2ES6 "Sinara"

2ES6 "Sinara" - cargo two-section eight-axle main electric locomotive direct current with collector traction motors. The electric locomotive is produced in the city of Verkhnyaya Pyshma by the Ural Railway Engineering Plant.

Fig.4

At 2ES6, a rheostatic start of traction electric motors (TED), rheostatic braking with a power of 6600 kW and a regenerative power of 5500 kW, independent excitation from semiconductor converters in braking and traction modes are used. Independent excitation in traction is the main advantage of Sinara over VL10 and VL11, it increases the anti-box properties and efficiency of the machine, and allows for a wider power adjustment.

An electric locomotive engine with series excitation has a tendency to differential boxing: with an increase in the rotational speed, the armature current drops, and with it the excitation current - the excitation self-weakens, leading to a further increase in frequency. With independent excitation, the magnetic flux is preserved, with increasing frequency, the back-EMF increases sharply and the traction force drops, which does not allow the engine to go into variable boxing, the microprocessor-based control and diagnostic system (MPSUiD) 2ES6, during boxing, supplies additional excitation to the engine and pours sand under the wheelset minimizing boxing.

The sections of the starting-braking rheostat are switched by conventional electro-pneumatic contactors of the PK series, the switching of traction motor connections is also carried out by contactors using locking diodes (the so-called valve transition, which reduces traction surges), there are three connections in total:

Serial (serial) - 8 engines of a two-section electric locomotive or 12 engines of a three-section electric locomotive in series, while only the rheostat of the leading section is entered into the circuit, at the 23rd position the rheostat is displayed completely;

Series-parallel (SP, series-parallel) - 4 motors of each section are connected in series, each section is started by its own rheostat, at the 44th position the rheostat is short-circuited;

Parallel - each pair of motors operates under the voltage of the contact network, the start is carried out by a separate group of rheostat for each pair of motors, the rheostat is displayed at the 65th position.

The body of the electric locomotive is all-metal, has a flat surface of the skin.

Suspension TED - typical for freight electric locomotives axial-support, but with progressive motor-axial rolling bearings. The axle boxes are jawless, horizontal forces are transmitted from each axle box to the bogie frame by one long rubber-metal leash.

Specifications:

Rated voltage on the current collector, kV 3.0

Track, mm 1520

Axial formula 2 (2 0 -- 2 0)

Load from wheelset on rails, kN 245± 4.9

Gear ratio 3.44

Service weight with 0.7 sand reserve, t 200±2

Wheel load difference kN (tf), no more than 4.9 (0.5)

Difference in loads on wheelset wheels, %, not more than4

Automatic coupler axle height from rail head, mm1040 -- 1080

Traction motor suspension typeAxial support

The length of the electric locomotive along the axes of automatic couplers, mm, no more than 34,000

Height from the rail head to the working surface of the pantograph skid:

in the lowered / working position, mm, no more than 5100/(5500-7000)

Design speed of the electric locomotive, km/h 120

The speed of passing curves with a radius of 400 m, provided for a railway track on wooden sleepers, km/h, no more than 60

Hourly mode

Power on the shafts of traction motors, not less than kW 6440

Traction force, kN 464

Speed, km/h49.2

Continuous mode

Power on the shafts of traction motors, not less than kW 6000

Traction force, kN 418

Speed, km/h 51.0

2ES10 "Granit"

2ES10 "Granit" - cargo two-section eight-axle mainline DC electric locomotive with asynchronous traction drive.

At the time of its creation, the electric locomotive is the most powerful locomotive produced for the 1520 mm gauge. With standard weight parameters, it is capable of driving trains weighing approximately 40-50% more than electric locomotives of the VL11 series. It is planned that when Granit is used on sections of the Sverdlovsk railway with a heavy mountain profile, it will be possible to pass transit trains weighing from 6300-7000 tons without separating the train and uncoupling the locomotive. On August 4, 2011, the work of 2ES10 in a three-section design was demonstrated, with a given load of 9000 tons. The effectiveness of such an arrangement for working in difficult areas in the Ural mountains (on passes) has been proven.

Rice. 5

Specifications:

Rated voltage at the current collector, kV 3

Track, mm. 1520

Axial formula 2(2 O -2 O)

Rated load from wheelset on rails, kN 249

The length of the electric locomotive along the axes of automatic couplers, mm., no more than 34000

The design speed of the electric locomotive is km/h. 120

Power on the shafts of traction motors:

In hourly mode, kW., not less than 8800

In continuous mode, kW., not less than 8400

Traction force:

In hourly mode, kN 784

In continuous mode, kN 538

The power of the electric brake on the shafts of the traction motors:

Recuperative, kW., not less than 8400

Rheostatic, kW., not less than 5600

brand characteristic electric locomotive locomotive

2ES6 "Sinara"

A photo

Manufacturers

OJSC "Ural Railway Engineering Plant" (UZZhM)

Years of construction: 2006-2010
Sections built: XXX
Machines built: XXX

OOO Ural Locomotives (a joint venture between CJSC Sinara Group and Siemens AG)

Factory location: Russia, Sverdlovsk region, Verkhnyaya Pyshma
Years of construction: 2010-
Sections built: XXX
Machines built: XXX

Sections built for the entire period: 794 (until 06.2014)
Vehicles built for the entire period: 397 (until 06.2014)

Technical data

PS type: electric locomotive
Type of service: main cargo
Track width: 1520 mm
Type of current COP: constant
COP voltage: 3 kV
Number of sections: 2
Locomotive length: 34 m
Coupling weight: 200 t
Design speed: 120 km/h
Clock mode speed: 49.2 km/h
Long mode speed: 51 km/h
Number of axles: 8
Axial formula: 2 (2o−2o)
Wheel diameter: 1250 mm
Load from driving axles on rails: 25 tf
Type of traction motors: collector
Hourly power of TED: 6440 kW
Continuous power of TED: 6000 kW
Hourly traction force: 47.3 tf
Long-term thrust: 42.6 tf

general information

System operation countries: Russia
Roads of systematic operation: Sverdlovsk, West Siberian (since 2012)
System operation sites: Yekaterinburg-Sorting - Voinovka, Voinovka - Omsk - Novosibirsk (since 2010), Yekaterinburg-Sorting - Kamensk-Uralsky - Kurgan - Omsk (since 2010), Kamensk-Uralsky - Chelyabinsk - Kartaly (since 2010) G.)

Explanation of the abbreviation: "2" - two-section, "E" - electric locomotive, "C" - sectional, "6" - model number, "Sinara" - a river in the east of the Sverdlovsk region, a plant in the city of Kamensk-Uralsky (JSC Sinarsky Trubny plant")
Nicknames: "Cigar", "Svinara"

Description

The body of the electric locomotive is all-metal, has a flat surface of the skin. The design of the cabin echoes the Kolomna diesel locomotives. Suspension of traction electric motors - typical for freight electric locomotives - is axial-support, but with progressive motor-axial rolling bearings. Bushes are jawless. Horizontal forces are transmitted from each axle box to the bogie frame by one long rubber-metal leash.

At 2ES6, the following are applied: rheostatic start of traction motors, rheostatic braking with a power of 6600 kW and regenerative braking with a power of 5500 kW, independent excitation from semiconductor converters in braking and traction modes.

Independent excitation in traction is the main advantage of Sinara over VL10 and VL11 electric locomotives: it increases the anti-slip properties and efficiency of the machine, and allows for a wider power adjustment. Also, independent excitation plays an important role in rheostatic starting: with increased excitation, the opposite electromotive force of the motors grows faster and the current drops faster, which allows you to drive the rheostat at a lower speed, saving electricity. When the anchor current jumps at the moment the contactors are turned on, the microprocessor-based control and diagnostic system (MPSUiD) abruptly supplies additional excitation, reducing the anchor current and thereby leveling the jump in traction force at the moment of reaching the next position (it should be noted, often leading to slipping on electric locomotives with step regulation) .

An electric locomotive engine with series excitation has a tendency to differential slipping: with an increase in the rotational speed, the armature current drops, and with it the excitation current - thus, the excitation self-weakens, leading to a further increase in frequency. With independent excitation, the magnetic flux is preserved, and with increasing frequency, the opposite electromotive force sharply increases and the traction force decreases, which does not allow the engine to go into differential slipping. The 2ES6 microprocessor control and diagnostic system, during slipping, supplies additional excitation to the engine and starts the mechanism for supplying sand under the wheelset, minimizing slipping.

However, in addition to the obvious advantages of Sinara, some disadvantages were also found. The design of traction motors leads to periodic transfers of the electric arc along the collector, cone burnouts, and anchor breakdowns. In addition to TED failures, malfunctions of such units as PK electro-pneumatic contactors, BK-78T high-speed contactors, auxiliary machines (compressor units and TED fans) were noted.

Story

A prototype electric locomotive 2ES6 was released in November 2006.

On December 1, 2006, the presentation of the electric locomotive to the leadership of the United Russia party took place, because of which 2ES6-001 received a patriotic color scheme and corresponding inscriptions on the sides.

After commissioning tests, which were carried out in May and June 2007 at EERP, the electric locomotive was sent for certification testing of the pilot batch to the VNIIZhT test ring in Shcherbinka.

At the end of July 2007, Russian Railways and UZZHM signed a contract for the supply of 8 electric locomotives in 2008 and 16 in 2009.

By December 2007, the 2ES6-001 electric locomotive had a mileage of 5,000 km.

Parallel in 2007 trial operation an electric locomotive 2ES6-002 passed on the section of the Sverdlovsk railway Yekaterinburg-Sorting - Voynovka. In early September, he took part in the Magistral-2007 exhibition at the Prospector training ground, and by December he already had a mileage of 3,400 km.

By the beginning of 2008, traction and energy and braking tests, as well as tests on the impact on the railway track of the 2ES6-001 electric locomotive, were completed.

In February and March 2008, an electric locomotive 2ES6-002 passed certification tests at the VNIIZhT test ring.

On October 15, 2008, it was officially announced that the first stage of the production complex for the serial production of 2ES6 electric locomotives was launched.

At the beginning of September 2009, 2ES6-017 took part in the Magistral-2009 exhibition at the Staratel training ground, and 2ES6-015 took part in the EXPO-1520 exhibition at the VNIIZhT EK, after which it remained for the next certification tests - for serial production.

At the beginning of September 2011, 2ES6-126 took part in the EXPO-1520 exhibition at the EK VNIIZhT.

In mid-September 2011, on the Kedrovka - Monetnaya section, tests were carried out for compliance with safety standards when changing the auxiliary converter (PSN) of the 2ES6-119 electric locomotive. A month later, the same tests with the same machine were already carried out at the EK VNIIZhT.

In February 2012, an electric locomotive 2ES6-147 was sent to Ukraine (Lvov-West depot) to undergo two-month test trials.

On April 16, 2012, the Interdepartmental Commission signed an act allowing the operation of electric locomotives 2ES6 and 2ES10 in Ukraine. An agreement was signed on the supply of electric locomotives, which will take effect after the provision of credit funds to Ukraine.

2.

Traction motor EDP810 electric locomotive 2ES6

Purpose

The EDP810 DC electric motor of independent excitation is mounted on the bogies of the 2ES6 electric locomotive and is intended for the traction drive of wheel sets.

Technical characteristics of the electric motor EDP810

The main parameters for the hourly, continuous and limiting modes of operation of the traction motor are given in Table 1.1.

The main parameters of the EDP810 electric motor

Parameter name	unit of measurement	Working mode
		hourly	continue- body
Shaft power	kW
Power in braking mode, not more than: During recovery With rheostatic braking	kW	1000
Rated terminal voltage		1500
Maximum voltage at the terminals		4000
armature current
Armature current when starting, no more
Rotation frequency	s-1 rpm	12.5	12.83
The highest speed (achieved with an excitation current of 145 A and an armature current of 410 A)	s-1 rpm	1800
efficiency		93,1	93,3
Shaft torque	Nm kgm	10300 1050	9355
Torque when starting, no more	Nm	17115
Cooling		Air forced
Cooling air consumption	m3/s	1,25
Static air pressure at the control point	Pa	1400
Motor excitation		Independent
Field current
Excitation current when starting, no more
Rated operating mode		hour according to GOST 2582
Winding resistance at 20°C: Anchors main poles Additional poles and compensation winding	Ohm	0.0368±0.00368 0.0171±0.00171 0.0325±0.00325
Thermal resistance class of insulation of armature windings, main and additional poles
Electric motor weight, no more	kg	5000
Anchor weight, no more	kg	2500
Stator weight, no more	kg	2500

The main parameters of cooling the electric motor EDP810

Parameter name	Meaning
Air consumption through TED, m3/s	1,25
Air consumption in interpolar channels, m3 / s	0,77
Air consumption through anchor channels, m3 / s	0,48
Flow velocity in interpole channels, m/s	26,5
Flow velocity in anchor channels, m/s	20,0
Air pressure at the inlet before the engine, Pa (kg/cm2) (mm water column)	1760 (0,01795) (179,5)
Pressure at the control point (in the opening of the cover of the lower collector hatch), Pa (kg/cm2) (mm water column)	1400 (0,01428) (142,8)

The design of the EDP810 electric motor

The electric motor is a compensated six-pole reversible DC electric machine of independent excitation and is designed to drive wheel sets of electric locomotives. The electric motor is designed for support-axle suspension and has two free conical shaft ends for transmitting torque to the axle of the electric locomotive wheel pair through a gear with gear ratio 3,4.

The external views of the armature and the body of the EDP810 electric motor are shown in Figures 14 and 15, the design of the electric motor is in Figure 16.

Figure 14 - Anchor of the EDP810 electric motor

Figure 15 - EDP810 motor housing

Figure 16 - The design of the electric motor EDP810

The motor housing is round, welded construction, made of mild steel. On one side of the body, there are mounting surfaces for the housing of motor-axial bearings, on the opposite side - a mating surface for fixing the electric motor on the electric locomotive bogie. The housing has two necks for installing end shields, an inner cylindrical surface for installing main and additional poles, a ventilation hatch for supplying cooling air to the electric motor and two inspection hatches (upper and lower) for servicing the manifold are made on the side of the collector. The housing is also a magnetic circuit.

The armature of the electric motor consists of a core, pressure washers and a collector pressed onto the armature body, into which the shaft is pressed.

The shaft is made of alloy steel with two free tapered ends for fitting the gears of the gear reducers, at the ends of which holes are made for oil removal of the gear. In operation, due to the presence of the housing, if repair is necessary, the shaft can be replaced with a new one.

The armature core is made of sheets of electrical steel grade 2212, thickness 0.5 mm , with an electrically insulating coating, has grooves for laying the winding and axial ventilation ducts.

Armature winding - two-layer, loop, with equalizing connections. The armature winding coils are made of copper winding wire of rectangular section of the PNTSD brand, insulated with a tape of the NOMEX type, protected by glass threads. The winding is insulated with Elmicaterm-529029 tape, which is a composition of mica paper, electrically insulating fabric and polyamide film impregnated with Elplast-180ID compound. Vacuum - injection impregnation of the armature in the "Elplast-180ID" compound provides the heat resistance class "H" in the composition with body insulation.

The collector is assembled from copper collector plates with cadmium additive, tightened into a set with a cone and a bushing with collector bolts.

Parameters of the brush-collector assembly

Parameter name	Dimensions in mm
Collector diameter
Collector working length
Number of manifold plates
Thickness of collector micanite
Number of brackets
Number of brush holders in a bracket
Number of brushes in the brush holder
Brush brand	EG61A
Brush size	(2x10)x40

The cores of the main poles are laminated and are attached to the body with through bolts and rods. Coils of independent excitation from a rectangular wire are installed on the cores. Vacuum-injection impregnation in the Elplast-180ID type compound provides heat resistance class "H" in composition with body insulation based on mica tapes.

The cores of the additional poles are made of strip steel and are attached to the frame with through bolts. Coils are installed on the cores, wound from busbar copper on an edge. Coils with cores are made in the form of a monoblock with vacuum pressure impregnation in a compound of the Elplast-180ID type, which provides a heat resistance class in a composition with body insulation based on mica tapes. -529029", and installed in the grooves of the cores of the main poles, the heat resistance class of the coils is "H".

Two bearing shields with roller bearings type NO-42330 are pressed into the housing. Lubrication of bearings is consistent type "Buksol". In the bearing shield on the side opposite to the collector there are holes for the cooling air to escape from the armature.

On the inner surface of the bearing shield on the side of the collector there is a traverse with six brush holders, which can be rotated 360 degrees and provides inspection and maintenance of each brush holder through the lower housing hatch.

On top of the electric motor on the housing there are two detachable terminal boxes that serve to connect the power wires of the electric locomotive circuit and the output wires of the armature winding circuit and the electric motor excitation winding circuit. The wiring diagram of the windings is shown in Figure 1.9.

Figure 17 - Scheme of electrical connections of the windings of the electric motor EDP810

Operating Instructions

Checklist technical condition

What is checked	Technical requirements
1 External state of the electric motor	1.1 Absence of damage and contamination, as well as traces of lubricant leakage from the bearings
2 Winding insulation.	2.1 Absence of cracks, delaminations, charring, mechanical damage and contamination. 2.2 The value of the insulation resistance should be: At least 40 MOhm in a practically cold state before installing a new electric motor on an electric locomotive; Not less than 1.5 MOhm in a practically cold state and before putting the electric locomotive into operation after a long stop (1-15 days or more).
3 brush holders	3.1 Absence of melting, which violates the free movement of the brushes in the cages or that can damage the commutator. 3.2 No damage to body and springs.
4 The gap between the brush holder and the working surface of the collector is measured with an insulating plate (for example, from textolite, getinaks) of the appropriate thickness.	4.1 The gap between the brush holder and the commutator must be 2 - 4 mm (with a compressed traverse, the measurement be carried out only on the lower brush holder). 4.2 No loosening of the fastening of the brush holders to the strips, the tightening torque of the bolts is 140 ± 20 Nm (14 ± 2 kgm). Mounting bolts must be secured against self-loosening.
5 brushes	5.1 Free movement of brushes in brush holders 5.2 No traces of damage to current-carrying wires. 5.3 Absence of cracks and chipped edges at the contact surface of more than 10% of the cross section. 5.4 Absence of one-sided development of edges. The contact surface of the brush running in to the commutator must be at least 75% of its cross-sectional area. 5.5 Bolts for fastening the current-carrying wires of the brushes to the body of the brush holder must be protected from self-unscrewing. 5.6 The pressure on the brushes should be 31.4 - 35.4 N (3.2 - 3.6 kg).
6 Traverse	6.1 No loosening of the traverse fastening (tightening torque of the fingers 250 ± 50 Nm (25 ± 5 kgm)). 6.2 Free from dirt and damage. 6.3 The alignment of the control marks on the traverse and the hull must be with a tolerance of no more than 2 mm.
7 Working surface of the collector.	7.1 Smooth, light to dark brown, free of burrs, no traces of reflow from electric arc flashes, no burn marks that cannot be removed by wiping, no copper coating or contamination. 7.2 The output under the brushes should be no more than 0.5 mm ; track depth 0.7 - 1.3 mm. 7.3 Collector hit fuels and lubricants, moisture and foreign objects are not allowed.
8 Cooling air static pressure	The value of the static pressure in the opening of the cover of the lower collector hatch should be 1400 Pa ( 143 mm water column).

More detailed instructions for the operation of the EDP810U1 electric motor are given in the instruction manual KMBSH.652451.001RE.

A.A. Malgin

ELECTRIC LOCOMOTIVE 2ES6

Mechanics, engines, devices
(guide for locomotive crews)

YEKATERINBURG

2010

The manual was compiled on the basis of the operating manual and other materials offered by the manufacturer UZZhM for the operation of 2ES6 electric locomotives on the Sverdlovsk Railway, a branch of Russian Railways. The manual provides technical data and the design of mechanical parts, electrical apparatus and electric motors.

The proposed material is a teaching aid for the training of locomotive crews, maintenance personnel and students of training centers for the training of drivers and assistant drivers of an electric locomotive.

1.

Mechanical electric locomotive 2ES6

The mechanical part is designed to implement the traction and braking forces developed by the electric locomotive, to accommodate electrical and pneumatic equipment, to provide a given level of comfort, convenient and safe driving conditions for the electric locomotive.

The mechanical (crew) part of the electric locomotive consists of two sections interconnected by an automatic coupler. Each section includes two two-axle bogies and a body connected to each other by inclined rods, spring coil suspension, hydraulic dampers and body movement limiters.

The mechanical part of the electric locomotive is subjected to the load created by the weight of the mechanical, electrical and pneumatic equipment. In addition, the mechanical part transfers traction forces from the electric locomotive to the train and perceives the dynamic loads that occur when the electric locomotive moves along curved and straight sections of the track. The mechanical part must be strong enough, and also meet the requirements of traffic safety and regulations technical operation railways. To ensure normal and trouble-free operation, it is necessary that all mechanical equipment was in full working order and met safety standards, strength and repair rules.

The mechanical (crew) part of one section of the 2ES6 electric locomotive is shown in Figure 1.

Figure 1 - Mechanical (crew) part of one section.

1 - automatic coupler; 2 - cabin; 3 - wheelset; 4 - axle box; 5 - box leash; 6 - trolley frame; 7 - partition; 8 - bracket; 9 - inclined thrust; 10 - body roof;

11 - shock absorber; 12 - body frame; 13 - box spring; 14 - body spring; 15 - safety pin; 16 - bracket; 17 - side wall; 18 - rear wall; Transition platform.

Cart

Each section includes two two-axle bogies on which the body rests. Carts perceive traction and braking force, lateral, horizontal and vertical forces during the passage of the roughness of the path and transfer them, through spring supports with transverse compliance, to the body frame. The electric locomotive bogie 2ES6 has the following technical

characteristics(picture 2):

Figure 2 Trolley

Design speed, km/h 120

Load from wheelset on rails, kN 245

Type of traction motor EDP810

Type of engine suspension support-axial

Engine mount support-axial with pendulum suspension

Type axle box single-drive with cassette roller bearing

Spring suspension two-stage

Static deflection, mm

box stage 58

body stage 105

Type brake cylinders TCR 8

Brake pad pressure ratio 0.6

The bogie consists of a welded box-section frame, which is connected by its end beam through an inclined rod with hinges to the central part of the body frame. The bogie frame is attached to the middle beam by means of pendulum suspensions skeletons of DC traction motors, which, by their other sides, rest on the axles of wheel pairs through motor-axial rolling bearings mounted on them. The torque from the traction motors is transmitted to each axle of the wheel pair through a double-sided helical gear, forming a herringbone engagement with gears mounted on the shanks of the traction motor armature shaft.

Double-row tapered roller bearings of the closed type of the Timken company are mounted on the axle journals of the wheelset axle, located inside the case of a jawless single-drive axle box. The leashes have spherical rubber-metal hinges, which are attached to the box and to the bracket on the sidewalls of the bogie frame by means of wedge grooves, forming a longitudinal connection of the wheel pairs with the bogie frame.

The transverse connection of the wheel pairs with the bogie frame is carried out due to the transverse compliance of the axle box springs. Similarly, the transverse connection of the body with the frame of the bogie is carried out due to the transverse compliance of the body springs and the stiffness of the springs of the stops-limiters, which also provide the ability to turn the bogie in curved sections of the track and extinguish various forms body vibrations on bogies. Also for..