Electric locomotives
VL82<sup>M</sup>-065
<space=1em><b>Two systems are needed</b>
<space=1em>At first, the electrification of railways in the USSR followed the path of using direct current with a voltage of 1,500 and 3,000 V due to the simplicity of regulating the speed and traction of the locomotive. However, this requires a very high current, up to 2,500 A, a reinforced copper contact wire and powerful power substations. The development of rail transportation required the use of alternating current, which made it possible to increase the voltage to 25 kV and use it without conversion at an industrial frequency of 50 Hz.
<space=1em>With the advent of two current systems, it was necessary to solve the issue of organizing the movement of trains through junction points. There are two ways to solve this issue. In the first, tracks are arranged at the junction station on which it is possible to switch the type of current, but this requires a change of locomotive. The second uses a locomotive capable of operating on both current systems and passing the joint along a dielectric insert.
<space=1em><b>Design of the VL82<sup>M</sup></b>
<space=1em>The VL82<sup>M</sup> electric locomotives had the same body, control cabins, and bogies as the VL80<sup>K</sup> AC locomotives. These are DC electric locomotives with transformer-rectifier devices for operation under alternating current, for which a step-down transformer is installed on each section. Each axle was driven by six-pole traction electric motors (TEM). For their cooling, two motor-fans were installed on each section.
<space=1em>Both sections of the electric locomotive had identical electrical circuits and could operate on a multiple-unit system. When working on alternating current, the voltage was supplied to the traction motor through a step-down transformer and a rectifier unit. On direct current, the voltage was supplied directly to the traction motor circuits. In both cases, the voltage at the motor terminals was regulated by rheostats. The locomotive's electrical circuit allowed the use of rheostat braking.
ID экспоната:
59
Галерея изображений:
http://dpmzdr.infomedia.digital/files/df/37/s1df37b55347b19da72a495c50f1e0d850ce30721d.jpg / http://dpmzdr.infomedia.digital/files/b2/47/s1b247c3db613fa52effc59c0715d1e344de57e8e7.jpg / http://dpmzdr.infomedia.digital/files/5d/4f/s15d4f3bd12389afec1d9d5af437821df0176f3e6e.jpg
Галерея изображений (оригинал):
http://dpmzdr.infomedia.digital/files/df/37/df37b55347b19da72a495c50f1e0d850ce30721d.jpg / http://dpmzdr.infomedia.digital/files/b2/47/b247c3db613fa52effc59c0715d1e344de57e8e7.jpg / http://dpmzdr.infomedia.digital/files/5d/4f/5d4f3bd12389afec1d9d5af437821df0176f3e6e.jpg
Галерея изображений 2000:
http://dpmzdr.infomedia.digital/files/df/37/s2df37b55347b19da72a495c50f1e0d850ce30721d.jpg / http://dpmzdr.infomedia.digital/files/b2/47/s2b247c3db613fa52effc59c0715d1e344de57e8e7.jpg / http://dpmzdr.infomedia.digital/files/5d/4f/s25d4f3bd12389afec1d9d5af437821df0176f3e6e.jpg
Исторические фото:
http://dpmzdr.infomedia.digital/files/33/e8/s133e82de970f3229ae60894931f2b94e0ab5f57d9.png / http://dpmzdr.infomedia.digital/files/10/e3/s110e3e5b0da5e623e34b77327f076ac01b3aad203.png / http://dpmzdr.infomedia.digital/files/cf/2e/s1cf2e37e81fe8465f26508959e6f49e2c3cc4be1e.png / http://dpmzdr.infomedia.digital/files/51/18/s15118196e4cdc9c62e475c94e528376a362f2b614.jpg / http://dpmzdr.infomedia.digital/files/aa/9b/s1aa9b552d52a481a588efd0e0302b2061fd141018.png
Параметры (технические характеристики):
Current type
Alternating/Direct
Supply voltage, kV/Hz/V
25/50/3000 / Number of sections
2
Traction transformer
ODCE-4000/25
Traction electric motor
NB-407B
Electric motor voltage, V
1,500
Electric motor power, hourly, kW
720
Rated current, hourly, A
510
Anchor speed, rpm
890
Electric motor weight, kg
4,500
Number of electric motors
4+4
Rectifier unit
VUK-6 700
Number of rectifier valves
240
Traction force of hourly mode, kgf
42,400
Traction force of long-term mode, kgf
40,000
Speed of hourly mode, km/h
51.0
Speed of long-term mode, km/h
51.6
Maximum speed, km/h
110
Length, mm
20,800
Height, mm
5,100
Width, mm
3,160
Wheel diameter, mm
1,250
Minimum radius of passable curves, m
125
Weight of electric locomotive, t
200
План:
http://dpmzdr.infomedia.digital/files/04/5a/045a168d0b62b8b4582080d67a9ea8c51e2e8bb9.jpg
План 1000:
http://dpmzdr.infomedia.digital/files/04/5a/s1045a168d0b62b8b4582080d67a9ea8c51e2e8bb9.jpg
План 2000:
http://dpmzdr.infomedia.digital/files/04/5a/s2045a168d0b62b8b4582080d67a9ea8c51e2e8bb9.jpg
Хронология:
<space=1em>The draft design of the first dual-system locomotive was created in 1957 by the Design Bureau of the Central Train Station of the Ministry of Railways (Design Bureau of the Main Directorate of Locomotive Facilities of the Ministry of Railways). To create a new type of locomotive, the VL61 AC electric locomotive was selected for conversion. At the end of 1963, the Design Bureau of the Central Train Station of the Ministry of Railways, under the supervision of Chief Engineer Zbrodin, converted the first VL61-004 electric locomotive. The converted locomotive received the VL61<sup>D</sup> series (Vladimir Lenin, type 61, dual-system). After testing this locomotive, all the remaining 11 electric locomotives of this series were converted to dual-system at the Zaporozhye Electric Locomotive Repair Plant in 1964 and 1965. Subsequently, these electric locomotives served the Mineralnye Vody - Kislovodsk section. <space=1em>The successful implementation of this project and the need for such locomotives prompted the resumption of the design and manufacture of such electric locomotives at VElNII (All-Union Scientific Research and Design Institute for Electric Locomotive Construction) and the Novocherkassk Electric Locomotive Plant (NEVZ). In 1964, the special design bureau of VElNII developed a technical design for an eight-axle, two-section, dual-power freight electric locomotive. In July 1966, NEVZ built the first two electric locomotives, VL82-001 and -002, which were designed to operate on 25 kV alternating current with a frequency of 50 Hz and 3 kV direct current. <space=1em>Based on the results of tests conducted on the North Caucasian Railway, NEVZ built another 22 VL82 series electric locomotives by 1968. <space=1em>Initially, the VL82 electric locomotives were used on the Svecha - Buy - Yaroslavl section of the Northern Railway, and after the construction of the docking station, they were transferred to the Kupyansk depot of the Southern Railway. In 1977-1980, most of the locomotives were transferred to the Mineralnye Vody depot of the North Caucasian Railway. <space=1em>Since 1972, the Novocherkassk Electric Locomotive Plant produced an improved version of the electric locomotive, which received the designation VL82<sup>M</sup> (modernized). A total of 67 such locomotives were built by 1979. <space=1em>The VL82<sup>M</sup> series electric locomotives were used at the Kupyansk depot (Southern Railway), Krasnoufimsk depot (Gorky), Mineralnye Vody depot (North Caucasian) and Volkhovstroy depot (Oktyabrskaya). On the October Railway, these locomotives hauled trains from Vyborg to the border with Finland. <space=1em>As the VL82<sup>M</sup> series electric locomotives entered service, the VL82 locomotives were transferred to work with passenger trains due to their tendency to skid (due to insufficient adhesion mass). <space=1em>The VL82<sup>M</sup>-065 electric locomotive was built by the Novocherkassk Electric Locomotive Plant in 1977. He worked on the October Railway at the Vyborg depot, where he serviced the international crossing between the USSR and Finland. He came to the museum from the Volkhovstroy depot of the October Railway.
Блоки описания:
[{"quote":"","title":"Two systems are needed","images":[],"content":"At first, the electrification of railways in the USSR followed the path of using direct current with a voltage of 1,500 and 3,000 V due to the simplicity of regulating the speed and traction of the locomotive. However, this requires a very high current, up to 2,500 A, a reinforced copper contact wire and powerful power substations. The development of rail transportation required the use of alternating current, which made it possible to increase the voltage to 25 kV and use it without conversion at an industrial frequency of 50 Hz.\r\n\r\n\r\nWith the advent of two current systems, it was necessary to solve the issue of organizing the movement of trains through junction points. There are two ways to solve this issue. In the first, tracks are arranged at the junction station on which it is possible to switch the type of current, but this requires a change of locomotive. The second uses a locomotive capable of operating on both current systems and passing the joint along a dielectric insert.","subtitle":""},{"quote":"","title":"","images":[],"content":"The VL82<sup>M<\/sup> electric locomotives had the same body, control cabins, and bogies as the VL80<sup>K<\/sup> AC locomotives. These are DC electric locomotives with transformer-rectifier devices for operation under alternating current, for which a step-down transformer is installed on each section. Each axle was driven by six-pole traction electric motors (TEM). For their cooling, two motor-fans were installed on each section.\r\n\r\n\r\nBoth sections of the electric locomotive had identical electrical circuits and could operate on a multiple-unit system. When working on alternating current, the voltage was supplied to the traction motor through a step-down transformer and a rectifier unit. On direct current, the voltage was supplied directly to the traction motor circuits. In both cases, the voltage at the motor terminals was regulated by rheostats. The locomotive's electrical circuit allowed the use of rheostat braking.","subtitle":"VL82<sup>M<\/sup> design"},{"quote":"","title":"","images":[],"content":"The VL82<sup>M<\/sup> series electric locomotives were used at the Kupyansk depot (Southern Railway), Krasnoufimsk depot (Gorky), Mineralnye Vody depot (North Caucasian) and Volkhovstroy depot (Oktyabrskaya). On the October Railway, these locomotives hauled trains from Vyborg to the border with Finland.\r\n\r\nAs the VL82<sup>M<\/sup> series electric locomotives entered service, the VL82 locomotives were transferred to work with passenger trains due to their tendency to skid (due to insufficient adhesion mass).","subtitle":"Historical context"}]
Характеристики (блоками):
[{"name":"Current type","type":"text","value":"Alternating\/Direct","is_two_colls":false},{"name":"Supply voltage, kV\/Hz\/V","type":"text","value":"25\/50\/3000","is_two_colls":false},{"name":"Number of sections","type":"number","value":"2","is_two_colls":false},{"name":"Traction transformer","type":"text","value":"ODCE-4000\/25","is_two_colls":false},{"name":"Traction electric motor","type":"text","value":"NB-407B","is_two_colls":false},{"name":"Electric motor voltage, V (traction motor)","type":"number","value":"1,500","is_two_colls":false},{"name":"Electric motor power, hourly, kW","type":"number","value":"720","is_two_colls":false},{"name":"Rated current, hourly, A","type":"number","value":"510","is_two_colls":false},{"name":"Anchor speed, rpm","type":"number","value":"890","is_two_colls":false},{"name":"Electric motor weight, kg","type":"number","value":"4,500","is_two_colls":false},{"name":"Number of electric motors (traction motor)","type":"text","value":"4+4","is_two_colls":false},{"name":"Rectifier unit","type":"text","value":"VUK-6 700","is_two_colls":false},{"name":"Number of rectifier valves (traction motor)","type":"number","value":"240","is_two_colls":false},{"name":"Traction force of hourly mode, kgf","type":"number","value":"42,400","is_two_colls":false},{"name":"Traction force of long-term mode, kgf","type":"number","value":"40,000","is_two_colls":false},{"name":"Speed of hourly mode, km\/h","type":"number","value":"51.0","is_two_colls":false},{"name":"Speed of long-term mode, km\/h","type":"number","value":"51.6","is_two_colls":false},{"name":"Maximum speed, km\/h","type":"number","value":"110","is_two_colls":false},{"name":"Length, mm","type":"number","value":"20,800","is_two_colls":false},{"name":"Height, mm","type":"number","value":"5,100","is_two_colls":false},{"name":"Width, mm","type":"number","value":"3,160","is_two_colls":false},{"name":"Wheel diameter, mm (traction motor)","type":"number","value":"1,250","is_two_colls":false},{"name":"Minimum radius of passable curves, m","type":"number","value":"125","is_two_colls":false},{"name":"Weight of electric locomotive, t","type":"number","value":"200","is_two_colls":false}]
История (блоками):
[{"year":"1957","content":"The draft design of the first dual-system locomotive was created in 1957 by the Design Bureau of the Central Train Station of the Ministry of Railways (Design Bureau of the Main Directorate of Locomotive Facilities of the Ministry of Railways). To create a new type of locomotive, the VL61 AC electric locomotive was selected for conversion. At the end of 1963, the Design Bureau of the Central Train Station of the Ministry of Railways, under the supervision of Chief Engineer Zbrodin, converted the first VL61-004 electric locomotive. The converted locomotive received the VL61<sup>D<\/sup> series (Vladimir Lenin, type 61, dual-system). After testing this locomotive, all the remaining 11 electric locomotives of this series were converted to dual-system at the Zaporozhye Electric Locomotive Repair Plant in 1964 and 1965. Subsequently, these electric locomotives served the Mineralnye Vody - Kislovodsk section."},{"year":"1964","content":"The successful implementation of this project and the need for such locomotives prompted the resumption of the design and manufacture of such electric locomotives at VElNII (All-Union Scientific Research and Design Institute for Electric Locomotive Construction) and the Novocherkassk Electric Locomotive Plant (NEVZ). In 1964, the special design bureau of VElNII developed a technical design for an eight-axle, two-section, dual-power freight electric locomotive. In July 1966, NEVZ built the first two electric locomotives, VL82-001 and -002, which were designed to operate on 25 kV alternating current with a frequency of 50 Hz and 3 kV direct current."},{"year":"1968","content":"Based on the results of tests conducted on the North Caucasian Railway, NEVZ built another 22 VL82 series electric locomotives by 1968."},{"year":"1972","content":"Since 1972, the Novocherkassk Electric Locomotive Plant produced an improved version of the electric locomotive, which received the designation VL82<sup>M<\/sup> (modernized). A total of 67 such locomotives were built by 1979."},{"year":"1977–1980","content":"Initially, the VL82 electric locomotives were used on the Svecha - Buy - Yaroslavl section of the Northern Railway, and after the construction of the docking station, they were transferred to the Kupyansk depot of the Southern Railway. In 1977-1980, most of the locomotives were transferred to the Mineralnye Vody depot of the North Caucasian Railway."},{"year":"1977","content":"The VL82<sup>M<\/sup>-065 electric locomotive was built by the Novocherkassk Electric Locomotive Plant in 1977. He worked on the October Railway at the Vyborg depot, where he serviced the international crossing between the USSR and Finland. He came to the museum from the Volkhovstroy depot of the October Railway."}]
Чертежи (блоками):
[{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/04\/5a\/s2045a168d0b62b8b4582080d67a9ea8c51e2e8bb9.jpg","title":"Чертёж"}]
Модель (деталка):
VL82<sup>M</sup>-065
Заголовок (деталка):
Freight electric locomotive
Заголовок истории:
Chronology
Mnemonic code:
59
Code in external DB source:
428
Name:
VL82<sup>M</sup>-065