ČSD series E 458.1
| ČSD series E 458.1 ČD series 111 |
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| Numbering: | E 457.0001 (prototype) E 458.1001-1035 (until 1988) 111 001-035 ČD |
| Number: | 35 |
| Manufacturer: | Škoda , Plzeň |
| Year of construction (s): | 1979 Prototype 1981–1982 series vehicles |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,400 mm |
| Width: | 3000 mm |
| Trunnion Distance: | 6300 mm |
| Bogie axle base: | 2800 mm |
| Smallest bef. Radius: | 120 m |
| Service mass: | 70.4 t |
| Wheel set mass : | 17.6 t |
| Top speed: | 80 km / h |
| Hourly output : | 872 kW |
| Continuous output : | 772 kW |
| Starting tractive effort: | 245 kN |
| Driving wheel diameter: | 1050 mm |
| Power system : | 3 kV direct current |
| Power transmission: | Thyristor control |
| Number of traction motors: | 4th |
| Drive: | Paw camp |
| Brake: |
DAKO LTR direct brake handbrake |
The ČSD series E 458.1 (from 1988: series 111 ) are electric shunting locomotives of the former Czechoslovak State Railways (ČSD). The locomotives are a further development of the predecessor type E 458.0 for the 3 kV direct current system in the north and east of the former Czechoslovakia .
For the first time on a ČSD locomotive, a thyristor control for infinitely variable traction and speed control was implemented. This is also the main difference between the locomotives and their predecessor , which is equipped with classic resistance control. The thyristor control reduced the number of switching operations, and this also reduced energy consumption at low speeds. The prototype locomotive E 457 0001 still had a total mass of 67 t. With the 35 series machines, this was increased to 72 t by a ballast weight, which resulted in the locomotives being renamed E 458.1 .
A total of 35 series locomotives were produced. They all came to ČD and are still in use. The prototype E 457 0001 was parked in the 1990s and has since been scrapped.
Constructive structure
Mechanical construction
In the basic concept, the vehicle body of the predecessor series E 458.0 and S 458.0 was adopted to ensure standardization and interchangeability of the assemblies. The engine driver's cab was arranged in the middle between two half-height front structures to allow the driver good visibility in both directions. The large windows that extend on all sides also contribute to this. The cabs are arranged diagonally in the driver's cab and are largely identical. The single-arm pantograph is located on the roof of the driver's cab . The locomotive has four traction motors of 153 kW each, which drive the wheel sets via a one-sided, straight-toothed pawl bearing drive .
There are numerous ventilation openings in different sizes on the side surfaces of the stems. The braking equipment consists of the indirectly acting compressed air brake DAKO LTR, a direct brake as a locomotive or additional brake and a handbrake. As long as the automatic cruise control is not switched on, the brake works like that of a mainline locomotive.
Electrical construction
Two of the four traction motors are permanently connected in series in a bogie. Each of these motor groups is controlled by its own pulse converter with the relevant circuits.
The thyristor main branch circuit consists of eight thyristors connected in series and two thyristors connected next to one another. This circuit has an average current value of 250 A and a nominal or blocking voltage of 1200 V. The thyristor current commutation branch is switched by eight thyristors which are arranged in series . All thyristor circuits have an opposing protective diode . The commutation protection ensures static or dynamic voltage division for the main and reversing thyristors . This new system of current and voltage regulation enables the starting currents to be increased to 300 A compared to the previous 275 A.
Even under unfavorable conditions, the commutation capability of the pulse converter is still around 30% higher. The drive motors still have a very good commutation capability at maximum speed.
Control operations
The locomotive has three control options; a hand control, an automatic cruise control and a radio remote control . The selected control is set using the control selector switch.
With manual control, the desired direction of travel is set first. Then the pulse converter is activated by entering the required current value for the traction motors. This current value is retained when the handle is released and can only be corrected by changing the handle.
With the automatic speed control , the train driver sets the target speed and the required acceleration according to the desired direction of travel. As soon as the entered speed is reached, the control unit takes over all further actions, whereby the necessary currents and signals for braking are given depending on the route situation.
With radio remote control , the directions and speed of travel are transmitted via radio signals . The speed is set in 32 steps up to a speed of 40 km / h. When a fault occurs, the system immediately applies the brakes.
All other control functions such as switching the auxiliaries on and off, heating and signal lighting are carried out in the usual way.
gallery
111 002 painted in the 1980s, 2010 in Praha hl. n.
See also
- List of locomotive and multiple unit series of the ČSD
- List of the ČD locomotive and multiple unit series
literature
- Gottfried Köhler: Thyristor-controlled shunting locomotive series 457.0 of the ČSD. In: Der Modelleisenbahner, issue 4/1980, p. 121/122.
Web links
- Atlas Lokomotiv - Lokomotivní řada 111 ČD (E 458.1 ČSD) (Czech)
- Prototypy.cz - Řada 111 (E458.1) ČD (Czech)