SŽD series ЧС200
| SŽD series ЧС200 Škoda type 66E |
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 ЧС200 001
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| Numbering: | SŽD ЧС200 001-012 |
| Number: | 12 |
| Manufacturer: | Škoda Plzeň |
| Year of construction (s): | 1974, 1979 |
| Axis formula : | Bo'Bo '+ Bo'Bo' |
| Gauge : | 1520 mm |
| Length over buffers: | 33,080 mm |
| Length: | one section: 16,540 mm |
| Trunnion Distance: | 8000 mm |
| Smallest bef. Radius: | 120 m |
| Service mass: | 156 t |
| Friction mass: | 156 t |
| Wheel set mass : | 19.5 t |
| Top speed: | 220 km / h |
| Hourly output : | 8400 kW |
| Continuous output : | 8000 kW |
| Starting tractive effort: | 352 kN |
| Driving wheel diameter: | 1250 mm |
| Power system : | 3 kV direct current |
| Power transmission: | Resistance control |
| Number of traction motors: | 8th |
| Drive: | Škoda hollow shaft drive |
| Brake: |
DAKO - compressed air brake, electrical resistance brake |
| Locomotive brake: | DAKO compressed air brake |
| Train control : | LS III |
| Particularities: | Two- part version of the ČSD series ES 499.0 with electrical equipment only for the direct current range |
The SŽD series ЧС200 (German transcription TschS200) of the Soviet Railways (SŽD) is an express train locomotive specially designed for operation on the Moscow - Leningrad high-speed line with a maximum speed of 200 km / h and a maximum attainable speed of 220 km / h and was developed as a derivative of the ČSD series ES 499.0 in 1974 at Škoda in Plzeň .
history
In view of the need to convert the main line Moscow - Leningrad to high-speed traction with speeds of up to 200 km / h, the government of the then USSR (among other things) made the decision to place an order with the Škoda locomotive factory in Plzeň. In 1969, the processing and development of the new express locomotive began. The basis was the proven SŽD series ЧС2 with direct current that was already in operation . Compared to this series, however, important changes have also been made in the development. The results from the force required when starting up and during continuous operation revealed that the new locomotive could only become a two-section locomotive and that this differed from the previous locomotives. The performance of the locomotive was determined from the load of the train of 12 to 14 express train carriages at a speed of 200 km / h with the calculation of the deceleration and acceleration of these trains at slow speed points. This resulted in a required power of 8000 kW for the new locomotive. With an output of 1000 kW per traction motor, only an eight-axle locomotive came into question. This decision also enabled the optimal loading of the rails by means of drive wheels.
Initially, the basis for the new locomotive was the SŽD series ЧС2. Later the possibility of using the SŽD series ЧС2Т was also considered. Although a ЧС2 on the Oktoberbahn reached a speed of 183 km / h, the tests of both models in the wind tunnel did not produce good values at an air flow speed of 220 km / h. Ultimately, a prototype of the ČSD series ES 499.0 reached a speed of 219 km / h on the Velim test ring . The variants of the superstructures and the driver's cabs were then adopted for the design of the ЧС200 .
Simultaneously with the development of the prototypes of the ČSD series ES 499.0, the two experimental electric locomotives ЧС200.001 (factory number 6435) and ЧС200.002 (factory number 6436) were built at Škoda in early 1974 . On July 24, 1974, the ЧС200.001 with a chassis for a track width of 1435 mm completed its test drives on the Velim test ring and reached a speed of 210 km / h. At the end of 1974, both test locomotives ЧС200 moved to the Leningrad P locomotive depot of the October Railway to carry out the speed tests. The tests later led to the procurement of further series locomotives ЧС200 and the SŽD series BaureiheС6 and SŽD series ЧС7 . The series locomotives were then procured from 1979 to 1980.
From 2016, the locomotives on the Oktoberbahn were replaced by the newly acquired six-axle locomotives of the RŽD series ЭП20 .
construction
Locomotive body
The electric locomotive ЧС200 is a two-section locomotive. Each section essentially consists of the elements of the ČSD series ES 499.0 with the exception of the missing transformer and the missing second driver's cab. The sections are connected by an articulated coupling bolt using a pulling and pushing device. The design of the coupling prevented the sections from loosening automatically when they sway or rock.
As is customary with SŽD locomotives, the main air tanks were placed on the roof. Otherwise, the construction of the ČSD series ES 499.0 was adopted for the mechanical elements. The frame is a welded construction and basically consists of two open side members and two cross members at the end. These hold the SA-3 central buffer coupling at the front and the box for the connection coupling between the sections at the rear. The entire frame is designed for compressive forces of up to 200 kN. Additional cross members are welded to the girders at the height of the pivot.
The locomotive body is essentially constructed like the ES 499.0. The driver's cab is clearly laid out and spacious and has air conditioning, cooking facilities for food and drinks, even a refrigerator, sink and even a toilet.
Drive, drive and suspension
All four bogies are designed the same. Each frame consists of two longitudinal beams, two end beams and a central beam. The cast pivot bed is welded into this. The engine brackets and the gear box hangers are attached to the cross members. Two pairs of pins per wheel are pressed into the side members of the bogie frame, these serve to guide the wheel sets. These pairs of guide pins engage in the sockets on both sides of the wheel bearing boxes, which are arranged via cylindrical vibration dampers. Axial suspension of the wheelset takes place via rubber cone rings, which means that the proportion of unsprung masses has been reduced considerably.
The electric traction motors are attached to the cross members of the bogie frame at three points and are fully sprung. The suspension of the locomotive body on the bogies is done by coil springs. The horizontal box suspension is also provided by the helical springs with hydraulic dampers attached in parallel. A rocker is used for transverse suspension, which allows favorable values to be achieved with the dampers.
Electrical equipment and controls
In terms of electrical equipment, the differences resulted from its use as a two-section locomotive with eight driven axles. This was previously unusual in the use of electric locomotives with direct current and resistance control and was expected to cause problems. Instead of the usual drum controller, as is common with the other Škoda electric locomotives, the control panel was equipped with a button controller that worked in the same way as an automatic speed control . The driver could enter the desired speed in sections of 15 km / h by means of push buttons. The control and maintenance of the speed took place automatically. The use of the automatic train control according to the ALS system could also be used here. The locomotives also have a shunting switch on both sides of the driver's cab. As usual, it is controlled by a resistance control. The same resistors for the drive control are also used for the resistance brake . This enables the electric brake to respond briefly while driving for up to three seconds.
The AL 4741 FIT drive motors are a Škoda development and are designed for 3000 V = . They are six-pole machines with forced ventilation. Two motors in a bogie are always connected in series . The engines are fixed in the locomotive's bogie frame. The torque is transmitted to the gear sets via articulated couplings on the gear set. A balance is achieved between the movements of the motors and the wheelset.
On the side of the auxiliary machinist there was an indicator tablo for checking the work of the electrical operation by the locomotive crew without leaving the driver's cab. There were two ways of displaying the speedometer; once electronically and once manually. In the case of the electronic display, the speedometer was displayed on a two-dial indicator; the first scale indicated the speed set by the driver, the second scale the actual speed. The mechanical speed indicator was implemented by a tachograph from Hasler in Switzerland .
In addition, the ReiheС200 series locomotives have a diagnostic system that allows faults in the control circuit to be detected immediately. The number of the faulty system or the faulty device is displayed.
Braking equipment
Electric locomotives of the ЧС200 series had three systems of brakes; a pneumatic, direct-acting brake , an electropneumatic brake with distance braking according to the DAKO system and the resistance brake . The resistance brake has an output of up to 7000 kW and is used at high speeds of 200 km / h to 65 km / h. If the speed drops below 65 km / h, the electric brake, which works independently of the contact wire, is switched off by the automatic system and only the electropneumatic brake remains in operation. When the braking process is initiated, the electro-pneumatic brake is switched off briefly in order to clean the running surfaces of the wheel sets. The functionality of the electropneumatic brake can be simulated; this allows the brake to be checked even when the vehicle is stationary.
Change in construction in series production
Compared to the pre-series locomotives, the series locomotives received numerous changes and improvements in their design. While the two prototypes still had unmistakable similarities to the ČSD series ES 499.0, one had to take a closer look at the series machines to recognize the relationship. In the case of the series locomotives, which were given the inventory numbers 003-012, the shape of the superstructures and the driver's cab was obvious. The shape of the front has been rounded off and made more aerodynamic . The electrical equipment was also changed; Instead of the single-arm pantograph of French production, a separate design of a two-stage sprung pantograph was developed and successfully used in the Soviet Union, especially for high-speed travel. The performance has also been increased again through the use of traction motors with an output of 1050 kW. In order to avoid the overhead line burning out due to high power consumption when starting up, the recommendation is to apply three of the four pantographs to the contact wire.
business
The locomotives were given to the Leningrad P depot of the October Railway to cover the fastest and fastest trains on the Moscow - Leningrad line. Operation is currently (2014) carried out by the ЧС200 on the lines Moscow - Saint Petersburg , Saint Petersburg - Murmansk , Moscow - Volkhov - Murmansk, Saint Petersburg - Vologda , Veliky Novgorod - Moscow and Saint Petersburg - Torzhok .
Events and incidents
- On February 11, 2000, the ЧС200.007 was destroyed during shunting work in the depot. Later the locomotive was restored with parts of the ЧС6.030 .
- On December 2, 2006, the ЧС200.009 set up a record speed of 262 km / h in the Lichoslavl - Kalashnikowo section of the October Railway .
- On August 14, 2007, an incident occurred on the ЧС200.004 on the Nevsky Express train that exploded under the locomotive, destroying the locomotive and derailing the train.
- A series locomotive, the ЧС200.010, was also involved in the bomb attack on November 27, 2009 , when the locomotive and three wagons of the Nevsky Express derailed at 196 km / h.
See also
literature
- Der Modelleisenbahner 8/1978, vehicle architect, page 249, organ of the DMV
