MÁV series M40
| MÁV series M40 | |
|---|---|
.jpg) M40 201 in Szombathely in February 1993
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| Number: | 82 |
| Manufacturer: | Ganz-MAVAG |
| Year of construction (s): | 1963-1970 |
| Retirement: | since 1992 |
| Axis formula : | Bo'Bo 'de |
| Gauge : | 1435 mm 1524 mm |
| Length over buffers: | 14,250 mm |
| Bogie axle base: | 2,600 mm |
| Total wheelbase: | 9,100 mm |
| Service mass: | 75 t |
| Friction mass: | 75 t |
| Wheel set mass : | 18.2 t |
| Top speed: | 100 km / h |
| Installed capacity: | 736 kW (1,000 hp) |
| Starting tractive effort: | 250 kN |
| Driving wheel diameter: | 1,040 mm |
| Motor type: | 1x 16 VFE 17/24 |
| Motor type: | Sixteen-cylinder four-stroke diesel engine |
| Rated speed: | 1,200 rpm |
| Power transmission: | electric |
| Tank capacity: | 2,600 l |
| Brake: |
Compressed air type Knorr handbrake |
The MÁV series M40 is a diesel-electric locomotive of the Hungarian State Railways , which was supplied by the Hungarian manufacturer Ganz-MÁVAG mainly for service in front of passenger trains.
A diesel- powered DC generator is installed in the M40 , which supplies four drive motors. The train heating system is operated by an oil-fired steam boiler . There are several versions with different gauges, so that locomotives of the M40 series are in use both on the larger Hungarian standard gauge network and on lines with broad gauge.
She is nicknamed Púpos in Hungarian and Die Bucklige in German .
The M40 can still be found all over Hungary , but since electrification was strongly promoted in the 1980s and the need for rail transport fell sharply after the end of the Soviet Union , numerous vehicles have now been replaced by electric locomotives.
technical description
As with many front-mounted locomotives, the frame of the M 40 is a welded construction and has the usual pulling and bumpers at the ends . The superstructures consist of a long front end that carries the cooling system, the diesel engine and the generator; the driver's cab is arranged above the rear bogie, which extends over the entire width of the frame and has access on both sides. In the driver's cab, the two driver's cabs with the driving and reversing switches are arranged diagonally, so the working conditions are the same for both directions of travel. Behind it is a smaller porch that encloses the heating system and the battery. Access to the elements behind the porches is possible from the circulation. There are transitions on the front of the locomotive. The locomotive frame is supported on each bogie by four rubber-mounted pendulums. The locomotive does not have a central pivot , the traction and braking forces are transmitted via a lever system. The wheel sets are guided via wheel guides. The bogie frames are suspended from the locomotive frame by means of helical springs. All springs on each side of the bogie influence each other through compensation levers.
Like all Ganz-MAVAG locomotives, the locomotives have a Ganz-Jendrasik type diesel engine from our own production. These are the basic version with 170 mm barrel diameter and 240 mm piston stroke, referred to herein as a sixteen-cylinder engine 1000 hp at 1200 min -1 to write. A variable speed controller is used as the motor controller, which is combined with the electrical control system for power transmission. Power transmission begins with the main generator flanged to the diesel engine and the auxiliary generator and ends with the electric traction motors mounted in the bogies.
The 72 V electrical energy for the on-board network is supplied by an alternator , which also charges the vehicle's battery. Side wall coolers and lubricating oil heat exchangers cool the diesel engine. In addition, the cooling system is cooled by a fan wheel; it is driven by the diesel engine via a switchable clutch and an intermediate gear. A second output from this transmission controls the air compressor . The fans for cooling the traction motors are also driven mechanically. The locomotive originally had an automatic oil-fired steam boiler to heat the train . The most important operating states of the machine system are monitored by control elements. The diesel engine is automatically switched off if the lubricating oil pressure is too low or the engine speed is too high. There are also display instruments for the braking system or the driving speed and for the driving current and voltage. The locomotive is designed to control two locomotives via multiple controls .
- Pictures of the MÁV series M40
M40 in front of a passenger train in Nagykanizsa in September 1994
M40 in Győr 2013
Use in front of a passenger train
M40 at GYSEV in Sopron
.jpg)
See also
literature
- Wolfgang Glatte, Lothar Reinhardt: Diesel Locomotive Archive. Transpress-Verlag, Berlin 1970, DNB 456760067 .
Web links
- Photos of the M40 on bahnbilder.de
Individual evidence
- ↑ a b Klaus Ecker, Torsten Berndt: 1000 locomotives: history - classics - technology. Naumann & Göbel Verlagsgesellschaft, Cologne 2004, ISBN 3-625-10541-1 , p. 316.