A.A. Malgin
Electrovoz 2ES6.
Mechanics, Engines, Apparatuses
(allowance for locomotive brigades)
YEKATERINBURG
2010
The manual was drawn up on the basis of the manual for the operation and other materials offered by the plant with a Nerzhm for the operation of electric locomotives of 2 EC6 in the Sverdlovsk railway branch of Russian Railways. The manual provides technical data and design of nodes of the mechanical part, electrical apparatus and electric motors.
The proposed material is a methodological manual for learning locomotive brigades, repair personnel and students of training centers for training machinists and assistants of Machinists of the electric locomotive.
1.
Mechanical part of Elektrovoza 2ES6.
The mechanical part is intended for the implementation of traction and brake efforts developed by electric locomotive, placing electrical and pneumatic equipment, ensuring a given level of comfort, convenient and safe conditions of electrical management.
Mechanical (crew) part of the electric locomotive consists of two sections of the interconnected motor arms. Each section includes two double-axle carts and body connected by inclined traction, spring spring hanging type "Fleisicyl", hydraulic-accumulates and body displacement limiters.
The mechanical part of the electric locomotive operates the load generated by the weight of mechanical, electrical and pneumatic equipment. In addition, the mechanical part transmits traction efforts from the electric locomotive to the train and perceives dynamic loads that occur when the electric locomotive movement along the curves and direct portions of the path. The mechanical part must be strong enough, as well as meet the safety requirements of the movement and the rules for the technical operation of railways. To ensure normal and trouble-free operation it is necessary that all mechanical equipment are in complete serviceability and responded to safety standards, strength and rules of repair.
Mechanical (crew) part of one section of the electric locomotive 2 S6 is presented in Figure 1.
Figure 1 - Mechanical (crew) part of one section.
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1 - car suit; 2 - cabin; 3 - wheel steam; 4 - the box; 5 - a bench leash; 6 - frame of the trolley; 7 - partition; 8 - bracket; 9 - inclined thrust; 10 - roof of the body; |
11 - shock absorber; 12 - body frame; 13 - Buxer Spring; 14 - body spring; 15 - Insurers; 16 - bracket; 17 - side wall; 18 - rear wall; Transition site. |
Truck
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Each section includes two two-axis carts, which relieves the body. Trolleys perceive traction and brake efforts, side, horizontal and vertical forces when passing the irregularity of the path and transmit them, through spring supports with transverse adhesiveness, on the body frame. The 2 S6 electric locomotive truck has the following technical
characteristics (Figure 2):
Figure 2 Trolley
Structural speed, km / h 120
Load from wheeled pair on rails, kN 245
Type of EDP810 Traction Electric Motor
Type of engine suspension support-axis
Mounting engine mount with pendulum suspension
Type BUX Single-breeding with a cassette roller bear
Two-stage spring suspension
Static deflection, mm
a bench step 58.
body Steps 105.
TCR brake cylinder type 8
Brake Pad Pressing Coffin 0.6
The trolley consists of a welded frame of a box cross section, which is connected to the central part of the body frame with its end beam through inclined thrust with hinges. To the middle beam, the trolley frame is mounted through pendulum suspensions of the island of DC traction electric motors, which other paths are based on the axis of the wheeled steam through the motor-axis rolling bearings mounted on them. The torque from the traction electric motors is transmitted to each axis of the wheel pair through a double-sided alpine transmission, forming a chevron gearing with gears planted on the shanks of the shaft of the traction electric motor.
At the beams of the axis of the wheel pair are mounted two-row conical roller bearings of the closed type of the company "Timken", located inside the corps of the unmandable single-breeding. Leads have spherical rubberometallic hinges, which are attached to the box and to the bracket on the sidewalls of the cart frame, forming a longitudinal connection of the wheeled steam with a truck frame.
The transverse connection of the wheeled steam with the frame of the trolley is carried out due to the transverse advantage of the bell springs. Similarly, the transverse connection of the body with a frame of the trolley is carried out due to the transverse adhesiveness of body springs and stiffness of the spring stopper springs, which also provide the possibility of turning the trolley in the curves of the paths and devastation of various forms of body oscillations on trolleys. Also for ..
Along with the "Dontraki" (locomotives of the ES4K series of production of the NEVZ) to replace the obsolete Soviet VL10 and VL11 at the moment completely new locomotives are being introduced. 2S6 "Sinara" Production of the plant "Ural locomotives". 2ES6 - Two-section eight-axis cargo electric locomotive DC with collector traction engines, that is, essentially an analogue of 2 S4K. 
Perhaps, it should be started with the fact that the plant Ural locomotives - the enterprise created in the early 2000s (in contrast to one of the flagships of Russian locomotive construction - the Novocherkassian electric-building plant leading its history since 1932). In early 2004, the Ural Railway Engineering Plant (UZZMM) was created on the basis of one of the industrial sites of the city of Top Pyshma (satellite city-satellite). The reconstruction of the block of production workshops has begun. Initially, the plant was engaged in the modernization of Lokomotiv VL11 with the extension of life, but in 2006 the first experimental sample of the main cargo electric locomotive DC with collector traction engines was issued (future 2 S6). In 2009, the year 2009 was commissioned the first launcher production complex with a capacity of 60 two-section locomotives per year. And already in 2010, the plant was renamed the "Ural locomotives" - a joint venture of the Sinara group (50%) and the concern Siemens AG (50%). The actual name of the first serial freight locomotive of the plant is obliged to the owner's group.
2ES6. (2-section E.lecture WITHelection, model 6 ) - Freight two-section Eight-axis main electric locomotive DC with collector traction engines. It uses a rowable start-up of traction electric motors (TED), the robust braking with a capacity of 6600 kW and the recuperative capacity of 5500 kW, an independent excitement from semiconductor transducers in braking modes and traction. Independent excitation in the traction is the main advantage of "Sinara" before VL10 and VL11, it increases the anti-duct properties and the efficiency of the machine, allows you to more widely adjust the power.
The axial formula is standard for most domestic diesel locomotives - 2x (20 -20). According to such a formula, they were made as classical VL10, VL11, VL80 - and modern dons, Ermaki and Sinara.
The body of the electric locomotive is all-metal, has a flat surface of the trim. Hanging traction electric motors typical for freight electric locomotives, axial, but with progressive motor-axial rolling bearings. The letters are frantic, horizontal forces are transmitted from each trailer on the cart of the cart with one long leash with rhine metal hinges.
Structural speed - 120 km / h, the speed of a long mode is 51 km / h.
The length of the locomotive is 34 meters (versus 35 meters 2 S4K - but in general, everything is about the same in size, the locomotive for driving freight trains on the railway tracks of 1520 mm, electrified by constant current voltage of 3 kV, is able to drive a train weighing 8000 tons in areas with flat profile. Ways (up to 6) and a train weighing 5,000 tons in areas with a mining profile (up to 10). The possibility of the operation of the electric locomotive on the system of many units, as well as the autonomous operation of one section of the electric locomotive is provided:
At the end of 2016, 643 units were built (against 186 units of locomotives of the ES4K series), which also go to replace obsolete VL10 / VL11. The first electric locomotives were supplied to operate at the Sverdlovsk Railway in Sverdlovsk-Sortovskaya depot, in 2010, the locomotives began to work at the South Ural and West Siberian railways, by the end of 2010, all Machinists Sverdlovsk-Sortovskaya, Kamensk- Ural, Kamyshlov, Voinovka and our Sverdlovsk Railway; Omsk, Barabinsk, Novosibirsk and Belovo West Siberian Railway; Chelyabinsk, Kartals of the South-Ural Railway. Since the beginning of 2015, Electric locomotives 2 S6 began to enter the depot of Zlatoust and depot Chelyabinsk of the South Ural Railway for driving trains to Chelyabinsk - Ufa - Samara - Penza (it was on this site for the first time and saw such locomotive recently - at the station Syzran Samara region):
It is planned that the release of the electric locomotive 2 S6 will be discontinued, and on its basis (mainly the body and the modified crew part will be used) the release of an electric locomotive with asynchronous traction electric motors for DC 2ES10 (Granite "networks) created in concerning Siemens concern (in More than 100 units are already built). Also, electric locomotive with asynchronous traction electric motors was developed for asynchronous traction electric motors for 2ES7 ("black granite"), which is currently testing certification. Asynchronous traction drives are the following generation of TED development and in general now slowly seek to switch to them, but before the running in some elements on more familiar technologies is required - therefore, the series with collector TED - koim and appeared and came in 2ES.
2 S6-517 at the station Syzran against the background of the old VL10, which are still the majority here; "Sinara" stands out and looks like a fashionable exotic. But I think it will pass any other years - and old Vl-ki will begin to disappear, how old passenger emergencies are disappearing for example now ...
Electric locomotive 2 Sinar is designed to work on constant lines. It is manufactured in the Urals Plant of Railway Engineering, located in the city of Upper Pyshma. This plant is included in CJSC SINARA. The first car was made in December 2006. After testing the electric locomotive on the railway in various conditions, which showed that it meets all the requirements for driving freight trains, a supply contract was signed between the manufacturer and Russian Railways.
During the first year of the serial release (2008), 10 electric locomotives were manufactured. Next year, Russian Railways received 16 new cars. In subsequent years, their production has grown. Soon the volumes increased to 100 locomotives per year. So it lasted until 2016, after which there was a stabilization of the issue and its decline. In total by the middle of 2017, 704 electric locomotives 2 SO6 were manufactured.
A new locomotive is two identical sections that are closed by parties having interval transitions. Management is made from one cab. Sections can be disconnected. In this case, each becomes independent electric locomotive. A variant is possible when two locomotives are connected to one, turning into four-piece electrical locomotive. But it is possible to add one section to a two-section electric locomotive, turning it into a three-section. In any case, control is carried out from one cab. When used as an independent electric locomotive one section, difficulties for machinists arise, since the overview is then difficult.
New technologies used in E2C6
The new cargo electric locomotive meets all modern requirements, in 80 and percent cases they are innovative. Reliability is ensured by a microprocessor control system. It makes it possible to exclude crew errors. Thus, the "human factor" is excluded, which in some cases can lead to an unforeseen situation.
Available onboard diagnostics constantly reports the status and work of all mechanisms. In addition, subsequent results are transmitted to the service items and information collection centers available in Russian Railways.
The electric locomotive system installed the GLONAS system, in parallel with it - GPS. The program is applied to carry out avtovology. Management can carry out an operator located in a remote stationary center.
New, not previously used in the Russian production of locomotives, technical solutions improved the characteristics of the electric locomotive. It has become more reliable, the costs of operation decreased. The use of innovation has positively affected safety.
Elektrovoz spends 10 - 15 percent of electricity less than predecessors. The same indicator reduces repair costs. The brigade of machinists works in conditions not just convenient to perform duties, but also comfortable. One and a half times the mileage of the electric model between the planned repairs increased. The fact that the technical speed is enlarged. This allows, without making investments in infrastructure, increase the capacity of the railway.
Conclusion
The release of the electric locomotive 2 S6 is calculated only a few years ahead. This machine will be the basis for the manufacture of more advanced options. One of the main changes required for locomotives is the use of asynchronous engines that give greater effect, compared with the collector.
Currently, electric locomotives 2 SS6 are operated on the Sverdlovsk railway, on the roads of the South Urals and Western Siberia.
These machines can work in any climatic conditions existing in Russia. Successfully passes their work and in the countryside. The height limit above the sea level is 1300 meters. The design speed of the electric locomotive is 120 kilometers per hour.
Branch of Russian Railways
West Siberian Railway
Omsk Technical School
Electrovozoz
2S6 "Sinara"
Mechanical equipment of freight electricity 2 S6.
The mechanical part is designed to implement traction and brake efforts developed by electric locomotive, placing electrical and pneumatic equipment, ensuring a given level of comfort, convenient and safe working conditions of locomotive brigades.
Mechanical (crew) part of the electric locomotive consists of two sections of the interconnected motor arms. Each section includes two double-axle carts and body connected by inclined traction, spring spring hanging type "Fleisicyl", hydraulic-accumulates and body displacement limiters.
The mechanical part of the electric locomotive operates the load generated by the weight of mechanical, electrical and pneumatic equipment. In addition, the mechanical part transmits traction efforts from the electric locomotive to the train and perceives dynamic loads that occur when the electric locomotive movement along the curves and direct portions of the path. The mechanical part must be strong enough, as well as meet the safety requirements of the movement and the rules for the technical operation of railways. To ensure normal and trouble-free operation, it is necessary that all mechanical equipment is in complete serviceability and responded to safety standards, strength and rules of repair (see Fig. 1).
Fig.1. - Mechanical (crew) part of one section.
1 - car suit; 2 - cabin; 3 - wheel steam; 4 - the box; 5 - a bench leash; 6 - frame of the trolley; 7 - partition; 8 - bracket; 9 - inclined traction; 10 - roof of the body; 11 - shock absorber; 12 - body frame; 13 - Buxer Spring; 14 - body spring; 15 - Insurers; 16 - bracket; 17 - side wall; 18 - rear wall; 19 - Transition Platform
Body
The body of the section of the electric locomotive section is single-binary, carriage type, designed to accommodate power and auxiliary electrical equipment, aircraft equipment of locomotive, ventilation systems, locomotive brigade jobs, as well as for perception and transmission of loads:
Gravity of gravity from the mass of intricure equipment and sand stock;
Gravity of gravity from the mass of the roos and brisk equipment;
Static and dynamic, arising from interacting with Va-Gons of the train and locomotive trolleys in thrust mode, elevation and braking and shock influences in the motor license. The body is an all-metal welded structure with a carrier frame (see. Real.
1 - spotlight; 2 - installation of air conditioning 3 - Antenna Club; 4 - GPS antenna; 5 - Clear receiver; 6 - interference throttle; 7 - disconnector; 8 - radio station antenna; 9 - Cotton tire; 10 - block and brake resistors; 11 - auxiliary compressor; 12 - compressor unit; 13 - Tetra Antenna; 14 - transitional platform; 15 - a gallery sheet; 16 - Cooling device; 17 - traction electric motor; 18 - battery pack; 19 - inclined thrust; 20 - Block electrical equipment 21 - DPS-y sensor; 22 - Typhon, whistle; 23 - Antenna South, receiving coils ALSN; 24 - Malenik.
The body of the electric locomotive consists of two sections, the same in the main nodes, with the exception of the place of laying the bathroom, is installed only on the first section. Locomotive body and consists of the casual island, the roof of the body and the outer sheath, made of a smooth steel sheet with a thickness of 2.5 mm. and sand bunkers. At the first end of each section, a place is left to install a block cabin. Inside the body formed a room for installing equipment - a machine compartment, fenced off by a transverse wall forming a vestibule from the control cabin. The Tambur has doors to enter the locomotive and passages to the cab and the engine room.
On the end walls of the body there is a place to install the main tanks.
Shock-traction devices are installed on the body of the electric locomotive body.
The body of the electric locomotive section is divided into compartments in the vertical, and in the horizontal plane:
The roof of the electric locomotive is presented in Fig. 3 and consists of a main part (935 mm high and a width of 3060 mm) and three removable parts. . The back is made at the same time with the coward. Removable sections are a frame of rolling and curved profiles of sheathed steel sheets. The average removable roof consists of two sections, the brake resistor cooling module is mounted in each section. The connection points of the removable parts with the cocoa frame is seals, eliminate moisture in the body. In the rear of the section there is a hatch with a lid to exit the body to the roof.
Forcamera with multicyclone filters
Pump-brake resistor module housing
Electrovoz 2ES6 - Sinara
History
In December 2006, an experimental sample of 2 power plants with a collector traction drive 2 EC6 was built at the Urals Plant of Railway Engineering. In the summer of 2007, an experimental sample 2 S6 reached an independent flight with a composition of 70 cars. Movement route: Sverdlovsk-Sorting Station - Kamensk-Uralsky Station and back (a total of 190 kilometers). Locomotive passed the entire route in the high-speed highway installed on the highway, in some areas reaching a speed of 80 km / h. Also, 2 EC6 was held high-voltage testing at the Sverdlovsk Railway, according to the results of which specialists of the UZZMM jointly with the employees of the depot Sverdlovsk-Sortovka managed to refine the machine. According to the results of these tests of JSC "Sinara - Transport Machines" and Russian Railways signed a contract for the supply of 25 freight electric locomotives.
In 2008, certification tests and electric locomotive 2 EC6 received a certificate of compliance with the Russian certification register on federal railway transport (RS FZHT).
In April 2009, the first production complex was launched on the UZZMM, which allows to produce 60 two-section locomotives of the new generation per year. Electric locomotives 2 EC6 production UZZMMS are operated on the Sverdlovsk railway.
Technical data
Cargo Electrovoz 2ES6 is characterized by increased economy, high consumer, operational and environmental properties. It uses a number of engineering solutions that have not previously used in domestic locomotive construction, they include microprocessor management and security systems.
Locomotive is equipped with a modular design cabin, a modern control panel, climate control system. 2 EC6 is equipped with a computer that allows you to quickly receive the necessary information about the motion parameters of the train.
2 S6 is equipped with a comprehensive diagnostic system that allows you to constantly monitor the operation of the machine. The locomotive can led the compositions of elevated weight (up to 8,500 tons), which is 30% more lifting capacity VL11), and the consumption of electricity is reduced compared to Vl11 by 10%.
The electric locomotive reduced labor-intensity of repair by 15%, and the interrontal mileage is increased by 50%. Improved traction and brake characteristics of the electric locomotive and operating conditions of locomotive brigades.
- 2 EC6 - Cargo Main Electron Current DC
- Specifications
- Years of Construction - 2006 - by N.V.
- Country of Building - Russia (Sinara - Transport Machines, OJSC, OJSC "Ural Railway Engineering Plant")
- Country Operation - Russia
- Axis formula - 2 (2O-2O)
- Current system - permanent, 3 kV
- Hour power TED - 6440 kW
- Long power TED - 6000 kW
- Structural speed - 120 km / h
- Coupling weight - 192 t
Brief description of the design of the electric locomotive
The creation of new generation electric locomotives involves the use of the crew part with unified two-axis trolleys in which the wheeled pairs have the ability to radial installation when the curves passes passage. New locomotives, along with collector traction engines (TD), should be equipped with a unified uniform-adjustable traction, as well as auxiliary drives with cost-effective and reliable semiconductor transducers created on a modern e-database.
Increasing consumer properties of promising rolling stock should be achieved by ensuring modern requirements in the field of ergonomics, sanitary and hygienic and environmental conditions. An important role is also played by a significant increase in the interrontal mileage, the use of reliable unrepaired assemblies and aggregates, the organization of repair, taking into account the actual technical condition according to the results of diagnosis, etc.
An example of this approach to the design of new machines can serve main cargo electric locomotives 2 S4K production of OJSC Novocherkassky Electrovostrovo-Building Plant (UNEVZ) and 2 S6, issued by OJSC Ural Railway Engineering Plant (UZZMM). They are intended for operation in areas electrified at a constant current with a voltage of 3000 V, with speeds of motion up to 120 km / h. These locomotives will replace freight electric locomotives of the series VL10 and VL11 (all indexes). New locomotives are capable of working as part of one, two, three or four sections on the system of many units. DC electric locomotive, built on the UZZM, was originally called 2 S4K. In 2007, for distinguishing from cars produced by NEVZ, he was assigned a series 2ES6.
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The new two-piece electrical locomotive is formed from two identical head sections, three-section - from two head and trailed sections. The third, the average section is not equipped with a control cabin and has the door to the ends of the body. The four-piece locomotive can be formed from two two-section electric locomotives or from two head and two trailed middle sections without control cabins.
NEVZA electric locomotive carts and UZZMM - two-axis, fragrant. Spring hanging - two-stage spiral cylindrical springs with a total static deflection by 130 mm and damping the oscillations of each stage by hydraulic shock absorbers.
Body and trolleys are interconnected in vertical and transverse directions with elastic and damping elements. In the second stage of spring suspension, the springs of the "Flexicyl" type are applied. Transverse and longitudinal efforts from the bucks of wheel steam are transmitted through elastic communications. Body frame perceives traction effort from a trolley through inclined traction.
The transmission of the electric locomotive 2 S6 No. 001 (UZZM) is a double-sided ososophy, with motor-axial rolling bearings.
Independent power of TD excitation windings provides a controlled static converter with a power in a clock mode of 25 kW per two TD. The use of a static converter on DC electric locomotive allows you to use a power circuit circuit with independent power of motor excitation windings in all modes (thrust, recovery and rheostat braking). It becomes possible to significantly improve the traction properties of the locomotive, increasing the rigidity of the characteristics. At the same time, the number of devices in the power circuits is reduced, the transition of the electric locomotive from the engine mode is simplified in the brake and back.
Three-position switches are used as reversed, which allow you to disconnect faulty TD along with reversing. In case of damage to the static converter and on the maneuver movement, the TD can be switched to sequential excitement.
After EDF TD will be higher in the voltage in the contact network, the automatic transition to the recovery-riginal or rheostate braking mode is provided using a semiconductor valve unit. The advantage of the electrical circuit is the possibility of smooth regulation of the excitation current in the modes of thrust, recovery and electrical braking, which makes it possible to largely improve the dynamics when the train is moving.
In the circuit of each pair of windings of the excitation of TD, a high-speed contactor and a reactor are introduced, which are also included in the chain of the anchor windings. Using reactor in chains anchorsand excitation is a fundamental feature of the electrical circuit of the electric locomotive 2Ec6. This solution provides a reverse dynamic coupling in the current anchor for the magnetic flux of TD. In addition, the quality of transition processes in vibrations of voltage and emergency modes is significantly improved, as well as engine protection efficiency with short circuits.
TD regrouping is carried out with the help of electropneumatic contactors and semiconductor valves without breaking the power chain and dusted the forces of the traction. Reversing traction engines is achieved by switching windings anchors.
The microprocessor control system (ISL) is applied on electric locomotive system (ILS), which controls the traction drive, auxiliary machines and other systems that ensure safe and economical trains. On the new locomotives, modes are provided for manual and automatic starts to the running positions of the serial and parallel compounds of TD, depending on the current with the setpoint selected by the machine.
The ISL system ensures the protection of engines from overload, boxing and use, the automatic switching on the robust braking after exceeding the specified voltage level in the contact network in recovery braking mode and displays information on the operation of the electrical equipment of all sections on the machine's remote control.
Elektrovoz is equipped with an on-board diagnostic equipment, combined with ILS and controlling the state of electrical equipment. Electronic equipment has its own built-in control and diagnostic system.
Locomotive 2 S6 was equipped with three-phase asynchronous auxiliary engines with a short-circuited rotor, which are powered by one of the static converters. The control chains and other low-voltage consumers feed from the second converter, and the battery is also charged.
To cool the TD used axial fans (one on the trolley), to remove heat from stock-brake resistors - fans with automatic rotation frequency control depending on the current in the TD circuit. Each section has a screw-type compressor.
