MÁV series V50
| MÁV series V50 | |
|---|---|
 |
|
| Numbering: | V50.001 |
| Number: | 1 |
| Manufacturer: | Ganz & Co , Budapest |
| Year of construction (s): | 1923 |
| Retirement: | before 1945 |
| Axis formula : | E. |
| Type : | Kandó |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 9,640 mm |
| Height: | 3,970 mm (to the driver's cab) |
| Fixed wheelbase: | 4,080 mm |
| Total wheelbase: | 6,580 mm |
| Service mass: | 79 t after conversion 74.5 t |
| Friction mass: | originally 79 t after renovation 74.5 t |
| Wheel set mass : | 17 t after conversion 16.4 t |
| Top speed: | 65 km / h |
| Hourly output : | 2,600 hp |
| Continuous output : | 1,600 hp |
| Starting tractive effort: | 200 kN |
| Wheel diameter: | 1,070 mm |
| Power system : | 15 kV 50 Hz AC |
| Power transmission: | Overhead line and phase converter |
| Number of traction motors: | 2 |
| Drive: | Angular rod drive type Kandó |
| Brake: | Handbrake air brake type Westinghouse |
| Particularities: | first locomotive with phase converter |
The MÁV series V50 was an electric locomotive of the Hungarian state railway MÁV and equipped with the Kandó rod drive . It was constructive from the three-phase AC - Series FS E.552 of the northern Italian three-phase system emerged and was the model for single phase alternating current . The attempts made with the locomotive led to further procurement of the MÁV series V40 and MÁV series V60 from 1930.
history
After the northern Italian three-phase network was electrified by the company Ganz & Co. , Budapest , the Magyar Államvasutak decided to electrify the railway lines in their country with a single-phase AC system with industrial frequency. The simpler electrification with just one contact line and the generation of electricity with industrial frequency, in contrast to a 16 2/3 Hz AC line built by Siemens in Rákospalota , a suburb of Budapest, spoke in favor of the more cost-effective electricity generation exclusively by coal-fired power plants .
This is how the test locomotive based on the Kálmán Kandó system was created with many elements from the northern Italian three-phase network such as the mechanical equipment of the locomotive, the drive with two three-phase motors and a liquid starter . What was new was the generation of three-phase current from the contact line with alternating current and industrial frequency by a rotating phase converter .
The locomotive took the first test drive in October 1923. These first test drives required another intensive conversion of the locomotive. Among other things, the cooling of the phase converter proved to be inadequate, so that the machine in its converted state could not be put under contact wire again until 1928. In particular, the storage of the phase converter, which was hung up in its original state but set up in the converted state, made it necessary to change the locomotive body. The locomotive converted in this way undertook several test drives from November 1928, where it achieved a mileage of 50,000 km with excellent operating results. The locomotive is said to have withstood a long-term load of 12 hours with a freight train of 1,200 t. The traction performance was determined for the transport of express trains of 500 t and freight trains up to 1,420 t.
The good results with the tests of this locomotive led to the decision to electrify the route from Budapest to Hegyeshalom with the 15 kV 50 Hz power system and to purchase the series locomotives MÁV series V40 and MÁV series V60 . Since the conversion of the power system in 1960, the locomotive has been taken out of service.
technical features
Outwardly, the locomotive is very similar to the FS E.552 , which was built around the same time as the V50 . It is a single-frame locomotive and consists of the driver's cab, middle engine room and front engine room sections. The driver's cab was designed as a one-sided end driver's cab and towered beyond the two engine rooms in order to achieve a good view of the route. The two three-phase traction motors , the phase converter, the main oil switch and the main fan for cooling the motors, the phase converter and the exciter were located in the middle machine room. The phase converter originally required a different form of the locomotive body. On the roof of the middle engine room, the two pantographs, designed as a seesaw, were attached to a common console, which was insulated from the engine room with insulators . The liquid starter was located below the forward engine room. The air compressor was also located in the front engine room. The mechanical equipment of the locomotive weighed 27 t in its original state and 27.9 t after the conversion. The electrical equipment originally weighed 52 t, after the conversion it weighed 46.9 t.
The drive resembled the named three-phase locomotive. Of the five driven axles, the second and fourth axles were firmly mounted in the frame, which gave the locomotive a fixed wheelbase of 4,080 mm. The remaining axes had a lateral deflection of ± 40 mm. In contrast to the FS E.552 , the locomotive had the patented Kandó drive , which made it possible to reduce weight in contrast to the slot drive rod and connected the crank pins of the two main traction motors. Otherwise the locomotive, like its sister locomotives from Northern Italy, corresponded to the same design principle as an inner frame locomotive , whereby the two frame cheeks were stiffened at the bottom with a floor pan, with several transverse stiffeners and at the front / rear with the buffer beams.
The pantographs were made of aluminum and each had two contact strips . They were pneumatically pressed onto the contact wire and reinforced with compression springs. Due to the single-phase contact line, they could be implemented more easily than with the three-phase locomotives. A new feature on the locomotive was the equipping with the phase converter , which supplied the two three-phase traction motors with a voltage of 350 to 700 V, based on the model in Northern Italy. At a speed of the motors above the synchronous speed (e.g. when driving downhill) the three-phase motors automatically went into braking mode and acted as regenerative brakes . The phase converter represented the combination of a high-voltage synchronous motor and a three-phase generator into one machine unit. It had the property that its short-circuit current was less than its highest load current . As a result, there was no malfunction in the power plant if the phase converter failed. Due to their design, the traction motors were still relatively protected against fluctuations in the traction current in the overhead line, as was to be feared in the three-phase network in Northern Italy. The stand was cooled in a constantly rotating oil bath, the rotating part of the converter was cooled with cooling water according to the Dr. Seidner realized what was used for the first time with the V50 . Originally the phase converter ran at a speed of 3,000 min −1 , after the conversion it only ran at 1,500 min −1. Doubling the number of poles made the same output power possible. The connection of the phase converter to the traction motors via the liquid starter was implemented via a contactor control of 30 contactors .
In the original design, the locomotive had four synchronous speeds, after the conversion only three. In the rebuilt condition, this was achieved by switching 36, 24 and 18 poles of the traction motors that were constantly connected in parallel . As with the Italian locomotives, the transition between the synchronous speeds was implemented with the fluid resistance, the so-called fluid starter. A 0.5% soda solution was used as the resistance medium. The engine driver could set the desired synchronous speed on the driving switch, at the same time he could regulate the acceleration between the synchronous levels. This controlled the air pressure with which the liquid starter changed the resistance to acceleration.
See also
literature
- Mihály Kubinszky (ed.): Hungarian locomotives and railcars . Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 .
Individual evidence
- ↑ a b Mihály Kubinszky (ed.): Hungarian locomotives and railcars . Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 . , Page 284
- ^ Mihály Kubinszky (ed.): Hungarian locomotives and railcars . Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 . , Page 290
- ↑ a b Mihály Kubinszky (ed.): Hungarian locomotives and railcars . Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 . , Page 286
- ↑ a b Mihály Kubinszky (ed.): Hungarian locomotives and railcars . Akadémiai Kiadó, Budapest 1975, ISBN 963-05-0125-2 . , Page 288