SŽD series Э мх 3
| SŽD series Э мх 3 (E mch 3) | |
|---|---|
 E mch 3
|
|
| Number: | 1 |
| Manufacturer: |
Hohenzollern Krupp Magnet-Werke |
| Year of construction (s): | 1926 |
| Axis formula : | 2'E 1 ' |
| Gauge : | 1520 mm |
| Length over coupling: | 16,696 mm |
| Empty mass: | 125.5 t |
| Service mass: | 131 t |
| Friction mass: | 88 t |
| Top speed: | 55 km / h |
| Installed capacity: | 1,200 hp after conversion: 1,050 hp |
| Starting tractive effort: | 15,000 kp |
| Driving wheel diameter: | 1,320 mm |
| Motor type: | Diesel engine |
| Drive: | diesel mechanical |
| Coupling type: | Screw coupling |
The locomotive of the class Э мх 3 (German transcription E mch 3) of the Soviet Railways (SŽD) was a broad-gauge diesel locomotive of the first generation.
history
In 1926, this locomotive, which was also developed under the direction of Professor Lomonossow , appeared as a comparison machine to the SŽD series Э эл 2 and SŽD series Щ эл 1 . It originally had the designation Ю m 005 . After moving from Lomonosov to Germany , it was given the designation Э мх 3 .
It is considered to be the most powerful diesel locomotive with diesel-mechanical power transmission. Originally it was supposed to be created as a machine with hydrostatic transmission , but the level of technology at that time did not allow the construction of a reliable power transmission. That is why it appeared as a 3-speed machine with electromagnetic gear shifting. The operator leveled the regulation of the speed of the diesel engine with a handwheel, after the diesel engine an electromagnetically operated friction clutch was arranged, which established the connection to the input shaft of the gearbox. The gear change took place automatically through the signals from speed sensors, which compared the speed of the drive wheels. The gear change was designed in such a way that the output shaft of the gearbox was not interrupted in the shift access. This was connected to the drive wheels by driving and coupling rods. The locomotive did not have a reversing gear, the diesel engine with a performance similar to that of the SŽD series Э эл 2 was reversible here.
The locomotive was set in trial operation in the Ljublino depot near Moscow . The power transmission selected resulted in a number of irregularities in normal railway operations that did not allow regular train operations in the long term; the chosen mechanical gear change technique proved to be unreliable. The gear change resulted in steeply increasing torques, which led to jerky movements in the train set. According to the literature, train separations should also have occurred. Broken gears also occurred. The reduction in the performance of the diesel engine could not remedy these deficiencies, so that the locomotive was soon taken out of regular train service. Exact data on the use cannot be found in the literature.
The world's first and only large diesel locomotive with mechanical power transmission was not a lasting success. But it had the advantage that it could have a high efficiency of 30% to 31%. It is also interesting that the mechanic of the locomotive was the later politician Vyacheslav Alexandrovich Malyshev (Вячеслав Александрович Малышев), from whom the photo of the locomotive was also taken.
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.
Individual evidence
- ↑ Малышев, Вячеслав Александрович (Russian WP)