SŽD series АЧ0

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SŽD series АЧ0
АЧ0 dimensional sketch
АЧ0 dimensional sketch
Numbering: АЧ0.001–003
Number: 3
Manufacturer: Škoda , Plzeň
Year of construction (s): 1977
Axis formula : B'2 '
Gauge : 1,520 mm
Length over coupling: 27,220 mm
Length: 26,300 mm
Width: 3,100 mm
Trunnion Distance: 18,400 mm
Bogie axle base: 2,700 mm
Empty mass: 59 t
Service mass: 69 t
Friction mass: 69 t
Top speed: 120 km / h
Installed capacity: 552 kW (750 hp)
Acceleration: 0.8 m / s 2
Motor type: 211 D-2
Motor type: 6-cylinder four-stroke diesel engine
Rated speed: 1,500 min -1
Power transmission: diesel-electric
Locomotive brake: Direct brake
Train brake: indirectly acting brake
Train heating: electric
Seats: 64
Standing room: 75
Floor height: 1,250 mm
Classes : 2.

The diesel railcar АЧ0 ( ATsch0 ) is a railcar manufactured by Škoda in Plzeň for the SŽD especially for fast suburban and city traffic on non-electrified broad - gauge lines . The car was only built in three copies and did not get beyond the pilot series.

history

In 1969, two motor vehicles with diesel-electric power transmission and the designation AP1 for fast urban and suburban traffic were built in the Riga wagon factory . Obviously, it was not possible to reach an agreement with the manufacturer about series production, because it was not until the 1970s that three more vehicles of the same concept were ordered from Škoda in Plzeň . At the end of 1977 the manufacturer produced three motor vehicles with the designation АЧ0 . During the planning, the designers aimed for maximum standardization with assemblies of the already existing SŽD series ДР1А .

The car was intended for passenger transport on secondary lines and adjacent non-electrified lines to the main lines in the former USSR . It was designed for operation at temperatures in the range of −40 ° C to +50 ° C. In operation, a unit should consist of a railcar and two sidecars.

In 1977 three prototypes of the vehicle were made. After the АЧ0.001 had been extensively tested on the Velim railway test ring and a vehicle was exhibited at a vehicle fair in Brno in the same year , all three vehicles came under the service of Škoda to the Bologoje depot , where they undertook passenger traffic on all adjacent routes.

The growing demand for the production of electric locomotives made series production of the vehicles at Škoda impossible. That is why the order for the series production of the vehicles was then passed on to the Studenka wagon factory . This ultimately led to the development and manufacture of the SŽD series АЧ2 with hydrodynamic power transmission .

Technical equipment

The body of the motor vehicle is a frame structure in a self-supporting construction, which is connected to the frame below it. The two center buffer couplings of type SA-3 are located at the tips of the frame . The drive system, consisting of the diesel engine and the traction generator, is housed in a machine room. At both ends of the car body, the cabs for the train driver are arranged with no passage. In two compartments there are seats for a total of 64 passengers. The entry area is located between the two compartments and is closed by a smooth, double-leaf pivoting sliding door. This is closed pneumatically from the driver's cab. The front driver's cab can be accessed via a side door or from the passenger compartment via the engine room; the rear train driver's cab can be accessed through the passenger compartment. The walls in the compartments and the driver's cab are covered on the inside with impregnated wooden panels, those in the engine room are covered with aluminum sheets. The floor in the passengers' compartments is made of sheet metal , covered with PVC , the floor in the toilet is made of laminate. The seats in the passenger compartment are arranged in the 3 + 2 arrangement with a central aisle. The windows of the passenger compartments are designed as horizontal sliding windows. Above them there are shelves for luggage and hooks for clothes on the side walls. The window in the toilet has a ventilation flap. The side windows on the driver's cab are designed as drop windows.

The motor vehicle was originally intended for use with the 6 PA 4 185 diesel engine . This engine was a six-cylinder four-stroke diesel engine with a piston diameter of 185 mm and a piston stroke of 210 mm, built under license from the SEMT Pielstick company at Turčianska strojarne np in Martin . Ultimately, the 211 D-2 diesel engine was used . This engine is also a six-cylinder four-stroke diesel engine with a piston diameter of 210 mm and a piston stroke of 210 mm, and delivers 552 kW (750 hp) at 1500 rpm. It was manufactured in the former GDR using technical documentation from the machine factory in Balakow . A diesel engine with an output of 1,000 hp (735 kW), as used in the SŽD series ДР1 , was intended for series production. The cooling of the engine cooling water and the engine oil is arranged with the fans in the roof of the engine room. A monitor is located near the motor, which can switch off the motor if it overheats.

The traction unit consists of the traction generator for direct current housed in a body and the synchronous auxiliary generator. The A 4537/6 traction generator has independent excitation; the continuous output of the generator is 646 kW at an armature speed of 1500 / min (current 950 A, voltage 680 V). In the construction of the generator, a winding is provided for starting the diesel engine. The synchronous auxiliary generator of type 1 H 4732/12 has two windings; a low-voltage winding for the motor vehicle's own needs and a high-voltage winding for the electrical heating of the trailer. The generator has an output of 30/65 kW (for the windings of the low / high voltage), at a voltage of 3 × 89 V / 3 × 2200 V and a current of 195 A / 16 A. The diesel engine and generator are mounted on a subframe and stored on the main frame with silent blocks .

The traction generator feeds an electric drive motor of type AL 4244 m0 , which also works as a DC machine and is mounted on the frame springs in the longitudinal axis of the car body . The torque is transmitted to the drive axles via a cardan shaft with axle drive to the second gear set in the direction of travel and then via a flange, cardan shaft and axle drive to the outer drive gear set. This axle drive is a Tadem drive, so the frictional forces are optimally used. The electric traction motor has a continuous output of 600 kW with a current of 915 A and a voltage of 700 V. The armature speed in the continuous current range is 1100 / min, the maximum speed is 2000 / min.

The car is equipped with the electro-pneumatically controlled, indirectly acting brake , the direct brake as a locomotive brake and the resistance brake . A handbrake is provided as a holding brake, which acts on the nearest bogie from a handwheel from the driver's cab. In contrast to the ДР1 series , which has the same design of the bogies, the brakes acted as block brakes , as opposed to the disk brakes of the ДР1 . The emergency brake can be triggered from the passenger compartments, the boarding area and the engine driver's cabs. The passenger compartments, the boarding area, the toilet and the driver's cab are heated by a compressed air heater that uses the heat from the cooling circuit. There is also the option of heating with a diesel generator, which can also preheat the car when it is stationary. Electrical energy from the auxiliary generator is used to heat the sidecar. The internal lighting of the railcar is incandescent lamp lighting; for the external lighting, a central headlight and two double external signal lights are arranged at the tips of the car. The electrical scheme of the motor car allowed the control of the car manually or automatically and at the same time the control of several motor cars with multiple controls . Fire extinguishers were in the passengers' compartments.

commitment

After the three prototypes of the series АЧ0 were given to the Bologoje depot , the АЧ0.001 later came to the October depot of the Южная железная дорога and then to the Poltava depot , where it is still located today. There are different reports about the results of the tests, one source reports an acceleration of the railcar when approaching by 0.8 m / s², according to another source the railcar accelerated with 10.5 t of ballast and an attached passenger car when approaching to a speed of 25 km / h with an acceleration of 0.55 m / s².

Motor vehicle АЧ0.003 was sent to the Львов depot . Both motor vehicles were used for business trips for the head of the railway company. A motor car was also used as a school car in Kharkiv . Whether it was the АЧ0.002 is not clear from the literature. This car was taken out of service after a fire.

See also

literature

  • Author collective Motorové vozy ze Škodovky, 2004, spolek Lokálka Group Rokycany (Czech)
  • The model railroader 01/1979, rail vehicle archive, page 25, organ of the DMV

Web links

Individual evidence

  1. Internet page about the АЧ0 on TrainPix
  2. Internet site about the АЧ0 on the Russian Wikipedia
  3. Internet page about the АЧ0 on TrainPix
  4. Internet page about the АЧ0 on TrainPix
  5. Author collective Motorové vozy ze Škodovky, 2004, spolek Lokálka Group Rokycany (Czech)
  6. Internet page about the АЧ0 on TrainPix