General information about the electric locomotive VL80C. Electric locomotives type VL80 VL 80 decoding

Array ( => Locomotives [~TAGS] => Locomotives => 58873 [~ID] => 58873 => Electric locomotive VL-80: technical characteristics, distribution and operation [~NAME] => Electric locomotive VL-80: technical characteristics, distribution and operation => 1 [~IBLOCK_ID] => 1 => 104 [~IBLOCK_SECTION_ID] => 104 =>

general information

Scope of application

Design features

Sectional equipment

Main switch VOV-25M.

Transformer

Subtleties of control

Options

Length – 32480 mm.

Hourly power – 6520 kW.

Traction force – 4501 tf.

Speed – 51.6 km/h.

Models

VL-80T

VL-80S

VL-80R

VL-80K

VL-80SM

VL-80M

Maintenance

Electric locomotives based on VL-80

Conclusion

[~DETAIL_TEXT] =>

Almost every one of us knows that a very large percentage of all cargo transportation in the world is carried out by railway transport. As for the post-Soviet space, in this territory the railway is almost an absolute, undisputed leader in the amount of passenger and cargo traffic transported through it. Therefore, in this article we will take a detailed look at one of the leading machines that pulls various cars, the name of which is the VL-80 electric locomotive.

general information

This power railway unit is the brainchild of the Novocherkassk Electric Locomotive Plant. It was at this enterprise that the VL-80 electric locomotive was designed and produced in all its existing modifications. At this industrial facility, exclusively assembly work was carried out, and all the required components were supplied from other machine-building enterprises in the country. A total of 2,746 units were produced, and the last car rolled off the assembly line in 1995.

Scope of application

The VL-80 electric locomotive is used to handle a wide variety of cargo on domestic and foreign (Ukraine, Belarus, Kazakhstan) mainline railways electrified with single-phase current with a frequency of 50 Hz.

All equipment of the locomotive is designed to work with a contact network with a voltage of 19-29 kV. The ambient temperature can be in the range from -50 to +40 degrees Celsius with humidity up to 90% and altitude at sea level not higher than 1200 meters.

Design features

The VL-80 locomotive left the gates of the manufacturer composed of a couple of sections, although some electric locomotive models have three or even four sections, but we’ll talk about this a little later.

Considering the mechanical part of the VL80, we note that it is represented by two absolutely identical biaxial bogies, whose frames are welded. Roller-type bearing supports are connected to the trolley frame using silent blocks (these are rubber-metal hinges). From the bogies to the body, the braking force and traction are transmitted through the pins - the rods of the rotary joint. Electrically, the motors that move the locomotive are secured by axial support. Motor type – NB-418K6. Rotation is transmitted from the engine to the wheelsets using a double-sided helical gear with a fairly rigid rim. Since in such a transmission the gear teeth have a certain inclination, there is no axial force in the meshing, which in turn significantly reduces the load on the drive and increases the service life of the parts.

Sectional equipment

The VL-80 electric locomotive in each of its sections is equipped with:

A pantograph that collects current from the contact network.

It is located directly above the driver's cabin.

Main switch VOV-25M.

Traction transformer with oil-type motor-pump.

A couple of rectifier units. Main controller.

A phase splitter to produce the third phase, which is used to power asynchronous motors of other auxiliary units.

Four fan motors that cool various equipment and pressurize the locomotive body. Two such motors necessarily cool each traction motor.

Motor-compressor KT-6EL for generating the air required for the normal operation of the braking system, power units, blocking the high-voltage chamber, giving sound signals of varying volumes, and functioning of the pneumatic drive of the glass wipers.

Transformer

Equipped with a traction winding and an auxiliary winding with an no-load voltage of 399 V (rated load is 380 V), which serves to power a variety of auxiliary control circuits. In cases of significant fluctuations in the contact network voltage, the voltage on the auxiliary motors is stabilized using two taps having their own voltage of 210 V and 630 V. They are switched manually on the transformer. On main engines, voltage regulation occurs promptly while the driver is working.

Subtleties of control

The movement of the electric locomotive occurs due to the change in voltage that is supplied to each traction motor. On any of the existing modifications of the VL-80 (except for the VL-80R), the voltage value on the TED is regulated by switching the transformer taps under load using an electrical main controller. In order to eliminate the possibility of a current surge at the moment of position transition, a transition reactor is installed between the transformer and the controller, which absorbs switching overloads using its own high inductance.

Since the elements pass enormous currents through themselves, their contacts are made of a special carbon-silver compound. In total, the electrical controller (ECG) contains about 12 kilograms of silver. The ECG is driven by a DC motor with a voltage of 50 V and a power of 500 W, when started, the lighting in the electric locomotive always noticeably dims and the voltage in the control circuits decreases.

The speed of the VL-80R electric locomotive, which does not have a main electrical controller, is regulated in a different way. This locomotive also features regenerative braking, which ensures that consumed electrical energy is returned back to the grid.

Options

The VL-80 electric locomotive, the technical characteristics of which are indicated below, is used as a cargo-passenger locomotive. The main indicators of this machine are:

Length – 32480 mm.

Height (measured from the rail head to the runners of the lowered pantograph) – 5100 mm.

Hourly power – 6520 kW.

Traction force – 4501 tf.

Speed – 51.6 km/h.

Continuous operation power – 6160 kW.

Traction force during long-term operation – 40.9 tf.

The traction force at the start of movement is 65 tf.

Models

NEVZ electric locomotives were produced in various designs and therefore their model range is quite wide. Let's look at them in more detail.

VL-80T

Its mechanical part consists of four sections and non-articulated bogies placed underneath them. Each section has SA-3 automatic couplers along its edges.

The trolleys are made of sheet timber, tubular type end fastenings and box-section sidewalls. All forces that act on the electric locomotive are transmitted through the cradle suspension. The control circuits contain circuit breakers that replace the previously installed fuses. The ventilation system has also been slightly changed: passages along the corridor have become freer, the left pre-chambers have been reduced and raised to the roof. The electrical circuit of the electric locomotive has also undergone changes. In particular, a highly efficient rheostatic brake, brake resistors, and switches are installed. All this led to a noticeable rearrangement of all existing equipment.

The operating instructions for the electric locomotive state that at the time of approaching the train, its speed should not be more than 3 km/h. This will completely eliminate the possibility of impact and will not damage the automatic coupler.

VL-80S

A distinctive feature of this electric locomotive is that the driver can drive three or more sections from one remote control. This became possible after the multi-unit system was introduced.

The mechanical and electrical equipment of the locomotive is almost identical to the VL-80T, but there are some differences:

An alarm has appeared that shows the operation of additionally connected sections.

Various inter-electric connections have been introduced.

Gradually, various changes were made to the VL-80S freight train to increase the reliability of the machine and reduce the costs of its production. For example, new asynchronous electric motors ANE-225L4UHL2 were installed instead of AE-92-4. Also in 1985, experimental TEDs were installed on several models. The increase in individual elements of the entire structure and the introduction of new components led to the fact that the total mass of the electric locomotive was increased, and a new nominal value was established - 192 tons.

Operation of this locomotive in winter conditions requires the implementation of special measures such as:

Replacing summer lubricant with winter lubricant.
Elimination of existing leaks in hatch covers, floors and other areas of the body.
Checking the condition of the battery.
Inspection of motor-axial bearings and gears.

VL-80R

This electric locomotive was developed taking into account past shortcomings and received the possibility of regenerative braking. It was also the very first electric locomotive to feature thyristor AC control. These machines were equipped with KME-80 type controllers. To maintain normal temperature of the locomotive's operating equipment, TsVP64-14 fans were used. An electric locomotive of this model was actively used as railway transport on the railways of the Krasnoyarsk region, East Siberian and Far Eastern railways. By the way, a remarkable fact: VL-80T - 1685 was involved in the filming of the film “Magistral”, which became a favorite among experienced railway workers.

The cabin of this locomotive is almost identical to the VL-80T, but there are two differences:

In the upper right corner of the VL-80R there is a special display with eight lamps, each of which shows the status of the high-speed section switches.

The driver's controller is designed as a steering wheel rather than a lever.

VL-80K

Each section of this electric locomotive up to No. 380 was equipped with two centrifugal fans with a power of 40 kW each, which were used to cool the existing traction motors. Fans draw air through louvers located on the right side of the body wall.

Starting with No. 380, the locomotive was equipped with centrifugal two-wheel fans, which drew air through side louvres.

VL-80SM

This type of electric locomotive began production in 1991 and was produced for only four years.

Structurally, it was not too different from the VL-80S. However, there were some changes. Thus, the buffer lights and spotlights installed on the roof of the locomotive have slightly changed their configuration. In appearance it was a little similar to the VL-85.

VL-80M

An electric locomotive on which a special system was used to perform smooth regulation of the voltage of traction motors using a VIP-4000M rectifier-inverter type converter. Improved NB-418KR engines were also installed.

The locomotive is equipped with a control system using microprocessor technology and diagnostics. It is this system that provides both manual and automatic control of the electric locomotive, guarantees reliable protection against slipping and skidding, regulates the excitation current in regenerative braking mode, controls relay contactor devices and diagnoses all equipment of a multi-ton machine.

The locomotive control panel has become even more ergonomic and convenient. Air conditioning and new seats for the driver and his assistant began to be used.

Maintenance

Repair of electric locomotives on overhead lines is carried out in two versions:

Medium repair - carried out to bring operational characteristics to the original level, as well as to partially or completely restore the functionality of main parts and assemblies (inspection and repair of cables, pipelines, etc.).

Major repairs - restore the service life of absolutely all worn parts and components. If necessary, worn components are completely replaced. The machine, in fact, is disassembled down to every screw.

Before any of the above types of repairs, the electric locomotive is cleaned of dirt and dust, disassembled into assembly units, which are subsequently subjected to a very thorough inspection in order to determine the degree of wear. At the time of washing electrical equipment, all wires and equipment are reliably isolated from the penetration of cleaning solutions into them.

Electric locomotives based on VL-80

The design of the VL-80 electric locomotive turned out to be so convenient and thoughtful that a number of other locomotives were produced on its basis. So, in 1999, four ED1 electric trains were built at the Demikhovsky Machine-Building Plant, which consisted of ten cars and the ED9T train itself, and at both ends of the train the main motor cars were replaced with sections of the VL80s electric locomotive. ED 1 were delivered to the Far Eastern Road and Khabarovsk-2 depots. However, already in 2009, all these trains were completely disbanded.

In 2001, a project was created to create two system trains with increased comfort. For this purpose, the cars of the ED4DK electric train were used, which were placed between the DC and AC sections.

At the end of 2001, DMZ created the ED4DK-001 electric train, on one side of which there was a direct current section VL-10-315, and on the other - VL-80T-1138. However, in the process of further work, it became clear that the joint operation of these two units is impossible for technical reasons. A clear confirmation of this was the section of VL-10-315 that burned to the ground.

Conclusion

The VL-80 electric train has received such wide recognition in our lives that the creators of computer games even used it in one of their creations - Railroad Tycoon 3. In addition, an absolutely reliable copy of the electric locomotive found its place in the game S.T.A.L.K.E.R.

Electric locomotive VL-80: technical characteristics, distribution and operation

general information

Scope of application

Design features

Sectional equipment

The VL-80 electric locomotive in each of its sections is equipped with:

A pantograph that collects current from the contact network.

It is located directly above the driver's cabin.

Main switch VOV-25M.

Traction transformer with oil-type motor-pump.

A couple of rectifier units. Main controller.

A phase splitter to produce the third phase, which is used to power asynchronous motors of other auxiliary units.

Four fan motors that cool various equipment and pressurize the locomotive body. Two such motors necessarily cool each traction motor.

Transformer

Subtleties of control

Options

The VL-80 electric locomotive, the technical characteristics of which are indicated below, is used as a cargo-passenger locomotive. The main indicators of this machine are:

Length – 32480 mm.

Height (measured from the rail head to the runners of the lowered pantograph) – 5100 mm.

Hourly power – 6520 kW.

Traction force – 4501 tf.

Speed – 51.6 km/h.

Continuous operation power – 6160 kW.

Traction force during long-term operation – 40.9 tf.

The traction force at the start of movement is 65 tf.

Models

NEVZ electric locomotives were produced in various designs and therefore their model range is quite wide. Let's look at them in more detail.

VL-80T

Its mechanical part consists of four sections and non-articulated bogies placed underneath them. Each section has SA-3 automatic couplers along its edges.

VL-80S

A distinctive feature of this electric locomotive is that the driver can drive three or more sections from one remote control. This became possible after the multi-unit system was introduced.

The mechanical and electrical equipment of the locomotive is almost identical to the VL-80T, but there are some differences:

An alarm has appeared that shows the operation of additionally connected sections.

Various inter-electric connections have been introduced.

Operation of this locomotive in winter conditions requires the implementation of special measures such as:

Replacing summer lubricant with winter lubricant.
Elimination of existing leaks in hatch covers, floors and other areas of the body.
Checking the condition of the battery.
Inspection of motor-axial bearings and gears.

VL-80R

The cabin of this locomotive is almost identical to the VL-80T, but there are two differences:

In the upper right corner of the VL-80R there is a special display with eight lamps, each of which shows the status of the high-speed section switches.

The driver's controller is designed as a steering wheel rather than a lever.

VL-80K

Starting with No. 380, the locomotive was equipped with centrifugal two-wheel fans, which drew air through side louvres.

VL-80SM

This type of electric locomotive began production in 1991 and was produced for only four years.

VL-80M

The locomotive control panel has become even more ergonomic and convenient. Air conditioning and new seats for the driver and his assistant began to be used.

Maintenance

Repair of electric locomotives on overhead lines is carried out in two versions:

Major repairs - restore the service life of absolutely all worn parts and components. If necessary, worn components are completely replaced. The machine, in fact, is disassembled down to every screw.

Electric locomotives based on VL-80

In 2001, a project was created to create two system trains with increased comfort. For this purpose, the cars of the ED4DK electric train were used, which were placed between the DC and AC sections.

Conclusion

When I was very little, I loved watching little trains (and constantly asked me to take me to see them). Even vaguely from those times I remember some locomotives that have already sunk into oblivion (such as the big-eyed Czech ChS4 with a rounded cab). However, since then and to this day, freight locomotives have remained unchanged VL80, which have been crossing the expanses of our country for more than fifty years.
On domestic locomotives, letter markings always mean something, VL is no exception. IN Ladimir L enin; it’s so simple, unpretentious and Soviet-style (in general, the matter was not limited to the Soviet Union - locomotives with the VL marking were produced right up to 2005).

VL80 were produced by the Novocherkassk Electric Locomotive Plant (NEVZ) and initially had the designation N80 (Novocherkassk, 8-axle, single-phase). This is a freight mainline AC electric locomotive with an axial formula of 2 (20 -20) - the locomotive consists of two “halves”. The first locomotive was produced in 1961, the last modification left the factory in 1995; In total, over the years, about 5,000 of these electric locomotives of various modifications were produced, which makes VL80 the most popular series of the NEVZ plant model range among AC locomotives. Well, of course, from the mid-60s to this day, this is the main freight locomotive on the AC lines of the railways of Russia and the ex-USSR (also used in Belarus, Ukraine, Kazakhstan, Uzbekistan):

Over the years of production, several different modifications were produced: VL80 K, VL80 T, VL80 V, VL80 R, VL80 S, VL80 SM.
VL80 K is the very first modification of VL80 (produced from 1963 to 1971, 695 units produced). Two more not so widespread modifications are VL80 R and VL80 V.
The most popular were the VL80 T (1,317 units, production from 1967 to 1984) and VL80 S (2,746 units, production from 1979 to 1995) - both of them are still found in large numbers on Russian roads. Despite the almost complete external similarity of all models VL80 - VL80 T from VL80 S, it is easiest to distinguish them by the absence of connector contacts under the headlights on the front part of the cab (and accordingly, the markings are usually easy to read):

But perhaps the main difference is not so obvious, the earlier VL80 T models are two-section locomotives. In principle, a fairly powerful locomotive allows even in a two-section version to haul medium-length freight trains:

But since the main advantage of alternating current is that it is easier to transport it over long distances (where it is more logical to make longer trains and more powerful locomotives are required), then in 1979 the VL80 S modification appeared, allowing locomotives to operate in more than two sections when controlled from one cab across system of many units (CME). Initially, the electric locomotive was built with the ability to operate only two or four coupled sections. In 1982, electric locomotives 550, 551, 552 were built, which could operate in two, three or four sections. Since electric locomotive 697 (1983), all electric locomotives have been built with this capability. Accordingly, no one forbids the VL80 S to operate in a two-section basic configuration, but as a rule it is a three-section and in rare cases a four-section (for very long trains) configuration:

In terms of coloring, for the most part, the traditional green colors with red stripes on the front part still dominate (this is how I remember them from the 80s). However, in recent years, after the rebranding of Russian Railways, locomotives began to be repainted in the modern colors of Russian Railways (red and gray):

I also had a chance to see a locomotive in such an exotic livery (by the way, this is just a VL80 S, but in a two-section configuration):

VL80 K was the first mass modification of the series: the first units began to be produced in 1961, but already in 1963 the locomotive went into production in the “K” modification and a total of 695 units were produced (it was produced until 1971, when it was other modifications came to replace it. I was fully confident that this series had somehow disappeared from use, but I was surprised to find one on the Sennaya - Syzran stretch). Externally, in general, it is almost the same, some samples (but not this one) may have headlights that look different) and some elements on the side look different. Otherwise, this is a traditional VL80:

Another characteristic feature of all VL80s was the presence of a red star on the front part (well, Vladimi Lenin, a red star - everything is logical). Lately, more and more often (apparently after a major overhaul) I see models where the star is cowardly removed from the front part, which I think is in vain - after all, it somehow looks more stylish, a design element no matter how you look at it:

On the Volga Railway, VL80 is the main freight electric locomotive, in the vicinity of Saratov they are serviced in Anisovka (TC-9), respectively, if you drive through the railway bridge and Anisovka, you can just see the locomotive depot and an increased concentration of VL80:

And of course, the main advantage of freight trains (compared to passenger trains) is the long, bizarre bends on indirect sections. In the vicinity of Saratov, such trains are always headed by VL80 (on the other side of the Volga further than Anisovka, the lines are not electrified and there the trains are already hauling diesel locomotives - mostly 2TE116 - about which some other time):

And a few more shots from the VL80:

Despite the fact that on AC railways the VL80 is the most popular freight locomotive and a real long-liver, they are now being gradually withdrawn from service and replaced with more modern locomotives of the E5K and ES5K families of the same NEVZ - a new generation of electric locomotives, the construction of which has been ongoing since 2004- year.

And further.
There is a very interesting (and extremely memetic) locomotive VL85 - essentially the same VL80 (even outwardly similar), only with an axle formula of 2 (30 -30), respectively, one and a half times longer and more powerful - once the most powerful AC electric locomotive. All of them are operated on the East Siberian Railway and have not yet been seen.
VL80 also has a twin brother VL10 - a similar locomotive, only for DC networks; There is also a VL82 (dual-system - suitable for both alternating and direct current). Accordingly, the family of DC electric locomotives, by analogy with the VL85, has its own six-axle two-section monster VL15 - I’ve just seen them.
Actually, I’m thinking about making a separate post about VL10 and VL15 later - there are few external differences from VL80, but the habitats are different.

Alternating current with axial formula 2(2 0 -2 0).

Electric locomotives VL80 of all indexes were built by the Novocherkassk Electric Locomotive Plant (NEVZ) according to projects developed by VElNII in the period from 1994 to 1994. The plant manufactured the mechanical parts, traction motors, and auxiliary electric machines itself. The plant received some important components from other plants: a traction transformer, a main switch.

The first VL80 electric locomotives were equipped with mercury arc rectifiers; later they were all converted to use silicon rectifiers and became known as VL80 K.

General description of the VL80 series

Electric locomotive VL80 K on a USSR stamp

Each VL80 electric locomotive left the factory composed of two sections, but the design of the VL80 s electric locomotives provides for the synchronous operation of three or four sections, and some modernized VL80 r - as part of three sections. Mechanical part of the VL80 section - two identical two-axle trolleys. The bogie frames are welded, the axle boxes with roller bearings are connected to the bogie frame by leads with silent blocks (rubber-metal hinges). Traction and braking forces are transmitted from the bogies to the body through king pins. Traction motors ( TED) NB-418K6 have axial support suspension. The gear transmission from the traction motor to the wheel pairs is double-sided, helical, with a rigid gear rim. The diameter of the wheelsets with new tires according to the passport is 1250 mm, in fact - 1280-1290 mm.

The following main equipment is installed on each section:

pantograph for collecting current from the contact network, located above the driver's cabin, and the main switch ( GW) VOV-25M;
traction transformer with oil motor pump ( MN), two rectifier units VUK of one modification or another and the main controller EKG-8Zh (on the electric locomotive VL80 r VUK and EKG-8Zh were replaced by two converters VIP-2200);
phase splitter ( FR) NB-455A, generating the third phase (the first and second phases are the auxiliary winding terminals) to power the asynchronous motors of the remaining auxiliary machines;
4 fan motors ( MV) for cooling the equipment and pressurizing the body, among which there are always two MVs for cooling the electric motor, one per bogie;
motor-compressor ( MK) KT-6El for providing air to brakes on a locomotive and on a train, power electrical devices, high-voltage chamber interlocks, sound signals with a whistle (quiet) and typhon (loud), and operation of the pneumatic drive of windshield wipers.

Transformer has a traction winding and a winding for its own needs ( OSN) with an open circuit voltage of 399 V (voltage under rated load is about 380 V), which serves to power auxiliary machines and control circuits. To stabilize the voltage on auxiliary motors in case of significant voltage fluctuations in the contact network (below 19 kV and above 29 kV), two OSN taps with voltages of 210 and 630 V are provided; they are switched manually on the transformer. The voltage on the traction motors is regulated quickly during the control of the electric locomotive.

Control circuits powered by a voltage of 50 V from TRPSH- a transformer controlled by magnetization of the shunts through a diode rectifier. To smooth out pulsations, two chokes D1 and D3 are installed after the rectifier, but at present, on some electric locomotives, the copper windings of the chokes have been removed by depot workers for selfish purposes, and in the power apparatus block No. 1 (where the TRPS is located), only fluffy cores are visible.

The electrical circuit has also been significantly changed - installed on the electric locomotive rheostat brake. This means installing:

braking resistors and contactors switching their resistance (they are called contactors of the extended braking zone and switch the resistor resistance from 1 Ohm to 0.54 Ohm);

brake switches, which disconnect the traction motors from the rectifier units and connect their armatures to the braking resistors, and the field windings are connected in series and connected to the VUV;

rectifier excitation unit, which is assembled from thyristors and allows you to smoothly regulate the excitation of engines operating in generator mode, and, consequently, the braking force;

air switching devices, which in traction mode provide air supply from motor fans No. 3 and No. 4 to rectifier units, smoothing reactors and oil coolers of the transformer, and in braking mode to braking resistors;

rheostatic braking control unit BURT, which controls VUV, UPV, extended braking zone contactors and other devices. BURT is installed only in the first section of the electric locomotive.

This change in the electrical circuit and the addition of new devices also entailed a rearrangement of the equipment in the sections.

Electric locomotive VL80 S

Electric locomotives VL80 R were supplied for operation on sections of the Krasnoyarsk, East Siberian, and Far Eastern railways with heavy track profiles, as well as at the Bataysk depot of the North Caucasus Railway. The last locomotive of the series (VL80 R -1869) was released in 1986. Currently, all VL80 R electric locomotives are assigned to the locomotive depots of the East Siberian and Krasnoyarsk Railways.

Some locomotives were modernized at UULRZ and gained the ability to operate under CME in three sections.

Electric locomotive VL80 cm

Electric locomotive VL80 cm- built from 1994 to 1994, 4 units were produced. All are assigned to the Bataysk depot of the North Caucasus Railway.

Electric locomotive VL80 K-368 near Bataysk

Electric locomotive VL80V-1129 in Shcherbinka

Electric locomotive VL80 S -2262

Electric locomotive VL80 S -773

Electric locomotive VL80 S -674

Electric locomotive VL80 S-1244 consisting of three sections

Electric locomotive VL80 S -1707

Electric locomotive VL80 S -1893 consisting of three sections

Electric locomotive VL80S-3001 (VL80SM-3001)

Electric locomotive VL80S-3002 (VL80SM-3002)

Electric locomotive VL80S-3003 (VL80SM-3003)

Electric locomotive VL80SM-3004

Distribution and exploitation

Repair factories

Atbasar Electric Locomotive Repair Plant

Electric locomotives of the railways of the Soviet Union and post-Soviet space

Trunk

DC electric locomotives

C C - 1932-1934 | VL19 - 1932-1938 | PB21 - 1934 | SK - 1936-1938 | VL22 - 1938-1958 | VL8 - 1953-1967 | VL23 - 1956-1961 | ChS1 - 1957-1960 | ChS2 - 1958-1973 | ChS3 - 1961 | VL10 - 1961-1977 | VL12 - 1973, 1974 | ChS200 - 1974-1979 | VL11 - 1975-... | ChS6 - 1979-1981 | ChS7 - 1983-2000 | VL15 - 1984-1991 | DE1 - 1995-2008

| EP2K - 2006-… | 2ES4K - 2006-… | - 2007-… 2EL4 - 2008-… AC electric locomotives

OR22 - 1938 | VL61 - 1954-1957 |

Alternating current with axial formula 2(2 0 -2 0).

The first VL80 electric locomotives were equipped with mercury arc rectifiers; later they were all converted to use silicon rectifiers and became known as VL80 K.

General description of the VL80 series

Electric locomotive VL80 K on a USSR stamp

The following main equipment is installed on each section:

pantograph for collecting current from the contact network, located above the driver's cabin, and the main switch ( GW) VOV-25M;
traction transformer with oil motor pump ( MN), two rectifier units VUK of one modification or another and the main controller EKG-8Zh (on the electric locomotive VL80 r VUK and EKG-8Zh were replaced by two converters VIP-2200);
phase splitter ( FR) NB-455A, generating the third phase (the first and second phases are the auxiliary winding terminals) to power the asynchronous motors of the remaining auxiliary machines;
4 fan motors ( MV) for cooling the equipment and pressurizing the body, among which there are always two MVs for cooling the electric motor, one per bogie;
motor-compressor ( MK) KT-6El for providing air to brakes on a locomotive and on a train, power electrical devices, high-voltage chamber interlocks, sound signals with a whistle (quiet) and typhon (loud), and operation of the pneumatic drive of windshield wipers.

The electrical circuit has also been significantly changed - installed on the electric locomotive rheostat brake. This means installing:

braking resistors and contactors switching their resistance (they are called contactors of the extended braking zone and switch the resistor resistance from 1 Ohm to 0.54 Ohm);

brake switches, which disconnect the traction motors from the rectifier units and connect their armatures to the braking resistors, and the field windings are connected in series and connected to the VUV;

rectifier excitation unit, which is assembled from thyristors and allows you to smoothly regulate the excitation of engines operating in generator mode, and, consequently, the braking force;

air switching devices, which in traction mode provide air supply from motor fans No. 3 and No. 4 to rectifier units, smoothing reactors and oil coolers of the transformer, and in braking mode to braking resistors;

rheostatic braking control unit BURT, which controls VUV, UPV, extended braking zone contactors and other devices. BURT is installed only in the first section of the electric locomotive.

This change in the electrical circuit and the addition of new devices also entailed a rearrangement of the equipment in the sections.

Electric locomotive VL80 S

Some locomotives were modernized at UULRZ and gained the ability to operate under CME in three sections.

Electric locomotive VL80 cm

Electric locomotive VL80 cm- built from 1994 to 1994, 4 units were produced. All are assigned to the Bataysk depot of the North Caucasus Railway.

Electric locomotive VL80 K-368 near Bataysk

Electric locomotive VL80V-1129 in Shcherbinka

Electric locomotive VL80 S -2262

Electric locomotive VL80 S -773

Electric locomotive VL80 S -674

Electric locomotive VL80 S-1244 consisting of three sections

Electric locomotive VL80 S -1707

Electric locomotive VL80 S -1893 consisting of three sections

Electric locomotive VL80S-3001 (VL80SM-3001)

Electric locomotive VL80S-3002 (VL80SM-3002)

Electric locomotive VL80S-3003 (VL80SM-3003)

Electric locomotive VL80SM-3004

Distribution and exploitation

Repair factories

Atbasar Electric Locomotive Repair Plant

Electric locomotives of the railways of the Soviet Union and post-Soviet space

Trunk

DC electric locomotives

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The abbreviation of the electric locomotive VL means “Vladimir Lenin”. From this alone you can guess that this car is Soviet-made.

An electric locomotive of this type first began to operate in 1961. It was developed for freight purposes as an AC electric locomotive. This pride of Soviet mechanical engineering was built in Novocherkassk, but its components were supplied from other regions of the Soviet Union.

Design Features

The VL80 electric locomotive model is very similar in frame design to its predecessor, the VL60. The similarity between these electric locomotives is manifested not only in their design, but also in equipment, traction transformers, and rectifiers. The electric locomotive received traction transformers, ignitron rectifiers were installed on it, but later ignitron rectifiers were replaced by more modern silicon rectifiers.

A huge advantage of the VL80S electric locomotive is that you can drive three or even more sections using one driver’s console. This became possible due to the fact that the electric locomotive was equipped with a system of many units.

At the end of the 1970s, a more advanced model of modification “C” was released from the production line. It is more advanced than the previous modification of the VL80T electric locomotive. It was created for driving even larger trains. This modification has a greater load capacity.

Main characteristics

The pneumatic circuit of the VL80S electric locomotive, the mechanical part, as well as the electrical equipment are very similar between these two modifications, but there are also significant differences between them.

The new model already has an alarm system, which is intended to indicate the operation of those sections that were additionally connected. There are inter-electric connections here.

Another advantage of the new modification is innovations designed to maximize reliability during operation, as well as reduce costs during production.

A few years later, changes were made and more advanced equipment began to be installed, which improved the technical characteristics of the electric locomotive. They were replaced by newer asynchronous electric motors, which from that time began to play the role of phase splitters.

Changes were also made to other modifications of the VL series electric locomotives. Thus, new experimental electric motors were installed on the VL80T electric locomotive in the mid-1980s. These electric motors have been specially developed for twelve-axle electric locomotives.

All electric locomotives of the VL series have similar characteristics; during major changes in their characteristics, the type of their modification changed. The VL80K electric locomotive was produced for about 8 years. Over the years, almost 700 units were produced. To cool the engines, the VL80K series is equipped with powerful centrifugal fans. The control of the electric locomotive of the VL80K series is almost the same as on its predecessor, the VL60.

Electric locomotives of the T series underwent modernization or major repairs, as a result of which new modifications appeared. Thus, the electric locomotive VL80T as a result of such procedures became VL80TK.

The excellent characteristics of the VL80S electric locomotives made it possible to produce them for a fairly long period, from 1961 to 1995. This type of modification has become widespread in a number of countries, including the Russian Federation, Ukraine, Belarus, Kazakhstan, Uzbekistan and even China. Designed for both cargo transportation and passenger transportation.

Another characteristic feature of modification C, which distinguishes this type of electric locomotive from other VL families, is the presence of stepwise voltage regulation; rheostatic voltage is also installed here. In most technical characteristics, the electric locomotive of the VL80S series is the same as the VL80T. Series C is intended for operation in more than 2 sections. Later, when refined, they could be used even when operating three sections.

What was it intended for?

This type of electric locomotives was developed for use on the electrified railway lines of the Soviet Union, where there is single-phase power frequency current. The rated voltage should be around 25 kW.

The equipment that is installed is designed to operate under voltage conditions of 19 - 29 kW. The difference in ambient temperatures is striking from -50 to +40 degrees, air humidity can reach 90%. The altitude above sea level can be up to 1200 m.

The designers developed a two-section machine and installed a rheostatic braking system. The driver can control two electric locomotives simultaneously.

The electric locomotive kit includes tools, as well as spare parts and components for repair and maintenance. There is also technical documentation that is necessary for proper operation, as well as repair work if the need arises.

The design of the VL80S electric locomotive consists of two sections that are connected to each other using an automatic coupling method. Each section includes two-axle bogies as well as a body.

How to prepare for use at the depot after arrival from the manufacturer

After manufacturing, the VL80S electric locomotive is not yet fully ready for the operation process, so it is necessary to fully prepare it for the process. To do this, you will need to properly prepare the external supply equipment, which includes a traction transformer, a main switch, and a rectifier unit. The preparation for operation process must be carried out in full accordance with the operating instructions provided by the manufacturer.

In the process of preparatory work for operation, which is associated with work under high voltage conditions, must be carried out by locomotive crews or specialists who have undergone appropriate training and have the right to perform this type of work. To gain access to specialists, you must not only undergo training, but also successfully pass safety exams. Those who successfully pass the exams are issued a certificate, which confirms the right of admission to perform preparatory work related to high voltage.

In order to successfully complete the process of preparing the VL80S electric locomotive for operation, you will not only need to connect a 50 V network to the machine from the depot, but you will also need compressed air.

Over many decades of operation, the VL80S electric locomotive has proven its high performance. Even several decades after the last car rolled off the assembly line, electric locomotives of this modification can be found everywhere on the railways in many countries of the post-Soviet space.