SŽD series ТЭМ7
| SŽD series ТЭМ7 | |
|---|---|
 ТЭМ7-0180 in Moscow
|
|
| Numbering: | different numbering |
| Number: | As of 2018: 853 |
| Manufacturer: | Lyudinovo diesel locomotive factory |
| Year of construction (s): | from 1975 - continuously |
| Axis formula : | (Bo'Bo ') (Bo'Bo') |
| Gauge : | 1,520 mm |
| Service mass: | 180 t |
| Friction mass: | 126 t |
| Wheel set mass : | 21 t |
| Top speed: | 100 km / h |
| Installed capacity: | 1 × 1,470 kW (2,000 PS) |
| Wheel diameter: | 1,050 mm |
| Water supply: | 950 l |
| Power transmission: | diesel-electric with mixed current |
| Tank capacity: | 6,000 l |
| Coupling type: | SA-3 (central buffer coupling) |
The locomotive of the class ТЭМ7 (German transcription TEM7) of the Soviet Railways (SŽD) is a wide-gauge diesel locomotive , which was developed as a performance-enhanced further development of the SŽD series ТЭМ2 and SŽD series ТЭМ1 . The locomotive is the most powerful shunting diesel locomotive of the SŽD and the first machine with an eight-axle version in a fixed frame.
history
In 1973, when Diesellokfabrik Lyudinovo a project developed over a eight-axle shunting - diesel locomotive with an output of the diesel engine of 2,000 horsepower. The locomotive was intended for shunting work at large freight yards . This demanded a 40 to 50% higher performance of the locomotive than the six-axle SŽD series ТЭМ2 and SŽD series ТЭМ1 could show. Since the higher power of the diesel engine brought with it a larger total mass, only an eight-axle machine could be built in order not to let the axle load increase over 22 t. Four two-axle bogies were rotatably mounted on two intermediate frames each. The arrangement of the four two-axle bogies is easy to see on the photo; it can be assumed that there are four individual bogies on two oscillating intermediate frames.
In 1975 the Lyudinowo plant produced the first two diesel locomotives of this series. In the ТЭМ7 for the first time was shunting - diesel locomotives ; the principle of power transmission used after mixed stream the generator flanged to the diesel engine produced alternating current , which was rectified for the eight traction motors . A ballast in the form of cast iron plates with a total mass of 25 t was installed on the diesel locomotive. Of these, 12 t were detachable, which indirectly controlled the axle pressure and the pulling force of the locomotive. After 1975 the Ljudinowo diesel locomotive factory increased the production of diesel locomotives by a few units per year. From 1977 to 1980 a complex test with performance investigations was carried out on the diesel locomotive, which allowed <?> Some improvements to the construction of the vehicle part. These tests were mainly carried out on the Sverdlovskaya zhelesnaja doroga . In 1981 six diesel locomotives of the series ТЭМ7 arrived in Sverdlovsk . In 1982 all work on the SŽD class ТЭМ3 diesel shunting locomotives was taken over by the ТЭМ7 .
In May 1980, the Lyudinowo diesel locomotive factory began delivering series production locomotives from the diesel locomotive and extended its series production to 1989. At the same time, a modified version as the ТЭМ7A series was created from 1988 onwards .
Modifications
ТЭМ7A
The Lyudinowo diesel locomotive factory supplied a modification of the ТЭМ7 diesel locomotive from 1988, and serial production has continued to the present day. In August 2012, a total of 435 locomotives of both variants were delivered. In 2008 another thoroughly modernized variant of the ТЭМ7A was delivered, but it retained its designation, the modernized locomotives only received different serial numbers, starting with the 0300.
The differences between the ТЭМ7A and the ТЭМ7 were as follows:
- the electrical scheme was perfected;
- the filling of the brake cylinders with compressed air was diverted via two relays, each responsible for a four-axle bogie. In practice, this meant faster response and release of the locomotive's brake.
- Modified central buffer coupling , which was designed a little more reliable than the original variant.
- shortened filter block of the central fan unit,
- different arrangement of the water-oil heat exchanger of the diesel engine. This was arranged between the diesel engine and the radiator (in the original variant, it was arranged on the diesel engine support frame, to the right and left of the diesel engine).
- different arrangement of the synchronous exciter and the starter generator.
The modifications were made because the original variant had some weak points; These were especially the central buffer coupling , which could break. In addition, the attachment of the drive for the starter generator was too weak, it happened that it loosened and tore.
The differences between the modified ТЭМ7A after 2008 and the version up to 2008 were as follows:
- the electrical scheme of the chain of management has been completely revised; A drive switch with microprocessor control and a microprocessor control for administration and diagnostics was installed.
- the machine received an electrical resistance brake that could work until the locomotive stopped.
- The frame of the locomotive has been reinforced
- Modification of the interior of the driver's cabin, increasing the useful amount of space in the cabin (this was achieved by placing some cabinets on the side of the cabin).
- Systems of air conditioning, ventilation and heating in the cabin were used.
From 2011, the ТЭМ7 was further developed as the RŽD series ТЭМ14 with two drive units and a total output of 2400 hp.
ТЭМ7M
Some examples of the TEM7A were bought by an American company in 1992, but did not receive the American certificate. As a result, some of them stayed in Russia, some were left in the USA . In the United States remained eleven locomotives that the serial numbers 1001 - 1011 contributed. In Russia remained ten locomotives, they received the numbers 0210 - 0220 . The American versions differ from the basic model in the arrangement of the control panel on the side of the small front end. In addition, the height of the cabin corresponded to the height of the long front structure. Some machines that were returned to Russia were sold there to large companies such as B. Lukoil , GasPromTrans , Novatek and others.
See also
Web links
- Photos of various locomotives of the SŽD series ТЭМ7
- Photos of various locomotives of the SŽD series ТЭМ7