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. The diagrams of its electrical circuits corresponded to drawing OTN-354.001. The N8 series meant: Novocherkassk, eight-axle.
The electric locomotive used fundamentally new cast bogies, similar to those used on American DB diesel locomotives. All axle boxes were equipped with rolling bearings. The spring suspension, consisting of above-axle coil springs and leaf springs, was balanced on each side of the bogie. The body of the electric locomotive was for the first time made without transition platforms and had a semi-streamlined shape. 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 again designed, which allowed them to realize full power over a wider range of rotation speeds. At a terminal voltage of 1500 V, these electric motors 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 to both sections, which made it possible, when connected in series, to assemble all eight electric motors into a serial circuit. The electric locomotive was equipped with regenerative braking with anti-compounding of exciters to reduce the weight of the motor generators.
Schematically, the electric locomotive had a rheostatic starting circuit that had already become standard with serial, series-parallel and parallel connections of electric motors and the use of 4 stages of excitation attenuation. However, most of the electrical apparatus and all auxiliary machines were redesigned at a higher technological level. On N8‑001, the new two-slide pantograph P‑3 was used for the first time.
The results of control weighing showed that the weight parameters were exceeded in relation to the specified ones - the axle load reached 23.9 tf instead of 22.5 tf according to the project. Electric locomotive testing 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 the 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 during launch the thrust force reached 54 tf.
In 1955, a pilot batch of electric locomotives from numbers 002 to 008 was manufactured.
In 1956, 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 experimental electric locomotive, and in 1958 serial production began.
The serial electric locomotives were identical in design to the experimental series, with only minor differences.
Since 1957, the bodies and bogies of VL8 electric locomotives have been manufactured by the Lugansk Diesel Locomotive Plant. Electric locomotives of the N8 series received the designation VL8 series in January 1963. Electric locomotives were built until 1967 inclusive. A total of 1,723 electric locomotives were produced, of which NEVZ built 430 electric locomotives and TEVZ built 1,293 electric locomotives.
Until 1961, they were the most powerful locomotives in the country, capable of driving a train weighing 3,500 tons on a 9‰ rise at a speed of 50-80 km/h.
Specifications
| Type of service | 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 |
| Hitch 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 |
| Wheelbase of trolleys | 3.2 m |
| Smallest radius of traversable curves | 120 m |
| Regulatory system | rheostat-contactor |
| TEM type | NB-406 |
| Hanging TED | support-axial |
| Wheel diameter | 1200 mm |
| Gear ratio | 3.905 (82:21) |
| Hourly power of TED | 8 × 525 kW |
| Hourly thrust force | 35200 kgf |
| Clock speed | 42 km/h |
| Continuous power of TED | 8 × 470 kW |
| Continuous traction force | 30200 kgf |
| Continuous duty speed | 43.7 km/h |
| Design speed | 90 km/h |
| Electric braking | regenerative |
Special part
Structure of the VL8 electric locomotive, basic technical data, characteristics, modifications, modernizations.
Rice. 1. General view of the VL8 electric locomotive
The main technical data of the electric locomotive are as follows:
· Type of service – cargo;
· Constant current voltage at the pantograph 3000V;
· Continuous traction force 297.5 kN;
· The speed of the electric locomotive during continuous operation is 44.3 km/h;
· Traction force at design lift 456 kN;
· Speed on the estimated rise 43.3 km/h;
· Design speed 100 km/h;
· electric braking, regenerative 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 is 64%;
· Gear ratio 3.905 mm;
· Wheel diameter 1,200 mm;
· Rigid wheelbase 3,200 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 3.92 m3;
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 already manufactured. The diagrams of its electrical circuits corresponded to drawing OTN-354.001. The N8 series meant: Novocherkassk, 8-axle. The electric locomotive used fundamentally new cast bogies, similar to those used on American DB diesel locomotives. All axle boxes were equipped with rolling bearings. The spring suspension, consisting of axle box coil springs and leaf springs, was balanced on each side of the bogie.
The body of the electric locomotive was for the first time made without transition platforms, in a 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 full power over a wider range of rotation speeds. At a terminal voltage of 1500V, 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 assemble all eight electric motors into a serial circuit using a serial connection. On the electric locomotive, regenerative braking was implemented with anti-compounding of exciters to reduce the weight of the motor generators.
Schematically, the electric locomotive had the now standard rheostatic starting circuit with serial, serial-parallel and parallel connections of the electric motor and the use of 4 stages of excitation attenuation. However, most of the electrical apparatus and all auxiliary machines were redesigned at a higher technological level. On N8-001, the new two-slide pantograph P3 was used for the first time. The results of control weighing showed that the weight parameters were exceeded in relation to the specified ones - the axle load reached 23.9 tf instead of 22.5 tf according to the project. .
Electric locomotive testing during 1953-1954. At the Suram Pass and on the Kropachevo, Zlatoust, Chelyabinsk section (based on the Zlatoust depot) of the South Ural Railway, it showed its significant superiority over the 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 during launch the thrust force reached 54 tf. In 1955, a pilot batch of electric locomotives was produced from numbers 002 to 008. Serial electric locomotives. In 1956, 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 experimental electric locomotive, and in 1958 serial production began. .
The serial electric locomotives were identical in design to the experimental series, with only minor differences. Since 1957, the bodies and bogies of VL8 electric locomotives have been manufactured by the Lugansk Diesel Locomotive Plant. Electric locomotives of the N8 series received the designation VL8 series in January 1963. Electric locomotives were built until 1967 inclusive. A total of 1,715 electric locomotives were produced, of which NEVZ built 423 electric locomotives and TEVZ 1,292 electric locomotives. Until 1961, they were the most powerful locomotives in the country, capable of driving a train weighing 3,500 tons with a single traction on a 9‰ rise at a speed of 40-42 km/h. At a speed of 100 km/h, an electric locomotive can develop a traction force of 8000 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. Main parameters of the electric locomotive VL8 parameters indicators axle formula 2о+2о+2о+2о Weight in working condition with ballast 184t. Wheelset load 23 t Length along the axles of automatic couplers 27520 mm body width 3105 mm height with the pantograph lowered 5100 mm hourly power of the motor 4200 kW continuous power of the motor 3760 kW diameter of the 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; cylindrical springs were installed between the balancer and the bogie frame, and four spring supports from the body sections to the bogie frames; At the same time, stops were installed in the axle boxes, similar to the axle boxes of TE3 diesel locomotives. 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 the start of work on modernizing the spring suspension of VL8 electric locomotives. In the period 1976-1985, return devices were installed on VL8 electric locomotives, allowing the speed to be increased from 80 to 90-100 km/h. Such electric locomotives received the designation VL8m. Since the mid-70s, electric locomotives VL8 photo began to be often used in passenger traffic, which required the use of some devices for driving passenger trains. Thus, on VL8, sockets and cables for inter-car heating connections and EPT sockets on blizzards appeared. Due to the presence of a sweeper that turns in curves and is rigidly attached to the bogie frame, the train’s heating cable had to be twisted in a figure eight when not in use in order to eliminate the possibility of it breaking or chafing. In some areas with a heavy profile, they began to practice VL8 movement with double traction. To do this, sockets between electric locomotive connections were installed on the front sheet between the buffer lights. On Ukrainian VL8 during repairs, two-color buffers were installed
lights 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 VL8-700 electric locomotive, the power circuit diagram has been significantly changed due to 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 terminals. This scheme was previously tested in 1958 on the electric locomotive VL8-073, converted 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 also made to the mechanical and electrical equipment. Thus, roof disconnectors began to be installed on the VL8-126 electric locomotive. On the electric locomotives that the Novocherkassk plant has produced since 1960, the power circuit has been slightly changed: the electric motors of the converters are turned on after the high-speed switch, one of the transition contactors has been removed, and this has improved the process of switching from series to series-parallel connection of traction electric motors. From electric locomotive No. 516 (Tbilisi plant) and No. 1355 (Novocherkassk plant), the volume of sand bunkers was increased from 2340 l (3510 kg) to 3290 l (4935 kg). Electric locomotive VL8 Series 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 running of the electric locomotive smoother. However, these elements worked unsatisfactorily and were not subsequently installed on electric locomotives. As you know, rigid leaf springs, due to the large internal friction between the leaves, 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 reduction in shaking and an increase in the smooth running 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 design of PKB TsT MPS, in 1968, second additional body supports were installed, softer springs were used, at which their static deflection increased to 100 mm, and persistent rubber shock absorbers were installed in roller axle boxes. However, as tests carried out by the Central Research Institute of the Ministry of Railways showed, it was possible to increase the speed of the electric locomotive with these changes only 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 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 installed in the axle boxes, similar to the axle boxes of TE3 diesel locomotives. 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 the start of work on modernizing the spring suspension of VL8 electric locomotives. In the period 1976-1985, return devices were installed on VL8 electric locomotives, allowing the speed to be increased from 80 to 90–100 km/h. Such electric locomotives received the designation VL8 M. Since the mid-1970s, VL8 electric locomotives began to be frequently used in passenger traffic, which required the use of some devices for driving passenger trains. .
So on VL8 there appeared sockets and cables between car heating connections and EPT sockets on blizzards. Due to the presence of a snow blower that turns in curves and is rigidly attached to the frame of the trolley, the heating cable of the train had to be twisted in a figure eight when not in use, in order to exclude the possibility of its breaking 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 the VL11 and VL10 of the later series. Currently, electric locomotives of the VL8 series are operated only by the railways of Ukraine, Armenia (Gyumri and Yerevan depots), Abkhazia (Sukhum depots), Georgia (Samtredia, Batumi, Tbilisi - Passenger and Tbilisi - Sortirovochnaya depots) and Azerbaijan (Ganja, Balajary and Boyuk depots -Shor).
2.2
Repair and maintenance of arresters,
fuses, chokes.
ARRESTERS
They are designed to protect electric locomotive electrical circuits from atmospheric and switching voltages, which can reach dangerous values at a high rate of rise. The principle of their operation is based on a sharp decrease in electrical resistance with increasing applied voltage. As a result, a wave of dangerous overvoltage is quickly discharged into the ground, thereby limiting the voltage applied to the protected equipment. For this purpose, spark gaps are used that sharply reduce the electrical resistance as the voltage increases. On domestic electric locomotives, the RMBV-3.3 vilitic arrester has recently become most widespread. .
Fig.2 Vilitovy discharger RMBV-3.3
1 - Bolt;
2 - Porcelain casing;
3 - Spring;
4 - Vilito disk;
5.6 - Two spark gaps;
7 - Sealing gasket;
8 - Bottom of the arrester;
9 - Rubber diaphragm;
10 - Cast iron flange;
11 - Permanent magnets;
12 - Shunt resistance;
In series with vilitic disks 3, which reduce resistance as the voltage increases, spark gaps 1 and 2 are included, which are shunted with high-resistance ceramic resistors. The vilitic arrester is connected to the power circuit of pantographs after the roof disconnectors. At normal voltage on the pantograph, a negligible current of 80-120 μA passes through the vilitic disks due to the high resistance of the circuit. An increase in the potential on the pantograph overvoltage causes breakdown of the demand gaps and a decrease in the resistance of the vilitic disks. Through vilitic disks and spark gaps, the charge is discharged into the ground and the voltage on the pantograph is limited. After the charge is removed, the spark gap restores the original high resistance in the circuit and is again ready for action.
After the voltage arrester is triggered, an overvoltage still remains, which is discharged to the ground through a capacitor and does not reach the power circuit equipment of the electric locomotive. Vilitovy discharger RMBV-3.3. It consists of a porcelain casing 2, which houses two vilitic 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 spark gap with a sealing gasket 7 made of ozone-resistant rubber is attached to a cast iron flange 10 mounted on the casing. All internal parts of the arrester are pressed to the bottom 8 by spring 3. The wire from the pantograph circuit is connected to bolt 1 and the upper terminal, and the bottom is grounded.
In case of occurrence of overlaps on the surface of vilitov
disks, and short circuits, the pressure inside the arrester casing increases. To protect against destruction in these cases, there is a hole in the bottom, closed by a rubber diaphragm 9, which bursts when the pressure increases. Magnetic bipolar Vilitovy arrester 3.3 kV, designed for connection to a network of any bipolar polarity. .
It is called magnetic because magnetic blast is used to blow the arc in the spark gaps. Due to the fact that the vilitic spark gap does not leave traces after operation, a trip recorder is included in its circuit, 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 spark gap is triggered, 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 penetrates the spark gap and goes into the ground through the vilitic spark gap. 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 disk rotates under the action of a spring, turning on the next fuse. The numbers from 1 to 10 are printed on the disk and you can use them to judge the number of surge arrester operations. Drive fuses must be replaced promptly to prevent all 10 fuses from blowing. .
Some electric locomotives use aluminum arresters AR-1A, the operating principle 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 in the winter. This is inconvenient in operating conditions and they are currently being replaced with vilitoves. During operation, it is necessary to ensure 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. At least once a year, the leakage conduction currents and the breakdown voltage of the arrester should be measured. Measurement of conduction currents of vilitic arresters of all types is carried out using a rectifier installation at a voltage of 4 kV. The conduction current should be in the range of 80-120 µA. Voltage ripple smoothing is carried out with a capacitance of at least 0.1 µF. When monitoring breakdown voltage at a 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 possible failure. The breakdown voltage value is indicated in the technical data sheet of 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. During the non-thunderstorm period, the recorders are removed and audited. In this case, the wire from the arrester is connected to the bolt that previously secured the recorder. When inspecting recorders without turning them off, you should pay attention to the integrity of the glass eye, the absence of damage or contamination to the housing, and the accumulation of moisture on the device output insulator. .
After nine activations, which will be indicated by the appearance of a red line in the eye, the recorder should be recharged, for which it is necessary: .
a) Open the mastic factory seal; .
b) Unscrew the four mounting screws. .
c) Remove the top cover of the housing; .
d) Move the group of contact springs slightly to the left and carefully remove the drum with numbers from the axis; .
e) Remove the remains of melting inserts; .
f) Insert, tension and secure ten fusible links made of nichrome wire with a diameter of 0.1 mm; .
g) Clean the housing walls and parts from carbon deposits;
h) Install the counting drum on the axis and wind 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 moved to the side. Charging of the drum with fuse links should be carried out in the laboratory by appropriately qualified personnel; .
i) Remove all remnants of old varnish from the connector areas of the body and gasket, lubricate the connector area of the lid and base with fresh glyphthalic varnish and close the device, ensuring complete moisture impermeability;
j) The fuse-link corresponding to position “K” on the dial is checked in a laboratory installation, at the charging point, by passing a pulse with a voltage of 3-3.5 kV. In this case, there should be a clear activation of the drum to the “O” position. After this test operation, the recorder is suitable for further use. .
Until January 1969, electric locomotives were equipped with vilitic arresters with slightly 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 monitoring the breakdown voltage value should not exceed 5 s. To carry out an inspection, open the device and check the integrity of the circuit and the presence of fusible links in the drum; then free the device from the remains of burnt fuse links and check the condition of the carbon contacts. The operation of the recorder is as follows: if the spark gap in the circuit of which the recorder is connected is triggered by the resulting overvoltage, then a pulse current flows through it and the recorder resistor L. 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 fuse-link PV and burns it out. After this, spark gap 2 breaks through and the pulse current passes through the spark gaps. In place of the burnt-out fuse-link, a new one is installed under the action of the mainspring. The recorder allows nine-time replacement of fuse links. Each replacement is marked on the dial with a corresponding serial number.
.
Circuit breakers
Purpose and technical data: on the electric locomotive, fuse PK-6/75 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 terminals. The fuse holder is a glazed porcelain tube 6, reinforced at the ends with brass caps 4 and 5. Inside the holder there is a fusible insert 7, consisting of several wires twisted into a spiral, and an indicator wire that holds the indicator 10 in the sleeve. The fuse link and the indicator wire are electrically connected to the caps through intermediate parts. The cartridge is filled with sand and hermetically sealed. When the fuse link burns out, the arc quickly
goes out in the narrow cracks between the grains of sand. After the fuse link burns out, the indicator wire burns out, and the indicator comes out of the bushing under the action of a spring.
Fig.3 Fuse PK-6/75 and its holder.
.
During operation, you should check that there are no cracks on the porcelain tube and that the reinforcement of the caps is not damaged. The cartridge should fit tightly in the contacts; it should be installed with the pointer down. Dust and dirt from the porcelain socket tube and insulators should be cleaned regularly. Each cartridge can be reloaded multiple times. Recharge should be carried out in accordance with the instructions for installation, operation and recharging of high-voltage fuses with quartz sand.
Throttle
The choke is designed to suppress radio interference created by the equipment and electrical equipment of an electric locomotive. The main technical data of the throttle 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: The D-8B choke consists of two copper coils 1 connected in parallel. The coils are mounted on wooden blocks 3 and insulators 2. The throttle is installed on the roof of the electric locomotive.
Fig.4 Interference suppression choke D8-B
Specification:
1-Two copper coils; 2-insulators; 3-wooden blocks.
The purpose of the chokes is as follows:
Choke DS-1 - to smooth out rectified current ripples in the power supply circuit of the control circuits and the battery charging circuit.
Choke DS-3 - to smooth out ripples of rectified current in the battery circuit at low electric charge currents.
Throttle D-51 - to reduce the level of radio interference. .
The D-86 inductor is used as an inductance in the LC filter of the PF-506 panel. Technical data of the chokes are given in Table 1.
The DS-1 choke consists of a magnetic circuit 2 and a coil 1. The magnetic circuit of the armor-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 rod of the magnetic circuit and is secured with wedges 3. There is a 5mm gap in the side magnetic rods. The choke 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. The interturn and body insulation is made of glass electrical insulating tape measuring 0.2 x x 35 mm. 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 DS-3 choke consists of a magnet wire 1 and a coil 2. The magnet wire is made of electrical steel plates 0.5 mm thick, fastened with mounting angles and four M8 studs. The studs are insulated with bakelite paper coated with LBS-1 varnish. The coil is fixed to the magnetic core with wedges 3. The choke coil is wound with PSD wire measuring 3.55x5 0 mm, flat. Right winding with two parallel wires. The interturn and body insulation is made of glass electrical insulating tape LES 0.1x20 mm. The coil is impregnated with PE-933L varnish and coated with GF92-HS enamel . The D-51 choke consists of a coil 2, fixed to an insulator 4 with strips 1 and 3. The coil is made of copper wire measuring 3x20mm. The D-86 choke 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 core is made of 0.5 mm thick electrical steel plates 2212, fastened with four 2 mm thick staples and four M8 studs. The studs are insulated with bakelite paper coated with LBS-1 varnish. The choke coil is wound from PSD wire 3.55 X 5.0 mm (GOST 7019-71) flat. Right winding with two parallel wires. The interlayer insulation is made of 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-HS enamel (GOST 9151-75). The 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 magnet rod of the wire and is wedged with getinax wedges.
The DZ-1 choke consists of a wire magnet and a coil. The magnet is a rod-type wire, 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. The interlayer insulation is made of cable paper K-120 (GOST 23436-79) with a thickness of 0.12 mm. The external insulation of the coil is electrical insulating glass 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 to an insulator 4 using 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 of freight electric locomotives with a 3000 V DC network. The choke is part of a filter for suppressing radio interference created during the operation of the electrical 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 current collector and the high-speed switch. In terms of the impact of environmental climatic factors, the throttle corresponds to the climatic design for use in temperate climate areas, at an altitude of no more than 1400 m above sea level, with an ambient temperature of + 60 to - 50 ⁰С.
Throttle Drawings: Throttle D-51;DS-3;DS-1
Throttle repair
Check the condition of the throttle support insulator. Wash the insulators with kerosene and wipe dry with a dry cloth. Insulators that have a damaged surface or chips exceeding 10% of the length of the path of possible voltage overlap are not allowed for operation. If the porcelain is damaged above normal, replace the insulators. In winter, when inspecting the throttle, remove snow and ice from it.
3. Organization of repairs 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. The lengthening of circulation sections, the emergence of newer, more advanced electric locomotives of new series, the use of advanced 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, 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 ensure maintenance and routine 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. 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 each member team.
FREQUENCY AND DATES OF SCHEDULED TECHNICAL MAINTENANCE
MAINTENANCE AND ROUTINE REPAIRS.
To maintain electric locomotives in working condition and ensure their reliable and safe operation, a system of 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. Lengthening circulation sections, the emergence of more advanced electric locomotives of new series, the use of advanced 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: reducing wear and eliminating 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 improve the reliability and reliability of electric locomotives, the main role in this matter belongs to the repair departments of railway transport. The railways of our country operate a system of scheduled 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 during the period 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 technical maintenance of TO-1, which is performed by locomotive crews. During maintenance, they eliminate visible defects, lubricate rubbing parts, adjust the brake system, secure parts if necessary, inspect traction motors, electrical machines and devices, maintain the frequency of their insulating parts and contact surfaces. .
Current repairs (TR-1, TR-2, TR-3) are performed in locomotive depots. Their goal is to maintain electric locomotives in good condition, ensuring uninterrupted operation during the period between factory repairs. With TR-1 and TR-2, the electric locomotive equipment is partially dismantled on site if its malfunction cannot be determined by external inspection, and the clearances in the friction units are also brought back to normal. During 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. Overhauls (KR-1 and KR-2) are the main means of “improving” electric locomotives and provide for the restoration of load-bearing body structures, complex repairs of frames, bogies, wheelsets and gearboxes of traction motors, and auxiliary machines, electrical devices, cables and wires, restoration drawing dimensions of parts, 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. The frequency of repairs of mainline electric locomotives, i.e. The mileage between maintenance and repairs, as well as the downtime standards for electric locomotives, are established by road managers, taking into account specific operating conditions based on the standards of the Order of the Ministry of Railways of 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: maintenance - 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.
WORKPLACE ORGANIZATION
In railway transport, much attention is paid to the scientific organization of labor, which is a set 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 organizing repairs is flow production, during which repaired units and parts move along a route established in accordance with the technological sequence of operations in a pre-calculated rhythm. Flow production is based on the widespread use of advanced technology, complex mechanization, progressive forms of labor organization and has high economic efficiency. Mechanisms and automation of repair processes are closely related to it. An example of such a connection is flow-conveyor lines, which are widely used in TR-3. The use of such lines makes it possible to increase labor productivity, increase production 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 DURING 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 ongoing repairs of the attached locomotive fleet. If TR-3 is not produced at the depot, then the TR-1 and TR-2 workshops, as well as the TO-3 workshop, are usually organized there.
The specialized departments include: mechanical, forging, pouring, electric and gas welding, metalworking, electrical equipment, pantograph repair, battery, hitchhiking, etc. If TR-3 is carried out in the depot, then in addition to the listed departments, an electric machine wheel-gear shop is organized in the depot , impregnation and drying department. TO-2 is usually performed at line points remote from the main depot. The premises of the depot workshops must have sufficient dimensions, lighting, heating, and 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 performance, cleanliness and proper condition of the electric locomotive during its operation on the line. During acceptance of an 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 lubricant on the rubbing surfaces, the presence of safety devices, the correct adjustment and serviceability of the spring and cradle suspension parts, the serviceability of the traction motor suspension, vibration dampers, speedometer drive, axle boxes and wheel sets, gear housings, axle arms and lever brake system. Make sure that there are no lubricant leaks from hydraulic dampers, gear housings and ball joints; inspect roof equipment without climbing onto the roof, and make sure that the pantographs operate smoothly when they are raised and lowered; check the condition of traction motors and auxiliary machines; inspect the pre-chambers, suction devices, fans, remove foreign objects, close the pre-chamber doors tightly; make sure that the electrical circuit is assembled in traction and regenerative operating modes; check the sealing of the BUVIP-113 cabinet; if the sealing of the cassette locks is broken, the control unit should be checked to the extent of repair TR-1.
If the absence of a seal is detected in the return depot, the operation of the electric locomotive is allowed until it arrives at the home depot; assemble a diagram corresponding to the traction mode. Using kiloampermeters on the driver's console, verify the smooth increase in the armature current of the traction motors 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 recovery mode. Make sure that the excitation current increases smoothly when turning the brake handle from the cabins of the 1st and 2nd sections from both control units. Note: It is allowed to operate the electric locomotive in traction mode before maintenance TO-2 in the event of a malfunction of one control unit, which manifests itself only in recuperation mode; make sure that the traction motor armature current increases smoothly in the anti-switching mode from the cabins of the 1st and 2nd sections from both control units. Make sure the anti-excitation unit is working properly. Using the brake handle, set the excitation current using a kiloammeter to 300-400A. By rotating the driver's controller wheel, change the armature current from zero to 400A. In the back-to-back mode, the excitation current should decrease by 100 - 150A, with a subsequent increase to the original value; check the operation of spotlights, buffer lights and sound signals, windshield wipers; presence of sand and operation of the sand supply device. .
If necessary, add sand to the sandbox bunkers; check the presence of oil in the traction transformer, remove condensate from tanks, moisture collectors and oil separators of the pneumatic system, make sure that the readings of instruments and warning lamps are correct; check the presence of water in the washbasin tank and refill if necessary; check the availability and serviceability of tools, accessories, protective equipment, photographic 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 trolleys. Inspect and maintain brake equipment in accordance with instructions TC/3549 MPS. Inspect the mechanical part during acceptance and delivery of the electric locomotive and when working on the line when the electric locomotive is stopped. When accepting an electric locomotive at the depot, the locomotive crew must pay
special attention to the absence of malfunctions with which it is prohibited to release locomotives into the train. When handing over an electric locomotive, 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 crew must tell the receiving crew about all malfunctions and observed signs of abnormal operation of the electric locomotive equipment, as well as the use of emergency schemes. To maintain the electric locomotive in working condition and timely identification of emerging faults, the locomotive crew is obliged to do the following when operating the electric locomotive 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 mechanical parts, traction motors, auxiliary machines and electrical equipment; periodically during parking and with the pantograph lowered, check the heating of the axle box, 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 sharp increase in temperature indicates abnormal operation of the equipment. Disconnect the faulty traction motor and auxiliary electrical machine. Cooling of bearings with water or snow is not permitted. If increased heating, noise, vibration, sparking or blackening of the commutator occurs during operation or startup of auxiliary machines, when the rotation speed decreases or a sudden stop, it is necessary to turn off the faulty electric motor, determine the cause and, if possible, eliminate the fault. Until the malfunction is eliminated, the engine must not be turned on; if smoke or the smell of burning oil or rubber appears, stop the train, lower the pantograph, establish and eliminate the cause of signs of abnormal operation of the equipment; monitor the battery charge mode and voltage. In this case, it is necessary that at ambient temperatures down to -10°C, toggle switch 7P on the distribution board should be in the Normal charge position, and at temperatures below -10°C, in the Enhanced charge position. Do not allow the battery to be discharged to a voltage below 42 V. If during discharge a significant drop in battery capacity is noticed, record this in the Technical Condition Log of the electric locomotive to identify faulty batteries during TO-2 maintenance.
4 Shunting work.
Maneuvers are a combination of semi-flights. The following main flights are distinguished:
1. acceleration and deceleration;
2. acceleration-movement at a steady speed;
3. acceleration-movement by inertia;
4. acceleration-coasting and braking;
5. acceleration-movement at a steady speed and by inertia;
6. acceleration-movement at a steady speed by inertia and braking.
Depending on the purpose, maneuvers are divided into the following:
ü disbanding of trains - sorting of cars in accordance with their purpose;
ü formation of trains - sorting and assembly of cars;
ü simultaneous disbandment and formation - complete or partial combination of operations;
ü coupling and uncoupling of cars from trains;
ü supply and cleaning of cars to freight and other points of the station;
ü cargo maneuvers - arranging cars along cargo fronts and assembling them;
ü others - rearrangement of trains and groups of cars, re-weighing, settling or pulling up on the tracks, etc.
The greatest share in the work of stations is played by maneuvers for the disbandment and formation of trains. The shunting work is managed by the station duty officer (at small stations), the shunting dispatcher and the hill or park duty officer. Responsibilities are distributed among them to the TPA station. The direct executors of maneuvers are shunting teams (locomotive driver with an assistant and train compiler).
On exhaust tracks, two main methods of sorting cars are used - settling and pushing.
The settling method works mainly within the boundaries of tracks and turnout streets. This is a sequence of maneuvers when the train reaches the place where the cars should be stopped and stops. Then the train is pulled out beyond the dividing arrow and settled again to place the second cut on another track.
This method is very lengthy and is used when maneuvering wagons that require special precautions, when moving wagons or trains from one track to another, when the conditions for keeping the wagons on the track after a push are not provided.
The method of pushing is that after a group of cars (uncoupling) is uncoupled and the route is ready to move this group onto the path, the locomotive accelerates and brakes sharply, and the uncoupling follows further by inertia. After each push, the shunting train returns behind the dividing arrow. This is how maneuvers are performed with single pushes. With serial pushes, a series of successive pushes are performed according to the number of cuts in the selected shunting train without return movement. Maneuvers with 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, and the clearness of the tracks, the most advantageous methods are selected. In accordance with the Rules for the Technical Operation of Railways, speeds during maneuvers.
Maneuvering speeds
· 60 km/h- when moving along free tracks of single locomotives and locomotives with cars coupled to the rear with the auto brakes turned on and tested;
· 40 km/h- when a locomotive is moving with cars attached to the rear, as well as when special self-propelled rolling stock is moving along free tracks;
· 25 km/h- when moving carriages forward on free tracks, as well as recovery and fire trains;
· 15 km/h- when driving with carriages, busy people, as well as with oversized side and bottom cargo of 4, 5, 6 degrees;
· 5 km/h- during jolt maneuvers, when a car detachment approaches another detachment in the sub-hill park;
· 3 km/h- when a shunting train or a single locomotive approaches the cars.
5 Safety precautions
5.1 General requirements
All work to prepare an electric locomotive for operation must be carried out by specially trained locomotive depot personnel in compliance with the Safety Rules. .
Locomotive crews who know the design and operating rules of an electric locomotive must be allowed to operate an electric locomotive. All maintenance work on the electric locomotive must be carried out subject to mandatory compliance with the requirements set out 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 prohibited to carry out any work on an electric locomotive to workers who have not passed the regular safety exam, as well as who do not have the appropriate certificate for the right to work in electrical installations with voltages exceeding 1000 V. .
5.2 Protective measures and equipment
To prevent access of maintenance personnel to live parts of electrical equipment and measuring instruments of the driver's console when the pantograph on the electric locomotive is raised, the entrance to the VVK, raising the pantograph, turning on the BV and other critical control devices was blocked. Grounding of auxiliary machine bodies to the electric locomotive body is also provided. The protective equipment with which the electric locomotive is equipped, signaling accessories and tools must be used in accordance with their purpose and stored in specially designated places. Protective equipment must have stamps indicating 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 marks or has expired testing period is prohibited! In the passage corridor of each section next to the entrance door there are places for storing brake shoes.
5.3 Safety precautions when working with electric locomotive equipment
If you need to log into VVC, 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 cabin. Make sure that the current collector is lowered according to the voltmeter reading and visually;
2) Lock 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 prohibited to enter the VVK of a moving electric locomotive!
If it is necessary to lift the pantograph, the following procedure must be followed:
ü Make sure that the VVK doors are closed and that the locking rods are released;
ü Open the isolation valve in the compressed air supply circuit to
pantograph valve;
ü Install the KU key in 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 prohibited to turn it on manually and secure it in
the switched on state of the pantograph valves, as well as
direct supply of voltage to them (in addition to switches
and blocking).
When the pantograph is raised, it is strictly prohibited:
1. Try to open the doors of the VVK;
2.Climb to the roof;
3. Wipe the windshields from the outside of the cabin above the lower edge of the windshields and carry out other work on the outside of the cabin;
4. Inspect the electric motor and auxiliary machines by removing the manifold hatch covers and filling their bearings with lubricant;
5. Open the cover of the instrument panels on the driver’s console, and also change the signal lamps;
6. Disassemble the output boxes and disconnect the wire leads of auxiliary machines;
7.Open the cover of the instrument panels on the driver’s console, and also change the signal lamps;
8.Remove the covers from the driver and assistant station consoles, driver controller, switch block 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 electric motors and electric motors of auxiliary machines, as well as work to identify and eliminate any malfunction, can only begin with the pantographs lowered, after the electric locomotive has completely stopped and the rotation of the auxiliary machines has stopped, with the switches of the circuit breaker block disconnected and locked and the reversing-selective handle removed. The reversing-selective handle and the key to the switch block must be kept by the employee performing the work. It is strictly prohibited for locomotive crews and repair personnel to have and use personal reversing handles of the driver’s controller, locking keys for switches and other devices, as well as to use devices that replace them! It is allowed to go out onto the roof only after the voltage on the contact wire has been removed. Before starting work, ground the latter with grounding rods on both sides and make sure that the grounding is reliable. .
When calling 50V voltage control circuits, remember that the coils of electrical devices have significant inductance. With various switching and circuit breaks, overvoltages appear in the circuit, which pose a danger to a person if they touch the interlocks and wire tips at this moment.
Replace fuses or their fuse-links in control circuits after disconnecting the battery disconnector. When inspecting the battery, you must use a closed light source (do not 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 fire extinguishers OP-5 and OP-10) and buckets of sand.
If a fire occurs on an electric locomotive, the locomotive crew must sound 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.
You can 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, using extreme caution, must begin 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 an electric locomotive, all cleaning and lubricants must be stored in a closed metal box. To troubleshoot control circuits, it is prohibited to use temporary jumpers made of wires whose cross-section is smaller than the cross-section of the standard circuit wires! As a last resort, it is allowed to use such wires connected in parallel two to three times. Sections of wires that were installed on the electric locomotive.
Literature
1. V. A. Rakov locomotives and motor-car rolling stock of the railways of the Soviet Union. 1956-1965 m transport 1966.
2.V. 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 Routine repair and maintenance of DC electric locomotives, S.N. Kraskovskaya, E.E Riedel, R.G. Turtleman. Moscow, transport1989.
6. 3.A. N. Petropavlov technology for repairing electric rolling stock, Moscow transport 2002;
7. Electric railway warehouse - 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
(IN Ladimir L enin, 8 -axial) - main electric locomotive DC with axial formula 2(2 0 +2 0 ) produced since 1953 to 1967 .The reason for the creation of an electric locomotive is the shortage of DC electric freight locomotives.Electric locomotives VL22 couldn't cope with this kind of work.
Story
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 already manufactured (photo). The diagrams of its electrical circuits corresponded to drawing OTN-354.001. The N8 series meant: Novocherkassk, eight-axle.
The electric locomotive used fundamentally new bogies of a cast design, similar to those used on American diesel locomotives D B. All axle boxes were equipped with rolling bearings. The spring suspension, consisting of above-axle coil springs and leaf springs, was balanced on each side of the bogie. The body of the electric locomotive was for the first time made without transition platforms and had a 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 full power over a wider range of rotation speeds. At a terminal voltage of 1500 V, these electric motors developed a continuous power of 470 kW and an hourly power of 525 kW.
Electric locomotive model N8
VL8 at 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 assemble all eight electric motors into a serial circuit using a serial connection. The electric locomotive was equipped with regenerative braking with anti-compounding of exciters to reduce the weight of the motor generators.
Schematically, the electric locomotive had a rheostatic starting circuit that had already become standard with serial, series-parallel and parallel connections of electric motors and the use of 4 stages of excitation attenuation. However, most of the electrical apparatus and all auxiliary machines were redesigned at a higher technological level. On N8-001, the new two-slide pantograph P-3 was used for the first time.
The results of control weighing showed that the weight parameters were exceeded in relation to the specified ones - the axle load reached 23.9 tf instead of 22.5 tf according to the project. Electric locomotive testing 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 the 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 during launch the thrust force reached 54 tf.
In 1955, a pilot batch of electric locomotives from numbers 002 to 008 was manufactured.
Serial electric locomotives
In 1956, 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 experimental electric locomotive, and in 1958 serial production began.
The serial electric locomotives were identical in design to the experimental series, with only minor differences.
Since 1957, the bodies and bogies of VL8 electric locomotives have been manufactured by the Lugansk Diesel Locomotive Plant. Electric locomotives of the N8 series received the designation VL8 series in January 1963 (photo). Electric locomotives were built until 1967 inclusive. A total of 1,723 electric locomotives were produced, of which NEVZ built 430 electric locomotives and TEVZ 1,293 electric locomotives.
Until 1961, they were the most powerful locomotives in the country, capable of driving a train weighing 3,500 tons with a single traction on a 9‰ rise at a speed of 40-42 km/h.
At a speed of 100 km/h, an electric locomotive can develop a traction force of 8000 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.
Modernization
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 running of the electric locomotive smoother. However, these elements worked unsatisfactorily (they were squeezed out) and were not subsequently installed on electric locomotives.
As you know, rigid leaf springs, due to the large internal friction between the leaves, work like ordinary balancers. A softer leaf spring suspension was tested at the suggestion of the Moscow Institute of Transport Engineers; At 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 reduction in shaking and an increase in the smooth running 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 design of PKB TsT MPS, in 1968, second additional body supports were installed, softer springs were used, at which their static deflection increased to 100 mm, and persistent rubber shock absorbers were installed in roller axle boxes. However, as tests carried out by the Central Research Institute of the Ministry of Railways showed, it was possible to increase the speed of the electric locomotive with these changes only to 90 km/h. Therefore, the implementation of the above changes was subsequently abandoned.
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 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 installed in the axle boxes, similar to the axle boxes of TE3 diesel locomotives. 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 the start of work on modernizing the spring suspension of VL8 electric locomotives.
In the period 1976-1985. Returning devices were installed on VL8 electric locomotives, allowing the speed to be increased from 80 to 90-100 km/h. Such electric locomotives received the designation VL8m.
Since the mid-70s, electric locomotives VL8 photo began to be often used in passenger traffic, which required the use of some devices for driving passenger trains. Thus, sockets and cables for inter-car heating connections and EPT sockets on “blizzards” appeared on VL8. Due to the presence of a “blizzard” that turns in curves and is rigidly attached to the bogie frame, the train’s heating cable had to be twisted in a “figure eight” when not in use in order to eliminate the possibility of its breakage or chafing. In some sections with a heavy profile (for example, Goryachiy Klyuch - Tuapse of the North Caucasus Railway), they began to practice the movement of VL8 with double traction. To do this, sockets for inter-electric 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 the VL11 and VL10 of the 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 Caucasian TC, and are inoperative. Basic dataYears of construction
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 of TED
Clock speed
Continuous power of TED
Continuous duty speed
constant, 3 kV
Story
Experienced electric locomotives N8
The results of control weighing showed that the weight parameters were exceeded in relation to the specified ones - the axle load reached 23.9 tf instead of 22.5 tf according to the project. Electric locomotive testing 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 the 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 during launch the thrust force reached 54 tf.
Main parameters of the VL8 electric locomotive
| Options | Indicators |
|---|---|
| Axial formula | 2о+2о+2о+2о |
| Operating weight (with ballast) | 184 t |
| Wheelset load | 23 t |
| Length along 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 |
| 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: cylindrical 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 installed in the axle boxes, similar to the axle boxes of TE3 diesel locomotives. 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 the start of work on modernizing the spring suspension of VL8 electric locomotives.
In the period 1976-1985. Returning devices were installed on VL8 electric locomotives, allowing the speed to be increased from 80 to 90-100 km/h. Such electric locomotives received the designation VL8m.
Since the mid-70s, electric locomotives VL8 photo began to be often used in passenger traffic, which required the use of some devices for driving passenger trains. Thus, sockets and cables for inter-car heating connections and EPT sockets on “blizzards” appeared on VL8. Due to the presence of a “blizzard” that turns in curves and is rigidly attached to the bogie frame, the train’s heating cable had to be twisted in a “figure eight” when not in use in order to eliminate the possibility of its breakage or chafing. In some sections with a heavy profile (for example, Goryachiy Klyuch - Tuapse of the North Caucasus Railway), they began to practice the movement of VL8 with double traction. To do this, sockets for inter-electric 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 the VL11 and VL10 of the later series.
Currently, electric locomotives of the VL8 series are operated only by the railways of Ukraine, Armenia, Georgia and Azerbaijan. In Russia, VL8 remain only in the Caucasian TC, and are inoperative.
Literature
- V. A. Rakov “Locomotives and multiple 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 post-Soviet space | |
|---|---|
| Trunk |
DC electric locomotives C C - 1932-1934 | VL19 - 1932-1938 | PB21 - 1934 | SK - 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 locomotivesOR22 - 1938 | VL61 - 1954-1957 | VL60 - 1957-1967 | F - 1959-1960 | VL80 - 1961-1994 | VL62 - 1962-1963 | ChS4 - 1965-1972 | VL40 - 1966, 1969 | |
