RU233801U1 - FREIGHT CAR - Google Patents

Abstract

The utility model relates to wagon building and concerns the design of freight wagons. The technical result achieved by the utility model is an increase in the volume of the body without increasing the length of the frame or the distance between the coupling axes of the automatic couplings. The technical result is achieved due to the fact that in a freight car comprising a frame mounted on bogies, a body comprising side and end walls and equipped at the ends with automatic coupling devices, each end wall is made consisting of a lower inclined section and an upper vertical section, the frame comprises a center beam, end and kingpin beams, the end beams contain vertical frontal sheets and upper sheets connected to the vertical frontal sheets, according to the utility model, the end beams contain two extreme sections and a central section, wherein the extreme sections protrude outward with respect to the central section, the upper sheets of the end beams are made to protrude outward beyond the vertical frontal sheets of the central section, each end wall is connected by its lower section to the upper sheet of the end beam, wherein above the central section of the end beam the end wall is connected to a section of the upper sheet of the end beams projecting outward beyond the vertical frontal sheet of the central section. 2 ill.

Description

The utility model relates to wagon building and concerns the design of freight wagons.

From the Russian Federation patent No. 192352 for a utility model, a railway frame of a flat car is known, including a center beam connected to the side beams made of an I-beam with kingpin, frontal and cross beams, as well as fitting stops, while all the sheets of the frontal beam are made shaped, which are rigidly connected to the upper, lower and vertical sheets of the side beams and the center beam. The frontal beam (which is also called the end beam) is made concave in the central section. The implementation of the frontal beam concave in the central section is due to the need to reduce the length of the flat car and, due to this, increase the number of cars in the train with the provision of a corresponding increase in the carrying capacity of the train as a whole.

From the Russian Federation patent No. 158625 for a utility model, a gondola car is known, comprising a body with a frame, side and end walls, braking equipment, bogies and automatic couplers, wherein the upper part of the end wall is made flat and is extended beyond the frame, the lower boundary of the extended end wall is connected to the frame by an inclined section, and the outer length of the body is less than the distance between the axes of the gondola car automatic couplers by 550-700 mm. The technical result, to which the claimed technical solution is aimed, is the maximum possible increase in the volume of the gondola car body without increasing its frame length or the distance between the coupling axes of the automatic couplers.

The disadvantage of analogues is the insufficient volume of the body.

The utility model according to patent No. 158625 was selected as the closest analogue.

The technical problem solved by the proposed utility model is to eliminate the shortcomings of analogues.

The technical result achieved by the utility model is an increase in the volume of the body without increasing the length of the frame or the distance between the coupling axes of the automatic couplings.

The technical result is achieved due to the fact that in a freight car comprising a frame mounted on bogies, a body comprising side and end walls and equipped at the ends with automatic coupling devices, each end wall is made consisting of a lower inclined section and an upper vertical section, the frame comprises a center beam, end and kingpin beams, the end beams contain vertical frontal sheets and upper sheets connected to the vertical frontal sheets, according to the utility model, the end beams contain two extreme sections and a central section, wherein the extreme sections protrude outward with respect to the central section, the upper sheets of the end beams are made to protrude outward beyond the vertical frontal sheets of the central section, each end wall is connected by its lower section to the upper sheet of the end beam, wherein above the central section of the end beam the end wall is connected to a section of the upper sheet of the end beams protruding outward beyond the vertical frontal sheet of the central section.

The utility model is illustrated by figures.

Fig. 1 shows a general view of the claimed freight car.

Fig. 2 shows a section of the claimed car at the junction of the end wall and the end beam.

Positions on figures:

1 - frame;

2 - running gear;

3 - body;

4 - side walls;

5 - end walls;

5.1 - lower section of the end wall;

5.2 - upper section of the end wall;

6 - automatic coupling devices;

7 - end beam;

7.1 - extreme sections of the end beam;

7.2 - central section of the end beam;

8 - top sheets of end beams;

9 - vertical frontal sheets of end beams.

The claimed freight car comprises a frame 1 mounted on running gear 2, a body 3 comprising side 4 and end walls 5 and equipped at the ends with automatic coupling devices 6; each end wall 5 is made up of a lower inclined section 5.1 and an upper vertical section 5.2; the frame 1 comprises a center beam (not shown in the figures), end 7 and kingpin beams (not shown in the figures); the end beams 7 comprise vertical frontal sheets 9 and upper sheets 8 connected by welding to the vertical frontal sheets 9.

The end beams 7 comprise two extreme sections 7.1 and a central section 7.2, wherein the extreme sections 7.1 project outward with respect to the central section 7.2. The extreme sections 7.1 and the central section 7.2 are connected to each other by inclined sections 7.3. The upper sheets 8 of the end beams are made to project outward beyond the vertical frontal sheets 9 of the central section 7.2; each end wall 5 is connected by its lower section to the upper sheet 8 of the end beam; wherein above the central section 7.2 of the end beam, the end wall 5 is connected to a section of the upper sheet 8 of the end beam that projects outward beyond the vertical frontal sheet of the central section.

The simultaneous use of the end beam 7 with the concave section 7.2 and the end wall 5 made with the inclined lower section 5.1 makes it possible, on the one hand, to ensure the proper distance from the vertical frontal sheet 9 of the end beam to the axis of the automatic coupling device 6, while ensuring the full operability of the automatic coupling device within the space formed by the central 7.2 and extreme 7.1 sections of the end beam, as well as the upper sheet 8 of the end beam 7.

The volume of the body is increased due to the possibility of supporting its walls 4.5 on the extreme sections 7.1 of the end beams, extended outward with respect to the axis of the automatic coupling device. In order to ensure support of the rectilinear lower section 5.1 of the end wall on the end beam 7, its upper sheet 8 is made to project outward with respect to the vertical frontal sheet of the central section. The lower section 5.1 of the end wall is connected to the central section 7.2 of the end beam, which projects outward with respect to the vertical frontal sheet 9.

The presence of the lower inclined section 5.1 of the end wall is due to the need to provide free space above the automatic coupling device 6 for its unimpeded operation. If the end wall 5 is made without the lower inclined section, the operation of the automatic coupling device 6 will be impossible (or extremely difficult).

With such a design of the claimed freight car, it is possible to maximally increase the volume of its body without increasing the length of the car along the automatic couplers, without increasing its frame length. In fact, the dimensions of the body will be limited only by the requirements for the dimensions of the fit and the requirements of the minimum permissible distance between the bodies of adjacent cars when passing concave radii (in the depressions of the railway tracks), equal to 100 mm.

The possible maximum dimensions of the body (length, width), as well as the specific depth of the central section of the end beam and its width, taking into account the specified external dimensions of a specific car being developed, are determined based on the results of the drawing, while observing the minimum permissible distance (100 mm) between cars on concave radii, as well as the possible position of the automatic coupling device when passing curved sections of the track.

Thus, the utility model ensures the achievement of a technical result consisting in increasing the volume of the body without increasing the length of the frame or the distance between the coupling axes of the automatic couplings.

Claims (1)

A freight car comprising a frame mounted on bogies, a body comprising side and end walls and provided with automatic coupling devices at the ends, each end wall being made up of a lower inclined section and an upper vertical section, the frame comprising a centre beam, end and kingpin beams, the end beams comprising vertical frontal sheets and upper sheets connected to the vertical frontal sheets, characterised in that the end beams comprise two end sections and a central section, wherein the end sections project outward with respect to the central section, the upper sheets of the end beams are made to project outward beyond the vertical frontal sheets of the central section, each end wall is connected by its lower section to the upper sheet of the end beam, wherein above the central section of the end beam the end wall is connected to a section of the upper sheet of the end beam projecting outward beyond the vertical frontal sheet central area.