SŽD series ОР23
| SŽD series ОР23 (OR23) | |
|---|---|
 OP 23
|
|
| Numbering: | OP 23.001 |
| Number: | 1 |
| Manufacturer: | Luhansk locomotive factory |
| Year of construction (s): | 1949 |
| Retirement: | unknown |
| Axis formula : | 1'E2 'h4 |
| Gauge : | 1524 mm |
| Length: | 16,775 mm |
| Total wheelbase: | 19,475 mm |
| Service mass: | 168.1 t |
| Friction mass: | 115.4 t |
| Wheel set mass : | 23 t |
| Top speed: | 90 km / h |
| Indexed performance : | 2500 hp |
| Driving wheel diameter: | 1500 mm |
| Impeller diameter front: | 900 mm |
| Rear wheel diameter: | 1050 mm |
| Number of cylinders: | 4th |
| Cylinder diameter: | 520 mm |
| Piston stroke: | 645 mm |
| Boiler overpressure: | 17 bar |
| Grate area: | 8.2 m² |
| Superheater area : | 184 m² |
| Evaporation heating surface: | 324 m² |
| Particularities: | Brown-powered locomotive |
The SŽD series ОР23 (German transcription OR23) was a steam locomotive of the Soviet Railways (SŽD) in broad gauge design , delivered in 1949. It was equipped with a Brown engine as a special feature and was regarded as a test locomotive for this engine for locomotives with greater power with a friction mass of 115 t. Because of its Brown engine , the locomotive has also been referred to in the literature as a hybrid between a steam and a diesel locomotive . The steam locomotive remained a one-off and was not widely used.
history
After the end of the Great Patriotic War , there was an increase in freight traffic in the Soviet Union in connection with the restoration of the national economy. This required more powerful locomotives than the SŽD machines used at the time (series CO and Л ). The renewal of the production of the SŽD series ФД was canceled due to some construction defects (weak chassis, low efficiency of the steam boiler ).
At that time, more resilient rails of the type P 50 (load 50 kg / m) were laid on most of the main lines of the SŽD , which allowed the axle pressure of the locomotives to be increased up to 23 t. At the ФД it was still 20 t. In 1946, a commission for the selection of new types of locomotives, chaired by Sergei Petrovitsch Suichomjatnikov, recommended the need to start work on the design and delivery of a certain number of steam locomotives with a friction mass of 112 t to 115 t. These locomotives should have five drive axles and an axle load of 22.5 t - 23 t.
For configuring the new steam engines were Lokomotivfabrik Ulan-Ude , the luhanskteplovoz and the Kolomna Locomotive Works commissioned. For the planning of the new steam locomotive, the factories came up with various possible solutions. The Ulan-Ude locomotive factory presented a steam locomotive based on the ФД series , reinforced in some areas of construction and equipped with a new boiler. The work came to an end with the production of the УУ series .
The designers of the Kolomna locomotive factory assumed that the axle pressure would be maintained at 19 t in the planning phase, but the number of axles should be increased to accommodate a more powerful boiler. Therefore this locomotive could be used on most of the SŽD railway lines . Soon after, a class П34 test locomotive appeared .
Design and construction
In contrast to the other designs, the designers of the Luhansk Locomotive Factory used a completely different scheme for the steam locomotive. In order to simplify the complexity of the steam engine in some parts, the so-called Brown engine was used in this locomotive , in which the crosshead could be omitted and the reciprocating masses could also be reduced. The cylinder of the steam engine works on a transmission lever, which transfers the rotary movements to the axles. The way the control works can be seen on the website. In the case of the ОР23 it can be assumed that the locomotive had two cylinders on each side, which worked with separate controls in the front and rear. The locomotive therefore had a total of four cylinders. Further details can only be guessed at. The fact is that the locomotive had a medium double cylinder. The name shows that it could not have been a compound machine and that the diameter of all cylinders was therefore the same.
The Brown engine was originally developed for smaller locomotives when operating on dusty terrain so that the dust would not interfere with the work of the crosshead and other lubricated parts of the control system. With larger locomotives, the friction losses were considerable, so that the efficiency of the locomotive fell considerably. With the ОР23 and another test locomotive for passenger train service, an attempt was made for the first time to use this engine on a large main railway locomotive. In claims it was the first steam locomotive with a Brown engine , but this has to be questioned; even before that there were smaller locomotives with this power unit. The locomotive is said to have run smoothly, which can be due to the reduction in the to-and-fro masses. It was designed by engineers Н.А. Турика ( NATurika ) and М.Н. Аникеева ( MH Ankeewa ) from the Luhansk Locomotive Works . In US the locomotive is referred to as a hybrid between a steam and a diesel locomotive . This may be due to the use of the control with the transfer levers.
Fate of the locomotive
At the beginning of 1949, the construction of the ОР23 test locomotive was completed. To what extent this locomotive was tested with its unique drive, and what results it produced, is not clear from the literature. In addition, there are no operational data and whereabouts of the locomotive. Due to the fact that large locomotives with a Brown engine have greater frictional losses than conventional designs, it will certainly not have lasted long.
See also
literature
- From the history of Soviet steam locomotives. In: Der Modelleisenbahner, 11/1977, p. 331.
Web links
Individual evidence
- ↑ Internet site about a preserved locomotive with a Brown engine on www.drehscheibe.online
- ↑ From the history of Soviet steam locomotives. In: The model railroader. 11/1977 p. 330, organ of the DMV
- ↑ a b Vitaly Alexandrowitsch Rakow: Lokomotiwy otetschestvennych schelesnych dorog (1845-1955 gg.). Transport, Moskva 1995, ISBN 5-277-00821-7 .