User:Dainius36/K-10 (Train)

The K-10 electric locomotive is a contact narrow-gauge mine electric locomotive designed for operation on mine and industrial narrow-gauge railways electrified by the DC system with a voltage of 250 V. It is used mainly for the transportation of trolley trains along the underground rail tracks of coal mines and mines that are not dangerous for the explosion of gas and dust, but is also used in ground operation at various electrified railway industrial enterprises.

The first electric locomotive of this series was produced in 1971 at the Alexandrovsky Machine-Building Plant, from 1973 to the present time it is mass-produced. In 2011, the anniversary locomotive of this series with the number 5555 was released. At the moment, electric locomotives of this series are the most common mine electric locomotives in Russia. Similar electric locomotives, bearing the designation of the KN-10 series and small design differences, are produced at the Novocherkassk Electric Locomotive Plant. Also, the modified analogue is produced at the plant of PJSC PKF "Amplitude" under the marking 10KA.

Construction
Electric locomotives K-10 (KN-10) are locomotives with two driving wheelsets located in one frame. The driver's cab is located at the end of the electric locomotive. Electric locomotives have many modifications in the shape and height of the driver's cabin, body length, type of current collector and track width (the most common are modifications under 750 and 900 mm). As a rule, electric locomotives supplied to ground enterprises are equipped with more spacious driver's cabs and are designed for a higher height of the overhead wire.

The main components of the body are the frame and the control cabin. The frame of the body is of collapsible construction, made of two sidewalls connected by cast buffer bars at the ends, two intermediate beams and a transverse wall. The suspension of the frame is balanced, consists of two external and two internal springs. Friction shock absorbers are used to smooth out the longitudinal vibrations of the sprung part. The upper part of the driver's cab is welded, its fastening to the frame is carried out with the help of bolted connections. The cabin is glazed and equipped with windshield wipers, inside there is equipment for controlling the electrical and pneumatic equipment of the electric locomotive, as well as the driver's seat.

The length of the body of the electric locomotive of the basic configuration on the frame is 4520 mm, the length along the buffers of the pin couplings is 4920 mm, the base length is 1200 mm, the body width is 1350 mm, the body height on the roof of the cabin from the rail head is 1650 mm. The distance from the axis of the coupling device to the rail head with new bandages is 320 mm, the distance from the rail head to the working surface of the current collector in the working position is 1800-2300 mm. The minimum radius of the curves passed by the electric locomotive is 12 meters.

Control of the electric locomotive can be carried out both from the driver's cab and remotely. For remote control, the KM-7 driver's controller is used, consisting of two control switches: main and reversible. The switching contacts of the master switch are assembled on the basis of cam elements and are equipped with arc extinguishers. The contacts of the reversing switch are finger-like.

The undercarriage consists of two successively located wheel-motor blocks. Each unit includes a traction motor, a wheel pair, a helical-bevel gearbox and two axle boxes. A speed sensor is installed on one wheel-motor unit. The DC traction motor NB-33/20 is mounted on a support-axle type suspension and is a 4-pole electric machine with sequential excitation, protected mine normal design, with self-ventilation.

The standard model of the electric locomotive is equipped with a pantograph-type pantograph TRN-N with a safety device-synchronizer, a spring drive for lifting and a manual drive for lowering from the cab. The working height of the pantograph is from 500 to 1100 mm, weight - 40 kg. The voltage stabilizer SN-7 is designed to convert and maintain the supply voltage of lighting circuits and auxiliary equipment within the specified limits.

The electric locomotive is equipped with a shoe brake with manual and pneumatic drives and an electrodynamic rheostatic brake with a manual drive from the handle of the driver's controller. For rheostatic starting and braking, a starting-braking resistor PTR-27 is used. The resistor is a block consisting of three frame-type tape resistors and is installed in the body of an electric locomotive.

Electric locomotives K-10 of the Zaraysk plant of building materials
One of the first electric locomotives of the K-10 series entered the Zaraisky Building Materials Plant in 1971 to transport sand from the quarry to the plant, where it underwent a major body upgrade. The traditional upper part of the electric locomotive and the driver's cab attached to it from the side were removed, and an airship-type cab was installed in its place along the entire length of the locomotive body. The entrance to the cabin is carried out from the end opposite the control panel. Electrical equipment was moved under the floor, and spotlights and two types of current collectors were installed on the roof - standard and side. The side pantograph is made in the form of a rod, manually pulled out by the driver's assistant, and is used when the locomotive is moving at the loading point, where hanging the contact wire is possible only on the side of the track. Later, 4 more electric locomotives arrived in Zaraysk (the last locomotive was in 1991), which were subjected to a similar modernization.

As of the beginning of the 2000s, the very first electric locomotive was decommissioned and cut, the remaining 4 locomotives, which received inventory numbers from 1 to 4, were used to transport trolleys (at the same time, 2 locomotives were in operation, and 2 were settled in dead ends). Locomotives were serviced by a team of 2 people. As of 2005, electric locomotive No. 1 was put out of service, and in 2008 - No. 2. At the end of 2008, the narrow gauge railway was closed, and electric locomotives were in an abandoned state until 2010. It was decided to save one of the electric locomotives as a monument, the rest were most likely cut into scrap metal.