ČSD S 699.001

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ČSD series S 699.0
ČD series 280
Škoda type 32E
S 699 001
S 699 001
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

Individual evidence

  1. ↑ Website about the class S 699.0 locomotive
  2. ^ Website about the reconstruction of the S 699.0 locomotive

Web links