Electric locomotive VL85. Electric locomotive BL85. Fire alarm circuits Vl 85 specifications
Each section of the electric locomotive is supported by three two-axle bogies. Traction and braking forces are transmitted to the body with the help of inclined rods (traditional for diesel locomotives and electric locomotives is the scheme using pivots). The middle bogie receives the mass of the body not through the cradle suspensions used on the VL80S, VL10U electric locomotives and the VL85 end bogies, but through long swinging supports, which allows it to move more freely in the transverse direction when passing curves.
Despite the theoretically greater resistance of bogies with inclined rods to boxing (the traction force transfer point is below the axles, therefore, the moment from it does not add up to the torques of the wheels, contributing to the unloading of the front wheelset, but compensates for them), the adhesion properties of the VL85 are somewhat worse than those of predecessor electric locomotive VL80 R, probably due to the impossibility of uniform weight distribution over three bogies.
electrical equipment
To ensure current collection from the contact network, two pantograph-type current collectors are used, located at the ends of each section (above the driver's cab). The current collectors of the two sections are interconnected through a busbar that runs through the entire length of the roof. In the central part of the roof of each section, there is an air main switch (ACB) and a main input leading to the primary winding of the transformer.
Each section is equipped with a traction transformer ONDCE-10000/25 with a rated power of 7100 kVA. The transformer has a high voltage winding, three traction windings, each with two taps, an auxiliary winding (also with two taps - for normal, high and low voltage in the contact network), an excitation winding for traction motors in recuperation mode. There are three thyristor rectifier-inverter converters VIP-4000 on the section. Each VIP is powered by its own traction winding and is designed to power two parallel-connected traction motors of one bogie. In traction mode, VTS rectifies alternating current into direct current with smooth voltage regulation by zone-phase regulation (thyristors connected to different taps open - this is how zones are formed, and the opening angle of thyristors, that is, the phase, also changes), and in regenerative braking mode it works as inverter driven by the network - converts direct current into alternating current with a frequency of 50 Hz.
On experimental electric locomotives, wheel-motor units were used, as well as on electric locomotives VL80 T, VL80 S, VL80 R (traction engine NB-418K6 and a unified electric locomotive wheelset - for the VL10, VL11, VL80 series). This was done to speed up the production of experimental electric locomotives, since the more powerful and economical NB-514 traction engines were not yet ready. Traction engines NB-514 were installed on serial electric locomotives.
It should be noted that the NB-514 engine has a fourfold reduction in the aerodynamic resistance of the ventilation ducts, which made it possible to halve the number of fans on the electric locomotive. Unlike previous electric locomotives, where the VUK or VPS and smoothing reactors are cooled by separate fans, and the traction motors by separate ones, the VL85 uses a sequential scheme - first, the air from one fan cools the VPS, and then separates and cools the smoothing reactor and traction motors. A separate fan is installed to cool the traction transformer.
Also, for the first time on the VL85 electric locomotive, a block automatic control BAU-2, which allows you to automatically maintain the current of traction motors and speed in traction and recuperation modes. The driver's cab has also been changed - separate consoles for the driver and his assistant have been replaced with a single console that occupies the entire front of the cab.
.. 1 2 3 ..
Electric locomotive BL85. Cart
The technical data of the trolley are as follows:
Length, mm......4700
Width, mm .............. 2830
Base, mm .............. 2900
Weight (with traction motors and KZP), kg ........... 22143
Number of axles...........2
Suspension of the traction motor ........... supporting-axial
Spring system...........individual for each axle box
Brake system ........... lever with double-sided pressing of cast-iron pads on wheel tires
The design of the bogie provides the possibility of dismantling the traction motor together with the wheelset, removing the gear casings without lifting the body and changing the brake pads without an inspection ditch.
Carts differ from each other in execution. The extreme ones have body supports in the form of cradle suspensions; medium - bogie - body supports in the form of elastic swinging rods. Besides,
extreme carts differ from each other by the presence of crowns on one of them
hand brake matte.
The main components of the trolley (Fig. 2.1 and 2.2) are the frame of the trolley 4, spring suspension 2, a pair of wheels with an electric motor 3, brake system 1.
Rice. 2.1. End trolley
Rice. 2.2. Medium trolley
Electric locomotive BL85. Trolley frame
(Fig. 2.3) is designed to transfer and distribute the vertical load between individual wheel sets using spring suspension, the perception of traction force, braking force, lateral horizontal and vertical forces from the wheel sets when they pass the track irregularities and transfer them to the body frame. The frame is a connecting, bearing element of all bogie units.
Frame specifications are as follows:
Length, mm 4700
Width, mm 2830
Height, mm 1030
Weight, kg 2907
Bogie frames have three versions, which differ in body support on the outer and middle bogies and the presence of a hand brake on the rear
in the direction of the cart.
On fig. 2.3, but the frame of the extreme
front along the cart. It is an all-welded structure of a rectangular shape, consisting of two sidewalls 4, interconnected by a middle 9 and two end 2 bars. The sidewalls and bars of the box-type are made by welding from four sheets of steel. On the sidewalls 4 are welded: to the lower sheets - cast small 3 and large 5 box brackets, brackets 12 vibration dampers; on the top sheets - brackets 11 of the vertical limiter, supports 13 of the cradle suspension; to vertical inner sheets - welded brackets 15 and 16 of the brake system; on the outer sheets - pads 6 for horizontal limiters and ribs of cradle suspension supports.
On the middle beam 9, twelve bosses 7 are welded to the bottom sheet for attaching brake cylinders, a welded bracket 10 for suspension of the traction motor and longitudinal connection rods; to vertical sheets - eyelets 8 for
transportation frame and welded brackets 14 brake system.
On the lower sheets of the end bars 2, brackets 17 of the brake system and 1 of the longitudinal connection rods of the bogie with the body are welded.
The frame of the middle bogie differs from the frame of the extreme one in that on the middle beam (Fig. 2.3, b) pads 18 are welded under the swinging supports of the body.
The brackets 19 of the lever system of the hand brake are additionally welded on the frame of the rear along the bogie (Fig. 2.3, b).
51 52 53 54 55 56 57 58 59 ..Chapter 5
§ 5.1.
Electric locomotive BL85. Traction transformer ONDCE-10000/25-82UHL2
Transformer ONDCE-10000 / 25-82UHL2 (Fig. 5.1, a) is designed to convert the voltage of the COP into the voltage of the circuits of traction motors connected through a thyristor converter, as well as to power the auxiliary circuits of the electric locomotive. The transformer has the following technical data:
Rated power of the network winding, kV * A ......... 7040
Rated voltage of the network winding, kV 25
Frequency, Hz 50
Overvoltages limited by the arrester, no more than, kV 100
Rated voltage of traction windings at inputs, V:
A1-x1; a2-x2 630
AZ-x3; a4-x4 630
A5-x5; ab-hb 630
1-x1, al-1, 2-x3, a3-2, 3-x5, a5-3 315
Rated current of traction windings, A. 1700
Overload current of the fifteen-minute mode (at the initial temperature of the windings, not exceeding +40°C), A 2700
Short-circuit voltage between mains and one traction winding or part thereof, related to the power of one traction winding or part thereof, %, not more than 5
Short-circuit voltage between the mains and all traction windings, related to the total power of the traction windings,% 9.5
Power winding of excitation circuits (OB) rated voltage at the inputs, V:
A8-x7 270
rated current of the winding and inputs a7, x7, A. 650
Overload current of the fifteen-minute mode of the winding and bushings a7, x7 (at the initial temperature of the windings, not exceeding + 40 ° C), A 1200
Rated and overload currents of the fifteen-minute input mode a8, respectively, A. 870, 1600
Rated voltages of auxiliary winding taps at inputs. AT:
A9-x9 630
Rated current of the auxiliary winding at inputs a10-x9, A 650 Overload current of the auxiliary winding for no more than 3 hours, A 1200
Short circuit voltage between the mains winding and the winding of own
Needs on the branch a10-a9, related to the winding power
Own needs, %, no more. 4
Scheme and winding connection group, 1/1/1/1/1/1/1/1/1 -
0-0-0-0-0-0-0--0
Total losses, kW 84
Current XX, % 1.3
Weight, kg 9900
The transformer consists (see Fig. 5.1,
A) from the following main components: a two-rod magnetic circuit, windings, a tank and a cooling system.
Magnetic core laminated from plates with a direct joint at the corners. The screed of the rods is made with bandages made of glass tape. The upper and lower yokes are pressed with trough-section beams. The lower beams are also oil distribution chambers.
Designations of inputs of windings are resulted on fig. 5.1, b. The arrangement of the windings is concentric. In the first concentre, a network winding (A-X) is installed, wound on an insulating cylinder, in the second concentric - blocks of secondary windings. On one rod of the magnetic wire there is a group of traction windings with odd numbers (a1-xl; a3-x3; a5-x5) and an auxiliary winding (a9-x9); on the second rod - a group of windings with even numbers (a2-x2; a4-x4; ab-xv) and the power winding of the excitation circuits (a7-x7). Traction windings are wound on insulating cylinders; excitation and auxiliary windings - over traction windings.
Tank 6 rectangular shape filled with transformer oil. In its lower part there is a valve 4 for draining and adding oil, a valve 5 for taking oil samples, stops 13 for fixing the active part. At the bottom of the tank and the end of the channel there are plugs 3 and 14 for draining oil residues. Thermometer 11, pressure gauge 10, hooks 9 for lifting the transformer are placed on the walls.
Cooling system- oil-air. It consists of eight radiator sections 17, blown by air, and an electric pump 12, which circulates oil through the windings and radiators. On the tank cover there are brackets 16 for lifting the active part, an expander 7 designed to compensate for temperature fluctuations in the oil level in the tank, inputs for network windings 8, traction 2, excitation 1 and auxiliary 15. oil seal. Connection of inputs with winding taps and external mounting is made by dampers made of flexible copper conductors.
More detailed description the device and operation of the transformer are given in the technical description and operating instructions for the transformer, which are attached to each electric locomotive.
Electric locomotive VL85
Until the beginning of the 19th century, coal and ore were transported from mines and mines along cast-iron rails. Loaded and empty wagons were moved by horses. The first locomotives were steam locomotives. The first steam locomotive that ran on rails was built by the Englishman R. Trevithick in 1803 for one of the rail tracks in the mine. Following him, steam locomotives and other inventors were built, but a wide practical application these locomotives did not receive. The most successful was the steam locomotive of J. Stephenson, built in 1814. In 1829, Stephenson's "Rocket" steam locomotive defeated other designers' steam locomotives in a competition at Wrenhill, the purpose of which was to choose best design locomotive for the Liverpool-Manchester railway. J. Stephenson became the founder of railway transport. In the 20th century, steam locomotives were built in many countries. In Russia, the first steam locomotive was built in 1834 by father and son E.A. and M.E. Cherepanovs.
The first electric locomotive was built in the mid-1890s in the United States. It was an electric locomotive direct current, which received energy from traction substations.
In the USSR, the first electrified railway line with multiple-unit electric trains appeared in 1926, the first electric locomotives - in 1933.
Over time, electric and diesel traction replaced steam from almost all the numerous highways of our country.
The railway receives electricity from large power plants. The three-phase high voltage current from them is supplied to substations and there it is converted into the current needed for traction.
In the first years of electrification of suburban sections of the USSR railways, traction substations supplied a direct current of 1500 V to a copper contact wire suspended above the track, and a direct current of 3000 V was used in the first main sections. electrified railways apply alternating single-phase current with a frequency of 50 Hz increased voltage (25 kV). This made it possible to build traction substations not after 20-30 kilometers, as with direct current, but after 60-70 kilometers, that is, to reduce their number by half or three, and make the substations simpler and cheaper. Increased voltage allows you to reduce the cross section of the contact wire, which requires a lot of copper. This reduces the cost of the contact network.
On the roof of the electric locomotive, pantographs are fixed, which are pressed against the contact wire and transmit electric current to the traction motors of the electric locomotive.
The engines are located under the body of the electric locomotive on each of its axles. The first domestic electric locomotives had 6 axles placed in 2 three-axle bogies, which means 6 engines. Later, more powerful electric locomotives began to be produced, with 8 axles in 4 two-axle bogies and with engines. Each engine, with the help of a gear system, rotates “its own” wheel pair and thereby sets the electric locomotive in motion. The current, having passed through the pantograph to the traction motors and having done work in them, partly goes into the rails, which serve as the second wire, and then returns through the suction wires to the traction substation.
The great advantage of an electric locomotive is its economy. While driving downhill, its engines work like generators. electric current which is fed back into the network. This mode is called regenerative (from the Latin word "recuperatio" - "back receiving") braking. The efficiency of an electric locomotive reaches 88-90 percent.
The body of an electric locomotive is similar to a wagon. At both ends there are control cabins. This allows the locomotive to move in any direction - the driver only has to move from one cabin to another. Eight-axle electric locomotives have two bodies connected to each other by a closed walkway. In the body of an electric locomotive there is electrical equipment - resistance boxes, contactors, switches, as well as all kinds of auxiliary machines - motor generators, compressors, fans, etc.
Now in Russia electric locomotives of alternating single-phase current (supply voltage - 25 kV and frequency - 50 Hz), as well as direct current (voltage - 3 kV) are operated. These are powerful domestic-made freight locomotives of the VL series and Czechoslovakian passenger series ChS. A passenger electric locomotive of the ChS4 series with a capacity of 5100 kW develops a speed of up to 160 kilometers per hour, and an electric locomotive of the VL85 series with a capacity of 10,020 kW - up to 110 kilometers per hour.
VL85 is the most powerful electric locomotive in the world. He owes his birth to BAM. For its successful operation of the Baikal-Amur Mainline, a powerful reliable electric locomotive was required. Experts have proposed several options for new AC freight electric locomotives.
Here is what Oleg Kurikhin writes in the journal Technique for Youth:
“Some proposed to produce only four-axle sections and, depending on the weight of the trains and the track profile, make up 8-, 12- and 16-axle locomotives. At the Novocherkassk Electric Locomotive Plant, they mastered the production of a 2-section VL80, to which one or two more of the same machines could be attached. But it was not always possible to optimally combine the weight of the train and the locomotive, and sometimes, due to the excess power of the latter, the cost of transportation increased.
According to others, in addition to these electric locomotives, 6-axle sections with two-axle bogies should have been made. Then, with the same type of traction motors, gearboxes and control systems, it would be possible to compose 8-, 10-, 12-, 14-, 16- and 18-axle machines, adapting them to specific conditions.
In both cases, the sections were planned to be single-cabin, although some specialists were in favor of 4- and 6-axle double-cabin. And yet, in the end, efforts were concentrated on a 12-axle locomotive for heavy freight trains and roads with a difficult profile.
Theoretical studies of the electric locomotive running gear, so new for domestic practice, were carried out at the Research Design and Technological Institute of Electric Locomotive Engineering (VELNII) and the Rostov-on-Don Institute of Railway Engineers (RIIZhT). As a result, we decided to design a 12-axle electric locomotive, in which each of the two sections was located on three 2-axle bogies with an individual electric drive.
When driving heavy trains, the new locomotive was supposed to give an economic effect of more than 200 thousand rubles a year (at the rate of 1980), which became the basis for including the future machine in the official "Type of main electric locomotives."
For experimental verification of calculations at the Novocherkassk Electric Locomotive Plant, a locomotive model was made, in August-September 1981 it was tested at different speeds and sections of the track, confirming the high quality of the running gear.
The design of the VL85 electric locomotive was carried out by VELNII Deputy Director V.Ya. Sverdlov. In May 1983, the first sample was built, in the summer - the second. After an experimental run of 5000 kilometers, VL85-001 was presented to the Ministry of Railways for testing, which ended quite successfully.
“The mechanical part of the VL85 was done in such a way,” writes Kurikhin, “so that the body was mounted on two-axle bogies with a support-axial, and in the future support-frame suspension of traction motors, the sections were connected by an automatic coupler, the body frame was designed taking into account the longitudinal force up to three hundred tons. In the sections, a transformer was mounted with three secondary windings (according to the number of bogies), loaded through their own converters by two traction motors connected in parallel. Much attention was paid to the layout, ventilation of the body and traction motors, control system, reduction of energy consumption for the locomotive’s own needs.”
For the first time in domestic practice, an automated control system (ACS) was installed on the VL85, built on the basis of microprocessors and other microelectronics, which made it possible to smoothly accelerate the train to the required speed with a given current of traction motors. After that, the ACS maintained a constant speed on a flat track, and performed electric braking on descents. In addition, she controlled the recovery, braking to a complete stop, the distribution of force with double thrust. Thanks to it, it was possible to increase the acceleration by six percent, and the deceleration of the train by ten percent. Compared to the VL80R, the energy consumption on the new locomotive has decreased by more than a third, and its return to the contact network has increased almost 1.2 times in the recuperation mode. The automated control system ensured reliable operation of the locomotive with fluctuations in the supplied voltage within the range of 19-29 kV.”
And here are some technical data of the VL85 electric locomotive. Coupling weight - 288 tons. Dimensions: length - 45 meters, width - 3.16 meters, height - 5.19 meters. The traction force in hourly mode at a speed of 49.1 kilometers per hour is 74 tons.
First, both electric locomotives were tested on the Novocherkassk plant ring, then the dynamics and impact on the VL85-001 track were tested on the North Caucasian road, and the traction and energy characteristics of VL85-002 were tested on the VNIIZhT experimental ring in Shcherbinka. Then the locomotives were handed over for trial operation on the lines Belorechenskaya - Maikop, Mariinsk - Krasnoyarsk - Taishet, Abakan - Taishet - Lena. The State Commission attributed them to the highest quality category and recommended that NEVZ produce five such machines in 1985, and start their mass production next year.
Starting with the third locomotive, the best NB-514 traction motors began to be used and modernization continued. By January 1995, 272 of these electric locomotives had been produced. They entered the rails of the South Ural, Krasnoyarsk, East Siberian and Baikal-Amur main lines.
Unfortunately, in last years the volume of traffic has decreased significantly, powerful VL85s often work with a fair amount of underload, which significantly increases the cost of delivering goods by rail.
As is often the case, I had to use the recommendations of specialists who in the 1970s proposed to produce 6-axle two-cabin AC electric locomotives with three 2-axle bogies, most suitable for trains of 4-5 thousand tons. The Ministry of Railways ordered such a locomotive, designated VL65. In combination with VL80 and VL85, they should ensure normal freight turnover on AC roads.
31 32 33 34 35 36 37 38 39 ..Electric locomotive BL85. chains fire alarm
To warn the driver about a fire, the electric locomotive is equipped with thermal protection relays SK11-SK22 (see Fig. 3.20). When any of the thermal protection relays is triggered, the intermediate relay KV76 is disconnected, which, with its contacts, turns on the signal lamp H7 (see Fig. 3.21) on the driver's console and the whistle HA (see Fig. 3.12).
Voltage is supplied to the whistle coil through the circuit: SF21 switches, VVK blocking (see Fig. 3.7), E28 wire, S75 toggle switch Fire alarm ON, H406 wire, KV76 contacts, E75 wire, U75 diode panel, H95 wire. The toggle switch is designed to provide the ability to turn off the fire alarm circuits, the diode panel - to exclude voltage from the H95 wire when the KV76 relay is turned off and the E28 wire is de-energized from the side of the circuit breaker Blocking of VVK.
To ensure the possibility of a quick test of the fire alarm, the switch S76 Fire alarm - Test is provided, with the help of which the circuit of the coil of the KV76 relay is opened. Relay KV76 is powered through fuse F38 (see Fig. 3.6).
Electric locomotive BL85. Equipment status signaling circuits
Signaling (see Fig. 3.21) is carried out by lamps H1-H7,
H11-HI5, H18-H28, H30-H33. The color of the lamp caps is red.
When the switches Alarm SF34 (see Fig. 3.6) and the block of switches S20 are turned on, the intermediate relay KV58 of the leading section is switched on, which contacts with wires H034, E80; H525, Zh supplies voltage to the lamp circuit, contacts with wires H034, H400 - in the control circuit of switches 5L6. Contacts with wires H525, Zh are designed to turn on lamps only in the leading section,
contacts with wires H034, H400 - to enable the control of switches SA6 from the master section, if the toggle switches S71-S74 of the slave sections are not disabled.
When the toggle switches S7I-S74 are turned on, switches 5L6 are turned on, connecting the signaling circuits of the corresponding sections to the lamps H11-H15, H18-H28, H30-H33 of the leading section. Diode panels U71-U74 in the circuit of switch coils are designed to exclude voltage supply to the H400 wire of the driven sections from the E71-E74 wires, providing the ability to control the switches from the leading section, provided that the toggle switches S71-S74 of the driven sections are not turned off.
To increase the life of the lamps, resistors R97-R104 are included in their circuit. The decoupling of the lamp circuits is provided by blocks of diodes U80-U82 (U81, U82 exclude the supply of voltage to the lamps of the leading section through the lamps of the driven sections). The diode between the terminals X1-15, X2-15 of the block of diodes U80 excludes the voltage supply to the H268 wire from the E105 wire
and, therefore, does not allow the contactor KM16 to turn on in the section in which the toggle switch S16 Compressor is turned off due to a malfunction, for example, of the compressor motor. Voltage is supplied to the E105 wire through the contacts of the S16 toggle switch and the KM 16 contactor of another section when the SP6 pressure regulator is turned on.
In order to reduce the discharge current of the battery when the GW is turned off, the lamp circuits H20-H24, H26 are switched off by contacts QF5 with wires H410, H440.
To facilitate troubleshooting during a short circuit in the alarm circuits, switch contacts SA5 with wires E80, H410 are provided.
In the event that the faulty section is turned off by the switch SA5, the operability of signaling the condition of the equipment of the healthy section is ensured by turning off the switch SA6 of the faulty section (using the corresponding toggle switch from among S71-S74). Presence alarm performance compressed air in the brake cylinders of the faulty section, it is maintained due to the SA5 contacts connected in parallel with the SA6 contacts in the TC lamp circuit.
When lamps H7, H11-H15, I18 light up, the corresponding lamp from among H1-H4 lights up, indicating the section in which the malfunction has occurred. When the lamps I19-N28, N30-NZZ light up, the section from which the signal was received is determined by turning off the switches in turn with toggle switches S71-S74. Lighting of the lamps indicates the following.