RU199087U1 - Swap body of a freight car - Google Patents

Abstract

(57) The claimed utility model relates to the construction of railway cars, namely, to the structure of a demountable body of a freight car. The technical result consists in reducing internal stresses in the lower part of the end walls of the demountable body of a freight car. The technical result is achieved by the fact that the body of a freight car contains end walls, including a lower strapping and a lower chord, and each end wall contains three reinforcing elements fixed between the lower strapping and the lower chord, and each reinforcing element is made with a width set from the range from 200 to 210 mm. 4 h. p. f-ly, 6 ill.

Description

The claimed utility model relates to the construction of railway cars, namely to the structure of a demountable body of a freight car.

A car with a removable body is known from the prior art (Patent of Russia for utility model No. 42802, publ. 20.12.2004), containing a body, frame, chassis, automatic coupling and braking equipment, and the bottom of the body is equipped with a longitudinal support beam connected in the middle part with perpendicular to a rectangular frame of transverse and vertical beams, and the frame is equipped with a longitudinal center and transverse pivot beams.

Known for a removable body of a freight car (Patent of Russia for a useful model No. 180934, publ. 06/29/2018), taken as a prototype containing a frame in the form of a beam frame, side struts installed on the frame and end walls with inner surfaces connected to the extreme side struts, and the end walls are connected to the frame by means of a rigid one-piece connection, while each end wall contains three reinforcing elements fixed between the lower trim and the lower chord.

The disadvantage of the technical solutions described above, including the prototype, is that the load from the cargo and the swap body is transmitted to the platform car frame through the supporting elements of the swap body, as a result of which concentrations of maximum stresses arise at the points of support of the swap body.

The proposed utility model solves the technical problem of increased stresses in the lower part of the end walls of the demountable body of a freight car.

The technical result consists in reducing stresses in the lower part of the end walls of the demountable body of a freight car.

The technical result is achieved by the fact that the removable body of a freight car contains end walls, including a lower strapping and a lower chord, and each end wall contains three reinforcing elements fixed between the lower strapping and the lower chord, and each reinforcing element is made with a width specified from the range from 200 to 210 mm.

In a further aspect, the proposed technical solution is characterized in that each reinforcing element is made with a thickness set in the range from 8 to 10 mm.

In an additional aspect, the proposed technical solution is characterized by the fact that each the reinforcing element is made of a channel.

In an additional aspect, the proposed technical solution is characterized in that each reinforcing element is made with a height equal to the distance between the lower strapping and the lower chord.

In a further aspect, the proposed technical solution is characterized in that the reinforcing elements are fixed by means of welding.

The proposed utility model is illustrated by figures that show:

FIG. 1 - demountable body of a freight car, where 1 - end wall, 2 - lower strapping, 3 - lower belt, 4 - reinforcing elements, 5 - support elements.

FIG. 2 - end wall of a demountable body of a freight car, where 2 - lower strapping, 3 - lower belt, 4 - reinforcing elements, 5 - support elements.

FIG. 3 - end wall of a demountable body of a freight car, section А-А, where 2 - lower strapping, 3 - lower belt, 4 - reinforcing element, 5 - support element.

FIG. 4 - dependence of the maximum stresses in the lower part of the end wall of a demountable body of a freight car for the "Shock 3.5 MN" mode, depending on the width of the reinforcing element 4 (width 0 mm - there is no reinforcing element).

FIG. 5 - dependence of the maximum stresses in the lower part of the end wall of a demountable body of a freight car for the "Shock 3.5 MN" mode, depending on the thickness of the reinforcing element 4 (thickness 0 mm - no reinforcing element).

FIG. 6 - dependence of the maximum stresses in the reinforcing element 4 for the "Shock 3.5 MN" mode on its thickness.

The demountable body of a freight car includes end walls 1 containing a lower trim 2 and a lower chord 3. Each end wall 1 contains three reinforcing elements 4, made of a channel, fixed between the lower strapping 2 and the lower chord 3. Each reinforcing element 4 is made with a height equal to the distance measured between the lower strapping 2 and the lower chord 3. Each reinforcing element 4 is made with a width set in the range from 200 to 210 mm. In addition, each reinforcing member 4 is made with a thickness set in the range of 8 to 10 mm. The reinforcing elements 4 are fixed to the end wall 1 by welding.

The optimal width and thickness of the reinforcing elements 4 are selected based on the strength calculation to ensure the strength of the structure of the end wall 1 (Fig. 4, 5, 6). It has been established that when the width of the reinforcing element 4 is chosen less than 200 mm and the thickness is chosen less than 8 mm, the stresses in the lower part of the end wall 1 increase and exceed the permissible ones. When the width of the reinforcing element 4 is chosen more than 210 mm and the thickness is chosen more than 10 mm, the metal consumption of the structure of the end wall 1 increases without a proportional increase in the strength of the structure. In addition, the implementation of the reinforcing elements 4 from the channel and the location of the reinforcing elements 4 above the support elements of the demountable body of the freight car with a height equal to the distance measured between the lower strapping and the lower chord, also makes it possible to reduce the stresses in the lower part of the end walls 1 of the demountable body of the freight car. ...

In an example of implementation, the detachable body of a freight car includes end walls 1 containing a lower trim 2 and a lower chord 3. Each end wall 1 contains three reinforcing elements 4 made of a channel bar fixed between the lower strapping 2 and the lower chord 3. Reinforcing elements 4 located above the elements of the support 5 of the demountable body, while each reinforcing element 4 is made with a height of 150 mm, a width of 200 mm and a thickness of 8 mm. The reinforcing elements 4 are attached to the end wall 1 by welding.

Thus, as shown in the above description of the utility model, the technical result is achieved, which consists in reducing the stresses in the lower part of the end walls of the demountable body of a freight car.

The proposed technical solution can be used in freight cars known from the prior art.

Claims (5)

1. A demountable body of a freight car, containing end walls, including a lower strapping and a lower chord, and each end wall contains three reinforcing elements fixed between the lower strapping and the lower chord, characterized in that each reinforcing element is made with a width set from the range from 200 to 210 mm. 2. The demountable body of a freight car according to claim 1, characterized in that each reinforcing element is made with a thickness specified in the range from 8 to 10 mm. 3. Swap body of a freight car according to claim 1, characterized in that each reinforcing element is made of a channel. 4 Swap body of a freight car according to claim 1, characterized in that each reinforcing element is made with a height equal to the distance measured between the lower strapping and the lower chord. 5. The demountable body of the freight car according to claim 1, characterized in that the reinforcing elements are fixed by welding.

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