Along with the "Donchaks" (locomotives of the ES4K series manufactured by NEVZ), completely new locomotives are being introduced to replace the obsolete Soviet VL10 and VL11 2ES6 "Sinara" production plant "Ural Locomotives". 2ES6 is a cargo two-section eight-axle DC main electric locomotive with collector traction motors, that is, in fact, it is an analogue of 2ES4K. 
Perhaps we should start with the fact that the Ural Locomotives plant is an enterprise created in the early 2000s (unlike one of the flagships of the Russian locomotive industry, the Novocherkassk Electric Locomotive Plant, which has been leading its history since 1932). At the beginning of 2004, on the basis of one of the industrial sites of the city of Verkhnyaya Pyshma (satellite city of Yekaterinburg), the Ural Railway Engineering Plant (UZZhM) was created. Block reconstruction started production shops. Initially, the plant was engaged in the modernization of VL11 locomotives with an extension of the service life, however, in 2006, the first prototype of a mainline freight DC electric locomotive with collector traction motors (future 2ES6) was produced. In 2009, 2009, the first start-up production complex with a capacity of 60 two-section locomotives per year was put into operation. And already in 2010, the plant was renamed Ural Locomotives, a joint venture between Sinara Group (50%) and Siemens AG (50%). Actually, the name of the first serial freight locomotive of the plant is due to the owner group.
2ES6(2-section E locomotive, FROM sectional, model 6 ) - cargo two-section eight-axle main DC electric locomotive with collector traction motors. It has a rheostat start. traction motors(TED), 6600 kW rheostatic braking and 5500 kW regenerative braking, independent excitation from semiconductor converters in braking and traction modes. Independent excitation in traction is the main advantage of Sinara over VL10 and VL11, it increases the anti-box properties and efficiency of the machine, and allows for a wider power adjustment.
The axial formula is standard for most domestic diesel locomotives - 2x (20 -20). According to this formula, both classic VL10, VL11, VL80 were made - as well as modern Donchaks, Ermaks and Sinars.
The body of the electric locomotive is all-metal, has a flat surface of the skin. Suspension of traction electric motors is typical for freight electric locomotives, axial-support, but with progressive motor-axial rolling bearings. The axle boxes are jawless, horizontal forces are transmitted from each axle box to the bogie frame by one long leash with rubber-metal hinges.
Design speed - 120 km / h, long-term speed - 51 km / h.
The length of the locomotive is 34 meters (against 35 meters 2ES4K - but in general they all look about the same in size. The locomotive is designed to drive freight trains on railways ax 1520 mm gauge, electrified with direct current voltage of 3 kV. Able to drive a train weighing 8,000 tons in sections with a flat track profile (up to 6‰) and a train weighing 5,000 tons in sections with a mountain profile (up to 10‰). It is possible to operate an electric locomotive in a system of many units, as well as autonomous operation of one section of an electric locomotive:
At the end of 2016, 643 units were built (against 186 units of the ES4K series locomotives), which are also going to replace the obsolete VL10/VL11. The first electric locomotives were delivered for operation on the Sverdlovsk Railway to the Sverdlovsk-Sortirovochny depot, in 2010 the locomotives began to work on the South Ural and West Siberian Railways, by the end of 2010, all the drivers of the Sverdlovsk-Sortirovochny depot, Kamensk- Uralsky, Kamyshlov, Voynovka and Ishim of the Sverdlovsk railway; Omsk, Barabinsk, Novosibirsk and Belovo of the West Siberian Railway; Chelyabinsk, Kartaly of the South Ural Railway. Since the beginning of 2015, 2ES6 electric locomotives began to arrive at the Zlatoust depot and the Chelyabinsk depot of the South Ural Railway for driving trains along the Chelyabinsk - Ufa - Samara - Penza section (it was on this section that I recently saw such a locomotive for the first time - at the Syzran station of the Samara region):
It is planned that the production of the 2ES6 electric locomotive will be discontinued, and on its basis (mainly the body and a modified undercarriage will be used) the production of the electric locomotive with asynchronous traction motors for DC networks 2ES10 ("Granite"), created jointly with the Siemens concern (in Over 100 units have been built so far. Also, in parallel, an electric locomotive with asynchronous traction motors for AC networks 2ES7 ("Black Granite") was developed, which is now being tested and certified. Asynchronous traction drives are the next generation of TED development and, in general, they are now slowly trying to switch to them, but first some elements need to be tested using more familiar technologies - therefore, series with collector TEDs are needed - which was 2ES6 successfully used now:
2ES6-517 at the Syzran station against the background of the old people VL10, which are still the majority here; "Sinara" stands out and looks like a fashionable exotic. But I think a few more years will pass - and the old overhead lines will begin to disappear, just as old passenger emergency situations are disappearing now, for example ...
2ES6 "Sinara"
A photo
Manufacturers
OJSC "Ural Railway Engineering Plant" (UZZhM)
Years of construction: 2006-2010
Sections built: XXX
Machines built: XXX
OOO Ural Locomotives (a joint venture between CJSC Sinara Group and Siemens AG)
Factory location: Russia, Sverdlovsk region, Verkhnyaya Pyshma
Years of construction: 2010-
Sections built: XXX
Machines built: XXX
Sections built for the entire period: 794 (until 06.2014)
Vehicles built for the entire period: 397 (until 06.2014)
Technical details
PS type: electric locomotive
Type of service: main cargo
Track width: 1520 mm
Type of current COP: constant
COP voltage: 3 kV
Number of sections: 2
Locomotive length: 34 m
Coupling weight: 200 t
Design speed: 120 km/h
Clock mode speed: 49.2 km/h
Long mode speed: 51 km/h
Number of axles: 8
Axial formula: 2 (2o−2o)
Wheel diameter: 1250 mm
Load from driving axles on rails: 25 tf
Type of traction motors: collector
Hourly power of TED: 6440 kW
Continuous power of TED: 6000 kW
Hourly traction force: 47.3 tf
Long-term thrust: 42.6 tf
common data
System operation countries: Russia
Roads of systematic operation: Sverdlovsk, West Siberian (since 2012)
System operation sites: Yekaterinburg-Sorting - Voinovka, Voinovka - Omsk - Novosibirsk (since 2010), Yekaterinburg-Sorting - Kamensk-Uralsky - Kurgan - Omsk (since 2010), Kamensk-Uralsky - Chelyabinsk - Kartaly (since 2010 G.)
Explanation of the abbreviation: "2" - two-section, "E" - electric locomotive, "C" - sectional, "6" - model number, "Sinara" - a river in the east of the Sverdlovsk region, a plant in the city of Kamensk-Uralsky (JSC Sinarsky Trubny factory")
Nicknames: "Cigar", "Svinara"
Description
The body of the electric locomotive is all-metal, has a flat surface of the skin. The design of the cabin echoes the Kolomna diesel locomotives. Suspension of traction electric motors - typical for freight electric locomotives - is axial-support, but with progressive motor-axial rolling bearings. Bushes are jawless. Horizontal forces are transmitted from each axle box to the bogie frame by one long rubber-metal leash.
At 2ES6, the following are applied: rheostatic start of traction motors, rheostatic braking with a power of 6600 kW and regenerative braking with a power of 5500 kW, independent excitation from semiconductor converters in braking and traction modes.
Independent excitation in traction is the main advantage of Sinara over VL10 and VL11 electric locomotives: it increases the anti-slip properties and efficiency of the machine, and allows for a wider power adjustment. Also, independent excitation plays an important role in rheostatic starting: with increased excitation, the opposite electromotive force of the motors grows faster and the current drops faster, which allows you to drive the rheostat at a lower speed, saving electricity. When the anchor current jumps at the moment the contactors are turned on, the microprocessor-based control and diagnostic system (MPSUiD) abruptly supplies additional excitation, reducing the anchor current and thereby leveling the jump in traction force at the moment of reaching the next position (it should be noted, often leading to slipping on electric locomotives with step regulation) .
An electric locomotive engine with series excitation has a tendency to differential slipping: with an increase in the rotational speed, the armature current drops, and with it the excitation current - thus, the excitation self-weakens, leading to a further increase in frequency. With independent excitation, the magnetic flux is preserved, and with increasing frequency, the opposite electromotive force sharply increases and the traction force decreases, which does not allow the engine to go into differential slipping. The 2ES6 microprocessor control and diagnostic system, during slipping, supplies additional excitation to the engine and starts the mechanism for supplying sand under the wheelset, minimizing slipping.
However, in addition to the obvious advantages of Sinara, some disadvantages were also found. The design of traction motors leads to periodic transfers of the electric arc along the collector, cone burnouts, and anchor breakdowns. In addition to TED failures, malfunctions of such units as PK electro-pneumatic contactors, BK-78T high-speed contactors, auxiliary machines (compressor units and TED fans) were noted.
Story
A prototype electric locomotive 2ES6 was released in November 2006.
On December 1, 2006, the presentation of the electric locomotive to the leadership of the United Russia party took place, because of which 2ES6-001 received a patriotic color scheme and corresponding inscriptions on the sides.
After commissioning tests, which were carried out in May and June 2007 at EERP, the electric locomotive was sent for certification testing of the pilot batch to the VNIIZhT test ring in Shcherbinka.
At the end of July 2007, Russian Railways and UZZHM signed a contract for the supply of 8 electric locomotives in 2008 and 16 in 2009.
By December 2007, the 2ES6-001 electric locomotive had a mileage of 5,000 km.
In parallel, in 2007, an electric locomotive 2ES6-002 was undergoing trial operation on the section of the Sverdlovsk railway Yekaterinburg-Sorting - Voynovka. In early September, he took part in the Magistral-2007 exhibition at the Prospector training ground, and by December he already had a mileage of 3,400 km.
By the beginning of 2008, traction and energy and braking tests were completed, as well as tests on the impact on the railway track of the 2ES6-001 electric locomotive.
In February and March 2008, an electric locomotive 2ES6-002 passed certification tests at the VNIIZhT test ring.
On October 15, 2008, it was officially announced that the first stage of the production complex for the serial production of 2ES6 electric locomotives was launched.
At the beginning of September 2009, 2ES6-017 took part in the Magistral-2009 exhibition at the Staratel training ground, and 2ES6-015 took part in the EXPO-1520 exhibition at the EK VNIIZhT, after which it remained for the next certification tests - for serial production.
At the beginning of September 2011, 2ES6-126 took part in the EXPO-1520 exhibition at the EK VNIIZhT.
In mid-September 2011, on the Kedrovka - Monetnaya section, tests were carried out for compliance with safety standards when changing the auxiliary converter (PSN) of the 2ES6-119 electric locomotive. A month later, the same tests with the same machine were already carried out at the EK VNIIZhT.
In February 2012, an electric locomotive 2ES6-147 was sent to Ukraine (Lvov-West depot) to undergo two-month test trials.
On April 16, 2012, the Interdepartmental Commission signed an act allowing the operation of electric locomotives 2ES6 and 2ES10 in Ukraine. An agreement was signed on the supply of electric locomotives, which will take effect after the provision of credit funds to Ukraine.
2ES6 "Sinara"
2ES6 "Sinara" - cargo two-section eight-axle mainline DC electric locomotive with collector traction motors. The electric locomotive is produced in the city of Verkhnyaya Pyshma by the Ural Railway Engineering Plant.
Fig.4
At 2ES6, a rheostatic start of traction motors (TED), rheostatic braking with a power of 6600 kW and a regenerative power of 5500 kW, independent excitation from semiconductor converters in braking and traction modes are used. Independent excitation in traction is the main advantage of Sinara over VL10 and VL11, it increases the anti-box properties and efficiency of the machine, and allows for a wider power adjustment.
An electric locomotive engine with series excitation has a tendency to differential boxing: with an increase in the rotational speed, the armature current drops, and with it the excitation current - the excitation self-weakens, leading to a further increase in frequency. With independent excitation, the magnetic flux is preserved, with increasing frequency, the back-EMF increases sharply and the traction force drops, which does not allow the engine to go into variable boxing, the microprocessor-based control and diagnostic system (MPSUiD) 2ES6, during boxing, supplies additional excitation to the engine and pours sand under the wheelset minimizing boxing.
The sections of the starting-braking rheostat are switched by conventional electro-pneumatic contactors of the PK series, the switching of traction motor connections is also carried out by contactors using locking diodes (the so-called valve transition, which reduces traction surges), there are three connections in total:
Serial (serial) - 8 engines of a two-section electric locomotive or 12 engines of a three-section electric locomotive in series, while only the rheostat of the leading section is entered into the circuit, at the 23rd position the rheostat is displayed completely;
Series-parallel (SP, series-parallel) - 4 motors of each section are connected in series, each section is started by its own rheostat, at the 44th position the rheostat is short-circuited;
Parallel - each pair of motors operates under the voltage of the contact network, the start is carried out by a separate group of rheostat for each pair of motors, the rheostat is displayed at the 65th position.
The body of the electric locomotive is all-metal, has a flat surface of the skin.
Suspension TED - typical for freight electric locomotives axial-support, but with progressive motor-axial rolling bearings. The axle boxes are jawless, horizontal forces are transmitted from each axle box to the bogie frame by one long rubber-metal leash.
Specifications:
Rated voltage at the pantograph, kV 3.0
Track, mm 1520
Axial formula 2 (2 0 -- 2 0)
Load from wheelset on rails, kN 245± 4.9
Gear ratio 3.44
Service weight with 0.7 sand reserve, t 200±2
Wheel load difference kN (tf), no more than 4.9 (0.5)
Difference in loads on wheelset wheels, %, not more than4
Automatic coupler axle height from rail head, mm1040 -- 1080
Traction motor suspension typeAxial support
The length of the electric locomotive along the axes of automatic couplers, mm, no more than 34,000
Height from the rail head to the working surface of the pantograph skid:
in the lowered / working position, mm, no more than 5100/(5500-7000)
Design speed of the electric locomotive, km/h 120
The speed of passing curves with a radius of 400 m, provided for a railway track on wooden sleepers, km/h, no more than 60
Hourly mode
Power on the shafts of traction motors, not less than kW 6440
Traction force, kN 464
Speed, km/h49.2
Continuous mode
Power on the shafts of traction motors, not less than kW 6000
Traction force, kN 418
Speed, km/h 51.0
2ES10 "Granit"
2ES10 "Granit" - cargo two-section eight-axle mainline DC electric locomotive with asynchronous traction drive.
At the time of its creation, the electric locomotive is the most powerful locomotive produced for the 1520 mm gauge. With standard weight parameters, it is capable of driving trains weighing approximately 40-50% more than electric locomotives of the VL11 series. It is planned that when Granit is used on sections of the Sverdlovsk railway with a heavy mountain profile, it will be possible to pass transit trains weighing from 6300-7000 tons without splitting the train and uncoupling the locomotive. On August 4, 2011, the work of 2ES10 in a three-section design was demonstrated, with a given load of 9000 tons. The effectiveness of such an arrangement for working in difficult areas in the Ural mountains (on passes) has been proven.
Rice. 5
Specifications:
Rated voltage at the current collector, kV 3
Track, mm. 1520
Axial formula 2(2 O -2 O)
Rated load from wheelset on rails, kN 249
The length of the electric locomotive along the axes of automatic couplers, mm., no more than 34000
The design speed of the electric locomotive is km/h. 120
Power on the shafts of traction motors:
In hourly mode, kW., not less than 8800
In continuous mode, kW., not less than 8400
Traction force:
In hourly mode, kN 784
In continuous mode, kN 538
The power of the electric brake on the shafts of the traction motors:
Recuperative, kW., not less than 8400
Rheostatic, kW., not less than 5600
brand characteristic electric locomotive locomotive
ELECTRIC LOCOMOTIVE 2ES6 - Sinara
Story
In December 2006, a prototype freight electric locomotive with a commutator traction drive 2ES6 was built at the Ural Railway Engineering Plant. In the summer of 2007, the prototype 2ES6 went on an independent flight with a train of 70 cars. Travel route: station "Sverdlovsk-Sortirovochny" - station "Kamensk-Uralsky" and back (in total - 190 kilometers). The locomotive passed the entire route in the speed mode established on the highway, reaching a speed of 80 km/h in some sections. Also, 2ES6 passed a high-voltage test on the Sverdlovsk railway, as a result of which the specialists of UZZhM, together with the workers of the Sverdlovsk-Sortirovochny depot, finalized the machine. Based on the results of these tests, Sinara - Transport Machines OJSC and Russian Railways OJSC signed a contract for the supply of 25 freight electric locomotives.
In 2008, certification tests were completed and the 2ES6 electric locomotive received a certificate of conformity from the Russian Certification Register for Federal Railway Transport (RS FZhT).
In April 2009, the first production complex was launched at UZZhM, allowing the production of 60 new generation two-section locomotives per year. Electric locomotives 2ES6 manufactured by UZZhM are operated on the Sverdlovsk Railway.
Technical details
Freight electric locomotive 2ES6 is distinguished by increased efficiency, high consumer, operational and environmental properties. It uses a range of engineering solutions, which were not previously used in the domestic locomotive industry, they include microprocessor control and safety systems.
The locomotive is equipped with a modular cabin, a modern control panel, and a climate control system. 2ES6 is equipped with a computer that allows you to quickly receive the necessary information about the parameters of the train.
2ES6 is equipped with a comprehensive diagnostic system that allows you to constantly monitor the operation of the machine. The locomotive can drive trains of increased weight (up to 8500 tons), which is 30% more than the carrying capacity of VL11), while the power consumption is reduced by 10% compared to VL11.
On an electric locomotive, the labor intensity of repairs was reduced by 15%, and the overhaul run was increased by 50%. The traction and braking characteristics of the electric locomotive and the working conditions of locomotive crews have been improved.
- 2ES6 - cargo main DC electric locomotive
- Specifications
- Years of construction - 2006 - to present
- Country of construction - Russia (OJSC "Sinara - Transport vehicles", OJSC "Ural Railway Engineering Plant")
- Country of operation - Russia
- Axial formula - 2(2o-2o)
- Current system - direct, 3 kV
- Hourly power of TED - 6440 kW
- Continuous power of TED - 6000 kW
- Design speed - 120 km/h
- Coupling weight - 192 t
Brief description of the design of the electric locomotive
The creation of a new generation of electric locomotives involves the use of an undercarriage with unified two-axle bogies, in which wheel sets have the possibility of radial installation when passing curved sections of the track. New locomotives, along with commutator traction motors (TD), must be equipped with a unified brushless axle-adjustable traction motor, as well as auxiliary drives with economical and reliable semiconductor converters, created on a modern electronic basis.
Improving the consumer properties of promising rolling stock should be achieved by meeting modern requirements in the field of ergonomics, sanitary, hygienic and environmental conditions. Important role also play a significant increase in the overhaul run, the use of reliable non-repairable components and assemblies, the organization of repairs, taking into account the actual technical condition based on the results of diagnostics, etc.
An example of such an approach to the design of new machines can serve as the main freight electric locomotives 2ES4K manufactured by OJSC Novocherkassk Electric Locomotive Plant (NEVZ) and 2ES6, manufactured by OJSC Ural Railway Engineering Plant (UZZhM). They are designed for operation in areas electrified at 3000 V DC, with speeds up to 120 km/h. These locomotives will replace freight electric locomotives of the VL10 and VL11 series (all indices). The new locomotives are capable of operating in one, two, three or four sections in a multi-unit system. The DC electric locomotive built at UZZhM was originally named 2ES4K. In 2007, to distinguish it from the machines manufactured by NEVZ, he was assigned a series 2ES6
.
A new two-section electric locomotive is formed from two identical head sections, a three-section one - from two head and trailer sections. The third, middle section is not equipped with a control cabin and has doors at the ends of the body. A four-section locomotive can be formed from two two-section electric locomotives or from two head and two trailer middle sections without control cabins.
Bogies of NEVZ and UZZHM electric locomotives are two-axle, jawless. Spring suspension - two-stage of helical coil springs with a total static deflection of 130 mm and vibration damping of each stage by hydraulic shock absorbers.
The body and bogies are interconnected in the vertical and transverse directions by elastic and damping elements. In the second stage of spring suspension springs of the "Flexicoil" type are used. Transverse and longitudinal forces from axle boxes of wheel pairs are transmitted through elastic links. The body frame receives the traction force from the bogie via the inclined link.
The traction drive of the electric locomotive 2ES6 No. 001 (UZZHM) is double-sided helical, with motor-axial rolling bearings.
Independent power supply of the excitation windings of the DT is provided by a controlled static converter with an hourly power of 25 kW for two DTs. The use of a static converter on a DC electric locomotive makes it possible to use a power circuit diagram with independent power supply to the motor excitation windings in all modes (traction, recuperation and rheostatic braking). It becomes possible to significantly improve the traction properties of the locomotive by increasing the rigidity of the characteristics. At the same time, the number of devices in the power circuits is reduced, and the transition of the electric locomotive from the motor mode to the brake mode and vice versa is simplified.
As reversers, three-position switches are used, which allow, along with reversing, to turn off faulty DTs. If the static converter is damaged and during shunting movements, the TD can be switched to sequential excitation.
After the emf The TD will become higher than the voltage in the contact network, an automatic transition to the regenerative-rheostatic or rheostatic braking mode is provided using a block of semiconductor valves. Dignity electrical circuit is the possibility of smooth regulation of the excitation current in the modes of traction, recuperation and electric braking, which can significantly improve the dynamics when the train is moving.
A high-speed contactor and a reactor are introduced into the circuit of each pair of TD excitation windings, which are also included in the armature winding circuit. Usage reactor in anchor chains and excitation is a fundamental feature of the electrical circuit of the 2ES6 electric locomotive. This solution provides armature current dynamic feedback for the TD magnetic flux. In addition, the quality of transient processes during voltage fluctuations and emergency modes, as well as the efficiency of protection of motors in case of short circuits.
The rearrangement of the TD is carried out using electro-pneumatic contactors and semiconductor valves without breaking the power circuit and failing the traction force. The reversal of the traction motors is achieved by switching the armature windings.
The 2ES6 electric locomotive uses a microprocessor control system (MSUL) that controls the traction drive, auxiliary machines and other systems that ensure safe and economical train operation. The new locomotives are provided with manual and automatic start modes up to the running positions of the series and parallel connections of the TD, depending on the current with a setting selected by the driver.
The MSUL system provides engine protection against overload, boxing and skidding, automatic activation of rheostatic braking after exceeding the specified voltage level in the contact network in the regenerative braking mode and displays information on the operation of electrical equipment of all sections on the driver's console.
The electric locomotive is equipped with on-board diagnostics equipment, combined with the MSUL and monitoring the state of the electrical equipment. Electronic equipment has its own built-in control and diagnostic system.
The 2ES6 locomotive was equipped with three-phase asynchronous auxiliary engines with a squirrel-cage rotor, which are powered by one of the static converters. Control circuits and other low-voltage consumers are fed from the second converter, and the storage battery is also charged.
Axial fans (one per trolley) were used to cool the AP, and fans with automatic speed control depending on the current in the AP circuit were used to remove heat from the starting-braking resistors. A screw compressor is installed on each section.
Electric locomotive 2ES6 "Sinara" is designed to operate on lines with direct current. It is manufactured at the Ural Railway Engineering Plant, located in the city of Verkhnyaya Pyshma. This plant is part of CJSC Sinara Group. The first machine was manufactured in December 2006. After testing the electric locomotive on the railway in various conditions, which showed that it meets all the requirements for driving freight trains, a supply contract was signed between the manufacturer and Russian Railways.
During the first year of serial production (2008), 10 electric locomotives were manufactured. The following year, Russian Railways received 16 new cars. In subsequent years, their production increased. Soon the volumes increased to 100 locomotives per year. This continued until 2016, after which there was a stabilization of output and its decline. In total, by the middle of 2017, 704 2ES6 electric locomotives were manufactured.
The new locomotive consists of two identical sections, which are linked by sides with inter-car crossings. Management is carried out from one cabin. Sections can be separated. In this case, each becomes an independent electric locomotive. It is also possible that two locomotives are combined into one, turning into a four-section electric locomotive. But it is also possible to add one section to a two-section electric locomotive, turning it into a three-section one. In any case, control is carried out from one cabin. When using one section as an independent electric locomotive, difficulties arise for the drivers, since their visibility is then difficult.
New technologies used in E2S6
The new freight electric locomotive meets all modern requirements, in 80 percent of cases they are innovative. Reliability is ensured by microprocessor control system. It allows you to eliminate crew errors. This eliminates the "human factor", which in some cases can lead to an unforeseen situation.
The available on-board diagnostics constantly reports on the status and operation of all mechanisms. In addition, the results are subsequently transferred to the service points and information collection centers available at Russian Railways.
The electric locomotive is equipped with the GLONAS system, in parallel with it - GPS. A program is used that allows automatic driving. The control can be carried out by an operator located in a remote stationary center.
New, not previously used in Russian production locomotives, technical solutions have improved the characteristics of the electric locomotive. It has become more reliable, operating costs have decreased. The application of innovations has a positive impact on safety.
An electric locomotive consumes 10-15 percent less electricity than its predecessors. Repair costs are reduced by the same amount. The team of machinists works in conditions that are not only convenient for the performance of duties, but also comfortable. The mileage of an electric locomotive between scheduled repairs. The fact that the technical speed has been increased is also of great importance. This allows, without making investments in infrastructure, to increase the capacity of the railway.
Conclusion
The production of the 2ES6 electric locomotive is designed only for a few years ahead. This machine will become the basis for the manufacture of more advanced options. One of the major changes required for locomotives is the use induction motors, which give a greater effect than collector ones.
Currently, 2ES6 electric locomotives are operated on the Sverdlovsk Railway, on the roads of the Southern Urals and Western Siberia.
These machines can work in any climatic conditions existing in Russia. Their work is also successfully carried out in the racing area. Their altitude limit is 1300 meters above sea level. The design speed of the electric locomotive is 120 kilometers per hour.