Today, communication between different cities, passenger transportation, cargo delivery is carried out in a variety of ways. One of these methods was the railway connection. The 2ES6 electric locomotive is one of the types of transport that is actively used at present.
General description and creation of the first machines
From the name it becomes clear that this locomotive is operated only on those lines where there is direct current. As for the manufacture of this transport, it is manufactured and assembled at the Ural Railway Engineering Plant. The location of production facilities is the city of Verkhnyaya Pyshma. The full name of the electric locomotive is 2ES6 Sinara. The prefix "Sinara" comes from the owners of the company, which is a ZAO and is called the "Sinara Group".
If we talk about the history of creation, then it began in 2006. After the first model successfully passed all the tests, the first 8 electric locomotives 2ES6 were produced, and in that year a contract was signed with the manufacturer and Russian Railways. The first production year of these locomotives was 2008, during which another 10 vehicles were produced. The following year, output increased and 16 more 2ES6 electric locomotives were delivered to Russian railways. Over the next years, volumes were constantly increasing and soon reached 100 locomotives per year. The increase in the pace of engineering continued until 2016.
After that, production was stabilized and the pace of construction was reduced. By mid-2017, for example, 704 models of the 2ES6 Sinara electric locomotive were released from the factory.
Description of the locomotive model, general technical parameters
The new locomotive model consisted of two identical sections. They were coupled by the sides, and also had intercar crossings. As for the control, it is carried out only from one cabin, and the sections themselves can be disconnected. In the event of separation, each section of the 2ES6 Sinara electric locomotive becomes an independent part.
In addition, there is the possibility of connecting two such locomotives. In this case, they form a four-section locomotive. However, this is not all. It is possible to add only one to a two-section locomotive to get a three-section transport. All these options are united by the fact that in any case, control will be carried out from one cabin.
It is worth noting that when using each section as an independent one, drivers often have difficulties associated with a limited review.
As for the general technical indicators, they are as follows:
- the speed of the 2ES6 electric locomotive, the photo of which will be presented, is 120 km / h;
- the total length of the locomotive is 34 meters;
- operation is carried out at a constant type of current, as well as at a voltage of 3 kV;
- axial formula of an electric locomotive 2 (2 0 -2 0 );
- hour power of TED makes 6440 kW;
- rail load 25 TS.
Advantages, disadvantages, structure
An electric locomotive of this manufacturer has one significant advantage over other models of an electric locomotive such as VL. This plus lies in the fact that during operation, the 2ES6 electric locomotive, the photo of which was presented, receives independent traction. This leads to the fact that the locomotive increases traction properties. In addition, during braking, the microprocessor technology of the electric locomotive regulates the voltage. A small amount of sand thrown onto the rails makes braking even more effective.
In 2ES6, 3 stages of the brake rheostat are installed, as in its predecessor. This design allows you to perform braking quite smoothly, without sudden surges. As another small plus, the following can be noted - an independent excitation has been established. This plays a very important role, especially when starting a rheostat motor. This feature allows you to get rid of sudden power surges at times of increasing speed.
As for the malfunctions of the 2ES6 electric locomotive and its shortcomings, most often these are the following 2 reasons:
- frequent burnout of the TED anchor;
- power contactors and auxiliary machines often fail.
And what is known about its design? It’s worth starting with the cab of the locomotive, which is made in the form of a solid metal structure. TED suspension is carried out using motor-axial rolling bearings. As for the traction force provided by an electric locomotive on rails, it is equal to 25 TS, which is considered normal and generally accepted indicators for a locomotive of such power.
The purpose of the electric locomotive and the possibility of combining
A freight electric locomotive of the 2ES6 series with a collector traction electric motor is intended for use in freight traffic on the railways of Russian Railways of Russia with a track gauge of 1,520 mm. In addition, the lines must be electrified for direct current, the rated operating voltage must be 3000 V in a temperate climate.
If we talk about two-section performance, then we have in mind the presence of two head sections. The control of the 2ES6 electric locomotive, according to the rules of operation, can be provided from any cabin. In addition, each of them must be equipped with everything necessary to ensure management.
A two-section design with a booster zone implies the presence of two head sections and one booster, with the possibility of transition from one head section to another just through the booster zone.
If the locomotive is combined into a three-section or four-section, then the possibility of moving inside the body from the head to the tail will be impossible.
Detailed technical parameters
In the operating rules there are clear values for all the technical characteristics of this locomotive. In addition, data are indicated for both two-section and three-section, and four-section. The main data are given below:
- The current collector of the 2ES6 electric locomotive is designed for a rated operating voltage of 3 kV.
- The track gauge for the passage of the train should be 1520 mm.
- The axial formula, which was indicated earlier for the two sections, will remain the same even in the case of a three-section or four-section execution. Only the first coefficient will change by 3 or 4, respectively.
- The load from the wheelset of this locomotive in any design will be approximately 245 kN with an error of 4.9 kN in either direction.
- The gear ratio of the locomotive’s gear is 3.44.
- The service weight of the electric locomotive with 0.7 tonnes of sand will be 200 for a two-section and 300/400 for a three and four section, respectively.
- Further, it is important to pay attention to the power of the traction motor shafts. For a two-section, it should be at least 6440 kW, for a three-section - 9660 kW, for a four-section - 12880 kW.
- The traction force, measured in kN, is 464 for two sections, 696 for three, and 928 for four.
The above power and traction are relevant for the operation of an electric locomotive in hourly mode. If the operating mode is replaced by a long one, then the parameters will be as follows:
- Power will be equal to 6000, 9000 and 12000 for two, three and four sections respectively.
- The traction force will have to be 418, 627, 836 kN for sections.
The entire list of rolling stock of the 2ES6 electric locomotive can be easily found on the network. It lists all the posts of the depot and the railways on which this or that train is operated.
Manufacture and installation of equipment
As for the manufacture of the electric locomotive itself, as well as all its equipment, it passes under the climatic modification "U", which means a temperate climate. Also locomotive and equipment placement categories - 1,2,3.
All equipment that will not be installed in the enclosure must be executed in accordance with the conditions of U1. The equipment mounted in the body is carried out according to the rules of U2, but provided that the ambient temperature does not exceed +60 degrees Celsius. Equipment manufactured in accordance with U3 rules is to be installed inside the cabin, and the working upper temperature value is also +60 degrees Celsius. The electric locomotive and equipment have one more limitation, which concerns the maximum operating altitude above sea level, and it is 1.3 km.
It is worth adding here that equipment made according to the climatic conditions U1 and U2 allows frost to fall out and then thaw it.
It should further be noted that all the main equipment from the list of the 2ES6 electric locomotive is divided into three categories depending on the mechanical factors under which they can be operated. Mechanical stress means vibration and shock loads. For the unsprung part of the units, this is the M25 group, the M26 group includes equipment located on the carts of an electric locomotive. All equipment inside the body of the locomotive belongs to the M27 category. All these groups are adopted in accordance with GOST 17516.1-90.
Application of 2ES6 at Oktyabrskaya Railway
In 2018, 2ES6 electric locomotives arrived at the Oktyabrskaya Railway. For this highway, they have become fundamentally new models. Two-section models of these locomotives were sent here. After the traction and energy tests, it was confirmed that it was possible to increase the mass of trains by 40%.
Reviews about the 2ES6 electric locomotive at Oktyabrskaya railway are only positive. This is due to the fact that putting them into operation made it possible to increase the mass of trains in such directions as Babaevo-Luzhskaya and Babaevo-St. Petersburg, from the previous 6.5 to 8 thousand tons.
The station staff noted the excellent structural and technical solutions, which led to the possibility of increasing the mass. In addition, passing tests at this station showed that it is now possible to increase throughput, and at the same time reduce operating costs for maintaining the fleet of locomotives. In addition, another significant advantage that was noted by the engineers and other employees is the saving of specific energy consumption by 7-15% compared with previous trains.
Locating equipment on a locomotive
Placing all the equipment is a rather important process, since it is necessary to install a large number of equipment and at the same time leave free space for the personnel operating the train. In this regard, the devices are mounted in cabins, high-voltage chambers, engine rooms and even on the roof. It is possible to place some units under the body of an electric locomotive and in its end walls.
The correct layout of the body and the placement of all equipment should also ensure accessibility for maintenance personnel to inspect or repair the 2ES6 electric locomotive. Plus, all units must be mounted in accordance with all safety rules and comply with the safety measures of industrial sanitation.
It is worth noting here that the body of an electric locomotive of this model is divided into compartments in the vertical and horizontal plane.
In the vertical, the following parts can be distinguished: a compartment for roof and body equipment, as well as equipment located under the body.
To the horizontal plane include the vestibule, the driver’s compartment, the transition platform and the engine room with a high-voltage chamber.
UKTOL at 2ES6
UKTOL is a unified complex of brake equipment. The pneumatic brake system on the 2ES6 electric locomotive consists of two main parts - an automatic brake and an auxiliary brake for a locomotive. This pneumatic system provides the possibility of not only service braking, but also emergency, hitchhiking, as well as braking in case of unintended breeding of sections.
In addition, there is a remote control of the brakes of an electric locomotive. UKTOL on a 2ES6 electric locomotive is a complex consisting of governing bodies. All of them are located on the control panel of the driver of a unified type. The main and only task of the complex is to control the brake pneumatic system.
The work of the parts of the electric
This locomotive consists of many parts that perform their functions. The trouble-free operation of all parts sets the electric locomotive in motion.
It’s worth starting with the carts. Each of the transport sections includes the presence of a two-base trolley on which the body frame rests. In addition, the carts will perceive traction and braking forces. It itself consists of a welded frame with a box section.
The trolley has a frame, which is intended for transmission, as well as further distribution of the vertical load.
For the first time on an electric locomotive of this type, a wheel-motor block was used. It uses conical motor-axial rolling bearings, as well as a double-sided helical gear transmission. The main feature of the wheel-motor block is that it uses a single rigid housing for two motor-axial bearings.
Faults and repairs
Since the repair of such a complex device is a time-consuming and lengthy task, personnel can almost never carry it out on the road. For this reason, if any malfunction is found that needs repair, the electric locomotive driver should try to bring the train to the nearest station or convenient profile on its own inertia. Sometimes it happens that you have to make an emergency stop on the rise. In this case, it is recommended to keep the train compressed, and also not to release the brakes until the electric locomotive begins to move.
After all these actions, the driver should inspect the malfunction and inform the dispatcher about the nature of the damage, the possibility of carrying out and the estimated time of repair, if possible. After that, the dispatcher must either give permission to carry out repair work or send an additional locomotive.
Sometimes such cases arise when the restoration of an electric locomotive can take a huge amount of time. In these cases, the only right decision will be to build an emergency circuit, which is given in the operating instructions. If it is not possible to move off due to a large incline, an auxiliary locomotive should be called immediately.