Electric locomotive factory Tbilisi

The SZD- series ВЛ10 ( translit. WL10 ) is designed for 3 kV DC achtachsige double locomotive of the SZD and its successor company RŽD for freight. The abbreviation BЛ (WL ) stands for the initials of Vladimir Ilyich Lenin.

Goods delivered in large numbers in the mid- 1960s, locomotives were the backbone of freight traffic on the DC power in the Soviet Union. The ВЛ10 was built in the Novocherkassk Electric Locomotive Factory NEVZ and in the electric locomotive factory Tevž Tbilisi, where NEVZ provided the mechanical part for all locomotives. The mechanical part is identical in construction to ВЛ8 and Wechselstromlok ВЛ80.


The 1952 developed enough ВЛ8 beginning of the 1960s, already no longer the increased demands of the Soviet railways. The traction motors only had a power output of 525 kW, the bogies had heavy cast iron frame with a hard suspension and the cabs were sound due to an unfavorable arrangement of the auxiliary equipment. For these reasons, the Ministry of Railways drew up a technical specification for the development of a new locomotive, which was released by Deputy Minister PG Muratov on 9 February 1960.

The technical department of the Tbilisi electric locomotive factory developed the new locomotive under the supervision of the chief engineer GI Tschirikadze. End of June 1960, the documentation prepared for the construction of the new locomotive has been reviewed by the Ministry of Railways, so that the first locomotive was completed with the name T8 -001 on the 40th anniversary of Soviet power in Georgia. In the name of T8 was the T for Tbilisi and 8 for the number of axles.

The first locomotive, and the pilot run of the series ВЛ10 had over the later built locomotives significant differences in the secondary suspension. Compared to the later production version designated the sections of this double locomotive only on the side of the cab, the usual in the Soviet Union SA-3 clutch and were connected among themselves as with the diesel locomotives of the SZD series ТЭ2 with a fixed coupling. The built later series locomotives have also between the sections on SA-3 coupler.

Series production

The ВЛ10 was built by both the electric locomotive factory Tevž Tbilisi, as well as from the Novocherkassk Electric Locomotive Factory NEVZ. In Tevž it was manufactured from 1961 to 1976, at NEVZ in the years 1969 until 1976. Mechanical part for all locomotives were manufactured by NEVZ. Pursuant to an agreement with the Ministry of Railways, production was in 1976 changed to the heavier version ВЛ10У, which took 23 t axle load weights of 25 tonnes, which was achieved by additional welded under the bottom of the locomotive body weights of cast iron.


Mechanical Part

The mechanical part was taken largely from the ВЛ80K. Each section of the double locomotive is supported by two bogies with driving wheels of 1259 mm diameter. The locomotive is 32.04 meters long and can drive arches with 125 m radius with a speed of 10 km / hr.

The locomotive body of each section is supported by coil springs on the bogies from, which are equipped with roller bearings and feature a welded frame. The primary suspension is designed with bolts and leaf springs, leaf springs are used for vibration damping between axle box and Drehgehstellrahmen simultaneously. The tensile force is transmitted from the axle bearings on Lemniskatenlenker to the bogie frame and forwards them over the pivot to the locomotive body. The transmission of vibrations from the trucks to the locomotive body is prevented by hydraulic shock absorbers.

The locomotives are equipped with a mechanical axle load compensation, in which arranged during startup between the carbody and the bogie frame air cylinder extended each on the side of the leading axis, so this is an additional burden.

Electrical Section

The electrical part is similar to the ВЛ8. The traction motors are operated in the following three circuits:

  • Series circuit C ( translit. S ): All 8 traction motors are connected in series, the maximum voltage to the drive motor terminals is 375 V, which is achieved in power stage 16.
  • Series-parallel circuit СП ( translit. SP): The traction motors are connected in parallel in two groups of four motors, the maximum voltage to the drive motor terminals is 750 V that is achieved in the driving stage 27.
  • Parallel circuit П ( translit. P): The traction motors are connected in parallel in four groups of two motors, the maximum voltage to the drive motor terminals is 1500 V that is achieved in the driving stage 37.

Each Lokhälfte is equipped with the cab with a pantograph type Т - 5М1 (P -5). In the engine compartment behind the cab of the high voltage equipment left and right of a center aisle behind wire mesh gratings is arranged. At the end against the other section is the room with the support operations where the driving motor fan, the compressor and the brake exciter is located.

The doors in the wire mesh gratings for access to the high voltage equipment are pneumatic blocked when the pantograph is raised, conversely, can not raise this as long as the doors are opened. The high-voltage equipment of a section consists of the following equipment:

  • Reversing switch РК
  • Braking contactor ТК
  • Motor Gruppierschalter ПКГ -6, which carries out the switching of the serial-parallel circuit to the parallel circuit СП П
  • Traction motor separation Protect
  • Protect resistance
  • Field weakening Protect
  • Differential current relay
  • Whiplash protection relay

In the high -voltage equipment of the first section there is additionally the DC high-speed switch БВ -1, which separates the electrical equipment of the locomotive from the catenary, as well as the motor Gruppierschalter ПКГ -4, wherein the switching between the series circuit C, and the serial-parallel circuit СП makes. In the second section there is additionally the auxiliaries contactor БВ -2 and the traction motor fan contactor ПШ which switches the drive motor ventilation between the low and high speeds. In addition to the high -voltage equipment, the sections also differ in other respects, such as the radio and the enrolling speedometer are each disposed on only one section.

The eight nose-suspended traction motors type TED TL-2 each have an hourly output of 650 kW, which is an hourly output of 5.2 MW for the entire locomotive. The six-pole motors are equipped with commutating. The traction motor housing, the shields, the armature shaft, the pinion and the brush holders are Identical to the traction motors TED NB- 412M used in the ВЛ60. The drive motors are provided at both shaft ends with gears which transmit the torque to the driving wheels.


The locomotives will be used for the following railway companies of the successor states of the Soviet Union:

  • Russia: RZD
  • Ukraine: UZ
  • Armenia: Harawkowkasjan Jerkatughi
  • Georgia: GR
  • Azerbaijan: ADDY