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Many cement plants are built in remote mountainous areas. These cement plants are often located in narrow site, which is inconvenient for 13m 3 axle bulk powder cement tanker trailer to drive and turn around. Therefore, the powder tank semi-trailer models required in this area require design that are as short as possible, so as to reduce the size of the trailer. The turning radius can also meet the requirements of the 12m weighbridge after the main hanger is matched.
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Such models are generally used for intra-city transportation or short-distance transportation. Naturally, the larger the volume of the powder tank semi-trailer, the better. At present, in order to achieve the above requirements, many domestic 3 axle bulk powder cement tanker trailer manufacturers usually choose to design the tank into an ultra-wide model, thereby increasing the effective volume of the tank and shortening the length of the trailer. Common models in the market are:
The width of the tank is designed to be about 2.6m~2.7m, and the tank and the head are not broken. It is difficult to see from the appearance that it is an ultra-wide model. It can only be detected by infrared width measurement or tank width measurement.
Break the front and rear heads, and add a straight section of a certain width in the middle of the tank, so as to increase the volume of the tank without increasing the length of the tank and the length of the whole 3 axle bulk powder cement tanker trailer.
In order to meet the individual needs of the market, how to design the maximum volume of the tank under the premise of meeting the regulations has become a major research topic for powder tank trailer designers.
The tank body of the 3 axle bulk powder cement tanker trailer is generally composed of a front head, a rear head and a multi-segment tank body. Taking the double-silo tank body as an example, the multi-segment tank body consists of tank body 1, tank body 2, tank body 3, and tank body 4 and tank body 5. Each section of the tank body is generally designed with an inclination angle of 13° or 14° before and after mainly to meet the angle required for the material to reach a fluidized state. The tank body 1 and the tank body 5 are connected to the end of the head, and the cross section of the tank body is a circular shape, which is convenient for the connection between the head and the tank body. Because the tank body has a certain inclination angle in the front and rear directions and the tank body width should not exceed 2.5m, the section between the remaining tanks is designed to be an oval section. That is, the section of the tank is composed of 4 arcs, the upper and lower sections of the section are an equal-diameter arc and the two sides of the section are an equal-diameter arc. The circular arc is generally tangent to the upper and lower circular arcs.
Normally, for ordinary 3 axle bulk powder cement tanker trailer, the length of the vehicle shall not exceed 13m, the width of the vehicle shall not exceed 2.5m, and the height of the vehicle shall not exceed 4m. Due to the limitation of width, the traditional tank design method does not fully utilize the space on both sides of the top of the tank. Therefore, under the same length, changing the cross-sectional shape of the existing tank can still increase the effective volume of the tank.
At present, the tank section of the domestic oil tanker adopts an oblong structure. Under the conditions of the same width and height, the tank section area is much larger than that of the powder tank semi-trailer. If the long circular section of the 3 axle bulk powder cement tanker trailer is compared with that of the powder tanker combined with the rectangular mesh section of the liquid tanker, the upper half of the long circular section of the powder tanker is designed to be the cross-sectional shape of the liquid tanker, thus forming a new special-shaped section. The cross-sectional area ofthe tank can be increased by 0.35 cubic meters accordingly. Taking the 47 cubic meter double-storage model as an example, the newly designed tank volume can reach about 50 cubic meters.
Take the double warehouse (also known as W type) powder tank semi-trailer as an example, the volume is 50 cubic meters, the curb weight is about 9250kg, the working pressure of the powder tanker is 0.2MPa, and the tank body plate is made of 4mm T610L steel plate. For T610L high-strength steel, the yield strength of the material is ≥ 500MPa, tensile strength is 550MPa~70OMPa, elongation ≥18%. The 3 axle bulk powder cement tanker trailer is mainly composed of a tank body assembly, a frame assembly and a walking mechanism, among which the tank body assembly includes a tank body, a fluidization system and a reinforcement device. The lower part of the tank body is welded on the frame and is supported by a plurality of frame beams and left and right longitudinal beams. A fluidization system is installed inside the tank body, the slide plates in the fluidization system are welded on both sides of the lower part of the tank body, and a large number of support plates are welded on the lower part of the slide plate, so the deformation of the bottom tank body and the upper tank body of the slide plate is small. The main deformation of the tank body is mainly concentrated on the top and the side of the tank (that is, the part of the tank above the slide).
The local stress on the tank is mainly reflected in several working conditions such as rapid braking, rapid turning and unloading. Among them, the stress value of the tank is the largest when unloading under pressure. Therefore, only when the 3 axle bulk powder cement tanker trailer is under unloading conditions, statically force analysis, wich will optimize the internal reinforcement method of the tank, is needed.
When modeling, the material cover, walking platform, and some auxiliary parts on the tank body can be ignored. Assuming that the welding force and torque transmission between the tank body and the tank body are reliable, manufacturing factors such as residual stress in the manufacturing process can be ignored. In addition, the process factors have little effect on the overall structure (such as small rounded corners, chamfers and welds, etc.), while ignoring the 0.01-0.02 MPa pressure drop when the compressed air discharged from the air compressor passes through the fluidized belt in the unloading condition. During the analysis, a combined load of 0.2MPa air pressure load and material self-weight load is applied to the inner wall of the tank. Considering the symmetrical layout of the tank, in order to check the tank stress and tank body more quickly and clearly Deformation, only 1/2 of the upper tank of the fluidization system is modeled and analyzed.
Many cement plants are built in remote mountainous areas. These cement plants are often located in narrow site, which is inconvenient for 13m 3 axle bulk powder cement tanker trailer to drive and turn around. Therefore, the powder tank semi-trailer models required in this area require design that are as short as possible, so as to reduce the size of the trailer. The turning radius can also meet the requirements of the 12m weighbridge after the main hanger is matched.
</p>
Such models are generally used for intra-city transportation or short-distance transportation. Naturally, the larger the volume of the powder tank semi-trailer, the better. At present, in order to achieve the above requirements, many domestic 3 axle bulk powder cement tanker trailer manufacturers usually choose to design the tank into an ultra-wide model, thereby increasing the effective volume of the tank and shortening the length of the trailer. Common models in the market are:
The width of the tank is designed to be about 2.6m~2.7m, and the tank and the head are not broken. It is difficult to see from the appearance that it is an ultra-wide model. It can only be detected by infrared width measurement or tank width measurement.
Break the front and rear heads, and add a straight section of a certain width in the middle of the tank, so as to increase the volume of the tank without increasing the length of the tank and the length of the whole 3 axle bulk powder cement tanker trailer.
In order to meet the individual needs of the market, how to design the maximum volume of the tank under the premise of meeting the regulations has become a major research topic for powder tank trailer designers.
The tank body of the 3 axle bulk powder cement tanker trailer is generally composed of a front head, a rear head and a multi-segment tank body. Taking the double-silo tank body as an example, the multi-segment tank body consists of tank body 1, tank body 2, tank body 3, and tank body 4 and tank body 5. Each section of the tank body is generally designed with an inclination angle of 13° or 14° before and after mainly to meet the angle required for the material to reach a fluidized state. The tank body 1 and the tank body 5 are connected to the end of the head, and the cross section of the tank body is a circular shape, which is convenient for the connection between the head and the tank body. Because the tank body has a certain inclination angle in the front and rear directions and the tank body width should not exceed 2.5m, the section between the remaining tanks is designed to be an oval section. That is, the section of the tank is composed of 4 arcs, the upper and lower sections of the section are an equal-diameter arc and the two sides of the section are an equal-diameter arc. The circular arc is generally tangent to the upper and lower circular arcs.
Normally, for ordinary 3 axle bulk powder cement tanker trailer, the length of the vehicle shall not exceed 13m, the width of the vehicle shall not exceed 2.5m, and the height of the vehicle shall not exceed 4m. Due to the limitation of width, the traditional tank design method does not fully utilize the space on both sides of the top of the tank. Therefore, under the same length, changing the cross-sectional shape of the existing tank can still increase the effective volume of the tank.
At present, the tank section of the domestic oil tanker adopts an oblong structure. Under the conditions of the same width and height, the tank section area is much larger than that of the powder tank semi-trailer. If the long circular section of the 3 axle bulk powder cement tanker trailer is compared with that of the powder tanker combined with the rectangular mesh section of the liquid tanker, the upper half of the long circular section of the powder tanker is designed to be the cross-sectional shape of the liquid tanker, thus forming a new special-shaped section. The cross-sectional area ofthe tank can be increased by 0.35 cubic meters accordingly. Taking the 47 cubic meter double-storage model as an example, the newly designed tank volume can reach about 50 cubic meters.
Take the double warehouse (also known as W type) powder tank semi-trailer as an example, the volume is 50 cubic meters, the curb weight is about 9250kg, the working pressure of the powder tanker is 0.2MPa, and the tank body plate is made of 4mm T610L steel plate. For T610L high-strength steel, the yield strength of the material is ≥ 500MPa, tensile strength is 550MPa~70OMPa, elongation ≥18%. The 3 axle bulk powder cement tanker trailer is mainly composed of a tank body assembly, a frame assembly and a walking mechanism, among which the tank body assembly includes a tank body, a fluidization system and a reinforcement device. The lower part of the tank body is welded on the frame and is supported by a plurality of frame beams and left and right longitudinal beams. A fluidization system is installed inside the tank body, the slide plates in the fluidization system are welded on both sides of the lower part of the tank body, and a large number of support plates are welded on the lower part of the slide plate, so the deformation of the bottom tank body and the upper tank body of the slide plate is small. The main deformation of the tank body is mainly concentrated on the top and the side of the tank (that is, the part of the tank above the slide).
The local stress on the tank is mainly reflected in several working conditions such as rapid braking, rapid turning and unloading. Among them, the stress value of the tank is the largest when unloading under pressure. Therefore, only when the 3 axle bulk powder cement tanker trailer is under unloading conditions, statically force analysis, wich will optimize the internal reinforcement method of the tank, is needed.
When modeling, the material cover, walking platform, and some auxiliary parts on the tank body can be ignored. Assuming that the welding force and torque transmission between the tank body and the tank body are reliable, manufacturing factors such as residual stress in the manufacturing process can be ignored. In addition, the process factors have little effect on the overall structure (such as small rounded corners, chamfers and welds, etc.), while ignoring the 0.01-0.02 MPa pressure drop when the compressed air discharged from the air compressor passes through the fluidized belt in the unloading condition. During the analysis, a combined load of 0.2MPa air pressure load and material self-weight load is applied to the inner wall of the tank. Considering the symmetrical layout of the tank, in order to check the tank stress and tank body more quickly and clearly Deformation, only 1/2 of the upper tank of the fluidization system is modeled and analyzed.
