SŽD series ВЛ61
| SŽD series ВЛ61 (WL61) | |
|---|---|
 ВЛ61.012
|
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| Numbering: | SŽD ВЛ61.001-012 |
| Number: | 12 |
| Manufacturer: | Electric locomotive factory Novocherkassk |
| Year of construction (s): | 1954-1957 |
| Retirement: | 1980s |
| Axis formula : | Co'Co ' |
| Gauge : | 1,520 mm |
| Service mass: | 132 t |
| Wheel set mass : | 22 t |
| Top speed: | 85 km / h |
| Power system : | 20 kV 50 Hz ~ 25 kV 50 Hz ~ 25 kV 50 Hz ~ / 3 kV = |
| Number of traction motors: | 6th |
The SŽD series ВЛ61 (German transcription WL 61 ) of the Soviet Railways (SŽD) was a six-axle electric locomotive for operation on main lines with alternating current . It was produced as the first electric locomotive with alternating current by the SŽD after the Second World War . At the time of construction the locomotive was still operated under the power system 20 kV 50 Hz ~ . Later it was operated with the system 25 kV 50 Hz ~ . From 1963 it was converted as a two-system locomotive with the power systems 25 kV 50 Hz ~ / 3 kV = . The locomotive was powered by three different power systems during its 25 years of service.
History of the appearance of the electric locomotive
In 1955, the first test section of the USSR , the route from Oscherelje to Pawelez of Gorkovskaya seleznaja doroga, was electrified with alternating current (20 kV, 50 Hz) . Testing of new electrification systems was planned for this section.
Planned for the trial run and built the Novocherkassk Electric Locomotive Plant a series of six-axle freight train - electric locomotives . A total of 12 electric locomotives were built; 1954 two machines (No. 001, 002), 1955 two machines (No. 003, 004), 1956 three machines (No. 005–007) and 1957 five machines (008–012). All electric locomotives contributed to January 1963, the name НО ( NO ), which meant N owotscherkassk О днофазный (Einfasenlok). From 1963 they were given the designation ВЛ 61 ( WL 61 ), which is still valid today .
The first train on the mentioned section drove with the locomotive NO-001 of the machinist Г. П. Стрельников (GP Strelnikow) from the Oscherelje locomotive depot . From mid-1956 on, electric locomotives began to operate continuously on the Oscherelje - Michailow section and later on the Oscherelje - Pavelets line .
Construction of the electric locomotive
When building the locomotive, many elements of the mechanical part and traction drive motors of the ВЛ22 M electric locomotive were used with the aim of accelerating the design and delivery .
Mechanical part
The electric locomotive box was without traditional transition area as yet in ВЛ22 M consisted configured. The wheel arrangement of the locomotive was Co'Co '. The power transmission from the traction drive motors to the drive wheels took place via a straight-toothed cradle bearing drive on both sides . The gears on the drive axles were spring-mounted, as they were in the SŽD series ВЛ22 .
The power scheme
The traction transformer of the ОЦР2400 / 20 electric locomotive ( OZR2400 / 20 ) was an AC transformer with circulating oil circulation cooling. Its output was 2400 kVA, the voltage in the primary winding was originally 20 kV, later 25 kV. The transformer had been specially designed for this locomotive and was manufactured by the Moscow transformer factory Dynamo . The transformer had three turns; the primary at the voltage of the catenary with 20 kV, the secondary winding for the power drives and the auxiliary winding for supplying the auxiliary machines in the administration chain with 380 V. The transformer was oil-cooled, the oil flow was controlled by an oil jet relay .
The rectifier unit
Ignitrons with the designation ИВС-200/5 ( IWS-200/5 ) were used for the rectifier unit . They were calculated for a current of 200 A, the maximum opposite voltage was 5200 V. There were eight ignitrons installed on the electric locomotive, which were enclosed in pairs. A group of four ignitrons were assigned to a bogie and thus for three traction drive motors. The ignitrons were cooled on a liquid basis; in summer with water, in winter with an additional antifreeze. A standard cooling circuit of the ТЭ3 diesel locomotive was used for the igniter cooling sections .
Regulation of the tension on the traction drive motors
The regulation of the voltage on the terminals of the traction drive motors was realized by changing the connected sections of the secondary winding of the traction transformer. In the period of approach, the windings were initially oppositely arranged, later correspondingly. The changeover was carried out by an electropneumatic contactor . The contactor was controlled by a low-voltage intermediate travel switch, which was driven by a servo motor. The electric locomotive had 33 continuous speed steps, positions 1, 5, 9, 13, 17, 21, 25, 29 and 33 were analogous to the steps on the drive switch.
Auxiliary machines
All auxiliary equipment of electric locomotive were of AC - squirrel-cage driven engines. The locomotive had two air fans for cooling the traction drive motors, which were practically identical to those of the ВЛ22 M. These sucked in their air from slotted blinds and compressed it to cool the motors. Two Kompress -500 ( E-500 ) motor compressors supplied the electric locomotive with compressed air. Two centrifugal pumps carried out the cooling of the ignitrons, and a third pump took care of the circulation of the oil for the cooling of the transformer. In addition, the machine had a generator for the direct current circuit with a voltage of 50 V, which was also driven by a separate machine.
Apart from the full excitation of the traction drive motors, a level of attenuation of 50% was also applied.
Electric locomotive of the series ВЛ61 д
A first sketch project for the implementation of a two-system locomotive was carried out as early as 1957, but it was never realized. But in 1963, when the main section of the Severo-Kawkasskaya zhelesnaja doroga was electrified with alternating current in the Rostov-on-Don - Georgievsk section, a boundary between an alternating current and a direct current network at the Mineralnye Vody station was created . The line between Mineralnye Vody and Kislovodsk was covered with direct current even before the Second World War. In this case it was decided not to use a switchable overhead line in the station, but rather the project of two-system locomotives.
At the end of 1963, the ВЛ61.004 was converted into a two-system locomotive , and it was given the designation ВЛ61 д . In the course of the redesign, the squirrel- cage motors of the auxiliary machines, the travel switches , contactors and changeover switches of the transformer winding sections were removed from the locomotive . Instead of them, fast-acting off switches, a new drive switch, relay starters and motors for direct current were used to drive the auxiliary machines. Other devices that were still used in the SŽD series ВЛ22 were also replaced by newer ones. The ignitrons were replaced by stronger ones of the type ИВС-500/5 ( IWS-500/5 ), the scheme of rectification was used as a bridge rectifier . As with the ВЛ22 M, the power chain of the traction motors was designed with additional elements to protect the electric locomotive when powered by alternating current .
For operation under DC locomotive worked as the ВЛ22 M . With alternating current and direct current, the locomotive worked under the same conditions, since when working with alternating current the voltage at the output of the rectifier was also 3000 V. The auxiliary machines were fed from the center point of the deepest winding of the transformer; the voltage at the rectifier outlet was 1500 V.
In 1964/1965 the remaining eleven locomotives were converted into dual-system locomotives . With it all locomotives of the series worked in the section Mineralnye Vody - Kislovodsk . At the end of the 1960s, the ignitrons were replaced by semiconductor components. In the period from 1972 to 1980 all locomotives from the SŽD series ВЛ82 were replaced and taken out of service. It is known that the ВЛ61.012 has been preserved in the Rostov-on-Don Railway Museum.
