Exhibits

Electric locomotives

VL41-060

<space=1em>They made do with steam locomotives

<space=1em>Traditionally, Russian railways hardly ever used specially built steam locomotives for shunting work. This work was performed by older type steam locomotives, which could no longer be used for train traction. At the very beginning of railway construction, with little traffic and a lack of branching of station and access roads, this work was performed by train locomotives.

<space=1em>Side branch

<space=1em>With the transition to electric traction, attempts were made to create a shunting electric locomotive, but its dependence on the contact network limited its scope of application. The situation could have been corrected by installing an independent engine. However, such locomotives would have been significantly more expensive and more difficult to operate, so apart from individual experiments, this branch of electric locomotive construction did not develop.

<space=1em>Rapid development

<space=1em>In the 1950-1960s not only in the USSR, but also throughout the world, new types of technology — and not only railway ones — were rapidly developing. Much of what we use today — is the result of research and development of that period.

<space=1em>Autonomous engine

<space=1em>Similar experiments were also conducted on narrow-gauge electric locomotives. Thus, at the Demikhov Machine-Building Plant in 1959-1962 several types of electric locomotives with an autonomous engine were built, which successfully operated until the mid-1970s at the Shatura Peat Administration.

<space=1em>MPS Design Bureau Project

<space=1em>One of the attempts to develop a new type was the creation in 1963–1964 at the Dnepropetrovsk Electric Locomotive Plant of an electric locomotive, initially named D92, and then renamed VL41. In 1963 28 electric locomotives were built and in 1964 — 50.

<space=1em>In 1975 according to the MPS Design Bureau project on 13 locomotives ignitron rectifiers were replaced with silicon ones. The converted electric locomotives were designated VL41m. From the plant, locomotives were delivered to the East Siberian, Gorky, West Siberian, Moscow, Odessa-Kishinev, North Caucasus and South-Eastern railways.

<space=1em>Insufficient coupling

<space=1em>However, electric locomotives had insufficient coupling weight and were poorly suited for heavy shunting work, which limited their use. The main part was transferred to coal mining enterprises during 1970–1975. The last VL41 electric locomotives No. 060, 063, 073 and 076 were excluded from the inventory of the Ministry of Railways in 1990. One of these electric locomotives number VL41 060 was transferred to the Central Museum of Railway Transport.

ID экспоната: 92

Галерея изображений: http://dpmzdr.infomedia.digital/files/9d/9f/s19d9f9c8c6e15479e68ced9fa191eeff4ea4c73c5.jpg / http://dpmzdr.infomedia.digital/files/d7/24/s1d72475d8d87e5f4a0fcf1daf5eda5b936bd7bebc.jpg / http://dpmzdr.infomedia.digital/files/58/5e/s1585e19c1b8dedf6195d66f5be2bf5b010fbd10ee.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/9d/9f/9d9f9c8c6e15479e68ced9fa191eeff4ea4c73c5.jpg / http://dpmzdr.infomedia.digital/files/d7/24/d72475d8d87e5f4a0fcf1daf5eda5b936bd7bebc.jpg / http://dpmzdr.infomedia.digital/files/58/5e/585e19c1b8dedf6195d66f5be2bf5b010fbd10ee.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/9d/9f/s29d9f9c8c6e15479e68ced9fa191eeff4ea4c73c5.jpg / http://dpmzdr.infomedia.digital/files/d7/24/s2d72475d8d87e5f4a0fcf1daf5eda5b936bd7bebc.jpg / http://dpmzdr.infomedia.digital/files/58/5e/s2585e19c1b8dedf6195d66f5be2bf5b010fbd10ee.jpg

Исторические фото: http://dpmzdr.infomedia.digital/files/3c/90/s13c90251d2878b1fa2a38697d1290cbd24b44e228.png / http://dpmzdr.infomedia.digital/files/38/dd/s138dd92a681441866eeb03a6da483d34a22f65652.png / http://dpmzdr.infomedia.digital/files/f8/2c/s1f82ce09f8fb6a6220ee66eb8d9247d304a82fc4f.png / http://dpmzdr.infomedia.digital/files/e4/9e/s1e49e2a377292687afd138e7685931162e4d276f9.png

Параметры (технические характеристики): Number of axles 4 Electric locomotive weight, t 92 / Height, mm 5,256 Length over buffers, mm 16,220 Distance between axles, mm 2,400 Wheel diameter, mm 1,200 Transformer ОЦР-2800/25 Rated power, kW 2,260 Traction motor НБ-406 Voltage, V 1,200 Tractive force, kgf 17,500 Speed, km/h 34.7 Design speed, km/h 100

План: http://dpmzdr.infomedia.digital/files/dc/c5/dcc5ae198e52540876449c1ff236669c90e95b1f.png

План 1000: http://dpmzdr.infomedia.digital/files/dc/c5/s1dcc5ae198e52540876449c1ff236669c90e95b1f.png

План 2000: http://dpmzdr.infomedia.digital/files/dc/c5/s2dcc5ae198e52540876449c1ff236669c90e95b1f.png

Хронология: <space=1em>Traditionally, Russian Railways rarely used steam locomotives specially built for shunting work. This work was performed by older type steam locomotives, which could no longer be used for train traction. <space=1em>With the transition to electric traction, they tried to create a shunting electric locomotive, but its dependence on the contact network limited its scope of application. The situation could be corrected by installing an independent (diesel) engine to move along tracks without a contact network. But such locomotives would be significantly more expensive and more difficult to operate. Therefore, apart from individual experiments with shunting electric locomotives, this branch of electric locomotive construction was not further developed. <space=1em>During one of the attempts to create a new type of electric locomotive in 1963-1964, the D92 electric locomotive appeared at the Dnepropetrovsk Electric Locomotive Plant. It was subsequently renamed the VL-41. <space=1em>In 1963, 28 electric locomotives were built (VL41-001 - VL41-028) and in 1964 - 50 (VL41-029 - VL41-078). A total of 78 units. <space=1em>In 1975, according to the project of the Design Bureau of the Main Directorate of Locomotive Facilities of the Ministry of Railways, ignitron rectifiers were replaced with silicon ones on 13 locomotives. The converted electric locomotives were designated VL-41m. <space=1em>From the factory, these locomotives were delivered to the East Siberian, Gorky, West Siberian, Moscow, Odessa-Kishinev, North Caucasian and South-Eastern Railways. <space=1em>However, the electric locomotive had insufficient adhesion weight and was poorly suited for heavy shunting work, which limited its use. Therefore, they began to be transferred to industrial enterprises. For this, the primary windings of the transformer were replaced with a 10 kV supply, that is, the voltage used in industry. The main part was transferred to the tracks of coal mining enterprises during 1970-1975. <space=1em>The last VL-41m electric locomotives No. 60, 63, 73 and 76 were excluded from the inventory of the Ministry of Railways in 1990. <space=1em>One of these electric locomotives, number VL-41m-60, was transferred to the Central Museum of Railway Transport.

Блоки описания: [{"quote":"","title":"They made do with steam locomotives","images":[],"content":"Traditionally, Russian railways hardly ever used specially built steam locomotives for shunting work. This work was performed by older type steam locomotives, which could no longer be used for train traction. At the very beginning of railway construction, with little traffic and a lack of branching of station and access roads, this work was performed by train locomotives.","subtitle":""},{"quote":"","title":"","images":[],"content":"With the transition to electric traction, attempts were made to create a shunting electric locomotive, but its dependence on the contact network limited its scope of application. The situation could have been corrected by installing an independent engine. However, such locomotives would have been significantly more expensive and more difficult to operate, so apart from individual experiments, this branch of electric locomotive construction did not develop.","subtitle":"Side branch"},{"quote":"","title":"Rapid development","images":[],"content":"In the 1950-1960s not only in the USSR, but also throughout the world, new types of technology — and not only railway ones — were rapidly developing. Much of what we use today — is the result of research and development of that period.","subtitle":""},{"quote":"","title":"","images":[],"content":"Similar experiments were also conducted on narrow-gauge electric locomotives. Thus, at the Demikhov Machine-Building Plant in 1959-1962 several types of electric locomotives with an autonomous engine were built, which successfully operated until the mid-1970s at the Shatura Peat Administration.","subtitle":""},{"quote":"","title":"","images":[],"content":"One of the attempts to develop a new type was the creation in 1963–1964 at the Dnepropetrovsk Electric Locomotive Plant of an electric locomotive, initially named D92, and then renamed VL41. In 1963 28 electric locomotives were built and in 1964 — 50.\r\n\r\n\r\nIn 1975 according to the MPS Design Bureau project on 13 locomotives ignitron rectifiers were replaced with silicon ones. The converted electric locomotives were designated VL41m. From the plant, locomotives were delivered to the East Siberian, Gorky, West Siberian, Moscow, Odessa-Kishinev, North Caucasus and South-Eastern railways.","subtitle":"MPS Design Bureau Project"},{"quote":"","title":"","images":[],"content":"However, electric locomotives had insufficient coupling weight and were poorly suited for heavy shunting work, which limited their use. The main part was transferred to coal mining enterprises during 1970–1975. The last VL41 electric locomotives No. 060, 063, 073 and 076 were excluded from the inventory of the Ministry of Railways in 1990. One of these electric locomotives number VL41 060 was transferred to the Central Museum of Railway Transport.","subtitle":"Insufficient coupling"},{"quote":"","title":"","images":[],"content":"Traditionally, Russian Railways rarely used steam locomotives specially built for shunting work. This work was performed by older type steam locomotives, which could no longer be used for train traction.\r\n\r\nWith the transition to electric traction, they tried to create a shunting electric locomotive, but its dependence on the contact network limited its scope of application. The situation could be corrected by installing an independent (diesel) engine to move along tracks without a contact network. But such locomotives would be significantly more expensive and more difficult to operate. Therefore, apart from individual experiments with shunting electric locomotives, this branch of electric locomotive construction was not further developed.\r\n\r\nFrom the factory, these locomotives were delivered to the East Siberian, Gorky, West Siberian, Moscow, Odessa-Kishinev, North Caucasian and South-Eastern Railways.\r\n\r\nOne of these electric locomotives, number VL-41m-60, was transferred to the Central Museum of Railway Transport.","subtitle":"Historical context"}]

Характеристики (блоками): [{"name":"Number of axles","type":"number","value":"4","is_two_colls":false},{"name":"Electric locomotive weight, t","type":"number","value":"92","is_two_colls":false},{"name":"Height, mm","type":"number","value":"5,256","is_two_colls":false},{"name":"Length over buffers, mm","type":"number","value":"16,220","is_two_colls":false},{"name":"Distance between axles, mm","type":"number","value":"2,400","is_two_colls":false},{"name":"Wheel diameter, mm","type":"number","value":"1,200","is_two_colls":false},{"name":"Transformer","type":"text","value":"ОЦР-2800\/25","is_two_colls":false},{"name":"Rated power, kW","type":"number","value":"2,260","is_two_colls":false},{"name":"Traction motor","type":"text","value":"НБ-406","is_two_colls":false},{"name":"Voltage, V","type":"number","value":"1,200","is_two_colls":false},{"name":"Tractive force, kgf","type":"number","value":"17,500","is_two_colls":false},{"name":"Speed, km\/h","type":"number","value":"34.7","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"100","is_two_colls":false}]

История (блоками): [{"year":"1963–1964","content":"During one of the attempts to create a new type of electric locomotive in 1963-1964, the D92 electric locomotive appeared at the Dnepropetrovsk Electric Locomotive Plant. It was subsequently renamed the VL-41."},{"year":"1963","content":"In 1963, 28 electric locomotives were built (VL41-001 - VL41-028) and in 1964 - 50 (VL41-029 - VL41-078). A total of 78 units."},{"year":"1970–1975","content":"However, the electric locomotive had insufficient adhesion weight and was poorly suited for heavy shunting work, which limited its use. Therefore, they began to be transferred to industrial enterprises. For this, the primary windings of the transformer were replaced with a 10 kV supply, that is, the voltage used in industry. The main part was transferred to the tracks of coal mining enterprises during 1970-1975."},{"year":"1975","content":"In 1975, according to the project of the Design Bureau of the Main Directorate of Locomotive Facilities of the Ministry of Railways, ignitron rectifiers were replaced with silicon ones on 13 locomotives. The converted electric locomotives were designated VL-41m."},{"year":"1990","content":"The last VL-41m electric locomotives No. 60, 63, 73 and 76 were excluded from the inventory of the Ministry of Railways in 1990."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/dc\/c5\/s2dcc5ae198e52540876449c1ff236669c90e95b1f.png","title":"Расположение оборудования на электровозе серии ВЛ41"}]

Модель (деталка): VL41-060

Заголовок (деталка): Shunting electric locomotive

Заголовок истории: Chronology

Mnemonic code: 92

Code in external DB source: 349

Name: VL41-060

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