ČSD series E 499.2
| ČSD series E 499.2 ČD series 150, 151 Škoda type 65E |
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 Series 150 original paintwork
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| Numbering: | ČSD E 499.2001–2027 ČD / ŽSR 150.001–027 |
| Number: | 27 |
| Manufacturer: | Škoda |
| Year of construction (s): | 1978 |
| Axis formula : | Bo'Bo ' |
| Length over buffers: | 16,740 mm |
| Trunnion Distance: | 8,300 mm |
| Bogie axle base: | 3,200 mm |
| Service mass: | 84.0 t |
| Wheel set mass : | 21.0 t |
| Top speed: | 140 km / h |
| Hourly output : | 4,200 kW |
| Continuous output : | 4,000 kW |
| Starting tractive effort: | 210 kN |
| Performance indicator: | 50 kW / t |
| Power system : | 3 kV direct current |
| Number of traction motors: | 4th |
| Drive: | Cardan drive in hollow shaft |
| Brake: |
DAKO LR block brake, electrical resistance brake , continuous output 3600 kW |
| Train control : |
Point train control VZ Sifa |
The ČSD class E 499.2 (from 1988: class 150 ) is an electric direct current locomotive of the former Czechoslovak State Railways (ČSD). The locomotives were derived from the two-system locomotive ES 499.0 as a replacement for the E 499.1 locomotives . It received the same assemblies, including the locomotive body, the bogies including the traction motors and brake units, the same controls and the same driver's cab equipment. Externally, the locomotive can only be distinguished from the ES 499.0 by the different color scheme.
construction
Basic structure of the locomotive
The superstructures of the locomotive are identical to those of the ES 499.0 . The car body is relatively short with a length of 15,500 mm; This impression is also reinforced by the retracted front sides in the area of the front windows. The side walls are made of corrugated sheet metal and are interrupted by radiator shutters. The locomotive body and the underframe are welded together and form a self-supporting unit. The underframe consists of two longitudinal members and several cross members. The main switch is located in the engine room; its rated breaking current is 1,800 A.
For the control of the locomotive, the automatic control with speed and brake control is to be emphasized. Inexpensive control switches designed as locking levers and the arrangement of the display and monitoring devices facilitate the work of the locomotive driver in favor of a higher concentration for the route observation.
Drive and suspension
The two-axle bogies are proven assemblies taken over from the ES 499.0 . They consist of two longitudinal and two transverse beams and the central beam with the rotating pan. The wheel sets are guided by the guide pins pressed into the side members. Compared to the bogie, the wheelset is axially cushioned by means of tensioned rubber springs.
The traction motors are attached to the longitudinal and cross members at three points. The power is transmitted via articulated couplings in a hollow shaft. The gear ratio to the axes is 1: 2.441 and is implemented in a gear box with oil lubrication without forced circulation.
The locomotive is sprung in two stages and therefore runs smoothly even at top speed. The primary suspension is implemented using cylindrical helical springs ; it is arranged on each guide pin for the wheel set guide. There are also hydraulic dampers between the transverse beam of the bogie frame and the gear boxes. The secondary suspension is also taken over by cylindrical coil springs, they are also arranged with liquid dampers. A compensation device is set up to increase the frictional weight and to compensate for axle load fluctuations. This device consists of a compressed air cylinder and constantly acts with a certain pressure on the cross members of the bogie. The cylinders are vented when the pulling force drops below 100 kN. Depending on the direction of travel, only the first cross member of the front bogie is connected.
In addition, both bogies are connected to one another by means of a cross coupling. This consists of arms arranged in a triangle shape. This device reduces wheel flange wear when cornering. For this reason, although all wheels have flange lubrication, this cross coupling is adjusted accordingly depending on the route conditions and the type of train.
Propulsion system
The traction motors are six-pole, externally ventilated DC motors with shunt characteristics and compensation windings. They have an output of 1,000 kW at a speed of 1,075 / min and a voltage of 3,000 / 2 V. The traction motors are controlled via the usual resistance control, which is arranged in a modular system and consists of two blocks. The traction motors are switched via the series and series parallel connection by means of a bridge circuit.
The drive motors are cooled by two two-stage axial fans . The starting and braking resistors are also cooled by two single-stage fans. The latter fans are arranged with the resistors in a cabinet arranged in the middle part of the locomotive.
The tractive and braking forces are transmitted from the bogies to the locomotive frame via the two bogie journals. The movement of the locomotive body is possible with a play of ± 60 mm of the pivot in the pivot socket.
Electrical equipment
The power circuit of the locomotive is designed with resistance control, so that the traction power of the locomotive can be fully utilized. The current for the traction motors and the auxiliary gears is taken directly from the contact line at 3 kV. The starting resistors allow switching in 56 speed steps, 27 of which can be used for series connection . The parallel connection of the motor groups takes place via a bridge connection when the drive motors are fully excited. The speed levels are selected by a control roller attached to the control panel according to the switching program. The respective speed level is shown on a digital display. Electropneumatic contactors control the speed levels and the starting resistances.
The locomotive has an electrodynamic brake , and when the brakes are applied , the traction motors work in the speed range from 140 to 45 km / h as separately excited DC motors in the braking resistors. The main poles of all traction motors are then connected in series. During the braking process, a thyristor-type DC chopper is used to control the excitation current of the motors. Switching from the driving to the braking position only takes three seconds.
Braking device
The electrodynamic brake works in the range from 140 to 45 km / h. Their continuous output is 3,600 kW on the running surfaces of the wheel sets. In addition, the locomotive has the automatic compressed air brake based on the DAKO system with an electrically controlled BSE brake valve . This valve ensures the optimal interaction of the two types of braking mentioned. And then the locomotive has a direct brake according to the DAKO PB system and a handbrake. The brake is designed as a block brake and acts on one side from the inside of the bogie. The brake system is equipped with an automatic brake slack adjuster.
commitment
The area of application of the vehicles, which were built exclusively for the so-called main train of the ČSD from Chomutov to Čierna nad Tisou (980 km long), is the transport of express, express and EC trains.
One locomotive, the E 499. 2017 , was retired in 1981 after an accident. The remaining machines were given the new series designation 150 in 1988 .
With the division of Czechoslovakia on January 1, 1993 into the independent states of the Czech Republic and Slovakia, the machines remained with České dráhy (ČD).
A modernization program included increasing the maximum speed to 160 km / h and adding elements of the steering and control of the locomotives. This led to the classification of the machines in the 151 series .
As of 2010, the 26 still operational locomotives of both types were at home in the Praha Vršovice depot.
See also
- List of locomotive and multiple unit series of the ČSD
- List of the ČD locomotive and multiple unit series
literature
- The model railroader 07/1979, vehicle archive, page 217, organ of the DMV
Web links
- Description on atlaslokomotiv.net (Czech)
- Website for the E 499.2 series (Czech)