RU177829U9 - END WALL OF A RAILWAY CARGO WAGON - Google Patents

Abstract

This utility model relates to railway rolling stock and relates to end wall structures of railway freight cars. The end wall of a railroad freight car contains sheet skin reinforced with horizontal belts, reinforcing the pad located in the center of the horizontal belt and symmetrically with respect to the vertical axis of the end wall. Moreover, since the reinforcing pads have the shape of an elongated hexagon with two opposite tapering parts, the length of each tapering part of the reinforcing pads is at least 0.115 of the total length of the reinforcing pads. The proposed design allows to achieve a technical result in the form of high strength characteristics of the end wall, while providing reduced metal consumption, as well as an improved design of a railway freight car with high adaptability. 7 c.p. f-ly, 4 ill.

Description

FIELD OF TECHNOLOGY

This utility model relates to railway rolling stock and relates to end wall structures of railway freight cars.

BACKGROUND

The end wall of a railway freight car is one of the most damaged body parts. The nature of the damage indicates insufficient strength of the end wall. Attempts to improve the design led to a variety of options for the end walls of the wagons in operation. However, for most options, the presence of residual plastic deformations during operation is characteristic, which indicates insufficient strength of the end walls. One of the options for increasing the strength of the end wall is welding to its elements of additional parts (ribs, scarves, etc.).

Known gondola with a deaf body (RU 162696), which contains a body consisting of a frame, end and side walls, including sheathing, pillars, upper and lower strapping. Reinforcing plates are welded on the outer surfaces of the racks in the lower part, end plates are welded from below to the racks, side reinforcing plates located on opposite surfaces of the racks are welded to the side wall and to the side surfaces of the racks. Side reinforcing pads on the side of the body repeat the outlines of the surface of the side wall.

In this design, due to the overlays reinforcing the racks, only the strength of the side walls is increased, while the end wall is not reinforced, which does not sufficiently increase the strength of the body.

The use of reinforcing pads is also known from the body of a gondola car of increased capacity and carrying capacity (RU 123384), which contains a frame with end and side walls fixed to it, consisting of sheathing sheets, which consist of pillars, horizontal belts and strapping. The coincident upper surfaces of the upper trim of the side and end walls are connected using a reinforcing lining, one of the segments of which, bent at a right angle downward, connects the outer vertical surface of the upper trim of the side wall with the vertical sheet of the corner post in the contact area of the opposite side of the sheet with the outer vertical surface of the upper strapping the end wall. The lower surface of the upper trim of the side wall is connected to the vertical sheet of the corner pillar with the help of an overlay consisting of two segments: rectangular and triangular.

The proposed design does not provide for the use of reinforcing pads mounted on horizontal belts of the end wall, which does not provide sufficient strength of the end wall and, as a result, of the body as a whole.

The end wall of a gondola car is known (RU 108013, the closest analogue), which contains an upper strapping connected to corner posts, which is rigidly connected to the sheet skin, reinforced by upper, lower and middle horizontal belts, and vertical reinforcing elements symmetrically located relative to the axis of the end wall . Said vertical reinforcing elements include two extreme vertical reinforcing elements that connect the upper harness to the upper, middle and lower horizontal belts and protrude below the level of the lower horizontal belt, one middle vertical reinforcing element that connects the upper harness to the horizontal belts, and two additional vertical reinforcing elements that are located between the extreme and middle vertical reinforcing elements and connect the upper harness, the upper th and middle horizontal zones. Reinforcing pads are installed on the upper harness and the upper horizontal belt, located in the center of these beams and symmetrically with respect to the axis of the end wall.

A disadvantage of the known end wall is that an increase in its strength occurs due to the use of a large number of parts, as a result of which, the metal consumption of the structure increases, the manufacturability decreases and the laboriousness of manufacturing the end wall of the gondola increases, as a result of which some sections of the end wall can be insufficiently strengthened.

Thus, in the designs of railway vehicles known from the prior art, the disadvantages include the low strength of the end walls, and in the case of their hardening, a significant increase in the metal consumption of the structure occurs.

In view of the existing shortcomings of the known structures, the objective of this utility model is to create a railway freight car with high strength characteristics, due to hardening of the end wall in combination with minimal material consumption.

DISCLOSURE OF THE ESSENCE OF A USEFUL MODEL

This problem is solved thanks to the end wall of a railway freight car containing sheet skin reinforced with horizontal belts. The end wall also contains a reinforcing pad located in the center of the horizontal belt and symmetrically with respect to the vertical axis of the end wall. The reinforcing plate has an elongated shape with two opposite tapering end sections and a middle section with substantially parallel edges. The length of each tapering portion of the reinforcement strip is at least 0.115 of the total length of the reinforcement strip.

The proposed design allows to achieve a technical result in the form of high strength characteristics of the end wall, while providing reduced metal consumption, as well as an improved design of a railway freight car with high adaptability. In addition, the proposed utility model provides an expansion of the arsenal of structures for freight railway vehicles.

The specified technical result is achieved due to the fact that according to the proposed utility model, the end wall of a railway freight car is proposed, on the horizontal belt of which there is a reinforcing plate having an elongated shape with two opposite tapering end sections and a middle section with essentially parallel edges, and the length of each tapering end plot reinforcing pads is at least 0.115 of the total length of the reinforcing pads. The choice of this form of reinforcing pads is associated with the distribution of stresses acting in the end wall. The maximum stresses act in the central part of the end wall and decrease from the center to the ends of the horizontal belts. That is, in the central part of the horizontal belts the voltage is higher than at their ends. The reinforcing strip in the form of an elongated shape due to the wide central part, in particular, the middle part with two essentially parallel sides, can sufficiently strengthen the central part of the horizontal belt. And since the acting stresses decrease towards the ends of the horizontal belt, it becomes possible to narrow the reinforcing pads in the cantilever parts, in particular, in the opposite end sections. The proposed form of reinforcing pads has two opposite tapering end sections with a length of at least 0.115 of the total length of the reinforcing pads, which facilitates the design, reducing its metal consumption. Given the direction, place of impact, the magnitude and nature of the applied loads, the proposed form allows the stresses to approach the maximum permissible value at the points of the power frame of the end wall, thereby ensuring sufficient strength of the end wall and a simultaneous decrease in metal consumption. In addition, reinforcing pads of elongated shape in places of two opposite tapering end sections experience a low concentration of stresses, which makes this form more durable and light.

Also, as mentioned above, in the end wall, the highest stresses act in the central part of the horizontal belts, and to the edges of the horizontal belt the stresses decrease. Thus, in the claimed utility model, the location of the reinforcing pads is carried out in the center of the horizontal belts and is symmetrical about the vertical axis of the end wall. This arrangement of reinforcing plates takes into account the action of stresses, which allows to increase the strength in the Central part of the end wall, while not burdening the structure at less loaded points of the power frame.

Also, due to the fact that the reinforcing plate increases the cross-sectional profile of the horizontal belt, it becomes possible to use horizontal belts with a smaller cross-section, which allows to reduce the mass of the end wall, while maintaining its strength characteristics.

According to one embodiment, the length of each tapering end portion of the reinforcement strip is at least 0.25 of the total length of the reinforcement strip. A higher value will not provide sufficient strength and reliability of the horizontal belt, since the stresses arising in this case in this horizontal belt will exceed the permissible ones, which in operation will lead to cracking and possible subsequent failure.

According to another embodiment, the length of the reinforcing lining is in the range of 500 to 3000 mm, the width of the reinforcing lining is in the range of 50 to 170 mm, and the thickness of the reinforcing lining is in the range of 4 to 16 mm. The indicated intervals characterize the optimal dimensions of the reinforcing pads, allowing approximating the voltage in the end wall to the maximum permissible value, thereby eliminating unnecessary metal consumption in the structure and at the same time preserving the necessary strength of the end wall.

According to another embodiment, the reinforcing plate has the shape of an elongated hexagon with two opposite tapering end sections and a middle section with substantially parallel edges. The proposed form has high manufacturability.

According to another embodiment, the extreme lateral vertices of the tapering end portions of the reinforcing lining are made in the form of rounded vertices (Fig. 2). This design reduces stress concentration, which makes the shape of the reinforcing lining more durable.

According to another embodiment, the extreme lateral vertices of the tapering end portions of the reinforcing lining are made in the form of cut vertices. This design provides the manufacturability of reinforcing pads with this form.

Thus, in the proposed design due to the implementation of reinforcing pads of elongated shape with two opposite tapering end sections and the middle end section essentially parallel to the edges, it is possible to perform a design that takes into account the acting loads and provides strength characteristics of the end wall in combination with minimal material consumption. The indicated features of the utility model can provide an improved design of the car, characterized by increased manufacturability, which is explained below on examples of the implementation of the proposed utility model.

BRIEF DESCRIPTION OF THE DRAWINGS

The essence of the utility model is explained in more detail below with reference to the accompanying drawings, among which:

FIG. 1 is a view of the end wall of a gondola car;

FIG. 2 illustrates the shape of a reinforcing lining;

FIG. 3 - section "BB" in FIG. 2;

FIG. 4 illustrates one embodiment of a reinforcing lining form;

DETAILED DESCRIPTION

The proposed utility model is further described in more detail on the example of a railway freight car in the form of a gondola car. Moreover, the scope of the claimed utility model is not limited to the given example and extends to any other railway vehicles known to a person skilled in the art, including boxcars, gondola cars and others.

The end wall 1 of the railway freight car shown in FIG. 1, contains the upper 2 and lower 3 strapping rigidly connected to the sheet skin 4. The upper 2 and lower 3 strapping combine the end 1 and side walls of the car. In addition, the sheet sheathing 4 of the end wall 1 is reinforced with horizontal belts 5 and two vertical reinforcing elements 6 located symmetrically with respect to the vertical axis of the end wall 1. The vertical reinforcing elements 6 connect the two lower horizontal belts 5 with the lower strapping 3 and protrude below its level. On the upper horizontal belt 5, a reinforcing plate 7 is installed, located in the center of the horizontal belt 5 and symmetrically relative to the vertical axis of the end wall 1. The reinforcing plate 7 performs the function of reducing voltage in the cross section of the profile of the horizontal belt 5. The reinforcing plate 7 have the shape of an elongated hexagon (Fig. 2 ) with the central part, in particular with the middle section 8 with essentially parallel edges, and with two opposite tapering end sections 9 with rounded peaks 10, length k each tapering end portion of the reinforcing lining 7 is at least 0.115 of the total length of the reinforcing lining 7. FIG. 3 illustrates a reinforcing patch in cross section.

In FIG. 4 shows a reinforcing patch with a possible embodiment of tapering end portions of extreme lateral vertices in the form of cut vertices, i.e. in which the extreme side parts are cut perpendicular or oblique relative to the vertical axis of the end wall. In other examples, the extreme lateral vertices of the tapering end sections of the reinforcing plates can be made in the form of rounded vertices or in another way known to the person skilled in the art.

The technical result in the form of high strength characteristics of the end wall, reduced metal consumption of the structure, and obtaining a generally improved design of a railway freight car with improved adaptability is achieved due to the fact that in the inventive utility model on the horizontal belt 5 there is a reinforcing pad 7 having an elongated shape with two opposite tapering end sections 9 and the middle section with essentially parallel edges. The choice of this form of reinforcing pads 7 is associated with the distribution of stresses acting in the end wall 1.

Horizontal belts 5 are elements of the frame and elements of rigidity, perceiving the forces of the load and transferring them to the side racks. They are a bent profile and are evenly distributed over the entire height of the end wall 1.

The maximum stresses act in the central part of the end wall 1 and decrease from the center to the ends of the horizontal belts 5. This fact is confirmed by the fact that the pressure on the area of the end wall 1 can be represented as the force applied in the center of the area of the end wall. Given the fact that the force is applied in the center, and the horizontal belts are fixed at the edges, we obtain the design scheme “beam on two supports”. From the calculations it follows that the maximum bending moment acts in the center of the horizontal belt and decreases to its ends. Also, this fact is confirmed by numerous calculations on the strength of the end walls of gondola cars.

The reinforcing plate 7 of an elongated shape due to the wide middle section 8 allows sufficient strengthening of the central part of the horizontal belt 5. And since the acting stresses decrease towards the ends of the horizontal belt, it becomes possible to narrow the reinforcing plate at the end sections. The proposed shape of the reinforcing lining has two opposite tapering end sections 9 with a length of at least 0.115 of the total length of the reinforcing lining 7, which fully takes into account the acting stresses, while facilitating the construction of the end wall 1, reducing its metal consumption. This value was obtained experimentally by testing and theoretical calculations of open wagons. Performing tapering end sections with a length of less than 0.115 of the total length of the reinforcing lining is not technologically advanced, and it is not practical to cut the reinforcing lining with two opposite tapering end sections (Fig. 4), since reducing the weight of the reinforcing lining compared to a rectangular one reinforcing pad will be slightly. Reducing the length of the tapering end sections 9 contributes to an increase in area and, as a consequence, an increase in the mass of the reinforcing lining.

Given the direction, place of impact, the magnitude and nature of the applied loads, the proposed form allows the stresses to approach the maximum permissible value at the points of the power frame of the end wall, thereby ensuring sufficient strength of the end wall and a simultaneous decrease in metal consumption.

The shape of the reinforcing lining 7 in the form of an elongated hexagon has smooth transitions between its middle section 8 and two tapering end sections 9, and the opposite vertices of the hexagon are rounded, this design provides minimal stress concentrators in the reinforcing lining 7, which makes it more durable and less prone to damage .

As mentioned above, in the end wall 1, the highest stresses act in the central part of the horizontal belts 5, and to their ends the stresses decrease. Thus, in the claimed utility model, the location of the reinforcing plates 7 is carried out in the center of the horizontal belts and is symmetrical with respect to the vertical axis of the end wall 1. This arrangement of the reinforcing plates 7 takes into account the acting stresses in the end wall 1, which makes it possible to increase the strength in its central part, while without burdening the structure at less loaded points of the power frame of the end wall.

In addition, due to the location of the reinforcing plates 7 in the center of the horizontal belts 5, thereby strengthening the most loaded part of the end wall 1, and as a result, increasing the cross section of the profile of the horizontal belt 5, it becomes possible to reduce the cross-section of the profile of the horizontal belt 5 along its entire length, which allows to significantly reduce the weight of the structure, as well as metal consumption, while maintaining the necessary strength characteristics of the end wall 1.

In some cases, the length of each tapering end section 9 of the reinforcing plates 7 may be at most 0.25 of the total length of the reinforcing plates 7. A larger value will not provide sufficient strength and reliability of the horizontal belt 5, since the stresses arising in this case in this horizontal belt will be exceed permissible, which in operation will lead to cracking and possible subsequent failure.

The length of the reinforcing pads 7 can be equal to the interval from 500 to 3000 mm, the width of the reinforcing pads 7 can be equal to the interval from 50 to 170 mm, and the thickness of the reinforcing pads 7 can be equal to the interval from 4 to 16 mm. The indicated intervals characterize the optimal dimensions of the reinforcing lining 7, which makes it possible to bring the voltage in the end wall 1 closer to the maximum permissible value, thereby eliminating unnecessary metal consumption in the structure and at the same time preserving the necessary strength of the end wall 1. These intervals of values were obtained after strength calculations, as well as as a result of experimental studies confirming the reliability of theoretical conclusions.

Depending on the nature of the acting stresses in the end wall 1, reinforcing pads 7 of various lengths and thicknesses can be used. In turn, the stresses also depend on the location of the horizontal belts 5 and the vertical elements 6. The maximum stresses act in the upper horizontal belts 5 of the end wall 1 and decrease from the center to their edges in the direction of the width of the end wall 1. Thus, choosing sizes from the proposed intervals , for example, increasing the thickness of the reinforcing lining 7, depending on the parameter of the car, it becomes possible to design the end wall 1 without middle and additional vertical elements (as in the nearest analog). This is due to the fact that the strength of the end wall 1 increases due to an increase in the total cross section of the profile of the horizontal belt 5 with a reinforcing plate 7 installed on it. The proposed example of the end wall 1 will significantly reduce the metal consumption of the structure, reduce labor costs, and increase the manufacturability of the end wall .

The proposed form of reinforcing pads in the form of an elongated hexagon with two opposite tapering end sections and a middle section with essentially parallel edges provides high manufacturability.

Also, the extreme lateral vertices of the tapering end sections of the reinforcing lining can be made in the form of rounded vertices. This design reduces stress concentration, which makes the shape of the reinforcing lining more durable.

In addition, the extreme lateral vertices of the tapering end sections of the reinforcing pads can be made in the form of cut vertices (Fig. 4). This design provides the manufacturability of reinforcing pads with this form.

As an example, in a deep-sea gondola car, an end wall of 3.2 m wide is used, on which reinforcing pads are installed on the two upper horizontal belts. The proposed gondola is used for transportation of bulk cargo, therefore, it is advisable to use reinforcing pads with a size of 1500 × 85 × 8 mm, the length of the tapering end sections 280 mm (0.186 of the total length of the lining). Reinforcing pads with the proposed sizes satisfy the strength standards, while reducing the length of the tapered end sections will not impair strength, but will increase the metal consumption of the structure. Thus, the choice of a given length of the tapering end sections 9 of the reinforcing lining 7 provides strength indicators simultaneously with minimal metal consumption.

As another example, in the same deep-sea gondola car, an end wall of 3.2 m wide is used, on which reinforcing pads with a size of 1500 × 60 × 8 mm and a length of tapering end sections of 280 mm are installed on two upper horizontal belts.

Thus, the totality of the features of the proposed design provides strength characteristics of the end wall in combination with minimal material consumption, as well as the generally improved design of a railway freight car with high adaptability is implemented.

This utility model is not limited to the specific examples disclosed in the description for illustrative purposes, and covers all possible modifications and alternatives that fall within the scope of this utility model defined by the utility model formula.

Claims (11)

1. The end wall of a railway freight wagon containing sheathing reinforced with horizontal belts; a reinforcing pad located in the center of the horizontal belt and symmetrically with respect to the vertical axis of the end wall, moreover, the reinforcing plate has an elongated shape with two opposite tapering end sections and a middle section with essentially parallel edges, the length of each tapering end section of the reinforcing plate is at least 0.115 of the total length of the reinforcing plate. 2. The end wall of claim 1, wherein the length of each tapering end portion of the reinforcing lining is at least 0.25 of the total length of the reinforcing lining. 3. The end wall according to claim 1, in which the length of the reinforcing lining is in the range from 500 to 3000 mm 4. The end wall according to claim 1, in which the width of the reinforcing lining is in the range from 50 to 170 mm. 5. The end wall according to claim 1, in which the thickness of the reinforcing lining is in the range from 4 to 16 mm. 6. The end wall according to claim 1, in which the reinforcing plate has the shape of an elongated hexagon with two opposite tapering end sections and a middle section with essentially parallel edges. 7. The end wall according to claim 1, in which the extreme lateral vertices of the tapering end sections of the reinforcing lining are made in the form of rounded vertices. 8. The end wall according to claim 1, in which the extreme lateral vertices of the tapering end sections of the reinforcing lining are made in the form of cut vertices.

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