Cargo securing on a railway platform, elastic and retention fasteners, longitudinal transport force of inertia, forces in elastic fastenings. Purpose: The paper presents the calculation of the longitudinal transport force of inertia; determines the longitudinal force perceived by the elastic elements of the cargo securing; determines the reactions of retention bars depending on the number of bars and fasteners (nail); calculates the sum of all holding forces; calculates the forces in the elastic fasteners when exposed to longitudinal forces. Research methods: To determine the forces in the cargo securing devices, existing calculation methods are used. Moreover, the formulas of these techniques are presented in a form convenient for calculation. Main results: The paper proves that according to the existing method, the force in all elastic cargo fasteners under the influence of longitudinal forces has the same value, regardless of the different arrangement of the geometric parameters of the fasteners in space. The forces in them are more than 1.6 times higher than the permissible values. The calculations of forces in the elastic fasteners, which are performed by the specified method, are given. The results of the comparative analysis showed that the forces in all wire fasteners, in contrast to the existing calculation method, have different values. However, the strength of the second pair of wire fasteners of both one and the other direction is not ensured - the force in them more than two times exceeds the permissible value (61/24.8≈2.5), which will result in their destruction during the cargo transportation. Conclusions and their significance for the industry: Existing calculation methods do not provide guarantee strength of cargo fasteners. In the future, to calculate the fastening of cargo by shippers in the railway industry, a new calculation procedure should be applied for the allocation and fastening of cargo on the car.
В статье на основе теоремы о движении центра масс системы материальных точек теоретической механики выведены формулы для определения времени и пути торможения в момент остановки вагона в зоне торможения на участках тормозных позиций сортировочной горки. При этом вначале следует определить время затормаживания, а затем, по её величине длину пути прохождения вагоном участка торможения. Результаты примеров расчета дали возможность отметить, что при одном и том же значении начальной скорости полученные формулы дают результаты, приемлемые для выполнения инженерных расчётов.
For railway transportation of cargoes, the consignors often face the necessity in development of the placement and securing methods that require design-basis justification. The applicable regulatory documents in the field of placement and securing of cargoes in the railway transport provide no method for calculation of methods for the placement and securing of cargoes in containers, although the method to justify the placement and securing of the container in the wagon is established. The absence of the approved method causes difficulties for consignors in choosing rational methods for the placement and securing of cargoes in containers and, of course, affects the sustainable development of railway transportation in containers and the transportation safety. This work is aimed at creating the method for determining the inertia forces acting on cargoes in containers during railway transportation, a well as design-basis justification of loads acting from cargo on container elements.
On the basis of the research it is proved that the calculations according the existing method don’t provide the strength of freight strapping at action of transverse forces. Firstly, the method doesn’t consider forces of the preliminary lay-up of strapping wires that increase the adhesion force of freight and car floor and, secondly, doesn’t take into consideration freight shifts that occur in transportation process. Forces in wire strapping at action of transverse forces depending on geometry of strapping have the same values, which doesn’t correspond to reality and is one of the main drawbacks of the existing method of calculating freight strapping.
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