SŽD series ВЛ40
| SŽD series ВЛ40 (WL40) | |
|---|---|
| Numbering: | SŽD ВЛ40.001–002 |
| Number: | 2 |
| Manufacturer: | Electric locomotive factory Tbilisi |
| Year of construction (s): | 1966, 1969 |
| Retirement: | unknown |
| Axis formula : | B'B ' |
| Gauge : | 1,520 mm |
| Length over buffers: | 18,020 mm |
| Service mass: | 88 t |
| Friction mass: | 88 t |
| Wheel set mass : | 22 t |
| Top speed: | 160 km / h |
| Hourly output : | 3,200 kW |
| Continuous output : | 3,060 kW |
| Driving wheel diameter: | 1,250 mm |
| Power system : | 25 kV 50 Hz ~ |
| Number of traction motors: | 2 |
The SŽD series ВЛ40 (German transcription WL 40 ) of the Soviet Railways (SŽD) was a four-axle electric locomotive for operation on main roads with alternating current . It was designed for fast passenger traffic with a top speed of 160 km / h and only two copies were produced. The locomotives were no competition for the SŽD series ЧС4 and did not get beyond the test and prototype status.
History and construction
The electric locomotives of the series ВЛ40 were designed in the 1960s in the Novocherkassk and Tbilisi locomotive factories . The result was a single-section locomotive with a single-motor drive per bogie, just like the MÁV V43 series that had appeared a few years earlier . Two locomotives were built by the Tbilisi electric locomotive factory; these had a mass of 88 t with a load-bearing body and bogies from the Luhansk locomotive factory . In 1966 a locomotive appeared, the ВЛ40.002 , in 1969 the second locomotive, the ВЛ40.001 .
Apart from the low mass, the main distinguishing feature of the ВЛ40 from other locomotives was the single- motor drive (one traction motor per bogie drove two axles), the drive of the pairs of wheels of each bogie was done via cardan couplings and one-sided axle drives. The forces from the bogies to the body were transmitted through inclined power connections. The power of the locomotive was only 3200 kW. The electrical equipment corresponded to the electric locomotive ВЛ80 K , but the control switch had 33 positions to regulate the voltage and three levels to weaken the excitation (69%, 50%, 40%).
The scheme of the auxiliary machines was completely redesigned. Instead of phase splitting, a phase-movement transformer was used to feed the AC motors . There were a total of six motors for the ventilation and two motors for the compressors.
Use of traction drive motors in the test machines
| Electric locomotive | Traction motor | Dimensions | Number of poles | Hourly output | Continuous output |
|---|---|---|---|---|---|
| ВЛ40.001 | TЛ-1M | 8000 kg | 12 | 1600 kW at 530 rpm | 1530 kW at 550 rpm |
| ВЛ40.002 | ЭT-1600 | 6600 kg | 8th | 1600 kW at 800 rpm | 1440 kW at 895 rpm |
business
The power of the locomotive was only 3200 kW. However, due to the increasing weight of passenger trains at the time, this was no longer sufficient. At that time, the delivery of the six-axle series ЧС4 from Czechoslovakia , with which the locomotives could not keep up, began. In this context, the locomotives did not go into series production.
Both locomotives were still undergoing the power-energy check at the Novocherkassk electric locomotive factory . It is not clear from the literature whether they were still used afterwards. Retirement dates are not known, no copy was received.
See also
Web links
- Photo of the locomotive in the Russian Wikipedia
