Traction electric motor TL-2K1
Purpose and technical data. DC traction electric motor TL-2K.1 (Fig. 30) is designed to convert electrical energy received from the contact network into mechanical energy. The torque from the engine armature shaft is transmitted to the wheelset through a double-sided single-stage cylindrical helical gear. With this transmission, the motor bearings do not receive additional loads in the axial direction.
Suspension of the electric motor is axial support. On the one hand, it is supported by motor-axial bearings on the axle of the wheelset of the electric locomotive, and on the other, on the bogie frame through the articulated suspension and rubber washers. The traction motor has a high power utilization factor (0.74) at the highest speed of the electric locomotive (Fig. 31).
The ventilation system is independent, axial, with the supply of ventilation air from above to the collector chamber and upward discharge from the opposite side along the axis of the engine (Fig. 32). The electric locomotive has eight traction motors. The technical data of the TL-2K1 engine are as follows:
Voltage at the motor terminals .... 1500 V
Hour mode current ................ 480 A
Hourly mode power ....... 670 kW
Rotation frequency of the hour mode,. , 790 rpm
Continuous current. ,. ... , 410 A
Continuous power ... 575 kW
Continuous speed, 830 rpm
Excitation. ...... consistent
Insulation class for and heat resistance of the winding
Anchors ............... B
Insulation class for thermal resistance of the pole system ............. F
The highest frequency of rotation with medium-worn tires ................ 1690 rpm
Suspension of the engine is support-axial
Gear ratio .......... 88 / 23-3,826
Resistance of the windings of the main poles at a temperature of 20 ° C ........ 0.025 Ohm
Resistance of the windings of the additional poles and of the compensation winding at a temperature of 20 ° C. 0.0356 "
Armature winding resistance at 20C --- 0.0317 Ohm
Design... The traction motor TL-2K1 consists of a skeleton 3 (Fig. 33), an anchor 6, a brush apparatus 2 and end shields 1, 4.
The skeleton (Fig. 34) of the engine is a cylindrical casting of steel grade 25L-P and simultaneously serves as a magnetic conductor. Attached to it are six main and six additional poles, a rotary traverse with six brush holders and shields with roller bearings in which the motor armature rotates.
The installation of the bearing shields in the motor frame is carried out in the following sequence: the assembled frame with pole and compensation coils is placed with the side opposite to the collector facing up. An induction heater is used to heat the neck to a temperature of 100-150 ° C, insert and fix the shield with eight M24 bolts made of 45 steel.Then the frame is turned 180 °, the anchor is lowered, the traverse is installed, and another shield is inserted in the same way as described above and fastened with eight M24 bolts. From the outer surface, the frame has two lugs for attaching axleboxes of motor-axle bearings, a lug and a removable bracket for hanging the engine, safety lugs and lugs for transportation. On the side of the collector there are three hatches designed for inspection of the brush apparatus and the collector. The hatches are hermetically closed with covers 7, I, 15 (see Fig. 33).
The cover 7 of the upper manifold hatch is fixed on the frame with a special spring lock, the cover 15 of the lower hatch - with one M20 bolt and a special bolt with a coil spring, and the cover 11 of the second lower hatch - with four M12 bolts.
There is a ventilation hatch 18 for air supply. The ventilation air outlet is carried out from the side opposite to the collector through a special casing 5, fixed on the bearing shield and the frame. Outlets from the engine are made with a PMU-4000 cable with a cross-sectional area of 120 mm2. The cables are protected with tarpaulin covers with combined impregnation. The cables have labels made of polychlorinated vinyl tubes t with the designation I, YaYa, K and KK. The output cables I and YaYa (Fig. 35) are connected to the armature windings, additional poles and to the compensation one, and the output cables K and KK are connected to the windings of the main poles.
The cores of the main poles 13 (see Fig. 33) are made of sheet electrical steel grade 1312 with a thickness of 0.5 mm, riveted and fixed to the frame with four M24 bolts each. There is one 0.5 mm thick steel spacer between the main pole core and the core. The main pole coil 12, having 19 turns, is wound on a rib made of JIMM soft tape copper with dimensions 1.95XX65 mm, bent along the radius to ensure adherence to the inner surface of the core.
To improve the performance of the motor, a compensation winding 14 is used, located in the grooves stamped in the lugs of the main poles, and connected in series with the armature winding. The compensating winding consists of six coils, wound from a soft rectangular copper wire PMM measuring 3.28X22 mm, and has 10 turns. Each groove has two turns. Hull insulation consists of six layers of glass-mica tape LSEK-5-SPl 0.1i mm thick GOST 13184-78, one layer of fluoroplastic tape 0.03 mm thick and one layer of glass tape LES 0.1 mm thick, laid with an overlap of half the width of the tape ... Coiled insulation has one layer of glass-mica tape of the same grade, it is laid with an overlap of half the width of the tape. The compensating winding in the grooves is fixed with wedges made of textolite grade B. The insulation of the compensating coils at TEVZ is baked in fixtures, at NEVZ - in the frame.
The cores of the additional poles 10 are made of rolled plate or forged and fixed on the frame with three M20 bolts. To reduce the saturation of the additional poles, diamagnetic spacers with a thickness of 8 mm are provided between the core and the cores of the additional poles. Coils of additional poles 9 are wound on an edge made of soft copper wire PMM with dimensions of 6x20 mm and each have 10 turns. The body and cover insulation of these coils is similar to that of the main pole coils. Turn-to-turn insulation consists of 0.5 mm thick asbestos gaskets impregnated with varnish KO-919 GOST 16508-70.
The Novocherkassk Electric Locomotive Plant manufactures the TL-2K1 traction motor, the pole system (coils of the main and additional poles) of which is made on the insulation of the "Monolit 2" system. Body insulation of coils. made of glass-mica tape 0.13X25 mm LS40Ru-TT, the coils are impregnated in the EMT-1 or EMT-2 epoxy compound according to TU OTN.504.002-73, and the coils of the additional poles are impregnated together with the cores and represent a one-piece monoblock. A 10 mm thick diamagnetic gasket is attached to the monoblock, which simultaneously serves to secure the coil. The coil of the main pole is sealed against movements on the core by two wedges in spaced along the frontal parts.
The brush apparatus of the traction motor (Fig. 36) consists of a split-type crosshead with a rotary mechanism, six brackets 3 and six brush holders 4.
The traverse is steel, the casting of the channel section has a toothed rim on the outer rim, which engages with gear 2 (Fig. 37) of the rotary mechanism. In the frame, the traverse of the brush apparatus is fixed and locked with a retainer bolt 3 installed on the outer wall of the upper collector hatch, and pressed to the end shield with two bolts of the locking device 1: one is at the bottom of the frame, the other is from the suspension side. The electrical connection of the traverse brackets to each other is made with PS-4000 cables with a cross-sectional area of 50 mm2. The brackets of the brush holder are detachable (of two halves), fixed with M20 bolts on two insulating pins 2 (see Fig. 36) installed on the traverse. Steel pins of the fingers are pressed with AG-4V press compound, porcelain insulators are mounted on them.
The brush holder (Fig. 38) has two coil springs /, working in tension. The springs are fixed at one end on the axis inserted into the hole of the brush holder body 2, with the other on the axis of the pressure pin 4 by means of the screw 5, which regulates the spring tension. The kinematics of the pressure mechanism is selected so that in the working range it provides an almost constant pressure on the brush 3. In addition, at the greatest permissible wear of the brush, the pressure of the finger 4 on the brush is automatically stopped. This prevents damage to the working surface of the collector by flexible wires of the worked brushes. Two split brushes of the EG-61 brand with dimensions of 2 (8X50XX60) mm with rubber shock absorbers are inserted into the windows of the brush holder. Fastening of the brush holders to the bracket is carried out with a stud and a nut. For more reliable fastening and adjustment of the position of the brush holder relative to the working surface in height when the collector is worn, combs are provided on the body of the brush holder and the bracket.
The armature (Fig. 39, 40) of the engine consists of a collector, a winding inserted into the grooves of the core 5 (see Fig. 39), assembled into a package of varnished sheets of electrical steel grade 1312 0.5 mm thick, steel sleeve 4, rear 7 and front 3 thrust washers, shaft 8. The core has one row of axial holes for the passage of ventilation air. The front thrust washer 3 at the same time serves as a collector body.All parts of the armature are assembled on a common box-shaped bushing 4 pressed onto the armature shaft 5, which makes it possible to replace it.
The armature has 75 coils b and 25 sectional equalizing joints 2. The connection of the ends of the winding and wedges with the collector plate cocks / made with solder PSR-2.5 GOST 19738-74 on a special installation with high-frequency currents.
Each coil has 14 individual conductors arranged in two rows in height, and seven conductors per row. They are made of copper tape 0.9x8.0 mm in size L MM and insulated with one layer with an overlap in half the width of glass-mica tape LSEK-5-SPl 0.09 mm thick GOST 13184-78. Each package of seven conductors is also insulated with a glass-mica tape LSEK-5-SPl 0.09 mm thick with an overlap in half the width of the tape. NEVZ manufactures anchor coils from insulated PETVSD wire with dimensions of 0.9X7.1 mm without additional application of coil insulation. The body insulation of the groove part of the coil consists of six layers of glass-mica tape LSEK-5-SPL with dimensions of 0.1X20 mm, one layer of fluoroplastic tape 0.03 mm thick and one layer of glass tape LES 0.1 mm thick, laid with an overlap of half the width of the tape.
Sectional equalizers are made of three wires 1X2.8 mm in size PETVSD. The insulation of each wire consists of one layer of glass-mica tape LSEK-5-SGTl with dimensions of 0.1X20 mm and one layer of fluoroplastic tape 0.03 mm thick. All insulation is installed with an overlap of half the width of the tape. Insulated wires are connected into a section with one layer of glass tape, laid with an overlap in half the width of the tape. In the groove part, the armature winding is fastened with textolite wedges, and in the frontal part - with a glass band.
The engine manifold with a working surface diameter of 660 mm is made up of copper plates isolated from each other by micanite gaskets. The manifold is isolated from the pressure cone and the body by micanite cuffs and a cylinder.
The armature winding has the following data: the number of grooves 75, the step along the slots 1-13, the number of collector plates 525, the step along the collector 1-2, the step of the equalizers along the collector 1 -176.
The armature bearings of a heavy series engine with cylindrical rollers of the 80-42428M type provide an armature take-off in the range of 6.3-8.1 mm. The outer rings of the bearings are pressed into the bearing shields, and the inner ones are pressed onto the armature shaft. The bearing chambers are sealed to prevent environmental influences and grease leakage (fig. 41). Axle-motor bearings consist of brass bushings filled with B16 babbit GOST 1320-74 on the inner surface, and axle boxes with a constant lubrication level. The axle boxes have a lubrication window. To prevent the bushings from turning, a keyed connection is provided in the axle box.
Introduction
Electric rolling stock of railways is the most important component of the country's railway transport. The efficiency of the EPS is largely determined by the efficiency of the entire railway transport system. One of the indicators of the effectiveness of the EPS is its reliability. As follows from the statistical data of the RF Ministry of Railways, the damageability of the EPS still remains at a fairly high level. The number of damage and malfunctions of the EPS over the past years has been at the level of 1-2 cases per 1 million km of run.
The most important element of the EPS is its traction electric motors (TED). As follows from numerous studies by various authors, the TED is one of the design elements of the EPS, limiting the operational reliability of the latter. And now, over the past six years, the number of damages and malfunctions of traction electric motors is steadily at the level of (22 - 24)% of the total number of damages to the EPS. Therefore, the task of increasing the reliability of the traction electric motor, which largely determines the reliability of the EPS, is still relevant today.
High damageability of traction electric motors in operation is generated by the action of various factors. The main one is the low quality of engine repairs in locomotive depots and locomotive repair plants. The damageability of the TED, caused by the action of this particular factor, exceeds 50% of the total number of failures of the TED.
The low quality of repair of traction electric motors can be associated with both imperfection of repair technologies and violations of technological discipline during the execution of work. However, in any case, the number of cases of issuing TED with undetected defects to the line should be minimized. This problem is solved by the system of TED post-repair tests. Therefore, a high percentage of TED failures on the line, due to the low quality of repairs, unambiguously indicates the inefficiency of the existing system of post-repair control of the TED technical condition. Traction motors fail due to the manifestation of various faults and defects. One of the most common types of damage to traction electric motors is a violation of normal commutation and the occurrence of "all-round fire on the collector". As you know, among the various reasons that can lead to this engine damage during operation, one of the most powerful causes of "circular lights" is the inaccurate setting of the traction motor brushes in neutral. In addition to the deterioration of the commutation conditions, the shift of the brushes from the neutral causes a discrepancy in the electromechanical characteristics of the individual traction motors of the electric locomotive. This leads to an uneven current load of individual motors, which ultimately reduces the traction capabilities of the electric locomotive. In addition, the current overload of the traction motor is another provoking factor in the appearance of "circular lights". Uneven distribution of traction electric motor currents can also cause incorrect operation of modern automatic ERS control systems.
The design of the traction motor must ensure a high degree of utilization of the active and structural materials of the machine. All units and parts of the electric motor are designed for high mechanical strength under dynamic loads during the movement of the electric locomotive. The design of the traction motor should provide for convenient maintenance and also the ease of replacement of some parts.
1.
Characteristics of the traction electric motor TL-2K1
.1 Purpose of traction motor TL-2K1
The TL-2K1 DC traction motor is designed to convert electrical energy received from the contact network into mechanical energy in traction mode, and in recuperative mode - to convert mechanical inertial energy of an electric locomotive into electrical energy. The torque from the armature shaft of the electric motor is transmitted to the wheelset through a double-sided single-stage cylindrical helical gear. With this transmission, the bearings of the electric motor do not receive additional loads in the axial direction. Suspension of the electric motor is axial support. On the one hand, it is supported by motor-axial bearings on the axle of the wheelset of the electric locomotive, and on the other, on the bogie frame through the articulated suspension and rubber washers.
Fig 1.1 General view of the TL2K-1 traction motor: 1-special nut with a spring washer; 2- anchor shaft; 3- tube for greasing anchor bearings; 4- cover of the upper inspection hatch; 5 - large exhaust casing; 6 - small exhaust casing; 7.8 - axle box and thrust bearing shell; 9 - lower inspection hatches
.2
Design and technical characteristics of the TL-2K1 traction motor
Traction electric motor TL-2K1 consists of a frame, an anchor , brush apparatus and end shields.
The skeleton is a cylindrical cast of steel grade 25L-P and simultaneously serves as a magnetic circuit. Attached to it are six main and six additional poles, a rotary traverse with six brush holders and shields with roller bearings, in which the motor armature rotates. The end shields are installed in the following sequence: the assembled frame with pole and compensation coils is placed with the side opposite to the collector facing up. An inductive heater is used to heat the neck to a temperature of 100-150 ° C, insert and fix the shield with eight M24 bolts made of 45 steel.Then the frame is turned 180 °, the anchor is lowered, the traverse is installed and, similarly to the above, another shield is inserted and fastened with eight M24 bolts. From the outer surface, the frame has two lugs for attaching axleboxes of motor-axle bearings, a lug and a removable bracket for hanging the electric motor, safety lugs for transportation.
On the side of the collector, there are three hatches designed to inspect the brush set and the collector. The hatches are hermetically closed with lids.
The cover of the upper manifold hatch is secured to the frame with a special spring lock, the cover of the lower hatch - with one M20 bolt and a special bolt with a coil spring, and the cover of the second lower hatch - with four M12 bolts.
There is a ventilation hatch for air supply. The ventilating air comes out from the side opposite to the collector through a special casing, fixed on the end shield and frame. Outlets from the electric motor are made with a cable of the PPSRM-1-4000 brand with a cross-sectional area of 120 mm 2. The cables are protected with tarpaulin covers with combined impregnation. On the cables there are labels made of PVC tubes with the designation ЯЯ, К and КК. The output cables I and YY are connected to the armature windings, additional poles and to the compensation, and the output cables K and KK are connected to the windings of the main poles.
Fig. 1.2 Schemes of connection of the pole coils from the collector side (a) and the opposite side (b) of the traction motor
The cores of the main poles are made of coiled electrical steel grade 2212 with a thickness of 0.5 mm, riveted and fixed to the frame with four M24 bolts each. There is one 0.5 mm thick steel spacer between the main pole core and the core. The main pole coil, having 19 turns, is wound on a rib made of soft tape L MM copper with dimensions of 1.95X65 mm, bent along the radius to ensure adherence to the inner surface of the core. Hull insulation consists of seven layers of glass-mica tape LSEP-934-TPl 0.13X30 mm (GOST 13184 - 78 *) with polyethylene-reftalag film on varnish grade PE-934 and two layers of technical Mylar tape 0.22 mm thick (TU 17 GSSR 88-79). One layer of mylar tape, coated with KO-919 varnish (GOST 16508 - 70), is wound in the middle of the shell insulation layers, and the second - as the eighth layer of shell insulation. The tapes are wound with a half-width overlap.
Inter-turn insulation is made of asbestos paper in two layers, each 0.2 mm thick, impregnated with KO-919 varnish (GOST 16508 - 70). The coil and case insulation of the pole coils is baked in devices according to the developed technological process. To improve the performance of the electric motor, a compensation winding is used, located in the grooves stamped in the tips of the main poles, and connected in series with the armature winding. The compensation winding consists of six coils, wound from a soft rectangular copper wire PMM measuring 3.28X22 mm, has 10 turns. Each groove has two turns. Hull insulation consists of six layers of glass-mica tape LSEK-5-SPl with a thickness of 0.11 mm (GOST 13184 - 78 *) and one layer of technical lavsan heat-shrinkable tape 0.22 mm thick (TU 17 GSSR 8-78), laid with overlapping in half the width of the tape. Coiled insulation has one layer of glass mica tape of the same grade, it is laid with an overlap of half the width of the tape. The compensation winding in the grooves is fixed with wedges made of textolite grade B. The insulation of the compensation coils is baked in fixtures. The cores of the additional poles are made of rolled plate or forged and fixed to the core with three M20 bolts. To reduce the saturation of the additional poles, diamagnetic pads with a thickness of 7 mm are provided between the core and the cores of the additional poles. The coils of additional poles are wound on a rib made of soft copper wire PMM with dimensions of 6X20 mm and each have 10 turns. The body and cover insulation of these coils is similar to that of the main pole coils. Inter-turn insulation consists of 0.5 mm thick asbestos gaskets impregnated with KO-919 varnish.
RICE. 1.3 The skeleton of the TL-2K1 traction motor: additional pole; 2- compensation winding coil; 3 - case; 4- safety tide; 5- main pole
The brush apparatus of the traction motor consists of a split-type crosshead with a rotary mechanism, six brackets and six brush holders. The traverse is steel, the casting of the channel section has a toothed rim on the outer rim, which meshes with the gear wheel of the rotary mechanism. In the frame, the traverse of the brush apparatus is fixed and locked by a retainer bolt installed on the outer wall of the upper manifold hatch, and pressed to the end shield by two bolts of the locking device: one is at the bottom of the frame, the other is from the suspension side. The electrical connection of the traverse brackets to each other is made with PPSRM-150 cables. The brackets of the brush holder are detachable (of two halves), fixed with M20 bolts on two insulating pins installed on the traverse. The steel pins of the fingers are pressed with AG-4V press mass, and porcelain insulators are mounted on them.
Rice. 1.4 Locking the traverse of the TL-2K1 traction motor: 1 - locking device; 2 - gear; 3 - retainer bolt
Rice. 1.5 Brush set of traction motor TL-2K1
Traverse; 2- gear; 3 - brackets; 4 - brush holders
The brush holder has two cylindrical tension springs. The springs are fixed at one end on the axis inserted into the hole of the brush holder body, with the other end on the axis of the pressure pin by means of a screw that regulates the spring tension. The kinematics of the pressure mechanism is chosen so that practically constant pressure on the brush is ensured in the working range. In addition, at the greatest permissible brush wear, the pressure of the finger on the brush is automatically stopped. This prevents damage to the working surface of the collector by flexible wires of the worked brushes. Two split brushes of the EG-61A brand with dimensions of 2 (8X50X56) mm with rubber shock absorbers are inserted into the windows of the brush holder. The brush holders are attached to the bracket with a stud and a nut. For more reliable fastening and adjustment of the position of the brush holder relative to the working surface in height when the collector is worn, combs are provided on the brush holder body and bracket.
Rice. 1.6 Brush holder of the traction motor TL-2K1: 1-Cylindrical spring; 2- hole of the brush holder body; 3- brush; 4-push finger; 5- screws
The anchor of the electric motor consists of a collector, a winding embedded in the grooves of the core, assembled into a package of coiled electrical steel grade 2212 0.5 mm thick, a steel sleeve, rear and front thrust washers, and a shaft. The core has one row of axial holes for the passage of ventilation air. The front thrust washer also serves as a manifold housing. All armature parts are assembled on a common box-shaped bushing pressed onto the armature shaft, which makes it possible to replace it.
The armature has 75 coils and 25 sectional equalizing connections. The soldering of the ends of the winding and equalizing connections with the cockerels of the collector plates is made with tin 02 (GOST 860 - 75) on a special installation with high-frequency currents.
Each coil has 14 individual conductors arranged in two rows in height and seven conductors per row. They are made of copper wire PETVSD with dimensions of 0.9X7.1 / 1.32X758 mm. Each package of seven conductors is also insulated with a glass-mica tape LSEK-5-TPl 0.09 mm thick with an overlap in half the width of the tape. The body insulation of the slotted part of the coil consists of five layers of glass-mica tape LSEK-5-TPl with dimensions of 0.09X20 mm, one layer of fluoroplastic tape 0.03 mm thick and one layer of glass tape LES 0.1 mm thick, laid with an overlap of half the width of the tape. The collector of an electric motor with a working surface diameter of 660 mm is made up of copper plates, isolated from each other by reinforced collector mica plastic of the KIFEA brand (TU 21-25-17-9-84), the number of plates is 525. The collector body is insulated from the pressure cone and the collector bushing. insulation and an insulating cylinder made of combined materials. The outer layer is molding micanite of the FFG - O, Z grade (GOST 6122 - 75 *), the inner layer is GTP-2PL (TU 16 503.124-78) film-glass cloth with a thickness of 0.2 mm.
The total thickness of the shell insulation is 3.6 mm and that of the insulation cylinder is 2 mm.
The armature winding has the following data: the number of grooves 75, the pitch along the grooves 1 - 13, the number of collector plates 525, the pitch along the collector 1 - 2, the pitch of the equalizers along the collector 1 - 176. The armature bearings of the heavy series electric motor with cylindrical rollers of the 80-42428M type provide run of the anchor within 6.3 - 8.1 mm. The outer rings of the bearings are pressed into the bearing shields, and the inner ones are pressed onto the armature shaft. The bearing chambers are sealed to prevent environmental influences and grease leakage. Axle-motor bearings consist of brass bushings, filled with B16 babbit on the inner surface (GOST 1320 - 74 *), and axle boxes with a constant lubrication level. The axle boxes have a lubrication window. To prevent the bushings from turning, a keyed connection is provided in the axle box.
Rice. 1.7 Anchor of the traction motor TL-2K1: Collector plate; 2- equalizing connection; 3- front thrust washer; 4- steel sleeve; 5-core; 6- coil; 7- rear thrust washer; 8- anchor shaft
Rice. 1.8 Connection diagram of armature coils and equalizers with collector plates
Figure 1.9 Traction motor bearing assembly
Axle motor bearings consist of bushings and axle boxes with a constant lubrication level controlled by an indicator. Each axle box is connected to the frame with a special lock and secured with four M36X2 bolts made of 45 steel. To facilitate screwing, the bolts have square nuts resting on special stops on the frame. The boring of the necks for axial motor bearings is carried out simultaneously with the boring of the necks for the bearing shields. Therefore, the axle boxes of the axle-motor bearings are not interchangeable. The axle box is cast from 25L-1 steel. Each shell of axle-motor bearings consists of two halves, one of which, facing the axle box, has a window for lubrication. The liners have collars that fix their position in the axial direction. The inserts are protected from turning with dowels. In order to protect the motor-axle bearings from dust and moisture, the axle between the axle boxes is covered with a cover. The liners are cast in brass. Their inner surface is filled with babbitt and bored in a diameter of 205.45 + 0.09 mm. After boring, the liners are adjusted along the journals of the axle of the wheelset. To ensure the adjustment of the bushings in the axle-motor bearings, steel gaskets with a thickness of 0.35 mm are installed between the axle boxes and the frame, which are removed as the outer diameter of the bushings is worn out. The device used for the lubrication of axle-motor bearings maintains a constant lubrication level in them. There are two communicating chambers in the axle box. The yarn is immersed in the chamber grease. A chamber filled with grease does not normally communicate with the atmosphere. As the lubricant is consumed, its level in the chamber decreases.
Rice. 1.10 Axial motor bearing
When it falls below the tube opening , air enters through this tube into the upper part of the chamber, distilling lubricant from it through hole d into the chamber. As a result, the level of lubricant in the chamber will rise and close the lower end of the tube 6. After that, the chamber will again be disconnected from the atmosphere, and the overflow of lubricant from it into the chamber will stop. Thus, as long as there is lubricant in the spare chamber, the level in the chamber will not drop. For reliable operation of this device, it is necessary to ensure the tightness of the chamber. The axle box is filled with grease along the pipe through the hole d under pressure using a special hose with a tip.
Axial oil GOST 610-72 * is used as a lubricant: in summer - grade L; in winter - Z.
Engine specifications are as follows:
Voltage at the terminals of the electric motor, V ……………… 1500
Hour mode
Current, A ……………………………………………………………… .480
Power, kW ……………………………………………………… ..670
Rotation frequency, rpm ………………………………………… ... 790
Efficiency ……………………………………………………………… .0,931
Continuous mode
Current, A ……………………………………………………………… .410
Power, kW …………………………………………………… ..575
Rotation frequency, rpm ………………………………………… ... 830
Efficiency ……………………………………………………………… .0,936
Insulation class for heat resistance ………………………………… F
The highest frequency of rotation at
unworn tires rpm …………………………………. 1690
Gear ratio ………………………………………… .. …… 88/23
Resistance of windings at a temperature of 20C, Ohm:
main poles …………………………………………… ...… ..0.0254
additional poles of compensation coils ………… .0.033
anchors ………………………………………………………………… 0.036
the amount of ventilating m (cubic) air is not less than ………… ..95
Weight without gear, kg …………………………………. ………… 5000
Figure 1.11 Electromechanical characteristics of the TL-2K1 traction motor
The ventilation system is independent, axial, with the supply of ventilation air from above to the collector chamber and upward discharge from the opposite side along the axis of the electric motor.
Rice. 1.12 Aerodynamic characteristics of the TL-2K1 electric motor:
Нп - full pressure; Нst - static head
1.3 Factors causing wear of the TL-2K1 traction motor
During the operation of an electric locomotive, the following damage to electrical machines is possible:
1. Increased brush wear and brush chips. Reasons: too soft brushes are installed; strong sparking under the brushes; excessive pressing on the brush; unacceptable beating of the collector; uneven pressing on the brushes; large gap between the brush and the brush holder window; the contact of the flexible wires of the brushes is weakened; there is a large gap between the collector and the brush holder; the collector is dirty; damp brushes; poor-quality processing of the working surface of the collector; protrusion of micanite plates; uneven collector wear.
2. Increased or uneven collector wear. Reasons: too hard brushes are installed; excessive pressing on the brushes; inadmissible sparking under the brushes; incorrect placement of the brushes in the axial direction; protruding collector plates; vibration of brushes.
3. Increased sparking of brushes. Mechanical reasons: tight fit of the brushes in the brush holder; uneven pressing on the brushes; weak pressure on the brushes; large gap between the brush holder and the collector; poor fastening of brush holders and traverse; poor anchor balancing; poor surface treatment of the collector; micanite protrudes between the lamellas; no chamfers on the lamellas; the collector is dirty; large runout of the collector; protrusion of individual collector plates; the brushes are installed skewed in relation to the lamellas; the distance between the brush holders is not kept; the traverse is shifted from the neutral position; the poles are unevenly installed around the circumference; the established gaps at the additional poles are not maintained; contact with the collector of oil and its vapors. Reasons of an electrical nature: breakdown of contact at the point of connection of flexible wires of the brushes to the brush holder; low contact resistance of brushes; inter-turn short circuit in the armature winding; poor soldering of individual collector males; incorrect polarity of the poles; overloading of electrical machines; fast load change; increased collector voltage; turn-to-turn closure of pole coils or compensation winding.
4. Breakdown of insulation of windings of electrical machines. Reasons: moisture insulation; hitting metal shavings during the assembly of the skeleton; loosening of the inter-coil connections and damage to their insulation; fragility and hygroscopicity of insulation due to prolonged excess of the permissible heating temperature of electrical machines during overloads; normal wear and tear (aging of insulation); mechanical damage to insulation during disassembly and assembly of machines; overvoltage switching and atmospheric; ingress of shavings into the armature winding; damage to the armature winding when laying it on the floor without special gaskets.
5. Unsoldering the connection. Reasons: overload of the armature by current during operation or at a standstill, leading to the melting of solder from the collector cock; poor quality of the soldering itself.
6. Exceeding the permissible heating temperature of the armature bearings. Causes: contamination of the bearing during assembly; contaminated grease; excess grease in the bearing; worn or destroyed bearing parts; the bearing is installed skewed; the radial clearance in the bearing is small; friction in bearing seals.
7. Exceeding the permissible heating temperature for motor-axial bearings. Reasons: insufficient oil supply; contamination of the oil or woolen padding and the ingress of water into the oil; using the wrong grade of oil; reduction of the gap between the liners and the axle.
8. Ejection of grease from the bearing chambers inside the electric motor. Causes: Large clearances in the labyrinth seals or overpressure of the grease.
Conclusion: this section discusses the technical characteristics of the traction motor, its design features and presents the malfunctions of the traction motor units and parts.
2. Technological process of repair of the TL-2K1 traction electric motor
2.1 Algorithm of the technological process of repair of the TL-2K1 traction electric motor
Before putting the electric locomotive on the ditch for maintenance or current repair, the traction motors are blown with compressed air.
During external examinations, they check the serviceability of the locks, collector hatch covers, bolted fasteners: motor-axle boxes, gear casings, main and additional poles.
The internal components of the electric motor are inspected through the manifold hatches. Before inspecting the surface near the manifold hatches and their covers, thoroughly cleaned of dust, dirt, snow, then remove the cover and inspect the manifold, brush holders, brushes, brackets and their fingers located opposite the inspection hatch, as well as the visible part of the cable installation of the traverse, anchors, etc. pole coils.
The collector should have a polished shiny surface with a brown tint (varnish) without scratches, marks, dents and burns. In all cases of damage or contamination of the collector, it is necessary to establish the causes of these damage and eliminate them. Dirt and traces of grease are removed with a soft cloth slightly moistened with industrial alcohol or gasoline. Burnt and damaged areas of the cone are cleaned with KZM-28 sandpaper and painted with red-brown enamel GF-92-XC (GOST 9151-75 ") until a glossy surface is obtained.
Small scratches, potholes and burns on the working surface of the collector are eliminated by stripping with KZM-28 sandpaper fixed on a special wooden block having a radius corresponding to the radius of the collector and a width of at least 2/3 of the width of the working surface of the collector.
Fig.2.1 Wooden block for grinding collectors in the assembled electric motor: 1- clamping bar; 2- felt; 3- skin KZM-28; 4- handle
Sweeping should only be done on a rotating manifold, as otherwise it will cause local waste. Eliminating the consequences of all-round fire is more laborious. Copper is removed from the interlaminate space, keeping the polish on the collector if possible. It is recommended to remove burrs with a non-metallic brush or a nylon brush. In this case, the copper flakes should be bent with a brush into the space between the lamellas, then they should be raised again with compressed air. Repeat the operations two or three times until the puff caps are broken. Remove large burrs from copper tightening with a special chamfering knife. In case of increased wear of all brushes or brushes on one side (from the side of the cone or from the side of the cock), carefully inspect the collector and measure its runout. The reason for the increased wear of the brushes may be insufficiently thorough treatment of the collector or the protrusion of individual micanite or copper plates. The protrusion of the micanite plates is eliminated by the collector passageway. If necessary, chamfer. Chips and metal dust are carefully blown out with dry compressed air. It should be borne in mind that sanding destroys the "polish" and thus worsens the contact between the collector and the brushes. Therefore, it is not recommended to resort to it without special need. tag motor construction repair
The processing of the collector directly on electric locomotives is carried out as an exception. If it becomes necessary, the work must be performed by a qualified specialist, observing the cutting speed in the range of 150-200 m / min.
It is recommended to grind the collector in its own armature bearings, first grind it with a hard alloy cutter, and then grind it with a P-30 grinder. When grooving with a carbide cutter, the feed should be 0.15 mm, and for finishing turning - 0.045 mm per revolution at a cutting speed of 120 m / min.
The beating and production of the collector is measured once every 2 - 3 months. The maximum output in operation should not exceed 0.5 mm, runout - 0.1 mm. Runout is unacceptable if it occurs as a result of local deformation. After turning the collector on a lathe, the runout in the assembled electric motor should not exceed 0.04 mm. The groove depth should be within 1.3 - 1.6 mm, chamfer on each side of the plate - 0.2X45 °. It is allowed to make chamfers 0.5 mm in height and 0.2 mm in width of the plate.
Figure 2.2 Decorating the manifold plates
The cover of the inspection hatch is removed from the brush apparatus and the condition of the brushes, brush holders, brackets, bracket fingers is checked by turning the traverse of the brush holders. To do this, unscrew the bolts securing the cables to the two upper brackets, and take the cables away from the traverse so as not to damage them; unscrew the retainer bolt until the retainer comes out of the cage groove on the frame; turn the retainer by 180 ° and sink it into the groove of the holder to avoid catching the brush holder brackets and the pad when turning the traverse; unscrew the bolts of the locking devices by 3 - 4 turns with a special wrench with a jaw of 24 mm; through the lower collector hatch, unscrew the spreader pin on the traverse in the direction "towards you", setting the gap at the cut point no more than 2 mm; turning smoothly with a ratchet wrench the pinion shaft of the rotary mechanism, bring all the brush holders to the upper or lower collector hatch and perform the necessary work. First, two brush holders are brought to the upper manifold of the hatch from the side of the ventilation pipe, and then the rest of the brush holders, rotating the traverse in the opposite direction. It is unacceptable to enter the engagement of the traverse cut with the pinion of the rotary mechanism. When viewed from the lower collector hatch, the brush holders should be brought in in the reverse order. The total height of the brush must be at least 30 mm (the smallest permissible height - 28 mm - is marked with a line).
When replacing the brushes, the shunts are twisted with each other in order to avoid hanging them from the brush holder body towards the crosshead and the collector cockerels. The shunt should not get between the pressure finger and the brush to prevent chafing. The ends of the shunts are securely fixed to the brush holder body.
Figure 2.3 Grinding the brushes
Fig. 2.4 Locking device of the traction motor traverse for setting the brushes to neutral
The windings and inter-coil connections are inspected simultaneously with the collector and brushes. Check the condition of the fastening of inter-coil connections, output cables, traverse cables, brush shunts, fastening of cable lugs, the condition of the wire cores at the lugs.
The damaged layer of insulation on the cables is restored with the subsequent painting of this place with red-brown enamel GF-92-XC. The reasons that caused the chafing of the cable insulation are eliminated.
If the insulation of the pole coils is damaged or the condition of the armature bands is unsatisfactory, the electric motor is replaced. If moisture is found inside the electric motor, then it is dried with hot air, after which the insulation resistance of the power circuit of the electric locomotive is measured. If at the operating temperature of the electric motor it turns out to be less than 1.5 megohms, measure the resistance on each electric motor separately. To do this, the electric motor is disconnected from the power circuit, electrical insulating gaskets are placed under the corresponding contacts of the reverser. Then measure the resistance of the armature and field winding insulation with a megohmmeter. If both circuits have low insulation resistance, then the motor is dried. When one circuit has a high insulation resistance, and the other is low, it is recommended to find out the reason for the decrease in resistance: mechanical damage to the insulation of the cables or breakdown of the bracket finger is possible. The armature insulation is checked by removing all the brushes from the brush holders, and the insulation of the traverse cables and the fingers of the brackets by measuring the insulation resistance of two adjacent brackets with the brushes removed. If it is not possible to detect mechanical or electrical damage to the insulation, thoroughly dry the electric motor. If the insulation resistance does not increase after drying, replace the motor. When measuring the insulation resistance of electric motors in the circuit of which a voltmeter is included, the latter must be turned off and the circuit must be checked separately. At the end of the measurement with the bar, remove the charge from the circuit, remove the electrical insulating gaskets from under the contacts of the reverser, put the reverser in its original position, connect the voltmeter (if it was disconnected), install the brushes and connect the cables to the brackets of the brush holders (if they were disconnected during the measurements). In winter, due to the sweating of the electric motors, the insulation resistance is measured at each setting of the electric locomotive into the room, and the measurement data is recorded in the book of electric locomotive repair records (form TU-28).
When inspecting the motor-axle bearings on the inspection ditch, the reliability of the axle boxes fastening to the frame, the level and condition of the lubricant, the absence of leaks, and the tightness of the covers are checked by tapping.
Mixing oils of different brands in axle-motor bearings is not permitted. When transferring from summer lubricants to winter ones and vice versa, the woolen packing is replaced, and the axle box chambers are thoroughly cleaned. If moisture, dirt, shavings are found in the chambers, the grease is replaced, the chambers are thoroughly cleaned and the wicks are changed, and the sealing of the covers is also improved. Add grease and refill according to the grease chart. When repairing TR-1, check the radial clearances between the axle and the liner. The clearances are measured through special cutouts in the wheelset axle protective cover. Inspecting the anchor bearing units, they check the tightening of the bolts securing the shields, as well as the safety and reliability of fastening the lubrication hole plugs, whether there is any release of grease from the bearing chambers inside the electric motor. Grease blowout can be caused by large clearances in the labyrinth seals or a large amount of grease. Mixing different brands of grease is not permitted. LRW oil TU 32 is used for armature bearings. If grease is added to the armature bearing chambers in a timely manner, then the electric motor can be in operation until TR-3 is repaired without changing the grease. When repairing the TR-3, the traction motors are removed from the locomotive, the bearings and bearing shields are cleaned, and the condition of the bearings is checked. If the electric locomotive has been parked for more than 18 months, the grease is replaced in the bearings and chambers of the bearing units of the electric motors.
Excessive bearing noise, motor vibration, and excessive heating of the bearings indicate abnormal operation. These bearings must be replaced. Permissible temperature rise of traction motor bearings is not more than 55 ° С.
Before removing the wheel-motor unit from the bogie of the electric locomotive, drain the oil from the axle boxes of the motor-axle bearings and gear casings. Remove the wheel-motor unit and disassemble it. On the mating surfaces of the axle boxes, they put a stamp number related to the corresponding electric motor. When dismantling the gear casings, first remove the covers from
chambers for collecting used grease located on the bearing shields. Remove the gears from the ends of the motor shaft. To remove the gear from the shaft, remove the lock nut and replace it with a special nut with a gasket. Connect the hydraulic pump tube and create pressure. After the gear moves from its place, it is removed by first unscrewing the nut. Removing a gear without a special nut is not allowed.
Fig. 2.5 Scheme of the lubricant supply when removing the gear from the traction motor shaft
Before disassembling the traction motor, check the correspondence of the numbers of the end shields to the number of the frame placed on the ends of the bore for the liners. The end shield number is located on the mating surface of the gear housing to the shield mounting boss. The insulation resistance of the armature windings and the pole system is measured with a 1000 V megohmmeter relative to the case and among themselves to identify areas with low insulation resistance.
The traction motor is disassembled in the following order. Set the traction motor in a horizontal position and remove the bearing caps. With an induction heater or in another way that ensures the safety of the shaft, remove the O-rings, the covers are reinstalled in their places. Disconnect the cables that fit the two upper traverse brackets; take out all the brushes from the brush holder windows and fix them with pressing fingers on the brush holders; remove the air exhaust cover. Install the traction motor on a special stand or tilter with the collector up; dismantle the end shield and the traverse; take out the anchor and place it on a special pillow with a rubber and felt pad. Turn over the frame; dismantle the end shield from the side opposite to the collector. Further disassembly of units is carried out on the shelves. The frame is cleaned and blown with dry compressed air, inspected for cracks. The detected defects are eliminated. The mating surfaces of the frame are cleaned from nicks and burrs. Ventilation grids, collector hatch covers, in the presence of faults and damage, are repaired or replaced. Manhole covers should fit snugly to the frame and be easy to remove and install. Gaskets and seals are securely attached to the covers. Constipation is checked for tight closure of the lids and, if necessary, corrected. Inspect devices for fixing, pressing and turning the traverse. The detected defects are eliminated. Lubricate the holes for the bolts of the retainer, clamps and the pinion shaft of the traverse rotation gear with VNII NP-232 grease. Remove the fiberglass cover of the terminal box, cleaning it from dust and dirt. In the case of overshooting on the fingers, thoroughly clean the damaged area with fine-grained abrasive paper and cover with the red-brown electrical insulating enamel GF-92-HS at least twice. If it is necessary to dismantle the insulating pins, use a special key. The condition of the rubber bushings and the reliability of their fit on the cables and in the openings of the frame cover are checked. Damaged bushings are replaced. Check the condition and fastening of the cables in the terminal box and eliminate any defects found.
Inspect the main and additional poles, the compensation winding. They are convinced of the reliability of the fastening, the absence of damage to the insulation, the compliance of the active resistance, the windings with the standards, the firmness of the seating of the coils of the main and additional poles on the cores, the reliability of the installation of the sealing wedges between the pole core and the frontal part of the coils of the main poles. By tapping, check the tightness of the wedges of the compensation winding coils in the grooves of the poles. Check the pole system for interturn short circuits in the coils. Coils with damaged insulation, as well as showing signs of a weakening of the fit on the cores and in the grooves of the poles, should be repaired by removing them from the core. The seating strength of the coils of the main and additional poles on the cores with the bolts tightened is checked for visible traces of displacement, for example, rubbing or grinding on spring frames, flanges, pole pieces, coil surfaces. Replace spring frames and cracked flanges with serviceable ones. The installation of cores with damaged threads is not allowed. The pole bolts are tightened with a wrench and tapping with a hammer. Pole bolts with defects, such as stripped threads, worn or hammered edges of the heads, cracks, etc., are replaced, loose ones are turned out. Spring washers are inspected when changing bolts, unusable ones must be replaced. Pole bolts are tightened with coils heated to a temperature of 180-190 ° C. Fill the heads of the pole bolts, where it is provided by the drawing, with a compound compound. Check the spacing of the poles in the skeleton around the circumference; measure the distance between the poles by diameter. The dimensions shown must be in accordance with the drawing. Determine the condition of the terminals of the coils of the main and additional poles, as well as the compensation winding (insulation, the absence of cracks and other defects). The damaged insulation of the output cables and inter-coil connections is restored. The insulated part should be tight and not show signs of slipping. Intercoil connections and output cables inside the frame are firmly fixed with brackets with insulating gaskets installed under the brackets. Contact connections in the pole chain must have a solid connection and reliable contact. Drying of the insulation of the pole coils is carried out in the core without removing them. After drying, heated coils and inter-coil connections are painted with GF-92-HS enamel. Measure the insulation resistance of the coils. To dismantle the compensation winding coils baked in the core, their inter-coil connections are disconnected. Connect the clamps and cable to the DC power source. Turning on the current source, set the current to 600 - 700 A and heat the coils for 20 - 30 minutes. Having disconnected the current source, tap with a hammer all the wedges holding the coils. The coils are taken into account from the pole slots using a device or levers, installing rubber pads between the coil and the lever. When removing the coils from the grooves, measures are taken to prevent damage to the case insulation of the coils. Clean the grooves of the poles from covering and groove insulation, sagging pound and blow dry with compressed air. Disassembled coils are tested with alternating voltage. On the coils that have withstood the test voltage, the cover insulation is restored. Damaged coils are replaced with new ones. In case of breakdown of the body insulation of a coil baked in the core, cut it from the breakdown site by 50-60 mm in both directions, at the breakdown site remove the insulation to copper in a 20 mm long section. The insulation cut is performed with a slope towards the breakdown site. The place where the insulation is cut is coated with K-110 or EK-5 compound and apply the required number of layers of conical insulation according to the drawing with each layer greased with the aforementioned compound. On the straight part of the coils, one layer of fluoroplastic film is applied, and then a layer of glass tape. If it is necessary to remove the coils of the main poles, then first remove all the coils of the compensation winding from the slots. Changing the coils of additional poles is carried out without dismantling the coils of the compensation winding. To do this, disconnect the leads of the additional pole coils and take out the pole core together with the coil into the compensation coil window. The frame is installed in the following order. The coils of the main and additional poles are placed on a special rack and, using clamps and a cable, the coils are connected to a direct current source. Turning on the current source, set the current to 900 A and heat the coils for 15 - 20 minutes. The insulation of the coils is tested against the housing and between the turns. Before laying the coils of the compensation winding, the poles are checked for burrs, sagging of the compound and, if any, are eliminated. The slots of the poles are blown out with compressed air. Smear with K-110 or EK-5 compound the cutoff point of the compensation coils.
Repair of bearing shields is carried out in the following order. Remove covers and rings. The bearings are pressed out. If necessary, press the cover out of the end shield from the side opposite to the collector. Pressing the bearing out of the end shield can be done in different ways, and on various devices suitable for the depot, but in any case, the pressing force should be concentrated on the end surface of the outer ring, and not on the cage or rollers. When pressing the bearing down, the pressed-out bearing must fall onto a gasket or a soft non-metallic material to exclude the possibility of nicks on the outer race of the bearing. The bearings are washed in gasoline and carefully inspected. Attention is paid to the riveting quality and wear of the cage. If the radial clearance in the bearing is within 0.14 - 0.28 mm, and the condition of the raceways, rollers and the quality of the cage rivets are good, the bearing units are assembled and lubricated after the bearings are completely dry. Bearing rings are only removed if the bearings or shaft are damaged. The numbers of the inner and outer rings of the bearings must be the same when assembling. If cracks are found in parts, cavities, scuffing or peeling appear on the treadmills or rollers, the radial clearances of the bearing exceed the established standards, the bearing is replaced. It is not recommended to take new bearings out of the box until they are installed. The anti-corrosion coating applied to the surface of new bearings is removed before assembly; the bearing is thoroughly washed with gasoline, wiped with a clean cloth and dried. The rollers and cage are coated with grease before assembly. End shields and especially oil pipes and drain holes are thoroughly flushed and blown out with compressed air. The seating surface of the end shields is inspected for cracks. All threaded holes in the end shields are checked. If necessary, the threads are restored. Before assembly, the oil pipes are filled with grease. During the assembly process, ensure that there is no metal dust in the grease or in the bearing chambers. The end shields are assembled in the following order. The cover is pressed into the end shield from the side opposite to the collector, if it has been pressed out. Install rings and covers. Fill the bearing chambers with grease to 2/3 of the free volume. The sealing surfaces on the parts are coated with grease. In this case, the grooves on the cover and shield should not be filled and oiled with grease.
The removed traverse is purged with compressed air, wiped with a napkin and installed on a special device. Remove the brush holders, brackets, tire mounting, rinse the traverse body with kerosene, dry and restore the anticorrosive coating with red-brown enamel GF-92-XC. Examine the brush holder brackets, brush holders, insulating pins, busbar mounting, expanding device. Damaged and worn parts are replaced. The brush holders are disassembled, cleaned of dust and soot. Check the condition of the pressure pins, rubber shock absorbers, springs, housing, brush holder windows, threaded holes and axle holes. Eliminate detected defects. Having assembled the brush holders, all rubbing surfaces are lubricated with VNII NP-232 grease. Check the pressing force on each brush element and the rotation of the fingers on the axis with normally tensioned springs. Springs that have lost their rigidity or sagged are replaced. Collect the traverse. To ensure a uniform arrangement of the brush holders around the circumference of the collector, the assembly of the traverse with brackets and brush holders must be carried out on a special device. The brushes are mounted in the windows of the brush holders. Brushes should be free of cracks and chips, enter the windows of the brush holders freely, without jamming. The gaps between the brushes and the walls of the windows should be within the limits of norms, no more than 0.1 mm. The brushes are lapped. The repaired crosshead is tested for dielectric strength of insulation relative to the body.
When repairing an anchor, it is installed with the ends of the shaft on special supports, then, rotating it, clean the ventilation ducts with a wire brush, and then thoroughly blow the ducts with compressed air. Slowly rotating the anchor, they clean off dust, dirt and grease from it. The bandages are inspected, tested for turn-to-turn short circuits, and the insulation resistance of the armature windings is measured relative to the body. Check the tightness of the groove wedges.
If the wedges in the groove have loosened over a length greater than 1/3 of the groove length, they are replaced. Fix the loosened bolts with a special ratchet wrench, preheating the anchor to a temperature of 160 - 170 ° C. To tighten the collector bolts, the anchor is placed on a special support with the collector up. The bolts are tightened gradually, with alternate tucking in no more than half a turn of diametrically opposite bolts. By visual inspection, they are convinced of the quality of the soldering of the armature winding to the collector cockerels. The detected defects are eliminated. Dry the anchor. The collector is turned in its own bearings, and the longitudinal edges of the collector plates are chamfered. The remains of mikanite are removed from the sides of the collector plates, and the inter-lamellar space is manually cleaned. After polishing the collector, blow it with compressed air, test the armature for interturn short circuit, and also measure the insulation resistance of the windings relative to the case. Restore the cover of the anchor. If the assembly of the motor is delayed, wrap the working surface of the collector with thick paper or cover with a tarpaulin cover. Then place the anchor on a wooden stand.
When assembling the engine, the shield is pressed into the frame from the side opposite to the manifold. An anchor and a traverse are installed in the frame. The shield is pressed in from the side of the collector. Place the engine in a horizontal position. Caps and rings are removed, the end runout of the bearings, the radial clearance between the rollers and the bearing ring in the cold state after landing are measured. Having installed the rings, they are pushed onto the shaft with the ring heating, the bearings are closed with caps. Check the axial run of the armature, the gaps between the cockerels and the brush holder body, the distance between the lower edge of the brush holder and the working surface of the collector, the skew of the brush holder in relation to the collector, which should be within the normal range. Having installed the traverse in the working position, it is fixed. Make sure the brushes are correctly positioned on the manifold. The traction motor is operated in idle mode, the brushes are correctly positioned on the collector and, if necessary, set them to geometric neutral. At the end of the assembly, the traction motor is tested. The DC machine acceptance test program includes an external inspection of the machine, measurements of winding resistance, heating tests for 1 hour, checking the speed and reversal at rated voltage, load currents and excitation for electric motors. When inspecting the machine, pay attention to the condition of the collector, the installation of the brush holders, the run of the armature, the serviceability of the brush apparatus and the ease of rotation of the armature. The manifold should not have sharp-edged, burr or nicked plates. The runout of the collector, slip rings on a heated machine is allowed for electric motors and auxiliary machines no more than 0.04 mm.
Conclusion: this section describes the repair methods for the traction motor, as well as the sequence of repair operations for its components.
3. Optimization of the technological process of repair of the TL-2K1 traction electric motor
.1 Effectiveness of adequate optimization of repair operations
To optimize the repair process by numerical methods, it is necessary to operate with the most important and standard indicators, the change in which most affects the change in the objective function. The objective function is determined by the optimization criterion, which depends on the specifics of the EPS operation in the area under consideration. As criteria, such indicators can be selected as the maximum reliability of the EPS, the minimum downtime for repair, the maximum operating fleet, the minimum costs in the technical maintenance of the EPS, etc. The technological process of repair can be optimized by reducing the number of repair operations, namely by combining similar processes.
There are three ways to optimize the repair system, which are aimed at determining those values of the system parameters (volume of repairs and overhaul mileage) that are most consistent with the best optimization process.
In the grouping method, the limiting nodes are determined, the resources of these nodes are determined. The grouping is carried out in ascending order of resources. The graphic-analytical method includes the determination of the dependence of the repair costs of the overhaul function, the operating costs as a function of the overhaul run, the operating and repair costs as a function of the overhaul run. This method has been used for a long time in a planned preventive form of repair.
The goal of the dynamic programming method is to obtain such values of the repair parameters that correspond to the extremum of the objective optimization function. For traction electric motors and auxiliary machines, scheduled current repairs at the depot, medium and major repairs have been established. The factory sequence of these types of repairs in one cycle from the start of operation or KR from the next KR, the machine must adhere to the established chain: KR-TR-SR-TR-KR. For TED: KR-TO3-SR-TR3-SR-TO3-KR.
The concept of optimization includes the principles and methods of maintenance and repair, issues of concentration, specialization, scientific organization of labor, as well as issues of the introduction of production lines and mechanized jobs, mechanization and automation of production, the introduction of modern means of technical diagnostics and other achievements of scientific and technological progress. ...
The use of the principle of interchangeability and repair grades makes it possible to organize the early repair of not only individual parts, but also entire units, such as a wheel-motor unit, carts and others, that is, to organize a large-scale repair method.
For this, locomotive depots must have a rolling stock of components and assemblies.
The large-scale method provides a significant reduction in the downtime of the e. p. from. in repair, increasing the rhythm of production, more even loading of equipment, increases labor productivity and quality of repair, and reduces its cost. To obtain the greatest effect from the use of the large-scale method of repairing e. p. from. concentrated in the largest and most technically equipped depots.
The concentration of repairs makes it possible to carry out repairs using industrial methods, and to introduce more mechanization and automation of production processes. The high technical and economic efficiency of the repair production can be ensured only if the repair bases are specialized.
The depot specializes in organizing the repair of electric locomotives and electric trains of certain series, and best of all, one series.
The optimal organization of repairs ensures an increase in labor productivity, a decrease in the labor intensity of work and the cost of a unit of production, a high level of profitability and the introduction of cost accounting at enterprises of the locomotive economy. Of particular importance is the organization of labor and, in particular, the use of the brigade form of labor organization.
Technological preparation of production includes work on the design and implementation of advanced technology for repair and manufacture of parts.
Conclusion: this section provides examples of optimization of the repair process to facilitate the laboriousness of repairs and the possibility of reducing the time of the technological process.
4. Labor protection
Labor protection is a system of preserving the life and health of workers in the course of work, which includes legal, socio-economic, organizational and technical, sanitary and hygienic, treatment and prophylactic, rehabilitation and other measures.
The purpose of labor protection is to minimize the likelihood of injury or illness of working personnel while maximizing labor productivity.
Safe working conditions - working conditions under which exposure to harmful and (or) hazardous production factors is excluded or the levels of their exposure do not exceed the established standards. A person is exposed to hazards in their work activities<#"654667.files/image018.gif">,
where b is the additional percentage of workers for replacement (taken equal to 10%);
С i - Number of jobs;
S - Number of shifts (taken equal to 2); i - Service rate (n = 1).
The contingent of repair workers in the shop is calculated according to the standards:
the time norm for one repair unit is: current repair - 0.1 h (performed weekly), inspection - 0.85 h, minor repairs - 6.1 h;
The structure of the repair cycle for all equipment: K-O-O-M-O-O-M-O-O-C-O-O-M-O-O-M-O-O-K (K - overhaul; M - minor repair; S - medium repair; O - inspection);
The number of repair workers for the maintenance of equipment is determined by the formula
,
where T is the complexity of repairs and inspections;
F is the number of hours worked per year by each worker (F = 1995 hours).
The complexity of the repair is determined by the formula
T = (a tr m tr + a 0 m 0 + a mr m mr) C i K i, standard hour,
where a tr, a 0, and mr are, respectively, the time norm for one repair unit, for routine repairs, inspection and minor repairs, h;
m tr, m 0, m mr - the number of current repairs, inspections and minor repairs of equipment for the year, respectively;
With i - the number of received equipment;
K i - coefficient taking into account the group of repair complexity;
The wage fund is planned for each category of workers.
F 
,
where is the number of employees, people;
Average monthly salary of one employee;
The number of months in a year.
The average monthly wage of employees consists of the monthly wage rate or salary, additional payments for harmful working conditions and bonuses. Additional payment for harmful working conditions is accepted in the amount of 12% of the tariff rate. Bonuses - 25% of earnings, taking into account additional payments for harmful working conditions.
Calculation of the cost of engine repair
When calculating the cost of engine repair products, the following standards should be used:
a) the cost of materials and semi-finished products per unit of repair TL2 K is 550 rubles;
b) transportation and procurement costs - 5% of the cost of materials and semi-finished products;
Non-production costs are 0.5% of the depot cost of repairs:
to TL-2 K 5958.2 × 0.005 = 29.79 thousand rubles.
after TL-2 K 6798.4 × 0.005 = 34 thousand rubles.
In total, the total depot cost of the annual repair program is:
before the reconstruction of the shop - 5988 thousand rubles.
after reconstruction of the TL-2 K workshop - 6832.4 thousand rubles.
The total depot cost of repairing one engine is:
before the reconstruction of the workshop - = 7.98 thousand rubles.
after reconstruction of the shop - = 4.27 thousand rubles.
Conclusion
The diploma project describes the purpose, design features, describes typical malfunctions and methods for their elimination, as well as the technological process of repairing the TL2K1 traction motor. Possibilities of optimization of labor intensity of repair and reduction of time are considered. In the algorithm of the repair process, the sequence of repairs of each unit or part is presented, the possibility of their replacement or restoration methods.
List of used literature
... Electric locomotive VL11m. Manual"
Principle of operation. Safety precautions when repairing electrical equipment. It accounts for more than 80 and about 40 of the total volume of freight and passenger traffic, respectively, carried out by public transport. A comprehensive program for informatization of railway transport is being implemented based on the use of highly efficient information technologies in all its areas.
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Introduction. The purpose and tasks of the work ……………………………………………….
1 Brief characteristic of the traction motor TL-2K ... .. ………… ..
1.1 Purpose of the TL-2K traction motor …………………………………….
1.2 Principle of operation …………………………………………………………….
1.3 Device TL-2K ……………………………………………………… ..
2 Repair of anchor in the volume of TR-3 …… ........................ …………. …… .... ……… ..
2.1 Cleaning the anchor .......................................... …………… ………… .. …………
2.2 Defects ...................... ………………………………………….….
2.3 Inspection and repair of the mechanical part of the armature ..................................... ... ...
3 Safety precautions when repairing electrical equipment ……………….
Conclusion………………………………………………………………………
Literature……………………………………………………………………….
INTRODUCTION
The main mode of transport in the Russian Federation is railway. It accounts for more than 80% and about 40% of the total volume of freight and passenger traffic, respectively, carried out by public transport. Railways, being the backbone of the transport system of the Russian Federation, are of extremely important state, economic, social and defense significance. They are required to timely, high-quality and full satisfaction of the needs of the population, consignors and consignees in transportation.
Railways have various engineering structures, technical devices and means, the main of which are railways, rolling stock (locomotives and wagons), locomotive and carriage facilities, structures and signaling devices, communications, electricity and water supply, railway stations and junctions.
In recent years, new locomotives and cars for high-speed traffic, more modern devices for automation, telemechanics, communications, computers and track facilities have been created, work is underway to develop an automated railway transport control system (ASUZHT). To optimize the operational management of the transportation process, automated dispatch centers for transportation control have been created, operating on the basis of information flows entering the computer network of the Automated Control System.
A comprehensive program for informatization of railway transport is being implemented, based on the use of highly efficient information technologies in all its areas.
Efficient operation and traffic safety are ensured by the strictest observance of the Rules of technical operation (PTE) of the railways of the Russian Federation. The new PTEs, introduced in 2000, impose more stringent requirements on railway workers for the efficient use of technical means, traffic safety, safety of transported goods and environmental protection.
Railway transport has to work in difficult conditions of market relations and social reforms. To ensure the profitability and competitiveness of railways in the transport services market, it was necessary to make structural changes in the management system and change the technology of the transportation process in relation to the conditions of a market economy.
Within the framework of the implementation of the first stage of the Program of Structural Reform in Railway Transport, approved by the Decree of the Government of the Russian Federation No. 384 dated May 18, 2001, the functions of state regulation and economic management were separated.
The functions of state regulation and control in relation to all types of transport, including railway, are entrusted to the newly formed Ministry of Transport of the Russian Federation in 2004, and the functions of managing the economic activities of railways have been transferred to the open joint-stock company Russian Railways (JSC Russian Railways). The reform process in railway transport is aimed at updating the production and technical base of the industry, increasing the efficiency and quality of work of all its links, and mastering the growing traffic volumes.
GOAL OF THE WORK
The assignment for the written examination paper was asked to describe the purpose and design of the traction motor, the technological process of repairing its anchor, study safe working practices, measures for the economical use of materials during repairs, and also draw a drawing in A1 format containing a general view of the TL-2K1 traction motor.
1 BRIEF DESCRIPTION
TRACTION ELECTRIC MOTOR TL-2K
1.1 Purpose of the TL-2K traction engine.
The VL10 electric locomotive has eight traction motors of the TL2K type. The TL2K DC traction motor is designed to convert electrical energy received from the contact network into mechanical energy. The torque from the armature shaft of the electric motor is transmitted to the wheelset through a double-sided single-stage cylindrical helical gear. With this transmission, the motor bearings do not receive additional loads in the axial direction. The suspension of the electric motor is support-axial. On the one hand, the electric motor is supported by motor-axial bearings on the axle of the wheelset of the electric locomotive, and on the other, on the bogie frame through the articulated suspension and rubber washers. The ventilation system is independent, with the supply of ventilation air from above to the collector chamber and discharge from above from the opposite side along the engine axis. Electric machines have the property of reversibility, which means that the same machine can operate as a motor and as a generator. Due to this, traction motors are used not only for traction, but also for electric braking of trains. With such braking, the traction motors are transferred to the generator mode, and the electric energy generated by them due to the kinetic or potential energy of the train is quenched in resistors installed on the electric locomotives (rheostat braking) or sent to the contact network (regenerative braking).
1.2 The principle of operation of TL-2K.
When current passes through a conductor located in a magnetic field, an electromagnetic force arises that tends to move the conductor in a direction perpendicular to the conductor and magnetic lines of force. The armature winding conductors are connected in a specific order to the collector plates. On the outer surface of the collector, brushes of positive (+) and negative (-) polarities are installed, which, when the engine is turned on, connect the collector to the current source. Thus, through the collector and the brushes, the motor armature winding is powered by current. The collector provides such a distribution of current in the armature winding, in which the current in the conductors, located at any moment of time under the poles of the same polarity, has one direction, and in the conductors under the poles of the other polarity, the opposite.
The excitation coils and armature winding can be powered from different current sources, i.e. the traction motor will be independently excited. The armature winding and the field coils can be connected in parallel and powered from the same current source, i.e. the traction motor will have parallel excitation. The armature winding and field coils can be connected in series and receive power from the same current source, i.e. the traction motor will have series excitation. The complex operation requirement is most fully satisfied by motors with sequential excitation, therefore they are used on electric locomotives.
1.3 TL-2K device.
The TL-2K traction motor has blind bearing shields with cooling air discharge through a special branch pipe.
It consists of a frame, an anchor, a brush apparatus and end shields (Fig. 1). The skeleton of the engine 3 is a cylindrical cast of steel grade 25L and simultaneously serves as a magnetic circuit. Attached to it are six main 34 and six additional 4 poles, a rotary traverse 24 with six brush holders 1 and shields with roller bearings, in which the motor armature 5 rotates. From the outer surface, the frame has two lugs 27 for attaching axle boxes of motor-axle bearings, a lug and a removable bracket for the engine mount, safety lugs and lugs with holes for transportation. On the side of the collector there are three hatches designed to inspect the brush set and the collector. The hatches are hermetically closed with lids. The cover of the upper collector hatch is fixed on the frame with a special spring lock, the cover of the lower one with one M20 bolt and a special bolt with a coil spring and the cover of the second lower hatch with four M12 bolts. There is a ventilation hatch for air supply. Ventilation air is discharged from the side opposite to the collector through a special casing mounted on the end shield and frame.
Rice. 1 Traction motor TL-2K
Outlets from the engine are made with a PMU-4000 cable with a section of 120 mm 2 ... The cables are protected with tarpaulin covers with combined impregnation. The cables have labels made of PVC tubes with the designations I, YaYa, K and KK. The output cables I and YY are connected to the windings: armature, additional poles and with compensation, and the output cables K and KK are connected to the windings of the main poles.
The cores of the main poles are assembled from sheet electrical steel with a thickness of 0.5 mm, riveted and fixed to the frame with four M24 bolts each. There is one 0.5 mm thick steel spacer between the main pole core and the core. The coil of the main pole, which has 19 turns, is wound on an edge made of soft tape MGM copper with dimensions of 1 × 95 65 mm, bent along the radius to ensure adherence to the inner surface of the core. Hull insulation consists of eight layers of LMK-TT grade glass tape 0.13 * 30 mm and one layer of glass tape 0.2 mm thick, laid with an overlap in half the width of the tape. Turn-to-turn insulation is made of asbestos paper in two layers of 0.2 mm thick layers and impregnated with K-58 varnish. To improve the performance of the motor, a compensation winding is used, located in the grooves stamped in the lugs of the main poles, and connected in series with the armature winding. The compensation winding consists of six coils wound from a soft rectangular copper wire MGM with a section of 3.28 × 22 mm and has 10 turns. Each groove contains two rods. Hull insulation consists of 9 layers of mica tape of the LPCH-BB grade 0.1x20 mm and one layer of glass tape 0.1 mm thick, laid with an overlap in half the width of the tape. Coiled insulation has one layer of mica tape 0.1 mm thick, laid with overlap in half the width of the tape. Fastening the compensation winding in the grooves with wedges made of textolite grade B.
The cores of the additional poles are made of rolled plate or forged and fixed on the core with three M20 bolts each. To reduce the saturation of the additional pole, brass spacers with a thickness of 7 mm are provided between the core and the core of the additional poles. The coils of additional poles are wound on an edge made of soft copper wire MGM with a cross section of 6x20 mm and each have 10 turns.
The body and cover insulation of these coils is similar to that of the main pole coils. Turn-to-turn insulation consists of 0.5 mm thick asbestos gaskets impregnated with K-58 varnish.
The brush apparatus of the traction motor consists of a split-type traverse with a rotary mechanism, six brackets and six brush holders. The traverse is steel, the casting of the channel section has a toothed rim on the outer rim, which meshes with the gear wheel of the rotary mechanism. In the frame, the traverse of the brush apparatus is fixed and locked with a retainer bolt installed on the outer wall of the upper collector hatch, and pressed against the end shield by two bolts of the locking device: one is at the bottom of the frame, the second is from the suspension side. The electrical connection of the traverse brackets to each other is made with PS-4000 cables with a cross section of 50 mm 2 .
Detachable brush holder brackets (of two halves) are fixed with M20 bolts on two insulating pins installed on the traverse. Insulating pins are steel pins, pressed with AG-4 press compound, on top of them are porcelain insulators. The brush holder has two cylindrical tension springs. The springs are fixed at one end on an axis inserted into the hole of the brush holder body, with the other on the axis of the pressure pin by means of an adjusting screw, which regulates the tension of the spring. The kinematics of the pressure mechanism is chosen so that in the working range it provides almost constant pressure on the brush. In addition, at the maximum permissible brush wear, the pressure of the pressure finger on the brush is automatically terminated. This prevents damage to the working surface of the collector by the shunts of the operated brushes. Two split brushes of the EG-61 brand with a size of 2 (8x50) x60 mm with rubber shock absorbers are inserted into the windows of the brush holder. Fastening of the brush holders to the bracket is carried out with a stud and a nut.
For more reliable fastening and for adjusting the position of the brush holder relative to the working surface along the height of the collector, a comb is provided on the body of the brush holder and the bracket.
The engine armature consists of a winding collector inserted into the grooves of the core, assembled in a package of varnished sheets of E-22 electrical steel with a thickness of 0.5 mm, a steel sleeve, rear and front thrust washers, a shaft, coils and 25 section equalizers, the ends of which soldered into the collector cock. The core has one row of axial holes for the passage of ventilation air. The front thrust washer also serves as a manifold housing. All armature parts are assembled on a common box-shaped bushing pressed onto the armature shaft, which ensures its replacement. The coil has 14 separate conductors, located in height in two rows, and seven conductors in a row, they are made of tape copper with a size of 0.9 × 8.0 mm of the MGM brand and are insulated with one layer with an overlap of half the width of the LPCH-BB mica tape with a thickness 0.075 mm. The body insulation of the groove part of the coil consists of six layers of glass-mica tape LSK-110тт 0.11x20 mm, one layer of electrically insulating fluoroplastic tape 0.03 mm thick and one layer of glass tape 0.1 mm thick, laid with an overlap of half the width of the tape. Sectional equalizers are made of three wires with a cross-section of 0.90x2.83 mm, grade PETVSD. The insulation of each wire consists of one layer of glass mica tape LSK-110tt 0.11x20 mm, one layer of electrically insulating fluoroplastic tape 0.03 mm thick and one layer of glass tape 0.11 mm thick. All insulation is installed overlapping half the width of the tape. In the groove part, the armature winding is fastened with textolite wedges, and in the frontal part - with a glass band. The traction motor manifold with a working surface diameter of 660 mm consists of 525 copper plates isolated from each other by micanite gaskets.
The manifold is isolated from the pressure cone and the body by micanite cuffs and a cylinder. The armature winding has the following data: the number of slots - 75, the step along the slots - 1 - 13, the number of collector plates - 525, the step along the collector - 1 - 2, the step of the equalizers along the collector - 1 - 176.
The armature bearings of a heavy series engine with cylindrical rollers of the 8N2428M type provide an armature take-off in the range of 6.3 - 8.1 mm. The outer rings of the bearings are pressed into the bearing shields, and the inner rings are pressed onto the armature shaft. The bearing chambers are sealed to prevent environmental influences and grease leakage. The end shields are pressed into the frame and each attached to it with eight M24 bolts with spring washers. Axle motor bearings consist of brass bushings, filled with B16 babbit on the inner surface, and axle boxes with a constant lubrication level. The axle boxes have a lubrication window. To prevent the bushings from turning, a keyed connection is provided in the axle box.
2 REPAIR OF THE ANCHOR IN THE VOLUME OF TR-3
2.1 Cleaning the anchor
Before inspection and repair, the anchor is cleaned. When the traction motor is operating, in order to improve heat removal from the heated winding, the armature is constantly blown by a flow of cooling air supplied to the motor from the fans under a certain pressure. The air carries with it dust particles, as well as wear products from electric brushes. With the cooling air, moisture and snow penetrate into the engine. These contaminants and moisture get into the gaps between the tires of the winding sections at the collector cockerels, into the inter-plate gaps of the collector and the ventilation channels of the armature core, and also accumulate on the surface of the armature, in the recesses between the coils at their exit from the groove, on the insulated cone of the collector, especially when its glossy surface is burnt in a circular fire.
The presence of brush dust and other contaminants on the insulated surfaces of the armature significantly reduces the resistance of the motor to overshoot, as well as the dielectric strength of the insulation of the windings and the collector. Dust mixed with moisture also accumulates on the walls of the ventilation ducts of the core; in this case, the free cross-section of the channels decreases and the heat removal from the core deteriorates. This leads to an increase in the heating of the windings in operation, a decrease in their reliability and service life. Dust and dirt during the impregnation of the armatures can get into the impregnating varnish and, along with it, penetrate into the insulation of the winding, which significantly reduces the insulation characteristics of the windings and contributes to their damage.
Therefore, cleaning of anchors should be considered one of the most important operations in their repair and therefore it is necessary to ensure that it is carried out carefully. All slots in which dirt accumulates are possible are blown out and cleaned with a vacuum cleaner, and surface contaminants are removed by blowing and wiping the surface, first moistened in gasoline (insulating surfaces, collector) or kerosene (other metal surfaces), and then with dry technical napkins.
The ventilation ducts are cleaned with special brushes. Currently, in order to increase the efficiency of cleaning anchors, work is being carried out to find compositions of synthetic detergents, and in some depots practical steps are being taken to apply them. Such means are aqueous solutions "Concentrate-Thermos" ("Thermos-K"), ML-80, waste from the production of syntamide, etc. The composition of "Thermos-K" and other synthetic detergents include surfactants that contribute to good cleaning contaminated surfaces. It is advisable to use these substances in washing machines. The advantage of these agents is also the possibility of their regeneration, that is, when contaminants accumulate in the detergent solutions in excess of the established norms, they can be cleaned and reused. Synthetic detergents must be used in accordance with the current instructions.
2.2 Defects
After cleaning, for the convenience of inspection, the anchor is installed on a special installation that allows it to be rotated, on which the condition of its insulation is checked, and the degree of its wear is revealed.
nodes and defective parts. Before proceeding with the repair of the armature, measure the resistance of its insulation, the active resistance of the winding, pay attention to the presence of turn-to-turn short circuits and breaks in the turns of the sections, as well as the quality of the soldering of the winding in the collector cocks.
When measuring the insulation resistance, one output end of the megohmmeter is applied to the collector, which is pre-shorted with a wire, the other to the armature shaft. The insulation resistance of the armature during these measurements, that is, in a cold state, must be at least 5 megohms. If it is lower, it means that there are defects in the armature winding or in the collector insulation, or the insulation is damp. In case of insulation breakdown or very strong moisture, the megohmmeter will show 0.
After monitoring the insulation resistance, the armature is checked for the presence of turn-to-turn faults. An interturn short circuit, if it occurs in an accessible place for inspection, can sometimes be detected during an external examination of the armature and collector. A more thorough check for the presence of turn-to-turn closures is performed with special devices.
2.3 Inspection and repair of the mechanical part of the armature
Magnetic control of the necks and cones of the shaft is carried out with circular magnetic powder AC flaw detectors. Each cone of the shaft is checked at two positions of the flaw detector, installing it on one or the other side of the surface to be checked. Shaft journals for armature bearings, as well as inner rings of roller bearings, if they do not need to be removed from the shaft, are checked at one position of the flaw detector. Most often, cracks appear in the transition fillets of the shaft, therefore, during magnetic flaw detection, these places are checked especially carefully. If seizures, cracks or other defects are found on the shaft journals, the defective journal is grinded until the defect is completely removed.
Restoration of worn shaft surfaces. Before surfacing, the surface is cleaned of contamination, degreased and checked with a magnetic flaw detector. If there are dents or nicks up to 2 mm deep on the surfaces to be welded, then the shaft is ground until these defects are removed. If surfacing is started on surfaces located at a distance of more than 50 mm from the end of the shaft, then the shaft must be preheated to a temperature of 300-350 ° C. An induction heater is used for heating. Heating should be uniform. If surfacing is carried out from the end, then heating is not necessary. In this case, a special ring of mild steel 20 mm wide is fixed to the end. Surfacing begins from this ring.
After surfacing, the seam is cleaned to a metallic sheen. No defects in the weld metal are allowed. When surfacing in two layers, the first layer is cleaned to a metallic luster, checked, then the second layer is overlaid. Shaft surfacing begins at a smaller diameter and leads towards the fillet. After passing the fillets, it is necessary to weld 2-3 more turns in the area of larger diameter.
The welded parts of the shafts are grinded, and then checked with a magnetic flaw detector and hardened by knurling. The entire weld surface and adjacent shaft sections at a length of 30-50 mm, as well as transition fillets, are knurled. Before rolling, the surfaces of the shaft must be turned and have a roughness of the 5th class.
Knurling is performed on a lathe using two roller devices equipped with an automatic pressure regulator that ensures a constant knurling force. The device has two rollers - strengthening and smoothing with a diameter of 100 mm. The profile radius of the hardening roller is 14 mm, of the smoothing roller - 50 mm. Rolling force 14 kN (1400 kgf), machine feed 0.2-0.3 rpm, shaft speed 250 rpm.
Reduction of the shaft diameter after rolling should be in the range of 0.03-0.05 mm. The rolled surface is lubricated with machine oil. After rolling, the shaft is ground. The dimensions and finish of the remanufactured journals and the cone of the shaft must correspond to the dimensions and cleanliness of processing specified in the drawings and repair rules.
When repairing traction motors, and especially TL-2K1 engines, it is necessary to carefully inspect the anchor, paying special attention to the tightness of the fit of its elements, and not to allow anchors with the indicated defects to be put into operation.
You should very carefully check the tightness of the core package on the anchors, which have breaks in the turns of the armature winding. Broken sections of the armature winding worsen the commutation of the traction motor, and they can often be detected by the state of the collector and the electric brushes. On the collector plates that were connected to the torn sections, and on the collector plates located next to them, there are usually burns and melting, there are also burns on the electric brushes. You can also find burns on collector plates that are spaced from defective ones (with a break in the section) by double pole division. In some cases, there are traces of solder melting in the headers of the collectors with the breakage of the sections. Anchors with a weakening of the core package and the rear thrust washer must be sent for overhaul. The presence of such defects must be indicated in the technical passport of the anchor before sending it to the repair plant.
3 SAFETY REQUIREMENTS FOR ELECTRIC MACHINE REPAIRS
1) A TED repair mechanic is allowed to work after a medical examination, special training, after instruction and subsequent knowledge testing, as well as instruction at the workplace.
2) Start performing a production task if you know safe ways to complete it. In case of ambiguity, contact the foreman for an order. When you receive a new job, require additional instructions on safety from the master.
3) Being on the territory of the plant or depot, workshop, site - be attentive to the signals given by the driver of the transport.
4) When working near electric welding, require the fencing of the welding place.
5) In case of an accident, immediately contact the first-aid post, informing the foreman or foreman.
6) Persons who are at least 18 years old, specially trained and holding a certificate, may be allowed to work with lifting mechanisms.
Before starting work.
1) Tidy up work clothes, button up sleeves, pick up hair under a tight-fitting headdress.
2) Organize your working hours so that everything you need for work is at hand.
3) Check the serviceability of the tool.
4) On the machine, check the gap between the edge of the handguard and the working part of the grinding wheel (no more than 3mm).
5) It is necessary to make sure that the circle is in good working order; during the operation of the machine, it is necessary to stand on the side relative to the plane of rotation of the circle.
During work.
1) Use a serviceable tool and provided in the process.
2) When working on an emery machine, use protective goggles or a protective screen.
3) When working on a drilling machine: a) do not lean close to the drill, b) tightly fix the drill in the chuck, c) hold compressed parts with pliers, d) the voltage of the portable power tool should be no more than 36V.
At the end of the work.
1) Check the presence of the tool.
2) Place the tool in the cabinet.
3) Tidy up the workplace.
4) Do not wash your hands in oil, kerosene, do not wipe them with a cleaning cloth.
It is prohibited.
1) In workshops and in areas, walk over folded material, parts, as well as under a raised load.
2) Stay with an open fire near gas cylinders and flammable liquids.
3) Turn on and stop machines, machine tools, mechanisms - work that is not charged by the administration.
4) Touch general lighting devices and broken electrical wires.
5) Build keys with other items.
6) Work with a faulty tool.
7) Do not smoke in the shop, area, workplace, smoke in a specially equipped place.
8) Observe fire safety rules.
The greatest danger in the inspection and repair of electrical machines is posed by low voltage electric shock when grinding or turning collectors, drying the insulation of traction motors with low voltage current.
Burns and injuries to hands are also possible when working on an uncooled engine, changing the brush holders, setting brackets without using a special tool. Therefore, special keys are used to change the brush holders and their brackets, devices with an insulated cutter for collectors, pads with insulated handles for grinding collectors. When inspecting and repairing, it is necessary to strictly follow the safety requirements. When impregnating, and especially compounding, along with the safety rules, observe also fire-prevention measures. Working with plastic parts, especially plastic glass, requires mandatory compliance with safety regulations. Glass dust, fiberglass, getting on the skin, causes skin irritation and itching.
During work, do not touch open parts of the body with hands contaminated with dust and epoxy compound. The rest of the compound from the hands is washed off with an alcohol-rosin mixture and then the hands are washed with hot water and soap and smeared with glycerin. During the tests, it is necessary to exclude the possibility of contact with rotating parts and especially to touch live parts that are energized, in addition, it is necessary to ensure that all industrial sanitary requirements for the room where electrical machines are repaired and tested must be met.
CONCLUSION
In the process of performing this work, I thoroughly studied the design and principle of operation of the TL-2K1 traction electric motor installed on the VL-10 electric locomotive. I familiarized myself with the rules for their repair, both theoretically, from textbooks, and practically, during my plumbing practice. I paid special attention to that engine unit, which is indicated in the topic of my work - anchors. I learned safe work practices, observed safety measures while on railway tracks, and the rules of personal hygiene.
I believe that the work on the PER and the practical training helped me to consolidate the theoretical knowledge acquired at the Lyceum and prepare for independent work.
LITERATURE
- Regulations of the Ministry of Railways of Russia dated May 26, 2000 No. TsRB-756 "Rules for the technical operation of the railways of the Russian Federation".
- Alyabyev S.A. and other device and repair of direct current electric locomotives. Textbook for technical schools of railway. transport - M., Transport, 1977
- Dubrovsky Z.M. etc. Electric locomotive. Management and maintenance. - M., Transport, 1979
- Kraskovskaya S.N. etc. Routine repair and maintenance of direct current electric locomotives. - M., Transport, 1989
- Afonin G.S., Barshchenkov V.N., Kondratyev N.V. Construction and operation of rolling stock braking equipment. Textbook for primary vocational education. M .: Publishing Center "Academy", 2005.
- Kiknadze O.A. Electric locomotives VL-10 and VL-10u. Moscow: Transport, 1975
- Labor protection in railway transport and in transport construction. A textbook for students of technical schools of railway transport. - M., Transport, 1983
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1.2 The principle of operation of the traction motor TL-2K 11
1.3 Major malfunctions and their causes 11
Chapter II. Diagnostic methods 15
2.1 Overview and descriptions of diagnostic methods 15
2.2 Methods for cleaning the traction motor 17
Chapter III. Traction motor diagnostics 23
3.2. Analysis of the results and decision-making on the organization of repairs 29
3.3. Safety 31
Conclusion 36
List of used literature 37
Introduction
The traction electric motor "TL-2K" is installed on electric locomotives of the VL series, designed for individual wheelset drive. The torque is transmitted to the axle by means of a swivel clutch. DC motors with series excitation, 6-pole with auxiliary poles. The motors are independently ventilated. Traction motors convert electrical energy coming from the contact network into mechanical work, spent on overcoming all resistance forces to the movement of the train and the force of its inertia during accelerated movement.
The model of a DC traction electric motor of an electric rolling stock as an object of diagnostics includes an electrical insulating structure, a collector-brush apparatus and a mechanical part. Therefore, traction motor failures are of a different nature and can occur due to:
- breakdown of insulation and turn-to-turn short-circuits of the armature windings;
- breakdown of insulation and turn-to-turn short-circuits of the windings of the main and additional poles;
- breakdown of the insulation of the compensation winding;
- damage to the terminals of the pole coils;
- damage to output cables, melting of solder from collector cockerels;
- destruction of anchor tires;
- damage to the armature bearings;
- damage to fingers, brackets and brush holders;
- all-round fire on the collector.
It should be noted that the same approaches can be used to determine the malfunctions of traction motors of electric locomotives and electric trains.
A significant number of publications in periodicals are devoted to the determination of faults in electrical machines, there are scientific monographs and patents.
In recent years, a methodology for diagnosing incipient defects in rotor units has been actively introduced, incl. and bearings. The use of a diagnostics system focused on detecting incipient defects and predicting the optimal timing of technical maintenance allows to ensure the maximum possible economic effect by reducing labor costs, consumption of spare parts and rolling stock downtime.
Chapter I. Purpose and operation of the tl-2k traction motor
1.1 Purpose of the tl-2k traction motor
The VL10 electric locomotive has eight traction motors of the TL2K type. The TL2K DC traction motor is designed to convert electrical energy received from the contact network into mechanical energy. The torque from the armature shaft of the electric motor is transmitted to the wheelset through a double-sided single-stage cylindrical helical gear. With this transmission, the motor bearings do not receive additional loads in the axial direction. The suspension of the electric motor is support-axial. On the one hand, the electric motor is supported by motor-axial bearings on the axle of the wheelset of the electric locomotive, and on the other, on the bogie frame through the articulated suspension and rubber washers. The ventilation system is independent, with the supply of ventilation air from above to the collector chamber and discharge from above from the opposite side along the engine axis. Electric machines have the property of reversibility, which means that the same machine can operate as a motor and as a generator. Due to this, traction motors are used not only for traction, but also for electric braking of trains. With such braking, the traction motors are transferred to the generator mode, and the electric energy generated by them due to the kinetic or potential energy of the train is quenched in resistors installed on the electric locomotives (rheostat braking) or sent to the contact network (regenerative braking).
All subway cars DC traction motors have basically the same design. The engine consists of a frame, four main and four additional poles, an armature, end shields, a brush apparatus, and a fan.
Purpose of the TL-2 K 1 traction electric motor The TL-2 K 1 DC traction motor is designed to convert electrical energy received from the contact network into mechanical energy in traction mode, and in recuperative mode to convert mechanical inertial energy of an electric locomotive into electrical energy. The torque from the armature shaft of the electric motor is transmitted to the wheelset through a double-sided single-stage cylindrical helical gear. With this transmission, the bearings of the electric motor do not receive additional loads in the axial direction. Suspension of the electric motor is axial support. On the one hand, it is supported by motor-axial bearings on the axle of the wheelset of the electric locomotive, and on the other, on the bogie frame through the articulated suspension and rubber washers.
General view of the traction motor TL-2 K 1 1. - Special nut with a spring washer 2. - Anchor shaft 3. - A tube for lubricating anchor bearings 4. - Cover of the upper inspection hatch. 5. - Large exhaust hood 6. - Small exhaust hood 7. - Axleboxes 8. - Motor-axle bearing shell 9. - Lower inspection hatches
Technical data of the electric motor ТЛ-2 К 1 Voltage at the motor terminals - 1500 V. Hourly mode power - 670 kW. Hour mode rotation speed - 790 rpm Continuous mode current - 410 A. Continuous operation speed - 830 rpm ════════════ KPD In hour mode - 0, 931 5000 kg. ══════════════════════
The design of the traction motor TL-2 K 1 The traction motor consists of: 1. Bearing shield. 2. Brush apparatus. 3. The skeleton. 4. Bearing shield. 5. Casing. 6. Anchor. 7. Cover. 8. Bux. 9. Coil and core of additional pole. 10. Coil and core of additional pole. 11. Cover. 12. Coil and core of the main pole. 13. Coil and core of the main pole. 14. Compensation winding. 15. Cover. 16. Removable bracket. 17. Safety flush. 18. Ventilation hatch.
The principle of operation of TL-2 K 1 When current passes through a conductor located in a magnetic field, an electromagnetic force arises that tends to move the conductor in a direction perpendicular to the conductor and magnetic field lines. The armature winding conductors are connected in a specific order to the collector plates. On the outer surface of the collector, brushes of positive (+) and negative (-) polarities are installed, which, when the engine is turned on, connect the collector to the current source. Thus, through the collector and the brushes, the motor armature winding is powered by current. The collector provides such a distribution of current in the armature winding, in which the current in the conductors, located at any moment of time under the poles of the same polarity, has one direction, and in the conductors under the poles of the other polarity, the opposite. The excitation coils and armature winding can be powered from different current sources, i.e. the traction motor will be independently excited. The armature winding and field coils can be connected in parallel and be powered from the same current source, i.e. the traction motor will have parallel excitation. The armature winding and field coils can be connected in series and be powered from the same current source, i.e. the traction motor will have series excitation. The complex operation requirement is most fully satisfied by motors with sequential excitation, therefore they are used on electric locomotives.