ČSD S 699.001
ČSD series S 699.0 ČD series 280 Škoda type 32E |
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S 699 001
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Numbering: | ČSD S 699.001
ČD 280.001 |
Number: | 1 |
Manufacturer: | Škoda Plzeň |
Year of construction (s): | 1963 |
Retirement: | 1999 |
Axis formula : | Co'Co ' |
Gauge : | 1435 mm ( standard gauge ) |
Length over buffers: | 20,000 mm |
Length: | 18,760 mm |
Height: | 4,650 mm (with pantographs removed) |
Width: | 3,030 mm |
Trunnion Distance: | 10,500 mm |
Bogie axle base: | 4,600 mm |
Smallest bef. Radius: | 120 m |
Service mass: | 126 t |
Friction mass: | 21 t |
Wheel set mass : | 21 t |
Top speed: | 120 km / h |
Continuous output : | 4,920 kW |
Starting tractive effort: | 310 kN |
Driving wheel diameter: | 1,250 mm |
Power system : | 25 kV 50 Hz ~ |
Power transmission: | Diode control |
Number of traction motors: | 6th |
Drive: | Škoda hollow shaft drive |
Brake: |
DAKO - compressed air brake, electrical resistance brake |
Locomotive brake: | DAKO compressed air brake |
Train control : | LS III |
Particularities: | 1st locomotive in the world with a locomotive body made of glass fiber reinforced plastic |
The ČSD S 699.001 was the prototype of a six-axle electric universal locomotive that was designed for the Czechoslovak State Railways (ČSD). The locomotive was built by Škoda in Plzeň in 1963 and was the first locomotive in the world to have a locomotive body made of fiberglass-reinforced plastic .
history
The main reason for the development of this locomotive was the desire to introduce new construction and manufacturing methods in Czechoslovak locomotive construction. In addition to the locomotive body, this mainly affected the electrical components, so electrodynamic brakes and electro-pneumatic diode control with silicon rectifiers were used in the locomotive . The locomotive was first shown at several trade fairs, including in western countries, where it aroused great interest.
In June 1965, the locomotive was tested on the Bulgarian Railways on the demanding route between Gorna Oryahovitsa and Ruse. After her return, she was exhibited at the Brno Technology Fair.
Ultimately, the loner was not taken over by the ČSD. The ČSD procured four-axle locomotives of the same design as the S 489.0 and S 499.0 series . On December 12, 1965, the locomotive was sold to the Railway Research Institute - today's VÚKV and then used as part of various test programs on the Velim Railway Test Ring . For these applications, the gear ratio was changed to 2.18 for a higher speed and the continuous output of the drive motors was increased. In the test run, however, the locomotive reached significantly higher speeds; her record is listed with 203 km / h.
On January 21, 1981, there was a fire in the engine room of the locomotive. The locomotive was then parked outdoors for years, first at the Velim test ring, then from 1991 in the Brno - Malomeřice depot . In 1999, the locomotive was transferred to the Techmania technical museum in Plzeň , where the vehicle body and paintwork , which had been very battered from being parked outdoors for years, were repaired and the machine was restored as an exhibit. A driver's cab was also rebuilt as a demonstration object. Since the engine system was badly damaged in the fire, an operational refurbishment of the locomotive is not planned.
technical features
The structure of the locomotive is a box locomotive with a central engine room. At the top there are two driver's cabs for the engine driver to be climbed from both sides. The design with the panorama-shaped curved driver's cab windows and the lighting looked very elegant. The entire locomotive body consisted of large panels made of glass fiber reinforced plastic.
The steel frame is connected to the three-axle bogies via pivot pins. The cushioning is in two stages. Coil springs supported by hydraulic dampers were used on each side. Three traction motors are suspended in each bogie, which drive the axles with a hollow shaft drive. The locomotive was equipped with a handbrake, a direct-acting compressed air brake as a locomotive brake and an indirectly-acting compressed air brake as a train brake. It was also equipped with an electrodynamic brake, designed as a resistance brake. All wheels were braked on both sides with block brakes.
Power was supplied via two pantographs. An electropneumatic diode control was used to control the power, which branched off from the secondary windings of the transformer suspended under the frame between the bogies. The power control was fed by two silicon rectifiers, each of which supplied the power for the traction motors for one bogie.
See also
- List of the ČD locomotive and multiple unit series
- List of locomotive and multiple unit series of the ČSD
Individual evidence
- ↑ Website about the class S 699.0 locomotive
- ^ Website about the reconstruction of the S 699.0 locomotive
Web links
- Website for the S 699.0 series on atlaslokomotiv.cz (Czech)
- Website for the S 699.0 series on prototypy.cz (Czech)
- detailed website for the reconstruction of the S 699.0 from Techmania (Czech)