RU171786U1 - RAILWAY CARGO WAGON - Google Patents

Abstract

This utility model relates to railway rolling stock and relates to frame structures of railway vehicles with spinal beams and their structural elements. A railway freight car contains running trolleys and a frame mounted on the running trolleys. The frame contains a longitudinal spinal beam containing the middle part and molded cantilever parts made at the same time with Fridays. Moreover, the cast cantilever parts are connected to the middle part of the longitudinal spinal beam butt. In addition, the frame contains pivot beams fixed to the longitudinal spine beam so that they are connected to the cantilever parts of the spinal beam. Each pivot beam includes a bottom sheet consisting of two separate sections arranged substantially symmetrically with respect to the longitudinal axis of the spinal beam and longitudinal elements located substantially longitudinally with respect to the axis of the spinal beam, so that each longitudinal element overlaps a portion of the lower surface the cantilever part of the spinal beam with the corresponding part of the lower surface of the middle part of the spinal beam, thereby combining both of these parts. This solution of this utility model allows to achieve a technical result in the form of a more technological design, creating the possibility of using a cast console part.

Description

Technical field

This utility model relates to railway rolling stock and relates to frame structures of railway freight cars with spinal beams and their structural elements.

State of the art

Known railway gondola (RU 130565), containing chassis trolleys and body. The body includes a frame that contains a spinal beam and pivot beams, the pivot beams of the frame contain lower pivot sheets, each of which has a mounting pad, whereby the pivot beam connects to the spinal beam. The joints of the spinal beam and pivot beams are reinforced with longitudinal elements that are welded longitudinally to the spinal beam to its lower shelf end-to-end with the bottom sheet of the pivot beam.

A disadvantage of the known railway gondola car is the high metal consumption of the lower king pin. The presence of the mounting pad of the lower king pin, which is located at the intersection with the spinal beam and uniting the lateral bent sections, does not allow the use of such a lower king pin sheet when installing the molded console due to the absence of a slot for the Friday in the mounting pad, since the Friday is installed on the mounting pad. In addition, the use of longitudinal elements in the form of reinforcing plates requires that the surfaces to which they are welded be in the same plane, which is an obstacle to the inclusion of a cast cantilever part in the design of the spinal beam, since when connecting the lower surface of the cantilever part of the spine beam and the lower surface the middle part of the spinal beam this is not achieved (this drawback is justified in patent RU 151903).

A gondola car with a lowered floor level (RU 158641) is also known, which contains running trolleys and a body formed by side and end walls mounted on a frame mounted on running trolleys, which contains two end beams, two supraperal spinal beams, each of which contains a cast console part, and two pivot beams. The pivot beams are made of two cantilever parts connected by inner ends to the supra-body spinal beams, the cantilever parts of the supra-body spinal beams are cast, on these cantilever parts there are spikes that are molded together with these cantilever parts or fixed to these cantilever parts by a welding joint.

The disadvantages of this design include the complexity of the frame design due to the presence in the interbody space of lowering the floor. Also, the frame of this design has a high metal content due to the presence of additional structural elements that form a lowering of the floor in the interbody space.

A gondola car body frame is known which is taken as the closest analogue (RU 2325295), comprising a spinal beam with transverse pivot beams fixed to it, which are coupled to the spinal beam using longitudinal elements made in the form of plates oriented parallel to the axis of the spinal beam, each of which welded to the lower flange of the zeta profile of the spinal beam, overlapping its longitudinal extreme face.

Among the shortcomings of this design, it is possible to note the presence of a mounting pad for the pivot plate that combines the side sections, which does not allow the use of such a sheet when installing a cast console, since there is no slot for a Friday in a continuous sheet (the Friday is mounted on a continuous sheet). In addition, the lower pivot leaf of this design has a high metal content.

Thus, in the constructions of railway vehicles known from the prior art, the possibility of using the cast cantilever part of the spine beam, made integral with the Friday, is insufficiently developed, namely, in most cases, the bottom sheet of the pivot beam has a mounting platform connecting the side segments, which does not have cutout under the friday. Also, in the case of using the cast cantilever part of the spinal beam, the frames of railway vehicles have an incompletely worked part of the lower king pin at the junction of the cantilever part with the middle part of the spinal beam. A common drawback of the known solutions is the large metal consumption of the frame design of railway vehicles.

In view of the existing shortcomings of the known designs of railway vehicles, the objective of this utility model is to create a railway freight car with a simpler to manufacture and less metal-intensive design.

DISCLOSURE OF THE ESSENCE OF A USEFUL MODEL

The problem is solved due to the fact that according to the proposed utility model, a railway freight car is proposed in which the bottom sheet of the pivot beam consists of two separate sections located essentially symmetrically with respect to the longitudinal axis of the spine beam and longitudinal elements located essentially longitudinally with respect to the axis of the spinal beam, so that each longitudinal element overlaps part of the lower surface of the cantilever part of the spinal beam with the corresponding part of the lower surface of the media parts of the spinal beam, thereby combining both of these parts.

This solution of this utility model allows to achieve a technical result in the form of a more technological design, creating the possibility of using a cast console part.

The essence of the claimed utility model lies in the fact that a railway freight car contains running trolleys and a frame mounted on running trolleys. The frame contains a longitudinal spinal beam containing the middle part and molded cantilever parts made at the same time with Fridays. Moreover, the cast cantilever parts are connected to the middle part of the longitudinal spinal beam butt. In addition, the frame contains pivot beams fixed to the longitudinal spine beam so that they are connected to the cantilever parts of the spinal beam. Each pivot beam includes a bottom sheet consisting of two separate sections arranged substantially symmetrically with respect to the longitudinal axis of the spine beam and longitudinal elements located longitudinally with respect to the axis of the spine beam, so that each longitudinal element overlaps a portion of the lower surface of the cantilever portion of the spine beam with the corresponding part of the lower surface of the middle part of the spinal beam, thereby combining both of these parts. Moreover, at the junction of the cantilever part of the spinal beam with the corresponding middle part of the spinal beam, the longitudinal element of the bottom sheet of the pivot beam has an inflection protruding above the rest of its surface.

According to one embodiment, the longitudinal elements are butt welded to each individual section of the bottom sheet of the pivot beam.

According to a further embodiment, the longitudinal elements are integral with the individual sections. Also, the longitudinal elements can be made without connecting to individual sections.

According to another embodiment, the sequentially located lower surface of the cantilever part of the spinal beam and the lower surface of the middle part of the spinal beam are overlapped by the corresponding separate section of the lower pivot pin and the corresponding longitudinal element, the magnitude of such overlap, measured from the vertical axis of the Friday, is from 500 to 2000 mm . This value is clarified after the calculations of typical structures for strength and stiffness under static and dynamic loads.

Thus, the proposed design allows the use of a cast cantilever part of the spinal beam in the frame design, to increase the reliability of the connection of the spinal and pivot beams, and also to reduce the metal consumption of this unit and the railway freight car as a whole. The proposed utility model allows to achieve a technical result in the form of a more technological design with lower metal consumption, which in the future allows optimizing the costs of production and maintenance of railway freight cars, as well as further increasing the reliability of the structure.

Brief Description of the Drawings

The essence of the utility model is explained in more detail with reference to the attached images:

FIG. 1 - general view of a gondola car;

FIG. 2a-2b is the attachment point of the pivot and spinal beams, shown in side view (Fig. 2a) and bottom view (Fig. 2b);

FIG. 3 is an enlarged view at the points of inflection of the longitudinal elements of individual sections of the lower king pin leaf (view A of FIG. 2a).

Detailed description

The proposed utility model is further described in more detail using an example of an embodiment of a railway freight car in the form of a gondola car. The scope of protection is not limited to the given embodiment and can extend to any other railway vehicles known to a person skilled in the art, including boxcars, gondola cars, platforms, bunker-type cars.

The gondola car shown in FIG. 1, comprises running trolleys 1 with a body 2 placed on them, consisting of a frame 3 and side walls 4 and end walls 5 fixed thereon.

The frame 3 (Fig. 2a-2b) includes a longitudinal spine beam 6 and transverse end beams 7, pivot 8 and intermediate beams 9 fixed thereon, located between the pivot beams. The spinal beam 6 includes a middle part 10 and two cantilever parts 11, cast, including a shock socket 12, a Friday 13, front 14 and rear stops 15. The cantilever parts 11 are connected to the middle part 10 of the spinal beam 6 end-to-end (FIG. 2a, 3), and each pivot beam 8 fixed to the cantilever parts 11 is box-shaped and contains two vertical sheets (not shown) overlapped from above by the top sheet 16 and from the bottom by a lower pivot sheet consisting of two separate sections 17 located essentially symmetrically tion to the longitudinal axis of the center sill 6 and the longitudinal members 18, which are longitudinal with respect to the axis of the center sill portion and overlying the lower surface of the arm portion 11, the center sill 6 with the corresponding part of the lower surface of the middle portion 10 of the center sill 6, thereby combining both said parts.

In FIG. 3 shows an enlarged view A of FIG. 2a, in the places of bending of the longitudinal elements of individual sections of the lower king pin, where it is illustrated that at the junction of the cantilever part 11 of the spine beam 6 with the corresponding middle part 10 of the spine beam 6, the longitudinal element 18 of individual sections 17 of the bottom sheet of the king pin 8 has a protruding above the rest of its surface kink 19.

The technical result of this utility model in the form of a more technological design is achieved by dividing the lower pivot leaf into two separate sections 17, which makes it possible to use the molded cantilever part 11 with the same Friday 13, i.e. when Fridays are cast along with cantilever parts or welded to cantilever parts. In addition, the separation of the lower pivot leaf into two separate sections 17 leads to a simplification of the configuration and a decrease in the metal consumption of the frame of a railway freight car. The strength characteristics of the railroad freight car frame design are also increased, providing a reliable connection of the pivot beam 8, the cantilever part 11 of the spine beam 6 and the middle part 10 of the spine beam 6 due to the strengthening of this node by elements of individual sections 17 of the bottom sheet of the pivot beam 8, longitudinal relative to the axis of the spine beam that overlap the junction of the lower surface of the cantilever part 11 of the spinal beam 6 with the corresponding lower surface of the middle part 10 of the spinal beam 6. At the junction of the longitudinal e elements 18 have bends protruding above the surface, which allows you to combine two surfaces of different levels. Also, due to the elongated shape of the longitudinal elements, the connection area of the pivot beam 8 with the spinal beam 6 increases, which contributes to a more reliable connection.

According to one embodiment, the longitudinal elements can be made integrally with separate sections, can also be made without being connected to separate sections, and can be butt welded to each individual section of the lower pivot leaf. The latter option is preferable from the point of view of cutting metal and reducing its losses during cutting, which increases the manufacturability of the design of a railway freight car. In one embodiment, the edge adjacent to a separate section of the lower pivot leaf has a beveled profile.

According to another embodiment, the sequentially located lower surface of the cantilever part of the spinal beam and the lower surface of the middle part of the spinal beam are overlapped by the corresponding separate section of the lower pivot pin and the corresponding longitudinal element, the magnitude of such overlap, measured from the vertical axis of the Friday, is from 500 to 2000 mm . This achieves an additional increase in the reliability of the node. The calculations of structural options for strength and stiffness under static and dynamic loads showed that the overlap of the lower surface of the spinal beam, which is less than 500 mm, will not provide sufficient strength and reliability of the node, since the stresses arising in this case in this node will exceed the permissible in operation will lead to cracks and possible subsequent destruction of the site, and a length of more than 2000 mm will not significantly increase strength, but will increase the metal consumption of the structure.

Claims (11)

1. Railway freight wagon containing chassis trolleys (1) and a frame (3) mounted on chassis trolleys, moreover, the frame (3) contains a longitudinal spinal beam (6) containing the middle part (10) and cast cantilever parts (11) with integral backs (13), the cast cantilever parts (11) connected to the middle part (10) of the longitudinal spinal beam (6) butt, and pivot beams (8) fixed to the longitudinal spinal beam (6) with connection to the cantilever parts (11) of the spinal beam (6), each pivot beam (8) includes a lower pivot sheet, characterized in that the lower pivot sheet of the pivot beam (8) consists of two separate sections (17) located essentially symmetrically with respect to the longitudinal axis of the spine beam (6), and longitudinal elements (18) located essentially longitudinally with respect to the axis of the spine beam ( 6), so that each longitudinal element (18) overlaps a part of the lower surface of the cantilever part (11) of the spinal beam (6) and the corresponding part of the lower surface of the middle part (10) of the spinal beam (6), thereby combining both of these parts. 2. Railway freight car according to claim 1, in which at the junction of the cantilever part (11) of the spine beam (6) with the corresponding middle part (10) of the spine beam (6), the longitudinal element (18) of the lower pivot plate of the pivot beam (8) has an inflection protruding above the rest of its surface (19). 3. A railway freight car according to claim 1, in which the longitudinal elements (18) are butt welded to each individual section (17) of the lower pivot leaf of the pivot beam (8). 4. Railway freight car according to claim 1, in which the longitudinal elements (18) are made in one piece with separate sections (17). 5. Railway freight car according to claim 1, in which the longitudinal elements (18) are made without connection with individual sections (17). 6. Railway freight car according to claim 1, in which the successively located lower surface of the cantilever part of the spine beam and the lower surface of the middle part of the spine beam are overlapped by the corresponding separate section (17) of the lower pivot plate and the corresponding longitudinal element (18), while the amount of such overlap measured from the vertical axis of the Friday (13) is from 500 to 2000 mm.

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