PSI - Issue 59

J. Gerlici et al. / Procedia Structural Integrity 59 (2024) 66–73 Juraj Gerlici et al. / Structural Integrity Procedia 00 (2023) 000 – 000

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4

Fig. 2. Sandwich panel

In order to determine the dynamic load that acted on the open wagon body including sidewall panelling, mathematical modelling was carried out. The lateral oscillations of the wagon were taken into account, since this was the greatest load on the side walls. The design diagram of the open wagon is shown in Fig. 3.

Fig. 3. Design diagram of an open wagon

The mathematical model that characterised the transverse load of the open wagon body with sandwich panel walls was as follows:

 І q сbsignbq F I q F с b q q  1 1 2      ( ( ))           НВ В в В в 3 1 2

,

(1)





,

 b q q

2    

1

2

It was taken into account that the wagon body was loaded with conditional freight using the full payload capacity. The built mathematical model was solved in MathCad. The starting conditions of the calculation were taken close to zero (Panchenko et al., 2023; Pievtsov et. al., 2022). Based on the calculation, it was found that the maximum accelerations acting on the open wagon body were 1.73 m/s 2 (Fig. 4). It is important to say that this acceleration is 4.1% lower than that which acts on a typical open wagon. When calculating, it was taken into account that the stiffness of the energy-absorbing material of the sandwich panel was 2.5 kN/m, and the coefficien t of viscous resistance was about 3.0 kN ∙ s/m. This acceleration was included in determining the thickness of the sandwich panel sheets.