RU2055748C1 - Device to increase adhesion of electric locomotive wheelset with rails - Google Patents

Abstract

FIELD: railway transport. SUBSTANCE: mounted in axle of wheelset 4 is magnetization winding 2 made in form of coil and installed on form 1 secured on electric locomotive bogie. Form 1 is arranged coaxially with wheelset axle with clearance in which antifriction bearings 3 are located at end faces of coil form to permit rotation of wheelset axle inside coil form. Current-carrying wires are placed inside electric locomotive bogie which makes it possible to increase carrying capacity of electric locomotive by increasing adhesion f wheels with rails. EFFECT: increased load carrying capacity of electric locomotive. 2 dwg

Description

 The invention relates to details of railway transport, in particular to electric locomotives operating on direct and alternating currents intended for traction of heavy trains and for traction of trains in railway sections having a large slope of the track relative to the horizontal line.

 Famous electric locomotives, like all locomotives of railway transport, move along the railway track due to the clutch of wheelsets on rails.

 The clutch of the wheels on the rails depends on the weight of the electric locomotive and it increases with increasing weight of the electric locomotive itself. However, an increase in weight, on the one hand, causes an overestimated axial load in excess of the permissible norm, and on the other hand, to keep the axle load within normal limits, an increase in the weight of an electric locomotive requires the introduction of an additional wheel pair, i.e. a change in its axial formula, which is not always expedient and advantageous, since this causes an increase in the size of the electric locomotive along its length. Such an electric locomotive does not fit well on sharp bends of the track, having a large curvature.

 The well-known electric locomotive of the VL 80 series has a coupling weight of 184 tons, from which each of the eight wheelsets entering the electric locomotive has an axial load of 23 tons. Such a load is insufficient for traction of heavy trains by an electric locomotive and for traction of trains on tracks with a large track slope.

 Under traction under these conditions, the wheels of the electric locomotive begin to box with the rails, and the electric locomotive’s power drops due to this. To avoid these consequences, additional electric locomotives are used for traction, i.e. double traction.

 To reduce the blocking of the wheels of the electric locomotive on the rails, electromagnets began to be used, as, for example, in the well-known electric locomotive.

 In this electric locomotive, in order to increase the grip of the wheels on the rails and at the same time reduce the blocking of the wheels, electromagnets are used, which are mounted on the frame of the electric locomotive itself with some clearance above the rail head.

 An electric locomotive with such a device is designed only for driving on narrow gauge railways (600, 900 mm) at a speed of 10-12 km / h and is designed to work in mining and coal mining. Therefore, at such a speed of movement there is no danger for the electric locomotive to fall into a serious accident if the electromagnet breaks off the frame and then falls between the rail and the wheel running on it.

 A known electric locomotive of exactly the same type [1] in which electromagnets are turned on only at sharp bends to avoid overturning it by inertia when the speed of the electric locomotive is exceeded.

 The disadvantage of devices of such electromagnets is that they cannot be used from the point of view of traffic safety on electric locomotives designed to work on wide-gauge tracks (1520 mm) of railways, on which electric locomotives move at relatively high speeds of 80-100 and more than 1 km per hour and if the electromagnet is accidentally torn away from the electric locomotive or if a foreign object is caught between it and the rail, it causes not only an electric locomotive accident, but also a train collapse with serious consequences. In turn, suspended electromagnets from their attraction to the rails increase the weight load on the track device due to an increase in the total weight of the electric locomotive, which is not permissible according to the Rules for the technical operation of railways.

 The closest prototype for this invention is a wheelset of an electric locomotive [2] here the magnetizing windings are directly attached to the disks and on the axis of the wheels and during the movement of the electric locomotive they begin to rotate together with the wheelset. The power supply to the magnetizing windings is carried out from the outside of the electric locomotive through rotating parts attached to the necks of the wheelset. This wheelset has a number of technical and operational disadvantages. One of them is that a centrifugal force arises in a rotating pair of wheels, from the effect of which the windings can shift from their original position and come into vibrating vibration, destroying the integrity of the turns and its isolation, which subsequently leads to a short circuit in the magnetization system of the wheelset. In order to avoid these negative consequences, additional fastening of the windings in layers when they are wound on a wheelset is necessary, and this in turn will require additional material costs and working time.

 Another disadvantage is the supply of power to the magnetizing windings, from the outside of the electric locomotive through rotating parts attached to the necks of the wheelset. In rotating parts, in order to reduce the transient resistance and arcing in places of contact with each other, it is necessary to ensure tight contact between each other. Compliance with this condition entails the wear of conductive parts and after some time they need to be replaced with new ones. All this will require additional consumption of non-ferrous metals and a waste of time to replace them. Moreover, it is not known where it will be needed at the locomotive depot or along the train route. These disadvantages include the requirement of increased isolation of the conductive parts supplying power to the necks of the wheelset and at the same time protecting them from the external environment in order to prevent accidents from voltage exposure both of the operating personnel and unauthorized persons. All this causes an excessive increase in the dimensions of the electric locomotive along its width, which is not permissible according to the Rules for technical operation in railway transport.

The disadvantages also include the use of wheelsets for magnetic traction with rails of complex design, which differs in design from standard and standard wheelsets. This is especially true for a pair of wheels, which is even dangerous to put under the weight load of an electric locomotive, since its wheel disks are not located above the rail head, but on the edge of it, on the inside of the track, and the majority of the load from the electric locomotive is distributed along the wheel rim, bypassing disk
The aim of the invention is to increase the carrying capacity of an electric locomotive by increasing the adhesion of wheels to rails without changing its own weight.

 This is achieved by the fact that the device for increasing the adhesion of the wheelset of the electric locomotive with the rails, containing the wheelset magnetizing the coil winding, providing electromagnetic coupling of the wheels with the rails, made of insulated wire, mounted on the axis of the wheelset and connected to the power source using wires , this magnetizing coil is mounted on a frame that is fixedly mounted on the cart of the electric locomotive and is located coaxial to the axis of the wheelset with a gap in which the bearing is mounted and rolling placed at the ends of the frame of the coil with the possibility of rotation of the axis of the wheelset inside it, while the conductive wires are placed inside the bogie of an electric locomotive.

 Figure 1 shows an electrical diagram of an electromagnetic clutch of a wheel pair with rails; figure 2 collapsible rolling bearing.

 The device comprises a coil frame 1, a winding from an insulated wire 2, rolling bearings 3, an axle of a pair of wheels 4, brackets 5 used to fasten the coil to an electric locomotive carriage, power supply unit 6, contacts of a switch 7, a current collector 8, a contact wire 9, wheels 10, rails 11, contact 12 with the mass of the electric locomotive, diverting current through the wheels to the rails.

 When the switch 7 is turned on, the alternating current from the contact wire 9 through the current collector 8, the contacts of the switch 7 enter the power supply unit 6, in which the alternating current is converted to direct current and fed to the winding 2 of the coil 1, in which an electromagnetic field magnetizing the wheel arises from the passage of electric current turning the pair into an electromagnet, and the wheelset, which has its own magnetic field, is pressed against the rails, thereby increasing the adhesion of the wheels to the rails.

 Electric locomotives equipped with a common drive for wheelsets from one traction motor mounted on each bogie of an electric locomotive are equipped with a device providing electromagnetic coupling of wheels on rails (see lit. H.I. Sidorov, "How an electric locomotive works," p.176, 1974 )

 The rolling bearing is a special design ball bearing. It is made collapsible due to the fact that in the process of manufacturing a wheelset in its finished form, it is impossible to put on an integral ball bearing on its axis. Therefore, it consists of two halves of the upper ring 13, cut diametrically in half, and the axis of the wheel pair 4 itself, which does not have a groove for moving balls 3 on the surface, serves as the lower ring, since the balls do not experience lateral pressure (force) along the axis, and the groove weakens the lateral strength of the axis.

 The ball bearing is assembled as follows.

 First, on the axis 4 are placed the rings of the separator 14 having a cut 15. At the place of the cut, the edges of the ring are moved apart and put on the axis, after which the edges are joined together again and the place of their joining is welded or soldered. After this, the rings 14 are shifted to each other, and balls 3 are inserted in the cells formed between them (so that the balls do not fall out of the cells during assembly of the bearing, they must be taken magnetized). Having placed the balls around the axis of the wheelset, the rings of the separator 14 are finally pulled together by rivets 16, and two halves of the upper ring 13 are put on top and bottom, and then with the help of nuts and bolts 17 through the ears 18, located along the edges of the ring halves, are pulled together . Thus, a ball bearing is obtained as a whole, the serviceability of which can be checked during the lifting repair of an electric locomotive.

 The proposed device is used for traction of long and heavy trains and on large slopes of the track, built in mountainous places.

 The invention was tested on a model of an electric locomotive weighing 3.5 kg, which pulled a load of 210 kg.

Claims (1)

 DEVICE FOR INCREASING THE COUPLING OF THE ELECTRIC VEHICLE WHEEL PAIR WITH RAILS, containing a pair of wheels magnetizing a coil winding, providing electromagnetic coupling of wheels with rails, made of insulated wire, mounted on the axis of the wheelset and connected to the power source using wires, characterized in that the magnetizing coil is mounted on a frame that is fixedly mounted on the cart of the electric locomotive and is located coaxially with the axis of the wheelset with a gap in which the bearings are mounted views located at the ends of the coil frame with the possibility of rotation of the axis of the wheelset inside it, while the conductive wires are placed inside the bogie of an electric locomotive.

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