Electric locomotives VL80 To

The last electric locomotive produced in 1963, VL80k-015, was equipped with silicon rectifiers instead of ignitron rectifiers. The electric locomotive has four rectifier units with a bridge circuit; Each arm of the bridge includes 12 parallel circuits with 8 VKD-200 valves in series in each, i.e. the total number of gates is (12x8)4x4=1536. Protection of rectifier installations is carried out using high-speed automatic devices operating from electronic sensors. The VL80k-015 electric locomotive was tested in March-April 1964 on the experimental ring of the Central Research Institute of the Ministry of Railways, and then on the East Siberian Road.
In June 1964, with the release of the VL80k-026 electric locomotive, the Novocherkassk Electric Locomotive Plant switched from building eight-axle locomotives with ignitron rectifiers to building these locomotives with silicon rectifiers. Instead of high-speed circuit breakers, a block of differential relays acting on the main switch is used to protect rectifier installations.
From the VL80-026 electric locomotive, the NB-414B traction motors have an increased copper cross-section of additional poles while maintaining complete interchangeability of the coils.
Starting with the VL80-031 electric locomotive, NB-414V traction motors were installed, differing in the fastening of the gear housing - again, asymmetrical fastening was used at three points. One of the VL80k electric locomotives produced in 1965 is equipped with NB-418 traction motors. These electric motors have six main and six additional poles. The pole windings are made with class H insulation, the armatures are class B. Electric motors with a terminal voltage of 950 V, excitation of 97% in hourly mode have the following data: power - 725 kW, current - 810 A, armature rotation speed - 1020 rpm, electric motor weight 4300 kg.
In 1965, two electric locomotives were produced with NB-418K traction motors with compensation windings. These electric motors, with a terminal voltage of 950 V, excitation of 96% in hourly mode, have the following data: power - 785 kW, current - 880 A and armature rotation speed - 890 rpm.
On electric locomotives with traction motors NB-418 and NB-418K, the gear ratio is 21:86=1:4.095; in hourly mode, these electric locomotives have the following technical data:

Electric locomotives VL80 and VL80k arrived on the North Caucasus and East Siberian roads.
Built for the first time in 1963 by the Novocherkassk Electric Locomotive Plant, the eight-axle AC freight electric locomotive VL80k was produced during 1966-1971. The mechanical part of the VL80k electric locomotive is made in the form of two identical four-axle sections with non-articulated bogies.
The body of the electric locomotive sections of welded structure is made with extensive use of bent profiles; the body frame covers the bogies, and automatic couplers are installed at the ends of the body. The frames of the trolleys have box-section sidewalls, welded from four sheets, a cast pivot beam and tubular end fastenings. Axle boxes with cylindrical and roller bearings are connected to the bogie frame by leads with hinges in the form of rubber-metal blocks. Traction and braking forces from the bogies to the body frame are transmitted through the bogie pins mounted in the body frame. The ball bearings through which the kingpins pass are placed in the kingpin beams of the trolley and allow it to move relative to the body in the transverse direction. Return springs act on the ball bearings, trying to align the longitudinal geometric axes of the body and bogies.
The vertical force from the body to the bogie frame is transmitted through two pairs of spring supports. These supports, made in the form of cylindrical springs and guides, mounted in the pivot beams of the body frame, are located above the ends of the bogie pivot beam and slide along the surface of these beams. From the frame of the bogies to the axle boxes, the load is also transmitted through rubber washers resting on the ends of the leaf springs under the axle boxes. Static deflection of bogie springs 47.2 mm; and taking into account the deflection of the rubber washers - 59.6 mm, the second stage springs - 50 mm. Hydraulic shock absorbers are installed between the bogie frames and the body.
To increase the use of adhesion weight, electric locomotives are equipped with anti-unloading devices in the form of pneumatic jacks installed between the body frame and the end bars of the bogies on the side of the 1st, 4th, 5th and 8th wheel pairs.
Traction electric motors rest on one side on the pivot bars of the bogies using a suspension with rubber washers, and on the other through motor-axle bearings on the axles of the wheel pairs. The transmission from the traction electric motor to the wheel pair is two-way, rigid, helical; gear ratio 21:88=1:4.19. The diameter of the wheels with new tires is 1250 mm. On the pivot bars of each bogie, two brake cylinders with a diameter of 10" are installed, which, using a lever transmission, provide two-way braking of the wheel pairs.
To convert alternating current with a rated voltage of 25 kV into direct current of a lower voltage, transformers and rectifier units are used. Each section of the electric locomotive has one transformer OTSR-5000/25V and two rectifier units VUK-4000. The transformers were manufactured by the Tallinn Mercury Rectifier Plant, which in 1968 received the name Tallinn Electrotechnical Plant named after. M.I. Kalinina.
The transformers have three windings: a network winding, connected during operation of the electric locomotive through a pantograph with a contact wire, a traction winding for powering the traction motors, and an auxiliary winding for powering the electric motors of auxiliary machines and heating furnaces of the driver’s cabin. The traction winding consists of two unregulated parts and two adjustable ones, which are divided into four sections. The auxiliary winding has two intermediate taps.
The magnetic core of the transformer is made of sheet steel with a vertical arrangement of rods on which there are windings. The magnetic core together with the windings is placed in an octagonal tank filled with oil. To remove the heat generated by the windings and magnetic circuit, the oil is driven by a pump through coolers (radiators), which in turn are cooled by air.
Transformers OTSR-5000/25V with a rated voltage of 25 kV have the following basic data:

Continuous power of the network winding 4630 kVA
Open circuit voltage:

• traction winding......................1230 V
• unregulated winding............646 V
• adjustable winding.........................4x146 V
• Rated current of the traction winding.......2x1750 A
• Hourly current of the traction winding...........2x1840 A

Open-circuit voltage of the auxiliary winding 229 V; 396 V; 479 V; 625 V;
Auxiliary winding power 325 kVA
Rated current of the auxiliary winding 520 A
Transformer weight 9000 kgf
Efficiency at rated power 98%

On VL80k electric locomotives, each pair of parallel-connected traction motors is powered through its own VUK-4000 rectifier unit. The rectifier installation is equipped with VKD-200-4 silicon valves, designed for a rated current of 200 A. Each arm of the rectifier bridge has 12 parallel circuits of 8 valves connected in series, i.e., there are a total of 96 valves in the arm, in the bridge (installation) 384, and the electric locomotive has 1536 valves. Current protection of the valves is carried out using high-speed differential relays (BDR).
Each electric locomotive is equipped with eight NB-418K traction motors. These are six-pole machines with a compensation winding. The core of the electric motor is cylindrical in shape. The armature has a loop winding with equalizing connections. Armature bearings are roller, motor-axial - sliding, with a constant level of lubrication. The coils of the main additional poles have class H insulation, the armature and compensation winding coils have class B insulation.
With a rated rectified current voltage of 950 V and a constant excitation weakening of 4% (the excitation current is 96% of the armature current), the electric motors have the following parameters:

The estimated amount of cooling air passing through the traction motor is 105 m 3 /min. The weight of the traction motor (without gear transmission) is 4325 kgf.
The speed of an electric locomotive is regulated by changing the voltage supplied to the traction motors. This is achieved by switching the stages of the traction winding of the transformer under load and counter or matched connection of the unregulated and regulating parts of this winding. Such switching is performed by the main controller EKG-8D, which has four contactors with arc suppression and 30 contactors without arc suppression. Their closing and opening are carried out by cam washers mounted on a shaft, which is rotated by a 50 V DC servomotor. In total, the main controller has 33 positions. Running positions 1,5,9, 13, 17, 21, 25, 29, 33, where the arms of the traction winding are symmetrically connected and the voltage drop across the transient reactors is minimal.
Three stages of weakening the excitation of traction motors are provided using electro-pneumatic contactors, which include resistors in parallel with the excitation windings; Inductive shunts are connected in series with the resistors. The current in the field windings is 70% of the armature current at the 1st stage of field weakening; at the 2nd stage - 52% and at the 3rd stage - 43%.
To disconnect the mains winding of the transformer from the current collectors and automatically switch off in the event of short circuits and overloads of electrical equipment, the main air single-pole switch VOV-25-4 is used. This circuit breaker has a rated current of 400 A, a breaking current limit of 100,000 A and a breaking power of 250 MVA. In the power circuits of traction electric motors there are overload relays, which, at a current of 1500 A, turn off the main switch through an intermediate relay.
The driver controls the traction electric motors using the KME-44 controller. This controller has two handles: main and reverse. The main handle has six fixed positions: “O”, “automatic shutdown”, “manual shutdown”, “shutdown lock”, “start lock”, “manual dim”; non-fixed positions - “quick shutdown” and “automatic start”. In quick shutdown positions, the main controller continuously moves from the 33rd to the 1st position; with automatic start from 1st to 33rd position. The reversible handle has six fixed positions: “O”, “full excitation forward”, three stages of “weakening excitation forward” and “full excitation backward”.
Fans and compressors PK-35 (installed from electric locomotive No. 066) are driven by asynchronous three-phase electric motors that receive power from the auxiliary winding using an NB-455A phase splitter, which converts a single-phase current of 380 V into a three-phase current of the same voltage. Rated power of the phase splitter is 115 kVA, rotation speed is 1490 rpm, weight is 600 kgf.
Compressors and centrifugal fans used to cool traction electric motors are driven by three-phase squirrel-cage asynchronous electric motors AS-82-4 with a power of 40 kW (current 90 A, rotor speed 1405 rpm, efficiency 85.5%); weight of electric motors is 390 kgf. Cooling of the reactors, transformer radiator and rectifier units is carried out by 8 axial fans driven by asynchronous three-phase electric motors made on the basis of serial AO-63-2 electric motors.
The control circuits of the electric locomotive are powered by a direct current of 50 V from the transformer TRPShch-2 through rectifiers. When the transformer is not working, the source of direct current is a 42KN-100 battery with a capacity of 100 Ah (42 cells).

The VL80k electric locomotive with a contact line voltage of 25 kV has the following traction data:

The power of the electric locomotive is slightly higher than the sum of the rated powers of the NB-418K traction motors, since at hourly and continuous currents and a voltage in the contact network of 25 kV, the voltage at the terminals of the rectifier units is slightly higher than the rated voltage of the traction motors (about 975 and 985V).
The design speed of the electric locomotive is 110 km/h, weight. with 2/3 of the sand supply 184 tf, i.e. the load from the wheelsets on the rails is 23 tf. The minimum radius of curves traversed by a locomotive at speeds up to 10 km/h is 125 m.
During the production of the VL80k electric locomotive, the plant introduced certain design changes; aimed at improving the locomotive. Thus, from electric locomotive No. 078, instead of rubber washers through which the bogie frames rest on axle box springs, cylindrical springs began to be used; The static deflection of the bogie springs was 57.6 mm. On twelve electric locomotives produced in 1967 (No. 191, 193; 195-198, etc.), a cradle suspension of the body was used similar to the suspension of the VL80k-037 electric locomotive produced in 1964. This suspension gives a static deflection of 131 mm (57.6 mm for the bogie and 73.4 mm at the cradle) and, as tests have shown, allows the electric locomotive to reach a speed of 120 km/h along the undercarriage. From electric locomotive No. 111, the configuration of the brake lever transmission has been slightly changed. From electric locomotive No. 625 (1970), instead of OTSR-5000/25V transformers, ODTSE-5000/25B transformers were installed. These transformers are 1000 kgf lighter than their predecessors (weigh 8000 kgf each), have 20 kWg lower losses and a 300 mm lower tank height. Continuous mode power of the mains winding of the ODCE-5000/25B transformer is 4485 kW, open-circuit voltage of the traction winding is 1218 V (638 unregulated and 4x1145 adjustable), open-circuit voltage of the auxiliary winding is 232, 406 and 638 V, rated current of these windings is 550 A, power their 225 kVA. The values ​​of the rated and hourly current of the traction windings remain unchanged.
From electric locomotive No. 078 (from the end of 1966), the VUK-4000 rectifier unit was replaced by the VUK-4000M unit. It uses VK2-200-7 valves and in each chain, instead of eight valves, six are included, i.e. the total number of valves in the installation has decreased to 288, and on an electric locomotive - to 1152. The weight of the VUK-4000M installation is 850 kgf. From electric locomotive No. 352 (1968), the rectifier unit was again replaced by VUK-4000L. For this installation, EL200-8 avalanche valves were used and the number of valves connected in series was reduced to four. The total number of valves in the installation became 192. The weight of this installation is 650 kgf.
The design of the traction electric motor changed slightly while maintaining all its basic parameters. Thus, on electric locomotives No. 073-077, 079-086, 088, 089, 091-093, an NB-418K2 electric motor is installed, in which the 42328-LM anchor bearings are replaced with 8N-42330L1M bearings; on electric locomotives No. 094-160 - NB-418K4 electric motors, on which the terminal box is mounted on insulators; on electric locomotives No. 087, 090, 161-279 - NB-418K1 electric motors with a modified ventilation air outlet and, finally, from electric locomotive No. 230 (1968) - NB-418K6 electric motors with a modified seal of the bearing shields.
P7A and P7B pantographs were replaced by TL-13U and TL-14M pantographs from electric locomotive No. 280. From electric locomotive No. 330, the main controller EKG-8D was replaced by the controller EKG-8Zh, which differs in the sequence of closing the interlocking contacts in the control circuits. From electric locomotive No. 600, instead of the main switch VOV-25-4, they installed VOV-24-4M switches and made changes to the protection unit. The driver's controller KME-44 was replaced by the controller KME-55 from electric locomotive No. 084. From electric locomotive No. 148, PK-35 compressors were replaced by KT-6El compressors.
From electric locomotive No. 380, centrifugal fans began to be used, driven in pairs by AC-82-4 electric motors, and from electric locomotive No. 452 - by AE-92-4 electric motors. From the same electric locomotive, compressors and four centrifugal fans are also driven by AE-92-4 electric motors, which have a power of 55 kW (current 106.2 A, rotor speed 1380 rpm, efficiency 86.2%) and weight 400 kgf. Instead of 42KN-100 batteries, 42KN-125 batteries with a capacity of 125 A/h were installed from electric locomotive No. 636.
Improvements made to their design over the years of production of VL80k electric locomotives and improvements in the technology of manufacturing and assembling parts have made this locomotive very reliable in operation. Directed to such climatically difficult lines as Taishet - Lena, Mariinsk - Zima and a number of other sections, VL80k electric locomotives successfully carry out significant freight transportation on lines electrified with alternating current.

Information from the website of Zheleznodorozhnaya Tekhnika LLC

1 - phase splitter; 2, 3 - panels of control circuit devices; 4-rectifier converter (VIP); 5 - fan-dust separator for VIP cooling; 6 - control system synchronization panel; 7 - traction transformer; 8 - smoothing reactor; compressor; 10 - panel of auxiliary circuit devices; 11 - ballast resistors; VIP management; 13- radio station

Each section of the electric locomotive is equipped with an ODCE-5000/25AM transformer, which has a network winding (rated power 4777 kV * A), two traction windings, an auxiliary winding and a winding for powering the excitation circuits of traction motors in braking mode. There is no last winding on the ODCE-5000/25B transformers of electric locomotives VL80t and VL80s. The traction winding is made with two intermediate terminals; rated voltage at the outer terminals at no-load 1230 V, rectified current 1750 A. Rated voltage that can be removed from the terminals of the auxiliary winding at no-load, 231, 410 and 641 V, rated current 520 A. Rated current of the excitation winding 720 A Transformer weight 7800 kg.

The electric locomotive is equipped with four rectifier-inverter converters VIP-2200M (one for two traction motors). The converter has eight arms and operates according to a single-phase adjustable bridge circuit. Each arm consists of seven parallel chains; two arms contain two thyristors connected in series in each circuit, the other six - three. The converter uses T2-320 thyristors of 14-15 classes. The excitation windings of traction electric motors during regenerative braking are powered by rectified current from a rectifier excitation unit (VUV-758), which has two arms with a zero output; installation voltage regulation limits from 0 to 130 V; continuous current 850 A. Converter installations are controlled by electronic control units BUVIP-80. The electric locomotive does not have a main controller.

The driver's controller KME-80, in addition to the reversing handle, has a main one in the form of a steering wheel and a brake handle. The shafts of the main and brake switches are connected to synchronizers, providing smooth voltage regulation.

To cool traction electric motors and inductive shunts, centrifugal fans TsVP64-14 No. 8, 2 are used; for cooling the converter and blowing air through the radiators of the cooling system of traction transformers and smoothing reactors - fans TsVP64-14 No. b, 7; for cooling ballast resistors and rectifier excitation units - TsV-19 fans No. 7, 6. All fans are driven by AE-92-4 electric motors.

More about the electric locomotive

Electric locomotive VL80 C- AC freight mainline electric locomotive with axle formula 2 (2 0 -2 0).

VL80 electric locomotives of all indices were built by the Novocherkassk Electric Locomotive Plant (NEVZ) according to designs developed by VELNII in the period from 1961 to 1995. The plant manufactured the mechanical parts, traction motors, and auxiliary electric machines itself. The plant received some important components from other plants: a traction transformer, a main switch. Built from 1979 to 1994, 2,746 units were produced.

Actually VL80 WITH- this is VL80 T, retrofitted to operate in more than two sections when controlled from one cabin using a system of multiple units (CME). Initially, the electric locomotive was built with the ability to operate only two or four coupled sections. In 1982, electric locomotives 550, 551, 552 were built, which could operate in two, three or four sections. Since electric locomotive 697 (1983), all electric locomotives have been built with this capability. The only limitation is the inability of the third trailer section to operate in rheostatic braking mode.

A number of design changes led to the weight of the electric locomotive, and a new rated weight of the electric locomotive was also established - 192 tons.

Electric locomotives VL80 series C on the Belarusian Railway

The first electric locomotives VL80 WITH entered the Belarusian Railway in 1982 to drive freight trains.

All electric locomotives of the VL80 series WITH are operated at the Baranovichi locomotive depot.

Several machines operate in a three-section design for driving heavy trains.

As of 2012 VL80 WITH is the only series of electric freight locomotives on the Belarusian Railway. There are a total of 104 sections of VL80 electric locomotives in operation. WITH .

VL80 section broken in an accident WITH-561 B is located in the small depot of the Belarusian State University of Transport as a teaching aid (Gomel). Section A of the electric locomotive VL80S-561 works together with section VL80S-603 B.

Registered electric locomotives of the VL80 series C

VL80 C-650 “Partisan-zaslonovets” (Decree No. 45/17 of May 23, 1983) assigned to the Baranovichi locomotive depot. Carries out cargo transportation both within Belarus and abroad.

VL80 C-648 “Railroadman of Belarus” (Decree No. 51/20 of June 20, 1986) assigned to the Baranovichi locomotive depot. Operates with freight trains from Brest to Vyazma.

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• 4.3 Possible malfunctions

1. Technical characteristics of the electric locomotive VL 80S

The VL 80S electric locomotive is intended for operation on the main railways of the USSR, electrified using single-phase current of industrial frequency (50 Hz) with a rated voltage of 25 kV.

Built at the Novocherkassk Electric Locomotive Plant from 1979 to 1995, a total of 2,746 units were produced.

The electric locomotive consists of two sections of the same type, is equipped with an electric rheostatic brake and a system that allows you to control electric locomotives using a system of many units.

The electric locomotive equipment is designed to operate at a voltage in the contact network from 19 to 29 kV, ambient temperature changes from - 50 to + 40 ° C, air humidity up to 90% at a temperature of + 20 ° C and an altitude above sea level of no more than 1200 m.

Technical data:

Rated voltage...................................................25 kV

Supply voltage frequency.. …………………….50 Hz

Chassis formula........................................................ ...2 (2 0 -2 0)

Track................................................. ................................1520 mm

Gear ratio………..88/21

Design speed.............................................110 km/ h

Mass with 2/3 sand supply... …………. …………………192t

Maximum permissible axle pressure on rails……(235±5) kN

The difference in pressure on the rails between the wheels of the same axle. no more than 5 kN

The height of the automatic coupler axis from the level of the rail head with new tires

………………………………………………………1040-1080 mm

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

in the lowered position...5100 mm; in working position

……………………………………………………………….5500-7000 mm

Wheel diameter around the rolling circle with new tires...1250 mm

Smallest radius of traversable curves at a speed of 10 km/h…125 m

Hourly power on the shafts of traction motors....520 kW

Long-term power on the shafts of traction motors...6160 kW

Clock mode traction force................................................................. ...............442 kN

Long-term traction force.. ……………………..………….400 kN

Clock mode speed................................................................... ...............51.6 km/h

Continuous mode speed........................................................ .......53.6 km/h

Efficiency long-term regime................................................... ... not less than 0.84

Continuous duty power factor at 33 positions...0.866

Continuous rated power dissipation of braking resistors

………………………………………………….………………… 5480 kW

Braking force at continuous power dissipation of braking resistors and speed:

50 km/h………………………………………. ……………not less than 343 kN

80 km/h………………………………. ………..…………. not less than 215 kN

60 km/h …………………. ……………………..…………. not less than 196 kN

The characteristics are given at a contact network voltage of 25 kV.

2. Description of one of the types of maintenance or routine repair of the TR-2 locomotive

During operation and repair, axleboxes must be systematically maintained and inspected. There are intermediate and complete revisions of axle boxes. An intermediate inspection of axle boxes is carried out on TR-2. At the same time, they inspect the axle boxes, check the condition of the seals, open the covers and remove the end stops, checking the condition of the rubbing surfaces of the stops and the ends of the axle, and the condition of the felt wick. An external inspection determines the condition of the outer roller bearing and ball bearing. Lubricant from one axlebox is selectively taken for laboratory analysis. If the lubricant turns out to be contaminated, check the lubricant in the remaining axle boxes and replace it if unacceptable deviations from the established values ​​are found. During maintenance, locomotive crews check the reliability of the bolted fastenings, whether there are cracks in the housings and covers of the axle boxes, excessive gaps in the axle guides, weakening and delamination of the rubber of the end shock absorbers of the axle arms, and increased heating of the bearings. If abnormal heating of the bearings is detected, the driver must make sure that it is possible to continue traveling with the train at a reduced speed, monitoring the faulty unit. To avoid the appearance of a crack in the axle journal, it is prohibited to use artificial cooling of bearings (with water or snow). A complete inspection of axle boxes can be of the first or second volume. The inspection of the first volume is carried out during the current repair of the TR-3 diesel locomotive, as well as in all cases of detection of any malfunctions that require disassembling the axlebox, in the presence of a slider bandage with a depth of more than 1.5 mm on the rolling surface. When inspecting the first volume, the axle boxes are removed from the journals of the wheelset and completely disassembled. In this case, the inner rings of the bearings and the labyrinth ring are not removed from the axle journal. The inspection of the second volume is carried out with a full inspection of the wheelset and in all cases of identifying defects that cannot be eliminated during the inspection of the first volume. When inspecting the second volume, the axle box is completely disassembled with the removal of the inner wheels of the bearings of the spacer and labyrinth rings. The inner rings of the bearings, spacer rings and labyrinth rings are removed with an induction heater. After cleaning the bearing parts, they are carefully inspected and measured. Pay attention to the condition of the surface of the raceways and beads. Particular attention should be paid to recesses in the flanges of the outer rings and in the labyrinth ring, where cracks may occur. The separators are checked for cracks at the junctions of the jumpers with the base, unacceptable wear, loose or torn rivets. After inspecting the bearings, they are measured to determine the radial clearance, axial run, the diameter of the hole in the inner rings for fit on the axle journal, and the cage floating clearance. The tension of the inner rings of bearings, as well as labyrinth rings, is restored by cooling, galvanizing or applying GEN-150 (B) glue. In this case, the glue is used under special permission and only when repairing axle boxes at the depot. Before assembling the axle box assembly, the bearings are checked for ease of rotation and selected in pairs based on radial clearance and axial runs. When assembling the axlebox, the internal space of the roller bearings is filled with LRW grease in an amount of 1.5 kg. The assembled axle box should rotate on the neck of the axle and move along it freely by hand. It is advisable not to disassemble axlebox units with a wheel pair

electric locomotive locomotive repair axle box unit

3. Information on the topic: "Axle box unit"

There are axlebox units with flat and cylindrical guides, as well as with guides in the form of leashes. The design of the axle box housing is influenced by the type of axle box guides and the type of axle box bearings. Since 1957, only rolling bearings have been installed in the axle boxes of domestic electric locomotives. Roller bearings have a number of advantages compared to plain bearings: less resistance to the movement of an electric locomotive (especially when starting), lubricant consumption is reduced by 5-10 times, non-ferrous metals (bronze, babbitt) are saved, daily maintenance is not required in operation, free run-up of the wheel is reduced pairs, the reliability of the axle box unit increases. Roller bearings are used in two types: with cylindrical, spherical or barrel-shaped rollers. Bearings can be single-row or double-row; In axle boxes, two single-row or one, and sometimes two double-row roller bearings are installed.

Current-carrying (grounding) devices and a speed meter drive are installed on the axle box covers.

4. Purpose, location, technical data of the unit

The axle boxes on the VL 80S electric locomotive are jawless, double-drive, with roller bearings and are highly precision manufactured units. Through the axle boxes, the vertical load from the sprung weight of the electric locomotive is transmitted to the wheel beds, and the traction, braking and lateral horizontal forces are transmitted from the wheel pairs to the bogie frames. To reduce the horizontal impact on the track, the axle guides must create an elastic connection between the wheel pair and the bogie frame in the transverse direction.

Location. The axle box is pressed onto the axle journals of the wheel pair axles (2 axle boxes for each axle) as follows:

A labyrinth ring is hot pressed onto the pre-hub part of the wheel pair.

The following are pressed onto the axle journal: an inner ring with a shoulder for the first bearing, an inner spacer ring 14 mm wide, an inner ring without shoulders with chamfers for the second bearing. (Pressing of all rings onto the axle is carried out in a hot state at a temperature of +100 - +120 0 C, which is achieved by heating the rings in an oil bath.)

The rear cover is attached to the side of the axle box body with eight bolts.

2 roller bearings without inner rings are tightly inserted inside the axle box, and an outer spacer ring 14 mm wide is placed between them.

The axle box housing with two bearings and a rear cover is placed on the inner rings of the bearings on the axle of the wheelset using a crane beam.

A thrust ring with a collar is put on the end of the axle, then a nut is screwed onto the thread on the end of the axle and secured with a bar. This bar is attached to the end of the axle in the slot with two bolts, these two bolts are locked in pairs with wire.

During assembly of the axlebox, all free space inside the axlebox is filled 2/3 with “Buxol” lubricant, 3.5 - 4.0 kg for each.

Technical data:

Number of rollers in a roller bearing…………..…18

Bearing brand………………………………………………………42536LM

The run-up of the wheelset along the axle boxes……………………………0.5-1 mm

Diameter of rubber roller ………………….….65 mm

Radial clearance of roller bearings…………….….0.28-0.41 mm

Axial run of the axlebox in the bearings…………………….…1.0-1.7 mm

Maximum permissible vertical ovality……….0.28 mm

Maximum permissible horizontal ovality…….0.1 mm

4.1 Design (device) of the unit

The axle box is made in the form of a body made of steel 25LII with four bosses for fastening rods and two eyes for fastening springs in them; roller bearings are placed inside the body. Both the inner and outer rings of the bearings are separated by spacer rings. The inner rings of the bearings are tightened through the thrust ring of the outer bearing with a nut, which is locked with a bar secured with two bolts in a special groove at the end of the axle. The inner end of the axle box is closed with a ring mounted on the pre-hub part of the axle, as well as with a lid. On both the front and rear sides of the axle box, seals made of rubber O-rings are placed under the covers. The rods are attached with one of their hinges to the bosses of the axle box housings, and with the other - to the brackets of the bogie frame. The rod joints are made in the form of rubber-metal rollers and rubber-metal washers. The axleboxes of the wheel pairs on the right side in the direction of travel have front covers with flanges for installation on the first wheel pair of a worm gearbox of the speedometer drive, on the second - a tachogenerator, which is a speed sensor of the electric locomotive.

4.2 Operation, lubrication, cooling

Job

happens as follows: - the traction (braking) force from the axis of the wheelset is transmitted through the roller bearing to the axle box body, then to the drive shaft; through a rubber bushing to the body of the driver, then through another rubber bushing to another roller of the driver and from there to the trolley frame bracket. Also, forces from the axle box body through the eyes and the roller inserted into them are transferred to the leaf springs.

when moving on uneven sections of the track, the wheel pair with axle boxes is freely up and down relative to the bogie frame, while both leashes rotate like pendulums due to the twisting of the rubber bushings of the two rollers. To prevent the leashes from working in tension, one axlebox leash is located 110 mm above the axle, and the other below the axle by the same 110 mm.

Lubrication

“Buksol”, in addition to its main task, also serves as a parts cooler; the lubricant should be strictly 3.5-4.0 kg and it should not have impurities and contaminants.

Cooling

knot - natural, occurs by blowing while moving.

4.3 Possible malfunctions

The main reasons for heating the axle box above 70 C 0.

Lack or excess of lubricant, lubricant contamination;

Destruction of rollers or other parts inside the axlebox housing;

Rotating the inner bearing ring on the axle of the wheelset or rotating the outer bearing ring in the axle box housing;

Friction of the labyrinth ring on the back cover of the axle box;

Spontaneous unscrewing of the castle nut from the axle of the wheelset and its friction against the front cover of the axlebox from the inside.

4.4 Routine maintenance of axle box unit TO-1, TO-2, TO-3

· check the completion of TO-1 by the handing over locomotive crew and if the work is not completed or is performed with low quality, make an entry about this in the log of form TU-152;

· inspect the mechanical part of the locomotive, paying special attention to the fastening and condition of wheel set tires, spring suspension, automatic coupling devices, safety devices against parts falling onto the track;

· carry out the work specified in the Instructions for the Operation of Brakes on Railway Rolling Stock;

· inspect the axlebox assemblies of the locomotive wheel pairs, paying attention to the reliability of the bolt fastenings, the condition of the strings, leads, rubber-metal elements, the absence of cracks in the axlebox housings and covers, the integrity of the axlebox frames and their fastening, the absence of signs of overheating of the bearing assembly (burning and discoloration of its paint) , lubricant leakage, etc.), check their heating temperature by touch;

· inspect roof equipment without climbing onto the roof;

· make sure that electrical and pneumatic devices, auxiliary machines operate correctly, that pantographs operate smoothly when they are raised and lowered;

· check the operation of sound devices, spotlights, buffer lights, lighting;

· check the presence of sand and the operation of sandboxes;

· check the electricity meter readings

· remove condensate from tanks, moisture collectors, oil separators of pneumatic equipment

· make sure that the instrumentation and warning lights on the control panel are in good working order

· check the availability and serviceability of tools, inventory, spare parts and materials, devices for assembling emergency circuits, signal accessories, brake shoes (their quantity and numbers must be entered in the TU-152 form log), protective equipment, cleaning and lubricants and when the need to replenish them (if the locomotive is accepted at a depot or turnover point);

· check ALSN (CLUB), SAUT and other traffic safety devices, radio stations;

· check the functionality of the ridge lubricator and the brake line density control device;

· check (in winter) the serviceability of snow protection equipment;

· check the availability of medications in the first aid kit according to the list established by the Department of Health of the Ministry of Railways of Russia.

During TO-2, at least once every two days, the condition of the main equipment and running parts of the electric locomotive is checked and the faults identified during the inspection are eliminated. In addition, they perform work recorded by locomotive crews in the technical condition log of the electric locomotive during the period between regular types of maintenance. Appropriate notes are made in the journal about the completion of work. During TO-2, automatic locomotive signaling and train radio communication devices are also checked

TO-3

Byelectricalequipment: check the insulation resistance of power and auxiliary circuits, inspect the condition of traction motors and other electrical machines; inspect the inspection hatches and blow through the internal cavity of the engines with compressed air; all devices are cleaned of dust and soot, the voltage, density and electrolyte level of all battery cells are checked;

By hydraulic transmission : wash the housing and filter elements of the plate-slot and mesh filters in lighting kerosene; filters are blown out with compressed air, damaged plates or filter elements are replaced; check the operation of the mechanical locking rod and the clamps of the reverse servo cylinders, the fastening of the hydraulic transmission to the frame of the diesel locomotive;

Bycrewparts: check the condition of the wheel sets, fastening of the sand pipes, regulate the supply of sand; inspect the cardan shafts and check the fastening of their flanges, lubricate the spring suspension rollers and axle box frames.

At the end of TO-3, they start the diesel engine and check the operation of the units under the operating voltage of the contact network on the locomotive; check the switching on of the devices, the operation of auxiliary machines, brakes, and moving off.

5. Requirements for the maintenance of protective equipment for fire and electrical safety on the locomotive. The order of their application

Atfire

If a fire is detected on a locomotive, the driver is obliged to take measures to stop the train, observing the following conditions

if possible, stop on a favorable track profile (platform) in such a way as to ensure, if necessary, the access of fire trucks (near highways, crossings);

It is prohibited to stop a train with a burning locomotive on railway bridges, overpasses, viaducts, overpasses, in tunnels, under bridges.

If possible, stopping a train on electrified sections of railways should be done in such a way that the burning locomotive is not located under rigid or flexible crossbars

sectional insulators, air arrows, as well as at the interfaces of anchor sections;

Simultaneously with taking measures to stop the train, the locomotive

the brigade must sound a fire alarm (a series of one long and two short sounds) and, using train radio communications or any other type of communication possible in the current situation, immediately report the fire to the train dispatcher or the duty officer at the nearest station to call fire departments, indicating the location “heads” of a train stopped on a stretch (kilometer number, picket, track number, train number, driver’s name). "

Inform the drivers of oncoming and following trains about the stop.

Take measures to keep the train in place in accordance with the established procedure.

Send an assistant driver to localize the fire using primary fire extinguishing means (fire extinguishers, dry sand).

It is necessary to enter a smoke-filled room after first putting on respiratory protection (self-rescuers). The duration of use of respiratory protection should not exceed the time specified in the instruction manual.

In cases where it is impossible to localize the fire within 20 minutes and it is impossible to hold the train on the brakes, secure the rolling stock with brake shoes, if necessary, apply the train's hand brakes, and uncouple the locomotive from the train.

When extinguishing a fire in a locomotive by locomotive crews on electrified railway lines, the following additional requirements must be observed:

when extinguishing a fire, it is prohibited to approach wires and other parts of the contact network and overhead lines at a distance of less than 2 m until the voltage is removed, and to the broken wires of the contact network and overhead lines at a distance of less than 8 m until they are grounded,

extinguishing burning objects located at a distance of 8 m or more from the contact network and overhead lines that are under voltage, as well as fires inside the diesel locomotive in electrified areas is allowed without removing the voltage. In this case, it is necessary to ensure that the stream of water or foam is no closer than two meters to the contact network and other objects located nearby.

The use of water or foam fire extinguishing agents to extinguish fires is allowed only after the voltage has been removed from the contact and overhead lines and their subsequent order. Contact networks and overhead lines without grounding are considered to be energized.

in all cases of fire, the locomotive crew

begins to eliminate it provided there is no threat to its own life and health.

6. Locomotive safety devices

Locomotive safety devices are designed to regulate the movement of trains in order to increase safety in train and shunting operations, as well as increase the capacity of railway lines and improve working conditions for locomotive crews.

Main functions of locomotive safety devices:

train demarcation;

registration of train movement parameters;

control of the speed limit of the train;

control of driver vigilance.

The demarcation of trains prevents the possibility of their collision and is carried out by separate points or distances between trains. Separate points are traffic lights fencing the stretch or (in case of automatic blocking) a block section, and when using automatic locomotive signaling as the main means of signaling (ALSO), the boundaries between block sections marked with signs. When distinguishing trains by distance, each train moving along the stretch continuously transmits its coordinates and receives information about the free distance ahead of it and the permissible speed.

Speed ​​control can be stepped or smooth. With step speed control, the permissible speed is maintained throughout the entire block section. When it is exceeded, absolute or non-absolute hitchhiking is activated. With smooth speed control, the permissible speed is calculated at each moment of time, depending on the distance to the closed traffic light (or the place of the speed limit) and if it is exceeded, service or hitchhiking braking is performed

To check vigilance, the driver is given a signal by the whistle of the electro-pneumatic auto-stop valve (EPV), by the ignition of the preliminary warning lamp (PLS), or by a voice message. In response to this signal, the driver must confirm his vigilance by pressing the vigilance handle (RB). If the signal is not confirmed, the train will be stopped by hitchhiking. Vigilance is checked once when the locomotive traffic light changes and in some other cases. When traveling to a traffic light with a prohibitory indication, when the permissible speed is exceeded, as well as when driving on the white and red indications of the locomotive alarm, a periodic check of the driver’s vigilance may be activated.

There are several main safety devices on a locomotive:

ALSN- automatic locomotive signaling of continuous type. It has a train demarcation system, step speed control, single and periodic vigilance checks, and also has hitchhiking braking.

3SL-2M - locomotive speedometer. Registers movement parameters on a speed measuring tape, participates in stepwise speed control together with ALSN.

KPD-3- complex for recording motion parameters. Registers movement parameters on a speed measuring tape and (or) cassette, participates in stepwise speed control together with ALSN and 3SL-2M.

SOUTH - automatic train braking control system. It has smooth speed control, single and periodic vigilance checks, records movement parameters using the built-in memory, also has hitchhiking and service braking, pre-alarm using voice messages and spontaneous movement control.

CLUB - comprehensive locomotive safety device.

Features and capabilities:

reception and processing of ALS-N and ALS-EN signals;

formation of permissible speed of movement and its indication depending on the received ALS signal;

control of the start of movement (no later than 75 seconds) after the driver’s controller is removed from the zero position.

The classic CLUB is installed on mainline and shunting locomotives of railways.

CLUB-U - unified CLUB, that is, adapted for installation on all types of locomotives and multiple unit rolling stock.

Additional features and capabilities:

ensuring an emergency stop of the train by order of the station duty officer (DSP) or train dispatcher (DNTs), transmitted via the Republic of Kazakhstan data transmission, regardless of the actions of the driver;

exclusion of train movement after it stops without the permission of the DSP or DNC, transmitted via the RK data transmission, including when pulling up to a prohibiting traffic light signal.

Installed on all types of locomotives, including on high-speed sections of railways with autonomous and electric traction of direct and alternating current, equipped with track devices of automatic locomotive signaling (ALSN), multi-valued automatic locomotive signaling, automatic brake control system (SAUT)

CLUB-UP - installed on category I self-propelled track vehicles that perform self-propelled work and/or transportation of utility trains similar to locomotives, as well as transportation of track crews.

Features and capabilities:

determination of train movement parameters (coordinates, speed) based on information from satellite navigation devices, track and speed sensors, electronic map of the section;

indication of actual driving speed;

generation of information about the target and permissible speed;

providing braking when the actual speed exceeds the permissible speed;

inability to move with the EPC disabled and the security system disabled;

control of the maximum permissible speed of 20 km/h in operating mode and generation of an auto-stop braking signal when it is exceeded;

monitoring the reduction of the permissible speed in front of a traffic light with a prohibiting signal and preventing its passage without first stopping;

exclusion of spontaneous movement;

control of driver vigilance;

registration of operational information about train movement, diagnostics of the system of locomotive and train characteristics using a registration device;

monitoring the pressure in the brake cylinders, brake lines and main reservoir.

CLUB-P installed on self-propelled track machines of category II, developed and manufactured at factories, as well as when modernizing the existing fleet of self-propelled track machines of category II.

Features and capabilities:

indication of actual driving speed;

formation of permissible speed of movement and its indication depending on the indications of the traffic light;

traffic speed control and auto-stop braking when the permissible speed is exceeded according to traffic light indications;

braking control in front of a traffic light with a prohibiting signal;

turning off traction when signaling for auto braking;

control of driver vigilance;

exclusion of spontaneous movement.

7. Safety precautions when accepting a locomotive when crossing railway tracks

While on railway tracks, workers must comply with the following safety requirements: wear a signal vest with reflective stripes (according to GOST R 12.4.219-99) and an inscription with the name of their affiliation with the household and structural unit;

pay attention to traffic lights, visible and audible signals and warning signs; go to the place of work and back along established service passage routes, indicated by “Office passage” signs; when passing along railway tracks, walk along a wide inter-track, along the side of the roadbed or to the side of the railway track no closer than 2.5 m from the outermost rail. In this case, it is necessary to carefully monitor the movements of rolling stock along adjacent tracks, look under your feet, since in the indicated places of passage there may be limit and picket posts and other obstacles; you should cross railway tracks in designated places (on pedestrian bridges, tunnels, decks), and in their absence - at a right angle, stepping over the rail, without stepping on the ends of the sleepers and oil stains on the sleepers, having first made sure that in this place there is no approaching rolling stock on both sides;

When crossing a railway track occupied by rolling stock, you should use the transition platforms of cars with working steps and handrails. It is prohibited to cross the carriage's transition platform while the train is moving. Before getting off the car, you should first inspect the place where you got off and make sure that there is no rolling stock moving along the adjacent track. In the dark, the gathering place must be illuminated with a lantern. The same requirements must be observed when ascending and descending from the locomotive; you should walk around groups of cars (locomotives) standing on the railway track at a distance of at least 5 m from the automatic coupler of the outermost car or locomotive; passing between uncoupled cars (locomotives) is allowed in the middle if the distance between automatic couplers is at least 10 m; Once on the train's route, at least 400 meters before its approach, you should move to the side of the roadbed at a distance of at least 2 m from the outer rail at established train speeds of up to 140 km/h, 4 m - at established speeds 141 - 160 km/h, 5 m - at set speeds of more than 160 km/h;

when you are on a track adjacent to the route of a high-speed train, when the station duty officer informs you about the passage of a high-speed train, you must step aside at a distance of at least 5 meters from the outermost rail of the track;

when rolling stock approaches, it is necessary to pay attention to open doors, sides of cars, objects protruding beyond the dimensions of the rolling stock;

when leaving a room near railway tracks in conditions of poor visibility, as well as from the corner of a building that makes it difficult to see the track, you should first make sure that there is no moving rolling stock, and at night, wait until your eyes get used to the darkness, consciously switching your attention to ensuring safety of your movements.

8. List of references used

1. Electric locomotive VL80S, operating manual. N.M. Vasko, A.S. Devyatkov, A.F. Kucherov, 2nd edition, Moscow 1990.

2. Construction and repair of an electric locomotive VL, 80s. A.Yu. Nikolaev, N.V. Sesyavin, Moscow 2006.

3. Design and operation of AC electric locomotives. B.N. Rebrik, Z.M. Dubrovsky, Kh.Ya. Bystritsky, Moscow 1982.

4. How an electric locomotive works and works. N.I. Sidorov, N.N. Sidorova, Moscow 1988.

5. Electric locomotive. Management and maintenance. Z.M. Dubrovsky, L.P. Tomfeld. V.A. Kurchashova, Moscow 1979.

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Alternating current with axial formula 2(2 0 -2 0).

Electric locomotives VL80 of all indexes were built by the Novocherkassk Electric Locomotive Plant (NEVZ) according to projects developed by VElNII in the period from 1994 to 1994. The plant manufactured the mechanical parts, traction motors, and auxiliary electric machines itself. The plant received some important components from other plants: a traction transformer, a main switch.

The first VL80 electric locomotives were equipped with mercury arc rectifiers; later they were all converted to use silicon rectifiers and became known as VL80 K.

General description of the VL80 series

Electric locomotive VL80 K on a USSR stamp

Each VL80 electric locomotive left the factory composed of two sections, but the design of the VL80 s electric locomotives provides for the synchronous operation of three or four sections, and some modernized VL80 r - as part of three sections. Mechanical part of the VL80 section - two identical two-axle trolleys. The bogie frames are welded, the axle boxes with roller bearings are connected to the bogie frame by leads with silent blocks (rubber-metal hinges). Traction and braking forces are transmitted from the bogies to the body through king pins. Traction motors ( TED) NB-418K6 have axial support suspension. The gear transmission from the traction motor to the wheel pairs is double-sided, helical, with a rigid gear rim. The diameter of the wheelsets with new tires according to the passport is 1250 mm, in fact - 1280-1290 mm.

The following main equipment is installed on each section:

• pantograph for collecting current from the contact network, located above the driver's cabin, and the main switch ( GW) VOV-25M;
• traction transformer with oil motor pump ( MN), two rectifier units VUK of one modification or another and the main controller EKG-8Zh (on the electric locomotive VL80 r VUK and EKG-8Zh were replaced by two converters VIP-2200);
• phase splitter ( FR) NB-455A, generating the third phase (the first and second phases are the auxiliary winding terminals) to power the asynchronous motors of the remaining auxiliary machines;
• 4 fan motors ( MV) for cooling the equipment and pressurizing the body, among which there are always two MVs for cooling the electric motor, one per bogie;
• motor-compressor ( MK) KT-6El for providing air to brakes on a locomotive and on a train, power electrical devices, high-voltage chamber interlocks, sound signals with a whistle (quiet) and typhon (loud), and operation of the pneumatic drive of windshield wipers.

Transformer has a traction winding and a winding for its own needs ( OSN) with an open circuit voltage of 399 V (voltage under rated load is about 380 V), which serves to power auxiliary machines and control circuits. To stabilize the voltage on auxiliary motors in case of significant voltage fluctuations in the contact network (below 19 kV and above 29 kV), two OSN taps with voltages of 210 and 630 V are provided; they are switched manually on the transformer. The voltage on the traction motors is regulated quickly during the control of the electric locomotive.

Control circuits powered by a voltage of 50 V from TRPSH- a transformer controlled by magnetization of the shunts through a diode rectifier. To smooth out pulsations, two chokes D1 and D3 are installed after the rectifier, but at present, on some electric locomotives, the copper windings of the chokes have been removed by depot workers for selfish purposes, and in the power apparatus block No. 1 (where the TRPS is located), only fluffy cores are visible.

The electrical circuit has also been significantly changed - installed on the electric locomotive rheostat brake. This means installing:

• braking resistors and contactors switching their resistance (they are called contactors of the extended braking zone and switch the resistor resistance from 1 Ohm to 0.54 Ohm);

• brake switches, which disconnect the traction motors from the rectifier units and connect their armatures to the braking resistors, and the field windings are connected in series and connected to the VUV;

• rectifier excitation unit, which is assembled from thyristors and allows you to smoothly regulate the excitation of engines operating in generator mode, and, consequently, the braking force;

• air switching devices, which in traction mode provide air supply from motor fans No. 3 and No. 4 to rectifier units, smoothing reactors and oil coolers of the transformer, and in braking mode to braking resistors;

• rheostatic braking control unit BURT, which controls VUV, UPV, extended braking zone contactors and other devices. BURT is installed only in the first section of the electric locomotive.

This change in the electrical circuit and the addition of new devices also entailed a rearrangement of the equipment in the sections.

Electric locomotive VL80 S

Electric locomotives VL80 R were supplied for operation on sections of the Krasnoyarsk, East Siberian, and Far Eastern railways with heavy track profiles, as well as at the Bataysk depot of the North Caucasus Railway. The last locomotive of the series (VL80 R -1869) was released in 1986. Currently, all VL80 R electric locomotives are assigned to the locomotive depots of the East Siberian and Krasnoyarsk Railways.

Some locomotives were modernized at UULRZ and gained the ability to operate under CME in three sections.

Electric locomotive VL80 cm

Electric locomotive VL80 cm- built from 1994 to 1994, 4 units were produced. All are assigned to the Bataysk depot of the North Caucasus Railway.

Distribution and exploitation

Repair factories

• Atbasar Electric Locomotive Repair Plant