UA122786U - METHOD OF ACCOMMODATION AND MOUNTING OF LONG DIMENSIONAL CARGO - Google Patents

Abstract

Method for placing and securing long loads on rail linkage, using two support turnstiles arranged symmetrically relative to the vertical transverse plane passing through the middle of the longitudinal distance, and damping elements mounted on the couplings of the wheel joint the upper part, which secures one end of the long load, and the fixed bottom, which is rigidly fixed to the floor of the platform. Prior to placing and securing the load, the upper movable parts of each of the turnstiles are shifted to the side of the platform clutch assembly by an amount equal to half of the deformation value of all the damping elements located between the coupling platforms.

Description

The useful model belongs to the field of transportation of goods by railway and can be used for the transportation of long-dimensional goods.

A well-known analogue (Patent Mo 49217 dated 04/26/2010, Bull. Mo 8), in which the method of placing and fixing long-dimension reinforced concrete structures on the coupling of two railway platforms is realized with the help of two support nodes-turnstiles, placed symmetrically relative to the vertical transverse plane, which passes through the middle of the inter-support distance of the reinforced concrete structure, and several damping elements of the railway platforms installed in the coupling nodes of the platforms. At the same time, each turnstile has an upper movable part rigidly attached to the load (to the reinforced concrete structure) and a lower stationary part rigidly attached to the floor of the railway platform.

The disadvantage of the known analogue is that all the dynamic load from the transported cargo (reinforced concrete structure) during collisions of the coupling with the railway stock formed on the sorting slides falls on the front (in the course of the collision) platform. Such an asymmetric distribution of dynamic loads on the railway platforms is unacceptable, because the specified overloading of the front (in the direction of collision) coupling platform and underloading of the rear one leads to the rapid destruction of the damping elements in the coupling unit of the front railway platform, its backbone beam, and then the entire front platform.

The closest analogue is (Patent Mo 62397 dated 08/25/2011, Bull. Mo 16) a method of placing and fixing heavy-weight reinforced concrete structures using wedge-shaped turnstile devices with movable upper parts and damping elements installed in the coupling nodes of railway platforms, which includes placement and securing of long cargo on turnstile devices.

The disadvantage of the known analogue is that all the dynamic load from the transported cargo during collisions of the coupling of two railway platforms with the railway train being formed falls on the front (in the course of the collision) platform. In addition, this method was developed and intended for the transportation of long-dimension reinforced concrete structures by railway, which have specific properties regarding the strength and reliability of work under tensile loads. At the same time, there is a large part of other types of long-dimensional loads that are not "afraid" of this type of loads. For example, packages of long timber materials (formed from solid tree trunks) or long metal structures - packages of rails or pipes, crane structures, various types of rolled metal (channels, beams, I-beams, angles, fittings, etc.), metal bridge beams - work very well for stretching Therefore, long-dimension loads of this type do not require the specified method of placement and fixing on railway platforms, in which the retaining turnstile is a turnstile placed precisely on the front railway platform in the direction of collision.

The basis of the useful model is the task, taking into account the shortcomings of analogues, to create a new way of placing and fixing long loads on the coupling of railway platforms, which will ensure the integrity of loads and railway platforms at the stage of railway transportation due to a significant reduction of dynamic loads on the railway platforms of the coupling and the transported cargo.

The task is solved by equipping each of the two coupling platforms with a movable turnstile specially installed on its floor with the possibility of free movement of its upper part together with the load relative to the coupling platforms, which will ensure a reduction of dynamic loads on the railway coupling platforms and the transported cargo.

In the method of placing and fixing long-dimensional loads on the coupling of two railway platforms, two support turnstiles are used, placed symmetrically with respect to the vertical transverse plane that passes through the middle of the inter-support distance of the long-dimensional load, and damping elements installed in the coupling nodes of the railway platforms, and each turnstile has a movable the upper part, on which one of the ends of the long-dimensional load is fixed, and the fixed lower part, which is rigidly fixed relative to the floor of the platform, in which, according to a useful model, before placing and fixing the load, the upper movable parts of each of the turnstiles are moved towards the coupling node of the platforms on a value equal to half the amount of deformation of all damping elements located between the clutch platforms.

The proposed method (compared to the analogue) allows to change the entire process of dynamic loading on railway platforms and transported cargo during longitudinal shocks in the opposite direction. First, we will show that if a long-dimensional load is placed and secured according to the proposed method, then the rear (in the direction of movement because of the platform coupling) support turnstile will always be the one holding it. This is explained by the fact that when acting on a long-dimensional load of inertial force Ra, the upper movable part of the rear (in the direction of movement of the platform coupling) turnstile is the first to exhaust its free travel by the amount A (which is equal to 0.5 of the deformation of the internal damping elements of the coupling). At the same time, on the front (in the direction of movement of the platform coupling) turnstile, its upper movable part does not choose its free movement with a great ZA, because it is specially chosen to be three times greater than the free movement of the upper movable part on the rear turnstile. After the free movement of the movable part of the rear turnstile is exhausted, the stopper (or pin) of the upper movable part of the turnstile rests against the limiter of the relative movement of the lower stationary part of the same turnstile. So, it turns out that the long-dimensional load is attached to its rear end (in the direction of movement of the platform coupling). After that, a pair of internal damping elements of the clutch, which will be the first to perceive and absorb the dynamic load energy from the moving long load, will immediately be included in the anti-vibration process. Further, this reduced load is transferred through the backbone beams of the coupling rail platforms to the front (outer) pair of damping elements, which finally absorb the remainder of this reduced load.

Thus, we proved that the proposed method associated with the preliminary displacement of the upper movable parts of the turnstiles in the direction of the coupling unit of the platforms by

A, which is equal to half the amount of deformation of all internal damping elements of the coupling, makes it possible to remove a significant part of the dynamic load from the front platform and distribute it evenly on both platforms of the coupling and their damping elements.

This, in turn, ensures the preservation of the integrity of cargo and railway platforms at the stage of railway transportation.

We will show how to place and fasten a long load on the coupling of two railway platforms using the proposed method.

Before placing a long load on a coupling of two railway platforms, equipped with appropriate damping elements and equipped with movable turnstiles, the upper movable part of each turnstile is moved over the lower part so that after that the value of its free longitudinal movement in the direction from the middle of the coupling of platforms is equal to one and a half (3A) , and in the direction of the middle of the coupling - half (A) of the maximum one-sided (compression or stretching) deformation of two damping elements placed between

With coupling platforms. The upper movable part of each of the turnstiles is equipped with a limiter (pin) of its longitudinal displacement relative to the lower stationary part of the corresponding turnstile. Next, the long-dimensional cargo is fixed on the upper moving parts of each of the turnstiles, taking into account the requirement to ensure free passage of the towbar on sorting slides and railway curves.

During the movement of the coupling of the platforms, the distance between the ends of the adjacent platforms can change depending on the deformation of the damping elements located between the coupling platforms, and is equal to I x 2A. The amount of movement A of the upper moving part along the lower stationary part of each turnstile towards the platform coupling unit is structurally necessary to compensate for the maximum deformation (size 24) in case of possible stretching of the middle (internal) damping elements during the movement of the coupling as part of a railway train.

Due to this, the possibility of transmission of traction force in the damping elements of the train through the transported cargo is excluded.

Now let's analyze the dynamics of the clutch loaded according to the proposed method. Consider the process of forming trains at any sorting station. Let the direction of impact of the coupling on the railway train (train) formed at the sorting station be given by the velocity vector Mo, which is directed horizontally from left to right. At the same time, my long-dimensional load of mass M has a certain amount of input kinetic energy: 2. In addition, a longitudinal inertial force Ge appears in it, which is applied to the center of its mass and forces the load to perform relative movement along the coupling platforms from left to right upon such an impact.

We will consider in detail the influence of the relative movement of long-dimensional cargo on the dynamic state of each of the coupling platforms.

Let's analyze the displacement of long-dimensional cargo on the rear (in the direction of movement) turnstile. This displacement takes place in the direction of the coupling node of the platforms by the maximum value A with the simultaneous exhausting of the full stroke of the upper movable part of this turnstile along the lower one in the specified direction. This will lead to the fact that the stop of the lower stationary part of the turnstile placed on the back of

. ! E of the movement of the coupling platform. At the same time, the UR force develops in the specified stop, which is equal to the modulus of the inertial force acting on the load, but has the opposite direction:

Bur - and; Iue|- chi.

On the front (in the direction of movement) turnstile, the longitudinal relative displacement of the load occurs in the direction from the coupling node of the platforms by the same amount A. As a result of this displacement, the upper movable part of the turnstile fixed on the front platform is located in the middle of its lower part. At the same time, the limiter of movement (pins) of the upper movable part of the front turnstile will not be able to interact with the stop of the lower stationary part of this turnstile, since there is still a distance of 2A to it. This residual distance is equal to the maximum deformation of the two damping elements of the platform coupling unit and is chosen just so that in the case of maximum deformation of these elements, the mutual contact of the limiter of the upper movable part and the stop of the lower stationary part of the front turnstile is excluded. Thus, the main part of the dynamic load (compared to the prototype method) is removed from the front platform.

At the same time, the absorption of the incoming kinetic energy of the cargo is carried out due to: 1) irreversible dissipation of a significant part of it in the damping elements of the platform coupling nodes during the oscillating processes of the platforms after the collision of the coupling; 2) the irreversible use of dry friction forces that arise during the interaction (relative sliding) of the upper movable and lower stationary parts of the turnstiles; 3) shock interaction of the limiter of the upper movable part and the stop of the lower stationary part of the "rear" turnstile (if the clutch collides with significant kinetic energy).

Now let's trace the trajectory of the force wave caused by the dynamic impact of the long-dimensional load on the coupling platforms. Therefore, the force wave from the stop on the rear platform of the coupling is transmitted through the lower fixed part of the "rear" turnstile to the spinal beam of the same rear platform. Here, the backbone beam "works" as a large elastic element (with a large stiffness coefficient) and transmits this force wave to the internal damping elements in the coupling unit of the platforms. After that, they are included in the work, absorbing and dissipating a significant part of the incoming kinetic energy of the power wave. The rest of the energy of this force wave is perceived and transmitted further as an elastic element with a significant stiffness coefficient,

From the backbone beam of the front in the collision course of the coupling platform. And finally, two external damping elements, one of which belongs to the front platform of the coupling, and the other to the platform of the railway train, with which the coupling loaded with the long-dimensional cargo

Similar dynamic processes occur when the platform coupling is hit in the opposite direction (right to left), only the turnstile, located to the right of the platform coupling unit, will be the carrier (retaining) in this case.

Thus, when the platform coupling is hit in any direction, the turnstile farthest from the collision point will be the supporting (retaining) one.

Placement and fixing of long cargo on the coupling of railway platforms, performed in accordance with the proposed method, will ensure the integrity of cargo and railway platforms at the stage of railway transportation due to a significant reduction of dynamic loads on the railway platforms of the coupling and the transported cargo.

Claims (1)

USEFUL MODEL FORMULA The method of placing and fixing long-dimensional loads on the coupling of railway platforms, which uses two supporting turnstiles placed symmetrically with respect to the vertical transverse plane, which passes through the middle of the inter-support distance of the long-dimensional load, and damping elements installed in the coupling nodes of the coupling platforms, and each turnstile has a movable upper part, on which one of the ends of a long load is fixed, and a fixed lower part, which is rigidly fixed relative to the floor of the platform, which differs in that before placing and securing the load the upper movable parts of each of the turnstiles are moved towards the coupling unit of the platforms by an amount equal to half the amount of deformation of all damping elements located between the coupling platforms.