Traction engine of electric locomotive vl 80. Electric locomotive VL80T. exclusion of the movement of the train after it stops without the permission of the DSP or DNC, transmitted via the RK data transmission, including when pulling up to the prohibiting traffic light

27.04.2020

H80-001 (VL80-001)

VL80- electric locomotive named after AT ladimira L enina, 8 -mi base, O single-phase. Issue from 1961 to 1967 at the plant Novocherkassk Electric Locomotive Plant (NEVZ). 19 electric locomotives were built.

Factory designation:

H81— H ovocherkassky, 81 model

Peculiarities:

The founder of the most mass-produced series of freight AC electric locomotives in the USSR after the 1960s
Equipped with mercury arc rectifiers

Modifications:

VL80 A(1 machine was built in 1967) - with asynchronous traction motors, only 1 section was built under the number VL80 A -238, and the second is the usual VL80K
VL80 B(1 machine was built in 1967) - based on VL80K with brushless valve traction motors under the number VL80 B -216
VL80 V(produced in 1970 and 1975, 3 units built) - with brushless valve synchronous traction motors
VL80K (release 1963-1971, built 695 units) - with To belt rectifiers (instead of mercury)
VL80R (release 1967-1986, built 373 units) - with R regenerative braking
VL80S (release 1979-1995, built 2746 units) - many With sectional, provided work on CME (With system M legs E units)
VL80T (release 1967-1984, built 1317 units) - with a rheostatic T inhibition

H80-002 (VL80-002)
H81-001 (VL80-004)
VL80-013
VL60-069 and VL80-019

Specifications:

Height- 5100 mm
Length- 2 × 16 240 mm (32 480 mm)
Width- 3240 mm
Track- 1524 mm
Design speed– 110 km/h
Minimum Curve Radius- 80 m
TED power (hourly)- 2 × 4 × 800 kW (6400 kW)
TED power (long-term)- 2 × 4 × 720 kW (5760 kW)
TED type- collector
Axial formula- 2×(2 0 -2 0)
Type of current- variable (25 kV)
service weight— 2×95 t (190 t)
Type- cargo

The mechanical part of the electric locomotive is made in the form of two identical four-axle sections with non-articulated bogies. Roll-formed profiles are widely used in the bodies of sections of a welded electric locomotive; CA-3 automatic couplers with friction devices are installed at the ends of the bodies.

The bogie frames have box-section sidewalls welded from four sheets, a cast pivot bar and tubular end mounts. Boxes with cylindrical roller bearings are connected to the bogie frame by leashes with rubber-metal hinges.

The traction and braking forces from the bogies to the body are transmitted through the pivots fixed in the body frame. Ball bushings, through which the pivots pass in the pivot beams of the bogie, allow the latter to move relative to the body in the transverse direction. Return springs act on the ball bearings, tending to align the longitudinal geometric axes of the body and bogies.

The transfer of vertical and transverse forces from the body to the bogies is carried out through the cradle suspension, which consists of cradle suspension, horizontal and vertical stops. Suspensions are rods, on the lower ends of which the body rests through brackets and balancers; the upper ends of the rods are supported by springs on brackets mounted on the frames of the bogies.

Cradle hanging on electric locomotives VL80 T introduced since the beginning of 1975. From the frame of the bogies to the axle boxes, the load is transmitted through cylindrical springs, resting on the ends of the leaf pedestal springs. Static deflection of bogie leaf springs 68.5 mm, springs 17.0 mm, second stage springs 77 mm. Hydraulic shock absorbers are installed between the bogie frames and the body.

To increase the use of the adhesion weight, electric locomotives are equipped with anti-unloading devices in the form of pneumatic jacks installed between the body frame and the end bars of the bogies on the side of the 1st, 4th, 5th and 8th wheel pairs.

Traction electric motors rest on one side on the pivot bars of the bogies with the help of a suspension with rubber washers, and on the other side - through the motor-axial bearings on the axles of the wheel pairs. The gear transmission from the traction motor to the wheel pairs is bilateral, rigid, helical; gear ratio 88:21=4.19. Gear module in normal section 10, center distance 604 mm.

Location of equipment on the section of the electric locomotive VL80T:

1 - current collector; 2 - phase splitter; 3 - fan motor; 4 - main air switch; 5 – main controller; 6 – traction transformer; 7 – braking resistors; 8 - rectifier installation; 9 - main air reservoir; 10 - motor-compressor; 11 - high-voltage bus.

On the pivot bars of each bogie, two brake cylinders with a diameter of 10 "(254 mm) are installed, which, using a lever transmission, provide bilateral pressing of the brake shoes on the wheel pairs. The diameter of the wheels with new tires is 1250 mm. The electric locomotive is equipped with air distributors No. 270, driver cranes No. 394 and auxiliary brake valves No. 254.

To convert alternating current with a rated voltage of 25 kV into a lower voltage direct current, one ODCE-5000/25B traction transformer and two rectifier units are installed on each section of the electric locomotive.

The transformers have three windings: a mains winding connected during the operation of the electric locomotive through a current collector with a contact wire, a traction winding for powering traction motors and an auxiliary winding for powering electric motors of auxiliary machines and heating furnaces of the driver's cabs.

The traction winding consists of two unregulated parts and two adjustable ones; the latter are divided into four sections. The auxiliary winding has two intermediate outputs. The core of the transformer is made of sheet steel with a vertical arrangement of rods on which the windings are placed. The core, together with the windings, is placed in an octagonal tank filled with oil. To remove the heat generated by the windings and the core, the oil is pumped through the coolers (radiators) installed outside the transformer oil tank and cooled by air.

The transformer pump is driven by a three-phase asynchronous electric motor 4ТТ-63/10 with a power of 2.2 kW at a voltage of 380 V. The electric motor does not have an oil seal and, together with the pump, is built into the transformer tank (submerged motor).

Rated power of the network winding of the transformer 4485 kV-A; open-circuit voltage of the traction winding 1218 V, of which 638 V falls on the regulated part, 4X 145 V on the regulated part; rated current of the traction winding 2X1750 A, hourly current 2X1840 A; open-circuit voltage taken from the auxiliary winding, 232, 406, 638 V, rated current 550 A.

The weight of the transformer is 8000 kg. The efficiency of the transformer at rated power is about 98%.

Each pair of parallel-connected traction motors is powered through its VUK-4000T rectifier unit. The rectifier unit is equipped with silicon valves VL-200, designed for a rated forward current of 200 A and a reverse voltage of at least 800 V. In each arm of the rectifier bridge there are 12 parallel circuits of four valves connected in series in each, i.e. a total of 48 valves in the arm , in the bridge - 192, and in four rectifier units of the electric locomotive - 768. The mass of the rectifier unit is 450 kg, the efficiency is not less than 98%.

The electric locomotive is equipped with eight six-pole traction motors NB-418K6 with compensation winding. The frame of the electric motor is cylindrical. The armature has a loop winding with equalizing connections. Coils of main and additional poles are insulated with class H; armature coils and compensation winding - class B, and since the mid-70s - class F. Armature bearings - roller, motor-axial - sliding with a constant level of lubrication.

With a rated rectifier voltage of 950 V and a constant excitation attenuation of 4% (the excitation current is 96% of the armature current), the electric motors have the following parameters:

The amount of cooled air driven through the traction motor, 105 m 3 /min. Maximum armature speed 2040 rpm. The mass of the NB-418K6 traction motor without gearing is 4325 kg.

The speed of the electric locomotive is controlled by changing the voltage supplied to the traction motors. This is achieved by switching under load sections of the traction winding of the transformer and counter or coordinated connection of unregulated and regulated parts of this winding. Switching is performed by the main controller EKG-8Zh. This controller has 4 contactors with arcing and 30 contactors without arcing. Their closing and opening are carried out by a cam shaft, which is rotated by a 50 V DC servomotor. In total, the main controller has 39 positions: zero, 33 starting (1 - 17 and 18-33) and 5 intermediate (one between zero and 1st and four between 17th and 18th). The running positions are 1, 5, 9, 13, 17, 21, 25, 29 and 33rd; on them, the arms of the traction winding are symmetrical, and the voltage drop across the transient reactors is minimal. All positions, except for intermediate ones, are fixed.

To obtain three stages of weakening the excitation of traction motors, resistors are connected in parallel with their excitation windings using electro-pneumatic contactors, in series with which inductive shunts are connected. The current in the excitation windings at the 1st stage of excitation attenuation is 70% of the armature outflow, at the 2nd stage - 52% and at the 3rd stage - 43%.

In the rheostatic braking mode, the excitation windings of the traction motors are disconnected from the armature circuit, all eight are connected in series and powered through a special rectifier unit from two sections of the transformer traction winding; the use of thyristors in the installation allows smooth regulation of the output voltage and, accordingly, the excitation current. The armatures of all traction motors are connected to individual braking resistors, i.e., in the rheostatic braking mode, the electric motors operate as generators with independent excitation.

Electric locomotives are equipped with a system automatic regulation braking force, which allows maintaining a given speed on descents and limiting the braking force depending on the power of the braking resistors, clutch, excitation current and switching conditions of traction motors. Electric locomotives with No. 1171 have a BURT-12 rheostatic brake control unit.

A TL13U or TL14M current collector is installed on each section. To disconnect the main winding of the transformer from the pantographs, as well as its automatic shutdown in case of short circuits and overloads of electrical equipment, the main air single-pole switch VOV-25-4M is used,

rated current 400 A, breaking current limit 10,000 A, breaking power 250 MB A. There are overload relays in the power circuits of traction motors, which, at a current of 1500 A, turn off the main switch through an intermediate relay.

The driver controls the traction motors using the KME-70 controller, which has three handles: main, reverse and brake. The main handle has six fixed positions: zero, automatic on, manual on, off latching, start latching, manual start and two non-fixed (self-returning): quick off and automatic start. The reversible handle has six fixed positions: zero, full excitation forward, three stages of weakening the excitation forward, full excitation back.

The brake lever has four positions: zero, preparation of the circuit for braking, preliminary braking, service braking.

Inside the working braking zone, the handle is not fixed; its position, the driver can change the intensity of braking. To set the maximum braking force, the controller has a twelve-position switch that allows you to change the maximum braking force within 196-490 kN (20,000-50,000 kgf).

Each section of the electric locomotive is equipped with four fan motors driven by three-phase asynchronous electric motors AE-92-4 (power 40 kW, rotor speed 1405 rpm, phase current 90 A, weight 390 kg). Compressors KT-6El (one per section) are driven by the same electric motors.

Asynchronous electric motors are powered from the auxiliary winding of the transformer using the NB-455A phase splitter.

The latter converts a single-phase current with a voltage of 380 V into a three-phase current of the same voltage. The rated power of the phase splitter is 115 kVA-A, rotation speed is 1490 rpm, weight is 690 kg.

The electric locomotive control circuits are fed with 50 V direct current from the TRPSH-2 transformer through rectifiers. When the transformer is not working, a 42KN-125 storage battery with a capacity of 1125 Ah (42 cells) serves as a source of direct current.

Compressor KT-6El two-stage, has two cylinders low pressure and one high pressure; at a shaft speed of 440 rpm, it delivers 2.75 m 3 /min of air at a pressure of 9 kgf / cm 2. The mass of the compressor is 646 kg.

Six centrifugal fans are installed on each section of the electric locomotive. For the Ts8-19 fan No. 7, 6 each is driven by its own AE-92-4 electric motor and serve to cool traction motors, inductive shunts, rectifier excitation units for traction motors. Four Ts8-19 fans No. 6, 5 are driven in pairs by one AE-92-4 electric motor and cool the VUK-4000T rectifier units, blocks of braking resistors, smoothing reactors and heat exchangers of traction transformers.

Electric locomotive VL80 T with a voltage in the contact network of 25 kV and new tires has the following traction parameters:

The indicated power values are slightly higher than the sum of the rated powers of the NB-418K6 traction motors, since at currents of hourly and continuous modes and a voltage in the contact network of 25 kV, the voltage at the outputs of the rectifier units is slightly higher than the rated voltage of the traction motors (about 975 and 985 V, respectively).

The continuous power of the braking resistors is 5480 kW, which makes it possible to realize the braking force at speeds of 50 and 80 km/h, respectively, 343 and 216 kN (25 and 22 tf).

The design speed of the electric locomotive is 110 km / h, the mass with ⅔ of the sand reserve is 184 tons, i.e. the load from the wheelsets on the rails is 23 tf. The minimum radius of curves passed by an electric locomotive at speeds up to 10 km/h is 125 m.

In the process of production of VL80 T electric locomotives, changes were made to their design, in particular, current collectors L-13U1 or L-13M1, main switches VOV-25-4MUHL1, air distributors No. 283, driver cranes No. 395 began to be used. In 1980, on two electric locomotives instead of electric motors AE-92-4, electric motors ANE225L4UHL2 were installed.

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4.3 Possible faults

1. Technical specifications electric locomotive VL 80S

Electric locomotive VL 80S is designed for operation on the main railways ah USSR, electrified on a single-phase current of industrial (50 Hz) frequency with a rated voltage of 25 kV.

It was built at the Novocherkassk Electric Locomotive Plant from 1979 to 1995, a total of 2746 units were produced.

The electric locomotive consists of two sections of the same type, is equipped with an electric rheostatic brake and a system that allows you to control electric locomotives according to the system of many units.

The equipment of the electric locomotive is designed to operate at a voltage in the contact network from 19 to 29 kV, a change in ambient temperature from -50 to + 40 ° C, air humidity up to 90% at a temperature of + 20 ° C and an altitude of not more than 1200 m above sea level.

Technical data:

Rated voltage...............................................25 kV

Supply voltage frequency.. …………………….50 Hz

Chassis formula .................................................................. ...2 (2 0 -2 0)

Track................................................. ................................1520 mm

Gear ratio gear ………..88/21

Design speed......................................................110 km/ h

Weight with 2/3 of the stock of sand... …………. …………………192t

Maximum allowable axle pressure on rails……(235±5) kN

The difference in pressure on the rails between the wheels of the same axle. no more than 5 kN

The height of the automatic coupler axle from the level of the rail head with a new bandage

……………………………………………………………1040-1080 mm

Height from the level of the rail head to the working surface of the pantograph skid:

in the lowered position...5100 mm; in working position

……………………………………………………………….5500-7000 mm

Wheel diameter in a rolling circle with new tires ... 1250 mm

The smallest radius of passable curves at a speed of 10 km / h ... 125 m

The power of the hourly mode on the shafts of the traction motors .... 520 kW

Long-term power on the shafts of traction motors ... 6160 kW

Traction force of clock mode .................................................. ...............442 kN

Long-term traction force.. ……………………..………….400 kN

Clock speed .............................................................................. ..............51.6 km/h

Continuous mode speed .................................................................. ........53.6 km/h

K.P.D. long term .............................................................. ... not less than 0.84

33 positions long duty power factor...0.866

Continuous rated power dissipation of braking resistors

………………………………………………….………………… 5480 kW

Braking force with continuous power dissipation of braking resistors and speed:

50 km/h ………………………………………. ……………at least 343 kN

80 km/h ………………………………. ………..…………. not less than 215 kN

60 km/h …………………. ……………………..…………. not less than 196 kN

The characteristics are given at a voltage in the contact network of 25 kV.

2. Description of one of the types of maintenance or current repair of the TR-2 locomotive

In the process of operation and repair of axle boxes, it is necessary to systematically look after and revise them. Distinguish between an intermediate and a complete revision of the axle boxes. An intermediate revision of the axle boxes is performed on TR-2. At the same time, the axle boxes are inspected, the condition of the seals is checked, the covers are opened and the end stops are removed, checking the condition of the friction surfaces of the stops and the ends of the axis, the condition of the felt wick. External inspection determines the condition of the extreme roller bearing and ball bearing. Selectively take a lubricant from one axle box for laboratory analysis. If the lubricant turns out to be contaminated, check the lubricant in the remaining axle boxes and replace it if unacceptable deviations from the established indicators are found. During maintenance, locomotive crews check the reliability of bolt fastenings, for cracks in the housings and covers of the axleboxes, excessive clearances in the axlebox guides, weakening and delamination of the rubber of the end shock absorbers of the axlebox drivers, increased bearing heating. If abnormal heating of the bearings is detected, the driver must make sure that it is possible to continue traveling with the train at a reduced speed, watching the faulty assembly. In order to avoid the appearance of a crack in the axle neck, it is forbidden to use artificial cooling of the bearings (water or snow). A complete revision of the axle boxes can be of the first or second volume. The revision of the first volume is carried out at current repair diesel locomotive TR-3, as well as in all cases of detection of any malfunctions that entail disassembly of the axle box, n in the presence of a slider bandage with a depth of more than 1.5 mm on the tread surface. During the revision of the first volume, the axle boxes are removed from the necks of the wheelset and completely disassembled. In this case, the inner bearing rings and the labyrinth ring are not removed from the axle neck. The revision of the second volume is carried out with a complete examination of the wheelset and in all cases of detection of defects that cannot be eliminated during the revision of the first volume. During the revision of the second volume, a complete disassembly of the axle box is performed with the removal of the inner wheels of the bearings of the remote and labyrinth rings. Bearing inner rings, distance and labyrinth rings are removed with an induction heater. After cleaning the bearing parts, they are carefully inspected and measured. Pay attention to the condition of the surface of the raceways and the sides. Particular attention should be paid to undercuts in the flanges of the outer rings and in the labyrinth ring, where cracks can occur. Separators are checked for cracks in the places where the jumpers interface with the base, unacceptable wear, loose or broken rivets. After inspecting the bearings, they are measured to determine the radial clearance, axial run-up, the diameter of the inner ring bore for fitting on the axle neck, and the cage floating clearance. The tension of the inner rings of the bearings, as well as the labyrinth rings, is restored by leaving, galvanizing or applying glue GEN-150 (B). In this case, the glue is used by special permission and only when repairing axle boxes in a depot. Before assembling the axle box assembly, the bearing is checked for ease of rotation and selected in pairs according to the radial clearance and axial run-ups. When assembling the axle box, the inner space of the roller bearings is filled with grease LRW in the amount of 1.5 kg. The assembled axle box must turn on the axle neck and move along it freely by hand. It is advisable not to dismantle axlebox units with a wheel pair

electric locomotive locomotive repair axle box

3. Information on the topic: "Axlebox knot"

There are axlebox units with flat and cylindrical guides, as well as with guides in the form of leashes. The design of the axle box body is influenced by the type of axle guides and the type of axle bearings. Since 1957, only rolling bearings have been installed in the axle boxes of domestic electric locomotives. Roller bearings have a number of advantages over plain bearings: less resistance movement of an electric locomotive (especially when starting), lubricant consumption is reduced by 5-10 times, non-ferrous metals (bronze, babbitt) are saved, daily maintenance is not required, free runs of the wheelset are reduced, and the reliability of the axle box is increased. Two types of roller bearings are used: with cylindrical, spherical or barrel-shaped rollers. Bearings can be single-row and double-row; axleboxes install two single-row or one, and sometimes two double-row roller bearings.

Current-carrying (grounding) devices and a speedometer drive are installed on the axle box covers.

4. Purpose, location, technical data of the node

The axle boxes on the VL 80S electric locomotive are double-drive jawless with roller bearings and are units of high manufacturing precision. The vertical load from the sprung weight of the electric locomotive is transmitted through the axle boxes to the wheel beds, and from the wheel pairs to the frames of the bogies - the traction force, braking force and lateral horizontal forces. To reduce the horizontal impact on the path, the axle guides must create an elastic connection between the wheelset and the bogie frame in the transverse direction.

Location. The axle box is pressed onto the axle journals of the wheelset axle (2 axle boxes for each axle) as follows:

A hot labyrinth ring is pressed onto the pre-hub part of the wheelset eye.

The following are pressed onto the axle neck: an inner ring with a collar for the first bearing, an inner spacer ring 14 mm wide, an inner ring without collars with chamfers for the second bearing. (The pressing of all rings onto the axle is carried out in a hot state at a temperature of +100 - +120 0 С, which is achieved by heating the rings in an oil bath.)

The rear cover is attached to the side of the axle box body with eight bolts.

2 roller bearings without inner rings are tightly inserted inside the axle box, and an outer spacer ring 14 mm wide is placed between them.

The axlebox housing with two bearings and a rear cover is put on the inner rings of the bearings on the axis of the wheelset using a crane beam.

A thrust ring with a shoulder is put on the end of the axle, then a nut is screwed onto the thread at the end of the axle, which is locked with a bar. This bar is attached to the end of the axle in the slot with two bolts, these two bolts are locked in pairs with wire.

During the assembly of the axle box, all the free space inside the axle box is 2/3 filled with "Buksol" grease, 3.5 - 4.0 kg each.

Technical data:

Number of rollers in a roller bearing …………..…18

Bearing brand ……………………………………………42536LM

Wheel set run along axle boxes ……………………………0.5-1 mm

Rubber roller diameter ………………….….65 mm

Radial clearance of roller bearings …………….….0.28-0.41 mm

Axial run-up of axle box in bearings …………………….…1.0-1.7 mm

Maximum allowable vertical ovality ……….0.28 mm

Maximum allowable horizontal ovality …….0.1 mm

4.1 Design (device) of the node

The box is made in the form of a body made of steel 25LII with four lugs for fastening the rods and with two lugs for fastening the springs in them, roller bearings are placed inside the body. Both the inner and outer races of the bearings are separated by spacers. The inner rings of the bearings are tightened through the thrust ring of the outer bearing with a nut, which is locked by a bar fixed with two bolts in a special groove at the end of the axle. From the inner end of the box, it is closed with a ring mounted on the pre-hub part of the axle, as well as with a lid. Both on the front and on the rear side of the axle box, seals made of rubber O-rings are placed under the covers. The rods are attached with one of their hinges to the lugs of the axle boxes, and with the other - to the brackets of the bogie frame. Rod hinges are made in the form of rubber-metal rollers and rubber-metal washers. Wheelset boxes on the right side in the direction of travel have front covers with flanges for mounting a speedometer drive worm gear on the first wheel pair, and a tachogenerator, which is an electric locomotive speed sensor, on the second.

4.2 Operation, lubrication, cooling

Work

occurs as follows: - traction (braking) force from the axle of the wheelset is transmitted through the roller bearing to the body of the box, then to the roller of the leash; through the rubber bushing to the body of the leash, then through another rubber bushing to the other roller of the leash and from it to the bracket of the trolley frame. Also, efforts from the body of the box through the eyes and the roller inserted into them are transmitted to the leaf springs.

when driving on uneven sections of the road, the wheelset with axle boxes freely up and down relative to the bogie frame, while both leashes turn like pendulums due to the twisting of the rubber bushings of the two rollers. To prevent the leashes from working in tension, one axle box leash is located 110 mm above the axis, and the other below the axis by the same 110 mm.

Lubricant

"Buksol" in addition to its main task also serves as a cooler for parts, the lubricant must be strictly 3.5-4.0 kg and it must not have impurities and impurities.

Cooling

node - natural, occurs by blowing during movement.

4.3 Possible faults

The main reasons for the heating of the axle box over 70 C 0.

Lack or excess of lubrication, contamination of the lubrication;

Destruction of rollers or other parts inside the box body;

Rotation of the inner ring of the bearing on the axle of the wheelset or rotation of the outer ring of the bearing in the axle box housing;

Friction of the labyrinth ring against the rear cover of the box;

Spontaneous unscrewing of the castellated nut from the axle of the wheelset and rubbing it against the front cover of the axle box from the inside.

4.4 Routine maintenance of axle box TO-1, TO-2, TO-3

Check the performance of TO-1 by the handing over locomotive brigade and, if the work is not performed or performed with low quality, make an entry about this in the log form TU-152;

· inspect the mechanical part of the locomotive, paying special attention to the fastening and condition of wheel pair tires, spring suspension, automatic couplers, safety devices from falling parts onto the track;

perform the work provided for by the Instruction for the operation of the brakes of the rolling stock of railways;

Inspect the axleboxes of the locomotive wheelsets, paying attention to the reliability of the bolt fasteners, the condition of the strings, leashes, rubber-metal elements, the absence of cracks in the cases and covers of the axleboxes, the integrity of the architraves of the axleboxes and their fastening, the absence of signs of overheating of the bearing assembly (burning and discoloration of its color , leakage of grease, etc.), check the temperature of their heating by touch;

Inspect roof equipment without climbing onto the roof;

make sure that the electric and pneumatic devices, auxiliary machines work correctly, the work of pantographs is accurate when they are raised and lowered;

Check the operation of sound devices, searchlights, buffer lights, lighting;

check the presence of sand and the operation of sandboxes;

check the readings of the electricity meter

remove condensate from tanks, water collectors, oil separators of pneumatic equipment

Make sure that the instrumentation and signal lamps on the control panel are in good condition

check the availability and serviceability of tools, inventory, spare parts and materials, devices for assembling emergency circuits, signal accessories, brake shoes (their number and number must be entered in the log form TU-152), protective equipment, wiping and lubricants and, if necessary, replenish them (if the locomotive is accepted at the depot or turnover point);

· check ALSN (CLUB), SAUT and other traffic safety devices, radio stations;

Check the operability of the comb lubricator and the device for monitoring the density of the brake line;

check (in winter time) serviceability of snow protection equipment;

Check the availability of medicines in the first-aid kit according to the list established by the Health Department of the Ministry of Railways of Russia.

At TO-2, at least once every two days, the condition of the main equipment and running gear of the electric locomotive is checked and the malfunctions identified during the inspection are eliminated. In addition, they perform the work recorded by the locomotive crews in the log of the technical condition of the electric locomotive in the period between the next types of maintenance. On the performance of work make appropriate marks in the journal. At TO-2, automatic locomotive signaling and train radio communication devices are also checked

TO-3

onelectricequipment: check the insulation resistance of power and auxiliary circuits, inspect the condition of traction motors and other electrical machines; inspect inspection hatches and blow out the internal cavity of the engines with compressed air; all devices are cleaned of dust and soot, the voltage value, density and electrolyte level of all battery cells are checked;

on hydraulic transmission : wash the body and filter elements of lamellar-slit and mesh filters in lighting kerosene; filters are blown with compressed air, damaged plates or filter elements are replaced; check the operation of the mechanical lock rod and the reverse servo cylinders, the fastening of the hydraulic transmission to the frame of the locomotive;

oncrewparts: check the condition of the wheel pairs, fastening sand pipes, regulate the supply of sand; inspect the cardan shafts and check the fastening of their flanges, lubricate the spring suspension rollers and axle boxes casings.

At the end of TO-3, they start the diesel engine and check the operation of the units under the operating voltage of the contact network on the locomotive, check the inclusion of devices, the operation of auxiliary machines, brakes, and starting off.

5. Requirements for the content of protective equipment for fire and electrical safety on the locomotive. The order of their application

Atfire

Upon detection of a fire on the locomotive, the driver is obliged to take measures to stop the train, observing the following conditions

if possible, make a stop on a favorable track profile (site) in such a way as to ensure, if necessary, the access of fire trucks (near highways, crossings);

it is forbidden to stop a train with a burning locomotive on railway bridges, overpasses, viaducts, flyovers, in tunnels, under bridges.

if possible, stopping a train on electrified sections of railways should be carried out in such a way that a burning locomotive is not located under rigid or flexible crossbars

sectional insulators, air arrows, as well as at the junctions of anchor sections;

Simultaneously with the adoption of measures to stop the train, the locomotive

the brigade must give a fire alarm (a series of one long and two short sounds) and, using the train radio or any other type of communication possible in the situation, immediately report the fire to the train dispatcher or the attendant at the nearest station to call the fire departments, indicating the location "head" of the train that stopped on the stage (kilometer number, picket, track number, train number, driver's name). "

Report the stop to the drivers of oncoming and following trains.

Take measures to keep the train in place in the prescribed manner.

Send an assistant driver to localize the fire primary means fire extinguishers (fire extinguishers, dry sand).

It is necessary to enter a smoky room after putting on respiratory protection equipment (self-rescuers). The duration of the use of respiratory protective equipment should not exceed the time specified in the instruction manual.

If it is impossible to localize the fire within 20 minutes and it is impossible to hold the train on the brakes, secure the rolling stock with brake shoes, if necessary, activate the hand brakes of the train, and uncouple the locomotive from the train.

When extinguishing a fire in a locomotive by the forces of locomotive crews on electrified railway lines, the following additional requirements must be observed:

when extinguishing a fire, it is forbidden to approach the wires and other parts of the contact network and overhead lines at a distance of less than 2 m until the voltage is removed, and to the broken wires of the contact network and overhead lines at a distance of less than 8 m to their grounding,

extinguishing burning objects located at a distance of 8 m or more from the contact network and overhead lines under voltage, as well as fires inside a diesel locomotive in electrified sections, is allowed without removing the voltage. In this case, it is necessary to ensure that the jet of water or foam is not closer than two meters to the contact network and other objects nearby.

The use of water or foam fire extinguishing agents for extinguishing fires is allowed only after the voltage has been removed from the contact and overhead lines and their subsequent order. Contact network and overhead lines without grounding are considered as being energized.

in all cases of fire, the locomotive crew

proceeds to liquidate it, provided that there is no threat to one's own life and health.

6. Locomotive safety devices

Locomotive safety devices are designed to regulate the movement of trains in order to increase safety in train and shunting work, as well as to increase bandwidth railway lines and improving the working conditions of locomotive crews.

Main functions of locomotive safety devices:

demarcation of trains;

registration of train movement parameters;

the control speed limit driving a train;

driver vigilance control.

The demarcation of trains prevents the possibility of their collision and is carried out by separate points or distances between trains. Separate points are traffic lights that enclose the stage or (in case of auto-blocking) a block section, and when using automatic locomotive signaling as the main means of signaling (ALSO), the boundaries between block sections marked with signs. When delimiting trains by distances, each train moving along the stage continuously transmits its coordinates and receives information about the free distance ahead of it and the permissible speed.

Speed control can be stepped or smooth. With step speed control, the allowable speed is maintained throughout the entire block section. When it is exceeded, an absolute or non-absolute hitchhiking is activated. With smooth speed control, the allowable speed is calculated at each moment of time, depending on the distance to the closed traffic light (or the place of the speed limit) and, if it is exceeded, service or auto-stop braking is performed

To test vigilance, the driver is given a signal by a whistle of the electro-pneumatic autostop valve (EPK), by igniting the preliminary light signaling lamp (PSS), or by a voice message. In response to this signal, the driver must confirm his vigilance by pressing the vigilance handle (RB). If the signal is not acknowledged, the train will be stopped by auto-stop braking. Vigilance is checked once when changing the indications of the locomotive traffic light and in some other cases. When following a traffic light with a prohibitory indication, when the permissible speed is exceeded, as well as when driving on a white and red indication, the locomotive signaling may turn on periodic check driver vigilance.

There are several main safety devices on the locomotive:

ALSN- automatic locomotive signaling of continuous type. It has a train demarcation system, step speed control, one-time and periodic vigilance checks, and also has auto-stop braking.

3SL-2M - locomotive speedometer. Registers movement parameters on a speedometer tape, participates in step speed control together with ALSN.

KPD-3- a complex for recording motion parameters. It registers movement parameters on a speed measuring tape and (or) a cassette, participates in step speed control together with ALSN and 3SL-2M.

SOUTH - train braking automatic control system. It has smooth speed control, one-time and periodic vigilance checks, registers movement parameters using built-in memory, also has auto-stop and service braking, pre-alarm using voice messages and spontaneous movement control.

CLUB - integrated locomotive safety device.

Features and capabilities:

reception and processing of ALS-N and ALS-EN signals;

formation of the permissible speed of movement and its indication depending on the received ALS signal;

control of the start of movement (no later than 75 seconds) after the driver's controller is removed from the zero position.

The classic CLUB is installed on the main and shunting locomotives of the railways.

CLUB-U - unified CLUB, that is, adapted for installation on all types of locomotives and multiple unit rolling stock.

Additional features and capabilities:

ensuring an emergency stop of the train by order of the station attendant (DSP) or train dispatcher (DNTs), transmitted via the RK data transmission, regardless of the actions of the driver;

exclusion of the movement of the train after it has stopped without the permission of the DSP or DNC, transmitted via the RK data transmission, including when pulling up to the prohibiting traffic light.

It is installed on all types of locomotives, including high-speed sections of railways with autonomous and electric traction of direct and alternating current, equipped with automatic locomotive signaling (ALSN) track devices, multi-valued automatic locomotive signaling, automatic brake control system (SAUT)

CLUB-UP - It is installed on self-propelled track machines of category I, which perform self-propelled work and / or transport utility trains similarly to locomotives, as well as the transportation of track crews.

Features and capabilities:

determination of train movement parameters (coordinates, speed) based on information from satellite navigation devices, track and speed sensors, electronic card site;

indication of the actual speed of movement;

formation of information about the target and permissible speed of movement;

providing braking when the actual speed exceeds the permissible speed;

the impossibility of movement with the EPC turned off and the security system turned off;

control of the maximum permissible speed of 20 km / h in the operating mode and the development of a signal for auto-stop braking when it is exceeded;

control of the decrease in the permissible speed in front of a traffic light with a prohibiting signal and the exclusion of its passage without a preliminary stop;

exclusion of spontaneous movement;

driver vigilance control;

registration of operational information about the movement of the train, diagnostics of the system of locomotive and train characteristics using a registration device;

monitoring the pressure in the brake cylinders, brake line and main reservoir.

CLUB-P installed on category II self-propelled track machines developed and manufactured at factories, as well as when upgrading the existing fleet of category II self-propelled track machines.

Features and capabilities:

indication of the actual speed of movement;

formation of the permissible speed of movement and its indication depending on the indications of the traffic light;

speed control and auto-stop braking in case of exceeding the permissible speed according to traffic lights;

control of braking in front of a traffic light with a prohibitory signal;

turning off traction when signals are given for auto-braking;

driver vigilance control;

exclusion of spontaneous movement.

7. Safety precautions when accepting a locomotive when crossing railway tracks

When on the railway tracks, employees must comply with the following safety requirements: be in a signal vest with reflective stripes (according to GOST R 12.4.219-99) and an inscription with the name of belonging to the farm and structural unit;

pay attention to traffic lights, visible and audible signals and warning signs; pass to the place of work and back along the established routes of the service passage, indicated by signs "Service passage"; when passing along railway tracks walk along a wide inter-track, along the side of the subgrade or away from the railway track no closer than 2.5 m from the outermost rail. At the same time, it is necessary to carefully monitor the movements of the rolling stock along adjacent tracks, look under your feet, since there may be limit and picket posts and other obstacles in the indicated places of passage; one should cross the railway tracks in the established places (on footbridges, tunnels, decks), and in their absence - at a right angle, stepping over the rail, without stepping on the ends of the sleepers and oil stains on the sleepers, after making sure that in this place there is no approaching rolling stock on either side;

when crossing a railway track occupied by rolling stock, you should use the transition platforms of wagons with serviceable steps and handrails. It is prohibited to cross the transition platform of the car while the train is in motion. Before leaving the car, you should first inspect the place of exit, make sure that there is no rolling stock moving along the adjacent track. At night, the place of gathering must be illuminated with a lantern. The same requirements must be observed when lifting and descending from the locomotive; bypassing groups of wagons (locomotives) standing on the railway track should be at a distance of at least 5 m from the automatic coupler of the outermost wagon or locomotive; it is allowed to pass between uncoupled wagons (locomotives) in the middle, if the distance between automatic couplers is at least 10 m; being on the route of the train, not less than 400 meters before its approach, you should move to the side of the subgrade at a distance of at least 2 m from the outer rail at the established train speeds up to 140 km / h, 4 m - at the established speeds 141 - 160 km / h, 5 m - at established speeds of more than 160 km / h;

when on a track adjacent to the high-speed train route, when the station attendant informs about the passage of a high-speed train, it is necessary to step aside at a distance of at least 5 meters from the outermost rail of the track;

when approaching rolling stock, attention must be paid to open doors, boards of wagons, objects protruding beyond the gauge of the rolling stock;

when leaving the premises near the railway tracks in conditions of poor visibility, as well as because of the corner of the building, which obstructs the visibility of the track, you should first make sure that there is no moving rolling stock, and at night wait until your eyes get used to the darkness, consciously switching your attention to providing the safety of their movements.

8. List of used literature

1. Electric locomotive VL80S, operation manual. N.M. Vasko, A.S. Devyatkov, A.F. Kucherov, 2nd edition, Moscow 1990.

2. Construction and repair of electric locomotive VL, 80s. A.Yu. Nikolaev, N.V. Sesyavin, Moscow 2006.

3. The device and operation of AC electric locomotives. B.N. Rebrik, Z.M. Dubrovsky, H.Ya. Bystritsky, Moscow 1982.

4. How an electric locomotive works and works. N.I. Sidorov, N.N. Sidorova, Moscow 1988.

5. Electric locomotive. Management and maintenance. Z.M. Dubrovsky, L.P. Tomfeld. V.A. Kurchashov, Moscow 1979.

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General description of the VL80 series

Electric locomotive VL80 K on a stamp of the USSR

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

Each section has the following main equipment:

pantograph for current collection from the contact network, located above the driver's cab, and the main switch ( GV) VOV-25M;
traction transformer with oil motor-pump ( MN), two VUK rectifiers of one or another modification and the main controller EKG-8Zh (on the VL80 r electric locomotive, VUK and EKG-8Zh were replaced by two VIP-2200 converters);
phase splitter ( FR) NB-455A, which generates the third phase (the outputs of the auxiliary winding become the first and second phases) for power supply induction motors other auxiliary machines;
4 fan motors ( MV) for cooling the equipment and pressurizing the body, among which there are necessarily two MVs for cooling the TED, one per bogie;
motor-compressor ( MK) KT-6El to provide air for the brakes on the locomotive and in the train, power electric devices, blocking the high-voltage chamber, giving sound signals with a whistle (quiet) and typhon (loud), operation of the windshield wiper pneumatic drive.

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

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

Also significantly changed circuit diagram- installed on an electric locomotive rheostatic brake. This means setting:

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

brake switches that disconnect traction motors from rectifiers and connect their armatures to braking resistors, and the excitation windings are connected in series and connected to the VUV;

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

air switching devices, which in traction mode provide air supply from fan motors No. 3 and No. 4 to rectifier units, smoothing reactors and transformer oil coolers, and in brake mode to brake resistors;

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

Such a change in the electrical circuit and the addition of new devices led to a re-arrangement of the equipment in the section.

Electric locomotive VL80 S

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

Some locomotives have been upgraded at UULRZ and have gained the ability to operate on CME as part of three sections.

Electric locomotive VL80 cm

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

Atbasar Electric Locomotive Repair Plant

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

Trunk

DC electric locomotives

C C - 1932-1934 | VL19 - 1932-1938 | PB21 - 1934 | SC - 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

, Belarus, Ukraine, Kazakhstan, Uzbekistan

Total built 4917

Current system alternating, 25 kV

Axial formula 2(2 O -2 O)

Hourly powerTED : 8*(610-800) kW (depending on modification)

Watch mode speed: 47.8-58.7 km / h (depending on modification)

Continuous power of TED: 8*(695-720) kW (depending on modification)

Long mode speed: 50.1-56 km/h (depending on modification)

Design speed: 110 km/h

General description of the VL80 series

Electric locomotive VL80 K- was built from to a year, 695 units were produced.

The mechanical part of the VL80 electric locomotive is made in the form of two identical four-axle sections with non-articulated bogies. The frames of two-axle bogies are welded, axle boxes with roller bearings are connected to the bogie frame by leashes with silent blocks (rubber-metal hinges). Traction and braking forces are transmitted from the bogies to the body through the pins. Traction electric motors NB-418K6 have support-axial suspension. The gear transmission from the traction motor to the wheel pairs is double-sided, helical, with a rigid ring gear. The diameter of the wheelsets with new tires according to the passport is 1250 mm, in fact - 1280-1290 mm.

To ensure the current collection from the contact network, two pantograph-type current collectors are used, located on each section (above the driver's cab). Each section of the electric locomotive has one ODCE-5000/25B traction transformer and two VUK-4000T rectifiers. The transformers have a traction winding and an auxiliary winding with an open-circuit voltage of 399 V (voltage under rated load is about 380 V), which is used to power auxiliary machines and control circuits. The traction winding consists of two unregulated parts and two adjustable ones; the latter are divided into four sections. Auxiliary machines are powered from the auxiliary winding through the phase splitter, which generates the third phase (the first and second are the outputs of the auxiliary winding). The control circuits are fed with a voltage of 50 V from the TRPSH - a transformer regulated by the biasing 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 many electric locomotives, the copper windings of the chokes are removed by depot workers for selfish purposes, and only fluffy cores are visible in the block of power devices No. 1 (where the TRPSH is located).

The speed of the electric locomotive is controlled by changing the voltage supplied to the traction motors. On all types of VL80, except for VL80 R and VL80 SM, this is achieved by switching sections of the transformer traction winding under load and counter or coordinated switching on of unregulated and regulated parts of this winding using the main EKG-8Zh electric controller. This is a large group switch mounted on a traction transformer, having 30 contactor elements without arcing and 4 with arcing, providing switching of the first thirty without load. The contacts of the elements are forced to pass large currents, therefore they are made of a carbon-silver composition; just one EKG-8Zh contains 12 kg of silver. The ECG drive is a 50 V DC motor with a power of 500 W. When this electric motor is running on an electric locomotive, the voltage in the control circuits drops and the light dims. The power circuit of the electric locomotive also provides for three stages of attenuation of the TED excitation.

Electric locomotives VL80 T, VL80 S have rheostatic braking. The continuous power of the braking resistors is 5480 kW, the braking force at 50 km/h is 25 tf.

AE92-4 electric motors and NB-455A phase splitters are used to drive fans and compressors.

Compressed air pumped into the main tanks by two KT-6el compressors is used to ensure the operation of the brakes on the locomotive and in the train, ensure the operation of pneumatic contactors, pneumatic interlocks of the high-voltage chamber, give sound signals with a whistle (quiet) and typhon (loud), work of the windshield wiper pneumatic drive.

Electric locomotive parameters:

Length along the axes of automatic couplers - 32480 mm
The height from the rail heads to the skid of the lowered pantograph is 5100 mm
Hourly power - 6520 kW
Hourly traction force - 45.1 tf
Hourly speed - 51.6 km / h

Electric locomotive VL80 T

Electric locomotive VL80 T- was built from to a year, 1072 units were produced.

The side supports of the VL80 K electric locomotive were replaced by a cradle suspension - the body is suspended from each bogie on four spring-loaded pins, slightly inclined towards the center of the bogie for better centering of the body when it is moved to the side. Cradle suspension has been used on VL80 T electric locomotives since a year, before that spring suspension was used similar to VL80 K electric locomotives.

The electrical circuit has also been significantly changed - a rheostatic brake is installed on the electric locomotive. This means setting:

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

brake switches that disconnect traction motors from rectifiers and connect their armatures to braking resistors, and the excitation windings are connected in series and connected to the VUV;

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

air switching devices, which in traction mode provide air supply from fan motors No. 3 and No. 4 to rectifier units, smoothing reactors and transformer oil coolers, and in brake mode to brake resistors;

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

Such a change in the electrical circuit and the addition of new devices led to a re-arrangement of the equipment in the section.

Electric locomotive VL80 S

Electric locomotive VL80 S- was built from to 1994, 2746 units were produced.

In fact, VL80 S is VL80 T, retrofitted to work as part of more than two sections when controlled from one cabin according to the system of many units (CME). Initially, the electric locomotive was built with the ability to operate only two or four coupled sections. In the year, electric locomotives 550, 551, 552 were built, which could operate in two, three or four sections. Starting with electric locomotive 697 (year), all electric locomotives are being built with this capability. The only limitation is the inability to operate the third trailer section in the rheostatic braking mode.

A number of design changes led to the weighting of the electric locomotive, and a new nameplate weight of the electric locomotive was set - 192 tons.

Electric locomotive VL80 R

Electric locomotive VL80 R- was produced from 1967 to a year, 373 units were produced.

The traction parameters of the VL80 R electric locomotive coincide with those of the VL80 T and VL80 S, however, in practice, the traction properties (resistance to boxing) are higher due to the smooth (stepless) voltage regulation on the traction motors, which ensures an increase in traction without jerks leading to premature stall into boxing. Smooth regulation is achieved by using thyristors instead of conventional diodes in rectifier installations, this also makes it possible to replace rheostatic braking with regenerative one - the direct current generated by traction motors is inverted by thyristors into alternating current and returned through a transformer to contact network and further into the power supply system. Regenerative braking makes it possible to achieve a braking force of 37 tf at 50 km/h.

In terms of equipment layout, VL80 R practically does not differ from VL80 T / VL80 S, with the following differences:

there is no more ECG on the traction transformer (it is not needed in the circuit);
also, there are no linear contactors on the blocks of power devices - they were replaced by high-speed switches installed in the transformer room;
due to the replacement of rheostatic braking with regenerative braking, the sides of the braking resistors were removed, in their place (under the very roof) fan motors No. 3 and No. 4 were installed.

The cabin corresponds to the cabin of the VL80 T electric locomotive, with the exception of two differences:

in the upper right corner of the cab, where the VL80 S electric locomotive has a decoding board, in the VL80 R cab there is a board with eight lamps showing the status of each high-speed switch of both sections (the lamp is on - BV is off);
the driver's controller has a steering wheel instead of the main handle.

The VL80 R-1549 electric locomotive was an exhibit at the Electro-77 exhibition in Moscow. The electric locomotive VL80 R-1718, produced by NEVZ at the end of 1982, became the ten thousandth locomotive of this plant. VL80 R is the “first sign” of the family of domestic AC locomotives with thyristor control, later this scheme of power circuits was inherited by VL85, VL65, EP1, 2ES5K and other locomotives of the E5K family.

Electric locomotives VL80 R were delivered for operation on heavy track sections of the Krasnoyarsk, East Siberian, Far Eastern railways, as well as in the Bataysk depot of the North Caucasus road. The last locomotive of the series (VL80 R-1869) was produced in 1986. Currently, all VL80 R electric locomotives are assigned to the Magistral locomotive depot, which has become a “cult” among railway fans.