VL10, electric locomotive: photo, description, device

2024 Author: Howard Calhoun | [email protected]. Last modified: 2023-12-17 10:16

VL10 is a DC electric locomotive manufactured in the USSR, designed for both freight and passenger traffic. It was produced at the Tbilisi and Novocherkassk electric locomotive plants from 1961 to 1977. The name "VL" was given to the electric locomotive in honor of Vladimir Lenin, and the index "10" meant its type. Since the mid-70s, centuries have passed, VL10 has become the main freight electric locomotive of the USSR railways. In addition, it was the most massive model in its class and became the basis for subsequent versions of VL11 and VL12. In this article, we will consider the device of the VL10 electric locomotive and its history.

Backstory

Electric locomotives of the VL8 model by the beginning of the 1970s no longer met the ever-growing requirements of the USSR railway industry. They had weak engines (only 525 kW of power), stiff spring suspension, heavy bogies and a too noisy cab.

On February 9, 1960, the terms of reference for the design of a new electric locomotive were approved. The project was developed by the designers of a special design bureau at the Tbilisi Electric Locomotive Plant. In the endIn 1960, the project was submitted for consideration to the Ministry of Railways. The release of the first model was timed to coincide with the 40th anniversary of the establishment of socialist power in Georgia. It's time to consider the device of the electric locomotive VL10.

Mechanical

The electric locomotive had a two-section body, each section of which rested on a pair of two-tail bogies by means of four side ball bearings. The body frame served to transmit traction and braking forces. All kinds of electric machines and electric devices were installed in each section. From the side of the driver's cab, the body received an SA-3 automatic coupler, and a permanent coupler of the TE2 type was used to couple the sections to each other.

Dimensions of electric locomotive:

1. Length – 32.04 m.
2. The height of the automatic coupler axle from the rail head is 1060 mm (plus or minus 20 mm depending on the condition of the bandage).
3. Wheel diameter - 1260 mm.
4. The smallest turning radius at 10 km/h is 125 m.

The total statistical deflection of the spring suspension is 111 mm. 63 of them are on cylindrical spring side supports, and 48 are on cylindrical spring springs of bogies. The traction force from the bogie frames to the body is transmitted by means of pivot assemblies. Bogie boxes are equipped with roller bearings. Traction or braking force is supplied to the bogie frame through leashes equipped with rubber-metal blocks.

In order to level the oscillations and vibrations of the body, friction was installed between the bogie frame and the axle boxes, and between the bogie frame and the body -hydraulic vibration dampers. The design of the VL10 electric locomotive also assumes the presence of an anti-unloading device that prevents the unloading of the first wheel sets from the arising moment.

Power plant

Current collection from the contact network is carried out by means of the current collector T-5M1, which is located at the end of each of the two sections. Inside the section is divided into three parts. In its head part there is a cabin. Behind it is the VVK (high-voltage chamber), which is fenced off from the passage with mesh fences. When the pantograph is lifted, they are pneumatically locked in the closed position. The engine room is located at the tail end of the locomotive.

VVK contains almost all switching and protective devices of the section: brake switch, reverser, contactors (linear, rheostatic, high-speed and shunt), boxing relay, etc.

The first and second sections have differences between high voltage chambers. In the VVK of the first section there is a high-speed switch BV-1, which protects the traction motors, as well as a switch that varies the types of connection of sections. In the VVK of the second section BV-2 protects auxiliary machines, and the switch varies the speed of the fan motors. In addition, there are some differences across the sections as a whole. For example, a radio station and a recording speedometer are located only in one part of VL10.

The locomotive has three auxiliary machines in the engine room. The main one is the fan motor. The unit consists of a high-voltage collector motor, a centrifugal fan(cools the VVK and traction motors) and a collector generator (generates direct current supplying lighting devices and the circuit of the VL 10 electric locomotive). Fan motors are connected in series in low speed mode and in parallel in high speed mode.

To provide the machine with compressed air, it is equipped with a motor-compressor. It consists of an engine similar to a motor-fan engine, and a three-cylinder compressor KT-6. Compressed air is needed for: the brake system of the locomotive and the train as a whole, pneumatic contactors, blocking the high-voltage chamber, windshield wipers and sound signals. The compressor of the electric locomotive VL 10 is connected to the engine directly, without a gearbox. Therefore, the motor cannot ventilate itself. To cool it, air is supplied from the fan motor.

The excitation windings of the traction motors in the regenerative braking mode are powered by a converter consisting of a high-voltage motor and a collector generator. The maximum generator current is 800 amps. A speed relay is located on the exciter shaft, which turns off the engine in case of an increase in speed. The excitation of the generator comes from the battery through a resistor. By moving the brake handle of the controller towards itself, the driver can reduce the resistance of the resistor. At the same time, the voltage generated by the converter increases, as does the voltage of the traction motors and the braking force.

It is allowed to operate an electric locomotive at a height of up to1200 meters above sea level. Regenerative braking is possible on all three connections. Work on the SMET system (a system of many telemechanical units) became available only in 1983, with the modernization of the electric locomotive.

Traction electric motors (TED) of the TL-2 model with support-axial suspension had a power of 650 kW each. The VL10 electric locomotive engine was made with 6 main and 6 additional poles. Such elements of the power plant as the engine frame, the bearing shield, the armature shaft, the brush apparatus and the small gear were unified with the TED of the VL60 electric locomotive.

The power electrical circuit, similar in design to the circuit of the VL8 electric locomotive, allowed three options for connecting traction motors:

1. Sequential.
2. Series-parallel.
3. Parallel.

VL10U

Since 1976, instead of the VL10 model, its weighted version began to be produced, to the name of which the “U” index was added. Due to the installation of cargo under the floor of the body, the load from the wheelset on the rails increased from 23 to 25 tf. Thus, the wheels of the electric locomotive received a greater traction force with the rails, which made it possible to transport heavier loads. In terms of the mechanical part, the electric locomotive, as well as its basic version, was unified with the models of the VL80 family. As for the body, the undercarriage, as well as the main and pneumatic equipment, they were unified with the basic version of the VL10. Electric locomotive VL10U left the assembly line in the amount of 979 copies. The locomotive was designedTbilisi plant, but also produced at the facilities of the Novocherkassk plant. It should be noted that this model is still in the TEVZ model range and is made to order. The last two VL10U locomotives were produced in 2005 by order of the Azerbaijan Railways.

VL10N

The model is an electric locomotive without a regenerative braking function, which was built specifically for the Norilsk industrial railway, as indicated by the “H” index in the title. Produced by the Tbilisi plant in the period from 1984 to 1985. During this time, 10 electric locomotives rolled off the assembly line. To date, all of them have already been decommissioned.

VL10R

In 2001, the Chelyabinsk Electric Locomotive Repair Plant upgraded one section of the VL10-523 and VL10-1867 electric locomotives, converting them into VL10P single-section two-cabin locomotives for driving passenger trains. At the same time, the VL10P-523-1 model retained the original cab of the VL10 base electric locomotive. And Model VL10P-1867-1 received an updated cab used on VL10K versions. One of the models was scrapped in 2012, and the other a year later.

VL10K

In 2010, the Chelyabinsk Electric Locomotive Repair Plant upgraded VL10 locomotives. The changes affected the cabin and the power circuit. The driver's controller was replaced with an electronic traction control system based on the telemechanical system of many units. Group switches have been replaced by individual contactors. Contactors worked on the principle of a valve transition from connection toconnection of traction motors VL10. The electric locomotive got the opportunity to work in 2, 3 and 4 sections, with a flexible change in the connection of traction motors. As for the mechanical part, auxiliary machines and traction motors, they have not changed much.

Service electric locomotive VL10

In the early 2010s, the same Chelyabinsk plant upgraded one section of the VL10-777 locomotive and made an electric motor out of it. The equipment of the engine room was dismantled, and the vacated room was re-equipped into the passenger compartment. Wide windows were installed in the side walls of the locomotive, and the front door was moved to the rear of the locomotive. Inside the section, in the center of the new ceiling, there were lamps for lighting, and tables with chairs were installed on the sides of the aisle. The second section of the locomotive continued to perform its electric locomotive functions. The model was used to transport the leadership of the South Ural Railway. She could work both independently and with trailers. In 2013, a fire broke out on the passenger section while driving, as a result of which it was decommissioned.

4E10

This was the name of the passenger-and-freight single-section two-cabin locomotive, which the Tbilisi plant made from the carriage sections of the VL10 model for the Georgian Railway. In total, 15 such electric locomotives were built between 2000 and 2008. Of these, 14 models worked in Georgia, one was ordered by the Russians. Despite the fact that the manufacturer positions the 4E10 as a freight electric locomotive, in Georgia it was often used fordriving passenger trains. The fact is that the use of such locomotives made it possible to release heavy electric locomotives for the transportation of freight trains.

Application

Today, VL10 is the main DC electric locomotive used for cargo transportation in the CIS countries. Like many other freight locomotives, it is also used to drive passenger trains. Almost all models of the VL10 electric locomotive are painted green. However, passenger versions are sometimes repainted in the colors of branded trains. The photo of the VL10 electric locomotive is probably familiar to many, because it is very common on domestic railways. By the way, at one time, VL10 sections were even tried to be used as part of suburban electric trains.

Successor

Since 1975, the production of the VL11 locomotive was launched, which was built on the basis of the VL10 model and received a number of improved characteristics. The main reason for designing a new model was not the malfunction of the VL10 electric locomotive and its obsolescence, but a banal lack of power. Initially, the designers wanted to simply adapt a two-section locomotive to work in three sections. Then they tried to equip the basic VL10 version with a new power plant. However, both options were unpromising, and the Tbilisi Electric Locomotive Plant set about creating a new locomotive VL11, which could operate on a system of many units. From 1975 to 2015, 1346 locomotives of this series were built. To this day, they can be found on different railway lines of the countries of the former CIS. On some of themelectric locomotives VL11 also work with passenger trains.

Conclusion

Having considered the description of the VL10 electric locomotive, we can conclude that it certainly was a successful project of Soviet electric locomotive builders. This is confirmed by the fact that the model is still found on domestic railways to this day. For more than five decades, the operation and repair of VL10 electric locomotives have been so well mastered that they are in no hurry to write them off.