MÁV series M46
| MÁV series M46 | |
|---|---|
 M46 2001
|
|
| Numbering: | M46 2001-2007 |
| Number: | MAV : 7 |
| Manufacturer: | Ganz-MÁVAG , Budapest |
| Year of construction (s): | 1961-1964 |
| Axis formula : | B'B ' |
| Genre : | DHM 3 DHM 4 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | DHM 3: 12,090 mm DHM 4: 11,840 mm |
| Height: | 4,105 mm |
| Width: | 3,142 mm |
| Trunnion Distance: | 5,800 mm |
| Bogie axle base: | 2,400 mm |
| Total wheelbase: | 8,200 mm |
| Service mass: | DHM 3: 47.6 t, DHM 4: 48 t |
| Friction mass: | DHM 3: 47.6 t, DHM 4: 48 t |
| Wheel set mass : | DHM 3: 11.9 t, DHM 4: 12 t |
| Top speed: | DHM 3: 60 km / h DHM 4: 65 km / h |
| Installed capacity: | 552 kW (750 PS) 560 kW (760 PS) |
| Starting tractive effort: | 130 kN |
| Wheel diameter: | 920 mm |
| Motor type: | Ganz-Jendrassik 12 JvF 170/240 Ganz-Jendrassik 12 VFE 170/240 |
| Motor type: | Twelve-cylinder four-stroke diesel engine |
| Rated speed: | 1,200 rpm |
| Power transmission: | hydrodynamic |
| Tank capacity: | 1,000 l |
| Brake: |
Compressed air type Knorr handbrake |
The MÁV series M46 is a four-axle diesel locomotive developed in 1960 and seven copies delivered to Magyar Államvasutak (MÁV) in 1961–1964 , which was developed for passenger train service on branch lines and light freight and passenger train service on main lines .
Further examples were made as an industrial version, which were designated as series A27 1 to distinguish them from the M40 ( A27 ) that was delivered later .
history
The locomotive was created as a reinforced version of the M31 series, which could be used more freely with higher power and lower axle load. For this purpose, it was equipped with a steam heating system for passenger train service. The locomotive was available as Ganz DHM 3 and Ganz DHM 4 with differences in the machinery.
Only seven examples of the locomotive were built. The prototype locomotive M46 2001 is part of the Budapest Railway Park ,
technology
The locomotive has two stems with an off-center driver's cab. Depending on the type delivered, the locomotives differed in their motorization and the design of the boiler with differences in the dimensions of the chassis. The engine equipment and the auxiliaries were housed in the front, longer porch, and the boiler was placed in the rear porch next to the battery. The hydraulic transmission was under the driver's cab. This had the same width as the frame, so that the narrow front end ensured a good view from the driver's cab. The frame of the locomotive is a welded construction and carries the usual pulling and bumpers at the ends . The maintenance hatches of the stems are easily accessible from the circulation. There are transitions on the front of the locomotive. The locomotive frame is supported on a bogie by four rubber-mounted pendulums. The bogie frame is designed in an H-shape and is welded from folded sheet steel. It is connected to the locomotive frame with a lever system, which also transfers the braking and tractive forces. The wheel sets are also guided in the bogie frame via rubber-mounted lever systems. The bogie frame is cushioned against the locomotive frame by means of coil springs. Double helical springs, which are connected to the spring set of the second wheel bearing via a compensating lever and tie rod, also act on each wheel control arm. An additional axle compensation are two helical springs connected one behind the other, which are arranged horizontally between the wheel sets and each engage the control arm via a push rod. The Knorr type compressed air brake engages the brake linkage with two brake cylinders, the locomotive also has a direct brake , and the handbrake acts on the bogie under the driver's cab.
The DHM 3 diesel locomotive was powered by a twelve-cylinder four-stroke diesel engine of the Ganz-Jendrassik 12 JvF 170/240 series. This engine was the same as that of the M31 series, the extra power was achieved by charging . The DHM 4 locomotives had an even higher engine output, which had a slight effect on the service weight, axle load and vehicle dimensions. The hydrodynamic / mechanical power transmission was characterized by a three-stage gear of the type HM 612-20 from Hydro-Ganz . In the first stage, the power transmission was carried out by a starting converter , in the second and third stage by a mechanical multi-plate clutch . The shift happened depending on the driving speed. At 26 km / h the shift between the starting converter and clutch 1 took place, at 47 km / h the shift took place between clutches 1 and 2 . The subsequent reversing gear had constantly engaged gear pairs, whose power flow was switched pneumatically with claw clutches . Manual switching was possible if necessary. The inner wheel sets of the bogies were driven from here, while the outer through drives provided the further drive. The fluid transmission was switched electro-pneumatically. The cooling system corresponded to the M 31 . There were differences between the two types in the design of the boiler. An automatic oil boiler was used on the DHM 04 .
The locomotive had an on-board network of 72 V that was fed by a direct current generator with an output of 6 kW. It also fed the vehicle's battery. The heat losses from the diesel engine and the gearbox were cooled by a water cooler with cooling elements on the side. A fan wheel driven by the diesel engine with a switchable gearbox served as additional cooling. The cooling circuit ran through the elements lubricating oil heat exchanger, transmission oil heat exchanger, diesel engine, driver's cab heater and radiator and was driven by a cooling water pump. The locomotive had an automatic oil-fired steam boiler to heat the train or to preheat the diesel engine . The steam output from it was 450 kg / h at an overpressure of 5 bar. Automatic safety switches and display instruments monitored the machine system. The control of the diesel locomotive enabled multiple control of two locomotives from one driver's cab. The diesel engine was controlled via seven speed levels.
See also
literature
- Mihály Kubinszky (ed.): Hungarian locomotives and railcars. Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 .
- Wolfgang Glatte, Lothar Reinhardt Diesel Locomotive Archive, Transpress-Verlag Berlin, 1970
Web links
- Photo of the M46 2001
- Mention of the M 46.2001 locomotive as a museum locomotive
- Company photo of the locomotive from 1966
Individual evidence
- ↑ Website with the M46 2001 as part of the Budapest Railway Park
- ↑ a b c Wolfgang Glatte, Lothar Reinhardt Diesel Locomotive Archive, Transpress-Verlag Berlin, 1970, page 224
- ^ Mihály Kubinszky (ed.): Hungarian locomotives and railcars. Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 , page 266