A main-line diesel locomotive TE114I, power rating 1933 kW (2 630 hp), with AC/DC electrical transmission is intended for servicing on railways with gauge of 1435 mm as a freight and passenger train in countries having a tropical climate with a high dust content of the air.
The locomotive is manufactured with an effective cooling system, damp-proof insulation, anticorrosion surface and a special system for purifying air.
The design of the locomotive and its cooling equipment ensure stable operation of all the units and mechanisms at an ambient temperature ranging from minus 10 to plus 55°C.
The supply of fuel on the locomotive permits it to run a distance of about 1000 km without servicing. The locomotive is designed in one unit with two cabs and can be controlled remotely according to the two-unit system with control console of the driving locomotive.
The specious cab of the locomotive with excellent visibility has effective heat-and-sound insulation ensuring comfortable conditions of work for the locomotive screw.
The cabs are equipped with modern control consoles, air conditioners and dead man’s system.
The control console is located on the right side of the cab in the locomotive running direction. One of the cabs is outfitted with domestic refrigerator and a hot plate. Two blast signals of high-pitch tone are found on the cab roofs. The signal controlling is ensured from the driver’s and assistant’s engine driver cab with the help of buttons.
Layout of the locomotive units and aggregates ensures access for attending to the power and auxiliary mechanisms, and also normal conditions for operation of the units in the conditions of a tropical climate with a high dust content of the air.
The function of the locomotive power plant is performed by a diesel-generator set comprising 24-26 diesel engine.
The diesel-generator set consists of the diesel and main generator connecting between each other with a plate coupling, which are installed on a common engine subframe.
The diesel engine is a four-stroke 12-cylinder V-type gas turbine supercharger with a supercharge air intercooler.
The main generator is a twelve-pole synchronous machine with its stator winding in the form of two three-phase wyes, which are shifted on 30 electrical degrees with forced ventilation from an axial-flow fan driving by the diesel engine.
A diesel generator of this type is widespread on the railway transport and is used without any restrictions on climate conditions in different areas of the world.
The generator serves for feeding of traction motors and also AC electrical motors of auxiliary devices via a rectifier unit.
The rectifier unit converting the alternating current of the generator to direct current is formed of silicon rectifiers and is closed case inside of which the rectifiers are mounted on insulated pins. The rectifier unit with its cooling fan is installed on the locomotive frame ahead of the main generator and has a signaling scheme that operates when a rectifier breaks down. Each rectifier is shunted to remove the commutation voltages.
The field circuit of the generator form a closed automatic control system, which includes a combined engine power governor. The exciter is a single-phase AC generator with increased frequency and a constant field. The field winding of the main generator is fed from the exciter via a controllable rectifier.
The diesel engine is started by an electric starter-generator feeding from an accumulator battery.
The starter is intended for starting the engine and is a DC motor with series excitation fed from an accumulator battery.
The auxiliary generator with separate excitation during operation of the engine feeds current to the compressor motor, the control and lighting circuits, and charges the accumulator battery.
Both machines are installed in one housing.
The locomotive has 6 DC traction motors with series excitation and forced ventilation. The motors have no compensating windings and each has four main and four interpoles. The armature has a lap winding with equalizing connections at the commutator side and is supported on roller bearings installed in the motor shields. Nose suspension is used. To control the speed of the motor armatures two field weakening stages are used by the field winding.
The electrical apparatus installed in the locomotive has been used successfully for a long time on many models of locomotives. Most of the apparatus is installed in a high-tension chamber, where it is reliably protected from dust, moisture and mechanical damage. The wires and cables used on the locomotive met all the requirements for service on railway rolling stock.
The design of the cable ducts and conduits prevents moisture and oil from getting into them.
The accumulator battery is installed in recesses of the fuel tank and serves for starting the engine, and also for feeding the lighting and control circuits when engines is not running.
The cooling device of the locomotive holds heat-transfer agent temperature at the designed limits with ambient temperature up to plus 55°C at minimum expenditure for a motor-fan drive.
The cooling device consists of 4 radiator section blocks, 3 motor-fans, top and side shutters. The automatic regulation system controls the cooling of heat-transfer agent till the designed temperature by means of switching on and off the moor-fans in turn. The top shutters operates in the automatic mode, opening while the motor-fan located under them switches on.
The side shutters have a manual drive and reduce to ingress of sand and dust into the cooling device while the engine is not running.
Via two stages filters installed in the roof sections, the purified air comes for main generator cooling, the electrical traction motors and the rectifier unit.
A regulating device is installed in an outlet of the main generator. This device allows to change direction and quantity of the air ejected from the generator (in atmosphere or in the locomotive body). It ensures excess pressure and optimal temperature in as diesel compartment during the cold season.
Fans of the cooling device, traction motors and the rectifier unit have an electrical drive. The driver of the main generator cooling fan is mechanical from the diesel.
The system of automatic regulation and electric transmission controlling is designed with modules and blocks.
The body and the frame are presented with an unitized all-welded structure which elements take any maintenance loads.
The body consists of two driver’s cabs, a spacer part with a high-tension chamber installed in it, a diesel compartment and a cooling chamber. The frame of the body consists of longitudinal framing beams of a box section and cross bundles.
The middle parts of the frame consists of a fuel tank with sections for accumulator battery installation.
Removal sections of the roof ensure diesel-generator dismounting and another high-weighed equipment.
The locomotive is mounted on two six-wheel bogies with the traction motors arranged on one side and directed with suspension to the middle of the locomotive with single-stage spring suspension and non-pedestal roller axle-boxes.
The support system has four bearers. The roller bearers are with rigid transmission of load efforts of the body weight to the bogies.
The spring suspension is individual for each axle-box and consists of two identical spring sets and a friction vibration suppressor.
Wheel sets are with solid-rolled wheel hubs. The axle-boxes are located outside of the wheel sets. Wheel sets can have lateral motion comparatively of a bogie frame.
The welded bogie frame consists of two side members and four interframe fasteners. Two cross-beams of a rectangle section connected between each other with a welded pivot beam of a box section. For an electric motors support the cast brackets are welded to three interframe fasteners. The brackets for guides fastening are welded to the bottom of each side-frame.
The supporting and returning device includes four bears with roller – return units and a pivot unit transmitting braking and traction efforts and allowing bogie lateral motion comparatively of the body.
The locomotive is equipped with compressed-air brake, electro-dynamic and hand drives in each cab.
Pneumatic brake equipment and the compressor W450-4 are made by the KNORR-BREMSE firm.
The diesel compartment and the cab are equipped with the powder-type fire extinguishers.
The locomotive is equipped with fire-alarm system which gives sound and light signal of about fire starting to the driver’s cab.
The sand system of the locomotive feeds the sand under the first wheel set (in the locomotive running direction) of the locomotive bogie. During locomotive forward motion – these are the first and the fourth wheel sets, during locomotive backward motion – these are the third and the sixth wheel sets.
The sand is also fed automatically in the case of the wheel sets slippage and extreme braking.
When necessary the sand can be only fed under the first wheel set of the driving bogie ( the button of feeding on the first axle is on the driver’s control console), that is very convenient for a single – unit locomotive switching.
The locomotive is equipped with the electronic speed indicator of the Hasler firm.
On the both sides of the diesel locomotive for locomotive coupling with a rolling stock, transmitting of braking and traction efforts and for cushion of the strike forces emerging during motion, strike – traction unit LAF 1758-1 type “U” which ensures engagement with a coupler type UIC and with a coupler type CA-3 is installed. |
