Freight electric locomotives. Electric locomotives
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The EP20 series electric locomotive is a two-system passenger locomotive created by Transmashholding together with the French company Alstom. EP20 is conceived as the lead project of a large-scale development program for a family of Russian electric locomotives of a new generation. The electric locomotive, according to customer requirements, must reach speeds of up to 200 km/h and must be operated at temperatures from −50 to +40°C. Thanks to the use of modern technologies, it is expected that the operating costs of the electric locomotive will decrease and the working life will increase. Designs of electric locomotives differ in different gear ratios of the traction gearbox. The EP20 electric locomotive can drive straight section:
train of 24 cars with a speed of 160 km/h;
train of 17 cars with a speed of 200 km/h;
Automatic guidance of passenger trains is carried out using satellite systems GPS and GLONASS positioning for energy efficient movement.
Design Features:
Equipment layout in a body with a central aisle
Load-bearing body
Electric locomotive crew designed for a maximum speed of 200 km/h
Traction electric drive with asynchronous traction motors and individual voltage inverters (axial control).
Modular control cabin with climate control, meeting all modern sanitary, ergonomic and safety standards
Traction gear class 3
The trolley is 2-axle, welded, with flexicoil springs, with transmission of traction (braking) force through inclined rods.
Bandage-free wheelset with a wheel rim life of more than 1 million km
Microprocessor control, diagnostics and traffic safety system, including auto guidance device
Astatic speed controller in traction and electric braking mode
Auxiliary converter with capacity control and soft start of fans and compressors
Disc brakes with individual brake units with automatic parking brake.
Modular installation of pneumatic and electrical systems
Oil-free compressors with air drying devices
Ventilation system - individual with capacity control
Type of current – constant with a voltage of 3 kV; AC 25 kV 50 Hz
Power 7200 kW
Speed 160 (200) km/h
Year of construction of the prototype: 2010
27 electric locomotives built as of August 2013
Operated on the Moscow Railway
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The electric locomotive of the EP1P series is a cargo-and-passenger locomotive that can be used on roads where there are long climbs of 15-20 km in length and a steep slope of up to 18‰ or more, as well as in climatic conditions with air humidity up to 95-100%. EP1P can transport cargo weighing 1400 tons. Universal EP1P is intended to be used on railways with low traffic intensity, where it is economically feasible to use the same machines in freight and passenger traffic.
Contact line voltage - 25 kV, 50 Hz
Power – 4700 kW
Speed – 120 km/h
Year of production: 2007
74 electric locomotives built
Manufacturer – Novocherkassk Electric Locomotive Plant
Operated on the Krasnoyarsk, East Siberian, North Caucasus railways
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The electric locomotive of the EP1M series is modernized, differs from the EP1 mainly in the installation of asymmetrical lightweight pantographs, a plastic block cabin with a modified driver's workplace. Operating an electric locomotive “in one person” (by one driver without an assistant) makes it extremely difficult to locate safety devices on the driver’s console, in particular the “SAUT” console. For this and some other reasons, they refused to control the locomotive “by one person”. The only exception is the Oktyabrskaya Railway. Electric locomotives EP1M (389-394) are operated by drivers without assistants on the Svir-Murmansk section, mainly with Moscow-Murmansk and St. Petersburg-Murmansk trains.
Power 4700 kW
Speed 140 km/h
Year of construction: 2007
Manufacturer – Novocherkassk Electric Locomotive Plant
Currently, 356 electric locomotives have been built
Operated on the Krasnoyarsk, Transbaikal, Volga, North Caucasus, Oktyabrsk, East Siberian, South Ural railways
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Electric locomotive EP2K series - passenger mainline direct current, designed for driving passenger trains, has the following design features:
- a modern driver’s cabin with an ergonomic control panel;
- microprocessor control and diagnostic system MPSU;
- economical ventilation system with low-maintenance air filters and smooth control of fan speed;
- block pneumatic equipment;
- new design trolleys with support-frame suspension of traction motors and gearboxes, a lever mechanism for transmitting traction force;
- comb lubricator;
- security systems CLUB-U, TSKBM, SOUT;
- automatic system fire detection and extinguishing;
- improved traction electric motors;
- new blocks of starting and braking resistors with power supply to fan motors from resistors, and not from the mains;
- LED buffer lights;
- brake valve with remote control;
- modern design body;
- high-security windshields and side windows with electrical heating.
Current type is constant
Voltage in contact network 3 kV
Chassis formula 30-30
Power 4800 kW
Speed 160 km/h
Wheelset load on rails 221 kN (225 tf)
Manufacturer - Kolomna Plant, electrical part - Novocherkassk Electric Locomotive Plant
Year of production of the prototype: 2006
Year of start of mass production 2008
330 locomotives built (as of June 2016)
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The VL40U series passenger electric locomotive is the result of the modernization of two-section VL80T freight electric locomotives into single-section passenger locomotives. The electric locomotive receives a new body, and ZERZ installs driver’s cabins and consoles similar to the ChS8 electric locomotives, and LLRZ installs cabins with a flatter frontal wall (similar to the VL65 cabin). Electric locomotives performed well on a flat profile, where for some time they were even used to drive freight, but on a hilly profile, driving trains 15–20 cars long turned out to be a difficult task and causes a lot of problems. negative reviews to VL40U from locomotive crews.
Power 2960 kW
Speed 110 km/h
Year of production - 2004
More than 50 electric locomotives built
Manufacturers – Zaporozhye Electric Locomotive Repair Plant and Lviv Locomotive Repair Plant
Operated on the South-Western, Odessa, Lvov railways
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Electric locomotive of the ChS2K series - direct current passenger. For supporting technical condition electric locomotives ChS2 organized major renovation. After the KRP, electric locomotives are assigned the index “k” (that is, the electric locomotive receives the name ChS2K), but the layout of the electric locomotive and its appearance practically do not change, the main difference is the replacement of the traction transmission with a toothed piston with a traction transmission with a running start of the drive gear of the gearbox, similar to the transmission type of electric locomotives ChS7 and ChS8.
Power 4500 kW
Speed 160 km/h
Year of commencement of work on the modernization of electric locomotives at the Yaroslavl Electric Locomotive Repair Plant 2002
Operated on Kuibyshev, Sverdlovsk, West Siberian, Ukrainian railways
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The EP1 series passenger electric locomotive is positioned by the manufacturer as a replacement for the Soviet VL60PK electric locomotives and the ChS4 and ChS4T electric locomotives previously imported from Czechoslovakia. Allows you to drive a train weighing 1440 tons on a rise of 9 thousandths at a speed of 80 km/h. In fact, EP1 is a VL65 electric locomotive, modernized for passenger traffic. The following traffic safety systems can be installed on an electric locomotive: KLUB-U, SAUT-CM/485 and TSKBM. Work on a system of many units, unlike VL65, is not provided. Electric locomotive EP1 is the first serial electric locomotive of the Novocherkassk plant with MSUD. The microprocessor system provides control of the main equipment and some relays, controls the rectifier-inverter converters that power the traction motors. Allows you to control an electric locomotive in four modes: “Auto-control”, “Manual control”, “Auto-control” and “Advisor”.
Contact voltage 25 kV, 50 Hz
Power 4700 kW
Speed 140 km/h
Year of manufacture 1999 - 2007
381 electric locomotives produced
Manufacturer – Novocherkassk Electric Locomotive Plant
Operated on the West Siberian, Far Eastern, Oktyabrskaya, Krasnoyarsk, Volga, East Siberian, Transbaikal, North Caucasian, Southeastern, South Ural, Gorky railways
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Electric locomotive of the EP10 series is a two-system passenger locomotive. Electric locomotives of this series are distinguished by high power, good acceleration dynamics, and improved energy performance. All locomotives are equipped with recovery equipment, an automatic traction control system and a regenerative rheostatic brake, a three-level microprocessor diagnostic system, and asynchronous electric motors. The possibility of servicing the electric locomotive by one person is provided. Electrical equipment is supplied by Bombardier Transportation.
Type of current: direct voltage 3 kV; alternating – 25 kV, 50 Hz
Power 7200 kW
Speed 160 km/h
Year of manufacture 1998 – 2006
12 electric locomotives built
Manufacturer – Novocherkassk Electric Locomotive Plant
Operated on the Moscow Railway
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Electric locomotive EP200 series - experimental high-speed passenger alternating current. The equipment for this electric locomotive was designed and manufactured in Russia (Novocherkassk Electric Locomotive Plant, JSC Elektrovypryamitel, Saransk, JSC Transformator, Tolyatti). Electric locomotives were tested long time on the experimental ring in Shcherbinka. According to available information, the electric locomotives were returned to eliminate deficiencies and for further testing. In 2004, the EP200-0001 electric locomotive was transferred for permanent operation to the Vyazma depot of the Moscow road, but it was soon returned to the Kolomensky plant, where it stood until 2009. Based on the test results in 2009, both electric locomotives were written off with the wording “Russian Railways does not need electric locomotives of this type”; in July 2009, one of them was transferred to the Museum of Railway Equipment at the Rizhsky Station.
Voltage in the contact network 25 kV, 50Hz
Power 8000 kW
Speed 200 km/h
Year of manufacture 1996
2 electric locomotives built
Manufacturer – Kolomna plant
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Electric locomotive of the ChS8 series - passenger two-section alternating current. It was created with the aim of increasing the number of cars in passenger trains. The mechanical part of the new electric locomotive is made according to the type of DC electric locomotives ChS7.
Contact voltage 25 kV, 50 Hz
Power 5600 kW.
Speed 180 km/h
Years of production 1983 - 1989
82 electric locomotives built
Operated on the North Caucasus and South-Western Railways
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Electric locomotive of the ChS7 series - passenger two-section direct current. The ChS7 electric locomotive consists of two identical sections. The basis of each section is a carriage-type (that is, not hooded) body with a supporting frame. It is worth noting that one of the ChS7 electric locomotives, namely ChS7-209, became the 5000th anniversary electric locomotive built for the Skoda plant.
Voltage in contact network 3 kV
Power 6160 kW.
Speed 160 km/h
Years of manufacture 1983 - 2000
291 electric locomotives built
Manufacturer: Skoda plant, Czechoslovakia
Operated on the South Ural, Moscow, Dnepropetrovsk, South-Western, Southern, North Kazakhstan railways
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Electric locomotive of the ChS6 series is a direct current passenger locomotive. Desire to increase throughput railways due to a decrease in the number of trains and an increase in the number of cars gave impetus to the creation of a new electric locomotive with greater traction power based on the ChS200 electric locomotive. The design of the ChS6 is almost similar to the ChS200 and has a minimum of differences in controls and circuits.
Voltage in contact network 3 kV
Power 8400 kW
Speed 160 km/h
Years of production: 1979, 1981
30 electric locomotives built
Manufacturer: Skoda plant, Czechoslovakia
Operated on Oktyabrskaya and North Caucasus railways
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The ChS200 series electric locomotive is a high-speed passenger two-section DC locomotive. It was created by order of the USSR railways in connection with the increased need to transfer high-speed traffic on the Leningrad-Moscow line to electric traction, with powerful and high-speed locomotives, and subsequently to update the locomotive fleet on the Leningrad-Moscow line. The basis of the project was the DC electric locomotive ChS2, which is already in operation and has proven itself well on the railways of the USSR. However, many significant changes were made to the ChS200 project. Based on the calculation of traction, acceleration, and maintaining speed, it became clear that the electric locomotive will be two-section and unlike any of its predecessors
Voltage in contact network 3 kV
Power 8400 kW
Speed 220 km/h
Years of production 1975-1979
12 electric locomotives built
Manufacturer: Skoda plant, Czechoslovakia
Operated on the Oktyabrskaya Railway
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AC passenger electric locomotive series ChS4T. Compared to the original model, the ChS4T had a seriously modified body, and rheostatic braking was also applied. In addition to changing the body from fiberglass to steel, hatches were added in the side walls to remove the motor-compressors, the body supports were changed, and many changes were made to the electrical part.
Contact voltage 25 kV, 50 Hz
Power 5100 kW
Speed 160 km/h
Years of construction 1971 – 1986
510 electric locomotives built
Manufacturer - Skoda plant, Czechoslovakia
Operated on the South-Eastern, North Caucasian, Moscow, Northern, Sverdlovsk, South-Western railways
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The ChS5 series electric locomotive is an experimental dual-system passenger locomotive, built in Czechoslovakia for the USSR. Electric locomotives of this series were planned to be used as an alternative to docking stations for transition between lines various systems current However, ChS5 did not go into production, since in the USSR the construction of docking stations was very popular, and where it was economically unprofitable, they began to use domestic two-system electric locomotives VL82, which appeared in the same year. In addition, in those years there was not a sufficiently effective solution to the problems of high cost, heavy weight and high cost of operating such locomotives. The mechanical part of the ChS5 electric locomotive was taken with minor changes from the ChS4 electric locomotive. The most noticeable change is the new hydropneumatic leaf spring suspension. When operating on direct current, traction motors are powered from the contact network through a current system selector and a high-speed switch; when operating on alternating current, from two rectifier units powered by a step-down transformer.
The voltage in the contact network is 3 kV DC; 25kV. 50Hz AC
Power 3750 kW
Speed 160 km/h
Year of construction 1966
2 electric locomotives built
Manufacturer: Skoda plant, Czechoslovakia
Didn't go into series
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The VL40 series electric locomotive is an experimental four-axle AC passenger electric locomotive. In addition to their low weight, a distinctive feature of these electric locomotives was their single-motor drive (one traction motor drove two wheelsets), and the traction forces from the bogies to the body were transmitted through inclined rods. Power electrical diagram was borrowed from the VL80K electric locomotive, the circuit of auxiliary machines was designed anew - instead of a phase splitter, a phase-shifting transformer was used to power two-phase asynchronous motors - six fan motors and two compressor motors. The power of electric locomotives was no more than 3200 kW, while already at that time the increase in the weights of passenger trains required more powerful machines, and moreover, deliveries of more powerful six-axle electric locomotives ChS4 had already begun from Czechoslovakia. In this regard, the VL40 electric locomotives never entered normal operation. Both vehicles were abandoned even before traction and energy tests were carried out and abandoned on the NEVZ tracks. To date they have not survived
Type of current – alternating 25 kV 50 Hz
Power 2*1600 kW
Speed 110 km/h
Years of production: 1966, 1969
2 electric locomotives built
Manufacturer – Tbilisi Electric Locomotive Plant
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Electric locomotive of the ChS4 series – passenger alternating current. The electric locomotive had significant differences in design from the ChS2 series DC electric locomotives produced at that time and was completely different in design constructive solutions for electric locomotives produced in the USSR. The lining of the body and driver's cabin is made of fiberglass. The significant size of the windshields, the characteristic outlines of the spotlight glasses and buffer lamps, and the rounded contours of the fiberglass casing created the unique appearance of the electric locomotive. In addition, the weight of the electric locomotive was significantly reduced, and hence the load on the axle, which made it possible to build new, more powerful single-section electric locomotives without reducing the weight of the equipment. The economic benefits from this were colossal; there was no need to build powerful electric locomotives in two-section design, and braking tests showed excellent results. The author of the design is Czech designer Otakar Diblik
Contact line voltage 25 kV, frequency 50 Hz
Power 4930 kW
Speed 160 km/h
Years of construction 1965-1972
230 electric locomotives produced
Manufacturer - plant?koda Czechoslovakia
Operated on the North Caucasus, Moscow, Northern, Southern, and Volga Railways
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DC passenger electric locomotive series ChS2m. In order to carry out experimental trips at high speeds, a drive with a gear ratio of 1.52 was installed on electric locomotives, which made it possible to increase the maximum speed from 160 to 180 km/h. On these electric locomotives, large gear wheels were mounted on the axle of the wheel pair, and not on the center hub, as on serial electric locomotives. The experimental electric locomotives were assigned the ChS2m series. Both electric locomotives arrived for testing at the Oktyabrskaya Railway, where in March 1966 one of them reached a speed of 205 km/h, and in February 1971 - 220 km/h.
Voltage in contact network 3 kV
Power 3708 kW
Speed 180 km/h
Year of construction 1965
2 diesel locomotives built
Manufacturer: Skoda Czechoslovakia plant
Operated on the Oktyabrskaya Railway
Electric locomotives!
An electric locomotive is a non-autonomous railway locomotive (tractor) that uses electric motors for traction and consumes electricity from an external network (less often from on-board batteries).
Depending on the type of current used, a distinction is made between DC electric locomotives and AC electric locomotives. There are also dual-power electric locomotives - direct and alternating current.
The history of the creation of electric locomotives!
First attempts to use electrical energy For mechanical work began to be implemented from the beginning of the 19th century.
The experiments of B. S. Jacobi, carried out in 1834 with an electric motor he assembled, equipped with a rotating armature, had important for rail transport powered by electric motors.
At the same time, experiments were carried out in the USA, Germany, England and France to move mock-up crews using electric motors.
In 1838, R. Davidson made experimental trips on a two-axle trolley weighing 5 tons along the section of the railway between Glasgow and Edinburgh.
In 1845, Professor Page put forward a proposal to create an electric railway 7.5 km long on the Washington - Bladensburg section. On the first test runs, the electric locomotive was able to reach a speed of 30 km/h.
In 1879, an electric locomotive with a power of 3 hp was demonstrated at the German Industrial Exhibition. pp., created by the German engineer Werner von Siemens. The locomotive was used to take visitors around the exhibition grounds. The speed was 6.5 km/h, the locomotive was powered from the third rail with a direct current of 160 V.
In 1883, American engineer Leo Daft built his first electric locomotive, the Ampre. The Ampere electric locomotive had a mass of two tons and a power of 25 hp. s., and could pull a mass of ten tons with a maximum speed of 9 miles per hour (16.7 km/h).
After the Ampere, Leo Daft built the Volta and Pacinotti locomotives.
Later, Leo Daft began electrifying a three-mile section of the Baltimore horsecar, but this experience did not lead to success, since the third-rail powered system turned out to be too dangerous for city conditions and very capricious to operate.
Electric traction had many positive factors, and by 1900, electric locomotives and passenger cars with traction motors (the prototype of electric trains) and trams began to appear in many countries.
In October 1903, in Germany, a train, which included a motor car manufactured by Siemens, reached a speed of 210 km/h on the section between Marienfelde and Zossen in the Berlin area.
The first in the world to electrify the Baltimore-Ohio railroad, 115 km long. On it, electricity was supplied to the electric locomotive via the third rail. To power the electric locomotives, a direct current of 650 V was used, supplied from the third rail.
History of electric locomotives in Russia!
Electric locomotives appeared in Russia in the 1930s, during the Soviet era.
To equip the first electrified areas with electric locomotives, electric locomotives were purchased abroad, and the development of their own domestic electric locomotives began.
The first electrified section of the railway in the USSR was Baku - Sabunchi; on this section, electrification was intended for suburban traffic.
The first mainline electric locomotives were equipped with the Suramsky pass section (Khashuri - Zestafoni). Work on the electrification of the Suramsky pass section began in 1928, and at the same time a decision was made to purchase electric locomotives from foreign manufacturers. Proposals were received from 6 foreign companies.
The People's Commissariat of Railways (NKPS) chose the proposals of General Electric (USA) and Tecnomasio Italiano-Brown-Boweri (Italy). General Electric was supposed to supply 8 electric locomotives, 2 of them with installed traction motors (TED), and 6 other TEDs produced by the Moscow Dynamo plant were supposed to be installed in the USSR. And 7 more electric locomotives were ordered from the Italian company.
In 1932, electric locomotives built in the USA arrived at the Khashuri depot, where they received the designation C10 series. On August 2, 1932, the first run-in of a mainline electric locomotive took place on the Khashuri-Likhi section. On August 16, 1932, the grand opening of the electrified section took place - passenger train carried out the electric locomotive S10-03. After this, regular operation of trains with electric locomotives began.
In 1929, preparations began at the Dynamo plant and the Kolomensky plant for the production of electrical equipment and mechanical parts of domestic electric locomotives.
By May 1, 1932, the Dynamo plant produced the first two traction electric motors DPE3-340 (Dynamo, Direct Current, Electric Locomotive, 340 - hourly power in kW).
In August 1932, the mechanical part of the electric locomotive arrived from the Kolomna Plant. The assembled electric locomotive received the designation SS series (Suramsky Soviet) and was tested in November 1932 on the Northern Railways.
The photo shows the electric locomotive Ss.
On March 15, 1932, detailed design of a direct current electric locomotive began, which subsequently received the VL19 series (VL is an abbreviation of the initials Vladimir Lenin).
On November 6, 1932, the first domestic electric locomotive VL19 was produced and also arrived for testing at the Suramsky site.
At the beginning of 1938, the design of an electric locomotive of the VL22 series began, and already in September 1938, the first electric locomotive of this model was produced.
The photo shows the VL22 electric locomotive.
The Great Patriotic War interrupted the production of electric locomotives, but already in June 1944, the Dynamo plant began assembling its last electric locomotive, VL22-184. After this, the Novocherkassk Electric Locomotive Plant, created on the site of a locomotive plant destroyed during the war, began to build electric locomotives. The first Novocherkassk electric locomotive, VL22-185, was produced in June 1946.
In March 1953, the first electric locomotive designed by NEVZ, N8 (Novocherkassk eight-axle), was produced. Since January 1963, this series has received a new designation VL8. A total of 1,715 electric locomotives of this model were produced. This model became the first truly mass-produced one.
The photographs show electric locomotives of the VL8 series.
In 1954, the Novocherkassk Plant produced, according to its design, two experimental AC electric locomotives, initially designated NO (Novocherkassk Single-Phase) - since January 1963, the name of this model was replaced by VL61.
Electric locomotives VL61, 12 units were built in 1954-1958, and they arrived for operation at the “Ozherelye” Pavelets section of the Moscow-Kursk-Donbass Railway, work on the electrification of which on alternating current was carried out in 1955-1956.
In 1956, at the 20th Congress of the CPSU, it was decided to begin the mass introduction of diesel and electric locomotive types of traction on Soviet railways, as well as to stop the construction of steam locomotives.
In the same year, 1956, the largest locomotive-building plants in the USSR, Kolomensky and Voroshilovgradsky, produced their last steam locomotives and switched to producing diesel locomotives.
At the same time, a decision was made to purchase two mainline electric locomotives from Czechoslovakia, which were delivered in 1957.
By Decree of the Council of Ministers of the USSR No. 1106 of October 3, 1958, alternating current electrification was started on the USSR railway network.
For 1959-1960 new system electrification was introduced on lines with a length of 1220 km.
At the beginning of 1959, the extraordinary 21st Congress of the CPSU was held. The decisions of the congress planned to carry out a radical technical reconstruction of railway transport by replacing steam locomotives with economical locomotives - electric and diesel locomotives. In this regard, the USSR intensified the development of new models of electric locomotives, and increased production capacity for their serial production.
In 1961, the Tbilisi Electric Locomotive Plant (TEVZ) built the first electric locomotive T8 according to its design. In 1962, the Tbilisi plant produced the second electric locomotive of this model. In 1963, electric locomotives received a new designation - VL10.
VL10 electric locomotives were built in Novocherkassk (1969-1976) and Tbilisi (1961-1977); a total of 1,799 electric locomotives were produced. Mechanical part for the first 20 VL10, assembled in Tbilisi, the Lugansk plant manufactured, and for all other VL10, the Novocherkassk plant manufactured.
The photo shows the electric locomotive VL10.
Production of electric locomotives in other countries!
The United States was a pioneer in electric locomotive construction and railway electrification, and in the 1920s and 1930s became the country with the most developed electric locomotive production. The main manufacturer of American electric locomotives was General Electric. But later, due to the development and improvement of diesel production, and the peculiarities of the operation of US railways, the further development of electric locomotives and electrification in the USA was suspended. As a result, the production of electric locomotives in the USA was discontinued, since importing electric locomotives from abroad was more profitable (due to the limited need for them) than organizing and maintaining its own production.
As a result, starting from the 1970s, almost all electric locomotives newly entering service in the United States are imported, and only a small part of multi-unit rolling stock is produced in the United States itself and mainly under foreign licenses.
In Europe, the production of electric locomotives is carried out in Germany, France, Italy, Switzerland, Austria, Sweden, Spain, Great Britain, Turkey, the Czech Republic, and Poland. Europe accounts for the majority of all electrified railways in the world; accordingly, electric locomotive construction has received the greatest development in Europe. The production of electric locomotives in Europe covers not only intra-European needs for these types of locomotives, but also constitutes the majority of the total global export of electric locomotives.
In Asian countries, electric locomotives are produced in Japan, Korea, India, China and the DPRK.
In Japan, electrified railways have become widespread. In Japan, electric locomotives are produced by Hitachi, Mitsubishi and Toshiba Electric.
Modern electric locomotives!
Modern electric locomotives are powerful, reliable machines that carry out railway transportation in the most different countries and on almost all continents.
The railway is the most important infrastructure industry economy, in its own way" circulatory system", without which it is impossible to imagine a modern economy. Good railway network and availability own production facilities rolling stock makes any economy in the world stronger. However, after the collapse of the Soviet Union, Russia was left with a not very rich legacy. For example, the Lugansk Diesel Locomotive Plant is now located in Ukraine, but there was no production of locomotives for passenger trains in the USSR at all, and the trains were driven on our roads by Czechoslovak emergencies of various models. And it’s not worth mentioning high-speed locomotives at all. By the mid-2000s, two holdings were formed in Russia: Transmashholding and Sinara Group, which were able to establish the production of new models, and they were able to supply almost the entire range for Russian Railways necessary equipment. Also on Russian market More recently, the “First Locomotive Company” appeared, which is also capable of occupying its niche for certain types of products. Our review will show all electric locomotives that are planned or have gone into production over the past 10-15 years.
EP2K
EP2K The first Russian direct current passenger electric locomotive. It went into serial production in 2008 and more than 350 copies have already been produced. Produced at the Kolomensky plant. The electric locomotive is used mainly on the West Siberian Railway and Oktyabrskaya Railway (St. Petersburg). Previously, such cars were not produced either in Russia or in the USSR, but were bought abroad, mainly in Czechoslovakia. At the beginning of the 90s, purchases stopped, and the plant, which produced locomotives for the USSR and social services. camps stopped producing similar products, and analogues have already appeared in Russia.
Maximum speed - 160 km/h
Continuous mode speed - 91 km/h
Long-term traction force - 161 kN
Traction force at maximum speed- 91 kN
EP20
Despite the fact that the main workhorse of Russian Railways are EP1 and EP1M, which have been produced since 1998, already at the stage of creation it was clear that they would not be able to completely replace the ChS series of locomotives, and were created primarily to quickly replace old electric locomotives, many of them which have practically exhausted their resources. After updating the fleet, the need arose to create a modern and faster locomotive. Also, this locomotive was supposed to be dual-system and with asynchronous motor, which greatly simplified its operation. The first EP20 rolled off the assembly line of the Novocherkassk Electric Locomotive Plant in 2011. The locomotive is used primarily on the fastest routes and therefore only this moment 60 pieces.
Maximum speed - 200 km/h
Continuous mode speed - 100 km/h
Long-term traction force - 147.1 kN
Traction force at maximum speed - 115 kN
ES5K
The most popular modern locomotive in Russia. A total of 1,200 copies have been released since 2004. Produced at the NEVZ plant in Novocherkassk. ES5K is an AC electric freight locomotive, which is available in four versions from one to four sections. It is thanks to various modifications and great capabilities that it is the most in demand on Russian Railways, for example, one of the most powerful electric locomotives in the world, and despite having 4 sections and a length of 64 meters, it is indispensable on some difficult sections.
Characteristics of 2ES5K
Maximum speed - 110 km/h
Long-term traction force - 423 kN
ES4K DC electric freight locomotive. It has been produced since 2008, but at the moment Russian Railways orders only locomotives in a three-section design, and the remaining options are inferior in characteristics to other locomotives. It is also produced at NEVZ.
Continuous mode speed - 53.4 km/h
Long-term traction force - 586.5 kN
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2ES5 "Skif"
This locomotive is only planned to be put into production, and the first copies went for testing in 2014. The first Russian AC freight locomotive using six-pole asynchronous traction motors. Its distinctive feature is its maximum unification with the EP20 electric locomotive, which reduces the cost of production and maintenance of the electric locomotive. Currently, 5 copies have been built and are being tested on the East Siberian Railway.
Maximum speed - 120 km/h
Continuous mode speed - 50 km/h
Long-term traction force - 536 kN
2ES6 "Sinara"
The most popular Russian DC freight locomotive is 2ES6, produced at the Ural Railway Engineering Plant since 2009. It was created in close cooperation with the German company Siemens. The locomotives are produced only in a two-section version, and at the moment 750 copies have already been produced. One of the main features of 2ES6 is its high localization, which reaches almost 100%, this was one of the main conditions for signing a contract with Russian Railways, which was even exceeded, because it was necessary to increase localization to 80%.
Maximum speed - 120 km/h
Continuous mode speed - 51 km/h
Long-term traction force - 418 kN
2ES10 "Granite"
In 2010, the first DC electric locomotive with asynchronous traction motors rolled off the assembly line of the Ural Railway Engineering Plant. The locomotive went into production in 2012. However, it did not become as widespread as its predecessor, but despite this, 150 copies have already been produced. The locomotive was also developed in close cooperation with Siemens and thanks to modern technologies, it is capable of carrying trains 1.5 times larger than its predecessor VL-11.
Maximum speed - 120 km/h
Continuous mode speed - 55 km/h
Long-term traction force - 538 kN
2EV120 "Prince Vladimir"
A modern electric locomotive with high performance, but its fate has not yet been determined. Only this year, 2017, it passed all tests and was recommended for production. It was developed in collaboration with the Canadian company Bombardier. The electric locomotive is designed to drive freight trains weighing 7000-9000 on road sections of up to 4000 km, and its main feature is its two-system design, i.e. it can be used both on roads with direct and alternating current and due to this factor it should occupy its small niche in the Russian market, and is also perfect for export.
Maximum speed - 120 km/h
Continuous mode speed - 52.8 km/h
Long-term traction force - 600 kN
In Europe, people often travel to work in neighboring cities by electric trains; there it is much more convenient than a car. On a European train you can meet a successful businessman working on a laptop. Perhaps someday this will happen here too, but for now in Russia they use electric trains, rather, out of poverty and hopelessness.
Expo 1520 is an international specialized exhibition of the latest achievements in the field of railways. At any technical exhibition, the most spectacular part is, of course, the demonstration program. More than 40 units of various equipment took part in it, from old steam locomotives to the newest locomotives.
The first to pass was the largely legendary steam locomotive Ov (Sheep). This is one of the most popular domestic pre-revolutionary locomotives. Produced from 1901 to 1928. Wikipedia tells us that this particular steam locomotive with number 324 is the only O-series steam locomotive in running condition in the post-Soviet space; it was produced in 1905 at the Nevsky Plant and is currently assigned to the locomotive depot St. Petersburg-Sortirovochny-Moskovsky (TC-7 ).
And today it is the oldest operating steam locomotive in Russia. This locomotive is often featured in films. The last locomotive of this type was taken out of service in 1964 on the Trans-Baikal Railway. I wonder how this specimen got here from St. Petersburg?
Steam locomotive E entered into the Guinness Book of Records for the number of units produced (about 11 thousand) and for the total duration of production: it was produced in various modifications for as long as 39 years, from 1912 to 1957. This copy is assigned to the same St. Petersburg depot as the previous Sheep.
CO series steam locomotive(Sergo Ordzhonikidze). Produced from 1934 to 1951. During the war, it was actively used to provide front-line railways. In working condition, 3 such locomotives have been preserved in the territory of the former USSR, two in the same depot as the previous ones, and one in Kyiv:
Su series passenger locomotive. It was produced from 1924 to 1951 and was in service until the 1960s. Developed on the basis of the C series locomotive, the best in Russian Empire. It is considered the first steam locomotive developed after the revolution in the USSR. It is also considered one of the best steam locomotives in the world. 4 of these locomotives have been preserved in working condition. This copy came from Rostov-on-Don:
L series steam locomotive. Produced from 1945 to 1955. Initially called P. It is considered one of the best and most popular Soviet steam locomotives. It could be used on all railways of the USSR, for which its developers were awarded the Stalin Prize. Because this type steam locomotives were produced after the war and in large quantities; many working units have survived to this day, including the very first produced copy of L-0001 (P-0001). They were actively used until the 1970s, and some of them are still in use as locomotives for retro trains. This copy is assigned to the Moscow depot “Podmoskovnaya”:
On the ring I gave some officials a ride in the booth. I tried to join them but it didn’t work. Perhaps my face didn't look formal enough for this:
Let's tick off the realization of this dream another time))
Passenger steam locomotive P36 series. Produced from 1950 to 1956. It was officially operated on the Trans-Baikal Railway until 1974, but in 1976 there were another 247 such locomotives in the Ministry of Railways fleet. Steam locomotives of this type were the last passenger locomotives produced in the USSR. A total of 251 units were produced. There are known to be 5 steam locomotives of this type preserved in working condition, including the very first example. Moreover, the locomotive that you see in the photo was, until recently, stationed at the depot named after. Ilyich at the Belorussky railway station in Moscow, after which it was removed from the pedestal and restored to running condition:
Freight locomotive L V. It was produced from 1952 to 1956 and became the last freight locomotive produced in the USSR. A total of 522 units were built. They were listed in the Ministry of Railways fleet until 1976. Currently, we also know about 5 steam locomotives of this type that have been preserved in running condition. This example was recently restored at the Podmoskovnaya depot:
VL22m. The first Soviet large-scale DC electric locomotive. Built from 1946 to 1958. A total of 1,542 units were produced. In the 80s of the last century they began to actively decommission. But in some places they were used in freight traffic until the mid-1990s. Currently, 12 units are known to still be in operation as shunting locomotives on factory lines. This copy was released in 1958 and assigned to VNIIZHT:
Electric locomotives VL were the most popular on domestic railways. Built in various types and modifications from the 50s to the 90s of the last century. Outwardly, as you can see, during all this time they did not differ much. Still in operation on most railways of the former USSR:
Diesel locomotive TE3. A legend of domestic diesel locomotive construction. Produced from 1953 to 1973. It was intended to replace steam locomotives on non-electrified railways of the USSR. They were actively withdrawn from service in the 1980s-1990s, but are still used on some railways of the former USSR, in depots and on industrial lines:
Shunting diesel locomotive TEM1. Produced in the USSR from 1958 to 1968. It was the heir to the TE1, which was very similar in appearance, and that in turn is a copy of the American RSD-1 locomotive supplied to the USSR in the 40s. An uninitiated viewer would hardly be able to distinguish them. Later TEM2 are also practically no different in appearance and are still in operation on domestic railways:
Electric locomotive ChS2 (Cheburashka) direct current. It was built at the Škoda plant (just think, the plant was then called the “Škoda People’s Enterprise named after V.I. Lenin”, here’s “Simply clever”!) in Czechoslovakia from 1958 to 1973. In various modifications, until 2007 it remained one of the main passenger electric locomotives on Russian railways. In the Czech Republic itself it is still found in some places. One of the experimental modifications of this electric locomotive in February 1971 on the Oktyabrskaya Railway reached a speed of 220 km/h (currently Sapsan barely reaches this speed on small area this road):
Electric locomotive ChS4 alternating current. It was produced in the same place, at Skoda in Czechoslovakia from 1963 to 1972. 230 units were produced in this GLASS PLASTIC body (!), and it was soon replaced by an updated version of the ChS4t. Some of the electric locomotives were overhauled and modernized with a body change. With such an original fiberglass body, ChS4 is currently not used in passenger transportation:
ChS4t. An updated and more widespread series of the ChS4 electric locomotive. I think most people saw and remember him this way. It differs from ChS4 in the presence of a rheostatic brake and a number of other updates. Produced in Czechoslovakia from 1971 to 1986. Still in operation on some routes of Russian railways:
The driver of the ChS4t electric locomotive says hello to the readers:
Electric locomotive ChS200 was released at Skoda in the late 70s, in the amount of 12 units for high-speed transport on the Oktyabrskaya Railway. The design speed is 220 km/h. It is still in operation on the routes Moscow-St. Petersburg-Helsinki-Murmansk. In particular, the Nevsky Express train carries:
Diesel locomotive M62, aka “Mashka”. It was produced from 1965 to 1994, and was supplied to all countries of the socialist camp. It is still in use here and in the countries where it was supplied:
Well, here come the modern ones. AC electric locomotive 2ES5K. Produced from 2004 to the present, it was developed to replace outdated electric locomotives of the VL series (see above) on lines with alternating current:
DC electric locomotive 2ES10 “Granit”. It is considered one of the most powerful two-section DC electric locomotives in Russia and Europe. Produced since 2010. Developed jointly by Transmashholding, German Siemens and Sinara. It should also replace the outdated VL11 electric locomotives:
Experimental AC freight electric locomotive 2ES5. Since 2011, two units have been produced. Externally and internal structure 75% unified with the new passenger dual-system electric locomotive EP20. Developed jointly by Transmashholding and the French company Alstom:
New dual-system passenger electric locomotive EP20. Produced since 2011. Dual-system electric locomotives will speed up passenger transportation by reducing technical stops for changing locomotives at the junctions of sections with alternating and direct current. First of all, these are the directions Moscow-Helsinki, Moscow-Adler, Moscow-Nizhny Novgorod, Moscow-Kyiv and others. Locomotive design speed up to 200 km/h:
Freight diesel locomotives 2TE25A produced since 2006:
Cargo 2 and 3 sections freight diesel locomotives of the 2TE116U and 3TE116U series have been produced since 2007 (three-section version since 2013), and are an improved version of the outdated Soviet 2TE116, which was produced since 1971:
Passenger diesel locomotive TEP70 was developed in 1970. The TEP70BS modification has been produced since 2002; in addition to Russian Railways, it is also exported to the countries of the former USSR:
TEM14. New shunting two-diesel diesel locomotive. Produced since 2011:
TEM9N, a prototype of a shunting diesel locomotive with an intelligent hybrid asynchronous drive. Prototype built in 2011:
“Hybridization” doesn’t just apply to cars:
Modernized version of the old Czechoslovakian shunting locomotive ChME3. Produced at the Yaroslavl plant since 2011:
Promising gas turbine locomotive GT1h. Only 2 experimental units have been produced since 2007. The most powerful gas turbine locomotive in the world, on which in 2011, here on the VNIIZhT ring, a world record was set, listed in the Guinness Book of Records: the locomotive drove a train of 170 cars with a total weight of 16,000 tons.
Gas turbine locomotives differ from diesel locomotives by the presence, instead of a diesel engine, of a gas turbine unit operating on liquefied gas. One refueling is enough for 750 kilometers. At the same time, the locomotive reaches speeds of up to 100 km/h. It is planned to use such locomotives primarily on the railways of Siberia, where there is an abundance of both heavy cargo and natural gas:
After the locomotives, various special equipment was used, such as flaw detectors, rail grinders, lubricators, motor rails and other devices.
This was an overview of the dynamic exposition of the international exhibition Expo 1520.
The SI electric locomotive (Suramsky, Italian-made, sometimes designated the SI10 series) is a Soviet mainline freight electric locomotive designed for operation at the Suramsky Pass. Produced by the Italian company Tecnomasio Italiano-Brown-Boweri. For operation at the Suram Pass, the NKPS initially decided to order electric locomotives from foreign companies, both in America and Europe, which subsequently made it possible to use foreign experience.