UZ series ДЭ1
| UZ series ДЭ1 (DE1) | |
|---|---|
 ДЭ1-033
|
|
| Numbering: | ДЭ1.001-040 |
| Number: | 40 |
| Manufacturer: | Dnipropetrovsk electric locomotive factory |
| Year of construction (s): | 1995-2008 |
| Axis formula : | Bo'Bo '+ Bo'Bo' |
| Gauge : | 1,520 mm |
| Top speed: | 100 km / h |
| Hourly output : | 6,250 kW |
| Power system : | 3 kV direct current |
| Number of traction motors: | 8th |
| Brake: |
Compressed air brake Resistance brake Recuperation brake |
The Ukrzalisnyzja (UZ) class ДЭ1 ( DE1 ) locomotives are wide-gauge (1520 mm) electric locomotives for railroad lines with direct current . They were developed as a replacement for the SŽD series ВЛ8 in the Dnipropetrovsk electric locomotive factory and were produced from 1995 to 2008.
history
In the 1990s, the Ukrzalisnyzja had to replace the SŽD series ВЛ8 , which at the time had already ended service on the railways in Russia . In the Ukraine , these locomotives only ran freight trains on the Donetska Salisnyzja and on the railways in Dnipropetrovsk Oblast . Based on this fact, the Dnipropetrovsk electric locomotive factory began to develop a new electric locomotive .
The two test locomotives built first, ДЭ1.001 and ДЭ1.002 , had some design elements that were replaced by more contemporary ones in the series locomotives. In practice, these two locomotives were prototypes in which different design decisions were worked through. After a few years of operation, they were retired due to the high level of wear and tear. A total of 40 electric locomotives had been produced by 2008.
construction
The electric locomotive ДЭ1 consists of two identical sections, which are connected with a uniform SA-3 central buffer coupling. The box of the locomotive is all-metal with a supporting frame. The bogies are designed with two axles, their bearing type is derived from the SŽD series ЧС4 . The axle bearing is also similar to the SŽD series ЧС4, via two helical springs that are connected to the end of the balance rod at the bottom. In practice, this was the standard suspension of the axles of electric locomotives of the Dnipropetrovsk electric locomotive factory , e.g. B. the ДС3 . On the roof of the locomotive in the front part of the section are the start-up braking resistors with the designation ПТР (German PTR ), in the rear part the single-arm pantographs and the main air tanks. On many locomotives, the single-arm pantographs were replaced by those with the designation П-5 (German P-5 ), these were used in the SŽD series ВЛ8 .
The power equipment of the locomotive was designed similar to that of the SŽD series ЧС7 . The traction motors are controlled via a resistance control with a total of three methods of regulation - firstly, by changing the resistances, secondly by changing the voltage (and including the traction motors in different connections) and thirdly by changing the excitation voltage. The eight traction motors are DC motors , two of which are connected in series in the bogie . The power of the traction motors is therefore rated at half the voltage in the contact network, at 1500 V. If a drive motor in the group is defective, the entire group must be switched off, this is done using a group switch with pneumatic drive, which is located on the operator's desk. A reversing switch is available for changing the direction of movement of the electric locomotive.
The groups of traction motors can be connected to each other in series (series, S), series connection - parallel connection (SP connection) and parallel connection (P) via valve control. In the series connection there are 23 resistance positions, the 24th is the continuous drive level. The driving positions of the SP connection are up to speed level 40 and for the P connection up to speed level 56. The switching between the resistors is done by individual contacts, the switching of the connection is done by the group switch.
The locomotive has two types of electric brakes, the resistance brake and the recuperation brake . In both cases, the windings of the drive motor excitation are fed by the static converter, the motor current taken from the armature is passed on to the start-up braking resistors in the case of the resistance brake and, converted into heat, returned to the contact network in the case of the regenerative brake . The traction motors are also connected in the three connections in the braking system. The start-up braking resistors are air-cooled; their speed depends on the current through the start-up braking resistors . This protects the start-up braking resistors from overheating when the resistance brake is continuously loaded. A brake switch is set up for switching between the regimes of power and braking current ; its design is analogous to switching and switching off the traction motors.
There are two centrifugal motor fans on each section of the locomotive, each of which is used for the traction motors of a bogie. The drive of the motor fans is still designed as a high-voltage DC machine . The motor ventilation has three speed ranges - low, medium and high - these are graduated for switching the traction drive motors in the S, SP and P positions. A compressor with the designation ПК-5.25 ( PK-5.25 ) is available on each section to ensure the electric locomotive has compressed air . This compressor is analogous to the industrial version of the ТЭМ7 diesel locomotive and the ТГМ6 and ТЭП70 diesel locomotives , they are also powered by high-voltage DC machines.
The control and lighting are supplied with 50 V, as are the excitation windings of the traction motors in the case of the electric brake by a static semiconductor converter, which is fed from the contact network ( an electric machine converter was also used in the ДЭ1.001-016 electric locomotives) . The high voltage equipment of each section is protected by fast switches from Sécheron , they are equipped in an electronic block for faster deviation in some situations.
For the management of the power equipment and the diagnostic devices, the electric locomotives have a device management of the traction electric drive with the designation УУТЭП ( UUTEP ). This facility is made up of four devices labeled MrT on each section and consists of a cabinet with microprocessor equipment. The MrT-4.1 is arranged in the cabins, the remaining three pairs of MrT are arranged in the high-voltage chamber. Overall, the MrT have the following functions:
- MrT-4.1 controls the signaling on the driving switch , the displays and the power supply;
- MrT-4.2 controls the motors;
- MrT-4.3 controls part of the equipment, the electric brake and the diagnostics;
- MrT-4.4 controls the auxiliary circuits.
In the second section, the switches MrT have been supplemented by the index 01 , e.g. B. MrT-4.3-01 . In everyday operation it became apparent that the programming of the entire MrT equipment was not fully worked out. If one MrT failed , it could happen that the entire electric locomotive lost its ability to work. There could be fires due to the overloading of the MrT , even in extreme frost they would break down from time to time, in this case the locomotive brigade sometimes managed by heating the cassette.
The braking equipment of the electric locomotive can generally be described as standardized; the driver's brake valve is the one with the number 395 and the additional brake valve has the number 254 , the air distributor has the number 483 . All air connections have a pipe connection to the outlet of the locomotive body , so the brake valves cannot be heard during work.
business
In August 2007, the ДЭ1 series electric locomotives were divided equally between the Nizhnedneprovsk ( Nizhnedneprovsk , in the Dnipro area ) railways in the Dnipropetrovsk Oblast and Krasnyj Lyman on the Donetska Salisnytsya . In the past, the locomotives were firmly tied to the driver's brigades, which made it easier to control and monitor them, but today there is only a formal bond, every train driver's brigade can theoretically drive any locomotive.
The locomotives have two main shortcomings - one is the tendency to skid and the other is the unreliability of the electronic equipment. For the former, the great power of the locomotive and the lack of equipment from it with suitable anti-skid devices, such as those z. B. the locomotives of the type ВЛ and ЧС have to be mentioned, for the latter the improper use of the electronic equipment is responsible. After leaving the factory repairs, many donors worked without replacements until the first major depot repair. As a result of these inadequacies, the traction motors are often overloaded. In extreme cases, the traction motors could be destroyed in the event of a skid, as happened with the electric locomotive ДЭ1.024 at the Krasnyj Lyman station on the Donetska Salisnyzja .
See also
Web links
- Website about the operation with the ДЭ1 (Russian)