ČSD series E 458.0
| ČSD series E 458.0 ČD / ŽSR series 110 Škoda type 33E 1 |
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 Series 110
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| Numbering: | ČSD E 458.0001–0052 ČD / ŽSR 110 001–052 |
| Number: | 52 |
| Manufacturer: | Škoda |
| Year of construction (s): | 1971-1973 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,400 mm |
| Height: | 4,650 mm (with lowered pantograph) |
| Width: | 3,000 mm |
| Trunnion Distance: | 6,300 mm |
| Bogie axle base: | 2,800 mm |
| Total wheelbase: | 9,100 mm |
| Smallest bef. Radius: | 120 m (at maximum speed) 90 m (at 10 km / h) |
| Service mass: | 64.0 t (without counterweight) 72.0 t (with counterweight) |
| Wheel set mass : | 18.0 t |
| Top speed: | 80 km / h |
| Hourly output : | 960 kW |
| Continuous output : | 800 kW |
| Starting tractive effort: | 186 kN |
| Hourly traction: | 115 kN |
| Continuous tensile force: | 87 kN |
| Performance indicator: | 13.3 kW / t |
| Driving wheel diameter: | 1,050 mm |
| Power system : | 3 kV direct current
110.1: 1.5 kV direct current |
| Number of traction motors: | 4th |
| Drive: | Paw camp |
| Brake: | Hand brake block brake DAKO GP |
| Train control : | LVZ + shunting radio |
The ČSD series E 458.0 is an electric shunting locomotive of the former Czechoslovak State Railways (ČSD) for the 3 kV direct current system in the north and east of the former Czechoslovakia . Due to their distinctive shape with the central driver's cab and the long, flat front end, the locomotives have been nicknamed the iron in service.
The locomotives were specially developed by Škoda in Plzeň for shunting services at larger passenger and freight stations. The main reason for the use of an electric sliding door was ecological. Through their use, the noise pollution at the train stations could be reduced considerably, and the air purity was also considerably improved. Most of the vehicles are still in use at ČD and ŽSR today . It can be estimated that they are still authorized to operate on routes with reduced noise and soot nuisance, such as the Prague railway junction .
development
The prototype locomotive E 457.0 was produced in 1971 and the series locomotives from 1972 to 1973. The mass of the locomotive could be increased by 8 t through ballast. The machine has a single-arm pantograph as the main pantograph on the roof of the driver's cab and also 2 auxiliary pantographs. These were needed for the work on the drainage mountain. A variable DC voltage up to a maximum of 1000 V was supplied to the traction vehicle via an auxiliary contact line, which was installed additionally and only on the drainage hill, which acted on the anchors of the traction motors, while the traction motor fields were externally excited by a converter. In this way, the shunting locomotive could be remotely controlled from the location of the mountain guide. The change in the direction of travel of the locomotive could be achieved by changing the polarity of the DC voltage in the auxiliary contact line. This type of control of the locomotive is comparable to the train shift in open-cast mining and is the only way to economically use a direct current locomotive of the classic design and circuit type with the low extraction speeds for mine work.
The locomotives are also equipped with a train busbar (3000 V) for train heating. This enables the machines not only to preheat trains, but also to be used in front of passenger trains.
The locomotive has four type 1 AD 3946 aT DC traction motors , which are designed with a pawl bearing drive and were specially developed for working with shunting locomotives . The torque is transmitted to the axles with a straight-toothed spur gear transmission on one side. The pawl bearings are designed as plain bearings. The traction motors are resiliently suspended from the bogie frame. The driver's cab and the two stems are mounted on a sturdy frame that is supported on the bogies and also accommodates the conventional pulling and buffing equipment. The frame is designed for the installation of the UIC central buffer coupling .
The traction motors are designed as half-voltage motors, which means that they are calculated for an armature voltage of 1500 V. However, the insulation is designed for a value of 3000 V. The two traction motors of a bogie are always connected in series . The continuous output of the motors is 200 kW at a speed of 590 / min, the hourly output at 540 / min 240 kW. The maximum speed is 1770 / min. The locomotive is controlled using classic direct current technology with starting resistors and series or parallel connection of the two groups of traction motors. In the cold season, the locomotive can also be used to preheat groups of cars because it is equipped with a high-voltage heating device. The driver's cab of the locomotives can of course also be heated electrically.
All electrical devices and auxiliary equipment are housed under the front end. These are provided with the necessary flaps for maintenance and ventilation grilles. The starting resistors are located in front of and behind the driver's cab and are cooled by axial fans. The four drive motors are cooled by two radial fans, which are also separated depending on the bogie. When the outside temperature is low, the warm exhaust air from the electric drive motors can be used to heat the interior of the front end. As a result, the air is again in the intake chamber of the radial fan and is pushed back into the drive motors with a small amount of fresh air. The porches are easily accessible through a lateral circuit or the transition platforms on the front sides. They are designed so that the train driver has a good view of the shunting steps.
A main air tank is suspended under the frame between the buffer beam and the bogies. The primary suspension, i.e. the axle suspension of the locomotive, is taken over by rubber spring plates. The secondary suspension, the suspension of the bogies against the locomotive frame, is taken over by coil springs and hydraulic dampers. To reduce the load on the axles when starting up, the locomotive has a compensating device which, by means of a compressed air cylinder, additionally loads the leading bogie axle of the leading bogie. The two cylinders are located above the first and fourth axles of the locomotive, only the first cylinder in the direction of travel is in operation when starting.
From 1979 onwards, the E 458.1 locomotive was developed and manufactured from the basic conception of these vehicles (from 1988: 111 series ).
Conversions
Locomotives 110 018 and 047 were converted to 1.5 kV in 1996 and designated 110 118 and 147 for freight traffic on the Rybník – Lipno nad Vltavou line. After this line was converted to 25 kV in 2004, both locomotives were converted to 3 kV together with 113 005-006 . The former locomotives briefly kept their numbers before they were given the original designation again. From 113,005 to 006 , 110 205- 206. All four locomotives were retired of 2010.
See also
- List of locomotive and multiple unit series of the ČSD
- List of the ČD locomotive and multiple unit series
- List of locomotive and multiple unit series of the ZSSK
literature
- The model railroader 5/1973, vehicle archive, page 147, organ of the DMV
