NEW SINGLE-PHASE ELECTRIC LOCOMOTIVES OF NORMAL FREQUENCY FOR THE HUNGARIAN STATE RAILROADS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600390112-4
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 3
• Document Creation Date: December 22, 2016
• Document Release Date: October 18, 2011
• Sequence Number: 112
• Publication Date: April 24, 1951
• Content Type: REPORT

Sanitized Copy Approved for Release 2011/10/19: CIA-RDP80-00809A000600390112-4
CLASS FICATION CONFIDENTIAL DH~IDENTIAL
CENTRAL INTELLIGENCE AGENCY REPORT
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS CD NO.
SUBJECT Scientific - Electricity, electric locomotives
HOW DATE DIST. 0 *Apr 1951
PUBLISHED Monthly periodical
THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE
Of THE UNITED NTATTS WITHIN THE MEANING OF IOPIONANI ACT 10
U. '45C-i0 TAN11. AS ANINDID. ITS TRANSMISSION ON TNN 0010LATION
OF NTINTR IN ANY NANNIN TO AN UNAUTHONI19D PERSON II PRO'
HINITIO BY LAW. NVIOOUCTION OF THIS FORM IS PRONIIITID.
In 1934, the Budapest-Hegyeshalom double-track line (190 km) was electrified,
using 50 cycle, 16 kv, single-phase current. Before World War II, it had 29
electric locomotives of the 1-D-1 (1-4-1) type and three electric locomotives of
the F (0-6-0) type. The l-)-l locomotives, with a maximum speed of 100 km/hr,
were intended for passenger and freight trains. The F locomotives (maximum
speed 68.6 km/hr) were mainly used for coal trips of over 1,000 tons.
The designs of the two locomotives are basically the same. Equipment in-
cludes a synchronous phase converter, one traction motor, a starting rheostat,
and an automatic regulator. The hourly ratings of the traction motors are
identical -- 2,500 hp.
The transaission from thetWaci on motor to the driving axles is of the lever
type, using the so-called Kando frame and the usual coupling rodE.
The 1-D-1 locomotive weighs 98 tons and the F, 94 tons.
Speed control is effected by altering the cumber of poles of the traction
motor.
At present, the Hungarian railroads are building two single-phase electric
locomotives of normal frequency which differ considerably from those described
above. Their basic characteristics are as follows:
STATE
ARMY
NEW SINGLE-PHASE ELECTRIC LOCOAQOTIVES
OF u0aueL FREQUENC FOR TEE RTTROl1RTAA STATE RAILROADS
Axle formula Vo So
Axle load 17 tons
Weight of electrical portion 42 tons
Weight of mechanical portion 40 tons
Weight of other equipment 3 tons
Total weight 85 tons
Diameter oZ wheels 1,040 mm
No of traction motors 5
n .NR
CLASSIFICATION CONFIDENTIAL ~t-yl ~~~^i~~~
DISTRIBUTION
I NsAB 1 I I I I
_TT -
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The operating data for these locomotives is given in the table below.
Speed (km/hr)
25
50
75
100
125
Maximum instantaneous traction
force (tons)
21
21
16
12
9.6
Hourly power on
rim (hp)
1250
2500
3000
3200
3200
The chief difference between these ne'-tye locomotives and their pre-
decessors is the use of individual instead of group drive. The change to indi-
vidual drive necessitated changes in the electric system and replacement of
come equipment.
The single-phase current of normal frequency is led from the contact con-
ductor to the phase converter, as was the case in the old system. The phase
converter feeds a frequency converter which is an induction machine rigidly
connected to the phase converter. By suitable switching, the frequency con-
verter can be made into a 2- , 4- , or 6-pole machine. Its speed is constant
at 1,500 rpm. Other data is as follows:
Speed (km/hr)
25
50
75
100
125
No of poles
2
--
2
4
6
Feed
To stator
--
To rotor
Frequency (cps)
25
50
75
100 .
125
The traction motors are connected to the frequency converter. With a 50-
cycle supply, they are connected directly to the phase converter.
The locomotive is started using awater rheostat in the secondary circuit
of the traction motors. Regulation of the rheostat resistance is performed
automatically, as is the excitation of the phase converter, according to the
power developed by the locomotive.
The traction motors are six-pole, three-phase induction machines for about
1,000 v. At 125 km/hr they rotate at 2,500 rpm. Each motor weights 1.8 tons
and has an hourly rating of 640 hp. The suspension of the electric drives is
of the streetcar type.
The locomotive can operate with regenerative braking, which cuts in
automatically as soon as the speed exceeds the value set by the position of the
controller. The connections between the phase converter, the frequency converter,
and the traction motors are made by electropneumatic contactors.
Length and weight of car frames have been reduced to a minimum.
The main task set forth in designing this locomotive was to retain tht ad-
vantages of the Kando system while achieving low maintenance cost and specific
weight characteristic of those for dc or single-phase 16 2/3-cycle ac locomotives.
The new locomotive can be. used for both passenger and freight trains.
On a I% grade with a 1,500-ton train, it can attain a speed of 75.km/hr;
with a 750-ton train, 125 km`hr.
CONFIDENTIAL
K F ID E R I u 2. Al
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In view of the advantages of the new type of electric locomotive, the
Hungarian State Railroads consider it the only type which satisfies all re-
quirements in further r'electrii'ic'ation of 'their lines.
1. L. Verebely (Budapest), "Principles of the Ganz-Kando System of Electric
Traction," Elektrotechnicky Obzor, No 13, 1949, P 329.
2. L. Kulmann (Budapest), "The Single-Phase, 50-Cycle Electric Locomotives
Under Construction for the Hungarian State Railroads," Bulletin de 1'Assoc.
mt. ' du Ocn=1 Pa" 'As-a. (!hptn4 tte .10 'FP-.C 10)10,- c 72
Main Wiring Diagrams for Power Circuits
S -- in starting: a, main circuit breaker; c, frequency co.verter;
e, control equipment; g, reversing switch; h, traction motors;" , primary
winding of phase converter; W,,, secondary winding of phase converter.
I-V -- running speeds: b, phase converters; d, instrument trans-
formers;.f, supplementary resistance; i, liquid rheostat.
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