2es6 decryption. Traction electric motor EDP810 of an electric locomotive

Along with the Donchaks (ES4K series locomotives 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 mainline 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 uses 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. 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 1520 mm gauge railways electrified with 3 kV direct current. Able to drive a train weighing 8000 tons on sections with a flat profile tracks (up to 6 ‰) and a train weighing 5000 tons on sections with a mountain profile (up to 10 ‰).It is possible to operate an electric locomotive on 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 ...

"RUSSIAN RAILWAYS"

BRANCH OF AN OPEN JOINT STOCK COMPANY

SVERDLOVSK RAILWAY

Yekaterinburg Training Center No. 1

ELECTRIC LOCOMOTIVE 2ES6

Mechanics, engines, devices

YEKATERINBURG

The manual was compiled on the basis of materials offered by the manufacturer UZZhM for the operation of 2ES6 electric locomotives on the Sverdlovsk Railway, a branch of Russian Railways. The manual contains the manufacturer's recommendations for troubleshooting and troubleshooting.

The proposed material is a teaching aid for locomotive crews and students of training centers for the training of drivers, assistant drivers of an electric locomotive and repair personnel.

1 General information

The mechanical part is designed to implement the traction and braking forces developed by the electric locomotive, to accommodate electrical and pneumatic equipment, to provide a given level of comfort, convenient and safe driving conditions for the electric locomotive.

The mechanical (crew) part of the electric locomotive consists of two sections interconnected by an automatic coupler. Each section includes two two-axle bogies and a body connected to each other by inclined rods, spring coil suspension, hydraulic dampers and body movement limiters.

The mechanical part of the electric locomotive is subjected to the load created by the weight of the mechanical, electrical and pneumatic equipment. In addition, the mechanical part transfers traction forces from the electric locomotive to the train and perceives the dynamic loads that occur when the electric locomotive moves along curved and straight sections of the track. The mechanical part must be strong enough, and also meet the requirements of traffic safety and regulations technical operation railways. To ensure normal and trouble-free operation, it is necessary that all mechanical equipment was in full working order and met safety standards, strength and repair rules.

The mechanical (crew) part of one section of the 2ES6 electric locomotive is shown in Figure 1.

Figure 1 - Mechanical (crew) part of one section.

2 Trolley

Each section includes two two-axle bogies on which the body rests. The bogies perceive traction and braking forces, lateral, horizontal and vertical forces during the passage of road roughness and transfer them, through spring supports with transverse compliance, to the body frame. The electric locomotive bogie 2ES6 has the following technical characteristics (Figure 2):

Design speed, km/h 120

Load from wheelset on rails, kN 245

Type of traction motor EDP810

Type of engine suspension support-axial

Engine mount support-axial with pendulum suspension

Type axle box single-drive with cassette roller bearing

Spring suspension two-stage

Static deflection, mm

box stage 58

body stage 105

Type of brake cylinders ТЦР 8

Pressure ratio brake pads 0,6

The bogie consists of a welded box-section frame, which is connected by its end beam through an inclined rod with hinges to the central part of the body frame. To the middle beam of the bogie frame are attached by means of pendulum suspensions of the frame of DC traction electric motors, which, by their other sides, rest on the axles of the wheel pairs through the motor-axial rolling bearings mounted on them. The torque from the traction motors is transmitted to each axle of the wheel pair through a double-sided helical gear, forming a herringbone engagement with gears mounted on the shanks of the traction motor armature shaft.

Double-row tapered roller bearings of the closed type of the Timken company are mounted on the axle journals of the wheelset axle, placed inside the case of a jawless single-drive axle box. The leashes have spherical rubber-metal hinges, which are attached to the box and to the bracket on the sidewalls of the bogie frame by means of wedge grooves, forming a longitudinal connection of the wheel pairs with the bogie frame.

The transverse connection of the wheel pairs with the bogie frame is carried out due to the transverse compliance of the axle box springs. Similarly, the transverse connection of the body with the frame of the bogie is carried out due to the transverse compliance of the body springs and the stiffness of the springs of the stops-limiters, which also provide the ability to turn the bogie in curved sections of the track and extinguish various forms body vibrations on bogies. Also, to dampen vibrations of the body and sprung parts of the bogie, vertical axle box, vertical and horizontal body hydraulic dampers (hydraulic vibration dampers) are used.

To brake the electric locomotive, a brake linkage is used with the use of cast-iron brake shoes, eight-inch brake cylinders (for each wheel of the bogie) with an automatic rod output regulator.

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.

A.A. Malgin

ELECTRIC LOCOMOTIVE 2ES6

Mechanics, engines, devices
(a manual for locomotive crews)

YEKATERINBURG

2010

The manual was compiled on the basis of the operating manual and other materials offered by the manufacturer UZZhM for the operation of 2ES6 electric locomotives on the Sverdlovsk Railway, a branch of Russian Railways. The manual provides technical data and the design of mechanical parts, electrical apparatus and electric motors.

The proposed material is a teaching aid for the training of locomotive crews, maintenance personnel and students of training centers for the training of drivers and assistant drivers of an electric locomotive.

Mechanical part of an electric locomotive 2ES6

The mechanical part of the electric locomotive is subjected to the load created by the weight of the mechanical, electrical and pneumatic equipment. In addition, the mechanical part transfers traction forces from the electric locomotive to the train and perceives the dynamic loads that occur when the electric locomotive moves along curved and straight sections of the track. The mechanical part must be strong enough, and also meet the requirements of traffic safety and the rules of technical operation of railways. To ensure normal and trouble-free operation, it is necessary that all mechanical equipment be in perfect working order and meet safety, strength and repair standards.

The mechanical (crew) part of one section of the 2ES6 electric locomotive is shown in Figure 1.

Figure 1 - Mechanical (crew) part of one section.

1 - automatic coupler;

2 - cabin;

3 - wheelset;

4 - axle box;

5 - box leash;

6 - trolley frame;

7 - partition;

8 - bracket;

9 - inclined thrust;

10 - body roof;

11 - shock absorber;

12 - body frame;

13 - box spring;

14 - body spring;

15 - safety pin;

16 - bracket;

17 - side wall;

18 - rear wall;

Transition platform.

Cart

Each section includes two two-axle bogies on which the body rests. Carts perceive traction and braking force, lateral, horizontal and vertical forces during the passage of the roughness of the path and transmit them, through spring supports with transverse compliance, to the body frame. The electric locomotive bogie 2ES6 has the following technical

characteristics(picture 2):

Figure 2 Trolley

Design speed, km/h 120

Load from wheelset on rails, kN 245

Type of traction motor EDP810

Type of engine suspension support-axial

Engine mount support-axial with pendulum suspension

Type axle box single-drive with cassette roller bearing

Spring suspension two-stage

Static deflection, mm

box stage 58

body stage 105

Type of brake cylinders ТЦР 8

Brake pad pressure ratio 0.6

The transverse connection of the wheel pairs with the bogie frame is carried out due to the transverse compliance of the axle box springs. Similarly, the transverse connection of the body with the frame of the bogie is carried out due to the transverse compliance of the body springs and the stiffness of the springs of the stops-limiters, which also provide the ability to turn the bogie in curved sections of the track and dampen various forms of body vibrations on the bogies. Also for..

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 adjustment of power.

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.