Development of Chassis Design for AC Passenger Electric Locomotives: Vl60P/K; Sr1; EP1(M, P)

Abstract

methods, traction motor suspension types, and design speeds. Results: it was established that the development of the running gear progressed from the VL60P/K electric locomotive with threeaxle bogies, pintle-type longitudinal force transmission, leaf springs, and a first-class traction drive to the solutions implemented on the Sr1 and EP1(M, P): two-axle bogies, inclined rods, cradle suspension, coil springs with hydraulic dampers, and a second-class traction drive. The role of the Sr1 electric locomotive as an intermediate stage, during which solutions subsequently used on domestic passenger electric locomotives were refined, is demonstrated. Design changes to the wheelsets, gearboxes, and body-bogie connections are summarized. The result was an increase in the design speed from 110 to 140–160 km/h and improved dynamic performance. A unified set of criteria has been developed that allows for the abandonment of solutions that limited speed and increased unsprung mass in favor of more advanced load transfer systems. Practical significance: the article's materials can be used to analyze the evolution of domestic electric locomotive construction over the past 70 years, determine areas for chassis modernization, develop training courses, and formulate requirements for future 1520 mm gauge passenger electric locomotives. It also provides a basis for subsequent comparison with the EP10 and EP20 electric locomotives with asynchronous traction drives.