100 sulfur fires were registered annually in transit open-top wagons, the main cause of the fires was exposure of the sulfur surface as a result of tearing of shelter cross-strapping tapes, tearing of shelter linking tapes to the car walls and damage to shelter fabric.

The probability of sulfur exposure increases with increasing route length, which can reach 3,000 km or more. At intermediate points where cargo is screened, open wagons with bare sulfur are removed from the route and re-covered with a new tent.

In general, many years of experience in transporting sulfur in open gondola cars shows that the probability of exposure of the surface of sulfur, and hence the likelihood of a fire in the cargo of sulfur in the gondola car, increases with increasing sailing shelter.

The integrity of the shelter can be achieved by reducing the windage of the shelter to a minimum value. This can be achieved through the use of tie-down devices (rigging anchors) for securing the shelter of cargo, arranged in rows at different levels around the entire perimeter of the car. However, as practice shows, in this case problems arise such as the increased cost of re-equipping the gondola fleet for transportation of sulfur, the difficulty of fastening the rows of rigging anchors at various levels around the perimeter of the car due to the deformation of the walls of the cars during their long-term operation, numerous traces of repairs and strengthening the design of the car .

It was necessary to find ways to ensure the integrity of the shelter along the entire route with different windage, including the maximum possible windage; and at the same time, do not change the existing design of linking devices (rigging anchors). The solution to this problem was the aim of this work. To achieve this goal, it was also necessary to establish the reasons for the destruction of the shelter structure as a whole - including the shelter canvas (shelter fabric, shelter seams, eyelets), as well as stretch marks and harnesses (lacing tapes).

First of all, it was necessary to identify weaknesses in the design of the entire shelter, where the integrity of the shelter itself is violated (tearing of the fabric, tearing of the seams, tearing of the eyelets), as well as the integrity of stretch marks and strapping is violated. Obviously, the weak points are in the area of action of large aerodynamic forces acting on the shelter at high speeds of the train. It was suggested that along the length of the car and the width of the car, the magnitude of the aerodynamic forces acting on the surface of the shelter may depend on the longitudinal and transverse coordinates and the angle of orientation of the velocity vector of the incoming air flow.

To verify the assumptions, we tested the full-size shelters of sulfur cargo (in open gondola cars) for wind resistance in a wind tunnel with visualization of the behavior of the shelter structure by taking photo and video recordings.

For the experiments, a full-size model of a railway gondola car with a length of 12.35 m, a width of 3 m, and a side height of 1.18 m (the distance from the lower part of the gondola, i.e., from the conditional surface of the sulfur load, and to the upper edge of the sides of the car) was used.

The model of a railway gondola car contained a metal frame of profiled racks of rectangular cross section, sheathed along 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 mentioned corner combs have holes with a diameter of 20 mm for fastening shelters, the holes are arranged in pairs with a pitch of 70 mm. On each shelf of the corner comb there are 7 holes, the total number of holes on the two shelves of the comb 14. The full-size model of the railway gondola was collapsible and had three sections of the car body fastened to each other, as well as conical racks with balls with a diameter of 80 mm and a hinge-type knot for mounting to the front and rear telescopic racks of the upper structure of the scales; 32 vertical corner combs with holes were fastened on the walls of the carriage along the entire perimeter. A photo of the model of a railway gondola car is shown outside in Fig. 7, and a photo from the inside - in Fig. 8. The model of a gondola car is installed in the wind tunnel on the racks of the upper structure of the weights of the wind tunnel at a zero angle of attack and various sliding angles and is crucified with removable cables to the roof of the control cabin to exclude vibrations. With weight measurements, the cables are dismantled.

The model is tested in a continuous subsonic wind tunnel, a closed type with two return channels and an open working part (Applied Aerodynamics. Martynov AK, M., "Mechanical Engineering", 1972, p. 488). The wind tunnel contains a nozzle, two fans, an open working part, a prechamber, return ducts, a control cabin with six-component scales, a diffuser, and upper struts with struts.

The air flow in the wind tunnel is created by two fans. In the open working part of the wind tunnel, on the turntable, a cabin with weights is exposed at the necessary sliding angle β. Above the cabin are racks of the upper structure with struts. The characteristics of the wind tunnel are shown in table 1.

TABLE 1 Wind tunnel characteristics Flow rate up to 50 m / s Nozzle section (ellipse) 24 × 14 m Working length 24 m Power 30000 kW

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.

The model of a gondola car is placed in the open part of the wind tunnel at the required sliding angle β. The slip angle β is determined from the formula:

β = arctan V _bv / V _dv ,

Where:

V _bv - crosswind speed, m / s,

V _dv - the speed of the car, m / s

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 are strengthened (wrapped in two layers and stitched). Shelters are attached to the grommets to rigging anchors (corner combs) on the walls of the model of a railway gondola car. Mentioned anchors perform with the ability to mount the shelter at various heights from the floor of the model (simulating the surface of the load). Mounting heights range from 20 to 440 mm. Eyelets are attached to said combs by means of fastening tapes. In addition, the shelter is 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 15 × 15 mm and 50 × 50 mm) 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, graduated strain gauges are installed to determine the tensile forces in the fastening tapes (the first strain gauge was installed near rack No. 12, the second at the left rear tailgate); reference points are applied to the upper part of the sides to parry the displacement of the 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.

During the experiments, the flow velocity, the exposure time of the air flow, the mounting height of the shelter above the floor level (windage) are varied, the angle β is the angle between the velocity vector of the incoming flow and the longitudinal axis of the gondola. The properties of the shelters are evaluated with comparable values of these parameters, using fastening and lacing tapes from the same material and with the same linking pattern.

The long-term effect of the air flow is studied at three speeds - 18, 28 and 45 m / s, which corresponds to the train speed of 65, 101 and 162 km / h. The effect of the side wind on the shelter is studied at an angle between the free stream velocity vector and the longitudinal axis of the gondola car β = 15 ° (at this angle, the side wind speed is about 4 times less than the free stream speed). The amplitude and frequency of oscillations of individual sections of shelters with retroreflectors is determined by means of photos and videos, at the same time, the tensile forces are recorded in the fastening tapes by means of strain gauges. After each start-up of the wind tunnel, the shelter and its elements are inspected, damage is recorded (tearing of the fabric, seams diverging, eyelets tearing off, fastening tape tearing, lace-up tape tearing 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 air flow, including in the presence of cross-wind, at different height of fastening of the shelter above the floor of the gondola car model (i.e., above the conditional surface of the load). In this case, the results of photo and video shooting of the behavior of the entire surface of the shelter are obtained, the amplitudes and frequencies of the shelter vibrations are determined in various parts of the gondola car model. By means of strain gauges, the forces acting on the grommets of the shelter are determined, the fastening tapes and lacing tapes of different strength and quality are tested.

Test modes of flexible shelters fixed in the model of a gondola car in a wind tunnel are given in table 2.

TABLE 2 Test modes of flexible shelters, fixed in the model of a gondola car, in a wind tunnel No. p / p Air flow rate, m / s and holding time, min Sailing N, mm Angle β, degrees Shelter Number Launch purpose one 18 m / s - 1 min;
28 m / s - 1 min; 45 m / s - 1 min; twenty 0 No. 1 Investigation of the dependence of the integrity of the shelter and the integrity of the fastening and lacing tapes on the height N (windage of the shelter) and the direction of the air flow 2 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 230 0 No. 1 3 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 0 No. 1 four 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 fifteen No. 1 5 18 m / s - 1 min; 28 m / s - 1 min; 230 0 Number 5 The study of the dependence of the integrity of the shelter and

No. p / p Air flow rate, m / s and holding time, min Sailing N, mm Angle β, degrees Shelter Number Launch purpose 45 m / s - 1 min; integrity of fastening and lacing tapes from height N (shelter) and airflow direction 6 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; twenty 0 Number 5 7 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 230 0 Number 2 8 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 230 fifteen Number 3 9 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 0 Number 2 10 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 0 Number 3 Comparison of shelters of various design in terms of resistance to airflow eleven 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 0 Number 4 12 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 0 Number 6 13 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 0 Number 7

No. p / p Air flow rate, m / s and holding time, min Sailing N, mm Angle β, degrees Shelter Number Launch purpose fourteen 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 0 Number 8 fifteen 18 m / s - 1 min; 28 m / s - 1 min; 45 m / s - 1 min; 430 0 Number 9

Each experiment was carried out according to the following scheme:

- turn off the upper lighting in the working part of the wind tunnel;

- include 2 spotlights for directional lighting of shelter markers;

- sequentially carry out a set of specified in the test program flow rates of 18 m / s, 28 m / s and 45 m / s;

- when each of the set flow velocities V is reached, the warning lights are turned on: one at V = 18 m / s, two at V = 28 m / s, three at V = 45 m / s;

- at each fixed flow rate, high-speed video is taken of the behavior of the shelter from the nozzle and diffuser side;

- continuously record the flow parameters in the wind tunnel and the signals from the strain gauges.

The narrowly directed light flux from the spotlights reflected by retroreflectors is recorded by means of high-speed video cameras, the results are processed and the vertical and transverse amplitude of oscillations of the points of each shelter marked (by retroreflectors) are determined. At the same time, the load in the lifting elements of the shelters and the frequency of the load oscillations are determined using strain gauges, and the aerodynamic load on the gondola model (drag force, lift and lateral force) is determined using electromechanical scales.

At the end of the experiment, the shelter is inspected and photographs of damage.

The following patterns are revealed: when tested in a wind tunnel, the load is distributed unevenly over the area of the shelter. As shown in Fig. 9, at H = 430 mm, β = 0 °, V = 45 m / s 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 the shelter, on the contrary, it is pressed against the floor surface of a model of a railway gondola car.

The surface of the front 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 meters (0.15 ÷ 0.23 of the length of the car). The behavior of the shelter at the end of the first zone is characterized by significant instability, which leads to unsteady loads on the shelter material. The maximum oscillation amplitudes according to measurements are noted at the end of the first zone.

In the middle zone 2, a shelter along the gondola center line at a gondola width of about 1.5 meters (the width of the gondola is 3 meters) is pressed to the gondola model floor. Near the side walls of the model, the behavior of the shelter is characterized by the presence of a significant amplitude of oscillations, which causes alternating loads in the lifting 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 meters (0.46-0.53 length of the car).

Zone 3, located beyond zone 2, is adjacent to the rear end wall of the gondola car model. In this zone, shelter behavior is unstable across the entire width of the model. The length of zone 3 is 1 ÷ 2 meters and depends on the mechanical properties of the shelter sheet - density, permeability, stiffness.

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

The maximum amplitudes of vibration of shelters are noted in the front and rear 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 of V = 45 m / s, β = 0 °, the oscillation amplitudes increase from 138 ÷ 575 mm to 247 ÷ 981 mm.

In the presence of a lateral component of the flow velocity (β = 15 °) and at the same flow velocity in the wind tunnel, the amplitudes of vertical and transverse vibrations increase, especially the amplitudes of vertical vibrations in the rear section of the gondola car model. The fundamental harmonic of the oscillation frequency with increasing flow velocity from 18 m / s 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 shelters was observed: damage to the shelter fabric, damage to the shelter seams, separation of the eyelets from the shelter, separation of the fastening tapes from the walls of the gondola car, tearing of lacing tapes, tearing 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 the analysis of the damage to the shelter (see Fig. 10-12) and the behavior of the shelter at various flow rates (see Fig. 13) shows, near the front end wall of the car above the shelter surface there is a rarefaction region, and the shelter tissue due to forces arising in as a result of the pressure drop above the shelter and under the shelter, rises up. The behavior of the shelter in the region of the front end wall of the car is also characterized by instability and maximum amplitudes of oscillations as a result of periodic disruption of the vortices of the air flow above the surface of the shelter fabric. Thus, the static and dynamic load acts on the shelter as a whole. Since the magnitude of the aerodynamic forces acting on the body is proportional to the square of the air flow velocity, as the flow velocity increases, the wind load on the shelter grows, and at a speed of 45 m / s, first the strapping tapes and then the stretching (fixing tapes) in the front carriage, while in the front part the beginning of the separation of the shelter from the carriage is observed.

It was established that the weak place of the shelter is in the area of the front end of the car, where the effect of the total aerodynamic forces on the shelter is maximum. And so it is necessary to take additional measures to strengthen the shelter in the front of the car. To do this, it is advisable to increase the strength of the stretch marks to a certain value, a further increase in strength is impractical - the separation of the shelter will occur along the grommets. Therefore, an effective way to preserve the integrity of the shelter in the front and rear of the car is to reduce the distance between the cross strapping (diagonal lacing of the shelter).

The minimum distance between the parallel strapping tapes is denoted by θ, and we denote the value of θ by the strapping step. Then, by decreasing the strapping step θ by N times, the area S of the unit cell will decrease by N ² (see Fig. 14). As shown in FIG. 14, with a decrease in θ by 2 times (202 with respect to 201), the area of the unit cell of the shelter decreases by 4 times; with a decrease in θ by 3 times (203 with respect to 201), the area of the unit cell of the shelter decreases by 9 times; with a decrease in θ by 4 times (204 with respect to.201), the area of the unit cell of the shelter decreases by 16 times.

To increase the structural strength of the shelter as a whole in the region of the front wall of the car, in a section 2–3 meters long, where the shelter is exposed to maximum aerodynamic forces, it is proposed to reduce the strapping pitch θ by at least 2 times. Due to the fact that the direction of train movement can vary throughout the route by 180 °, it is proposed to reduce the strapping pitch θ by at least 2 times near each end wall of the car. In the middle part of the car, where the shelter is pressed by the air flow to the surface of the cargo, the strapping step can not be changed (Fig. 15). The proposed method of shelter in a gondola car by cross-strapping (lacing) with a different pitch near the end walls of the car and in the middle of the car. The stretch path goes through pos. 1-15-19-33-36-1 with a double knot linking on each grommet of the shelter.

To increase the wind resistance of the shelter and its resource, as well as to avoid grinding the cross ribbons, the bindings at the points of their contact with each other during fluctuations in the flow of the tape are fastened in pairs at the place of their intersection by

a) tying knots using additional pieces of tape;

c) the imposition of connecting staples made of metal;

c) the application of connecting staples made of plastic or other rigid material;

d) gluing with special glue.

The methods for bonding cross-strapping straps (a; b; c; d) proposed above are either labor-intensive or unacceptable due to the use of glues, metal or plastic that are unacceptable (due to fire safety) - foreign inclusions are not allowed in the sulfur cargo).

In this regard, it is additionally proposed to use a ready-made mesh with one-piece assemblies woven from tapes (cords, rope, cable, rope) to protect the shelter from wind load (see Fig. 16). This will reduce not only the complexity of the work of sheltering the cargo of sulfur in the car, but also increase the level of protection of the shelter from the wind load through the use of one-piece mesh nodes.

It is also necessary to note the following important point. The greater the windage of the shelter, the more often there should be a net to prevent damage to the shelter as a whole. In other words, the greater the windage of the shelter, the smaller should be the value of θ - that is, the pitch of the harness.

The required value of θ, that is, the tying step, for a specific shelter (with specific strength characteristics of the tapes used for stretch marks and tying) and a certain shelter windage value must be determined either during tests of a full-size car model in a wind tunnel, or during numerous tests of a gondola car with sulfur shelter on long distance routes. Determination of the required value of θ on a full-size model of a car in a wind tunnel is the most informative and economical method of determination, with the possibility of visualizing the process, and therefore is most preferred.

This information, as well as experimental data, indicate that the static and dynamic load on the shelter can be reduced by reducing the pitch of the tie-in (lacing) tapes at the places where the cover fits to the end walls of the car, at the same time, the step between the tie-in elements in the central part of the car can be increased without compromising wind resistance and reliability of the structure.

The method of linking, similar to that indicated in Fig. 15, has proven itself when transported over long distances (up to 3,000 km or more) of lump and granular sulfur. Application of the aforementioned method made it possible to preserve the integrity (including the fabric of the shelter, extensions, harnesses and grommets) throughout the route and more than 5 times reduce the number of cases of burning cargo of sulfur in the cars.

Claims (21)

1. A railway gondola for transporting bulk goods, comprising a body having sides equipped with rigging anchors configured to attach rigging elements at different heights, a flexible elastic shelter with grommets around the entire perimeter near its edges for attachment to said rigging anchors, tensioning rigging elements for attaching grommets to rigging anchors and clamping rigging elements for fixing the surface of the shelter in a vertical direction, in which said clamping rigging the elements form a wire mesh on the surface of the shelter, and the average cell area changes the magnitude of the lift force, which can act on the surface of the shelter in critical operating conditions. 2. The gondola car according to claim 1, in which the said shelter is made of whole-fabric, sewn from separate panels, whole-sheeted or consisting of separate sheets, inextricably interconnected. 3. The gondola according to claim 1, in which the said shelter is made of slow-burning, non-combustible or fire-resistant material, fiberglass, fiberglass, asbestos fiber, or basalt fiber, or composite materials reinforced with fiberglass, fiberglass, asbestos fiber or basalt fiber. 4. Gondola according to claim 1, in which the average area of said cell in the front and in its middle (gondola car) parts are correlated at least as 1: 2, preferably at least 1: 4, particularly preferably at least 1: 9, even more preferably at least 1:16, and the average size of said cell in the rear and in its middle (gondola car) parts are correlated at least 1: 2, preferably at least 1: 4, particularly preferably at least 1: 9, even more preferably at least 1:16, while the average area of the aforementioned cell in its front and rear (gondola cars) parts is essentially equal. 5. The gondola according to claim 1, in which the said clamping elements are fixed so that between the said shelter and the surface of the cargo, essentially, there is no free space, at least in its front and rear (gondola) parts. 6. Gondola according to claim 1, in which the aforementioned clamping elements are a transverse-diagonal or transverse-longitudinal strapping with a variable pitch. 7. Gondola according to claim 1, in which the aforementioned clamping elements are interconnected by nodes, and / or additionally glued, and / or connected by staples at the intersection. 8. Gondola according to claim 1, in which the aforementioned clamping lifting elements are made elastic. 9. The gondola according to claim 1, in which said pressure elements are connected to said shelter, preferably by means of an adhesive joint. 10. Gondola according to claim 1, in which said tensioning elements are pulled through a grommet of said shelter, then diagonally through a hole of said anchor, then through an adjacent grommet of said shelter, and so on, all around the perimeter of said body and shelter, or sections said tensioning elements are overlapped and / or tied to an additional rigging element stretched through openings in said anchors around the perimeter of said body. 11. Gondola according to claim 1, in which the said grommets are tied to opposite rigging anchors with additional rigging elements. 12. Gondola according to claim 1, in which the aforementioned rigging elements are cables, ropes, yards, chains, belts, textile, rope and / or chain slings. 13. Gondola according to claim 1, in which the aforementioned rigging elements are interconnected by means of rigging, lanyards, thimbles, hooks, rope clamps and / or rigging brackets. 14. Gondola according to claim 1, wherein said tensioning elements are attached to said anchors below the surface of a bulk cargo. 15. The gondola car according to claim 1, in which the said anchors are made in the form of vertically arranged metal elements welded to the inner surface of the sides of the said body along the entire perimeter, each metal element being provided with a group of holes at a different level horizontally or are groups placed on different levels of U-shaped hooks, groups of C-shaped loops placed at different levels, chain links, metal sections with holes made at different levels. 16. A clamping rigging element for fixing a flexible flexible shelter of a railway gondola car in the vertical direction, made in the form of a mesh network, in which the average cell area in the longitudinal direction changes antibatically to the magnitude of the lifting force that can act on the surface of the said shelter in critical operating conditions. 17. The element according to clause 16, in which the average area of said cell network in its front and in the middle zone are correlated at least 1: 2, preferably at least 1: 4, particularly preferably at least as 1: 9, even more preferably at least 1:16, and the average size of said network cell in its back and in the middle is correlated to at least 1: 2, preferably at least as 1: 4, particularly preferably at least 1: 9, even more preferably at least 1:16, with medium the area of said cell in its front and rear (gondola) parts is essentially equal. 18. An element according to any one of paragraphs.16 and 17, in which said network is made of transverse-longitudinal or transverse-diagonal elements with a variable pitch. 19. An element according to any one of paragraphs.16 and 17, in which said clamping elements are glued and / or interconnected by nodes and / or paper clips at the intersection points. 20. Flexible elastic shelter of bulk cargo in a railway gondola car, characterized in that it is equipped with grommets around the perimeter near the edges for attachment to rigging anchors and contains a clamping rigging element according to any one of paragraphs.16-19, connected to it (shelter), preferably through adhesive bonding. 21. A train for transportation of bulk cargo containing at least one railway gondola according to any one of claims 1 to 15.

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