SŽD series ТЭ1
| SŽD series ТЭ1 | |
|---|---|
_no_background.jpg) ТЭ1-135
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| Numbering: | ТЭ1 001-030 ТЭ1 033-3300 |
| Number: | 298 other dates: 295 |
| Manufacturer: |
Kharkov locomotive factory Kharkov electric motor plant |
| Year of construction (s): | 1947-1950 |
| Retirement: | Late 1980s |
| Axis formula : | Co'Co ' |
| Gauge : | 1520 mm |
| Length over coupling: | 16 892 mm |
| Height: | 4269vmm |
| Width: | 3121 mm |
| Trunnion Distance: | 9450 mm |
| Bogie axle base: | 3430 mm |
| Total wheelbase: | 11 890 mm |
| Smallest bef. Radius: | 125 m |
| Empty mass: | 115.6 t |
| Service mass: | 123.9 t |
| Friction mass: | 123.9 t |
| Wheel set mass : | 20th t |
| Top speed: | 95 km / h |
| Installed capacity: | 1 × 1000 PS |
| Starting tractive effort: | 16 000 kp |
| Wheel diameter: | 1014 mm from ТЭ1 122: 1050 mm |
| Motor type: | Six-cylinder four-stroke diesel engine |
| Motor type: | D50 |
| Rated speed: | 740 min −1 |
| Power transmission: | electric |
| Tank capacity: | 5150 l |
| Number of traction motors: | 6th |
| Drive: | diesel-electric |
| Brake: | pneumatic brake Matrossow |
| Coupling type: | SA-3 (central buffer coupling) |
The locomotives of the SŽD series ТЭ1 (German transcription TE 1) of the Soviet Railways (SŽD) are broad-gauge diesel locomotives primarily for shunting and freight train service. They were the first diesel locomotives of the SŽD after the Second World War and were derived from the RSD-1 by ALCo .
prehistory
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The former Soviet Union was one of the first countries in the world to develop and use diesel locomotives . As early as 1923, a copy of the SŽD series Ээл2 was built at the Esslingen machine factory with the help of Yuri Wladimirowitsch Lomonossow . In 1924 a copy of the SŽD class Щэл1 diesel locomotive was built in the Putilov works . And in 1926, a diesel locomotive of the SŽD series ivмх3 was again imported from Germany by the Hohenzollern Corporation for Locomotive Construction . While the SŽD series Эмх3 had a diesel-mechanical power transmission , the first two machines were diesel-electric . Regardless of the difference in the propulsion system, they were similar in the performance of the diesel engine (1030 - 1050 PS). The experience gained from operating these three locomotives confirmed the possibility of using the diesel locomotives in train service. In a direct comparison, the SŽD series Ээл2 proved to be the most successful version. It was six tons lighter than the SŽD series Эмх3, and even 55 t lighter than the SŽD series Щэл1. Therefore, the construction of the SŽD series Ээл2 was used as the basis for series production.
In 1927 the project of a series delivery of the SŽD series Ээл , which was based on the SŽD series Ээл2 , arose. In 1931 the Aktiengesellschaft für Lokomotivbau Hohenzollern and Friedrich Krupp AG delivered the first series of this locomotive, from the second series onwards, the Kolomna locomotive factory started production from 1933. A total of 46 locomotives were produced by 1941. All locomotives in this series were given to the Ashgabat depot , especially because of the problems with the supply of feed water for steam locomotive operations in the desert region. A lack of experience in the operation and maintenance of the diesel locomotives was the reason why the diesel locomotive was frequently damaged. At the same time, poor manufacturing quality turned out to be the weak points. The greatest uncertainty factor was the 42БМК-6 diesel engine (1050 PS), which was built under license from MAN . He turned out to be less reliable and at 25 t too heavy.
In addition, among these first examples of the diesel locomotives, there was another example of the SŽD series Ээл8 from Friedrich Krupp AG , which featured a diesel engine with 1650 as a special feature PS power as well as a modified power transmission possessed. The latter turned out to be a weak point, so that only one copy of the machine was built. The first two-section diesel locomotive in the world appeared in 1934 from the Kolomna plant , the ВМ20 class . It offered the same diesel engine performance as the SŽD series Ээл2 , but had only four driven axles per section instead of five in the SŽD series Ээл . If it had wanted to replace two locomotives of the SŽD series Ээл, it would have had to have more powerful electric traction motors. But this was not realized, and so the locomotive named after Vyacheslav Mikhailovich Molotov could not replace the Ээл , it remained with this one example.
The production of diesel locomotives in the Kolomna plant ended in 1941. It was not until 1956 that the production of diesel locomotives with the ТЭ3-1001 was resumed there.
Prototypes
By the end of the 1930s, the Ashgabat locomotive depot had gained enough experience operating diesel locomotives of the Ээл2 and Ээл series . Compared to the CO series steam locomotives that were delivered at the same time, they consumed significantly less fuel and cost around 30 to 50 % lower. It is therefore not surprising that in order to use additional locomotives, the question of additional diesel locomotives was raised. At the beginning of 1944 the American locomotive works ALCO and Baldwin offered the SŽD the production of 100 diesel locomotives. Both companies wanted to deliver 50 locomotives each. After considering the offers, it was decided to order 100 diesel locomotives with the Co'Co 'wheel arrangement, 70 of them from ALCO as class Д a and 30 from Baldwin as series Д б .
The Д a is identical to the ALCO RSD-1 . At the beginning of 1940, ALCO created the RS-1 series . This design had four axles in two two-axle bogies and an output of 1000 PS. It was delivered to many countries. The high axle pressure of 28 However, t restricted their permissive use. Therefore, a six-axle locomotive was developed from this series in 1941, with an axle load of 20 t could be reduced. The performance of the diesel engine was not increased, so the machines were somewhat underpowered. In 1945 the first diesel locomotive of this type arrived in Murmansk by sea . The SU received a total of 68 locomotives of this type, two were lost during sea transport due to war events.
conference of Potsdam
The Potsdam conference had a major influence on the decision to manufacture the new locomotive . To set up the government train for the Soviet delegation around Josef Stalin , several steam locomotives were selected first. However, the diesel locomotive Да 20-27 was soon added to the machine pool, which was supposed to replace one of the objectionable types of steam locomotive. The main reason for their use was that they made it possible to operate them more safely at night if there were explosives in the track .
Of course, Josef Stalin became aware of the new machine. There are several legends about the discovery, but all authors agree that Stalin saw the locomotive, was interested in its possibilities and that the staff greatly appreciated the new technology.
Project planning
Soon after the Potsdam Conference , Josef Stalin held a meeting on the reintroduction of diesel locomotive production. Since the diesel locomotives manufactured before the Second World War were mechanically worn and technically obsolete, the only possible prototype for the new diesel locomotive to be built was the SŽD series Да from ALCO . The SŽD series Дб diesel locomotive procured from Baldwin at the same time had an unreliable engine; cracks formed in the cylinder heads . Difficulties arose only with the choice of the manufacturer. The Kolomna plant was busy in the period around 1945 with the construction of class Л steam locomotives . Therefore the Kharkov locomotive factory emerged as a suitable variant for the new building . This plant was destroyed due to the war and was rebuilt in the same place from 1943. In addition, the Charkow electric motor factory had supplied the electrical equipment for the diesel locomotives as early as the 1930s. After the war damage or New construction of the locomotive factory resulted in multiple synergy effects of both plants. At the end of 1945 the Kharkov locomotive factory was given the Dа 20-52 diesel locomotive as a study object for a new diesel locomotive; this machine was not operational at the time because it was flooded by seawater during transport. To plan the new locomotive, a design team was formed under the direction of Michail N. Schukin for the various areas of responsibility. The development of the mechanical part was carried out by a team that had already worked on the development of the two-section locomotive ВМ20 before the war, while a team worked on the development of the diesel engine D50, which during the war worked on the development of the engine for the T-34 tank collaborated. The electric motor plant in Kharkov was responsible for planning the electrical equipment.
The locomotive was not developed as a pure replica of the American model machine. The construction was adapted to Soviet standards, available materials and the equipment of the manufacturers. Vehicle dimensions and standard parts have been converted to metric dimensions. The base frame was given European-style head pieces with mounts for side buffers and the SA3 type center buffer coupling. The wheel diameter was from 1016 mm (40 in) to 1014 mm changed. Instead of the indirectly acting Westinghouse type brake according to American standards, the Matrossow type was used, the entire diesel locomotive was 40 compared to the prototype mm longer and by 3 t heavier. All work was finished in 1946.
It is significant that the type of SŽD series Да locomotives was more suitable as a shunting locomotive because at speeds over 23 km / h the traction quickly fell. In contrast, the Дб series diesel locomotive had more of the characteristics of a passenger train, it used its greatest power at 45 km / h.
production
At the end of 1946, construction of the new diesel locomotive began in Kharkov . The most extensive assembly was the diesel engine. The production of the forged crankshaft proved to be a particular challenge; it was made from ingots with an initial mass of 12 t manufactured. The regulation of frequent rotations on the horizontal forging press were practices previously unknown in the Soviet Union . The manufacture of other parts such as pistons from chill castings was also uncharted territory. In December 1946, the first diesel engine was completed.
In March 1947, the plant delivered the first Soviet post-war diesel locomotive , which was designated ТЭ1-20-0001 . Behind this is the name diesel locomotive with electrical power transmission, the first model with an axle load of 20 t. In the further labeling, the designation was shortened to ТЭ1 . In the same year the plant delivered a few more diesel locomotives for an extensive test operation. The traction generators were produced by the Kharkov electric motor plant , while the DC traction motors were supplied by the Moscow electric machine factory Dynamo . In 1949, the Kharkov electric motor plant also took over the production of traction motors. The Kharkov locomotive factory also manufactured frames and superstructures and carried out final assembly.
In this context, the Kharkov locomotive factory delivered 25 machines in 1947, 66 machines in 1948, 127 in 1949 and 80 machines in 1950. The locomotive was manufactured up to the serial production of the successor series ТЭ2 .
construction
The main structure of the diesel locomotive is shown in the following sketch.
Are; 1: diesel engine D50, 2: the traction generator flanged to it , 3: air compressor , 4: electrical two-machine unit, 5: driver's cab, 6: high-voltage chamber, 7: drive switch , 8: driver's brake valve for the indirect brake , 9: additional brake valve , 10: accumulator battery , 11 : turbocharger 12: exhaust pipe 13: Einsaugluftsammelleiste of the diesel engine, 14: cylinder head with cover, 15: fin cooler , 16: Axial fan for the coolant circuit , 17: [cooling (internal combustion engine) # coolant loop | Kühwasserbehälter], 18: cover the axial fan , 19 : Drive of the axial fan , 20: friction clutch of the axial fan , 21, 22: oil filter , 23: hatch in the superstructure for viewing the diesel engine, number 24: fan for the drive motor ventilation , number 25: fuel pump , 26: fuel filter , 27: lower fuel tank , Number 28: upper fuel tank, 29: Typhon , 30: radiator in the driver's cab, 31: main air reservoir, 32: instrument box and accessory z, 33: engine driver's seat, 34: maneuvering step or ascent to circulation, 35: railing, 36: sandpit in front, 37: sandpit in back
Diesel engine
The diesel engine is a six-cylinder four-stroke diesel engine that was derived from the ALCO 539T type . The maximum power is 1000 HP at a speed of 740 min -1 (minimum at a speed of 270 min -1 ). The six cylinders are arranged vertically, their diameter is 318 mm, with a piston stroke of 330 mm. The firing order is 1–3–5–6–4–2. The crankcase and cylinder head are made of cast iron , the crankshaft is forged , and the pistons are cast from aluminum . The engine is water-cooled and the required coolant circulates inside the block.
This engine was also used for the SŽD series ТD2 and SŽD series ТЭМ1 diesel locomotives . In a modified form, it was also used in shipbuilding. The spectrum of use ranged from tugs and river icebreakers to passenger ships . It was also widely used in stationary systems and in railway construction .
Electrical equipment
Power transmission
The diesel-electric power transmission consists of the following parts: traction generator type MPT-84/39 , six electric traction motors of type DK-304 and the set of auxiliaries. The armature of the traction generator is firmly connected to the crankshaft of the diesel engine. The traction generator feeds the six drive motors in two groups. The traction motors on a bogie formed a group that was constantly connected in series . Both groups could for their part be connected in series and in parallel , and field weakening was also possible. The traction motors are in Tatzlageranordnung fitted with single-sided, straight-toothed drive at the ratio of 1 / 4.6875. There is a reversing switch for changing the direction of travel. Maneuvering movements at walking pace are carried out in series with the two drive motor groups at a speed of 7–11 km / h they are automatically switched to parallel connection at a speed of approx. 24 km / h the field weakening is also effective. With this the locomotive can run around 40 at idle speed of the diesel engine to reach km / h.
Main generator
The main generator forms a unit with the diesel engine. The armature of the traction generator is shortened compared to the same stationary machines, the shaft on which it rests has roller bearings and a collector at the side . At the other end of the shaft there is a flange which, with the help of 12 bolts, secures the connection to the crankshaft of the diesel engine.
The generator has eight poles and always supplies electricity with self-ventilated and independent excitation . To view the carbon brushes of the collector, there are three viewing windows in the generator housing. Eight main and eight additional poles are arranged inside the generator frame. The operating winding (three turns) and an independent excitation (105 turns) above its winding, which were structurally combined to form a rosette, are arranged on each main pole. The insulation between the rosette and the housing is made with Miramid or pressboard .
The windings with 380 turns are applied in 76 slots on the armature . The collector consisted of 380 copper lamellas, and eight carbon brushes took over the power . Mica and asbestos were used in the anchor to protect against flying sparks .
The total mass of the generator was 4500 kg, of which 1750 kg for the anchor and 2750 kg for the housing. At the maximum speed of 740 rpm, its output was 700 kW, at a voltage current of 700 V the resulting current was 1000 A. At maximum load, the windings reached a temperature of 120 ° C. For a short time the generator could run up to 1800 A submit.
Two-machine unit
The two-machine unit was driven by the diesel engine via an intermediate gear and consisted of two independent electrical machines on the same shaft in one housing, namely the alternator and the exciter . The alternator is used to power the armature winding of the exciter, the battery charge, the control circuits and the lighting. The exciter feeds the armature winding of the direct current traction generator.
The unit was developed and built in the Kharkov electric motor plant. It was later used on the ТЭ2 , ТЭМ1, and ТЭМ2 diesel locomotives as well .
Traction motors
The six DK-304 traction motors were originally supplied by Dynamo in Moscow. The Tatzlager motors are four-pole, externally ventilated series motors. Three different versions with very similar technical data were used, the type DK-304 B being the most popular .
Originally, drive motors of the type DK-304 A were to be used, but this already showed insufficient performance during the test.
The improved type DK-304 B was therefore developed, in which an armature with a larger diameter was used and the magnetic flux was increased by increasing the number of turns in the rotor. Both measures led to a higher torque and thus to higher tractive forces.
The DK-304 W is a further development of the type DK-304 B with the aim of improving reliability.
Electrical apparatus
The electrical apparatus of the diesel locomotive is used for power control and to protect the main and auxiliary circuits from abnormal operating conditions and electrical overload. The following devices were used in the electrical circuits on the Т elektrischen1:
- Driving switch КВ-15А
- Reversing switch ПР-758А-1
- Electro-pneumatic contactors ПК-753А
- Electro-magnetic contactors, various types
- relay
- Voltage regulator
- Fuses
- counter
- Resistors of various types
Accumulator battery
The accumulator battery of the diesel locomotive was a lead accumulator , which was chosen for the reasons of the highest possible efficiency and the better possibility of charging . The entire battery consisted of 32 cells connected in series . The cells stood on hard rubber plates . They were stored in four wooden sections to protect them from damage and as insulation. The entire battery had a capacity of 550 Ah, the charge current was 55 A.
Mechanical part
frame
The main frame carried the pulling and pushing devices and took over all the forces acting on the vehicle.
The main frame is supported by six support points (two fixed and four loose) on the two three-axle bogies. It is a welded construction, consisting of two longitudinal beams, consisting of a double-T profile. These are reinforced by a few horizontal and vertical profiles and form a closed box. The buffer planks form the end at the ends. When the locomotives were being built, the changeover of the vehicle fleet in the USSR to the SA3 central buffer coupling was in progress, but it was delayed until 1957 as a result of the events of World War II. The head pieces therefore had to be provided with mounts for side buffers. To stiffen the frame, some cross members, consisting of U-profiles, were also used.
Superstructures
The superstructures of the ТЭ1 series consist of a driver's cab that extends over the entire width of the vehicle at one end and narrow fronts, which essentially consist of five parts;
- Construction above the cooling chamber
- High voltage chamber
- Battery chamber
- Space above the diesel engine
The superstructures above the cooling chamber are welded to the frame, all other parts are screwed to the frame for reasons of accessibility and are therefore removable. The driver's cab is welded to the fuel tank, so these two parts can only be removed together. The sandboxes are located at each end of the superstructure. In the roof of the porch there are three hatches with roofs for access to the diesel engine. There were doors on the side parts through which access from the circulation was possible.
Bogies
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The three-axle bogies are a uniform construction. The frame of the bogies consists of two solebars with a thickness of 102 mm and cross members welded to them. The solebars are provided with cutouts for the axle bearing guide. The wheelsets run in plain bearings .
A wheel set consists of an axle shaft, two wheel discs with tires and the large wheel for power transmission. The mass of a wheel set is 2080 kg. The running circle diameter was originally 1014 mm. From ТЭ1-122 it was reduced to a metric round measure of 1050 mm increased. The length of a bogie is 3430 mm, the suspension is carried out by the leaf springs acting as compensating levers between the wheel sets at two points. One traction motor is arranged between the first and the second axle and two traction motors are arranged between the second and third axle. This corresponds to the different distance between the individual axes. The traction motors of the first, second and fourth axles are thus arranged behind and the traction motors of the third, fifth and sixth axles in front of the associated wheelset. As a result, the axle pressure of the third, fifth and sixth axles increases when driving forward, and decreases with the first, second and fourth axles.
Systems
The fuel system supplies fuel to the engine. It consists of the upper and lower fuel tanks with a volume of 3250 and 2800 respectively l, the fuel pumps and filters and piping. The fuel was taken from both sides of the upper container through a shaft. The fuel first reaches a backing pump, passes through a fuel filter , then it is fed into a storage tank and finally in sections to the injection pump , from where it is fed to the nozzles of the cylinders. The total fuel supply of the diesel locomotive is 5150 l.
The cooling system consists of the cooling circuit with water, consisting of the individual parts cooler, heat exchanger for the engine oil, water tank, pumps and corresponding pipelines. The system is topped up with water using appropriate expansion tanks. With the help of a suction pump, the water is drained from a nozzle and directed to the heat exchanger. It then goes to the cooler and then back to the pump. The water supply in the system is 945 l.
The circulating lubrication system is connected to the lower part of the motor. It consists of an oil pan, oil pumps, oil filter with coarse and fine filter, cooler and the piping system with valves and fans. The oil is sucked in from the oil pan under the crankcase with the help of a pump and fed into the heat exchanger , where it is cooled. The engine oil also runs through coarse and fine filters for cleaning and then to the engine's lubrication points. The engine oil supply is 320 kg.
The sanding system is arranged at both ends of the vehicle. In the lower part of each sandpit there is an opening for the delivery of the sand to the nozzles, which in turn are operated with compressed air. There are eight sand downpipes, four for each direction of travel. The leading axle of each bogie can be sanded. The supply of sand is 1200 kg.
Braking equipment
The mechanical brake is designed as a block brake, due to the lack of space in the bogie due to the installation of the drive motor, each side is braked separately. The brake cylinders are each above the axle bearing at the level of the central axle. The possible braking force results from the axle pressure of the locomotive and is 12 t set. All six axles of the locomotive are braked on both sides. The first locomotives of the series used two brake cylinders on each side. The locomotives were equipped with the single, indirectly acting brake type Matrossow brake. There is also the direct-acting brake as an additional brake and a hand brake as a parking brake. The compressed air system has two main air tanks with a capacity of 0.75 each m 3 and two auxiliary air tanks with a content of 0.09 each m 3 . There are three air line connections at each end of the locomotive.
Operation of the diesel locomotive
The arrangement of the operating devices and display devices can be seen from the following sketch. 1: starting the diesel engine, 2: entire line, 3: fuel pump, 4: front headlights, dark, 5: light front headlights, 6: rear headlights, dark, 7: rear headlights, light, 8: high beam, dark, 9: High beam, bright, 10: Cab lighting, 11: Device lighting, 12: Lighting rear machine cover, 13: Lighting of the devices, 14: Lighting of the machine room, 15: Electric motor, fan, heating of the cabin, 16: Oil temperature thermometer, 17: Battery ammeter, 18: Manometer main air line, 19: Oil temperature after cooling, 20: Oil pressure manometer, 21: Fuel pressure manometer, 22: Manometer pressure in the fuel tank, 23: Cooling water temperature, 24: Air pressure, 25: Time, 26: Changeover switch for electric traction motors (series, parallel)
The diesel locomotive's administrative facilities and apparatus, such as the driving switch, are housed in the driver's cab of the locomotive . The speeds of the diesel engine were found in the first to eighth position: 270, 355, 430, 495, 555, 615, 675 and 740 rpm. Besides him there were also handles and buttons for switching on, managing the electrical system of the machine and the headlights. Pressure gauges for the pressure of air, oil and fuel, for the temperature of water and oil, and for the state of charge of the battery were arranged to control the work of the units.
testing
The prototype of the diesel locomotive was handed over to the Moscow railway junction for testing. Further machines of the pilot series came to the Kalantschowskaja depot in 1948/1949 . A locomotive was examined on the Butowo test ring in order to determine various parameters of power, traction and other data. The evaluation of the data showed that the engine power was 770 HP is available as towing hook power, around a quarter were required for the auxiliary gearbox and to cover power transmission losses. It also turned out that the diesel engine output was only in the speed range between 10 and 40 km / h could be effectively used, at higher speeds the power decreased due to the field weakening . It was found that the diesel locomotive had inherited the performance characteristics of its prototype . The specific fuel consumption was 240 g / PSh, that corresponds to an efficiency of 28 %.
In 1947 a locomotive was transferred to the marshalling yard in Ljublino . The aim was to determine the suitability as a replacement for the steam locomotives of the Э у series . It turned out to be more effective operation than with the series, at the same time fuel consumption could be reduced by 50% - 70%. The locomotive was also tested in handover operation. A fuel saving of 35% - 40% could be achieved. The test institute made it clear that the savings could have been even higher. The reason for this was that the diesel locomotive did not meet the requirements of a pure shunting locomotive .
business
After the first locomotives were in service on the Moscow-Kursk Railway , the next came to the Ashgabat depot , which was able to gain experience with diesel locomotives as early as the 1930s. The diesel locomotives were used in areas that considered replacing the steam locomotives with the difficult water supply as a priority, such as in Powolschje and Kazakhstan . Even until the end of the 1950s, several machines came to the Moscow railway junction , where they completely replaced the steam locomotives of the series Э , O and Reihen . In addition, the machines were used in the transfer area instead of steam locomotives of the C and С у series. In addition, the machines ran on-site; the trains later called "Elektritschka" were drawn with ТЭ1 until electrification in the 1970s .
The delivery of diesel locomotives made it necessary to set up a repair shop , for which Astrakhan was chosen. The construction of the plant began in 1948, and it was able to start work in 1953. In March 1954, it delivered the first fully inspected diesel locomotive, the ТЭ1-105 . Here were z. B. the bogies of the locomotive converted (the wheelsets were standardized to the diameter of 1050 mm), punctual train control according to the ALS system and radio remote control were retrofitted, and the locomotives, especially the diesel engines, were regularly modernized. At the same time, efforts were made to achieve maximum standardization of the ТЭ1 and Д а diesel locomotives . At the end of the 1950s, projects were carried out to equip both series with a multiple controller. It was about stringing where the more modern ТЭ2 could not be used compared to a double traction with ТЭ1 due to the lower friction weight.
From 1956 onwards, the series ТЭ3 was first replaced by mass production . In the 1960s there were further replacements by the newer shunting locomotives ТЭМ2 and ЧМ Elektr3 as well as by electrification. In this context, many locomotives in the series were decommissioned or given to industrial companies or railway construction . Around 1990 the SŽD had parked the last locomotives of the series ТЭ1 .
In addition, locomotives of the series ТЭ1 were used in Mongolia .
Preserved diesel locomotives
At the end of the 1980s, attempts were made to obtain some machines from the ТЭ1 series . This has resulted in the collection of the following locomotives in museums to date;
- ТЭ1-068 in Tashkent ,
- ТЭ1-135 in Saint Petersburg ,
- ТЭ1-165 in Brest ,
- ТЭ1-168 in Mongolia ,
- ТЭ1-195 in Moscow .
In addition, the following locomotives have been preserved as memorials;
- ТЭ1-105 in Ashgabat ,
- a numerically unknown machine is in Qoʻngʻirot ( Uzbekistan ),
- another numerically unknown machine is in Qasaly ( Kazakhstan ).
Further developments
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The diesel locomotive ТЭ1 showed sufficient effectiveness and good driving skills as a design after the Second World War . So it is not surprising that soon afterwards several derived vehicles were built in the USSR on their basis, which more or less successfully completed the basic variant.
In 1948 a variant of the locomotive was built in the Kharkov locomotive factory , which was intended as the SŽD series ТЭ5 as a version for operation in areas with low temperatures. With her, the diesel engine, the battery and the turbocharger were arranged in a chamber shaped like a car. The cooler at the rear and the warming device for the diesel engine at the front were housed in the usual front-end design. There are different reports about the number of built locomotives. One source assumes two machines, another five machines. It stayed with these specimens. After the completion of the production of the ТЭ1 , the ТЭ5 was no longer manufactured.
Also in 1948 the SŽD series ТЭ2 appeared , which in many variants (e.g. the diesel engine and the electrical equipment) took over construction principles from the ТЭ1 . The external design corresponded to a two-section machine with a capacity of 2 × 1000 that was planned as early as 1938 PS, which, however, was not built.
On the basis of the Т mit1 , a total of 16 locomotives were built with one engine that worked on the basis of mixed fuel. 15-25 % of the fuel was liquid, while the remaining 75–85% was gas obtained from anthracite . The processing took place in a special gas generator , which was arranged above the fourth axis. The locomotives achieved satisfactory results in operation. There were two reasons in the company that did not lead to further use; the coal dust used for gasification led to greater wear and tear on the diesel engine and the consumption of liquid fuel was higher than in the basic variant. In addition, after 500 km the supply of liquid fuel will be replenished, compared to 1200 km for the basic variant. Therefore, at the end of the 1950s, the ТЭ1 Г series locomotives were either restored to their original design or they were taken out of service.
In 1958 the Bryansk locomotive factory released the ТЭМ1 series , which was developed as a shunting variant from the ТЭ1 . It was the first diesel-electric shunting locomotive in the USSR . One can say that the upper part of this locomotive corresponded to a ТЭ1 , but the lower part corresponded to the ТЭ3 . The difference to the elements of the ТЭ1 was that the 2D50 diesel engine was used here , a modified form of the D50 . The decision to use well-engineered designs allowed the rapid start of series production, with the Bryansk locomotive factory producing 1946 locomotives until 1968. In that year the SŽD series ТЭМ2 , a reinforced version of the ТЭM1, was also produced