ČSD series T 669.0
| ČSD series T 669.0 ČD / ZSSK series 770 HSH series T669 |
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 T 669.0001 in the Railway Museum Lužná u Rakovníka
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| Numbering: | T 669.0001 - 0111 770.001 - 111 ČD |
| Number: | 110 |
| Manufacturer: |
ČKD Praha SMZ Dubnica |
| Year of construction (s): | 1963 prototypes 1967–1979 series locomotives |
| Retirement: | at ČD and ŽSR until 2005, at HSH until today |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17,240 mm |
| Height: | 4,637 mm |
| Width: | 3,150 mm |
| Trunnion Distance: | 8660 mm |
| Bogie axle base: | 4,000 mm |
| Total wheelbase: | 12,600 mm |
| Smallest bef. Radius: | 80 m |
| Service mass: | 112 t |
| Wheel set mass : | 19 t |
| Top speed: | 95 km / h |
| Installed capacity: | 994 kW |
| Starting tractive effort: | 280 kN |
| Driving wheel diameter: | 1,050 mm |
| Motor type: | 1 × ČKD K 6S 310 DR |
| Rated speed: | 750 min −1 |
| Power transmission: | electric |
| Tank capacity: | 6000 l |
The ČSD series T 669.0 (from 1988: series 770 ) is a diesel-electric locomotive of the former Czechoslovak State Railways (ČSD). Derived from the series designation ЧМЭ3 (ČME3) of the export locomotives on the Soviet railways, the locomotives owe their nickname Čmelak (German: Hummel) to their driving noises. Together with all practically identical sister series produced by ČKD and SMZ for other railway companies, this type is one of the most built locomotives in the world with a total of around 8,200 units.
history
The machine was created in 1963 as an export order for the former Soviet Union and other countries such as Albania . It is very likely that the customer has requested to use as many components and units of the ČSD series T 458.1 as possible for efficient maintenance and spare parts inventory . After three prototypes had been completed, they were thoroughly tested on the ČSD tracks at the end of 1963. The excellent results then prompted ČSD from 1967 to procure a variant adapted to their own requirements.
A further 107 locomotives were delivered from SMZ in Dubnica to ČSD and some industrial companies from 1967 to 1969 . In 1968, the suspension of the locomotive body on the bogies at SMZ Dubnica was changed, which led to the ČSD series T 669.1 . In 1977 and 1979 two more machines from ČKD Prague followed.
With the high front end, the central driver's cab and the surrounding platform, the T 669.0 complies with contemporary American design principles. It was one of the demands of the Soviet customers that the locomotives should be based on the design of the locomotives that had been supplied to the Soviet Union by the USA in 1944 as part of the loan and lease law .
The T 669.0 was used for heavy shunting and the transport of local freight trains.
With the introduction of the EDP numbering system in 1988, the locomotives were given the new 770 series designation with just a 3-digit serial number. By 2005, the ČD locomotives were gradually withdrawn from service, mainly because the smaller series 742 could take over the reduced transport performance . The use of these locomotives at the ŽSR was almost over in 2009. The broad gauge locomotives of the 770.8 and 771.8 series are still used in eastern Slovakia.
Some of the locomotives were acquired by private companies for construction train service. Some of the locomotives that were delivered to industrial railways or are now used by private providers, but also ten Slovak locomotives of the 771 series, have been modernized. They received partly new engines, partly also new bodies. They have the series designations 772 , 773 and 774 . In the successor states of the Soviet Union , the ЧМЭ3 are still in service. In Albania, too, the T 669s are still in use with the Hekurudha Shqiptare as the most common locomotive (and meanwhile also as the only usable type). One of the prototypes is now in the Lužná u Rakovníka Railway Museum .
Constructive description
Propulsion system
The drive engine is the low-speed six-cylinder four-stroke diesel engine in a row arrangement with direct injection of the type ČKD K 6S 310 DR . It has the PDH-50 V turbocharger and is water-cooled. The engine has a net weight of 12.8 t. With the main generator of type TD 802 as an assembly unit, it is elastically mounted in four points on the main frame and also secured against longitudinal and transverse displacement by four pins. The generator is designed as a direct current generator with self-cooling. It feeds the four-pole, externally ventilated DC motors of the type TE 006 , which are elastically mounted on the bogies via a pin-bearing drive . The three-cylinder two-stage compressor of type K 2 for the brake system and the fan of the main cooling circuit are driven via the other end of the crankshaft via a fluid transmission.
Cooling system
The cooling system consists of two independent cooling water circuits. The main circuit cools the diesel engine, the auxiliary circuit cools the turbocharger air via an intercooler and the engine oil via a heat exchanger . All elements of the cooling circuit form an assembly unit and are elastically mounted on the main frame. In addition, the main and auxiliary circuits of the cooling system have air coolers. The fan of the main circuit and the fan for the traction motors of the front bogie are driven by the diesel engine via the fluid transmission, the fan of the auxiliary circuit has an electric motor.
The air cooler for the traction motors of the rear bogie is driven by the main generator.
Vehicle part
The locomotive frame is designed as a welded construction. It consists of two longitudinal and several cross members in steel construction. They are reinforced with cross members in the area of the bogies and the bearings of the diesel engine. On the front side, the buffer planks are additionally stiffened to accommodate the drawbar and bumpers . The fuel tank is attached to the frame between the bogies.
The entire weight of the locomotive is transferred to the bogies via eight rubber-sprung suspensions. The wheel sets are guided in swing arms in the bogies. Each wheel set is also vertically cushioned by two hydraulically damped coil springs.
The transmission of the tensile force to the frame is carried out via the central pivot of the bogie frame. This is mounted on the bogie cross member and allows lateral play. The support surfaces on the bogie frame are covered with rubber elements vulcanized onto manganese steel.
All three axes of the bogie are braked simultaneously and independently of each other by a double-sided block brake acting as a compressed air brake. The main air tanks are located under the catwalks of the frame.
The driver's cab is very well soundproofed and thermally insulated, as well as being elastically connected to the main frame. It is heated by a radiator from the engine cooling water. Control lamps in the driver's cab indicate damage to the generator's insulation. In addition, the skidding of the wheelsets and the exceeding of the cooling water temperature are displayed. If the permissible speed of the diesel engine is exceeded or the oil pressure in the engine oil circuit falls below the limit, the diesel engine is automatically switched off. The units arranged under the locomotive housing are easily accessible from the outside, as not only have large side doors been attached, but the roof segments above the main units have also been designed to be removable.
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 ŽSR
photos
SD 770 505 in the Prunéřov power plant
The reconstructed 770 536 in 2014 in the Decin main station
S 200-273 of the PTKiGK Zabrze with empty coal wagons in Zabrze.
S 200-303 of the STK.
Albanian T669 with a former DB Halberstädter center entry car .
Iraqi export variant.
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Web links
- Website about the T 669 (Slovak)
- Website about the T 669 (Czech)
- Website about the T 669 (Albanian)
literature
- atlas vozidel (z roku 2009), Motorové lokomotivy v ČR a na Slovensku, M-Presse, Praha 2009
- Heiko Rüdiger: The flight of the bumblebees. The 770/772 series diesel locomotives in the Czech Republic and Slovakia. edition bohemica, Himmelkron 2009, ISBN 978-3-940819-06-2
- Helmut Petrovitsch: Europe's most-built diesel truck. In: eisenbahn-magazin 6/2014, pp. 6–13
- Der Modelleisenbahner 8/1972, vehicle archive, page 251, organ of the DMV