SŽD series ТЭ114
| SŽD series ТЭ114 | |
|---|---|
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| Number: | more than 570 |
| Manufacturer: | Luhansk |
| Year of construction (s): | 1971, 1976-1977 |
| Axis formula : | Co'Co ' |
| Gauge : | 1,520 mm 1,435 mm |
| Length over coupling: | 17,550 mm |
| Height: | 4,563 mm |
| Width: | 2,950 mm |
| Trunnion Distance: | 8,680 mm |
| Bogie axle base: | 3,700 mm |
| Total wheelbase: | 12,750 mm |
| Smallest bef. Radius: | 140 m |
| Service mass: | 120 t |
| Friction mass: | 120 t |
| Wheel set mass : | 20 t |
| Top speed: | 100 km / h 120 km / h |
| Installed capacity: | 1 × 2,600 hp |
| Starting tractive effort: | 350 kN |
| Wheel diameter: | 1,050 mm |
| Motor type: | 1A-5D49 |
| Motor type: | 16-cylinder four-stroke diesel engine |
| Rated speed: | 1000 min -1 |
| Power transmission: | electric |
| Tank capacity: | 4,450 l |
| Number of traction motors: | 6th |
The locomotives of the SŽD series ТЭ114 (German transcription TE 114) of the Soviet Railways (SŽD) are wide-gauge diesel locomotives with diesel-electric power transmission for freight and passenger train service. They were designed for operation at ambient temperatures from −15 ° C to +50 ° C with increased dust content in a tropical climate. The locomotive was exported in 240 units from 1974 to 1985 for various countries with tropical climates.
construction
The locomotive was equipped with a frame that corresponded to that of the SŽD series ТЭ109 . In the lower part of the frame, the fuel tank with niches for the accumulator battery was arranged. The bogies were analogous to those of the SŽD series ТЭ109 and SŽD series 2ТЭ116 . The superstructures were designed either as a superstructure with one or two driver's cabs, with the engine room being designed as a front end that could be accessed from the outside.
The diesel engine 3-5D49T2 was used for the diesel locomotive , it had the same dimensions as the diesel engine 1A-5D49 of the diesel locomotives ТЭ109 and 2ТЭ116 , it only differed in the nominal output of 2,800 hp at a speed of 1,000 / min, the fuel consumption in the maximum output was 158 g / PSh. The diesel engine is directly connected to the armature of the traction generator , which was also designed for work in tropical conditions and had some changes to the design of the generator of the ТЭ109 and 2ТЭ116 . It is mounted on a subframe together with the diesel engine. For the conversion of the alternating current in the direct current of the electric traction motors serving rectifier unit , on the basis of silicon works diodes and consists of 192 pieces.
The electric traction motors of the type ED-118T were used for the diesel locomotives , they differed from the type ED-118 of the diesel locomotive SŽD series 2ТЭ10В in the use of some materials that are required for work in hot climates.
ТЭ114I
The ТЭ114I diesel locomotive has been developed for the use of passenger and freight trains and is intended for export for the railroad in Iraq . It has a track width of 1,435 mm and is suitable for operation in a tropical climate and dusty air. It is a single-section locomotive with two driver's cabs and multiple controls . It is also equipped with an effective cooling system, moisture insulation, extended corrosion protection and special systems for cleaning the air. It could work at temperatures in the range of −10 ° C to +55 ° C. The fuel supply is 5,600 l and guarantees a 100 km run of the diesel locomotive without refueling.
construction
Machine equipment
The machine equipment of the diesel locomotive is the diesel generator unit 24-26DGT2 , consisting of the diesel engine and the traction generator , which are connected via a plate-shaped sleeve and mounted on a subframe. The diesel engine is a twelve-cylinder, four-stroke V-shaped diesel engine with gas turbines - supercharging and intercooling of the charge air. The traction generator is a twelve-pole alternator with windings in the stator of two triple stars that are offset by 30 °. It supplied alternating current, which is fed to the electric traction motors via the rectifier .
Superstructures
The superstructures consist of the two driver's cabs, between which the high-voltage chamber, the engine compartment and the cooling chamber are located. The frame consists of longitudinal beams in a box-shaped structure with transverse profiles, and the fuel tank and the accumulator battery are located in the middle part. The connection between the frame and the superstructure is a load-bearing structure that takes the entire operational load. Removable sections are provided in the roof of the superstructure for dismantling the diesel engine and the generator.
The cabins are spacious, they have good heat and sound insulation, which provides the locomotive driver with comfortable working conditions. They have electronic speed control, air conditioning, a cooling system and a hotplate. The driver's cab and engine compartment are equipped with fire extinguishers. The entire diesel locomotive has a fire alarm system.
Facilities
The assemblies and units for controlling the diesel locomotive allow the control of the power and auxiliary mechanisms. The majority of electrical equipment is housed in the high-voltage chamber, where it guarantees protection from heat, moisture and mechanical damage. The auxiliary generator is housed in one body with the exciter in the two-machine unit and feeds the compressor, the management chain, the lighting and the charging of the accumulator battery.
The six traction motors are housed in the bogies; these are designed as a pawl bearing drive with forced ventilation. The electric travel motors are DC machines that are arranged in series; they have four main and four supplementary poles. The armature is designed with roller bearings in the housing. On the locomotive there is a system of automatic regulation and weakening of the electrical transmission.
The rectifier unit changes the alternating current from the generator into direct current for the traction drive motors . It has a silicon diode design and is mounted together with the fans for cooling in a closed cabinet on the frame of the locomotive in front of the traction generator .
The cooling system consists of a V-shaped quadruple block section, a triple motor fan, and top and side blinds . The upper blind can be closed automatically, the one at the side by hand. The automatic system of regulation of cooling is managed by motor fans. The exhaust air of the cooling for the rectifiers, traction motors and the traction generator is cleaned by filters. At the outlet of the exhaust air from the traction generator, a device regulates the direction and strength of the air outlet (into the atmosphere or into the engine room). The fan for cooling the electric drive motors and the rectifier has an electric drive, the fan for cooling the traction generator is mechanically driven by the crankshaft of the diesel engine.
The sanding system can sand the first wheel set in the direction of travel of a bogie. It can be controlled, manually or automatically, in the event of a pair of wheels skidding and when the quick brake is applied.
The diesel locomotive has a pneumatic brake, an electrodynamic brake and a handbrake, which are arranged in each cabin. The brake system block is located in the diesel engine compartment. The pneumatic braking devices, including the VV450-4 compressor , were manufactured by Knorr-Bremse .
Vehicle part
The bogies of the diesel locomotive have three axles with one-sided arrangement of the traction drive motors and single-stage spring suspension. The frame of the bogies is welded and consists of two longitudinal and four cross members. The two longitudinal beams form a box-shaped connection between the coupling piles. Consoles for holding the traction drive motors are welded to the cross members. The axle bearing guides are welded to each side part from below. The axle bearing guides are designed as lemniscate links . The superstructures are supported on the bogies via support devices, including four supports with roller torque devices and the pivot; They transmit the braking and tractive forces and change the positioning of the bogies relative to the superstructures.
ТЭ114E
The ТЭ114E diesel locomotive was built for export to Egypt . It was exported in 1974–1976.
ТЭ114C
The diesel locomotive ТЭ114C was built for export to Syria under the LDE-2800 series . A total of 110 locomotives were exported between 1974 and 1976.
ТЭ114K
The ТЭ114K diesel locomotive was delivered for export to Cuba under the serial numbers 52 and 62 . A total of 107 locomotives were delivered between 1977 and 1985.
ТЭ114GW
This diesel locomotive is the export variant for Guinea . It was exported in 1983.
ТЭ114P
The machines of this modification are the industrial variant of the locomotive.
distribution
After testing by the Luhansk locomotive factory and the ВНИТИ, the test locomotives were passed on to the Ashgabat depot in Central Asia for operation . These vehicles all had wide-gauge chassis and SA3 couplings . As a result, locomotives for standard gauge and screw couplings were manufactured by the Luhansk locomotive factory ; these have been exported.