RŽD series 2ЭС6
| RŽD series 2ЭС6 (2ES6) | |
|---|---|
 2ES6-010
|
|
| Number: | 725 |
| Manufacturer: | Ural locomotives |
| Year of construction (s): | since 2006 |
| Axis formula : | Bo'Bo '+ Bo'Bo' |
| Gauge : | 1,520 mm |
| Length over coupling: | 34,000 mm |
| Height: | 5,500 mm |
| Smallest bef. Radius: | 125 m |
| Service mass: | 200 t |
| Friction mass: | 200 t |
| Wheel set mass : | 25 t |
| Top speed: | 120 km / h |
| Hourly output : | 6,440 kW |
| Continuous output : | 6,000 kW |
| Starting tractive effort: | 833 kN |
| Driving wheel diameter: | 1,250 mm |
| Power system : | 3 kV direct current |
| Power transmission: | Resistance control |
| Number of traction motors: | 8th |
| Brake: |
Compressed air brake Resistance brake Recuperation brake |
| Control: | Resistance control |
The RŽD series 2ЭС6 (German transcription 2ES6 ) of the Russian Railways (RŽD) is an eight-axle Russian two-section freight locomotive. It has traction motors for direct current . The locomotive was developed by the Sinara Group and was delivered by the Ural Locomotives in Verkhnyaya Pyschma from 2006.
History of development and delivery
The test locomotive 2ЭС6.001 was delivered on December 1, 2006. After the first test drives in the plant, the locomotive was transferred to the All-Russian Research Institute for Rail Transport in Shcherbinka for certification testing.
At the end of July 2007, a contract for the construction of locomotives for the RŽD for 2008 and 2009 was signed. Eight locomotives were to be delivered in 2008 (but ten were delivered), and 16 were to follow in 2009. In December 2007, the test locomotive 2ЭС6.001 completed a test drive of 5000 km, during which the behavior of the locomotive on the track superstructure was determined.
The force, energy and brake tests were also carried out. The 2ЭС6.002 , built in 2007, went through operational trials on routes in Sverdlovsk Oblast in 2007 . The locomotive was handed over to the Sverdlovsk - Sortirovochnoj depot and completed the test drive on the Ekaterinburg - Voinovka line . The locomotive had run 3400 km by the end of 2007.
On October 15, 2008, the first pre-series was completed with the 2ЭС6.003 . After revision, 40 locomotives were delivered (other data speak of 25 locomotives). As of November 2017, a total of 725 locomotives of the series had been delivered.
business
The first series locomotives were used on the routes in Sverdlovsk Oblast. From 2010 this followed on the Yuzhno-Uralskaya schelesnaja doroga and the Turkestan-Siberian Railway .
At year-end 2010, the locomotives in the depot Sverdlovsk Sortirowotschnoj were Kamensk-Uralsky , Kamyshlov , Woinowka and Ishim found in the Sverdlovsk Oblast. They were also assigned to the Omsk , Barabinsk , Novosibirsk and Belovo depots of the Sapadno-Sibirskaja seleznaja doroga . The locomotive can move loads of 8000 t on inclines of up to 6 ‰ and 5000 t on inclines of up to 10 ‰.
Disruptions
The construction of the traction motors led to faults in the collectors . Problems caused the electro-pneumatic switches with the designation ПК ( PK ), the fast-acting switches with the designation БК-78Т ( BK-78T ) and some auxiliary machines, such as compressor units and fans for the traction motors.
Electrical part of the locomotives
The locomotive 2ЭС6 is controlled by a resistance control of the electric traction motors. The locomotive has a resistance brake with a power of 6600 kW and a recuperation brake with a power of 5500 kW as well as an independent excitation by the semiconductor converter in the regimes of the drive and the brake. The independent excitation in traction is the main advantage of the locomotive over the ВЛ10 and ВЛ11 . They reduce the tendency to skid and increase the economy of the locomotive, making the regulation of the power more effective.
In the vehicles with independent excitation , the magnetic flux of the motors was retained, which enabled the pulling force of the DC motors to be controlled. In addition, the microprocessor system of management and diagnostics with the designation МПСУиД ( MPSUiD ) managed the speed of the motors in the event of spin- offs and initiated the sanding , which reduced the spin to a minimum.
The sections of the resistance brake were switched on by electro-pneumatic switches with the designation ПК ( PK ), the change in the connection of the traction motors was also changed by a diode control, there were a total of three connections:
- serial (in series ) - eight traction motors of the two-section electric locomotive or twelve traction motors of the three-section electric locomotive are connected in series, with this system only the resistance of the leading section is used, in the 23rd position the power transmission runs without resistance;
- serial-parallel (series - parallel ) - four traction motors of each section are combined in series, the traction motors are controlled by the resistance on the section, in the 44th position the power transmission runs without resistance;
- parallel (parallel connection) - each pair of traction motors works with the voltage from the contact network, the traction motors are controlled by a separate group of resistors for each pair of traction motors, in the 65th position the power transmission runs without resistance;
 |
 |
 |
 |
 |
 |
| Series-parallel connection, speed = 55 km / h, weakening of the excitation | Parallel connection, same speed - increased stimulation | Speed 77 km / h, commanded traction 10% - increased stimulation | same speed, commanded traction 72% - weakening of the excitation | Resistance brake at low speeds | Recuperation brake at a speed of 69 km / h |
The independent excitation plays an important role in the resistance control - with increased excitation results in a more economical use of energy. The locomotive also has the following auxiliary machines per section:
- two three-phase axis fans for cooling the traction motors and a screw compressor with three-phase motor, these are fed by the semiconductor converter with three-phase voltage that regulates the speed;
- four fans with three-phase motors, they clean the exhaust air filters of the traction drive motors, they are fed with voltage of uniform frequency of 50 Hz;
- two axis fans with direct current drive set the braking resistor in motion. They are designed in the same way as the fans of the braking resistors on the ТЭП70 diesel locomotive ;
The low-voltage chain is fed with 110 V DC from the converter or the rechargeable battery.
Mechanical part
The box of the electric locomotive is made entirely of metal with a smooth surface.
The suspension of the locomotive's traction drive motors is typically designed as a dead-bearing drive for freight locomotives . The motors are guided by a long rubber-metal bracket in the frame of the bogie.
See also
Web links
- Photo of the locomotive with advertising lettering
- Film about the interior of the locomotive
- Photo of the locomotive on railpictures.net
- Photos of the locomotive on the Ural Locomotives website
- Photos of the locomotive on flickr
- News on eurailpress about the maintenance of the locomotives
- Announcement of the 200th locomotive for the West Siberian Railway
Individual evidence
- ↑ https://trainpix.org/list.php?mid=25
- ↑ http://ulkm.ru/actions/zavod-uralskie-lokomotivy-peredal-rzhd-25-obnovlennyx-elektrovozov-2es6/
- ↑ Website about the first locomotive in the series
- ↑ Portal notification about the test drive of the locomotives
- ↑ Internet site about the locomotive at the Ural locomotives
- ↑ Игорь Кочетков Выявить слабое звено // «Гудок», № 193 (24913), October 24, 2011
- ^ Page about the locomotive on the RZD website
- ↑ Portal message about the locomotive
- ↑ Internet site about the locomotive at the RZD