"The woman is created for a man, not a man for a woman" - such a postulate ...
Electrification railways
Railway electrification - A complex of activities performed on the railway section to be able to use the electro-separation composition: electric locomotives, electrical installations or electric trains.
For traction of trains on electrified areas of railways, electric locomotives are used. Electroscopes or electric trains are used as a suburban transport.
Electrification systems
Electrification systems can be classified:
- by type of conductors:
- with contact suspension
- with contact rail
- by tension
- by the clan:
- alternating current
- current frequency
- number of phases
- alternating current
Usually use permanent (\u003d) or single-phase variable (~) current. At the same time, the railway protrudes as one of the conductors
The use of three-phase current requires the suspension of at least two contact wires that should not contact under any circumstances (like a trolleybus), therefore this system has not taken root, primarily due to the complexity of the current conversation at high speeds.
When using direct current, the voltage in the network is made quite low to turn on the electric motors directly. When using alternating current, choose much more high voltageSince electric locomotive voltage can be easily reduced using a transformer.
DC system
In this system, DC traction electric motors feed directly from the contact network. Regulation is carried out by connecting resistors, engine rearrangement and excitation weakening. In recent decades, impulse regulation began to spread, allowing to avoid energy losses in resistors.
Auxiliary electric motors (compressor drive, fans, etc.) are usually also powered directly from the contact network, so they are obtained very large and hard. In some cases, they use rotating or static converters for their nutrition (for example, on ER2T electric trains, ED4M, ET2M is a motor generator that converts a constant current 3000 V to three-phase 220 V 50 Hz).
On the Railways of Russia and the countries of the former Soviet Union Plots electrified by dC systemNow they are mainly used voltage \u003d 3000 V (at old sites - \u003d 1500 V). In the early 70s, practical studies were carried out in the USSR in the Transcaucasian railway with the possibility of electrifying the constant current voltage \u003d 6000 V, however, in the future, all new sections were electrified by alternating current of higher voltage.
Easy electrical equipment on locomotive, low specific gravity And the high efficiency led to the widespread dissemination of this system in the early period of electrification.
The disadvantage of this system is a relatively low voltage of the contact network, so there is a larger current to transmit the same power compared to higher voltage systems. This forces:
- use a greater summary cross section of contact wires and supply cables;
- increase the area of \u200b\u200bcontact with the Pantograph of the electric locomotive due to an increase in the number of wires in the contact network suspension up to 2 or even 3 (for example, on ascents);
- reduce the distance between traction substations to minimize current loss in wires, which further leads to an increase in the cost of electrification itself and maintaining the system (substation, although automated, but require maintenance). The distance between substations on the load-lined areas, especially in difficult mountain conditions, can only be a few kilometers.
Trams, trolleybuses use constant voltage \u003d 550 (600) in, metropolitan \u003d 750 (825) V.
Low frequency AC system
In a number of European countries (Germany, Switzerland, etc.) use a system of single-phase AC 15 kV 16⅔ Hz, and in the US on the old lines of 11 kV 25 Hz. The reduced frequency allows the use of collector AC motors. The engines are powered by the secondary winding of the transformer without any converters. Auxiliary electric motors (for compressor, fans, etc.) are also usually collector, powered by a separate transformer winding.
The disadvantage of the system is the need to convert the current frequency at substations or the construction of individual power plants for railways.
Industrial frequency AC system
The use of an industrial frequency current is most economical, but its introduction has met many difficulties. At first, the collector AC motors were used, converting motor generators (single-phase synchronous motor plus a DC traction generator from which DC traction electric motors operated), rotating frequency converters (giving current for asynchronous traction electric motors). The collector electric motors on the current of industrial frequency worked poorly, and the rotating transducers were too hard and uneconomical.
An industrial frequency single-phase current system (25 kV 50 Hz) began to be widely applied only after creating in France in the 1950s of electric locomotives with static mercury rectifiers (Ignitron; later they were replaced with more modern silicon rectifiers - from environmental and economic considerations); This system then spread in many other countries (including in the USSR).
When straightening single-phase current, it turns out a direct current, but a pulsating current, therefore special pulsating current motors are used, and in the diagram there are smoothing reactors (choke), reduced current ripples, and resistors of permanent excitation, included in parallel engine excitation windings and transmitting the variable pulsing current which only causes unnecessary heating winding.
To drive auxiliary machines, either the pulsating current engines are used from a separate winding of the transformer (winding of their own needs) through the rectifier, or industrial asynchronous electric motors feed on the phase breakdown (such a scheme has been distributed in French and American electric locomotives, and they were transferred to Soviet ) or phase-shifting capacitors (used, in particular, on Russian electric locomotives Vl65, EP1, 2ES5K).
The disadvantages of the system are significant electromagnetic interference for communication lines, as well as uneven loads of the phases of the external power system. To increase the uniformity of the phase load in the contact network, sections with different phases alternate; Between them are arranged neutral inserts - short, a length of several hundred meters, the plots of the contact network, which the rolling stock passes with the engines turned off, inertia. They are made so that the pantograph does not jumped under high linear (interfacial) voltage of the gap between sections at the time of transition from the wire to the wire. When you stop on a neutral insert, it is possible to supply voltage from the front in the direction of the contact network section.
Railways of Russia and countries of the former Soviet Union, electrified aC system Used voltage ~ 25 kV (i.e. ~ 25000 c) frequency 50 Hz.
Dusting of power supply systems
Electrovoza different current systems at dusting station
Double-mounted electric locomotive VL82M
The variety of power supply systems caused the appearance of points of docking (current systems, voltages, current frequency). In this case, several options for solving the issue of organizing traffic through such items. 3 main directions were revealed.
One of the features of railway transport in Russia is high share electrified roads. Under the length of electrified highways at the end of 2014, Russia ranks 1st place in the world - 43.4 thousand km (2nd place China - 38.5 thousand km) - Somewhere about half of the roads common use. Well, the fact that many highways are electrified - this is generally no secret to anyone, but the fact that in contact networks uses currents of different kinds, many will be learned in surprise. However, a fact: in the contact networks used either permanent electricity Rated voltage of 3 kV or alternating single-phase current of industrial frequency 50 Hz with a nominal voltage of 25 square meters. I myself did not think about it for a long time - I learned when I received the third group of electrical savings (work in the office associated with Russian Railways somehow obliged to delve into and understand). Well, in general, for a long time, I am this fact ("there is a constant 3 kV, there is a change in 25 square meters / 50 Hz") took as due - "because it is so accepted historically." And for some time, after all, I wanted to speak and somehow sort out - and why is the actual way.
Immediately I want to make a reservation - I will not dig a very deep to the physics of the power supply, limited by some common phrases and somewhere specifically exaggerating. I sometimes express that I simplify - and the specialists read and understand that there is "everything is wrong." I am aware, but I am writing the specialists about what I think I think and so know - and it is unlikely for myself something new to learn.
So, it should be done actually with the fact that for the first time the use of electricity as a source of energy for traction of trains was demonstrated at an industrial exhibition in Berlin in 1879, where the layout of the electrical railway was presented. By a section of a length of less than 300 m at a speed of 7 km / h, a train was moved, consisting of a locomotive with a capacity of 2.2 kW and three trails, each of which could accommodate up to 6 passengers. The creators of the new type of thrust were the famous German scientist, inventor and industrialist Ernst Verner von Siemens (Werner Von Siemens, 1816-1892) and Engineer Halsk. By the beginning of the 20th century, there was no doubt about the efficiency of electric traction. IN short term In various countries, several projects of electrifying the railway were implemented. At the first stage, electrification was used in mountainous areas on heavy profile lines, with large quantity tunnels, as well as on suburban areas, i.e. In those areas where the benefits of electric traction were obvious.
The first electrified railway in the USSR was opened on July 6, 1926 on the site Baku - Sabunchi - Suurahan
Accordingly, the two main directions of the use of electrification: suburban message and mountain lines. I want to tell the suburban message (the essence of the electric trains) separately, now it should be noted only that the suburban railway communication in terms of electrification was a priority in the USSR (in Russian Empire I didn't have time to bring this project to mind - the first prevented world War and the revolution), in the USSR, they took up with a scope for it (here the plan of Galro certainly contributed very much) - the electric train began to replace suburban trains on the steam rift.
As a power supply system, a DC system with a rated voltage of 1500 V. The DC system was selected because, with single-phase alternating current, heavier and expensive motor cars would be required due to the need for transformers. In addition, DC traction engines have, with other things being equal, a higher torque and are more adapted to start compared to single-phase current motors. This is especially important for motor cars working at suburban areas with a large number of stopping points, where high acceleration is required when starting from the place. The 1500 V voltage was chosen due to the fact that significantly less copper is required for the contact network compared to the 600-800 V system (used for electrifying trams-trolleybuses). At the same time, it was possible to create a reliable electrical equipment of a motor car, to which it was impossible to count on the voltage of 3000 V at that time (the first lines of the suburban message, electrified by direct current 3000 B appeared only in 1937, but in the future, all the already built lines were transferred to such a voltage) .
Electric trains with - the first family of Soviet trains, produced from 1929
In parallel with the development of the suburban report in 1932-1933. The electric shock was introduced on the Hashuri-Zestafoni Railway Railway (63 km) on a serious surge pass. Here, unlike Moscow and Baku, the electric shirt was used for freight and passenger traffic. For the first time, electric locomotives began to work on the USSR railway lines (actually, at the place of use, they began to call "Suramber Electrovoza" or "or Electrovoza Sururasky Type"):
elektrovoz with (Surramsky) - the height of the group of Suras Electrovozov, built by Americans General Electric for the USSR
The main feature of all electric locomotives of the Surarmian type was the presence of transition sites at the eradisses of the body, which, according to the standards that existed at that time, it was mandatory for all electric locomotives with electrical equipment to work on the machine. The crew part of the locomotive consists of two articulated three-axis carts (axial formula 0- 3 0 -0 + 0-3 0 -0). Car body type with main frame carrier. Spring hanging is made mainly on leaf springs. Hanging the traction electric motor is the absorb-axial.
electrovoz with C (Surramsky Soviet) - the first DC electric locomotive, built in the USSR under license GE
And here it is necessary to make an important remark. In contrast to steam locomotives, the engine of which is a steam machine, the railway transport of the following generations began to operate by electric motors: the so-called TED-s (traction electric motors) - for many, by the way, it is not obvious that the TED-s is used both in electric carriers / electric trains and in diesel locomotives (The latter simply nourish the TED-s placed in the Locomotive diesel generator). So at the dawn of electrifying the railway, the TED-s is exceptionally direct current. This is due to their constructive features, the opportunity is enough simple funds Adjust the speed and torque in wide limits, the ability to work with overload, etc. Speaking technical languageThe electromechanical characteristics of DC motors are ideal for traction purposes. AC motors (asynchronous, synchronous) have such characteristics that without special Tools Regulation Their use for electric shots becomes impossible. Such regulatory tools on initial stage There was no electrification yet and therefore, in the systems of traction power supply, a constant current was used. Traction substations were built, the assignment of which is to reduce the variable voltage of the supply network to the required value, and its straightening, i.e. Convert to permanent.
Vl19 - the first serial electric locomotive, the design of which was created in the Soviet Union
But the use of a DC contact network created another problem - a large consumption of copper in the contact network (compared to alternating current), for for transmitting high power (power equal to the current to voltage) at a constant voltage, it is necessary to provide great power Current, well, that is, you need more wires and more sections (voltage is unchangeable - it is necessary to reduce the resistance).
Vl22 M - the first Soviet Largeneur Electrovoz and the last representative of the Suramber locomotives
Back in the late 1920s, when only the Surarmian pass was previously started, many experts understood well that in the future electric rods on a constant current with a nominal voltage of 3 kV will not allow rationally to solve the issue of increasing the transport ability of the lines by raising the weight of trains and their speeds Movement. The simplest calculations showed that when driving a train weighing 10,000 tons on the rise 10 at a speed of 50 km / h, the traction current of electric locomotives will be more than 6000 A. This would require an increase in the cross-section of contact wires, as well as more frequent location of traction substations. After comparison, about two hundred variants of combinations of the current and voltage values \u200b\u200bwas decided that optimal option It is an electrification on a constant or alternating (50 Hz) current to a voltage of 20 square meters. The first system at that time in the world was never tested, and the second was although very little, but studied. Therefore, on the first All-Union Conference on Electrification of the Railways, it was decided to build experimental siteelectrified on alternating current (50 Hz) voltage of 20 square meters. It was required to create electric locomotives for tests that would allow to identify the advantages and disadvantages of AC electric locomotives in normal operation.
Elektrovoz OR22 - First in the USSR Electrovoz of AC
In 1938, electric locomotive OP22 was created (single phase with mercury rectifier, 22 - load from wheel steam on rails, in tons). Schematic scheme Electric locomotive (transformer-rectifier-TED, i.e. with voltage regulation on low side) It turned out to be so successful that it began to be used when designing the overwhelming majority of Soviet AC electrical locomotives. This model was tested by many other ideas that were then incarnation in later projects, but unfortunately the war intervened. The experimental machine was disassembled, its rectifier was used on the DC traction substation. And the ideas of the AC electric locomotives returned only in 1954 with a series but (or VL61) already at the Novocherkassian electric-building factory.
VL61 (until January 1963 - N-o - Novocherkassky single-phase) - the first Soviet serial electric locomotive of alternating current
The first on alternating current (voltage of 20 kV) was electrified by the experienced section of the necklace - Mikhailov - Pavets in 1955-1956. After testing, it was decided to increase the voltage up to 25 square meters. The results of the operation of an experimental plot of electric traction on alternating current Necklace - Pavelets of the Moscow Railway allowed us to recommend this AC system to a wide introduction on the USSR railways (Resolution of the Council of Ministers of the USSR No. 1106 of October 3, 1958). Since 1959, an alternating current with a voltage of 25 kV began to be embedded in long sections, where electrification was required, but there were no direct current polygons nearby.
Electric locomotive F - Electric locomotive AC, built in France by order of the USSR
In 1950-1955 The first began, still cautious expansion of the electrification polygon. The transition from a voltage of 1500 V to 3000 V on all suburban nodes, further development suburban assemblies, elongation of electrified lines to neighboring regional centers with the introduction of electrocolotic thrust for passenger and freight trains. "Oslands" of electrification appeared in Riga, in Kuibyshev, in Western Siberia., Kiev. Since 1956 (which) began new stage The mass electrification of the USSR railways, which rapidly removed the electrical and diesel drive with 15% of the share in transportation in 1955 to 85% of the share in 1965. The mass electrification was preferably on an already well-proven constant current with a voltage of 3000 V, although somewhere already started to introduce a frequency current of 50 Hz with a voltage of 25 square meters. In parallel with the development of the network of lines on alternating current, the development of rolling stock of AC was carried out. Thus, the first electric trains of the AC7 and ER9 began work in 1962, and for the Krasnoyarsk railway in 1959, French electric locomotives of type F were acquired, since the production of Soviet AC electric locomotives (VL60 and VL80) was delayed.
VL60 (until January 1963 - H6O, - Novocherkassky 6-axis single-phase) is the first Soviet Main Electrovoz of AC, launched into large-scale production.
In the total constant current, the lines introduced earlier were electrified - later lines were electrified by alternating current. Also in the 90s / 2000s there was a large-scale translation of a series of dock lines to variable. Disputes on the benefits of systems did not stop so far. At the dawn of the introduction of alternating current it was believed that this power system is more economical, but now there is no definite solution:
- The rolling lineup of direct current is one and a half times cheaper
- Specific consumption of EPS on a hilly profile, typical of most of our country by 30% lower.
One way or another, new lines of electrification are now being built only on alternating current, as well as some oldly translated from a constant to alternating current. The only case of the transfer of the Soviet and Russian railway in the history of the electrification of the Soviet and Russian railways occurred in 1989 on the Paveletsky direction of the Moscow Railway. After electrifying on the constant current of the fishing section - Uzunovo section of the necklace - Uzunovo (the most historically first AC highway) from AC translated on a permanent current:
gemini Brothers: Locomotive VL10 (DC) and VL80 (AC)
By the way, now there is a tendency to introduce more reliable and economical asynchronous TEDs (on the locomotives of the new generation of EP20, ES10, 2TE25A they are set by). So in a highly distant future due to the transition to such TEDs from DC, it will be possible to refuse at all. So far, both currents are used:
4ps5K "Ermak" (alternating current) and 3ES4K "DONCHEK" (permanent current)
It remains to clarify the last question. The variety of power supply systems caused the appearance of points of docking (current systems, voltages, current frequency). In this case, several options for solving the issue of organizing traffic through such items. Three main directions revealed:
1) Accessing station equipment with switches that allow you to submit to certain parts of the contact network one or another generation. For example, the train arrives with DC electric locomotive, then this electric locomotive is uncovered and leaves for a revolving depot or a dead end for locomotives. The contact network on this path is switched to alternating current, an alternating current electric locomotive has been driving and leads the train further. The disadvantage of this method is the rise in the cost of electrification and the maintenance of power supply devices, and also requires the change of locomotive and related additional material, organizational and time costs. At the same time there is a considerable time not so much change of electric locomotive, how much testing of brakes
EP2K (permanent current) and behind EP1m (alternating current) at the dusting station Uzunovo
2) 2. The use of multi-power rolling stock (in this case - two-system - although in Europe there are four-sided locomotives in Europe). At the same time, the docking on the contact network can be done outside the station. This method allows to undergo dusting points without stopping (albeit, as a rule, on the election). The use of two-system passenger electric locomotives reduces the time of the passenger trains, and does not require to replace the locomotive. But the cost of such electric locomotives is higher. More expensive such electric locomotives and operation. In addition, multi-power electric locomotives have more weight (which, however, is lowactively on the railway, where the propalysting of locomotives is often frequent to increase coupling weight).
Locomotives of alternating (EP1M) and permanent (CHS7) currents in the current depot of Uzunovo station
3) Application of diesel insert - leaving between sections with different power supply systems of a small traction shoulder serviced by location. In practice, it is used on the site of Kostroma - Galich with a length of 126 km: in Kostroma there is a constant current (\u003d 3 kV), in Galich - variable (~ 25 kV). TRANSITE MOSCOW MOSCOW Khabarovsk and Moscow-Sharya, as well as Samara-Kinel-Orenburg (cargo trap towards passenger trains occurs in Samara, and to cargo in Kinel). In Samara and in Kinel, a constant current (\u003d 3 kV), in Orenburg - variable (~ 25 kV), transit trains to Orsk, Almaty, Bishkek. With this method of "docking", the operating conditions of the line significantly deteriorate: the time of the composition of the composition is doubled, the efficiency of electrification is reduced due to the content and reduced heat carrier velocity.
Soviet two-sided cargo electric locomotive VL82 m
In practice, we mainly meet the first method - with the stations of dusting of thrust. Let's say if I eat from Saratov to Moscow, this station will be Uzunovo, if in St. Petersburg - Ryazan-2, if in Samara - Syzran-1, well, and if in Sochi or Adler - a hot key (always by the way, he was surprised in the fact that Sochi still uses a permanent current, although all the North Caucasian Railway on the change - but they say there it is necessary to translate the tunnel somewhere to the change, there are generally problems).
The newest Russian two-system passenger electric locomotive EP20
P.S. Small clarification. In the post besides my own photos (Colored) also used material from Wikipedia!
Railway network Russian Federation quite extensive. It consists of several sections of highways, which owns which OJSC "Russian Railways". At the same time, all regional roads are formally branches of Russian Railways, while the company itself speaks by a monopolist in Russia:
The road runs through the territory of the Irkutsk and Chita regions and the republics of Buryatia and Sakha-Yakutia. The length of the highway is 3848 km.
The road passes through two parallel latitudes: Moscow - Nizhny Novgorod - Kirov and Moscow - Kazan - Yekaterinburg, which are related to rockadas. The road connects the central, northwest and northern regions of Russia with the Volga region, the Urals and Siberia. The Gorky Road borders with railways: Moscow (Artwork and Cherustov), \u200b\u200bSverdlovsk (Art. Chepts, Druzhinino), North (Art. Novki, Susolovka, Candle), Kuibyshevskaya (Art. Red Node, Cilyna). The total deployed road length is 12066 km. The length of the main railway paths - 7987 km.
Railways passes through the territory of five constituent entities of the Russian Federation - Primorsky and Khabarovsk region, Amur and Jewish autonomous regions, Republic of Sakha (Yakutia). In the area of \u200b\u200bits service there are also Magadan, Sakhalin, Kamchatka region and Chukotka - over 40% of Russia. Operational length - 5986 km.
Transbaikal railway runs in the south-east of Russia, on the territory Transbaikal region and Amur region, Located next to the border of the PRC and has the only direct land borderline railway transition through Russia through the Zabaikalsk station. Operational length - 3370 km.
The West Siberian Railway runs through the territory of Omsk, Novosibirsk, Kemerovo, Tomsk regions, Altai Region and partly of the Republic of Kazakhstan. The launched length of the main route of the highway is 8986 km, operational - 5602 kilometers.
The road works in special geopolitical conditions. Through Kaliningrad runs the shortest path from the center of Russia to countries Western Europe. The road does not have common borders with Russian railways. The expanded highway is 1100 km, the length of the main ways is over 900 kilometers.
The highway passes through four large region - Kemerovo region, Khakassia, Irkutsk region and Krasnoyarsk regionBy tying the Trans-Siberian and South Iibirsk highway. Figuratively speaking is a bridge between the European part of Russia, its Far East and Asia. The operating length of the Krasnoyarsk Road is 3160 km. Total length - 4544 kilometers.
Railway extended from the Moscow region to the Ural Bowls, connecting the center and West of the Russian Federation with major socio-economic regions of the Urals, Siberia, Kazakhstan and Central Asia. The road is two almost parallel lines running from the west to the east: brush - Inza - Ulyanovsk and Ryazhsk - Samara, who are connected to the chisma stations by forming a two-way line ending at the negligence Ural Mountains. Two other roads of Rozaevka - Penza - Rtishchevo and Ulyanovsk - Syzran - Saratov walk from north to south.
In the current borders, Moscow railway station was organized in 1959 as a result of a full and partial association of six roads: Moscow-Ryazan, Moscow-Kursk-Donbass, Moscow-district, Moscow-Kiev, Kalininskaya and North. The detailed length is 13,000 km, the operating length is 8800 km.
October highway passes through the territory of eleven constituent entities of the Russian Federation - Leningrad, Pskov, Novgorod, Vologda, Murmansk, Tverskaya, Moscow, Yaroslavl regions, Cities Moscow and St. Petersburg and the Republic of Karelia. Operational length - 10143 km.
Volga (Ryazan-Uralskaya) The railway is located in the southeast of the European part of Russia in the area of \u200b\u200bthe Lower Volga and the middle course of Don and covers the territory of Saratov, Volgograd and Astrakhan regionsAs well as several stations located within the Rostov, Samara regions and Kazakhstan. The length of the road is 4191 km.
The highway connects the European and Asian parts of Russia, from the West to the East stretches on a one and a half thousand kilometers and in the northern direction intersects the polar circle. It passes through the Nizhny Tagil, Perm, Ekaterinburg, Surgut, Tyumen. Kanty-Mansiysk and Yamalo-Nenetsky also serves autonomous districts. Operational length - 7154 km. Deployed Length - 13,853 km.
The highway originates in the center of Russia and extends far to the north of the country. Most of Northern highway is operated in harsh conditions Far North and Polaria. Expanded length - 8,500 kilometers.
In the road service zone there are 11 constituent entities of the Russian Federation of the Southern Federal District, it directly borders Ukraine, Georgia and Azerbaijan. The operating length of the highway is 6358 km.
The southeastern railway occupies a central position on the railway network and connects the eastern districts and the Urals with the center, as well as the districts of the North, North-West and the Center with North Caucasus, Ukraine and the states of Transcaucasia. The southeastern road is bordered by Moscow, Kuibyshev, North Caucasian, South Railway of Ukraine. Operational length - 4189 km.
The South Ural Railway is located in two parts of the world - at the junction of Europe and Asia. It includes Chelyabinsk, Kurgan, Orenburg and Cartalin branch. Multiple railway lines are held through the territory of Kazakhstan. The southeastern road is bordered by Moscow, Kuibyshev, North Caucasian, South Railway of Ukraine. Operational length - 4189 km. Expanded length over 8000 km.
