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HISTORY OF TECHNOLOGY, TECHNOLOGY, OBJECTS AROUND US
Electric locomotive. History of invention and production
Directory / The history of technology, technology, objects around us An electric locomotive is a non-autonomous locomotive driven by traction motors installed on it, powered by electricity from an external power grid through a contact network fed by traction substations (less often also from on-board batteries). Until the beginning of the 1803th 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 1814 for one of the rail tracks in the mine. Following him, steam locomotives were built by other inventors, but these steam locomotives did not receive wide practical application. The most successful was the steam locomotive of J. Stephenson, built in 1829. In 1834, Stephenson's "Rocket" steam locomotive beat other designers' steam locomotives in a competition at Wrenhill to choose the best locomotive design for the Liverpool-Manchester railway. J. Stephenson became the founder of railway transport. In the XNUMXth century, steam locomotives were built in many countries. In Russia, the first steam locomotive was built in XNUMX 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 a direct current electric locomotive that 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. on electrified railways, apply single-phase alternating current with a frequency of 1960 Hz of increased voltage (1970 kV). This made it possible to build traction substations not after 50-25 kilometers, as with direct current, but after 20-30 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" wheelset 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 motors work as generators of electric current, which flows 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 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 in Russia. 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 10020 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 magazine "Technology - 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. -two of the same machines.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 experts 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 a longitudinal force of up to three hundred tons. In sections mounted on a transformer with three secondary windings (according to the number of bogies), loaded through their own converters with two traction motors connected in parallel. Much attention was paid to the layout, ventilation of the body and traction motors, the control system, and reducing 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 her, it was possible to increase the acceleration by six percent, 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. Traction force in hourly mode at a speed of 49,1 kilometers per hour - 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 - Maykop, 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 recent years, the volume of traffic has significantly decreased, powerful VL85 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. Author: Musskiy S.A.
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