The unit for suspending the traction electric motor from the locomotive bogie frame

Abstract

This utility model pertains to transport engineering, specifically to traction motor suspension assemblies for locomotive bogie frames. The traction motor suspension assembly comprises a rod with rubber-metal blocks installed in the ends, one of which is rotated 90° relative to the other, shafts, and threaded connections. Both rubber-metal blocks are spherical and double-layered. The outer bushing, rubber bushing, and internal metal reinforcement of each rubber-metal block are detachable from two halves, separated by the amount of pre-deformation of the rubber before the rubber-metal block is pressed into the rod. The split plane is perpendicular to the longitudinal axis of the rod.A distinctive feature of the proposed unit is that the rod has a curved shape, and for the rubber-metal block, whose longitudinal axis is parallel to the longitudinal axis of the locomotive, the longitudinal axis of the rubber-metal block is perpendicular to the axis connecting the centers of both rubber-metal blocks. The proposed traction motor suspension unit allows for optimal traction motor positioning, reduces the weight of unsprung components acting on the track, and increases the distance between the rubber-metal blocks.

Description

[0001] The utility model relates to transport engineering, namely to units for suspending a traction electric motor from a locomotive bogie frame.

[0002] A known unit for suspending a traction electric motor (TEM) from a locomotive bogie frame consists of pre-compressed elastic elements mounted on a bracket of the bogie frame or the frame of the traction electric motor, a crossbar installed between them, the parts of which are located respectively between the projections of the motor frame or in the transverse openings of the bracket of the bogie frame (Shatsillo A.A. Traction drive of electric rolling stock, Transzheldorizdat, M., 1961).

[0003] This suspension unit, used on freight and shunting diesel locomotives 2TE116, 2TE10M, TEM18, and a number of other locomotives, has its drawbacks. The presence of rubbing and wearing parts increases repair costs, and when the spring coils close, impacts can occur, which can damage the traction motor or bogie frame.

[0004] One of the disadvantages of the traverse support-axial suspension of the traction electric motor, used on freight and shunting diesel locomotives with electric transmission, is the possible complete closure of the spring coils (spring settlement) as a result of impact loads during the movement of the diesel locomotive, which leads to damage to the bogie frame or the traction electric motor housing.

[0005] A technical solution is known - a traction motor suspension unit containing a rod, in the heads of which rubber-metal blocks are installed, one of which is turned relative to the other by 90°, shafts and threaded connections (Biryukov I.V., Belyaev I.V., Rybnikov E.K. Traction transmissions of electric rolling stock of railways. - M.; Transport, 1986).

[0006] A disadvantage of this suspension is that a spherical rubber-metal block, similar to the one shown in (Improving the Reliability of the Undercarriage Part of Diesel Locomotives: Monograph. A.I. Belyaev, B.B. Bunin, S.M. Golubyatnikov et al. Ed. L.K. Dobrynin. Moscow, Transport, 1984), is difficult to use as the upper rubber-metal block due to its large width. An attempt to reduce the width of the rubber-metal block with a given diameter leads to a decrease in the radial rigidity of the block due to a decrease in the form factor, which is the ratio of the loaded surface to the free surface, an increase in the deformation of the rubber layer under the influence of longitudinal loads acting on the suspension, and a further reduction in the service life of the suspension.

[0007] The prototype of the proposed utility model is a traction motor suspension unit containing a rod, in the heads of which rubber-metal hinges are installed, one of which is turned relative to the other by 90°, shafts and threaded connections, while the outer sleeve, the rubber sleeve and the internal metal reinforcement of each of the rubber-metal blocks are made detachable from two halves moved apart before pressing the rubber-metal block into the rod by the amount of preliminary deformation of the rubber, while the plane of the split is perpendicular to the longitudinal axis of the rod (patent for utility model No. 199736, SPK B61C 9 / 50 (2020.02). Traction motor suspension unit. / Vorobyov V.I., Izmerov O.V., Kopylov S.O., Kosmodamiansky A.S., Kapustin M.Yu., Strekalov N.N., Samotkanov A.V., Shevchenko D.N. Published July 31, 2020, Bulletin No. 22.

[0008] A disadvantage of the prototype is the location of the suspension unit, determined by the distance between the traction motor housing and the bogie frame cross beam, which may not coincide with the location of the best suspension point, which means that the proportion of the traction motor weight that is part of the unsprung parts will not be the smallest (Design and Dynamics of Diesel Locomotives [Text]: [Textbook for Universities of Railway Transport] / Ed. by prof., doctor of technical sciences V.N. Ivanov. - 2nd ed., suppl. - Moscow: Transport, 1974, pp. 241-242). This leads to an increase in the impact of the railway crew on the track and to an increase in the costs of operation and maintenance of the railway track. Another disadvantage of the prototype is that the length of the suspension unit rod may be limited by the configuration of the cross beam.

[0009] The technical problem that the proposed utility model is aimed at solving is the optimization of the suspension unit layout to minimize unsprung masses while simultaneously reducing deformations in the rubber elements of the hinges.

[0010] The technical solution to this problem is to change the shape of the rod, in the heads of which rubber-metal blocks are installed, one of which is turned relative to the other by 90°, shafts and threaded connections, both rubber-metal blocks are made spherical two-layer, the outer bushing, the rubber bushing and the internal metal reinforcement of each of the rubber-metal blocks are made detachable from two halves, moved apart before pressing the rubber-metal block into the rod by the amount of preliminary deformation of the rubber, while the plane of the split is perpendicular to the longitudinal axis of the rod, the rod has a curved shape, and for the rubber-metal block, the longitudinal axis of which is parallel to the longitudinal axis of the locomotive, the longitudinal axis of the rubber-metal block is perpendicular to the axis connecting the centers of both rubber-metal blocks.

[0011] The essence of the proposed utility model is explained by the drawing, where Fig. 1 shows the unit for suspending the traction electric motor to the frame of the locomotive bogie, Fig. 2 is a section along the bracket of the traction electric motor, and Fig. 3 is a section along the upper rubber-metal block.

[0012] The proposed traction motor suspension unit comprises a rod 1, in the heads of which rubber-metal blocks 2 and 3 are installed, block 2 is turned relative to block 3 by 90°, shafts 4 and 5, and threaded connections 6 and 7. Both rubber-metal blocks 2 and 3 are made spherical two-layer, the outer sleeve 8, the rubber sleeve 9 and the internal metal reinforcement 10 of each of the rubber-metal blocks (2 and 3) are made detachable from two halves (Fig. 3), moved apart before pressing the rubber-metal block into the rod 1 by the amount of preliminary deformation of the rubber, while the plane of the split is perpendicular to the longitudinal axis of the rod 1, and the lower shaft 5 is made with an annular groove into which a bar 11 enters, fastened with the help of a threaded connection 7 to bracket of traction motor 12.

[0013] The rod 1 has a curved shape, and for the rubber-metal block 2, the longitudinal axis B of which (Fig. 1) is parallel to the longitudinal axis of the locomotive (not shown in Fig. 1), the longitudinal axis B of the rubber-metal block 2 is perpendicular to the axis G connecting the centers of the rubber-metal blocks 2 and 3.

[0014] The proposed traction motor suspension unit operates as follows. When traction motor bracket 12 moves transversely relative to upper rubber-metal block 2 while passing curves, rubber-metal blocks 2 and 3 are deformed, ensuring free movement of the motor relative to the bogie frame. When traction motor bracket 12 rotates angularly during traction motor oscillations on vertical track irregularities, elastic rubber-metal block 3 is deformed, ensuring free rotation of the traction motor relative to the axis of elastic rubber-metal block 3.

[0015] When rolling out the wheel-motor unit, bolts 7 are unscrewed, bar 11 is removed, and lower shaft 5 is knocked out by hitting the end of the lower shaft 5 with a tool from the holes of the bracket of the traction electric motor 12.

[0016] When pressing the rubber-metal block 2 or 3 into the hole in the rod 1, the halves of the outer sleeve 8, the rubber sleeve 9 and the inner metal reinforcement 10 come together, ensuring preliminary deformation of the rubber layer in the direction of the force transmitted by the rod 1 of the suspension.

[0017] Due to the fact that the rod 1 has a curved shape, the bracket of the traction motor 12 can be located at the best suspension point, and the roller 4 of the rubber-metal block 2 can be located on the body of the pivot assembly (not shown in Fig. 1), while the rod 1 will bend around the traction motor, due to which the distance between the rubber-metal blocks 2 and 3 can also be increased and the shear deformation of the rubber of the rubber-metal blocks 2 and 3 can be reduced during transverse movements of the traction motor relative to the bogie frame. The longitudinal axis B of the rubber-metal block 2 is perpendicular to the axis G, which connects the centers of the rubber-metal blocks 2 and 3, the force F (see Fig. 1) from the rod 1 acts on the rubber-metal block 2 only in the radial direction, for which the rigidity of the rubber-metal block is maximum, and, consequently, the compression deformations of the rubber are minimal, which also ensures an increase in the service life of the rubber-metal block.

[0018] The technical result of the claimed utility model is a reduction in the weight of unsprung parts acting on the track, due to the location of the suspension of the traction electric motor at the best point due to the curved shape of the traction, as well as an increase in the service life of rubber-metal blocks due to a reduction in compression and shear deformations of the rubber.

Claims

A traction motor suspension unit comprising a rod, in the heads of which rubber-metal blocks are installed, one of which is turned relative to the other by 90°, shafts and threaded connections, both rubber-metal blocks are made spherical two-layer, the outer bushing, the rubber bushing and the internal metal reinforcement of each of the rubber-metal blocks are made detachable from two halves, moved apart before pressing the rubber-metal block into the rod by the amount of preliminary deformation of the rubber, wherein the plane of the split is perpendicular to the longitudinal axis of the rod, characterized in that the rod has a curved shape, and for a rubber-metal block, the longitudinal axis of which is parallel to the longitudinal axis of the locomotive, the longitudinal axis of said rubber-metal block is perpendicular to the axis connecting the centers of both rubber-metal blocks.

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