on the topic: “Electric locomotive EP2K. Technical data. Design features. Main parameters and dimensions of the electric locomotive.
1.Purpose
Passenger electric locomotive EP2K, six-axle, direct current, with a power of 4800 kW, designed for driving passenger trains on railways Russian Federation gauge 1520 mm in climatic regions I 2, II 4 – II 10 GOST 16350.
2.Technical data
2.1 Main parameters and dimensions
2.1.1 Main parameters and dimensions of the electric locomotive:
Rated voltage at the current collector, kV 3
Zo-Zo axial formula
Service weight, t 135±3%
Load from the wheelset on the rails, kN (tf),
No more than 221±3%(22.5±3%)
Nominal diameter of bandage
Wheel pair along the rolling circle, mm 1250
Structural (maximum in
Operation) speed, km/h 160
Continuous power
On traction motor shafts, kW, not less than 4320
Hourly power on shafts
Traction motors, kW, not less than 4800
Continuous traction force
KN (tf), not less than 167.4 (17.06)
Traction force in hourly mode,
KN (tf), not less than 192.8 (19.7)
Continuous speed
Km/h, not less than 91
Speed in hourly mode, km/h, not less than 87.8
Maximum traction force when starting,
KN (tf), not less than 302 (30.8)
Traction force at maximum
Speed, kN (tf), not less than 91.4 (9.3)
Continuous efficiency,
Not less than 0.88
Minimum passable radius
Curves at speeds up to 10 km/h, m. 125
Dimensions according to GOST9238 1T
Using size limits
1-Ta as directed by the Ministry of Railways dated June 15, 1986
No. T/8857 (Appendix B).
Bottom outline according to drawing 11a.
Height of the automatic coupler axis from the head
Rails with new tires, mm 1040-1080
Height from rail head to working
Surfaces of the pantograph skid:
A) in the lowered position, mm, no more than 5100
B) in working position, mm 5500-7000
Centralized system parameters
Passenger train power supply:
Power, kW, not less than 1200
Rated voltage, V 3000
Clock current per one
Current collector, A, no more than 2200
Electric rheostat power
Brakes, kW, not less than 4000
Voltage regulation method
Traction motors are stepped
Suspension of traction motors, support-frame class 3
Notes:
1 The traction force and speed of the electric locomotive are indicated for averagely worn wheel tires of 1205 mm at a rated voltage at the pantograph of 3 kV DC.
2 The efficiency value is indicated for the case when the train heating is turned off.
3 The actual values of power, traction force, speed and efficiency are clarified during testing of an experimental electric locomotive.
4 The required duration of time for the implementation of the maximum traction force corresponds to the time of heating of the traction motors from a completely cooled state to the maximum permissible value of the temperature rise of the windings. The thermal properties of all other equipment of the electric locomotive must satisfy
this condition.
5 When the voltage decreases below 3 kV, the power and speed of the electric locomotive decrease proportionally.
2.1.2 Main parameters of the DTK-800K traction motor:
Engine power in hourly/
Continuous mode, kW 800/720
Voltage, V 3000
Rotation speed in hourly/
Continuous mode, rpm 945/980
Maximum rotation speed rpm 1720
Number of poles 6
2.1.3 Main parameters of the 1R6040 high-speed switch:
Control circuit voltage, V 110
Maximum operating current
Coil retention, A 0.33
2.1.4 Main parameters of the “SBS 2T-RZD” pantograph:
Rated voltage, V 3000
Rated current, A 2700
Maximum allowed speed
Electric locomotive, km/h 160
2.1.5 Basic parameters of the trolley
Trolley type 3-axle
Spring suspension 2-stage
Static
Deflection no less
Transverse displacement of the body relative to the trolley, mm ± 60
Free run of the middle wheelset, mm ± 14
Trolley frame is welded with cast
Elements
Drive axle box with
Cylindrical
Roller and
Radial
Ball
Bearings
On extreme axes
Bandage wheel
2.1.6 Main parameters of the traction gearbox
Type cylindrical
Unilateral,
Single stage,
Straight
Module 10
Gear ratio 2.45
Number of drive gear teeth 38
Number of driven gear teeth 93
3 Composition of an electric locomotive
The electric locomotive includes the following main components:
Table 1
| Name | Designation |
| Electric locomotive | EP2K.00.00.000 |
| Installation of inertial elements and blinds | EP2K.01.05.000 |
| Installation of heating and ventilation system | EP2K.10.50.000 |
| Air conditioner installation | EP2K.10.75.001 |
| Bathroom water system | EP2K.20.01.000 |
| Cart | EP2K.31.00.000 |
| Brake air duct system in the body of an electric locomotive | EP2K.40.01.000 |
| Installation of brake air duct in driver's cabs | EP2K.40.03.000 |
| Training system compressed air | EP2K.40.04.000 |
| Installation of pantograph air duct | EP2K.40.35.000 |
| Body | EP2K.50.00.000 |
| Driver's cabin equipment | EP2K.51.00.000 |
| Installation of a fire detection and extinguishing system (DFS) | EP2K.55.01.000 |
| Installation of a gas fire extinguishing system | EP2K.55.02.000 |
| Installation of electrical equipment in the body | EP2K.70.01.000 |
| Installation of devices on the control panel | EP2K.70.52.000 |
| Kits: | |
| Single spare parts kit | EP2K.90.01.000 (EP2K.00 ZI) |
| Operational documentation | Set of documentation for statement EP2K.00 VE |
4. Design of an electric locomotive and its components.
4.1 Design features
The EP2K direct current passenger electric locomotive is designed for driving passenger trains on 1520 mm gauge railways of the Russian Federation in climatic regions I 2; II 4 – II 10 according to GOST 16350.
The EP2K DC passenger electric locomotive is a single-section locomotive, with an hourly power of 4800 kW, with a power supply system for train cars with a power of 1200 kW.
The EP2K passenger electric locomotive has the following design features:
Modern driver's cabin with ergonomic control panel;
Microprocessor control and diagnostic system MPSU;
Economical ventilation system with low-maintenance air filters and smooth control of fan speed;
Block pneumatic equipment;
New trolley design with support frame suspension traction motors and gearboxes, lever mechanism for transmitting traction force;
Comb lubricant;
Security systems CLUB-U, TSKBM, SAUT;
Automatic fire detection and extinguishing system;
Improved traction motors.
New blocks of starting and braking resistors with power supply for fan motors from resistors, and not from the mains;
LED buffer lights;
Brake valve with remote control;
Modern body design;
Frontal and side windows increased safety with electric heating;
Heated rear view mirrors.
The arrangement of equipment on an electric locomotive is shown in Fig. 1
Figure 1. Equipment location on the EP2K electric locomotive
The electric locomotive equipment is installed in a carriage-type body with a braceless frame and welded steel cladding included in the load-bearing structure.
The body has two driver's cabins, front and rear vestibules, and a machine room.
The cabin is equipped with:
A control panel with controls and means of displaying information on a color graphic display and panel of the CLUB-U system;
Heating and ventilation system;
Air conditioning;
High-strength windshields with electrical heating;
Electric pantograph-type windshield wipers;
High-strength side windows with electrical heating;
Rear view mirrors with electrical heating;
TSCBM system;
Radio station RV-1.1M.
Behind the driver's seat in the front cabin there is a cabinet in which a three-band radio station of the RV-1.1M type is installed.
In the rear cabin, behind the assistant driver's seat, there is a hand brake drive.
The front vestibule contains units of the automatic brake control system SAUT, the microprocessor control system MPSU, auxiliary devices BVA1, the inverter of the front cabin air conditioner, as well as the block of control devices BAU.
In the rear vestibule there are KLUB-U system units and a wardrobe for clothes and tools, a block of auxiliary devices BVA6, and an automatic fire extinguishing system.
The machine room has one working passage with a width of 500 mm.
In the center of the machine room there is a high-voltage chamber in which BSA power units with high-voltage equipment are installed. The doors to the high-voltage chamber have locking devices that prevent access to it if there is voltage on the current collector or on the contactor coil of the depot network.
Symmetrically, relative to the longitudinal axis of the electric locomotive, there are two axial fans with an electric drive for the cooling system of electrical equipment and ventilation.
The ventilation system is divided into two identical structural parts, located in the front and rear parts of the electric locomotive and consists of multi-cyclone filters, fans and air supply channels to consumers.
The air, passing through multicyclone filters, is cleaned of dust and sediment, and the contaminated dust concentrate is sucked out by centrifugal fans driven by electric motors and released into the atmosphere through channels. The degree of air purification is 75%.
A ventilation system using two economical axial fans allows reducing power costs for cooling electrical equipment.
Fans with a capacity of 5 m 3 /s provide air purified in multicyclone filters to traction motors, EVP type converters, static excitation converter of traction motors, fan power converters, as well as to the body to provide forced ventilation.
In the area of the front fan there are blocks of auxiliary devices BVA2 and BVA3, power supply units for control circuits and air conditioners, a fan power converter, an NVP converter unit, as well as a static excitation converter for traction motors.
In the area of the rear fan there are two brake compressors of the PK-5.25 type with an electric drive with a capacity of 3.5 m 3 /s, blocks of pneumatic devices and compressed air preparation systems, a fan power converter, an EVP converter block, a starting compressor, blocks of auxiliary devices BVA4 and BVA5, as well as a sanitary unit.
In the roof block, above the high-voltage chamber, 4 blocks of starting and braking resistors are installed with motor-fans for their cooling with a capacity of 13 m 3 /s.
On the roof of the electric locomotive there are two current collectors, a disconnector, an interference suppression choke, a block of capacitors, and a conductive busbar mounted on insulators.
Under the body of the electric locomotive, between the bogies, there are battery boxes, between them there are main tanks with a total volume of 1000 liters.
EVP50/45 type converters are located between the rods of the traction force transmission mechanism.
The body of the electric locomotive is supported by helical springs, providing flexible connection with horizontal and vertical movements, on two three-axle bogies with a support-frame suspension of the traction electric motor and traction gearbox.
The electric locomotive has a two-stage spring suspension with hydraulic shock absorbers in the first and second stages.
The trolley consists of a frame, wheel pairs connected to the frame by axle-box leads, a spring suspension, a mechanism for transmitting traction and braking forces from the trolley to the body, traction motors and a torque transmission mechanism from the traction motors through a gearbox and a hollow shaft with two driving couplings to the wheels, a lever brake transmission.
The connection of the body with the bogies for transmitting traction and braking forces is carried out through a parallelogram-type mechanism.
The electric locomotive is equipped with a friction brake with pneumatic and electro-pneumatic control, an electric rheostat brake with a power of 4000 kW and a friction parking brake with manual drive.
The electrical circuit of the electric locomotive ensures operation in traction mode and electric rheostatic braking, speed control, operation of auxiliary systems and the power supply system for train cars.
The control system for the EP2K electric locomotive is based on the microprocessor control and diagnostic system MPSU, which provides the output of operational warning and emergency information to the control panel display.
Microprocessor system management provides automatic control acceleration in traction mode, implementation of rheostatic braking while maintaining a given speed, equipment control and auxiliary drive, equipment diagnostics.
Bibliography:
Operating manual for electric locomotive EP2K.
Control questions:
Purpose of the EP2K electric locomotive
Main parameters of EP2K
Design features of EP2K.
The mainline DC electric locomotive EP2K with a power of 4800 kW per section, with a design speed of 160 km/h, a power supply system for train cars, is designed for driving passenger trains on electrified (3 kV, DC) sections of Russian 1520 mm gauge railways. Can be used in the CIS and Baltic countries.
The first electric locomotive EP2K was manufactured in December 2005. Serial production began in January 2011.
Advantages- Reduced operating costs
- Reduced maintenance and repair costs
- Improving traffic safety
- Improving working conditions for locomotive crews
Specifications
| Parameter name | Magnitude |
| Type of current contact network | constant, 3 kV |
| Axial formula | 3o – 3o |
| Power on the shafts of traction motors, kW | |
| - hourly mode | 4800 |
| - continuous mode | 4320 |
| Design speed, km/h | 160 |
| Service weight, t | 135 |
| Load from the wheelset on the rails, kN (tf) | 221 (22,5) |
| Traction force, kN (tf) | |
| - hourly mode | 192,8 (19,7) |
| - continuous mode | 167,4 (17,06) |
| Electric braking | rheostatic, 4000 kW |
| Train power supply | DC, 3 kV, 1200 kW |
| Traction electric drive | direct current |
| Traction motor suspension | support-frame class 3 |
| Minimum radius of traversable curves, m | 125 |
| Dimensions according to GOST 9238-83 | 11-T |
| Length along the axes of automatic couplers, m, no more | 22 |
| Nominal diameter of the wheelset tire along the rolling circle, mm | 1250 |
Design features
- Microprocessor control, regulation and diagnostic system
- New remote control with improved ergonomic characteristics and display of parameters on the display
- Comb lubricator
- Driver's cabin air conditioning
- Integrated security device CLUB-U
- High-strength electrically heated windshields and side windows
- Electric pantograph windshield wipers
- Automatic gas fire extinguishing system
- Power supply for train cars
Technical description
Electric locomotive EP2K – direct current with six commutator traction motors. The electric locomotive is equipped mainly with equipment domestic producers. On the EP2K electric locomotive, the modular principle of layout of installed equipment, implemented on passenger diesel locomotives, was further developed.
The electric locomotive equipment is installed in a carriage-type body with a braceless frame and welded steel casing included in the load-bearing structure. The body has two driver's cabins, front and rear vestibules, a machine room, and removable roof sections. The driver's cabin is equipped with a modern ergonomic control panel with controls and information display means - a color graphic display and information panels systems of the integrated locomotive safety device KLUB-U. The control panel is protected by a patent from the Kolomna Plant for an industrial design. High-strength windshield and side windows and rear-view mirrors are electrically heated. Electric pantograph-type windshield wipers are installed. LEDs are used in the buffer lights of the electric locomotive. The cabin is equipped with a heating and ventilation system. The required working conditions for locomotive crews are ensured by the installation of air conditioning and environmentally friendly plumbing equipment.
The front vestibule contains blocks of control devices, auxiliary devices, and automatic control systems. The machine room has one working passage with a width of 500 mm.
In the center of the machine room there is a compartment of high-voltage devices, in which blocks of power devices with high-voltage equipment and a main high-speed switch are installed. The doors to the high-voltage chamber have locking devices that prevent access to it if there is voltage on the current collector or on the contactor coil of the depot network. An auxiliary converter (PSN) is also installed in the machine room.
The body of the electric locomotive is supported by screw springs, which provide flexible connection during horizontal and vertical movements, on two three-axle bogies new design with support-frame suspension of traction electric motors and traction gearboxes. The electric locomotive has a two-stage spring suspension with hydraulic shock absorbers in the first and second stages. The bogie consists of a frame, wheelsets connected to the frame by axle-box leads, a spring suspension, a mechanism for transmitting traction and braking forces from the bogie to the body, traction motors and a torque transmission mechanism from the traction motors through a gearbox and a hollow shaft with two drive couplings to the wheels, brake lever transmission. The connection of the body with the bogies for transmitting traction and braking forces is carried out through a parallelogram-type mechanism. The bogies have high dynamic properties and allow the installation of more powerful traction motors. The design of the trolley is protected by a patent.
On the roof of the electric locomotive there are two current collectors, a disconnector, an interference suppression choke, a block of capacitors, and a conductive busbar mounted on insulators.
Symmetrically, relative to the longitudinal axis of the electric locomotive, there are two axial fans with an electric drive for the cooling system of electrical equipment and ventilation. The ventilation system is divided into two identical structural parts, located in the front and rear parts of the electric locomotive and consists of multi-cyclone low-maintenance filters, fans and air supply channels to consumers. The air passing through multicyclone filters is cleaned of dust and sediment, and the contaminated dust concentrate is sucked out by centrifugal fans driven by electric motors and released into the atmosphere through channels. The degree of air purification is 75%. The design of the air purifier is protected by a patent.
A ventilation system using two economical axial fans with continuously variable fan speed control allows reducing power costs for cooling electrical equipment. Fans supply air purified in multicyclone filters to traction motors, traction motor excitation regulator, fan power converters, as well as to the body to provide forced ventilation.
The braking equipment of an electric locomotive includes: friction brakes with pneumatic and electro-pneumatic control; electric (rheostatic) brake with a power of 4000 kW; manually operated friction parking brake. In the roof block above the high-voltage chamber there are four blocks of starting and braking resistors with motor fans for their cooling. The fan motors are powered by resistors. The electric locomotive uses the SAUT automatic brake control system.
The electric locomotive is equipped with a rotary screw compressor unit AKRV 3.2/10-1000U2M1, a block of brake devices to increase operational reliability brake equipment The electric locomotive uses an air drying system protected by a patent from the Kolomna Plant.
The electrical circuit of the electric locomotive ensures operation in traction mode and electric rheostatic braking, speed control, operation of auxiliary systems and the power supply system for train cars.
The control system for the EP2K electric locomotive is based on the microprocessor control and diagnostic system MPSU, which also provides the output of operational warning and emergency information to the control panel display. The microprocessor control system provides automatic control of setting and maintaining speed in traction mode, implementation of rheostatic braking with maintaining a given speed, control of equipment and auxiliary drive, equipment diagnostics, as well as automatic train driving.
To reduce wear of the wheels and side surface of the rail, the electric locomotive is equipped with comb lubricators, the design of which is protected by a patent.
To ensure power supply to the train cars, the electric locomotive uses a power supply system with a power of 1200 kW and a voltage of 3000 V DC. The power supply system for carriages creates comfortable conditions for passengers, improves working conditions for conductors and eliminates the release of toxic substances.
The electric locomotive is equipped with a locomotive radio station RV-1M, a telemechanical system for monitoring the driver’s wakefulness TSKBM, an automatic device for emergency stop of the train, automatic system fire detection and extinguishing.
On the rails
ED153U1, DTK-800K, DTK-800KS
Russia, Russia
Electric locomotive EP2K (E electric locomotive P Passenger type 2 , TO commutator traction drive) is a Russian direct current passenger electric locomotive produced by the Kolomna Plant. The first serial direct current passenger electric locomotive in the history of Russian electric locomotive construction. The electrical part for EP2K is produced by the Novocherkassk Electric Locomotive Plant and the Smelyansky Electromechanical Plant.
Purpose
The electric locomotives are designed to replace morally and physically worn-out electric locomotives of the ChS2 and ChS2T series, which were designed in 1957 and 1972, respectively, and have been in operation for over 30 years.
Design
Electric locomotive EP2K is a mainline six-axle single-section DC electric locomotive designed for driving passenger trains on railways with a gauge of 1520 mm. Mechanical part The electric locomotive was created on the basis of the TEP70 diesel locomotive - a load-bearing body of a braced design with a welded skin, with two driver's cabins. The frontal part of the body ensures the safety of the locomotive crew when colliding with obstacles at speeds of up to 20 km/h. All energized locomotive equipment is located in a high-voltage chamber located in the center of the engine room. The doors to the high-voltage chamber have blocking devices that prevent access to it when there is voltage at the current collector or when the grounding switch is in the “not grounded” position. The machine room has one working passage 50 cm wide.
In motion The electric locomotive is driven by electric motors ED153U1 produced by the Elektrotyazhmash plant or DTK-800KSU1 produced by the Smelyansky Electromechanical Plant. Both engines have a power of 800 kW at a speed of 945 rpm. They are a compensated six-pole reversible electric machine of series excitation. I'll rent electric current from the contact wire on the EP2K electric locomotive is provided by an asymmetric semi-pantograph SBS 2T type 8WL0 188-6YH47-2 with a pneumatic drive. Currently, Russian TASS-16-02 pantographs are being installed, since SBS-2T had many failures when operating in severe frosts.
Traction transmission mechanism located in the middle part under the body of the electric locomotive. The mechanism creates a rigid connection between the body and the bogie in the longitudinal direction, transmitting traction and braking forces from the bogie to the body and does not interfere with the relative movements of the body and bogie in the vertical and transverse directions. Relative angular movements are provided by spherical hinges located in two longitudinal rods.
Pneumatic equipment located in the driver's cab, locomotive body and bogies. The cabs contain brake control devices: driver's valve 395, locomotive brake control valve 215, brake blocking device and electro-pneumatic auto-stop valve. On the driver's console panel there are two-pointer pressure gauges indicating the pressure in the brake line and surge tank, feed line and brake cylinders of the bogie located under this cabin. Two main tanks with a volume of 500 liters each are located under the body of the electric locomotive. The rest of the pneumatic equipment is located in the body of the electric locomotive. There is only one compressor on an electric locomotive; its design is screw.
Circuit power The centralized power supply of a passenger train is 1200 kW.
Electric locomotive equipped modern security equipment CLUB-U, TSKBM, SOUT. The design of the control cabin has been improved, and the working conditions of the locomotive crew have generally been improved.
When designing electric locomotive, the modular principle of layout of installed equipment was widely used, which made it possible to reduce downtime for electric locomotives during repairs.
Driving performance
Traction characteristic:
- Traction force when starting - 302 kN
- Traction force at maximum power of series-parallel
connections (70 km/h, 40% excitation) - 220 kN
- Hourly thrust force - 192.8 kN.
- Continuous traction force - 167.4 kN
- Traction force during long-term movement at a speed of 120 km/h (54% excitation) - 128 kN
- Maximum traction force at 160 km/h - 91.4 kN
- Maximum braking force - 210 kN
Production of an electric locomotive
The first electric locomotive, produced in 2006, underwent operational tests in the winter of 2006-2007. on the West Siberian Railway (Barabinsk depot), then was transferred for testing to the VNIIZhT test ring in Shcherbinka. The second electric locomotive was tested on the Moscow - St. Petersburg OKT Railway line.
As of September 2016, 335 electric locomotives of the EP2K series were built, some of them (No. 30, No. 32-36, No. 145-159, 174-193, No. 209-243, No. 269-273) are operated at the St. Petersburg depot -Moskovsky Oktyabrskaya Railway, another 20 (244-252, 310, 313, 314, 318-321, 325, 326, 327, 330) - at the Ozherelye depot of the MSK Railway, all the rest - at the Barabinsk depot of the West Siberian Railway.
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Notes
- (Russian) . Trainpix. Retrieved July 13, 2016.
- The only Soviet direct current passenger electric locomotive was PB21, produced in a single copy.
- , With. 6.
- , With. 69.
- , With. 13.
- .
- , With. 189.
- , With. 20.
- , With. 26.
- (Russian) . SCBIST. Retrieved June 29, 2014.
- Photo report from the presentation. "Lokotrans" No. 3/2006
Literature
- JSC "Kolomensky Plant" Operating manual for electric locomotive EP2K. - 438 p.
Links
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Excerpt characterizing EP2K
On the night of September 1, Kutuzov ordered the retreat of Russian troops through Moscow to the Ryazan road.
The first troops moved into the night. The troops marching at night were in no hurry and moved slowly and sedately; but at dawn the moving troops, approaching the Dorogomilovsky Bridge, saw ahead of them, on the other side, crowding, hurrying across the bridge and on the other side rising and clogging the streets and alleys, and behind them - pressing, endless masses of troops. And causeless haste and anxiety took possession of the troops. Everything rushed forward to the bridge, onto the bridge, into the fords and into the boats. Kutuzov ordered to be taken around the back streets to the other side of Moscow.
By ten o'clock in the morning on September 2, only the rearguard troops remained in the open air in the Dorogomilovsky Suburb. The army was already on the other side of Moscow and beyond Moscow.
At the same time, at ten o’clock in the morning on September 2, Napoleon stood between his troops on Poklonnaya Hill and looked at the spectacle that opened before him. Starting from the 26th of August and until the 2nd of September, from the Battle of Borodino until the enemy entered Moscow, all the days of this alarming, this memorable week there was that extraordinary autumn weather that always surprises people, when the low sun warms hotter than in the spring, when everything sparkles in the rare, clean air so that it hurts the eyes, when the chest becomes stronger and fresher, inhaling the fragrant autumn air, when the nights are even warm and when in these dark warm nights golden stars constantly rain down from the sky, frightening and delighting.
On September 2 at ten o'clock in the morning the weather was like this. The shine of the morning was magical. Moscow from Poklonnaya Hill spread out spaciously with its river, its gardens and churches and seemed to live its own life, trembling like stars with its domes in the rays of the sun.
At the sight of a strange city with unprecedented forms of extraordinary architecture, Napoleon experienced that somewhat envious and restless curiosity that people experience when they see the forms of an alien life that does not know about them. Obviously, this city lived with all the forces of its life. By those indefinable signs by which at a long distance a living body is unmistakably distinguished from a dead one. Napoleon from Poklonnaya Hill saw the flutter of life in the city and felt, as it were, the breath of this large and beautiful body.
– Cette ville Asiatique aux innombrables eglises, Moscow la sainte. La voila donc enfin, cette fameuse ville! Il etait temps, [This Asian city with countless churches, Moscow, their holy Moscow! Here it is, finally, this famous city! It's time!] - said Napoleon and, dismounting from his horse, ordered the plan of this Moscou to be laid out in front of him and called the translator Lelorgne d "Ideville. "Une ville occupee par l"ennemi ressemble a une fille qui a perdu son honneur, [A city occupied by the enemy , is like a girl who has lost her virginity.] - he thought (as he said this to Tuchkov in Smolensk). And from this point of view, he looked at the oriental beauty lying in front of him, whom he had never seen before. It was strange to him that his long-standing desire, which seemed impossible to him, had finally come true. In the clear morning light he looked first at the city, then at the plan, checking the details of this city, and the certainty of possession excited and terrified him.
“But how could it be otherwise? - he thought. - Here it is, this capital, at my feet, awaiting its fate. Where is Alexander now and what does he think? Strange, beautiful, majestic city! And strange and majestic this minute! In what light do I appear to them? - he thought about his troops. “Here it is, the reward for all these people of little faith,” he thought, looking around at those close to him and at the troops approaching and forming. – One word of mine, one movement of my hand, and this ancient capital of des Czars perished. Mais ma clemence est toujours prompte a descendre sur les vaincus. [kings. But my mercy is always ready to descend to the vanquished.] I must be generous and truly great. But no, it’s not true that I’m in Moscow, it suddenly occurred to him. “However, here she lies at my feet, playing and trembling with golden domes and crosses in the rays of the sun. But I will spare her. On the ancient monuments of barbarism and despotism I will write great words of justice and mercy... Alexander will understand this most painfully, I know him. (It seemed to Napoleon that the main significance of what was happening lay in his personal struggle with Alexander.) From the heights of the Kremlin - yes, this is the Kremlin, yes - I will give them the laws of justice, I will show them the meaning of true civilization, I will force generations the boyars lovingly remember the name of their conqueror. I will tell the deputation that I did not and do not want war; that I waged war only against the false policy of their court, that I love and respect Alexander, and that I will accept peace terms in Moscow worthy of me and my peoples. I do not want to take advantage of the happiness of war to humiliate the respected sovereign. Boyars - I will tell them: I do not want war, but I want peace and prosperity for all my subjects. However, I know that their presence will inspire me, and I will tell them as I always say: clearly, solemnly and grandly. But is it really true that I am in Moscow? Yes, here she is!”
“Qu"on m"amene les boyards, [Bring the boyars.]" he addressed the retinue. The general with a brilliant retinue immediately galloped after the boyars.
Two hours passed. Napoleon had breakfast and again stood in the same place on Poklonnaya Hill, awaiting the deputation. His speech to the boyars was already clearly formed in his imagination. This speech was full of dignity and the greatness that Napoleon understood.
The tone of generosity in which Napoleon intended to act in Moscow captivated him. In his imagination, he appointed days for reunion dans le palais des Czars [meetings in the palace of the kings], where Russian nobles were to meet with the nobles of the French emperor. He mentally appointed a governor, one who would be able to attract the population to himself. Having learned that there were many charitable institutions in Moscow, he decided in his imagination that all these institutions would be showered with his favors. He thought that just as in Africa one had to sit in a burnous in a mosque, so in Moscow one had to be merciful, like the kings. And, in order to finally touch the hearts of the Russians, he, like every Frenchman, who cannot imagine anything sensitive without mentioning ma chere, ma tendre, ma pauvre mere, [my sweet, tender, poor mother], he decided that for everyone In these establishments he orders them to write in capital letters: Etablissement dedie a ma chere Mere. No, simply: Maison de ma Mere, [An institution dedicated to my dear mother... My mother’s house.] - he decided to himself. “But am I really in Moscow? Yes, here she is in front of me. But why hasn’t the city’s deputation been showing up for so long?” - he thought.
Meanwhile, in the back of the emperor's retinue, an excited meeting was taking place in whispers between his generals and marshals. Those sent for the deputation returned with the news that Moscow was empty, that everyone had left and left it. The faces of those conferring were pale and agitated. It was not the fact that Moscow was abandoned by the inhabitants (no matter how important this event seemed) that frightened them, but they were frightened by how to announce this to the emperor, how, without putting His Majesty in that terrible position, called by the French ridicule [ridiculous] , to announce to him that he had waited in vain for the boyars for so long, that there were crowds of drunken people, but no one else. Some said that it was necessary to gather at least some kind of deputation at all costs, others disputed this opinion and argued that it was necessary, having carefully and cleverly prepared the emperor, to tell him the truth.
“Il faudra le lui dire tout de meme...” said the gentlemen of the retinue. - Mais, messieurs... [However, we must tell him... But, gentlemen...] - The situation was all the more difficult because the emperor, pondering his plans for generosity, patiently walked back and forth in front of the plan, glancing occasionally from under his arm on the way to Moscow and cheerfully and smiling proudly.
“Mais c"est impossible... [But awkward... Impossible...] - the gentlemen of the retinue said, shrugging their shoulders, not daring to utter the implied terrible word: le ridicule...
Meanwhile, the emperor, tired of vain waiting and feeling with his acting instinct that the majestic minute, going on too long, was beginning to lose its majesty, gave a sign with his hand. A single shot of a signal cannon was heard, and the troops, besieging Moscow from different sides, moved to Moscow, to the Tverskaya, Kaluga and Dorogomilovskaya outposts. Faster and faster, overtaking one another, at a quick step and at a trot, the troops moved, hiding in the clouds of dust they raised and filling the air with the merging roars of cries.
Carried away by the movement of the troops, Napoleon rode with his troops to the Dorogomilovskaya outpost, but stopped there again and, dismounting from his horse, walked for a long time near the Chambers of the Collegiate Wall, waiting for the deputation.
Moscow, meanwhile, was empty. There were still people in it, a fiftieth of all the former inhabitants still remained in it, but it was empty. It was empty, just as a dying, exhausted hive is empty.
There is no longer any life in a dehumidified hive, but at a superficial glance it seems just as alive as the others.
The bees hover just as happily in the hot rays of the midday sun around the dehumed hive, as around other living hives; it also smells like honey from afar, and bees fly in and out of it. But you have to take a closer look at it to understand that there is no longer life in this hive. Bees fly differently than in living hives; the wrong smell, the wrong sound amazes the beekeeper. When a beekeeper knocks on the wall of a sick hive, instead of the previous, instant, friendly response, the hissing of tens of thousands of bees, menacingly pressing their butts and the rapid beating of their wings producing this airy vital sound, he is answered by scattered buzzing sounds resounding loudly in different places empty hive. From the entrance there is no smell, as before, of the alcoholic, fragrant smell of honey and poison, it does not bring from there the warmth of fullness, and the smell of emptiness and rot merges with the smell of honey. At the entrance there are no more guards preparing to die for protection, raising their butts in the air, trumpeting the alarm. There is no longer that even and quiet sound, the fluttering of labor, similar to the sound of boiling, but the awkward, disjointed noise of disorder is heard. Black oblong robber bees, smeared with honey, timidly and evasively fly in and out of the hive; they do not sting, but escape from danger. Previously, they only flew in with burdens, and empty bees flew out, now they fly out with burdens. The beekeeper opens the bottom well and peers into bottom part hive. Instead of the previously black lashes of succulent bees, pacified by labor, holding each other’s legs and pulling the foundation with a continuous whisper of labor, sleepy, shriveled bees wander in different directions absent-mindedly along the bottom and walls of the hive. Instead of a floor cleanly sealed with glue and swept away by fans of wings, at the bottom lie crumbs of wax, bee excrement, half-dead bees, barely moving their legs, and completely dead, untidy bees.
This month I have published quite a few publications dedicated to electric locomotives. I looked at the well-known series of electric locomotives, Czechoslovak-made, in the USSR, and even in modern Russia, but an observant person will say - where is the direct current passenger electric locomotive, produced in the USSR? - But there is not a single one! To produce such electric locomotives under the series EP2K we just became since 2006. That's it, comrades. Let's talk about these electric locomotives!
The ChS2 and ChS2t DC electric locomotives produced before 1970, which mainly worked on the Moscow and Oktyabrskaya railways, have approached their “locomotive retirement”. In their place, another electric locomotive was needed, similar in characteristics, which they actually decided to build in Russia. Since our main electric locomotive giant NEVZ at that moment was heavily loaded with the production of AC electric locomotives EP1 and 2ES5K, the tasks of producing a new locomotive were transferred to the Kolomna Plant.
In 2003, JSC Russian Railways entered into a contract with the Kolomna Plant for the production of new passenger single-section electric locomotives with direct current 3000V. At that time, at this plant, work was underway on a fairly successful model of the TEP70BS diesel locomotive, so the designers did not complicate their lives, and took this diesel locomotive as the basis for the electric locomotive. Well, the chassis and mechanics of the diesel locomotive turned out to be quite good, certification tests were passed, it was just right to install electrical equipment produced at NEVZ in the body, and the budget was spent and the electric locomotive was created. Since 2005, exactly after passing those certification tests, it began mass production diesel locomotives TEP70BS, and from the same moment the design and assembly of our EP2K began. In 2006, the first machine was built and its testing began, and a year later another similar machine was built, which continued the series of tests in trial operation.
In 2006-2007 EP2K electric locomotives passed a set of operational tests in winter and summer climates. On the West Siberian Railway (Barabinsk depot), the EP2K-001 electric locomotive was tested in conditions winter period sharply continental climate (heavy snowfalls and wind, outside air temperature down to -30°). The base for the summer operational run of the electric locomotive EP2K-002 was the St. Petersburg-Passenger-Moskovsky depot of the October Railway.
E.R. Abramov. Passenger electric locomotives EP2K
The tests were successfully completed and the construction of electric locomotives began in 2008. Currently, 405 cars have already been built, but that’s not all, the series is still being produced to this day. In general, it makes me happy when Russian manufacturers They build their own locomotive with their own strength and experience (well, almost), and do not pay Germany, France, Czechoslovakia, and so on for it.
Well, we can move on to technical specifications apparatus!
The body and chassis are similar to those on the TEP70 diesel locomotive, only there are minor upgrades. The number of axes is six, as on ChS2. The body rests on two three-axle bogies through a multi-stage spring system. A very interesting support-frame suspension system is used for traction electric motors; here both the engine and the gearbox are sprung (technologies from the French company Alstom). TED collector type, in fact, this particular feature is meant by the letter “K” in the name of the locomotive series. The power of all six engines is 4800 kW. Design speed is 160 km/h, locomotive weight is 135 tons. Rheostatic braking is provided.
Cabin of electric locomotive EP2K For locomotive crews, especially when compared with the predecessors of ChS2, everything is very organic. Comfortable seats, air conditioning, walls made of fiberglass panels and some kind of protective structure (or the cabin itself is a protected structure) from collision with an obstacle up to 20 km/h. Apparently this means that if the speed is 19 km/h and there is a truck ahead on the tracks, the locomotive crew may not even get up. Actually, why am I focusing on this, the electric locomotive has simply become a record holder for accidents, either it will hit a bus at a crossing, then a truck, then it will go off the rails or fall into a ditch from spontaneous movement, or in general the truck itself will crash into the side of the electric locomotive. It’s some kind of obsession, for those who are interested, you can read information about this separately, but what’s very strange is that I couldn’t find photos of the incidents on the Internet (this doesn’t mean that they don’t exist, I’m just a seeker, sometimes many people swear that I post the wrong photos , so guys, I’m retired with glasses and everything can be forgiven).
Electric locomotive EP2K - Passenger electric locomotive, type 2, Collector traction drive - Russian direct current passenger electric locomotive produced by the Kolomna Plant. The first serial DC passenger electric locomotive in the history of Russian electric locomotive construction. The electrical part for EP2K is produced by the Novocherkassk Electric Locomotive Plant.
The mainline six-axle direct current electric locomotive EP2K is designed for driving passenger trains on electrified (3 kV, direct current) sections of Russian 1520 mm gauge railways. In the future, the electric locomotive should replace such locomotives as ChS2, ChS2K and ChS2T on Russian Railways lines.
EP2K - electric locomotive with an electric brake-rheostat. All electric locomotives that existed before him were without a rheostat, including the Czechoslovak ChS2. Chassis created on the basis of TEP70.
On November 17, 2006, the new passenger electric locomotive EP2K-001 produced by the Kolomna Plant, which is part of Transmashholding CJSC, was sent to the Barabinsk depot (West Siberian Railway) to undergo one of the most critical stages of running operational tests of locomotive products - to the length of the 5000 km.
From November 24 to December 11, 2006, EP2K-001 drove passenger branded train No. 87/88 “Irtysh” on routes between Barabinsk, Omsk and Novosibirsk of the West Siberian Railway. The tests were carried out in winter conditions of a sharply continental climate (heavy snowfalls, winds, outside air temperatures down to minus 30°). The base for the operational mileage of the electric locomotive EP2K-002 was the St. Petersburg - Passenger Moskovsky depot (Oktyabrskaya Railway). From August 24 to September 6, 2007 EP2K-002 drove passenger trains on the sections St. Petersburg - Svir, St. Petersburg - Bologoe. During operational tests, it proved itself to be a stable machine.
On November 14, 2007, the interdepartmental commission, which assessed the EP2K electric locomotive based on the test results of two locomotives EP2K-001 and EP2K-002, confirmed the compliance of technical and performance characteristics EP2K modern requirements requirements for mainline passenger electric locomotives, and recommended the construction of an installation series of 25 locomotives.
JSC Russian Railways plans to purchase in the coming years total 514 EP2K electric locomotives. In September 2007, the first contract was signed for the supply of 103 electric locomotives over 3 years. The chief engineer of Russian Railways said that 160 cars will be sent to the West Siberian Railway at the Barabinsk depot, and another 100 locomotives will be sent to the Oktyabrskaya Road at the St. Petersburg-Moskovsky depot.
Design features:
- Microprocessor control, regulation and diagnostic system.
- New remote control with improved ergonomic characteristics and display of parameters on the display.
- Comb lubricant.
- Driver's cabin air conditioning.
- Security system CLUB-U, TSKBM, SOUT.
- High strength windshields with electric heating.
- Electrically driven pantograph-type windshield wipers.
- Automatic gas fire extinguishing system.
- Economical ventilation system.
- Block pneumatic equipment.
- Advanced traction motors
Specifications:
| Parameter name | Magnitude |
|---|---|
| Rated voltage, kV | 3 |
| Hourly power, kW | 4800 |
| Continuous power, kW | 4320 |
| Traction force in hourly mode, kN (tf) | 192,8 (19,7) |
| Continuous traction force, kN (tf) | 167,4 (17,06) |
| Speed in hourly mode, km/h | 87,8 |
| Continuous speed, km/h | 91 |
| Design speed, km/h | 160 |
| Power of electric rheostatic brake, kW | 4000 |
| Axial formula | 30-30 |
| Service weight, t, no more | 135 |
| Load from the wheelset on the rails, kN (tf), no more | 221 (22,5) |
| Wheel diameter along the rolling circle, mm | 1250 |
| Length along the axes of automatic couplers, mm | 21700 |
| Suspension of traction motors | support frame 3rd class |
| Microprocessor control, regulation and diagnostic system | available |
1 - Current collector; 2 - Interference suppression choke; 3 - Capacitor block; 4 - Disconnector; 5 - Blocks of starting and braking resistors; 6 - Insulator: 7 - Fan motor; 8 - Air conditioning; 9 - Trolley; 10 - Starting compressor; 11 - Motor-compressor block; 12 - Converter NVP 50/45; 13 - Accumulator battery; 14 - Static converter for excitation of traction motors; 15 - Power supplies for control circuits and air conditioners; 16 - Gas fire extinguishing system; 17 - Block of auxiliary devices BVA4; 18 - Sanitary unit; 19 - VK block.
On the EP2K electric locomotive, the modular layout principle of installed equipment, implemented on the TEP70, TEP70BS passenger diesel locomotives and the 2TE70 freight diesel locomotive, was further developed, which will reduce the range of spare parts, accessories and equipment for repairing locomotives.
As of February 2010, 57 electric locomotives of the EP2K series were put into operation, six of them to the St. Petersburg-Moskovsky depot of the Oktyabrskaya Railway, the rest to the Barabinsk depot
