SŽD series ТГМ2
| SŽD series ТГМ2 | |
|---|---|
| Numbering: | ТГМ2.001–005 |
| Number: | 5 |
| Manufacturer: |
Lugansk Lyudinovo |
| Year of construction (s): | 1956-1959 |
| Axis formula : | B'B ' |
| Gauge : | 1520 mm |
| Length over coupling: | 12,605 mm |
| Empty mass: | 62.2 t |
| Service mass: | 66.4 t |
| Friction mass: | 66.4 t |
| Wheel set mass : | 16.6 t |
| Top speed: | 90 km / h |
| Installed capacity: | 550 kW (750 PS) |
| Starting tractive effort: | 188 kN |
| Wheel diameter: | 1,050 mm |
| Motor type: | M 750 C |
| Motor type: | 12-cylinder four-stroke diesel engine with supercharging |
| Power transmission: | hydraulic |
The locomotives of the SŽD series ТГМ2 (German transcription TGM 2) of the Soviet Railways (SŽD) are wide-gauge diesel locomotives with diesel-hydraulic power transmission primarily for shunting and light route service. They are among the first Soviet diesel locomotives with fluid transmission and were the first locomotives in the country with power transmission to the axles via cardan shafts.
history
Once in the 1950s in Europe the change was introduced into the traction from steam to diesel traction, also emerged in the former Soviet Union in some works diesel locomotives . This year the Murom locomotive factory ( SŽD series ТГМ1 ) and the Luhansk locomotive factory supplied two rows of diesel locomotives with hydrodynamic power transmission with this series .
This locomotive was delivered by the Luhansk locomotive factory and first gave it the designation ТГ B (with a reference to the manufacturer Voroshilovgrad). The first machine of this series appeared in 1956, the second in 1957. Obviously, this locomotive was developed under the influence of the DB series V 80 , namely with hydrodynamic power transmission and cardan shaft transmission to the axles. The later designation of the locomotives was ТГМ2 .
Both locomotives were given to the Lichobory locomotive depot for trial operation on the Little Moscow Railway Ring , where they were subjected to extensive operational trials. Later one of the locomotives was given to the All-Russian Research Institute of Rail Transport . The results of the tests were mainly insufficient running properties, especially in straight sections. After the lateral supports of the superstructure were tapered, the locomotive initially ran more smoothly, but when it entered the curve of the track, similar defects became apparent. Obviously, the overall wheelbase and the wheelbase in the bogies were too low, after all, it was only 2 m longer than the DR series V 60 . The machine also had some unsuccessful pieces of equipment. The complex construction of the oil system was revealed. The removal of the fluid transmission was associated with difficulties. The steeply inclined side windows of the engine driver's cab, which made the overview difficult, were rather insignificant.
In connection with the order for the production of the SŽD series ТЭ3 to the Luhansk locomotive factory , the production of the locomotive was given to the Ljudinowo diesel locomotive factory . In view of the shortcomings mentioned, the Lyudinowo diesel locomotive factory only delivered three locomotives of the series; 1958 the ТГМ2.003 and 1959 the ТГМ2.004 and the ТГМ2.005 . The locomotives from Lyudinowo had only insignificant changes in design compared to those from Luhansk . In 1959, the Ljudinowo diesel locomotive factory began to build the SŽD series ТГМ3 . This locomotive appeared after extensive design changes compared to the ТГМ2.
The literature does not provide any information about the operations and stationing of the ТГМ2. However, it can be assumed that they were not in use for long.
construction
The ТГМ2 locomotive was a front-end locomotive with a medium cab. The exterior of the box structure was similar to that of certain electric locomotives. The vehicle part consisted of two two-axle bogies with individual spring suspension.
The locomotive was powered by the 12-cylinder V-four-stroke diesel engine M 750 with a turbocharger and direct fuel injection. The piston diameter was 180 mm and the stroke 200 mm. At a speed of 1400 rpm, it developed an output of 750 hp (552 kW). The torque was transmitted via a fluid transmission developed by the Luhansk Lokomotivfabrik via cardan shafts to the axle drives and from there to the corresponding wheel pairs. The technical data given are subject to some contradicting information; In the communications from the Luhansk locomotive factory to the Lyudinowo diesel locomotive factory , an operating weight of 70 t, an axle load of 17.5 t and a pulling force of 210 kN are assumed.
