The active development of industry in the USSR in the mid-1950s and the growth of freight traffic led to the intensification of new scientific developments in the field of railway engineering. New types of locomotives and electric locomotives are emerging. If diesel locomotive building is well represented on the roads of the USSR, then things are not the best with electric locomotives. At that moment on railways ah Ministry of Railways of the USSR there are only two types of common electric locomotives, VL19 and VL22. These locomotives at that time were poorly suited for the transport of heavy trains.
In 1952, NEVZ (Novocherkassk Electric Locomotive Plant) began designing a new locomotive. In March 1953, the first experimental locomotive was already manufactured. The experimental locomotive was given the designation H8-001, which meant Novocherkassk eight-axle.
H8-001. Photo by Parovoz.com.
On the electric locomotive, fundamentally new cast-iron bogies were used. The crew of the electric locomotive consisted of four bogies constantly connected by three identical hinges, a body was installed on each pair of bogies. The circuit diagram of the traction motors provided for the permanent connection to the common circuit of all the windings of all eight motors, so the H8 sections were constantly mechanically and electrically connected to each other and disconnected only during repairs. Traction motors of the NB-406A series were specially designed for the electric locomotive. With a voltage on the clamps of 1500 V., these TEDs developed a continuous power of 470 kW and an hourly power of 525 kW.
OPERATION OF THE ELECTRIC LOCOMOTIVE
In 1954, a prototype entered the Zlatoust depot of the South Ural Railway for operation. There, the locomotive showed its advantage over the VL22M, as it realized a longer traction force of 45-47 tf at speeds of 40-45 km/h. In some cases, during start-up, the thrust force reached 54 tf.
H8-001 with a freight train. Photo by trainpix.org.
In the mid-50s, this locomotive was transferred to the Irkutsk depot, where it worked until it was decommissioned. The exact year of decommissioning is not known, the estimated decommissioning period is 1980-1986. The locomotive has not survived to this day.
In 1955, an experimental batch of electric locomotives from numbers 002 to 008 was manufactured. This batch went into operation in different parts of the USSR. They worked until the mid-80s. The period of their write-off 1984-1990.
SERIAL PRODUCTION
In 1956, the serial production of cars began at NEVZ. In 1957, their production was launched at the Tbilisi Electric Locomotive Plant. Bodies and bogies for electric locomotives in 1957 began to be manufactured by the Lugansk Diesel Locomotive Plant. Serial production of electric locomotives continued from 1957 to 1967. A total of 1723 electric locomotives of the VL8 series were produced. Novocherkassk plant built 430 machines, Tbilisi 1293. It is worth noting that since 1963, VL8 was produced only by the Tbilisi plant.MODERNIZATION
During the operation of electric locomotives, some of them underwent minor modernization. So, on electric locomotives VL8 No. 185-187, rubber elements were inserted into the spring suspension system, which reduced the shaking of the electric locomotive and made the move smoother. However, these elements were squeezed out while driving and were no longer installed on electric locomotives. Additional springs were supplied to the VL8-627 electric locomotive at the points of attachment of the spring suspensions to the bogie frames. This allowed to reduce shaking and increase the smoothness of the ride. But such modernization led to rapid wear of the suspensions, so the use of such a scheme was subsequently abandoned. Second additional body supports were installed on the VL8-948 electric locomotive and softer springs were used. The static deflection of the springs increased to 100 mm, in addition, persistent rubber shock absorbers in roller axle boxes were installed. However, during tests, it was possible to raise the speed of the electric locomotive with such changes only up to 90 km / h. Therefore, the implementation of such changes was also abandoned in the future.OPERATION TODAY
The VL8 electric locomotive continues to be operated in our time, despite its venerable age. The main operator is Ukraine, where there are about 200 of them left. Also, the electric locomotive is operated in Azerbaijan (about 50 units), Armenia (about 10 units), Georgia (about 10 units), Abkhazia (2 pieces). In Ukraine, VL8 electric locomotives received the designation VL8M during repairs and modernization at the Lvov Locomotive Repair Plant. It should be noted that the last produced locomotive VL8-1723 is in operation in and assigned to the depot Nizhnedneprovsk-Uzel (Ukraine). The oldest operating VL8-031, also operating in Ukraine, is assigned to the Dnepropetrovsk depot. As of June 2014, the locomotive was in operation. At that time he was 57 (!) years old.
VL8M-031. The oldest operating VL8. Depot Dnepropetrovsk. June 2014. Photo by Parovoz.com
VL8-1723. The last released VL8. September 2015. Dnipropetrovsk region. Photo Parovoz.com
VL8-086. One of the old operating VL8. Depot Gyumri (Armenia). August 2012. Photo by trainpix.org.
VL8V
In 1966, the Tbilisi plant produced an experimental electric locomotive designed to operate at a voltage in the contact network of 3000 V and 6000 V DC. The locomotive entered for testing on the Transcaucasian Railway. Unfortunately, this locomotive burned down during tests due to the burning of the power cable tip and did not go into series production.OPERATION OF AN ELECTRIC LOCOMOTIVE IN RUSSIA
The operation of the VL8 electric locomotive on the Russian Railways network was terminated in 2003, when the last VL8 from the Tuapse depot were decommissioned. Only one electric locomotive VL8-1642 remained, which is located at VNIIZhT. This locomotive participates only in dynamic exposure and experimental trips. In March 2014, when Crimea joined Russia, VL8 depot Simferopol became the property of the newly created Crimean Railway. As of autumn 2015, most of the locomotives were taken out of service due to overruns. On the Crimean railway work left about 2-4 locomotives.MONUMENTS AND EXHIBITS
On the territory of Russia, several VL8 units have been preserved as monuments and museum exhibits. But they will be discussed in another article.Special part
The structure of the VL8 electric locomotive, basic technical data, characteristics, modifications, upgrades.
Rice. one. General form electric locomotive VL8
The main technical data of the electric locomotive are as follows:
Type of service - cargo;
· Current constant voltage on the pantograph 3000V;
· Continuous traction force 297.5 kN;
· The speed of the electric locomotive in continuous mode is 44.3 km/h;
· Traction force on the calculated lift 456 kN;
· Speed on the estimated rise of 43.3 km / h;
· Design speed 100 km/h;
· electric braking, regenerative number of economic speeds at full excitation of traction motors 3;
· Number of stages of weakened excitation of traction motors 4;
· The greatest weakening of the excitation of traction motors 64%;
Gear ratio 3.905 mm;
Wheel diameter 1200 mm;
· Rigid wheelbase 3200 mm;
· Total wheelbase 24,200;
· The length of the locomotive along the axes of the automatic coupler is 27,520 mm;
· Capacity of sand bunkers 3,92m3;
In 1952, under the leadership of the chief designer of NEVZ B.V. Suslov, the design of a new electric locomotive began, and in March 1953, the first experimental 8-axle electric locomotive H8-001 was already manufactured. The schemes of its electrical circuits corresponded to the drawing OTN-354.001. Series H8 meant: Novocherkassk, 8-axle. On the electric locomotive, fundamentally new cast-iron bogies were used, similar to those used on American diesel locomotives DB. All axle boxes were equipped with rolling bearings. Spring suspension, consisting of axle box coil springs and leaf springs, was balanced on each side of the bogie.
The body of an electric locomotive was for the first time made without transition platforms, semi-streamlined. The doors were located on the sides of the body.
For the electric locomotive, new NB-406A traction motors with an unsaturated magnetic system were redesigned, which allowed them to realize full power in a larger range of rotational speeds. With a voltage of 1500V at the clamps, these TEDs developed a continuous power of 470 kW and an hourly power of 525 kW. Model of the electric locomotive H8 VL8 at the station Slavyansk. The H8 sections were permanently mechanically and electrically interconnected and could only be disconnected during repairs. All power circuits were common for both sections, which made it possible to assemble all eight TEDs into a series circuit on a serial connection. On the electric locomotive, regenerative braking with anti-compounding of exciters was implemented to reduce the mass of motor-generators.
Schematically, the electric locomotive had a rheostatic start-up circuit that has already become standard with series, series-parallel and parallel connections of the TED and the use of 4 stages of excitation attenuation. However, most electrical apparatus and all auxiliary machines have been redesigned at a higher technological level. On H8-001, a new two-track P3 pantograph was first used. The results of the control weighing showed an excess of weight parameters in relation to the specified ones - the load from the axle reached 23.9 tf instead of 22.5 tf according to the project. .
Tests of an electric locomotive during 1953-1954. On the Suramsky Pass and on the Kropachevo, Zlatoust, Chelyabinsk section, (on the basis of the Zlatoust depot) of the South Ural Railway, they showed its significant superiority over the VL22M. H8-001 realized for a long time a tangential traction force of 45-47 tf at speeds of 40-45 km / h, in some cases, during start-up, the traction force reached 54 tf. In 1955, an experimental batch of electric locomotives from numbers 002 to 008 was manufactured. Serial electric locomotives. In 1956, the serial production of electric locomotives began at the Novocherkassk Electric Locomotive Plant. To increase the output of electric locomotives, it was decided to connect the Tbilisi Electric Locomotive Plant (TEVZ) to the program for their production.
In 1957, the plant produced its first experimental electric locomotive, and in 1958 serial production began. .
Serial electric locomotives repeated the experimental series in design, there were only slight differences. Since 1957, the bodies and bogies of VL8 electric locomotives have been manufactured by the Lugansk Diesel Locomotive Plant. Electric locomotives of the H8 series received the designation of the VL8 series from January 1963. Electric locomotives were built up to 1967 inclusive. A total of 1715 electric locomotives were produced, of which NEVZ built 423 electric locomotives and TEVZ built 1292 electric locomotives. Until 1961, they were the most powerful locomotives in the country, capable of driving trains weighing 3,500 tons at a speed of 40-42 km / h with a single draft of 9 ‰ on a rise. At a speed of 100 km/h, an electric locomotive can develop a traction force of 8,000 kg. Regenerative braking of an electric locomotive is possible from 12 to 100 km/h. The coupling weight of the electric locomotive is 180t. The main parameters of the electric locomotive VL8 parameters indicators axial formula 2o + 2o + 2o + 2o Weight in working condition with ballast 184t. Load from wheelset 23 t Length along axes of automatic couplers 27520 mm body width 3105 mm height with lowered pantograph 5100 mm hourly power of TED 4200 kW continuous power of TED 3760 kW diameter of driving wheels 1200 mm.
In 1973, the All-Union Scientific Research Diesel Locomotive Institute (VNIITI) changed the spring suspension on the VL8-321 electric locomotive, coil springs were installed between the balancer and the bogie frame, four spring supports from the body sections to the bogie frames; at the same time, stops were placed in axle boxes of the type of axle boxes of diesel locomotives TE3. At the same time, the static deflection of the spring suspension reached 122 mm. Tests of this electric locomotive gave positive results: the possibility of increasing top speed under the conditions of impact on the path up to 100 km / h. This served as the basis for the start of work on the modernization of the spring suspension of VL8 electric locomotives. In the period 1976-1985, the VL8 electric locomotives were equipped with return devices, which made it possible to increase the speed from 80 to 90-100 km/h. Such electric locomotives received the designation VL8m. Since the mid-70s, VL8 photo electric locomotives have often been used in passenger traffic, which required the use of some devices for driving passenger trains. Thus, sockets and cables of inter-car heating connections and EPT sockets on sweepers appeared on VL8. Due to the presence of a sweeper that rotates in curves and is rigidly fixed to the bogie frame, the heating cable of the train had to be twisted in a “figure eight” in the non-working position in order to exclude the possibility of its breakage or chafing. In some sections with a heavy profile, they began to practice the movement of VL8 with double traction. To do this, sockets between electric locomotive connections were installed on the front sheet between the buffer lights. On Ukrainian VL8, two-color buffers were installed during repairs
lanterns similar to those installed on VL11 and VL10 of later series. Until 1961 (before the appearance of VL10 and VL80) it was the strongest locomotive in the country. Starting with the electric locomotive VL8-700, the power circuit diagram has been significantly changed in connection with the use of protection of traction motors from short-circuit currents during regenerative braking. At the same time, BK-2 contactors were installed on electric locomotives, and reversing was carried out by switching the anchor leads. This scheme was previously tested in 1958 on the VL8-073 electric locomotive, re-equipped at the Moscow Locomotive Repair Plant (former Perovsky Electric Rolling Stock Repair Plant) and on electric locomotives No. 092, 093, produced by the Novocherkassk Electric Locomotive Plant. And then on small batches of electric locomotives produced by factories in 1961-1962. Smaller changes were made to the mechanical part and electrical equipment. So, from the VL8-126 electric locomotive, they began to install roof disconnectors. On electric locomotives, which the Novocherkassk plant has been producing since 1960, the power circuit has been slightly changed: the electric motors of the converters are switched on after the high-speed switch, one of the transfer contactors is removed, and this improves the process of switching from serial to series-parallel connection of traction motors. From electric locomotive No. 516 (Tbilissky Zavod) and No. 1355 (Novocherkassky Zavod), the volume of sand bunkers has been increased from 2340 liters (3510 kg) to 3290 liters (4935 kg). Electric locomotive Series Vl8 Designed for operation on electrified DC sections of mainline railways.
Electric locomotive modernization
On electric locomotives VL8-185, 186 and 187, rubber elements were installed in the spring suspension system, which reduced shaking and made the electric locomotive run smoother. However, these elements did not work satisfactorily and were not put on electric locomotives in the future. As you know, rigid leaf springs, due to the large internal friction between the sheets, work like ordinary balancers. A softer spring suspension was tested at the suggestion of the Moscow Institute of Transport Engineers: in the Zlatoust depot in 1962, additional springs were installed on the VL8-627 electric locomotive at the points where the spring suspensions were attached to the bogie frames, which led to a decrease in shaking and an increase in the smoothness of the locomotive. Since with the modified design of the spring suspension, rapid local wear of the suspensions was observed, this system did not receive further distribution. On the VL8-948 electric locomotive, according to the project of the Design Bureau of the TsT MPS, in 1968, the second additional body supports were installed, softer springs were used, in which their static deflection increased to 100 mm, and resistant rubber shock absorbers were installed in roller axle boxes. However, as shown by tests conducted by the Central Research Institute of the Ministry of Railways, it was possible to increase the speed of the electric locomotive with these changes only up to 90 km / h. Therefore, the introduction of the above changes was subsequently abandoned. In 1973, the All-Union Scientific Research Diesel Locomotive Institute (VNIITI) changed the spring suspension on the VL8-321 electric locomotive: coil springs were installed between the balancer and the bogie frame. Four spring supports from body sections to bogie frames; at the same time, stops were placed in axle boxes of the type of axle boxes of diesel locomotives TE3. The static deflection of the spring suspension reached 122 mm. Tests of this electric locomotive gave positive results: the possibility of increasing the maximum speed under the conditions of impact on the track up to 100 km/h. This served as the basis for the start of work on the modernization of the spring suspension of VL8 electric locomotives. In the period 1976-1985, VL8 electric locomotives were equipped with return devices, which made it possible to increase the speed from 80 to 90–100 km/h. Such electric locomotives received the designation VL8 M. Since the mid-1970s, VL8 electric locomotives have often been used in passenger traffic, which required the use of some devices for driving passenger trains. .
So on VL8 there were sockets and cables between car heating connections and EPT sockets on sweepers. Due to the presence of a sweeper that rotates in curves and is rigidly fixed to the bogie frame, the train heating cable had to be twisted in a “figure eight” in the non-working position in order to exclude the possibility of its breakage or chafing. In some areas with a heavy profile (for example, Hot key- Tuapse of the North - Caucasian Railway) began to practice the movement of VL8 with double traction. To do this, sockets for inter-electric locomotive connections were installed on the front sheet between the buffer lights. On Ukrainian VL8, during repairs, two-color buffer lights were installed, similar to those installed on VL11 and VL10 of later series. Currently, electric locomotives of the VL8 series are operated only by the railways of Ukraine, Armenia (depot Gyumri and Yerevan), Abkhazia (depot Sukhum), Georgia (depot Samtredia, Batumi, Tbilisi - Passenger and Tbilisi - Sorting) and Azerbaijan (depot Ganja, Baladzhary and Boyuk -Shor).
2.2
Repair and maintenance of arresters,
fuses, chokes.
SHARPENERS
They are designed to protect the electrical circuits of an electric locomotive from atmospheric and switching voltages, which can reach dangerous values at a high slew rate. The principle of their operation is based on a sharp decrease in electrical resistance with increasing applied voltage. As a result, a dangerous overvoltage wave is quickly diverted to the ground, thereby limiting the voltage applied to the protected equipment. For this, arresters are used, which sharply reduce the electrical resistance with increasing voltage. On domestic electric locomotives in Lately the most widely used vilite arrester RMBV-3.3. .
Fig.2 Vilitovy arrester RMBV-3.3
1 - Bolt;
2 - Porcelain casing;
3 - Spring;
4 - Vilitovy disk;
5.6 - Two spark gaps;
7 - Sealing gasket;
8 - The bottom of the arrester;
9 - Rubber diaphragm;
10 - Cast iron flange;
11 - Permanent magnets;
12 - Shunt resistance;
In series with 3 vilite disks, which reduce resistance with increasing voltage, spark gaps 1 and 2 are connected, which are shunted with high-resistance ceramic resistances. The volute arrester is connected to the power circuit of the pantographs after the roof disconnectors. At normal voltage on the pantograph, a negligible current of 80-120 μA passes through the vilite disks due to the high resistance of the circuit. An increase in the potential on the pantograph overvoltage causes a breakdown of the claim gaps and a decrease in the resistance of the wilt disks. Through vilite disks and spark gaps, the charge is discharged to the ground and the voltage on the pantograph is limited. After the discharge of the charge, the arrester restores the original high resistance in the circuit and is again ready for action.
After actuation of the vilite arrester, there is still an overvoltage, which is discharged to the ground through the capacitor c, and does not fall on the power circuit equipment of the electric locomotive. Vilitovy arrester RMBV-3.3. It consists of a porcelain casing 2, which contains two vilite disks 4, two spark gaps 5 and 6 with shunt resistances 12 and permanent magnets 11 necessary to create a magnetic blast when extinguishing the arc in the spark gaps. The bottom 8 of the arrester with a sealing gasket 7 made of ozone-resistant rubber is attached to a cast-iron flange 10 fixed on the casing. All internal parts of the spark gap are pressed against the bottom 8 by spring 3. The wire from the pantograph chain is connected to bolt 1 and the upper terminal, and the bottom is grounded.
In the event of overlapping on the surface of the vilitic
disks, and short circuits, the pressure inside the arrester housing rises. To protect against damage in these cases, a hole is provided in the bottom, closed by a rubber diaphragm 9, which breaks when the pressure rises. The arrester is a magnetic bipolar vilitovy 3.3 kV., designed to connect to a network of any polarity bipolar. .
It is called magnetic because magnetic blowing is used to blow the arc in the spark gaps. Due to the fact that the vilite spark gap leaves no traces after operation, its circuit includes a trip recorder, which is a resistance, in parallel with which a spark gap and a PV fuse are connected, shunted by a second spark gap. When the arrester is triggered, a current will flow through the resistance. Due to the voltage drop across it, the spark gap breaks through, and the current passes through the PV fuse, which burns out. The remaining charge breaks through the spark gap and goes through the vilite gap into the ground. The recorder has ten fuses made of nichrome wire with a diameter of 0.1 mm installed on the disk. After the fuse burns out, the disc rotates under the action of a spring, including the next fuse. Numbers from 1 to 10 are marked on the disk, and from them one can judge the number of spark gap operations. Drive fuses must be replaced in a timely manner to prevent all 10 fuses from burning out. .
On some electric locomotives, aluminum arresters AR-1A are used, the principle of operation of which is based on a change in the resistance of the aluminum oxide layer in the electrolyte when the voltage changes. At low temperatures, aluminum arresters cannot be used, so they are removed from electric locomotives for the winter period. This is inconvenient in operating conditions and they are currently being replaced with vilitic ones. In operation, it is necessary to monitor the cleanliness of the porcelain casing of the arrester, the absence of chips and cracks in it, the integrity of the enamel coating and the cement joint. At least once a year, leakage conduction currents and the breakdown voltage of the arrester should be measured. Measurement of the conduction currents of vilite arresters of all types is carried out using a rectifier unit at a voltage of 4 kV. The conduction current should be in the range of 80-120 μA. Smoothing of voltage ripples is carried out with a capacity of at least 0.1 μF. When controlling the breakdown voltage with a frequency of 50 Hz, the voltage rise time should not exceed 10 s.
Exceeding the specified time will cause the shunt resistors to overheat and possibly fail. The value of the breakdown voltage is indicated in the technical data sheet of the arrester 1. It should be borne in mind that opening the arresters is prohibited. The recorder must be inspected regularly; after a thunderstorm inspection is required. In a non-stormy period, the registrars are removed and subjected to revision. In this case, the wire from the arrester is connected to the bolt that previously fastened the registrar. When inspecting the recorders without turning them off, you should pay attention to the integrity of the glazed eye, the absence of damage and contamination of the case, the accumulation of moisture on the device output insulator. .
After nine operations, which will be indicated by the appearance of a red line in the eye, the registrar should be recharged, for which it is necessary: .
a) Open the mastic factory seal; .
b) Loosen the four fixing screws. .
c) Remove the top cover of the case; .
d) Slightly move the group of contact springs to the left and carefully remove the drum with numbers from the axis; .
e) Remove the remnants of melting inserts; .
f) Insert, pull and fasten ten fusible links made of nichrome wire with a diameter of 0.1 mm; .
g) Clean the body walls and parts from carbon deposits;
h) Install the counting drum on the axis and start the spring by rotating the disk by hand five turns clockwise from the moment the spring is tensioned. When performing these operations, it is necessary to keep the contact group laid aside. Charging the drum with fusible inserts is carried out in the laboratory by workers of the appropriate qualification; .
i) Remove all the remnants of the old varnish from the places where the body and the gasket were separated, lubricate the place where the cover and base were connected with fresh glyptal varnish and close the device, ensuring complete moisture impermeability;
j) The fusible link corresponding to the “K” position on the dial is checked at the laboratory installation, at the place of charging by passing a pulse of 3-3.5 kV. In this case, there should be a clear operation of the drum to the “O” position. After carrying out this control operation, the recorder is suitable for further operation. .
Until January 1969, electric locomotives were equipped with wilite arresters with somewhat different technical data (these data are given in the passport of each arrester): the breakdown voltage of the arrester at a frequency of 50 Hz is not less than 7.5 kV and not more than 9.5 kV; conduction current 550-620 μA; the voltage rise time when checking the breakdown voltage value should not exceed 5 s. To conduct an audit, open the device and check the integrity of the circuit, the presence of fusible inserts in the drum; then release the device from the remnants of burnt fuse-links and check the condition of the carbon contacts. The action of the registrar is as follows: if the spark gap, in the circuit of which the registrar is connected, is triggered by an overvoltage, then a pulsed current flows through it and the resistor R of the registrar. When the current reaches the set value, the voltage drop across the resistor of the recorder becomes equal to the discharge voltage of the spark gap I, it breaks through, the pulse current rushes through the PV fusible link and burns it out. After that, the spark gap 2 breaks through and the pulsed current passes through the spark gaps. In place of the burnt fusible insert, a new one is installed under the action of the winding spring. The registrar allows nine replacement of fuse-links. Each replacement is marked on the dial with the corresponding serial number.
.
Circuit breakers
Purpose and technical data: on the electric locomotive, the PK-6/75 fuse is installed to protect the auxiliary circuit of the electric locomotive from short circuits. It has the following technical data: Rated current Rated voltage 75A 6KV. Design and principle of operation. The fuse consists of a cartridge 3 inserted into contacts mounted on insulators 2. Cables are connected to the contacts through copper leads. The fuse holder is a glazed porcelain tube 6, reinforced at the ends with brass caps 4 and 5. A fusible insert 7 is placed inside the cartridge, consisting of several wires twisted into a spiral, and an indicator wire holding the pointer 10 in the sleeve. The fusible insert and the index wire are electrically connected to the caps through intermediate parts. The cartridge is filled with sand and hermetically sealed. When a fusible link burns out, the arc quickly
goes out in narrow cracks between grains of sand. After the fusible insert burns out, the pointer wire burns out, and the pointer leaves the bushing under the action of the spring.
Fig.3 Fuse PK-6/75, and its cartridge.
.
In operation, it should be checked that there are no cracks on the porcelain tube, that the reinforcement of the caps is not broken. The cartridge should sit tightly in the contacts, it is installed with the pointer down. Dust and dirt from the porcelain tube of the cartridge and insulators should be cleaned regularly. Each cartridge can be reloaded multiple times. Recharge according to the instructions for installation, operation and recharging of high-voltage fuses with quartz sand.
Throttle
The throttle is designed to suppress radio interference generated by the equipment and electrical equipment of the electric locomotive. The main technical data of the throttle are as follows:
· Rated voltage 3000 V;
· Inductance 170 mH;
· Dimensions of copper coil 3 x. 50 mm;
· Coil current density 4.53A/mm.2;
Weight 134 kg;
Design: Choke D-8B consists of two copper coils 1 connected in parallel. The coils are fixed on wooden bars 3 and insulators 2. The throttle is installed on the roof of the electric locomotive.
Fig.4 Noise suppression choke D8-B
Specification:
1-Two copper coils; 2-insulators; 3-wooden bars.
The purpose of the throttles is as follows:
Inductor DS-1 - for smoothing rectified current ripples in the power supply circuit of control circuits and the battery charge circuit.
Inductor DS-3 - for smoothing rectified current ripples in the battery circuit at low electric charge currents.
Choke D-51 - to reduce the level of radio interference. .
The D-86 inductor is used as an inductor in the LC filter of the PF-506 panel. Technical data of chokes are given in table 1.
The DS-1 inductor consists of a magnetic circuit 2 and a coil 1. The magnetic circuit of the armored type inductor is made of laminated plates of electrical steel 2212 with a thickness of 0.5 mm. The coil is located on the central core of the magnetic core and is fixed with wedges 3. There is a gap of 5 mm in the side magnetic cores. The throttle coil consists of a cylindrical winding and an insulating cylinder 4 made of fiberglass. The winding has 90 turns, wound with PSD wire (3.55x5)x2 mm. Inter-turn and hull insulation is made of glass electrical insulating tape 0.2 x 35 mm in size. The coil is impregnated with PE-933L varnish.
Table 1 technical data of chokes
The rated current is indicated at a locomotive speed of at least 15 km/h.
Description Technical Data
The DC-3 inductor consists of a wire magnet 1 and a coil 2. The wire magnet is made of electrical steel plates 0.5 mm thick, fastened with mounting corners and four M8 studs. The studs are insulated with bakelitized paper smeared with LBS-1 lacquer. The coil is fixed on the magnetic wire with wedges 3. The choke coil is wound with a PSD wire 3.55x5 0 mm in size, flat. Winding is right-handed with two parallel wires. Inter-turn and hull insulation is made of glass electrical insulating tape LES 0.1x20 mm. The coil is impregnated with PE-933L varnish and coated with GF92-XS enamel . Choke D-51 consists of coil 2, fixed on the insulator 4 with straps 1 and 3. The coil is made of copper wire 3x20mm in size. Choke D-86 consists of a wire magnet and a coil made of PET-155 wire with a diameter of 1 mm and impregnated with an insulating compound. The coil is placed on the middle rod of the W - shaped core. The inductance is controlled by the air gap. The magnetic circuit is laminated from plates of electrical steel 2212 0.5 mm thick, fastened with four brackets 2 mm thick and four M8 studs. The pins are insulated with bakelitized paper coated with LBS-1 lacquer. The choke coil is wound from the wire PSD 3.55 X 5.0 mm (GOST 7019-71) flat. Winding is right-handed with two parallel wires. Interlayer insulation is made of a glass electrical insulating tape LES 0.1X 20 mm (GOST 5937-68). The coil is impregnated in PE-933L varnish and coated with GF-92-XS enamel (GOST 9151-75). Coil leads made of copper wire PMT 3 X 20 mm (GOST 434-78) are soldered to the turns of the winding with PMF solder. The coil is located on the core of the wire magnet and is wedged with getinax wedges.
Choke DZ-1 consists of a wire magnet and a coil. Magnet wire of a rod type, laminated from plates 0.5 mm thick of electrical steel 2212 (GOST 21427.2-75). A coil is installed on the wire magnet rod and secured with wedges. The choke coil is wound with PET-155 wire (GOST 21428-75) with a diameter of 0.56 mm. Interlayer insulation is made with cable paper K-120 (GOST 23436-79) with a thickness of 0.12 mm. The outer insulation of the coil is glass electrical insulating tape 0.2 X 35 mm. (GOST 5937-68). The coil is impregnated in the EMT-1 compound. .
Choke D-51 consists of a coil 2, mounted on an insulator 4 with straps 1 and 3. The coil is made of copper wire PMT 3 X 20 mm (GOST 434-78). Choke DR-150 is a component of freight electric locomotives of DC network 3000 V. Choke is part of the filter for suppression of radio interference generated during the operation of electrical equipment of the electric locomotive. The choke is mounted on insulators on the cover of the body of the electric locomotive and is connected to the power circuit between the current collector and the high-speed switch. In terms of the impact of climatic factors external environment throttle match climatic performance for use in temperate regions, at an altitude of not more than 1400 m above sea level, with an ambient temperature of + 60 to - 50 ⁰С.
Throttle Drawings: Choke D-51;DS-3;DS-1
Choke repair
Check the condition of the inductor support insulator. Rinse the insulators with kerosene and wipe dry with a dry cloth. Insulators with a damaged surface or chips of more than 10% of the path length of a possible voltage overlap are not allowed for operation. If the porcelain is damaged above the norm, replace the insulators. In winter, when inspecting the throttle, remove snow and ice from it
3. Organization of repair and maintenance of the locomotive. .
To maintain electric locomotives in working condition and ensure their reliable and safe operation, a system of maintenance and repair of rolling stock is necessary. The system of maintenance and repair of electric locomotives is greatly influenced by the organization of their operation and repair technology. Elongation of circulation sections, the emergence of newer and more advanced electric locomotives of new series, the use of progressive technological processes and relevant materials, the introduction of advanced labor methods, all this entails changes in the system of maintenance and repair of electric locomotives. ..
The main purpose of maintenance and repair is to reduce wear and tear and eliminate damage to electric locomotives, ensuring their trouble-free operation. These are very complex and responsible tasks. Despite the efforts made by the electric locomotive industry to ensure the reliability and reliability of electric locomotives, the main role in this matter belongs to the repair departments of railway transport. During maintenance, remove visible insulating parts and contact surfaces. .
An indispensable condition for highly efficient maintenance and repair of electric locomotives is the presence of a developed repair base. Each locomotive depot, which includes specialized workshops and departments, must be developed in such a way as to provide maintenance and current repairs of the attached locomotive fleet. The need for production space depends mainly on the repair program. In turn, the annual repair program is determined taking into account the mileage of electric locomotives. On the railway transport much attention is paid to the scientific organization of labor, which is a set of organizational, technical, sanitary and hygienic, and social measures that ensure the accumulation and use of effective production skills, the elimination of heavy manual labor, the most appropriate use of working time, development creativity each member of the team.
PERIODICITY AND TERMS OF PLANNED TECHNICAL
SERVICES, CURRENT REPAIRS.
To maintain electric locomotives in working condition and ensure their reliable and safe operation, a system for maintenance and repair of electric rolling stock (EPS) is required. The system of maintenance and repair of electric locomotives is greatly influenced by the organization of their operation and repair technology. The lengthening of circulation sections, the emergence of more advanced electric locomotives of new series, the use of progressive technological processes and appropriate materials, the introduction of advanced labor methods - all this entails changes in the system of maintenance and repair of electric locomotives. .
The main purpose of maintenance and repair is to reduce wear and eliminate damage to electric locomotives and ensure their trouble-free operation. These are very complex and responsible tasks. Despite the efforts made by the electric locomotive industry to improve the reliability and reliability of electric locomotives, the main role in this matter belongs to the repair departments of railway transport. On the railways of our country, there is a system of preventive maintenance of electric rolling stock approved by the Ministry of Railways. According to this system, maintenance (TO-2 and TO-3) is carried out between repairs after a certain period of time to prevent and eliminate the causes that could lead to an unacceptable decrease in the reliability of electric locomotives and a violation safe operation. The same goals are pursued by the maintenance of TO-1, which is carried out by locomotive crews. During maintenance, visible defects are eliminated, rubbing parts are lubricated, the brake system is adjusted, if necessary, parts are fixed, traction motors, electrical machines and apparatus are inspected, and the frequency of their insulating parts and contact surfaces is maintained. .
Current repairs (TR-1, TR-2, TR-3) are carried out in locomotive depots. Their goal is to keep electric locomotives in good condition, ensuring uninterrupted operation between factory repairs. With TR-1 and TR-2, the equipment of the electric locomotive is partially dismantled on site if its malfunction cannot be determined by external inspection, and the gaps in the friction units are also brought to normal. With TR-3, traction motors and auxiliary machines are removed, wheel sets are rolled out, other components are dismantled and disassembled in order to reliably check and repair them. Capital repairs(KR-1 and KR-2) are the main means of "recovery" of electric locomotives and provide for the restoration of load-bearing body structures, complex repairs of frames, bogies, wheelsets and traction motor gearboxes, and auxiliary machines, electrical apparatus, cables and wires, restoration of drawing dimensions details, etc. Major repairs of electric locomotives are carried out at repair plants. The repair cycle includes sequentially repeated types of maintenance and repair. The order of their alternation is determined by the structure of the repair cycle. Frequency of repair of main electric locomotives, i.e. the mileage between maintenance and repairs, as well as the downtime standards for electric locomotives, are set by the chiefs of roads, taking into account specific operating conditions, based on the standards of the order of the Ministry of Railways dated June 20, 1986. No. 28 / C. The same order establishes the following time intervals for shunting transfer and export electric locomotives between maintenance and repairs: TO - 1 daily; TO - 3 - after 30 Days; KR - 1 - 6 years; KR - 2 -12 years; TR - 1 - after 6 months; TR - 2 - after 18 months; TR - 3 - after 3 years.
ORGANIZATION OF THE WORKPLACE
In railway transport, much attention is paid to the scientific organization of labor, which is a set of organizational, technical, sanitary and hygienic and social measures that ensure the accumulation and use of effective production skills, the elimination of heavy manual labor, the most appropriate use of working time, and the development of the creative abilities of the team. An effective form of repair organization is in-line production, during which the repaired units and parts move along the route established in accordance with the technological sequence of operations in a pre-calculated rhythm. in-line production based on the extensive use of advanced technology, integrated mechanization, progressive forms of labor organization and has a high economic efficiency. It is closely related to the mechanisms and automation of repair processes. An example of such a connection is the flow-conveyor lines, which are widely used in TR-3. The use of such lines makes it possible to increase labor productivity, increase output from the same production areas, improve working conditions, and reduce the cost of repairs. With TR-1 and TR-2, mechanized stalls and workplaces equipped with mechanized tools and devices are used.
SAFETY INSTRUCTIONS FOR REPAIR, ASSEMBLY, TESTING.
Each locomotive depot, which includes specialized workshops and departments, must be developed in such a way as to ensure the technical development and maintenance of the attached locomotive fleet. If the depot does not produce TR-3, then it usually organizes a TR-1 and TR-2 workshop, as well as a TO-3 workshop.
Among the specialized departments are: mechanical, blacksmith, pouring, electric and gas welding, metalwork, electric apparatus, repair of current collectors, battery, hitchhiking, etc. If TR-3 is carried out at the depot, then in addition to the listed departments, an electric machine wheel-reducer shop is organized in the depot , impregnating and drying department. TO-2 is usually performed at linear points remote from the main depot. The premises of the depot workshops must have sufficient dimensions, lighting, heating, ventilation. Workshops must be equipped with the necessary equipment: lifting and transport, metal-cutting, forging, copper-filling, electric welding equipment. TO-1 is aimed at maintaining the efficiency, cleanliness and proper condition of the electric locomotive during its operation on the line. During the acceptance of the electric locomotive, the locomotive crew must inspect the electric locomotive.
At the same time, do the following: inspect the mechanical part and make sure that the elements of the units are correctly installed and fastened, that there is no loosening of the fastening, that there is lubrication on the rubbing surfaces, that there are safety devices, that the spring and cradle suspension parts are correctly adjusted and in good condition, that the traction motor suspension is in good condition, vibration dampers, speedometer drive, axle boxes and wheelsets, gear housings, axle boxes and lever brake system. Make sure that there is no leakage of lubrication of hydraulic dampers, gear housings and ball joints; inspect the roof equipment without climbing to the roof, and make sure that the pantographs work correctly when they are raised - lowered; check the condition of traction motors and auxiliary machines; inspect prechambers, suction devices, fans, remove foreign objects, close the prechamber doors tightly; make sure that the electrical circuit is assembled in traction and recuperative modes of operation; check the sealing of the cabinet BUVIP-113;
If it is found that there is no seal in the circulating depot, it is allowed to operate the electric locomotive until it arrives at the home depot; assemble a circuit corresponding to the traction mode. Using kilo-ammeters on the driver's console, make sure that the current of the traction motor armatures increases smoothly when controlled from the cabins of the 1st and 2nd sections in all four types from both control units; assemble a circuit corresponding to the recuperation mode. Make sure that the excitation current rises smoothly when turning the brake lever from the cabins of the 1st and 2nd sections from both control units. Note It is allowed to operate the electric locomotive in the traction mode before maintenance TO-2 in case of a malfunction of one control unit, which manifests itself only in the recuperation mode; make sure that the current of the armatures of the traction motors increases smoothly in the anti-switch-on mode from the cabins of the 1st and 2nd sections from both control units. Make sure that the anti-excitation unit is working. Using the brake lever, set the excitation current on a kiloammeter to 300-400A. By turning the steering wheel of the driver's controller, change the armature current from zero to 400A. In the opposition mode, the excitation current should decrease by 100 - 150A., followed by an increase to the original value; check the operation of spotlights, buffer lights and sound signals, windshield wipers; the presence of sand and the operation of the sand feeder. .
If necessary, add sand to the sandbox bins; check the presence of oil in the traction transformer, remove condensate from the tanks, moisture collectors and oil separators of the pneumatic system, make sure that the readings of instruments and signal lamps are correct; check the presence of water in the washbasin tank, if necessary, fill it up; check the availability and serviceability of the tool, accessories, protective equipment, photo circuits of electrical and pneumatic circuits of the electric locomotive; check the tightness of the joints of the pneumatic system pipelines located inside and outside the body and on the bogies. Perform inspection and maintenance of braking equipment in accordance with instruction ТЦ/3549 MPS. Inspection of the mechanical part during the acceptance and delivery of the electric locomotive and when working on the line is carried out with the electric locomotive braked. When accepting an electric locomotive at the depot, the locomotive crew must pay
Special attention for the absence of malfunctions with which it is prohibited to release locomotives for trains. When handing over an electric locomotive, the locomotive crew must make a detailed entry in the Journal technical condition about all noticed malfunctions, deviations from the normal operation of equipment, electrical and pneumatic circuits. The handing over locomotive crew must tell the receiving crew about all malfunctions and noticed signs of abnormal operation of the electric locomotive equipment, as well as about the use of emergency schemes. To maintain the electric locomotive in working condition, timely detection of emerging malfunctions, the locomotive crew must do the following when the electric locomotive is operating on the line: carefully monitor the readings of instrumentation; control the operation of traction motors, auxiliary machines, equipment, electrical and pneumatic circuits; periodically, every 3-4 hours of operation, remove condensate from tanks, moisture collectors and oil separators; systematically inspect the mechanical part, traction motors, auxiliary machines and electrical equipment; periodically during stops and with the pantograph lowered, check the heating of the axlebox, motor-axial and anchor bearings by touching the palm of your hand. The temperature of homogeneous equipment should be approximately the same, and the palm should easily withstand touching the heated parts. A sharp increase in temperature indicates abnormal operation of the equipment. Defective traction motor and auxiliary electric car disable. Cooling of bearings with water or snow is not allowed. If excessive heating, noise, vibration, sparking or blackening of the manifold occurs during operation or start-up of auxiliary machines, during a decrease in speed or a sudden stop, it is necessary to turn off the faulty electric motor, determine the cause and, if possible, eliminate the malfunction. Until the malfunction is eliminated, the engine must not be turned on; in the event of smoke, the smell of burning oil or rubber, stop the train, lower the pantograph, establish and eliminate the cause of the appearance of signs of abnormal operation of the equipment; monitor the charge mode of the battery and the voltage on it. At the same time, it is necessary that at a temperature environment up to -10°C, the 7P toggle switch on the switchboard was in the Normal charge position, and at temperatures below -10°C, in the Enhanced charge position. Do not allow the battery to discharge to a voltage below 42 V. If a strong drop in battery capacity is noticed during discharge, record this in the Logbook of the technical condition of the electric locomotive to identify faulty batteries during TO-2 maintenance.
4 Shunting work.
The maneuvers are a combination of half flights. There are the following main semi-flights:
1. acceleration-deceleration;
2. acceleration-movement with a steady speed;
3. acceleration-movement by inertia;
4. acceleration-movement by inertia and braking;
5. acceleration-movement with a steady speed and by inertia;
6. acceleration-movement with a steady speed by inertia and braking.
Depending on the purpose, maneuvers are divided into the following:
ü disbanding of trains - sorting of wagons in accordance with their purpose;
ü formation of trains - sorting and assembly of wagons;
ü simultaneous disbanding and formation - full or partial combination of operations;
ü hitching and uncoupling of wagons from trains;
ü delivery and cleaning of wagons to freight and other points of the station;
ü cargo maneuvers - the arrangement of wagons along the cargo fronts and their assembly;
ü others - rearrangement of trains and groups of wagons, re-hanging, reining in or pulling up on the tracks, etc.
largest specific gravity in the work of the stations they have maneuvers for disbanding-forming trains. Dispose of shunting work station duty officer (at small stations), shunting dispatcher and duty officer on a hill or park. Responsibilities between them are distributed by the TRA of the station. The direct executor of the maneuvers are the shunting teams (the locomotive driver with an assistant and the train compiler).
On the exhaust tracks, two main methods of sorting wagons are used - upsetting and pushing.
By the way of upsetting, they work mainly within the limits of the tracks and the turnout street. This is such an order of maneuvers when the train reaches the place where the cars should be stopped and stops. Then the train is pulled out by the dividing arrow and again settles down to put the second cut on another track.
This method is very lengthy and is used when maneuvering wagons requiring special precautions, when rearranging wagons or trains from one track to another, when conditions are not provided to keep the wagons on the track after a push.
The pushing method consists in the fact that after uncoupling a group of cars (cutaway) and the route is ready to put this group on the track, the locomotive accelerates and brakes sharply, and the cutter follows further by inertia. After each push, the shunting train returns behind the dividing arrow. This is how maneuvers are performed in single pushes. With serial pushes, a series of successive pushes is performed according to the number of cuts in the taken shunting train without a return movement. Maneuvers by serial pushes are performed mainly on inclined exhaust tracks. It should be noted that it is not always possible to sort the composition in one way. Depending on the running properties and loading of the wagons, the freedom of the tracks, the most advantageous methods are chosen. According to the rules technical operation railway speed during maneuvers.
Maneuvering speeds
· 60 km/h- when following the free tracks of single locomotives and locomotives with wagons hitched at the back with auto brakes on and tested;
· 40 km/h- when moving a locomotive with wagons attached to the rear, as well as when following a special self-propelled rolling stock on free tracks;
· 25 km/h- when moving wagons forward along free tracks, as well as recovery and fire trains;
· 15 km/h- when driving with wagons occupied by people, as well as with oversized cargo of side and bottom oversized 4, 5, 6 degrees;
· 5 km/h- during jerky maneuvers, when a wagon cutter approaches another cutter in the foothill park;
· 3 km/h- when a shunting train or a single locomotive approaches the wagons.
5 Safety
All work on the preparation of the electric locomotive for operation must be carried out by specially trained personnel of the locomotive depot in compliance with the Safety Rules. .
Locomotive crews who know the device and the rules for operating an electric locomotive should be allowed to control an electric locomotive. All work on the maintenance of the electric locomotive must be carried out with the obligatory fulfillment of the requirements set forth in this section.
When an electric locomotive operates under a contact wire or when voltage is applied to it from the outside, electrical equipment and machines are energized. Touching live parts! regardless of the voltage value) can be fatal! .
It is forbidden to carry out any work on an electric locomotive by employees who have not passed the next safety exam, and also do not have an appropriate certificate for the right to work in electrical installations with a voltage of more than 1000 V. .
5.2 Protective measures and means
In order to exclude the access of service personnel to the live parts of the electrical equipment and measuring instruments of the driver's console with the current collector on the electric locomotive raised, the entrance to the VVK, lifting of the current collector, switching on the BV and other critical control devices was carried out. Grounding on the body of the electric locomotive of the bodies of auxiliary machines is also provided. The protective equipment that the electric locomotive is equipped with, signal accessories and tools must be used in accordance with their purpose and stored in specially designated places. Protective equipment must be stamped with the date of the next test and the value for which this product is designed. The use of protective equipment that does not have the indicated hallmarks or with an expired test period is prohibited! In the passage corridor of each section next to front door there are places for storing brake shoes.
5.3 Safety precautions when working with electric locomotive equipment
If you need to enter the VVK, you must follow the following procedure: .
1) Turn off BV-1 and BV-2, lower the pantographs by turning off the corresponding switches in the driver's cab. Make sure that the pantograph is lowered according to the voltmeter reading and visually;
2) Block the switches with the KU key and remove it;
3) Move the roof grounding lever to the right of the entrance to the VVK clockwise to a horizontal position; .
4) open the doors of the VVK;
It is forbidden to enter the VVK of a moving electric locomotive!
If it is necessary to lift the pantograph, the following procedure must be observed:
ü Make sure that the doors of the VVK are closed and that the locking rods exit;
ü Open the disconnect valve in the compressed air supply circuit to
current collector valve;
ü Install the KU key in the switch block of the cabin from which
will be controlled and unlock the switches;
ü After giving a warning signal, raise the pantograph.
ü It is strictly forbidden to turn on manually and fasten during
the on state of the current collector valves, as well as
direct voltage supply to them (in addition to switches
and locks).
When the current collector is raised, it is strictly prohibited:
1. Try to open the doors of the VVK;
2. Climb to the roof;
3. Wipe the windshields outside the cabin above the lower edge of the windshields and perform other work from its outside;
4. Inspect the TED and auxiliary machines with the removal of the covers of the collector hatches and fill their bearings with grease;
5. Open the cover of the instrument panels on the driver's console, as well as change the signal lamps;
6. Dismantle output boxes and disconnect wire leads of auxiliary machines;
7. Open the cover of the instrument panels on the driver's console, as well as change the signal lamps;
8. Remove the covers from the consoles of the driver's and assistant's station, the driver's controller, the switch box and other equipment;
9. Perform any inspection, repair or adjustment work
low voltage circuits;
10. Repair mechanical equipment.
5.4 Safety precautions for troubleshooting en route
Inspection of the TEM and electric motors of auxiliary machines, as well as work to identify and eliminate any malfunction, can only be started with the current collectors lowered, after the electric locomotive has completely stopped and the auxiliary machines have stopped rotating, with the switches of the switch block turned off and locked and the reversing-selective handle removed. The reversing selective handle and the key to the switch box must be with the worker doing the work. It is strictly forbidden for locomotive crews and maintenance personnel to have and use personal reversible handles of the driver's controller, blocking keys of switches and other devices, as well as to use devices that replace them! It is allowed to go out onto the roof only after removing the voltage on the contact wire. Before starting work, ground the latter with grounding rods on both sides and make sure that the grounding is reliable. .
When calling to 50V voltage control circuits, it should be remembered that the coils of electrical devices have significant inductance. With various switching and circuit breaks, overvoltages appear in the circuit, which are dangerous for a person when touching the locks and wire lugs at this moment.
Replace the fuses or their fuses in the control circuits after disconnecting the AB disconnector. When examining the AB, it is necessary to use a closed light source (it is forbidden to use matches, lighters, torches, etc.).
5.5 Fire safety on an electric locomotive.
To extinguish a fire, the electric locomotive is equipped with fire-fighting equipment. Each section has four OU-5 carbon dioxide fire extinguishers (or OP-5 and OP-10 powder fire extinguishers) and buckets of sand.
In the event of a fire on an electric locomotive, the locomotive crew must give a fire alarm, if possible, stop the train in a place convenient for extinguishing the fire, set the steering wheel and controller handles to zero positions, turn off all buttons, stop all auxiliary machines and lower the pantographs.
It is possible to extinguish a fire on an electric locomotive with carbon dioxide, powder fire extinguishers or water only after removing the voltage and grounding the contact network. If the voltage cannot be removed, the locomotive crew, taking special care, must proceed to extinguish the fire with carbon dioxide fire extinguishers or dry sand. Burning wires and electrical apparatus are extinguished only with carbon dioxide, powder fire extinguishers or dry sand. To prevent a fire on an electric locomotive, all cleaning materials and lubricants must be stored in a closed metal box. To eliminate malfunctions in control circuits, it is forbidden to use temporary jumpers from wires whose cross section is smaller than the cross section of regular circuit wires! In extreme cases, it is allowed to use such wires connected in parallel two or three times. Cross-sections of wires, which were mounted on an electric locomotive.
Literature
1. V. A. crayfish locomotives and motor-car rolling stock of the railways of the Soviet Union. 1956-1965 m transport 1966.
2.B. A. crayfish locomotives of domestic railways.
3. V. A. Rakov locomotives of domestic railways. 1956-1975, M transport 1999
4. Traction transmissions of electric rolling stock of railways I.V. Biryukov, A.I. Belyaev, E.K. Rybnikov. Moscow, transport 1986.
5 Current repair and maintenance of DC electric locomotives, S.N. Kraskovskaya, E.E. Riedel, R.G. Turtle. Moscow, transport 1989.
6. 3.A. N. Petropavlov technology of repair of electric rolling stock, M. transport 2002;
7. Electric rolling warehouse of the railway - V.K. Kalinin
8. Construction and repair of a DC electric locomotive - G. M. Liman
9. Electric locomotive VL-8 B. A. Tushkanov
10. Electric locomotive VL-8 - E.G. Nazarov
(IN ladimir L enin, 8 -axial) - trunk electric locomotive DC with axial formula 2(2 0 +2 0 ) produced from 1953 to 1967 .The reason for the creation of an electric locomotive is the lack of DC freight electric locomotives. Electric locomotives VL22 weren't up to the job.
History
Experienced electric locomotives H8
In 1952, under the leadership of the chief designer of NEVZ B.V. Suslov, the design of a new electric locomotive began, and in March 1953 the first experimental eight-axle electric locomotive N8-001 was already manufactured (photo). The schemes of its electrical circuits corresponded to the drawing OTN-354.001. Series H8 meant: Novocherkassk, eight-axle.
On the electric locomotive, fundamentally new cast-iron bogies were used, similar to those used on American diesel locomotives D B. All axle boxes were equipped with rolling bearings. Spring suspension, consisting of over-axle coil springs and leaf springs, was balanced on each side of the bogie. The body of an electric locomotive was for the first time made without transition platforms, semi-streamlined. The doors were located on the sides of the body.
For the electric locomotive, new NB-406A traction motors with an unsaturated magnetic system were redesigned, which allowed them to realize full power in a larger range of rotational speeds. With a voltage at the clamps of 1500 V, these TEDs developed a continuous power of 470 kW and an hourly power of 525 kW.
Electric locomotive H8 model
VL8 at Slavyansk station
The H8 sections were permanently mechanically and electrically interconnected and could only be disconnected during repairs. All power circuits were common for both sections, which made it possible to assemble all eight TEDs into a series circuit on a serial connection. On the electric locomotive, regenerative braking with anti-compounding of exciters was implemented to reduce the mass of motor generators.
Schematically, the electric locomotive had a rheostatic start-up scheme that has already become standard with series, series-parallel and parallel connections of the TED and the use of 4 stages of excitation attenuation. However, most electrical apparatus and all auxiliary machines have been redesigned at a higher technological level. On H8-001, for the first time, a new two-track current collector P-3 was used.
The results of the control weighing showed an excess of weight parameters in relation to the specified ones - the load from the axle reached 23.9 tf instead of 22.5 tf according to the project. Tests of an electric locomotive during 1953-1954. on the Suramsky Pass and on the Kropachevo - Zlatoust - Chelyabinsk section (based on the Zlatoust depot) of the South Ural Railway showed its significant superiority over the VL22M. H8-001 realized for a long time a tangential traction force of 45-47 tf at speeds of 40-45 km / h, in some cases, during start-up, the traction force reached 54 tf.
In 1955, an experimental batch of electric locomotives from numbers 002 to 008 was manufactured.
Serial electric locomotives
In 1956, the serial production of electric locomotives began at the Novocherkassk Electric Locomotive Plant. To increase the output of electric locomotives, it was decided to connect the Tbilisi Electric Locomotive Plant (TEVZ) to the program for their production. In 1957, the plant produced its first experimental electric locomotive, and in 1958 serial production began.
Serial electric locomotives repeated the experimental series in design, there were only slight differences.
Since 1957, the bodies and bogies of VL8 electric locomotives have been manufactured by the Lugansk Diesel Locomotive Plant. Electric locomotives of the H8 series received the designation of the VL8 series since January 1963 (photo). Electric locomotives were built up to 1967 inclusive. A total of 1723 electric locomotives were produced, of which NEVZ built 430 electric locomotives and TEVZ built 1293 electric locomotives.
Until 1961, they were the most powerful locomotives in the country, capable of driving trains weighing 3,500 tons at a speed of 40-42 km / h with a single draft of 9 ‰ on a rise.
At a speed of 100 km/h, an electric locomotive can develop a traction force of 8,000 kg. Regenerative braking of an electric locomotive is possible from 12 to 100 km/h. The coupling weight of the electric locomotive is 180 tons.
Modernizations
Electric locomotive VL8M-1202
On electric locomotives VL8-185, 186 and 187, rubber elements were installed in the spring suspension system, which reduced shaking and made the electric locomotive run smoother. However, these elements did not work satisfactorily (they were squeezed out) and in the future they were not put on electric locomotives.
As you know, rigid leaf springs, due to the large internal friction between the sheets, work like ordinary balancers. Softer spring suspension was tested at the suggestion of the Moscow Institute of Transport Engineers; in the Zlatoust depot in 1962, on the VL8-627 electric locomotive, additional springs were installed at the points of attachment of the spring suspensions to the bogie frames, which led to a decrease in shaking and an increase in the smoothness of the locomotive. Since with the modified design of the spring suspension, rapid local wear of the suspensions was observed, this system did not receive further distribution.
On the VL8-948 electric locomotive, according to the project of the Design Bureau of the TsT MPS, in 1968, the second additional body supports were installed, softer springs were used, in which their static deflection increased to 100 mm, and resistant rubber shock absorbers were installed in roller axle boxes. However, as shown by tests conducted by the Central Research Institute of the Ministry of Railways, it was possible to increase the speed of the electric locomotive with these changes only up to 90 km / h. Therefore, the introduction of the above changes was subsequently abandoned.
The main parameters of the VL8 electric locomotive
In 1973, the All-Union Scientific Research Diesel Locomotive Institute (VNIITI) changed the spring suspension on the VL8-321 electric locomotive: coil springs were installed between the balancer and the bogie frame, four spring supports from the body sections to the bogie frames; at the same time, stops were placed in axle boxes of the type of axle boxes of diesel locomotives TE3. The static deflection of the spring suspension reached 122 mm. Tests of this electric locomotive gave positive results: the possibility of increasing the maximum speed under the conditions of impact on the track up to 100 km/h. This served as the basis for the start of work on the modernization of the spring suspension of VL8 electric locomotives.
In the period 1976-1985. In the 1990s, VL8 electric locomotives were equipped with return devices, which made it possible to increase the speed from 80 to 90-100 km/h. Such electric locomotives received the designation VL8m.
Since the mid-70s, VL8 photo electric locomotives have often been used in passenger traffic, which required the use of some devices for driving passenger trains. So on VL8 there appeared sockets and cables of inter-car heating connections and EPT sockets on "sweepers". Due to the presence of a “blizzard” that rotates in curves and is rigidly fixed to the bogie frame, the train’s heating cable had to be twisted in a “figure eight” in the non-working position in order to exclude the possibility of its breakage or chafing. In some sections with a heavy profile (for example, Goryachiy Klyuch - Tuapse of the North Caucasian Railway), they began to practice the movement of VL8 with double traction. To do this, sockets for inter-electric locomotive connections were installed on the front sheet between the buffer lights. On Ukrainian VL8, during repairs, two-color buffer lights were installed similar to those installed on VL11 and VL10 of later series.
Currently, electric locomotives of the VL8 series are operated only by the railways of Ukraine, Armenia, Georgia and Azerbaijan. In Russia, VL8 remained only in TC Kavkazskaya, are in a non-working condition.Basic dataYears of construction
Country of construction
NEVZ, TEVZ
Total built
Operating countries
Axial formula
Technical data Type of current and voltage in the contact network
permanent, 3 kV
Design speed
Hourly power of TED
Watch mode speed
Continuous power of TED
Continuous mode speed
permanent, 3 kV
History
Experienced electric locomotives H8
The results of the control weighing showed an excess of weight parameters in relation to the specified ones - the load from the axle reached 23.9 tf instead of 22.5 tf according to the project. Tests of an electric locomotive during 1953-1954. on the Suramsky Pass and on the Kropachevo - Zlatoust - Chelyabinsk section (based on the Zlatoust depot) of the South Ural Railway showed its significant superiority over VL22M. H8-001 realized for a long time a tangential traction force of 45-47 tf at speeds of 40-45 km / h, in some cases, during start-up, the traction force reached 54 tf.
The main parameters of the VL8 electric locomotive
| Parameters | Indicators |
|---|---|
| Axial formula | 2o+2o+2o+2o |
| Operating weight (with ballast) | 184 t |
| wheel set load | 23 t |
| Length along the axes of automatic couplers | 27520 mm |
| Body width | 3105 mm |
| Height with pantograph lowered | 5100 mm |
| Hourly power of TED | 4200 kW |
| Continuous power of TED | 3760 kW |
| Driving wheel diameter | 1200 mm |
In 1973, the All-Union Scientific Research Diesel Locomotive Institute (VNIITI) changed the spring suspension on the VL8-321 electric locomotive: coil springs were installed between the balancer and the bogie frame, four spring supports from the body sections to the bogie frames; at the same time, stops were placed in axle boxes of the type of axle boxes of diesel locomotives TE3. The static deflection of the spring suspension reached 122 mm. Tests of this electric locomotive gave positive results: the possibility of increasing the maximum speed under the conditions of impact on the track up to 100 km/h. This served as the basis for the start of work on the modernization of the spring suspension of VL8 electric locomotives.
In the period 1976-1985. In the 1990s, VL8 electric locomotives were equipped with return devices, which made it possible to increase the speed from 80 to 90-100 km/h. Such electric locomotives received the designation VL8m.
Since the mid-70s, VL8 photo electric locomotives have often been used in passenger traffic, which required the use of some devices for driving passenger trains. So on VL8 there appeared sockets and cables of inter-car heating connections and EPT sockets on "sweepers". Due to the presence of a “blizzard” that rotates in curves and is rigidly fixed to the bogie frame, the train’s heating cable had to be twisted in a “figure eight” in the non-working position in order to exclude the possibility of its breakage or chafing. In some sections with a heavy profile (for example, Goryachiy Klyuch - Tuapse of the North Caucasian Railway), they began to practice the movement of VL8 with double traction. To do this, sockets for inter-electric locomotive connections were installed on the front sheet between the buffer lights. On Ukrainian VL8, during repairs, two-color buffer lights were installed similar to those installed on VL11 and VL10 of later series.
Currently, electric locomotives of the VL8 series are operated only by the railways of Ukraine, Armenia, Georgia and Azerbaijan. In Russia, VL8 remained only in the Kavkazskaya TC, are in a non-working condition.
Literature
- V. A. Rakov “Locomotives and multi-unit rolling stock of the railways of the Soviet Union.
1956-1965”, M.: “Transport”, 1966
- V. A. Rakov “Locomotives of domestic railways. (1956-1975)", M.: "Transport", 1999. ISBN 5-277-02012-8
Notes
| Electric locomotives of the railways of the Soviet Union and the post-Soviet space | |
|---|---|
| Trunk |
DC electric locomotives C C - 1932-1934 | VL19 - 1932-1938 | PB21 - 1934 | SC - 1936-1938 | VL22 - 1938-1958 | VL8 - 1953-1967 | VL23 - 1956-1961 | CHS1 - 1957-1960 | CHS2 - 1958-1973 | CHS3 - 1961 | VL10 - 1961-1977 | VL12 - 1973, 1974 | CHS200 - 1974-1979 | VL11 - 1975-... | CHS6 - 1979-1981 | CHS7 - 1983-2000 | VL15 - 1984-1991 | DE1 - 1995-2008 | EP2K - 2006-… | 2ES4K - 2006-… | - 2007-… 2EL4 - 2008-… AC electric locomotivesOP22 - 1938 | VL61 - 1954-1957 | VL60 - 1957-1967 | F - 1959-1960 | VL80 - 1961-1994 | VL62 - 1962-1963 | CHS4 - 1965-1972 | VL40 - 1966, 1969 | |
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