SŽD series ТЭ1 Г
| SŽD series ТЭ1 Г (TE 1 G ) | |
|---|---|
 TE 1 G
|
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| Numbering: | different numbering |
| Number: | 16 |
| Manufacturer: | Research Institute for the Ulan-Ude Railway |
| Year of construction (s): | 1950-1954 |
| Retirement: | 1958 |
| Axis formula : | Co'Co ' |
| Gauge : | 1520 mm |
| Length over coupling: | 28,892 mm |
| Empty mass: | 178.6 t |
| Service mass with tender: | 194.07 t |
| Friction mass: | 123.9 t |
| Wheel set mass : | 20 t |
| Top speed: | 95 km / h |
| Installed capacity: | 1,000 hp |
| Driving wheel diameter: | 1,050 mm |
| Motor type: | 6-cylinder four-stroke diesel engine with gas generator |
| Motor type: | D50 |
| Rated speed: | 740 min −1 |
| Drive: | diesel-electric |
| Coupling type: | SA-3 (central buffer coupling) |
| Particularities: | Drive with gas generator unit |
The locomotives of the class ТЭ1 Г (German transcription TE 1 G ) of the Soviet Railways (SŽD) were experimental locomotives in broad gauge design , which arose from the diesel locomotive of the series ТЭ1 and had a drive with a gas generator unit as a special feature . A total of 16 vehicles were built. These showed some deficiencies in everyday use, so that they were either taken back to their original variant or taken out of service by 1958.
history
The basis for the development of these locomotives was created when the first diesel locomotives were built ( Э эл 2 ). At that time, oil production and oil processing in what was then the Soviet Union was not yet sufficiently developed and the oil supply had not yet been adequately explored. In addition, car traffic and air traffic claimed a quota from these industries. Therefore, the question of using solid fuel came up again and again for the vehicles mentioned.
With the further development of the cities, the volume of traffic increased sharply, and at that time the first projects of gas generators for diesel locomotives emerged . The first built gas generator diesel locomotive can be described as the diesel steam locomotive TP 1 , which was delivered from the Kolomna plant in 1939 . This locomotive was a hybrid of a diesel locomotive and a steam locomotive ( SŽD series ФД ). Its specialty was the gas generator unit in the tender, which was operated with anthracite . The locomotive took its first test drive on December 26, 1939, during which the diesel engine still turned out to be unsafe. With the start of World War II , the locomotive was not yet completed, so the project was ended and the locomotive retired in 1942.
In 1943, engineer PW Jakobson made an offer to convert a diesel locomotive of the Э эл series to a gas generator drive . The solid fuel was gasified in a separate tender. The gasification process was carried out at a higher temperature than in TP 1 (900–1100 o C compared to 700 o C), which increased the efficiency of the unit. This engine was designed to be a mixed fuel consisting of 15-25% liquid fuel and 75-85% gas. The implementation of this project would not have come about until 1950. Since the SŽD series ТЭ1 was already being delivered at that time, the project did not come to fruition.
Therefore, around 1950 the project was reworked into a gas generator diesel locomotive based on the SŽD series ТЭ1 . The Research Institute for the Railways of the Soviet Union this year switched the ТЭ1–20–187 to mixed combustion and procured a separate gasification section. This consisted of a four-axle tender that was mounted on two bogies with a wheel diameter of 950 mm. In August 1950, the testing of the new locomotive began, which was given the full designation ТЭ1 Г -20-187 . Anthracite was used as the solid fuel .
Technology and construction
Essentially, the locomotive consisted of an insignificantly modified diesel locomotive of the series ТЭ1 and the gas generator unit . The liquid and gas-forming fuel were controlled by different valves, and the working mixture was formed in the cylinders of the diesel engine. The locomotive can be thought of as a diesel locomotive with a tender.
Since the state trials of the locomotive were satisfactory, went ТЭ1 Г -20-187 1951 to the end of trial runs in the depot Werchni Baskunchak . In these tests, an efficiency of 14-16% was determined, the fuel consumption was only 25-30% compared to the SŽD series ТЭ1 . In connection with these satisfactory results, the Ulan-Ude locomotive factory received the order to rework another five locomotives of the ТЭ1 series , with the factory reworking the locomotives with inventory numbers 114, 146, 176, 209 and 210 in 1952. These locomotives, like the ТЭ1 Г -20-187, were given to the Verkhny Baskuntschak depot for test operation. On the basis of the results of this operation, the Ulan-Ude locomotive factory produced 10 locomotives in 1954, so that a total of 16 locomotives of the ТЭ1 series were reworked.
commitment
The real operation with the diesel locomotives of the series ТЭ1 Г brought on the one hand the advantage that the locomotives consumed 5.5 times less solid fuel than a steam locomotive of the series Ш А running in parallel with it . At the same time, it was found that the consumption of liquid fuel was higher than in the tests, namely 35–40% compared with the original ТЭ1 . The causes were to be seen in the discontinuous work of the drive system, and thus also of the gas generator unit . Compared to the original machine, the fuel had to be added after 500 km instead of 1200 km. It was certainly also a disadvantage that the locomotive could only run in one direction and had to be turned around at the end stations. The length of the machines required large turntables .
The main deficiency was the greater wear and tear on the engine unit, which was caused by the coal dust. This dust, which was abrasive , damaged the cylinder liners , spoiled the valves for mixing the fuel and contaminated the engine oil. This in turn led to increased wear on the crankshaft of the diesel engine. In addition, the gas generator showed signs of corrosion after a certain time . These circumstances caused significantly more costs for normal operation.
Since the SŽD series ТЭ3 with the two-stroke diesel engine 2D 100 appeared in 1956 and oil production and oil processing had developed sufficiently in the meantime, it was decided that the gas generator locomotive project should no longer be operated. The existing gas-powered locomotives were either dismantled or taken out of service. In 1958 the last machine was taken out of service. The operation with the locomotives led to the possibility of researching economical fuels.
Besides the former Soviet Union , the People's Republic of China was also very interested in the project. Therefore, two locomotives, the ТЭ1 Г -20-096 and the ТЭ1 Г -20-127, were left for a joint Soviet-Chinese experiment. Anthracite from Chinese mines was used for the solid fuel . After the end of the test in 1959, the then Chinese Railway acquired a locomotive.