RU2631760C2 - Car with opening roof of v.v. bodrov structure - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: car comprises a body with end and side (11) walls, two medium (4) and two side frames, each of which contains a horizontal beam and two end posts, hinged on the outside of the end walls, two semi-roofs (6) made of elastic material fixed to horizontal beams, mechanisms of rotation and frame balancing. The horizontal beams of the middle and side frames of the semi-roof are equipped with at least one intermediate post. The end and intermediate posts of each frame are rigidly connected to the drive shaft, resting against the intermediate support of the upper part of the side wall. Under the semi-roofs normally to the horizontal beams of the middle frames there are elastic elements cantilevered to the horizontal beams with a length of the console equal to 0.3-0.4 of the semi-roof width. The middle part of the canvas of each half-roof is supported by the rollers of free ends of elastic elements.

EFFECT: closing and opening of the roof is facilitated.

2 cl, 5 dwg, 1 tbl

Description

The invention relates to the field of railway transport, in particular to cars for bulk cargo, can be used to modernize operating open wagons and in the development of new cars.

Various types of railcars are known. The first analogue of this type has a body of approximately a semicircular cross section with a loading opening, the width of which is approximately three times less than the width at the bottom - patent EP 0560152 B1 IPC B61D 39/00, 03/29/1995. Outside the end walls of the body, side Z-shaped posts are pivotally fixed to which the roof is rigidly fixed, and the hydraulic cylinders of the rotation mechanism and the tension springs of the balancing mechanism are pivotally fixed. The body is unloaded through the side discharge hatches.

Due to the insufficient longitudinal rigidity of the roof, its middle rests on a pillar, the lower end of which is pivotally fixed so that the hinges of the side and middle pillars are coaxial, and the body is made of two tanks, between which the middle pillar is located between the middle end walls.

The most significant disadvantages of this analogue:

- Heavy weight of all types of hard roofs. To reduce weight, the roof width was reduced by using a semicircular cross-sectional shape of the body, but, firstly, the weight of two additional end walls in the middle of the body was added to the weight of the roof, and secondly, this led to the following drawback.

- An approximately semicircular cross-section of a body with a limited overall width has a larger surface of the side walls and a smaller cross-sectional area as compared to a rectangular section. The result is a high ratio of wall weight to wagon capacity and reduced body volume.

A wagon with a drop-down roof is known, including a rectangular body with end and side walls and two rigid half-roofs pivotally fixed outside the end walls (second analogue). The hinges of both half roofs are articulated by gearing elements meshed. The mechanisms of their rotation (hydraulic cylinders) and balancing (springs) are also mounted there. Half-roofs are all-metal, with a spatial frame in the vertical and horizontal planes bordering an arc surface with ends of a half-segment shape [Wagons. Construction, theory and calculation. P / r Doctor of Technical Sciences prof. L.A. Shadur, ed. third, M .: "Transport", 1980, p. 309, 310].

The most significant disadvantages of this analogue are the large height in the closed position and the large weight. The height is necessary to impart the necessary longitudinal rigidity to a steel sheet curved along an arc of a length of about 13 m; the body height has been reduced to maintain overall dimensions. To compensate for the weight of the half-roofs and their mechanisms, the carrying capacity of the carriage is reduced.

A wagon with a drop-down roof (third analogue) is known, including a body with end and side walls, two relatively light half roofs and two overlapping openings between the shifted half roofs and the top of the end walls - patent for utility model UA No. 91157 U, IPC: B61D 17/00; B61D 17/12. Publ. 06/25/2014, Bull. No. 12. Each half-roof contains an elastic-elastic rectangular canvas, a sunbed and two U-shaped frames (hereinafter - the frame), an intermediate and a middle one, each frame consists of a horizontal beam (hereinafter - the beam) and two parallel to each other struts at the ends. One longitudinal edge of the half-leaf web is rigidly fixed to a lounger rigidly fixed to the upper edge of the side wall, the middle part of the web is rigidly fixed to the beam of the intermediate frame, and the second longitudinal edge to the beam of the middle frame. The lower ends of the uprights of the frames are pivotally fixed outside the end walls, the hinges of the middle uprights are jointed by gearing elements engaged (as in the second analogue), which allows you to synchronize the rotation of two articulated frames by the rotation mechanisms of one of them. Each overlap of the end opening is made in the form of two elastic curtains stretched between the upper parts of the uprights of the frames and the angular uprights of the end walls.

The use of a half-roof made of lightweight elastic material makes it possible, in comparison with the second analogue, to reduce the weight of the roof and not reduce the height of the walls of the body. The use of intermediate frames ensures the movement of the elastic-elastic half-roof web beyond the side walls when the frames are extended before loading, eliminating damage to it in contact with the material.

Significant disadvantages of this design:

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

- Limit body length. The horizontal roof beams should be slightly longer than the car body (13-19 m). The beam, which rotates around its axis during the opening / closing process, must be made of square or round pipe. According to the theory of resistance of materials, the bending moment in the beam is proportional to the square of the distance between the supports (span) L, the rigidity to the cube, and the deflection of the beam to the fourth degree of span. For clarity, the results of calculating beams with a span of 13 and 19 m, as well as multiple spans for steel square pipes with side b and wall thickness δ = 0.1b, are provided, provided that the deflection in the middle of the span is v = 0.0025L under the influence of its own weight. The calculated beam weight is G, the bending stress in the middle of the span is σ _max .

The total weight of the metal structures, the canvas and the mechanisms of rotation / balancing of the roof is approximately equal to twice the weight of its horizontal beams and the carload will decrease by the same amount. In this regard, even for a four-axle car with a minimum body length, the weight of the roof with U-shaped frames will be approximately 8 tons (as with hard roofs).

An interesting design of a car with a drop-down roof (fourth analogue) is known, in which there are no two significant drawbacks of the previous analogue - patent US 8256355 B2, 09/04/2012. Inside the body across its longitudinal axis several isosceles triangular frames are rigidly fixed - with the apex towards the middle of the bottom, the corners of the base - to the side walls below the upper edge. Two levers are pivotally mounted to rotate in cross section to the base at a quarter of its length from the edge on both sides, the second ends of which are pivotally attached to the middle edges of the half-roof sections, the side edges of the sections are equipped with hooks that engage with the shelves in the transport position above the upper the edges of the side walls. The middle part of the levers is pivotally connected to the rods of the hydraulic cylinders, the bodies of which are pivotally connected to the upper part of the thighs of the triangular frames. Each section of the half-roof includes an arc in cross section of a quadrangular frame and one or two pivotally attached to it with the possibility of free rotation upward from the side walls to the axis of the car of the cover of the unloading hatches. Each half-roof includes three or more sections.

To open the roof, the hydraulic cylinder rods are retracted, the levers turn towards the side walls, the hooks disengage from the shelves and the half-roof sections slide down, hanging freely outside the side walls. After loading, the rods are pushed out of the hydraulic cylinders, lifting the sections of the half-roofs with levers and moving the sections of the half-roof above the body to their mutual stop with the middle edges, the hooks mesh with the shelves and the sections are rigidly fixed, forming an arc roof. The wagon is ready for transportation.

In the car tipper, its stops-clamps are lowered to the corners of the body, fixing the position of the car, it is rotated around the longitudinal axis by 140-160 °, while the manhole covers turn under the action of their weight, opening the unloading hatches of the half-roof sections, bulk cargo falls out through them. When the car dumper is turned to its initial position, the manhole covers are closed and after lifting the stop-clamps, the empty car is ready for transportation.

Triangular frames inside the body slightly interfere with loading with bulk cargo and unloading the car, but the polished rods and hydraulic cylinder seals working inside the volume of dust-containing abrasive cargo are subject to intense wear and this is a significant drawback of the analogue. Its second drawback is the many hinges working in a dusty environment. The third drawback is the significant weight of the all-metal roof and frames.

The first drawback of the third analogue and all the drawbacks of the fourth analogue is deprived of the car adopted as a prototype, including a body with end and side walls, two relatively light elastic half-roofs in the form of many longitudinal elements such as blinds or, as an option, from elastic material, and four (two middle and two side) U-shaped frames (hereinafter - frames), each of which is formed by a horizontal beam (hereinafter - the beam) with two racks parallel to each other at the ends. The beams of the middle and side frames are rigidly connected to the longitudinal edges of the half-roof, and the lower ends of the struts in each pair are pivotally and coaxially connected to the end walls of the body - application WO 2013/173584 A1, 11/21/2013. In the transport position, the beams of the side frames rest on the upper edges of the side walls, and the middle frames touch each other above the longitudinal axis of the body, the half-roofs are stretched so that they form a gable roof above the loading opening. In the unloading position on the tipper, the side frames are turned in the middle of the car so that their beams almost touch the beams of the middle frames, and the half-roofs sag freely to the plane of the loading opening. In the loading position, the beams of the side frames rest on the upper edges of the side walls, the middle frames are turned towards the side walls so that their beams are moved to the beams of the side frames, and the half-roofs freely sag along the side walls inside the body.

The significant disadvantages of the prototype:

- The limitation of the length of the body due to the large weight of the frames, due to the significant length of the beams, described in detail in the third analogue.

- Elastic half roofs sagging inside the body during loading are inevitably pressed by the load to the side walls and when moving the middle beams are inevitably damaged.

The tasks to which the invention is directed are to significantly reduce the weight of the metal structures of the roof with an unlimited body length and increase the durability of half roofs.

The problems are solved due to the fact that in a car with a drop-down roof, including a body with end and side walls, two middle and two side frames, each of which contains a horizontal beam and two end racks pivotally mounted outside the end walls, two half-roofs made of elastic material, the longitudinal edges of each of which are rigidly fixed to the horizontal beams of the middle and side frames, the mechanisms for turning and balancing the frames, according to the invention, the horizontal beam of the middle half-roof frame is equipped with at least one the intermediate strut and the horizontal beam of the side frame of the half-roof are equipped with at least one intermediate strut, the end and intermediate struts of each frame are rigidly connected to the drive shaft, resting through the bearing on at least one intermediate support, rigidly fixed to the upper part of the side wall, elastic elements are located under the half-roofs located normally to the horizontal beams of the middle frames and cantilevered to them with a console length equal to 0.3-0.4 of the width of the half-roof, the middle part of the canvas of each of which is supported by rollers of the free ends of the elastic elements.

In addition, these rollers are made lightweight, such as foam, and freely rotate on an axis parallel to the horizontal beam connected to the free ends of the elastic elements.

As shown above in numbers, one intermediate strut can reduce the weight of the beam by eight, and two - twenty-seven times, respectively, reduces the torque required to rotate the roof frames. With a sharp decrease in the characteristic cross-sectional size of the beam, its deflection is quite satisfactory for the length section between the racks, but completely unsatisfactory for the entire length of the beam, therefore it is necessary to rotate the frame by applying torque to all the racks of the frame, and for this it is necessary to end and intermediate racks of one frame rigidly connect with one drive shaft. The weight of the drive shafts and intermediate supports is added to the weight of the metal structures of the half-roofs, but according to a rough calculation, the total weight of the metal structures of the roof decreases by four and a half times with one intermediate strut, and by nineteen times with two, it is therefore not a problem to make a really light roof with intermediate supports for the longest known and possibly developed bodies. In addition, drive shafts allow you to set the rotation mechanisms from only one end of the body, which greatly simplifies their management.

The intermediate bearings and drive shafts have characteristic cross-sectional dimensions (thickness, diameter) that are smaller than the average diameter of the pieces of most of the transported goods, so their resistance to the flow of loaded or unloaded cargo is extremely small.

The only weak link in the metal construction of the roof is the friction units of the drive shafts in the intermediate bearings in a dust-containing environment, but reliable means of protection against the dust of sliding and rolling bearings have long been developed.

The free ends of the elastic elements (hereinafter referred to as RE), made, for example, in the form of torsion springs, cantileverly fixed to the beams of the middle frames, tend to protrude the middle part of the half-roof outward and prevent it from sagging inside the car when opening. The elasticity of the elements allows to reduce their length in comparison with rigid elements and to reduce the force effect of the free ends of the elements on the material of the half-roof. Rollers with the possibility of rotation around an axis parallel to the beams also significantly increase the durability of the material of the half-roofs, replacing the sliding friction of the material along the free ends of the REs when the frames rotate with significantly less wear friction, and the lightness of the rollers reduces the cross-section of the REs. The force of action of all REs under one half-roof is approximately equal to the weight of its canvas.

The length of the UE within 0.3-0.4 of the width of the half-leaf blade allows it to be completely moved beyond the side wall of the body when turning the middle frame for loading. With a longer length, firstly, it is possible to tension the web between the beams and rollers, which is undesirable, and secondly, to maintain an acceptable bending stress, it is necessary to increase the moment of resistance to bending of REs (diameter or thickness in cross section), which is also undesirable. When the ratio of the length of the RE to the width of the canvas is less than 0.3, when you open the half-roof, part of the canvas will remain inside the body.

The essence of the invention is illustrated by drawings, which show:

FIG. 1 - View of the end of the car in a transport position.

FIG. 2 - View of the end of the car before or after loading with a cutout in front of the intermediate support.

FIG. 3 - View of the end face of the car before or after unloading on the car dumper with a cutout behind the intermediate support.

FIG. 4 - Section along AA.

FIG. 5 - View of the elastic element.

In the initial (transport) position of the carriage, the beams 1 (Fig. 1, 3) of the side frames 2 are located close to the upper trim 3 (Fig. 3) of the side walls, and the middle frames 4 (Fig. 1, 2) are rotated so that their beams 5 (Figs. 1, 2, 4, 5) are in contact. The half-leaf canvases 6 (Fig. 1-3) are rigidly fixed to the beams 1 and 5, their transverse edges are in contact with the upper edges of the panels 7 on the end walls 8 (Fig. 1) of the body, and the middle part is supported by the rollers 9 (Fig. 1-3 , 5) at the free ends of the UE 10 (Fig. 2-5), cantilevered to the beams 5. Inside the body to the side walls 11 (Fig. 1-4) intermediate supports 12 (Fig. 2, 4) of the intermediate struts 13 are rigidly fixed beams 1 and 14 of beams 5. The extreme and intermediate racks of the frames 2 are connected by the drive shaft 15 (Fig. 1-3), and the frames 4 by the drive shaft 16 (hereinafter the shaft). The shafts rotate in the bearing assemblies 17 (Fig. 2, 4) of the intermediate bearings 12 and the bearing assemblies 18 (Fig. 3) of the panels 7. Between the bearing assemblies 17 and 18, the shafts are protected by covers 19 (Fig. 3, 4) from pieces falling between them cargo. The frames 2 and 4 are rotated by pneumatic cylinders 20 and 21 (Fig. 1), pivotally mounted to the end wall 8. On the opposite end wall, the balancing mechanism springs (not shown) of the frames 2 and 4 are fixed. Remote control stops 22 are rigidly fixed to the panels 7 (Fig. . 1, 2) frames 4 and stops with hooks 23 (Fig. 1, 3) frames 2.

The device operates as follows.

In the initial position (Fig. 1) the roof is closed - the beams 5 of the middle frames 4 are pressed against each other by the force of their own gravity and are fixed by an automatically closed and remotely unlocked lock (not shown in the drawings). The component of the weight of the middle part of the beams 5 directed along the struts is transmitted through the bearing assemblies 17 to the intermediate supports 12 and then to the side walls 11. The beams 1 of the side frames 2 lie on the upper trim 3 of the side walls 11. The half-roof sheets 6 are stretched between the beams 1 and 5, their the middle part is supported by rollers 9.

At the loading site, the worker opens the lock of the beams 5, opens the air line valve from the brake system of the car, compressed air enters the lower part of the pneumatic cylinders 21. Their rods through the levers rotate the extreme racks of the frame 4 towards the side walls 11, the torque from the extreme racks is transmitted by the drive shafts 16 on intermediate racks 14 and extreme racks on the opposite end wall; the frames 4 are rotated to contact the stops 22. With the rotation of the frames 4, the beams 5 lower the upper edges of the half-roof 6, their tension stops, the UE 10 lift the middle part of the half-roof 6 through the rollers 9 and together with the beam 5 move them over the beams 1 over the side wall 11. The roof is open (Fig. 2).

Bulk cargo is fed into the body, freely flowing around the narrow intermediate bearings 12 and covers 19 of the drive shafts 15 and 16.

After loading, the worker delivers compressed air to the upper part of the pneumatic cylinders 21 and they rotate the frames 4 to the initial position, the upper part of the half-roof 6 with beams 5 rises to close, their transverse edges fall to the upper edges of the panels 7. The beams 5 are locked by locks and the car is ready for transportation ( Fig. 1).

At the unloading area by car dumper, the worker delivers compressed air to the lower part of the pneumatic cylinders 20, the end and intermediate racks of the frames 2 turn the beams 1 towards the beams 5 until they contact the stops 23 and automatically catch them with hooks. Beams 1 and UE 10 with rollers 9 raise the middle part of the half-roof 6, while opening the upper strapping 3 and about a quarter of the loading opening of the body along each side wall 11. The wagon is ready for unloading (Fig. 3).

It is driven into the car dumper, disconnected from the train and its braking system, fixed and rotated around the longitudinal axis. The load is poured out, freely flowing around the intermediate supports 12 and covers 19 of the drive shafts 15 and 16. The locks of the beams 5 and the hooks 23 exclude spontaneous rotation of the frames 2 and 4 when the car is tipped over.

Then the car turns to its original position, is released and pushed out of the car dumper when the next car is set for unloading, and is connected to the unloaded part of the train.

After unloading the entire train and connecting it to the compressor of the locomotive, the worker opens the hooks 23, delivers compressed air to the upper part of the pneumatic cylinders 20 and the frames 2 are turned until the beams 1 rest in the upper trim 3, the half-roofs 6 are pulled, turning the UE 10 through the rollers 9 and the car is ready for transportation (Fig. 1).

EFFECT: quick opening and closing by one worker lightweight construction of a car roof of any known length. It can be mounted on operated universal and deep-sea gondola cars, turning them into cars with virtually no decrease in carrying capacity.

Claims (2)

1. A car with a drop-down roof, including a body with end and side walls, two middle and two side frames, each of which contains a horizontal beam and two end racks pivotally mounted outside the end walls, two half-roofs of elastic material, the longitudinal edges of each of which are rigid fixed to the horizontal beams of the middle and side frames, the mechanisms of rotation and balancing of the frames, characterized in that the horizontal beam of the middle frame of the half-roof is equipped with at least one intermediate rack and the horizon the flange beam of the side frame of the half-roof is equipped with at least one intermediate strut, the end and intermediate struts of each frame are rigidly connected to the drive shaft, resting through the bearing on at least one intermediate support, rigidly fixed to the upper part of the side wall, under the half-roofs there are elastic elements located normally to the horizontal beams of the middle frames and cantilevered to them with a console length equal to 0.3-0.4 of the width of the half-roof, the middle part of the canvas of each of which is supported by rollers the ends of the elastic elements. 2. The wagon according to claim 1, characterized in that said rollers are made lightweight, for example, foam plastic, and rotate freely on an axis parallel to the horizontal beam connected to the free ends of the elastic elements.

Images