SŽD series ИС
| SŽD series ИС | |
|---|---|
 IS 20 578
|
|
| Numbering: | different numbering depending on the manufacturer |
| Number: | ИС 20: 638 ИС 21:11 |
| Manufacturer: | Kolomna locomotive factory , Luhansk locomotive factory , Ulan-Ude locomotive factory |
| Year of construction (s): | 1932-1942 |
| Retirement: | until 1972 |
| Axis formula : | 1'D2 'h2 |
| Gauge : | 1524 mm |
| Length: | 16,365 mm |
| Height: | 4,825 mm |
| Total wheelbase: | 12,605 mm |
| Empty mass: | 118 t |
| Service mass: | 133 t - 136 t |
| Friction mass: | 80.7 t - 82 t |
| Wheel set mass : | 20.2 t - 20.5 t |
| Top speed: | 115 km / h |
| Indexed performance : | -3,200 hp |
| Starting tractive effort: | −15,400 kp |
| Driving wheel diameter: | 1,850 mm |
| Impeller diameter front: | 1,050 mm |
| Rear wheel diameter: | 1,050 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 670 mm |
| Piston stroke: | 770 mm |
| Boiler overpressure: | 15 bar |
| Grate area: | 7.04 m² |
| Superheater area : | ИС 20: 148.4 m² ИС 21: 123.5 m² |
| Evaporation heating surface: | ИС 20: 295.16 m² ИС 21: 247.7 m² |
| Tender: | Pre-series machines: four-axis series machines: Type 6П |
| Particularities: | Bar frame Boxpok -wheelsets stoker -fire |
The SŽD series ИС (German transcription IS) was a steam locomotive of the Soviet Railways (SŽD) in Russian broad gauge . It is considered the largest and most powerful passenger locomotive of the SŽD and in Europe before the Second World War and was built with many parts of the SŽD class BaureiheД . It got its name during the production in the Kolomna locomotive factory after Josef Stalin . They initially had the series designation ИС20 (with 20 t axle pressure). From 1941 the axle pressure increased to 21 t due to the use of a larger steam superheater . The name then changed to ИС21 .
prehistory
In the early 1920s, the vehicle fleet of the Soviet Railways (SŽD) in what was then the USSR mainly consisted of steam locomotives with three driven axles, such as the Н series and the С series with an empty mass of 45 t to 47 t.
Soon after the end of the civil war , there was a strong growth in passenger traffic, which resulted in a drastic increase in the speed and mass of passenger trains. Therefore, 100 locomotives of the M series were built in the Putilow locomotive workshop in 1926 , the first three-cylinder locomotives in the USSR with an empty weight of 72.5 t. In the course of operation, a number of defects were found which were due to insufficient work of the central cylinder.
In 1924, the Kolomna locomotive factory created the new С у series based on the С series . This was a reliable and economical machine. However, their empty weight did not allow any significant increase in the tensile loads. This gave rise to the idea of manufacturing a passenger locomotive the size of the ФД series, which is in the planning phase .
Design and construction
During the development of the largest (in 1931), European passenger locomotive of the IS series , the already proven main components of the FD series such as the boiler and the cylinders were used. In addition to these, a standardization of other components of the locomotive and the maximum axle load of 20 t were aimed for in order to achieve high tractive forces.
For the running gear, different variants of tried and tested steam locomotives from North America were compared, such as the proven axle formulas Mountain (2'D1 '), Hudson (2'C2') and Northern (2'D2 ').
All of these were ruled out for the new locomotive for the following reasons: the Hudson type would not have been able to carry the large ФД series boiler with the given axle load and the Northern type would not have had the necessary frictional force when approaching heavy trains . The mountain type was preferred by the company, the only support axis would have been overloaded by the large tank ( the support axis was already overloaded in the FD series ).
So the axle arrangement Berkshire (1'D2 ') was chosen. A locomotive with this axle arrangement appeared in North America as early as 1925 . This had a front barrel axis based on the Bissel system . The locomotive to be developed was to have a front running axle, connected to the first driven axle as a Krauss-Helmholtz steering frame .
In 1931 the development of the most powerful locomotive of the Soviet Railways (SŽD) began. The main demands were:
- strict standardization with many parts of the FD series ,
- Axle pressure of the coupling axles not greater than 20 t,
- the pulling force should be 50% more than that of the S у ,
- the diameter of the drive and coupling wheels should be 1,850 mm.
Development was stopped in 1932, after which the construction drawings were handed over to the Kolomna locomotive factory. On October 4th, production of the first prototype locomotive was completed. Since the Kolomna locomotive factory could not produce bar frames at the time, it was established with the support of the "Ischorskij Werke". The locomotive was tested for the first time on November 5th. The second test locomotive appeared in 1933. In 1934 and 1935 two locomotives each were built.
The tests brought the expected results, so the series production of locomotives was decided. Mass production was organized in the Voroshilovgrad factory in honor of the October Revolution "WZOR" , where locomotives were manufactured from 1936 onwards. The obvious difference to the pre-series machines was the equipment with the six-axle tender series type 6П. In 1937 105 IS20, 1938 132 IS20, 1939 137 IS20, 1940 174 IS20, 1941 81 IS20 and 10 IS21 were produced. In 1942, the last locomotive to be built was the IS21 648, manufactured in Ulan-Ude because of the war .
technical description
The locomotive was the largest passenger steam locomotive in Europe when it was built.
For the construction of the large elements of the ИС steam locomotive, see the ФД series . Between the two series, the boiler, cylinder block, drive wheel set, the bearings, the leading and rear running wheels and the spring suspension scheme were identical. There were differences in the axle formula and the diameter of the drive wheels. The boiler was arranged 175 mm higher than in the ФД series . To better distribute the weight on the axles, it was moved back a little. An extension of the smoke chamber was necessary for this, which led to an improvement in the draft. In addition, the length of the cylinder block was slightly increased.
The height of the frame cheeks of the bar frame has been increased by 10 mm compared to the ФД series . The two rear support axles were designed as bogies . Due to the higher speed, the buffer beams on the ИС series locomotives were also reinforced. The first locomotives were equipped with spoked wheels, from the IS-269 the wheel sets were designed as Boxpok wheel sets . This enabled the size of the counterweights for the mass balancing to be reduced.
ИС 21
Analogous to the ФД series, the ИС series locomotives were equipped with the L 40 steam superheater during production from 1941 . This brought an increase in the axle load to 21 t and a change in the designation to ИС21 . A total of eleven locomotives were still built with this new superheater.
business
The test drives of the steam locomotive brought an exceptionally high output (up to 3200 HP) and a generated amount of steam which, at 80 kg / m 2 h, was still above the value of the ФД series . There were difficulties when entering the curved track at high speed, which led to the locomotive running unevenly. This led to the assessment that the locomotive was only suitable for transporting heavy trains at not too high speeds. Locomotives with a leading bogie were preferred for express trains.
The first ИС ran on the Moscow - Leningrad line of the October Railway , where it ran long-distance trains such as the Red Arrow at the time. In 1936 they also drove on the South Railway on the Moscow - Kursk - Kharkiv - Synelnykowe section . Initially, the locomotives could only run on routes that were laid with Type Ia rails . In the case of rails with the IIa profile and ballast bedding , it could only run at speeds of 90 km / h to 125 km / h and in the case of rails with the IIa profile and sand bedding at 60 km / h to 85 km / h. Use of rails with profile IIIa was prohibited. As a result, the locomotive could only run on eleven major connections in 1937. Due to the ongoing expansion of the route, the machine could be used more and more freely. In 1939 she also drove around on the routes
- Privolschskaja seleznaya doroga ,
- Leningrad ,
- Odeska Salisnyzja ,
- Omsk ,
- Great Perm ,
- Turkestan-Siberian Railway ,
- Yuzhno-Uralskaya zheleznaya doroga ,
From 1941 on, these machines were relocated to eastern parts of the USSR in connection with the war, especially to the Krasnoyarskaya zhelesnaja doroga and the Vostochno-Sibirskaya zelesnaja doroga . The use of the locomotives in Siberia turned out to be difficult due to the high axle load; they could not be used freely here.
After the end of the Great Patriotic War, they served the southern, southwestern and southeastern parts of the country. In 1950 the SŽD series П36 appeared . This locomotive had an axle pressure of 18 t with the same power as the ИС , which was why it could be used on rails of profile IIIa . The massive use of diesel and electric locomotives pushed the locomotives into subordinate services. In 1962, the locomotives were in the course of de-Stalinization in ФД П redesignated. This gave it a politically unproblematic name, but in the future it was confused with the ФД series .
The last operational area of this steam locomotive was the Gorkovskaya zhelesnaja doroga and the railway around Melitopol , where they worked from 1966 to 1972.
Further development
The locomotive was the basis for the SŽD series П36, which appeared around 1950 .
Even before the war, numerous attempts were made with the machines, including the ИС 20-16 with streamlined fairing , which was based on experiments in the wind tunnel from the 1930s. It was found that at speeds from 100 km / h and streamlined fairing, an increase in performance of 200 HP - 250 HP could be achieved. In 1937 these measurements were confirmed, and the steam locomotive with fairings could reach a speed of 155 km / h. Since the steam locomotives of the ИС series were not high-speed locomotives , no further superstructures were required. They were the basis for the SŽD series 2-3-2 .
Also in 1937 a locomotive (the ИС20-241 ) was exhibited at the World Exhibition in Paris together with a locomotive from the Pm36 series , where it received a gold medal.
Various experiments were carried out with the stoker . In addition, some of the bearings on some locomotives have been converted to self-lubricating material (without oil lubrication).
Preserved locomotives
As the only fully preserved locomotive standing ИС20-578 as a monument in the urban custodian of Kiev . The locomotive was received on the initiative of the head of the Kiev Railway Administration. At the same time, some of the locomotive's torsos, such as those in Bryansk , are said to have been preserved.