SŽD series ТЭП70
| SŽD series ТЭП70 | |
|---|---|
 TEP70-0417
|
|
| Number: | ТЭП70: 576 ТЭП70БС: 292 ТЭП70У: 26 2ТЭ70: 12 |
| Manufacturer: | Kolomna |
| Year of construction (s): | ТЭП70: 1973– ТЭП70БС: 2002, 2006- ТЭП70У: 2006–2007 2ТЭ70: 2004, 2007–2010 |
| Axis formula : | 2ТЭ70: Co'Co '+ Co'Co' all others: Co'Co ' |
| Gauge : | 1,520 mm |
| Length over coupling: | 21,700 mm |
| Service mass: | 135 t |
| Wheel set mass : | 21 t |
| Top speed: | 160 km / h |
| Installed capacity: | 2,944 kW (4,000 hp) |
| Starting tractive effort: | 17,000 kp |
| Wheel diameter: | 1,220 mm |
| Motor type: | 16-cylinder four-stroke diesel engine |
| Motor type: | 2A-5D49 |
| Rated speed: | 1000 min -1 |
| Power transmission: | electric |
| Number of traction motors: | 6th |
The locomotives of the SŽD series Т TransП70 (German transcription TEP 70) of the Soviet Railways (SŽD) are wide-gauge diesel locomotives with diesel-electric power transmission, primarily for passenger train service. They were built as a further development specifically of the ТЭП60 with even greater power from 1973 and were equipped with an engine output of 4,000 hp. At the same time, it can be seen as the last SŽD passenger diesel locomotive that was produced in larger numbers. They were made according to the GOST 9238-59: 1-T standard . Modified variations appeared from 2002 onwards.
history
The increase in the weight and speed of passenger trains required the SŽD to increase the performance of passenger locomotives in the 1970s, like the ТП60 had. A two-section locomotive with the designation 2ТЭП60 was developed especially for the Privolschskaja schelesnaja doroga and the Oktoberbahn . But this led to an increase in fuel consumption. The SŽD also endeavored to convert the drive unit to a four-stroke diesel engine.
The task of a group of designers from the Kolomna locomotive factory corresponded to these explanations. The first machine for this task was built in June 1973 and was named ТЭП70-0001 . Diesel locomotives with inventory numbers 0002 , 0003 , 0004 were built from 1974 to 1975 , and 0005 , 0006 and 0007 from 1977 to 1978 . These vehicles can be viewed as the pilot series. The test locomotives were stationed at the Belaruskaja chyhunka in the Orsha depot , with the ТЭП70-0005 completing the technical and dynamic testing.
The experiences from these tests gave the designers of the Kolomna locomotive factory material for the design changes of the diesel locomotive. From 1978 onwards, the plant began producing the diesel locomotive with inventory number 0008 , which differed in many ways from its predecessors. In the course of production, further changes were introduced into the design, thereby distinguishing three types of diesel locomotives ТЭП70 ;
- Type 1: test locomotives 0001-0007 ;
- Type 2: Locomotives with the serial numbers 0008-0185 with a vertical arrangement of the headlight lights and different sizes between the headlights and tail lights. Up until the end of the 1930 inventory numbers, the windshield did not have a vertical strut and consisted of two halves that were glued together. However, the experience of the first winter showed that this solution proved too weak and broke more often;
- Type 3: Locomotives with the serial numbers 0186–0576 with a horizontal arrangement of the headlights, the same size of the headlights and tail lights and two separate front windows.
From the middle of inventory numbers 0300 , the locomotives were equipped with multiple controls. A rosette with a B was attached to the side wall of the driver's cab . However, the locomotives were rarely used in multiple traction, the last known operation of the locomotives was the Stolichnoj Express Kiev - Kharkiv in the Poltava – Kharkiv section until it was electrified and an insignificant time afterwards.
construction
In terms of construction, the diesel locomotive is partly similar to its predecessor ТЭП60 , it has three-axle bogies, superstructures with a self-supporting body . They also had a hollow shaft drive based on the Alstom system . For the connection between the engine and the wheelset, rubber elements were used for both variants.
Compared to its predecessor , it also had some significant differences; these were especially the shape of the superstructures; the uneconomical two-stroke diesel engine of the DN 23/30 ( 11D45 ) series (similar to that of the DR series V 200 , only with an increase in the number of cylinders and intercooling) was replaced by the 4-stroke diesel engine 5D49 , the direct current transmission was replaced by an alternating current generator - DC traction motor . The performance of the diesel engine could be increased from 3,000 HP to 4,000 HP. The construction of the power installation and the electrical transmission was carried out as in the 2Т bei116 series - the diesel engine installed two oil pumps, two water pumps (the first for cooling the diesel engine, the second for cooling the engine oil and the charge air), two auxiliary electric machines ( starter generator and synchronous exciters), the alternator was driven via elastic sleeves. This had two three-phase stars on the stator, offset by 30 degrees.
The alternating voltage produced in the generator was rectified in the rectifier block via diodes and passed on to the six traction motors via pull contacts. The pneumatic reverser and the two contactors were also included in the power chain. The driver turned the direction and the contacts were automatically controlled via relays . The control of the management, such as the current and voltage of the traction generator, the charging of the diesel engine, was carried out by inductive sensors and other elements.
There were four auxiliary machines on the diesel locomotive - the installation of the central air supply, the motor compressor and two fan coolers. The central air supply consisted of the axial axis fan with shovel-shaped, immobile guides and directional devices. It supplied the air for all six traction drive motors, the traction generator, the rectifier and the regulating device. The water of the diesel engine was cooled in the radiator, two fans were driven hydrostatically .
The driver's cab of the locomotive is designed significantly different from that of the ТЭП60 . The handbrake is on the back wall of the cabin, on the right side was the driver's desk with the handwheel of the drive switch and the driver's seat. The space with the two entrances is located between the driver's cab and the engine room, as was common with the diesel locomotives of the time, which protects the driver's cab against noise and vibrations. The high-voltage chamber is located on the side of the driver's cab I. The engine compressor, the oil filter, the oil feed pump of the diesel engine and the foaming agent for the fire extinguishing system of the locomotive are installed in the cooler shaft. The combustion air of the diesel engine is sucked in from both sides of the roof blind, where the cassette-shaped filters are also located. The lower half of these is immersed in oil; a pneumatic drive is provided for wetting.
Modifications
The improvement of the machine was made with the series ТЭП70У and ТЭП70БС . It differs from the ТЭП70 in the more functional structure, the presence of a microprocessor-controlled administration and diagnostics as well as the arrangement of the sand bunkers and other small details. The difference between the ТЭП70У and ТЭП70БС lies in the type of electric train heating.
2ТЭ70
On the basis of the ТЭП70 diesel locomotive , a freight train variant as a two-section diesel locomotive was created, which was intended for the transport of freight trains up to 6,000 t. The most important components are identical to those of the ТЭП70У and ТЭП70БС . The first diesel locomotive was presented on July 14, 2004. After a few successful attempts, it was transferred to the Ulan-Ude depot in November 2006 . In March 2007 the same depot received the second machine. A total of twelve locomotives had been manufactured by December 2010.
History of delivery and operation of the ТЭП70
From 1973 to 2006 a total of 576 diesel locomotives of the series ТЭП70 were delivered. In 2010 the machines were used on practically all railway lines in the former USSR . The relatively small number of machines delivered can be explained by the low demand for fast passenger locomotives in connection with the electrification of the main thoroughfares and the significant number of ТЭП60s still in existence , some of which were in active use until 2010. The renewal of the delivery of the ТЭП70 in the modified form ( ТЭП70У and ТЭП70БС ) then led to a massive decommissioning of the ТЭП60 and the ТЭП70 from earlier deliveries in the late 1990s and early 2000s .
The first series locomotives of the ТЭП70 (inventory numbers 0008-0032 ) were given to Central Asia ( Tashkent Depot ), the October Railway and the Piwdenna Salisnyzja . Some of these vehicles have been preserved in working order, the ТЭП70.0030 , ТЭП70.0031 or ТЭП70.0034 are known . The last diesel locomotive built, the ТЭП70.0576 , was given to the Ivanovo depot . The use of diesel locomotives was associated with difficulties at some depots, especially the 5D49 diesel engine and the hydrostatic drive of the fans were unknown in many places. The diesel locomotives ТЭП70.0264 and ТЭП70.0186 were badly damaged in an accident. Both were later rebuilt using parts from other machines. The diesel locomotives ТЭП70.0332 , ТЭП70.0335 , ТЭП70.0346 and ТЭП70.0347 are located in Lithuania ( Vilnius depot ).
History of delivery and operation of the ТЭП70БС
In 2002 a modernized version of the ТЭП70 was originally delivered as the ТЭП70-A and without a number. In December she received the index ТЭП70-БС after a hero of socialist work , Boris Salambekov. 277 machines had been delivered by October 2015. The exact delivery and deployment can be found on the Russian Wikipedia.
export
The ТЭП70БС was also delivered to the states of the former USSR for export.
- The Lietuvos Gelezinkeliai in Lithuania bought the four machines ТЭП70.0332, ТЭП70.0335, ТЭП70.0346 and ТЭП70.0347 in 2006.
- the railways in Uzbekistan acquired ten machines,
- the railways in Belarus acquired 26 locomotives.
History of delivery and operation of the TЭП70У
By 2011, 26 machines had been delivered, with inventory numbers 001-016 (2006) and 017-026 (2007). All were assigned to the Wojnowka depot and served the Tyumen - Surgut - Nizhnevartovsk routes . A diesel locomotive, the TЭП70У.014 , was badly damaged after a fire in the diesel engine. After a long period of inactivity, it was restored in the Kolomna locomotive factory and is back in train service.
TEP70-0294
TEP70-394 in Saratov
TEP70-0318
TEP70-0331
TEP70-0338
TEP70-0341
TEP70-0332
See also
Web links
- Website of the ТЭП70 on 4rail.net
- Film scene about a ТЭП70 in Klaipėda
- Film scene about a train in Lithuania