RU2600399C2 - Bodrov v.v. high-speed freight car (versions) - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to railway transport facilities, particularly, to freight cars for high-speed roads. High-speed freight car with universal open box car body comprises closing sidewalls bulwarks, gondola with detachable or opening side and end panels attached to intermediate frame beams and trays hinged under each unloading hatch, connected with unloading hatches by link couplings. Hinged panels are hinged to bulwarks lower edge. High-speed freight car with blind bottom open-top wagon body comprises closing sidewalls bulwarks, gondola with detachable or opening side and end panels attached to intermediate frame beams and flat or with longitudinal corrugations bottom panels, rigidly fixed to transverse beams open part. Each car body is equipped with transverse opening roof with two symmetrical semi-roofs, each of which comprises two rotary sections of various height. Each section includes two T-shaped posts with overlap stretched on ropes.

EFFECT: invention enables reduced drag, increase in traction facility power and travel speed.

8 cl, 8 dwg

Description

The invention relates to rail vehicles, in particular to freight cars and can be used to upgrade existing gondola cars and to develop new ones in the direction of improving their technical and operational parameters.

In recent years, a number of countries have been building high-speed rail lines for passenger trains at speeds of up to 400 km / h, but so far in Russia and in most other countries, more than 90% of passenger trains are moving along the same highways at a speed of between 200 km / h and all freight trains at a speed of up to 90 km / h, which reduces the throughput of highways relative to passenger traffic and the decrease increases with increasing distance between the final destination.

In the passport data of freight cars and bogies their design speed is indicated - 120-135 km / h, but the actual speed of freight trains is limited by two of the most significant factors - the insufficient efficiency of the brake system acting on the surface of the wheels and dramatically reducing their life, due to what regulatory materials limit the pressure force of brake pads on the wheels [1] as well as high aerodynamic drag (hereinafter referred to as ADS), which affects not only the energy intensity of transport and, but also on accident rate as a result of the formation of powerful air vortex flows, leading to cars entering uncontrolled modes of self-oscillations in horizontal (wobble) and vertical (galloping and bouncing) planes at increased speed, in connection with which the speed of trains is limited [2] .

Due to the fact that about half a million universal and deep-sea gondola cars are operated on Russian highways, the technical solutions for turning a regular gondola car into a high-speed one are most relevant and need to be searched for in a complete system “body + chassis”. In this application, one essential component of a high-speed car is considered - a body.

All the energy of a satellite air vortex flow is a significant part of the energy spent by a locomotive to overcome the ADS of the side walls with transverse protrusions of the outer frame, an open top with a load of arbitrary shape and parts of the end walls not covered by the load, the underbody with the transverse beams of the frame and the intercar space.

Known methods of reducing the ADS of cars by aligning the outer surface of the side walls with the outer frame [3, 4],

According to [3], according to one embodiment, the space between the racks, the side wall sheathing, the upper and lower strapping and the plane of the side dimension of the car is filled with rigid polyurethane foam, reinforced externally with rigid polyurethane, according to the second option, in the plane of the side dimension of the car, the raised sideboard is rigidly fixed to the racks in the form of a flat a solid sheet, for example, steel, the rigidity of which between the racks is reinforced with filling polyurethane foam. According to [4], the outer surface of the side walls is also smoothed by a bulwark, the rigidity of which between the racks is reinforced with corrugated steel sheet panels - corrugated board.

Without going into an assessment of the comparative advantages and disadvantages of these methods, we note that all of them can significantly reduce the car’s AMS and increase the critical rate of entry into the uncontrolled mode of wobble auto-oscillations with the possibility of accidents, but practically do not affect auto-oscillations in the vertical plane.

It is known that a gondola car roof is opened before loading, consisting of two elastically elastic roofs, in which the longitudinal edges are fixed to sun loungers on the side walls and to U-shaped beams, the racks of which are pivotally mounted on the end walls and are equipped with a balancing mechanism [5].

Significant disadvantages of this design:

- the impossibility of its use for the modernization of deep-sea gondola cars unloaded by dumpers;

- a large weight of long (13-19 m) horizontal beams of U-shaped frames.

- with regard to high-speed cars, another drawback of such a roof is the elasticity of not tightly stretched half-roofs. The air flow above them will cause a “flutter” of the material, which will drastically reduce their service life.

There is no information in the technical and patent literature on improving the streamlining of the bottom of freight cars and at least partial closure of their intercar space.

We take as a prototype a car in which the known methods for reducing the ADF are partially or fully implemented - a car that includes a gondola car body containing side walls with a flat outer surface, end walls and a bottom with spinal, pivot, end and intermediate transverse beams.

Significant disadvantages of the prototype in relation to a high-speed car:

- Unclosed transverse beams on the bottom at elevated speeds are the site of the formation of a powerful vortex flow with a predominantly vertical amplitude, energizing vibrations of bouncing and galloping, initiated by impacts of the wheels against the joints of the rails and irregularities in the vertical plane.

- Air vortices, continuously generated and torn off from the upper trim of the end walls of gondola cars and from the cargo surface, in addition to locomotive power take-off, firstly, they can blow a significant part of the bulk cargoes transported, and secondly, they also increase the body vibrations in the vertical plane.

- In open intercar spaces, the vortex flows breaking from the upper strands of the end walls and from the corner pillars of the side walls form the resulting increased pressure on the front end walls, especially with a side wind, and reduced pressure on the rear end walls, which reduces the value of the useful locomotive traction.

The objective of the invention is to minimize the AMS of the body of a freight car.

1. The problem is solved due to the fact that in a high-speed freight car, including a universal gondola car body, containing side walls closed with bulwarks between the upper and lower harnesses, end walls and the bottom with unloading hatches and a frame consisting of spinal, pivot, end and intermediate transverse beams, characterized in that a nacelle with removable or opening side and end panels is fixed to the intermediate beams of the frame, closing the braking equipment of the carriage fixed to the spinal beam and the rear part of the transverse beams, under each unloading hatch between the trolleys, in the corners of the junction of the transverse beams and the nacelle, pallets equipped with connecting rods are hinged, the upper hinges of which are connected to the unloading hatches, hinged panels equipped with locks to hold them as in the lower and in the raised position, the body is equipped with a transverse-opening roof, including two symmetrical half-roofs, each half-roof contains two sections of different heights with the possibility of w independent rotation, each section comprises two T-shaped strut spanned between the T-shaped uprights ropes and cables secured to the soffit.

In addition, the T-shaped racks of the half-roof sections are pivotally mounted on a common axis, sections of the same height of both half-roofs on each end wall are articulated in adjacent hinges by gear sectors engaged in gears, equipped with sliding or rolling bearings along arc stops rigidly fixed to the end walls, the balancing mechanisms of the T-shaped struts are made in the form of compression springs, and the rotation mechanisms are in the form of pneumatic cylinders, the overlap is made in the form of a thin-sheet structural material resistant to Sem types atmospheric exposure; intercar panels are pivotally fixed to the corner posts of the side walls, the size of which in the direction of the longitudinal axis of the car does not exceed half the distance between the corner posts of adjacent cars in the curved path of the minimum allowable radius from the side of the inner rail; fairings are rigidly fixed to the bottom end beams.

2. The problem is solved due to the fact that in a high-speed freight car, including the body of a deep-bottom gondola car, containing side walls closed with bulwarks from the upper trim to the bottom of the uprights, end walls and the bottom with a frame consisting of spinal, kingpin, end and intermediate transverse beams characterized in that a gondola with removable or opening side and end panels is rigidly fixed to the intermediate beams of the frame, closing the carriage braking equipment fixed to the spinal beam and the middle part of the transverse ba lock, the bottom panels are rigidly fixed to the open part of the transverse beams, flat or with longitudinal corrugations, the body is equipped with a transverse-opening roof, including two symmetrical half-roofs, each half-roof contains two sections of different heights with the possibility of independent rotation, each section includes two T-shaped racks , cables stretched between T-racks and a ceiling fixed to the cables.

In addition, the T-shaped racks of the half-roof sections are pivotally mounted on a common axis, sections of the same height of both half-roofs on each end wall are articulated in adjacent hinges by gear sectors engaged in gears, equipped with sliding or rolling bearings along arc stops rigidly fixed to the end walls, the balancing mechanisms of the T-shaped struts are made in the form of compression springs, and the rotation mechanisms are in the form of pneumatic cylinders, the overlap is made in the form of a thin-sheet structural material resistant to Sem types atmospheric exposure; intercar panels are pivotally fixed to the corner posts of the side walls, the size of which in the direction of the longitudinal axis of the car does not exceed half the distance between the corner posts of adjacent cars in the curved path of the minimum allowable radius from the side of the inner rail; fairings are rigidly fixed to the bottom end beams.

In addition to the fact that the bottom frame includes inconvenient transverse beams, the braking equipment units of the car are also rigidly fixed to the spinal beam from the bottom, which also significantly increase the ADF. This equipment does not need frequent inspections and repairs, therefore it may well be closed from the oncoming air flow, and removable or opening gondola panels, if necessary, provide access to the equipment.

In universal open-top wagons, the hinged fastening of pallets covering the openings between the transverse beams in the transport position, and their connection with unloading hatches, eliminates interference with the opening and closing of unloading hatches.

The lateral surface from the lower trim of the side walls to the bottom of the side pillars of the universal car cannot be closed with a bulwark - there are locks for unloading hatches. Closing the openings in this part of the body sides is ensured by hinged hinged panels equipped with locks to hold them both in the lower and in the raised position. Thus, on the side and bottom surfaces of the body, the openings between the transverse elements protruding outward are closed

In deep-sea carriages, the bulwark closes the board to the bottom of the struts, and the bottom panels - from the gondola to the bottom of the struts and all openings are closed.

The fairings attached to the end beams from below direct the oncoming air flow under the body past the front carriage and under it, and in the area of the rear carriage they form a zone braked relative to the car - an air cushion, which also reduces the ADS of the carriage elements, including not closed openings between the transverse beams above carts.

The drop-down roof not only protects the load from atmospheric precipitation and blowing, but also significantly reduces the car’s AMS, closing the loading opening with the upper parts of the end walls. Overlappings made of thin sheet structural material that is resistant to all types of weathering, for example, structural glass-fiber laminate with a thickness of 1-2 mm, have a relatively low cost, and the sufficient bearing capacity of the overlap with a span of the order of 13 m or more from an insufficiently rigid sheet is ensured by its support throughout length and width on thin stretched cables, which minimizes the weight of the structure. The T-shaped form of the racks allows you to evenly distribute the tensioned cables along the width of the ceiling. The different height of the half-roof sections allows you to place the side sections under the middle. The tension of the cables forms a bending moment in the uprights. To compensate for it, arc stops are rigidly fixed to the end walls, along which the supports of the racks slide or roll.

The hinged fastening to the end wall of the lower ends of the racks of the side and middle sections of each half roof on a common axis and the symmetrical placement of the common axes of both half roofs near the vertical axis of the end wall allows the simplest and most compact articulation of the racks of the same type by gearing elements meshing, which in turn greatly simplifies mechanisms of balancing and tilting the frames - one of the pair of articulated racks is pivotally connected to a compression spring balancing both racks, and the second rack is pivotally connected to non-cylinder, simultaneously turning both racks. Any car is equipped with a cylinder of compressed air - an element of the brake system.

The intercar panels fixed to the corner posts of the side walls reduce the blowing of the side satellite air flow into the intercar space, and their declared size in the direction of the longitudinal axis of the car eliminates mutual partial crushing in the curved path, and at stops it does not significantly complicate the access of workers to the automatic coupler.

The essence of the above is illustrated by drawings, where it is shown:

FIG. 1 - Side view of a universal wagon.

FIG. 2 - Side view of a deepwater carriage.

FIG. 3 - An end view of a wagon in a transport position.

FIG. 4 - End view of the car with the roof fully open.

FIG. 5 - An end view of a car with a partially opened roof.

FIG. 6 - Side view of the intercar.

FIG. 7 - Section along aa.

FIG. 8 - Section along A1-A1.

Universal 1 (Fig. 1) and deepwater 2 (Fig. 2) cars are equipped with a roof 3 (Figs. 1, 2), fairings 4 (Figs. 1-4, 6), a nacelle 5 (Figs. 1, 2, 7, 8) and intercar panels 6 (Figs. 1-3, 6). In addition, universal wagons are equipped with pallets 7 (Fig. 7, 8) connected to unloading hatches 8 by connecting rods 9, as well as hinged panels 10 (Figs. 1, 7, 8). Roof 3 consists of two symmetrical half roofs, each of which includes a side section with uprights 11 (Fig. 3), a ceiling 12 (Fig. 3, 6), pneumatic cylinders 13 (Fig. 3) and balancing springs 14, as well as a middle section with the struts 15, the overlap 16, the pneumatic cylinders 17 and the springs 18. The overlap 12 and 16 are fixed to the cables 19. To the ends of the uprights 11 and 15 are gear sectors 20. The supports 21 are located in the middle of the uprights 11 and 15 (Fig. 3, 6) and 22 sliding or rolling with the ability to move along two-row arc stops 23 (Fig. 3, 4, 6), rigidly fixed end wall 24 (FIG. 3). To fix the uprights 11, 15 in a shifted position to the end wall 24, an emphasis 25 is fixed (Fig. 4) with remotely controlled double-row latches 26 and remotely controlled latches 27 for fixing the uprights 11 in the transport position, and stops 28 are fixed to the ends of the arc stop 23 (Fig. . 4) restrictions on the rotation of the uprights 15. Gables 29 are rigidly fixed to the top of the end walls 24.

The device operates as follows.

In the initial (transport) position (Fig. 1-3), the racks 15 of the middle sections of the half-roof are shifted to the middle of the body until they contact the stop 25 and are fixed in this position by latches 26, the overlap 16 of the middle sections close the middle part of the loading opening of the body. The racks 11 of the side sections are in an intermediate position and are supported by latches 27. The overlappings 12 of the side sections close a quarter of the boot opening of the body from the side walls to the crossbars of the struts 15. Thus, the entire boot opening of the body is closed from above by sloping ceilings, and the openings between the ceilings 12 , 16 and end walls 24 is closed by gables 29. Unloading hatches 8 of universal wagons are closed, Pallets 7 are held in a raised position by connecting rods 9, hinged panels 10 are lowered and locked with lower locks.

At the unloading area, through the unloading hatches, the roof 3 remains in its original position, the worker alternately raises the hinged panels 10 and fixes them with the upper locks, then opens the locks of the unloading hatches 8 and they, lowering, turn the pallets 7 to the lowest position. After unloading, the operations are repeated in the reverse order.

At the unloading site by a car dumper, the worker opens a three-way valve of the air duct connecting the pneumatic cylinders 13 to the reservoir of the car’s brake system, compressed air enters the lower part of the pneumatic cylinders 13 and both racks 11, thanks to the gear sectors 20, synchronously turn to the middle sections until they contact the stops 25 and are fixed by internal latches 26, pneumatic cylinders 13 communicate with the atmosphere. In this case, the floors 12 are moved under the floor 16, opening a quarter of the boot opening of the body along the side walls (Fig. 5). In the car dumper, its stops are lowered to the upper trim of the side walls, the bulk wall is pressed against the side wall, and the dumper is turned. After unloading, the worker remotely opens the internal latches 26 of the uprights 11, supplies compressed air to the upper part of the pneumatic cylinders 13 and they turn fully into the latches 27. The roof is completely closed and the car is in the transport position.

At the loading or crane unloading site, latches 27 are remotely recessed, outer latches 26 of the racks 15 open, the lateral sections rotate by the air cylinders 13 and 17 until the racks 11 abut against the lateral support 23, and the middle sections reach the stops 28. In this case, the ceilings 12 and 16 are moved behind the side walls, fully opening the boot opening (Fig. 4).

After loading the pneumatic cylinders 13, 17, all sections are rotated to the transport position and are fixed with latches 26 and 27.

When the car moves, a satellite stream of air having an average speed lower than the speed of the car acts on its elements as a counter. By blowing smooth surfaces of the roof and side walls, its near-surface layers are blown into the inter-car space, partially covered from above by the ends of the ceilings and from the sides, into the inter-car space, from there, together with the sub-car flow, under the next car. The front oblique fairing with the edges separated on the sides directs this flow on the sides and under the front trolley, while the open opening between the transverse beams above the trolley, both the trolley and the end face of the nacelle are blown at a low relative speed, which means that there is a low ADF. The side panels of the gondola do not contain transverse protrusions, so their ADF is also small. In front of the nacelle, and behind the air bag support in front of the rear fairing, the airflow and the back pressure of the rear bogie are significantly reduced. Forward inclination and narrowing to the axis of the rear cowl reduce the stall of flow vortices, while also lowering the backwash AMF.

Thus, in the proposed design, the ADF is minimized, which allows, firstly, without increasing the power of the traction means, significantly increase the speed when the brakes of the bogies match this speed, and secondly, significantly increase the critical speed of the onset of wobble wobble, and with the equipment of the bogies means of suppressing wobble fluctuations to transport freight trains with passenger speed.

In addition to this, the car’s drop-down roof not only protects cargo from atmospheric precipitation, but also reduces its ADF, and protects the environment from blown dust of bulk cargo.

Information sources

1. Brake equipment of railway rolling stock: Directory / V.I. Krylov, V.V. Krylov, V.N. Efremov et al. M .: Transport. 1989.S. 463.

2. Norms of permissible speeds of rolling stock on railway tracks of a gauge of 1520 (1524) mm, Appendix 1. Approved. By the order of Russian Railways dated 08/26/2013.

3. Bodrov V.V. The method of lowering the aerodynamic support of the cable car (Varianti). Patent UA No. 106565 IPC: B61D 3/00; B61D 17/02 B61D 17/08. Publ. 09/10/2014. Bull. Number 17.

4. Bodrov V.V. The method of lowering the aerodynamic support of the passenger wagon. Patent for cinnamon model UA No. 89516. IPC: B61D 3/00; B61D 17/00; B61D 17/08. Publ. 04/25/2014. Bull. No. 8.

5. Bodrov V.V., Adamanov B.Kh. The wagon with a dah, schko shy, VV Bodrova - B.Kh. Adamanova. Patent for cinnamon, model UA No. 91157 U, IPC: B61D 17/00; B61D 17/12. Publ. 06/25/2014. Bull. No. 12.

Claims (8)

1. High-speed freight car, including the body of a universal open wagon, containing side walls closed with bulwarks between the upper and lower harnesses, end walls and the bottom with unloading hatches and a frame consisting of spinal, pivot, end and intermediate transverse beams, characterized in that to the intermediate the gondola with removable or opening side and end panels is rigidly fixed to the frame beams, covering the brake equipment of the car fixed to the spinal beam and the middle part of the transverse beams, under pallets equipped with connecting rods, the upper hinges of which are connected to the unloading hatches, are attached to the lower edge of the bulwarks by hinged panels equipped with locks to hold them both in the lower and in the raised position, the body is equipped with a transverse-opening roof, including two symmetrical half roofs, each half roof contains two sections of different heights with the possibility of independent rotation, each sec The station includes two T-shaped racks, cables stretched between T-shaped racks and a ceiling fixed to the ropes. 2. The wagon according to claim 1, characterized in that the T-shaped racks of the half-roof sections are pivotally mounted on a common axis, sections of the same height of both half-roofs on each end wall are articulated in adjacent hinges by gear sectors engaged in sliding or rolling along arc stops rigidly fixed to the end walls, the balancing mechanisms of the T-shaped racks are made in the form of compression springs, and the rotation mechanisms are in the form of pneumatic cylinders, the overlap is made in the form of a thin-sheet structural material, resistant to all types of weathering. 3. The car according to claim 1, characterized in that intercar panels are pivotally fixed to the corner posts of the side walls, the size of which in the direction of the longitudinal axis of the car does not exceed half the distance between the corner posts of adjacent cars in the curved path of the minimum allowable radius from the side of the inner rail. 4. The car according to claim 1, characterized in that the fairings are rigidly fixed to the bottom end fairings. 5. High-speed freight car, including the body of a deep gondola gondola car, containing side walls closed with bulwarks from the upper trim to the bottom of the uprights, end walls and the bottom with a frame consisting of spinal, pivot, end and intermediate transverse beams, characterized in that to the intermediate beams the frame is rigidly fixed to the nacelle with removable or opening side and end panels, covering the braking equipment of the car fixed to the spinal beam and the middle part of the transverse beams, to the open part of the transverse ball ok bottom panels are rigidly fixed, flat or with longitudinal corrugations, the body is equipped with a transverse-opening roof, including two symmetrical half-roofs, each half-roof contains two sections of different heights with the possibility of independent rotation, each section includes two T-shaped struts, stretched between T-shaped struts and ropes fixed to the ropes. 6. The wagon according to claim 5, characterized in that the T-shaped racks of the half-roof sections are pivotally mounted on a common axis, sections of the same height of both half-roofs on each end wall are articulated in adjacent hinges by gear sectors engaged in sliding or rolling along arc stops rigidly fixed to the end walls, the balancing mechanisms of the T-shaped racks are made in the form of compression springs, and the rotation mechanisms are in the form of pneumatic cylinders, the overlap is made in the form of a thin-sheet structural material, resistant to all types of weathering. 7. The car according to claim 5, characterized in that intercar panels are pivotally fixed to the corner posts of the side walls, the size of which in the direction of the longitudinal axis of the car does not exceed half the distance between the corner posts of adjacent cars in the curved path of the minimum allowable radius from the side of the inner rail. 8. The wagon according to claim 5, characterized in that the fairings are rigidly fixed to the bottom beams from below.

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