SŽD series ТЭ2

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SŽD series ТЭ2 (ТE2)
ТЭ2-414 in the Museum of the October Railway
Numbering: 001-528
Number: 528
Manufacturer: Kharkov locomotive factory Kharkov
electric motor plant
Year of construction (s): 1948-1955
Retirement: 1987
Axis formula : Bo'Bo '+ Bo'Bo'
Gauge : 1520 mm
Length over coupling: 2 × 11 950 mm
Height: 4689 mm
Width: 3267 mm
Trunnion Distance: 6200 mm
Bogie axle base: 2250 mm
Total wheelbase: 19th 825 mm
Empty mass: 159.5 t
Service mass: 166.5 t
Wheel set mass : 21.25 t
Top speed: 93 km / h
Installed capacity: 2 × 745 kW (2 × 1000 PS)
Starting tractive effort: 400 kN
Driving wheel diameter: 1050 mm
Motor type: 2 × Д50
Motor type: 2 × six-cylinder in-line four-stroke diesel engines
Power transmission: electrical (direct current)
Tank capacity: 2 × 3.5 t
Drive: Pawbearing drive
Coupling type: SA-3 (central buffer coupling)

The SŽD series ТЭ2 ( transcribed TE2 ) was a diesel locomotive for the freight traffic of the SŽD , which was designed as an eight-axle double locomotive . The designation ТЭ2 stands for Т епловоз (diesel locomotive) with Э лектрическая передача (electrical power transmission ), 2 . Model series. She was nicknamed Бычок ( bull ), Люська (Ljuska), Монголка (Mongol), Фердинанд (Ferdinand). The two diesel engines had an output of 1000 each PS. The locomotive was built between 1948 and 1955 by the Kharkov railway factory in what is now Ukraine , with supplies from the Kharkov electric motor plant. Many pieces of equipment were identical to the one-piece series ТЭ1 . The ТЭ2 is the Soviet Union's first mass-produced diesel locomotive - more than a thousand sections were produced, and it was also the first double locomotive built in the Soviet Union.

history

The ТЭ2 was developed on the basis of the ТЭ1, but the design dates back to the late 1930s. Russia was interested in the use of diesel locomotives at an early stage, in particular to avoid steam operation in arid regions.

In 1938 the engineers PV Jacobson and MM Koslowski designed a six-axle diesel locomotive with the Co'Co ' wheel arrangement and an installed capacity of 1600 PS before. On the basis of this draft, detailed questions were further worked on, such as the choice of the diesel engine type, the fastening of the diesel engine in the locomotive frame and the arrangement of the equipment in the engine room.

The new locomotive should be able to replace the СО к series steam locomotives equipped with condensation tenders , while increasing the speed and train weight, which means an installed capacity of at least 2000 HP required - a performance that was not yet achieved by the diesel engines of the time, which were suitable for locomotive construction. The new development of a suitable motor was not considered, as this would have delayed the project plan considerably. It was therefore decided to build a locomotive with several diesel engines, whereby the 600 HP 38KF8 engine , which was already mass-produced at the Kolomna plant, or the 38KFN8 version with the 1000 Horsepower increased performance came into question.

Two designs resulted from the above considerations. The first draft with the name T16 proposed a single-frame eight-axle locomotive with the wheel arrangement (1Co) (Co1) or (1'Co) (Co1 '). Both sub-variants would have had a running gear with two four-axle bogies, which at the end either had a rigidly mounted or radially adjustable running axle . The second draft with the name T17 proposed a double locomotive with two-axle bogies, whereby the end axles would have been designed without a drive, so that the wheel arrangement (1A) Bo '+ Bo' (A1) would have arisen. Both designs have been thoroughly examined. The draft T16 turned out to be more complicated than the draft T17 and suggested difficulties in the later operation of the locomotive, which is why it was not pursued further.

In draft T17, a 38KFN8 diesel engine equipped with prechamber injection and turbocharger was provided in each section , the 300 mm cylinder bore and 380 mm piston stroke . A direct current power transmission was provided, as it was already used in other diesel locomotives such as the Э ЗЛ series. It should consist of a direct current generator , the exciter and the three drive motors . A flexible coupling was provided between the diesel engine and the generator . The project would have been easy to implement and would also have allowed the construction of a three-part 3000 hp locomotive, but was no longer pursued because of the outbreak of World War II .

In December 1948 the first ТЭ2 was built in the Kharkov Railway Factory. From July 1950, no more ТЭ1 were produced and the entire production switched to ТЭ2. The last ТЭ2 was built in 1955, resulting in a series of 528 locomotives.

In 1956 some of the locomotives were handed over to the Mongolian Railway . In the Soviet Union, most Т 2s were retired between 1978 and 1987.

The locomotives ТЭ2-414 in Russia and ТЭ2-418 in Mongolia have been preserved as a museum. The latter is operational and is used by the Ulaanbaatar Depot on special occasions.

Russia is also the ТЭ2-071 the depot Ussuriysk been preserved, which is still used for shunting. A section of the ТЭ2-506 is also in use in Sima . In the Ukraine the ТЭ2-226 is in use at the Ternopil grain elevator .

technical features

Each of the two sections was carried by two two-axle bogies and had a D50 diesel engine that drove the main generator МPТ-84/39. The six-cylinder in-line engine was a copy of the 539T manufactured by the American Alco .

The locomotive had twice the power of the ТЭ1, but was 74 Tons lighter and 9.9 Meters shorter than two coupled ТЭ1. Compared to the ТЭ1, the locomotive differed in its closed box, the newly developed bogies, the improved high-voltage circuits in which the traction motors are always connected in groups of two in series, the improved control of the auxiliary systems, and the smaller but more powerful cooler. The ТЭ2 could pull 215 kN at a speed of 17 develop km / h.

commitment

Most of the ТЭ2 was initially used in Central Asia . They were later used on other routes, for example on the Volga Railway . The locomotives were initially assigned to the Verkhny Baskuntschak depot , but were replaced there by the more powerful ТЭ3 .

The locomotives were used on the following routes:

Identical vehicles

Mobile diesel power plant ТЭ6

From 1952 to 1955, the Kharkov Railway Factory built 16 mobile diesel power plants ТЭ6 based on the ТЭ2 on behalf of the Ministry of Defense of the Soviet Union . They served military purposes and were therefore provided with protective measures against the effects of a nuclear weapon explosion. A ТЭ6 consisted of a single ТЭ2 section, in which the transition and the cables for coupling a second section were missing. Instead of the direct current generator, an alternating current generator was installed, as used in the 18 locomotives of the Ээл series , which were delivered between 1937 and 1941 for the same purpose.

In order to avoid damage from an electromagnetic pulse generated by a nuclear weapon explosion , the locomotive body of the ТЭ6 was lined with a large-area equipotential bonding for the electrical equipment. The locomotive body was sealed against the outside air, the cooling air for the engine room and the combustion air for the diesel engine flowed through two round oil mesh filters , which rotated in separate oil baths. In order to avoid the penetration of radioactive dust , an electrically driven high-performance fan was used to generate overpressure in the engine room.

Coal gasifier locomotive ТЭ6

In 1952, the Kharkov Railway Factory built the ТЭ6 test locomotive, which was equipped with a coal gasifier. The locomotive consisted of the two sections of a TЭ2, between which a third section without drive and driver's cab was inserted. This contained the coal gasifier, which could be charged with fuel through the roof, similar to the gas generators that were used for the ТЭ1Г series, the coal gasifier version of the ТЭ1Г series . Each end section received the D55 gas engine derived from it instead of the Д50 diesel engine of the series locomotive. After testing in the factory and on the Shcherbinka test ring , the ТЭ6 was briefly in use at the Verkhni Baskuntschak depot and at a depot near Baku . In 1960 the middle section was removed and the two end sections dismantled into a Т 2.

ČSD series T 469.0

In 1962, the Czechoslovak State Railways (ČSD) first rented and later bought 12 locomotives to cope with the high transport requirements on the broad-gauge border line to the former Soviet Union, today Ukraine . They were listed there as the T 469.0 series. The literature does not provide any information about the whereabouts of the locomotives. Presumably they were replaced by the ČSD series T 679.1 by 1966 at the latest .

literature

  • PV Jacobson: История тепловоза в СССР (History of the Diesel Locomotive in the USSR) . Transscheldorizdat, Moscow 1960 ( railbook.net ).
  • WA Rakov: Локомотивы отечественных железных дорог. 1845–1955 (our railroad's locomotives. 1845–1955) . 2nd revised and expanded edition. Transport, Moscow 1995, ISBN 5-277-00821-7 ( railbook.net ).
  • N. A. Tertichko, T. F. Kuznezov: Diesel locomotive ТЭ2 . 2nd expanded edition. Moscow 1956 (издательство = Государственное транспортное железнодорожное издательство (State Railroad Company) - и refКунертычко.

Web links

Commons : SŽD series ТЭ2  - collection of images

Individual evidence

  1. ↑ Семейство ТЭ2. SCADO, accessed December 9, 2012 (Russian).
  2. ↑ a b c Русский железнодорожный сленг. Paravos IS, accessed December 9, 2012 (Russian).
  3. ↑ a b P. V. Jacobson: История тепловоза в СССР (History of the Diesel Locomotive in the USSR) . 1960, p. 123-124 .
  4. ↑ http://nakolejich.blog.cz/0804/t-679-sergej
  5. ^ Jindrich Bek, Josef Janata, Jaroslav Veverka: Malý atlas lokomotiv 2. Elektrická a motorová trakce. Nadas Publishing House, Prague 1969