VL12 (" Vladimir Lenin ", 12th type; designation - VL10 m ) - an experienced Soviet main 8-axis direct current electric locomotive with rheostat start and independent excitation of traction electric motors. I did not go into the series primarily because of the complexity and high cost of power electronic systems .
| VL12 | |
|---|---|
 | |
| Production | |
| Country of construction |  the USSR |
| Plant | NEVZ |
| Years of construction | 1973 , 1974 |
| Chief Designer | B. A. Tushkanov |
| Total built | 2 |
| Technical details | |
| Kind of service | cargo |
| Type of current and voltage in the contact network | constant 3000 V |
| Axial formula | 2 (2 O −2 O ) |
| Full Service Weight | 2 × 100 t |
| Rail axle load | 25 tf |
| Locomotive length | 2 × 16 420 mm |
| Wheel diameter | 1250 mm |
| Track width | 1520 mm |
| Regulatory system | Pulse voltage regulation with constant independent excitation of TED |
| Type TED | NB-407B |
| Hour power of TED | 8 × 755 kW |
| Hourly pull | 43 000 kgf |
| Clock Speed | 50 km / h |
| Continuous power TED | 8 × 740 kW |
| Continuous traction | 42 000 kgf |
| Construction speed | 110 km / h |
| Electric braking | Reactive , regenerative |
| Power of brake rheostats | 5000 kW |
| Exploitation | |
| A country | the USSR |
| Road | Moscow |
| Period | - |
Content
- 1 Design
- 2 The fate of electric locomotives
- 3 See also
- 4 Literature
Design
Electric locomotives VL8 and VL10 can only work in two-body ("two-section" is not applicable to these machines due to the peculiarities of the electrical circuit) version. However, the use of 12-axle electric locomotives, that is, consisting of 3 sections, is often required. It is required that each of the sections have an autonomous power circuit. As a result, work began on the creation of a new electric locomotive based on VL10 (design designation - VL10 m ). In addition, it was decided to increase the axial power of the locomotive through the use of new, more powerful traction electric motors of the NB-407 type from the VL82 m electric locomotive, with an hourly power of 755 kW. By the end of 1972, a technical project was completed at VELNII and on December 19 it was considered at the commission of the locomotive economy of the Scientific and Technical Council of the Ministry of Railways. As a result of the project review, it was recommended at each section to increase the number of cabins to two, thereby ensuring complete autonomy of each section, increase the axial load to 25 tf, increase the gear ratio (from 88:26 to 89:25, to increase traction ) and also increase the power of the converter for regenerative braking.
Further, the project was already developed by VELNII and NEVZ in conjunction with the Moscow Power Engineering Institute and SKB TEVZa , while the experience of creating and operating EPS with static converters (VL10-398, experimental ER22 ) was used. When designing, it was decided to apply independent excitation of TED. Due to the high mass of the designed electric locomotive, the designers abandoned the idea of two-cab sections, which allowed the use of unified bodies from VL80 to and VL80 tons . Due to the high axial loads, trolleys were used as on VL82 m , and due to the high number of design changes, the designation changed to VL12 . In December 1973, NEVZ produced the electric locomotive VL12-001, and in 1974 - VL12-002.
In fact, the electric locomotive turned out in many ways similar to the VL82 m - the same traction electric motors, the number of controller positions (25 on the serial connection of the section traction motors, 13 on the parallel, a total of 38), a bridge transition from connection to connection (whereas shunting was used on VL8 and VL10 on VL11 and VL11 valve m) of the same design and arrangement in the tail section of the starting rheostat cooled two connected parallel rpm fans (circuit design similar applied on electric ChS2 m , CHS6 , chs7 ) and generally similar equipment layout. The main innovation was the use of independent excitation of TED.
The fate of electric locomotives
Electric locomotives initially went through adjustment and testing at the NEVZ plant ring. As a result of the tests, it was noted that the electronic system improves the energy properties of the locomotive, and the use of independent excitation of traction motors reduces the likelihood of boxing , and when it occurs, it allows you to quickly restore grip. However, in the report, the testers modestly kept silent about the fact that this entire electronic system was very expensive, as well as difficult to operate and repair. As a result, only in 1977, electric locomotives were sent for operation to the Moscow Railway , where they worked at the Moscow-Sortirovochnaya depot . In this case, electric locomotives worked only on the sequential excitation of TED. In 1980, both electric locomotives were suspended from train work as not meeting the requirements of operation. VL12-002 was returned to the plant, and VL12-001 was transferred to PMS Reshetnikovo . In December 1987, he was expelled from the road inventory.
See also
- VL11 - was created on the basis of VL10 , adapted for operation according to CME .
- VL80R - the first serial Soviet electric locomotive with power electronics.
- 2ES4K - electric locomotive of the Novocherkassk plant with independent excitation of TED, the logical successor of VL12.
- 2ES6 is a variant of an electric locomotive with rheostatic start-up and independent excitation of the Sinara Transport Machines production.
Literature
Rakov V. A. experimental electric locomotives VL12-001 and VL12-002 // Locomotives of domestic railways 1956 - 1975. - M .: Transport, 1999. - P. 38 - 40. - ISBN 5-277-02012-8 .