Mechanics, engines, devices. Traction electric motor EDP810 of the Russian Railways electric locomotive

"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 traction and braking force developed by an electric locomotive, placement of electrical and pneumatic equipment, providing a given level of comfort, convenient and safe conditions for controlling an 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, located 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 dampen various forms of body vibrations on the bogies. Also, to dampen vibrations of the body and sprung parts of the bogie, vertical axlebox, 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.

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 main DC 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 the main line was produced. freight electric locomotive DC with collector traction motors (future 2ES6). 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, With 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 ...

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. The 2ES6 also passed a high-voltage test at the Sverdlovsk Railway, as a result of which UZZhM specialists, together with employees 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 data

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 with 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 the 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.

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 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

BRANCH OF RZD JSC

WEST SIBERIAN RAILWAY

OMSK TECHNICAL SCHOOL

ELECTRIC LOCOMOTIVE

2ES6 "SINARA"

Mechanical equipment of a freight electric locomotive 2ES6.

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

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 (See Fig. 1).

Fig.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 - roof of the body; 11 - shock absorber; 12 - body frame; 13 - box spring; 14 - body spring; 15 - safety pin; 16 - bracket; 17 - side wall; 18 - rear wall; 19 - transition platform

Body

The body of the section of the electric locomotive is single-cabin, wagon type, designed to accommodate power and auxiliary electrical equipment, pneumatic equipment of the locomotive, ventilation systems, placement of jobs locomotive brigade, as well as for the perception and transmission of loads:

Gravity from the mass of in-body equipment and sand supply;

Gravity from the mass of roof and underbody equipment;

Static and dynamic, arising from the interaction with train cars and locomotive bogies in the mode of traction, run-out and braking and shock effects in the automatic coupler. The body is an all-metal welded structure with carrier frame(See Fig.2).

1 - searchlight; 2 - air conditioning unit 3 - CLUB antenna; 4 – GPS antenna; 5 - current collector; 6 - interference suppression choke; 7 - disconnector; 8 - radio station antenna; 9 - current-carrying bus; 10 - block of starting-braking resistors; 11 - auxiliary compressor; 12 - compressor unit; 13 – TETRA antenna; 14 - transition platform; 15 - oblong sheet; 16 - current-carrying device; 17 - traction motor; 18 - block battery; 19 - inclined thrust; 20 - block of electrical equipment VVK; 21 - DPS-U sensor; 22 - typhon, whistle; 23 - SAUT antenna, receiving coils ALSN; 24 - sweeper.

The body of the electric locomotive consists of two sections, identical in terms of the main units, with the exception of the location of the bathroom, it is installed only on the first section. The body of the locomotive consists of a body frame, a body roof and an outer skin made of a smooth steel sheet 2.5 mm thick. and sand bunkers. At the first end of each section, space is left for the installation of a block cabin. A room for equipment installation is formed inside the body - the engine room, fenced off by a transverse wall forming a vestibule from the control cabin. In the vestibule there are doors for entering the locomotive and passages to the cab and engine room.

On the end walls of the body there is a place for installing the main tanks.

Shock-traction devices are installed on the frame of the body of the electric locomotive.

The body of the electric locomotive section is divided into compartments in the vertical and horizontal planes:

The roof of the electric locomotive is shown in fig. 3 and consists of a main body (935 mm high and 3060 mm wide) and three removable parts. . The rear part is integral with the body frame. Removable sections are a frame made of rolled and bent profiles sheathed with sheet steel. The middle removable roof consists of two sections, in each section a cooling module for braking resistors is mounted. The joints of the removable parts with the frame of the body core are sealed to prevent moisture from entering the body. In the rear part of the section there is a hatch with a cover for exiting the body onto the roof.

Prechamber with multicyclone filters

Start/Brake Resistor Module Housing

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