SŽD series АЧ2
| SŽD series АЧ2 | |
|---|---|
 АЧ2-099
|
|
| Numbering: | АЧ2.001–122 |
| Number: | 122 |
| Manufacturer: | Vagonka Studénka Studénka |
| Year of construction (s): | Prototypes: 1983 Production vehicles: 1988–1990 |
| Axis formula : | B'2 ' |
| Gauge : | 1,520 mm |
| Length over buffers: | 25,000 mm |
| Height: | 4,270 mm |
| Width: | 3,100 mm |
| Trunnion Distance: | 17,200 mm |
| Bogie axle base: | 2,500 mm |
| Empty mass: | 59 t |
| Top speed: | 120 km / h |
| Installed capacity: | 735 kW (1,000 PS) |
| Motor type: | M 756 B |
| Motor type: | 12-cylinder four-stroke diesel engine |
| Rated speed: | 1,500 min -1 |
| Power transmission: | diesel-hydraulic with gearbox GDP 1,000 |
| Locomotive brake: | Handbrake |
| Train brake: | electro-pneumatic brake |
| Train heating: | Hot air heating |
| Seats: | 70 |
| Standing room: | 94 |
| Classes : | 2. |
The diesel railcar АЧ2 ( ATsch2 ) is in the Vagonka Studénka in Studénka for SZD manufactured railcars specifically for rapid suburban traffic on non-electrified broad-gauge lines in difficult climatic environment.
history
The vehicles were created as part of the introduction of new technologies in production, and because at that time there was a need for light railcars on non-electrified lines of the USSR . In 1983, Vagonka Studénka in Studénka in Czechoslovakia produced two prototypes, which were delivered to the USSR after factory trials and were thoroughly tested on the ВНИИЖТ test ring . The remaining 120 vehicles then followed in three series from 1988 to 1990. At the same time, several sidecars matching the appearance with the designation АПЧ2 ( APTSch2 ) were delivered with the motor vehicles . One unit of the train was intended to be composed of one АЧ2 and two АПЧ2 . The performance parameters and the control of the motor vehicles made it possible to assemble a train consisting of two motor vehicles and four intermediate cars, controllable from a driver's cab.
Technical descriptions
The railcar is a four-axle vehicle, consisting of a two-axle main bogie and a two-axle running bogie. The top of the cart is equipped with an SA-3 central buffer coupling, which is completed with two side buffers.
The carriage is driven by a 12-cylinder four-stroke diesel engine of the type M 756 B . It is the same engine as it was used for the railcars of the SŽD series ДР1 . The hydraulic fluid transmission GDP 1000 is connected to the engine and is housed with the axle drives MP 20 and MR 20 in the main bogie. The main machines and other auxiliary machines are housed in the machine room. The engine and gearbox were produced in the USSR. The literature does not reveal whether the drive units were delivered to Czechoslovakia or whether the vehicles were completed in the USSR.
The car body is a steel structure, consisting of a steel frame with rolled and curved profiles. For the first time, stainless steel was used for the outer cladding, while the inside is made of plastic. There is a driver's cab for the engine driver at both ends of the car body. The engine room and two compartments for passengers are located behind a driver's cab. The entry area is located between these two. A one-piece pivoting sliding door is used in the boarding area for passengers to enter, which is operated remotely from the engineer's cab. In the two compartments for passengers there is space for a total of 164 passengers, 70 seats and 94 standing places. Both driver's cabs are designed in the style of the ČSD series M 152.0 and are sufficiently spacious and comfortable for the drivers to have a pleasant stay.
The trolleys are equipped with an electropneumatic brake that works depending on the load on the trolley.
The ventilation and heating of the car is ensured by a hot air heater. To heat the air, the falling cooling air is used by the diesel engine, which is directed into the passenger compartments via ducts. To preheat the diesel engine and preheat the car, it is also possible to use an independent, electrically driven diesel generator.
The electrical equipment and equipment of the motor vehicle and side car are fed from a central source which is housed in the motor vehicle. It consists of the auxiliary generator and the battery. In addition to the auxiliary generator, the engine has another alternating current generator that serves as the electrical heater for the sidecar. An internal telephone and a radio device are also installed in the car. It has a central radio station for the connection with the dispatcher .
commitment
After the two prototypes were thoroughly tested on the test ring of the ВНИИЖТ from 1984 to 1985 , they were given the Ternopil locomotive depot in Ukraine for operation . Later some other railway companies in the European part of the former USSR received the vehicles. In the composition of three and six cars, the vehicles were used in the Bryansk , Oryol and Nizhny Novgorod regions for passenger transport. On other railways the vehicles were used as saloon railcars for superiors of railway companies.
In 2012 the vehicles were used in suburban traffic from Bryansk, Kaluga , Smolensk , Kursk , Орла and Чебоксар . On the Russian border , the vehicles ran on the Harawkowkasjan Jerkatughi , but only in official traffic .
See also
literature
- Martin Šmida: Vagonka Ve Studence, Motorove Vozy, Motorove a Elektricke Lokomotivy 1927–2000. Vagonařske Muzem Studenka, 2012. (Czech)
Web links
- Photo of the АЧ2.115 in the Saratov locomotive depot , photographed on www.bahnbilder.de
- Photo of the АЧ2.064 in Vyazma , photographed on www.k-report.net
Individual evidence
- ↑ Martin Šmida: Vagonka Ve Studence, Motorove Vozy, Motorove a Elektricke Lokomotivy 1927-2000. Vagonařske Muzem Studenka, 2012, p. 15.