Power circuit vl 8. Electric locomotive vl8. Table 1 technical data of chokes
In 1952, under the leadership of the chief designer of NEVZ BV Suslov, the design of a new electric locomotive began, and in March 1953, the first experimental eight-axle electric locomotive N8-001 was manufactured. The diagrams of its electrical circuits corresponded to the drawing OTN-354.001. Series H8 meant: Novocherkassk, eight-axle.
On the electric locomotive, fundamentally new bogies of a cast design were used, similar to those used on the American DB diesel locomotives. All axle boxes were equipped with rolling bearings. The suspension springs, consisting of over-axle coil springs and leaf springs, were balanced on each side of the bogie. The body of an electric locomotive was first made without transition areas, semi-streamlined shape. The doors were located on the sides of the body.
For the electric locomotive, new traction electric motors NB-406A with an unsaturated magnetic system were re-designed, which allowed them to realize their full power in a wide range of rotational speeds. With a terminal voltage of 1500 V, these TEDs developed a continuous power of 470 kW and an hourly power of 525 kW.
The H8 sections were permanently mechanically and electrically connected to each other and could only be disconnected during repairs. All power circuits were common for both sections, which made it possible, when connected in series, to collect all eight traction motors in a series circuit. On the electric locomotive, regenerative braking with anti-compounding of pathogens was implemented to reduce the mass of motor-generators.
Schematically, the electric locomotive had the now standard rheostat starting scheme with sequential, series-parallel and parallel TED connections and the use of 4 stages of excitation weakening. However, most of the electrical apparatus and all auxiliary machines have been redesigned at a higher technological level. For the first time on Н8-001 the new two-run pantograph P-3 was used.
The control weighing results showed the excess of the weight parameters in relation to the set ones - the axle load reached 23.9 tf instead of 22.5 tf according to the project. Tests of an electric locomotive during 1953-1954. on the Suram pass and on the Kropachevo - Zlatoust - Chelyabinsk section (based on the Zlatoust depot) of the South Ural Railway showed its significant superiority over VL22M. N8-001 realized for a long time a tangential thrust force of 45-47 tf at speeds of 40-45 km / h, in some cases at launch the thrust force reached 54 tf.
In 1955, a pilot batch of electric locomotives from 002 to 008 was manufactured.
In 1956, the serial production of electric locomotives began at the Novocherkassk Electric Locomotive Construction Plant. To increase the production of electric locomotives, it was decided to connect the Tbilisi Electric Locomotive Plant (TEVZ) to the production program. In 1957, the plant produced its first prototype electric locomotive, and in 1958 serial production began.
Serial electric locomotives repeated the experimental series in design, there were only minor differences.
The bodies and bogies of the VL8 electric locomotives have been manufactured by the Lugansk diesel locomotive plant since 1957. Electric locomotives of the N8 series received the designation of the VL8 series in January 1963. Electric locomotives were built up to and including 1967. A total of 1723 electric locomotives were produced, of which NEVZ built 430 electric locomotives and TEVZ - 1293 electric locomotives.
Until 1961, they were the most powerful locomotives in the country, capable of driving a single 9 traction on the rise of a train weighing 3500 tons at a speed of 50-80 km / h.
Specifications
| Service type | cargo |
|---|---|
| Type of current and voltage in the contact network | constant, 3 kV |
| Axial formula (UIC) | Bo "Bo" + Bo "Bo" |
| Full service weight | 180 t |
| Coupling weight | 22.5 tf |
| Dimensions | 1-T |
| Locomotive length | 27.52 m |
| Maximum height | 5.08 m |
| Width | 3.106 m |
| Full wheelbase | 23.1 m |
| Wheel base of bogies | 3.2 m |
| Smallest radius of traversable curves | 120 m |
| Regulation system | rheostat-contactor |
| TED type | NB-406 |
| Suspension of TED | axial support |
| Wheel diameter | 1200 mm |
| Gear ratio | 3.905 (82:21) |
| Hourly power TED | 8 × 525 kW |
| Hourly traction force | 35200 kgf |
| Clock speed | 42 km / h |
| Continuous power TED | 8 × 470 kW |
| Continuous traction | 30200 kgf |
| Continuous mode speed | 43.7 km / h |
| Design speed | 90 km / h |
| Electric braking | recuperative |
Special part
The structure of the VL8 electric locomotive, basic technical data, characteristics, modifications, modernization.
Figure: 1. General view of the VL8 electric locomotive
The main technical data of the electric locomotive are as follows:
· Service type - cargo;
· Current constant voltage on pantograph 3000V;
· Traction force of continuous operation 297.5 kN;
· The speed of the electric locomotive in continuous operation is 44.3 km / h;
· Traction force at the design rise 456 kN;
· Speed \u200b\u200bon the calculated rise 43.3 km / h;
· Design speed 100 km / h;
· Electric braking, recuperative number of economic speeds with 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;
· Diameter of wheels 1 200 mm;
· Rigid wheelbase 3 200 mm;
· The total wheelbase is 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 N8-001 was manufactured. The diagrams of its electrical circuits corresponded to the drawing OTN-354.001. Series H8 meant: Novocherkassky, 8-axle. On the electric locomotive, fundamentally new bogies of a cast design were used, similar to those used on the American DB diesel locomotives. All axle boxes were equipped with rolling bearings. The suspension springs, consisting of axle box coil springs and leaf springs, were balanced on each side of the bogie.
For the first time, the body of an electric locomotive was made without transition platforms, semi-streamlined. The doors were located on the sides of the body.
For the electric locomotive, new traction motors NB-406A with an unsaturated magnetic system were again designed, which allowed them to realize their full power in a wide range of rotational speeds. With a terminal voltage of 1500 V, these TEDs developed a continuous power of 470 kW and an hourly power of 525 kW. Model of the electric locomotive N8 VL8 at the Slavyansk station. The H8 sections were permanently mechanically and electrically connected to each other and could only be disconnected during repairs. All power circuits were common to both sections, which made it possible to collect all eight traction motors in a serial circuit on a serial connection. On the electric locomotive, regenerative braking with counter compounding of exciters was implemented to reduce the mass of the motor - generators.
Schematically, the electric locomotive had the now standard rheostat starting scheme with series, series - parallel and parallel connections of traction electric motors and the use of 4 stages of excitation weakening. However, most of the electrical apparatus and all auxiliary machines have been redesigned at a higher technological level. On Н8-001 for the first time a new two-run pantograph P3 was used. The control weighing results showed the excess of the weight parameters in relation to the set ones - the axle load reached 23.9 tf instead of 22.5 tf according to the project. ...
Tests of an electric locomotive during 1953-1954 At the Suram pass and on the Kropachevo, Zlatoust, Chelyabinsk section (based on the Zlatoust depot) of the South Ural Railroad, they showed its significant superiority over VL22M. N8-001 realized for a long time a tangential thrust force of 45-47 tf at speeds of 40-45 km / h, in some cases at launch the thrust force reached 54 tf. In 1955, a pilot batch of electric locomotives from 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 production of electric locomotives, it was decided to connect the Tbilisi Electric Locomotive Plant (TEVZ) to the production program.
In 1957, the plant produced its first prototype electric locomotive, and in 1958 serial production began. ...
Serial electric locomotives repeated the experimental series in design, there were only minor differences. The bodies and bogies of the VL8 electric locomotives since 1957 have been manufactured by the Lugansk diesel locomotive plant. Electric locomotives of the N8 series, received the designation of the VL8 series in January 1963. Electric locomotives were built up to and including 1967. A total of 1,715 electric locomotives were produced, of which NEVZ built 423 electric locomotives and TEVZ 1292 electric locomotives. Until 1961, they were the most powerful locomotives in the country, capable of driving a single 9 traction on the rise of a train weighing 3500 tons at a speed of 40-42 km / h. At a speed of 100 km / h, the electric locomotive can develop a traction force of 8000 kg. Regenerative braking of the electric locomotive is possible from 12 to 100 km / h. The coupled weight of the electric locomotive is 180t. The main parameters of the VL8 electric locomotive parameters indicators axial formula 2о + 2о + 2о + 2о Weight in working condition with ballast 184t. Load from a wheelset 23 t Length along the axes of automatic couplers 27520 mm width of a body 3105 mm height with a lowered pantograph 5100 mm hourly power of traction electric motor 4200 kW continuous power of traction electric motor 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 supplied 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 the axle boxes of the TE3 diesel locomotive type. 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 path to 100 km / h. This served as the basis for starting work on the modernization of spring suspension of VL8 electric locomotives. In the period 1976-1985, the return devices were installed on the VL8 electric locomotives, 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 been often used in passenger traffic, which required the use of some devices for driving passenger trains on them. So on VL8 there were sockets and cables for intercar heating connections and EPT sockets on snowstorms. Due to the presence of a blizzard turning in the curves, rigidly fixed on the bogie frame, the train heating cable had to be twisted in a non-working position with a "eight" in order to exclude the possibility of its breaking or chafing. In some areas with a heavy profile, they began to practice the VL8 movement with a double thrust. To do this, on the front sheet between the buffer lamps, sockets were installed between the electric locomotive connections. On the Ukrainian VL8, two-color buffer were installed during repairs
lamps similar to those installed on the VL11 and VL10 of the later series. Until 1961 (before the appearance of VL10 and VL80) it was the strongest locomotive in the country. Starting with the VL8-700 electric locomotive, 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 began to be installed on electric locomotives, and reversal was carried out by switching the armature leads. This scheme was previously tested in 1958 on the VL8-073 electric locomotive, reequipped at the Moscow Locomotive Repair Plant (formerly Perovskiy Electric Rolling Stock Repair Plant) and on electric locomotives No. 092, 093, produced by the Novocherkassk Electric Locomotive Plant. And then on small lots of electric locomotives, produced by factories in 1961-1962. There were also minor changes to the mechanical and electrical equipment. So, roof disconnectors began to be installed from the VL8-126 electric locomotive. On the electric locomotives, which the Novocherkassk plant has been producing since 1960, the power circuit has been slightly changed: the converter motors are switched on after the high-speed switch, one of the transitional contactors was removed, and this improved the process of transition from serial to series-parallel connection of traction electric motors. From the electric locomotive # 516 (Tbilisi plant) and # 1355 (Novocherkassk plant) the volume of sand bunkers has been increased from 2340 l (3510 kg) to 3290 l (4935 kg). Electric locomotive Series Vl8 Designed for operation on electrified sections of direct current main railways.
Electric locomotive modernization
On the VL8-185, 186 and 187 electric locomotives, rubber elements were installed in the spring suspension system, which reduced shaking and made the electric locomotive run smoother. However, these elements worked unsatisfactorily and were not installed on electric locomotives in the future. As you know, rigid leaf springs, due to the high 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, on the VL8-627 electric locomotive, additional springs were supplied at the points of connection 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 changed design of the spring suspension, there was a rapid local wear of the suspensions, this system did not receive further distribution. On the VL8-948 electric locomotive, according to the design of the Design Bureau of the Central Television Ministry of the Ministry of Railways, in 1968, second additional body supports were installed, softer springs were used, in which their static deflection increased to 100 mm, persistent rubber shock absorbers were installed in roller axle boxes. However, as shown by tests carried out by the Central Research Institute of the Ministry of Railways, it was possible to raise the speed of an electric locomotive with these changes only up to 90 km / h. Therefore, the implementation 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: cylindrical springs were supplied between the balancer and the bogie frame. Four spring supports from body sections to bogie frames; at the same time, stops were placed in the axle boxes of the TE3 diesel locomotive type. 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 to 100 km / h. This served as the basis for starting work on the modernization of spring suspension of VL8 electric locomotives. In the period 1976-1985, return devices were installed on the VL8 electric locomotives, 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 been frequently 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 snowstorms. Due to the presence of a blizzard turning in the curves, rigidly fixed to the bogie frame, the train heating cable had to be twisted in a non-working position with a figure eight in order to exclude the possibility of its breaking or chafing. In some areas with a heavy profile (for example, Goryachy Klyuch - Tuapse of the North - Caucasian Railroad), they began to practice the movement of VL8 with a double thrust. For this, on the frontal sheet between the buffer lamps, sockets of inter-electric locomotive connections were installed. On the Ukrainian VL8 during repairs, two-color buffer lights were installed, similar to those installed on the VL11 and VL10 of the later series. Currently, the VL8 series electric locomotives operate only railways Ukraine, Armenia (depots Gyumri and Yerevan), Abkhazia (depots Sukhum), Georgia (depots Samtredia, Batumi, Tbilisi - Passenger and Tbilisi - Sortirovochnaya) and Azerbaijan (depots Ganja, Balajari and Boyuk-Shor).
2.2
Repair and maintenance of arresters,
fuses, chokes.
Arresters
They are designed to protect electrical circuits of an electric locomotive from atmospheric and switching voltages, which can reach dangerous values \u200b\u200bat high slew rates. Their principle of operation is based on a sharp decrease in electrical resistance with an increase in the applied voltage. As a result, a dangerous overvoltage wave is quickly diverted to earth, 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 recent years, the most widespread is the RMBV-3.3 vilite arrester. ...
Fig. 2 Vilit arrester RMBV-3.3
1 - Bolt;
2 - Porcelain casing;
3 - Spring;
4 - Vit disk;
5.6 - Two spark gaps;
7 - a sealing gasket;
8 - the bottom of the arrester;
9 - Rubber diaphragm;
10 - Cast iron flange;
11 - Permanent magnets;
12 - Shunt resistances;
Spark gaps 1 and 2, which are bridged with high-resistance ceramic resistors, are connected in series with the whitewash disks 3 that reduce the resistance when the voltage rises. The volitic 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 whitewash 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 whitened disks. The charge is discharged to the ground through the disk drives and spark gaps and the voltage across the pantograph is limited. After discharging the charge, the arrester restores the initial high resistance in the circuit and is again ready for action.
After the operation of the power gap, there is still an overvoltage, which is discharged to the ground through the capacitor c and does not reach the equipment of the power circuit of the electric locomotive. Vilit arrester RMBV-3.3. It consists of a porcelain casing 2, which contains two vilit discs 4, two spark gaps 5 and 6 with shunt resistors 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 to the casing. All internal parts of the arrester are pressed to the bottom 8 by a 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 overlaps on the surface
disks, and short circuits, the pressure inside the arrester casing rises. To protect against destruction in these cases, a hole is provided in the bottom, closed by a rubber diaphragm 9, which breaks when the pressure rises. A 3.3 kV bipolar magnetic arrester, designed for connection 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 whitened spark gap does not leave traces after triggering, a trip recorder is included in its circuit, which is a resistance, in parallel to which a spark gap is connected and a PV fuse, shunted by a second spark gap. When the arrester is triggered, a current will pass 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 into the ground through the power gap. Ten fuses made of nichrome wire with a diameter of 0.1 mm are installed on the disk in the recorder. After the fuse burns out, the disk turns under the action of a spring, including the next fuse. The numbers from 1 to 10 are printed on the disk and from them you can judge the number of spark gap operations. Disc fuses must be replaced promptly to prevent all 10 fuses from blowing out. ...
On some electric locomotives, aluminum arresters AR-1A are used, the principle of which is based on a change in the resistance of the layer of aluminum oxide in the electrolyte when the voltage changes. At low temperatures, aluminum arresters cannot be used, therefore, on winter period they are taken off the electric locomotives. This is inconvenient in operating conditions and are currently being replaced by vilite ones. During operation, it is necessary to monitor the cleanliness of the porcelain casing of the arrester, the absence of chips and cracks, the integrity of the enamel coating and the cement seam. The leakage currents and the breakdown voltage of the arrester should be measured at least once a year. Measurement of the conduction currents of all types of whitewash arresters is carried out using a rectifier at a voltage of 4 kV. Conduction current should be between 80-120 μA. Smoothing of voltage ripples is carried out with a capacity of at least 0.1 μF. When monitoring the breakdown voltage, the frequency of 50 Hz, the voltage rise time should not exceed 10 s.
Exceeding the specified time will cause overheating of the shunt resistors and their possible failure. The value of the breakdown voltage is specified in the technical data sheet of the arrester 1. It should be borne in mind that opening the arresters is prohibited. The registrar should be inspected regularly; after a thunderstorm, inspection is required. In a non-stormy period, the recorders are removed and revised. In this case, the wire from the arrester is connected to the bolt that previously attached the recorder. When examining the recorders without turning them off, you should pay attention to the integrity of the glazed peephole, the absence of damage and contamination of the case, the accumulation of moisture on the device output insulator. ...
After nine operations, which will be evidenced by the appearance of a red line in the eye, the recorder should be recharged, for which it is necessary:.
a) Open the factory mastic seal; ...
b) Unscrew the four fixing screws. ...
c) Remove the upper housing cover; ...
d) Take the group of contact springs slightly to the left and carefully remove the drum with numbers from the axis; ...
e) Remove the remnants of the fuse-links; ...
f) Insert, pull and secure ten fuse-links made of nichrome wire with a diameter of 0.1 mm; ...
g) Clean the walls of the body and parts from carbon deposits;
h) Install the counter drum on the axle and start the spring by turning 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 set aside. The drum is charged by fusible links in the laboratory by workers of appropriate qualifications; ...
i) Remove all remnants of the old varnish from the places of the housing and gasket connector, grease the connector of the cover and base with fresh glyphthal varnish and close the device, ensuring full moisture impermeability;
j) The fusible insert corresponding to the position "K" on the dial is checked in a laboratory installation, at the place of charging, by passing a pulse with a voltage of 3-3.5 kV. In this case, there should be a clear actuation of the drum to the "O" position. After this test operation, the recorder is suitable for further operation. ...
Until January 1969, electric locomotives were equipped with vilite arresters with somewhat excellent 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 monitoring the breakdown voltage value should not exceed 5 s. To carry out an audit, open the device and check the integrity of the circuit, the presence of fusible links in the drum; then free the device from the remains of burnt-out fuse-links and check the condition of the carbon contacts. The action of the recorder is as follows: if the arrester, in the circuit of which the recorder is connected, is triggered by the arising overvoltage, then a pulse current flows through it and the resistor L of the recorder. When the current reaches the set value, the voltage drop across the recorder resistor becomes equal to the discharge voltage of the spark gap I, it breaks through, the pulse current rushes through the PV fuse and burns it out. After that, the spark gap 2 breaks through and the pulse current passes through the spark gaps. In place of the burned-out fuse-link, a new one is installed under the action of the mainspring. The recorder allows nine replacement fuse-links. Each replacement is marked on the dial with a 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 the contacts fixed on the insulators 2. The 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. Inside the cartridge there is a fuse 7, consisting of several wires twisted into a spiral, and an indicator wire holding the pointer 10 in the bushing. The fusible link and the indicator wire are electrically connected to the caps through intermediate parts. The cartridge is filled with sand and hermetically sealed. If the fuse-link burns out, the arc quickly
goes out in narrow gaps between grains of sand. After the fusible link burns out, the indicator wire burns out, and the indicator, under the action of the spring, comes out of the bushing.
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 must sit tightly in the contacts, it is installed with the pointer down. Dust and dirt should be cleaned regularly from the porcelain tube of the cartridge and insulators. Each cartridge can be reloaded several times. Recharge according to the instructions for installation, operation and recharging of high-voltage fuses with quartz sand.
Choke
The choke is designed to suppress radio interference generated by the apparatus and electrical equipment of the electric locomotive. The main technical data of the choke are as follows:
· Rated voltage 3000 V;
· Inductance 170 mH;
· Copper coil dimensions 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 blocks 3 and insulators 2. The choke 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 blocks.
The purpose of the chokes is as follows:
Choke DC-1 - for smoothing the ripple of the rectified current in the power supply circuit of the control circuits and the battery charging circuit.
Choke DC-3 - for smoothing the ripple of the rectified current in the battery circuit at low currents of electric charge.
Choke D-51 - to reduce the level of radio interference. ...
The D-86 choke is used as an inductor in the LC filter of the PF-506 panel. The technical data of the chokes are given in table 1.
The DC-1 choke consists of a magnetic core 2 and a coil 1. The magnetic core of the armored type choke 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 circuit and secured with wedges 3. There is a 5mm gap in the side magnetic cores. The choke coil consists of a cylindrical winding and an insulating cylinder 4 made of fiberglass. The winding has 90 turns, wound with a wire PSD (3.55x5) x2 mm. Turn-to-turn and hull insulation is made of glass electrical insulating tape 0.2 x 35 mm. The coil is impregnated with PE-933L varnish.
Table 1 technical data of chokes
The rated current is indicated at an electric locomotive speed of at least 15 km / h.
Description Technical Data
The DC-3 choke consists of a magnet wire 1 and a coil 2. The magnet wire is made of 0.5 mm thick electrical steel plates, fastened with mounting angles and four M8 studs. The hairpins are insulated with bakelite paper coated with LBS-1 varnish. The coil is fixed on the magnetic wire with wedges 3. The choke coil is wound with a wire ПСД 3.55x50 mm in size, flat. Right winding with two parallel wires. Turn-to-turn and body insulation is made of glass electrical insulating tape LES 0.1x20 mm. The coil is impregnated with PE-933L varnish and covered with GF92-HS enamel . The choke D-51 consists of a coil 2, fixed to the insulator by 4 strips 1 and 3. The coil is made of copper wire 3x20mm in size. The D-86 choke consists of a magnet wire 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 regulated by the air gap. The magnetic wire is loaded from plates of electrical steel 2212 with a thickness of 0.5 mm, fastened with four brackets 2 mm thick and four M8 studs. Hairpins are insulated with bakelitized paper with LBS-1 varnish. The choke coil is wound flat from wire PSD 3.55 X 5.0 mm (GOST 7019-71). Right winding with two parallel wires. The interlayer insulation is made of a glass tape electrical insulating LES 0.1X 20 mm (GOST 5937-68). The coil is impregnated in PE-933L varnish and covered with GF-92-HS enamel (GOST 9151-75). The leads of the coil made of copper wire PMT 3 X 20 mm (GOST 434-78) are soldered to the winding turns with PMF solder. The coil is located on the wire magnet rod and is wedged with getinax wedges.
The DZ-1 choke consists of a magnet wire and a coil. Magnet wire rod type, laminated from plates 0.5 mm thick electrical steel 2212 (GOST 21427.2-75). A coil is installed on the wire magnet rod and fixed 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. Outer coil insulation - glass electrical insulating tape 0.2 X 35mm. (GOST 5937-68). The coil is impregnated in EMT-1 compound. ...
The D-51 choke consists of a coil 2, fixed on the insulator 4 with the help of strips 1 and 3. The coil is made of copper wire PMT 3 X 20 mm (GOST 434-78). The DR-150 choke is a component part of 3000 V DC electric freight locomotives. The choke is a part of the filter for suppressing radio interference generated during the operation of the electric equipment of the electric locomotive. The choke is installed on insulators on the body cover of the electric locomotive and is included in the power circuit between the pantograph and the high-speed switch. In terms of impact climatic factors external environment the throttle corresponds to the climatic version for use in temperate climates, at an altitude of no more than 1400 m above sea level, with an ambient temperature of + 60 to - 50 ⁰С.
Drawings of Chokes: Choke D-51; DC-3; DC-1
Choke repair
Check the condition of the choke support insulator. Wash the insulators with kerosene and wipe dry with a dry cloth. Insulators with a damaged surface or chips exceeding 10% of the path length of 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 order and ensure their reliable and safe operation, a system of maintenance and repair of rolling stock 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 the circulation areas, the emergence of newer 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 tear and eliminate damage to electric locomotives, to ensure 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, the visible insulating parts and contact surfaces are removed. ...
An indispensable condition for highly efficient maintenance and repair of electric locomotives is the availability of a developed repair base. Each locomotive depot, which includes specialized workshops and departments, must be developed in such a way as to ensure maintenance and current repairs of the attached locomotive fleet. The need for production space depends mainly on the renovation program. In turn, the annual repair program is determined taking into account the mileage of electric locomotives. In railway transport, much attention is paid to the scientific organization of labor, which is a combination 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, the development of the creative abilities of each member collective.
PERIODICITY AND TERMS OF PLANNED TECHNICAL
SERVICES, RUNNING REPAIRS.
To maintain electric locomotives in good working order and to ensure their reliable and safe operation, a system of maintenance and repair of electric rolling stock 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 areas, the appearance 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 tear and eliminate damage to electric locomotives, to 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, a system of preventive maintenance of electric rolling stock approved by the Ministry of Railways operates. 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 causes that could lead to an unacceptable decrease in the reliability of electric locomotives and disruption of safe operation. The same goals are pursued by the maintenance of TO-1, which is performed by locomotive crews. During maintenance, visible defects are eliminated, rubbing parts are lubricated, the brake system is adjusted, parts are fixed, if necessary, 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 performed in locomotive depots... Their goal is to maintain electric locomotives in good condition, ensuring smooth operation between factory overhauls. With TR-1 and TR-2, the equipment of the electric locomotive is partially disassembled on the spot, if its malfunction cannot be determined by an external examination, and also lead to normal gaps in the friction units. With TR-3, traction motors and auxiliary machines are removed, wheel sets are rolled out, other units are dismantled and disassembled in order to reliably check and repair them. Major overhauls (KR-1 and KR-2) are the main means of "healing" electric locomotives and provide for the restoration of the supporting body structures, complex repair of frames, bogies, wheelsets and gearboxes of traction motors, and auxiliary machines, electrical devices, cables and wires, restoration of drawing dimensions details, etc. Overhaul of electric locomotives is carried out at repair plants. The repair cycle includes consistently repeated types of maintenance and repair. The order of their alternation is determined by the structure of the repair cycle. Frequency of repair of mainline electric locomotives, i.e. mileage between maintenance and repairs, as well as the idle rates of electric locomotives, are set by road managers, taking into account specific operating conditions on the basis of the standards of the Ministry of Railways order dated June 20, 1986. No. 28 / C. The same order established 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 old; KR - 2-12 years; TR - 1 - after 6 months; TR - 2 - after 18 months; TR - 3 - after 3 years.
WORKPLACE ORGANIZATION
In railway transport, much attention is paid to the scientific organization of labor, which is a combination of organizational, technical, sanitary-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 organization of repairs is in-line production, during which the repaired units and parts move along the route established in accordance with technological sequence operations in a pre-calculated rhythm. Inline production is based on the wide use of advanced technology, comprehensive mechanization, progressive forms of labor organization and has a high economic efficiency... Mechanisms and automation of repair processes are closely related to it. An example of such a connection are flow-conveyor lines, which have found wide application in the TR-3. The use of such lines makes it possible to increase labor productivity, increase output from the same production areas, improve working conditions, 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 is usually organized in the TR-1 and TR-2 workshop, as well as the TO-3 workshop.
The specialized departments include: mechanical, blacksmith, pouring, electric and gas welding, metalworking, electrical apparatus, for the repair of current collectors, battery, hitchhiking, etc. If the depot carries out TR-3, then in addition to the listed departments, an electric wheel-gear workshop will be organized in the depot , impregnation and drying department. TO-2 is usually performed at linear points remote from the main depot. The premises of the depot shops must be of sufficient size, lighting, heating, ventilation. Workshops should be equipped with the necessary equipment: lifting and transport, metal-cutting, forging, copper-casting, electric welding equipment. TO-1 is aimed at maintaining the operability, 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.
In this case, 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, the presence of grease on the rubbing surfaces, the presence of safety devices, the correct adjustment and serviceability of the spring and cradle suspension parts, the traction motor is in good working order, vibration dampers, speed meter drive, axle boxes and wheelsets, gear covers, axle drives and lever brakes. Make sure there are no grease leaks from hydraulic absorbers, gear casings and ball joints; inspect the roof equipment without lifting to the roof, and make sure that the pantographs work well when they are raised and lowered; check the condition of traction motors and auxiliary machines; inspect the prechambers, suction devices, fans, remove foreign objects, close the prechamber doors tightly; make sure that the electrical circuit is assembled in traction and regenerative modes of operation; check the sealing of the BUVIP-113 cabinet, if the sealing of the cassette locks is broken, the control unit must be checked in the scope of the repair of TP-1.
If the absence of a seal is found in the circulating depot, the operation of the electric locomotive is allowed until it arrives at the home depot; assemble a circuit corresponding to the thrust mode. Using kilo ammeters on the driver's console, make sure that the current of the traction motors' armatures rises smoothly when controlled from the cabins of the 1st and 2nd sections for 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 an electric locomotive in traction mode before TO-2 maintenance if one control unit fails, which appears only in recuperation mode; make sure that the current of the traction motors' armatures rises smoothly in the counter-switching 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 according to the kiloammeter 300-400A. Turning the steering wheel of the driver's controller, change the armature current from zero to 400A. In the opposing mode, the excitation current should decrease by 100 - 150A., With a subsequent increase to the initial value; check the operation of spotlights, buffer lights and sound signals, wipers; the presence of sand and the operation of the sand feeding device. ...
If necessary, add sand to the sandbox silos; check the presence of oil in the traction transformer, remove condensate from the reservoirs, moisture collectors and oil separators of the pneumatic system, make sure that the readings of the instruments and signal lamps are correct; check the presence of water in the washbasin tank, if necessary, fill it up; check the presence and serviceability of the tool, accessories, protective equipment, photographic diagrams of electrical and pneumatic circuits of the electric locomotive; check the tightness of the joints of the pipes of the pneumatic system located inside and outside the body and on the bogies. Inspection and maintenance of brake equipment should be carried out in accordance with the instruction TC / 3549 MPS. Inspect the mechanical part during acceptance and delivery of the electric locomotive and when working on the line with the electric locomotive braked. When accepting an electric locomotive at the depot, the locomotive crew must pay
special attention to the absence of malfunctions with which it is forbidden to release locomotives for the train. When the electric locomotive is handed over, the locomotive crew must make a detailed entry in the Technical Condition Log about all noticed malfunctions, deviations from the normal operation of equipment, electrical and pneumatic circuits. The handing over locomotive team must tell the receiving team 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 order, to timely identify emerging malfunctions, the locomotive crew is obliged to do the following when the electric locomotive is operating on the line: closely 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 reservoirs, water collectors and oil separators; systematically inspect the mechanical part, traction motors, auxiliary machines and electrical equipment; periodically during parking and with the pantograph lowered, check the heating of axlebox, motor-axle 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 sudden rise in temperature indicates abnormal operation of the equipment. Switch off defective traction motor and auxiliary electrical machine. Cooling of bearings with water or snow is not allowed. If, during operation or starting of auxiliary machines, increased heating, noise, vibration, sparking or blackening of the collector, with a decrease in speed or a sudden stop, it is necessary to turn off the faulty electric motor, establish the cause and, if possible, eliminate the malfunction. Do not turn on the engine until the malfunction is eliminated; in case of smoke, smell of burning oil or rubber, stop the train, lower the pantograph, establish and eliminate the cause of the signs of abnormal operation of the equipment; monitor the battery charge mode and voltage on it. In this case, it is necessary that at a temperature environment down to -10 ° С the 7P toggle switch on the switchboard was in the Normal charge position, and at temperatures below -10 ° С - in the Increased charge position. Do not allow the battery to discharge to a voltage below 42 V. If during the discharge a strong drop in the battery capacity is noticed, write this down in the Technical Condition Log of the electric locomotive to identify faulty batteries during maintenance of TO-2.
4 Shunting work.
Maneuvers are a combination of semi-flights. There are the following main half flights:
1. acceleration-deceleration;
2. acceleration-movement with a steady speed;
3. acceleration-motion by inertia;
4. acceleration-motion by inertia and braking;
5. acceleration-movement with a steady speed and inertia;
6. acceleration-movement with a steady speed by inertia and deceleration.
Depending on the purpose, the maneuvers are divided into the following:
ü disbandment of trains - sorting of wagons in accordance with their purpose;
ü formation of trains - sorting and assembly of wagons;
ü simultaneous disbandment and formation - full or partial combination of operations;
ü coupling and uncoupling of wagons from trains;
ü supply and cleaning of wagons to freight and other points of the station;
ü cargo maneuvers - arrangement of wagons on cargo fronts and their assembly;
ü others - rearrangement of trains and groups of wagons, re-weighing, upsetting or pulling up on tracks, etc.
The largest specific weight in the work of the stations are maneuvers for disbanding and forming trains. The station duty officer (at small stations), the shunting dispatcher and the hill or park duty officer are in charge of the shunting work. Responsibilities between them are allocated to TPA stations. The direct executor of the maneuvers are the shunting crews (locomotive driver with assistant and train compiler).
On haulage tracks, there are two main ways of sorting cars - upsetting and pushing.
The upsetting method works mainly within the limits of the tracks and the switch street. This is the 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 upset to set the second cut on a different track.
This method is very lengthy and is used when maneuvering with cars that require special precautions, when moving cars or trains from one track to another, when conditions are not provided to keep the cars on the track after a push.
The method of jerking is that after the group of cars is uncoupled (cut) and the route is ready on the path of setting this group, the locomotive accelerates and brakes sharply, and the cut follows further by inertia. After each push, the shunting train returns behind the dividing arrow. This is how maneuvers are performed with single jerks. With serial jolts, a series of successive jolts are performed according to the number of cuts in the taken shunting train without a return movement. Serial thrust maneuvers are performed mainly on inclined exhaust routes. It should be noted that it is not always possible to sort the composition in one way. The most advantageous methods are selected depending on the running properties and the load of the wagons, the free tracks. In accordance with the Rules of Technical Operation of Railways, the speed during maneuvers.
Maneuvering speeds
· 60 km / h- when following free tracks of single locomotives and locomotives with wagons hooked up behind with included and tested auto brakes;
· 40 km / h - when a locomotive is moving with carriages attached to the back, as well as when a special self-propelled rolling stock is moving along free tracks;
· 25 km / h - when moving cars forward on free tracks, as well as recovery and fire trains;
· 15 km / h - when driving with wagons, amusing people, as well as with oversized cargo of side and bottom oversized dimensions of 4, 5, 6 degrees;
· 5 km / h - when maneuvers by jerks, when a cut of cars approaches another cut in a hilly park;
· 3 km / h - when a shunting train or a single locomotive approaches the cars.
5 Safety
All work on preparing an electric locomotive for operation must be carried out by specially trained personnel of locomotive depots in compliance with the Safety Rules. ...
To operate an electric locomotive, locomotive crews who know the structure and operating rules of an electric locomotive must be allowed. 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) can be fatal! ...
It is forbidden to carry out any work on the electric locomotive for employees who have not passed the next safety exam, as well as who do not have the appropriate certificate for the right to work in electrical installations with voltages exceeding 1OOO v. ...
5.2 Protective measures and means
To exclude the access of the service personnel to the live parts of the electrical equipment and measuring instruments of the driver's console when the pantograph is raised on the electric locomotive, the entrance to the VVK, the lifting of the pantograph, the switching on of the power supply unit and other critical control devices was blocked. It is also provided for the grounding of the auxiliary car bodies on the body of the electric locomotive. The protective equipment that the electric locomotive is equipped with, signaling accessories and tools must be used in accordance with their purpose and stored in specially designated places. Protective equipment must be branded 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 specified brands or with an expired test period is prohibited! In the walk-through corridor of each section next to front door storage space for brake shoes.
5.3 Safety measures when working with electric locomotive equipment
If it is necessary to enter the IHC, the following procedure must be followed:.
1) Switch 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 lever of the roof grounding to the right of the entrance to the IHC clockwise to the horizontal position; ...
4) open the doors of the VVK;
It is prohibited to enter the VVK of a moving electric locomotive!
If it is necessary to raise the pantograph, the following procedure must be observed:
ü Make sure that the IHC doors are closed and that the locking rods are out;
ü Open the isolation valve in the compressed air supply circuit to
pantograph valve;
ü Install the KU key into the switch block of the cabin from which
control will be carried out, and the switches will be unlocked;
ü After giving a warning signal, raise the pantograph.
ü It is strictly forbidden to turn on manually and fix it in
the on state of the pantograph valves, as well as
direct supply of voltage to them (in addition to switches
and locks).
When the pantograph is raised, it is strictly prohibited:
1.Try to open the doors of the IHC;
2. Climb to the roof;
3. Wipe the windshields outside the cab above the lower edge of the windshields and perform other work from the outside;
4. Inspect the traction electric motor and auxiliary machines with removing the covers of the collector hatches and refuel their bearings with grease;
5. Open the cover of the instrument panels on the driver's control panel, and change the warning lamps;
6. Disassemble the terminal boxes and disconnect the wires of the auxiliary machines;
7. Open the cover of the measuring 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 measures when troubleshooting en route
Inspection of the traction electric motor and electric motors of auxiliary machines, as well as work on identifying and eliminating any malfunction, can be started only when the pantographs are lowered, after the electric locomotive has completely stopped and the auxiliary machines have stopped rotating, when the switches of the switch block are disconnected and locked and the reversing-selective handle is removed. The reversing selective handle and the key to the switch block must be kept by the worker doing the work. It is strictly forbidden for locomotive crews and repair personnel to have and use personal reversible handles of the driver's controller, interlocking 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 ringing to the 50V voltage control circuits, it should be remembered that the coils of electrical devices have significant inductance. With various switchings and openings in the circuit, overvoltages appear in the circuit, posing a danger to a person when touching the interlocks and wire tips at this moment.
Replace fuses or their fuse-links in control circuits after disconnecting the AB disconnector. When inspecting 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 carbon dioxide fire extinguishers OU-5 (or powder OP-5 and OP-10) 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 tension cannot be relieved, the locomotive crew, with extreme caution, must proceed to extinguish the fire with carbon dioxide fire extinguishers or dry sand. Burning wires and electrical devices are extinguished only with carbon dioxide, powder fire extinguishers or dry sand. To avoid a fire on the electric locomotive, all cleaning and lubricants should be stored in a closed metal box. To eliminate malfunctions in control circuits, it is prohibited to use temporary jumpers made of wires whose cross-section is less than the cross-section of standard circuit wires! As a last resort, it is allowed to use such wires connected in parallel two or three times. Cross-sections of wires, which are installed on an electric locomotive.
Literature
1. V. A. crayfish locomotives and motor-carriage rolling stock of the Soviet Union railways. 1956-1965 m transport 1966.
2.V. A. crayfish locomotives of domestic railways.
3. VA 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 Routine repair and maintenance of direct current 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. Electro-mobile warehouse of the railway - V.K. Kalinin
8. Construction and repair of a direct current electric locomotive - G. M. Liman
9. Electric locomotive VL-8 B.A. Tushkanov
10.Electric locomotive VL-8 - E.G. Nazarov
The active development of industry in the USSR in the mid-1950s and the growth of freight traffic lead to the intensification of new scientific developments in the field of railway engineering. New types of diesel and electric locomotives appear. If diesel locomotive construction is well represented on the roads of the USSR, then with electric locomotives, things are not the best. At that time, there are only two types of common electric locomotives on the railways of the USSR Ministry of Railways, VL19 and VL22. At that time, these locomotives were poorly suited for the transportation of heavy trains.
In 1952, the design of a new locomotive began at NEVZ (Novocherkassk Electric Locomotive Plant). In March 1953, the first prototype locomotive was manufactured. The prototype locomotive was assigned the designation N8-001, which meant the Novocherkassk eight-axle locomotive.
H8-001. Photo by Parovoz.com.
On the electric locomotive, fundamentally new cast-structure bogies were used. The crew of the electric locomotive consisted of four bogies permanently 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 of all the windings of all eight motors to the common circuit, therefore, the H8 sections were constantly mechanically and electrically connected to each other and were disconnected only during repair. Traction motors of the NB-406A series were specially designed for the electric locomotive. With a terminal voltage of 1500 V. these TEDs developed a continuous power of 470 kW and an hourly power of 525 kW.
ELECTRIC CARGO OPERATION
In 1954, the prototype entered the Zlatoust depot of the South Ural railway. 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, at launch, the thrust force reached 54 tf.
Н8-001 with a freight train. Photo 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 the write-off is not known, the estimated write-off period is 1980-1986. The locomotive has not survived to this day.
In 1955, an experimental batch of electric locomotives with numbers 002 to 008 was manufactured. This batch entered service in different parts of the USSR. They worked until the mid-80s. Their write-off period was 1984-1990.
SERIAL RELEASE
In 1956, the serial production of machines began at NEVZ. In 1957, their production was launched at the Tbilisi Electric Locomotive Plant. In 1957, the Lugansk diesel locomotive plant began to produce bodies and bogies for electric locomotives. The serial production of electric locomotives lasted from 1957 to 1967. A total of 1,723 electric locomotives of the VL8 series were produced. The Novocherkassk plant built 430 cars, the 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 have undergone minor modernization. So, on the VL8 electric locomotives No. 185-187, rubber elements were inserted into the spring suspension system, which reduced the shaking of the electric locomotive and made the ride smoother. However, these elements were squeezed out while driving and were not installed on electric locomotives anymore. Additional springs were supplied to the VL8-627 electric locomotive at the points of connection of the spring suspensions to the bogie frames. This reduced shaking and improved ride comfort. But such a modernization led to a rapid deterioration of the suspensions, so the use of such a scheme was subsequently abandoned. The second additional body supports were installed on the VL8-948 electric locomotive and softer springs were applied. The static deflection of the springs increased to 100 mm, in addition, persistent rubber shock absorbers were installed in the roller axle boxes. However, on tests, it was possible to raise the speed of the electric locomotive with such changes only up to 90 km / h. Therefore, the introduction of such changes was also abandoned in the future.OPERATION IN OUR TIME
The VL8 electric locomotive continues to operate in our time, despite its venerable age. The main operator is Ukraine, where there are about 200 of them left. Also, an electric locomotive is operated in Azerbaijan (about 50 units), Armenia (about 10 units), Georgia (about 10 units), Abkhazia (2 units). In Ukraine, VL8 electric locomotives, when repaired and modernized at the Lviv Locomotive Repair Plant, received the designation VL8M. It is worth noting that the last released locomotive VL8-1723 is in operation in and assigned to the Nizhnedneprovsk-Uzel depot (Ukraine). The oldest operating VL8-031, also operates 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 Parovoz.com
VL8-1723. The last issued VL8. September 2015. Dnepropetrovsk region. Photo Parovoz.com
VL8-086. One of the old operating VL8. Depot Gyumri (Armenia). August 2012. Photo 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 the Transcaucasian Railway for testing. Unfortunately, this locomotive burned out during testing due to the combustion of the power cable tip and did not go into production.OPERATION OF ELECTRIC LOADS IN RUSSIA
The operation of the VL8 electric locomotive on the Russian Railways network was terminated in 2003, when the last VL8 were decommissioned from the Tuapse depot. There is only one VL8-1642 electric locomotive, which is located at VNIIZhT. This locomotive participates only in dynamic exposition and experimental trips. In March 2014, when Crimea joined Russia, VL8 of the Simferopol depot registration was transferred to the ownership of the newly created Crimean Railway. For the fall of 2015, most of the locomotives were suspended from operation due to overrun. On the Crimean railway. there are about 2-4 locomotives left for work.MONUMENTS AND EXHIBITS
Several VL8 units have survived on the territory of Russia as monuments and museum exhibits. But they will be discussed in another article.(INladimir Lenin, 8 -axial) - trunkelectric locomotive direct current withaxial formula 2 (2 0 +2 0 ) produced from1953 to 1967 .The reason for the creation of an electric locomotive is the lack of DC freight electric locomotives.VL22 did not cope with such work.
History
Experienced electric locomotives N8
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 manufactured (photo). The diagrams of its electrical circuits corresponded to the drawing OTN-354.001. Series H8 meant: Novocherkassk, eight-axle.
On the electric locomotive, fundamentally new bogies of a cast design were used, similar to those used on American diesel locomotives DB. All axle boxes were equipped with rolling bearings. The suspension springs, consisting of over-axle coil springs and leaf springs, were balanced on each side of the bogie. The body of an electric locomotive was first made without transition areas, semi-streamlined shape. The doors were located on the sides of the body.
For the electric locomotive, new traction motors NB-406A with an unsaturated magnetic system were again designed, which allowed them to realize their full power in a wide range of rotational speeds. With a terminal voltage of 1500 V, these TEDs developed a continuous power of 470 kW and an hourly power of 525 kW.
Electric locomotive model Н8
VL8 at the Slavyansk station
The H8 sections were permanently mechanically and electrically connected to each other and could only be disconnected during repairs. All power circuits were common to both sections, which made it possible to collect all eight traction motors in a serial circuit on a serial connection. On the electric locomotive, regenerative braking with anti-compounding of pathogens was implemented to reduce the mass of motor-generators.
Schematically, the electric locomotive had the now standard rheostat starting scheme with series, series-parallel and parallel TED connections and the use of 4 stages of excitation weakening. However, most of the electrical apparatus and all auxiliary machines have been redesigned at a higher technological level. For the first time on Н8-001 a new two-track pantograph P-3 was used.
The control weighing results showed the excess of the weight parameters in relation to the set ones - the axle load reached 23.9 tf instead of 22.5 tf according to the project. Tests of an electric locomotive during 1953-1954. at the Suram pass and on the Kropachevo - Zlatoust - Chelyabinsk section (based on the Zlatoust depot) of the South Ural Railway showed its significant superiority over VL22M. N8-001 realized for a long time a tangential thrust force of 45-47 tf at speeds of 40-45 km / h, in some cases at launch the thrust force reached 54 tf.
In 1955, a pilot batch of electric locomotives from 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 production of electric locomotives, it was decided to connect the Tbilisi Electric Locomotive Plant (TEVZ) to the production program. In 1957, the plant produced its first prototype electric locomotive, and in 1958, serial production began.
Serial electric locomotives repeated the experimental series in design, there were only minor differences.
The bodies and bogies of the VL8 electric locomotives have been manufactured by the Lugansk diesel locomotive plant since 1957. Electric locomotives of the N8 series, received the designation of the VL8 series since January 1963 (photo). Electric locomotives were built up to and including 1967. A total of 1,723 electric locomotives were produced, of which NEVZ built 430 electric locomotives and TEVZ 1293 electric locomotives.
Until 1961, they were the most powerful locomotives in the country, capable of driving a single 9 traction on the rise of a train weighing 3500 tons at a speed of 40-42 km / h.
At a speed of 100 km / h, the electric locomotive can develop a traction force of 8000 kg. Regenerative braking of the electric locomotive is possible from 12 to 100 km / h. The coupled weight of the electric locomotive is 180 tons.
Modernization
Electric locomotive VL8M-1202
On the VL8-185, 186 and 187 electric locomotives, rubber elements were installed in the spring suspension system, which reduced shaking and made the electric locomotive run smoother. However, these elements worked unsatisfactorily (they were squeezed out) and were not installed on electric locomotives in the future.
As you know, rigid leaf springs, due to the high 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; at the Zlatoust depot in 1962 on the VL8-627 electric locomotive, additional springs were supplied at the points of connection 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 changed design of the spring suspension, there was a rapid local wear of the suspensions, this system did not receive further distribution.
On the VL8-948 electric locomotive, according to the design of the Design Bureau of the Central Television Ministry of the Ministry of Railways, in 1968, second additional body supports were installed, softer springs were used, in which their static deflection increased to 100 mm, persistent rubber shock absorbers were installed in roller axle boxes. However, as shown by tests carried out by the Central Research Institute of the Ministry of Railways, it was possible to raise the speed of an electric locomotive with these changes only up to 90 km / h. Therefore, the implementation 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: cylindrical springs were supplied 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 the axle boxes of the TE3 diesel locomotive type. 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 to 100 km / h. This served as the basis for starting work on the modernization of spring suspension of VL8 electric locomotives.
In the period 1976-1985. return devices were installed on the VL8 electric locomotives, allowing 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 been often used in passenger traffic, which required the use of some devices for driving passenger trains on them. So on VL8 there were sockets and cables for inter-car heating connections and EPT sockets on "snowstorms". Due to the presence of a "blizzard" turning in the curves, rigidly fixed to the bogie frame, the train heating cable had to be twisted in a non-working position with a "eight" in order to exclude the possibility of its breaking or chafing. In some sections with a heavy profile (for example, Goryachy Klyuch-Tuapse of the North Caucasian Railway), they began to practice the movement of VL8 with a double traction. To do this, on the frontal sheet between the buffer lamps, the sockets of the inter-electric locomotive connections were installed. On the Ukrainian VL8, during repairs, two-color buffer lamps were installed similar to those installed on the VL11 and VL10 of the later series.
At present, the VL8 series electric locomotives operate only on the railways of Ukraine, Armenia, Georgia and Azerbaijan. In Russia, VL8 remained only in the Kavkazskaya PM, are inoperative.
Country of construction
NEVZ, TEVZ
Total built
Countries of operation
Axial formula
Technical data Type of current and voltage in the contact network
constant, 3 kV
Design speed
Hourly power TED
Clock speed
Continuous power TED
Continuous mode speed