2.

Traction motor EDP810 electric locomotive 2ES6

Purpose

The EDP810 DC electric motor of independent excitation is mounted on the bogies of the 2ES6 electric locomotive and is intended for the traction drive of wheel sets.

Technical characteristics of the electric motor EDP810

The main parameters for the hourly, continuous and limiting modes of operation of the traction motor are given in Table 1.1.

The main parameters of the EDP810 electric motor

Parameter name	Unit	Working mode
		hourly	continue- body
Shaft power	kW
Power in braking mode, not more than: During recovery With rheostatic braking	kW	1000
Rated terminal voltage		1500
Maximum voltage at the terminals		4000
armature current
Armature current when starting, no more
Rotation frequency	s-1 rpm	12.5	12.83
The highest speed (achieved with an excitation current of 145 A and an armature current of 410 A)	s-1 rpm	1800
efficiency		93,1	93,3
Shaft torque	Nm kgm	10300 1050	9355
Torque when starting, no more	Nm	17115
Cooling		Air forced
Cooling air consumption	m3/s	1,25
Static air pressure at the control point	Pa	1400
Motor excitation		Independent
Field current
Excitation current when starting, no more
Rated operating mode		hour according to GOST 2582
Winding resistance at 20°C: Anchors main poles Additional poles and compensation winding	Ohm	0.0368±0.00368 0.0171±0.00171 0.0325±0.00325
Thermal resistance class of insulation of armature windings, main and additional poles
Electric motor weight, no more	kg	5000
Anchor weight, no more	kg	2500
Stator weight, no more	kg	2500

The main parameters of cooling the electric motor EDP810

Parameter name	Meaning
Air consumption through TED, m3/s	1,25
Air consumption in interpolar channels, m3 / s	0,77
Air consumption through anchor channels, m3 / s	0,48
Flow velocity in interpole channels, m/s	26,5
Flow velocity in anchor channels, m/s	20,0
Air pressure at the inlet before the engine, Pa (kg/cm2) (mm water column)	1760 (0,01795) (179,5)
Pressure at the control point (in the opening of the cover of the lower collector hatch), Pa (kg/cm2) (mm water column)	1400 (0,01428) (142,8)

The design of the EDP810 electric motor

The electric motor is a compensated six-pole reversible DC electric machine of independent excitation and is designed to drive wheel sets of electric locomotives. The electric motor is designed for support-axle suspension and has two free conical shaft ends for transmitting torque to the axle of the electric locomotive wheel pair through a gear train with a gear ratio of 3.4.

The external views of the armature and the body of the EDP810 electric motor are shown in Figures 14 and 15, the design of the electric motor is in Figure 16.

Figure 14 - Anchor of the EDP810 electric motor

Figure 15 - EDP810 motor housing

Figure 16 - The design of the electric motor EDP810

The motor housing is round, welded construction, made of mild steel. On one side of the body, there are mounting surfaces for the housing of motor-axial bearings, on the opposite side - a mating surface for fixing the electric motor on the electric locomotive bogie. The housing has two necks for installing end shields, an inner cylindrical surface for installing main and additional poles, a ventilation hatch for supplying cooling air to the electric motor and two inspection hatches (upper and lower) for servicing the manifold. The housing is also a magnetic circuit.

The armature of the electric motor consists of a core, pressure washers and a collector pressed onto the armature body, into which the shaft is pressed.

The shaft is made of alloy steel with two free tapered ends for fitting the gears of the gear reducers, at the ends of which holes are made for oil removal of the gear. In operation, due to the presence of the housing, if repair is necessary, the shaft can be replaced with a new one.

The armature core is made of sheets of electrical steel grade 2212, thickness 0.5 mm , with an electrically insulating coating, has grooves for laying the winding and axial ventilation ducts.

Armature winding - two-layer, loop, with equalizing connections. The armature winding coils are made of copper winding wire of rectangular section of the brand PNTSD, insulated with a tape of the "NOMEX" type, protected by glass threads. The winding is insulated with Elmicaterm-529029 tape, which is a composition of mica paper, electrically insulating fabric and polyamide film impregnated with Elplast-180ID compound. Vacuum - injection impregnation of the armature in the "Elplast-180ID" compound provides the heat resistance class "H" in the composition with body insulation.

The collector is assembled from copper collector plates with cadmium additive, tightened into a set with a cone and a bushing with collector bolts.

Parameters of the brush-collector unit

Parameter name	Dimensions in mm
Collector diameter
Collector working length
Number of manifold plates
Thickness of collector micanite
Number of brackets
Number of brush holders in a bracket
Number of brushes in the brush holder
Brush brand	EG61A
Brush size	(2x10)x40

The cores of the main poles are laminated and are attached to the body with through bolts and rods. Coils of independent excitation from a rectangular wire are installed on the cores. Vacuum-injection impregnation in the Elplast-180ID type compound provides heat resistance class "H" in composition with body insulation based on mica tapes.

The cores of the additional poles are made of strip steel and are attached to the frame with through bolts. Coils are installed on the cores, wound from busbar copper on an edge. Coils with cores are made in the form of a monoblock with vacuum pressure impregnation in a compound of the Elplast-180ID type, which provides a heat resistance class in a composition with body insulation based on mica tapes. -529029", and installed in the grooves of the cores of the main poles, the heat resistance class of the coils is "H".

Two bearing shields with roller bearings type NO-42330 are pressed into the housing. Lubrication of bearings is consistent type "Buksol". In the bearing shield on the side opposite to the collector there are holes for the cooling air to escape from the armature.

On the inner surface of the bearing shield on the collector side, a traverse with six brush holders is fixed, which can be rotated 360 degrees and provides inspection and maintenance of each brush holder through the lower housing hatch.

On top of the electric motor on the housing there are two detachable terminal boxes that serve to connect the power wires of the electric locomotive circuit and the output wires of the armature winding circuit and the electric motor excitation winding circuit. The wiring diagram of the windings is shown in Figure 1.9.

Figure 17 - Scheme of electrical connections of the windings of the electric motor EDP810

Operating Instructions

Checklist for technical condition

What is checked	Technical requirements
1 External state of the electric motor	1.1 Absence of damage and contamination, as well as traces of lubricant leakage from the bearings
2 Winding insulation.	2.1 Absence of cracks, delaminations, charring, mechanical damage and contamination. 2.2 The value of the insulation resistance should be: At least 40 MOhm in a practically cold state before installing a new electric motor on an electric locomotive; Not less than 1.5 MOhm in a practically cold state and before putting the electric locomotive into operation after a long stop (1-15 days or more).
3 brush holders	3.1 Absence of melting, which violates the free movement of the brushes in the cages or that can damage the commutator. 3.2 No damage to body and springs.
4 The gap between the brush holder and the working surface of the collector is measured with an insulating plate (for example, from textolite, getinaks) of the appropriate thickness.	4.1 The gap between the brush holder and the commutator must be 2 - 4 mm (with a compressed traverse, the measurement be carried out only on the lower brush holder). 4.2 No loosening of the fastening of the brush holders to the strips, the tightening torque of the bolts is 140 ± 20 Nm (14 ± 2 kgm). Mounting bolts must be secured against self-loosening.
5 brushes	5.1 Free movement of brushes in brush holders 5.2 No traces of damage to current-carrying wires. 5.3 Absence of cracks and chipped edges at the contact surface of more than 10% of the cross section. 5.4 Absence of one-sided development of edges. The contact surface of the brush running in to the commutator must be at least 75% of its cross-sectional area. 5.5 Bolts for fastening the current-carrying wires of the brushes to the body of the brush holder must be protected from self-unscrewing. 5.6 The pressure on the brushes should be 31.4 - 35.4 N (3.2 - 3.6 kg).
6 Traverse	6.1 No loosening of the traverse fastening (tightening torque of the fingers 250 ± 50 Nm (25 ± 5 kgm)). 6.2 Free from dirt and damage. 6.3 The alignment of the control marks on the traverse and the hull must be with a tolerance of no more than 2 mm.
7 Working surface of the collector.	7.1 Smooth, light to dark brown, free of burrs, no traces of reflow from electric arc flashes, no burn marks that cannot be removed by wiping, no copper coating or contamination. 7.2 The output under the brushes should be no more than 0.5 mm ; track depth 0.7 - 1.3 mm. 7.3 Contact with the manifold of fuels and lubricants, moisture and foreign objects is not allowed.
8 Cooling air static pressure	The value of the static pressure in the opening of the cover of the lower collector hatch should be 1400 Pa ( 143 mm water column).

More detailed instructions for the operation of the EDP810U1 electric motor are given in the instruction manual KMBSH.652451.001RE.

Along with the "Donchaks" (locomotives of the ES4K series manufactured by NEVZ), completely new locomotives are being introduced to replace the obsolete Soviet VL10 and VL11 2ES6 "Sinara" production plant "Ural Locomotives". 2ES6 is a cargo two-section eight-axle main DC electric locomotive with collector traction motors, that is, in fact, it is an analogue of 2ES4K.

Perhaps we should start with the fact that the Ural Locomotives plant is an enterprise created in the early 2000s (unlike one of the flagships of the Russian locomotive industry, the Novocherkassk Electric Locomotive Plant, which has been leading its history since 1932). At the beginning of 2004, on the basis of one of the industrial sites of the city of Verkhnyaya Pyshma (satellite city of Yekaterinburg), the Ural Railway Engineering Plant (UZZhM) was created. The reconstruction of the block of production shops has begun. Initially, the plant was engaged in the modernization of VL11 locomotives with an extension of the service life, however, in 2006, the first prototype of a mainline freight DC electric locomotive with collector traction motors (future 2ES6) was produced. In 2009, 2009, the first start-up production complex with a capacity of 60 two-section locomotives per year was put into operation. And already in 2010, the plant was renamed Ural Locomotives, a joint venture between Sinara Group (50%) and Siemens AG (50%). Actually, the name of the first serial freight locomotive of the plant is due to the owner group.

2ES6(2-section E locomotive, WITH sectional, model 6 ) - cargo two-section eight-axle main DC electric locomotive with collector traction motors. It uses a rheostatic start of traction motors (TED), rheostatic braking with a power of 6600 kW and a regenerative power of 5500 kW, independent excitation from semiconductor converters in braking and traction modes. Independent excitation in traction is the main advantage of Sinara over VL10 and VL11, it increases the anti-box properties and efficiency of the machine, and allows for a wider power adjustment.

The axial formula is standard for most domestic diesel locomotives - 2x (20 -20). According to this formula, both classic VL10, VL11, VL80 were made - as well as modern Donchaks, Ermaks and Sinars.
The body of the electric locomotive is all-metal, has a flat surface of the skin. Suspension of traction electric motors is typical for freight electric locomotives, axial-support, but with progressive motor-axial rolling bearings. The axle boxes are jawless, horizontal forces are transmitted from each axle box to the bogie frame by one long leash with rubber-metal hinges.

Design speed - 120 km / h, long-term speed - 51 km / h.
The length of the locomotive is 34 meters (against 35 meters 2ES4K - but in general they all look about the same in size. The locomotive is designed to drive freight trains on 1520 mm gauge railways electrified with 3 kV direct current. Able to drive a train weighing 8000 tons on sections with a flat profile tracks (up to 6 ‰) and a train weighing 5000 tons on sections with a mountain profile (up to 10 ‰).It is possible to operate an electric locomotive on a system of many units, as well as autonomous operation of one section of an electric locomotive:

At the end of 2016, 643 units were built (against 186 units of the ES4K series locomotives), which are also going to replace the obsolete VL10/VL11. The first electric locomotives were delivered for operation on the Sverdlovsk Railway to the Sverdlovsk-Sortirovochny depot, in 2010 the locomotives began to work on the South Ural and West Siberian Railways, by the end of 2010, all drivers of the Sverdlovsk-Sortirovochny depot, Kamensk- Uralsky, Kamyshlov, Voynovka and Ishim of the Sverdlovsk railway; Omsk, Barabinsk, Novosibirsk and Belovo of the West Siberian Railway; Chelyabinsk, Kartaly of the South Ural Railway. From the beginning of 2015, 2ES6 electric locomotives began to arrive at the Zlatoust depot and the Chelyabinsk depot of the South Ural Railway for driving trains along the Chelyabinsk - Ufa - Samara - Penza section (it was on this section that I recently saw such a locomotive for the first time - at the Syzran station of the Samara region):

It is planned that the production of the 2ES6 electric locomotive will be discontinued, and on its basis (mainly the body and a modified undercarriage will be used) the production of the electric locomotive with asynchronous traction motors for DC networks 2ES10 ("Granite"), created jointly with the Siemens concern (in Over 100 units have been built so far. Also, in parallel, an electric locomotive with asynchronous traction motors for AC networks 2ES7 ("Black Granite") was developed, which is now being tested and certified. Asynchronous traction drives are the next generation of TED development and, in general, they are now slowly trying to switch to them, but first some elements need to be tested using more familiar technologies - therefore, series with collector TEDs are needed - which was 2ES6 successfully used now:

2ES6-517 at the Syzran station against the background of the old people VL10, which are still the majority here; "Sinara" stands out and looks like a fashionable exotic. But I think a few more years will pass - and the old overhead lines will begin to disappear, just as old passenger emergency situations are disappearing now, for example ...

2ES6 "Sinara"

Photo

Manufacturers

OJSC "Ural Railway Engineering Plant" (UZZhM)

Years of construction: 2006-2010
Sections built: XXX
Machines built: XXX

OOO Ural Locomotives (a joint venture between CJSC Sinara Group and Siemens AG)

Factory location: Russia, Sverdlovsk region, Verkhnyaya Pyshma
Years of construction: 2010-
Sections built: XXX
Machines built: XXX

Sections built for the entire period: 794 (until 06.2014)
Vehicles built for the entire period: 397 (until 06.2014)

Technical data

PS type: electric locomotive
Type of service: main cargo
Track width: 1520 mm
Type of current COP: constant
COP voltage: 3 kV
Number of sections: 2
Locomotive length: 34 m
Coupling weight: 200 t
Design speed: 120 km/h
Clock mode speed: 49.2 km/h
Long mode speed: 51 km/h
Number of axles: 8
Axial formula: 2 (2o−2o)
Wheel diameter: 1250 mm
Load from driving axles on rails: 25 tf
Type of traction motors: collector
Hourly power of TED: 6440 kW
Continuous power of TED: 6000 kW
Hourly traction force: 47.3 tf
Long-term thrust: 42.6 tf

Total information

System operation countries: Russia
Roads of systematic operation: Sverdlovsk, West Siberian (since 2012)
System operation sites: Yekaterinburg-Sorting - Voinovka, Voinovka - Omsk - Novosibirsk (since 2010), Yekaterinburg-Sorting - Kamensk-Uralsky - Kurgan - Omsk (since 2010), Kamensk-Uralsky - Chelyabinsk - Kartaly (since 2010) G.)

Explanation of the abbreviation: "2" - two-section, "E" - electric locomotive, "C" - sectional, "6" - model number, "Sinara" - a river in the east of the Sverdlovsk region, a plant in the city of Kamensk-Uralsky (JSC Sinarsky Trubny factory")
Nicknames: "Cigar", "Svinara"

Description

The body of the electric locomotive is all-metal, has a flat surface of the skin. The design of the cabin echoes the Kolomna diesel locomotives. Suspension of traction electric motors - typical for freight electric locomotives - is axial-support, but with progressive motor-axial rolling bearings. Bushes are jawless. Horizontal forces are transmitted from each axle box to the bogie frame by one long rubber-metal leash.

At 2ES6, the following are applied: rheostatic start of traction motors, rheostatic braking with a power of 6600 kW and regenerative braking with a power of 5500 kW, independent excitation from semiconductor converters in braking and traction modes.

Independent excitation in traction is the main advantage of Sinara over VL10 and VL11 electric locomotives: it increases the anti-slip properties and efficiency of the machine, and allows for a wider power adjustment. Also, independent excitation plays an important role in rheostat starting: with increased excitation, the opposite electromotive force of the motors grows faster and the current drops faster, which allows you to drive the rheostat at a lower speed, saving electricity. When the anchor current jumps at the moment the contactors are turned on, the microprocessor control and diagnostic system (MPSUiD) abruptly supplies additional excitation, reducing the anchor current and thereby leveling the jump in traction force at the moment of reaching the next position (it should be noted, often leading to slipping on electric locomotives with step regulation) .

An electric locomotive engine with series excitation has a tendency to differential slipping: with an increase in the rotational speed, the armature current drops, and with it the excitation current - thus, the excitation self-weakens, leading to a further increase in frequency. With independent excitation, the magnetic flux is preserved, and with increasing frequency, the opposite electromotive force sharply increases and the traction force decreases, which does not allow the engine to go into differential slipping. The 2ES6 microprocessor control and diagnostic system, during slipping, supplies additional excitation to the engine and starts the mechanism for supplying sand under the wheelset, minimizing slipping.

However, in addition to the obvious advantages of Sinara, some disadvantages were also found. The design of traction motors leads to periodic transfers of the electric arc along the collector, cone burnouts, and anchor breakdowns. In addition to TED failures, malfunctions of such units as PK electro-pneumatic contactors, BK-78T high-speed contactors, auxiliary machines (compressor units and TED fans) were noted.

Story

A prototype electric locomotive 2ES6 was released in November 2006.

On December 1, 2006, the electric locomotive was presented to the leadership of the United Russia party, which is why 2ES6-001 received a patriotic color scheme and corresponding inscriptions on the sides.

After commissioning tests, which were carried out in May and June 2007 at EERP, the electric locomotive was sent for certification testing of the pilot batch to the VNIIZhT test ring in Shcherbinka.

At the end of July 2007, Russian Railways and UZZHM signed a contract for the supply of 8 electric locomotives in 2008 and 16 in 2009.

By December 2007, the 2ES6-001 electric locomotive had a mileage of 5,000 km.

In parallel, in 2007, an electric locomotive 2ES6-002 was undergoing trial operation on the section of the Sverdlovsk railway Yekaterinburg-Sorting - Voynovka. In early September, he took part in the Magistral-2007 exhibition at the Prospector training ground, and by December he already had a mileage of 3,400 km.

By the beginning of 2008, traction and energy and braking tests were completed, as well as tests on the impact on the railway track of the 2ES6-001 electric locomotive.

In February and March 2008, an electric locomotive 2ES6-002 passed certification tests at the VNIIZhT test ring.

On October 15, 2008, it was officially announced that the first stage of the production complex for the serial production of 2ES6 electric locomotives was launched.

At the beginning of September 2009, 2ES6-017 took part in the Magistral-2009 exhibition at the Staratel training ground, and 2ES6-015 took part in the EXPO-1520 exhibition at the VNIIZhT EK, after which it remained for the next certification tests - for serial production.

At the beginning of September 2011, 2ES6-126 took part in the EXPO-1520 exhibition at the EK VNIIZhT.

In mid-September 2011, on the Kedrovka - Monetnaya section, tests were carried out to ensure compliance with safety standards when changing the auxiliary converter (PSN) of the 2ES6-119 electric locomotive. A month later, the same tests with the same machine were already carried out at the EK VNIIZhT.

In February 2012, an electric locomotive 2ES6-147 was sent to Ukraine (Lvov-West depot) to undergo two-month test trials.

On April 16, 2012, the Interdepartmental Commission signed an act allowing the operation of electric locomotives 2ES6 and 2ES10 in Ukraine. An agreement was signed on the supply of electric locomotives, which will take effect after the provision of credit funds to Ukraine.

ELECTRIC LOCOMOTIVE 2ES6 - Sinara

Story

In December 2006, a prototype freight electric locomotive with a commutator traction drive 2ES6 was built at the Ural Railway Engineering Plant. In the summer of 2007, the prototype 2ES6 went on an independent flight with a train of 70 cars. Travel route: station "Sverdlovsk-Sortirovochny" - station "Kamensk-Uralsky" and back (in total - 190 kilometers). The locomotive passed the entire route in the speed mode established on the highway, reaching a speed of 80 km/h in some sections. Also, 2ES6 passed a high-voltage test on the Sverdlovsk railway, as a result of which the specialists of UZZhM, together with the workers of the Sverdlovsk-Sortirovochny depot, finalized the machine. Based on the results of these tests, Sinara - Transport Machines OJSC and Russian Railways OJSC signed a contract for the supply of 25 freight electric locomotives.
In 2008, certification tests were completed and the 2ES6 electric locomotive received a certificate of conformity from the Russian Certification Register for Federal Railway Transport (RS FZhT).
In April 2009, the first production complex was launched at UZZhM, allowing the production of 60 new generation two-section locomotives per year. Electric locomotives 2ES6 manufactured by UZZhM are operated on the Sverdlovsk Railway.

Technical data

Freight electric locomotive 2ES6 is distinguished by increased efficiency, high consumer, operational and environmental properties. It uses a number of engineering solutions that have not previously been used in the domestic locomotive industry, these include microprocessor control and safety systems.
The locomotive is equipped with a modular cabin, a modern control panel, and a climate control system. 2ES6 is equipped with a computer that allows you to quickly receive the necessary information about the parameters of the train.
2ES6 is equipped with a comprehensive diagnostic system that allows you to constantly monitor the operation of the machine. The locomotive can drive trains of increased weight (up to 8500 tons), which is 30% more than the carrying capacity of VL11), while the power consumption is reduced by 10% compared to VL11.
On an electric locomotive, the labor intensity of repairs was reduced by 15%, and the overhaul run was increased by 50%. The traction and braking characteristics of the electric locomotive and the working conditions of locomotive crews have been improved.

• 2ES6 - cargo main DC electric locomotive
• Specifications
• Years of construction - 2006 - to present
• Country of construction - Russia (OJSC "Sinara - Transport vehicles", OJSC "Ural Railway Engineering Plant")
• Country of operation - Russia
• Axial formula - 2(2o-2o)
• Current system - direct, 3 kV
• Hourly power of TED - 6440 kW
• Continuous power of TED - 6000 kW
• Design speed - 120 km/h
• Coupling weight - 192 t

Brief description of the design of the electric locomotive

The creation of a new generation of electric locomotives involves the use of an undercarriage with unified two-axle bogies, in which wheel sets have the possibility of radial installation when passing curved sections of the track. New locomotives, along with commutator traction motors (TD), must be equipped with a unified brushless axially adjustable traction motor, as well as auxiliary drives with economical and reliable semiconductor converters, created on a modern electronic basis.
Improving the consumer properties of promising rolling stock should be achieved by meeting modern requirements in the field of ergonomics, sanitary, hygienic and environmental conditions. An important role is also played by a significant increase in the overhaul run, the use of reliable non-repairable components and assemblies, the organization of repairs, taking into account the actual technical condition based on the results of diagnostics, etc.
An example of such an approach to the design of new machines can serve as the main freight electric locomotives 2ES4K manufactured by OJSC Novocherkassk Electric Locomotive Plant (NEVZ) and 2ES6, produced by OJSC Ural Railway Engineering Plant (UZZhM). They are designed for operation in areas electrified at 3000 V DC, with speeds up to 120 km/h. These locomotives will replace freight electric locomotives of the VL10 and VL11 series (all indices). The new locomotives are capable of operating in one, two, three or four sections in a multi-unit system. The DC electric locomotive built at UZZhM was originally named 2ES4K. In 2007, to distinguish it from the machines manufactured by NEVZ, he was assigned a series 2ES6 .

A new two-section electric locomotive is formed from two identical head sections, a three-section one - from two head and trailer sections. The third, middle section is not equipped with a control cabin and has doors at the ends of the body. A four-section locomotive can be formed from two two-section electric locomotives or from two head and two trailer middle sections without control cabins.

Bogies of NEVZ and UZZHM electric locomotives are two-axle, jawless. Spring suspension - two-stage of helical coil springs with a total static deflection of 130 mm and vibration damping of each stage by hydraulic shock absorbers.

The body and bogies are interconnected in the vertical and transverse directions by elastic and damping elements. In the second stage of spring suspension springs of the "Flexicoil" type are used. Transverse and longitudinal forces from axle boxes of wheel pairs are transmitted through elastic links. The body frame receives the traction force from the bogie via the inclined link.
The traction drive of the electric locomotive 2ES6 No. 001 (UZZHM) is double-sided helical, with motor-axial rolling bearings.
Independent power supply of the excitation windings of the DT is provided by a controlled static converter with an hourly power of 25 kW for two DTs. The use of a static converter on a DC electric locomotive makes it possible to use a power circuit diagram with independent power supply to the motor excitation windings in all modes (traction, recuperation and rheostatic braking). It becomes possible to significantly improve the traction properties of the locomotive by increasing the rigidity of the characteristics. At the same time, the number of devices in the power circuits is reduced, and the transition of the electric locomotive from the motor mode to the brake mode and vice versa is simplified.
As reversers, three-position switches are used, which allow, along with reversing, to turn off faulty DTs. If the static converter is damaged and during shunting movements, the TD can be switched to sequential excitation.
After the emf The TD will become higher than the voltage in the contact network, an automatic transition to the regenerative-rheostatic or rheostatic braking mode is provided using a block of semiconductor valves. The advantage of the electrical circuit is the possibility of smooth regulation of the excitation current in the modes of traction, recuperation and electric braking, which can significantly improve the dynamics when the train is moving.
A high-speed contactor and a reactor are introduced into the circuit of each pair of TD excitation windings, which are also included in the armature winding circuit. Usage reactor in anchor chains and excitation is a fundamental feature of the electrical circuit of the 2ES6 electric locomotive. This solution provides armature current dynamic feedback for the TD magnetic flux. In addition, the quality of transients during voltage fluctuations and emergency conditions is significantly improved, as well as the efficiency of motor protection in case of short circuits.
The rearrangement of the TD is carried out using electro-pneumatic contactors and semiconductor valves without breaking the power circuit and failing the traction force. The reversal of the traction motors is achieved by switching the armature windings.
The 2ES6 electric locomotive uses a microprocessor control system (MSUL) that controls the traction drive, auxiliary machines and other systems that ensure safe and economical train operation. The new locomotives are provided with manual and automatic start modes up to the running positions of the series and parallel connections of the TD, depending on the current with a setting selected by the driver.
The MSUL system provides engine protection against overload, boxing and skidding, automatic activation of rheostatic braking after exceeding the specified voltage level in the contact network in the regenerative braking mode and displays information on the operation of the electrical equipment of all sections on the driver's console.
The electric locomotive is equipped with on-board diagnostics equipment, combined with the MSUL and monitoring the state of the electrical equipment. Electronic equipment has its own built-in control and diagnostic system.

The 2ES6 locomotive was equipped with three-phase asynchronous auxiliary motors with a squirrel-cage rotor, which are powered by one of the static converters. Control circuits and other low-voltage consumers are fed from the second converter, and the storage battery is also charged.
Axial fans (one per trolley) were used to cool the AP, and fans with automatic speed control depending on the current in the AP circuit were used to remove heat from the starting-braking resistors. A screw compressor is installed on each section.

Electric locomotive 2ES6 "Sinara" is designed to operate on lines with direct current. It is manufactured at the Ural Railway Engineering Plant, located in the city of Verkhnyaya Pyshma. This plant is part of CJSC Sinara Group. The first machine was manufactured in December 2006. After testing the electric locomotive on the railway in various conditions, which showed that it meets all the requirements for driving freight trains, a supply contract was signed between the manufacturer and Russian Railways.

During the first year of serial production (2008), 10 electric locomotives were manufactured. The following year, Russian Railways received 16 new cars. In subsequent years, their production increased. Soon the volumes increased to 100 locomotives per year. This continued until 2016, after which there was a stabilization of output and its decline. In total, by the middle of 2017, 704 2ES6 electric locomotives were manufactured.

The new locomotive consists of two identical sections, which are linked by sides with inter-car crossings. Management is carried out from one cabin. Sections can be separated. In this case, each becomes an independent electric locomotive. It is also possible that two locomotives are combined into one, turning into a four-section electric locomotive. But it is also possible to add one section to a two-section electric locomotive, turning it into a three-section one. In any case, control is carried out from one cabin. When using one section as an independent electric locomotive, difficulties arise for the drivers, since their visibility is then difficult.

New technologies used in E2S6

The new freight electric locomotive meets all modern requirements, in 80 percent of cases they are innovative. Reliability is ensured by microprocessor control system. It allows you to eliminate crew errors. This eliminates the "human factor", which in some cases can lead to an unforeseen situation.

The available on-board diagnostics constantly reports on the status and operation of all mechanisms. In addition, the results are subsequently transferred to the service points and information collection centers available at Russian Railways.

The electric locomotive is equipped with the GLONAS system, in parallel with it - GPS. A program is used that allows automatic driving. The control can be carried out by an operator located in a remote stationary center.

New, not previously used in the Russian production of locomotives, technical solutions have improved the characteristics of the electric locomotive. It has become more reliable, operating costs have decreased. The application of innovations has a positive impact on safety.

An electric locomotive consumes 10-15 percent less electricity than its predecessors. Repair costs are reduced by the same amount. The team of machinists works in conditions that are not only convenient for the performance of duties, but also comfortable. The mileage of an electric locomotive between scheduled repairs increased by one and a half times. The fact that the technical speed has been increased is also of great importance. This allows, without making investments in infrastructure, to increase the capacity of the railway.

Conclusion

The production of the 2ES6 electric locomotive is designed only for a few years ahead. This machine will become the basis for the manufacture of more advanced options. One of the major changes required for locomotives is the use of induction motors, which are more efficient than commutator motors.

Currently, 2ES6 electric locomotives are operated on the Sverdlovsk Railway, on the roads of the Southern Urals and Western Siberia.

These machines can work in any climatic conditions existing in Russia. Their work is also successfully carried out in the racing area. Their altitude limit is 1300 meters above sea level. The design speed of the electric locomotive is 120 kilometers per hour.