A NEW FASTENER TO ENSURE THE RELIABILITY OF A PASSENGER CAR BODY ON A TRAIN FERRY

To ensure the strength of the passenger car bodies during transportation on train ferries, it is proposed to mount fastening elements of chain binders on the body bolster beams. The principle of such an element is based on the hydraulic damper operation. The mathematic modelling was conducted in order to determine the dynamic loading on a passenger car body during sea transportation. The study established that the improvements mentioned made it possible to reduce the dynamic loading on the body during sea transportation by 30% in a comparison with that of a typical fastening scheme. The strength of an improved passenger car body was calculated. The maximum equivalent stresses in the body structure accounted for about 120MPa, i.e., they did not exceed the admissible values. The conducted research may contribute to ensuring the required strength of passenger car bodies during train ferry transportation, thus leading to a higher operational efficiency of train ferry transportation within the international transportation

Determination of loads on the body of a boxcar with elastic elements in the center sill

The authors suggest elastic elements in the body of a centre sill being the basic carrying element of the frame to decrease the dynamic loads. This solution can transform the dynamic loads on the body into the work of the dry friction forces between the components of the centre sill. The authors substantiated the solution by means of mathematic modelling of the dynamic loads on the body of a boxcar in the vertical plane, including the bouncing oscillations. The differential equations of the motion were solved with the Runge–Kutta method under the zero initial conditions. This solution can decrease the accelerations on the body of a boxcar by about 20 % in comparison to that of the prototype car. The study presents the strength calculations and the design service life for the body of a boxcar. It was calculated that the design service life of a boxcar was longer than that of the prototype car by about 20 %. The research may be used by those who are concerned about higher efficiency of railway transportation

Investigation of the influence of an intermediate adapter on the dynamic load of a supporting structure of a platform wagon

Summary: This article is focused on a presentation of the results of the theoretical justification of the use of an intermediate adapter placed between the main supporting structure of a platform wagon and the cargo. Such a decision will contribute to reducing the vertical load of both the supporting structure of a platform wagon and ensuring the safety of the cargo transported on it. The mathematical modelling of the vertical load of a platform wagon supporting structure when moving along the joint unevenness of the track was carried out to substantiate the use of the designed intermediate adapter. In this regard, a corresponding mathematical model was created. There is taken into account an oscillating system consisting of four bodies: the platform wagon supporting structure, two bogies (the 18–100 model) and the cargo. At the same time, the cargo is considered up to the full carrying capacity of the platform wagon. The track is considered elastic-viscous. The mathematical model was solved in the MathCad software. The initial conditions (displacement and velocities) are set to be close to zero. The results of the solution established that the accelerations acting on the platform wagon supporting structure are reduced by 8.4 % compared to those acting on the typical structure without the designed intermediate adapter. The acceleration acting on the cargo placed on the platform wagon frame is 11.9 % lower in comparison with the standard load perception scheme. The strength analysis of the adapter was calculated considering the determined values of the accelerations. At the same time, the finite element method was used for the strength analysis of the adapter in the SolidWorks Simulation software. It was determined that the calculated maximum stresses in the adapter structure are 4.1 % lower than permissible stress values. Therefore, the strength condition of the adapter is met. The performed research will contribute to a creation of developments in the design of modern designs of railway vehicle

Determination of the load of a composite brake pad of a wagon with wedge-dual wear

To improve the efficiency of the operation of freight rolling stock at the present stage of development of the railway industry, it is important to introduce its modern designs. At the same time, special attention should be paid to the rolling stock brakes, as the most important structural unit in terms of traffic safety. According to studies of the technical condition of the brake equipment of freight wagons, it has been established that one of the most damaged units is brake pads. As a result of operating load conditions, they experience uneven wear of the working surface – wedge-dual wear. A study of the load of a composite brake pad of a freight wagon with wedge-dual wear has been carried out. It has been established that the presence of such wear causes an additional load on its structure, including thermal. In this regard, not only the pad destruction, but also a violation of the safety of train traffic can occur. The conducted studies will contribute to the creation of recommendations for managing the temperature effect on the brake pad, as well as improving the safety of train traffic and a significant reduction in operating costs

Study of loading of an improved container design during transportation by railway

The object of research. The object of research is the processes of occurrence, perception and redistribution of loads in the design of a container with a frame made of square pipes and lining made of smooth sheets. Investigated problem. Under operating conditions, damage to containers may occur due to the loads acting on them during transportation by various modes of transport. One of the most determining among such loads are dynamic loads, which are experienced not only by the container structure, but also by the cargo placed in it. As a result, there may be damage to the structure of the container, as well as to the cargo, which necessitates additional costs, both for the repair of containers and for reimbursement of expenses for damage to the transported cargo. In addition, this situation is unfavorable from an environmental point of view. In this regard, there is a need to conduct research to improve the design of a universal container in order to reduce its load, as well as increase operational efficiency. The main scientific results. A scientific substantiation of the use of square pipes as components of the frame of a universal container has been carried out. The area of practical use of research results. The sphere of practical use of the obtained results is the engineering industry, in particular railway transport. Innovative technological product. The concept of a universal container with a frame made of square pipes and a lining made of smooth sheets. Scope of the innovative technological product. The developments proposed as part of the study will be useful recommendations for creating innovative vehicle designs, including modular ones

STUDY OF THE DYNAMIC LOADING OF THE LOAD-BEARING STRUCTURE OF A FLAT WAGON DURING TRANSPORTATION BY SEA

To increase the efficiency of combined transportation, the supporting structure of flat wagon has been created. A feature of the wagon is that the sections have a low center of gravity. This solution allows for the transportation of oversized cargo on a flat wagon within the established dimensions. The design of this flat wagon can be used for the carriage of goods not only by main lines, but also in rail and water traffic when transported by rail ferries. To ensure the safety of transportation of a flat wagon with containers on a railway ferry, their dynamic loading was determined. It is taken into account that a large-capacity container of 1AA standard size is placed on each section. The solution of the mathematical model was carried out in the MathCad software package. The resulting accelerations, as components of the dynamic load, were taken into account when determining the stability of a container on a flat wagon during transportation by a rail ferry. It was found that the stability of the container is ensured at tilt angles up to 25°. A computer simulation of the dynamic loading of the supporting structure of an articulated flat wagon with containers during transportation by a railway ferry has been carried out. The calculation is implemented in the CosmosWorks software package using the finite element method. The fields of distribution of accelerations relative to the supporting structure of the flat wagon and containers are determined. The maximum percentage of discrepancy between the results of mathematical and computer simulation does not exceed 11 %. The research carried out will contribute to the creation of innovative designs of flat wagons, as well as to increase the efficiency of the operation of combined transport in international traffi

Concept of freight wagons made of round pipes

The purpose of the book is to highlight the results and features of the research carried out by the authors on the dynamics and strength of the main types of freight wagons, as well as tank containers made of round pipes under the main operating conditions of loading. Theoretical provisions, methodological foundations and practical solutions for the implementation of round pipes as bearing elements of bodies of the main types of wagons and tank containers are presented. The monograph is intended for scientific and technical specialists, whose activities are related to the design and research of the mechanics of structures of railway wagons, including scientists, designers, researchers, doctoral students and graduate students. Also, the results presented in the monograph may be of interest to specialists, whose activities are related to the design of tank containers. The monograph can be used as a teaching aid for undergraduates and bachelors of relevant specialties

Виявлення особливостей визначення динаміки та міцності критого вагона, який вичерпав свій ресурс

This paper substantiates prolonging the service life of a covered railroad freight car that has exhausted its rated life of operation. In this case, the actual amount of wear of the bearing structure elements, registered during operation, have been taken into consideration. The reported calculations showed that the design service life of the bearing structure of a covered freight car when taking into consideration the extension of operation, is not less than 2 years.Mathematical modeling was carried out to determine the dynamic load on the bearing structure of a covered freight car. It has been established that the maximum accelerations that act on the bearing structure of a covered freight car are 42 m/s2. In order to determine the acceleration distribution fields relative to the bearing structure of a covered freight car, a computer simulation was performed. The calculations showed that the maximum acceleration amounts to 43.2 m/s2 and is concentrated in the middle part of the girder beam. F-criterion was used to verify the dynamic load models.The maximum equivalent stresses of the bearing structure of a covered freight car were determined taking into consideration the wear of its components. It was found that the maximum equivalent stresses occur in the area of interaction between the girder beam and the rod beam and amount to 344 MPa. In other words, the maximum equivalent stresses do not exceed permissible ones.The basic dynamic indicators for a covered freight car have been calculated. The maximum accelerations that act on the bearing structure of a covered freight car in the center of masses reached about 5 m/s2. The acceleration of the body in the regions of resting on bogies was about 6 m/s2. The travel of the car is rated «good».This study would contribute to improving the efficiency of the transportation process, as well as the functioning of railroad transportПроведено обоснование продления срока службы крытого вагона, исчерпавшего свой нормативный ресурс эксплуатации. При этом во внимание приняты действительные величины износов элементов несущей конструкции, зафиксированные в эксплуатации. Проведенные расчеты показали, что проектный срок службы несущей конструкции крытого вагона с учетом продления эксплуатации составляет не менее 2 лет.Для определения динамической нагруженности несущей конструкции крытого вагона проведено математическое моделирование. Установлено, что максимальные ускорения, действующие на несущую конструкции крытого вагона, составляют 42 м/с2. С целью определения полей распределения ускорений относительно несущей конструкции крытого вагона проведено компьютерное моделирование. Проведенные расчеты показали, что максимальное ускорение составляет 43,2 м/с2 и сосредоточено в средней части хребтовой балки. Для верификации моделей динамической нагруженности использован F-критерий.Определены максимальные эквивалентные напряжения несущей конструкции крытого вагона с учетом износов его составляющих. Установлено, что максимальные эквивалентные напряжения возникают в зоне взаимодействия хребтовой балки со шворневой и составляют 344 МПа. То есть максимальные эквивалентные напряжения не превышают допускаемые.Рассчитаны основные динамические показатели крытого вагона. Максимальные ускорения, действующие на несущую конструкцию крытого вагона в центре масс, составили около 5 м/с2. Ускорение кузова в зонах опирания на тележки составило около 6 м/с2. Ход движения вагона оценивается как "хороший".Проведенные исследования будут способствовать повышению эффективности перевозочного процесса, а также функционированию железнодорожного транспортаПроведено обґрунтування подовження строку служби критого вагона, який вичерпав свій нормативний ресурс експлуатації. При цьому до уваги прийняті дійсні величини зносів елементів несучої конструкції, зафіксовані в експлуатації. Проведені розрахунки показали, що проектний строк служби несучої конструкції критого вагона з урахуванням подовження експлуатації складає не менше 2 років.Для визначення динамічної навантаженості несучої конструкції критого вагона проведено математичне моделювання. Встановлено, що максимальні прискорення, які діють на несучу конструкції критого вагона складають 42 м/с2. З метою визначення полів розподілення прискорень відносно несучої конструкції критого вагона проведено комп’ютерне моделювання. Проведені розрахунки показали, що максимальне прискорення складає 43,2 м/с2 та зосереджено в середній частині хребтової балки. Для верифікації моделей динамічної навантаженості використаний F-критерій.Визначено максимальні еквівалентні напруження  несучої конструкції критого вагона з урахуванням зносів його складових. Встановлено, що максимальні еквівалентні напруження виникають в зоні взаємодії хребтової балки зі шворневою та складають 344 МПа. Тобто максимальні еквівалентні напруження не перевищують допустимі.Розраховано основні динамічні показники критого вагона. Максимальні прискорення, які діють на несучу конструкцію критого вагона в центрі мас, склали близько 5 м/с2. Прискорення кузова в зонах спирання на візки склало близько 6 м/с2. Хід руху вагона оцінюється як “добрий”.Проведені дослідження сприятимуть підвищенню ефективності перевізного процесу, а також функціонуванню залізничного транспорт

STUDY OF LOADING OF THE LOAD-BEARING STRUCTURE OF HOPPER WAGONS ON Y25 BOGIES

To increase the efficiency of using railway transport, the possibility of using new designs of bogies, for example, Y25 under "wide gauge" wagons was considered. In order to substantiate the proposed solution, mathematical modeling of the dynamic loading of the hopper wagon Y25 bogies was carried out. A hopper wagon for the transportation of pellets and hot sinter model 20-9749 built by the State Enterprise "Ukrspetsvagon" (Ukraine) was chosen as a prototype. The simulation results showed that the use of Y25 bogies for hopper wagons allows to reduce the acceleration of its load-bearing structure, in comparison with the use of conventional 18100 bogies, by 36 %. Other performance indicators are also significantly improved. The use of Y25 bogies for hopper wagons with actual parameters allows to reduce the acceleration of its load-bearing structure, in comparison with the use of conventional 18100 bogies, by 28 %. The determination of the main indicators of the strength of the bearing structure of the hopper wagon Y25 bogie was carried out. The calculation was carried out in the SolidWorks Simulation software package (CosmosWorks), (France), which implements the finite element method. The calculations showed that the maximum equivalent stresses in the load-bearing structure of a hopper wagon with nominal parameters are 17 % lower than the stress acting in the load-bearing structure of a wagon on bogies 18–100 V of the load-bearing structure of a hopper wagon with actual parameters, the maximum equivalent stresses are 12 % lower per voltage in the load-bearing structure on bogies 18100. The conducted research will help to reduce the load on the load-bearing structures of hopper wagons in operation, improve the dynamics and strength indicators, as well as their service lif

Studying the load of composite brake pads under high-temperature impact from the rolling surface of wheels

The object of the research is the processes of thermal stress, perception and redistribution of loads by the brake composite pad during braking of the car in operation. In the current conditions, wedge-dual wear of composite brake pads is observed in the braking systems of freight cars, the feature of which is the deterioration of the braking efficiency of freight trains. With this type of wear, both an increase in the load on the brake pad and an "underuse" of the amount of pressure on it can occur. A comprehensive thermal calculation was carried out for composite brake pads with uniform and wedge-dual wear. The results of the calculation showed that the amount of pressure on an abnormally worn pad is 23.3 % less than that acting on a pad with nominal values. It has been proven that the change in the pressure force on the composite pad with different values of the wear parameters during braking leads to a change in the braking force that occurs between the wheel and the rail during braking. The calculation of the strength of the composite brake pad with wedge-dual wear was carried out. The obtained results will make it possible to develop measures to modernize the elements of the brake lever transmission of freight cars. The field of practical use of the obtained results is car-building enterprises. The conditions for the practical use of the results are the brake lever transmissions of carriages of cars with a gauge of 1520 mm. The conducted studies prove the negative impact of wedge-dual wear not only on braking efficiency, but also on the strength of brake pads. This makes it necessary to create measures aimed at its elimination, which will contribute to increasing the level of train traffic safety and significantly reducing the operational costs of maintaining freight car