RŽD series 2ЭС5

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RŽD series 2ЭС5 (2ES5)
2ЭС5-001
2ЭС5-001
Numbering: 2ЭС5.001 - 005
Number: 5
Manufacturer: Electric locomotive factory Novocherkassk
Year of construction (s): 2011, 2013, 2015
Axis formula : Bo'Bo '+ Bo'Bo'
Gauge : 1,520 mm
Length over coupling: 35,000 mm
Service mass: 200 t
Friction mass: 200 t
Wheel set mass : 25 t
Top speed: 120 km / h
Continuous output : 8,400 kW
Starting tractive effort: 833 kN
Driving wheel diameter: 1,250 mm
Power system : 25 kV 50 Hz ~
Power transmission: Three-phase drive technology
Number of traction motors: 8th
Brake: Compressed air
brake Recuperation brake
Control: IGBT - pulse control

The RŽD series 2ЭС5 (German transcription 2ES5 ) of the Russian Railways (RŽD) is an eight-axle two-section freight locomotive for railways, electrified with alternating current . It has traction drive motors as three-phase drive motors . The locomotive was developed by Transmashholding in cooperation with the French company Alstom . The locomotive was given the nickname “ Ski” by the operational service .

History of development and operation

The locomotive was developed as part of a new family of Russian electric locomotives. Great emphasis was placed on standardization during construction, approx. 75% of the parts match the multi-system locomotive ЭП20 .

The locomotive is equipped with anti-slip and anti- skid protection . Special attention was paid to preventing sliding when braking with the electric brake.

A special feature of the new generation of electric locomotives is the control; the systems not only supply the extended diagnosis of the on-board system and the apparatus, but also the operational transfer of diagnostic information from the locomotive on-board to the depot via a digital radio radio channel and GPS . Also fundamentally new is the use of systems for the automatic control of freight trains using the space navigation GLONASS and GPS to ensure the safe and energy-efficient movement of the train.

The locomotive is intended for a service life of at least 40 years. Mathematically, this corresponds to an expected mileage of 225,000 km. On September 21, 2010 the manufacturing contract between the manufacturer and RŽD was signed. The first locomotive was built in April 2011.

Special features of the construction

The multiple control enables the operation of two locomotives ( 2ЭС5 + 2ЭС5 ) or three sections from the front section. It is planned to use the locomotive at the front, middle and at the end of the train. When using the locomotive as a 3-section locomotive, there is a high-voltage connection between the individual sections on the roof of the locomotive. The components of the equipment in the box of the locomotive are arranged with a central aisle between the cabins. The locomotive is intended for one-man operation. It has a maximum starting tractive effort of 833 kN, a maximum tractive effort at 120 km / h of 247 kN and a maximum braking force of 500 kN.

The power converter of the locomotive is designed as a bipolar transistor with an insulated gate electrode . It enables the effective control of the frequency and the envelope of the three-phase voltage, which are required for the traction of the six-pole three - phase traction motors . The locomotive is equipped with a recuperation brake as an electric brake .

The static auxiliary converter supplies all of the locomotive's traction motors. In addition, the converter ensures the backup power supply for the auxiliary machines. The locomotive's diagnostic facility provides the following functions:

  • Detection of impermissible operating states of the electrical system;
  • Registration of impermissible and dangerous events as well as recording of the parameters in the energy-independent memory, for the possibility of further analyzes of emergency situations by the workshop staff and determination of the cause of their occurrence;
  • Transfer of the information to the control system

The main devices have a signaling device for checking the status of the following devices;

  • Traction and auxiliary converters;
  • Traction transformer;
  • Pantograph;
  • Main switch;
  • separate switchgear;
  • Batteries and facilities of charge.

During the entire service life of the on-board systems, the actual drive of the electric locomotive and the operating time of the main devices are automatically measured and recorded from the start of operation, as well as the reliable storage of the measured values ​​in the non-volatile memory of the locomotive. The measurements of the relevant data are saved in the energy-independent memory of the locomotive. The locomotive is equipped with radio equipment for the shunting service on drainage mountains and with systems for the automatic control of two or more locomotives via train radio when operating connected trains with shared traction.

The train drivers have the option of video observation from the cab. The driver can see all information about the nature of faults and recommendations about imposed functional and operational restrictions on a display.

The control system provides constant monitoring of the working capacity of the equipment and notifies you of dangerous situations (possibility of equipment overheating, incorrect switching, deviations from monitoring devices, etc.). The following technical facilities are fundamentally new in the design of the electric locomotive:

  • contactless travel switch;
  • Driver's brake valve with distance control;
  • Auxiliary brake valve of the direct-acting brake with distance control;
  • Compressor unit without oil cooling;
  • mechanical system of blocking high voltage equipment;
  • Block of power supply of the low voltage control chain;
  • complex system to ensure that locomotive movement is safe ( safe locomotive association complex );
  • Monobloc wheels ;
  • smooth outer construction of the locomotive body ;
  • Use of hermetically sealed relays for switching low-voltage devices;
  • Using light emitting diodes to illuminate the locomotive;
  • Use of the technical Ethernet for the transfer of data;
  • Use of the technical MVB for the transmission of further traction and auxiliary data;

Main technical decisions

  • Two-axle bogies, first class power transmission;
  • Traction drive with three-phase drive technology with individual inversion of the voltage (flowing regulation);
  • Microprocessor systems for control, regulation and diagnostics;
  • Piston compressors without oil cooling and with facilities for drainage and air purification;
  • Systems of air cooling of traction motors decentralized with regulation of productivity;
  • modular air conditioning of the driver's cabs, in accordance with all contemporary sanitary and ergonomic standards as well as accident prevention standards;
  • Energy-consuming devices ensure the protection of the locomotive drivers in the event of collisions;
  • all components of the locomotive are arranged with a central longitudinal passage.

See also

Web links

Commons : 2ES5  - collection of pictures, videos and audio files