Traction electric motor EDP810 electric locomotive. Appointment, brand and technical characteristics of electric locomotives of railways of Russia branch of Russian Railways

A.A. Malgin

Electrovoz 2ES6.

Mechanics, Engines, Apparatuses
(allowance for locomotive brigades)

YEKATERINBURG

2010

The manual was drawn up on the basis of the manual for the operation and other materials offered by the plant with a Nerzhm for the operation of electric locomotives of 2 EC6 in the Sverdlovsk railway branch of Russian Railways. The manual provides technical data and design of nodes of the mechanical part, electrical apparatus and electric motors.

The proposed material is a methodological manual for learning locomotive brigades, repair personnel and students of training centers for training machinists and assistants of Machinists of the electric locomotive.

Mechanical part of Elektrovoza 2ES6.

The mechanical part is intended for the implementation of traction and brake efforts developed by electric locomotive, placing electrical and pneumatic equipment, ensuring a given level of comfort, convenient and safe conditions of electrical management.

Mechanical (crew) part of the electric locomotive consists of two sections of the interconnected motor arms. Each section includes two double-axle carts and body connected by inclined traction, spring spring hanging type "Fleisicyl", hydraulic-accumulates and body displacement limiters.

The mechanical part of the electric locomotive operates the load generated by the weight of mechanical, electrical and pneumatic equipment. In addition, the mechanical part transmits traction efforts from the electric locomotive to the train and perceives dynamic loads that occur when the electric locomotive movement along the curves and direct portions of the path. The mechanical part must be strong enough, as well as meet the safety requirements of the movement and the rules for the technical operation of railways. To ensure normal and trouble-free operation it is necessary that all mechanical equipment are in complete serviceability and responded to safety standards, strength and rules of repair.

Mechanical (crew) part of one section of the electric locomotive 2 S6 is presented in Figure 1.

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

1 - car suit;

2 - cabin;

3 - wheel steam;

4 - the box;

5 - a bench leash;

6 - frame of the trolley;

7 - partition;

8 - bracket;

9 - inclined thrust;

10 - roof of the body;

11 - shock absorber;

12 - body frame;

13 - Buxer Spring;

14 - body spring;

15 - Insurers;

16 - bracket;

17 - side wall;

18 - rear wall;

Transition site.

Truck

Each section includes two two-axis carts, which relieves the body. Trolleys perceive traction and brake efforts, side, horizontal and vertical forces when passing the irregularity of the path and transmit them, through spring supports with transverse adhesiveness, on the body frame. The 2 S6 electric locomotive truck has the following technical

characteristics (Figure 2):

Figure 2 Trolley

Structural speed, km / h 120

Load from wheeled pair on rails, kN 245

Type of EDP810 Traction Electric Motor

Type of engine suspension support-axis

Mounting engine mount with pendulum suspension

Type BUX Single-breeding with a cassette roller bear

Two-stage spring suspension

Static deflection, mm

a bench step 58.

body Steps 105.

TCR brake cylinder type 8

Brake Pad Pressing Coffin 0.6

The trolley consists of a welded frame of a box cross section, which is connected to the central part of the body frame with its end beam through inclined thrust with hinges. To the middle beam, the trolley frame is mounted through pendulum suspensions of the island of DC traction electric motors, which other paths are based on the axis of the wheeled steam through the motor-axis rolling bearings mounted on them. The torque from the traction electric motors is transmitted to each axis of the wheel pair through a double-sided alpine transmission, forming a chevron gearing with gears planted on the shanks of the shaft of the traction electric motor.

At the beams of the axis of the wheel pair are mounted two-row conical roller bearings of the closed type of the company "Timken", located inside the corps of the unmandable single-breeding. Leads have spherical rubberometallic hinges, which are attached to the box and to the bracket on the sidewalls of the cart frame, forming a longitudinal connection of the wheeled steam with a truck frame.

The transverse connection of the wheeled steam with the frame of the trolley is carried out due to the transverse advantage of the bell springs. Similarly, the transverse connection of the body with a frame of the trolley is carried out due to the transverse adhesiveness of body springs and stiffness of the spring stopper springs, which also provide the possibility of turning the trolley in the curves of the paths and devastation of various forms of body oscillations on trolleys. Also for ..

Branch of Russian Railways

West Siberian Railway

Omsk Technical School

Electrovozoz

2S6 "Sinara"

Mechanical equipment of freight electricity 2 S6.

The mechanical part is designed to implement traction and brake efforts developed by electric locomotive, placing electrical and pneumatic equipment, ensuring a given level of comfort, convenient and safe working conditions of locomotive brigades.

The mechanical part of the electric locomotive operates the load generated by the weight of mechanical, electrical and pneumatic equipment. In addition, the mechanical part transmits traction efforts from the electric locomotive to the train and perceives dynamic loads that occur when the electric locomotive movement along the curves and direct portions of the path. The mechanical part must be strong enough, as well as meet the safety requirements of the movement and the rules for the technical operation of railways. To ensure normal and trouble-free operation, it is necessary that all mechanical equipment is in complete serviceability and responded to safety standards, strength and rules of repair (see Fig. 1).

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

1 - car suit; 2 - cabin; 3 - wheel steam; 4 - the box; 5 - a bench leash; 6 - frame of the trolley; 7 - partition; 8 - bracket; 9 - inclined traction; 10 - roof of the body; 11 - shock absorber; 12 - body frame; 13 - Buxer Spring; 14 - body spring; 15 - Insurers; 16 - bracket; 17 - side wall; 18 - rear wall; 19 - Transition Platform

Body

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

Gravity of gravity from the mass of intricure equipment and sand stock;

Gravity of gravity from the mass of the roos and brisk equipment;

Static and dynamic, arising from interacting with Va-Gons of the train and locomotive trolleys in thrust mode, elevation and braking and shock influences in the motor license. The body is an all-metal welded structure with a carrier frame (see. Real.

1 - spotlight; 2 - installation of air conditioning 3 - Antenna Club; 4 - GPS antenna; 5 - Clear receiver; 6 - interference throttle; 7 - disconnector; 8 - radio station antenna; 9 - Cotton tire; 10 - block and brake resistors; 11 - auxiliary compressor; 12 - compressor unit; 13 - Tetra Antenna; 14 - transitional platform; 15 - a gallery sheet; 16 - Cooling device; 17 - traction electric motor; 18 - battery pack; 19 - inclined thrust; 20 - Block electrical equipment 21 - DPS-y sensor; 22 - Typhon, whistle; 23 - Antenna South, receiving coils ALSN; 24 - Malenik.

The body of the electric locomotive consists of two sections, the same in the main nodes, with the exception of the place of laying the bathroom, is installed only on the first section. Locomotive body and consists of the casual island, the roof of the body and the outer sheath, made of a smooth steel sheet with a thickness of 2.5 mm. and sand bunkers. At the first end of each section, a place is left to install a block cabin. Inside the body formed a room for installing equipment - a machine compartment, fenced off by a transverse wall forming a vestibule from the control cabin. The Tambur has doors to enter the locomotive and passages to the cab and the engine room.

On the end walls of the body there is a place to install the main tanks.

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

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

The roof of the electric locomotive is presented in Fig. 3 and consists of a main part (935 mm high and a width of 3060 mm) and three removable parts. . The back is made at the same time with the coward. Removable sections are a frame of rolling and curved profiles of sheathed steel sheets. The average removable roof consists of two sections, the brake resistor cooling module is mounted in each section. The connection points of the removable parts with the cocoa frame is seals, eliminate moisture in the body. In the rear of the section there is a hatch with a lid to exit the body to the roof.

Forcamera with multicyclone filters

Pump-brake resistor module housing

Traction electric motor EDP810 Electrovoza 2ES6.

Purpose

The EDP810 Electric Motor of the DC of Independent Excitement is installed on the 2 EC6 electric locomotive trolleys and is designed for the traction drive of wheeled steam.

Technical characteristics of the EDP810 electric motor

The main parameters for the watch, long-term and limit modes of operation of the traction motor are shown in Table 1.1.

The main parameters of the EDP810 electric motor

Name of parameter	unit of measurement	Operating mode
		hourly	continue tean
Power on the shaft	kw
Power in brake mode, no more: With recovery With rheostat braking	kw	1000
Rated output voltage		1500
Maximum voltage on conclusions		4000
Current anchor
Current anchor when starting, no more
Rotation frequency	c-1 rpm	12.5	12.83
The highest rotational speed (reached at a current of excitation 145 A and an anchor current 410 a)	c-1 rpm	1800
Kpd.		93,1	93,3
Moment on the shaft	NM kgm	10300 1050	9355
Torque torque, no more	NM	17115
Cooling		Air forced
Coolant consumption	m3 / S.	1,25
Static air pressure at the checkpoint	PA	1400
Excitement of the electric motor		Independent
Current winding excitation
Excitation current when starting, no more
Nominal mode of operation		hour according to GOST 2582
Resistance windings at 20 ° C: Anchor Main Poles. Additional poles and compensation winding	Oh.	0,0368 ± 0.00368. 0.0171 ± 0.00171 0,0325 ± 0.00325
Class of heating resistance isolation of the windings of the anchors, main and additional poles
Mass of the electric motor, not more	kg	5000
Anchor mass, no more	kg	2500
Stator weight, no more	kg	2500

Main parameters of cooling electric motor EDP810

Name of parameter	Value
Air flow through TED, M3 / C	1,25
Air consumption in interpolar channels, m3 / s	0,77
Air flow through the channels of the anchor, m3 / s	0,48
Flow speed in interpolar channels, m / s	26,5
Flow speed in anchor channels, m / s	20,0
Air pressure at the entrance in front of the engine, Pa (kg / cm2) (mm.body.st.)	1760 (0,01795) (179,5)
Pressure at the control point (in the hole cover of the lower collector hatch), (kg / cm2) (mm.body.st.)	1400 (0,01428) (142,8)

Design electric motor EDP810

The electric motor is a compensated six-general reversible electrical machine of DC independent excitation and is designed to drive wheel pairs of electrical locomotives. The electric motor is made for the support-axial suspension and has two free tapered end of the shaft for transmitting the torque to the axis of the electrical seal pair through the gear transmission with a gear ratio of 3.4.

External types of anchor and EMP810 electric motor housings are shown in Figures 14 and 15, the design of the electric motor in Figure 16.

Figure 14 - EDP810 electric motor anchor

Figure 15 - EMP810 electric motor case

Figure 16 - EMP810 electric motor design

The case of the electric motor is round, welded design, made of low carbon steel. On one side of the body, planting surfaces are provided under the hull of motor-axial bearings, from the opposite side - a fluster surface for fixing the electric motor on the electric locomotive truck. The housing has two necks for the installation of bearing shields, an inner cylindrical surface for the installation of main and additional poles, from the collector side, a ventilation hatch is made to supply a coolant electric motor and two viewing hatches (top and bottom) to maintain a collector. The case is simultaneously a magnetic circuit.

The anchor of the electric motor consists of a core, pucks and a collector, pressed on the anchor body, into which the shaft is pressed.

The shaft is made of alloy steel with two free tapered ends for landing gears gear gear gears, in the ends of which the holes for the mechanization of the gear are performed. In operation, due to the presence of a case, if repair, the shaft can be replaced by a new one.

Core anchor applied from sheets of electrical steel brand 2212, thick 0.5 mm , with an electrically insulating coating, has styling styling and axial ventilation channels.

Anchor winding is a two-layer, loop, with equalized connections. The coils of the anchor winding are made of a copper winding wire of the rectangular cross section of the PSTSD brand, an isolated "Nomex" tape, protected by glass threads. The insulation of the winding is made with the "elmicterm-529029" ribbon, which is a composition of mica paper, an electrical insulating tissue and a polyamide film impregnated with the compound "ELPLAST-180ID". Vacuum - the injection impregnation of an anchor in the ELPLAST-180ID compound provides in composition with cabinet insulation, the heating resistance class "H".

The collector is dialed from copper collector plates with a cadmium additive, pulled into a kit with a cone and sleeve collector bolts.

The parameters of the brush collector node

Name of parameter	Dimensions in millimeters
Color diameter
Working length collector
Number of collector plates
Collector Mikanita thickness
Number of brackets
Number of brush holders in brack
The number of brushes in the brush holder
Brand brush	EG61A.
Brush size	(2x10) x40

The cores of the main poles are chosen and attached to the body with the help of passing bolts and rods. On cores installed independent excitation coils from a rectangular wire. Vacuum is a discharge impregnation in the compound type "ELPLAST -180ID" provides in composition with cabinet insulation based on Slotinite tapes The class of heating resistance "N".

The cores of the added poles are made of strip steel and are attached to the cozen bolts. On cores installed coils wound from tire copper on the edge. Coils with cores are made in the form of a monoblock with a vacuum-discharge impregnation in the compound type "ELPLAST-180ID", providing in composition with cabinet insulation based on Slyudinite tape Class of heating resistance The coil of the compensation winding is made of copper wire of the rectangular section, isolated with an impregnated electrical insulating tape type "ELMICTERM -529029 ", and installed in the grooves of cores of the main poles, the heating class of the" N "coils.

Two bearing shields with roller roller rolling bearings of the NO-42330 type pressed into the housing. Grease bearings greased type "Buksol". In the bearing panel from the opposite collector there are holes for the release of cooling air from anchor.

On the inner surface of the bearing shield from the reservoir, the traverse with six brush holders, allowing 360 degrees, and providing inspection and maintenance of each brush holder through the lower housing hatch.

On top of the electric motor on the housing there are two removable terminal boxes that serve to connect the power wires of the electric locomotive circuit and output wires of the anchor winding chains and the circuit of the excitation of the electric motor. The circuit of electrical windings is presented in Figure 1.9.

Figure 17 - Scheme of electrical connections of motor windings EDP810

Operational instructions

List of technical tests

What is verified	Technical requirements
1 External motor status	1.1 Lack of damage and pollution, as well as traces of bearing lubrication
2 Alert windings.	2.1 Lack of cracks, bundles, charring, mechanical damage and contamination. 2.2 The magnitude of the insulation resistance must be: At least 40 MΩ in a practically cold condition before installing a new electric motor on electric locomotive; At least 1.5 MΩ in a practically cold condition and before entering the electric locomotive after a long parking lot (1-15 days or more).
3 brush holders	3.1 Lack of melting, violating free moving brushes in clippers or capable of damaging the collector. 3.2 Lack of damage to the body and springs.
4 The gap between the brush holder and the working surface of the collector measure the insulating plate (for example, from the textolite, getynaks) of the corresponding thickness.	4.1 The gap between the brush holder and the collector should be 2 - 4 mm (with a compressed traverse measurement perform only on the lower brush holder). 4.2 Lack of weakening of the attachment of the brush holders to the planks torque of the bolts 140 ± 20 nm (14 ± 2 kgm). Fastening bolts should be protected from self-eject.
5 brushes	5.1 Free movement of brushes in clutch lugs 5.2 Lack of traces of damage to current-carrying wires. 5.3 Lack of cracks and edges of the contact surface of more than 10% of the cross section. 5.4 Lack of unilateral faceting. The contact surface of the host of the brush to the collector should be at least 75% of the area of \u200b\u200bits cross section. 5.5 Bolts fastening current-carrying brushes to the brush holder housing must be protected from self-eject. 5.6 Pressing the brushes should be 31.4 - 35.4 N (3.2 - 3.6 kg).
6 traverse	6.1 No weakening of fastening traverse (torque torque 250 ± 50 nm (25 ± 5 kgm)). 6.2 Lack of pollution and damage. 6.3 Combining control rinks on the traverse and case must be with a permissible deviation no more 2 mm.
7 Working surface collector.	7.1 Smooth, from light - to dark brown, without jackets, without traces of melting from the transfers of the electric arc, without filling the podagars, without climbing copper and pollution. 7.2 Development under brushes should be no more 0.5 mm ; The depth of the wave of 0.7 - 1.3 mm. 7.3 Incoming to the collector of fuel and lubricants, moisture and foreign objects are not allowed.
8 Static cooling air pressure	The magnitude of the static pressure in the hole cover of the lower collector hatch should be 1,400 pa ( 143 mm. Factory).

More detailed instructions for the operation of the EDP810U1 electric motor are set forth in the Handbook of the KMBBS.652451.001RE.

Electric locomotive 2 Sinar is designed to work on constant lines. It is manufactured in the Urals Plant of Railway Engineering, located in the city of Upper Pyshma. This plant is included in CJSC SINARA. The first car was made in December 2006. After testing the electric locomotive on the railway in various conditions, which showed that it meets all the requirements for driving freight trains, a supply contract was signed between the manufacturer and Russian Railways.

During the first year of the serial release (2008), 10 electric locomotives were manufactured. Next year, Russian Railways received 16 new cars. In subsequent years, their production has grown. Soon the volumes increased to 100 locomotives per year. So it lasted until 2016, after which there was a stabilization of the issue and its decline. In total by the middle of 2017, 704 electric locomotives 2 SO6 were manufactured.

A new locomotive is two identical sections that are closed by parties having interval transitions. Management is made from one cab. Sections can be disconnected. In this case, each becomes independent electric locomotive. A variant is possible when two locomotives are connected to one, turning into four-piece electrical locomotive. But it is possible to add one section to a two-section electric locomotive, turning it into a three-section. In any case, control is carried out from one cab. When used as an independent electric locomotive one section, difficulties for machinists arise, since the overview is then difficult.

New technologies used in E2C6

The new cargo electric locomotive meets all modern requirements, in 80 and percent cases they are innovative. Reliability is ensured by a microprocessor control system. It makes it possible to exclude crew errors. Thus, the "human factor" is excluded, which in some cases can lead to an unforeseen situation.

Available onboard diagnostics constantly reports the status and work of all mechanisms. In addition, subsequent results are transmitted to the service items and information collection centers available in Russian Railways.

The electric locomotive system installed the GLONAS system, in parallel with it - GPS. The program is applied to carry out avtovology. Management can carry out an operator located in a remote stationary center.

New, not previously used in the Russian production of locomotives, technical solutions improved the characteristics of the electric locomotive. It has become more reliable, the costs of operation decreased. The use of innovation has positively affected safety.

Elektrovoz spends 10 - 15 percent of electricity less than predecessors. The same indicator reduces repair costs. The brigade of machinists works in conditions not just convenient to perform duties, but also comfortable. One and a half times the mileage of the electric model between the planned repairs increased. The fact that the technical speed is enlarged. This allows, without making investments in infrastructure, increase the capacity of the railway.

Conclusion

The release of the electric locomotive 2 S6 is calculated only a few years ahead. This machine will be the basis for the manufacture of more advanced options. One of the main changes required for locomotives is the use of asynchronous engines that give greater effect, compared with the collector.

Currently, electric locomotives 2 SS6 are operated on the Sverdlovsk railway, on the roads of the South Urals and Western Siberia.

These machines can work in any climatic conditions existing in Russia. Successfully passes their work and in the countryside. The height limit above the sea level is 1300 meters. The design speed of the electric locomotive is 120 kilometers per hour.

Along with the "Dontraki" (locomotives of the ES4K series of production of the NEVZ) to replace the obsolete Soviet VL10 and VL11 at the moment completely new locomotives are being introduced. 2S6 "Sinara" Production of the plant "Ural locomotives". 2ES6 - Two-section eight-axis cargo electric locomotive DC with collector traction engines, that is, essentially an analogue of 2 S4K.

Perhaps, it should be started with the fact that the plant Ural locomotives - the enterprise created in the early 2000s (in contrast to one of the flagships of Russian locomotive construction - the Novocherkassian electric-building plant leading its history since 1932). In early 2004, the Ural Railway Engineering Plant (UZZMM) was created on the basis of one of the industrial sites of the city of Top Pyshma (satellite city-satellite). The reconstruction of the block of production workshops has begun. Initially, the plant was engaged in the modernization of Lokomotiv VL11 with the extension of life, but in 2006 the first experimental sample of the main cargo electric locomotive DC with collector traction engines was issued (future 2 S6). In 2009, the year 2009 was commissioned the first launcher production complex with a capacity of 60 two-section locomotives per year. And already in 2010, the plant was renamed the "Ural locomotives" - a joint venture of the Sinara group (50%) and the concern Siemens AG (50%). The actual name of the first serial freight locomotive of the plant is obliged to the owner's group.

2ES6. (2-section E.lecture FROMelection, model 6 ) - Freight two-section Eight-axis main electric locomotive DC with collector traction engines. It uses a rowable start-up of traction electric motors (TED), the robust braking with a capacity of 6600 kW and the recuperative capacity of 5500 kW, an independent excitement from semiconductor transducers in braking modes and traction. Independent excitation in the traction is the main advantage of "Sinara" before VL10 and VL11, it increases the anti-duct properties and the efficiency of the machine, allows you to more widely adjust the power.

The axial formula is standard for most domestic diesel locomotives - 2x (20 -20). According to such a formula, they were made as classical VL10, VL11, VL80 - and modern dons, Ermaki and Sinara.
The body of the electric locomotive is all-metal, has a flat surface of the trim. Hanging traction electric motors typical for freight electric locomotives, axial, but with progressive motor-axial rolling bearings. The letters are frantic, horizontal forces are transmitted from each trailer on the cart of the cart with one long leash with rhine metal hinges.

Structural speed - 120 km / h, the speed of a long mode is 51 km / h.
The length of the locomotive is 34 meters (versus 35 meters 2 S4K - but in general, everything is about the same in size, the locomotive for driving freight trains on the railway tracks of 1520 mm, electrified by constant current voltage of 3 kV, is able to drive a train weighing 8000 tons in areas with flat profile. Ways (up to 6) and a train weighing 5,000 tons in areas with a mining profile (up to 10). The possibility of the operation of the electric locomotive on the system of many units, as well as the autonomous operation of one section of the electric locomotive is provided:

At the end of 2016, 643 units were built (against 186 units of locomotives of the ES4K series), which also go to replace obsolete VL10 / VL11. The first electric locomotives were supplied to operate at the Sverdlovsk Railway in Sverdlovsk-Sortovskaya depot, in 2010, the locomotives began to work at the South Ural and West Siberian railways, by the end of 2010, all Machinists Sverdlovsk-Sortovskaya, Kamensk- Ural, Kamyshlov, Voinovka and our Sverdlovsk Railway; Omsk, Barabinsk, Novosibirsk and Belovo West Siberian Railway; Chelyabinsk, Kartals of the South-Ural Railway. Since the beginning of 2015, Electric locomotives 2 S6 began to enter the depot of Zlatoust and depot Chelyabinsk of the South Ural Railway for driving trains to Chelyabinsk - Ufa - Samara - Penza (it was on this site for the first time and saw such locomotive recently - at the station Syzran Samara region):

It is planned that the release of the electric locomotive 2 S6 will be discontinued, and on its basis (mainly the body and the modified crew part will be used) the release of an electric locomotive with asynchronous traction electric motors for DC 2ES10 (Granite "networks) created in concerning Siemens concern (in More than 100 units are already built). Also, electric locomotive with asynchronous traction electric motors was developed for asynchronous traction electric motors for 2ES7 ("black granite"), which is currently testing certification. Asynchronous traction drives are the following generation of TED development and in general now slowly seek to switch to them, but before the running in some elements on more familiar technologies is required - therefore, the series with collector TED - koim and appeared and came in 2ES.

2 S6-517 at the station Syzran against the background of the old VL10, which are still the majority here; "Sinara" stands out and looks like a fashionable exotic. But I think it will pass any other years - and old Vl-ki will begin to disappear, how old passenger emergencies are disappearing for example now ...

New technologies used in E2C6

Conclusion

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