ČSD series T 478.1
| ČSD series T 478.1, T 478.2 ČD / ZSSK series 749, 751, 752 |
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 T 478.1010
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| Numbering: | T 478.1001 - 1239 T 478.2001 - 2082 751.001 - 239 752.001 - 082 749.006 - 265 ČD |
| Number: | M 478.1: 230 M 478.2: 82 |
| Manufacturer: | ČKD Praha |
| Year of construction (s): | 1964 prototypes 1966–1971 series locomotives |
| Axis formula : | Bo 'Bo' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 16,500 mm |
| Service mass: | 75 t |
| Top speed: | 100 km / h |
| Installed capacity: | 1103 kW |
| Starting tractive effort: | 215 kN |
| Motor type: | 1x ČKD K 6 S 310 DR |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Rated speed: | 775 rpm |
| Power transmission: | electric |
| Brake: | DAKO |
The ČSD class T 478.1 (from 1988: class 751 ) is a diesel-electric universal locomotive of the Czechoslovak State Railways (ČSD). From the 1960s onwards, the locomotives shaped line service on non-electrified ČSD lines and, due to their reliability, were considered one of the most successful diesel locomotives in the former Czechoslovakia . Railway enthusiasts enjoyed the machines, which were nicknamed Bardotka (derived from Brigitte Bardot ) or Zamračená ( dark face ) because of their distinctive exterior .
history
The basis for the locomotive was the complex task plan drawn up in the early 1960s for the motorization of the railroad . At that time, well-designed motor locomotives were already in use at the ČSD, but they were either underperforming ( ČSD series T 435.0 ) or could only be used to a limited extent in line service ( ČSD series T 679.0 ). Four- axle locomotives with a maximum axle load of 18 t were required especially for the winding routes in Bohemia . The development of the ЧМЭ3 for the USSR resulted in the new 1,350 HP or 1,500 HP diesel engine K 6 S 310 DR with supercharging, which was suitable for the purpose.
Since some test models with fluid drives were developed at the same time that did not prove themselves, the new mainline locomotive switched to a lighter version of the already proven T 679.0 series. In 1962 the basic data between ČKD and the Ministry of Transport of Czechoslovakia were established after clarification of disputed points . In 1963 the design documents were ready, in November 1964 the first two prototypes T 478.1001 and T 478.1002 were completed.
technical description
The T 478.1 series are four-axle locomotives with diesel-electric power transmission and single-axle drive on all axles, the nominal power of the diesel engine is 1100 kW. This means that the locomotive is intended for the transport of passenger and freight trains up to 100 km / h.
The locomotive body is a half-timbered construction. The driver's cabs are made of glass fiber laminate with steel frame reinforcement . The roof of the locomotive body is made of sheet steel, is two-part, removable and has special maintenance flaps. The welded main frame was reinforced with steel profiles. In the lower part of the frame there are pivot pins for connection to the bogies. The chassis consists of two two-axle bogies with an H- shaped frame . There is an opening in the cross member for the pivot pin. The drive wheel sets are attached to the sides using spring-loaded swivel arms with friction dampers. The drive motor of the type TE 005 is connected to the drive axle and the bogie via a pawl bearing drive . The gear ratio between the motor and the drive wheel is 16:77. In the upper part of the bogie frame are the brake cylinders with linkage and air lines. All wheels are braked on both sides. On the side of the frame of the bogies there are supports with ball studs for the suspension of the locomotive body.
The layout of the engine room corresponds to the construction practice of ČKD. The main electrical distributor is located behind the driver's cab I. The boiler is located behind it, and corridors lead past it to driver's cab II and to the other side of the engine room. Both driver's cabs have the same design, the driver's table with the travel switch , driver's brake valve and switching and control elements is placed on the right. The coupled machine set compressor - main generator - diesel engine - gearbox for the auxiliary drives lies in the longitudinal axis of the locomotive. The side parts of the roof contain air intake screens for the engine, compressor, self-ventilation of the generator and the cooling of the drive motors. The exhaust pipes of the diesel engine are arranged under the roof, in the middle of the engine room. In the rear part of the machine room, cooling shafts with hydrostatically driven fan blades in the upper areas are arranged on both sides . The door to driver's cab II is located between the radiator blocks.
The upright six-cylinder four-stroke diesel engine K 6 S 310 DR , which is operated with medium pressure charging, serves as the drive element. The cylinder diameter is 310 mm, the piston stroke 360 mm. At 775 rpm, its rated output is 1,104 kW (1,500 hp). The two-part motor housing is made of cast steel and sheet steel. The lower part serves as an oil pan, the upper part as a cooling block and holder for the cylinder liners . The camshaft for the push rods is arranged in the upper side part . Six individual cylinder heads close off the engine block at the top. The controller for the engine control is articulated via a rack with the individual injection pumps placed on the side of the engine housing . The oil cooler and the exhaust manifold are located on the other side of the engine housing; the latter leads to the PDH 50 ZV turbocharger , which is located together with the intercooler at the rear end of the engine. The crankshaft is forged from one part, it has six crank throws , each offset by 120 °, and is mounted in plain bearings. These have steel pans which are filled with lead bronze with added silver and tin.
The primary power delivered by the diesel engine is delivered to the main generator D 802 C , which supplies 980 kW of electricity for the electric traction motors. The generator is a ten-pole, self-ventilated and separately excited DC machine. The free shaft end of the generator carries a belt pulley, which drives the exciter. This supplies electricity for the external excitation of the main generator and for charging the accumulators. The drive motors fed by the generator are four-pole series machines with an output of 245 kW each. Both traction motors in the bogie are connected in series, both bogie groups parallel to each other. The locomotive is equipped with multiple controls; Two machines of the T 478.1 or T 478.2 series can be controlled in any order from one driver's cab .
The PG 500 steam generator was originally intended for the train heating . The atomized diesel fuel was burned in its heating coil and the chemically prepared water was heated and converted into wet steam. The steam generator can only work when the diesel engine is running. It consists of the fuel supply including the pump, valves, heating coils and the burner. In the hydraulic-pneumatic part, the water is pumped through pipes via the control and safety valves into the pressure line. The heating generator is controlled by a switch with six positions. The freight train variant T 478.2 had a ballast weight instead of the steam generator .
Production and individual series differences
After the two prototypes had been manufactured and delivered, the first machine was put into trial operation at the beginning of 1965 after successful factory trials, where it traveled 100,000 km. The second locomotive was initially available for prototype tests for the Velim railway test ring or on the ČSD lines. The operational trials took place in the Brno - Maloměřice depot . The operational trials ended in 1966 with a successfully completed test dismantling in the repair shop . Both locomotives were then sold to the ČSD. In 1964 the Ministry of Transport of Czechoslovakia ordered five pre-production locomotives, which were first designated as T 479.0 because the vehicle mass was exceeded .
Design changes made it possible to reduce the axle load to 18 t, so that the machines were ultimately given the designation T 478.1 . Common to all pre-series locomotives was the body with the distinctive round front end and smooth side walls. The last pre-series locomotive already had creased side walls up to the level of the side windows. The pre-production locomotives were given the designation T 478.1003 - T 478.1007 and were assigned to the Vršovice depot in 1966 , where they took over passenger and freight train services. As an experiment, another prototype locomotive with hydraulic power transmission was built, which did not prove itself.
In 1965, the first series of 85 locomotives was ordered from ČKD, which technically corresponded to the pre-series locomotives. However, they had corrugated side walls up to the level of the side windows and a different, more angular, front. From September 1967 the manufacturer delivered the locomotives of the first series.
In 1968 and 1969 the locomotives of the second series were delivered, with 78 locomotives being delivered as the T 478.1 and 52 as the T 478.2 . Visually, the locomotives differ from the previous series by the side walls that are corrugated to the roof. These machines were technically prepared for a planned use of a silencer. They had modified DAKO brake control valves . In 1970, the machines of the third and last series followed, with 60 passenger and 30 freight locomotives. These machines already had a silencer ex works. A total of 230 locomotives of the T 478.1 series and 82 locomotives of the T 478.2 series were delivered.
commitment
The locomotives were used on all non-electrified routes in the former Czechoslovakia . They carried international express trains as well as important domestic express trains, regional trains and freight trains. It is worth mentioning the work around the Ramzová saddle, the heavy express and freight trains in the Eger Valley and in northern Bohemia, especially with the express train from Děčín to Liberec with six express train carriages over the Křižanské sedlo .
This shows the main advantage of the locomotive, it was versatile and usable where the more powerful T 679.1 could not be used. They replaced the ČSD series T 679.1 in freight train service in the Eger valley. At the turn of the millennium, locomotives played an important role in Chomutov , Hradec Králové , Liberec , Letohrad , Louny , Meziměstí , Ostrava , Rakovnik and Zdice .
With the introduction of the EDP numbering system in 1988, the locomotives were given the new series number 751 and 752 with only a three-digit serial number. The locomotives modernized by ČD from 1992 onwards were classified as 749 series. From 1992 onwards, ČD had 60 locomotives completely renewed, and the steam heating system was replaced by an electric train heater with 3000 V DC voltage.
The electrification of lines, which robbed the locomotives of many areas of application, played an important role in operational use. While locomotives were mainly retired after accidents until 2001, locomotives that had been parked for a longer period were retired afterwards. At the end of 2005, the stock shrank. The modernized locomotives of the T 478.3 and T 478.4 series are gradually making the machines superfluous. In the spring of 2013, ČD still had five locomotives in circulation in Praha Vršovice , with which, among other things , they drove the express train from Prague to Tanvald .
In Slovakia a number of 751s and 752s are still active, which are still in the maintenance inventory and exclusively in freight train service, e.g. B. be used in Plešivec, Prieviedza or in Humenné. The 749.006-3 locomotive has been in service for almost 50 years.
Many vehicles have been preserved, some of them operational, including the two prototypes T 478.1001 and T 478.1002 , the pre-production locomotives T 478.1004 and T 478.1006 as well as the first production locomotive T 478.1010 . The T 478.1039 has a full- size advertisement and is no longer in use.
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
- Pavel Bittner, Leoš Tomančák: Bardotky neboli, Zamračené. Motorové lokomotivy řad 749, 751 a 752 (T 478.1 a T 478.2) ve fotografii. = "Bardotky", alias, "Dark faces". Photo gallery of the 749, 751 and 752 series diesel locomotives (T 478.1 and T 478.2). = Bardots or Frowned. Diesel locomotives classes 749, 751 and 752 (T 478.1 and T 478.2) on pictures. Gradis Bohemia sro, Prague 2009, ISBN 978-80-86925-07-3 .
Web links
- Website for the T 478.1 series (Czech)
- Website for the ČD series 749 (Czech)
- Website for the T 478.1 series on atlaslokomotiv.cz (Czech)
gallery
A 749 in front of a double-decker train in Prague Central Station
749 102 in Karlsbad
749.006 2010 in Tanvald - a Bardotka of the zero series
ČD 751 184 and 751 302 in Karlovy Vary
ČD 749 039 in Tanvald
T 478 1004 from the 2016 pilot series in the Lužná u Rakovníka Railway Museum
Individual evidence
- ↑ T 449.0 , T 475.0 , T 478.0
- ↑ Pavel Bittner, Leos Tomancak Bardotky aka sinister faces , Gradis Bohemia sro 2009, ISBN 978-80-86925-07-3 , page 17
- ↑ Pavel Bittner, Leos Tomancak Bardotky aka sinister faces , Gradis Bohemia sro 2009, ISBN 978-80-86925-07-3 , page 21
- ↑ EISENBAHN-KURIER 11/2013, EK-Verlag Freiburg, page 35