Construction of the simulation model “car-railway track” for modeling the dynamic loading process of the boot node

Abstract

Using of software systems in the design of new samples is increasingly important, but there is a problem in adapting computer models to obtain adequate results of calculations. The modern development of the IT systems gives the opportunity to significantly reduce the timing of the introduction of new equipment into production by reducing the number of field experimental test samples of the design technology. Every year using of complexes software in designing new samples is becoming increasingly important, but there is a problem in adapting computer models to obtain adequate results of calculations. UM Universal Mechanism complex was used to simulate the dynamic loading process of the boot node. Modelling of dynamic loadings on the running gears of freight cars showed a sufficient convergence with the results of running tests, about 87%. Therefore, the proposed model can be used for assessing of disturbing loads when the calculating of the reliability of the bucket units of freight cars was done.

Determination of the Filler Concentration of the Composite Tape

“…The analysis of the operating conditions and operating results of a freight car bogie made of 20GL, 20FL, and 20GFL low-alloy steels, belonging to the ferrite and perlite class, showed [9][10][11][12] that these parts during operation under dry friction conditions and the presence of high contact and impact loads have low wear resistance with an intensity of wear of working surfaces equal to 1.2-2.0 mm per 100,000 km of mileage. The use of low-carbon and low-alloy welding materials for CBRTB repair provides a repair mileage of only 160 thousand km, which corresponds to 2 years of operation [13,14]. CBRTB is repaired by overlapping the surface more than 10 times over its service life.…”

“…It is proposed that the wear of the CBRTB in [14,15] is reduced using different methods of repair and the installation of wear-resistant steel gaskets.…”

“…The experience of using the central bowl surface of the rail truck bolster and the installation of wear-resistant elements on them showed [11,14,15] that there is no universal, effective, and reliable protection against wear during friction. The presence of shock loads in the contact zone of the bolster parts did not allow the use of materials of high rigidity, which are characterized by increased fragility.…”