SŽD series ТЭ109
| SŽD series ТЭ109 | |
|---|---|
 130 002-9
|
|
| Numbering: | ТЭ109-001 to 033 |
| Number: | 33 |
| Manufacturer: | Luhansk locomotive factory |
| Year of construction (s): | 1968-1988 |
| Axis formula : | Co'Co ' |
| Gauge : | 1520 mm 1435 mm |
| Length over coupling: | 20,170 mm (engagement level of the SA3 coupling) |
| Length over buffers: | 20,300 mm |
| Bogie axle base: | 3700 mm |
| Total wheelbase: | 15,550 mm |
| Service mass: | 120 t |
| Friction mass: | 120 t |
| Wheel set mass : | 20 t |
| Top speed: | 100 km / h 140 km / h |
| Installed capacity: | 1 × 3000 hp |
| Starting tractive effort: | 38,000 kp |
| Wheel diameter: | 1050 mm |
| Motor type: | 5D49 2D70 |
| Motor type: | Sixteen-cylinder four-stroke diesel engine |
| Rated speed: | 1000 min -1 |
| Power transmission: | electric |
| Tank capacity: | Passenger train variant: 4000 l Freight train variant: 8000 l |
| Number of traction motors: | 6th |
The locomotives of the SŽD series Т Trans109 (German transcription TE 109 ) of the Soviet Railways (SŽD) are diesel locomotives for freight and passenger train service for the gauges 1435 mm (standard gauge) and 1520 mm (Russian broad gauge).
history
Building on the many years of experience of SŽD in the construction of diesel locomotives with electrical power transmission , a new locomotive was built in 1968 in the Luhansk locomotive factory with a drive power of 3000 HP and the Co'Co 'wheel arrangement. Contrary to the long tradition in the USSR with two-stroke diesel engines, a four-stroke engine was used here for the first time. The electrical power transmission was also newly developed. An alternating current generator with rectifier system and direct current traction motors was used.
The machine was developed with a top speed of 100 km / h for freight train service and 140 km / h for passenger train service. Depending on customer requirements, the locomotive can be used on both wide and standard gauge . For this, it was designed in such a way that its basic profile fits into Central European vehicle boundaries. The cooling system was dimensioned so that the locomotive is fully operational down to an outside temperature of −40 ° C.
Two prototypes of the locomotive were produced, which after completion were intensively tested in tough operational conditions on the SŽD lines . Thereafter, another 31 vehicles were procured for the purposes of the USSR by 1978. The small number of units may be a bit surprising, as 873 vehicles of the identical V 300 series were delivered for the GDR alone . But by the time of construction, dieselization in the USSR was largely complete, the structural change to electric traction was becoming apparent, and in the USSR mostly multi-part vehicles for the transport of large loads were running.
The literature does not provide any data on the stationing of the vehicles that remained in the USSR. Some copies were bought by German private railways around the year 2000.
Technical descriptions
The locomotive was designed as a bogie locomotive with two three-axle bogies. The bogie frames are welded, the wheel sets are guided free of play by lemniscate links and cushioned with coil springs. The middle axis of each bogie can be moved a few millimeters laterally to improve sheet travel. There is no cradle suspension. The base frame and box structure form a uniform, load-bearing welded steel construction. Individual elements can be lifted out for installation and removal by removing roof segments. The structure of the locomotive is divided into the end parts with the driver's cabs, the adjoining entry areas and the engine room in between. The design of the pulling and buffing device depends on the area of application. The locomotive can be equipped with both SA-3 central buffer couplings and screw couplings without interfering with the vehicle construction.
The diesel engine was designed for the first time in the USSR with electrical power transmission as a four-stroke diesel engine. It is a sixteen-cylinder engine in a V arrangement. The types 5 D 49 from the Kolomna plant and 2 D 70 from the Kharkov locomotive factory are available . Both engines work with a turbo charger and intercooler . In the engine, the two opposite pistons act on the same crank of the crankshaft. The motors have speed regulators with electrohydraulic adjustment devices.
The main generator, which is flanged to the diesel engine, is an alternating current generator in contrast to the previous designs. The generator current is rectified by silicon diodes to feed the DC traction motors. The traction motors are designed as dead-end bearing traction motors . The power setting can be controlled by the drive switch via 15 speed levels. With a combined control system for the diesel engine and the electrical power transmission, the power can be set so that the diesel engine is not overloaded in any operating situation.
A 42 kW generator supplies the locomotive's 110 V electrical system and charges the battery. At the same time it serves as a starter for the diesel engine. For use in passenger train service, the locomotive could be equipped with an additional generator to feed the train busbar .
Further developments
In 1974 a locomotive of the SŽD class ТЭ125 was built .
A variant of the series was also created as a double locomotive. This machine is referred to as the SŽD series 2ТЭ109 .
For information on the numerous machines used in Central Europe, see DR series 130 .
See also
literature
- Wolfgang Glatte; Lothar Reinhardt: Diesel Locomotive Archive. Diesel locomotives d. German Reichsbahn-Ges., D. German Reichsbahn u. other europ. Railway administrations. Transpress publ. f. Transport VEB, Berlin 1970.
