RU181768U1 - Gondola car frame - Google Patents

Abstract

The utility model relates to railway transport, namely to the frames of articulated freight gondola cars, designed for the transportation of bulk non-aggressive cargoes that do not require protection from atmospheric precipitation. The technical result is to increase the reliability of the gondola car frame by reducing the voltage level at the intersection of the main load-bearing elements of the frame. The gondola car frame is formed by longitudinal side beams and supraparticular spinal beams, interconnected by end and pivot beams. Between the transverse beams there are longitudinal beams forming the lowering profile of the gondola car body. The frame is equipped with strut beams located between the pivot beams and the joints of the transverse beams with the longitudinal side beams. The width of the cross-sectional profile of the strut beams is in the range from 150 to 250 mm. 2 s.p. f-ly, 3 Fig.

Description

The utility model relates to railway transport, namely, to the frames of open-top freight wagons, including articulated freight open-top wagons intended for transportation of bulk non-aggressive cargoes that do not require protection from atmospheric precipitation.

A known body frame of a deep-bottom gondola car (patent No. US8240256 B2, IPC B61D 17/00, B61D 7/00, published April 29, 2010), equipped with a spinal beam along the entire length of the car, where two longitudinal bunkers are installed in the inter-carriage space in the car floor, and also inside the car body there are transverse struts connecting the racks of the side walls and the spinal beam.

However, the body structure of the well-known open wagon is heavier due to the presence of a spinal beam and cross struts connecting the vertical struts to the spinal beam. In addition, the transverse struts and the spinal beam in the interbody space make it difficult to unload lumpy cargo on the tipper and make it impossible to unload a freight gondola using a grab.

Known frame deaf wagon (patent RU 2391239 C1, IPC B61D 3/00, B61F 1/00, publ. 06/10/2010), the closest in technical essence to the claimed device and adopted as a prototype formed by two longitudinal side beams and supraperal spinal beams, interconnected by end and pivot beams, the inner ends of the supraperal spinal beams of the frame are welded into the transverse beams, between which longitudinal beams are placed that form the lowering profile of the gondola and are welded into the transverse beams curved along the profile lower project of inscribing the outline of a body in the envelope and connected to the longitudinal side beams of the frame.

The disadvantages of the known frames of the gondola car are their unreliable design due to stress concentrators in the nodes transmitting the longitudinal loads from the supraparticular spinal beam to the side longitudinal beam of the frame.

The technical problem solved by the creation of a utility model is the insufficient strength and reliability of the frame of a freight railway gondola.

The technical result of the claimed technical solution is to increase the reliability of the cargo wagon frame by reducing the voltage level at the intersection of the main load-bearing elements of the frame.

The inventive frame of a freight open wagon is formed by longitudinal side beams and supraparticular spinal beams interconnected by end and pivot beams, and longitudinal side beams are placed between the transverse beams, forming a profile for lowering the floor of the open wagon body.

New in the claimed device is that the frame is equipped with beams-struts placed at an angle between the pivot beams and the joints of the transverse beams with the longitudinal side beams, the width of the cross-sectional profile of the strut beams is in the range from 150 to 250 mm.

The joints of the strut beams are reinforced with transverse stiffeners.

Braces are attached to the central part of the pivot beams.

Reducing the level of stress in the nodes is achieved due to the presence of struts, additionally fixed to the frame. The implementation of the profile width of the cross section of the strut beams in the range from 150 to 250 mm gives the frame increased strength during operation of a freight car. When the width of the specified profile is less than 150 mm in the struts and adjacent elements there are stresses that exceed the permissible. With a profile width of more than 250 mm, the car frame has a high metal consumption.

The inventive device is illustrated in the figures:

FIG. 1 - general view of the articulated freight gondola car;

FIG. 2 is a bottom view of the frame of a cargo articulated gondola car (axonometric projection);

FIG. 3 is a power diagram of the design of the frame of a cargo articulated gondola car.

The following elements are shown in the figures:

1 - frame;

2 - body;

3 - lowered floor;

4 - couplers;

5 - brake equipment;

6 - longitudinal side beams;

7 - supraparticular spinal beams;

8 - end beams;

9 - pivot beams;

10 - transverse beams;

11 - struts;

12 - transverse stiffeners.

Frame 1 is mounted on running trolleys and is part of a freight articulated gondola car, which also contains a body 2 with a lowered floor 3, forming a hopper in the inter-car space, automatic couplers 4 and brake equipment 5.

In this case, the frame 1 is formed by longitudinal side beams 6, supraparticular spinal beams 7, designed to accommodate the coupler 4, and interconnected by end beams 8, pivot beams 9, and transverse beams 10.

Moreover, between the transverse beams 10 there are longitudinal side beams 6 forming the profile of lowering the floor of the gondola car body.

The transverse beams 10 are fixed along the contour of the lowering of the floor, forming the hopper of the freight gondola.

The frame 1 is additionally equipped with beams-struts 11, fixed at their ends between the central parts of the pivot beams 9 and the joints of the transverse beams 10 with the longitudinal side beams 6.

At the same time, the joints of the ends of the strut beams 11 with the joints of the transverse beams with the longitudinal side beams are reinforced with stiffeners 12 made, for example, in the form of plates (Fig. 2).

The width of the cross-sectional profile of the struts 11 is in the range from 150 to 250 mm.

In the process of operating a railway freight gondola car, including an articulated gondola car equipped with a hopper in the place of lowering the floor, frame 1 accepts a variety of alternating loads. The greatest influence on the strength of the frame 1 is exerted by longitudinal loads during shunting, pulling and upsetting of a heavy composition. The power diagram of the frame design of the articulated freight gondola shown in FIG. 3, allows to optimize the transmission of the longitudinal load from the front of the frame 1 to the longitudinal side beams 6 of the frame.

Unloading of a freight gondola car is carried out by turning the gondola car on a tipper car or using a grab.

Claims (3)

1. The frame of a freight gondola car formed by longitudinal side beams and supraparticular spinal beams interconnected by end and pivot beams, and longitudinal lateral beams are placed between the transverse beams, forming a lowering profile of the gondola body, characterized in that the frame is equipped with struts placed between the pivot beams and the junctions of the transverse beams with the longitudinal side beams, while the width of the cross-sectional profile of the strut beams is in the range from 1 50 to 250 mm. 2. The frame of a freight gondola car according to claim 1, characterized in that the joints of the strut beams are reinforced with transverse stiffeners. 3. The frame of a freight gondola car according to claim 1, characterized in that the strut beams are attached to the central part of the pivot beams.

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