SŽD series 2ТЭ121
| SŽD series 2ТЭ121 | |
|---|---|
 2TE121-026
|
|
| Number: | 76 |
| Manufacturer: | Luhansk |
| Year of construction (s): | 1978-1992 |
| Axis formula : | Co'Co '+ Co'Co' |
| Gauge : | 1,520 mm |
| Length over coupling: | 2 × 21,000 mm |
| Height: | 5,110 mm |
| Width: | 3,200 mm |
| Wheel set mass : | 25 t |
| Top speed: | 100 km / h |
| Installed capacity: | 2 × 2,944 kW (2 × 4,000 PS) |
| Starting tractive effort: | 2 × 30,000 kp |
| Wheel diameter: | 1,250 mm |
| Motor type: | 16-cylinder four-stroke diesel engine |
| Motor type: | 5D49 3D70 |
| Rated speed: | 1000 min -1 |
| Power transmission: | electric |
| Tank capacity: | 2 × 7,500 l |
| Number of traction motors: | 2 × 6 |
The locomotives of the SŽD series 2ТЭ121 (German transcription 2TE 121) of the Soviet Railways (SŽD) are wide-gauge diesel locomotives with diesel-electric power transmission primarily for freight train service. They were built as a further development specifically of the 2ТЭ116 with an even greater power and were the first series-production locomotives that were equipped with an engine power of 4,000 hp. At the same time, it can be seen as the last large diesel locomotive of the SŽD that was produced in larger numbers.
history
The direction in the development of diesel locomotives in the SŽD of the former Soviet Union went in the 1970s to the development of two-section locomotives with 4-stroke diesel engines and an output of 2 × 4,000 hp. Single-section diesel locomotives with an output of 4,000 hp were built as early as the 1960s, but they did not get beyond the test status. The best-known variant is the ТГ106 series diesel-hydraulic locomotive built in 1961 .
After the SŽD series 2ТЭ116 with 2 × 3,000 hp had proven itself in operation, the Luhansk locomotive factory dared to develop a number of other locomotives with an output of 4,000 hp per section. In Central Europe, the best-known representatives of this group are the DR series 142 , which were created on the basis of the SŽD series ТЭ109 . As a two-section variant, the 2ТЭ121 was created around 1978 with 2 × 4,000 hp.
The key data for the project planning of the new locomotive was created by the specifications of the state railways, represented by organizations such as the WNITI , which specified that the newly developed diesel locomotives should be developed with an axle pressure of 27 t to 30 t. This was to be seen in connection with the planned conversion of the railway routes to the rail profiles P 65 and P 75 . However, since this changeover could not be carried out to the planned extent, an axle pressure of 27 t was recommended for the first test sample and an axle pressure of 25 t for the subsequent series machines. The wheel diameter of 1,250 mm was also recognized. These specifications were laid down in the standard series GOST 22602-77 , on the basis of which the new locomotive was developed. In 1978 the first sample 2ТЭ121-001 appeared at the Luhansk locomotive factory .
The 2ТЭ121-001 diesel locomotive produced had an axle pressure of 26.8 t and thus met the requirements of the first test sample . It was the same year for operational testing of the North Caucasus Railway transferred where they section Maikop - Белореченская with the manufacturer and the WNITI the field testing has undergone together. A number of changes to the design were passed on through the results of the tests. After the chassis in particular had been revised, the test series with the inventory numbers 002–004 appeared in the period up to 1983 , which were also tried out in many ways. The length of the superstructures was shortened by a full meter, the axle pressure could be reduced to 25 t, and there were changes in the drive system, the construction of the bogies and the auxiliary systems. The results of the redesign made it possible to use the locomotives later on rails with profile size P 50 .
In the mid-1980s another ten locomotives from inventory number 005 were delivered, which can be regarded as the first series locomotives and were handed over to the Severnaya schelesnaja doroga for the Pechora depot . In operation, the locomotives showed some advantages; the fuel consumption could be reduced by 8% -10% compared to the 2ТЭ10В , the use of the locomotives increased the train loads and made up for delays, the comfort of the train driver could be significantly improved compared to the other locomotives, and there was one significant reduction in the wear and tear of the power transmission system compared to other locomotive designs. Even more, with its overall performance, the locomotive was also an alternative to the three-section diesel locomotives . The sole machine is able to brake from a speed of 100 km / h when the direct-acting brake is actuated in 800 m to a standstill; when the indirectly-acting compressed air brake is actuated , it needs 1000 m for this. However, the locomotive also required increased discipline in observing technology in production and maintenance, and there were also some inaccuracies in the manufacturing plants, especially in the manufacture of rubber elements. A total of 76 two-section locomotives were produced up to 1992, with minor design changes.
The locomotives are used in Russia and Ukraine and are used there in heavy freight train service. In connection with the crisis in the former Soviet Union , production of the locomotive ceased. On the part of the locomotive staff, they are very popular due to the comfort of the driver's seat and the quiet location on the track, even with poor track conditions. The design of their drive was also used in the newly developed electric locomotive of the ЭП1 series .
Construction of the series machines
The diesel locomotive of the 2ТЭ121 series is a freight train diesel locomotive with electrical power transmission according to the system alternating current generator - direct current traction motors . It has a total output of 5,888 kW (8,000 hp) in the two sections. It is intended for operation on railways with reinforced heavy superstructures. The construction of the diesel locomotive and its cooling system enable the locomotive to be used in the range from −50 ° C to + 40 ° C. The locomotive consists of two sections, each with a cabin, which are automatically coupled via an SA-3 (central buffer coupling) . It is possible to use the sections as a single locomotive.
The superstructure of the locomotive is self-supporting and made of low-alloy steel. Some blocks of the roof are made of aluminum and designed to be removable for better assembly and disassembly of assemblies. The fuel tank is located in the middle and can be removed from below. As is customary with the locomotives from Lugansk , there is a space between the engine room and the driver's room for noise and vibration protection, which also serves as an entry area. The spacious driver's cab has air conditioning , electrical connections, cooling and heating for the cold season, armrests on the side windows and washer systems on the front windows. Overall, it was considered the largest and most comfortable driver's cab of the SŽD locomotives at the time of construction . Although the exterior was geared more towards practicality, the locomotive is also considered to be well designed in terms of design. The mighty impact protection, which protects the driver's cab, is arranged under the engine driver's compartment; the cavities also serve as a bunker for the locomotive's sanding system.
In the drive room is the power unit, consisting of the 16-cylinder four-stroke diesel engine 2W-9DG and the traction generator A-1714 . Like the 5D49 known from the SŽD series ТЭ109, the diesel engine counts as a square hub and, like it, has a piston diameter and stroke of 26 mm. There are also fans for the air supply, air compressors for the brake and pneumatic systems, air cleaners for the intake air of the diesel engine, electrical machines and other equipment.
The traction motors of type ED126AUXL1 are used with the drive wheels as a hollow shaft drive and ensure the drive with the drive wheels with the help of rubber elements. The axle bearing guide has been redesigned again compared to the SŽD series ТЭ109 . Although lemniscate links were used again, they still have a leaf spring to compensate for the coil springs. This probably contributed significantly to the smooth running of the locomotive. The locomotive has an electrodynamic brake that can automatically maintain the commanded speed when driving downhill.
Among the auxiliary equipment, the central air cooler is particularly important, which ensures the cooling and ventilation of the drive units, the rectifier unit, the electric traction drive motors, the automatic unit and the accumulator cells. It consists of the axis fan with shovel-shaped devices. The cooled air is purified in cassette-type filters placed in the roof of the superstructure. The block system of compressed compressed air prevents condensation of water vapor in the pneumatic system and prevents moisture and oil from entering the brake systems. A system of fire extinguishing equipment is also part of it, which essentially consists of foam extinguishers and gas extinguishers . A powder extinguisher system can also be used at the customer's request .
See also
Web links
- Photo of the parked 2ТЭ121-026
- Photo of the parked 2ТЭ121-023
- Photos of the prototypes of the 2ТЭ121