84, D. Guramishvili Ave.,
Tbilisi, Georgia, 0141


Electric locomotive 4E2

Main technical characteristics


Rated voltage on current collector,V
Axial formula
Track gauge, mm
Wheelset pressure on the rails, kN (t.f)
225,4 (23) ± 2%
Difference in pressure on the rails between wheels of one axle, not more than, kN (t.f)
Gear ratio of tooth gear
Power on the shafts of traction motors in one-hour duty, kWt, not less than
Tractive effort in one-hour duty, kN (t.f.), not less than
Speed in one-hour duty, km/h
Power on the shafts of traction motors in continuous duty, kWt
Tractive effort in continuous duty, kN (t.f.)
Speed in continuous duty, km/h
Design speed, km/h
Speed in rated duty, km/h
Tractive effort in rated duty, kN (t.f.)
Efficiency in continuous duty, not less than
Height of the automatic coupling axle from the railhead with new tires, mm
Electric locomotive length along the automatic coupling axles, not more then, mm

Height from the railhead to the working surface of pantograph slide, mm:

        - In lowered position, not more than

        - In operating position, in the range


Minimal radius of curve negotiation at speed of 10 km/h
Weight with 0,7 of sand supply, t
92±2% or 100 ± 2%
Dimensions of electric locomotive 1T, lower configuration, chart № 116 ГОСТ 9238-83
Asynchronous auxiliary machines of alternating current - three-phased
Impulse converters are made on the basis of IGBT transistors of “Europec” company

Comparative analysis of four-axle electric locomotives in two configurations: with rheostatic and impulse control.

DC electric locomotives of the II generation with impulse control have a range of advantages in comparison with electric locomotives with traditional contactor-rheostatic control of voltage on the clamps of traction motors, notably:

1. In order to reduce the value of triggering resistors and electric power on a four-axles DC electric locomotive with contactor-rheostatic control of voltage can be created only two connections of traction motors for triggering and regulation of tractive effort “S” (series) and “P” (parallel) and only two across-the-line running positions with four positions of field reduction on each, i.e. only ten economic positions. Tractive characteristics of such electric locomotive with motors ТЛ2К-1 are shown on fig.1 Electric locomotive with impulse control can work during a long-term period in any point of square bounded by coordinate system from one side and by adhesive limitation curve and characteristic of deep impairment of excitation at motor voltage of 1500 V (fig.2) from the other side.

2. At forced by a number of reasons train speed of 20 km/h and less, electric locomotive with contactor-rheostatic control is compelled to work with switched on triggering resistors in traction motor circuit, as shown on fig.1. The same operating mode can be observed at multiple shut-downs and starts of electric locomotive (shunting operation). Electric power loss in the form of heating of triggering resistors at these operation modes is 30-35% of energy consumption. Power loss in impulse converters is minimal, about 1-1,5% in consequence of high efficiency of semiconductor devices.

Semiconductor engineering on electric locomotive of new development 4E2 enables to apply three-phased asynchronous motors for drive of auxiliary mechanisms (compressors, fans) and static source of charge of accumulator batteries and supply of electric locomotive control circuits.

Using the electric locomotive with impulse control in conditions of in-plant shunting operation, in conditions of frequent acceleration and shut-downs, and movement with restricted speed, makes it possible to reach significant economy of electric power.

3. Application of traction motor independent excitation system is available in case of impulse control. This helps to escape the wheelspin – a «disease» of series excitation motors. Simultaneously, in order for increasing the tractive effort, the application of amplified excitation mode is permitted, but is excluded in case of contactor-rheostatic control.

4. The opportunities of independent excitation, of slide voltage control on the clamps of traction motors and improved antiwheelspin protection conduce to increasing of the coefficient of adhesion of wheel with rail in comparison with contactor-rheostatic control approximately by 8-10%.

5. Instead of step control in case of contactor-rheostatic control, slide voltage control on the clamps of traction motors lightens electric transient processes; thereby operation life of power equipment and overhaul life of electric locomotive are increased.

6. Absence of switching power units in case of impulse control (rheostat contactors, master switches, et al.) significantly lightens maintenance and reduces size of depot repair, and availability of diagnostic system provides detecting a point and a cause of failure.

To work on railways of industrial enterprises, to go out to the stations of JSC “RZD” railways with freight trains and to change morally and physically outdated electric locomotives VL22m, the four-axle electric locomotive 4E2 with impulse control of voltage on the clamps of the traction motors in constant tractive effort or speed mode, with bonnet type of body, with one central cab, with “by one person” control of electric locomotive is proposed.

Electric locomotive will conform to the design documentation, agreed with customer and approved in established order. It is meant for work in climatic conditions “У” in accordance with ГОСТ 15150-69 and with the following categories of arrangement:

1 – for equipment, installed out of bonnet and cab,

2 – for equipment, installed under bonnet,

3- for equipment, installed in the driver’s cab,

at height above sea level not more than 1200 m. Equipment, installed under the bonnet and in the cab is meant for work at ambient air temperature from -40 to +55°C.

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