Address:84, D. Guramishvili Ave.,
Tbilisi, Georgia, 0141
VL15 electric locomotive
VL-15 electric locomotive
VL-15 is the unique twelve-axle main line electric locomotive powered with 3000V D.C. It is intended for hauling heavy freight trains. The design of VL-15 was developed by the Special Designer’s bureau (SDB) of the plant.
The equipment of electric locomotive: statistic thyristor converter to supply field windings of traction motors at recuperative braking and system of recuperative braking automated control; the assembly unit for compressed air drying which provides unfailing operation of electric locomotive pneumatic system in winter conditions; changing over the traction motors from one connection to another by valve method which provides smooth, unfailing transition.
Modifications of electric locomotive
VL-15 – were produced 16 units. Recuperative braking is carried out by means of statistic transformer. There is a number of electric locomotives of this type in which recuperative braking is carried out by means of rotating converter.
VL-15c - were produced 12 units. Recuperative braking is carried out by means of statistic converter. The difference from VL-15 is the addition of multi unit system.
VL-15a - were produced 22 units. The difference is that electric locomotives are produced without recuperation.
Comfortable operating conditions for the crew are provided on electric locomotive.
Electric locomotive VL-15 possesses the following advantages over three-section electric locomotive VL-11:
1. The increase of tractive effort up to 11 % allows to increase train weight accordingly;
2. The reduction of electric locomotive length by
3. The existence of three combinations of six traction engines in each section (in VL-11 – two combinations) provides:
3.1. The uniformity of tension increase on traction engines (500,1000,1500 V, while in VL-11: 250, 750 and 1500 V) and accordingly the uniform distribution of speed regulation zones of electric locomotive (0-13,13-29, 29-
3.2. The decrease of losses in starting resistors at starting from rest and acceleration of electric locomotive;
3.3. The decrease of necessary capacity of starting resistors;
3.4. The reduction of the number of rheostatic contactors in 1,5 times;
3.5. The reduction of the number of separate units and devices due to their consolidation (compressor installations, transformers for field windings supply of traction motors, protection devices, electric power counters, etc.);
3.6. The reduction of the number of control devices and other equipment, allocated in control cabins of the locomotive;
3.7. The reduction of electric locomotive current at starting from rest (the consumed capacity), it improves operating conditions of current collectors and contact network.
3.8. The reduction of number of the equipment raises the parameters of electric locomotive reliability (at identical parameters of reliability of each type of the equipment separately).
4. The transfer of tractive effort from bogie to body by means of inclined rods (instead of kingpin in VL-11) excludes the necessity in loading pneumatic devices and provides high usage ratio of adhesion weight.
Electric locomotive VL-15 has two sections, the body of each section is based on 3 twin-axle bogies by means of cradle suspension (on extreme bogies) and shaking supports (the average bogie); the transmission of traction and braking force between body and bogie is carried out by inclined rods, the electric scheme provides start-up and regulation of movement speed of electric locomotive in three connections of traction engines (46 positions) of each section. Recuperative braking in three connections of traction motors is stipulated.
Twelve traction motors TL-3 are installed on electric locomotive. The predecessors of TL-3 were two versions of motors (TL-3A, TL-3B) - their creation and test. Electric motor TL-3 is interchangeable in adjusting sizes with electric motor TL-2K of electric locomotives VL-10, VL-10U and VL-11. Motors have six main and six additional poles and a compensatory winding. The isolation of all windings of F class is expected on rated voltage 3000 V.
The highest frequency of anchor rotation is 1690 rev/min, weight of the electric motor is about
In each section of electric locomotive two current collectors T-5M1, high-speed switch BVP-5A in power circuits of traction motors and high-speed switch BVZ-
Changing over the traction motors from 1 type of connection to another is carried out by on-off group switch PKG-020. For changing over starting resistors sections, impairment of traction motors excitation, changing over to recuperative braking individual electro pneumatic contactors are applied (PK-358, PK-359 and PK-360).
Traction motors of each section can be joined consistently (six electric motors), in consistent-parallel way (two parallel groups of three electric motors each - consistently) and in parallel way (three parallel groups of two electric motors each - consistently). At the given connections and deduced from a circuit starting resistors it is possible to receive four steps of excitation impairment (75; 55; 43 and 36 %), i.e. in the same way as on electric locomotives VL-10 and VL11.
The opportunity of consecutive inclusion of all 12 traction motors of an electric locomotive for maneuvering operation is stipulated, and also in case of switching-off of out-of-order electric motor; thus transition to consecutive connection of six electric motors is carried out by power circuit disrupture.
Locking diodes are applied when changing over the traction motors from one connection to another, it restricts "failures" of tractive effort.
Traction motors are operated by means of operator’s controllers. Controller KME-001 has hand levers: main (positions 20, 35 and 46 are running, the others - starting), reversal-selective and braking. Automatic control at recuperative braking is carried out by SAURT device.