SŽD series Д

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SŽD series Д (D)
Numbering: SŽD Д.21–111
Number: 89
Manufacturer: Ganz-MÁVAG , Budapest
Year of construction (s): 1960-1964
Retirement: Late 1980s
Axis formula : (A1A) 2 '+ 2'2' + 2 '(A1A)
Gauge : 1,520 mm
Length over coupling: 73,620 mm (3 cars)
Height: 4,450 mm
Width: 3,120 mm
Bogie axle base: Motor
bogie: 4,170 mm, running bogie: 2,400 mm
Service mass: 185 t
Wheel set mass : 16 t
Top speed: 120 km / h
Installed capacity: 2 × 500 hp
Acceleration: 0.4 m / s 2
Wheel diameter: 950 mm
Motor type: 12 JV 170/240
Motor type: 12-cylinder four-stroke diesel engine
Rated speed: 1,250 min -1
Power transmission: mechanical power transmission
Tank capacity: 2,560 l
Locomotive brake: Direct brake
Train brake: indirectly acting brake
Train heating: electric
Seats: 2nd class: 282
Classes : 2.

The diesel railcars of the Д ( D ) series were diesel railcars for suburban traffic, which were developed after 1960 by the Ganz-MÁVAG company as the successor to the ДП . 89 copies of them were produced by 1964 and were used by the SŽD in the Baltic States to ensure suburban traffic on non-electrified routes. In the course of operation, the vehicles showed some technical defects, so that the manufacturer began producing the SŽD series Д1 to replace the vehicles in 1963 . An existing copy of the vehicle has not survived in the former USSR .

history

Requirement for the trains to appear

In 1956, broad electrification of the main lines began on the railways of the former USSR . At the beginning of the 1960s, steam traction was replaced by electric locomotives in freight and passenger train services on the electrified sections of the railway . On the non-electrified routes, the diesel locomotive took over more and more . At the same time, motor vehicle traction was introduced in the Zwischenstadt area. The Soviet vehicle industry had no experience in this area for the production of similar vehicles. That is why an order for the development of a vehicle for the suburban area was given to Ganz-MÁVAG in Budapest , which at the time had the greatest experience in railcar construction. As early as the early 1950s, the company delivered the three- and six-part multiple units of the ДП series to the former USSR. However, these vehicles were intended for long-distance traffic.

From 1960 the delivery of a three-part diesel multiple unit for the USSR was set up in the Budapest plant ; it was originally also given the designation ДП (DP), later the designation was changed to Д (D). The first diesel train, number 21 , arrived in the USSR in mid-1960.

testing

In the second half of 1960, the train went through a biannual test on the track ring of the All-Russian Research Institute of Rail Transport . In the course of the trials, the railcar received the designation index Д-0 ( D-0 ), which meant a test diesel train. In February, this railcar was given to the railway in Latvia for operational testing and ran on the sections around Riga and Jelgava . The mean acceleration of the railcar was 0.3 ... 0.4 m / s 2 . In the course of testing, some shortcomings in the series emerged, such as the breakage of the oil pump. After the end of the test operation, the multiple unit was recognized as usable for carrying out passenger transport.

business

The Д series diesel train was operated by the railways in the Baltic States (the depots in Vilnius , Radvilishkis and Kaliningrad ), the railways in the Gorkovsky area , the Donetska Salisnyzja , the Moskovskaya seleznaja doroga , the Turkestan-Siberian railway , the Odeska Salisnyzja , the railways around Lviv and the October Railway . As of January 1, 1976, there were 15 vehicles on the railways in the Baltic States, 17 vehicles on the Donetska Salisnyzja, 16 vehicles on the Turkestan-Siberian Railway, six vehicles in Lviv, 21 vehicles on the Odeska Salisnyzja and 11 vehicles on the October Railway.

The vehicles were particularly colorful at the time; at the bottom they were sprayed dark green, from the lower edge of the solid edge they were sprayed light green, and the roof was silver. The borders of the green colors were marked by gold bars. The first diesel train in the series, number 021, worked on the Riga - Daugavpils line from 1961 and later on the Riga - Ventspils line . During operation with the railcar, there were faults in the power transmission and the diesel engine. In the autumn of 1962 the unit was transferred to the depot in Vilnius . At the same time, this depot received an additional three railcars with the numbering 022 to 024 . The railcars were responsible for servicing the Vilnius junction, especially in the Kaunas , Švenčionėliai and Kaišiadorys directions . In May 1964, a large repair hall for the railcars was built in the Vilnius depot, and all Baltic railcars were repaired here.

In 1962 the railways in the Gorkowski area also received a series Д multiple unit with the number 034 . From November 16, he operated the routes in the Kazan and Arsk section . In 1963 the company received four more railcars of the series and in 1964 another. These six vehicles were used in suburban traffic in this region until electrification, after which they were passed on to Tashkent . From 1965 there were major postponements of the series in connection with the delivery of the new series Д1 . So all trains from Vilnius to Radviliškis were handed over. There they served the passenger train section Šiauliai - Radviliškis. In 1966 new Д1s appeared in Kaliningrad , after which all Д railcars were also handed over to Radviliškis until 1974. After the suburban traffic in the Tashkent node was given up, the Д deployed there until the end were also relocated to Radviliškis (No. 034 and No. 053). In 1974, 16 diesel multiple units Д were concentrated in Radviliškis. They served the suburban connections around Šiauliai and Klaipėda , from 1971 to 1972 they also served the Riga - Mažeikiai lines .

In 1964, the October Railway also received 12 Д diesel trains, namely the Leningrad Finnish Railway Station depot (No. 080-089) and Leningrad Moskowskoj (No. 108, 109). There they served the non-electrified coastal area directions. Later these vehicles were all transferred to the Vyborg depot . In the course of operation, some constructive inadequacies were revealed in the diesel multiple units Д; low durability of the friction clutch, low acceleration values ​​for suburban traffic and insufficient capacity. In this context, Ganz-MÁVAG delivered the four-part SŽD series Д1 from 1964 to 1988. 95 vehicles were built from this series. Its main differences were the more powerful diesel engine and the equipment as a four-part unit. In addition, the vehicle received a power transmission with hydromechanical transmission.

At the beginning of the 1980s, the Д series diesel trains with the lower numbers were retired. The last Д diesel trains were retired from the Oktoberbahn in April 1984 (No. 086, 108, 109). In the Baltic States , the last vehicles were deleted from the inventory lists in March 1987 (No. 098, 104, 106). The last working diesel train of the series Д (No. 025) was scrapped in the Chrystyniwka depot at the beginning of 2000 . He worked there as a company car.

Not one of the diesel multiple units has survived to this day. In Radviliškis there were still some wagons of the D-101 and D-106 in 1989 and were scrapped in the same year. Until 2002, the sidecar of the D-021-2 was also there, standing on its axles incapable of driving and with the interior preserved. In the Daugavpils depot , the disabled D-106-2 has been preserved as a shed. The box from the D-031 motor vehicle has been preserved in the Tbilisi depot .

Construction of the vehicle

The entire multiple unit consists of two powered end cars and a non-powered intermediate car, which are closely coupled to each other and has the axle sequence (A1A) '2' + 2 '2' + 2 '(A1A). In total, Ganz-MÁVAG produced 89 series diesel trains with the numbers 021-109. The delivery comprised 267 vehicles, 178 motor vehicles and 89 sidecars, with the following breakdown.

Construction year number Unit number Total manufactured wagons (drive wagons / intermediate wagons)
1960 1 021 3 (2/1)
1961 3 022-024 9 (6/3)
1962 13 025 - 037 39 (26/13)
1963 42 038-079 126 (84/42)
1964 30th 080-109 90 (60/30)

Car body

The car body is a solid, self-supporting and welded metal structure that is attached to the frame. The frame and box of the vehicle consists of the front, the intermediate and the end area. The front area of ​​the frame consisted of welded profiles that were reinforced with ribs and belt plates. A recess was provided in the frame for the diesel engine attached to the bogie. The intermediate part of the frame consisted of side and middle segments, transverse and inclined rolled profiles. The end part of the frame consisted of the buffer beam and sloping profiles as well as individual struts. The construction of the frame of the intermediate car was analogous, only the head parts were missing. The box of the car was intended for use on sections with low platform height, but it could also be used on sections with high platforms. The automatic central buffer coupling was attached to the end of the vehicle part , from the train with the number 025 onwards a snow plow was also attached (the units with earlier numbering had no snow plows). The railcar had two entrance doors on each end; These were each equipped as double-leaf sliding doors with a pneumatic drive and could be operated electro-pneumatically from the driver's cab.

Vehicle part

The box with the frame of the motor vehicle was mounted on the three-axle drive and the two-axle non-drive bogie, the box of the sidecar on two two-axle bogies. The frames of the bogies were a welded construction. The load from the car body was transferred to the drive bogies via two slideways with coil springs. The drive took place via the two outer axles of the bogie. The middle axle was non-powered and was slightly offset. The axles were stored in roller bearings. The entire bogie was designed without a pivot. The two-axle non-powered bogies were also supported by the car body by means of slideways, and a pivot pin was used to transmit the horizontal forces and the rotary movement. All wheels had roller bearings in roller bearings from SKF.

Diesel engine

The 12-cylinder four-stroke diesel engine of the Ganz-Jendrassik 12JV 17/24 type with a nominal output of 500 hp was used on the diesel train. It was a diesel engine without compression and with an antechamber. The maximum power was delivered at a speed of 1250 rpm. The cylinders were arranged in a V shape, the angle between the rows of cylinders was 40 °. The piston diameter was 240 mm and the piston stroke 170 mm, the total stroke volume 56.3 l. The cylinder block, the housing and the oil pan of the diesel engine were made of silumin , the pistons were made of an aluminum alloy and the crankshaft was made of alloyed steel. At maximum power, the fuel output was 175 ... 192 g / PSh. The mass of the unfilled diesel engine was 3900 kg. It was started by the accumulator battery with the help of a starter.

Power transmission

The power transmission of the diesel train took place via a five-stage mechanical transmission of the type 540-L5 . The torque was transmitted from the diesel engine to the input gear pairs via the friction clutch, and the gearbox also included a reversing gear and the axle gear. The transmission was only made from two pairs of driving wheels. The transmission ratio in the 1st stage was a total of 1: 5.056. At a speed of the diesel engine of 1250 rpm and a wheel set diameter of 950 mm, the speed was 25.45 km / h, the torque on the output shaft 15,200 Nm. In the 2nd stage with a gear ratio of 1: 3.325, the speed was 38.71 km / h and the torque 9970 Nm. In 3rd gear, the gear ratio was 1: 2.259, the speed 56.97 km / h and the transmission torque 6770 Nm. In 4th gear, the transmission ratio was 1: 1.486, the speed of the train 86.63 km / h and the torque 4480 Nm. In 5th gear the output shaft was directly connected to the input shaft, the transmission ratio was 1. The speed of the train could reach 128.71 km / h, the torque 3000 Nm.

The axle drive was designed as a bevel gear pair with a ratio of 1: 1.826.

Electrical equipment

In every motor car were set up; a generator in direct current design for the management chain, lighting and charging of the EBZh-17 / a rechargeable battery ; a generator for supplying an electric motor for driving the cooler fan; the starter type FTB 18 / 80R.13 from Bosch ; the nickel-iron accumulator of type 2 SK-400 with a capacity of 400 Ah (voltage 48 V); two controllers; Sagittarius and other bodies.

Braking device

The braking equipment of the diesel train was based on the Westinghouse system. It was a double-sided block brake . In the case of the motor bogie, it acted on the two driven axles, in the case of the trailer bogies on both axles. The calculated braking force was 12 t on the drive bogie and 9 t on the non-powered bogies. The compressor for generating the brake air was three-cylinder of the type VV-100/100 , it produced 730 l / min with a rotation of the piston shaft of 1000 / min.

Interior furnishings

In the motor vehicle, the engine room was separated from the front behind the machinist's cabin; after it came a luggage compartment with five swiveling seats and a vestibule. Then came the passenger compartment, which housed a toilet and two porch doors. The entrance doors were attached to the vestibules next to the passenger compartment.

In the sidecar, the passenger compartment was in the open plan, at the end of which a vestibule door separated it from the entrance area. The main area of ​​the passenger compartment was occupied by two or three-row benches that were separated by a central aisle. The seats were designed in the so-called hard construction, with the exception of some units from earlier deliveries (No. 024, 025, 026, 027, 030, 032). The frame of the bench was made of tubes with steel angle stiffeners, this was covered with wooden slats made of beech. There were 72 seats in the passenger compartment of the motor vehicle and 128 in the sidecar. The luggage racks were attached to the sides above the windows of the passenger compartment and were made from rolled aluminum. The lighting of the passenger compartment was attached to the ceiling, it was arranged in two rows above the bench seats.

Operation of the diesel train

The management of the diesel train was carried out from one of the two driver's cabs. The management was done by the driving switch and electropneumatic equipment. The KV6 / V drive switch had nine positions: 0 , C , S , A , 1 , 2 , 3 , 4 and 5 . In position 0 all chains of the administration of the train were switched off. In position C , the commissioning position was established , the diesel engine could be started and the reversing gear reversed. In the S position , the speed of the diesel engine was increased from 550 ... 660 / min to 850 ... 900 / min. In position A , the railcar started with low acceleration, in positions 1 to 4 it drove with medium acceleration, in position 5 with high acceleration. In addition there was the operation of the clutch and the gearbox. One can imagine that the vehicles were a little more complicated to operate than the original version of the DR series VT 2.09 and required a lot of concentration from the locomotive staff.

On the diesel train there were devices to control the machinist's vigilance as a dead man's device . This could automatically bring the train to a standstill if the driver let go of the keyboard while driving.

Technical maintenance and repairs

Maintenance of the diesel train took place in complex works on maintaining the unit in a state of technical integrity and readiness for work. Maintenance was carried out in different cycles in agreement with the Ministry of Transport and Communications ; maintenance level TO-1 took place when the train was accepted and delivered; maintenance level TO-2 after 48 hours of operation; the TO-3 warning level after ten days of operation;

The repair included complex work on restoring the integrity and functionality of the units. Periodic repairs to the diesel train were carried out to this extent; in the scope of maintenance level TR-1 , operations were carried out after two months; the maintenance level TR-3 was carried out after every 120,000 km, only no more than between twelve months. Maintenance levels TR-2 were not carried out on the diesel train.

Periodic capital studies were carried out on the train to the following extent; the maintenance level KR-1 after 480,000 km, only no more than 4 years gap; the maintenance level KR-2 after 960,000 km, only no more than 8 years gap. Capital investigations were carried out by the Velikiye Luki repair shop .

The locomotive brigade of the diesel train consisted of two employees; a machinist and an auxiliary machinist. The machinist had his workplace in the cabin on the head shape of the train, the auxiliary machinist in the head shape or at the other end of the train depending on the day. In addition to the locomotive brigade, the train could also consist of one or two drivers depending on its destination.

See also

Web links