SŽD series ВЛ10

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SŽD series ВЛ10
ВЛ10-1898 in Tomsk
ВЛ10-1898 in Tomsk
Numbering: 0001-1109
1111-1902
Number: 1901
Manufacturer: Electric locomotive factory Novocherkassk

Electric locomotive factory Tbilisi

Year of construction (s): 1961-1977
Axis formula : 2 × Bo 'Bo'
Gauge : 1520 mm
Length: 2 × 16420 mm
Smallest bef. Radius: 125 m
Service mass: 2 × 92 t
Wheel set mass : 23 t
Top speed: 100 km / h
Hourly output : 2 × 2680 kW
Continuous output : 2 × 2280 kW
Starting tractive effort: 614 kN
Wheel diameter: 1259 mm
Power system : 3 kV direct current
Power transmission: Overhead line
Number of traction motors: 2 × 4
Drive: Pawbearing drive
Control: Contactor control with starting resistors , three motor groupings and field weakening
Coupling type: SA-3 (central buffer coupling)

The SŽD series ВЛ10 ( transl. WL10 ) is an eight-axle double locomotive designed for 3 kV direct current of the SŽD and its successor company RŽD for freight traffic . The abbreviation BЛ (WL) stands for the initials of Vladimir Ilyich Lenin .

The locomotives, which were delivered in large numbers from the mid-1960s, were the backbone of freight transport on the direct current network in the Soviet Union. The ВЛ10 was built in the Novocherkassk NEVZ electric locomotive factory and in the Tbilisi TEVZ electric locomotive factory, with NEVZ providing the mechanical part for all locomotives. The mechanical part is identical to that of the ВЛ8 and the AC locomotive ВЛ80 .

development

WL10-000, a locomotive from the pilot series

The ВЛ8, developed in 1952, no longer met the increased demands of the Soviet railways by the early 1960s. The traction motors only had an output of 525 kW, the bogies had heavy cast frames with hard suspension and the driver's cabs were noisy due to an unfavorable arrangement of the auxiliaries. For these reasons, the Ministry of Railways created a technical specification sheet for the development of a new locomotive, which was released on February 9, 1960 by Deputy Minister PG Muratow.

The technical office of the Tbilisi electric locomotive factory developed the new locomotive under the direction of chief engineer GI Tschirikadze. At the end of June 1960, the documents prepared for the construction of the new locomotive were checked by the Ministry of Railways, so that the first locomotive with the designation T8-001 could be completed on the 40th anniversary of the Soviet takeover in Georgia. In the name T8, the T stood for Tbilisi and the 8 for the number of axles.

The first locomotive and the pilot series of the ВЛ10 series had significant differences in terms of secondary suspension compared to the locomotives built later. Compared to the later series version, the sections of this double locomotive only had the SA-3 coupling common in the Soviet Union on the side of the driver's cab and were connected to each other with a fixed coupling , as in the case of the diesel locomotives of the SŽD series Т2 . The series locomotives built later also have SA-3 couplings between the sections.

Series production

The ВЛ10 was built by both the Tiflis TEVZ electric locomotive factory and the Novocherkassk NEVZ electric locomotive factory. It was manufactured at TEVZ from 1961 to 1976, at NEVZ from 1969 to 1976. The mechanical parts for all locomotives were manufactured by NEVZ. According to an agreement with the Ministry of Railways, production was switched to the heavier version ВЛ10 У in 1976 , which instead of 23 t wheel set traveling mass was 25 t, which was achieved by additional cast iron weights welded under the floor of the locomotive body .

technology

WL10-1277 in 2007

Mechanical part

The mechanical part was largely taken over from the ВЛ80 K. Each section of the double locomotive is carried by two bogies with drive wheels with a diameter of 1259 mm. The locomotive is 32.04 meters long and can negotiate bends with a 125 m radius at a speed of 10 km / h.

The locomotive body of each section is supported by coil springs on the bogies, which are equipped with roller bearings and have a welded frame. The primary suspension is designed with helical and leaf springs , with the leaf springs also serving to dampen vibrations between the axle bearing and the bogie frame. The pulling force is transmitted from the axle bearings via lemniscate links to the bogie frame and from there it is passed on to the locomotive body via the pivot pin. The transmission of oscillations and vibrations from the bogies to the locomotive body is prevented by hydraulic shock absorbers .

The locomotives are equipped with a mechanical axle load compensation system, in which air cylinders arranged between the locomotive body and the bogie frame are extended on the side of the leading axle so that this is additionally loaded.

Electrical part

The electrical part is similar to the ВЛ8. The traction motors are operated in the following three circuits:

  • Series connection C (translit. S ): All 8 traction motors are connected in series, the maximum voltage at the traction motor terminals is 375 V, which is reached in speed level 16.
  • Series-parallel connection СП (translit. SP ): The traction motors are connected in parallel in two groups of four motors each; the maximum voltage at the traction motor terminals is 750 V, which is reached in speed step 27.
  • Parallel connection П (translit. P ): The traction motors are connected in parallel in four groups of two motors each; the maximum voltage at the traction motor terminals is 1500 V, which is achieved in speed step 37.

Each half of the locomotive is equipped with a type Т-5М1 (P-5) pantograph above the driver's cab. In the engine room behind the driver's cab, the high-voltage equipment is arranged on the left and right of a central aisle behind wire mesh bars. At the end towards the other section is the room with the auxiliaries, where the drive motor fan, the compressor and the brake exciter are located.

The doors in the wire mesh grids for access to the high-voltage equipment are pneumatically blocked when the pantograph is raised; conversely, it cannot be raised as long as the doors are open. The high-voltage equipment of a section consists of the following devices:

In the high-voltage equipment of the first section there is also the DC high-speed switch БВ-1, which separates the entire electrical equipment of the locomotive from the contact line, as well as the motor grouping switch ПКГ-4, which switches between the series connection C and the series parallel -Circuit СП makes. In the second section there is also the auxiliary operating contactor БВ-2 and the traction motor fan contactor ПШ, which switches the traction motor ventilation between low and high speed. In addition to the high-voltage equipment, the sections also differ in other points, for example the radio and the speedometer are only arranged on one section.

The eight tatzlager traction motors type TED TL-2 each have an hourly output of 650 kW, which results in an hourly output of 5.2 MW for the entire locomotive. The six-pole motors are equipped with reversing pole windings . The traction motor housing, the end shields, the armature shaft, the pinion and the brush holder are identical to the TED NB-412M traction motors used on the ВЛ60 . The traction motors are provided with gears on both shaft ends that transmit the torque to the drive wheels.

Countries of operation

The locomotives are used by the following railway companies in the successor states of the Soviet Union :

literature

  • Vitaly Alexandrovich Rakov: Lokomotivy otetschestvennych zhelesnych dorog. 1956–1975 gg . Transport, Moskva 1999, ISBN 5-277-02012-8 .

Web links

Commons : SŽD series ВЛ10  - collection of images