SŽD series ВЛ12
| SŽD series ВЛ12 (WL12) | |
|---|---|
 WL12.002
|
|
| Numbering: | SŽD ВЛ12.001–002 |
| Number: | 2 |
| Manufacturer: | Electric locomotive factory Novocherkassk |
| Year of construction (s): | 1973-1974 |
| Axis formula : | Bo'Bo '+ Bo'Bo' |
| Gauge : | 1,520 mm |
| Length over coupling: | Section: 16,420 mm |
| Service mass: | Section: 100 t |
| Friction mass: | Section: 100 t |
| Wheel set mass : | 25 t |
| Top speed: | 110 km / h |
| Hourly output : | 6,040 kW |
| Continuous output : | 5,920 kW |
| Driving wheel diameter: | 1,250 mm |
| Power system : | 3 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 8th |
| Brake: |
Compressed air brake Resistance brake Recuperation brake |
| Control: | Pulse regulation of the voltage with direct current |
| Particularities: | Locomotive with independent excitation of the traction drive motors |
The SŽD series ВЛ12 (German transcription WL 12 ) of the Soviet Railways (SŽD) was an eight-axle two-section test electric locomotive for operation on main roads with direct current . It was developed as a modification of the SŽD series ВЛ10 and had a special feature of resistance control with independent excitation of the traction drive motors. The locomotives had the status of test locomotives and were not built in series.
development
The electric locomotives of the series ВЛ8 and ВЛ10 could only work as two-section locomotives. Often, however, the company required the use of an electric locomotive with twelve driven axles. Since the 2ВЛ23 did not yet exist at the time , this configuration could only consist of a three-section locomotive. In this configuration, it was required that each of these sections have an autonomous force scheme. As a result, work on the creation of locomotives with the designation ВЛ10 M began. It was also decided to increase the power per axle by using new, more powerful traction drive motors of the type НБ-407 ( NB-407 ) with an hourly output of 755 kW. These traction motors were used for the first time on the ВЛ82 M electric locomotive . At the end of 1972 the project was completed at the All-Russian Scientific Research and Development Institute for Electric Locomotives ЭлНИИ ( ELNII , now ВЭлНИИ - WELNII ) in Novocherkassk , and on December 19 of the same year the Commission of the Locomotive Industry at the Scientific and Technical Association of Ministry of Transport and Communications ( MPS ) submitted. As a result, it was recommended to provide two cabs on one section in order to guarantee the maximum autonomy of each section. It was recommended to increase the axle load to 25 t, and it was also decided to change the transmission ratio of the drives from 88:26 to 89:25 to increase the tractive force and to increase the power of the converter for the resistance brake .
In the development of the project, the All-Russian Scientific Research and Development Institute for Electric Locomotives ЭлНИИ ( ELNII , now ВЭлНИИ - WELNII ) in Novocherkassk collaborated with the Institute for Energy in Moscow and the Tbilisi electric locomotive factory , the latter manufactured the static converter, the was already used with the ВЛ10.398 after it was tested on some ЭР22 . During development, it was decided to use the traction drive motors independently. Since it was foreseeable during the development that the mass of the locomotive would be very high, the idea of a second driver's cab per section was rejected again. This allowed the designers to unify the box with those of the ВЛ80 K and ВЛ80 T. Due to the expected high axle pressure, the bogies of the ВЛ82 M were used. Since the number of changes made was very large, the new designation ВЛ12 ( WL12 ) was introduced. In December 1973, provided Novocherkassk Electric Locomotive Plant , the locomotive ВЛ12.001 and 1974 ВЛ12.002 out.
In practice, however, the locomotive was similar in many details to the ВЛ82 M , for example the traction drive motors used, the number of speed levels (25 in the series connection and 13 in the parallel connection , a total of 38 positions). The locomotives had a bridge crossing between the units (with the ВЛ8 and ВЛ10 an electrical control was used for the transition, with the ВЛ11 an air control). The control resistors were located at the rear of the section and were cooled by fans. The ЧС2 T , ЧС6 and ЧС7 locomotives were used to guide the development of the cooling system . The main innovation of the locomotives, however, was the introduction of the independent excitation of the traction drive motors.
Fate of the electric locomotive
After its production, the locomotive was checked on the test tracks of the Novocherkassk electric locomotive factory. In the result of the examination was referred to the electronic system improved the energy performance of the locomotive, the application of the independent excitation of the traction drive motors put the risk of skidding down in the emergence of spin the number of two sections allow quick termination. In the report of the inspections, however, it was deliberately not mentioned that the electrical system was extremely expensive, not only in terms of acquisition, but also in terms of operation and maintenance. The locomotives were given to the Moskowskaja schelesnaja doroga in 1977 for scheduled operation , where they were stationed at the Moscow - Sortirovochnoj depot . For various reasons, the locomotives only worked there with the traction motors connected in series. Both locomotives were taken out of normal operation in 1980 because the manufacturer's requirements were not met. The ВЛ12.002 was returned to the manufacturer, the ВЛ12.001 was passed on to Reshetnikowo . In 1987, both locomotives were removed from the inventory of the Ministry of Transport and Intelligence ( MPS ).
See also
Web links
literature
- Vitaly Alexandrovich Rakov: Lokomotivy otetschestvennych zhelesnych dorog. 1956–1975 gg . Transport, Moskva 1999, ISBN 5-277-02012-8 .