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This article discusses methods for improving the mechanical part of 2ES6 Sinara series freight mainline electric locomotives to improve their dynamic performance and traction properties. According to statistics, in 2024, mechanical equipment failures of 2ES6 electric locomotives ranked third in terms of the number of malfunctions, accounting for 8,5 % of the total number of unscheduled repairs. Using mathematical modeling, an assessment of the dynamic and traction qualities of locomotives with two types of spring suspension of the axlebox stage (standard and modernized) was made. It was found that at speeds from 40 to 100 km / h, the locomotive with a compensating device accelerates the body by 2 times, and the bogie by 1,8 times lower than similar indicators of a locomotive with a standard springing scheme. A simulation model of the traction motor suspension unit is proposed, which allows estimating the dynamic loading indices of the standard and improved traction motor suspension schemes of the 2ES6 locomotive. The simulation results showed that the stress concentrators in the traction motor housing are its support units, namely, the attachment points of the rod and motor-axial bearings. The simulation results correspond to the statistical data of traction motor failures due to the appearance of cracks in the housing, which confirms the adequacy of the model. An improved design of the traction motor suspension system to the bogie frame of the 2ES6 electric locomotive is proposed to reduce the negative impact of dynamic loads on the traction motor fastening units and the mechanical part of the locomotive. Theoretical studies of the improved design, carried out using a mathematical model, showed that at a locomotive speed of 80 km/h, the maximum stresses at the traction motor control points are reduced by an average of 30 % compared to the standard suspension scheme.

A study of the influence of non-linear parameters spring of a freight car suspension (stiffness spring, length base of a bogie, roughnesses railway) on the amplitude and phase fluctuations bouncing body is completed. Defined own vibrational frequency jumps car body as a function of the parameters.

A study of the influence of non-linear parameters spring of a freight car suspension (stiffness spring, length base of a bogie, roughnesses railway) on the amplitude and phase fluctuations bouncing body is completed. Defined own vibrational frequency jumps car body as a function of the parameters.

The problem of the assessment of the continuous welded rail track stability at its thermal elongation is considered in this paper. The method for determining the stress-strain state of various elastic objects developed by the specialists of JSC “VNIKTI” is analyzed on the example of a rail of a continuous-welded track section. The essence of the method is to determine the dependence of the natural frequencies of rail vibrations on the applied longitudinal force. As a means of obtaining such a dependence, a modal analysis of a track section model carried out using the finite element method was chosen. The methodology for calculating the natural frequencies of rail vibrations and the description of the created model of the track section and its properties are presented in the paper, the contact interactions of the model elements and boundary conditions are defined in it. Calculations for determining the natural frequencies and modes of rail vibrations are performed, the first four modes of rail vibrations obtained by calculation and experimental methods are shown. The assessment of the adequacy of the created model of the track section is carried out by comparing the natural frequencies and modes of rail vibrations obtained by calculation, by modal analysis methods and experimentally when measuring vibrations on a full-scale object - assembled rails and sleepers, having a similar design compared with the model. It was decided to use the distance between the vibration nodes as a criterion for comparing the obtained modes of natural rail vibrations. The first mode of vibration is selected for further studies. Calculations were carried out and the dependence of the natural frequency of the first vibration mode of the rail on the longitudinal force applied to it was obtained using the created model of the track section. The obtained dependence can be used in the method proposed by the specialists of JSC “VNIKTI” in order to determine longitudinal force, applied to the rails on the full-scale section of the continuous welded rail track.