Abstract
Recently, in domestic and foreign practice, shunting and industrial diesel locomotives with hydraulic transmission are replaced by diesel locomotives with electric transmission and the number of axles from 2 to 4, which allows reducing the cost of fuel and repair. Accordingly, the problem arises of creating a biaxial bogie of a shunting diesel locomotive with power transmission, as much as possible unified with a triaxial non-pedestal bogie with a wheel diameter of 1050 mm. The analysis of a possible version of a biaxial shunting diesel locomotive revealed the insufficiency of the existing scientific backlog for a rational choice of design solutions. The need has been established to conduct research on irregularities of access tracks of industrial enterprises to determine the effect of dynamic unloading of diesel locomotive axles on coupling properties and to study its horizontal dynamics by modeling methods with experimental verification of the result on diesel locomotives already produced in order to determine typical options for cross-link nodes between the bogie and the body. For a traction drive with a rigid gear wheel, when assessing the load of nodes under the action of a dynamic moment in the drive, it is impossible to accept the assumption of the shockless nature of the processes in the traction drive and neglect the wheel slippage along the rail, which makes it impossible to correctly model dynamic processes in the drive, and to use previously known empirical regularities for the design of suspension devices for traction electric motors fail according to the layout of the nodes. In order to reduce possible errors in the design of a new individual traction drive for shunting diesel locomotives in conditions of insufficient scientific reserve, it is proposed to choose the option with an elastic gear wheel and suspension with articulated movable links already tested on mainline diesel locomotives that do not have special shock-absorbing elements. Variants of such a suspension are proposed, in which the traction motors are moved relative to the bogie frame with a short length between the axes of the upper and lower hinges, as well as the possibility of its unification with pendulum and spring traverse suspensions. A patent for an invention and two patents for a utility model were obtained for the proposed solutions.
Highlights
Ниж ний сайлентблок 3 смонтирован на оси с возможностью осевого перемещения в пределах 1 – 1,2 мм от макси мальной амплитуды поперечных перемещений колес ной пары относительно рамы тележки, резиновая втул ка нижнего сайлентблока 3 имеет сферическую форму, а верхний сайлентблок 4 имеет резиновую втулку цилин дрической формы, длина которой tв составляет не менее 2/3 от величины межцентрового расстояния по шарни рам подвески L
In domestic and foreign practice, shunting and industrial diesel locomotives with hydraulic transmission are replaced by diesel locomotives with electric transmission and the number of axles from 2 to 4, which allows reducing the cost of fuel and repair
The problem arises of creating a biaxial bogie of a shunting diesel locomotive with power transmission, as much as possible unified with a triaxial non-pedestal bogie with a wheel dia meter of 1050 mm
Summary
Установлена необходимость проведения исследования неровностей подъездных путей промышленных предприятий для определения влияния динамической разгрузки осей тепловоза на сцепные свойства и исследования их горизонтальной динамики методами моделирования с экспериментальной проверкой результата на уже выпускающихся тепловозах с целью определения типовых вариантов узлов поперечной связи между тележкой и кузовом. 6. Ниж ний сайлентблок 3 смонтирован на оси с возможностью осевого перемещения в пределах 1 – 1,2 мм от макси мальной амплитуды поперечных перемещений колес ной пары относительно рамы тележки, резиновая втул ка нижнего сайлентблока 3 имеет сферическую форму, а верхний сайлентблок 4 имеет резиновую втулку цилин дрической формы, длина которой tв составляет не менее 2/3 от величины межцентрового расстояния по шарни рам подвески L (известно, что в буксовых поводках для придания поперечной жесткости длина резиновой втул ки более длинного из поводков выбирается равной не менее 2/3 межцентрового расстояния; эта эмпирически найденная закономерность и используется). Предло жены варианты такой подвески, при которых обе спечивается перемещение ТЭД относительно рамы тележки при малой длине между осями верхнего и нижнего шарниров, а также возможность ее уни фикации с маятниковой и пружинной траверсной подвесками
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