DE1

In the 1990s, there was an urgent need to replace VL8 electric locomotives , which had almost stopped working on Russian railways and remained the main freight locomotive only on the Donetsk and Dnieper rivers of Ukraine. To this end, the Dnepropetrovsk Electric Locomotive Plant has set about developing a new electric locomotive.

The first two cars built - DE1-001 and DE1-002 - had some elements that were replaced by more modern ones on serial machines. In fact, these two machines became a “testing ground”, on which various design solutions were tested, and after only a few years of operation, they were decommissioned due to significant wear and tear. By 2008, 40 electric locomotives were manufactured. Further release was discontinued due to the economic crisis .

The DE1 electric locomotive consists of two identical sections connected by an automatic coupling SA-3 . The body of the locomotive is all-metal, with a supporting frame. Biaxial carts with axle boxes by the type of assemblies of electric locomotives ChS4 - transmission of traction and braking forces through two rubber-metal leashes, weight load - through springs based on a balancer suspended from the bottom of the axle box . Almost the same trolleys were used on another DEVZ main electric locomotive - DS3 . On the roof in the front of the section there are start-brake resistors (PTR), in the back of the current collector is an asymmetric semi- pantograph type (replaced by P-5 from VL8 on many electric locomotives ) and main tanks.

The power circuit according to general solutions is similar to the power circuit of the ChS7 electric locomotive , the engine control system is a contactor-resistor with all three control methods - entering a rheostat, changing the voltage (turning on the motors in various circuits) and changing the excitation. Traction motors (TEDs), of which there are eight on the electric locomotive, are constantly connected in series in two, since one motor is designed for half the voltage of the contact network - 1500 V. To disconnect the faulty group, group switches with a pneumatic drive are installed, controlled from the assistant driver’s panel, and for changes in the direction of movement of the electric locomotive — reversers similar in design to TED circuit breakers.

Traction motor groups can be connected in series (series connection, C), in series-parallel (SP connection) and in parallel (P) with transitions according to the valve circuit. There are 23 rheostatic positions on the serial connection, the 24th position is the running position, that is, a long ride is allowed on it. The running position of the SP-compound is the 40th, P - 56th. Conclusion of a rheostat and inclusion of OP - by individual contactors, switching of connections - by group switches.

There are two types of electric braking on an electric locomotive - rheostatic and regenerative. In both cases, the TED field windings are powered by a static converter, and the current generated by the motors is removed from the anchors, however, during rheostatic braking, the generated current is fed to the MFR and converted to heat, and when regeneratively returns to the contact network, in this mode, the armature can also be connected in three connections. PTR, like on electric locomotives ChS2 ^T and ChS7, have fans powered by soldering the resistors themselves, that is, the voltage on the fans and their speed depend on the current through the PTR. This prevents the PTR from overheating during prolonged driving in a rheostat position or rheostat braking. To switch between traction and braking modes, brake switches are installed that are structurally similar to reversers and TED circuit breakers.

On each section two centrifugal motor-fans are installed, each of which blows the traction motors of one truck. Fan drive - high voltage commutator motors. Motor fans have three speeds - low, medium and high, this is achieved by turning on all four fans of the electric locomotive in series, in series, in parallel or in parallel. To provide an electric locomotive and composition with compressed air, each section has a PK-5.25 compressor (a similar one is installed on an industrial modification of the TEM7 diesel locomotive and TGM6 and TEP70 diesel locomotives ), which also has a drive from a high-voltage commutator engine.

The control and lighting circuits with voltage of 50 volts, as well as the excitation windings of the traction motors during electrical braking are powered by the PMP-1 static semiconductor converter (there was an electric machine converter on DE1-001 ... −016), powered by a contact network. Power supply of TED excitation windings during electric braking - also from a static converter, PMP-2. Protection of the high-voltage equipment of each section is a high-speed circuit breaker of the Swiss company Chesheron, equipped with an electronic unit for faster shutdown in some situations.

To control the power circuit and diagnose equipment on an electric locomotive, there is a traction electric drive control device (UUTEP), consisting of four MgT devices (cabinets with microprocessor equipment) on each section, as well as MgT-5.1 position indicators installed in the consoles. MgT-4.1 are located in the cabins, the remaining three pairs of MgT are in the high-voltage chamber, their functions:

• MgT-4.1 is responsible for receiving signals from the controller of the driver, indication and general control of the power circuit;
• MgT-4.2 controls most power devices;
• MgT-4.3 controls part of the apparatus, and is also responsible for electric braking and detection of skid / boxing;
• MgT-4.4 controls auxiliary circuits.

In the second section, the MGT number is supplemented by the index −01, for example, MGT-4.3-01. Unfortunately, neither the MGT software nor the operating conditions are thought out quite well - in the event of a failure of one MGT in one section, the entire electric locomotive often loses its working capacity, failures occur in the heat due to overheating, in frost - due to overcooling, in this case the locomotive crew sometimes heats the electronics cassettes with his hands.

The brake equipment of the electric locomotive as a whole is standard - the driver’s crane No. 395 and the auxiliary brake valve No. 254, the air distributor No. 483. All atmospheric (outgoing compressed air from the brake system) openings of the brake valves have pipelines facing the outside of the body, so the operation of the cranes in the cab is almost inaudible and Does not tire your hearing with characteristic loud sounds.

As of August 2007, DE1 electric locomotives were divided equally between the Nizhnedneprovsk-Uzel depot (Dnipro city) of the Dnieper Dnieper road and the Liman of the Donetsk road . Previously, electric locomotives were assigned to locomotive crews, which allowed them to be protected, but at present they are fixed only formally and any team can work on each machine.

Two main drawbacks of the machine are the tendency to skidding and unreliable operation of the electronic part, the first is explained by the high power and non-equipment of the electric locomotive with anti-unloading devices that are available on the electric locomotives of overhead lines and emergency situations, and the second by unqualified service, many sensors after leaving the factory repair work until the first major depot repair. As a result, boxing or, for example, overheating of the traction motor, is falsely displayed. The opposite also happens - the lack of indication during boxing, which sometimes leads to the destruction of the traction motor in the boxing box.

January 21, 2009 descent of the electric locomotive DE1-024 according to Art. Red Estuary of Donetsk road.

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  DE1-019 leaves from Art. Pyatikhatki-Butt

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  Workplace of the driver

Electric locomotive DE1. Device and work. Possible malfunctions and methods for their elimination. PMI Moiseev S.A., Krasny Liman, 2011