SŽD series ПБ21
| SŽD series ПБ21 (PB21) | |
|---|---|
 PB21-01
|
|
| Numbering: | SŽD ПБ21.01 |
| Number: | 1 |
| Manufacturer: | el. Moscow electrical machine factory Dynamo mech. Kolomna locomotive factory |
| Year of construction (s): | 1934 |
| Retirement: | 1961 |
| Axis formula : | 2'Co2 ' |
| Gauge : | 1,520 mm |
| Length over coupling: | 16,578 mm |
| Service mass: | 131 t |
| Friction mass: | 67 t |
| Wheel set mass : | 22 t |
| Top speed: | 140 km / h |
| Hourly output : | 2,040 kW |
| Continuous output : | 1,800 kW |
| Driving wheel diameter: | 1,850 mm |
| Power system : | 3 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 6th |
| Brake: |
Air brake Westinghouse drag brake |
| Particularities: | 1. Electric passenger locomotive made in the USSR |
The SŽD series ПБ21 (German transcription PB 21 ) of the Soviet Railways (SŽD) was a test electric locomotive for operation on main roads with direct current . It is considered to be the first passenger train electric locomotive for lines with direct current by the SŽD , which was manufactured in the Soviet Union . The locomotive had the status of a test locomotive and was not built in series.
History of their creation
Prehistory to their creation
After the purchase of foreign electric locomotives for the electrification of the Surami Pass and the start of the production of analog vehicles of domestic production, the question of the construction of passenger locomotives also arose, since the existing locomotives for the pass ( C , C C , C И ) for were not suitable for passenger train service (their speed in continuous power operation was 30.5–32 km / h), the nominal speed 65 km / h, the power of each driven axle was only 340 kW). In 1932 the first electric freight locomotive of domestic production was delivered ( SŽD series ВЛ19 ), and its performance parameters also did not meet the requirements for driving passenger trains. Accordingly, there was a demand for the production of a locomotive suitable for driving passenger trains at higher speeds.
development
The new locomotive was created in the transitional period of the reconstruction of the SŽD, which required full use of the possibilities of the railway tracks and the pulling and buffing equipment that existed at that time . For the electric passenger train locomotive, this meant that its running characteristics had to withstand the comparison with the ИC steam locomotive , which was the dominant passenger steam locomotive of the SŽD at that time .
In 1934 the Kolomna locomotive factory for the mechanical part and the Dynamo electrical machine factory in Moscow developed a project for an express locomotive of the type 2'C2 'for the electrical part. The decision to use three powered axles on the new electric locomotive was quickly made. This made it easier to use the drive system and the electrical equipment of the six-axis C C and ВЛ19 . Two-axle running bogies were chosen on both sides of the locomotive to better distribute the weight and make it easier to move the curve at high speeds. A high axle power (around 600 kW - 700 kW) was required for the drive axles, which no electric motors could provide at the time. This is the first time that the decision to use double motors for the SŽD has been accepted for this machine .
production
In April 1934, the first electric passenger locomotive built in the USSR was presented. It received traction motors with the designation 3Э (3E) , which was awarded by the Kolomna locomotive factory. The official name of the locomotive was ПБ21-01 ( PB21-01 wherein PB for P Olit b was üro and 21 t was derived from the axle load of 21). The electrical equipment was manufactured in the Moscow electrical machine factory Dynamo. The locomotive was completely assembled in the Kolomna locomotive factory.
construction
Mechanical part
The locomotive had a bar frame that carried the three drive wheels with a diameter of 1850 mm. These were the same diameter as the steam locomotives ИС and C U . The wheels were driven by three double-row electric drive motors with the designation ДСЭ-680/2 (DSE-680/2) , each of the double motors had an output of 680 kW. The traction electric drive motors were connected to the frame with the supporting frame suspension , they transmitted the torque to the wheel pairs via double-sided gear drives and hollow shafts with elastic elements. In locomotive history, this was known as the so-called 3rd type suspension . The transmission ratio of the gearbox was 121: 40 = 3.025 (with the ВЛ19 it was 86:23 = 3.74 with a diameter of the wheels of 1200 mm). The box of the locomotive was firmly screwed to the frame; in contrast to the Surami electric locomotives, it had no transition area on the front sides, which increased the area for accommodating the electrical equipment.
The leading two-axle bogies were connected to the locomotive body via pivot pins and had a reset device. All of the locomotive's wheel bearings were roller bearings . The scheme of the spring suspension of the locomotive was statically indeterminate. The total mass of the locomotive was 131 t, the friction mass 67 t. In terms of braking, the locomotive was equipped with a compressed air brake based on the Westinghouse system.
Electrical equipment
The electrical equipment and apparatus of the locomotive, with the exception of the lighting, were designed as in the SŽD series ВЛ19 , which made maintenance a lot easier. The electrical equipment allowed the use of the electrical resistance brake . With her, the maximum braking force could practically be used until the train came to a standstill. To facilitate assembly, aggregate systems were used, with apparatus being mounted in racks in which the majority of the lines were combined. The compounds of the armature of the traction drive motors and the positions of the driving switch were designed as in the electric locomotives ВЛ19 , C C and C I . The brake handle of the electric brake had 15 positions.
The power generator and dynamo were also designed like the locomotives of the ВЛ19 series . The compressor was analogous to that of C I . Originally, two axle compressors were also installed, which made it possible to generate compressed air while the locomotive was moving without electrical energy, a method that was widely used at the time for electric locomotives made in Italy.
The traction drive motors with the designation ДСЭ-680/2 (DSE-680/2) were screwed twice between the brackets in the frame and with plain bearings on the drive axles; they were designed as hollow shaft drives . The anchor and the pole systems were analogous to those of the ВЛ19 . Behind the characteristics of the traction motors, there was therefore the same characteristic compared to the electrical equipment of this locomotive. The mass of the double-row traction drive motors was 8940 t.
In the winter of 1940/1941 the electric locomotive was converted in the Moscow -3 depot . A group switch was used with her. The electric brake was removed.
history
Reviews
On October 22, 1934, the first test run of the electric locomotive with voltages in the contact network of 1500 V was carried out on the Moscow - Sagorsk section of the Severnaya zhelesnaja doroga . With this company the locomotive drove about 1000 km test with train and reserve engine. Then it was given to the Transcaucasian Railway , where on December 22nd in the section Chaschuri - Gori the electric locomotive was operated for the first time with a voltage of 3 kV. It reached speeds of up to 110 km / h. The inspection on this section was carried out from December 24, 1934 to January 5, 1935 with a special passenger train, this had a mass of 713 t and consisted of 17 four-axle passenger cars. With this unit the ПБ21 reached speeds of up to 98 km / h and on an increase of 10 ‰ to 12 ‰ 60 km / h. The tensile force on the hook was 130 kN. With the measuring car, the locomotive reached 127 km / h.
After the section of the Tbilisi - Chaschuri section had been electrified, the ПБ21 carried out test drives here with passenger trains with a mass of 600 t (twelve wagons). It reached speeds of 100 km / h. On a section with gradients of up to 10 ‰, the electric locomotive reached speeds of up to 70 km / h (the steam locomotive C U about 30 km / h), the pulling force was 110 kN.
business
After the end of the inspection runs, the electric locomotive was used to operate passenger trains on the Tbilisi - Chaschuri section, only the timetable design did not allow the full use of the capabilities of the fast locomotive. In 1940 the electric locomotive was transferred to the Moscow- 3 depot , where some minor modifications were carried out (see section electrical equipment ). In February 1941 the ПБ21 was used to service the Moscow - Alexandrov section . In February 1942 the locomotive was transferred to the Chusovskaya locomotive depot of the Perm region as a result of war events . After the end of the Great Patriotic War , the locomotive was used again on the Tbilisi - Chaschuri section from April 1954 to February 1955, until urgently needed factory repairs forced it to be shut down. The necessary repairs were to be carried out in the Perm repair shop in 1961 . However, further operation of the electric locomotive was no longer sensible, as enough new locomotives were available in the meantime ( ЧС1 and ЧС3 as well as the first ЧС2 from Czech production). Thereupon the ПБ21 was retired.
Use of the locomotive as a museum exhibit
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In 1961 the locomotive was erected as a memorial in front of the Perm-2 locomotive depot. In 2003 the locomotive was completely overhauled by some enthusiasts; the color of the locomotive body changed from light blue to cinnamon, the window openings were closed with metal sheets. The modified locomotive was placed on the premises of the Railway Museum in Yekaterinburg , located at the Yekaterinburg - Sortirowochnoj station.
See also
Web links
literature
- Vitaly Alexandrovich Rakov: Опытный пассажирский электровоз ПБ21-01 . Transport, Moskwa 1995, ISBN 5-277-00821-7 , p. 423-425 .