RŽD series ЭП2К

SŽD series ЭП2К (EP2K)
	EP2K.002
Numbering:	RŽD ЭП2К.001–
Number:	As of May 2017: 352
Manufacturer:	Kolomna ; locomotive factory Novocherkassk electric locomotive factory
Year of construction (s):	since 2006
Axis formula :	Co'Co '
Gauge :	1,520 mm
Length over buffers:	21,800 mm
Height:	5,100 mm
Width:	3,288 mm
Smallest bef. Radius:	125 m
Service mass:	135 t
Wheel set mass :	22 t
Top speed:	160 km / h
Hourly output :	4,800 kW
Continuous output :	4,320 kW
Starting tractive effort:	302 kN
Driving wheel diameter:	1,250 mm
Power system :	3 kV =
Number of traction motors:	6th

The SŽD series ЭП2К (German transcription EP2K ) of the Rossijskije schelesnyje dorogi (RŽD) is a six-axle electric locomotive for operation on main roads with direct current . It was manufactured from 2006 by the Kolomna locomotive factory with the assistance of the Novotscherkassk electric locomotive factory and the Smeljansky electromechanical works and is used to operate passenger trains . So far, 352 locomotives have been delivered by May 2017.

history

Photo of the ЧС2-271 in the Novosibirsk repair shop

The electric locomotives were created to replace the outdated and worn electric locomotives of the ЧС2 and ЧС2Т series , which go back to designs from the 1950s and were in use for over 40 years at the time of construction. In addition, they were intended to replace the locomotives of the series ВЛ10 and ВЛ11 , which were used on some lines with direct current (e.g. the Severo-Kawkasskaya zhelesnaja doroga ) for the covering of passenger trains. It later became apparent that the performance was insufficient. Therefore, the double locomotives of the 2ЭС4К series were used.

construction

Passenger train with the ЭП2К-154 in the Moscow Passaschirska Yaroslavl station (2013)

The electric locomotive is a six-axle single-section electric locomotive for direct current . It is intended for the guidance of passenger trains on railways with a gauge of 1520 mm.

When planning the electric locomotive, principles of modular construction of components and the installation of equipment were applied. This led to a reduction in the repair times for the locomotive. Compared to older designs, the design of the cabin equipment has been improved. This also led to an improvement in the conditions of the drivers' work . In addition, monitoring and diagnostic devices were installed for safe operation.

Mechanical part

Photo of the ЭП2К-127

The equipment of the locomotive was erected in a box of a wagon type with an asymmetrical frame and welded steel cladding. The entire box is designed as a self-supporting construction. It consists of the frame and the frame of the box with the walls and the driver's cabs. The cladding consists mainly of rolled sheets of low-alloy steel with high corrosion resistance . The frontal part of the box is crash-optimized to protect the locomotive brigade , it allows a collision with an obstacle at speeds of up to 20 km / h without deformation. It is divided into two cabins for the machinist, a front and rear anteroom and the machine room in which all parts of the electrical and pneumatic equipment are set up.

The chassis consists of the two three-axle bogies. The box is stored on the bogies using Flexicoil suspension . It is arranged in the niches of the frame of the locomotive body and rests on the side members of the bogie. A reset device is used to switch the bogies from the rotated position to the position parallel to the locomotive body. The lateral movement of the bogies is limited by corner supports. The transmission of the tensile and braking forces as well as the rotary movement takes place via the pivot pins, which are mounted in the middle part with the bogies.

Electrical part

ЭП2К-004 in the Novosibirsk station (2008)

All equipment and assemblies of electrical equipment are placed in the high-voltage chamber, which is located in the center of the machine room. It has a door with a locking device to prevent unintentional entry in the event that voltage is applied to the pantograph or not earthed when the situation is determined . The engine room has a passage with a width of 50 cm. The electrical equipment can be described as classic direct current technology. The locomotive is driven by the ED 153 U1 traction motors produced by the Smeljanski Electromechanical Works. Both engines have an hourly output of 800 kW at 945 rpm. They are six-pole electric machines with reverse winding for the electric brake . They are designed as series machines.

The current is drawn via the single-arm pantograph of type SBS 2T with a pneumatic pressure drive. The locomotive is controlled via 41 speed steps;

all drive motors are connected in series up to the 21st speed step,

from the 22nd speed step to the 38th speed step they are connected in series - parallel connection (two parallel branches, each with three series connections of traction motors),

From the 39th speed step to the 41st speed step, the traction motors are connected in parallel (three parallel branches, each with two traction motors in series).

Five levels of field weakening can be used for the driving positions, namely 80, 66, 54, 45, 40%. The power of the electric brake is 4000 kW.

Pneumatic equipment

View of the driver's cab of the ЭП2К

The pneumatic equipment of the locomotive is arranged in the driver's cab, in the locomotive body and on the bogie. The apparatus for managing the brake is located in the engineer's cab; the driver's brake valve , the cock for actuating the additional brake , devices for locking the pneumatic brake and devices for controlling the electro- pneumatic brake . Two pressure gauges for the compressed air are arranged on the desk; one is divided into two parts and shows the pressure in the main air line and in the main air tank with a pointer , the other shows the pressure in the brake cylinder .

The devices for controlling the air brake are located under the cabin. Two main air tanks are arranged in the middle under the locomotive body. The remaining devices for the braking system are housed in the locomotive body.

Operation of the locomotive

The first locomotive was delivered by the Kolomna locomotive factory in 2006 and underwent operational trials at the Sapadno-Sibirskaja selesnaja doroga ( Barabinsk depot ) in winter 2006/2007 . Later it was tested for testing at the All-Russian Research Institute for Rail Transport in Shcherbinka on the oval track there. The second locomotive, which was delivered at the same time, passed its test on the Moscow - St. Petersburg line of the October Railway .

By September 2014, 266 locomotives had been delivered, 36 of them for the Saint Petersburg Moskovsky depot and the rest in the Barabinsk depot of the Sapadno-Sibirskaya zhelesnaja doroga .