History of the development of rolling stock
Bulk two-section locomotive 2TE116 2h3060 hp power, designed for freight service on the railways of the USSR, designed Voroshilovgradsky Locomotive Works (now Luhansk), in collaboration with the factories: Locomotive them. Kuibyshev (Kolomna), transport engineering them. Malyshev, Electrotyazhmash them. Lenin, "Elektromashina" (Kharkov) and branch institutes locomotive (VNITI) and the Central Research Institute of the Ministry of Railways Ministry of Railways (now VNIIZhT).
Start of construction of a new family of mainline freight locomotives, the first example of which was built in 1971, was supposed to "The main directions of development of the national economy of the USSR for 1976-1980", which provided for launching the production of two-section mainline freight locomotive capacity 8000 hp.
2TE116 locomotive was the next step in the development of the locomotive with four diesel and transmission of variable-DC locomotive engineers for the design of the plant started in August 1970, working drawings arrived in shops in 3-4 months, and in the beginning of 1971 - the eve of the opening XXIV Congress of the CPSU - locomotive 2TE116-001 brought to Moscow from the Donbass coal in surplus to the train. In the design of the locomotive 2TE116 been used by many of the previously built locomotives TE109.
2TE116 locomotive consists of two identical sections odnokabinnyh controlled from one (any) post of the cab and the United SA3 coupler. If necessary, each of the sections can be used as a separate locomotive. To move from section to section in the back of the door and there are sections of the transition area, closed with a rubber souffle. All power and auxiliary equipment located in the body, made from the carrier main frame.
Removable roof section with located in these filters allow air to freely seize the main body of the power equipment. Spacious and bright cabin, high-performance thermal insulation it from dividing and vestibules create favorable conditions for the locomotive team. The front cab windows with wide safety glass provides a clear path. The cabin is equipped with air conditioning, heating and ventilation installation, speed indicator, alarm and locomotive hitchhiking continuous.
The body of the locomotive to the base frame is designed anew and in contrast to the body of the locomotive TE109 full use of railways gauge 1520 mm (1-T). Carts are made according to the type of carriages and locomotives TE109 2TE10V. Reducer of traction motors sided, hard, gear ratio 17:75 = 1:4.412.
The locomotive has a similar diesel locomotive TE109 (1A-5D49), traction generators (HS-501A), pathogens (CS-650), the starter-generator (STG-5), batteries (68TPZHNK-250). Straightening current setup used UVKT-5 having in each arm of ten parallel chains, which included two overhead valve 200-8 series. The total number of valves to install - 240 diesel generator 1A-9DG consists of 1A-5D49 diesel engine and traction generator GS-501A.
Diesel and traction generator mounted on a single engine subframe welded and interconnected semi-rigid plate clutch. Over the years, to create a range of diesel engines D49 employs a team of Kolomna Diesel Locomotive Plant, headed by chief designer SA Abramov (1955-1966), Merlisom PM (1966-1969), EA Nikitin (1969-2001), who became in 1989 a laureate of the State Prize. 5D49 diesel belongs to the uniform number CHN26 / 26, which means - a four-turbocharged, bore and stroke of 260 mm. EDS - electric remote using the controller installed on diesel four electromagnets receiving power from the controller and the driver are included in various combinations. Office of the locomotive driver controller having reversible and the main handle.
The scheme of electric transmission - standard Soviet variable-DC also implemented in locomotives TEP70, 2TE121, TEM7.
After the release of the locomotive №001 Voroshilovgradsky plant produced in 1971 two of the locomotive, in 1972 - 19 and 1973 - 23 locomotive. The first locomotives were produced with high roof of the cab, in 1973 it changed to use in locomotives 2TE10V. With the locomotive cab №742 changed again. Not less than 11 locomotives had 2D70 diesel engines.
In locomotives 2TE116 a number of design changes to improve the reliability of individual equipment and find the most suitable for the operation of technical solutions. For example, in locomotives №002, 011, 020, 030, 076 have been installed 2D70 diesel engines with the same parameters, as well as diesel locomotives 2TE40. With locomotive number 26 instead of double spring spring group, giving the static deflection of 101 mm were installed trehpruzhinnye sets the static deflection of 126 mm. With the locomotive traction motors instead №052 ED-107A applied electric ED-118A, as well as in locomotives 2TE10V. Rechargeable batteries 68TPZHNK-250 replaced the battery 48TN-450. With locomotive instead №026 motor fan CF-2 puts motor fans MV-1 reduced from 21.5 to 18 tilt angle of the blades, and with the locomotive number 043 - motor-fan CF-11.
In locomotives to number 728 (except number 715, 717, 720, 725) installed diesel generators 1H-9DG first performance, starting with the number 728 (1982) - the second version (1A-9DG2) with diesel 1A 5D49-2 ; the latter have a steel crankshafts with counterweights on each cheek, the cylinder block with a flat seam suspension pistons with increased gas-tight, refined oil supply system with two pumps and other improvements.
Diesel locomotives to the number 740 was placed joint control 7RS-2, which had the device for limiting the fuel depending on the charge air pressure and protect the diesel engine at low oil pressure. In locomotives with number 740 on the combined number of 800 was set regulator 3-7RS-2 having a device for limiting the fuel depending on the charge air pressure; in locomotives with number 801 is applied regulator 4-7RS-2, which has also protect diesel engine at low oil pressure.
In 1978 was redesigned body on the trolley poles; applied to the so-called combined support whose lower part is in the form of rollers placed between the baseplate and the upper rubber consists of seven elements. This design supports have also been used in locomotives 2TE10V, 2TE10M, ZTE10M, 4TE10S.
In 1976 the crane operator's number 394 and diffuser № 270-005 were replaced crane № 395-00-3 and air diffuser № 483.000.
The locomotive number 532 was introduced with compressed air drying; in locomotives with number 759 is used rheostat start motors and compressors oil pumping delayed after stopping the diesel engine. Motor EDT-5 to drive the compressor replaced 2P2K motor (37 kW).
On separate locomotives 2TE116 applied design solutions, require verification in an operational environment. Thus, the locomotive number 348 traction motors were installed ED-125 is an advanced type of motor ED-118A and designed in the future to replace the latter. The locomotive number 465 and 475 are supplied for testing rolled wheel centers. Also for testing locomotive number 741 refrigerators have only two motor-fan instead of four in series locomotives. Fan wheel diameter of 1600 mm provided with blades used to vary the angle of their installation, depending on the temperature of the working fluid.
The first locomotives 2TE116 arrived at the depot Bukhara, Tyumen, Ishim, Pechora, and then in Sverdlovsk-sorting depot. Currently 2TE116 locomotives operated on the Volga, South-East, October, Sverdlovsk railways.
Voroshylovgrad factory team headed by the director of the plant Turikov NA was awarded the right to produce diesel 2TE116 with "quality mark".
At UZ locomotives operated on the South, the Dnieper Donetsk, South-Western Railway.
After 1996 Lugansk plant produced several locomotives for Estonia, Uzbekistan and private carriers, as well as the overhaul of the old locomotives, giving them new numbers. After becoming a part of the Russian company "Transmashholding" resumed deliveries of new locomotives for the Railways.
2TE116 locomotives are still in good condition, as well as satisfy the most modern requirements. This model has a lot of modifications, modified in accordance with certain aspects.
3 locomotive 2TE116M with hydromechanical drive a number of units instead of an electric, as well as with resistance brake released in 1974 -1975 years.
A feature of the circuitry of the locomotive is to preserve the power of asynchronous three-phase motors of the auxiliary machines and traction generator during braking electric and electric braking mode control using a system of automatic control of braking (SART). The system allows, in particular, automatically maintain the set speed on descents. Maximum power at electric braking according VNIIZhT amounted 2553 kW at a speed of 58 km / h.
4 locomotive 2TE116, unified with the first "eight-thousanders" 2TE121, built in 1981 - 1982 GG.
Body sections locomotive made by body type locomotives 2TE121. They have tselnonesuschuyu design and made of low-alloy steel, removable roof blocks are made of rolled aluminum. Separately collected cab mounted in bodies on rubber shock absorbers. The frame body is used as a conduit for supplying air for cooling of electrical machines and the rectifier unit of the total fan (centralized air supply). At the ends of the frame are available niches for battery. Placing it in the body is similar to placing it on the locomotive 2TE121.
Experienced 2TE116G locomotive to run on compressed natural gas was built in 1987.
Consists of 3 sections - two diesel (as on a conventional locomotive 2TE116) and a cryogenic gasifier. The locomotive used diesel engine generator 1GDG with electronic control, regulation and protection of diesel (SKRDZ-3) introduced additional water supply system and gas of the gas equipment, control and protection, alarm, turn on the gas ("shield-2-1" ), ventilation elektrootsekov and gas equipment compartment, unhook the diesel remote sections of cryogenic. However, to achieve the calculated power failed.
One Utility locomotive 2TE116UP electropneumatic brake and increased power diesel engine was built in 1996.
Diesel power increased to 3600 hp locomotive equipped with rheostat brake and electric heating system composition. Traction unit consists of traction and auxiliary synchronous generators, mounted in a single package. Auxiliary generator through a rectifier provides power passenger train 3000 V dc power of 575 kW each section on the nominal mode. Tractive force continuous mode 2 * 323 kN (2 * 33 ton), construction speed of 120 km / h.
The locomotive was commissioned by the Ministry of Railways, but remained in the Ukraine. In 2001 it was bought by "LinkOyl" and converted into a pure cargo.
More than 50 locomotives for RZD 2TE116U poosnogo with traction control and modifications to the cab with the installation of air conditioning, with dynamic braking, with increased power diesel 3600 hp and microprocessor control and diagnostics (MSUD) was started in 2007.
2TE116UK capacity of 3060 without microprocessor control system, no air conditioning built for TOO "PromTransMenedzhment."
About 70 locomotives overhauled with replacement of diesel at the Voronezh Diesel Locomotive Plant, were called 2TE116K.
At the same plant was deep modernization of one locomotive labeled 2TE116KM.
Was increased power diesel engines installed microprocessor control system. Proven on this locomotive developments have been used in the program 2TE25K.
In June 2011 completely renovated locomotive 2TE116 1984 release transmitted from the Voronezh Diesel Locomotive Plant in operational depot Rtishchevo Michurinsky UVJD region. Restoration of the locomotive produced in a pilot project of "Zheldorremmash" on overhaul locomotives 2TE116. For the repair of the locomotive, which was conducted with the use of new technologies, it took about 44 mln., Which is two and a half times more than usual. A similar new locomotive is from 115 to 135 million rubles., And in this case, refer to the machine manufacturer's performance in just a third of that amount. Refurbished locomotive in its technical parameters practically corresponds to the new.
According to the project, after the factory overhaul from the locomotive increases operational reliability, and the machine can be operated without maintenance for a month, instead of the regular check-ups every three days.