SŽD series ЧС4 Т
| SŽD series ЧС4т Škoda type 62E |
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 ЧС4T 284 machine of the first delivery
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| Numbering: | SŽD ЧС4т 161, 232–740 |
| Number: | 510 |
| Manufacturer: | Škoda Plzeň |
| Year of construction (s): | 1971, 1973-1986 |
| Axis formula : | Co'Co ' |
| Gauge : | 1,520 mm |
| Length over buffers: | 19,980 mm |
| Bogie axle base: | 2,300 mm |
| Total wheelbase: | 14,200 mm |
| Smallest bef. Radius: | 120 m |
| Service mass: | 126 t |
| Friction mass: | 126 t |
| Wheel set mass : | 21 t |
| Top speed: | 160 km / h |
| Hourly output : | 5,100 kW |
| Continuous output : | 4,800 kW |
| Starting tractive effort: | 300 kN |
| Driving wheel diameter: | 1,250 mm |
| Power system : | 25 kV 50 Hz ~ |
| Power transmission: | Thyristor control |
| Number of traction motors: | 6th |
| Drive: | Škoda hollow shaft drive |
| Brake: |
DAKO - compressed air brake, electrical resistance brake |
| Locomotive brake: | DAKO compressed air brake |
| Train control : | LS III |
| Particularities: | Replica of the SŽD series ЧС4 with a locomotive body made of sheet metal |
The SŽD series ЧС4 T (German transcription TschS4 T ) of the Soviet Railways (SŽD) is a further development of the SŽD series ЧС4 . The main difference to the series ЧС4 is the design of the locomotive body made of sheet metal instead of fiberglass-reinforced plastic . The locomotives were manufactured by Škoda in Plzeň from 1971 to 1986 . In addition, the machines were equipped with a resistance brake. The locomotives have been designed for an ambient temperature range of −50 ° C to +40 ° C. With the hourly output of 5100 kW, the top speed of 160 km / h and the electric brake with a continuous output of 5000 kW, the locomotive was one of the most internationally acclaimed developments at that time.
history
The ЧС4 series electric locomotives had proven themselves in operation. The problem, however, was that the plastic engine room cladding was permeable to electromagnetic fields , which could be unpleasant for the staff. These deficiencies were eliminated in 1971 with the new ЧС4 T series with the factory designation Škoda 62E. The first locomotive in this series was the ЧС4 T 161 . Apart from the change of the material for the locomotive body, a hatch was inserted in the side walls for the removal of the motor compressor and the support of the locomotive body was changed. In addition, numerous changes were made to the electrical equipment.
technical description
The superstructures of the locomotive were designed according to the then customary international principles; large final driver's cabs with panoramic windows and clearly arranged operating and monitoring devices; Two entry doors on both sides, each leading to the anteroom of the driver's cab and the cross aisles. The component arrangement was arranged in such a way that two continuous aisles along the two side walls remained free in the interior from the driver's cab.
Mechanical construction
The body of the locomotive was completely welded. It consisted of the main frame, two side walls connected to the frame and the driver's cabs. The frame was welded together with two longitudinal members and several cross members and covered with sheet metal.
The running gear consisted of two three-axle bogies that were connected to the frame by pivot pins. They each had two sliding supports mounted in oil boxes to support the locomotive box and to absorb the horizontal forces. The bogies were connected to one another by a coupling.
Helical springs on each axle box and corresponding hydraulic dampers were used for the primary suspension . For the secondary suspension, double coil springs were used on the four sliding supports, the preload of which could be corrected by adjusting screws. All six drive axles were guided into the bogie frame via the axle box with vertical pins. In the transverse direction, silent blocks delimited the axle bearing guide. The traction motors were firmly mounted on brackets in the bogie frame, the torque was transmitted to the axles via a hollow shaft drive from Škoda with the help of articulated couplings. Each coupling led through the hollow rotor of the drive motor and was attached at the other end to the pinion of the gear unit arranged on one side. The air required to ventilate the traction motors and the two traction rectifiers was sucked in by axial fans for three traction motors on a bogie. Air was drawn in through blinds in the upper part of the side walls. Additional cooling circuits were installed in a separate cooling system for the smoothing reactor and the field weakening resistor, as well as for the transformer oil and the resistance brake.
Electrical equipment
The locomotive had two pantographs. From the overhead contact line, the current passed through the pantograph disconnector and the roof lines to the main switch and then to the transformer. The main switch was protected against overcurrent by a protective relay block.
The secondary windings of the transformer fed the traction motors, three traction motors of a bogie were connected to a rectifier in diode construction . The supply voltage of the rectifiers was regulated in 32 steps on the high-voltage side via a load switch. The transformer also had a winding for the train heating system with a voltage of 3 kV. To feed the auxiliary systems, the secondary windings had a branch in order to feed the excitation winding of the traction motors during electrical braking . The transformer was oil-cooled. Compared to the ЧС4 , the cooling was switched from block cooling to a tank transformer, which simplified the oil system; this also made it possible to simplify the ventilation for cooling the oil.
Each motor circuit consisted of a smoothing choke , the power contactor, the overcurrent relay, the armature of the traction motor, the main poles of the traction motor as well as the switching elements of the drive and brake switch and the direction changeover. A braking resistor, which was ventilated by a motor-driven fan, was assigned to each traction motor. The ventilation performance was analogous to the load on the resistors. The voltages of the resistors were chosen so that the ventilation motor was normally continuously fed by a braking resistor. When switching to electrical braking, the gearshift ensured that the difference between the braking forces of the individual wheelsets was not greater than 10%. Overall, the electric brake proved to be more effective than in the SŽD series ЧС4 (prototype) and the ČSD S 699.001 .
The transition to the brake circuit of the locomotive was made via contactors. They were electrically coupled with the control circuits and the drive and brake switch, which meant that the transition from driving to braking did not take longer than three seconds. When switching over to the brake circuits, the connection of the braking resistors to the individual armatures of the traction motors was made, and the excitation circuit formed by the main poles of all motors was switched to the output of the controlled rectifier.
The control and switching to the brake circuits was dependent on the position of the driver's brake valve, the electropneumatic and the compressed air brake . A pressure intensifier converted the brake cylinder into electrical impulses. Only when an overpressure of 0.6 to 0.7 bar was reached was the switch to the resistance brake. Before that, the compressed air brake worked , which caused the running surfaces of the wheel sets to be cleaned. As soon as the set pressure for the resistance brake was reached, the compressed air brake was switched off and an electropneumatic valve shut off the compressed air supply to the brake cylinder. The engine driver set the braking force of the electric brake using the brake valve, and a speed controller ensured that the electric brake only worked from a speed of 50 km / h. The locomotive also had an anti- skid and anti-skid device .
Lt. Russian Wikipedia should at the locomotive for the first time in electric locomotives of the SZD the thyristor technology have been applied.
Auxiliaries
The power supply for the auxiliaries was 220 V = , whereby the current at the transformer was branched off from the winding of the auxiliary gear and rectified . The voltage was regulated by asymmetrically controlled bridges. Each rectifier had its own control circuits, which maintained a constant voltage of 220 V +/- 3%, especially in the event of strong contact wire voltage fluctuations on the drive motors and the auxiliary units.
Other auxiliaries were the ventilation of the machines and units of the traction circuits, the compressed air supply system for the air brake , machines and units for ensuring the oil circulation in the transformer and for the train heating.
Use of the locomotives
After the prototypes, the first series locomotives were delivered starting with the number 232 in 1973. In 1986, the last ЧС4 was No. 740 T of Škoda delivered. A total of 510 locomotives were delivered. During the delivery, the external appearance of the body changed; At first it was made from flat sheet metal, from number 363 onwards they received locomotive bodies with corrugated side walls. From number 608 , the locomotive lanterns were given separate round lanterns according to the headlights and rear lights, as was also the case with the ЧС7 and ЧС8 series . The circuit diagram of the locomotives also changed; The motor fans on the locomotives of the first series started from the drive switch position "1"; in the case of later deliveries, they did not start until the drive switch position "3". The transformer and the drive switch were later changed. The air flow for cooling the electrical equipment was later controlled analogously to the power consumption of the traction motors.
In 2011, a significant number of locomotives were still preserved and stationed, among other things, in the Rossosh depots of the Yugo-Vostochnaja schelesnaja doroga and Kawkasskaya of the Severo-Kawkasskaya schelesnaja doroga . In 2013, the majority of electric locomotives ran on the Gorkovskaya zhelesnaja doroga (used by the Kirow depot (Kaluga) ) and the Moskovskaya zhelesnaja doroga (from the Bryansk and Vyazma depots ). Fifteen electric locomotives were in service with the Belaruskaja Tschyhunka at the time . The previous ten electric locomotives in the series were in the inventory of the Saratov depot of Privolschskaja selesnaja doroga .
Major maintenance work on the electric locomotives used to be carried out in the Ukraine , in Zaporizhia , today they are carried out in Novosibirsk . The machines will be withdrawn from 2016.
See also
literature
- The model railroader 03/1974, vehicle archive, page 89, organ of the DMV
Web links
- Differences between the ЧС4 series and the ЧС4 T on a Russian website (Russian)
- a ЧС4 T of the first delivery on Bahnbilder.de
- a ЧС4 T of the second delivery with corrugated side walls and rectangular headlights on Bahnbilder.de
- a ЧС4 T of the last delivery (beaded side walls and lens-shaped headlights) on Bahnbilder.de