SŽD series ВЛ11
| SŽD series ВЛ11 (WL 11) | |
|---|---|
 ВЛ11-256
|
|
| Numbering: | different numbering depending on the modification |
| Number: | 1338 |
| Manufacturer: | Electric locomotive factory Tbilisi |
| Year of construction (s): | 1975-2006 |
| Axis formula : | Section: Bo 'Bo' |
| Gauge : | 1520 mm |
| Top speed: | ВЛ11, ВЛ11 M : 100 km / h ВЛ11М5, ВЛ11М6: 120 km / h |
| Hourly output : | Section: 2,600 kW |
| Continuous output : | Section: 2,120 kW |
| Power system : | 3 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | Section: 4 |
| Drive: | Pawbearing drive |
| Brake: |
Compressed air brake Recuperation brake |
| Control: | Contactor control with starting resistors , three motor groupings and field weakening |
| Coupling type: | SA-3 (central buffer coupling) |
The SŽD series ВЛ11 ( translit. WL11 ) is a multi-section locomotive designed for 3 kV direct current of the SŽD and its successor companies for freight traffic . The abbreviation BЛ (WL) stands for the initials of Vladimir Ilyich Lenin . They were delivered from 1975 to 2008 and can be seen as a successor version of the SŽD series ВЛ10 . Various modifications with smaller series have been delivered to this day.
development
At the beginning of the 1970s, work began with the creation of a new freight train electric locomotive based on the SŽD series ВЛ10, only with greater power. Originally, two test locomotives were created for these requirements; On the one hand, a test locomotive of the SŽD series ВЛ10 with three sections was built; on the other hand, two test locomotives of the SŽD series ВЛ12 , which received more powerful traction motors than the SŽD series ВЛ10, were created. As a result of these attempts, the new electric locomotive ВЛ11 was built in the Tbilisi electric locomotive factory , and its sections could operate using the multiple control system.
The prototype locomotive ВЛ11.001 was built in 1975 and placed on the Surami Pass of the Transcaucasian Railway for operational testing . A total of 1338 locomotives of the series were built from 1975 to 2014, in the following sub-series;
- ВЛ11 : 574 copies;
- ВЛ11 8 : 259 copies together with the ВЛ11 У 8 , it differed in the changed electrical equipment and could not work with the locomotives of the series ВЛ11 in multiple control;
- ВЛ11 У 8 : the friction weight was increased from 184 t to 200 t by ballasts;
- ВЛ11 M : 467 copies, modernized version, delivered from 1986 to 2006;
- ВЛ11М5 : 10 copies, the dimensions of the locomotive body are identical to those of the ВЛ11 M , the front is identical to that of the SŽD series ВЛ15 . She was delivered from 2007 to 2008, with the appearance of the ВЛ11М6 , the delivery ended. The machine was operated at the Ukrsalisnyzja and the Azərbaycan Dövlət Dəmir Yolu ;
- ВЛ11М6 : 28 copies, the machine was delivered on the order of the Ukrzalisnytsja . It got a modified locomotive body and modified electrical equipment. It was delivered from 2008 to the present day. It is operated on the railways in Dnipropetrovsk Oblast .
As of 2013/14, the locomotives are being operated on many railway lines in the former USSR . With the Ukrzalisnyzja , their area of operation extends to the railways in the Donetsk Oblast , Lviv Oblast, Dnipropetrovsk Oblast and Piwdenna Salisnyzja . On the Lavochne - Wolovets section of the Lviv – Stryj – Chop railway line , the machines are used in a particularly impressive area; often three locomotives in a row pull the heavy trains through the Carpathians, and one locomotive is used as a pushing locomotive . At the SR in Georgia , the locomotives also work in passenger train service ( ВЛ11.279 , ВЛ11.312 , ВЛ11 8 .779 and others).
construction
The structure of the locomotive corresponds to the SŽD series ВЛ10. They can be used either as 2-section, 3-section or 4-section locomotives. In comparison with the SŽD series ВЛ10, however, the bogies, the traction drive motors, the auxiliary machines and the switches for the power equipment were swapped. The locomotive body was exchanged a few times in connection with the installation of the inter-section connection (a box was added on the side of the front SA3 coupling ), and modified components of the electrical equipment were added. Another significant change was the relocation of the chain of administration and power equipment.
With the reversing lever in position M (motor mode), the lower lever of the drive switch could take over the connection of the drive motors and the control of the speed. It was possible to make connections in series , in series-parallel or in parallel (two traction motor groups connected in series per bogie). The locomotive had a recuperation brake from the start .
The drive parameters, mass, construction speed of the two-section ВЛ11 was analogous to the ВЛ10. Due to the modernization of the driving switch, the connections in series and serial-parallel could be controlled together in positions 1-21 . The approach took place in the connection series , by lowering the starter current, the connection was set in series-parallel . For the transition to the parallel position , the lever first had to be moved to 0 , then the transition to the parallel connection took place via the drive switch step 22. Later the speed steps were increased, which had the pleasant side effect of the ease of the gear.
In the course of the delivery of the ВЛ11 a number of changes were made to its design such as the replacement of the electric drive of the compressor, systems of automatic management of the recuperation brake according to the САУТ-ZM / 485 system (SAUT-ZM / 485), a change in the electrical equipment ( ВЛ11 8 ) and others. The main difference between the ВЛ11 M electric locomotives was the possibility of changing all connections of the traction drive motors without intermediate stages, regardless of the number of sections used.
The main shortcomings of the ВЛ11 locomotive of all types were described by specialists as poor noise insulation of the driver's cab and the tendency of the locomotive to skid.
Modernizations
In the ADDY's Беюк-Шор ( Bejuk-Schop ) locomotive depot , four electric locomotives of the ВЛ11 M series were reworked, whereby these reworkings related to the conversion into a single-section locomotive with an additional driver's cab, the electrical equipment, the electric drive system and the roof equipment. Details of the modernization are not known. As a result of this redesign, four electric locomotives appeared which were given the local designation E4s (with inventory numbers 277, 333, 345 and an unknown number). The name of the locomotive is derived from 4 = number of driven axles, s = sərnişin (passenger locomotive ). Outwardly, the locomotives were very similar to the SR series 4E10 , which appeared at the Tbilisi electric locomotive factory .
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 .
- Vitaly Alexandrowitsch Rakow: Lokomotivy i motorvagonnyi podvizhnoi sostav zheleznykh dorog Sovetskogo Soyusa 1976–1985. (Locomotives and motor car units of the railroad of the Soviet Union 1976–1985). Verlag Transport, 1990, ISBN 5-277-00933-7 , pp. 43-46.
