Electric locomotive 2 Sinar is designed to work on constant lines. It is manufactured in the Urals Plant of Railway Engineering, located in the city of Upper Pyshma. This plant is included in CJSC SINARA. The first car was made in December 2006. After testing the electric locomotive on the railway in various conditions, which showed that it meets all the requirements for driving freight trains, a supply contract was signed between the manufacturer and Russian Railways.

During the first year of the serial release (2008), 10 electric locomotives were manufactured. Next year, Russian Railways received 16 new cars. In subsequent years, their production has grown. Soon the volumes increased to 100 locomotives per year. So it lasted until 2016, after which there was a stabilization of the issue and its decline. In total by the middle of 2017, 704 electric locomotives 2 SO6 were manufactured.

A new locomotive is two identical sections that are closed by parties having interval transitions. Management is made from one cab. Sections can be disconnected. In this case, each becomes independent electric locomotive. A variant is possible when two locomotives are connected to one, turning into four-piece electrical locomotive. But it is possible to add one section to a two-section electric locomotive, turning it into a three-section. In any case, control is carried out from one cab. When used as an independent electric locomotive one section, difficulties for machinists arise, since the overview is then difficult.

New technologies used in E2C6

The new cargo electric locomotive meets all modern requirements, in 80 and percent cases they are innovative. Reliability is ensured by a microprocessor control system. It makes it possible to exclude crew errors. Thus, the "human factor" is excluded, which in some cases can lead to an unforeseen situation.

Available onboard diagnostics constantly reports the status and work of all mechanisms. In addition, subsequent results are transmitted to the service items and information collection centers available in Russian Railways.

The electric locomotive system installed the GLONAS system, in parallel with it - GPS. The program is applied to carry out avtovology. Management can carry out an operator located in a remote stationary center.

New not previously used in russian production Locomotives, technical solutions improved the characteristics of the electric locomotive. It has become more reliable, the costs of operation decreased. The use of innovation has positively affected safety.

Elektrovoz spends 10 - 15 percent of electricity less than predecessors. The same indicator reduces repair costs. The brigade of machinists works in conditions not just convenient to perform duties, but also comfortable. One and a half times the mileage of the electric model between the planned repairs increased. The fact that the technical speed is enlarged. This allows, without making investments in infrastructure, increase the capacity of the railway.

Conclusion

The release of the electric locomotive 2 S6 is calculated only a few years ahead. This machine will be the basis for the manufacture of more advanced options. One of the main changes required for locomotives - use asynchronous enginesgiving a greater effect compared with the collector.

Currently, electric locomotives 2 SS6 are operated on the Sverdlovsk railway, on the roads of the South Urals and Western Siberia.

These machines can work in any climatic conditions existing in Russia. Successfully passes their work and in the countryside. The height limit above the sea level is 1300 meters. The design speed of the electric locomotive is 120 kilometers per hour.

Along with the "Dontraki" (locomotives of the ES4K series of production of the NEVZ) to replace the obsolete Soviet VL10 and VL11 at the moment completely new locomotives are being introduced. 2S6 "Sinara" Production of the plant "Ural locomotives". 2ES6 - Two-section eight-axis cargo electric locomotive DC with collector traction engines, that is, essentially an analogue of 2 S4K.

Perhaps, it should be started with the fact that the plant Ural locomotives - the enterprise created in the early 2000s (in contrast to one of the flagships of Russian locomotive construction - the Novocherkassian electric-building plant leading its history since 1932). In early 2004, the Ural Railway Engineering Plant (UZZMM) was created on the basis of one of the industrial sites of the city of Top Pyshma (satellite city-satellite). The reconstruction of the block of production workshops has begun. Initially, the plant was engaged in the modernization of Lokomotiv VL11 with the extension of life, but in 2006 the first experimental sample of the main cargo electric locomotive DC with collector traction engines was issued (future 2 S6). In 2009, the year 2009 was commissioned the first launcher production complex with a capacity of 60 two-section locomotives per year. And already in 2010, the plant was renamed the "Ural locomotives" - a joint venture of the Sinara group (50%) and the concern Siemens AG (50%). The actual name of the first serial freight locomotive of the plant is obliged to the owner's group.

2ES6. (2-section E.lecture FROMelection, model 6 ) - Freight two-section Eight-axis main electric locomotive DC with collector traction engines. It uses a rowable start-up of traction electric motors (TED), the robust braking with a capacity of 6600 kW and the recuperative capacity of 5500 kW, an independent excitement from semiconductor transducers in braking modes and traction. Independent excitation in the traction is the main advantage of "Sinara" before VL10 and VL11, it increases the anti-duct properties and the efficiency of the machine, allows you to more widely adjust the power.

The axial formula is standard for most domestic diesel locomotives - 2x (20 -20). According to such a formula, they were made as classical VL10, VL11, VL80 - and modern dons, Ermaki and Sinara.
The body of the electric locomotive is all-metal, has a flat surface of the trim. Hanging traction electric motors typical for freight electric locomotives, axial, but with progressive motor-axial rolling bearings. The letters are frantic, horizontal forces are transmitted from each trailer on the cart of the cart with one long leash with rhine metal hinges.

Structural speed - 120 km / h, the speed of a long mode is 51 km / h.
Length of a locomotive is 34 meters (versus 35 meters 2 S4K - But in general, everything looks like it is approximately the same. Locomotive for driving freight trains on railwaysaH KISA 1520 mm, electrified by constant current voltage of 3Q. It is capable of conducting a train weighing 8000 tons in areas with a flat profile path (up to 6) and a train weighing 5000 tons in areas with a mining profile (up to 10). It is possible to work the electric locomotive on the system of many units, as well as the autonomous work of one section of the electric locomotive:

At the end of 2016, 643 units were built (against 186 units of locomotives of the ES4K series), which also go to replace obsolete VL10 / VL11. The first electric locomotives were supplied to operate at the Sverdlovsk Railway in Sverdlovsk-Sortovskaya depot, in 2010, the locomotives began to work at the South Ural and West Siberian railways, by the end of 2010, all Machinists Sverdlovsk-Sortovskaya, Kamensk- Ural, Kamyshlov, Voinovka and our Sverdlovsk Railway; Omsk, Barabinsk, Novosibirsk and Belovo West Siberian Railway; Chelyabinsk, Kartals of the South-Ural Railway. Since the beginning of 2015, Electric locomotives 2 S6 began to enter the depot of Zlatoust and depot Chelyabinsk of the South Ural Railway for driving trains to Chelyabinsk - Ufa - Samara - Penza (it was on this site for the first time and saw such locomotive recently - at the station Syzran Samara region):

It is planned that the release of the electric locomotive 2 S6 will be discontinued, and on its basis (mainly the body and the modified crew part will be used) the release of an electric locomotive with asynchronous traction electric motors for DC 2ES10 (Granite "networks) created in concerning Siemens concern (in More than 100 units are already built). Also, electric locomotive with asynchronous traction electric motors was developed for asynchronous traction electric motors for 2ES7 ("black granite"), which is currently testing certification. Asynchronous traction drives are the following generation of TED development and in general now slowly seek to switch to them, but before the running in some elements on more familiar technologies is required - therefore, the series with collector TED - koim and appeared and came in 2ES.

2 S6-517 at the station Syzran against the background of the old VL10, which are still the majority here; "Sinara" stands out and looks like a fashionable exotic. But I think it will pass any other years - and old Vl-ki will begin to disappear, how old passenger emergencies are disappearing for example now ...

Electrovoz 2ES6 - Sinara

History

In December 2006, an experimental sample of 2 power plants with a collector traction drive 2 EC6 was built at the Urals Plant of Railway Engineering. In the summer of 2007, an experimental sample 2 S6 reached an independent flight with a composition of 70 cars. Movement route: Sverdlovsk-Sorting Station - Kamensk-Uralsky Station and back (a total of 190 kilometers). Locomotive passed the entire route in the highway speed \u200b\u200bmode, in separate areas reaching a speed of 80 km / h. Also, 2 EC6 was held high-voltage testing at the Sverdlovsk Railway, according to the results of which specialists of the UZZMM jointly with the employees of the depot Sverdlovsk-Sortovka managed to refine the machine. Following these tests of JSC "Sinara - Transport vehicles"And JSC" Russian Railways "signed a contract for the supply of 25 cargo electric locomotives.
In 2008, certification tests and electric locomotive 2 EC6 received a certificate of conformity to the Russian certification register on the federal rail transport (PC FZHT).
In April 2009, the first production complex was launched on the UZZMM, which allows to produce 60 two-section locomotives of the new generation per year. Electric locomotives 2 EC6 production UZZMMS are operated on the Sverdlovsk railway.

Technical data

Cargo Electrovoz 2ES6 is characterized by increased economy, high consumer, operational and environmental properties. It uses a number of engineering solutions that have not previously used in domestic locomotive construction, they include microprocessor management and security systems.
Locomotive is equipped with a modular design cabin, a modern control panel, climate control system. 2 S6 is equipped with a computer that allows you to quickly receive necessary information On the motion parameters of the train.
2 S6 is equipped with a comprehensive diagnostic system that allows you to constantly monitor the operation of the machine. The locomotive can led the compositions of elevated weight (up to 8,500 tons), which is 30% more lifting capacity VL11), and the consumption of electricity is reduced compared to Vl11 by 10%.
The electric locomotive reduced labor-intensity of repair by 15%, and the interrontal mileage is increased by 50%. Improved traction and brake characteristics of the electric locomotive and operating conditions of locomotive brigades.

• 2 EC6 - Cargo Main Electron Current DC
• Specifications
• Years of Construction - 2006 - by N.V.
• Country of Building - Russia (Sinara - Transport Machines, OJSC, OJSC "Ural Railway Engineering Plant")
• Country Operation - Russia
• Axis formula - 2 (2O-2O)
• Current system - permanent, 3 kV
• Hour power TED - 6440 kW
• Long power TED - 6000 kW
• Structural speed - 120 km / h
• Coupling weight - 192 t

Brief description of the design of the electric locomotive

The creation of new generation electric locomotives involves the use of the crew part with unified two-axis trolleys in which the wheeled pairs have the ability to radial installation when the curves passes passage. New locomotives, along with collector traction engines (TD), should be equipped with a unified uniform-adjustable traction, as well as auxiliary drives With cost-effective and reliable semiconductor transducers created on a modern e-database.
Increasing consumer properties of promising rolling stock should be achieved by ensuring modern requirements in the field of ergonomics, sanitary and hygienic and environmental conditions. An important role is also played by a significant increase in the interrontal mileage, the use of reliable non-processed nodes and aggregates, the organization of repair, taking into account the actual technical status According to the results of diagnosis, etc.
An example of this approach to the design of new machines can serve main cargo electric locomotives 2 S4K production of OJSC Novocherkassky Electrovostrovo-Building Plant (UNEVZ) and 2 S6, issued by OJSC Ural Railway Engineering Plant (UZZMM). They are intended for operation in areas electrified at a constant current with a voltage of 3000 V, with speeds of motion up to 120 km / h. These locomotives will replace freight electric locomotives of the series VL10 and VL11 (all indexes). New locomotives are capable of working as part of one, two, three or four sections on the system of many units. DC electric locomotive, built on the UZZM, was originally called 2 S4K. In 2007, for distinguishing from cars produced by NEVZ, he was assigned a series 2ES6. .

The new two-piece electrical locomotive is formed from two identical head sections, three-section - from two head and trailed sections. The third, the average section is not equipped with a control cabin and has the door to the ends of the body. The four-piece locomotive can be formed from two two-section electric locomotives or from two head and two trailed middle sections without control cabins.

NEVZA electric locomotive carts and UZZMM - two-axis, fragrant. Spring hanging - two-stage spiral cylindrical springs with a total static deflection by 130 mm and damping the oscillations of each stage by hydraulic shock absorbers.

Body and trolleys are interconnected in vertical and transverse directions with elastic and damping elements. In the second stage of spring suspension, the springs of the "Flexicyl" type are applied. Cross and longitudinal efforts from BUKS wheeled steam Transmitted through elastic communications. Body frame perceives traction effort from a trolley through inclined traction.
The transmission of the electric locomotive 2 S6 No. 001 (UZZM) is a double-sided ososophy, with motor-axial rolling bearings.
Independent power of TD excitation windings provides a controlled static converter with a power in a clock mode of 25 kW per two TD. The use of a static converter on DC electric locomotive allows you to use a power circuit circuit with independent power of motor excitation windings in all modes (thrust, recovery and rheostat braking). It becomes possible to significantly improve the traction properties of the locomotive, increasing the rigidity of the characteristics. At the same time, the number of devices in the power circuits is reduced, the transition of the electric locomotive from the engine mode is simplified in the brake and back.
Three-position switches are used as reversed, which allow you to disconnect faulty TD along with reversing. In case of damage to the static converter and on the maneuver movement, the TD can be switched to sequential excitement.
After EDF TD will be higher in the voltage in the contact network, the automatic transition to the recovery-riginal or rheostate braking mode is provided using a semiconductor valve unit. Dignity electrical circuit It is the possibility of smooth control of the current of excitation in the modes of thrust, recovery and electrical braking, which makes it possible to largely improve the dynamics when moving the train.
In the circuit of each pair of windings of the excitation of TD, a high-speed contactor and a reactor are introduced, which are also included in the chain of the anchor windings. Using reactor in chains anchorsand excitation is a fundamental feature of the electrical circuit of the electric locomotive 2Ec6. This solution provides a reverse dynamic coupling in the current anchor for the magnetic flux of TD. In addition, the quality of transition processes is significantly improved during voltage oscillations and emergency modes, as well as the efficiency of protection of engines with short circuits.
TD regrouping is carried out with the help of electropneumatic contactors and semiconductor valves without breaking the power chain and dusted the forces of the traction. Reversing traction engines is achieved by switching windings anchors.
The microprocessor control system (ISL) is applied on electric locomotive system (ILS), which controls the traction drive, auxiliary machines and other systems that ensure safe and economical trains. On the new locomotives, modes are provided for manual and automatic starts to the running positions of the serial and parallel compounds of TD, depending on the current with the setpoint selected by the machine.
The ISL system ensures the protection of engines from overloading, boxing and use, the automatic switching on the robust braking after the specified voltage level is exceeded in the contact network in recuperative braking mode and displays information about the work on the machine electrical equipment All sections.
Elektrovoz is equipped with an on-board diagnostic equipment, combined with ILS and controlling the state of electrical equipment. Electronic equipment has its own built-in control and diagnostic system.

Locomotive 2 S6 was equipped with three-phase asynchronous auxiliary engines with a short-circuited rotor, which are powered by one of the static converters. The control chains and other low-voltage consumers feed from the second converter, and the battery is also charged.
To cool the TD used axial fans (one on the trolley), to remove heat from stock-brake resistors - fans with automatic rotation frequency control depending on the current in the TD circuit. Each section has a screw-type compressor.

2S6 "Sinara"

2 Sinar - Two-section Eight-axis Main Current DC Main Electron Current Test Engines. Elektrovoz is produced in the city of Upper Pyshma by the Urals Plant of Railway Engineering.

Fig.4

On 2Ec6 applied a rowable start-up of traction electric motors (TED), the robust braking with a capacity of 6600 kW and the recuperative capacity of 5500 kW, an independent excitement from semiconductor transducers in braking modes and traction. Independent excitation in the traction is the main advantage of "Sinara" before VL10 and VL11, it increases the anti-duct properties and the efficiency of the machine, allows you to more widely adjust the power.

The electric locomotive engine with a sequential excitation has a tendency to a diverse boxing: the anchor current drops with the inclination of the rotation speed, and the excitation current is self-release, which leads to a further increase in frequency. In case of independent excitation, the magnetic stream is maintained, with increasing frequency, the anti-EDC increases sharply and the thrust force falls, which does not allow the engine to go into a highlighting of a microprocessor control system and diagnostics (MPSSIDs) 2 EC6 when boxing supplies additional excitement on the engine , reducing boxing to a minimum.

The start-up-brake records sections are switched by conventional PC series electropneumatic contactors, switching the connections of traction engines is also made by contactors using locking diodes (the so-called valve transition, which reducing the jumps of the thrust force), all compounds are three:

Serial (sequential) - 8 engines of the two-section electric locomotive or 12 three-section electric locomotive engines sequentially, and only the leading section is entered into the scheme, on the 23rd position, the retail is completely output;

Series-parallel (SP, sequential-parallel) - 4 engines of each section are connected sequentially, the start is performed on each section by its own retake, on the 44th position of the reinforcement;

Parallel - each pair of engines operates under the voltage of the contact network, the start is made by a separate group of the rheostat for each pair of engines, on the 65th position of the RESOtus is displayed.

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

TED hanging is typical for freight electric locomotives, but with progressive motor-axial rolling bearings. The letters are frantic, horizontal forces are transmitted from each trailer to the cart of the cart with one long rubber-metal leash.

Specifications:

Rated voltage on the current receiver, kV 3.0

Pitch, mm 1520

Axis formula 2 (2 0 - 2 0)

Load from wheeled pair on rails, KN \u200b\u200b245 ± 4.9

Transmission gear transmission 3.44

Mass official with 0.7 sand stock, t 200 ± 2

Difference of the BC (TC) generation load, not more than 4.9 (0.5)

The difference in loads on the wheels of the wheel pair,%, not more than 4

The height of the axis axis from the rail head, mm1040 - 1080

Type of suspension traction electric motor-axial

The length of the electric locomotive on the axes of the autospark, mm, not more than 34,000

Height from the rail head to the working surface of a current receiver:

in lowered / working position, mm, not more than 5100 / (5500-7000)

Construction rate of electric locomotive, km / h 120

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

Hour mode

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

Traction force, KN 464

Speed, km / h49.2

Long mode

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

Truck strength, KN 418

Speed, km / h 51.0

2 EC10 Granite

2Ec10 "Granite" - the cargo two-section Eight-axis main electric locomotive of DC with asynchronous traction drive.

At the time of creation of Elektrovoza is the most powerful released locomotive for a collection of 1520 mm. With standard weight parameters, it is capable of led by weight of approximately 40-50% more than electric locomotives of the VL11 series. It is planned that when using "granite" on the sections of the Sverdlovsk railway with a heavy mining profile, the possibility of passing transit trains weighing from 6300-7000 tons without separation of the composition and covers of the locomotive will appear. On August 4, 2011, the operation of 2 EC10 in three-section execution was demonstrated, with a given load of 9000 tons. The effectiveness of such a layout for work in difficult areas in the Ural Mountains has been proven (on passes).

Fig. five

Specifications:

Rated voltage on the current receiver, square 3

Pitch, mm. 1520.

Axis formula 2 (2 o -2 o)

Nominal load from wheel pair on rails, kN 249

The length of the electric locomotive on the axes of the motor arms, mm., Not more than 34000

Construction speed of the electric locomotive km / h. 120.

Power on the shafts of traction engines:

In hours mode, kw., Not less than 8800

In prolonged mode, kW., Not less than 8400

Traction force:

In time, kN 784

In prolonged mode, KN 538

Power of electrical brakes on the shafts of traction engines:

Recuperative, kW., Not less than 8400

Pereostat, kW., Not less than 5600

mark Characteristics Elektrovoz Lokomotiv

A.A. Malgin

Electrovoz 2ES6.

Mechanics, Engines, Apparatuses
(allowance for locomotive brigades)

YEKATERINBURG

2010

The manual was drawn up on the basis of the manual for the operation and other materials offered by the plant with a Nerzhm for the operation of electric locomotives of 2 EC6 in the Sverdlovsk railway branch of Russian Railways. The manual provides technical data and design of nodes of the mechanical part, electrical apparatus and electric motors.

The proposed material is a methodological manual for learning locomotive brigades, repair personnel and students. training centers Training of machinists and assistants of electricians of the electric locomotive.

1.

Mechanical part Electrovoza 2ES6.

The mechanical part is intended for the implementation of traction and brake efforts developed by electric locomotive, placing electrical and pneumatic equipment, ensuring a given level of comfort, convenient and safe conditions of electrical management.

Mechanical (crew) part of the electric locomotive consists of two sections of the interconnected motor arms. Each section includes two double-axle carts and body connected by inclined traction, spring spring hanging type "Fleisicyl", hydraulic-accumulates and body displacement limiters.

The mechanical part of the electric locomotive operates the load generated by the weight of mechanical, electrical and pneumatic equipment. In addition, the mechanical part transmits traction efforts from the electric locomotive to the train and perceives dynamic loads that occur when the electric locomotive movement along the curves and direct portions of the path. The mechanical part must be strong enough, as well as meet the safety requirements of the movement and rules technical exploitation railways. To ensure normal and trouble-free operation it is necessary that all mechanical equipment are in complete serviceability and responded to safety standards, strength and rules of repair.

Mechanical (crew) part of one section of the electric locomotive 2 S6 is presented in Figure 1.

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

1 - car suit; 2 - cabin; 3 - wheel steam; 4 - the box; 5 - a bench leash; 6 - frame of the trolley; 7 - partition; 8 - bracket; 9 - inclined thrust; 10 - roof of the body;

11 - shock absorber; 12 - body frame; 13 - Buxer Spring; 14 - body spring; 15 - Insurers; 16 - bracket; 17 - side wall; 18 - rear wall; Transition site.

Truck

Each section includes two two-axis carts, which relieves the body. Trolleys perceive traction and brake efforts, side, horizontal and vertical forces when passing the irregularity of the path and transmit them, through spring supports with transverse adhesiveness, on the body frame. The 2 S6 electric locomotive truck has the following technical

characteristics (Figure 2):

Figure 2 Trolley

Structural speed, km / h 120

Load from wheeled pair on rails, kN 245

Type of EDP810 Traction Electric Motor

Type of engine suspension support-axis

Mounting engine mount with pendulum suspension

Type BUX Single-breeding with a cassette roller bear

Two-stage spring suspension

Static deflection, mm

a bench step 58.

body Steps 105.

TCR brake cylinder type 8

Brake Pad Pressing Coffin 0.6

The trolley consists of a welded frame of a box cross section, which is connected to the central part of the body frame with its end beam through inclined thrust with hinges. To the middle beam, the trolley frame is mounted through pendulum suspensions of the island of DC traction electric motors, which other paths are based on the axis of the wheeled steam through the motor-axis rolling bearings mounted on them. The torque from the traction electric motors is transmitted to each axis of the wheel pair through a double-sided alpine transmission, forming a chevron gearing with gears planted on the shanks of the shaft of the traction electric motor.

At the beams of the axis of the wheel pair are mounted two-row conical roller bearings of the closed type of the company "Timken", located inside the corps of the unmandable single-breeding. Leads have spherical rubberometallic hinges, which are attached to the box and to the bracket on the sidewalls of the cart frame, forming a longitudinal connection of the wheeled steam with a truck frame.

The transverse connection of the wheeled steam with the frame of the trolley is carried out due to the transverse advantage of the bell springs. Similarly, the transverse connection of the body with a frame of the trolley is carried out due to the transverse adhesiveness of body springs and stiffness of the spring stopper springs, which also provide the possibility of turning the trolley in the curves of the paths and devastation of various forms of body oscillations on trolleys. Also for ..