The history of electrification of railways. Part 2

In the mid-nineties, the most important qualitative changes occurred related to the use of three-phase current on the railway vehicles. As a result, the entire transmission system has become simpler and there is no need for expensive motor-generators or umformers that require constant attention.

The three-phase current system was first introduced on the tramway line in Lugano (Switzerland), built in 1895. It was followed by the Electrification of a number of small mountain roads in Switzerland. In 1901, the railway on a three-phase current began to function successfully in Italy (the Valtelline road). As a result of the famous experiments in Prussia (1902-1903) with a three-phase current system, the speed of the motor car was 200 km / h.

Up to the 20s of the current century, in many countries, research has been intensively carried out on the development of the most optimal electric schemes for feeding railways with electric current. Along with this, great attention was paid to continuous improvement of parts and assemblies of electric locomotives, suspension systems and installation of current-collecting wires, etc. As a result, the power of motors increased, and their technical and economic performance increased. Of great importance were improvements in the management system of electric locomotives.

In 1897, an American specialist, Sprague, proposed a management system called the "multiple unit system" or "joint management system". The proposal was as follows. All the locomotives of the train (there may be several of them), no matter how they are located, are mutually connected by an electric circuit, which allows the driver (driver) of the front locomotive to control the remaining locomotives. A kind of unified system is formed, as if one locomotive with many motors. The system of united management also allowed to form a train from one motor wagon, which operates in the same modes and is controlled by one driver. This remarkable innovation contributed to the rapid progress of motor-car traction, accelerated electrification of subways and suburban sections of highways.

In a special row there are locomotives with "autonomous electric traction". These include locomotives, where electric energy accumulators began to be installed as energy carriers. Such locomotives were first used on city trams in Berlin and Hamburg in 1885. In the early 90's of the XIX century. After significant improvements in batteries, the electric locomotives they equipped became widespread in Europe. However, after 1894 they were replaced by rapidly spreading electric locomotives, which received electrical power from contact wires. To the advantages of locomobiles with battery energy it is necessary to include a smooth ride, the ability to tolerate overload, convenient regulation, noiselessness and smokelessness.

Interesting work on the use of electric current accumulators on railway transport was carried out in 1920 in our country by engineer II Mahoin. Noteworthy in its innovation was the use for the movement of a train of very powerful batteries for that time and attempts to apply a battery rod for the operation of trains over long distances. I. I. Makhonin set out to organize the movement of battery electric trains between Petrograd and Moscow. It was a bold decision.

All work on equipping the first electric train was performed at the Baltic Shipbuilding and Mechanical Plant in Petrograd. Three motor carriages were built earlier in the Mytishchi plant and served as kerosene-electric railroad cars (diesel-powered cars) that operated on some sections of the former Nikolayev (now October) railway.

September 30, 1920 the train successfully made the first test flight from Petrograd to Luban, passing a distance of 155 versts.

From Petrograd to Moscow the train started on October 12, 1920. It consisted of four passenger cars (of which three were motor vehicles) and three adapted tenders with batteries. Each motor car was equipped with two electric motors of closed type DC ("I-109") voltage of 500 V, hourly capacity of 110 hp each. At 600 rpm.

A rechargeable battery (such as installed on submarines) consisted of 264 elements measuring 305 X 500 X 1090 mm, with a capacity of about 7500 Ah for a 12-hour discharge. The total weight of the battery in working condition was about 120 tons. The gross weight of the entire train with a minimum composition in the 24 axis was about 340 tons, with the maximum load on the axis of the tenders did not exceed 16 tons.

Management of the train was arranged according to the "Multiple" system and is concentrated in two outermost motor wagons that operated independently, depending on the direction of the train. To obtain different speeds and corresponding changes in thrust forces with a voltage of 500 V batteries and switching to 250 V, there were five ways to switch on the electric motors by means of starting rheostats.

The distance was 650 km the train passed for 15 hours 55 minutes. The time of the pure course is 12 h 5 min. Composition was moving at an average speed of about 54 km / h. It was noted that the prolonged Verebinsky lift of 0.006 for over 20 km was passed by the structure without any difficulties with the simultaneous operation of 6 parallel-connected motors.

On the way back the train set off on October 17. The composition was increased on the Moscow-Kryukovo stretch by two Pullman cars and the weight of the train reached 460 tons (35 axles). After Kryukovo, one car was unhooked and the weight of the train was 410 tons. The train returned in 19 hours and 15 minutes with a clear running time of 13 hours and 25 minutes.

The accumulator batteries after the Petrograd-Moscow run were almost completely discharged. In Petrograd and Moscow they were charged from the tram station within 16-18 hours.

After the arrival of the train to Moscow, on Oct. 13, at the Supreme Council of the National Economy, a meeting was held on the Electric Train of the Makhonin System, attended by members of the Presidium of the Supreme Council of National Economy, responsible officials of the Moscow and Petrograd departments concerned, and about 20 Moscow and Petrograd engineers. The meeting noted: "The test of the electric train and the organization of the very construction of the experimental unit, which was not made from special materials but on the basis of utilization, is considered very successful."

The editorial board of the journal "Izvestia Elektrotrest" "in view of the interest caused by the experiments with the battery electric train ..." placed in the December issue of 1920 the article of N. P. Akimov, the head of the traction of the Nikolayevskaya railway. The author wrote: "... it should be considered absolutely indisputable that the first battery electric train, even in its modern design, will have a very significant advantage for studying the electric train traction ..." and the experience of its operation "will undoubtedly influence the solution of many questions on the forthcoming Electrification of railways, especially because to this day there is no experimental data on many issues of electric traction in conditions of the actual operation of Russian railways. "

A careful study of the results of II Makhonin's work showed that for a number of technical and economic indicators of the operation of a train with an autonomous battery electric traction are much inferior to electric trains operating from a stationary contact network. According to Professor PS Osadchy, the oil consumption for charging electric trains from the steam electric plant is 250-300 poods, and from diesel - twice less. The consumption of oil in a locomotive leading from Petrograd to Moscow is the same train as an electric train, according to the same calculations, should not exceed 310-320 poods.

For batteries installed on an electric train, guaranteed work for 250 charges and discharges, or 125 trips back and forth. After 250 discharges, the battery requires repair and a gradual replacement of the elements. The cost of one such battery at pre-war prices is 180,000 rubles, and a locomotive of comparable capacity is 70,000 rubles.

The specific features of electric traction attracted the attention of mining enterprises and firms to electric locomotives. In 1882 the company "Siemens & Halske" built the first mine electric locomotive. One of the electric locomotives built in 1896, was operated successfully until 1913.

In 1893, the American company General Electricity Company (C "AEG") built a four-axle electric locomotive with a weight of 30 tons and a capacity of 240 liters. from. The German company Brown, Boveri & C0 produced electric locomotives with a capacity of 900 liters. from. In 1906 three such electric locomotives worked on the wiring of trains through the Simplons tunnel.

The electric locomotive had two motors of a three-phase current, working at a voltage of 3300 V. The motors transmitted the motion to the three leading axes of the electric locomotive. They were directly connected to the middle axis, from which, by means of cranks and rods, rotation was transferred to two other axes. The diameter of the driving wheels is 1640 mm. The total weight of the locomotive is 62 tons, of which the electric part weighed 28 tons, the mechanical part was 34 tons. The electric locomotive developed a speed from 34 to 68 km / h. The traction force at a quiet course of 6000 kg, and at elevated speeds of 3500 kg. The weight of the trains served by electric locomotives of the firm "Brown, Boveri & C0" amounted to 365 tons for passenger trains, 465 tons for goods. In 1907, Westinghouse Electric built an electric locomotive with capacity of 960 liters. from

In 1909, up to 180 three-phase electric locomotives operated on the Italian railways. During the First World War, high-capacity electric locomotives weighing up to 275 tons are created.

Among the designs of railway locomotives that appeared in the period of intensive distribution of electric locomotives, it is necessary to mention the steam locomotive built in 1894 in France by Elmap. The designer created a locomotive, which has a high speed and smooth running. The steam engine was powered by electric motors receiving current from a dynamo mounted on it, which, in turn, was transmitted by a steam engine. In view of the enormous constructive weight of the machine, it did not spread.

The idea of ​​Elmap was realized only after the appearance of an internal combustion engine. Between 1900 and 1909, Work was underway to create a "gasoline-electric" traction.

In 1909, Kolomenskoye Plant developed a diesel locomotive with electric transmission. The power plant consisted of two three-cylinder diesel engines with a total capacity of 1,000 liters. S, which set in motion one generator located between them. The current was fed to four electric motors of the locomotive, the support of the body of which were two four-axle trolleys.

In the period from 1905 to 1920, the design and construction work related to the creation of a powerful diesel locomotive with an electric transmission system was basically completed. In the 20 years diesel locomotives reached the railways of a number of countries in the world, including the USSR.

The development of diesel locomotives with electric transmission in the USSR was initiated by the work of Professor Ya. M. Gakkel, who developed the project of a locomobile in 1920-1921. For consideration of the project under the State Planning Commission, a Commission on diesel locomotives was established, which was later transformed into the Commission for Locomotives under the Supreme Council of National Economy. January 4, 1922 the Council of Labor and Defense adopted a resolution on the construction of diesel locomotives.

In 1924 the locomotive according to the project of Ya. M. Gakkel was built. It was one of the world's first large, efficient locomotives, with a capacity of about 1,000 liters. from. In November 1924 the locomotive of the Ya. M. Gakkel system made an experimental flight from Leningrad to Obukhovo of the Oktyabrskaya railway, and on January 16, 1925, led the freight train to Moscow.

Construction of the diesel locomotive, financed by the Supreme Council of National Economy, was conducted at four Petrograd plants: the Baltic Shipbuilding, Electrosila, Krasny Putilovce, and Elektrike.

At that time, construction of diesel locomotives began in Germany, England, Sweden and in several other countries.

Shukhardin S. "Technology in its historical development"