I was out at the Museum briefly yesterday to work on the 309 bearing project. I've been revising the patterns at home, and the big sanding disk machine was needed to smooth off the edges. The patterns now look like this. I showed them to Bob Sundelin, who will be doing the machining on the castings, and we talked over what needs to be done. So we're ready to take the patterns to the foundry in Chicago. Thanks again to everyone who contributed the funds needed to make this happen!
In the shop we happen to have a spare GE traction motor, which might help show what we're trying to do, for those of you unfamiliar with the gritty details. I believe this is a 207 from the L4, but it's not important. The basic design is pretty standard.
This is the motor case with the axle caps and axle bearings removed. This is the commutator end; the commutator is under the large hatch cover (yellow arrow) on top of the case. The inner (solid) halves of the bearings fit into the circular parts of the case at each side (white arrows). The large bolts above and below the bearings hold the axle cap castings to the case, and support the motor on the axle.
At the top (white arrows) are the axle cap castings, with the oily waste visible. Below that (red arrows) are two bearings, with the other two out of sight behind the axle caps. The outer half of the bearing has a large opening for the waste to contact the axle surface and keep it well oiled. These particular bearings are broken, as pointed out by the arrows -- ouch! In fact, that's why this motor was removed from the locomotive. But when the axle bearings are assembled, they wrap tightly around the axle and keep the motor pinion properly aligned with the gear on the axle.
And finally, here's the pinion end of the motor. The black, greasy pinion is obvious, and below it is one end of the gear pan. The white arrow points to the lid covering the opening for the armature bearing. The bearing itself is inside the case directly behind the pinion. You have to open the lid to check and refill the oil on the armature bearings. It's an unpleasant task, but somebody's got to do it.
Meanwhile, the usual projects continue. Here Ed Oslowski is working on the floor in the Liner. I wasn't around long enough to get many other pictures.
However, Barn 13 was being switched out for various reasons, and the two THI&E cars wound up outside next to each other, so it was a good opportunity to get several good shots.
That's it for today, but we'll keep you informed on the bearing status.
I’m glad the THI&E bodies are indoors now. I hate to see any of the museum’s wood cars go slowly to driftwood and splinters. Or like the Tri-City streetcar that, while under a tarp, has a collapsing platform and smells of animal feces. Given the amount of work going into the ME #28 restoration, between these three cars I see a century worth of work. Got to love all those old L-car shop trucks. Is stuff being switched around for Milwaukee Transit Day?
ReplyDeleteTim Fennell
Randy- The L4's motor was pulled because an armature bearing burned up. The cracked motor support bearings are not particularly good, but not really a big deal either. I don't see why we wouldn't reuse them, because they do fit the axle well. It's planned to go to the motor shop soon for a good going-through and (of course) fixing the armature bearing while it's apart.
ReplyDeleteTim- The switching was not for Milwaukee Day; we just needed a car dug out of that track. You can help get bodies like the Tri-City car inside a new barn, you know- it just takes money!
R. W. Schauer