SŽD series Оэл7
| SŽD series O эл 7 | |
|---|---|
| Number: | 1 |
| Manufacturer: | Kolomna locomotive factory |
| Year of construction (s): | 1930 |
| Retirement: | 1943 |
| Axis formula : | 1'Th |
| Gauge : | 1,520 mm |
| Length over buffers: | 12,465 mm |
| Height: | 5,100 mm |
| Fixed wheelbase: | 5,100 mm |
| Total wheelbase: | 7,950 mm |
| Service mass: | 100 t |
| Friction mass: | 85.6 t |
| Wheel set mass : | 21.4 t |
| Top speed: | 55 km / h |
| Installed capacity: | 600 hp |
| Starting tractive effort: | 172 kN |
| Wheel diameter: | 1,320 mm |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Motor type: | MAN |
| Rated speed: | 750 min −1 |
| Power transmission: | diesel-electric |
| Drive: | mechanically |
| Coupling type: | Pulling and buffing device |
The locomotive of the SŽD series O эл 7 (German transcription O EL 7 ) of the Soviet Railways (SŽD) was a wide-gauge experimental diesel locomotive for shunting and light mainline service. The machine was built in 1933. Its name was derived from the fact that the locomotive had the same power as the steam locomotive of the O series , had electrical power transmission and was number 7. The machine was the first diesel shunting locomotive with electric power transmission. Series production of the locomotive did not materialize.
description
After a new development office for diesel locomotives was established in the Kolomna locomotive factory in 1927 , the factory began preparations for the delivery of a new type of locomotive. In that year, the NKPS placed an order with the USSR for the production of two test locomotives with an output of 600 hp and electrical power transmission, which were intended for use in shunting services . There was agreement among many specialists that the diesel locomotive could work more effectively in shunting than the steam locomotive. There was disagreement about the wheel alignment and the type of drive; either the individual drive (each driven axle had its drive motor) was used, or the group drive (an electric drive motor drives some axles via a rod system) was favored.
The customers in the diesel locomotive office of the NKPS ( NA Dobrowolski , AL Ger and WN Tichomirow ) agreed in the sketch project that the diesel locomotive should have four individually driven axles and a friction weight of 72 t. The work on the details of the design of the diesel locomotive with the factory designation T1 was carried out in the design office of the Kolomna locomotive factory by engineers VI Bespjatkinuim and AS Blisnjanski with the assistance of engineer NG Luginin and under the direction of engineer WS Posdnyakov . During the detailed project planning, you found out that the required axle load could not be obtained in the design with four axes. That is why a front running axle was added to the project, so that ultimately the axle sequence 1'Do resulted.
construction
With the aim of accelerating the construction of the diesel locomotive, some pieces of equipment in particular were purchased from the following external companies; The diesel engine was bought from MAN , and from Brown, Boveri & Cie. the electrical power equipment (traction generator, traction drive motors, exciters) and the drive technology, at Hohenzollern the resilient coupling between the motor and the generator and at GEA the cooler.
The mechanical part and the body of the locomotive were manufactured in the Kolomna locomotive factory , where final assembly was also carried out. The finished diesel locomotive was delivered at the end of 1930 and was given the designation O эл 7 ( O EL 7 ). The number (7) resulted from the scheme; Nos. 1–5 were occupied by mainline diesel locomotives, number 6 was intended for the shunting diesel locomotive with group drive.
construction
The locomotive with the designation O эл 7 ( O EL 7 ) is a classic Soviet diesel locomotive at the time. Its MAN drive engine developed an output of 600 HP at a rated load, and up to 765 HP at maximum speed. It was connected to the traction generator by a resilient coupling, which was designed as a direct current machine and delivered an output of 380 kW (1410 A, 270 V). The electric traction drive motors were of the GDTM-524 model (as in the Э эл 5 series ), and their power was 140 kW. As a result, the locomotive was significantly overpowered. The transmission was carried out according to the Ward-Leonard system . A resistance brake was also provided on the locomotive . The friction weight was 85.6 t (the total weight 100 t) instead of the projected 72 t, which meant that the axle load was greater than 21 t, which made it practically impossible to use the locomotive on state railways.
History of the locomotive
The locomotive made several test runs, after which it was given to the railway in Ashgabat . The greatest pulling force was 172 kN, and in the hourly regime of the drive motors it was 119 kN, the effective rated power was 450 hp. The overall efficiency of the locomotive was 25% (that of the diesel engine 33.3%). As a result of the heavy weight, the superstructure of the track system was damaged and some elements of the locomotive destroyed. The electric brake worked insufficiently. For this reason, the testing of the locomotive was not completed. In 1943 it was turned off and used as a mobile electric station.
See also
literature
- Якобсон П. В. Маневровые тепловозы серии О // История тепловоза в СССР. - М .: ТРАНСЖЕЛДОРИЗДАТ, 1960. - Pages 119–121. - 207th page
- Раков В. А. Тепловозы Оэл7, Оэл6, Оэл10 // Локомотивы отечественных железных дорог. 1845-1955. - 2nd revised edition - М .: Транспорт, 1995. - pages. 537-539. - 564th page - ISBN 5-277-00821-7 .