RU2738904C1 - Side wall of railway car - Google Patents

Abstract

FIELD: rail transport.

SUBSTANCE: invention relates to railway transport and relates to construction of open wagon bodies. Wall of side railway open wagon contains lining (1) in form of longitudinal assembly profile and carcass (2) consisting of upper (3) and lower (4) lining, end (5) and middle (6) posts. End posts (5) are made of rolled sheet. Middle posts are made of external (7) and internal (8) elements. Sidewall sheathing is made of rigidly interconnected three longitudinal elements (9, 10, 11). Longitudinal element (11), larger of three longitudinal elements, has longitudinal corrugations (12). Each end (13, 14) of skin is rigidly fixed to an angle section rigidly fixed to an end post. Outer element of middle pillar is made of rolled profile, and inner element of middle pillar is made of bent.

EFFECT: invention increases rigidity and strength of the side wall when operating loads affect it in combination with minimum material consumption.

9 cl, 19 dwg

Description

The claimed invention relates to railway transport and relates to the body structure of gondola cars, in particular the design of the side wall of a universal gondola car.

The known design of a railway gondola car model 12-753, in which the side wall is installed [I.F. Pastukhov, V.V. Lukin, N.I. Zhukov "Wagons", M., Transport 1988, p. 177], containing a metal frame and casing of corrugated sheets. The wall frame is welded from eight posts - two corner posts and six intermediate posts, connected by upper and lower straps. The upper harness consists of two cold-formed profiles with a thickness of 6 and 7 mm and has the shape of a closed box, and the lower harness is made of a rolling angle with dimensions of 160x100x10 mm. All posts are made of bent profiles: corner - from a special trough-shaped profile with a thickness of 8 mm, and pivot and intermediate - from an Ω-shaped profile with a thickness of 9-13 mm. The wall cladding consists of a 4 mm top sheet and a 5 mm bottom sheet. To give the sheathing sheets the required rigidity, the sheets are equipped with longitudinal periodic corrugations with a depth of 40 mm.

One of the significant drawbacks of this design is the placement of intermediate pillars of the side wall of the body, on the outside of the body, which occupies part of the overall dimensions of the rolling stock, as a result of which the possible loading width of the body decreases when transporting bulk cargo and, as a result, the loading volume of the gondola car decreases, while the use periodic corrugations in the skin do not lead to a significant increase in the loading volume of the body. Also, the disadvantage of this design is the complexity of assembling the skin panel, which consists in the need to align the corrugations of the upper and lower sheets along the length to ensure the welding of the frame, since the length of the corrugations varies within the tolerance. During the formation of periodic corrugations, uneven metal tightening occurs, which leads to the formation of residual stresses in the corners of the corrugations and an increase in deviations from the flatness of the profiles, which cannot be eliminated in straightening machines, and after connecting the two profiles into an integral assembly, the deviations from flatness increase even more, which leads to to the appearance of gaps between the skin and the frame, not regulated by the normative documents for welded joints. When the gaps are eliminated, the skin is deformed, thus worsening the appearance of the new product and increasing the residual stresses in the side wall structure; moreover, the straight section between the profiles of the posts and the periodic corrugations on the sheathing sheets is significantly inferior to the stiffness of the corrugations and posts. These shortcomings lead to cracks in the corners of periodic corrugations and in straight sections between the pillar and the corrugation during operation of the gondola car, as well as to the separation of the skin panel from the frame along the welded seams.

Also known is the design of a universal eight-axle railway gondola car model 12-541, in which a side wall is installed [I.F. Pastukhov, V.V. Lukin, N.I. Zhukov "Wagons", M., Transport 1988, p. 173], containing a metal sheathing with a thickness of 5 mm, reinforced with uprights, upper and lower straps, forming a frame. The upper harness is welded from bent sections forming a box section, and the lower one is welded from a rolling angle 160x100x9 mm in size. The uprights are made of bent Z- and Ω-shaped elements. Corner posts are welded from Z-shaped box-section profiles, and pivot and intermediate posts from Ω-shaped with a thickness of 9-13 mm. The cladding is spot welded to the wall frame. For greater rigidity and increasing the capacity of the body, the casing sheets are stamped outward in the form of shallow, shallow troughs.

The disadvantage of this design is that in the manufacture of the frame of the side wall, only bent profiles are used, and stamped sheets with a flat trough shape are used for sheathing. This, in turn, leads to several negative points. To form a rack configuration of sheet metal with increased strength characteristics, the sheet must be heat treated before stamping, which leads to a decrease in the tensile strength index. When a more powerful press is used for the manufacture of the rack, the part can be made from sheet metal without heat treatment, but then large residual stresses will arise in the finished rack, which during the manufacture of the side wall or during the operation of the gondola car can lead to various cracks and fractures. In addition, the use of a more powerful press results in higher energy costs and faster die wear.

In addition, the design of the side wall of a gondola car is known [RF patent for utility model No. 146303, published 12.12.2013], which includes upper and lower straps, corner posts, upper and lower sheathing profiles, which, after joining, form a single longitudinal trough-shaped profile. To form intermediate struts, inserts from a bent channel are welded into the trough profile: outer upper and lower, as well as internal. To connect the inserts with the cross beams of the car frame, a diaphragm is welded into the lower insert, and the end is closed with a plug. The lower outer insert is reinforced with a lining that overlaps the area of its connection with the skin and the inner insert. The joint of the casing with the corner post has two versions. The first option is realized by overlapping the end of the trough profile of the casing with two diaphragms - external and internal. The second option is realized by stamping the end parts of the casing sheets with a preliminary cut to obtain a mating plane that is overlapped with the corner post.

This design is selected as a prototype for the claimed invention.

The main disadvantage of this technical solution is that the main bearing element of the frame of the side wall - an intermediate post, is made of three components - the upper and lower outer, as well as the middle inner. There is no integral element in the design of the intermediate post, around which it is possible to install other additional elements that increase the strength of the intermediate post. At the same time, the above-described structure is difficult to manufacture. In the manufacture of the side wall, the frame and sheathing are initially separately made, after which they are joined together by means of welded joints. In this design, due to the absence of an integral element of the intermediate post, it is not possible to form the frame of the side wall (in its middle part) into a solid assembly unit, which, when transporting the frame and welding the skin to the frame, the side wall will lead to deformation of the frame, and as a result to the complexity of installing the middle inner part of the intermediate pillar, to large curvatures of the side wall, to the difficulty of installing the side wall into the body of the gondola car. Also, a significant design drawback is that the side wall cladding consists of two wide, long non-corrugated sheets that form the outermost surface of the gondola car body. This design feature during operation leads to deformation of the skin and the formation of bulges that go beyond the size of the gondola car, and this is unacceptable in operation. Another disadvantage of this technical solution is the cutout in the upper harness, which can lead to damage to the joint of the upper harnesses, as well as the protrusion of the sheet of the corner post of the side wall of the body beyond the upper surface of the upper harnesses, which increases the dimensions of the gondola car.

The task to be solved by the claimed invention is to create a structure of the side wall of a gondola car, providing an increase in the rigidity and strength of the side wall, using the profiles already introduced into production, in combination with an increase in the loading volume of the body and a decrease in the container weight of the gondola car, which makes it possible to increase the overall carrying capacity gondola car, as well as reducing labor costs in the manufacture of the side wall.

The problem is solved due to the fact that in the construction of the side wall of the gondola car, the side wall sheathing is made of three longitudinal elements rigidly connected to each other, the largest of which has longitudinal corrugations, while each end of the sheathing is rigidly fixed to the corner profile, which is rigidly fixed to the end column, at the same time, the outer element of the middle column is made of a rolled profile, and the inner element of the middle column is made of a bent profile.

The essence of the proposed design lies in the fact that the side wall of a railway gondola car contains a skin in the form of a longitudinal assembly profile and a frame consisting of an upper and lower strapping, end and middle posts, while the end posts are made of sheet metal, and the middle posts are made of an external and internal elements, the side wall sheathing is also made of three longitudinal elements rigidly connected to each other, the largest of which has longitudinal corrugations, each end of the sheathing is rigidly fixed to the corner profile, which is rigidly fixed to the end post, while the outer element of the middle post is made of rolled profile, and the inner element of the middle pillar is made of a bent profile.

A design is possible in which each longitudinal skin element consists of several sections, rigidly connected on a backing strip located between the outer and inner elements of the center pillar.

The inner element of the B-pillar is made of several elements or the inner element of the B-pillar is made of two identical elements.

It is also possible to design when the outer element of the middle post is made in the middle part in height not less than 30 mm and not more than 60 mm

The outer element of the middle pillar is made of hot-rolled channel.

The inner element of the middle pillar is made of a bent trapezoidal profile.

In addition, it is possible to design when grooves are made in the inner elements of the middle pillars, at the intersection with the longitudinal corrugations of the larger casing element, while the grooves in the inner elements of the middle post are framed by compensators.

The essence of the claimed invention is illustrated by drawings:

FIG. 1 is a general view of the wall of a side railway gondola car;

FIG. 2 - view A of FIG. one;

FIG. 3 - view B of Fig. 2;

FIG. 4 - view B of FIG. 2;

FIG. 5 - section Г-Г of Fig. 3;

FIG. 6 - section D-D of Fig. 3;

FIG. 7 - section E-E of Fig. 3;

FIG. 8 - general view of the side wall, equivalent von Mises stresses during quasi-static compression of the car (gross), MPa (view inside the body of the gondola car);

FIG. 9 - view G of FIG. 8;

FIG. 10 is a view 3 of FIG. 8;

FIG. 11 - General view of the side wall, equivalent von Mises stresses under quasi-static compression of the car (gross), MPa (view from the outside of the gondola car body);

FIG. 12 - view And FIG. eleven;

FIG. 13 - view K of FIG. eleven;

FIG. 14 - General view of the side wall, equivalent von Mises stresses under quasi-static tension of the car (gross), MPa (view inside the body of the open car);

FIG. 15 is a view L of FIG. 14;

FIG. 16 is a view M of FIG. 14;

FIG. 17 - General view of the side wall, equivalent von Mises stresses under quasi-static tension of the car (gross), MPa (view inside the body of the open car);

FIG. 18 - view H of FIG. 17;

FIG. 19 is a view P of FIG. 17.

The side wall of a railway gondola car contains a skin 1 in the form of a longitudinal assembly profile and a frame 2. The frame consists of an upper 3 and lower 4 straps, as well as end 5 and middle 6 racks. End posts 5 are made of sheet metal. The middle pillars 6 are made of external 7 and internal 8 elements. The side wall cladding 1 is made of three longitudinal elements 9, 10, 11 rigidly connected to each other. Longitudinal element 11, the larger of the three longitudinal elements, has longitudinal corrugations 12. Each end 13, 14 of the skin 1 is rigidly fixed to the corner profile 15, which is rigidly fixed to the end post 5. The outer element 7 of the middle post 6 is made of a rolling profile 16, and the inner element 8 of the middle pillar 6 is made of a bent profile 17.

Various designs are possible, in particular:

Each longitudinal element 9, 10, 11 of the skin 1 consists of several segments 9.1, 9.2, 10.1, 10.2, 11.1, 11.2 rigidly connected on a lining strip 18 located between the outer 7 and inner 8 elements of the middle pillar 6.

The inner element 8 of the middle post 6 is made of several elements 8.1, 8.2, 8.3 or the inner element 8 of the middle post 6 is made of two identical elements 8.4, 8.5.

The outer element 7 of the middle pillar 6 is made in the middle part in height (a) not less than 30 mm and not more than 60 mm.

The outer element 7 of the middle pillar 6 is made of a hot-rolled channel.

The inner element 8 of the middle pillar 6 is made of a bent trapezoidal profile.

In the internal elements 8 of the middle pillars 6, at the intersection with the longitudinal corrugations 12, of the larger element 11 of the casing 1, grooves 19 are made, while the grooves in the internal elements 8 of the middle post 6 are framed by expansion joints 20.

The technical result of the claimed invention is that the side wall sheathing is made of three longitudinal elements rigidly connected to each other, the largest of which has longitudinal corrugations, and each end of the sheathing is rigidly fixed to the corner profile, which is rigidly fixed to the end post, while the outer the element of the middle pillar is made of a rolled profile, and the inner element of the middle pillar is made of a bent profile, allows you to create a side wall structure that increases the rigidity and strength of the side wall when it is exposed to operational loads, in combination with a minimum material consumption, which reduces the weight of the car container and increases the carrying capacity, which is confirmed by the calculation of the structure (see Fig. 8 - 19). The calculation was carried out in the ANSYS Mechanical 11.0 software package based on finite element methods (measurements in MPa, von Mises equivalent stresses). Under quasi-static compression of a car (gross), the maximum value of stress in the structure is 103.71 MPa, and with quasi-static tension of a car (gross), the maximum value of stress in the structure is 127.38 MPa, which makes it possible to assert an increase in the strength of the side wall structure by at least 2 times.

The execution of each longitudinal sheathing element, consisting of several sections, rigidly connected on a backing strip located between the outer and inner elements of the middle pillar, ensures the assembly of the structure of the side wall sheathing panel along the length of the sheathing and at the same time the problematic segment of the connection of the sheathing segments is laid between the outer and inner elements of the middle racks, which ensures the alignment of the strength properties of the side wall sheathing and the side wall frame in the side wall structure.

The execution of the inner element of the B-pillar of several elements ensures the assembly of the structure of the inner element of the B-pillar.

The execution of the inner element of the B-pillar of two identical elements allows to ensure the manufacturability of the manufacture of the inner element of the B-pillar from two identical stamped parts.

Execution of the outer element of the middle pillar in the middle part in height not less than 30 mm and not more than 60 mm, ensures the strength qualities of the side wall frame. The outer element of the B-pillar is the main load-bearing element of the frame, therefore the height of the outer element of the B-pillar should not be less than 30 mm, but an increase in the height of more than 60 mm is impractical, as it reduces the useful volume of the body.

The implementation of the external element of the middle pillar from a hot-rolled channel is also aimed at ensuring the strength properties of the frame of the side wall, since the strength of the hot-rolled profile is more stable due to the presence of grain uniformity in the structure of the rolled metal and the absence of stress surges in the formed hot-rolled profile.

The implementation of the inner element of the middle pillar from a bent trapezoidal profile allows to reduce labor costs for the manufacture of the inner element of the middle pillar, as well as to reduce the amount of remains of transported bulk cargo inside the body during unloading.

Making grooves in the inner elements of the middle pillars, at the intersection with the longitudinal corrugations of the larger sheathing element, makes it possible to reduce the welding clearances when making welds, which in turn increases the strength of the entire side wall structure. In addition, to increase the cross-sectional area of the inner element of the middle post in the region of the groove, the groove is framed by an expansion joint, which also increases the strength properties of the element.

At present, design documentation has been developed for the claimed invention and comprehensive tests of prototypes are being carried out.

Claims (9)

1. The side wall of a railway gondola car, containing a skin in the form of a longitudinal assembly profile and a frame consisting of an upper and lower strapping, end and middle posts, while the end posts are made of sheet metal, and the middle posts are made of external and internal elements, characterized by that the side wall sheathing is made of three longitudinal elements rigidly connected to each other, the largest of which has longitudinal corrugations, while each end of the sheathing is rigidly fixed to the corner profile, which is rigidly fixed to the end post, along with this, the outer element of the middle post is made of rolled profile, and the inner element of the middle pillar is made of a bent profile. 2. The side wall of a railway gondola car according to claim 1, characterized in that each longitudinal skin element consists of several segments rigidly connected on a lining strip located between the outer and inner elements of the middle pillar. 3. The side wall of a railway gondola car according to claim 1, characterized in that the inner element of the middle pillar is made of several elements. 4. The side wall of a railway gondola car according to claim 1, characterized in that the inner element of the middle pillar is made of two identical elements. 5. The side wall of a railway gondola car according to claim 1, characterized in that the outer element of the middle pillar is made in the middle part in height not less than 30 mm and not more than 60 mm. 6. The side wall of a railway gondola car according to claim 1, characterized in that the outer element of the middle pillar is made of a hot-rolled channel. 7. The side wall of a railway gondola car according to claim 1, characterized in that the inner element of the middle pillar is made of a bent trapezoidal profile. 8. The lateral wall of a railway gondola car according to claim 1, characterized in that grooves are made in the internal elements of the middle pillars, at the intersection with the longitudinal corrugations of the larger skin element. 9. The side wall of the railway gondola car according to claim 8, characterized in that the grooves in the internal elements of the middle rack are framed by expansion joints.

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